to both period for which data are available has been How Big is the Problem? 19 in Of these killed car occupants,

Size: px

Start display at page:

Download "to both period for which data are available has been How Big is the Problem? 19 in Of these killed car occupants,"

Lucas Porter
5 years ago
Views:

Car Occupants Introduction This fact sheet explores some of the characteristics of car occupant fatalities. Cars comprise a considerable share of the vehicle fleet in the EU.

Cars refer to both private vehicles as well as vehicles used for commercial purposes (like taxis). Car occupant in this context refers to both the driver and any passengers.

1 Car Occupants Introduction This fact sheet explores some of the characteristics of car occupant fatalities. Cars comprise a considerable share of the vehicle fleet in the EU. Therefore, better understanding the characteristics specific to this user group provides an opportunity to address a large proportion of fatalities. Cars refer to both private vehicles as well as vehicles used for commercial purposes (like taxis). Car occupant in this context refers to both the driver and any passengers. The most recent year or period for which data are available has been analysed. A note is made of anomalies to the main year. In 200, car occupants were killed in road traffic accidents in the EU 1. How Big is the Problem? In 200, car occupants were killed in road traffic accidents in the EU1 1. This represents 4 of all road traffic fatalities in the EU were drivers 1 in 200. Of these killed car occupants, and were passengers (and 4 unknown). Table 1 presents the absolute number of fatalities of car occupants since 2000 by country that are available from CARE. From the table it can be derived that for the EU1 countries in 200, 1 less car occupant fatalities are reported than in From 2000 to 200, there was a reduction of 4 in car occupant fatalities for the EU1 countries. There is a large difference in number of fatalities between countries, and also over the years. For example, the highest numbers of car occupant fatalities in 200 were in Poland (2.17), France (2.162) and Germany (2.110), while the lowest number was in Luxembourg (26). These numbers are mainly related to exposure, and population factors. 1 A list of sheet. the countries which are within the EUtotal can be found at the end of this fact DirectorateGeneral for Mobility & Transport 1 / 17

2 The highest number of car occupant fatalities in 200 was in Poland (2.17), France (2.162), and Germany (2.110) Table 1: Car occupant fatalities by country, IE SE EU1 Yearly reduction CY ,% , , , , , * Data from 2001 () and 2008 (IE and SE) , 7,% Figure 1: Number and proportion of car occupant fatalities in EU1 countries between 2000 and Car occupant fatalities Proportion car occupant Car occupant fatalities * Data from 2001 () and 2008 (IE and SE) Proportion of fatality total 2 There is no data available in 2000 for Poland and in 200 for Ireland and Sweden; therefore data of the next/previous year of that country has been used in the EUtotal and the yearlyy reduction. DirectorateGeneral for Mobility & Transpo ort 2 / 17

3 Error! Reference source not found. presents the number and proportion of car occupant fatalities for the EU1 countries for the period In general, the proportion of car occupant fatalities has decreased over this ten year period by. Table 2 shows the reduction (in percent) in fatalities of car drivers, car passengers and car occupants for the year 200 compared to the year 2000 for the EU1 countries. Over the 10 year period, Spain (6), France (6) and Portugal (6) had the largest reduction of car occupant fatalities, while Romania showed an increase in car occupant fatalities of. From 2000 to 200, there was a reduction of 4 in car occupant fatalities for the EU1 countries. Table 2: Reduction (in percent) in fatalities of car drivers, car passengers and car occupants for the year 200 compared to the year 2000 for the EU1 * EU1 * Data from Driver Passenger Car occupants % () and 2008 (IE and SE) Because these numbers are related to exposure and population factors, absolute fatality numbers do not provide a good basis for cross country comparison. Table 3 compares fatality rates across the EU24 countries in 200, based on relative populations. The United Kingdom has the lowest driver fatality rate (12) per million population but also had one of the lowest occupant rates (18) along with The Netherlands (17). Considering passengers of cars, Slovenia and The Netherlands have the lowest fatality rates per million population (5). Greecee had the highest rate of fatalities for drivers (40) and all occupants (60). DirectorateGeneral for Mobility & Transpo ort 3 / 17

4 Table 3: Fatality rate of car drivers, passengers and occupants per million population for the EU24, 200 The Netherlands has the lowest car occupant fatality rate per million population (17) in 200 Driver Passenger Car occupant EU24 * Data from Source of population data: Eurostat Although an important comparison basis, fatality rates per million population do not always provide the best indication of safety. The vehiclee kilometres travelled indicate the risk to which a road user is exposed while he travels on the road, and so this better indicates relativee levels of safety. However, these data are currently not available in adequate quantities to enable analysis. Who is involved? Table 4 and Figure 2 indicates for 200 that among larger countries the majority of driver fatalities were male (8), and generally aged between 254 years. Denmark 3 has the highest proportion of female driver fatalities (2), while Slovakia and Greece have the least proportions ( and %, respectively). When considering the age groups, the largest percentage of driver fatalities in the EU24 countries were found in the age of 25 to 4 years. Much of these findings are likely to be related to percentage of drivers within each gender group and age group, as well as kilometres travelled. 3 The proportion of Ireland in 2008 was higher (3), but no data available for 200. DirectorateGeneral for Mobility & Transpo ort 4 / 17

5 Across the EU countries the majority of driver fatalities were male Table 4: Characteristics of age and gender of car driver fatalities by country for EU24, 200 < Number F M F M F M F M F M known Total EU24 0, 0, % 3,% , 1 1 % 1 1 % % % % 1 8, , 3, 1 1 % 1 % % 13, 3, , * Data from 2008 Figure 2: Distribution of car driver fatalities by gender, EU24, EU24 GR Female Male * Data from 2008 Among larger countries, Germany and Italy have the highest proportion of female car passenger fatalities (5 and 5 respectively, see Table 5). The smallest proportion of female car passenger fatalities was in Portugal (3). As with driver proportions, passenger fatalities were highest in the 254 age category (28,). DirectorateGeneral for Mobility & Transpo ort 5 / 17

6 Table 5: Characteristics of age and gender of car passenger fatalities by country, EU24, 200 The smallest proportion of female car passenger fatalities was in Portugal (3). < F M F M F M F M F % % % % % % % % 4 EU24 6, 1 1 8, % 8, , , , 7, 4,% 1 12, 4, * Data from 2008 Figure 3 shows that almost 5 of the car passenger fatalities in the EUcountries were female. For car drivers this was scarcely. Figure 3: Distribution of car passenger fatalities by gender, EU24, M Number known Total % % EU24 Female Male * Data from 2008 DirectorateGeneral for Mobility & Transpo ort 6 / 17

7 When do these Crashes Occur? Table 6 presents the proportion of car occupant fatalities per month for the EU24 countries in 200. January, July, August and October have marginally higher incidence of fatalities (respectively 8,,,,, and,) compared to around of fatalities in other months). In July and August the proportion of car passenger fatalities is relatively high Table 6: Proportion of car occupant fatalities per month, EU24, 200 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total % 1 % % 1 % % 1 % % % 1 % 1 % % 2 1 % % % 1 1 % 1 1 % % % 1 % % 1 1 % % 1 % % % % 1 1 % % 1 3 % % % 1 1 % % % % % % 1 1 % % % % % % EU24 8, 7, 7, 7, 8, 8,,, 8,, 8, 8, * Data from 2008 Figure 4 presents the proportion of car driver and passenger fatalities for the EU24 per month for the year 200. In general, the distribution is relatively equal over the year and around onethird of the car occupant fatalities are passengers. In July and August however, the proportion of car passenger fatalities is relatively high (3 and 3 respectively). DirectorateGeneral for Mobility & Transpo ort 7 / 17

8 Figure 4: Proportion of fatalities of car driver and car passenger per month for the EU24*, Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Driver Passenger * 2008 data for IE and SE 3 of car occupant fatalities occur either on a Saturday or a Sunday, while Wednesday has the lowest percentage of fatalities. Table 7: Proportion of car occupant fatalities per day of the week, EU24, 200 EU24 12 Mon Tue Wed Thu Fri Sat Sun Total % 1 % % % % % ,% 11, 11, 12, 14, 18, 18, * Data from 2008 Table 7 presents the percentages of car occupant fatalities across the days of the week. These data indicate that for the EU24, 3 of car occupant fatalities occur either on a Saturday or a Sunday, while the lowest percentage occurs on Tuesdays (1) DirectorateGeneral for Mobility & Transpo ort 8 / 17

9 Figure 5 presents the proportion of fatalities of car drivers and passengers for the EU24 by day of the week for the year 200.The proportion of passenger fatalities is higher in weekend days compared to the proportion of passenger fatalities for the rest of the week. Figure 5: Proportion of car driver and passenger fatalities per day of week, EU24*, During the weekend, the proportion of car passenger fatalities is higher than during the week. 6 4 Mon Tue Wed Thu Fri Sat Sun Driver Passenger * 2008 dataa for IE and SE Table 8 presents the percentage of car occupant fatalities over a 24 hour period. A notable difference for the EU23 is evident between the smallest percentage of fatalities (from midnight to 4 AM: 1) and the largest percentage of fatalities (16:0020:00: 2). In most countries with the exception of Belgium, The Czech Republic, Estonia, Ireland, Luxembourg, Malta, Finland and Sweden the largest percentage of fatalities occurred between 16:00 and 20:00 hours, suggesting the afternoon peak hour traffic is a significant contributing factor to the total fatality numbers. DirectorateGeneral for Mobility & Transpo ort / 17

10 The largest percentage of fatalities occurred between 16:00 and Table 8: Proportions of car occupant fatalities during the day for EU23, 200 0:00 4:00 8:00 12:00 16:00 20:00 Number 3:5 7:5 11:5 15:5 1:5 23:5 known Total EU % , % % , , , , , No data for available * Data from 2008 Figure 6 presents the proportion of fatalities of car drivers and passengers for the EU23 countries by time of day in 200. The proportion of car passenger fatalities (in the EU23) is highest (4) between midnight and 04:00 AM, but there is little variation during the day. Figure 6: 200 Proportion of car driver and passenger fatalities by time of the day for the EU23*, :003:5 4:007:5 8:0011:5 12:0015:5 16:001:5 20:0023:5 Driver Passenger No data for available * Data from 2008 DirectorateGeneral for Mobility & Transpo ort 10 / 17

11 In 200 only 1 of the car occupant fatalities in the EU23 countries occurred at junctions Where Do these Fatalities Occur? The majority of car occupant fatalities occur away from a junction, with only around 1 of the fatalities occurring at junctions in the EU among the larger 23 countries (Table ). The data indicate that countries, Germany and Italy have the greatest share of fatalities at junctions (2). Latvia and Slovakia have only of fatalities at junctions. Table : Proportions of car occupant fatalities at junctions for EU23, 200 EU23 No data for * Data from available 2008 Junction Not at junction Number known Total % Table 10 shows the number of car occupant fatalities by road and area type. Most of the car occupant fatalities in the EU24 countries occur outside urban areas, on nonmotorways ( 7). In Estonia even of the car occupant fatalities occurred outside urban areas, in Slovenia only 4. Around onefifth of the car occupant fatalities in the EU24 countries occurred inside urban areas. In Spain only occurred inside urban areas, in Romania even 4. DirectorateGeneral for Mobility & Transpo ort 11 / 17

In 200, at least 7 of the car occupant fatalities in the EU24 countries occurred outside urban areas on nonmotorways Table 10: Car occupant fatalities by road type and area type for EU24, 200 Outside

12 In 200, at least 7 of the car occupant fatalities in the EU24 countries occurred outside urban areas on nonmotorways Table 10: Car occupant fatalities by road type and area type for EU24, 200 Outside urban area Inside Non motorway Motorway urban area Total EU % * Data from 2008 Accident Causation Between 2005 and 2008 in Germany, Italy, The Netherlands, Finland, Sweden and the data of accidents (covering all injury severities) was collected. Most accidents (8; 826) in the accident causation database involve a car. Of the car drivers, 6 were male and the mean age of drivers involved was 41 years. Figure 7 gives the distribution of specific critical events for car drivers. Figure 7: Distribution of specific critical events car drivers N=1150 Source: SafetyNet Accident Causation Database 2005 to 2008 / EC Date of query: 2010 DirectorateGeneral for Mobility & Transpo ort 12 / 17

13 Specificc critical events under the general category of timing, no action, premature action and late action, are recorded most often for car drivers. No action describes those drivers who have not reacted at all (or at least in an effective time frame) to avoid a collision, for example, to avoid an oncoming vehicle. A premature action is one undertaken before a signal has been given or the required conditions are established, for example entering a junction before it is clear of other traffic. Following these timing events, surplus speed and incorrect direction are recorded in equal measure. Surplus speed describes speed that is too high for the conditions or manoeuvre being carried out, travelling above the speed limit and also if the driver is travelling at speed unexpected by other road users. Incorrect direction refers to a manoeuvre being carried out in the wrong direction (for example, turning left instead of right) or leaving the road (not following the intended direction of the road). Loss of control type accidents can fall into either critical event depending on the specific situation. Table 11 gives the most frequent links between causes for injury crashess with car drivers involved, as recorded in the SafetyNet dataset. For this group there are links in total. Table 11. Ten most frequent links between causes car drivers of the links between causes are observed to be between faulty diagnosis and information failure. Links between causes Frequency Faulty diagnosis Information failure (driver/environment or driver/vehicle) 20 Observation missed Distraction 86 Observation missed Temporary obstruction to view 83 Observation missed Faulty diagnosis 77 Faulty diagnosis Communication failure 66 Inadequate plan Insufficient knowledge 62 Observation missed Permanent obstruction to view 60 Observation missed Inadequate plan 52 Observation missed Inattention 47 Inadequate plan Under the influence of substances 45 Others 516 Total Source: SafetyNet Accident Causation Database 2005 to 2008 / EC Date of query: 2010 Table 11 gives an indication of the most frequently recorded causes and the most frequently recorded links between these causes. Faulty diagnosis and observation missed are two dominant causes for car drivers. Faulty diagnosis is an incorrect or incomplete understanding of road conditions or another road user s actions. It is linked to both information failure (for example, a driver thinking another vehicle was moving when it was in fact stopped and colliding with it) and communication failure (for example, pulling out in the continuing path of a driver who has indicated for a turn too early). The causes leading to observation missed can be seen to fall into two groups: physical obstruction to view type causes (for example, parked cars at a junction) and human factors (for example, not observing a red light due to distraction or inattention). DirectorateGeneral for Mobility & Transpo ort 13 / 17

14 Inadequate plan can also be seen to be frequently recorded and describes a lack of all the required details or that the driver s ideas do not correspond to reality. It is most often linked to insufficient knowledge (for example, not understanding a complex junction layout) but it is also linked with under the influence of substances (alcohol, drugs or medication). DirectorateGeneral for Mobility & Transpo ort 14 / 17

15 Disclaimer The information in this document is provided as it is and no guarantee or warranty is given that the information is fit for any particular purpose. Therefore, the reader uses the information at their own risk and liability. For more information Furtherr statistical information about fatalities is available from the CARE database at the Directorate General for Energy and Transport of the European Commission, 28 Rue de Mot, B 1040 Brussels. Traffic Safety Basic Fact Sheets available Commission concern: Main Figures Children (Aged <15) Youngsters (Aged 1517) Young People (Aged 1824) The Elderly (Aged >64) Pedestrians Bicycles Motorcycles and Mopeds Car occupants Heavy Goods Vehicles Motorways Junctions Roads in urban areas Roads outside urban areas Seasonality Single vehicle accidents Gender from the European DirectorateGeneral for Mobility & Transpo ort 15 / 17

16 Country abbreviations used and definition of EUlevel EU 1 EU24= EU1 + EU23 = EU24 IE SE Belgium Estonia Czech Republic Latvia Denmark Hungary Germany Malta Ireland Slovakia Greece Spain France Italy Luxembourg Netherlands Austria Poland Portugal Romania Slovenia Finland Sweden United Kingdom (GB+NI) Germany (table 8) Malta (table ) Detailed data on traffic accidents are published annually by the European Commission in the Annual Statistical Report. This includes a glossary of definitions on all variables used. More information on the DaCoTA Project, cofinanced by the European Commission, DirectorateGeneral for Mobility and Transport is available at the DaCoTA Website: Authors Nimmi Candappa, Michiel Christoph, Kirsten van Duijvenvoorde, Martijn Vis George Yannis, Petros Evgenikos and Panagiotis Papantoniou Jeremy Broughton, Jackie Knowles Alan Kirk Christian Brandstaetter Jean François Pace, Carlos MartínezPérez and Jaime Sanmartín Mouloud Haddak, Liacine Bouaoun, Emmanuelle SWOV, The Netherlands NTUA, Greece TRL, Loughborough University, KfV, Austria INTRASUVEG, Spain IFSTTAR, France DirectorateGeneral for Mobility & Transpo ort 16 / 17

17 Amoros DirectorateGeneral for Mobility & Transpo ort 17 / 17

fatalities has reduced by more than 35%. Table 1: Pedestrian fatalities by country by year,

fatalities has reduced by more than 35%. Table 1: Pedestrian fatalities by country by year, Pedestrians In 2009, 6.641 pedestrians were killed in road traffic accidents in the EU24, which is 20 % of all fatalities. In the last decade in the EU19 1, pedestrian fatalities have reduced by 34%, while