Road Safety Annual Report 2016 OECD/ITF Chapter 31. Norway

Transcription

1 Road Safety Annual Report 2016 OECD/ITF 2016 Chapter 31 Norway This chapter presents 2014 road safety data for Norway along with provisional data from It looks at trends in traffic and road safety from the years 1990 to 2015 and road user behaviour patterns. This includes data on speed, drink driving, drugs and driving, distracted driving, fatigue and seat belt usage. The chapter reviews Norway s road safety strategy and national targets to 2024 and the progress achieved thus far. It also looks at recently implemented safety measures.* * All data stem from Public Roads Administration unless otherwise noted. For more information please contact: guro.ranes@vegvesen.no. 401

2 Following a temporary setback in 2013, Norway registered two consecutive years of reductions in fatalities on the road. In 2014, there were 147 road deaths in Norway, a 21% decrease when compared to Provisional data from 2015 show another decrease, with 118 road deaths, a 20% reduction compared to 2014 and a 37% reduction over This is the lowest number of road deaths that have been recorded since 1945 and equals a fatality rate of 2.3 per inhabitants. Norway has adopted a Vision Zero strategy, with the interim target of the National Transport Plan being a total of no more than 500 fatalities and serious injuries by Road safety data collection Definitions applied in Norway Road fatality: Person killed in a traffic crash or from injuries within 30 days after the crash. Seriously injured: Person suffering life threatening injuries, or injuries that lead to lasting injury, or other larger injuries that are not life-threatening. The police do not use the Maximum Abbreviated Injury Scale of three or more (MAIS3+) to classify serious injuries, but this will be done in the future when such injury data is provided by hospitals. Crash data are collected by the police and consolidated at the national level by Statistics Norway and the Public Roads Administration. Less severe crashes and injuries are often not reported to the police, and may therefore be under-represented in the figures. This concerns in particular light injuries and single bicycle crashes. At the moment injury data is collected by police, but there are plans to use hospital data in the near future. Most recent safety data Road crashes in 2015 provisional data Based on provisional data, there were 118 road deaths in 2015, representing a 20% reduction compared to 2014 and a 37% reduction compared to This is the lowest number of road deaths that have been recorded since Road crashes in 2014 In 2014, there were 147 road deaths in Norway, a 21% decrease when compared to There were 135 fatal crashes in which 56 persons were killed in head-on collisions and 54 in run-off road crashes. These two types of accident accounted for 75% of all fatalities in 2014; about the same as the previous year. One out of three fatalities is aged 65 years or older. 402

3 Trends in traffic and road safety ( ) Traffic In 2014, around million vehicle-kilometres were registered on Norwegian public roads. Since 1990, total vehicle-kilometres have increased by 58% on public roads. Road safety Crashes and casualties The number of road deaths peaked in 1970 with 560 fatalities. The relatively low numbers of deaths in Norway are subject to annual fluctuation. However, the long-term trend shows a steady improvement in road safety. Between 2010 and 2015, the number of road deaths decreased by 43%. There is no single reason for this very positive development, but the result of a systematic, long-term and fact based approach. There were positive developments on indicators like speed, seat belt wearing, lane barriers and other key factors with known effects on severe traffic accidents. Important measures were taken including: the adoption of a vision zero road safety strategy penetration of vehicles into the car fleet with 5-star EuroNCAP ratings for top levels of both passive and active safety measures reduced speed limits, a speeding campaign, and speed cameras resulting in reduced mean speed of traffic on high volume roads new motorways and two/three lane roads with physical barriers to prevent head-on crashes seat belt campaigns resulting in increased use of seat belts. Rates Norway had a fatality rate of 2.9 deaths per inhabitants in 2014 and 2.3 in Analysis of seriously injured data In 2015, 668 persons were seriously injured in road traffic crashes, compared to 674 in Only once since World War II has a lower figure been observed. This was in 1947, when 640 persons were seriously injured. At that time, however, there were very few cars on the roads. The vehicle fleet was equivalent to 3.5% of vehicle fleet today. The positive development can be seen when comparing figures for recent years with 1970, when persons were seriously injured. A steady decline has been observed since then. Road safety by user group Since 2000, road safety improvements have benefited pedestrians and car occupants the most, while there has been less progress for cyclists. The number of car drivers who lost their lives was reduced from 63 in 2014 to 58 in Their share of all fatalities, however, increased from 33% in 2014 to 49% in In 2014, 12 cyclists were killed, a marked increase compared to previous years. However, the number of cyclists killed dropped to five in Nevertheless, an overall increase in the number of seriously injured cyclists is observed, from 54 in 2010 to 88 in

4 Table Road safety and traffic data % change from Reported safety data Fatalities Injury crashes Seriously injured persons 674 Deaths per inhabitants Deaths per registered vehicles Deaths per billion vehicle kilometres Traffic data Registered vehicles (thousands) Vehicle kilometres (millions) Registered vehicles per inhabitants Figure Road safety, traffic and GDP trends index 1990 = 100 Fatalities Injury crashes Motor vehicles Veh-km GDP Source: World Bank for Gross Domestic Product (GDP; constant prices). Table Road fatalities by road user group % change from Cyclists Moped users Na Motorcyclists Passenger car occupants Pedestrians Others Total Road safety by age group Since 1990, safety improvements have benefited all age groups, in particular children and young people, but there has been a much slower decrease for older people. Since 2010, 404

5 Figure Road fatalities by road user group in percentage of total 2015 Others incl. unknown 3% Pedestrians 10% Cyclists 4% Moped riders 1% Motorcyclists 17% Passenger car occupants 65% there has been much progress for all age groups, except the 65 and over group for whom fatalities increased by 20%. In 2015, no children under 6 were killed in traffic, and only four young people under 18 lost their lives, compared to 9 in In the 65+ age group, 24 persons were killed in road traffic crashes, accounting for 20% of all fatal crashes. The corresponding share in 2014 was 32%. The older population have a fatality rate twice that of the average. Table Road fatalities by age group Age % change from Figures too small for meaningful comparisons Total Road safety by road type In 2015, approximately 85% of road fatalities occurred outside densely populated areas. Of these, 52% were killed in head-on crashes or in run-off-road crashes. Economic costs of traffic crashes Traffic crashes represent a significant cost for Norwegian society, estimated in 2012 at around EUR 1.93 billion (excluding property damage costs). Costs are calculated on a willingness-to-pay approach. 405

6 Figure Road fatality rates by age group Deaths per inhabitants in a given age group, years years years years years 65+ years Recent trends in road user behaviour Speed Studies in Norway show that excessive speed or high speeds incompatible with road conditions like snow, ice, fog or rain are an important element in fatal crashes and their consequences Average speed on Norwegian roads with an 80 km/h speed limit has decreased by about 1 km/h during the last five years. This is partly due to an increase in the share of older drivers and the fact that older drivers drive more slowly than younger drivers. Even though the changed age composition of the driver population explains part of the speed decrease, the decrease is also due to other factors, including higher traffic volume and decreased prevalence of large speeding violations (TØI report, 2016/1462). The table below summarises the main speed limits in Norway. Table Passenger car speed limits by road type, 2016 General speed limit Comments Urban roads 50 km/h Residential streets often limited to 30 km/h Rural roads 80 km/h Motorways 90, 100, 110 km/h Drink driving The legal maximum blood alcohol content (BAC) is 0.2 g/l. The number of drivers impaired due to alcohol seems to be fairly stable or slightly reduced. In 2013, thirteen of the fatal crashes were due to drunk drivers. Drugs and driving The legal maximum content of illegal drugs is equivalent to 0.2 g/l alcohol. The number of impaired drivers due to drugs seems to be fairly stable. 406

7 Distraction In Norway, the law stipulates that mobile phones must be correctly attached to the instrument panel in the vehicle, as close as possible to the driver. Hands-free devices can be used. There are no good estimations on the number of fatal crashes due to the use of mobile phones, but research shows that this is a factor to be watched carefully. Sleepiness and fatigue In-depth studies show that fatigue and sleepiness were the cause of 16% of all fatal crashes in Norway in Seat belts and helmets Seat belt use has been compulsory in front seats of light vehicles since 1975 and in rear seats since Child restraints are compulsory for children under 135 cm in height. For children over 135 cm a child restraint should be used if available. In Norway it is recommended that children under the age of four should be seated facing backward. The use of seat belts by drivers of light vehicles increased sharply between 2006 and2013 as a result of enforcement and awareness campaigns. In 2014 and 2015, the seat belt wearing rate among drivers stabilised at around 96-97%. There is no monitoring of seat belt use in rear seats, but it is estimated to be 7-8 percentage points lower. For children aged 1-3, the use of dedicated rear facing child restraints increased from 20% in 2010 to 49% in 2015, showing wider scope for improvement. The use of seat belts by heavy vehicle drivers increased from 53% in 2010 to 87% in An analysis of fatal crashes in 2014 estimates that 36% of car occupants killed were not wearing a seat belt. Table Seat belt wearing rate by car occupancy and road type Front seat Driver 97% Rear seats Children (use of child restraint) (children aged 1 to 3) 20% 49% All riders of powered two-wheelers are required to wear helmets. The helmet-wearing rate is close to 100%. There is no mandatory helmet-use law for cyclists. Helmet use by cyclists over the age of 12 in 2015 was 56.2%. In 2015, 3 out of the 10 cyclists killed on the roads were not wearing a helmet. National road safety strategies and targets Organisation of road safety Traffic safety policy is co-ordinated by the Norwegian Public Roads Administration (NPRA). In addition to the NPRA, the police, the public health and education administrations, together with leading non-governmental organisations, are the main national stakeholders. At regional and local levels, counties and municipalities play a very important role. The 407

8 Norwegian road safety policy relies on this broad and collaborative approach, a common and shared strategy and co-ordination among all stakeholders. Road safety strategy for Norway s parliament adopted Vision Zero in The Norwegian Vision Zero involves all modes of transport. The main focus is to reduce crashes that can lead to fatalities and serious injuries. The highest priority is given to the reduction of head-on crashes, singlevehicle crashes and collisions with cyclists and pedestrians. Special attention is also paid to high-risk road users, such as young drivers, elderly road users and motorcyclists. A National Plan of Action for Road Traffic safety is published every fourth year. The current Plan covers the period and is embedded in the National Transport Plan (NTP) The plan highlights the current road safety challenges in Norway and describes the measures that will be implemented from to move towards the national target of no more than 500 fatalities and severe injuries by Road safety targets Initially, the main goal of the plan was to halve the number of killed and seriously injured by 2024, when compared to the average for the period A modelling exercise based on existing knowledge shows that it is possible to reach 630 fatalities and seriously injured by By taking into account the fact that it is not possible to assess the effect of all measures and that new technology may bring additional benefits, a new target was set of no more than 500 fatalities and seriously injured by Monitoring targets Developments concerning fatalities and the seriously injured are constantly monitored. In addition, the NPRA is monitoring a set of safety performance indicators, related to speed, seat belt wearing and heavy vehicle safety standards. Figure Trends in road fatalities towards national target Fatalities and seriously injured National target

9 Recent safety measures ( ) The plan includes a new set of 152 measures that will be progressively implemented. Road users Education and awareness. The speed campaign has been updated with a focus on young drivers. The campaign of sharing the road (cyclists and cars) is ongoing and the seat belt campaign is updated with wearing seat belts in buses. Vehicles The NPRA uses a camera system for number plate recognition as a tool to carry out inspection tasks. The system is one of many measures adopted in order to achieve inspection objectives more efficiently. In 2015, the NPRA started a pilot project aiming to enforce compliance with the new requirement of an electronic toll payment tag for business vehicles. The requirement applies to both Norwegian and foreign vehicles on Norwegian roads. Recent and ongoing research The NPRA is conducting a 5-year ( ) research programme Better Safety in Traffic (BEST). The purpose of the programme is to assess the potential for reducing the numbers of fatalities and seriously injuries and identify areas where the greatest returns can be made in the coming years. In 2015, there was specific research and analysis on all cyclist accidents registered by the emergency centre of Oslo. A similar study will be undertaken in 2016 for pedestrians. The Institute of Transport Economics published, in 2013, a study on crashes, driving behaviour and safety attitudes among novice drivers (TØI report 1287/2013), demonstrating that novice drivers who received their license in had more positive road safety attitudes, better driving behaviour, and lower crash involvement risk during the first months of solo driving, compared to drivers who obtained their license in The Institute of Transport Economics published, in 2014, a study on the crash effects of speed cameras (TØI report 1384/2014). The Institute of Transport Economics published, in 2014, a study on trends on the risk of apprehension for traffic offences (TØI report 1361/2014). The Institute of Transport Economics published, in 2014, an evaluation report on the crash effects of section control (TØI report 1339/2014). References TØI Report 1417/2015, The potential for reducing the number of killed or seriously injured road users. Preliminary estimates, Report with summary in English. T%C3%98I%20rapporter/2015/ / sum.pdf (accessed 10 May 2016). TØI rapport 1339/2014. Evaluation of the crash effects of section control, T%C3%98I%20rapporter/2014/ / sum.pdf (accessed 11 April 2016). TØI report 1462/2016, Speed and age: Changes in speed level on Norwegian roads with 80 km/h limit, TOI Institute of Transport Economics, Oslo, T%C3%98I%20rapporter/2016/ / sum.pdf (accessed 11 April 2016). 409

10 TØI report 1287/2013, Accidents, driving behaviour and safety attitudes among novice drivers, (accessed 11 April 2016). TØI report 1361/2014, Trends in the risk of apprehension for traffic offences, Publikasjoner/T%C3%98I%20rapporter/2014/ / Sum.pdf (accessed 11 April 2016). Websites Public Road Administration: National Road Safety Plan: Road+safety/Road+safety. TØI Research Institute for Transport Economics: International Research Institute: SINTEF: Norwegian Institute of Public Health: 410

11 From: Road Safety Annual Report 2016 Access the complete publication at: Please cite this chapter as: ITF (2016), Norway, in Road Safety Annual Report 2016, OECD Publishing, Paris. DOI: This work is published under the responsibility of the Secretary-General of the OECD. The opinions expressed and arguments employed herein do not necessarily reflect the official views of OECD member countries. This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. You can copy, download or print OECD content for your own use, and you can include excerpts from OECD publications, databases and multimedia products in your own documents, presentations, blogs, websites and teaching materials, provided that suitable acknowledgment of OECD as source and copyright owner is given. All requests for public or commercial use and translation rights should be submitted to Requests for permission to photocopy portions of this material for public or commercial use shall be addressed directly to the Copyright Clearance Center (CCC) at or the Centre français d exploitation du droit de copie (CFC) at contact@cfcopies.com.