Traffic Safety Young People (Aged 18-24) Basic...

Traffic Safety Basic Facts 2013 - Main Figures

Traffic Safety Basic Facts 2015 Young People (Aged 18-24)

Young people (18-24)

Traffic Safety Basic Facts 2015

Traffic Safety Basic Facts 2015 - Young People (18-24)

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The number of young people killed in road accidents more

than halved between 2004 and 2013.

More than 62.000 young people were killed in road accidents in

the EU between 2004 and 2013, less than a fifth of all road accident fatalities in those

countries.

General “Young people” are defined as those who are between 18 and 24 years old. In general, young people worldwide are far more likely to be victims in road accidents than people in any other age group. More than 62.000 people aged 18-24 years old were killed in road accidents in the EU within the decade 2004 - 2013.

This number represents less than a fifth of all road fatalities in those countries (17%). The number of young people killed in road accidents in 2013 more than halved compared to the respective number in 2004. The total number of fatalities also fell by 45% in the EU countries over the same period. Figure 1: Number of young people fatalities and all road fatalities, EU, 2004-2013

Source: CARE database, data available in May 2015

In 2013, the number of young people killed in Austria was 33% less than in 2012 and the reduction in Greece was over 21%. On the other hand, the number increased in Croatia (21%) and Hungary (19%). The most significant reduction in young fatalities between 2004 and 2013 occurred in Spain (82%).

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The most significant reduction in young fatalities between 2004

and 2013 occurred in Spain (82%).

Table 1: Number of young people fatalities by country, 2004-2013

Source: CARE database, data available in May 2015 * Totals for EU include latest available data (Lithuanian data not included in totals) Almost 15% of people killed in road accidents in 2013 in the EU countries were aged 18-24. However, only 8% of the population falls within this age group. Young people were at almost twice the average risk of being killed in a road accident across the EU countries in 2013 (this is the relative fatality rate, calculated as the percentage of young people fatalities divided by percentage of young people population). As shown in Figure 2, Ireland had the highest relative fatality rate (2,7), whereas Latvia had the lowest relative rate (0,8) among the EU countries in 2013.

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

BE 240 196 195 215 177 147 171 143 128 119

BG - - - - - 157 - - - -

CZ 219 223 183 190 193 133 125 129 96 96

DK 67 52 65 58 69 53 42 35 31 25

DE 1.269 1.076 1.011 971 887 796 690 737 611 493

EE - 26 35 41 28 21 - - - -

IE 96 110 95 76 75 64 56 39 35 -

EL 304 326 305 280 246 242 186 163 143 112

ES 793 733 601 550 469 357 311 234 175 145

FR 1.276 1.206 1.037 984 956 901 831 813 753 636

HR - - - 135 130 102 58 81 48 58

IT 956 919 825 723 634 579 547 496 423 400

CY 25 - - 24 17 19 12 14 10 18

LV 71 63 59 44 48 31 35 20 16 14

LT - - - - - - - - - -

LU 8 9 8 8 8 10 10 8 6 5

HU 138 159 134 139 103 81 73 73 42 50

MT - 5 3 4 2 2 4 - - -

NL 154 122 112 134 107 126 90 86 76 81

AT 169 140 129 135 134 99 102 76 84 56

PL 851 933 895 953 948 833 677 718 585 551

PT 213 221 125 148 113 109 88 105 65 65

RO 293 294 293 402 439 416 307 251 231 220

SI 49 44 54 64 38 30 19 17 19 22

SK - 83 100 87 92 53 59 - - -

FI 74 53 67 75 50 51 48 51 41 36

SE 78 67 75 86 64 60 47 57 41 40

UK 728 700 706 639 542 467 362 341 344 348

EU 8.477 8.077 7.429 7.323 6.726 5.940 5.128 4.928 4.244 3.866

Yearly change

-4,7% -8,0% -1,4% -8,2% -11,7% -13,7% -3,9% -13,9% -8,9%

IS 4 6 7 2 3 1 3 0 2 2

NO 4 6 7 2 3 1 3 0 2 2

CH 52 46 39 33 59 46 42 27 20 29

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Young people are at almost

twice the risk of being killed in a road accident than the average

member of the population across the EU countries as a

whole.

In 2013, Ireland had the highest

relative fatality rate (2,7) for young people, whereas Latvia

had the lowest relative rate (0,8) among the EU countries.

Figure 2: Relative young people fatality rate by country, 2013 or latest available year

Sources: CARE database (EUROSTAT for population data), data available in May 2015 The number of fatalities amongst young people, expressed as a proportion of all fatalities, has been gradually reducing over the last ten years, although this is not the case in every country. Table 2: Percentage of young people fatalities of all road fatalities, 2004-2013 or latest available year


2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

BE 21% 18% 18% 20% 19% 16% 20% 17% 17% 16% BG 17% 16% 15% 15% 17% 17% 17% 17% 17% 17% CZ 16% 17% 17% 16% 18% 15% 16% 17% 13% 15% DK 18% 16% 21% 14% 17% 17% 16% 16% 19% 13% DE 22% 20% 20% 20% 20% 19% 19% 18% 17% 15% EE 15% 15% 17% 21% 21% 21% 21% 21% 21% 21% IE 25% 28% 26% 22% 27% 27% 26% 21% 22% 22% EL 18% 20% 18% 17% 16% 17% 15% 14% 14% 13% ES 17% 17% 15% 14% 15% 13% 13% 11% 9% 9% FR 23% 23% 22% 21% 22% 21% 21% 21% 21% 19% HR 22% 22% 22% 22% 20% 19% 14% 19% 12% 16% IT 16% 16% 15% 14% 13% 14% 13% 13% 11% 12% CY 21% 21% 27% 27% 21% 27% 20% 20% 20% 41% LV 14% 14% 14% 11% 15% 12% 16% 11% 9% 8% LT - - - - - - - - - - LU 16% 19% 19% 17% 23% 21% 31% 24% 18% 11% HU 11% 12% 10% 11% 10% 10% 10% 11% 7% 8% MT 38% 29% 27% 33% 22% 13% 31% 31% 31% 31% NL 19% 16% 15% 19% 16% 20% 17% 16% 14% 17% AT 19% 18% 18% 20% 20% 16% 18% 15% 16% 12% PL 15% 17% 17% 17% 17% 18% 17% 17% 16% 16% PT 16% 18% 13% 15% 13% 13% 9% 12% 9% 10% RO 12% 11% 11% 14% 14% 15% 13% 12% 11% 12% SI 18% 17% 21% 22% 18% 18% 14% 12% 15% 18% SK 14% 14% 16% 13% 15% 14% 16% 16% 16% 16% FI 20% 14% 20% 20% 15% 18% 18% 17% 16% 14% SE 16% 15% 17% 18% 16% 17% 18% 18% 14% 15% UK 22% 21% 21% 21% 20% 20% 19% 17% 19% 20%

EU 18,0% 17,9% 17,3% 17,3% 17,3% 17,0% 16,4% 16,1% 15,0% 14,8%

IS 17% 32% 23% 13% 25% 6% 38% 0% 22% 13% NO 20% 21% 16% 14% 23% 22% 20% 16% 14% 16% CH 21% 19% 17% 16% 12% 19% 11% 13% 12% 11%

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In 2013, the two thirds of the

young people killed in road accidents in the EU countries

were drivers, whereas only 8% were pedestrians.

In the following tables and figures, the CARE data for 2013 are analysed in greater detail. It should be noted that the latest available data are used, meaning 2009 data for BG and EE, 2010 data for MT and SK, and 2012 data for IE.

Age and road user type Table 3: Distribution of young people fatalities by country and road user type and distribution of all road fatalities by country and age group, 2013 or latest available year


The majority of the young people (18-24) killed in road accidents in the EU countries were drivers (2.524, corresponding to 65% of all fatalities at that age group), whereas only 8% (316) were pedestrians in 2013.

Road user type Age Group

Driver Passenger Pedestrian <18 18-24 25-49 50-64 >64

BE 65% 28% 7% 4% 16% 44% 15% 21%

BG 48% 46% 6% 7% 17% 41% 17% 18%

CZ 63% 27% 10% 3% 15% 37% 21% 24%

DK 72% 28% 0% 10% 13% 29% 20% 28%

DE 76% 19% 5% 4% 15% 32% 19% 30%

EE 52% 48% 0% 6% 22% 40% 13% 19%

IE 69% 31% 0% 6% 22% 38% 12% 22%

EL 66% 30% 4% 5% 13% 37% 17% 27%

ES 63% 28% 10% 4% 9% 39% 20% 29%

FR 73% 22% 5% 6% 19% 37% 16% 21%

HR 59% 36% 5% 5% 16% 36% 23% 20%

IT 67% 25% 8% 4% 12% 35% 18% 31%

CY 67% 33% 0% 2% 41% 27% 11% 18%

LV 64% 36% 0% 5% 8% 44% 19% 24%

LT - - - - - - - -

LU 100% 0% 0% 4% 11% 42% 22% 20%

HU 66% 20% 14% 4% 8% 39% 26% 23%

MT 25% 75% 0% 8% 31% 54% 8% 0%

NL 75% 22% 2% 5% 17% 27% 17% 35%

AT 77% 13% 11% 5% 12% 33% 19% 31%

PL 59% 29% 12% 5% 16% 36% 23% 19%

PT 66% 25% 9% 3% 10% 34% 22% 30%

RO 45% 42% 14% 6% 12% 38% 21% 23%

SI 55% 32% 14% 4% 18% 34% 22% 22%

SK 46% 39% 15% 6% 19% 40% 21% 15%

FI 75% 25% 0% 7% 14% 31% 20% 28%

SE 70% 20% 10% 4% 15% 30% 22% 29%

UK 66% 21% 14% 5% 20% 36% 16% 23%

EU 65% 27% 8% 5% 15% 36% 19% 25%

IS 100% 0% 0% 33% 13% 27% 13% 13%

NO 83% 17% 0% 5% 16% 32% 24% 24%

CH 77% 17% 7% 5% 11% 25% 21% 37%

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The driver and passenger

fatality rates for 18-24 year olds are higher than those of

other age groups.

Figure 3: Total fatality rate per million population by age group and road user type, EU, 2013 or latest available year

Sources: CARE database (EUROSTAT for population data), data available in May 2015

Map 1: Distribution of young people fatalities by country and road user type, 2013 or latest available year

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- 7 -

46% of the young people

fatalities in Greece were riding two-wheelers, the highest proportion among the EU

countries.

Mode of Transport Almost two-thirds of fatalities of young people across the EU countries are in cars or taxis, with mopeds and motorcycles accounting for 24% of young fatalities. Table 4: Total number and distribution of young people fatalities by country and mode of transport, 2013 or latest available year


Figure 4 shows that the highest proportion among the EU countries of young people fatalities by mode of transport in 2013 was in Finland (86% were travelling by car/taxi). The second highest proportion of young people fatalities by car/taxi was in Ireland (83%). The lowest car/taxi proportions were in Portugal (42%) and Slovenia (32%).

Car/Taxi Lorries

Two wheelers

Pedestrians Others Total

BE 67% 5% 18% 7% 3% 119

BG 78% 1% 11% 6% 4% 157

CZ 61% 0% 24% 10% 4% 96

DK 72% 0% 28% 0% 0% 25

DE 69% 0% 24% 5% 1% 493

EE 67% 5% 5% 0% 24% 21

IE 83% 9% 6% 0% 3% 35

EL 44% 5% 46% 4% 2% 112

ES 64% 1% 24% 10% 1% 145

FR 60% 3% 30% 5% 2% 636

HR 71% 0% 24% 5% 0% 58

IT 57% 2% 33% 8% 1% 400

CY 50% 0% 50% 0% 0% 18

LV 79% 7% 14% 0% 0% 14

LT - - - - - -

LU 80% 0% 20% 0% 0% 5

HU 50% 6% 28% 14% 2% 50

MT 100% 0% 0% 0% 0% 4

NL 60% 6% 25% 2% 6% 81

AT 61% 0% 27% 11% 2% 56

PL 64% 0% 20% 12% 4% 551

PT 42% 14% 32% 9% 3% 65

RO 68% 3% 14% 14% 2% 220

SI 32% 0% 23% 14% 32% 22

SK 69% 0% 14% 15% 2% 59

FI 86% 0% 14% 0% 0% 36

SE 65% 3% 18% 10% 5% 40

UK 57% 4% 24% 14% 1% 348

EU 63% 2% 24% 8% 2% 3.866

IS 100% 0% 0% 0% 0% 2

NO 62% 10% 21% 0% 7% 29

CH 57% 7% 30% 7% 0% 30

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Map 2: Distribution of young people fatalities by country and mode of transport, 2013 or latest available year

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- 9 -

81% of the fatalities among

young people were men.

Figure 4: Distribution of young people fatalities by country and mode of transport, 2013 or latest available year


Figure 4 shows that as far as two-wheeler fatalities (users of motorcycles, mopeds or pedal cycles) are concerned, the lowest proportion was in Estonia (5%) and Ireland (6%). Greece had the highest proportion of 18-24 year old two-wheeler fatalities (46%) among the EU countries. Portugal had the highest proportion of young people fatalities in lorries (14%). Slovakia had the highest proportion of young pedestrian fatalities (15%).

Gender 81% of the fatalities among young people were men. Moreover, males had a significantly higher fatality rate per million population (75), compared to females (17). This can possibly be attributed in part to young men tending to drive farther than young women and different risk taking behaviour. Figure 5: Young people fatality rates per million population by gender, EU, 2013 or latest available year


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- 10 -

68% of young fatalities in road accidents occurred in rural areas

in 2013.

Area and Road type In the European Union, in 2013, the majority (63%) of young fatalities occurred outside urban areas (excluding motorways) and only 5% occurred on motorways. The percentage of young people fatalities inside urban areas was 32% for the EU countries. Table 5: Distribution of young people fatalities by country, area and road type, 2013 or latest available year


Inside urban areas

Outside urban areas Total

motorways non-motorways

BE 21% 17% 62% 119

BG 29% 4% 66% 157

CZ 29% 2% 69% 96

DK 32% 0% 68% 25

DE 16% 11% 73% 493

EE 10% - 90% 21

IE 20% 0% 80% 35

EL 59% 4% 37% 112

ES 22% 15% 63% 145

FR 27% 5% 69% 636

HR 60% 5% 34% 58

IT 42% 5% 53% 400

CY 67% 0% 33% 18

LV 21% - 79% 14

LT - - - -

LU 60% 20% 20% 5

HU 36% 2% 62% 50

MT 100% - - 4

NL 28% 13% 59% 81

AT 23% 5% 71% 56

PL 39% 1% 60% 551

PT 55% 8% 37% 65

RO 51% 1% 47% 220

SI 45% 9% 45% 22

SK 36% 5% 59% 59

FI 17% 3% 81% 36

SE 5% 5% 89% 40

UK 26% 4% 71% 348

EU 32% 5% 63% 3.866

IS 50% - 50% 2

NO 11% - 89% 29

CH 17% 10% 73% 30

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Map 3: Distribution of young people fatalities by country and area type, 2013 or latest available year

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Sweden had the lowest

percentage of young people fatalities inside urban areas

(5%), whereas Croatia had the highest (60%) amongst the EU

countries in 2013.

On Saturdays and Sundays

fatality rates for young people are much higher than the rates for the population as a whole.

Figure 6: Distribution of young people fatalities by country and area type, 2013 or latest available year


Figure 6 shows that in 2013 Sweden had the lowest percentage of young people fatalities inside urban areas (5%), whereas Croatia and Greece had the highest percentage (60% and 59% respectively) amongst the EU countries.

Day of the week and Time of the day

Figure 7 shows that in 2013 more people aged 18-24 were killed between 06:00 and 20:59 on week-days in the EU countries than between 21:00 and 5:59 (the night-time and early morning). On the contrary, more young people were killed between 21:00 and 5:59 during the weekends, when young people tend to stay out until late.

Figure 7: Young people and total fatality rates per million population by day of the week and time of the day, EU, 2013 or latest available year


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In 2013, in the EU, almost half (41%) of young people were

killed on weekends.

Table 6 shows that in 2013 in the EU countries, almost half (41,4%) of the young people who were killed, died during the weekend. The proportions are lower between Monday and Wednesday.

Table 6: Distribution of young people fatalities by country and day of the week, 2013 or latest available year


Mon Tue Wed Thu Fri Sat Sun Total

BE 5% 10% 13% 16% 13% 19% 24% 119

BG 15% 8% 11% 8% 16% 22% 20% 157

CZ 6% 13% 10% 14% 19% 22% 17% 96

DK 8% 8% 12% 12% 16% 32% 12% 25

DE 11% 12% 11% 13% 14% 17% 22% 493

EE 5% 5% 19% 19% 5% 29% 19% 21

IE 11% 3% 6% 9% 23% 26% 23% 35

EL 11% 17% 6% 17% 13% 14% 22% 112

ES 12% 10% 4% 15% 18% 20% 21% 145

FR 9% 12% 11% 11% 17% 19% 20% 636

HR 9% 22% 7% 19% 5% 5% 33% 58

IT 10% 10% 9% 13% 13% 22% 24% 400

CY 0% 6% 6% 28% 28% 28% 6% 18

LV 14% 0% 14% 14% 7% 21% 29% 14

LT - - - - - - - -

LU 40% 0% 0% 0% 20% 40% 0% 5

HU 10% 16% 16% 14% 12% 24% 8% 50

MT 0% 25% 0% 0% 0% 25% 50% 4

NL 12% 12% 6% 6% 15% 28% 20% 81

AT 14% 5% 4% 18% 13% 30% 16% 56

PL 10% 11% 12% 12% 16% 18% 22% 551

PT 8% 8% 5% 12% 18% 26% 23% 65

RO 11% 11% 6% 10% 18% 16% 28% 220

SI 9% 18% 9% 18% 23% 23% 0% 22

SK 8% 10% 10% 14% 8% 19% 31% 59

FI 8% 11% 11% 11% 8% 33% 17% 36

SE 8% 13% 10% 8% 20% 23% 20% 40

UK 15% 9% 9% 10% 18% 22% 18% 348

EU 10,4% 10,9% 9,7% 12,2% 15,4% 20% 21,4% 3.866

IS 0% 0% 0% 0% 0% 50% 50% 2

NO 10% 14% 17% 3% 10% 17% 28% 29

CH 13% 17% 13% 3% 7% 27% 20% 30

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In the EU, the peak period for

fatalities in 2013 was July/August (21%).

Seasonality Table 7 shows the distribution of road fatalities amongst young people through the year, using pairs of months, with the totals displayed in Figure 8 on a monthly basis.

Table 7: Distribution of young people fatalities by country and month, 2013 or latest available year


The peak period for most of the countries is in July/August, though Belgium has its peak in March/April, the peak in Italy, Latvia, Slovenia and Finland is in May/June, while for the Netherlands, Ireland, Spain, Greece, Romania and Slovakia the peak is in September/October. Fewest fatalities occurred in January/February.

Jan/Feb Mar/Apr May/Jun Jul/Aug Sep/Oct Nov/Dec Total

BE 16% 21% 10% 20% 15% 18% 119

BG 8% 16% 15% 28% 18% 15% 157

CZ 13% 11% 24% 29% 14% 9% 96

DK 12% 12% 8% 32% 24% 12% 25

DE 14% 14% 17% 21% 19% 15% 493

EE 33% 19% 5% 33% 5% 5% 21

IE 14% 17% 20% 20% 23% 6% 35

EL 13% 10% 11% 23% 25% 18% 112

ES 14% 12% 14% 18% 26% 17% 145

FR 13% 16% 16% 21% 18% 16% 636

HR 10% 7% 17% 29% 22% 14% 58

IT 17% 14% 21% 16% 17% 16% 400

CY 0% 22% 39% 6% 17% 17% 18

LV 7% 0% 36% 36% 0% 21% 14

LT - - - - - - -

LU 20% 0% 0% 40% 0% 40% 5

HU 6% 12% 14% 28% 20% 20% 50

MT 50% 0% 25% 0% 0% 25% 4

NL 14% 14% 16% 15% 21% 21% 81

AT 13% 14% 20% 16% 14% 23% 56

PL 10% 12% 18% 24% 22% 13% 551

PT 15% 14% 12% 20% 17% 22% 65

RO 9% 15% 17% 20% 22% 18% 220

SI 14% 23% 36% 0% 9% 18% 22

SK 14% 12% 14% 20% 22% 19% 59

FI 17% 14% 28% 19% 11% 11% 36

SE 10% 10% 23% 25% 10% 23% 40

UK 13% 13% 18% 22% 17% 18% 348

EU 12,8% 13,7% 17,3% 21,3% 19,0% 15,9% 3.866

IS 0% 0% 0% 50% 0% 50% 2

NO 3% 7% 17% 28% 24% 21% 29

CH 3% 23% 27% 23% 13% 10% 30

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Fatalities amongst young people

vary seasonally, with higher percentages in summer and lower percentages in winter.

In the EU, the proportion of fatalities aged 18-24 was relatively high in July and August, and relatively low between January and April in 2013.

Figure 8: Distribution of young people and total fatalities by month, EU, 2013 or latest available year


Figure 8 shows that the highest proportion of young people fatalities in 2013 occurred in August (11%) in the EU countries, whereas the lowest proportion occurred in February and March (6%). As far as total fatalities are concerned, the highest proportion of total fatalities occurred in July and August (10%), whereas the lowest proportion occurred in February (6%).

Accident Causation During the EC SafetyNet project, in-depth data were collected using a common methodology for samples of accidents that occurred in Germany, Italy, the Netherlands, Finland, Sweden and the UK. The SafetyNet Accident Causation Database was formed between 2005 and 2008, and contains details of 1.006 accidents covering all injury severities. A detailed process for recording causation (SafetyNet Accident Causation System – SNACS) attributes one specific critical event to each driver, rider or pedestrian. Links then form chains between the critical event and the causes that led to it. For example, the critical event of late action could be linked to the cause observation missed, which was a consequence of fatigue, itself a consequence of an extensive driving spell. In the database, 25% (249) of the accidents involve a driver or rider between 18 and 24 years old. Males account for 75% of this group and 79% are drivers of passenger cars. Figure 9 compares the distribution of specific critical events for drivers and riders of young age against the distribution for 35 to 64 year olds.

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Figure 9: Distribution of specific critical events - 18 to 24 and 35 to 64 years old drivers/riders

Source: SafetyNet Accident Causation Database 2005 to 2008

The clearest difference between the two age groups relates to the specific critical event of surplus speed, attributed to just over one quarter of the young age group but only 10% of the older group. 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 a speed unexpected by other road users. Incorrect direction is also recorded more frequently for the younger age group. This 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. The specific critical events under the general category of ‘timing’, no action, premature action and late action, are the next three most frequently recorded events but each is recorded more frequently for the older group, especially no action. No action describes those drivers/riders 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. Figure 9 gives the most frequent links between causes for young drivers/riders. For this group there are 371 such links in total.

0% 5% 10% 15% 20% 25% 30%

Surplus speed

Incorrect direction (includes leaving road)

No action

Late action

Premature action (initiated too early)

Surplus force (excess acceleration or braking)

Shortened distance (road user(s)/environment too close)

Prolonged action/movement (continued on too long)

Prolonged distance (action/movement taken too far)

Skipped action

Other

Proportion of drivers/riders

Spe

cifi

c Cri

tica

l Eve

nt

18 to 24 yrs old n=264 35 to 64 yrs old n=761

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15% of the links between causes are observed to be

between ‘inadequate plan’ and ‘insufficient knowledge‘.

Table 8: Ten most frequent links between causes – young drivers/riders Links between causes Frequency

Inadequate plan - Insufficient knowledge 55

Faulty diagnosis - Information failure (driver/environment or driver/vehicle)

38

Observation missed - Distraction 25

Observation missed - Faulty diagnosis 21

Inadequate plan - Under the influence of substances 18

Observation missed - Temporary obstruction to view 17

Observation missed - Inadequate plan 15

Inadequate plan - Psychological stress 13

Observation missed - Permanent obstruction to view 12

Faulty diagnosis - Communication failure 12

Others 145

Total 371 Source: SafetyNet Accident Causation Database 2005 to 2008

Inadequate plan is the most frequently recorded cause and describes a lack of all the required details or that the driver’s/rider’s ideas do not correspond to reality. The causes leading to inadequate plan are lack of knowledge and impairment from substances and psychological stress. Faulty diagnosis and observation missed then follow. 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/rider 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, human factors (for example, not observing a red light due to distraction) and physical ‘obstruction to view’ type causes (for example, parked cars at a junction).

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By 2012, thirteen member

states routinely collected data in a sample of hospitals and contributed them to the EU

injury Database.

According to estimates based on

the EU IDB more than four million people are injured

annually in road accidents, one million of whom have to be

admitted to hospital.

Road accident health indicators Injury data can be obtained from a wide range of sources, such as police and ambulance reports, national insurance schemes, and hospital records, each of which provides a specific but yet incomplete picture of the injuries suffered in road accidents. In order to obtain a comprehensive view of these injuries, the EU Council issued a Recommendation that urges member states to use synergies between existing data sources and to develop national injury surveillance systems rooted in the health sector. At present, thirteen member states are routinely collecting injury data in a sample of hospitals and delivering these data to the Commission. This system is called the EU Injury Database (EU IDB). Within the EU IDB “transport module” injuries suffered in road accidents are recorded by “mode of transport”, “role of injured person” and “counterpart”. These variables can complement information from police records, in particular for injury patterns and the improved assessment of injury severity. The indicators used include the percentage of casualties attending hospital who are admitted to hospital, the mean length of stay of hospital admissions, the nature and type of body part injured, and potentially also long term consequences of injuries. Figure 10: Distribution of non-fatal road accident casualties attending hospital by mode of transport

EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = 73 600: n-admitted = 23.568 (DE, DK, LV, MT, AT, NL, SE, SI, CY, years 2005-2008).

Figure 10 is based on IDB data from nine countries for accidents that occurred between 2005 and 2008. Vulnerable road users (pedestrians, cyclists, motorcycles and mopeds) accounted for almost two thirds (63%) of road accident casualties attending hospital, and for over half of casualties admitted to the hospital (56%).

0% 20% 40% 60% 80% 100%

Admitted patients

All patients

Pedestrian Cyclists

Motorcycles and Mopeds Cars

Other modes of Transport

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More than 32% of injured young people who attended a hospital were admitted to the hospital; their average stay in hospital

was six days.

Overall, 32% of road accident casualties recorded in the IDB were admitted to the hospital, whilst more than 32% for young people (Figure 11); with an average length of stay of eight days, about six days for young people (Figure 12).

Figure 11: Percentage of non-fatal road accident casualties who were admitted to hospital by age group and mode of transport

EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = 73.600, n-young people =13.190, n- youngsters admitted = 4.336 (DE, DK, LV, MT, AT, NL, SE, SI, CY, years 2005-2008).

Figure 12: Average length of stay (hospital bed days) of non-fatal road accident casualties by age group and mode of transport

EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = 73.600, n-young people =13.190, n- youngsters admitted = 4.336 (DE, DK, LV, MT, AT, NL, SE, SI, CY, years 2005-2008).

0%

10%

20%

30%

40%

50%

Pedestrian Other modes of Transport

Motorcycles and Mopeds

Overall Cyclists Cars

All age groups Young people (18-24 years old)

0 2 4 6 8 10 12

Pedestrian



Overall

Cyclists

Cars

All age groups Young people (18-24 years old)

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Contusions and bruises account

for almost 40% of all traffic injuries suffered by young people attending hospital.

Figure 13: Distribution of non-fatal road accident young people casualties by mode of transport and body part injured

EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = 73 600, n-young people =13.190, n- youngsters admitted = 4.336 (DE, DK, LV, MT, AT, NL, SE, SI, CY, years 2005-2008).

Naturally, hospital data can provide information on the injury patterns sustained by the accident victims. Figure 13 illustrates the distribution of body parts injured in young people’s casualties by mode of transports. Table 9 shows the types of injuries most frequently recorded in the EU IDB. It compares the distribution of injuries among young people and road users of all ages.

Table 9: Ten most frequently recorded types of injury by age group

Young people (18-24 years)

All age groups

Contusion, bruise 38% 34%

Fracture 18% 27%

Open wound 10% 10%

Distortion, sprain 10% 8%

Concussion 9% 7%

Other specified brain injury 2% 2%

Luxation, dislocation 1% 2%

Injury to muscle and tendon 2% 2%

Abrasion 1% 1%

Injury to internal organs 1% 1%

Other specified types of injury 8% 6%

Total 100% 100% EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = 73 600, n-young people =13.190, n- youngsters admitted = 4.336 (DE, DK, LV, MT, AT, NL, SE, SI, CY, years 2005-2008).

0% 20% 40% 60% 80% 100%

Pedestrian

Cyclists


Cars


Overall

Head Neck, throat Trunk

Upper extremities Lower extremities Multiple body parts

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Notes

1. Country abbreviations

Belgium BE Italy IT Romania RO

Bulgaria BG Cyprus CY Slovenia SI

Czech Republic CZ Latvia LV Slovakia SK

Denmark DK Lithuania LT Finland FI

Germany DE Luxembourg LU Sweden SE

Estonia EE Hungary HU United Kingdom UK

Ireland IE Malta MT

Greece EL Netherlands NL Iceland IS

Spain ES Austria AT Liechtenstein LI

France FR Poland PL Norway NO

Croatia HR Portugal PT Switzerland CH

2. Sources: CARE (Community database on road accidents) The full glossary of definitions of variables used in this Report is available at: http://ec.europa.eu/transport/road_safety/pdf/statistics/cadas_glossary.pdf 3. Data available in May 2015. 4. Data refer to 2013 and when not available the latest available data are used (2009 data for BG and EE, 2010 data for MT and SK, and 2012 data for IE). Totals and related average percentages for EU also include latest available data.

5. Lithuanian data not included in the totals. 6. Data for 2013 for Italy have been modified after the publication of the 2015 edition of Traffic Safety Basic Facts. 7. This 2015 edition of Traffic Safety Basic Facts updates the previous versions produced within the EU co-funded research projects SafetyNet and DaCoTA. 8. Disclaimer This report has been produced by the National Technical University of Athens (NTUA), the Austrian Road Safety Board (KFV) and the European Union Road Federation (ERF) under a contract with the European Commission. Whilst every effort has been made to ensure that the matter presented in this report is relevant, accurate and up-to-date, the Partners cannot accept any liability for any error or omission, or reliance on part or all of the content in another context. Any information and views set out in this report are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission’s behalf may be held responsible for the use that may be made of the information contained therein. 9. Please refer to this Report as follows: European Commission, Traffic Safety Basic Facts on Young People, European Commission, Directorate General for Transport, June 2015.

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http://ec.europa.eu/transport/road_safety/pdf/statistics/cadas_glossary.pdf

http://www.nrso.ntua.gr/

http://www.kfv.at/department-transport-mobility/

http://www.irfnet.eu/

http://ec.europa.eu/transport/road_safety/index_en.htm


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