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Road safety: EU reports lowest ever number of road deaths and takes first step towards an injuries strategy

Mother and child sign

Road fatalities across the EU have decreased by 9% in 2012. According to new figures published by the European Commission on 19 March, 2012 saw the lowest number of people killed in road traffic in EU countries since the first data were collected.


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Maritime port activity in the EU27

containers in a harbour

After growing steadily between 2002 and 2007, the total weight of goods handled1 in maritime ports in the EU27 remained nearly stable at 3.9 billion tonnes in 2008. It then fell by 12% to 3.4 bn tonnes in 2009 as the result of the economic crisis. From 2010 the weight of goods handled increased again, to reach 3.7 bn tonnes in 2011, still below the level recorded in 2008. Compared with 2010, the weight of goods handled increased by 2% in 2011.


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Further steps taken to enhance EU and ICAO collaboration on civil aviation issues

plane in the sunset

The International Civil Aviation Organisation (ICAO) and the EU have decided to take further steps to strengthen cooperation in aviation security.  This enhanced cooperation is established following a decision by the Joint Committee - established under the Memorandum of Cooperation (MoC) between the European Union and (ICAO) – to append an Annex on Aviation Security to the MoC. The Annex sets out specific areas for cooperation, for example, in the exchange of information and expertise, in regulatory and standard-setting matters, and in training.

The decision on the Annex was taken during the Joint Committee's second meeting, held in Montreal on 18 March 2013. The meeting was co-chaired by the European Commission's Director General for Mobility & Transport, Matthias Ruete, and ICAO's Secretary General, Raymond Benjamin.

The Joint Committee also agreed in principle on two draft working arrangements developed to consolidate EU/ICAO safety auditing efforts. Both sides see value in pursuing efforts for possible collaboration in the other areas covered by the Memorandum of Cooperation, notably in the area of Air Traffic Management.

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ambulance at accident scene

Towards a Strategy on Serious Road Traffic Injuries – Frequently asked questions

Road safety work in the EU has to date been highly successful. During the last strategy period, 2001-2010, the number of fatalities on EU roads was reduced by a total of 43%, coming close to but not completely achieving the strategic objective of ‘halving road deaths by 2010’. However, for every person killed on the road, an estimated ten are seriously injured. Moreover, for serious injuries, the reported improvements are not as impressive. The data reported by Member States showed only a 36% decrease between 2001 and 2010. Apart from the human suffering caused by these injuries, the socio-economic costs incurred are estimated at around 2% of annual EU GDP.

Towards an injuries strategy

For these reasons, the European Commission has today published a document on serious road traffic injuries outlining the next steps towards a comprehensive EU strategy on serious road injuries, notably:

  1. A common definition of serious road traffic injury,
  2. A way forward for Member States to improve data collection on serious road accidents, and
  3. The principle of adopting an EU-level target for the reduction of serious road traffic injuries.

Tackling serious injuries – what is the current situation?

Some 250 000 people are estimated to be seriously injured in road accidents every year - compared to the 28 000 road fatalities in 2012.

The most common serious road traffic injuries are head and brain injuries, followed by injuries to legs and spine. Many serious injuries lead to life-long suffering or permanent disabilities. Vulnerable road users, for example pedestrians, cyclists, motorcyclists or users in certain age groups – notably the elderly – are especially affected by serious road injuries. Serious road traffic injuries more often occur in urban areas than on rural roads.

What can be done?

A key factor contributing to success in tackling road fatalities has been the results-based approach adopted in two consecutive ten-year EU road safety strategies. It is clear that, based on the experience of the successful targeted work on road fatalities, much could be gained by applying a similar focus to serious but non-fatal road injuries. To do that however, requires clear and accurate data to assess the scale, nature and complex causation of serious injuries, as well as to allow for the monitoring of the impact of subsequent actions.

What is the problem with injuries data?

A lack of common definitions and wide-spread underreporting and misreporting mean that the information on the scale and nature of serious injuries is insufficient, lacking in detail and incomplete. It is likely that the total number of people seriously injured in road traffic is substantially higher than currently reported.

Currently, Member States use different, often non-medical, definitions of serious injury, as well as different data gathering methods. For example, some Member States defined a seriously injured person as someone needing hospital treatment; others as someone having to stay at the hospital for more than 24 hours; and some Member States had national definitions based on lists of diagnoses.

At the moment, there is also substantial misreporting and under-reporting of serious injuries. Misreporting occurs as "on the spot" assessments by police have commonly been the only method used for determining the injury severity grade that is entered into road safety databases. In many cases there is no appropriate follow up with hospital records of assessments. A large proportion of non-fatal accidents are not reported at all (for example, under-reporting occurs as police are not always alerted to accidents). Some injuries are reported as serious although they are not. Studies have indicated that only about 70% of serious injuries are actually reported.

This knowledge gap must be closed. Only with a better understanding of the situation can actions and policies be efficiently designed to reduce the number of serious injuries and minimise their long-term consequences. A better understanding of crash injury trends is also needed for making international comparisons.


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