The Elderly. (Aged >64) Traffic Safety. Traffic Safety Basic Facts Main Figures Basic Facts 2017

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1 Traffic Safety Basic Facts Main Figures 3 Traffic Safety Basic Facts 2015 Traffic Safety Main Figures Basic Facts 2017 The Elderly (Aged >64)

2 Total road fatalities Elderly fatalities Traffic Safety Basic Facts 2017 The Elderly General With the demographic shift towards an ever-increasing number of older drivers on the road, research on older drivers becomes more and more pertinent. Although older drivers are involved in fewer accidents, they represent one of the highest risk categories probably because of their great fragility and reduced tolerance to injury. In 2015, elderly people were killed in road accidents in the EU (excluding Lithuania), which constitutes 26% of fatalities of all ages in Figure 1 shows the evolution of the elderly fatalities and the total number of road fatalities over the decade The number of elderly people killed in road accidents in 2015 decreased by 18%, while the total number of fatalities fell by 40% in the EU countries. Figure 1: Number of elderly fatalities and all road fatalities, EU, Total fatalities Elderly fatalities In 2015, about elderly people died in road accidents in the EU Table 1 presents the annual data by country from 2006 including the totals for the EU countries in the last decade. In almost all EU countries, the number of elderly fatalities fell between 2007 and 2013, while then they increased again. However, in most countries the number of elderly fatalities was still lower in 2015 compared to 2006; ranging from 5% in Belgium to 59% in Estonia

3 The number of elderly people who died in the EU countries fell by 18% between 2006 and Table 1: Number of elderly fatalities by country, BE BG CZ DK DE EE IE EL ES FR HR IT CY LV LT LU HU MT NL AT PL PT RO SI SK FI SE UK EU Yearly change 0,2% -6,0% -5,5% -8,5% 2,4% -3,4% -2,4% 3,1% 2,4% IS NO CH Totals for EU include latest available data (Lithuanian data not included in the totals) Table 2 shows the percentage of the elderly fatalities of all road fatalities by country in the EU, Iceland, Norway and Switzerland. Among the EU countries, this ranged between 18% in Croatia and Latvia and 33% in the Netherlands

4 Since 2013, more than one quarter of all road fatalities concerned the elderly fatalities. Table 2: Percentage of elderly fatalities of all road fatalities, BE 18% 16% 16% 17% 18% 21% 23% 21% 24% 25% BG % 18% CZ 16% 16% 17% 19% 21% 18% 21% 24% 19% 24% DK 24% 23% 24% 20% 26% 29% 26% 28% 32% 28% DE 23% 23% 24% 27% 25% 26% 28% 30% 29% 30% EE 16% 21% 22% 18% 22% 19% 21% 23% 21% 19% IE 18% 17% 17% 11% 14% 20% 22% 24% - - EL 20% 20% 21% 19% 21% 23% 25% 27% 24% 28% ES 16% 16% 18% 19% 21% 24% 27% 29% 28% 30% FR 20% 19% 19% 19% 19% 19% 20% 21% 23% 24% HR - 18% 16% 21% 23% 18% 20% 20% 26% 18% IT 22% 22% 23% 26% 26% 27% 28% 30% 31% 32% CY 21% 18% 17% 20% 18% 17% 18% 18% 24% 28% LV 15% 17% 15% 14% 17% 24% 19% 22% 20% 18% LT % 18% 27% LU 7% 15% 11% 19% 9% 9% 26% 20% 6% 22% HU 17% 17% 18% 20% 19% 23% 20% 23% 25% 22% MT 9% 25% 22% 33% 0% NL 29% 26% 26% 29% 29% 34% 33% 34% 36% 33% AT 21% 21% 25% 25% 25% 29% 29% 31% 27% 29% PL 17% 17% 18% 18% 17% 17% 18% 19% 22% 21% PT 22% 23% 22% 24% 30% 30% 27% 30% 32% 30% RO 19% 22% 19% 21% 21% 22% 22% 23% 23% 24% SI 13% 17% 16% 23% 22% 16% 20% 22% 24% 24% SK 15% 15% 12% 13% 13% FI 21% 21% 27% 25% 24% 28% 23% 28% 24% 25% SE 21% 22% 26% 26% 27% 29% 25% 29% 37% - UK 17% 19% 19% 18% 20% 22% 23% 23% 26% 25% EU 19% 20% 20% 21% 22% 23% 24% 25% 26% 26% IS 13% 20% 33% 18% 25% 17% 44% 13% 0% 31% NO 27% 22% 19% 17% 20% 22% 19% 24% 32% 21% CH 27% 30% 29% 26% 31% 37% 27% 37% 35% 38% Figure 2 shows the number of elderly fatalities and the percentage of all road fatalities in the EU during the period The number of elderly fatalities was decreasing up to 2013, while it increased during the last two years. This pattern, combined with the fact that the total number of fatalities has fallen faster during this decade, leads to the rise of the proportion of elderly fatalities. Figure 2: Number of elderly fatalities and percentage of all road fatalities, EU, % % % 15% % Number of elderly fatalities Percentage of total road fatalities % 0% - 4 -

5 Map 1: Percentage of elderly fatalities of all fatalities by country, 2015 or latest available year In the EU, the proportion of road fatalities of the elderly varies between 18% and 37%. For a better comparison among the EU countries, the elderly fatality rates per million population were calculated, as shown in table 3a. The EU fatality rate had a decreasing trend between 2006 and 2013, when it remained stable up to Romania and Lithuania had the highest fatality rates (133 and 121 fatalities per million population respectively), whilst the United Kingdom (39) and Denmark (47) had the lowest. Middle-aged, elderly and total fatality rates are illustrated in Figure 3a, with countries being sorted by the overall fatality rate for the elderly

6 Romania and Lithuania had the highest fatality rates, whilst the UK, and Denmark had the lowest. Table 3a: Elderly fatality rates per million population by country, BE BG CZ DK DE EE IE EL ES FR HR IT CY LV LT LU HU MT NL AT PL PT RO SI SK FI SE UK EU IS NO CH Sources: CARE database (EUROSTAT for population data), data available in May 2017 Figure 3a: Middle aged, elderly and total fatality rates per million population by country, 2015 or latest available year UK DK SE EE NL ES DE FI SK FR EU IE SI HR HU IT PT LV AT BE CZ EL PL LT CY RO Sources: CARE database (EUROSTAT for population data), data available in May 2017 All ages Middle-aged (45-64) Elderly (65+) - 6 -

7 Table 3b compares the fatality rates of elderly people and middle-aged people (45-64 years) with the fatality rate of the whole population. The ratios of elderly to middle-aged and of elderly to all fatalities clearly show that the risk of being killed in an accident is higher for the elderly than for the middle-aged and that the elderly have an above-average fatality risk in many EU countries. In all EU countries, the elderly are at greater risk of being killed in a road accident than the overall population. Middle-aged people (45-64 years old) are at a lower risk of being killed than the elderly. Table 3b: Middle aged, elderly and total fatality rates per million population and comparisons by country, 2015 or latest available year Fatality rate Comparisons Middle-aged Elderly Elderly/ Elderly/ All ages (45-64) (65+) Middle-aged All ages BE ,47 1,40 BG CZ ,30 1,36 DK ,63 1,48 DE ,50 1,41 EE ,21 1,03 IE ,48 1,89 EL ,56 1,36 ES ,57 1,63 FR ,54 1,30 HR ,89 0,96 IT ,55 1,48 CY ,68 1,92 LV ,82 0,96 LT ,64 1,47 LU ,01 1,57 HU ,03 1,25 MT NL ,95 1,86 AT ,68 1,59 PL ,25 1,37 PT ,28 1,47 RO ,23 1,41 SI ,21 1,35 SK FI ,30 1,26 SE ,73 1,87 UK ,43 1,39 EU ,41 1,39 IS ,54 2,31 NO ,26 1,27 CH ,47 2,16 Sources: CARE database (EUROSTAT for population data), data available in May

8 Figure 3b shows the relative fatality rates by country, allowing for a better comparison of the elderly fatality rate to the rate of the total population. relative fatality rate = where fatality rate = fatality rate aged over 64 fatality rate all ages fatalities population (millions) The risk of being killed in a road accident for the elderly in the EU is 1,4 times higher compared to the average member of the population across the EU as a whole. Figure 3b: Relative elderly fatality rates by country, 2015 or latest available year 2,2 2,0 1,8 1,6 1,4 1,2 1,0 0,8 0,6 0,4 0,2 0,0 CY IE SE NL ES AT LU DK IT LT PT DE RO BE EU UK PL EL CZ SI FR FI HU EE HR LV Sources: CARE database (EUROSTAT for population data), data available in May 2017 The risk of being killed in a road accident for the elderly in the EU is 1,4 times higher compared to the average member of the population across the EU as a whole. In Ireland, Sweden and the Netherlands, the elderly fatality risk is more than twice the overall fatality rate. In the following tables and figures, the CARE data for 2015 are analysed in greater detail. It should be noted that the latest available data are used, meaning 2009 data for BG, 2010 data for MT and SK, 2013 data for IE and 2014 data for SE

9 Age and gender Almost two thirds of the elderly people killed in road accidents were men. Table 4a: Total number and distribution of elderly fatalities by country, age group and gender, 2015 or latest available year Distribution by age Distribution by gender Total Female Male BE 40% 36% 24% 35% 69% 184 BG 47% 42% 11% 40% 60% 158 CZ 55% 35% 10% 30% 70% 178 DK 31% 39% 31% 35% 65% 49 DE 35% 47% 18% 39% 61% EE 46% 46% 8% 46% 54% 13 IE 48% 48% 4% 33% 67% 46 EL 40% 50% 11% 21% 79% 225 ES 40% 45% 15% 34% 66% 505 FR 38% 38% 24% 39% 61% 829 HR 41% 52% 6% 35% 65% 63 IT 38% 45% 18% 27% 73% CY 44% 44% 13% 44% 56% 16 LV 45% 48% 6% 48% 52% 33 LT 44% 41% 15% 47% 53% 66 LU 25% 75% 0% 25% 75% 8 HU 47% 42% 11% 46% 54% 144 MT NL 35% 42% 23% 32% 68% 176 AT 38% 43% 20% 42% 58% 141 PL 45% 41% 13% 43% 57% 619 PT 44% 43% 14% 28% 71% 177 RO 52% 38% 10% 37% 63% 450 SI 59% 31% 10% 55% 45% 29 SK 46% 40% 15% 48% 52% 48 FI 49% 40% 10% 37% 63% 67 SE 37% 41% 21% 32% 68% 99 UK 36% 42% 22% 40% 60% 444 EU 40% 43% 17% 36% 64% IS 40% 40% 20% 20% 80% 5 NO 58% 29% 13% 25% 75% 24 CH 45% 32% 23% 37% 63% 97 Table 4a gives more details of the age groups and of the gender distribution of elderly fatalities, using three age ranges. The highest percentage of elderly fatalities was recorded for the age group, which was slightly higher than for the age group. In Slovenia, about 60% of elderly fatalities were aged between 65 and 74 years old. Concerning gender, almost two thirds of elderly fatalities were men. Women make up a higher proportion of fatalities among the elderly (36%) than within the whole population (24%). Figure 4 illustrates the results from Table 4a. The highest percentage of female elderly fatalities was recorded in Slovenia (55%)

10 Figure 4: Distribution of elderly fatalities by country, age group and gender, 2015 or latest available year 100% 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% SI CZ RO FI IE BG HU EE SK LV PL LT CY PT HR EU ES BE EL FR IT AT SE UK DE NL DK LU % 80% 70% 60% 50% 40% 30% 20% 10% 0% SI LV SK LT EE HU CY PL AT UK BG FR DE FI RO EU BE HR DK ES IE NL SE CZ PT IT LU EL Male Female Across the EU, the fatality rate for elderly men is more than double the rate for elderly women. Table 4b: Elderly and total fatality rates per million population by country, age group and gender, 2015 or latest available year Age Group Gender Total Female Male BE BG CZ DK DE EE IE EL ES FR HR IT CY LV LT LU HU MT NL AT PL PT RO SI SK FI SE UK EU IS NO CH Sources: CARE database (EUROSTAT for population data), data available in May 2017 In Table 4b the rate of fatalities per million population is calculated for the three age groups in Table 4a. The over 85 age group has the highest

11 fatality rate (92) on average over the EU, while the group has the lowest fatality rate (56). These differences are probably influenced by the tendency for frailty to increase. The table, also, shows that in most countries the fatality rate of elderly men is over twice the rate of elderly women. Road User Type and Transport Mode Table 5 shows the numbers of elderly fatalities by road user type. The percentages reflect the reduced mobility options and the higher frailty of elderly persons. 37% of elderly fatalities were pedestrians in the EU countries. The highest percentage of elderly fatalities who were pedestrians was found in Romania (60%) and the lowest in the Netherlands (14%). Conversely, the proportion of elderly fatalities who were car drivers ranged between 10% in Romania and 48% in Ireland. The results are illustrated in Figure 5 (sorted by the share of pedestrian fatalities). Across the EU, almost two fifths of elderly fatalities were pedestrians, while car drivers represented more than a quarter. Table 5: Total number and distribution of elderly fatalities by country and road user type, 2015 or latest available year Pedestrian cyclist driver passenger rider cyclist Pedal Car Car Moped Motor Others Total BE 19% 26% 37% 11% 1% 3% 4% 184 BG 67% 8% 12% 9% 0% 2% 3% 158 CZ 35% 23% 29% 6% 1% 4% 2% 178 DK 22% 33% 22% 10% 8% 4% 0% 49 DE 28% 19% 31% 12% 2% 5% 4% EE 62% 0% 31% 0% 0% 0% 8% 13 IE 26% 7% 48% 17% 0% 2% 0% 46 EL 36% 0% 28% 10% 5% 8% 12% 225 ES 41% 3% 25% 16% 3% 3% 9% 505 FR 27% 6% 40% 14% 1% 2% 9% 829 HR 48% 11% 21% 10% 5% 0% 6% 63 IT 35% 12% 31% 11% 3% 5% 5% CY 63% 6% 25% 6% 0% 0% 0% 16 LV 48% 12% 18% 12% 6% 0% 3% 33 LT 52% 12% 21% 15% 0% 0% 0% 66 LU 38% 0% 63% 0% 0% 0% 0% 8 HU 33% 22% 22% 15% 4% 1% 3% 144 MT NL 14% 40% 26% 7% 4% 0% 10% 176 AT 35% 13% 36% 9% 1% 6% 1% 141 PL 53% 18% 16% 10% 2% 1% 1% 619 PT 46% 4% 23% 8% 7% 1% 11% 177 RO 60% 11% 10% 11% 1% 0% 7% 450 SI 43% 22% 17% 0% 4% 9% 4% 29 SK 60% 17% 6% 13% 0% 2% 2% 48 FI 24% 21% 39% 4% 0% 1% 10% 67 SE 32% 16% 32% 10% 2% 3% 5% 99 UK 37% 4% 33% 17% 0% 5% 4% 444 EU 37% 13% 28% 12% 2% 3% 5% IS 0% 0% 80% 20% 0% 0% 0% 5 NO 26% 9% 39% 17% 0% 4% 4% 24 CH 39% 18% 18% 5% 2% 15% 4% 97 Sources: CARE database, data available in May

12 Figure 5: Distribution of elderly fatalities by country and road user type, 2015 or latest available year NL BE DK FI IE FR DE SE HU IT AT CZ EL UK EU LU ES SI PT HR LV LT PL RO SK EE CY BG 0% 20% 40% 60% 80% 100% Pedestrian Pedal cyclist Car driver Car passenger Moped rider Motorcyclist Others 46% of pedestrian fatalities and 42% of cyclist fatalities were elderly in 2015 in the EU. Table 6: Percentage of elderly fatalities of all road fatalities by country and road user type, 2015 or latest available year Pedestrian cyclist driver passenger rider cyclist Pedal Car Car Moped Motor Others Total BE 37% 55% 23% 24% 5% 6% 13% 25% BG 54% 41% 6% 6% 0% 6% 8% 18% CZ 42% 49% 20% 10% 17% 8% 11% 24% DK 41% 62% 21% 24% 21% 11% 0% 28% DE 52% 52% 25% 31% 32% 8% 18% 30% EE 33% - 19% 0% % 20% IE 39% 60% 28% 29% - 4% 0% 25% EL 63% 9% 28% 26% 38% 8% 37% 28% ES 57% 28% 26% 38% 23% 5% 24% 30% FR 49% 34% 25% 24% 5% 3% 27% 24% HR 49% 21% 12% 11% 21% 0% 24% 18% IT 63% 51% 31% 31% 28% 6% 25% 32% CY 63% 100% 22% 17% 0% 0% - 29% LV 25% 44% 12% 12% 33% 0% 6% 18% LT 42% 36% 21% 20% 0% 0% 0% 28% LU 43% - 33% 0% - 0% 0% 22% HU 32% 39% 18% 16% 22% 4% 13% 22% MT % NL 33% 53% 23% 38% 17% 0% 25% 30% AT 58% 46% 27% 24% 13% 10% 4% 29% PL 36% 36% 12% 13% 22% 2% 7% 21% PT 55% 28% 26% 25% 31% 3% 20% 30% RO 41% 30% 10% 14% 12% 4% 16% 24% SI 63% 36% 11% - - 8% 20% 23% SK 23% 30% 3% 9% - 4% 5% 13% FI 50% 47% 22% 8% 0% 5% 27% 25% SE 60% 48% 36% 28% 25% 10% 26% 37% UK 37% 19% 25% 32% 0% 6% 19% 24% EU 46% 42% 22% 22% 20% 5% 20% 26% IS 0% 0% 57% 20% - 0% 0% 31% NO 50% 40% 18% 24% 0% 5% 9% 20% CH 64% 44% 31% 24% 67% 21% 40% 38%

13 Table 6 shows the corresponding proportions of fatalities who were elderly so, for example, 34 of the 92 pedestrian fatalities in Belgium were elderly and 34/92=37%. Area and Road Type Table 7 and Figure 6 show the distribution of elderly fatalities by type of road and compare it with the distribution for the middle-aged. By comparison with the middle-aged fatalities, there are fewer elderly fatalities on motorways and on rural roads, but more on urban roads. This is probably a result of the relatively high proportion of elderly fatalities who are pedestrians (most pedestrian fatalities occur on urban roads). The national distributions vary greatly between the EU countries. Compared with the middleaged, more elderly people were killed on urban roads, and fewer on rural roads and motorways. Table 7: Total number and distribution of elderly and middle-aged fatalities by country, area and road type, 2015 or latest available year Elderly (65+) Middle-aged (45-64) Motorway Rural Urban Total Motorway Rural Urban Total BE 8% 51% 42% % 52% 34% 187 BG 0% 35% 65% 158 5% 68% 27% 208 CZ 1% 43% 57% 178 8% 67% 25% 202 DK 0% 61% 39% 49 9% 58% 33% 43 DE 5% 44% 50% % 60% 24% 984 EE IE 7% 80% 13% 46 6% 76% 18% 34 EL 5% 40% 55% 225 6% 54% 40% 185 ES 12% 49% 39% % 59% 22% 472 FR 5% 59% 36% % 64% 26% 761 HR 5% 21% 75% 63 5% 33% 63% 107 IT 5% 38% 57% % 50% 39% 919 CY 6% 25% 69% 16 20% 40% 40% 10 LV - 55% 45% 33-77% 23% 57 LT LU 0% 63% 38% 8 20% 73% 7% 15 HU 1% 35% 63% 144 6% 63% 31% 212 MT % 2 NL 9% 61% 31% % 57% 26% 143 AT 4% 48% 48% % 68% 18% 130 PL 0% 37% 63% 619 2% 55% 43% 873 PT 5% 26% 69% % 38% 50% 187 RO 0% 26% 74% 450 1% 41% 58% 581 SI 0% 41% 59% 29 10% 62% 28% 39 SK 0% 35% 65% 48 50% 5% 45% 134 FI 0% 45% 55% 67 0% 81% 19% 70 SE 8% 53% 39% 99 10% 70% 20% 73 UK 3% 55% 42% 444 6% 64% 30% 447 EU 4% 44% 52% % 56% 34% IS - 60% 40% 5-50% 50% 2 NO - 63% 38% 24-83% 17% 30 CH 2% 37% 61% 97 8% 45% 47%

14 Figure 6: Distribution of elderly and middle-aged fatalities by country, area and road type, 2015 or latest available year Elderly (65+) Middle-aged (45-64) 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% IE LU DK NL FR LV UK SE BE ES AT FI DE EU CZ SI EL IT PL BG HU SK RO PT CY HR Rural Urban Motorway Day of the week and Time of the day Table 8 shows the distribution of elderly fatalities by time of the day, dividing the day into six 4-hour periods. About 85% of all elderly fatalities occurred between 8am and 8pm. While the number of elderly fatalities decreased after 8pm in many countries, it stayed high during evening hours in Greece, Spain, Croatia, Italy, and Romania. 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% IE LU DK NL FR LV UK SE BE ES AT FI DE EU CZ SI EL IT PL BG HU SK RO PT CY HR Rural Urban Motorway About 85% of all elderly road fatalities occurred between 8am and 8pm. Table 8: Total number and distribution of elderly fatalities by country and time of the day, 2015 or latest available year Total BE 3% 6% 27% 34% 22% 8% 184 BG 1% 5% 35% 18% 33% 9% 158 CZ 0% 13% 30% 31% 22% 3% 178 DK 4% 2% 20% 37% 35% 2% 49 DE 1% 4% 28% 34% 28% 4% EE 0% 15% 15% 31% 31% 8% 13 IE 2% 0% 15% 43% 33% 7% 46 EL 2% 4% 29% 24% 24% 16% 225 ES 1% 4% 26% 30% 27% 13% 505 FR 1% 9% 26% 26% 30% 8% 829 HR 2% 5% 33% 11% 32% 17% 63 IT 3% 4% 28% 24% 29% 11% CY 0% 19% 13% 13% 31% 25% 16 LV 0% 9% 19% 31% 31% 9% 33 LT 2% 9% 12% 24% 44% 9% 66 LU 0% 13% 0% 75% 13% 0% 8 HU 1% 11% 40% 22% 20% 6% 144 MT NL 1% 3% 22% 45% 26% 3% 176 AT 1% 7% 30% 34% 23% 4% 141 PL 1% 14% 23% 23% 31% 8% 619 PT 2% 7% 29% 24% 29% 10% 177 RO 3% 9% 23% 23% 31% 11% 450 SI 3% 7% 45% 14% 28% 3% 29 SK 0% 15% 19% 27% 38% 2% 48 FI 0% 7% 34% 30% 27% 1% 67 SE 2% 2% 19% 43% 30% 4% 99 UK 2% 3% 26% 36% 24% 8% 444 EU 2% 7% 27% 29% 29% 8% IS 0% 0% 0% 60% 40% 0% 5 NO 4% 4% 21% 25% 46% 0% 24 CH 3% 1% 30% 32% 30% 4%

15 The highest number of elderly road fatalities was recorded on Fridays, and the lowest on Sundays. Table 9: Total number and distribution of elderly fatalities by country and day of the week, 2015 or latest available year Mon Tue Wed Thu Fri Sat Sun Total BE 11% 16% 16% 9% 19% 15% 14% 184 BG 12% 9% 16% 26% 18% 9% 9% 158 CZ 14% 13% 13% 19% 24% 8% 8% 178 DK 22% 12% 16% 10% 16% 8% 14% 49 DE 15% 17% 17% 16% 15% 11% 10% EE 23% 15% 23% 8% 23% 0% 8% 13 IE 11% 13% 11% 17% 17% 13% 17% 46 EL 17% 11% 14% 19% 14% 14% 12% 225 ES 18% 16% 15% 11% 16% 13% 11% 505 FR 12% 12% 14% 15% 21% 12% 13% 829 HR 16% 10% 21% 17% 5% 17% 14% 63 IT 15% 13% 14% 15% 15% 16% 11% CY 13% 19% 13% 13% 19% 19% 6% 16 LV 21% 12% 12% 12% 9% 15% 18% 33 LT 12% 18% 12% 11% 17% 23% 8% 66 LU 13% 25% 0% 38% 0% 0% 25% 8 HU 11% 16% 18% 17% 15% 15% 9% 144 MT NL 14% 15% 19% 16% 13% 16% 6% 176 AT 13% 13% 12% 16% 21% 14% 11% 141 PL 16% 13% 14% 14% 19% 13% 10% 619 PT 17% 11% 14% 16% 16% 15% 12% 177 RO 17% 14% 12% 13% 15% 17% 12% 450 SI 14% 14% 31% 10% 21% 7% 3% 29 SK 19% 6% 17% 13% 19% 19% 8% 48 FI 19% 19% 16% 10% 16% 9% 9% 67 SE 18% 11% 18% 17% 20% 7% 8% 99 UK 12% 16% 18% 12% 17% 13% 13% 444 EU 15% 14% 15% 15% 17% 13% 11% IS 0% 20% 20% 0% 0% 0% 60% 5 NO 21% 8% 8% 21% 17% 13% 13% 24 CH 12% 16% 15% 20% 20% 6% 10% 97 Figure 7 investigates whether the EU distribution of fatalities by time of the day varies depending on the day of the week for the elderly and for the middle-aged. The weekday distributions (Monday-Thursday) are similar, so have been combined in the figure. There are 168 hours per week, thus, on average 0,6% of fatalities would occur per hour through the week, if equally distributed. There are clear differences between middle-aged and elderly fatality distributions and limited but significant differences by day of the week. Relatively few elderly people were killed in road accidents at night. The middle-aged distributions had clear daily peaks in the late afternoon, especially during the weekend. The elderly distributions had peaks slightly earlier in the afternoon, with additional peaks before noon

16 Figure 7: Distribution of elderly and middle-aged fatalities by day of the week and time of the day, EU, 2015 or latest available year Elderly (65+) Middle-aged (45-64) 12% 12% 10% 10% 8% 8% 6% 6% 4% 4% 2% 2% 0% Midnight 4 am 8 am Noon 4 pm 8 pm Midnight Monday - Thursday Friday Saturday Sunday 0% Midnight 4 am 8 am Noon 4 pm 8 pm Midnight Monday - Thursday Friday Saturday Sunday Seasonality The peak of the fatality distribution occurred earlier in the afternoon for the elderly than for middle-aged, with a secondary peak before noon. Table 10: Total number and distribution of elderly fatalities by country and month, 2015 or latest available year Jan-Mar Apr-Jun Jul-Sep Oct-Dec Total BE 28% 23% 22% 27% 184 BG 19% 28% 25% 28% 158 CZ 15% 23% 29% 34% 178 DK 22% 14% 27% 37% 49 DE 18% 27% 25% 29% EE 38% 8% 15% 38% 13 IE 28% 17% 26% 28% 46 EL 19% 24% 28% 29% 225 ES 20% 24% 29% 27% 505 FR 21% 19% 26% 33% 829 HR 10% 22% 32% 37% 63 IT 23% 23% 25% 29% CY 6% 19% 44% 31% 16 LV 18% 9% 39% 33% 33 LT 24% 17% 15% 44% 66 LU 13% 50% 13% 25% 8 HU 19% 26% 22% 33% 144 MT NL 18% 26% 26% 30% 176 AT 25% 21% 26% 28% 141 PL 22% 19% 24% 34% 619 PT 25% 25% 22% 28% 177 RO 17% 21% 28% 34% 450 SI 31% 17% 28% 24% 29 SK 21% 15% 23% 42% 48 FI 18% 27% 27% 28% 67 SE 19% 22% 25% 33% 99 UK 24% 21% 27% 28% 444 EU 21% 23% 26% 31% IS 40% 20% 20% 20% 5 NO 33% 21% 21% 25% 24 CH 18% 32% 24% 27%

17 Table 10 shows the distribution of elderly fatalities in each quarter of the year. For most countries, as in the EU, the number of elderly fatalities peaks in the last quarter (October to December). Figure 8 compares the distribution by month of elderly and middle-aged fatalities with the overall distribution. The number of elderly and middleaged fatalities have a similar trend from January to July, while from August and up to December trends are opposite. Relatively more elderly fatalities compared to the total number of fatalities occurred between October and January. Figure 8: Distribution of middle-aged, elderly and total fatalities by month, EU, 2015 or latest available year 12% 10% There are relatively few elderly fatalities between April and September, and relatively many between October and January. 8% 6% 4% 2% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Elderly Middle-aged Total

18 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 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. These data have been analysed to compare the causation recorded for elderly and middle-aged drivers and riders. Of the accidents in the database, 15% (155) involve an elderly driver or rider (aged > 64 years old). Males account for 79% of this group and 75% are drivers of passenger cars, followed by 15% who were bicycle riders. Figure 9 compares the distribution of specific critical events for elderly drivers/riders against the distribution for the middle-aged group (45 to 64 year olds). Specific critical events relating to timing are recorded for 55% of elderly drivers and riders in the sample. Figure 9: Distribution of specific critical events elderly and middle-aged drivers/riders Premature action No action Incorrect direction Late action Prolonged distance Skipped action Surplus force Shortened distance Prolonged action/ movement Surplus speed >64 yrs old n= to 64 yrs old n=445 Other 0% 5% 10% 15% 20% 25% 30% Proportion of drivers/riders Source: SafetyNet Accident Causation Database 2005 to 2008 / EC Date of query: 2010 N=

19 Specific critical events under the general category of timing, no action, premature action and late action, are important for both the elderly and middle-aged groups. 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. Premature action is recorded more frequently for the elderly group, whilst no action and late action are more frequent for the middle-aged group. 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. Looking at other differences, prolonged distance and skipped action are more prevalent in the elderly group, whilst surplus (excess) speed is less prevalent. Prolonged distance is an action taken too far, such as entering a junction across a give way line, and skipped action is missing a part of the driving task, such as not looking before changing lane. Examples of incorrect direction, the third most frequent specific critical event for the elderly group, are making a manoeuvre in the wrong direction, turning left instead of right and going off the road instead of following the lane. Table 11 gives the most frequent links between causes for elderly drivers/riders in the dataset. For this group there are 166 such links. 12% of the links between causes are observed to be between faulty diagnosis and information failure. Table 11: Ten most frequent links between causes elderly drivers/riders Links between causes Frequency Faulty diagnosis - Information failure (between driver and traffic environment or driver and vehicle) 20 Observation missed - Permanent obstruction to view 17 Observation missed - Temporary obstruction to view 14 Observation missed - Faulty diagnosis 13 Observation missed - Distraction 7 Observation missed - Inattention 7 Observation missed - Inadequate plan 6 Faulty diagnosis - Communication failure 6 Faulty diagnosis - False observation 5 Faulty diagnosis - Cognitive bias 5 Others 66 Total 166 Source: SafetyNet Accident Causation Database 2005 to 2008 / EC Date of query: 2010 Faulty diagnosis is an incorrect or incomplete understanding of road conditions or another road user s actions. It is linked to 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). For this group it is also linked, although in lower numbers, to false observation (for example, incorrectly recognising a green traffic light as being red) and cognitive bias (taking in and processing information but with incorrect cognitive interpretation, for example, reading a green light for the next set of traffic lights further on). The causes leading to observation missed fall into two groups, physical obstruction to view type causes (for example, parked cars at a junction) and human factors (for example, missing a red light due to distraction or inattention)

20 By 2012, thirteen Member States routinely collected data in a sample of hospitals and contributed them to the EU injury Database. 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 All patients Admitted patients According to estimates based on the EU IDB more than four million people are injured annually in road traffic accidents, one million of whom have to be admitted to hospital 0% 20% 40% 60% 80% 100% Pedestrian Motorcycles and Mopeds Other modes of Transport Cyclists Cars EU Injury Database (EU IDB AI) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n-all = : n-admitted = (DE, DK, LV, MT, AT, NL, SE, SI, CY, years )

21 Figure 11 is based on IDB data from nine countries for accidents that occurred between 2005 and 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%). Figure 11 shows that 32% of road accident casualties recorded in the IDB were admitted to the hospital overall, and 43% for older people. Figure 12 shows that the average length of stay was eight days overall, and twelve for older people. Figure 11: Percentage of non-fatal road accident casualties who were admitted to hospital by age group and mode of transport 60% 50% 40% 30% 20% 10% More than 40% of older casualties who attended a hospital were admitted to the hospital; their average stay in hospital was twelve days. 0% Pedestrian Other modes of Transport Motorcycles and Mopeds Overall Cyclists Cars All age groups Elderly (65+) EU Injury Database (EU IDB) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n = , n-elderly = 7.447, n-elderly = (DE, DK, LV, MT, AT, NL, SE, SI, CY, years ). Figure 12: Average length of stay (hospital bed days) of non-fatal road accident casualties by age group and mode of transport Cars Cyclists Overall Motorcycles and Mopeds Other modes of Transport Pedestrian Average Hospital Bed Days All age groups Elderly (65+) EU Injury Database (EU IDB) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n = , n-elderly = 7.447, n-elderly = (DE, DK, LV, MT, AT, NL, SE, SI, CY, years )

22 Figure 13: Distribution of non-fatal road accident elderly casualties by mode of transport and body part injured Pedestrian Cyclists Motorcycles and Mopeds Cars Other modes of Transport Overall 0% 20% 40% 60% 80% 100% Head Neck, throat Trunk Upper extremities Lower extremities Multiple body parts EU Injury Database (EU IDB) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n = , n-elderly = 7.447, n-elderly = (DE, DK, LV, MT, AT, NL, SE, SI, CY, years ). Fractures account for more than 40% of all traffic injuries suffered by older people attending hospital. 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 elderly casualties by type of road user. Table 12 shows the types of injuries most frequently recorded in the EU IDB. It compares the distribution of injuries among older people and all types of road users. Table 12: Ten most frequently recorded types of injury by age group Older people (65+years) All age groups Contusion, bruise 26% 34% Fracture 42% 27% Open wound 10% 10% Distortion, sprain 3% 8% Concussion 6% 7% Other specified brain injury 2% 2% Luxation, dislocation 2% 2% Injury to muscle and tendon 1% 2% Abrasion 1% 1% Injury to internal organs 1% 1% Other specified types of injury 6% 6% Total 100% 100% EU Injury Database (EU IDB) - hospital treated patients. IDB AI Transport module and place of occurrence (code 6.n [public road]); n = , n-elderly = 7.447, n-elderly = (DE, DK, LV, MT, AT, NL, SE, SI, CY, years )

23 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: 3. Data available in May Data refer to 2015 and when not available the latest available data are used (2009 data for BG, 2010 data for MT and SK, 2013 data for IE and 2014 data for SE). Totals and related average percentages for EU also include latest available data. 5. Lithuanian data are not included in the totals of data comparing the years At the commenting of the tables and figures, countries with small figures are omitted. 7. This 2017 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 The Elderly, European Commission, Directorate General for Transport, June

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