This report presents an analysis of the general developments in road safety in The Netherlands, with a special focus on the year 1996. The number of road deaths in 1996 dropped considerably in comparison to the figures for 1995, thus indicating the first decrease in the number of deaths since 1991. This would seem to be an encouraging development especially when considering the unfortunately high number of road deaths in 1995. SWOV Institute for Road Safety Research however, does not believe that these figures actually indicate a positive development in road safety on Dutch roads. Instead, the relatively fewer number of victims in 1996 is chiefly the result of the cold winter during that year and depends very little on on structural factors such as effective traffic measures or a reduction in mobility growth. The largely incidental character of the decrease in the number of fatalities means that additional policy efforts will still be needed if the policy goal for the year 2000 - 25% fewer victims than for the year 1985 - is to be achieved. This is the main conclusion drawn in this report, following a thorough analysis of the available figures concerning 1985 through 1996 road victims in combination with explanatory factors such as the figures concerning exposure data, population, number of vehicles on the road, etc. This report also examines the nature of the road hazards. Absolute numbers of road victims and risk figures were related to significant subdivisions such as the transport mode and the age of the person operating the vehicle. It is known that mopeds are linked to extremely high risks. This applies not any longer, however, just to the chance of being admitted to hospital. In recent years, the chance of dying in a traffic accident has also been the highest for moped riders. The main users of this transport mode (young people aged 15 through 17) also make up one of the most risk-filled age groups participating in traffic. People aged 18 through 24 as well as those 65 and older are also considered to be of high risk. The first group mostly due to problems associated with young motorists, and the second group due to their higher degree of physical vulnerability. The specific problem areas are discussed separately. The effect of alcohol in traffic is still a cause for concern. According to police reports, the number of traffic deaths as a result of alcohol accidents increased in 1996. According to SWOV, however, these figures are not so much due to more people drinking alcohol and then participating in traffic, as they are the result of the fact that the police have been checking more often to see if alcohol use was involved in fatal accidents. The combination of drinking and driving is chiefly a problem involving young male motorists. Although drivers aged 18 through 24 do not drink as much as middle-aged men, the degree to which these younger drivers are involved in alcohol-related accidents is extremely high. The use of safety belts and the large-scaled violation of speed limits also deserve continuing attention. Seat belt use has remained the same for years, and speed limits are being violated to a great extent on almost all types of road. There are signs that the police are once again increasing their enforcement efforts, particularly when it comes to a more intensive control of speed limit violations. A more wide-spread effort using automated control techniques in combination with information campaigns, however, will be needed to achieve a lasting effect throughout the country. Finally, the road safety on Dutch roads was put into perspective by comparisons with figures for other causes of death, with the situation in other countries, and with other modes of transport. Special attention was given to the costs resulting from the lack of road safety. (A)
Abstract