Junctions - European Commission · 2016. 10. 17. · Junctions. Traffic Safety Basic Facts 2015 -...

Traffic Safety Basic Facts 2013 - Main Figures

Traffic Safety Basic Facts 2015

Junctions

Traffic Safety Basic Facts 2015 - Junctions

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General

In 2013, 26.090 people were killed in road accidents throughout the EU; at least 5.000 of whom were killed in road accidents at junctions -a reduction of more than 50% since 2004. So the trend in junction accident fatalities broadly followed the trend in all fatalities. Figure 1 shows also that the proportion of fatalities in road accidents at junctions was slightly above 20% throughout the last years.

Figure 1: Number of junction fatalities and percentage of all road fatalities, EU, 2004-2013

Source: CARE database, data available in May 2015 * Totals for EU countries include latest available data (data for Germany, Romania and Slovakia not included due to change in the use of “unknown”, see Table 1)

Statistics related to junction accidents need to be treated carefully due to the presence of a high proportion of "unknown" entries in certain countries (following the CARE-definition of junction fatalities, the numbers of junction fatalities in this Basic Fact Sheet do include “unknown” entries).

The number of fatalities at junctions has fallen every

year except one since 2004.

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

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

BE 222 210 207 195 167 164 158 170 141 138

BG - - - - - 119 - - - -

CZ 330 271 225 219 240 177 177 171 143 140

DK 124 94 101 130 127 93 72 67 48 53

DE 3.593 3.402 3.285 3.165 2.916 2.661 2.409 2.625 782 695

EE - 51 58 74 41 25 25 - - -

IE 377 400 365 338 280 238 212 186 162 -

EL 122 118 159 146 147 127 134 97 107 78

ES 764 750 754 721 577 484 458 369 377 315

FR 822 664 593 565 475 576 490 508 466 445

HR - - - 90 111 92 65 78 66 65

IT 1.761 1.674 1.654 1.550 1.369 1.218 1.140 1.102 929 758

CY 38 - - 34 32 17 17 22 11 12

LV 57 45 45 53 31 17 28 28 18 15

LT - - - - - - - - - -

LU 8 3 3 7 8 7 1 4 6 7

HU 280 260 266 268 246 169 129 92 87 100

MT 13 17 11 12 9 15 13 - - -

NL 248 249 276 253 227 221 192 207 190 183

AT 371 355 328 294 269 139 118 118 102 101

PL 1.014 898 805 884 872 739 616 678 598 550

PT 462 448 349 341 172 149 195 203 129 104

RO 61 236 238 272 270 255 208 216 227 213

SI 21 33 28 33 58 14 17 15 7 15

SK 603 76 83 72 78 47 47 - - -

FI 69 79 72 66 73 51 58 66 48 44

SE 476 430 436 462 392 65 50 319 285 260

UK 1.190 1.152 1.115 1.089 907 816 646 706 682 647

EU* 9.693 8.760 8.413 8.287 7.297 6.034 5.385 5.626 5.033 4.609

Yearly change

-9,6% -4,0% -1,5% -12% -17% -11% 4,5% -11% -8,4%

IS 1 3 2 1 4 1 4 1 0 3

CH - 55 54 55 69 66 43 55 42 39

Source: CARE database, data available in May 2015 * Totals for EU countries include latest available data (data for Germany not included in the totals due to change in the use of “unknown” in 2012)

It is estimated that more than 5.000 people died in

road accidents at junctions in the EU in 2013.

http://www.erso.eu


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Figure 2 shows the proportion of fatalities in junction accidents per country in 2004 and 2013. A few countries have been excluded as there was an obvious change in the use of “unknown” between 2012 and 2013 (see Table 1). The proportions from 2013 are illustrated in Map 1.

Figure 2: Percentage of junction fatalities by country, 2004 and 2013

Source: CARE database, data available in May 2015

The proportion of fatalities occurring in road accidents at junctions has tended to fall

in some countries, but to rise in others.

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Map 1: Percentage of junction fatalities by country, 2013 or latest available year

Type of Junction

Several types of junction are recorded in the CARE data, and Table 2 shows the data for 2013. Junction type is not available for several countries, and there are wide variations among the others.

The proportion of fatalities occurring at junctions varies

widely across the EU.

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Table 2: Total number and distribution of junction fatalities by country and “junction”, 2013 or latest available year

At junction

Not at junction

Un-known

Total

Cross-road

Mul- tiple junction

Round- about

T or stag-gered junc-tion

Not at grade (inter-

change)

Other

BE 0% 0% 1% 0% 0% 18% 81% 0% 723

BG 11% 0% 0% 0% 2% 0% 87% 0% 901

CZ 9% 0% 0% 11% 0% 2% 79% 0% 654

DK 12% 0% 1% 12% 0% 4% 72% 0% 191

DE 0% 0% 0% 0% 0% 0% 79% 21% 3.339

EE 6% 0% 2% 7% 0% 6% 74% 4% 98

IE 5% 0% 1% 9% 0% 0% 0% 86% 162

EL 0% 0% 0% 0% 0% 0% 91% 9% 879

ES 7% 0% 2% 6% 0% 4% 81% 0% 1.680

FR 6% 0% 1% 4% 0% 2% 86% 0% 3.268

HR 6% 0% 0% 6% 0% 4% 82% 1% 368

IT 8% 0% 2% 13% 0% 0% 78% 0% 3.385

CY 9% 0% 0% 16% 0% 2% 73% 0% 44

LV 0% 0% 0% 0% 0% 8% 92% 0% 179

LT - - - - - - - - -

LU 2% 0% 2% 11% 0% 0% 84% 0% 45

HU 8% 0% 0% 8% 0% 1% 83% 0% 591

MT 0% 0% 0% 0% 0% 0% 0% 100% 13

NL 34% 0% 1% 0% 0% 3% 62% 0% 476

AT 12% 0% 0% 2% 0% 8% 78% 0% 455

PL 15% 0% 0% 0% 0% 1% 84% 0% 3.357

PT 3% 0% 1% 8% 1% 0% 84% 2% 637

RO 10% 0% 0% 0% 0% 2% 89% 0% 1.861

SI 6% 0% 0% 0% 0% 6% 88% 0% 125

SK 5% 0% 1% 7% 0% 0% 87% 1% 371

FI 0% 0% 0% 0% 0% 0% 83% 17% 258

SE 0% 0% 0% 0% 0% 0% 0% 100% 260

UK 5% 0% 3% 22% 0% 6% 63% 0% 1.770

EU 7% 0% 1% 5% 0% 2% 80% 5% 26.090

IS 0% 0% 0% 20% 0% 0% 80% 0% 15

CH 0% 6% 0% 9% 0% 0% 0% 85% 269


In 2013, in the EU, most people were killed at

crossroads compared to the other types of junctions.

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Type of Road

The CARE data show whether an accident occurred on a motorway, and, if not, whether it occurred on an urban or rural road. Table 3 shows the number of fatalities on each road type per country, as well as the proportion of fatalities occurring at junctions. In 2013, the reporting of junction accidents by type of road was relatively good for only 17 EU countries.

Table 3: Number and percentage of junction fatalities by country and type of road, 2013 or latest available year

Motorway Rural* Urban* All roads

Fatali- ties

% at junc-tion

Fatali-ties

% at junc-tion

Fatali-ties

% at junc-tion

Fatali-ties

% at junc-tion

BE 93 5% 451 18% 179 28% 723 19%

BG 0 0% 0 0% 0 0% 0 0%

CZ 25 4% 388 18% 241 29% 654 21%

DK 12 0% 120 18% 59 53% 191 28%

DE 428 2% 1.934 18% 977 35% 3.339 21%

EE 0 0% 77 22% 17 24% 94 22%

IE 0 0% 12 - 11 - 23 -

EL 79 1% 336 9% 464 10% 879 9%

ES 291 10% 939 15% 450 32% 1.680 19%

FR 238 2% 2.098 10% 932 24% 3.268 14%

HR 38 0% 117 7% 213 27% 368 18%

IT 321 0% 1.643 20% 1.421 30% 3.385 22%

CY 2 0% 12 17% 30 33% 44 27%

LV 0 0% 126 2% 53 25% 179 8%

LT - - - - - - - -

LU 6 0% 24 17% 15 20% 45 16%

HU 30 0% 329 9% 232 31% 591 17%

MT 0 0% 0 0% 0 0% 0 0%

NL 57 5% 203 28% 201 57% 461 38%

AT 31 0% 309 17% 115 41% 455 22%

PL 40 0% 1.736 9% 1.581 24% 3.357 16%

PT 44 7% 241 11% 352 21% 637 16%

RO 24 0% 677 8% 1.160 14% 1.861 11%

SI 16 0% 56 9% 53 19% 125 12%

SK 0 0% 0 0% 0 0% 0 0%

FI 8 0% 193 11% 57 40% 258 17%

SE 18 - 181 - 55 - 254 -

UK 92 8% 1.125 27% 553 60% 1.770 37%

EU 1.893 4% 13.238 16% 9.393 29% 24.524 20%

IS 0 - 11 18% 4 25% 15 20%

Source: CARE database, data available in May 2015 *Rural and urban roads do not include motorways.

The proportion of fatalities occurring at junctions is

higher on urban roads than on rural roads or motorways.

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Figure 3: Distribution of road fatalities by country, “junction” and road type, 2013 or latest available year


Figure 3 illustrates this information. Countries are ordered by the overall proportion of fatalities at junctions.

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Mode of Transport

Table 4 shows the distribution of fatalities occurring at junctions by mode of transport as recorded in CARE data.

Table 4: Total number and distribution of junction fatalities by country and mode of transport, 2013 or latest available year

Car or Taxi

Pede-strian

Motor Cycle

Pedal Cycle

Moped Lorry HGV Other Total

BE 38% 13% 18% 27% 2% 1% 1% 0% 138

BG - - - - - - - - -

CZ 37% 21% 14% 22% 1% 1% 3% 0% 140

DK 23% 23% 11% 36% 6% 2% 0% 0% 53

DE 31% 21% 22% 20% 4% 1% 0% 1% 695

EE 48% 38% 5% 0% 5% 0% 5% 0% 25

IE 52% 39% 4% 0% - 4% 0% - 162

EL - - - - - - - - -

ES 28% 25% 26% 9% 7% 3% 1% 0% 315

FR 33% 15% 29% 8% 10% 4% 0% 0% 445

HR 45% 20% 15% 13% 5% 2% 0% 0% 65

IT 35% 12% 30% 13% 7% 3% 0% 1% 758

CY 0% 25% 67% 0% 0% 0% 8% 0% 12

LV 40% 47% 7% 7% 0% 0% 0% 0% 15

LT - - - - - - - - -

LU 57% 14% 29% 0% 0% 0% 0% 0% 7

HU 17% 34% 14% 22% 8% 3% 1% 1% 100

MT - - - - - - - - -

NL 25% 12% 7% 43% 12% 0% 0% 1% 183

AT 32% 20% 21% 21% 6% 1% 0% 0% 101

PL 35% 34% 10% 16% 3% 0% 2% 0% 550

PT 29% 16% 28% 2% 13% 5% 3% 2% 104

RO 31% 40% 4% 15% 4% 2% 1% 2% 213

SI 0% 20% 40% 40% 0% 0% 0% 0% 15

SK - - - - - - - - -

FI 0% 0% 0% 0% 0% 0% 0% 0% 44

SE 50% 6% 22% 16% 4% 0% 0% 2% 260

UK 34% 30% 24% 9% 0% 1% 1% 0% 647

EU* 33% 23% 21% 15% 5% 2% 1% 1% 4.352

IS 33% 33% 0% 0% 0% 0% 0% 33% 3

CH 23% 31% 31% 13% 0% 0% 0% 0% 39

Source: CARE database, data available in May 2015 * Totals for EU countries include latest available data (data for Greece, Lithuania and Malta not included in the totals)

One third of road users involved in fatalities at

junctions were travelling by car or taxi.

http://www.erso.eu


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Table 5 shows the proportion of fatalities occurred at junctions recorded for each mode of transport.

Table 5: Percentage of junction fatalities by country and mode of transport, 2013 or latest available year

Car or

Taxi

Pede-strian

Motor Cycle

Pedal Cycle

Moped Lorry HGV Other Total

BE 15% 18% 24% 49% 23% 3% 15% 0% 20%

BG - - - - - - - - -

CZ 17% 18% 30% 41% 33% 13% 21% 0% 21%

DK 15% 35% 40% 58% 27% 6% 0% 0% 28%

DE 18% 34% 36% 51% 45% 25% 4% 35% 28%

EE 19% 38% 50% 0% 33% 0% 17% 0% 23%

IE 100% 100% 100% 0% 0% 100% 0% 0% 100%

EL 0% 0% 0% 0% 0% 0% 0% 0% 0%

ES 12% 21% 27% 38% 41% 12% 7% 100% 19%

FR 9% 14% 20% 25% 28% 12% 2% 0% 14%

HR 14% 17% 19% 35% 23% 50% 0% 0% 17%

IT 18% 17% 31% 38% 40% 19% 2% 28% 23%

CY 0% 38% 53% 0% 0% 0% 50% 0% 27%

LV 8% 10% 10% 8% 0% 0% 0% 0% 9%

LT - - - - - - - - -

LU 13% 20% 25% 0% 0% 0% 0% 0% 16%

HU 7% 23% 24% 32% 33% 18% 8% 25% 17%

MT - - - - - - - - -

NL 22% 39% 38% 63% 49% 0% 0% 50% 37%

AT 16% 24% 24% 40% 40% 7% 0% 0% 22%

PL 13% 16% 22% 29% 26% 0% 10% 67% 17%

PT 13% 11% 35% 7% 24% 8% 17% 22% 16%

RO 9% 12% 17% 20% 21% 8% 11% 8% 12%

SI 0% 5% 11% 17% 0% 0% 0% 0% 5%

SK - - - - - - - - -

FI 0% 0% 0% 0% 0% 0% 0% 0% 0%

SE 17% 10% 30% 38% 25% 0% 0% 25% 19%

UK 26% 47% 46% 50% 50% 21% 18% 43% 36%

EU 15% 21% 28% 39% 33% 13% 8% 20% 21%

IS 9% 100% 0% - - - - 100% 20%

CH 9% 17% 22% 24% 13% 0% 0% - 14%


The proportion of fatalities occurring at junctions is

highest for pedal cyclists and moped riders, and lowest for HGV, lorry and car occupants.

http://www.erso.eu


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Figure 4: Distribution of junction fatalities by mode of transport, EU, 2004-2013


According to Figure 4, which presents the trends that correspond to Table 4, the proportion of fatalities in junction accidents rose for bicycles, motorcycles and pedestrians, and fell especially for car or taxi.

http://www.erso.eu


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Age and Gender

Table 6 examines CARE data from the EU in 2013 to see whether the incidence of fatalities in junction accidents varies with age and gender. It begins with the numbers of fatalities in junction and non-junction accidents. The distributions of junction and non-junction fatalities are then presented; for example, 28% of fatalities in junction accidents were female, compared with 23% in non-junction accidents. Finally, the table presents the proportion of each group of fatalities that was killed at a junction.

Table 6: Number and distribution of road fatalities by “junction”, age group and gender and percentage of junction fatalities by age group and gender, EU, 2013

<15 15-17 18-24 25-49 50-64 65+

not known

Total

Number of fatalities in: junction accidents

female 42 40 112 279 258 687 3 1.421

male 102 115 467 1.275 656 1.077 11 3.704

non-junction accidents

female 200 154 618 1.283 883 1.703 47 4.889

male 311 315 2.662 6.447 3.216 3.014 134 16.099

Distribution of fatalities in:

Junction accidents

female 1% 1% 2% 5% 5% 13% 0% 28%

male 2% 2% 9% 25% 13% 21% 0% 72%


female 1% 1% 3% 6% 4% 8% 0% 23%

male 1% 1% 13% 31% 15% 14% 1% 77%

Proportion of fatalities

female 17% 21% 15% 18% 23% 29% 6% 23%

occurring at junctions

male 25% 27% 15% 17% 17% 26% 8% 19%


Overall, the table shows that the elderly (at least 65 years) are more likely than others to be killed at a junction. The variation of this proportion is illustrated in Figure 5.

The proportion of fatalities occurring at junctions is highest for the elderly.

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Figure 5: Percentage of junction fatalities by age group and gender, EU, 2013


Lighting and Weather conditions

Table 7 examines CARE data from the EU countries in 2013 to see whether the incidence of fatalities in junction accidents varies with weather condition. The numbers of fatalities in junction and non-junction accidents are shown first, followed by the distributions of junction and non-junction fatalities. The table also presents for each weather condition, the proportion of fatalities that occurred at a junction. This was highest for dry conditions (22%) and lowest in adverse conditions such as snow (8%).

Table 7: Number and distribution of road fatalities by “junction” and weather condition and percentage of junction fatalities by weather condition, EU, 2013

Dry Rain Fog or mist

Snow Other not

known Total

Number of fatalities in:

junction accidents 4.296 370 41 22 146 85 4.960


14.964 1.966 302 253 569 2.963 21.016


junction accidents 87% 7% 1% 0% 3% 2% 100%


71% 9% 1% 1% 3% 14% 100%

Proportion of fatalities occurring at junctions

22% 16% 12% 8% 20% 3% 19%


http://www.erso.eu


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Table 8 repeats the analysis for lighting condition. The proportion of fatalities occurring at junctions was highest for accidents in the dark with lighting, and lowest in the dark with no lighting. This probably reflects the tendency for street lighting to be installed at junctions.

Table 8: Number and distribution of road fatalities by “junction” and lighting condition and percentage of junction fatalities by lighting condition, EU, 2013

Dark-ness no lights

Dark-ness with

lights

Day-light or twilight

not known

Total

Number of fatalities in:

junction accidents 281 660 2.952 967 4.860

non-junction accidents 3.339 2.112 11.274 3.107 19.832


junction accidents 6% 14% 61% 20% 100%

non-junction accidents 17% 11% 57% 16% 100%

Proportion of fatalities occurring at junctions

8% 24% 21% 24% 20%


Day of week and Time of day

Figure 6 shows the distribution of fatalities in junction accidents by hour of day in the EU countries, and compares this with the distribution of fatalities in non-junction accidents. This comparison shows that proportionately fewer people died at junctions during the night (8pm-6am) and proportionately more during the day (8am-4pm).

Figure 6: Distribution of road fatalities by “junction” and time of the day, EU, 2013


Proportionately more fatalities occurred in daylight or twilight at junctions than

away from junctions.

Proportionately more fatalities occur between 8am

and 4pm at junctions than away from junctions, and

proportionately fewer between 8pm and 6am.

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Figure 7 shows the distribution of fatalities in junction and non-junction accidents in 2013 by day of the week in the EU. By comparison with non-junction accidents, relatively few people died at junctions during weekends and relatively many on weekdays (Monday -Friday).

Figure 7: Distribution of road fatalities by “junction” and day of the week, EU, 2013


Seasonality

Figure 8 shows the distribution of fatalities in junction and non-junction accidents in 2013 through the year in the EU. The two distributions are similar, but there were relatively many fatalities in junction accidents between March and May, and relatively few in November.

Figure 8: Distribution of road fatalities by “junction” and month, EU, 2013


Proportionately more fatalities occurred between

Monday and Friday at junctions than away from

junctions, and proportionately fewer on

Saturday and Sunday.

Proportionately more fatalities occurred between March and May at junctions than away from junctions,

and proportionately fewer in November.

http://www.erso.eu


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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 UK12.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.

48% (483) of accidents in the database occur at junctions. Figure 9 compares the distribution of specific critical events for drivers and riders in junction accidents to those in non-junction accidents.

Figure 9: Distribution of specific critical events - drivers or riders by junction presence

Source: SafetyNet Accident Causation Database 2005 to 2008 / EC; N=1704 Date of query: 2010

The distributions are quite different for the most often recorded specific critical events. The specific critical events under the general category of ‘timing’, no action, premature action and late action, are recorded more frequently in junction accidents, especially acting prematurely. 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.

1 SafetyNet D5.5, Glossary of Data Variables for Fatal and Accident Causation Databases 2 SafetyNet D5.8, In-Depth Accident Causation Database and Analysis Report

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

No action

Premature action

Late action

Surplus speed

Prolonged distance

Incorrect direction

Shortened distance

Prolonged action/movement

Skipped action

Surplus force

Other

Proportion of drivers/riders

Sp

ecif

ic C

ritica

l Eve

nt

junction n=892

non-junction n=812

The specific critical events, no action, premature action and late action, are recorded more frequently in junction accidents, especially acting

prematurely.

http://www.erso.eu


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On the other hand, incorrect direction, surplus speed and surplus force are recorded more frequently in non-junction accidents. 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. Similarly, surplus force describes excess acceleration or braking for conditions or actions. Incorrect direction 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). Here it is likely that the wrong direction element will appear in junction accidents and the leaving road element in non-junction accidents.

Table 9 shows the most frequent links recorded between causes for drivers and riders in junction accidents. There are 1.001 such links in total for this group

Table 9: Ten most frequent links between causes - drivers/riders, junction accidents

Links between causes Frequency

Faulty diagnosis - Information failure (between driver and traffic environment or driver and vehicle)

158

Observation missed - Temporary obstruction to view 92

Observation missed - Permanent obstruction to view 76

Observation missed - Faulty diagnosis 73

Observation missed - Distraction 62

Observation missed - Inadequate plan 55

Faulty diagnosis - Communication failure 55

Inadequate plan - Insufficient knowledge 53

Observation missed - Inattention 44

Observation missed - Permanent sight obstruction

24

Others 309

Total 1.001

Source: SafetyNet Accident Causation Database 2005 to 2008 / EC Date of query: 2010

Observation missed is recorded most frequently and the causes leading to that can be seen to fall into two groups, physical ‘obstruction to view’ type causes (for example, parked cars at a junction) and human factors (for example, not observing a red light due to distraction or inattention). Following observation missed, 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).

Inadequate plan (a lack of all the required details or that the road user’s ideas do not correspond to reality) is seen to lead to observation missed and be a result of insufficient knowledge.

16% of the links between causes are observed to be between ‘faulty diagnosis’ and ‘information failure’.

http://www.erso.eu


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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 Junctions, European Commission, Directorate General for Transport, June 2015.

http://www.erso.eu

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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http://www.erso.eu

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