How To Know The Road Safety In Germany

Transcription

1 Germany Sources: IRTAD; BASt. Inhabitants Vehicles/1 000 inhabitants Road fatalities in 2012 Fatalities / inhabitants in million Road safety data collection Definitions Data included in this report correspond to the consolidated set of police data. Fatality data refer to deaths within 30 days. Injury crashes are defined as crashes resulting in at least one injured or killed person. Injured persons are subdivided into seriously injured and slightly injured. Seriously injured are persons who were immediately taken to hospital for inpatient treatment (of at least 24 hours). Slightly injured are all other injured persons. There are plans to introduce a new category of critically injured persons which will probably be defined as MAIS3+. Data collection In Germany, crash data are collected by the police agencies of the different federal states (Bundesländer) and then consolidated at federal level. As the crash data is collected by the police, only accidents which are known to the police are registered. For fatalities, the reporting rate is suspected to be nearly 100%. For hospitalisations, no information is available on the percentage of reported injuries. 2. Most recent safety data Road crashes in 2012 In 2012, there were fatalities on German roads. After the increase of 2011, the number of fatalities has decreased by 10%. It has also again fallen below the 2010 value. The number of injury crashes decreased by 2%. In 2012, the decrease in the number of fatalities was observed for nearly all groups of road users, with the biggest decrease for motorcycles (-17%) and pedestrians (-15%). The decrease was registered on all kinds of road, whereas the biggest decrease compared to 2011 is shown for motorways (-15%) and rural roads (-12%). There have been reductions in fatalities for all age groups. IRTAD 2014 Annual Report OECD/ITF 2014

2 Germany 205 Provisional data for 2013 Provisional data for the year 2013 is available until November (by road user type, location and age group). So far the number of fatalities has clearly decreased compared with the corresponding period in In particular, the first two months of 2013 show strong decreases, by 21% in January and 30% in February. While other factors play an important role for the long-term development of fatality and crash figures, this short-term development in both winter months results mainly from different weather conditions. The winter of was characterised by a continuous freeze. In general, periods of bad weather cause a decrease in traffic and more cautious behaviour by traffic participants. Weather conditions can be considered accountable for the strong decrease in fatality numbers at the beginning of the year. After the increase in fatality numbers in 2011, the development in 2012 went in the opposite direction again. This trend is also observable in There are decreases for all road user types, especially passenger cars (-14%). In 2013 there were, respectively, an 11% and a 12% decrease in fatality numbers on urban and rural roads. A corresponding increase (+8%) is noticeable on motorways. The development of fatality figures by age group shows only decreases. The number of fatally injured persons reduces in every age group. Most noteworthy is the strong decrease within the group of young people (<15 years: -24%; years: -18%; years: -22%), on the one hand, and the relatively low decrease within the age group 65+ (-3%) on the other hand. Table 1. Provisional data for 2013 compared to 2012 Road User Type Location Age Group Groups of Special Interest Fatalities Motorcycles Passenger Cars Cyclists Pedestrians Urban Roads Rural Roads Motorways < Novice drivers (18-21) Drink driving January-November 2012* 2013* Change % -14% -14% 2% -11% -12% 8% -24% -18% -22% -8% -3% -8% -12% Source: BASt. * Provisional figures IRTAD 2014 Annual Report OECD/ITF 2014

3 206 Germany 3. Trends in traffic and road safety ( ) Traffic Between and 2012, the number of motorised vehicles increased by 16% and the overall vehicle kilometres driven by 25%. Provisional figures for 2013 indicate that the overall traffic volume slightly increased by 0.6%, from 719 billion veh-km in the year 2012 to 724 billion veh-km in The impact of the economic situation on the development of road traffic and on the number of accidents in Germany is not as high as in other countries. Only the kilometrage of goods vehicles and the number of accidents with goods vehicles involved is slightly influenced by economic development. Change in the number of fatalities and injury crashes ( ) Between 1991 and 2012, the number of fatalities decreased by 68%, whereas the number of injury crashes fell by only 22%. In recent years ( ), the number of fatalities decreased by more than 50%, while the number of people seriously injured decreased only by 35%. The decrease in the number of crashes and fatalities is due to various changes in all fields of road safety: traffic safety-related behaviour and education as well as infrastructure and vehicle safety. The improvements in road safety are due to several measures taken and regulations introduced in the past ten years. Some main highlights include: road safety education in schools; accompanied driving programme and alcohol prohibition for novice drivers; road safety audits; treatment of accident black spots; improvements in passive and active vehicle safety; addressing special fields of road safety, such as child restraint systems, trees on the roadside or underrun protection for guard rails to prevent serious motorcycle accidents. Rates Since 1991, the death rate per population has decreased by 69%, while the number of vehicles per population has increased by 16% is the first year following German reunification. IRTAD 2013 Annual Report OECD/ITF 2013

4 Germany 207 Table 2. Road safety and traffic data 2012 % change from Reported safety data Fatalities % -52.0% -68.1% Injury crashes % -21.8% -22.2% Injured persons hospitalised % -35.3% -49.4% Deaths per population % -51.8% -69.0% Deaths per registered vehicles % -52.4% -73.3% Deaths per billion vehicle kilometres % -55.8% -74.6% Traffic data Registered vehicles 2 (thousands) , % 0.7% 19.4% Vehicle kilometres (millions) % 8.4% 25.3% Registered vehicles per population) % 1.1% 16.4% Source: IRTAD. Figure 1. Road safety and traffic data * 1991 = index 100 Fatalities Injury crashes Motor vehicles (excl. mopeds) veh-km Source: IRTAD. * From 2008, registered vehicles exclude temporarily decommissioned vehicles in Germany. 2. Registered vehicles excluding mopeds. From 2008, registered vehicles exclude temporarily decommissioned vehicles in Germany. IRTAD 2014 Annual Report OECD/ITF 2014

5 208 Germany Road users Germany is one of the world s most highly motorised countries. Motor vehicle occupants account for the large majority of traffic fatalities that occur each year on German roads. Fatalities among motor vehicle occupants and pedestrians have gradually decreased since 1991, with the reduction being strongest for passenger car occupants (-74%). The decrease in the number of fatalities in 2012 can be seen in nearly all groups of road users, with the biggest decrease for pedestrians (-15%) and motorcyclists (-17%). As in the year before, the number of fatally injured bicycle users increased slightly (2%). The number of fatally injured moped users increased by 33% after a decrease in It should be noted here that the absolute numbers of fatally injured moped users is rather small. Table 3. Road fatalities by road user group 2012 % change from Bicyclists % -38.4% -56.1% Mopeds % -40.8% -61.7% Motorcycles % -38.0% -40.9% Passenger car occupants % -59.3% -73.7% Pedestrians 1, % -47.6% -72.9% Others % -42.2% -51.5% Total % -52.0% -68.1% Source: IRTAD. Age In 2012, there was a decrease in fatalities for nearly all age groups. The largest decrease (-17%) was recorded in the year age group, followed by the year olds, with a decrease of 11%. The age group is the most at risk in Germany, followed by the group. The 18 to 20 year-olds have a mortality rate almost triple that of the general population. In terms of road deaths among the 18 to 24 year-olds, motor vehicle occupant fatalities are the principal problem. Graduated licensing and accompanied driving programmes therefore are important measures to counter driver inexperience, particularly among those aged 18 to 20 years. Since 2000, the number of fatalities decreased in all age groups. But while the number of fatalities decreased by 50% and more for the age groups less than 65 years, the reduction for the elderly is the slightest (24%). This is largely attributed to the demographic change. IRTAD 2013 Annual Report OECD/ITF 2013

6 Germany 209 Table 4. Road fatalities by age group 2012 % change from Age % -63.8% -89.6% % -68.3% -85.7% % -73.1% -81.2% % -66.4% -72.8% % -71.9% -78.2% % -56.5% -77.4% % -53.3% -68.6% > % -24.2% -46.4% Total % -52.0% -68.1% Source: IRTAD. Figure 2. Road death rates by age group Fatalities per population in a given age group, years years years years years 65+ years 45 Death per population in a given age group years years 65+ years years years years 0 Source: IRTAD. IRTAD 2014 Annual Report OECD/ITF 2014

7 210 Germany Figure 3. Road death rate by age and road user group Fatalities per population All road users Pedestrians Passenger cars Motorcycles Mopeds Bicyclists Source: IRTAD. Road type In 2012, there was a decrease in fatalities on all road types, with the highest decrease on motorways (-15%) and on rural roads (-12%), with the smallest magnitude of decrease occurring on urban roads (-5%). Rural roads are the most dangerous for road users, as 60% of fatalities occur on this network. However, many improvements have been realised since the 1990s, e.g. the construction of roundabouts to manage intersections. IRTAD 2013 Annual Report OECD/ITF 2013

8 Germany 211 Figure 4. Road fatalities by road type Source: IRTAD. 4. Economic costs of traffic crashes The Federal Highway Research Institute (BASt) calculates the costs of road crashes on an annual basis. The costs of road traffic crashes to Germany s national economy are based on the capital approach, encompassing costs for personal injuries and damage to goods. The calculated costs include: direct costs (e.g. for medical treatment, vehicle repair/replacement); indirect costs (for police services, the legal system, insurance administration, replacement of employees); lost potential growth (including the shadow economy); lost added value of housework and voluntary work; humanitarian costs; cost of monetised travel time losses due to accidents on motorways. The most recent information on costs for road accidents in Germany can be downloaded from the website of the Federal Highway Research Institute. Traffic crashes represent a very significant cost for society, estimated in 2012 at around EUR 32 billion, i.e. 1.2% of GDP. IRTAD 2014 Annual Report OECD/ITF 2014

9 212 Germany Table 5. Costs of road crashes, 2012 Unit Cost 2012 Total in 2010 Total in 2011 Total in 2012 [ ] [billion ] [billion ] [billion ] Fatalities Hospitalised people Slight injuries Property / damage costs Total Total as % of GDP 1.2% 1.2% 1.2% Source: BASt. 5. Recent trends in road user behaviour Impaired driving Drink driving In Germany, driving with a BAC over 0.05% (0.5g/l) is punishable by a fine, licence suspension and possibly jail. In addition, drivers with a BAC between 0.03% and 0.05% can have their licence suspended if their driving ability is impaired. Since 2007, as part of Germany s graduated licensing programme, a zero tolerance law has been applied for drivers under 21 and during the probationary period. In 2012, alcohol use was cited as a contributing factor in 9.4% of all fatalities (involved in accidents with any amount of alcohol in their blood, including those below the 0.05% threshold). Drugs and driving Driving under the influence of drugs is considered an offence by 24a, 2 of the German Road Traffic Act. A driver is considered under the influence if the drug can be found in his blood irrespective of the amount or concentration of the drug in the blood. This regulation refers to a selected list of drugs. Drugs used as medication and administered as intended are exempted. In 2012, there were drug-related accidents in Germany causing 34 fatalities and injuries. The figures are rising (2000: 1 080), together with the possibilities for education of the police to detect the influence of drugs. Distraction The use of hand-held mobile phones is prohibited when driving a motor vehicle or riding a bicycle. The violation of the law results in a fine of EUR 40 and 1 demerit point for drivers of motor vehicles and a fine of EUR 25 for cyclists. In 2011, the registered number of vehicle users violating the law totalled , of which 27% were female violators and 73% male. IRTAD 2013 Annual Report OECD/ITF 2013

10 Germany 213 A major research study 3 was completed in 2012 on distraction by non-driving activities. It was based on interviews with drivers on their perception of secondary tasks while driving. It showed that drivers are aware that secondary tasks can be dangerous while driving, but that they also believe that these tasks have not been distracting or dangerous. Fatigue For the police it is quite difficult to identify fatigue as the cause of an accident. That is why only in 0.6% of all injury crashes fatigue is registered as the cause of the crash. Speed The table below summarises the main speed limits in Germany. Table 6. Passenger car and truck speed limits by road type, 2014 General speed limit Passenger cars General speed limit trucks > 3.5 t Urban roads 50 km/h 50 km/h Rural roads 100 km/h 60 km/h Motorways 130 km/h (recommended) 80 km/h Source: BASt. Inappropriate speed was a factor in nearly 35% of fatal crashes and about 16% of injury crashes in Speed is often cited as a factor in combination with other high-risk behaviour, such as drinkdriving. Seatbelts and helmets Seat-belt use has been compulsory for front seats since 1976 and rear seats since Fines for not wearing seat belts were introduced in the mid-1980s and led to a sharp increase in their use. All riders of motorised two-wheelers are required to wear helmets. There is no mandatory law on helmet use for cyclists. The helmet-wearing rate by riders of motorised two-wheelers is high, at 99%. 3. Huemer, A. K. et al.: Ablenkung durch fahrfremde Tätigkeiten Machbarkeitsstudie, Bergisch Gladbach, Bundesanstalt für Straßenwesen, 2012 (Berichte der Bundesanstalt für Straßenwesen, Unterreihe Mensch und Sicherheit, Heft M 225, März). IRTAD 2014 Annual Report OECD/ITF 2014

11 214 Germany Table 7. Seat-belt wearing rate by car occupants Front seats General 94% 98% 97% Urban roads 90% 97% 96% Rural roads 95% 99% 97% Motorways 99% 98% Rear seats Adults 82% 98% 97% Children 99% 98% Source: BASt 6. National road safety strategies and targets Organisation of road safety The Federal Ministry of Transport, Building and Urban Affairs is responsible for transport policy and road safety at the national level. It develops the national road safety strategy, including the national road safety action programme, and sets national targets. The monitoring of the targets is also carried out at national level. Nevertheless, each of the 16 federal states has its own Ministry of Transport. These ministries can also formulate road safety programmes on their own, and are usually responsible for improvements in road infrastructure on their territories. The police forces are also organised at the level of the 16 federal states, which means that the enforcement of traffic laws is the responsibility of each federal state. Road safety strategy for The road safety programme ( was launched in autumn The principal aim of the programme is to enable safe, ecologically sensitive and sustainable mobility for all road users in Germany. It comprises a wide range of road safety measures addressing road users, vehicles and the road infrastructure. The programme addresses new challenges (e.g. demographic change and mobility of the elderly) and aims at safeguarding the efficiency of the road network. At the same time, it reflects recent technological developments in vehicles, such as driver assistance systems, co-operative vehicle systems or new engine concepts. In these latter areas, the main focus lies on ensuring that the development of vehicle technology does not induce safety hazards. Activities also focus on rural roads and on reducing not only the number of fatalities, but also the number of serious injuries. IRTAD 2013 Annual Report OECD/ITF 2013

12 Germany 215 Target setting For the first time, a quantitative target of -40% for fatalities by the year 2020 was set. The target was defined on the basis of scientific research regarding the expected development of road safety until the year 2020 (R. Maier et al., 2012a) 4. A model was developed to predict the number of crashes and casualties in Germany in the years for the different road types (motorways, rural and urban roads). The risks of crashes and injuries were subdivided for each mode of traffic and age of road user. The time series model is based on the assumption that the efforts to improve road safety are continued as in the past. The forecast, based on the model and an estimation of future traffic conditions in Germany, shows a considerable decrease (-30%) in the number of casualties. Monitoring The monitoring and assessment of road safety measures and the development towards the target is carried out through the Road Accident Prevention Report, which is prepared every two years and submitted to the German Bundestag. The report provides information about the general development of road safety and measures implemented in the two years since the last report, as well as ongoing and concluded major research and planned projects and measures. The next report will be launched in Autumn Figure 5. Trends in road fatalities towards national and EU 5 targets Fatalities National target EU target Source: BASt 4. R. Maier et al., 2012, The development of traffic safety and its general conditions up to the year 2015/2020, BASt; Bergisch Gladbach. 5. In 2010, the European Commission adopted the target of halving road deaths by 2020, compared to 2010 levels. IRTAD 2014 Annual Report OECD/ITF 2014

13 216 Germany Evaluation of past road safety strategy The previous Federal Road Safety Action Plan was launched in 2001 and expired in The programme did not set any quantitative targets. As a result, no explicit evaluation of the development of any target is done. Nevertheless, road safety measures and the development of the level of road safety are documented biennially in the Road Accident Prevention report. 7. Recent safety measures ( ) Cycling safety In September 2012, the German Cabinet agreed on the National Cycling Plan The National Cycling Plan 2020 represents the Federal Government s commitment towards the promotion of cycling as part of its sustainable transport framework. It sets out the principles for the promotion of cycling over the coming years. The key pillars of the Plan are, inter alia, the extension of promotional activities to support cycling, a raised awareness of cycling as a mode of transport in rural areas and the improvement of traffic safety. The National Cycling Plan 2020 constitutes the basis for the promotion of cycling in Germany. It addresses governments at the federal, Land (state) and local level. Previous National Cycling Plans successfully advanced the profile of cycling as a mode of transport. Initiatives based on previous plans contributed to the increased share of cycling as a mode of transport. The new Plan seeks to continue these positive developments, and sets out proposals to increase bicycle use even further. Demerit point system The German demerit point system for drivers has been restructured and modernised profoundly. Since 1 May 2014, the new German demerit point system has entered into force. It has been designed to be more comprehensible and reasonable, with the aim of increasing the acceptability of the system, decrease bureaucracy and, as a result, increase road safety. For instance, the new system takes into account matters of road safety more clearly than before. Demerit points are especially given to all traffic offences which have an impact on road safety, the higher the impact, the more demerit points are given. Traffic offences are categorised into three categories (up to 3 points). Beginning with zero points, drivers can compile 8 points before their driving licence is withdrawn. In the escalation process traffic offenders are firstly entered into the register (0-3 points). Two warnings are issued (at 4-5 points and 6-7 points) and the driving licence will be withdrawn at 8 points. The new demerit point system also includes the option of reducing demerit points before entering the second warning stage by completing a voluntary seminar. This seminar combines pedagogical as well as psychological elements and aims at enhancing the offenders knowledge on road safety regulations and increasing their acceptance of such regulations. The effectiveness of such seminars is under evaluation in the next five years. Traffic regulation Since 1 April 2013, several changes to the German road traffic regulations have been implemented. The changes aim at increasing road safety and reducing the number and complexity of traffic signs. In particular, the safety of cyclists will be improved by these changes; e.g. the speed limit for all vehicles on roads with priority for cyclists is generally set at 30 km/h. IRTAD 2013 Annual Report OECD/ITF 2013

14 Germany 217 Driver behaviour Speed management In Germany, there is no structured speed management system. Nevertheless, speed management on motorways is realised by the installation of active traffic management systems. Those systems determine and indicate variable speed limits, depending on the amount of traffic and the actual environmental conditions. The Project Plan for Road Traffic Telematics 2015 encompasses a diversity of projects regarding the installation of those systems. Currently, about kilometres of federal motorways are equipped with active traffic management systems. It is expected that, at the end of the programme period, a further carriageway kilometres of federal motorways will have been newly equipped with active traffic management systems 6. Education and awareness The longstanding campaign, Runter vom Gas (Stop speeding!), has released different modules, such as a brochure for motorcyclists, a campaign regarding agricultural tractors on rural roads and a prize competition for YouTube videos. A communication campaign to enhance the traffic climate (with the focus on cyclists) was started in May Accompanied driving Permanent implementation of Accompanied Driving from age 17 (AD17): In January 2011 Accompanied Driving from age 17 (AD17) as a new preparatory model for novice drivers was permanently implemented in the law. AD17 means lay-accompanied practice until age 18 after completion of a full driving school education and passing the driving test. The model had been piloted over several years. From the results of a comprehensive summative evaluation it turned out that AD17 caused a 20 percent lower accident risk in the first two years of solo driving compared to the accident risk of traditionally prepared new drivers (Schade, F. D. & Heinzmann, H.-J., Summative evaluation of accompanied driving from age 17; Download: AD17 is a voluntary measure targeted at novice drivers opting for the earliest possible start of driving and deciding to acquire the driving license category B/BE prior to age 18. Since 2008 when AD17 was implemented in all federal states of Germany growing proportions of new drivers opted for it (2008: 35%, 2009: 38%; 2010: 44%; 2011: 46%; 2012:48%). Thus growing shares of new drivers are to be found in the safest mode of preparing for entrance into motorised traffic participation. Vehicles Since December 2010, winter tyres have become mandatory. All mud and snow tyres (M+S tyres) are considered as winter tyres. This also includes "all-season tyres. Heavy goods vehicles (classes M2, M3, N2 and N3) are required to at least use winter tyres on the driving axle. 6 Source : IRTAD 2014 Annual Report OECD/ITF 2014

15 218 Germany Two major changes have been implemented regarding licence plates in Germany. From 1 July 2012, a new exchangeable number plate has been introduced. This new licence plate can be used for two vehicles of the same class and can easily be switched manually from one to the other vehicle. Since May 2014, the replacement of number plates in the case of a change of ownership or relocation of the vehicle within Germany has become dispensable. Infrastructure The HGV toll for goods vehicles with a permissible gross weight of 12 tonnes or over has been in force on German motorways since From 1 August 2012, the HGV toll has been expanded to selected national roads. This adds about kilometres of road to the existing regime. Additional revenues of EUR 100 million are expected. The revenues are ring-fenced and will be used for the preservation and extension of road infrastructure in Germany. 8. Recent and on-going research Atlas of traffic accidents involving children [Neumann-Opitz, N. et al.: Kinderunfallatlas Regionale Verteilung von Kinderverkehrsunfällen in Deutschland, Bergisch Gladbach, Bundesanstalt für Straßenwesen, 2012 (Berichte der Bundesanstalt für Straßenwesen: Reihe M, Mensch und Sicherheit; Heft M232)] There are considerable regional differences in the Federal Republic of Germany as regards the frequency and type of traffic accidents involving children. The latest atlas of traffic accidents involving children is an analysis of the safety situation during the period , thereby providing information on the regional situations. The atlas of traffic accidents involving children also serves as a basis for the carrying out of comparisons between the local traffic safety situation of children and the situation in other districts and municipalities. As the analysis is merely based on the figures included in the official accident statistics, which only include traffic accidents to which the police were called, it is to be expected that there is a high incidence of unreported traffic accidents involving children, so that additional efforts are advisable in order to reduce traffic accidents. Profiles of elderly drivers involved in accidents (PROSA) [Pottgießer, S. et al.: Profile von Senioren mit Autounfällen, Bergisch Gladbach, Bundesanstalt für Straßenwesen, 2012 (Berichte der Bundesanstalt für Straßenwesen: Reihe M, Mensch und Sicherheit; Heft M228)] Rising life expectancy as well as the low birth rate is leading to an aging society in Germany. This can be linked with a relative increase of elderly drivers. More and more elderly people are leading active lifestyles and undertaking leisure activities. Cars are very important to them since they provide consistent mobility and independence. However, it is important to realise that a reduction in physical and psychological performance might relate to the process of aging and influence the fitness to drive. This brings the issue of accident risks of elderly drivers into focus. One hundred and eighty elderly drivers with a minimum age of 65 years, who have had a car accident in the last five years, were interviewed. The participants were questioned about individual impairments, personality traits, driving and accident history. In addition, a sub-sample of 50 seniors took part in a medical examination, traffic-related psychological diagnostic and an on-road driving-test. The results point out that age itself is not a predictor for individual performance and accident risk. There are rather specific combinations of age- IRTAD 2013 Annual Report OECD/ITF 2013

16 Germany 219 correlated losses and illness which seem to lead to a raised risk. This heterogeneity should be focused on interventions as well as within future research. Assessment of driver fatigue [Platho, C. et al.: Erfassung der Fahrermüdigkeit, Bergisch Gladbach, Bundesanstalt für Straßenwesen, 2013 (Berichte der Bundesanstalt für Straßenwesen: Reihe F, Fahrzeugtechnik; Heft F89)] Fatigue at the wheel is seen to be the cause of almost 20% of all road traffic accidents, where it is noticeable that a disproportionate number of these are serious accidents. Fatigue measurement systems serve to detect signs of fatigue and fatigue warning systems demand that the driver takes a break should anything conspicuous be detected. The German Federal Highway Research Institute (BASt) has commissioned HFC, Human-Factors-Consult GmbH in Berlin, with an analysis of the possibilities and acceptance of the existing systems and the development of requirements for use in various areas on the basis of a quality criteria catalogue. The detection quality of vehicles fatigue warning systems, which users felt was low, as well as the knowledge that demands for a break to be taken were only heeded to a certain extent, appear to make it advisable to not only place the fatigue detection and the design of the system s warning instructions under greater scrutiny, but also examine the lack of driver selfawareness. In addition to further technical developments, the greater awareness of car drivers regarding fatigue should also be enforced. The use of measuring procedures for individual fatigue detection during traffic checks, which are not possible at present, also requires further research. Willingness-to-pay for road safety preparatory study [Bahamonde-Birke, F. Et al.: ZAhlungsbereitschaft für Verkehrssicherheit - Vorstudie, Bergisch Gladbach, Bundesanstalt für Straßenwesen, 2013 (Berichte der Bundesanstalt für Straßenwesen: Reihe M, Mensch und Sicherheit; Heft M242)] The evaluation of road safety projects following a cost-benefit approach requires the valuation of road accidents as a fundamental input. According to the current German evaluation methodology, only the direct and indirect economic costs of road accidents are taken into account, while the intangible consequences, such as pain, sorrow, loss of quality of life and the willingness-to-pay of the population to reduce/avoid these consequences, are not considered. The study summarises the state-of-the-art for assessing the willingness-to-pay (WTP) in a traffic safety context and presents a comprehensive and systematic overview of the scientific literature. The most popular approaches for assessing the WTP are analysed regarding their theoretical foundations, the current state-of-the-praxis and the empirical evidence. Among the alternatives analysed, the SC approach represents the current state-of-the-art for determining people s WTP for non-market goods. Nevertheless, most empirical evidence relying on this method is related to the valuation of travel time (VOT) and to the value of reliability (VOR). It must be stated, that during the last years, a gap between the state-of-the-art (SC methods) and the state-of-the-praxis (other methods) has arisen, which should be filled with empirical evidence. There is a significant need for research, particularly in Germany. This work provides recommendations for further investigation on the subject. IRTAD 2014 Annual Report OECD/ITF 2014

17 220 Germany Useful websites and references Federal Ministry of Transport, Building and Urban Affairs Road safety program Federal Highway Research Institute (BASt) Research reports Electronic BASt-archive German Federal Statistical Office Accident statistic reports Federal Motor Transport Authority German Road Safety Council e.v. National cycling plan German In-Depth Accident Study (GIDAS) elle/verkehrsunfaelle.html ue/en/home en/homepage node.html? nnn=true Contact For more information, please contact: IRTAD 2013 Annual Report OECD/ITF 2013

18 From: Road Safety Annual Report 2014 Access the complete publication at: Please cite this chapter as: OECD/ITF (2014), Germany, in Road Safety Annual Report 2014, OECD Publishing, Paris. DOI: This work is published under the responsibility of the Secretary-General of the OECD. The opinions expressed and arguments employed herein do not necessarily reflect the official views of OECD member countries. This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. You can copy, download or print OECD content for your own use, and you can include excerpts from OECD publications, databases and multimedia products in your own documents, presentations, blogs, websites and teaching materials, provided that suitable acknowledgment of OECD as source and copyright owner is given. All requests for public or commercial use and translation rights should be submitted to Requests for permission to photocopy portions of this material for public or commercial use shall be addressed directly to the Copyright Clearance Center (CCC) at or the Centre français d exploitation du droit de copie (CFC) at contact@cfcopies.com.