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DOI: https://doi.org/10.34069/AI/2022.59.11.6
How to Cite:
Rudyk, M., Avramenko, S., Koller, Y., Svoboda, I., & Tseluiko, M. (2022). Prevention of criminal offences in passenger road
transport in EU countries. Amazonia Investiga, 11(59), 64-78. https://doi.org/10.34069/AI/2022.59.11.6
Prevention of criminal offences in passenger road transport in EU
countries
Профілактика кримінальних правопорушень на автомобільному пасажирському
транспорті в країнах ЄС
Received: November 5, 2022 Accepted: December 15, 2022
Written by:
Mykola Rudyk13
https://orcid.org/0000-0003-1031-9982
Svitlana Avramenko14
https://orcid.org/0000-0001-9507-2565
Yurii Koller15
https://orcid.org/0000-0002-9848-2348
Ivo Svoboda16
https://orcid.org/0000-0002-0941-4686
Mykhailo Tseluiko17
https://orcid.org/0000-0002-9689-4445
Abstract
Effective prevention of criminal offences in
passenger road transport includes the
development and implementation of safer
infrastructure and modern modification of the
safety features of vehicles. It is important to
adopt and enforce legal initiatives to reduce the
main risks that entail serious traffic accidents.
One of the main priorities of appropriate
prevention is to improve legal education of the
public.
The aim of the article was to consider the current
state of prevention of criminal offences in
passenger road transport on the territory of
Europe. Observation and comparative law were
the main methodological tools.
The conducted research showed that the EU
states apply a variety of approaches to the
prevention of criminal offences in automobile
passenger transport, such as Vision Zero and the
systemic approach Safe System with its
Sustainable Safety sub-topic. The need to adopt
the experience of Sweden and the Netherlands,
which have achieved impressive road safety
13
PhD in Law Sciences, Lecturer, Department of Police Law, National Academy of Internal Affairs, Kyiv, Ukraine.
14
PhD in Law Sciences, Assistant, Department of Theory and History of State and Law, National University of Life and
Environmental Sciences of Ukraine, Kyiv, Ukraine.
15
PhD in Law Sciences, Senior Research Officer, Research Department of Research Laboratory of Problems of Legal and
Organizational Support of the Ministry Activities, State Research Institute of the MIA Ukraine, Kyiv, Ukraine.
16
Associate Professor, Guarantor of security management studies, Department of Security and Law, University of Regional
Development and Banking Institute, AMBIS, Czech Republic.
17
PhD in Law Sciences, Associate Professor, Criminal Law and Justice of Department, Chernihiv Polytechnic National University,
Chernihiv, Ukraine.
Rudyk, M., Avramenko, S., Koller, Y., Svoboda, I., Tseluiko, M. / Volume 11 - Issue 59: 64-78 / November, 2022
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indicators, in Ukraine seems justified. The eCall
traffic accident detection and prevention system
and the ESRA innovative prevention method can
be examples for implementation in Ukraine.
Belgium’s school education program Road
Safety Weeks is aimed at minimizing teenage
drunk driving, speeding, driver fatigue and
distraction. The idea of the programme can be
implemented into the relevant preventive
activities in Ukraine. A promising vector of
further scientific research will be a comparative
analysis of the implementation of crime
prevention on passenger road transport in the EU
countries.
Keywords: zero vision, sustainable safety,
intelligent acceleration, traffic calming, passive
safety.
Introduction
There are many factors affecting traffic
accidents. But they can be represented as a
multifaceted system of joint actions regarding the
surface of the road surface, the characteristics of
the car, the influence of the environment and the
behaviour of the driver (Faílde-Garrido et al.,
2021). A population growth and increased
motorization, the development of new
technologies such as self-driving, changes in
traffic culture and updates to related policies are
being observed on a global scale. All this poses
new challenges in the field of road traffic safety.
The gradual increase in the number of vehicles
affects the traffic intensity, which results in more
accidents almost all over the world. Passenger
road transport requires special attention because
it contains a large number of structural risk
factors. Vehicle size, weight, speed, momentum,
and a petrol/gas tank that can explode on impact
make road vehicles dangerous for transporting
passengers. The condition of roads, marking,
visibility, maintenance of road vehicle are
important structural components of road safety.
Passenger road vehicle drivers are key players in
ensuring the safety of their passengers (Shariff et
al., 2022). In some countries, road users have
become more prone to aggressive driving
behaviours under the influence of the self-
isolation caused by the global spread of COVID-
19. Collisions are becoming more deadly as
drivers engage in risky driving behaviours
(European Transport Safety Council, 2020).
Drinking alcohol and taking drugs before driving
impairs the driver’s functional capabilities,
including reaction time, the ability to analyse the
environment, correct speed control, vision,
attention, and vigilance. This increases the risk of
an accident (Goldenbeld et al., 2020). Young
drivers are inexperienced in both driving and
drinking, and the potential harm multiplies when
these two factors combine (Riaz et al., 2019).
Classic strategies for reducing the number of
traffic accidents and serious injuries focus on
enforcement, education, and technology (Green
et al., 2022). The transport structure in different
countries has undergone a number of
transformations over the last decade. As a result,
a mobility ecosystem was launched that favours
a model more focused on “access” to
transportation rather than ownership
(Lukasiewicz et al., 2022). In becomes necessary
to adapt to changes that develop as a global
whole (Morimoto, Wang & Kitano, 2022). The
opinion and recognition that fatalities and serious
injuries are major attributes of the transportation
network are prevailing in this sense (Mohan,
2019). They must be avoided by incorporating
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elements of modern and innovative approaches
to injury prevention.
Ensuring road safety must constantly evolve.
Road users, vehicles, road infrastructure, culture
and society are considered as an integrated
system in this process (Shi et al., 2021).
Improving traffic safety in passenger road
transport necessitates the development of
preventive measures to maximize the reduction
of the number of criminal offences (Kalinina,
2021).
Relevant approaches to ensuring road traffic
safety in passenger road transport have been
developed in the European Union, and are being
successfully implemented in the Member States.
The main goal is to reduce the number of deaths
and serious injuries in traffic accidents.
Prevention approaches in this area fall into
various categories that include legislation,
enforcement, public awareness/education, driver
education, and speed control measures.
In view of the foregoing, the aim of the article is
to consider the current state of prevention of
criminal offences in passenger road transport in
the EU countries. The aim involved the following
research objectives:
1) summarize the main innovative legislative
initiatives and approaches in the field of road
safety on the example of the European
Union and Ukraine;
2) identify the current state of application of
innovative approaches to the warning of
penal offences in passenger road transport
on the example of a number of EU states in
the context of the possible implementation
of relevant arrangements for preventive
activities in Ukraine.
Literature review
The choice of the research topic correlates with
the modern vectors of the scientific search for
representatives of the doctrine in different states.
The work of Safarpour et al. (2020) was the main
tool and background for the article. The research
focused on comparing effective approaches to
road safety and identifying the potential for
effective use of approaches in relatively similar
countries. The authors provide a detailed
assessment of the advantages, disadvantages, and
justify the use of particular approaches. They
emphasized that the choice and implementation
of approaches to the prevention of road accidents
vary depending on the principles, priorities and
infrastructure of each country.
The work of Kalinina (2021) had an impact on
the author’s position on the topic under research.
The author conducted a comprehensive analysis
of criminological legislation in the field of road
traffic safety. A systemic analysis of the
functional purpose of conceptual, programmatic,
regulatory and preventive norms of
criminological legislation in the field of ensuring
road traffic safety was conducted. In turn, Faílde-
Garrido et al. (2021) studied the influence of
personality traits and anger when driving to
explain the risky driving style of persons
convicted of traffic safety violations. They also
summarized directions for identifying and
punishing offenders for traffic safety violations.
The studies of Goldenbeld et al. (2020) on
establishing international differences and
determinants of driving under the influence were
taken into account in the research. The findings
of Riaz et al. (2019) regarding the importance of
a road safety education programme, which are
based on drunk driving and traffic risks for high
school students deserve special attention. The
articles by Zainafree et al. (2022) on the need to
introduce innovative road safety educational
programmes for teenagers using social networks
are of particular importance.
The need to implement long-term road safety
strategies on the positive example of the
implementation of the Sustainable Safety and
Vision Zero approaches in the Netherlands and
Sweden was emphasized in the works of Shi et
al. (2021), Kristianssen et al. (2018) used in the
article. The author’s position also took into
account the study of Morimoto et al. (2022), who
emphasized the need to create a conceptual
framework for road safety consisting of a
common vision, road safety indicators, safety
system and road safety culture through an
international comparison of road safety goals and
strategies.
Faus et al. (2021) reflected the need to use
communication campaigns in the road traffic
sector and ensure its safety in order to increase
public awareness of the importance of preventing
risky factors in the road user behaviours. The
authors outlined such relevant vectors as
innovativeness, objectivity, subjectivity,
purposefulness, demand, implementation in
practice, efficiency, and identified the problem of
a lack of academic studies on the formal
evaluation of communication campaigns in the
field of road traffic and road safety.
An active study of the issues selected for this
research confirms that special attention should be
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paid to improving the prevention of criminal
offences in passenger road transport. Therefore,
it is urgent to carry out studies according to new
criteria of academic research.
Methods
The research results were based on the complex
scientific and practical methods. They were
adopted during all stages of the research. Figure
1 illustrates the scientific research procedure
detailed in the article.
The methodical basis of the investigation was the
complex of objectively determined methods,
doctrines and procedures. The variability of the
methodological apparatus was justified by the
purpose and objectives of the research. The
combination of general scientific and special
methods made achieved the results of scientific
investigation.
The observation was the main practical method
that enabled to fulfill of the outlined research
objectives with due regard to the basic concepts
of legal comparativism. This method revealed the
essence and content of the main European
security approaches — Vision Zero and eCall.
This method helped to identify the effective
vectors for the development of the educational
activities of Belgium in the field of prevention of
criminal offenses in passenger road transport.
The method of comparative law revealed the
differences and similar features of the legal
background for reforming sustainable road safety
approaches in Sweden, the Netherlands,
Belgium, Ukraine, and the EU. This method
made it possible to single out perspective vectors
for Ukrainian legislation under investigation.
The basic results of this method approbation will
be the fundamental background for the
reformation and transformation processes of the
Ukrainian legal procedures over the long time
horizon. Such methodological apparatus
acknowledged the priority of the European
legislation adaptation.
Figure 1. Abstract research procedure (developed by authors)
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During the research process, the historical-legal
method was successfully used at each stage.
Thanks to him, the gradual changes’
implementation in the sphere of road safety
regulation was revealed, and the legal aspect of
the transformations was detailed. Thanks to the
chronological method, the architecture of
scientific research was formed. The empirical
analysis contributed greatly to the process of
comparative analysis of the approaches
transformations in the global tendencies of the
crime prevention based on saving lives in
Europe.
Together with the above-mentioned methods,
classification and typology methods were used -
to generalize the results of reforms aimed at the
prevention of crimes on road transport in the
context of social transformations and global
changes of realities.
The logical method was used as a multifunctional
basic argumentation of the author’s concluding
observations in the sphere of the specified
problem.
The works of leading Ukrainian and European
scientists were used in the research. There were
51 sources reviewed, among which special
attention was paid to the studies on the subject of
this investigation. The legal background of the
problem, detected in the article, produced the
great impact on the author’s results. The complex
representation of the main purpose of the
research was formed under the authentic,
scientific and statistical data. The whole variety
of methods and techniques used during the
research helped to propose scientifically
grounded innovations in the sphere of legislation
reformation.
Results
The main types of risky driving of a passenger
road vehicle include driving clearly exceeding
the speed limit, performing dangerous
overtaking, driving too close to the vehicle in
front, using a mobile or other electronic device to
talk or text, driving under the influence, avoiding
safety equipment such as seat belts and helmets.
According to WHO (2022), about 1.3 million
people die in road traffic accidents every year.
Road traffic injuries are the main cause of death
of children and young people aged 5 to 29 years.
Traffic accidents cost most countries 3% of their
gross domestic product. This situation in the
world made the UN General Assembly set itself
the goal of halving the global number of deaths
and injuries caused by road accidents by 2030.
The 3rd Global Ministerial Conference on Road
Safety held in Sweden in February 2020 had the
same goals, which culminated in the Stockholm
Declaration (WHO, 2020). The above-mentioned
documents offer new prospects for solving the
problem of road safety and its transition to a new
level in accordance with all the UN sustainable
development goals.
The prevention system aimed at reducing the
number of criminal offences committed in
passenger road transport includes legal (criminal
prosecution), technical, organizational
(observance of current legislation), educational
and psychological measures. Many countries and
international organizations have published road
safety strategies and policies to address the
relevant issues. These strategies or policies have
similar goals but different focus. The traditional
approach to road safety emphasizes that human
factor is considered the main cause of road
accidents. The road user bears almost full legal
responsibility for safety. Much attention is paid
to the prevention of road accidents.
Countermeasures are mainly aimed at adapting
the road user to the system. This approach is
characterized by improving human behaviour in
relation to speeding, drinking, using seat belts
and helmets through legislation and enforcement.
Planning and design to create a safer
infrastructure is also being tested. Safer vehicles
are upgraded in order to provide better
crashworthiness with an emphasis on proactive
vehicle safety and vehicle inspections. In this
context, the Vision Zero concept, which was first
implemented in Sweden in 1997, is worth noting.
People are considered as the highest value in
Vision Zero, and the system must be designed in
such a way that accidents do not result in death
or serious injury. Figure 2 provides a number of
key principles.
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Figure 2. Guiding principles of the Vision Zero concept in Sweden (summarized based on research results)
The Dutch approach to sustainable safety aims to
reduce accidents. Where this is not possible,
efforts are made to minimize the consequences of
the relevant incidents. The goal of Sustainable
Safety is to prevent such errors as much as
possible or reduce their consequences through
human limitations in the road traffic system
design. This strategy is based on five principles
that are necessary for a sustainable transport
system (Figure 3).
In view of the importance of the implementation
of such concepts, the Safe System - an Australian
road safety strategy - is worth analysing. It was
based on the Vision Zero and Sustainable Safety
principles, but is implemented with due regard to
local specifics. The Safe System consists of a
number of elements working together to create a
safe operating system: roads, vehicles, people,
speed and accident assistance. Licensing,
training, traffic regulations, enforcement and
sanctions are all part of the Safe System. In 2008,
the Organization for Economic Co-operation and
Development (OECD) described the Safe System
as a best road safety practice (OECD, 2008).
Since 2000, the number of road deaths has halved
in the European Union thanks to a combination
of measures implemented at national, regional
and local levels. However, more than 25,000
people still die and more than 135,000 get
seriously injured on EU roads each year
(European Commission, 2020). According to
available 2020 data, 52% of deaths occurred in in
EU countries on rural roads compared to 40% in
cities and 8% on motorways (European
Commission, 2022). Car drivers and passengers
accounted for 43% of all road deaths out of the
total number of fatalities. The Directive
2008/96/EC of the European Parliament and of
the Council is the main EU document governing
road safety (European Parliament, & Council of
the European Union, 2008). The Directive
outlines Road Safety Audits (RSA), Road Safety
Impact Assessment (RIA), Network Safety
Ranking (NSR), High-Risk Sites (HRS) and
Road Safety Inspections (RSI).
Principles of the Swedish Vision
Zero road safety system
Human life and health are a priority in all aspects of transport systems
There is a principle of recognition that human errors are inevitable and transport systems must be error
tolerant
The indicators are based on the human body's limited tolerance to kinetic energy
Speed is recognized and considered a major factor in the severity of an accident
The focus is the modernization and modification of the transport system.
If road users are unable to follow the rules because of their lack if knowledge, incapacity, or injuries,
system developers must take additional measures to prevent serious consequences
Security efforts should focus on system-level change, not individual behaviour
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Figure 3. Basic principles of the Sustainable Safety approach to ensuring road safety in the Netherlands
(grouped by the author)
The European Commission proposed a new
approach to EU road safety policy based on the
Vision Zero and Safe System strategy (European
Commission, 2018), and the Medium-Term
Strategic Action Plan in 2018. The set of actions
is aimed at improving the functions of active and
passive safety of vehicles to protect passengers,
pedestrians and other vulnerable road users.
Attention is paid to improving road
infrastructure, vehicle testing protocols,
measures to combat speeding, the use of
smartphones while driving, and the creation of a
fully digital and harmonized environment for the
exchange of information between transport
operators and the authorities.
In 2021, the European Parliament adopted a new
Road Safety Strategy 2030 (European
Parliament, 2021). In July 2022, the new Vehicle
General Safety Regulation entered into force
(European Union Press release, 2022). It
introduces a number of mandatory advanced
driver assistance systems to improve road safety,
establishes the legal framework for the approval
of automated and fully driverless vehicles. It is
expected to save more than 25,000 lives and
prevent at least 140,000 serious injuries by 2038.
New measures that introduce safety features to
assist the driver currently include intelligent
acceleration, reverse traffic detection systems
using a camera or sensors, driver drowsiness and
attention warning systems, event data recorders,
and also an emergency stop signal for all road
vehicles. Additional features introduced for
passenger vehicles and minibuses include as lane
keeping systems and automatic braking. It is
expected to implement technology to better
recognize possible blind spots, warnings to
prevent collisions with pedestrians or cyclists,
and tire pressure monitoring systems for buses
and trucks. It is also proposed to set a default
maximum speed of 30 km/h in residential areas
and areas with a high number of cyclists. The
European Commission is working on technical
regulations for automated and networked
vehicles, with a particular focus on automated
vehicles that replace drivers on motorways and
fully autonomous vehicles such as city shuttles or
robotaxis.
The accident emergency call system - eCall - was
developed by the European Commission and is
mandatory for installation in every vehicle
designed after 2015 (European Parliament, &
Council of the European Union, 2015). This
system consists of a Global Positioning System
(GPS) and a communication module
(3G/4G/5G). When eCall identifies an accident,
the system informs the emergency service - 112.
The legal framework of eCall is constantly
adapting to new telecommunication
technologies, and the possibility of expanding the
use of eCall for two-wheeled vehicles, trucks,
buses and agricultural tractors is being
considered.
ESRA (E-Survey of Road users’ Attitudes) is an
example of an innovative method of preventing
traffic accidents (E-Survey of Road users’
Attitudes, 2022). It is a network of road safety
research organizations and institutes around the
world with the aim of studying regional
differences. Its projects include collecting
comparative data on the state of road safety and
•is based on the road functionality (monofunctionality of roads
as through roads, distribution roads or access roads in a
hierarchical road network)
Principle 1
•ensuring homogeneity of speed and directions on roads
(especially at a high and medium speed) - separation of flows.
In high-speed areas, different types of users and drivers
moving in different directions must be physically separated
from each other to avoid collisions
Principle 2
•predictability of the road course and the road user behaviours
due to the recognizable road design
Principle 3
•limiting injuries due to a sparing road environment and
predicting the road user behaviours
Principle 4
•road user awareness: road users must be able to evaluate their
ability to access and manage driving objectives
Principle 5
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the cultural peculiarities of road users, such as
lifestyles, attitudes, beliefs, norms and values.
ESRA’s goals and objectives are to provide
scientific support for the development of road
safety policies at the national and international
levels. The objectives also include the
development of a number of reliable, economical
and comparable indicators of road traffic safety,
time series of indicators of road traffic safety.
The ESRA survey is widely used in EU
countries. The results of the 2022 survey are
presented in Table 1.
Table 1.
The results of the 2022 ESRA Survey on the territory of the EU
%
Use of modes of
transport for the last
12 months of 2021-
2022
A sense of
security
For the last 30 days
Car driver
75.9
7.4
drove a vehicle exceeding the legal drink driving
limit – 13
Car passenger
68.2
7
travelled without a seat belt in the back seat – 36.9
Public transport
54.4
7.6
-
Pedestrians
92.3
7.7
crossed the road not at a pedestrian crossing – 74.1
Motorcycles
13.1
5.6
read text messages and browsed social networks
while driving – 21.9
Bicycles
42.3
6.4
cycled out of a bicycle lane – 39.0
(Source: E-Survey of Road users’ Attitudes (2022))
The survey results also show the following facts:
acceptability for a driver to drive a motor vehicle
one hour after consuming drugs - 1.5%, the need
to conduct an alcohol test for the motor vehicle
driver - 22.6%, support for the mandatory
equipment with seat belts on the front and rear
seats in new cars - 78.8%; full or partial
automation of passenger transport was supported
by 33% and 40.3% of respondents, respectively.
It was found that the majority of respondents
provide truthful information and support policies
and measures aimed at limiting dangerous
behaviour on the roads.
The foregoing additionally substantiates the
appropriateness of the educational awareness-
raising. Traffic Weeks is a large-scale school-
based road safety education programme
implemented in the Flemish-speaking part of
Belgium (VSV, 2022). It focuses on increasing
knowledge and understanding of traffic rules and
situations, enhancing and strengthening positive
attitudes towards risk and safety awareness.
Participants of this programme are
schoolchildren aged 16–19. In Belgium, a
driver’s license is issued from the age of 18, and
a temporary license - from the age of 17. The
programme is adapted for young drivers and
focuses on drink driving and road risks
(speeding, fatigue and distraction). The drunk
driving seminar involves presenting facts about
the dangers of alcohol and drugs to the
participants. Students are given several
assignments related to understanding of the risks
associated with drunk driving. Students learn
about all the major and minor risks in a road
situation and discuss precautions to avoid them
during the road risk seminar.
The EU countries which have the lowest death
rate in road accidents can be an example of the
implementation of modern strategies for the
warning of penal offences in passenger road
transport. Sweden has 18 road deaths per million
inhabitants in 2021 (European Commission,
2021), this is why Sweden has one of the best
road safety scores in the EU. Road transport
passengers account for 52% of road deaths
(WHO, 2009).
The current approach to road safety in Sweden is
based on the Vision Zero concept. The Swedish
Transport Administration bears the main
responsibility for the implementation and
development of Vision Zero. Other important
participants are the Swedish Transport Agency,
transport organisations, the car industry, etc. In
particular, the tasks of the Swedish Transport
Administration (Trafikverket, 2022) include the
careful design and implementation of appropriate
modern infrastructure, as well as the planning,
construction, operation and maintenance of
public roads. The implementation of the global
road safety plan led by the WHO and the UN is
coordinated by one of the road safety experts of
the Swedish Transport Administration. The
official website of the Swedish Transport
Administration offers a page that provides real-
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time information about road traffic in the
country. It can be used to check traffic conditions
before travelling, such as road works, accidents,
as well as road and weather conditions
(Trafikverket, 2022). The Swedish Transport
Agency works to ensure a high level of
accessibility, quality, safety and environmental
friendliness, including passenger road transport.
For example, it was decided to solve safety
problems at four-way inter-sections through
traffic lights. It is generally recognized that this
type of arrangements reduces accidents and
injuries in general. But the still occurring
accidents, including those involving passenger
vehicles, will be more serious because of the high
speed. On the other hand, a roundabout increases
the likelihood of accidents, but reduces the risk
of serious accidents due to lower speeds.
Therefore, they came to the conclusion in
Sweden that it is better from the Vision Zero
perspective to increase the number of traffic
roundabouts for urban passenger transport.
Sweden initiated a number of specific actions and
projects following the creation of Vision Zero:
management and regulation actions, 2 speed
limits, transport quality, coordination activities.
The Traffic Ordinance of Sweden requires
drivers to pay enough attention to driving. The
country established the following speed limits:
city roads: 30-50 km/h; rural roads: 60-100 km/h;
highways: 110 or 120 km/h. In 2019, Sweden
recorded 85% of new cars with automatic
braking at low speeds. The automatic emergency
braking system for vulnerable road users was
included in 74% of the vehicle configuration
(OECD, 2021а). About 2,200 speed cameras
were used across the country in 2020, yielding a
positive effect on speed enforcement.
Drunk driving is a particular concern in Sweden
(Sveriges Riksdag, 2019). As of 2020, there were
53 deaths in traffic accidents involving alcohol or
drugs in the country (28% of all traffic
accidents). If a driver, motorcyclist, pedestrian,
or cyclist can be shown to have a blood alcohol
level greater than 0.2 g/l, it may be defined as an
alcohol-related accident. Drivers found to have
amphetamines in their blood or saliva were
responsible for 17 deaths in 2020.
In 2018, they prohibited the use of hand-held
mobile phones while driving. The use of seat
belts has been mandatory in Sweden since 1975
in the front seats, and since 1986 in the rear seats.
Since 1988, appropriate child seats must be
provided for children under 135 cm. In 2020,
97.6% of passenger road transport drivers used
seat belts. 96.8% of minors and 86.2% of adult
passengers adhered to similar actions in the back
seats of motor vehicles.
Ensuring road safety is consistently carried out
with the involvement of the management model,
conditions are measured using appropriate
markers (SPI). The Government of Sweden has
also set a new interim target to reduce mortality
by 50% between 2020 and 2030 (OECD, 2021а).
The Swedish Transport Administration
developed a road safety action plan for 2022-
2025. It includes 111 arrangements to be
implemented by 14 authorities and stakeholders.
In Sweden a special e-learning course Vision
Zero in the field of road safety was developed.
The aim of the course is to promote the relevant
principles.
The Dutch current approach to road safety is
based on the Sustainable Safety concept, which
was developed after thousands of people took to
the streets in the cities with the slogan “Stop de
Kindermoord!” (“Stop the killing of children!”)
in the 1970’s. These demonstrations forced
officials to take fatal traffic accidents seriously.
As of 2021, the Netherlands has 28 road deaths
per million inhabitants (European Commission,
2021), being one of the lowest rates in the EU.
The death rate of drivers of 4-wheeled vehicles is
32% of the total number of deaths in road
accidents, while the death rate of passengers of
4-wheeled vehicles – 14% (WHO, 2009). The
Ministry of Infrastructure and Water
Management, the Road Safety Section of the
Directorate-General for Mobility of the
Netherlands works closely with the provinces,
urban areas and municipalities for the successful
implementation of the road safety policy. These
bodies are responsible for the traffic safety on the
roads under their jurisdiction. Aa independent
organization SWOV conducts road safety
research in order to improve road safety.
In the Netherlands, speed limits vary in the
following way: city roads 30/50 km/h; rural roads
60/80 km/h; highways 100/130 km/h. They build
new roads in line with the latest road design
concepts, recommendations and standards. The
result is the classification of roads and adequate
restructuring of the network. Separate bicycle
lanes were created and other measures were
taken in cities to avoid collisions between
motorized vehicles and bicycles. The maximum
permissible blood alcohol level was 0.5 g/l for all
drivers of vehicles until 2006, but in 2006 a lower
limit of 0.2 g/l was set for novice drivers for the
first five years (Global-regulation, 1994). The
Netherlands imposed legal restrictions on the use
of drugs while driving on July 1, 2017. However,
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the Dutch police said that the number of traffic
accidents related to the use of nitrous oxide was
1,000 cases from the beginning of 2019 to June
of the same year (CAM, 2019). Since April 2002,
the use of a mobile phone while driving has not
been allowed in the Netherlands. In 2019, more
than 121,000 violators of this ban were
fined (OECD, 2021b). The average seat-belt
wearing rate recorded in 2020 was 97% (OECD,
2021b). The Netherlands has introduced new
sanctions for drunk drivers. A breathalyzer in the
form of an electronic bracelet is worn on the
offender's ankle to monitor daily alcohol
consumption during the entire period of the
temporary prohibition on alcohol. The device is
used for drunk driving offenders under the
supervision of a probation officer. As of January
2020, drunk driving is punishable by 1 year in
prison (Traffic Act 1994). In 2019, driving tests
in the Netherlands included questions regarding
the implementation of navigation systems.
In 2020, Ukraine ranked 125th in the ranking of
countries by the traffic-related death rate with an
indicator of 9.34 deaths per 100,000 people
(WHO, 2020). In 2021, the National Police
recorded more than 190,000 traffic accidents in
Ukraine, of which 24,520 had casualties. There
were 3,238 people who died and 29,735 who
were injured (Ukravtodor, 2021). The obstacles
in the management of the road safety system in
Ukraine include: an increasing number of cars;
imperfect road network; a multiple increase in
the number of driver training most often entails a
decreased quality of the qualification;
insufficient awareness of road users regarding
the changing traffic conditions; insufficient
development of active relationships between all
structural components of the traffic safety
system.
Ukraine continues its course to ensure proper
conditions for road traffic and pays maximum
attention to road safety. The main task of state
regulation and control in the field of road
transport in Ukraine is to create conditions for
safe, high-quality and efficient transportation of
passengers and goods, provision of additional
transport services (Law of Ukraine No. 2344-III,
2001). The 2024 Road Traffic Safety Strategy
was approved (Decree No. 1360-2020-y, 2020)
to enshrine the basic principles of the Vision
Zero concept, and the 2023 State Road Traffic
Safety Programme was approved (Decree
No. 1287-2020-п, 2020) in Ukraine. Relevant
regional and district programs are being
developed. In Ukraine, the DSTU ISO
39001:2015 standard is being introduced, which
is an analogue of the ISO 39001 international
standard that sets out the requirements for a Road
Traffic Safety Management System. The State
Agency of Motor Roads of Ukraine (Ukravtodor,
2021) has taken responsibility for joining the
Vision Zero strategy with the support of the
Ministry of Infrastructure of Ukraine. New traffic
calming measures were one of the first elements
introduced by Ukravtodor by making changes to
DSTU 4123:2020 Road traffic safety. Traffic
calming means. General technical requirements.
From 2020, safety islands, curb extensions,
chokers, dividing lanes were added to
roundabouts, noise lanes, raised pedestrian
crossings, narrowing of traffic lanes, guide
islands and speed bumps. In 2021, the road safety
auditors were trained in Ukraine with the
issuance of certificates (GRSF, 2021). There is a
system of automatic photo and video recording
of violations of traffic rules in Ukraine. There
were 128 cameras operating in Ukraine in 20
cities and 10 regions as of May 2022. Relevant
information is provided to the data processing
centre for automatic recording of violations of
the Traffic Rules of the Patrol Police
Department.
It should be emphasized that the violation of the
Road Traffic Rules (Decree No. 1306-2001-п,
2022) in Ukraine that caused serious injuries or
death entails criminal liability (Decree No. 2341-
III, 2022). A maximum speed of 50 km/h is
allowed in populated areas, while a maximum of
20 km/h is allowed in residential and pedestrian
areas. The speed of passenger road transport
should not exceed 80 km/h outside the city.
Drivers with up to 2 years of experience must
drive at a maximum speed of 70 km/h. The
maximum speed for buses is 90 km/h. Driving on
highways involves acceleration of the vehicle to
a speed of no more than 130 km/h. The maximum
permissible blood alcohol content is 0.2 ppm. It
is forbidden to be under the influence of drugs
while driving, as well as to use hand-held
communication devices, to ignore passive safety
devices, to transport children up to 145 cm tall
without special child seats.
Discussion
It can be stated that proper modelling combined
with the principles of good practice can help to
improve safety, prevention and management of
road accidents in different countries. Greater
international cooperation, mutual learning and
information sharing are required for further
significant improvements in order to overcome
the stagnation in global road safety (Morimoto et
al., 2022). According to the ethical philosophy
and special attention to the value of human life,
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the Vision Zero concept is a more comprehensive
approach and a comprehensive view of security
(Safarpour et al., 2020). The case of Sweden
shows that Vision Zero road safety policy
involves measures that imply structural changes
to the physical environment where injuries occur,
i.e. roads, vehicles, buildings, tools, etc. This so-
called safety engineering approach enables using
passive safety strategies that do not require
human intervention to be effective because they
compensate for human mistakes (Kristianssen et
al., 2018).
There is no doubt that the Vision Zero concept is
flexible in the sense that it is constantly evolving
by including new road conditions and new areas
of transport safety. However, very few studies
dealt with the evaluation of the impact of risky
driver behaviour on road accidents involving
children (Cloutier et al., 2021). While the
literature provides numerous risk factors for
child pedestrian accidents, it is becoming
apparent that many of the variables are not being
addressed in current prevention interventions.
This can further limit the effectiveness of the
relevant programmes. The authors state that there
is a need to conduct new studies to identify the
relationship between driving and child traffic-
related injuries, especially in view of the
legalization of cannabis in some countries.
Increased activity of wild animals in certain
months (animal breeding, ripening and
harvesting of agricultural crops) also poses a
danger on the roads, which requires raising
drivers’ awareness. Accurate knowledge of the
relevant spatial and temporal patterns becomes
mandatory. This view was also supported by
other academic circles. The expressed position
enables researchers, hunters and road
administrations to adequately apply preventive
measures in order to achieve the best possible
result of reducing the number of animal-related
traffic accidents in the places of collisions of
automobile passenger transport. According to
researchers, intensive information campaigns, as
well as digital guide-boards and warnings in
navigation device, activated only during peak
accident periods could help to improve this
situation (Steiner et al., 2021).
It can be concluded that it is still important to
ensure compliance with the laws that correspond
to the real situation on the roads in order to
maintain efficiency and improve road safety.
This requires a careful coordination matrix
between community groups, educational and
road agencies, policy makers, road safety
engineers and automotive experts (Alonso et al.,
2021). Supplementing the researchers’ position,
the author of this article notes that the specific
measures to combat traffic-related mortality and
injuries should be developed on the basis of
uniform statistics. The development of a unified
methodology for calculating road accident cases
should be one of the urgent tasks in solving the
problem of significantly reducing mortality and
injuries on European roads (Batyrgareeva, 2021).
The use of teenager-oriented mass media can
lead to constructive changes in the perception of
traffic rules. Adolescent road safety programmes
should be developed based on the use of social
media as a means of obtaining information
accompanied by group instructor-led discussions
involving the police (Zainafree et al., 2022). It is
undeniable that critical evaluation is very
important to identify commonly used ineffective
strategies and practices. The researchers
conducted systemic reviews and concluded that
there is a lack of literature on the formal
evaluation of communication campaigns in the
field of road traffic and road safety. This is why
information about the effectiveness of individual
campaigns is scares (Faus et al., 2021).
It was found that most preventive measures aim
at changing the behaviour of road users through
education, legislation and enforcement. Speed
cameras, police interventions help to
significantly reduce the number of traffic
accidents compared to other categories of
measures, such as legislation and structural
improvements (Fisa et al., 2022). But very little
attention is paid to the elimination of hazards in
the road system (Tavakkoli et al., 2022).
According to researchers, a comprehensive
understanding of the traffic system requires a
transition from the dominant paradigm of
“correcting the road user” to a systemic approach
of “correcting the system” taking into account the
synergy and interaction between the system
components.
Conclusions
Factors that cause traffic accidents with serious
consequences in passenger road transport include
speeding, driving under the influence, as well as
failure to use seat belts or helmets. There is a
growing tendency to lose attention because of the
use of mobile devices while driving, which
requires a serious approach. The share of deaths
and injuries caused by vulnerable road users,
especially cyclists and pedestrians, has increased.
Different countries have different approaches to
road traffic safety, which can be classified as a
traditional approach, system approach — Safe
System and Vision Zero. The system approach
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also includes the sub-topic of Sustainable Safety.
The EU implements a strategy based on the
Vision Zero and Safe System approaches through
safety of vehicles, infrastructure and road use, as
well as through provided recommendations. The
choice and implementation of road safety
prevention approaches in the EU depends on the
principles, priorities and infrastructure of each
country.
The Vision Zero approach is a long-term goal
which is based on such elements as ethics,
responsibility, safety philosophy and change
mechanism creation. This approach takes road
safety policy to a new level with a focus on the
prevention of deaths and serious injuries. The
key principles of Sustainable Safety are based on
the road functionality, uniformity of mass or
speed and direction. The principles also include
the predictability of the course of the road and the
road users’ behaviour due to the recognizable
road design, indulgence towards the environment
and road users, the appropriate level of the road
users’ awareness.
Sweden and the Netherlands are examples of
countries in the EU with the lowest death rates
from road traffic crashes. These countries share a
unifying vision of road safety. This has become
an important strategic rethinking of the problem,
which is based on the belief that prevention and
improving safety is a much more effective than
simply changing user behaviour or developing
more perfect technologies.
Ukraine, relying on the Vision Zero approach
components, is gradually joining this strategy.
The EU’s eCall smart accident detection and
prevention system, which shall mandatorily be
installed in every vehicle designed after 2015,
and ESRA innovative road accident prevention
method can be examples for the implementation
in Ukraine. Traffic Weeks, the large-scale school
educational programme on road traffic safety in
Belgium, can also be considered as an option for
the prevention of criminal offences on passenger
road transport in Ukraine.
New research on the relationship between
driving and traffic-related child injuries is
relevant. Road safety programmes for teenagers
should be developed based on the use of social
media as a means of obtaining information. This
is the basis for further research and analysis of
the implementation of existing European
approaches in Ukraine.
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