Vulnerable Road Users, E-Bikes, and Rural Roads: The Risk Map of the New Era

The same report offers critical lessons when we focus not just on the total number of deaths, but on "who dies where." To understand the future of road safety, we need to look separately at vulnerable road users, the elderly population, and rural roads.

Pedestrian and Cyclist Deaths Are Decreasing, But… According to 2022 data, compared to the 2017–2019 average:

• Pedestrian deaths decreased by 17.7%,

• Passenger car occupant deaths decreased by 8%,

• Cyclist deaths decreased by 3.3%.

This indicates that crosswalks, speed limits, and safe vehicle designs are working. However, the same table raises a red flag for motorized two-wheeler (PTW – motorcycle, scooter, etc.) users: Deaths in this group increased by 6.7%. The 41.1% increase in Colombia, in particular, strikingly reveals the safety implications of the motorcycle boom in Latin America.

Note: IDB (Inter-American Development Bank) data shows that in countries like Colombia, the Dominican Republic, and Uruguay, motorcycles make up more than half of the vehicle fleet; these vehicles are used heavily for both individual transport and courier/delivery jobs.

E-Bikes and Micro-Mobility: A Rising But Hard-to-Measure Risk

The report examined e-bike data from 10 countries. Some striking examples include:

• In Switzerland and Israel, more than half of the cyclists killed in 2022 were e-bike users.

• This rate is 44% in Germany, 39% in Denmark, and 38% in Belgium.
• In Switzerland, this rate was only 19% in 2017; meaning the share of e-bikes in fatality statistics has nearly tripled in just a few years.
• There is a distinct increase in e-bike preference, especially among users over 75 years old; 60% of those killed in e-bike accidents in Japan, and approximately 40% in Belgium and Germany, are over 75.
• Data on e-scooters and similar micro-mobility vehicles is still limited; however, in France, for instance, deaths involving these vehicles tripled between 2019 and 2022. Nevertheless, their share of the total remains low.

The main problem is that "exposure" data (how many km do they travel?) for these new modes is not measured at all in many countries. For this reason, the ITF has established a working group to develop new datasets for "emerging mobility patterns" like walking and cycling.

Aging Population and the Riskiest Group: 75+

Traditionally, the riskiest group was drivers aged 18–24. The 2022 data points to a new reality:

• Although the number of deaths decreased in all age groups compared to the 2017–2019 average, the decrease is more pronounced in children (-12.9%) and youth aged 15–17 (-16.4%)
• .Deaths in the 65–74 age group decreased by 5.2% , and in the 75+ group by 11.6% ; yet, despite this, the highest death rate (per capita) in many countries is still in the 75+ age group

.There are two main reasons for this: the aging of the population and elderly individuals becoming more mobile. While new vehicles like e-bikes facilitate physical activity, they increase the risk of falls and crashes. It is clear that a version of the seat belt, speed, and alcohol campaigns applied to youth needs to be designed for elderly users under the title of "active aging."

Rural Roads: The Deadliest Road Type

According to the report, when data from 25 countries was examined:

• In 17 countries, more than half of deaths occur on rural roads. In Finland, Ireland, and New Zealand, this rate rises to two-thirds.

• Only in Korea, the Netherlands, Japan, and Portugal are urban roads deadlier than rural roads.

The danger of rural roads stems from the lack of physical separation, numerous uncontrolled intersections, lack of maintenance, and most importantly, speed. In 2022, compared to the 2017–2019 average, deaths decreased by:

• 15.5% on urban roads,

• 7.5% on rural roads,

• 6.2% on motorways.

In other words, there is a general improvement; but rural roads remain the "deadliest setting."

Policy Implications

These findings suggest that road safety policies must focus on three axes:

1. Protection of Vulnerable Road Users: 30 km/h urban speed limits, safe intersection designs, bike lanes, and pedestrian crossing priority must become standard tools not just in inner cities but also on roads passing through rural settlements.

2. New Rules for Micro-Mobility and E-Bikes: Training programs covering elderly users, speed limits, helmet mandates, and vehicle technical standards (ABS, lighting, etc.) must be redefined.

3. Renewal of Rural Road Infrastructure with a "Safe System" Perspective: Without measures such as lane separation, side protection elements, speed management, and shortening emergency response times, the high speed and risk of severe injury on rural roads cannot be brought under control.

In conclusion; the 2023 Road Safety Annual Report reminds us that we need to look beyond total numbers. The future of road safety depends on integrating the motorcyclist courier, the elderly e-bike user, the family driving on a rural road, and the hundreds of different users sharing an urban bike lane within the same "Safe System."

irtad-road-safety-annual-report…