Chapter 11. Finland

Definitions applied in Finland

• Road fatality: A person who died immediately in a crash or within the following 30 days. Suicides and presumed suicides are not removed from the statistics.

• Injured person (as defined in police reports): A person not fatally injured in a traffic crash, but requiring medical care or observation in hospital, treatment at home (sick leave) or surgical treatment, such as stitches. Persons who sustain bruises or scratches that do not require the aforementioned treatment are not accounted for as “injured”. The classification “injured” is determined by the police officers present at the scene of the crash.

• Seriously injured person: A person who suffers injuries with a score of three or above on the Abbreviated Injury Scale (MAIS3+).

Data on serious injuries have been reported from 2014 onwards and are integrated into the Statistics Finland database. This contains crash data reported by the police, complemented by injury severity information coming from the health care database.

Data collection

Traffic crash data in Finland are collected through two different channels: the police and the insurance companies.

Statistics Finland receives data on road traffic crashes from the police. Local police districts transfer the data to a central register, from which new data are processed and transferred to Statistics Finland three times a month. Statistics Finland verifies the data, makes further enquiries to the police districts and, where necessary, supplements the data with data from other registers.

Statistics Finland supplements its annual data with data on deaths derived from statistics on causes of death. The data are also supplemented with information on crash locations from the Finnish Transport Agency’s Digiroadzp information system; data from the Rescue Services’ PRONTO statistics on resources and crashes; data on coercive measures from Justice Statistics; and data on fatal drink-driving crashes from the road crash investigation teams. Data on road traffic crashes are also supplemented annually by the Finnish Transport Safety Agency’s data on driving licences and motor vehicles.

Statistical coverage of fatal crashes is 100%. Reporting is controlled using death certificates. Coverage of injury crashes is about 20%. Coverage is worst for cyclists injured in single crashes. Many of the injury crashes are not reported to the police because, in a number of cases, the injuries are slight and compensation is settled between the parties involved.

In addition to statistics based on police reporting, the Traffic Safety Committee of Insurance Companies (VALT) compiles and publishes statistics on crashes investigated by the road crash investigation teams and crashes for which insurance compensation has been paid. The road crash investigation teams investigate nearly all fatal road traffic crashes in Finland. It is most useful in the case of damage-only crashes, as many minor crashes are reported to the insurance company but not to the police.

Hospitals and health centres also compile statistics on cases of traffic crashes, but the data collected are mainly intended for health-care services and cannot be properly used for traffic safety purposes. These data can be used as supplementary material, as they contain information excluded from other statistics, such as injuries caused in pedestrian and bicycle traffic.

Since 2014, police and hospital data have been linked to facilitate correct estimation of the number of serious injuries (defined as MAIS3+). More information can be found at: http://tieliikenneonnettomuudet.stat.fi/tieliikenneonnettomuudet_en.html (accessed 4 May 2017).

Road crashes in 2016 – provisional data

Based on provisional data, there were 240 road fatalities in 2016, 30 less than in 2015 representing a decrease of 11%. The number of reported injury crashes decreased by 9% compared to 2015.

Road crashes in 2015

Overall, the positive safety trend observed in the past years was reversed in 2015, as the number of road deaths increased by nearly 18%, compared to 2014. However, there was a decrease in the number of injury crashes (-2.6%) and those seriously injured (-8.1%).

While the numbers of fatal crashes involving cyclists, motorcycles and passenger cars increased, the number of those killed amongst moped riders and pedestrians decreased.

The number of fatal moped crashes has been decreasing since 2011, when a mandatory training and driving test for moped riders was introduced, reaching a record low of 2 fatalities in 2015.

Traffic

In the last 25 years (1990-2015), the distance travelled has increased by almost 39%. More recently, over the last 10 years, the distance travelled by cars and vans has increased by 7% only. In 2012 and 2013, it decreased slightly from the 2011 level, probably as a result of the economic downturn. In 2014 and 2015, the distance travelled once again increased.

Road safety

Analysis of seriously injured data

Data on serious injuries have been reported and integrated into the Statistics Finland database since 2014. In 2015, 477 persons injured in a traffic crash reported by the police had an MAIS of 3 or above and were considered seriously injured. This is 8% less than in 2014. In 2010, there were around 800 seriously injured persons (Trafi, 2014); however the conversion from the International Statistical Classification of Diseases (ICD10) to the Abbreviated Injury Score (AIS) was somewhat different in the 2010 estimation.

Statistics Finland have also provided unofficial figures for serious injuries found in hospital data with the reason code “traffic accident” but they do not match police data. In 2014, 434 seriously injured people were reported in hospital data and 399 in 2015. Of those seriously injured 55% were cyclists.

Table 11.1. Road safety and traffic data
	1990	2000	2010	2014	2015	2015 % change from
						2014	2010	2000	1990
Reported safety data
Fatalities	649	396	272	229	270	17.9	-0.7	-31.8	-58.4
Injury crashes	10 175	6 633	6 072	5 324	5 185	-2.6	-14.6	-21.8	-49.0
Serious injuries (MAIS3+)				519	477	-8.1
Deaths per 100 000 inhabitants	13.0	7.7	5.1	4.2	4.9	17.5	-2.9	-35.6	-62.2
Deaths per 10 000 registered vehicles	2.8	1.5	0.7	0.5	0.6	15.4	-13.6	-60.2	-77.9
Deaths per billion vehicle kilometres	16.3	8.5	5.1	4.2	4.9	16.7	-3.1	-42.2	-70.0
Traffic data
Registered vehicles1 (thousands)	2 350	2 586	3 855	4 334	4 428	2.2	14.9	71.2	88.4
Vehicle-kilometres (millions)	39 750	46 710	53 815	54 580	55 145	1.0	2.5	18.1	38.7
Registered vehicles per 1 000 inhabitants	472	500	720	795	809	1.8	12.3	61.8	71.3
https://doi.org/10.1787/888933580422

Figure 11.1. Road safety, traffic and GDP trends index 1990 = 100

Source: World Bank (2017) (GDP; constant prices).

Road safety by user group

All user groups have benefited from important safety improvements since the 1990s. Cyclist and pedestrian user groups benefited the most from the progress in safety. There has also been a sharp drop in fatalities among moped riders.

However, the safety situation for motorcyclists has deteriorated since 2000. There were 10 motorcyclists killed in 2000 and 20 in 2015. Motorcycling grew rapidly in the 2000s and the number of registered motorcycles increased by 150% between 2000 and 2010 (from 90 000 to 226 000 units). A positive change was observed in 2014, with 7 fewer motorcyclists killed. However, in 2015 the number of fatality crashes among motorcyclists increased again. There is no data on motorcycle traffic volume, and therefore it remains unclear whether the positive or negative trend in motorcycle fatalities and crashes is due to changes in traffic volume.

Injury crashes involving mopeds more than doubled between 2000 and 2008, probably due to the increase of the moped fleet, which increased by more than 150% between 2000 and 2010. In 2012-16 there were significantly fewer moped crashes, due to new legislation requiring mandatory driving lessons and a driving test for moped riders, along with a decrease in registration of new mopeds.

Figure 11.2. Road fatalities by road user group in percentage of total, 2015

Road safety by age group

Since 1990, the reduction in fatalities has benefited all age groups, with the most impressive reduction for the youngest groups of 0-14 and 15-17. In these groups fatalities decreased between 70% and 84% respectively.

While the 18-20 age group has a mortality rate much higher than the other age groups, it has been reduced by 50% between 2010 and 2012-13, with a fatality rate of 7 per 100 000 population in 2012-13. In 2014 and 2015, however it increased again with a fatality rate of 12 per 100 000 in 2015.

For the over 65 population, the mortality rate has been reduced by 3.5 times since 1990, from 24 deaths per 100 000 population in 1990 to 7 in 2015.

Figure 11.3. Road fatality rates by age group Deaths per 100 000 inhabitants in a given age group, 1990-2015

Box 11.1. Road safety for an ageing population

In 2015, the 65+ age group represented 20.5% of the population compared to only 15% in 2000. The share of senior citizens in the population increased rapidly in the 2000s when the baby boomers entered this age group, and is expected to reach 27% by 2050.

The number of driving licence holders over 65 has also increased. There were 388 000 in 2005 and 705 000 in 2015, and their number is expected to increase.

Traffic fatalities among the older population has declined by 38% since 2000, while the total number of deaths declined by 32%. The number of injured people has remained approximately the same. The majority (52%) of older persons killed are car occupants.

Car driving licences are valid until the licence holder reaches the age of 70. To renew their licences, older drivers must provide a medical certificate or a comprehensive medical report. The license is then renewed for a period of 5 years, or less if the medical report requires so. If there is reason to believe that the holder of a driving license no longer meets the health requirements or that he/she is no longer able to drive safely due to his health, the police may order the driver to submit a medical report or new driving test. More information can be found at: www.trafi.fi/en/road/i_have_a_driving_licence/renewing_your_driving_licence (accessed 5 May 2017).

There has been some discussion on the effectiveness of medical tests. A study was made in 2014 which suggested that age-based medical examinations for elderly drivers are more likely to have a negative impact on traffic safety and infringement-free driving than a positive one (Trafi, 2014).

Recent important measures to improve the safety of the senior population include:

• Better intersection designs so that they are easier to perceive. In particular this concerns ramp designs at the entrance of motorways to prevent entering via the wrong direction.

• Similar infrastructure measures which are beneficial for all pedestrians and cyclists: lower speed limits in built-up areas together with infrastructure which supports lower speeds.

• Better assessment of the fitness to drive. Transport Medicine Units have been established in the largest hospitals.

Table 11.4. Road fatalities among senior citizens
	65-74		75-84		85+
	2010	2015	2010	2015	2010	2015
Pedestrians	7	5	5	7	2	4
Cyclists	8	7	2	6	2	1
Moped riders	1	0	1	0	0	0
Motorcyclists	0	1	0	0	0	0
Car occupants	17	15	15	13	1	1
Total	36	33	23	27	5	7

Figure 11.4. Road fatality rates by age group – focus on the senior population Deaths per 100 000 inhabitants in a given age group, 2000-15

Figure 11.5. Road fatality rate by age and road user group Fatalities per 100 000 inhabitants, 2015

Road safety by road type

In 2015, 70% of fatalities occurred on rural roads, 28% in urban areas and 2% on motorways. Since 1990, the reduction in deaths has been greater on urban roads.

Approximately one-third of fatalities are due to frontal crashes, which typically occur on main roads outside built-up areas. Another third of fatalities are run-off-road crashes, typically on small country roads. Finland only has about 890 kms of motorway, and they account for a minor share of crashes. High-risk roads are usually those with a single carriageway, no central fencing and 80 km/h or 100 km/h speed limits.

Figure 11.6. Road fatalities by road type

Speed

According to reports from the road crash investigation teams, speeding or inappropriate speed is a contributing factor in 30% of all fatal crashes.

There have not been any major changes in mean speed over the past 10 years. Reduction of the mean speed by 1-3 km/h has been observed on road sections where speed cameras have been installed. While a high proportion of drivers exceed the speed limit, especially during the winter months when speed limits are lowered, the percentage of drivers speeding 10 km/h above the limit is relatively low. In 2015, 10% of drivers exceeded the speed limits by more than 10 km/h in summer and 14% in winter on main roads.

Speed cameras, implemented mainly during the 2000s, cover around 3 000 km of main roads. There are less speeding offences at police speed camera sites.

The table below summarises the main speed limits in Finland.

Drink driving

The maximum authorised blood alcohol content (BAC) is 0.5 g/l for all drivers. In 2015, it was estimated that 21% of fatal crashes involved a driver with a BAC above the 0.5 g/l limit (this share was 24% in 2010, 25% in 2011, 17% in 2012 and 22% in 2013). It is typical in alcohol-related fatal crashes that the driver is strongly intoxicated. In 2015, 84% of drivers responsible for a fatal crash exceeded 1.2 g/l, the limit of aggravated drunk driving.

Those who die in drunk-driving crashes are most often the drunk drivers themselves. From 2014-16, 71% of killed persons were drunk drivers, 20% were their passengers and 9% were others.

The percentage of drivers under the influence of alcohol in traffic has slowly decreased from 0.25% in 1990. In 2015 and 2016, 0.13% of drivers had a BAC above the legal limit.

Drugs and driving

In 2015, 14 drivers involved in fatal crashes were suspected of driving under the influence of drugs.

Distraction

In Finland, it is forbidden to drive with a hand-held mobile phone, while hands-free devices are tolerated. Around three fatal crashes every year are related to mobile phone use while driving (Jääskeläinen, 2014).

Seat belts and helmets

Seat belt use has been compulsory for front seats since 1975 and for rear seats since 1987. There has been a significant increase in seat belt use by car drivers since 1980.

Based on monitoring by Liikenneturva, in 2016, the seat belt wearing rate was 96% for front seats on rural roads, 95% for front seats on urban roads, and 85% for rear seats on urban roads.

According to the road crash investigation teams, 41% of car or van occupants killed were not wearing a seat belt. It is estimated that 100% seat belt usage would have saved 19 lives in 2015.

Under Finnish law, children under 135 cm in height must wear a safety device determined by their weight when in a car.

Helmet wearing is compulsory for all motorcycle and moped riders.

Although, since 2003, the traffic law has strongly recommended cyclists to wear helmets, this is not enforced. The bicycle-helmet usage rate was 25% in 2004 and reached 43% in 2015. Most small children wear helmets, but teenagers and elderly people tend not to do so. The usage rate in the Helsinki area is about 70%, but rates in northern Finland are much lower.

Organisation of road safety

The Ministry of Transport and Communications is responsible for drafting legislation concerning road safety.

The Ministry’s main agencies involved in road safety are:

• The Finnish Transport Agency, which is responsible for road design, construction and maintenance, and for road and traffic signs.

• The Finnish Transport Safety Agency, which is responsible for vehicle registration, supervision of driving schools and driving licence operations, and organisation of matters related to vehicle inspection. The agency’s responsibilities also include campaigning for road and traffic safety.

• Liikenneturva (Finnish Road Safety Council) which implements campaigns for road and traffic safety, disseminates information, contributes to road safety education for various age groups and provides further training for drivers.

Road safety strategy

The road safety programme for the years 2012-14 ended. A new resolution on road safety was approved by the Government on 15 December 2016 (www.lvm.fi/en/-/government-resolution-on-road-safety-looks-into-the-future-914474; accessed 5 May 2017). The long-term vision of the resolution is that no-one would be killed or seriously injured on the road. The resolution outlines measures that will promote road safety related to drivers, vehicles and roads alike and creates preconditions for increasing automation and the use of digital data in transport.

Road safety targets

The target for 2020 is based on the target set by the European Commission to reduce by half the number of fatalities by 2020 compared to 2010 level. In addition, there is a target to reduce by 25% the number of persons seriously injured.

Figure 11.7. Trends in road fatalities towards national target

Figure 11.8. Trends in the number of people injured towards national target

The corresponding numerical targets are:

• fewer than 137 fatalities (or 24 fatalities per million inhabitants) by 2020

• fewer than 5 750 police-reported injuries by 2020

• long-term target of fewer than 100 fatalities by 2025.

At the current pace, it is estimated that the 2020 target will be reached for injuries but not for fatalities.

Road safety management

Road users

Vehicles

• Finland’s vehicle fleet is one of the oldest in the European Union. The average age of passenger cars in traffic is 11 years. A trial incentive programme for car scrappage was conducted in 2015 to promote the replacement of old vehicles with modern vehicles. Around 8 000 old cars were replaced by new vehicles producing carbon dioxide emissions of 120 g/km or less. This was not continued in 2016.

• At the beginning of 2016, a new classification for new types of very light electric vehicles came into force. Vehicles such as senior scooters and electric skateboards with a maximum speed of 15 km/h and a maximum power of 1 kW are considered as “pedestrians”. These devices are allowed on the sidewalk when travelling at walking speed and on bicycle paths when travelling at higher speeds. Vehicles with a maximum speed of 25 km/h and a maximum power of 1 kW power are considered as “bicycles”. In 2017, the number of these vehicles remained low.

• Winter wheels became mandatory for heavy vehicles from January 2017.

• Finland is developing an Arctic Intelligent Transport System (ITS) test site for automated driving, designed for verifying and validating new ITS solutions and innovations in Arctic conditions with extreme seasonal changes. An Arctic testing ecosystem for intelligent transport and automated driving is being built in Finnish Lapland. The improvement of highway E8 is underway to meet the requirements of the public test area (see www.snowbox.fi/, accessed 5 May 2017).There are now several automated driving or other ITS tests and test sites in Finland:

  • Aurora test site in Lapland, www.liikennevirasto.fi/web/en/e8-aurora#.WN4v42_yjIU (accessed 5 May 2017).

  • Nordicway Coop connected vehicle pilot project in southern Finland, www.trafi.fi/en/about_trafi/news/3472/finland_joins_a_nordic_connected_vehicle_pilot (accessed 5 May 2017).

  • Living Lab Bus – Open innovation and test platform for the development, testing and demonstration of various services and technologies in public transport, http://livinglabbus.fi/ (accessed 5 May 2017).

  • Robot bus experiment in real traffic, http://sohjoa.fi/in-english (accessed 5 May 2017).

References

Official Statistics of Finland (OSF), Statistics on road traffic accidents, www.stat.fi (accessed 5 May 2017).

Finnish Transport Safety Agency (Trafi), Finnish Road Traffic 2015: Safety and environmental impacts, http://katsaukset.trafi.fi/media/katsaukset/tieliikenne/finnish-road-traffic-2015.pdf (accessed 5 May 2017).

Finnish Transport Safety Agency (Trafi), Finnish Road Traffic 2014: Safety and environmental impacts, http://pinnalla.trafi.fi/e-julkaisut/finnish_road_traffic_2014/pdf/Trafi__Finnish_roadtraffic_2014_EN.pdf (accessed 5 May 2017).

Finnish Transport Safety Agency (Trafi) (2014), Ajokortin uusintaan liittyvien ikäkausitarkastusten vaikutus liikennemenestykseen (The impact of driving license revision related to road traffic offsets), www.trafi.fi/filebank/a/1394024746/d14a9dd33fc059d7bfde272b04cd2fab/14340-Trafin_tutkimuksia_02-2014_-_Ikakausitarkastusten_vaikutus_liikennemenestykseen.pdf (summary in English; accessed 5 May 2017).

Finnish Transport Safety Agency (Trafi) (2014), Tieliikenteessä vakavasti loukkaantuneiden määrän arviointi VAAKKU (Evaluation of the number of people seriously injured in road traffic), www.trafi.fi/filebank/a/1416923679/b8f9e9b07b0dca1231c3958a3c995e52/16298-Trafin_tutkimuksia_10-2014_-_Vakavasti_ loukkaantuneet.pdf (accessed 5 May 2017).

Finnish Transport Safety Agency (Trafi) (2016), Tieliikenteen onnettomuuskustannusten tarkistaminen (Validating road traffic accident costs), www.trafi.fi/filebank/a/1465820007/76d4b29cc 9424288b707133f5259494d/21751-Trafin_tutkimuksia_5_2016_Tieliikenteen_onnettomuuskustannusten_ tarkistaminen.pdf (summary in English; accessed 5 May 2017).

World Bank (2017), “GDP (constant US$)”, World Development Indicators, http://databank.worldbank.org/data/reports.aspx?source=world-development-indicators (accessed 23 February 2017).

Websites

• Finnish Transport Safety Agency (Trafi): www.trafi.fi (accessed 5 May 2017).

• Ministry of Transport and Communications: www.lvm.fi (accessed 5 May 2017).

• Finnish Transport Agency: www.liikennevirasto.fi (accessed 5 May 2017).

• Liikenneturva – Finnish Road Safety Council: www.liikenneturva.fi (accessed 5 May 2017).

• Statistics Finland: www.stat.fi/index_en.html (accessed 5 May 2017).