Chapter 38. Switzerland

Definitions applied in Switzerland

• Road fatality: Death which occurred within 30 days of the road crash.

• Seriously injured person: Since January 2015 hospitalisation for at least 24 hours is the minimum precondition for classification as a serious injury. To enable standardisation the severity scale was linked to the codes of the National Advisory Committee for Aeronautics, used by all emergency services in Switzerland. A serious injury is either a significant (NACA Codes 3 and 4) or a life-threatening injury (NACA Codes 5 and 6).

• Slight injury: Minor injury such as superficial skin injury. The casualty can leave the crash site unaided. An outpatient treatment in a hospital or by physicians may still be required.

• Injury crash: Crash resulting in at least one injured or killed person.

In Switzerland, injury severity is assessed by police present at the scene. Following the new definition on serious injury, in force since January 2015, police officers are trained to record injury severity based on the new classification.

Data collection

Since January 2011, the Federal Roads Office (FEDRO) is responsible for all Swiss road crash data. A new reporting form was introduced to all cantonal police forces and a new platform for data entry and data analysis (statistical and geographical) is available online.

To estimate the real extent of road traffic injuries, police-reported data is compared to insurance data. Factors are then calculated to correct the number of unreported cases by road use and age group.

To have a better understanding of the consequences of road crashes, the Swiss Federal Roads Office carried out a research project to link police-reported data of a given year with other data sources, including hospital data. This has enabled coding of the recommended maximum Abbreviated Injury Scale score based on the International Classification of Diseases (ICD-10). A yearly data linkage procedure is implemented. The availability of data for several years will facilitate future research.

Road crashes in 2016

In 2016, with 216 fatalities, Switzerland achieved its best road safety result in over 70 years of record keeping. Compared to 2015, the number of fatalities decreased by 15%. The number of those seriously injured for the same time period decreased by only 1%, from 3 830 in 2015 to 3 785 in 2016.

However, the reduction in fatalities and those seriously injured was exclusively achieved in the first half of 2016 and most notably for motorcycles and bicycles. The most likely explanation for the reduction is, once again, the bad weather conditions in spring 2016. The second half of 2016 is comparable to previous years.

Recent accident data show that cyclists, pedestrians and motorcyclists will be the focus of future prevention.

Road crashes in 2015

In 2015, there were 253 road fatalities in Switzerland, a 4% increase from 243 in 2014. However, this figure does not bring into question the overall decreasing trend. The number of fatalities in 2015 is below the average of the previous four years. The number of injury crashes over the same time period decreased by 6%.

While 14 electric bicycle (e-Bike) riders were killed in 2015, 9 more than in 2014, the fatalities for traditional bicycles decreased by 14%. There were 66 fatally injured motorcycle riders, a 25% increase compared to 2014, probably due to the mild weather in the summer of 2015.

As mentioned above, a new and tightened definition of “serious injury” was introduced in 2015. This led to a decrease in the number of seriously injured road users while slightly injured road users increased compared to the previous year.

Traffic

Since 1990, the distance travelled (vehicle-kilometres) increased by 28.5% and the number of motorised vehicles increased by 42.5%.

Total vehicle-kilometres travelled in 2015 showed an increase of 1.5% compared with the previous year. Provisional figures for 2016 indicate that the overall traffic volume rose again (1.5%).

Constant population growth and the ever-increasing trend of mobility has lead to increasing traffic volume for both individual and public transport. An important characteristic of road traffic in Switzerland is the transport of freight through the Alps. In recent years there has been a decrease in transalpine road freight traffic. However, in 2015 more than 1 million HGVs crossed the Alps, of which 70% were foreign vehicles.

Road safety

Rates

In 2015, the mortality rate expressed in terms of deaths per 100 000 inhabitants was 3.1, a 63% decrease compared to 2000. Similarly, the mortality risks, expressed in terms of deaths per distance travelled, have decreased by two-thirds since 2000.

Table 38.1. Road safety and traffic data
	1990	2000	2010	2014	2015	2015 % change from
						2014	2010	2000	1990
Reported safety data
Fatalities	925	592	327	243	253	4.1	-22.6	-57.3	-72.6
Injury crashes	23 834	23 737	19 609	17 803	17 736	-0.4	-9.6	-25.3	-25.6
Serious injuries (national definition)	11 182	6 191	4 458	4 043	3 830	-5.3	-14.1	-38.1	-65.7
Deaths per 100 000 inhabitants	13.9	8.3	4.2	3.0	3.1	2.9	-26.9	-62.8	-77.8
Deaths per 10 000 registered vehicles	2.2	1.2	0.6	0.4	0.4	2.3	-29.3	-65.9	-80.8
Deaths per billion vehicle kilometres	18.6	10.6	5.2	3.9	4.0	2.9	-24.4	-62.7	-78.7
Traffic data
Registered vehicles1 (thousands)	4 242	4 822	5 525	5 937	6 046	1.8	9.4	25.4	42.5
Vehicle-kilometres (millions)	49 624	55 686	62 339	62 994	63 761	1.2	2.3	14.5	28.5
Registered vehicles per 1 000 inhabitants	636	673	710	729	734	0.6	3.4	9.0	15.5
← 1. Including mopeds.
https://doi.org/10.1787/888933580916

Figure 38.1. 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 the improvement in road safety since 1990. A sharp decrease is observed for moped riders (-94%) mainly due to a large reduction in moped distance travelled in recent years.

Since 2000, car occupant safety has improved substantially (-72.5%). The penetration of safer vehicles into the fleet partly explains these good results.

Since 2011, e-Bikes constitute a new category of vehicle in police records. From 2011 to 2015 serious or fatal crashes involving these vehicles increased in proportion to the sales figures. In 2016, 9 fatal and 201 seriously injured e-Bike riders were registered by the police. From 2011 to 2015, 3 in 4 fatally injured e-Bike riders were aged 65 or older.

In the last few years, on average 60 pedestrians were killed each year. The figure for 2014, with 43 pedestrians killed, was a statistical outlier downwards. In 2015, the number of killed pedestrians increased again to 58.

Figure 38.2. Road fatalities by road user group in percentage of total, 2015

Road safety by age group

Since 1990, a reduction in fatalities has been observed in all age groups, with a greater than average reduction for teenagers and young people. The trend for older road users is less positive than for other age groups. They are particularly vulnerable as pedestrians. In the period 2012-16, 60% of all pedestrian fatalities were aged 65 or over.

The mortality rate of young people (18-20) has decreased substantially since 2004. This is partly explained by reduced exposure, as the mean age for obtaining a driving licence is increasing. Another explanation is the introduction in 2005 of the two-phase licensing scheme, with a three-year probationary licence.

Figure 38.3. Road fatality rates by age group Deaths per 100 000 inhabitants in a given age group, 1990-2015

Box 38.1. Road safety for an ageing population

The Swiss Statistical Office published different models to forecast the demographic evolution up to 2045. The population is expected to grow by 30% – from 8.5 million to 11 million. In the same period the population aged 65 or older will rise by more than 80%, from 1.5 to 2.8 million.

In 2015, there were 97 persons of 65 years and over killed in road traffic (38% of all road deaths). Of those, 38% were pedestrians, 23% car occupants, 18% cyclists and 14% motorcyclists. The proportion of the senior population in the total number of fatalities has been increasing (21 % in 1990, 27% in 2000, 31% in 2010), reflecting to a certain extent a general trend of population aging.

In Switzerland, medical examinations are mandatory from 70 years of age. They focus on vision, hearing, skin, mental health, the nervous system, cardiovascular system, lungs, abdominal organs and movement. Tests include the Trail-Making Test Part A and B, Mini Mental Status Test, and the clock test (all related to dementia).

From 1 July 2016, the mandatory medical examination from age 70 has been modified, in particular with regard to mental health. In that year, the number of licence withdrawals among that age group increased by more than 20%. On the other hand, there have been political moves to increase the age of the first medical examination from 70 to 75 (similar to the Netherlands and Denmark).

Table 38.4. Road fatalities among senior citizens
	65-74		75-84		85+
	2010	2015	2010	2015	2010	2015
Pedestrians	7	8	15	15	12	14
Cyclists	5	9	7	6	3	2
Moped riders	2	1	0	0	0	1
Motorcyclists	3	14	3	0	0	0
Car occupants	18	12	17	6	5	4
Total	38	44	42	31	21	22

Another aspect is to do with the self-assessment instruments. The bfu is planning to introduce a German, French and Italian version of the Driving Decisions Workbook (Eby et al., 2000). The implementation will begin in 2018 and should be finished by 2020.

Specific measures are required to improve pedestrian and e-cycling safety. These may include more pedestrian crossings with middle isles and courses for beginner e-cyclists. The usefulness of the medical examination should also be analysed and consequences drawn.

Figure 38.4. Road fatality rates by age group – focus on the senior population Deaths per 100 000 inhabitants in a given age group, 1990-2015

Figure 38.5. Road fatality rate by age and road user group Fatalities per 100 000 inhabitants, 2015

Road safety by road type

In the last 25 years fatalities in urban areas decreased by more than 65%, on rural roads by 78% and 71% on motorways. Motorways, already the safest roads, have become even safer.

In 2015, for the first time, more road users were killed on urban roads than on rural roads (119 vs. 113). On motorways there were 21 fatalities, 9 more than 2014 but still few compared to other road types.

In 2016, there were again more fatalities on rural roads compared to other road types.

Figure 38.6. Road fatalities by road type

Speed

In 2015, speed was a contributing factor in about 27% of fatal crashes. In most cases, inappropriate speed is to blame rather than excessive speed. In 2010, the proportion of drivers above the speed limit was 23% on urban roads, 31% on rural roads and 18% on motorways. The survey on actual speeds was stopped in 2010.

The table below summarises the main speed limits in Switzerland.

Drink driving

An alcohol crash is defined as any fatal crash, in which any active participant (driver, pedestrian, cyclist, etc.) has a blood alcohol level (BAC) above the legal limit.

In 2005, the maximum legal BAC was reduced from 0.8 g/l to 0.5 g/l and random breath testing was introduced. As of 1 January 2014, novice drivers are subject to a zero alcohol limit for their first three years behind the wheel. The same restriction applies to all professional drivers.

In the last few years the share of alcohol crashes in all fatalities declined. In 2016, 16% of fatal crashes involved an intoxicated driver and was thus higher than in the previous 2 years. While the share of drivers under influence of alcohol is not known, research results show that the acceptance of drink driving in the population is decreasing.

Since 1 October 2016 a breath alcohol test can also be used as evidence for a higher alcohol concentration than 0.8 g/l. Until then a blood sample was required.

Drugs and driving

In 2016, 20 road fatalities (10%) were explicitly due to a road user impaired by drugs, legal or otherwise. However, in official statistics, the consumption of drugs is probably underreported.

In Switzerland the limit for drugs is set at zero (“zero tolerance”). The road traffic law specifies that driving ability must be ensured. The use of any drugs which reduce driving ability is prohibited. In the case of some drugs, like THC or amphetamine, a positive test is proof of reduced driving ability and considered an offence. In the case of other drugs or medical substances a “three-pillar system” is used: driving impairment is judged by police, physicians and blood tests.

Distraction

Distraction, or lack of attention, is cited in 28% of fatal crashes in 2016. Distraction or lack of attention is judged by the police at scene and includes distraction by passengers, animals, mobile phone use, handling car equipment like air conditioning or a navigation system.

The use of mobile phones without a hands-free set or for texting is subject to a fine of CHF 100. Although using mobile phones with hands-free sets is not prohibited, in several cases the Swiss Federal Court has qualified such use as a situation that leads to impaired driving.

Sleepiness and fatigue

According to police reporting, 5% of all fatal crashes in 2016 were due to fatigue. The real number is expected to be much higher.

Seat belts and helmets

Seat belt use has been compulsory in front seats since 1981 and in rear seats since 1994. Since 2002, dedicated child-restraint systems have been mandatory for all children below the age of seven. Since April 2010, new regulations have been applied for the transport of children in cars: Children aged between 7 and 12 and less than 150 cm must be restrained with a certified child-restraint system.

In 2016, seat belt wearing rates among car drivers and front-seat passengers remained stable, with figures of 94% each. For back seats the highest rate observed was 86%. The rates by location and language regions did not significantly change in 2016. One special group are delivery trucks, box-type vans, and vehicles with a truck bed – mostly tradespeople and delivery services, where just 80% of drivers and 77% of passengers buckle up while transporting goods. Passenger transport journeys on the other hand report a wearing rate of 96% and 97% respectively.

In the past three years, 41% of killed car occupants were not wearing a seat belt. Considering the actual wearing rate and a 50% protective effect of the seat belt on front seats and 25% on rear seats, it is estimated a 100% wearing rate in front and rear seats would have saved four lives in 2016.

Helmet wearing has been compulsory on motorcycles since 1981 and on mopeds (up to 50 cc, maximum speed 45 km/h) since 1990. Observation indicates a compliance rate of almost 100%.

Since 2012 bicycle helmets are required on e-Bikes above 25 km/h with pedal assistance.

Organisation of road safety

Due to Swiss federalism, many organisations are involved in and responsible for road safety, including local and cantonal authorities, special interest groups and insurance companies. The leading roles in road safety are taken mainly by the three organisations: The Fund for Road Safety, the Swiss Council for Accident Prevention (bfu) and the Federal Roads Office (FEDRO). The Swiss Federal Council regulates the national road safety policy and is responsible for the “Via Sicura” road safety programme.

Road safety strategy for 2011-20

On 15 June 2012, the Swiss Federal Council adopted the road safety programme “Via Sicura”, almost 10 years after the first proposal. A range of safety measures is being progressively implemented (see details in section below).

Road users

Infrastructure

• A new norm “Single Accident Site Management” was published in 2015.

• A new online database was activated in 2016 for an evaluation of infrastructural road safety measures. On http://bfumevasi.bfu.ch/mevasi/ (accessed 15 May 2017) local authorities record infrastructural measures (currently they can choose between 23 measures such as roundabouts, traffic lights or zebra crossings) in a GIS-based system. Accident data was linked to more than 1 100 measures and a statistical analysis on the safety effect of measures is undergoing. The first results will be published in summer 2017.

Vehicles

• As of January 2014, daytime running lights are mandatory for all motorised vehicles. The bfu survey on daytime running lights was conducted in July 2014. Six months after daytime running lights became mandatory, 94% of vehicles were in compliance with the new regulation (compared to 68% in 2013). With 95% in 2015 and in 2016, the rate remained stable.

References

Bfu (2015), SINUS 2016 Annual report, Swiss Council for Accident Prevention.

Bfu: Results of the safety performance indicators:

Bicycle helmet: www.bfu.ch/sites/assets/Shop/bfu_2.999.08_bfu%20survey%202016%20–%20Helmet%20 wearing%20reates%20among%20cyclists%20in%20road%20traffic.pdf (accessed 15 May 2017).

Seat belt: www.bfu.ch/sites/assets/Shop/bfu_2.999.08_bfu%20survey%202016%20–%20Seat%20belt%20use %20in%20Switzerland.pdf (accessed 15 May 2017).

Daytime running lights: www.bfu.ch/sites/assets/Shop/bfu_2.999.08_bfu%20survey%202016%20–%20 Daytime%20running-light%20usage%20rates.pdf (accessed 15 May 2017).

Niemann, S., C. Lieb and H. Sommer (2015), Nichtberufsunfälle in der Schweiz: Aktualisierte Hochrechnung und Kostenberechnung, bfu-Report 71, Bern, bfu – Beratungsstelle für Unfallverhütung.

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

• Federal Roads Office (FEDRO/ASTRA): www.astra.admin.ch (accessed 15 May 2017).

• Swiss Council for Accident Prevention (bfu): www.bfu.ch (accessed 15 May 2017).

• STATUS 2016: statistics on non-occupational accidents and the level of safety in Switzerland www.bfu.ch/sites/assets/Shop/bfu_2.265.08_STATUS%202015%20%e2%80%93%20Statistics%20on%20non-occupational%20accidents%20and%20the%20level%20of%20safety%20in%20Switzerland.pdf (accessed 15 May 2017).

• Road accident data

  • Statistics: www.unfalldaten.ch (accessed 15 May 2017).

  • Geospatial data: https://map.geo.admin.ch/?topic=vu&lang=de&bgLayer=ch.swisstopo.pixelkarte-grau&layers= ch.astra.unfaelle-personenschaeden_alle&layers_timestamp=&catalogNodes=1318 (accessed 15 May 2017).