Our members are dedicated to improving road safety and sharing their knowledge with the wider community. Here, you can explore our members' good practices – initiatives that have been assessed for their effectiveness in addressing a road safety problem and have proven results.
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Wednesday, June 24, 2026
Road safety data across Europe originates from many disconnected sources — road operators, national access points, emergency services, OEMs, and driver communities — yet no single trusted platform unifies these into consistent, real-time alerts for drivers. This fragmentation means that hazards such as stopped vehicles, wrong-way drivers, approaching emergency vehicles, slippery roads, and traffic jam tails are either reported too late, duplicated, or never reach the driver at all.
A second challenge is the low accuracy and timeliness of available data. Official sources can lag 8–10 minutes behind real incidents, while unvalidated crowd-sourced data risks being unreliable. Without a mechanism to merge, deduplicate, and rank competing data feeds, drivers receive conflicting or imprecise warnings. A third challenge is unequal access: safety alerts today depend heavily on which app or vehicle brand a driver uses, leaving many road users uninformed. Finally, OEMs struggle to meet Euro NCAP's 2026 "Safe Driving" requirements without a standardised external data pipeline, creating a barrier to delivering in-car hazard warnings at scale.
Be-Warned directly addresses all of these gaps by acting as a single, trusted hub that consolidates multi-source traffic data into verified, real-time safety intelligence for every driver, regardless of app, vehicle, or region.
A second challenge is the low accuracy and timeliness of available data. Official sources can lag 8–10 minutes behind real incidents, while unvalidated crowd-sourced data risks being unreliable. Without a mechanism to merge, deduplicate, and rank competing data feeds, drivers receive conflicting or imprecise warnings. A third challenge is unequal access: safety alerts today depend heavily on which app or vehicle brand a driver uses, leaving many road users uninformed. Finally, OEMs struggle to meet Euro NCAP's 2026 "Safe Driving" requirements without a standardised external data pipeline, creating a barrier to delivering in-car hazard warnings at scale.
Be-Warned directly addresses all of these gaps by acting as a single, trusted hub that consolidates multi-source traffic data into verified, real-time safety intelligence for every driver, regardless of app, vehicle, or region.
Monday, June 22, 2026
The origin of our non-profit association was a tragic accident: A preschooler got under a waste disposal truck with his bicycle and died. We subsequently founded Blicki e.V. in 2017 with the mission of sensitizing children to the dangers of road traffic early on. With the program "Blicki blickt's" (Blicki sees it), over 100,000 primary school children nationwide have since been prepared for road traffic.
Besides children, senior citizens are a second vulnerable target group: almost half of those injured in accidents in Germany are over 65 years old. However, conventional prevention projects have difficulty reaching this target group.
This is how the idea for Blicki's Wimmel-Workshops (Busy Picture Workshops) came about: Learning together and across generations – for greater safety in road traffic. Children and their grandparents learn together with Blicki. The children become "Guardian Grandchildren" and pass on their knowledge. At the same time, grandparents become role models for their grandchildren with Blicki's superpowers of consideration, caution, and foresight. A double safety gain across generations.
Besides children, senior citizens are a second vulnerable target group: almost half of those injured in accidents in Germany are over 65 years old. However, conventional prevention projects have difficulty reaching this target group.
This is how the idea for Blicki's Wimmel-Workshops (Busy Picture Workshops) came about: Learning together and across generations – for greater safety in road traffic. Children and their grandparents learn together with Blicki. The children become "Guardian Grandchildren" and pass on their knowledge. At the same time, grandparents become role models for their grandchildren with Blicki's superpowers of consideration, caution, and foresight. A double safety gain across generations.
Friday, June 19, 2026
Cycling has been growing in the city of Paris and in its region Île-de-France – this growth is fast, also takes place beyond the city centre, and is bringing many new and inexperienced riders (in 2023, 44% of cyclists had been cycling for less than three years). It was critical to quickly increase road safety for cycling, or this growth would lead to a growth in traffic casualties, and further discourage an important part of the population that can really benefit from cycling (Cycling Cities Barometer found 89% of respondents believe traffic conditions do not allow children to cycle safely).
In France, a significant gender gap remains in cycling: 29% of men cycle regularly compared with only 20% of women, a disparity is largely linked to perceptions of road danger, which highlights the need for continuous, protected cycling infrastructure.
The Île-de-France Cycling Network (VIF) was developed to address this challenge by enabling cyclists to travel on routes that are safe, continuous, easy to follow, and separated from motorised traffic.
The VIF is based on the creation of more than 750 km of high-quality cycling infrastructure crossing 194 municipalities, designed according to six core principles: safety, continuity, comfort, capacity, efficiency, and clarity.
The project directly contributes to the European Commission's Vision Zero objective by applying the Safe System approach, reducing exposure to high-speed motorised traffic, improving the safety of intersections and crossings, and creating a safer road environment for vulnerable road users, including children, women, seniors, and inexperienced cyclists.
Before the project, cycling infrastructure in the region was often fragmented or absent, resulting in unsafe gaps, dangerous intersections, inconsistent signage, and varying quality standards. These shortcomings increased conflicts between cyclists and motor vehicles, particularly affecting vulnerable users such as children, women, seniors, tourists, and new cyclists.
The VIF addresses these issues by creating continuous and protected routes, improving dangerous sections, and eliminating network gaps through a dedicated programme targeting high-risk locations. The results are already visible: according to APUR, the Paris urban planning Agency, women represented 45% of new daily cyclists in 2024, while perceived insecurity remains the main barrier to cycling. This trend illustrates how safer infrastructure can make cycling more inclusive and reduce road safety risks for all users.
In France, a significant gender gap remains in cycling: 29% of men cycle regularly compared with only 20% of women, a disparity is largely linked to perceptions of road danger, which highlights the need for continuous, protected cycling infrastructure.
The Île-de-France Cycling Network (VIF) was developed to address this challenge by enabling cyclists to travel on routes that are safe, continuous, easy to follow, and separated from motorised traffic.
The VIF is based on the creation of more than 750 km of high-quality cycling infrastructure crossing 194 municipalities, designed according to six core principles: safety, continuity, comfort, capacity, efficiency, and clarity.
The project directly contributes to the European Commission's Vision Zero objective by applying the Safe System approach, reducing exposure to high-speed motorised traffic, improving the safety of intersections and crossings, and creating a safer road environment for vulnerable road users, including children, women, seniors, and inexperienced cyclists.
Before the project, cycling infrastructure in the region was often fragmented or absent, resulting in unsafe gaps, dangerous intersections, inconsistent signage, and varying quality standards. These shortcomings increased conflicts between cyclists and motor vehicles, particularly affecting vulnerable users such as children, women, seniors, tourists, and new cyclists.
The VIF addresses these issues by creating continuous and protected routes, improving dangerous sections, and eliminating network gaps through a dedicated programme targeting high-risk locations. The results are already visible: according to APUR, the Paris urban planning Agency, women represented 45% of new daily cyclists in 2024, while perceived insecurity remains the main barrier to cycling. This trend illustrates how safer infrastructure can make cycling more inclusive and reduce road safety risks for all users.
Friday, June 19, 2026
Traffic accidents represent a major social problem. In 2025, 93 people died on Slovenian roads, which is 25 more than in 2024. One of the main causes of traffic accidents remains inappropriate speed. The initiative addresses one of the key road safety challenges: how to identify road sections where risky driver behaviour occurs in time, before this is reflected in traffic accidents. Traditional planning of road safety measures is often based primarily on statistics of accidents that have already occurred. This approach is important, but mainly reactive.
The DRAJV Map introduces a more preventive approach. It is based on anonymised and aggregated telematics data from users of the DRAJV mobile application, which detects speeding, phone use or phone movements while driving, harsh acceleration, harsh braking and excessive cornering forces. These data provide insight into actual driver behaviour on individual road sections.
A specific challenge addressed by the initiative is also the lack of a single tool that would connect different road safety data sources. The DRAJV Map therefore combines telematics data on users’ drives, collected through the DRAJV mobile application, publicly available data on the locations of kindergartens and primary schools, and official police statistics on traffic accidents. This enables local communities, schools, researchers, non-governmental organisations and decision-makers to identify risks more comprehensively and to plan measures for safer roads on a stronger data-driven basis.
The DRAJV Map introduces a more preventive approach. It is based on anonymised and aggregated telematics data from users of the DRAJV mobile application, which detects speeding, phone use or phone movements while driving, harsh acceleration, harsh braking and excessive cornering forces. These data provide insight into actual driver behaviour on individual road sections.
A specific challenge addressed by the initiative is also the lack of a single tool that would connect different road safety data sources. The DRAJV Map therefore combines telematics data on users’ drives, collected through the DRAJV mobile application, publicly available data on the locations of kindergartens and primary schools, and official police statistics on traffic accidents. This enables local communities, schools, researchers, non-governmental organisations and decision-makers to identify risks more comprehensively and to plan measures for safer roads on a stronger data-driven basis.
Wednesday, June 17, 2026
Wiener Neudorf ist eine kleine Gemeinde mit außergewöhnlich hoher Verkehrsbelastung. Auf rund sechs Quadratkilometern treffen Wohngebiete, Bildungseinrichtungen, Betriebsgebiete, Einkaufsverkehr, Durchzugsverkehr und starke Pendlerströme aufeinander. Rund 9.500 Einwohner, rund 13.000 Arbeitsplätze, etwa 600 Betriebe und bis zu 250.000 Fahrzeuge täglich zeigen den besonderen Handlungsdruck.
Die zentrale Herausforderung war, Verkehrssicherheit nicht nur an einzelnen Gefahrenstellen zu verbessern, sondern als zusammenhängendes System zu verstehen. Lücken im Netz für Fußgänger und Radfahrende, fehlende direkte Verbindungen, unsichere Querungen, zu schmale Gehbereiche, Parkdruck, Elterntaxis im Schulumfeld und die Dominanz des motorisierten Verkehrs erschwerten sichere Alltagswege.
Besonders betroffen waren jene Menschen, die im Straßenraum am meisten Schutz brauchen: Kinder, Jugendliche, ältere Menschen, Menschen mit Mobilitätseinschränkungen, Fußgänger und Radfahrende. Für sie reicht es nicht, einzelne Stellen zu entschärfen. Sie brauchen ein verständliches, durchgängiges und einladendes Netz, in dem objektive Sicherheit und subjektives Sicherheitsgefühl zusammenwirken.
Ziel war daher, gemeinsam mit der Bevölkerung ein kommunales Verkehrssicherheitssystem zu entwickeln, das sichere Infrastruktur, Bewusstseinsbildung, Beteiligung, Raumplanung, Verkehrsberuhigung und regionale Anbindung verbindet.
Die zentrale Herausforderung war, Verkehrssicherheit nicht nur an einzelnen Gefahrenstellen zu verbessern, sondern als zusammenhängendes System zu verstehen. Lücken im Netz für Fußgänger und Radfahrende, fehlende direkte Verbindungen, unsichere Querungen, zu schmale Gehbereiche, Parkdruck, Elterntaxis im Schulumfeld und die Dominanz des motorisierten Verkehrs erschwerten sichere Alltagswege.
Besonders betroffen waren jene Menschen, die im Straßenraum am meisten Schutz brauchen: Kinder, Jugendliche, ältere Menschen, Menschen mit Mobilitätseinschränkungen, Fußgänger und Radfahrende. Für sie reicht es nicht, einzelne Stellen zu entschärfen. Sie brauchen ein verständliches, durchgängiges und einladendes Netz, in dem objektive Sicherheit und subjektives Sicherheitsgefühl zusammenwirken.
Ziel war daher, gemeinsam mit der Bevölkerung ein kommunales Verkehrssicherheitssystem zu entwickeln, das sichere Infrastruktur, Bewusstseinsbildung, Beteiligung, Raumplanung, Verkehrsberuhigung und regionale Anbindung verbindet.