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European Transport Safety Council

ETSC

The European Transport Safety Council is the only EU NGO focused on improving safety across all transport modes through research-based policy advice.

Lobbying Activity

Meeting with Rosa Serrano Sierra (Member of the European Parliament, Rapporteur)

21 Nov 2025 · Weight and Dimensions Directive

Meeting with Lucian Cernat (Head of Unit Trade)

19 Nov 2025 · EU-US car standards – Issues for road safety

Meeting with Mark Nicklas (Head of Unit Internal Market, Industry, Entrepreneurship and SMEs) and Transport and Environment (European Federation for Transport and Environment) and

21 Oct 2025 · Meeting on small affordable cars initiative and possible Made in Europe requirements

Meeting with Arthur Corbin (Cabinet of Executive Vice-President Stéphane Séjourné) and Transport and Environment (European Federation for Transport and Environment) and

20 Oct 2025 · Meeting on small affordable cars initiative and possible Made in Europe requirements

Meeting with Alexandra Mehnert (Member of the European Parliament, Shadow rapporteur) and Allgemeiner Deutscher Automobil-Club e.V.

16 Oct 2025 · Roadworthiness Package

Meeting with Elena Kountoura (Member of the European Parliament, Shadow rapporteur)

13 Oct 2025 · Meeting with ETSC representative

Meeting with Jens Gieseke (Member of the European Parliament, Rapporteur)

23 Sept 2025 · Roadworthiness-Package

Meeting with Mark Nicklas (Head of Unit Internal Market, Industry, Entrepreneurship and SMEs) and Fédération Internationale de l'Automobile

4 Sept 2025 · Approval of Driver Control Assistance Systems (DCAS)

Response to Policy agenda for cities

16 May 2025

The European Transport Safety Council (ETSC) welcomes that Improving Safety will be addressed as a challenge in developing an EU Agenda for Cities. The EUs Urban Mobility Framework cited that Road fatalities and serious injuries persist in many urban areas, with casualties among vulnerable road users not decreasing fast enough. 38% of road fatalities in the EU occur in urban areas, 70% of which are vulnerable road users (pedestrians, cyclists and motorcyclists), and as the EU becomes more urban, road safety is becoming more and more an urban issue. Moreover, the call for evidence notes that capacity building activities including mobility, are currently delivered through the current ERDF to support cities. Improving urban road safety, in particular for vulnerable road users, aiming to eliminate fatalities on city streets is in the objectives EUs Urban Mobility Framework and much supported by ETSC. ETSC supports the findings of the implementation report of the European Urban Initiative in 2022-2024 that EU action has particular value because it: (i) informs decision-making and implementation at all levels of governance; (ii) provides tailored support, including good practices; (iii) triggers political incentives and commitments; and (iv) provides leverage in mobilising decision-makers and cooperation partners, including the general public. The EU provides possibilities for cities of all sizes to benefit from EU-wide exchanges, networking and collaboration. This support should be continued and further improved. Based on our recent documents this is ETSCs contribution to the Call for Evidence for the Initiative: EU Agenda for Cities. Key Recommendations: Integrate EU road safety targets and actions, as well as monitor and promote best practice on taking up the Guidelines of Sustainable Urban Mobility Plans. Encourage Member States, through a European Commission Recommendation, to apply safe speed limits in line with the Safe System approach for different road types: 30 km/h on urban roads in residential areas and areas where there are high levels of cyclists and pedestrian. Speed up adoption of guidance on quality requirements of road infrastructure for VRUs, as foreseen in Directive (EU) 2019/1936 on road infrastructure safety management to ensure that road infrastructure for people who walk and cycle is created to a sufficiently high standard across the EU. Apply minimum safety criteria for supporting pedestrian and cycling infrastructure in an urban context within, for example, EU projects to support SUMPs at city level. In the context of the implementation of the General Safety Regulation on vehicle safety, support cities in setting up speed limit databases to support the deployment of Intelligent Speed Assistance. Review maximum limits to the size and weights of cars and vans. Create an indicator for the reporting of use of EU funds on improving urban road safety. Set up a mechanism to monitor and promote best practice in the take up of road safety as a horizontal issue within SUMPs. Any funds destined to support urban mobility should also comply with the principles of road infrastructure safety management directive. Within the next MFF 2028-2034: Create an EU fund to support priority measures such as for cities to introduce 30 km/h zones (particularly in residential areas and where there are a high number of VRUs) and support speed enforcement and infrastructure adaptation. Earmark a percentage of the funds invested on infrastructure projects specifically for safety including, for example, investments in public transport, cycle lanes and pedestrian infrastructure in urban areas. Set up a permanent funding mechanism for capacity building and exchange of best practice for EU Member States on urban road safety, based on the EU Road Safety Exchange Project. More background references in the attached document.
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Response to Evaluation and revision of the Weights and Dimensions Directive

6 May 2025

In the EU, 3,310 people lost their lives in road collisions involving a truck of 3.5t or above in 2018 alone, representing 14% of all road deaths. The relatively large mass of a truck translates into a higher severity of injury for other road users involved in a collision. Data from countries that collect distance travelled by vehicle type show that fatal road collisions involving trucks are much more frequent than those involving other vehicles. On a per-km basis, up to three times as many people die in collisions involving trucks as die in collisions involving only non-goods vehicles. The Commissions proposal to revise Directive 96/53 on the maximum weights and dimensions of heavy-duty vehicles (HDVs) aims to lift restrictions on the cross-border transport of European Modular Systems (EMS), also known as gigaliners or mega-trucks. Typical EMS are lorry and trailer combinations 25.25 metres long, nearly 9 metres longer than standard lorries in Europe, and weighing 60 tonnes. To put that into perspective, gigaliners are as long as six passenger cars and weigh as much as a fully loaded Boeing 737 300. In Finland, 34.5m, 76-tonne configurations are even permitted. ETSC has serious concerns about the impact of EMS vehicles on road safety. They have been allowed until now under strict conditions in a limited number of EU countries, but all the impacts of wider adoption have not been fully assessed. The potential risks that ETSC says have not been fully investigated include: EMS will accelerate road infrastructure degradation, leading to more frequent maintenance and safety issues; EMS require adapted infrastructure, posing challenges in work zones, parking, resting areas and refuelling facilities, where conflicts with other road users are likely; Roadside and lane separation barriers are built to comply with current Weights and Dimensions legislation. Safety barriers would need to be replaced by stronger ones, runaway truck ramps and lay-bys would need to be made longer, especially in tunnels; Fire safety in tunnels is a concern, especially with EMS potentially blocking traffic lanes in roll-over crashes; The impact resistance of barriers on bridges crossing railways may not be sufficient to prevent a crash between an EMS and a train; EMS can struggle with intersections. They might use space for vulnerable users during turns, potentially encroaching on pavements or cycle paths; Other negative aspects include visibility restrictions, difficulty being safely overtaken and threats to vulnerable road users in blind spots; Currently available technologies will not offset these safety risks. Technologies required under the EU General Safety Regulation, such as Advanced Emergency Braking Systems (AEBS), are not tested on EMS configurations and may not be effective; The proposal does not require EMS to be Zero Emission by a certain date, which contradicts new requirements for HDVs up to 44t and could undermine the EU Green Deals goal of a 90% reduction in greenhouse gas emissions from transport by 2050. The proposal does not currently specify legal safeguards regarding which parts of the road network EMS should be limited to. It also requires Member States to ensure that the parts of their network where EMS are permitted are connected to those of neighbouring countries that also allow EMS, to enable cross-border circulation. However, some road networks near EU borders may not be suitable for EMS vehicles. Similarly, the proposal does not currently include specific legal provisions regarding the qualifications of drivers operating longer and heavier vehicles. Additionally, a concern with the proposal is that the wider use of longer and heavier vehicles could contribute to a reverse modal shift, drawing freight away from rail and back onto roadspotentially undermining efforts to promote more sustainable transport while also increasing safety risks on the road.
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ETSC Urges EU to Mandate Road Safety in Public Procurement

28 Feb 2025
Topic — Evaluation of EU directives governing public procurement procedures and their effectiveness in policy goals.
Message — The organization requests revising Directive 2014/24/EU to integrate road safety requirements. They propose including "safe workers" in social clauses and mandating high vehicle safety ratings.123
Why — This policy would reduce road deaths while incentivizing industry innovation in safety technology.4
Impact — Cheap transport contractors may be excluded for failing to meet stricter road safety standards.5
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Meeting with Oihane Agirregoitia Martínez (Member of the European Parliament, Shadow rapporteur)

18 Feb 2025 · Seguridad víal

Meeting with Kai Tegethoff (Member of the European Parliament)

15 Jan 2025 · Road Safety

Meeting with Tilly Metz (Member of the European Parliament, Shadow rapporteur)

15 Jan 2025 · Driving disqualification directive

Meeting with Vicent Marzà Ibáñez (Member of the European Parliament)

14 Jan 2025 · Road Safety & ETSC 'I will be a Lifesaver' Campaign

Meeting with Claire Depre (Head of Unit Mobility and Transport)

10 Jan 2025 · - Exchange of views on the ongoing revision of the Directive on driving licences - EU Public procurement rules

Meeting with Tilly Metz (Member of the European Parliament, Shadow rapporteur)

6 Dec 2024 · Driving disqualification directive

Meeting with Johan Danielsson (Member of the European Parliament)

7 Nov 2024 · Prioriteringar under mandatperioden med fokus på transportsäkerhet

Meeting with Elena Kountoura (Member of the European Parliament)

3 Oct 2024 · Meeting with ETSC representative

Meeting with Maria Grapini (Member of the European Parliament)

26 Sept 2024 · Siguranței rutiera, un obiectiv al UE pentru reducerea deceselor si accidentelor rutiere

Meeting with Sérgio Gonçalves (Member of the European Parliament)

26 Sept 2024 · Road Safety

Meeting with Daniel Attard (Member of the European Parliament) and Ryanair Holdings and

24 Sept 2024 · Introductory Meeting

Meeting with Andrey Novakov (Member of the European Parliament)

23 Feb 2024 · Road safety

Meeting with Izaskun Bilbao Barandica (Member of the European Parliament, Shadow rapporteur)

11 Jan 2024 · Cross border traffic offenses

Meeting with Achille Variati (Member of the European Parliament, Shadow rapporteur) and International Road Transport Union Permanent Delegation to the EU

1 Sept 2023 · Driving licence directive

Meeting with Izaskun Bilbao Barandica (Member of the European Parliament, Shadow rapporteur)

28 Jun 2023 · Cross border traffic offenses

Meeting with Karima Delli (Member of the European Parliament, Rapporteur) and epicenter.works - Plattform Grundrechtspolitik and

1 Jun 2023 · Driving Licence Directive

Meeting with Kosma Złotowski (Member of the European Parliament, Rapporteur)

10 May 2023 · Cross-border exchange of information on road-safety-related traffic offences

Meeting with Karima Delli (Member of the European Parliament, Rapporteur) and European Cyclists' Federation and POLIS

27 Apr 2023 · Driving Licence Directive

Response to Advanced driver distraction warning (ADDW) systems

19 Apr 2023

The European Transport Safety Council (ETSC) is a Brussels-based independent non-profit making organisation dedicated to reducing the numbers of deaths and injuries in transport in Europe. ETSC had welcomed the advanced driver distraction warning (ADDW) systems as part of the General Safety Regulation for motor vehicles, as it would help address one of the main killers on European roads: distraction. We however deeply regret that the current draft of the rules for ADDW systems lacks the ambition necessary to help address the problem of distracted driving. The attached document sets out our concerns in greater detail. In short, the type of driver distractions that this system will help address is only limited, as the system is only required to warn for gazes towards the driver's lap. Warnings due to prolonged gazes away from the forward windscreen, such as to the dashboard, the infotainment system and any other devices such as smartphones placed or held in that area, are not required, even though these are of paramount importance to addressing the problem of distracted driving. The system is also not required to warn drivers who turn towards the back of the vehicle. Moreover, the systems would allow the driver to be distracted for up to six seconds at vehicle speeds that represent urban areas, where the traffic is more dynamic than on for example motorways and where vulnerable road users are commonly encountered. ETSC finds it incomprehensible that the draft rules differentiate based on vehicle speeds that allow drivers to be distracted for longer in urban areas. Therefore, ETSC calls on the European Commission to increase the level of ambition for ADDW systems already in this forthcoming delegated act, so that its requirements and therefore the capabilities of the systems to address distraction match the gravity and urgency of the problem of distracted driving. ETSC nonetheless welcomes the European Commissions intention to update the rules in the future, however calls on the European Commission to adopt such update at the latest by July 2025, in order for the improved ADDW systems to come to the market in time to help contribute to reaching the EU target of halving the number of road deaths and serious injuries by 2030.
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Meeting with Ciarán Cuffe (Member of the European Parliament, Shadow rapporteur)

14 Apr 2023 · Cross-border enforcement directive (Staff level)

Meeting with Elena Kountoura (Member of the European Parliament, Shadow rapporteur)

23 Mar 2023 · TEN-T

Meeting with Isabel García Muñoz (Member of the European Parliament, Shadow rapporteur)

24 Jan 2023 · TEN-T Revision

Meeting with Tilly Metz (Member of the European Parliament, Shadow rapporteur for opinion)

23 Jan 2023 · Road safety for women

Meeting with Elena Kountoura (Member of the European Parliament, Shadow rapporteur)

18 Jan 2023 · TEN-T

Meeting with Elena Kountoura (Member of the European Parliament, Shadow rapporteur)

28 Oct 2022 · TEN-T

Meeting with Elzbieta Lukaniuk (Cabinet of Commissioner Adina Vălean), Walter Goetz (Cabinet of Commissioner Adina Vălean)

24 May 2022 · Road Safety

ETSC urges stricter safety tests for automated urban vehicle approval

5 May 2022
Topic — This initiative provides technical specifications for the safety approval of fully automated vehicles.
Message — ETSC requests mandatory testing for vulnerable road users like wheel chair users and e-scooters. They argue regulators, rather than manufacturers, must define acceptable safety levels. They also advocate for independent access to vehicle data for safety research.123
Why — Stricter rules ensure automated driving actively reduces road deaths rather than just maintaining status quo.4
Impact — Manufacturers lose the power to define safety benchmarks and exclusive control over data.5
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Response to Evaluation and revision of the Weights and Dimensions Directive

18 Feb 2022

Thousands of people are still dying in collisions involving goods vehicles in the EU every year: many goods vehicle drivers, but even more car occupants and vulnerable road users. European Commission (2022), Road traffic fatalities in the EU in 2019 by road user and (other) ‘main vehicle’ involved in the crash, https://ec.europa.eu/transport/road_safety/document/download/82bfd7e1-b193-4eb3-ad8a-25d474924941_en ETSC (2020), How to improve the safety of goods vehicles in the EU?, https://etsc.eu/wp-content/uploads/PIN-FLASH39_FINAL.pdf ETSC has serious concerns about the impact of Longer and Heavier Vehicles (LHV) on transport safety in general, and road safety in particular. Depending on the operational conditions, several safety aspects would need to be addressed at high societal costs. Directive 2015/719 already grants derogations on the maximal lengths to make heavy goods vehicles greener and safer. Regulation 2019/1242 also already introduced measures to encourage market takeup of zero-emission lorries. As long as all safety issues are not properly addressed, and in the absence of evidence that likely positive impacts are outweighing negative ones (decrease in the manoeuvrability in turning, as well as more encroachment onto pavements and cycling facilities), we would be very concerned that another revision would only increase fatal and severe collisions and injuries sustained by road users, in particular pedestrians and cyclists. • IF more derogations to the weights and dimensions’ limits were to be introduced, there should be careful considerations on requirements for their use. For example, limiting to TEN-T, or primary roads for example, or trucks would have to be fitted with safety equipment beyond what is currently required by European vehicle safety legislation. • The impact on safety of allowing increased use of heavier vehicles should also be reviewed. The braking distance of heavier trucks could be impaired. Work ongoing at UNECE on the Automatic Emergency Braking requirements for HGVs is already experiencing sever difficulties in providing a satisfactory standard for interactions with pedestrians and cyclists. • ETSC shares the European Cyclists Federation (ECF)’s concerns that the free movement of Longer and Heavier Vehicles would lead to cheaper road haulage which would impact the shift to less polluting forms of transport and precipitate a reversal modal shift towards road. This would in turn mean more trucks on the road and a rise in collisions and deaths. CE Delft (2010), Price sensitivity of European road freight transport – towards a better understanding of existing results https://cedelft.eu/publications/price-sensitivity-of-road-freight-transport-towards-a-better-understanding-of-existing-results/ • The increased use of LHVs could require massive infrastructure investments, taking resources from other more sustainable transport needs. • The Commission should also review how the scope of the Weights and Dimensions Directive could be extended to Light Duty Vehicles. The impact assessment could explore what would be the environmental, social, and safety benefits of imposing a dimensional limit on vehicles sold for private passenger use. Given the large number of ‘pick-up’ truck/SUV type vehicles on the roads, it is time to think about whether there should be considerations concerning how we classify these vehicles given the increase in size and use. There is global data that suggests larger (SUV, MPV) vehicles increase the risk for cyclists and pedestrians. Seidl, M. et al. (2015), The impact of higher or lower weight and volume of cars on road safety, particularly for vulnerable users: research for TRAN Committee, https://data.europa.eu/doi/10.2861/528628
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Response to Technical requirements and test procedure for approval of Event Data Recorders (EDR)

8 Nov 2021

The European Transport Safety Council (ETSC) welcomes the draft delegated act setting out the specifications for the Event Data Recorder (EDR). Determining the causation in a collision is becoming increasingly difficult with the increase of assistance systems in vehicles, as less traces are available to reveal the course of a collision. As a result, the digital traces recorded by the EDR are increasingly relied upon, as the data allows to objectify the causal relationship in road collisions with high informative value. EDRs are therefore vital for gathering collision data for better research as well as accident analysis – already today, and especially considering a future in which assisted and automated driving systems play an increasingly important role in road traffic. ETSC however regrets that the draft delegated act does not mandate the recording of data elements on time, date and location. These data elements are indispensable for accident research and analysis – the very purpose for which EDRs are mandated by the GSR. Only with stamps on time, date and location can the data be clearly assigned, allowing for the data to be analysed and understood in the correct environmental context (e.g. whether a red light was crossed) necessary for accident research and analysis. ETSC understands the current provisions on data protection in the General Safety Regulation prohibit the recording of such data elements. As these data elements are vital in order for the EDR to fulfil the purpose for which it has been mandated by the GSR, namely improving accident research and analysis, ETSC calls on the European Commission to come forward with a targeted legislative proposal amending the GSR to allow for the recording of three data elements to be mandated, following which the delegated act could be amended accordingly. In a recent resolution*, the European Parliament also called on the European Commission “to ensure that all data elements relevant to in-depth crash analysis and road safety research (including location, date and time) are required to be recorded and stored by the EDR.” ETSC furthermore calls on the European Commission to mandate, in a future amendment updating this draft delegated act, the recording of specific data elements on the operation of all active safety technologies mandated by the GSR, but not covered by the 01 series of amendments to UN Regulation No 160 (e.g. ISA, DDAW). *https://www.europarl.europa.eu/doceo/document/TA-9-2021-0407_EN.pdf
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Response to New EU urban mobility framework

25 May 2021

Please see the attached document submitted on behalf of ETSC.
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Response to Revision of the Directive on Driving Licences

21 May 2021

See the attached file.
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Response to Technical requirements and test procedure for approval of intelligent speed assistance (ISA)

27 Apr 2021

ETSC is a Brussels-based independent non-profit making organisation dedicated to reducing the numbers of deaths and injuries in transport in Europe. Illegal and inappropriate speed is the single biggest contributory factor in fatal road crashes. It increases both the risk of a crash happening and the severity of injuries that result. Managing speed is therefore the most important measure to reduce death and injury on our roads. See https://etsc.eu/reducing-speeding-in-europe-pin-flash-36/ In 2019, the European Parliament and the Council gave the green light to a new set of world-beating vehicle safety standards for the European Union, due to come into force from 2022. These standards are absolutely essential to meeting the EU target to reduce deaths and serious injuries by half by 2030. This target was also central to the Stockholm Declaration on Road Safety adopted by the 3rd Global Ministerial Conference on Road Safety in February 2020. Intelligent Speed Assistance (ISA) is a key technology for helping drivers avoid speeding, and, if implemented correctly, could eventually reduce road deaths by 20% - a game-changer. ETSC warmly welcomes the draft delegated act and would like to thank the European Commission for the hard work. But the proposed draft delegated act would allow carmakers to fit a much less effective system than the one envisaged in the legislation. ETSC therefore urges the European Commission to include the changes suggested in the Position Paper attached to ensure that ISA systems will deliver on their promised contribution to improving road safety in Europe. ETSC also noted that Annex II on the catalogue of road signs has not yet been completed. ETSC therefore urges Member States to provide as soon as possible the European Commission with the missing details on the applicable road signs in their countries.
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Meeting with Isabel García Muñoz (Member of the European Parliament, Shadow rapporteur)

17 Mar 2021 · Road Safety

Meeting with Isabel García Muñoz (Member of the European Parliament, Shadow rapporteur)

10 Mar 2021 · Road Safety

Meeting with Lucia Caudet (Cabinet of Commissioner Thierry Breton)

6 Jan 2021 · Intelligent Speed Assistance (ISA)

Meeting with Elzbieta Lukaniuk (Cabinet of Commissioner Adina Vălean)

4 Dec 2020 · Meeting to discuss ISA

Meeting with Adina-Ioana Vălean (Commissioner)

30 Jan 2020 · Introductory meeting with Mr. Antonio Avenoso, Executive Director

Meeting with Walter Goetz (Cabinet of Commissioner Adina Vălean)

30 Jan 2020 · Transport

Response to Driving licence legislation ex-post evaluation

9 Sept 2019

ETSC Recommendations – Input to Driving Licence Legislation Ex-Post Evaluation 09.09.2019 Part of the solution for reducing deaths and serious injury of novice drivers and young road users is training and education within a licencing framework. The EU should improve the quality of the licensing and training systems, with a focus on young novice drivers. Training teaches the skills required to both manoeuvre the vehicle and use the roads safely. ETSC recommendations for the revision of EU Directive 2006/126 on driving licences: • Adopt a graduated licensing system that encourages young people to gain more experience while limiting certain high-risk activities such as driving at night and with passengers. • Introduce hazard perception training, expand formal training to cover driving and riding style as well as skills and encourage more accompanied driving to help gain experience. • Develop minimum standards for driver training and traffic safety education with gradual alignment in the form, content and outcomes of driving courses across the EU. • Ensure testing allows examiners to ascertain a safe driving style by including aspects such as independent driving. • Lower the BAC limit for all young drivers including novice drivers. • Make theoretical and practical training as well as a practical test mandatory for obtaining a driving licence for moped driving (AM). • Recommend that Member States be encouraged to make wider use of conditional licences (Codes 61 to 69 of Directive 2006/126/EC) where possible. • Update the Directive to ensure all new drivers are trained in using new technologies as well as semi and fully automated driving. ETSC Briefing: 5th Road Safety Action Programme 2020-2030 https://etsc.eu/wp-content/uploads/5th_rsap_2020-2030_etsc_position.pdf
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Response to Specifications for the provision of cooperative intelligent transport systems (C-ITS)

8 Feb 2019

ETSC warmly welcomes the inclusion of safety enhancing C-ITS services in the list of priority services set out in Annex I, notably the ‘dynamic speed limit information’ service. This service would further enhance the accuracy of Intelligent Speed Assistance (ISA), a key life-saving technology that the Commission proposes to be fitted as standard on all new vehicles in the near future. While acknowledging it is out of the scope for this delegated act, ETSC would like to reiterate that road safety-enhancing C-ITS services should be available to everyone across Europe and therefore calls on the Commission to follow-up on this delegated act with legislative proposals mandating the deployment of these safety-enhancing C-ITS services as well as requiring their availability in all new vehicles. ETSC furthermore regrets that vulnerable roads users are not covered in the list of priority services. The C-ITS Platform already highlighted that unequipped users may create some safety challenges, and including services protecting vulnerable road users in the priority list would allow this group to also benefit from C-ITS. ETSC would also welcome a push for functionalities that exploit mobile phone technologies. The effectiveness of several C-ITS services relies on rapid mass market penetration, while at the same time low cost solutions should be prioritised. As eCall is now mandatory for all new types of M1 and N1 category vehicles, these vehicles have sim cards or equivalent devices that could be upgraded to 4G (and later 5G) and used for C-ITS communication. Moreover, most consumers already have mobile 4G devices in the form of smartphones—and are expected to have 5G devices in the future— allowing for traffic messages (I2V) to be transmitted with appropriate apps to road users. This would in turn allow both those persons whose vehicle is not equipped with C-ITS enabling devices, as well as vulnerable road users, to benefit from safety-enhancing C-ITS services.
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Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

13 Sept 2018 · Road safety issues

Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

12 Mar 2018 · PIN Conference on June 19th

Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

19 Feb 2018 · Meeting with Albania Road safety council

Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

10 Nov 2017 · Road safety

Meeting with Jean-Claude Juncker (President) and

5 Feb 2016 · Meeting with with Mr Antonio Avenoso and Mr Jeannot Mersch on EU action to support Road Safety

Meeting with Matej Zakonjsek (Cabinet of Commissioner Violeta Bulc)

4 Feb 2016 · Road safety

Meeting with Henrik Hololei (Director-General Mobility and Transport)

19 Nov 2015 · Road Safety Priorities

Meeting with Violeta Bulc (Commissioner) and

8 Jun 2015 · Preparation meeting: PIN Road Safety Conference

Meeting with Friedrich-Nikolaus von Peter (Cabinet of Commissioner Violeta Bulc)

4 Mar 2015 · Sustainable Urban Mobility Package

Meeting with Justyna Morek (Cabinet of Commissioner Elżbieta Bieńkowska), Kaius Kristian Hedberg (Cabinet of Commissioner Elżbieta Bieńkowska)

14 Jan 2015 · Vehicle safety legislation