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54 HALVING THE NUMBER OF ROAD DEATHS
Traffic safety, especially with regards to road traffic, has been a major problem in Finland for a long time, even
though the media is much more concerned with major aeroplane accidents and car crashes. Up until the 1960s,
although there had been some research on the theme, there had not been much action in the way of legislation,
information campaigns or public debate.
Only when statistics published at the end of the 1960s demonstrated that the situation was not only getting
worse, but that Fin
land was close to becoming Europe’s traffic black-spot, did politicians wake up to the problem.
In spring 1972 the Government (innovation no. 5) appointed a Parliamentary Traffic Committee, which created a
special Traffic Safety Division. At that time there were around 1,200 road casualties annually in Finland.
And that is how it all started. Not because of an individual accident, an especially eager state official or a
career-
minded politician; not even because of President Kekkonen’s New Year speech. Everyone contributed,
and the best thing was the good spirit and cooperation that existed within the Traffic Safety Division. I am proud
that I was able to participate in this process, which has saved thousands of lives and spared plenty of sorrow,
grief, pain and expenses.
Our first accomplishment was a general speed limit for each type of road. I can still remember how the
president of the Central Union of Agricultural Producers and Forest Owners charged into my office, shouting that
Helsinki would be left without fresh milk if my proposal was approved. There is still fresh milk on every breakfast
table in Finland, but speeders have had to curb their reckless driving.
The general speed limit was accepted, partly because of the first oil crisis, but our proposal on compulsory
seatbelts caused an even bigger commotion. Despite extremely convincing international data, there was strong
opposition in the Parliament (innovation no. 1) among all the parties. Some people actually wanted to see me
stand trial in the Hig
h Court of Impeachment because of my “anti-liberal” intentions. Finally, I invited my
adversaries to a hospital to see the multiple injuries of patients who had neglected to use their seatbelts. That
worked, and the bill passed with a clear majority in a parliamentary plenary session.
The number of road casualties fell rapidly, mainly because of the following seven measures:
1.
General speed limits were introduced (this was the most important measure);
2.
It became compulsory to wear a seatbelt, initially in the front seats of passenger cars;
3.
It became compulsory for motorcyclists to wear a helmet (it took 10 years for this to be extended to cover moped
riders);
4.
Road crossings were renovated;
5.
A total of 600 km of cycle paths were constructed in urban centres, and action began to separate different forms
of traffic into separate lanes;
6.
The traffic environment began to be renovated in cities. It was known that the risk of accidents in poorly159
planned urban areas could be up to ten times greater than in wellplanned areas.
7.
The renovation of level crossings was accelerated.
Ways of thinking changed. Whereas earlier the blame for traffic accidents was primarily focused on people and
their attitudes, and secondly on their vehicle’s condition, it was now considered that the main reason was
actually the traffic environment itself. A lot of attention was therefore devoted to reforming the traffic environment
instead of blaming individual drivers, cyclists or pedestrians.
The debate was extensive and covered matters such as the role of schools, general information campaigns,
the poor condition of vehicles, the deterioration of the road network, and tired and drunk drivers.
The public debate was intense and the measures taken started to show results, which added to the
enthusiasm. Surprisingly quickly, in the space of about five years, the number of road casualties dropped from
1,200 to around 600, but interest in traffic safety began to wane and numbers started to rise again. It took
several years before we came full circle and politicians, the media and citizens once more woke up to the fact
that something had to be done.
So original actions were repeated: another Parliamentary Traffic Committee was appointed, several security
issues were further discussed, and new and old ideas alike were invented and implemented. It was no surprise
that the old truths still applied and the number of casualties fell for a couple of years running. The situation has
since stabilised, although the number of cars and the volume of traffic is more than threefold. In 2016, there
were 240 road traffic deaths.
Pekka Tarjanne
– Minister for TraffIc 1972–1975
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