Thematic report of frontal collisions involving buses: active and passive safety
Road traffic report 2026/02
In this thematic investigation, the NSIA has investigated 55 frontal collisions involving buses during the period 2012–2025. Among these accidents, there were 30 fatalities and 25 accidents. Previous safety investigations have shown that the lack of an impact‑deflecting design at the front of buses may increase the risk to bus drivers. The primary question in this thematic investigation is whether this may also contribute to greater damage and more severe consequences for other oncoming vehicles. Of the 55 accidents included in the thematic investigation, a large proportion of fatalities were drivers of lighter vehicles (23). During the course of the investigation, it also became clear that the NSIA needed to investigate the significance of the vehicles' active driver assistance systems in preventing such frontal collisions from occurring in the first place.
he analysis shows that the extent of injuries was largely dependent on the energy range and the point of impact between vehicles. Corner-to-corner collisions often resulted in fatalities, whereas accidents involving serious injuries at a corresponding energy level were to a greater extent full-frontal collisions. The fatal accidents showed a clear tendency for the bus's corner structure to give way, resulting in significant intrusion into the driver's seat of the lighter vehicle. The NSIA believes the findings support the conclusion that a lack of an impact-deflecting design at the front of buses contributes to a greater degree of damage and more severe consequences for oncoming vehicles in frontal collisions with small overlap.
The investigation identifies limitations in active lane departure warning systems (LDWS/LKA) related to both activation speed and road conditions. The systems have a regulated activation speed of at least 60–65 km/h, which is higher than the vehicles' individual speed in many of the accidents. Manufacturers are also free to programme their driver assistance systems with lower activation speeds. The NSIA believes that the variations in activation speed between different vehicle models are significant, and that consumers should be aware of this information. In this context, the NSIA encourages vehicle manufacturers to consider activating and maintaining lane assistance systems at lower speeds than the regulations dictate, based on more factors than speed alone.
The investigation shows that current frontal protection for buses is inadequate in collisions with small overlap. The Norwegian requirements for frontal protection in new buses, which came into force in October 2023, constitute a clear signal that bus drivers are entitled to better protection of their driving compartment, but these measures alone are not sufficient. The corner structure on buses lacks deflecting surfaces, and any underrun protection device can fail in the outer zones. The NSIA therefore assesses that there is a need for solutions that combine energy-absorption and impact-deflection. Changes to the layout of the driver compartment – such as a centrally positioned driver's seat or moving the front passenger entrance behind the front axle – could increase driver protection while allowing more space for an improved front structure. A curved front could provide improved impact angles and deflection of oncoming vehicles without compromising visibility, universal design or technical requirements.
The NSIA believes that a new regulation for the frontal protection of buses is an appropriate measure, and that the Norwegian Public Roads Administration should pursue this work internationally. There is also scope within current regulations to develop improved front crash protection that is both energy-absorbing and impact-deflecting. Euro NCAP has established the ‘Safer Trucks’ programme for heavy vehicles, and the NSIA believes it is appropriate to introduce crash simulations and component tests for buses within this programme.
Based on this investigation, the NSIA issues two safety recommendations.
Published 03.06.2026
Safety recommendation
Safety recommendation ROAD No 2026/05T
The thematic investigation has covered 55 serious head-on collisions involving buses during the period 2012–2025. Corner-to-corner collisions between buses and lighter vehicles often resulted in fatalities, whereas accidents involving serious injuries at a corresponding energy level were to a greater extent full-frontal collisions.
The findings support the conclusion that the lack of an impact-deflecting design at the front of the bus contributes to a greater degree of damage and more severe consequences for oncoming vehicles involved in head-on collisions with a small overlap. There is scope within the regulations to develop improved crashworthiness, but there is no framework to propose requirements for energy-absorbing and, in particular, deflective frontal crash protection in buses.
The Norwegian Safety Investigation Authority recommends that the Norwegian Public Roads Administration continue its international efforts and work to establish a new regulation that emphasises both energy-absorbing and, specifically, deflective frontal crash protection in buses.
Safety recommendation ROAD No 2026/06T
The thematic investigation has covered 55 serious head-on collisions involving buses during the period 2012–2025. Corner-to-corner collisions between buses and lighter vehicles often resulted in fatalities, whereas accidents involving serious injuries at a corresponding energy level were to a greater extent full-frontal collisions.
The findings support the conclusion that the lack of an impact-deflecting design at the front of buses not only increases the risk to bus drivers, but may also contributes to a greater degree of damage and more severe consequences for vehicles involved in head-on collisions. There is scope within current regulations to develop improved frontal crash protection in buses that is both energy-absorbing and impact-deflecting. Euro NCAP plans to introduce crash tests for heavy goods vehicle in 2030 under the ‘Safer Trucks’ programme, and the NSIA believes that buses should also be included in this work.
The Norwegian Safety Investigation Authority recommends that the Norwegian Public Roads Administration propose to Euro NCAP the introduction of crash simulations and component tests for buses under the ‘Safer Trucks’ programme.
Facts
| Occurrence date | 11.01.2024 |
| Accident type | Head-on collision |
| Vehicle type | Bus or coach |
| Type of Transportation | Passenger transport |
| Accident category | Accident with bus |