TIME FOR ACTION GLOBAL STATUS REPORT ON ROAD SAFETY

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(1)GLOBAL STATUS REPORT ON ROAD SAFETY. ISBN 978 92 4 156384 0. World Health Organization Department of Violence & Injury Prevention & Disability (VIP) 20 Avenue Appia Geneva 27 Switzerland E-mail: traffi[email protected] www.who.int/violence_injury_prevention. GLOBAL STATUS REPORT ON ROAD SAFETY WHO. TIME FOR ACTION.

(2) GLOBAL STATUS REPORT ON ROAD SAFETY TIME FOR ACTION.

(3) WHO Library Cataloguing-in-Publication Data Global status report on road safety: time for action. 1.Accidents, Traffic - statistics and numerical data. 2.Accidents, Traffic - trends. 3.Wounds and injuries - epidemiology. 4.Safety - statistics and numerical data. 5.Data collection. I.World Health Organization. Dept. of Violence and Injury Prevention. ISBN 978 92 4 156384 0. (NLM classification: WA 275). Suggested citation: Global status report on road safety: time for action. Geneva, World Health Organization, 2009 (www.who.int/violence_ injury_prevention/road_safety_status/2009). © World Health Organization 2009 All rights reserved. Publications of the World Health Organization can be obtained from WHO Press, World Health Organization, 20 Avenue Appia, 1211 Geneva 27, Switzerland (tel.: +41 22 791 3264; fax: +41 22 791 4857; e-mail: [email protected]). Requests for permission to reproduce or translate WHO publications – whether for sale or for noncommercial distribution – should be addressed to WHO Press, at the above address (fax: +41 22 791 4806; e-mail: [email protected]). The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the World Health Organization concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. Dotted lines on maps represent approximate border lines for which there may not yet be full agreement. The mention of specific companies or of certain manufacturers’ products does not imply that they are endorsed or recommended by the World Health Organization in preference to others of a similar nature that are not mentioned. Errors and omissions excepted, the names of proprietary products are distinguished by initial capital letters. All reasonable precautions have been taken by the World Health Organization to verify the information contained in this publication. However, the published material is being distributed without warranty of any kind, either expressed or implied. The responsibility for the interpretation and use of the material lies with the reader. In no event shall the World Health Organization be liable for damages arising from its use. Printed in Switzerland. Designed by L’IV Com Sàrl.. Made possible through funding from Bloomberg Philanthropies..

(4) Contents Preface. iv. Acknowledgements. v. Executive summary. vii. 1. Background An international response to road traffic injury prevention. 1 4. 2. The need for a global assessment of road safety Methodology. 7 8. 3. The state of road safety around the world Road traffic injuries remain a global public health problem t-PXJODPNFBOENJEEMFJODPNFDPVOUSJFTIBWF the highest burden and road traffic death rates t/FBSMZIBMGPGUIPTFEZJOHPOUIFXPSMETSPBETBSF vulnerable road users. 11 11 12 14. 'FXDPVOUSJFTIBWFDPNQSFIFOTJWFSPBETBGFUZMBXTUIBU BSFXFMMFOGPSDFE t4QFFE t%SJOLJOHBOEESJWJOH t6TFPGNPUPSDZDMFIFMNFUT t4FBUCFMUVTF t6TFPGDIJMESFTUSBJOUT t-FHJTMBUJPOTVNNBSZ. . 'FXDPVOUSJFTIBWFSFMJBCMFEBUBPOSPBEUSBGmDJOKVSJFT t%BUBPOGBUBMJUJFT t%BUBPOOPOGBUBMJOKVSJFT t%BUBPOFDPOPNJDDPTUT t%BUBPONPOJUPSJOHBOEFWBMVBUJPO. . 4. Conclusions 4USFOHUITBOEXFBLOFTTFTPGUIJTTVSWFZ ,FZNFTTBHFTBOESFDPNNFOEBUJPOT. . References. 41. Country profiles. . Statistical annex. 227 iii.

(5) Preface The Global status report on road safety reaffirms our understanding of road traffic injuries as a global health BOEEFWFMPQNFOUQSPCMFN.PSFUIBONJMMJPOQFPQMFEJFPOUIFXPSMETSPBETFWFSZZFBS BOEBTNBOZBT NJMMJPOPUIFSTBSFJOKVSFE0WFSPGUIFEFBUITPDDVSJOMPXJODPNFBOENJEEMFJODPNFDPVOUSJFT #FZPOEUIFFOPSNPVTTVGGFSJOHUIFZDBVTF SPBEUSBGmDDSBTIFTDBOESJWFBGBNJMZJOUPQPWFSUZBTDSBTITVSWJWPST BOEUIFJSGBNJMJFTTUSVHHMFUPDPQFXJUIUIFMPOHUFSNDPOTFRVFODFTPGUIFFWFOU JODMVEJOHUIFDPTUPGNFEJDBM DBSFBOESFIBCJMJUBUJPOBOEBMMUPPPGUFOGVOFSBMFYQFOTFTBOEUIFMPTTPGUIFGBNJMZCSFBEXJOOFS 3PBE USBGmD JOKVSJFT BMTP QMBDF B IVHF TUSBJO PO OBUJPOBM IFBMUI TZTUFNT NBOZ PG XIJDI TVGGFS GSPN XPFGVMMZ JOBEFRVBUFMFWFMTPGSFTPVSDFT )JTUPSJDBMMZ NBOZPGUIFNFBTVSFTJOQMBDFUPSFEVDFSPBEUSBGmDEFBUITBOEJOKVSJFTBSFBJNFEBUQSPUFDUJOHDBS PDDVQBOUT)PXFWFS BTUIJTSFQPSUTIPXT OFBSMZIBMGPGUIPTFLJMMFEFBDIZFBSBSPVOEUIFXPSMEBSFQFEFTUSJBOT NPUPSDZDMJTUT DZDMJTUTBOEQBTTFOHFSTJOQVCMJDUSBOTQPSUUIJTmHVSFJTFWFOIJHIFSJOUIFQPPSFSDPVOUSJFTBOE DPNNVOJUJFTPGUIFXPSME The Global status report on road safetyESBXTPVSBUUFOUJPOUPUIFOFFETPGBMMSPBEVTFSToJODMVEJOHUIFTFNPTU WVMOFSBCMFHSPVQT5IFZUPPNVTUCFDPOTJEFSFEBOEHJWFOFRVBMQSJPSJUZXIFOQPMJDZEFDJTJPOTPOSPBETBGFUZ land use and urban planning are made. 1SFWFOUJPOJTCZGBSUIFCFUUFSPQUJPO8FIBWFNVDIPGUIFLOPXMFEHFBOEFYQFSJFODFBOENBOZPGUIFUPPMT OFFEFEUPNBLFPVSUSBOTQPSUTZTUFNTTBGFBOEIFBMUIZ#VJMEJOHTBGFSWFIJDMFTBOESPBET EFTJHOJOHJOGSBTUSVDUVSF XJUIUIFQSPUFDUJPOPGQFEFTUSJBOTBOEDZDMJTUTJONJOE FOIBODJOHQVCMJDUSBOTQPSUBOEJNQSPWJOHPVSQFSTPOBM CFIBWJPVSPOUIFSPBETXPVMESFEVDFJOKVSJFTBOEDPOUSJCVUFUPIFBMUIJFSQPQVMBUJPOTHFOFSBMMZ 'PSUIFTFBQQSPBDIFTUPCFSFBMJ[FE UIFSFNVTUCFDPMMBCPSBUJPOBNPOHUIFBDUPSTBOEBHFODJFTXJUIJOFBDI DPVOUSZXIPTFQPMJDJFToEJSFDUMZPSJOEJSFDUMZoJNQBDUPOUIFTBGFUZPGUIPTFPOJUTSPBET5IFTFQBSUOFSTNVTU VTFUIFQPXFSPGUIFFWJEFODFJOIBOEUPFODPVSBHFUIPTFJNQMFNFOUJOHSPBETBGFUZJOJUJBUJWFTBOEBEPQUJOHBOE FOGPSDJOHMFHJTMBUJPOUPBMJHOUIFJSFGGPSUTXJUICFTUQSBDUJDFGSPNUIFmFME With the Global status report on road safety XFIBWFGPSUIFmSTUUJNFBOBTTFTTNFOU POUIFTUBUVTPGSPBETBGFUZBSPVOEUIFHMPCF5IJTVOJRVFBOEDPNQBSBCMFTFU of data confirms the relevance of this issue to the societal challenges of today. It JEFOUJmFTDMFBSHBQTBOEPQQPSUVOJUJFTBOEJOTQJSFTVTUPBDUJPO/PXJTUIFUJNF. %S.BSHBSFU$IBO %JSFDUPS(FOFSBM 8PSME)FBMUI0SHBOJ[BUJPO. iv. GLOBAL STATUS REPORT ON ROAD SAFETY.

(6) "DLOPXMFEHFNFOUT 5IF8PSME)FBMUI0SHBOJ[BUJPOHSBUFGVMMZBDLOPXMFEHFTUIFDPOUSJCVUJPOTNBEFUPUIJT3FQPSUCZUIFGPMMPXJOH WHO headquarters in Geneva:$PPSEJOBUJPOGPSUIFEFWFMPQNFOUPGUIJTSFQPSUXBTQSPWJEFECZ.BSHJF1FEFO 5IFSFQPSUXBTXSJUUFOCZ5BNJ5PSPZBO DPVOUSZQSPmMFTXFSFDPNQJMFECZ"MJTPO)BSWFZBOEUIFTUBUJTUJDBMBOBMZTJT XBTEPOFCZ,JEJTU#BSUPMPNFPTBOE,BDFN*BZDI0UIFSTXIPDPOUSJCVUFEUPJUTEFWFMPQNFOUXFSF"MB"MXBO .FMFDLJE[FEFDL,IBZFTJ &UJFOOF,SVH 1BTDBMF-BOWFST$BTBTPMB 4UFWFO-BVXFST $PMJO.BUIFST 4VTBO1JB[[B BOE-BVSB4NJOLFZ WHO African Region:%JFZOBCB%JBMMP 3FHJPOBM%BUB$PPSEJOBUPS 0MJWF,PCVTJOHZF WHO Region of the Americas:7JMNB(BXSZT[FXTLJ 3FHJPOBM%BUB$PPSEJOBUPS &VHºOJB3PESJHVFT WHO Eastern Mediterranean Region: )BMB "CPV5BMFC 3FHJPOBM %BUB $PPSEJOBUPS +BGGBS )VTTBJO )BMB4BLS WHO European Region: .BOVFMB (BMMJUUP 3JNNB ,V[OFUTPWB 'SBODFTDB 3BDJPQQJ %JOFTI 4FUIJ 'SBODFTDP;BNCPO 3FHJPOBM%BUB$PPSEJOBUPS WHO South-East Asia Region:4BMJN$IPXEIVSZ 3FHJPOBM%BUB$PPSEJOBUPS $IBNBJQBSO4BOUJLBSO WHO Western Pacific Region:-J%BO .BZFU%BSBOH 0MHB%JB[ )JTBTIJ0HBXB ,SJTIOBO3BKBN 3FHJPOBM %BUB$PPSEJOBUPS $PVOUSZMFWFMEBUBDPVMEOPUIBWFCFFOPCUBJOFEXJUIPVUUIFJOWBMVBCMFJOQVUPG t 5IF8)03FQSFTFOUBUJWFTBOETUBGGJODPVOUSJFT t 5IF/BUJPOBM%BUB$PPSEJOBUPST TFF5BCMF"JO4UBUJTUJDBM"OOFY t "MMSFTQPOEFOUTBOEBUUFOEFFTPGUIFDPOTFOTVTNFFUJOHTJODPVOUSJFTBOE t (PWFSONFOUPGmDJBMTXIPQSPWJEFEDMFBSBODFPGUIFJOGPSNBUJPOGPSJODMVTJPOJOUIF3FQPSU 5IFSFQPSUBMTPCFOFmUFEGSPNUIFDPOUSJCVUJPOTPGUIFGPMMPXJOH t ,FMMZ)FOOJOHBOE,FMMZ-BSTPOGSPN#MPPNCFSH1IJMBOUISPQJFTBOE5PN'SJFEFO )FBMUI$PNNJTTJPOFSGSPN /FX:PSL$JUZ XIPQSPWJEFEJOWBMVBCMFUFDIOJDBMJOQVU t /PCMF"QQJBI (SBOU#BMEXJO .BUUT"LB#FMJO 3JUB$VZQFST .JDIBFM'JU[IBSSJT (PQBMBLSJTIOB(VSVSBK .BSJB*TBCFM(VUJ¹SSF[ "EOBO")ZEFS :PIBOOFT,JOGV 3JDIBSE.BU[PQPVMPT %JOFTI.PIBO &WB.PMOBS "OESFX1FBSDF *BO3PCFSUT %BWJE4JMDPDL #KPSO4UBGCPSO $MBFT5JOHWBMM .BSUJKO"MFYBOEFS7JT %BWJE8BSE BOE'SFE8FHNBOXIPQSPWJEFEFYQFSUBEWJDFBOESFWJFXDPNNFOUT t %BWJE#SBNMFZXIPFEJUFEUIF3FQPSU t 4VTBO,BQMBOXIPQSPPGSFBEUIF3FQPSU t (SBQIJDEFTJHOFSTGSPN-*7$PN4µSMXIPQSPEVDFEUIFEFTJHOBOEMBZPVU t "SUJTU+PIO4BLBSTGPSUIFNVSBMSFQSPEVDFEPOUIFDPWFSBOEHSBDJPVTMZPOMPBOGSPN$FOUFOOJBM4FDPOEBSZ 4DIPPMQIPUPHSBQIZPGNVSBMCZ$MBVEJB"VCFSUJO7FEPWB4UVEJP4PVUIXFTUBOE t "MMUIFUSBOTMBUPSTXIPQSFQBSFEWBSJPVTMBOHVBHFWFSTJPOTPGUIJT3FQPSU 'JOBMMZ UIF8PSME)FBMUI0SHBOJ[BUJPOXJTIFTUPUIBOL#MPPNCFSH1IJMBOUISPQJFTGPSJUTHFOFSPVTmOBODJBMTVQQPSU for the development and publication of this Report.. v.

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(8) Executive summary conducted in 2008. The results provide a benchmark that countries can use to assess their road safety position relative to other countries, while internationally the data presented can collectively be considered as a global “baseline” against which progress over time can be measured. The Global status report presents a number of key findings: t -PXJODPNF BOE NJEEMFJODPNF countries have higher road traffic fatality rates (21.5 and 19.5 per 100 000 population, respectively) than high-income countries (10.3 per 100 000). Over 90% of the world’s fatalities on the roads occur in low-income and middle-income countries, which have only 48% of the world’s registered vehicles.. Over 90% of the world’s fatalities on the roads occur in low-income and middle-income countries, which have only 48% of the world’s vehicles.. >V]b]2;]VO\B@7>>. O. ver 1.2 million people die each year on the world’s roads, and between 20 and 50 million suffer non-fatal injuries. In most regions of the world this epidemic of road traffic injuries is still increasing. In the past five years most countries have endorsed the recommendations of the World report on road traffic injury prevention which give guidance on how countries can implement a comprehensive approach to improving road safety and reducing the death toll on their roads. To date, however, there has been no global assessment of road safety that indicates the extent to which this approach is being implemented. This Global status report on road safety is the first broad assessment of the status of road safety in 178 countries, using data drawn from a standardized survey. vii.

(9) %FBUI SBUFT IBWF CFFO EFDMJOJOH over the last four to five decades in NBOZIJHIJODPNFDPVOUSJFT&WFOJO UIFTFDPVOUSJFT SPBEUSBGmDJOKVSJFT SFNBJOBOJNQPSUBOUDBVTFPGEFBUI injury and disability. t "MNPTUIBMGPGUIPTFXIPEJFJOSPBE USBGmDDSBTIFTBSFQFEFTUSJBOT DZDMJTUT PS VTFST PG NPUPSJ[FE UXPXIFFMFST o DPMMFDUJWFMZ LOPXO BT iWVMOFSBCMF SPBEVTFSTwoBOEUIJTQSPQPSUJPOJT higher in the poorer economies of the XPSME'PSFYBNQMF XIJMFJOUIFIJHI income countries of the Americas 3FHJPOPGSFQPSUFESPBEEFBUIT BSF BNPOH WFIJDMF PDDVQBOUT UIJT TJUVBUJPOJTWFSZEJGGFSFOUJOUIFMPX JODPNFBOENJEEMFJODPNFDPVOUSJFT PGUIF8FTUFSO1BDJmD3FHJPOXIFSF PG SFQPSUFE SPBE EFBUIT BSF among vulnerable road users. The report suggests that not enough is being done to meet the needs of UIFTFWVMOFSBCMFHSPVQT'PSJOTUBODF TQFFE JT B LFZ SJTL GBDUPS GPS JOKVSZ BNPOH QFEFTUSJBOT BOE DZDMJTUT BOEZFUPOMZPGDPVOUSJFTNFFU basic criteria for reducing speed in VSCBO BSFBT XIJMF MFTT UIBO of countries rate the enforcement of their speed limits as effective. Traffic DBMNJOHNFBTVSFT QBSUJDVMBSMZXIFSF different groups of road users are not TFQBSBUFE JOGSBTUSVDUVSFBOEQPMJDZ NFBTVSFT UIBU BMMPX SPBE VTFST UP XBMLBOEDZDMFTBGFMZ BOENFBTVSFT UIBUJNQSPWFUIFRVBMJUZPGBOEBDDFTT UPQVCMJDUSBOTQPSUBSFBMTPMBDLJOH .BOZPGUIFNFBTVSFTTIPXOUPCF effective at reducing road traffic injuries among vulnerable road users can also have other effects on health such as improved respiratory IFBMUI BTBSFTVMUPGSFEVDFEFYIBVTU FNJTTJPOT BOE UIF QPTJUJWF FGGFDUT BTTPDJBUFE XJUI JODSFBTFE QIZTJDBM activity.. viii. GLOBAL STATUS REPORT ON ROAD SAFETY. t 5IF BEPQUJPO BOE FOGPSDFNFOU PG USBGmD MBXT BQQFBST JOBEFRVBUF JO many countries. The development and effective enforcement of legislation is DSJUJDBMJOSFEVDJOHESJOLoESJWJOHBOE FYDFTTJWF TQFFE BOE JO JODSFBTJOH UIF VTF PG IFMNFUT TFBUCFMUT BOE DIJMESFTUSBJOUT5IJTTVSWFZTIPXFE UIBU GFXFS UIBO IBMG UIF DPVOUSJFT IBWF MBXT UP BEESFTT BMM GJWF PG UIFTF SJTL GBDUPST XIJMF POMZ IBWF MBXT UIBU DBO CF DPOTJEFSFE comprehensive in scope. 1 0WFS PGDPVOUSJFTIBWFTPNFLJOEPG OBUJPOBMESJOLoESJWJOHMBX ZFUPOMZ PG DPVOUSJFT TUJQVMBUF B MFHBM blood alcohol concentration limit PGMFTTUIBOPSFRVBMUPHSBNT QFS EFDJMJUSF BT SFDPNNFOEFE JO the World report 4JNJMBSMZ POMZ PGDPVOUSJFTIBWFBNPUPSDZDMF IFMNFU MBX UIBU DPWFST CPUI SJEFST BOEQBTTFOHFST BOENBOEBUFUIBU helmets should meet a specific national or international standard. 0OMZPGDPVOUSJFTSFRVJSFTFBU belts to be used by passengers in both GSPOUBOESFBSTFBUT BOEXIJMF PGIJHIJODPNFDPVOUSJFTIBWFBMBX SFRVJSJOH ZPVOH DIJMESFO JO DBST UP CFSFTUSBJOFEXJUIBQQSPQSJBUFDIJME SFTUSBJOUT POMZPGMPXJODPNF DPVOUSJFTIBWFTJNJMBSSFRVJSFNFOUT &OGPSDFNFOUTDPSFTGPSBMMUIFTFSJTL GBDUPST JT HFOFSBMMZ MPX TVHHFTUJOH UIBU SPBE TBGFUZ MBX FOGPSDFNFOU OFFETUPCFJNQSPWFE5IJTSFRVJSFT QPMJUJDBM XJMM BOE FOTVSJOH UIBU MBX enforcement agencies are given sufficient human and financial resources to mount sustainable and effective enforcement activities. t "EESFTTJOH SPBE TBGFUZ JO B comprehensive manner necessitates UIFJOWPMWFNFOUPGNVMUJQMFTFDUPST . 1 The criteria used to define “comprehensive” in relation to laws on speed, drink–driving, and use of helmets, seat-belts and child restraints are described in the main text..

(10) such as health, transport and police. A coordinated response to the problem includes the development and implementation of a multisectoral strategy on road traffic injury prevention with sufficient finances for planned activities to be achieved within a specified timeframe. While many countries have taken positive steps towards improving the institutional frameworks needed to support road safety efforts, many challenges remain. Only one-third of countries have a national road safety strategy that is endorsed by the government, that includes specific targets, and that has funding allocated for its implementation. • Finally, the report shows that huge gaps remain in the quality and coverage of the data that. countries collect and report on road traffic injuries. Reliable data on fatalities and non-fatal injuries are needed by countries to assess the scope of the road traffic injury problem, to target responses to it, and to monitor and evaluate the effectiveness of intervention measures. Underreporting of road traffic fatalities remains a big problem in many countries, and the situation is even worse with regard to non-fatal injuries. Furthermore, the lack of harmonization of terminology between countries, and even between sectors within them, limits comparability of data. For instance, varying time periods between the crash and death are used to define a road traffic death, and the definition of a severe non-fatal injury also varies. Just 22% of countries had information on the extent of their. WHO predicts that road traffic injuries will rise to become the fifth leading cause of death by 2030.. Leading causes of death, 2004 and 2030 compared TOTAL 2004 RANK. TOTAL 2030 %. RANK. 1. Ischaemic heart disease. LEADING CAUSE. 12.2. 1. Ischaemic heart disease. LEADING CAUSE. 14.2. %. 2. Cerebrovascular disease. 9.7. 2. Cerebrovascular disease. 12.1. 3. Lower respiratory infections. 7.0. 3. Chronic obstructive pulmonary disease. 8.6. 4. Chronic obstructive pulmonary disease. 5.1. 4. Lower respiratory infections. 3.8. 5. Diarrhoeal diseases. 3.6. 5. Road traffic injuries. 3.6. 6. HIV/AIDS. 3.5. 6. Trachea, bronchus, lung cancers. 3.4. 7. Tuberculosis. 2.5. 7. Diabetes mellitus. 3.3. 8. Trachea, bronchus, lung cancers. 2.3. 8. Hypertensive heart disease. 2.1. 9. Road traffic injuries. 2.2. 9. Stomach cancer. 1.9. 10. Prematurity and low birth weight. 2.0. 10. HIV/AIDS. 1.8. 11. Neonatal infections and other. 1.9. 11. Nephritis and nephrosis. 1.6. 12. Diabetes mellitus. 1.9. 12. Self-inflicted injuries. 1.5. 13. Malaria. 1.7. 13. Liver cancer. 1.4. 14. Hypertensive heart disease. 1.7. 14. Colon and rectum cancer. 1.4. 15. Birth asphyxia and birth trauma. 1.5. 15. Oesophagus cancer. 1.3. 16. Self-inflicted injuries. 1.4. 16. Violence. 1.2. 17. Stomach cancer. 1.4. 17. Alzheimer and other dementias. 1.2. 18. Cirrhosis of the liver. 1.3. 18. Cirrhosis of the liver. 1.2. 19. Nephritis and nephrosis. 1.3. 19. Breast cancer. 1.1. 20. Colon and rectum cancers. 1.1. 20. Tuberculosis. 1.0. a. Comprises severe neonatal infections and other, noninfectious causes arising in the perinatal period. Source: World health statistics 2008 (http://www.who.int/whosis/whostat/2008/en/index.html) a. ix.

(11) SPBEUSBGmDJOKVSZQSPCMFN UIFDPTUT incurred by their health sector or UIFJS OBUJPOBM FDPOPNJFT BOE UIF data needed to monitor and evaluate interventions accurately. 5IFSF JT B HSPXJOH CPEZ PG TPVOE scientific evidence on the steps necessary UP JNQSPWF SPBE TBGFUZ 5IF MBTU GFX years have seen an increase in political XJMM JO NBOZ DPVOUSJFT XJUI B OVNCFS PG UIFTF NFBTVSFT JNQMFNFOUFE XJEFMZ XIJMFSPBETBGFUZIBTSFDFJWFEJODSFBTJOH international attention and support. )PXFWFS UIF SFTVMUT QSFTFOUFE JO UIJT Global status report TIPXUIBUNVDINPSF needs to be done. Key recommendations GSPNUIJTSFQPSUBSF t (PWFSONFOUT OFFE UP UBLF JOUP consideration the needs of all road VTFSTXIFONBLJOHQPMJDZEFDJTJPOT that impact on road safety. To EBUF UIFOFFETPGWVMOFSBCMFSPBE users have been neglected in many countries and should be given SFOFXFEFNQIBTJT QBSUJDVMBSMZXIFO decisions are made about road JOGSBTUSVDUVSF MBOEVTF QMBOOJOH and transport services.. t 5IFFOGPSDFNFOUPGDPNQSFIFOTJWF BOEDMFBSMFHJTMBUJPOXJUIBQQSPQSJBUF penalties and accompanied by QVCMJD BXBSFOFTT DBNQBJHOT JT B critical factor in reducing road traffic JOKVSJFTBOEEFBUIT&OGPSDFNFOUPG BMMSPBETBGFUZMBXTOFFETUPCFCPUI improved and sustained. t (PWFSONFOUTOFFEUPFOTVSFUIBUUIF institutions nominated as responsible for action on road safety are fostering multisectoral collaboration and have the necessary human and financial resources to act effectively. t (PWFSONFOUT OFFE UP FODPVSBHF DPMMBCPSBUJPOCFUXFFOUIFEJGGFSFOU sectors involved in collecting and reporting data on road traffic injuries. 5IJTJOWPMWFTJNQSPWJOHEBUBMJOLBHFT CFUXFFO QPMJDF USBOTQPSU BOE IFBMUITFSWJDFTBTXFMMBTJODSFBTJOH IVNBO DBQBDJUZ UP VOEFSUBLF EBUB collection.. This Global status report TIPXT UIBU OP DPVOUSZ DBO BGGPSE UP TJU CBDL BOE BTTVNF UIBU JUT SPBE TBGFUZ XPSL JT DPNQMFUF4JHOJmDBOUQSPHSFTTJOOBUJPOBM SPBETBGFUZSFRVJSFTDMPTFDPMMBCPSBUJPO t (PWFSONFOUT OFFE UP FOBDU CFUXFFO SFMFWBOU MFBEFST BOE BHFODJFT DPNQSFIFOTJWFMBXTUIBUSFRVJSFBMM XIPTF QPMJDJFT o EJSFDUMZ PS JOEJSFDUMZ road users to be protected through o JNQBDU PO UIF TBGFUZ PG UIPTF PO UIF enforcement of speed limits that are roads. The international community must appropriate to the type and function also play its part in halting and reversing PGUIFSPBE UISPVHIUIFTUJQVMBUJPO the current global trend of increasing of blood alcohol concentration limits SPBEUSBGmDEFBUIT CZSFDPHOJ[JOHSPBE UPSFEVDFESJOLoESJWJOH BOEUISPVHI traffic injuries as an important health and the use of appropriate occupant development problem and by intensifying QSPUFDUJPO NFBTVSFT &YJTUJOH support for prevention. MFHJTMBUJPOTIPVMECFSFWJFXFEBOE BNFOEFE UP DPOGPSN XJUI HPPE practices that are based on sound evidence of effectiveness.. x. GLOBAL STATUS REPORT ON ROAD SAFETY.

(12) R. #BDLHSPVOE. oad transportation provides benefits both to nations and to individuals by facilitating the movement of goods and people. It enables increased access UP KPCT FDPOPNJD NBSLFUT FEVDBUJPO SFDSFBUJPOBOEIFBMUIDBSF XIJDIJOUVSO have direct and indirect positive impacts POUIFIFBMUIPGQPQVMBUJPOT)PXFWFS the increase in road transportation has also placed a considerable burden on QFPQMFT IFBMUI o JO UIF GPSN PG SPBE USBGmDJOKVSJFT SFTQJSBUPSZJMMOFTTFT BOE UIFIFBMUIDPOTFRVFODFTUIBUFOTVFGSPN. a reduction in physical activity. There are BEEJUJPOBMOFHBUJWFFDPOPNJD TPDJBMBOE FOWJSPONFOUBM DPOTFRVFODFT UIBU BSJTF from the movement of people and goods PO UIF SPBET o TVDI BT BJS QPMMVUJPO HSFFOIPVTFHBTFNJTTJPOT DPOTVNQUJPO PGmOJUFSFTPVSDFT DPNNVOJUZTFWFSBODF and noise. "DDPSEJOH UP 8)0T (MPCBM #VSEFO PG %JTFBTF 1SPKFDU GPS SPBE traffic crashes caused over 1.27 million EFBUIT UIBU ZFBS o B TJNJMBS OVNCFS UP. >V]b]@8SbVO\W !4@:W[WbSR. 1. #FUXFFOBOEUIF number of motorized vehicles in 5IBJMBOEBMNPTUEPVCMFE GSPN NJMMJPOUPNJMMJPO. 1.

(13) those caused by many communicable diseases . Road traffic injuries affect BMMBHFHSPVQT CVUUIFJSJNQBDUJTNPTU TUSJLJOHBNPOHUIFZPVOH5BCMFTIPXT that road traffic injuries are consistently one of the top three causes of death for QFPQMFBHFECFUXFFOBOEZFBST. JOKVSFEJOSPBEUSBGmDDSBTIFTJO IBE B TVCTFRVFOU EJTBCJMJUZ XIJMF in India an estimated 2 million people have a disability that results from a road traffic crash # $ 4JUVBUJPOT MJLF UIFTF IBWF JNQPSUBOU DPOTFRVFODFT PO UIF demand for services needed to address disability.. While road traffic death rates in many IJHIJODPNF DPVOUSJFT IBWF TUBCJMJ[FE PS EFDMJOFE JO SFDFOU EFDBEFT EBUB TVHHFTUUIBUJONPTUSFHJPOTPGUIFXPSME the global epidemic of traffic injuries is still increasing. It has been estimated UIBU VOMFTT JNNFEJBUF BDUJPO JT UBLFO SPBEEFBUITXJMMSJTFUPUIFmGUIMFBEJOH DBVTF PG EFBUI CZ SFTVMUJOH JO an estimated 2.4 million fatalities per year .. The road traffic injury epidemic also has considerable impact on the economies PG NBOZ DPVOUSJFT QBSUJDVMBSMZ MPX JODPNF BOE NJEEMFJODPNF DPVOUSJFT UIBU BSF GSFRVFOUMZ TUSVHHMJOH XJUI other development needs. The global losses due to road traffic injuries are FTUJNBUFE UP CF 64 CJMMJPO1 and DPTU HPWFSONFOUT CFUXFFO BOE PG UIFJS HSPTT OBUJPOBM QSPEVDU o NPSF than the total amount that these countries *OBEEJUJPOUPGBUBMJUJFT NBOZMFTTTFWFSF receive in development assistance "%. JOKVSJFTBSFDBVTFECZSPBEUSBGmDDSBTIFT CFUXFFO BOE NJMMJPO OPOGBUBM Persons from poor economic settings are injuries are estimated to occur annually disproportionately affected by road traffic BSPVOEUIFXPSME!"5IFTFOPOGBUBM JOKVSJFT FWFOJOIJHIJODPNFDPVOUSJFT injuries are also an important cause of 'PSJOTUBODF BTUVEZJO/FX4PVUI8BMFT disability "TUVEZJO5VSLFZFTUJNBUFE "VTUSBMJB GPVOEUIBUDIJMESFOPGSFMBUJWFMZ UIBU PG BQQSPYJNBUFMZ QFPQMF 1 A billion here is used to refer to one thousand million.. Road traffic injuries are one of the top three causes of death for people. BOEZFBST. 2. GLOBAL STATUS REPORT ON ROAD SAFETY. >V]b]>/6=. BHFECFUXFFO.

(14) Table 1. Leading causes of death by age, world, 2004 RANK. 0–4 YRS. 5–14 YRS. 1. Perinatal causes. Lower respiratory infections. 15–29 YRS. 30–44 YRS. 45–69 YRS. 70+ YRS. TOTAL. Tuberculosis. Ischaemic heart disease Cerebrovascular disease. Tuberculosis. Road traffic injuries. HIV/AIDS. Ischaemic heart disease Cerebrovascular disease Lower respiratory infections. Drownings. Violence. Ischaemic heart disease. Tuberculosis. Measles. Meningitis. Self-inflicted injuries. Self-inflicted injuries. Chronic obstructive pulmonary disease. 6. Congenital anomalies. Diarrhoeal diseases. Lower respiratory infections. Violence. Chronic obstructive pulmonary disease Trachea, bronchus, lung cancers. Ischaemic heart disease Cerebrovascular disease Chronic obstructive pulmonary disease Lower respiratory infections Trachea, bronchus, lung cancers. Road traffic injuries. HIV/AIDS. 2. Lower respiratory infections. Road traffic injuries. HIV/AIDS. 3. Diarrhoeal diseases. Malaria. 4. Malaria. 5. Diabetes mellitus. Diarrhoeal diseases. 7. HIV/AIDS. HIV/AIDS. Drownings. Cirrhosis of the liver. Hypertensive heart disease. HIV/AIDS. 8. Whooping cough. Tuberculosis. Fires. Lower respiratory infections Cerebrovascular disease. Road traffic injuries. Stomach cancer. Tuberculosis. 9. Meningitis. Protein–energy malnutrition. War and conflict. Cirrhosis of the liver. Lower respiratory infections. Trachea, bronchus, lung cancers. 10. Tetanus. Fires. Poisonings. Diabetes mellitus. 11. Measles Leukaemia. Stomach cancer. 13. Drownings. Congenital anomalies. Abortion. Liver cancer. Liver cancer. 14. Road traffic injuries. Trypanosomiasis. Oesophagus cancer. Fires. Falls. Cirrhosis of the liver. Stomach cancer. 16. Tuberculosis. Epilepsy. Diarrhoeal diseases. War and conflict. Breast cancer Hypertensive heart disease Nephritis and nephrosis. Malaria Hypertensive heart disease Self-inflicted injuries. 15. Leukaemia Cerebrovascular disease. Maternal haemorrhage Fires Nephritis and nephrosis Drownings. Self-inflicted injuries. 12. Protein–energy malnutrition Syphilis. Maternal haemorrhage Ischaemic heart disease Poisonings. Colon and rectum cancers Nephritis and nephrosis Alzheimer and other dementias Tuberculosis. Inflammatory heart diseases. Cirrhosis of the liver. 17. Endocrine disorders. Leishmaniasis. Falls. Falls. Oesophagus cancer. Breast cancer. 18. Violence. Meningitis. Diarrhoeal diseases. Colon and rectum cancers. Prostate cancer. 19. Upper respiratory infections Iron deficiency anaemia. Nephritis and nephrosis Colon and rectum cancers. War and conflict. Nephritis and nephrosis. Liver cancer. Poisonings. Falls. Liver cancer. 20. Epilepsy. Poisonings. Malaria. Trachea, bronchus, lung cancers. Mouth and oropharynx cancers. Road traffic injuries. Violence. Breast cancer. Perinatal causes. Road traffic injuries Diabetes mellitus. >V]b]>EWZYSà]\0WUAb]QY>V]b]Q][. Source: WHO (2008), Global Burden of Disease: 2004 update.. Teenage drivers are at increased SJTLPGSPBEUSBGmDDSBTIFT. .

(15) CENTRE While the figures on road traffic deaths point to UIFFYUFOUPGUIFQSPCMFNBSPVOEUIFXPSME UIFZGBJM to tell the full story and to reflect the devastation and TVGGFSJOHUIBUFBDIPGUIFTFEFBUITCSJOHTUPUIFGBNJMZ friends and community of those affected.. >V]b]19VOa\OPWaE6=. >V]b]Q`SRWb(. Those physically disabled as a result of a motor vehicle collision often face stigma and discrimination XIJDIDBOMFBEUPTPDJBM FEVDBUJPOBM PDDVQBUJPOBM BOEmOBODJBMEFQSJWBUJPO*OBEEJUJPO NBOZIBWF NFOUBMIFBMUIDPOTFRVFODFTTVDIBTQPTUUSBVNBUJD TUSFTTEJTPSEFS QIPCJBT BOYJFUZBOEEFQSFTTJPO. PHOTO LEFT. "TXFMMBTUIFQFSTPOBMDPTUT SPBEUSBGmDJOKVSJFT place a huge demand on health services.. RIGHT. Road traffic injuries TIPXBTUFFQ socioeconomic HSBEJFOU XJUI those from more disadvantaged CBDLHSPVOETBUIJHIFS SJTLUIBOUIFJSNPSF affluent counterparts.. 4. MPXFS TPDJPFDPOPNJD TUBUVT XFSF BU IJHIFTU SJTL PG B SPBE USBGmD JOKVSZ &. 4JNJMBSMZ SFTFBSDI GSPN #BOHBMPSF *OEJB GPVOE UIBU NPSUBMJUZ GSPN SPBE USBGmD JOKVSJFT XBT BOE QFS JO UIF QPPSFS TPDJPFDPOPNJD groups of urban and rural populations SFTQFDUJWFMZ DPNQBSFE UP BOE QFS BNPOH UIFJS NPSF affluent urban and rural counterparts ' "T XFMM BT CFJOH BU JODSFBTFE SJTL disadvantaged families are hardest hit by the financial pressure resulting from road traffic crashes. Poor families are less MJLFMZUPIBWFUIFmOBODJBMSFTPVSDFTUP pay the direct and indirect costs related to a road traffic crash. Many families are driven deeper into poverty by the loss of BGBNJMZCSFBEXJOOFS GVOFSBMDPTUT UIF expenses of prolonged medical care and SFIBCJMJUBUJPO PS UISPVHI FBSOJOHT MPTU XIJMFDBSJOHGPSTPNFPOFXIPJTJOKVSFE or disabled .. demand placed on health professionals. *O,FOZB GPSFYBNQMF SPBEUSBGmDJOKVSZ QBUJFOUT SFQSFTFOU CFUXFFO o PG BMM BENJTTJPOT UP TVSHJDBM XBSET . 4JNJMBSMZ TUVEJFTJO*OEJBTIPXUIBUSPBE USBGmD JOKVSJFT BDDPVOU GPS o PG FNFSHFODZSPPNSFHJTUSBUJPOT o PGIPTQJUBMBENJTTJPOT BOEoPG QFPQMFIPTQJUBMJ[FEXJUIUSBVNBUJDCSBJO injuries .. An international response to road traffic injury prevention. The need to reduce road traffic deaths BOEJOKVSJFTIBTCFFOBDLOPXMFEHFECZ UIF6OJUFE/BUJPOTTZTUFNBOEJUT.FNCFS 4UBUFT GPS OFBSMZ ZFBST 3PBE TBGFUZ XPSL IBT CFFO DBSSJFE PVU CZ WBSJPVT HMPCBM BOE SFHJPOBM PSHBOJ[BUJPOT JODMVEJOHUIF8PSME)FBMUI0SHBOJ[BUJPO 8)0 UIF 8PSME #BOL UIF 6OJUFE Road traffic injuries place a huge strain /BUJPOT 3FHJPOBM $PNNJTTJPOT BOE B on health care services in terms of number of the regional development mOBODJBMSFTPVSDFT CFEPDDVQBODZ BOE CBOLT. GLOBAL STATUS REPORT ON ROAD SAFETY.

(16) >V]b];>SRS\E6=. >V]b];>SRS\E6=. *OUIF8PSME)FBMUI0SHBOJ[BUJPO BOE UIF 8PSME #BOL KPJOUMZ MBVODIFE the World report on road traffic injury prevention ". This document stressed the role of many sectors in the prevention of road traffic injuries. It also described the fundamental concepts of road traffic injury QSFWFOUJPO UIFNBHOJUVEFBOEJNQBDUPG SPBEUSBGmDJOKVSJFT UIFNBKPSEFUFSNJOBOUT BOESJTLGBDUPST BOEFGGFDUJWFJOUFSWFOUJPO strategies. The World report concluded XJUITJYSFDPNNFOEBUJPOTUIBUDPVOUSJFT TIPVMEGPMMPXUPJNQSPWFUIFJSSPBETBGFUZ TJUVBUJPO OBNFMZ 1. Identify a lead agency in government to guide the national road traffic safety effort. "TTFTT UIF QSPCMFN QPMJDJFT BOE institutional settings relating to road traffic injury and the capacity for road traffic injury prevention in each country. 1SFQBSF B OBUJPOBM SPBE TBGFUZ strategy and plan of action.. 4. Allocate financial and human resources to address the problem. *NQMFNFOUTQFDJmDBDUJPOTUPQSFWFOU SPBEUSBGmDDSBTIFT NJOJNJ[FJOKVSJFT BOEUIFJSDPOTFRVFODFTBOEFWBMVBUF the impact of these actions. These BDUJPOTJODMVEFNFBTVSFTUPSFEVDF FYDFTTJWFBOEJOBQQSPQSJBUFTQFFEUP SFEVDFESJOLoESJWJOHBOEUPJODSFBTF UIFVTFPGNPUPSDZDMFIFMNFUT TFBU belts and child restraints. 4VQQPSU UIF EFWFMPQNFOU PG national capacity and international cooperation. The World repor t promoted a comprehensive approach to road safety XIJDIJOWPMWFTJEFOUJGZJOHUIFJOUFSBDUJPOT CFUXFFOUIFSPBEVTFS UIFWFIJDMFBOE UIFSPBEFOWJSPONFOUoJFUIFQPUFOUJBM BSFBT GPS JOUFSWFOUJPO 5IJT BQQSPBDI PGUFO DBMMFE UIF TZTUFNT BQQSPBDI recognizes that the human body is highly vulnerable to injury and that humans NBLFNJTUBLFT"TBGFSPBEUSBGmDTZTUFN is therefore one that accommodates and. .

(17) compensates for human vulnerability and GBMMJCJMJUZ 'JHVSF 5P BEPQU B TZTUFNT approach necessitates the involvement and the close collaboration of a number PG TFDUPST o USBOTQPSU QPMJDF IFBMUI JOEVTUSZ DJWJMTPDJFUZ BOETQFDJBMJOUFSFTU groups. Fundamental to implementing this approach is the collection of accurate data on the magnitude of road traffic DSBTIFTBOEPOSJTLGBDUPST5IFDPVOUSJFT that have made the most progress in road safety are those that have adopted this comprehensive approach.. 5IF GPMMPXJOH NPOUI UIF 8PSME )FBMUI "TTFNCMZBEPQUFESFTPMVUJPO8)" POi3PBETBGFUZBOEIFBMUIwXIJDIDBMMFE PO8)0.FNCFS4UBUFTUPQSJPSJUJ[FSPBE TBGFUZ BT B QVCMJD IFBMUI JTTVF BOE UP UBLF TUFQT UP JNQMFNFOU NFBTVSFT UIBU BSF LOPXO UP CF FGGFDUJWF JO SFEVDJOH SPBE USBGmD JOKVSJFT 4VCTFRVFOU 6OJUFE /BUJPOT(FOFSBM"TTFNCMZSFTPMVUJPOTUIBU XFSF BEPQUFE JO CPUI BOE SFJOGPSDFEUIFDBMMGPS.FNCFS4UBUFTUP increase the attention paid to road traffic JOKVSZ QSFWFOUJPO JO HFOFSBM BOE UP UIF implementation of the recommendations *O "QSJM TPPO BGUFS UIF MBVODI PG of the World report in particular.1 This the World report UIF 6OJUFE /BUJPOT document reports on the progress (FOFSBM "TTFNCMZ BEPQUFE SFTPMVUJPO made in implementing some of the PO i*NQSPWJOH HMPCBM SPBE recommendations of the World report. TBGFUZw XIJDI SFDPHOJ[FE UIF World report and endorsed its recommendations. 1 For the full text of these resolutions, see http://www.who.int/roadsafety/about/resolutions/ en/index.html.. Figure 1. The systems approach to road safety. Source: Adapted from reference 13.. . GLOBAL STATUS REPORT ON ROAD SAFETY.

(18) 2. The need for a global assessment of road safety. A. >V]b]2<]dOY]dWQ0WUAb]QY>V]b]Q][. s more countries begin or &YBNQMFTPGTVDIBTTFTTNFOUTJODMVEF tSFHVMBSDPNQBSJTPOTPGSPBETBGFUZ DPOUJOVF UP UBLF TUFQT UPXBSET performance on a number of addressing their national road JOEJDBUPST JO &VSPQFBO DPVOUSJFT TBGFUZQSPCMFN JUIBTCFDPNFBQQBSFOU DPOEVDUFE CZ UIF &VSPQFBO 3PBE that regular global assessments of road 4BGFUZ0CTFSWBUPSZ TBGFUZ BSF OFFEFE 5IFTF BSF SFRVJSFE tSFHJPOBMSFQPSUTPOUIFJOTUJUVUJPOBM OPU POMZ UP NFBTVSF HMPCBM QSPHSFTT road safety capacity of member but also to enable countries to compare DPVOUSJFT TVDIBTUIPTFDPOEVDUFE UIFJS SPBE TBGFUZ TJUVBUJPO XJUI PUIFS CZUIF"TTPDJBUJPOPG4PVUIFBTU"TJBO DPVOUSJFT 4VDI B HMPCBM BTTFTTNFOU /BUJPOTBOEUIF"TJBO%FWFMPQNFOU SFRVJSFT B TUBOEBSEJ[FE NFUIPEPMPHZ #BOL UIBU DBO QSPWJEF HPWFSONFOUT EPOPST t UIF *OUFSOBUJPOBM 3PBE 5SBGmD BOE QSBDUJUJPOFST QMBOOFST BOESFTFBSDIFST "DDJEFOU %BUBCBTF XIJDI VTFT XJUI UIF JOGPSNBUJPO UIBU UIFZ OFFE UP a comparable methodology to NBLFFWJEFODFCBTFEEFDJTJPOT DPMMFDU EBUB PO PWFS SPBE USBGmDWBSJBCMFTBNPOHNFNCFS A number of regional mechanisms provide DPVOUSJFT comparable data to assist national policy formulation and drive regional policy.. 8JUIBOBHFJOHQPQVMBUJPO IJHI JODPNFDPVOUSJFTXJMMOFFEUPMPPL again at their road safety strategies to address their vulnerabilities.. 7.

(19) 5P EBUF IPXFWFS OP TVDI HMPCBM assessment of road safety exists. Previous FGGPSUT XIJMF JOGPSNBUJWF IBWF CFFO limited to the analysis of aggregated EBUB PO QBUUFSOT BOE USFOET PS IBWF painted a largely illustrative picture by SFMZJOH QSFEPNJOBOUMZ PO DBTF TUVEJFT or have focused on specific aspects of SPBETBGFUZ SBUIFSUIBOQSPWJEJOHBTFU "TXFMMBTBMMPXJOHOBUJPOBMEFWFMPQNFOUT PG DSJUFSJB BHBJOTU XIJDI DPVOUSJFT BSF JOUIFBSFBPGSPBETBGFUZUPCFWJFXFE measured regularly " #. In other PWFS UJNF BOE XJUIJO BO JOUFSOBUJPOBM areas of health and development such DPOUFYU UIFTFBTTFTTNFOUTBSFFTTFOUJBM BTTFTTNFOUTBSFSFMBUJWFMZDPNNPOUIF in providing the data needed to advocate DPNNVOJUJFTXPSLJOHPODMJNBUFDIBOHF for standardized definitions and measures EFWFMPQNFOU BMDPIPM UPCBDDP DPOUSPM and tuberculosis all have tools and XJUIJOSFHJPOT JOEJDBUPSTUIBUBMMPXUIFNUPBTTFTTUIF global status of their particular topic on a regular basis. t UIF 6OJUFE /BUJPOT &DPOPNJD $PNNJTTJPOGPS&VSPQFTSFWJFXTPG MFHJTMBUJPOPOQBSUJDVMBSSJTLGBDUPST such as speed and blood alcohol DPODFOUSBUJPOMJNJUTBOE tUIFJOEFQUISPBETBGFUZBTTFTTNFOUT DPOEVDUFECZUIF8PSME#BOLJOJUT focus countries.. Methodology *O"VHVTU8)0CFHBOUPEFWFMPQ the Global status report on road safety (4334 UPBEESFTTUIJTEBUBHBQBOEUP BTTFTTSPBETBGFUZBSPVOEUIFXPSME. >V]b]>/6=. The specific objectives of the project XFSF t to assess the status of road safety JOBMM8)0.FNCFS4UBUFTVTJOHB core set of road safety indicators and BTUBOEBSEJ[FENFUIPEPMPHZ t UPJOEJDBUFUIFHBQTJOSPBETBGFUZ t UP IFMQ DPVOUSJFT JEFOUJGZ UIF LFZ priorities for intervention and to stimulate road safety activities at a national level.. 8. GLOBAL STATUS REPORT ON ROAD SAFETY. " TFMGBENJOJTUFSFE RVFTUJPOOBJSF XBT developed using the recommendations of the World report as a basis for its content. 5IF NFUIPEPMPHZ XBT EFWFMPQFE JO DPOTVMUBUJPOXJUIBOFYQFSUDPNNJUUFFPG road safety researchers and practitioners BOEXBTXJEFMZSFWJFXFECZSFQSFTFOUBUJWFT of international and regional road TBGFUZPSHBOJ[BUJPOT HPWFSONFOUBMBOE.

(20) OPOHPWFSONFOUBM PSHBOJ[BUJPOT BOE academic institutions.1 5IF GPMMPXJOH BSFBT XFSF BEESFTTFE JO UIFRVFTUJPOOBJSF2 t institutional settings and policies FYJTUFODFPGBMFBEBHFODZPOSPBE TBGFUZ B OBUJPOBM TUSBUFHZ PO SPBE TBGFUZ BOEBMMPDBUJPOPGGVOEJOHGPS UIFBDUJWJUJFTPGCPUI t EBUB SPBEUSBGmDGBUBMJUJFT OPOGBUBM JOKVSJFT EBUBPODPTUTPGSPBEUSBGmD JOKVSJFT t FYQPTVSF UP SJTL TVDI BT UIF existence of policies to encourage OPONPUPSJ[FE NPEFT PG USBOTQPSU and public transport and strategies UP BDIJFWF UIFTF BOE MFWFMT PG NPUPSJ[BUJPO t vehicle and infrastructure standards UIF FYJTUFODF PG NBOVGBDUVSJOH TUBOEBSET SFRVJSFNFOUT GPS TBGFUZ audits of road infrastructure QSPKFDUT BOE WFIJDMF JOTQFDUJPO SFRVJSFNFOUT t legislation on some of the main CFIBWJPVSBM SJTL GBDUPST TQFFE ESJOLoESJWJOH VTF PG NPUPSDZDMF IFMNFUT VTF PG TFBUCFMUT BOE DIJME SFTUSBJOUT BOE QFSDFQUJPOT PG enforcement levels relating to each PGUIFTFSJTLGBDUPST t QSFIPTQJUBM DBSF FYJTUFODF PG B GPSNBM QVCMJDMZBWBJMBCMFQSFIPTQJUBM DBSF TZTUFN BOE PG FNFSHFODZ BDDFTTUFMFQIPOFOVNCFST . Figure 2. Methodology. (MPCBMBOESFHJPOBMMFWFMDPPSEJOBUJPO. /BUJPOBM%BUB$PPSEJOBUPSJOFBDIDPVOUSZBSFB. (SPVQPGoSFTQPOEFOUTDPNQSJTJOHBNVMUJTFDUPSBM HSPVQEJGGFSFOUNJOJTUSJFT IFBMUI QPMJDF USBOTQPSU FUD OPOHPWFSONFOUBMPSHBOJ[BUJPOT BDBEFNJDT. /BUJPOBMDPOTFOTVTNFFUJOH. 1 national dataset. Global Status Report. trained and then facilitated a consensus meeting involving a multisectoral group of up to eight road safety experts. The NFUIPEPMPHZTUJQVMBUFEUIBUUIFIFBMUI transport and enforcement sectors should be represented among the respondents JOFBDIDPVOUSZ XIJMFBMTPFODPVSBHJOH the involvement of nongovernmental PSHBOJ[BUJPOT BDBEFNJDTBOEPUIFSSPBE TBGFUZQSBDUJUJPOFST&BDISFTQPOEFOUXBT BTLFE UP DPNQMFUF UIF RVFTUJPOOBJSF4 The methodology used for data collection independently and then discuss each of JT TIPXO JO 'JHVSF *U JOWPMWFE UIF UIF BOTXFST BU UIF DPOTFOTVT NFFUJOH identification in each participating country XIFSFUIFFYQFSUTXPVMEBHSFFBTBHSPVQ PG B /BUJPOBM %BUB $PPSEJOBUPS TFF POPOFmOBMDPVOUSZSFTQPOTFXIJDIXBT 5BCMF"JO4UBUJTUJDBM"OOFY XIPXBT UIFOTVCNJUUFEUP8)0 1 See Acknowledgements section, page v. 2 For the questionnaire and accompanying instruction booklet see www.who.int/violence_ injury_prevention/road_safety_status/2009 3 This survey reports “perceptions of enforcement”, as agreed by the group of respondents in the consensus meeting. Note that the eight countries that did not hold a consensus meeting did not answer these questions, while some groups of respondents could not come to a consensus on these scores and so left the enforcement questions blank.. 4 In the Eastern Mediterranean Region questionnaires were administered during face-to-face interviews. 5 More details on the methodology can be found at www.who.int/violence_injury_prevention/ road_safety_status/2009. .

(21) %BUB DPMMFDUJPO CFHBO JO .BSDI BOEXBTDPNQMFUFEJO4FQUFNCFS BGUFSXIJDIUIFEBUBXFSFWBMJEBUFEJOB EJBMPHVF CFUXFFO 8)0 TUBGG BOE UIF /BUJPOBM %BUB $PPSEJOBUPST UP SFTPMWF BOZJODPOTJTUFODJFT7BMJEBUFEEBUBXFSF then sent for government clearance. 'JOBM EBUB XFSF SFDFJWFE GSPN QBSUJDJQBUJOHDPVOUSJFTBOEBSFBTÒ 8)0 .FNCFS 4UBUFT BOE "TTPDJBUF .FNCFS 4UBUFT BOE OPONFNCFS BSFBT 5BCMF 5IFTF DPVOUSJFT BOEBSFBTBDDPVOUGPSPWFSPGUIF XPSMETQPQVMBUJPO. Most of the data collected through this project are reported in this document. The main text contains an BOBMZTJT PG BHHSFHBUFE JOGPSNBUJPO XIJMF UIF DPVOUSZ QSPGJMFT EFTDSJCF the main variables reported by each participating country using a standard UFNQMBUF5IF4UBUJTUJDBM"OOFYJODMVEFT DPVOUSZCZDPVOUSZ SFTVMUT GPS NPTU WBSJBCMFT *ODPNQMFUF EBUB BOE MBDL of comparability on some variables affected the ability to analyse and report some of the information received from countries.. Table 2. Participation in the survey, by WHO region and income groupa NUMBER OF MEMBER STATES AND ASSOCIATE MEMBER STATES. WHO REGION. COUNTRIES/AREAS PARTICIPATING. NON-PARTICIPATING MEMBER/ASSOCIATE MEMBER STATES AND % OF REGIONAL POPULATION. AFRICAN REGION. 46. 41 (0 HIC, 11 MIC, 30 LIC). REGION OF THE AMERICAS. 36b. 32 (31 Member and Associate Member States, 1 non-member area) (6 HIC,c 26 MIC). Antigua & Barbuda, Dominica, Grenada, Haiti, St. Kitts & Nevis (1.1%). SOUTH-EAST ASIA REGION. 11. 10 (0 HIC, 6 MIC, 4 LIC). Democratic People's Republic of Korea (1.4%). EASTERN MEDITERRANEAN REGION. 21. 20 (19 Member States, 1 non-member area) (5 HIC, 12 MIC, 3 LICd). EUROPEAN REGION. 53. 49 (25 HIC, 21 MIC, 3 LIC). Andorra, Denmark, Luxembourg, Monaco (0.7%). WESTERN PACIFIC REGION. 28e. 26 (6 HIC, 15 MIC, 5 LIC). Niue, Tokelau (< 1%). GLOBAL. 195 Member and Associate Member States. 178 (176 Member and Associate Member States, 2 non-member areas) (42 HIC, 91 MIC, 45 LIC). HIC = high-income countries; MIC = middle-income countries; LIC = low-income countries a See Table A.2 in Statistical Annex for information on WHO regions and income level classifications. b Includes one Associate Member State, Puerto Rico. c Includes one non-member area, the British Virgin Islands. d Includes one non-member area, the West Bank and Gaza Strip. e Includes one Associate Member State, Tokelau.. . GLOBAL STATUS REPORT ON ROAD SAFETY. Algeria, Côte d'Ivoire, Equatorial Guinea, Gabon, Guinea (8.8%). Djibouti, Somalia (1.7%). 19 (accounting for 1.7% of population of the 195 Member and Associate Member States).

(22) 3. The state of road safety around the XPSME. Road traffic injuries remain a global public health problem. XIJDI VTFT WJUBM SFHJTUSBUJPO EFBUI DFSUJmDBUF EBUB JSSFTQFDUJWF PG UIF UJNF QFSJPE CFUXFFO DPMMJTJPO BOE EFBUI estimates that 1.27 million people died Road traffic injuries remain an important as a result of a road traffic collision in QVCMJDIFBMUIQSPCMFNBUHMPCBM SFHJPOBM that year . The total number of deaths and national levels. While steps are being reported in this survey is approximately UBLFOJONBOZDPVOUSJFTUPJNQSPWFSPBE VTJOH B EBZ EFmOJUJPO TBGFUZ NVDITUJMMOFFETUPCFEPOFJGUIF indicating vast underreporting. When rising trend in road traffic deaths is to be UIFTFEBUBBSFNPEFMMFE TFF4UBUJTUJDBM "OOFY UIFUPUBMEBZOVNCFSGPSUIF halted or reversed. 178 countries included in the study is 0WFS UIF QBTU GFX ZFBST B SBOHF PG NJMMJPO "MNPTU BMM EBUB TPVSDFT methods has been used by different TIPXUIBUBCPVUUISFFRVBSUFSTPGSPBE organizations to estimate the number of traffic deaths are among men and that HMPCBM SPBE USBGmD GBUBMJUJFT 5IF 8)0 the highest impact is in the economically (MPCBM#VSEFOPG%JTFBTFQSPKFDU active age ranges.. Figure 3. Population, road traffic deathsa, and registered motorized vehicles, by income group Population. Road traffic deathsa HIC 8.5%. HIC 15.6% LIC 36.7%. LIC 41.9% MIC 47.8%. MIC 49.6%. Registered vehicles LIC 9.2%. MIC 38.7%. HIC 52.1%. a. 30-day definition, modelled data. HIC = high-income countries; MIC = middle-income countries; LIC = low-income countries. 11.

(23) Low-income and middle-income countries have the highest burden and road traffic death rates. 0WFSPGUIF XPSMETGBUBMJUJFTPO the roads occur in MPXJODPNFBOE NJEEMFJODPNF DPVOUSJFT XIJDIIBWF less than half of the. >V]b]>DW`]bE6=. XPSMETWFIJDMFT. BOEEPFTOPUHJWFBOBTTFTTNFOUPGSJTL JU OPOFUIFMFTTHJWFTBOJOEJDBUJPOPGXIFSF intervention could help significantly to .PTU PGUIFXPSMETGBUBMJUJFTPOUIF reduce the total number of road traffic SPBETPDDVSJOMPXJODPNFBOENJEEMF deaths at a global level. JODPNFDPVOUSJFT XIJDIIBWFPOMZ From a public health perspective and for PGUIFXPSMETSFHJTUFSFEWFIJDMFT UIFQVSQPTFPGNBLJOHDPNQBSJTPOT UIF "QQSPYJNBUFMZ PG SFQPSUFE SPBE VTFPGSBUFTQFSQPQVMBUJPOJT USBGmDEFBUITPDDVSJODPVOUSJFToXIJDI a more useful measure of the size of a JOPSEFSPGNBHOJUVEFBSF*OEJB $IJOB QSPCMFNUIBOBCTPMVUFOVNCFST BOEJT UIF6OJUFE4UBUFT UIF3VTTJBO'FEFSBUJPO also useful for assessing performance #SB[JM *SBO .FYJDP *OEPOFTJB 4PVUI over time and for giving an indication of "GSJDB BOE &HZQU o BOE BDDPVOU GPS SJTL"TXFMMBTBDDPVOUJOHGPSUIFIJHIFTU PGUIFXPSMETQPQVMBUJPO)PXFWFS BCTPMVUF CVSEFO PG SPBE USBGmD EFBUIT CBTFE PO NPEFMMFE OVNCFST UIF fatality rates relative to population are DPVOUSJFT XJUI UIF IJHIFTU OVNCFS PG BMTPIJHIFTUJOMPXJODPNFBOENJEEMF EFBUIT BSF $IJOB *OEJB /JHFSJB UIF JODPNFDPVOUSJFT 5BCMF 6OJUFE 4UBUFT 1BLJTUBO *OEPOFTJB UIF 3VTTJBO 'FEFSBUJPO #SB[JM &HZQU BOE *UJTFWJEFOUUIBU BMUIPVHIUIFIJHIFTUSBUFT &UIJPQJB TFF 5BCMF " JO 4UBUJTUJDBM BSF JO MPXJODPNF BOE NJEEMFJODPNF "OOFY 8IJMFUIFUPUBMOVNCFSPGEFBUIT DPVOUSJFT SPBEUSBGmDJOKVSJFTSFNBJOWFSZ is clearly related to both the population SFMFWBOUUPIJHIJODPNFDPVOUSJFTBTXFMM BOENPUPSJ[BUJPOMFWFMTXJUIJOBDPVOUSZ "OVNCFSPGIJHIJODPNFDPVOUSJFTIBWF. 12. GLOBAL STATUS REPORT ON ROAD SAFETY.

(24) Table 3. Modelled road traffic injury fatality rates (per 100 000 population),a by WHO region and income group WHO REGION b. AFRICAN REGION. c. REGION OF THE AMERICAS. b. HIGH-INCOME. MIDDLE-INCOME. LOW-INCOME. TOTAL. —. 32.2. 32.3. 32.2. 13.4. 17.3. —. 15.8. SOUTH-EAST ASIA REGION. —. 16.7. 16.5. 16.6. EASTERN MEDITERRANEAN REGION. 28.5. 35.8. 27.5. 32.2. EUROPEAN REGION. 7.9. 19.3. 12.2. 13.4. WESTERN PACIFIC REGION. 7.2. 16.9. 15.6. 15.6. GLOBAL. 10.3. 19.5. 21.5. 18.8. a. 30-day definition. No high-income countries. c No low-income countries. b. Figure 4. Trends in road traffic fatality rates in selected high-income countries 30. Rate per 100 000 population. 25 20 15 10 5. 9. 0 198 1 198 2 198 3 198 4 198 5 198 6 198 7 198 8 198 9 199 0 199 1 199 2 199 3 199 4 199 5 199 6 199 7 199 8 199 9 200 0 200 1 200 2 200 3 200 4 200 5 200 6 200 7. 198. 197. 197. 8. 0. Year Australia. Canada. road traffic injury fatality rates well above the average for this income group. For instance, high-income countries in the Eastern Mediterranean Region have a modelled road traffic injury fatality rate of 28.5 per 100 000 population, which is well above the global average for countries in this broad income group, as shown in Table 3. Similarly, while a number of high-income countries have managed to reduce their road traffic fatality rates in recent decades, in other high-income countries the downward trends in road traffic fatalities that began. France. Japan. Sweden. United States of America. in the 1970s and 1980s have started to flatten, suggesting that extra steps are needed to reduce these rates further (see Figure 4). The 10 countries with the lowest modelled road traffic fatality rates are almost all high-income countries, where rates vary between 3.4 and 5.4 deaths per 100 000 population. While these countries, the Netherlands, Sweden and United Kingdom for instance, may be top performers globally with regard to road safety, they too still have considerable. 13.

(25) >V]b]>DS\bS`5@A>. 1FEFTUSJBOT DZDMJTUT and drivers of NPUPSJ[FEUXP XIFFMFSTBOEUIFJS passengers account for almost half of global road traffic deaths.. SPPN GPS JNQSPWFNFOU 'PS FYBNQMF road traffic injuries are still an important DBVTF PG EFBUI JO 4XFEFO EFTQJUF B SFMBUJWFMZMPXSBUFPGSPBEUSBGmDGBUBMJUJFT and the successful implementation of a comprehensive approach to the QSPCMFN*O4XFEFO SPBEUSBGmDDSBTIFT BSF SFTQPOTJCMF GPS PG EFBUIT PG DIJMESFO BHFE CFUXFFO BOE $. 4JNJMBSMZ UIF SPBE USBOTQPSU TZTUFN JO 4XFEFO JT SFTQPOTJCMF GPS NBOZ NPSF EFBUIToOPUBCMZPGDIJMESFOBOEZPVOH BEVMUT o UIBO PUIFS GPSNT PG USBOTQPSU TVDIBTBWJBUJPOPSSBJMUSBWFM5IVT FWFO DPVOUSJFTXIJDIBQQFBSUPCFQFSGPSNJOH XFMM BU UIF HMPCBM MFWFM IBWF B MPOH XBZUPHPUPBDIJFWFBUSVMZTBGFSPBE transport system.. Nearly half of those dying on the world’s roads are vulnerable road users *ONPTUMPXJODPNFBOENJEEMFJODPNF countries the majority of road users are WVMOFSBCMF SPBE VTFST o QFEFTUSJBOT DZDMJTUT BOEUIPTFVTJOHNPUPSJ[FEUXP PSUISFFXIFFMFST5IFTFHSPVQTPGSPBE users do not have a protective “shell” around them and are therefore more at. 14. GLOBAL STATUS REPORT ON ROAD SAFETY. SJTLUIBOUIPTFJOWFIJDMFT1VCMJDUSBOTQPSU VTFSTNBZBMTPCFWVMOFSBCMFSPBEVTFST QBSUJDVMBSMZ XIFSF QVCMJD USBOTQPSU WFIJDMFT BSF VOTBGF PWFSDSPXEFE PS VOSFHVMBUFE TFF#PY Vulnerable road users are at additional SJTLXIFSFUIFJSOFFETIBWFOPUCFFOUBLFO into consideration during the planning of land use or road construction. In many countries roads are planned and built to BMMPXNPUPSWFIJDMFTUPUSBWFMGBTUFSXIJMF insufficient thought is given to the needs PGQFEFTUSJBOTBOEDZDMJTUT XIJDINFBOT that these vulnerable road users face JODSFBTJOHSJTLTJOVTJOHBOEDSPTTJOHUIF roads %&. 5IJTHMPCBMTVSWFZTIPXTUIBUQFEFTUSJBOT DZDMJTUT BOE SJEFST PG NPUPSJ[FE UXP XIFFMFST BOE UIFJS QBTTFOHFST BDDPVOU GPS BSPVOE PG HMPCBM SPBE USBGmD deaths. 1 7VMOFSBCMF SPBE VTFST NBLF up the highest reported proportion of UPUBMEFBUITJOUIF4PVUI&BTU"TJBBOE 8FTUFSO1BDJmDSFHJPOT 'JHVSF 8JUIJO regions the proportion of deaths among 1 If users of unsafe public transport are included as vulnerable road users then this figure of 46% is likely to be an underestimate: in this survey data on public transport fatalities was not collected separately from data related to other four-wheeled vehicles..

(26) Box 1: Unsafe public transportation 0WFSDSPXEFEBOEVOTBGFNPEFTPGQVCMJDUSBOTQPSUDPOUSJCVUFUPSPBEUSBGmDJOKVSJFTBOEEFBUIT QBSUJDVMBSMZJO MPXJODPNFBOENJEEMFJODPNFDPVOUSJFT$IPJDFPGUSBOTQPSUNPEFTJTGSFRVFOUMZSFMBUFEUPTPDJPFDPOPNJDTUBUVT XJUIUIPTFXIPDBOBGGPSEJUBWPJEJOHUIFTFVOSFHVMBUFEBOEVOTBGFWFIJDMFT"TUVEZJO,FOZBGPVOEUIBUCVTFTBOE matatusaBSFUIFWFIJDMFTNPTUGSFRVFOUMZJOWPMWFEJOGBUBMDSBTIFTBOEUIBUQBTTFOHFSTJOUIFTFWFIJDMFTBDDPVOUGPS PGUIFUPUBMSPBEEFBUIT'5IJTNBZCFFYQMBJOFEJOQBSUCZEFSFHVMBUJPOJOUIFQVCMJDUSBOTQPSUNBSLFU XJUIPVUDPODVSSFOUSFHVMBUJPOTPOTBGFUZNFBTVSFT*O4SJ-BOLB GPSFYBNQMF QVCMJDUSBOTQPSUCVTFTBSFFJUIFSPXOFE CZUIFHPWFSONFOUPSQSJWBUFMZPXOFE XJUITUVEJFTTIPXJOHBOJODSFBTFESJTLBTTPDJBUFEXJUIUSBWFMPOQSJWBUFMZ PXOFECVTFT(PWFSONFOUCVTFTBSFNBJOUBJOFECZUIF.JOJTUSZPG5SBOTQPSUBOESFHVMBUFEUPFOTVSFTBGFUZ XIJMF SFHVMBUJPOTBSFNVDIMFTTTUSJOHFOUGPSQSJWBUFPXOFST SVOOJOHQBSBMMFMQVCMJDCVTTFSWJDFT'PSJOTUBODF UIFSF are almost no restrictions on driver eligibility or on the maintenance of privately operated public transportation vehicles .. a. >V]b]1@SQVO. 8IJMFMJCFSBMJ[BUJPOPGUIFQVCMJDUSBOTQPSUNBSLFUDBO JODSFBTFUIFTVQQMZPGWFIJDMFT QSPUFDUJPOPGQVCMJD TBGFUZOFFETUPCFBOFTTFOUJBMGFBUVSFPGUIJTNBSLFU .BYJNJ[BUJPOPGQSPmUTNVTUOPUCFBMMPXFEUPMFBEUPB reduction in safety standards. Matatus are small-scale public transport service vehicles in Kenya.. Figure 5. Reported deaths by type of road user (%), by WHO region and income groupa AFRICAN REGION. REGION OF THE AMERICAS. SOUTH-EAST ASIA REGION. EASTERN MEDITERRANEAN REGION. LIC MIC MIC HIC LIC MIC LIC MIC HIC. EUROPEAN REGION. LIC MIC HIC. WESTERN PACIFIC REGION. LIC MIC HIC 0%. 20% Vulnerable road users. 40%. 60%. Occupants of four-wheeled motorized vehicles. 80%. 100% Others. a. See Table A.2 in Statistical Annex for information on WHO regions and income level classifications. HIC = high-income countries; MIC = middle-income countries; LIC = low-income countries. .

(27) PHOTO TOP Poor. infrastructure and MBDLPGQBWFNFOUT BOEMJHIUJOH BSFBNPOHUIFSFBTPOTXIZ pedestrians have to share the SPBETXJUIDBST CVTFT UBYJTBOE other modes of transportation.. PHOTO BOTTOM Police enforcement and automatic speed enforcement are highly effective measures used to enforce speed limits.. vulnerable road users varies considerably. Results of this survey suggest that as *O UIF 4PVUI&BTU "TJB 3FHJPO GPS motorization increases globally many JOTUBODF WVMOFSBCMF SPBE VTFST BSF countries are not giving sufficient SFQPSUFEUPBDDPVOUGPSPWFSPGUIPTF attention to the needs of vulnerable LJMMFEPOUIFSPBETJO5IBJMBOE XIJMFJO groups of road users in their transport OFJHICPVSJOH.ZBONBSUIFmHVSFJT policies. Many of the proven interventions *O$PMPNCJB (VBUFNBMBBOE1FSVPWFS being implemented globally − such as PGGBUBMJUJFTBSFBNPOHWVMOFSBCMF VTF PG TFBUCFMUT BOE DIJME SFTUSBJOUT SPBEVTFSTXIJMFJOPUIFSDPVOUSJFTPGUIF WFIJDMFTUBOEBSET BOEDSBTIUFTUToBSF SFHJPOoTVDIBTUIF%PNJOJDBO3FQVCMJD relevant to car occupants. More research )POEVSBT PS UIF 6OJUFE 4UBUFT o UIF is needed on interventions that address QSPQPSUJPOJTDPOTJEFSBCMZMPXFSBUMFTT WVMOFSBCMF SPBE VTFST XIJMF MBOE VTF planning and road design should also UIBO UBLFUIFOFFETPGUIFTFSPBEVTFSTJOUP consideration.. >V]b]50ZOYSZSg0WUAb]QY>V]b]Q][. >V]b]>/6=. 3FEVDJOHTQFFEXJMMIBWFBOJNQBDUPO both vehicle occupants and vulnerable SPBE VTFST 4FUUJOH BOE FOGPSDJOH appropriate speed limits is essential. 5IJT TVSWFZ TIPXFE UIBU POMZ PG countries rate their speed enforcement BTNPSFUIBOPOBTDBMFPGUP TFFQBHF . . GLOBAL STATUS REPORT ON ROAD SAFETY. 3FEVDJOHFYQPTVSFUPUIFSJTLPGJOKVSZPS death on the road can also be achieved by reducing the total amount of motorized SPBE USBOTQPSU 5IJT JO UVSO SFRVJSFT considerable investment in infrastructure UIBU BMMPXT QFEFTUSJBOT BOE DZDMJTUT UP XBMLBOEDZDMFTBGFMZ TFF#PY Reducing the volume of traffic on roads being used by vulnerable road users can BMTPSFEVDFFYQPTVSFUPUIFSJTLPGBDSBTI PDDVSSJOH QSPWJEFEUIBUMPXTQFFETDBO CF NBJOUBJOFE 1PMJDZNBLFST OFFE UP BEESFTTUIFBCJMJUZPGSPBEVTFSTUPXBML BOE DZDMF TBGFMZ FOTVSF UIF BWBJMBCJMJUZ PGBGGPSEBCMFBOETBGFQVCMJDUSBOTQPSU BOE TFFL XBZT UP SFEVDF EFQFOEFODZ on the use of private cars. This survey GPVOE UIBU POMZ POFUIJSE PG UIF XPSMETDPVOUSJFTIBWFOBUJPOBMPSMPDBM QPMJDJFTUIBUQSPNPUFXBMLJOHand cycling as an alternative to motorized transport. 'PSUZGPVS QFS DFOU PG DPVOUSJFT EP OPU IBWF QPMJDJFT FJUIFS OBUJPOBM PS MPDBM .

(28) Box 2: Land use and transport planning 1SJPSJUJ[JOHUIFOFFETPGWVMOFSBCMFSPBEVTFSTJODMVEFTSFDPHOJ[JOHUIFJNQPSUBODFPGUIFCVJMUFOWJSPONFOUXIFO NBLJOHQPMJUJDBMBOEQMBOOJOHEFDJTJPOT4PNFPGUIFTPMVUJPOTMJFJOBQQSPQSJBUFNPEJmDBUJPOTUPUIFQIZTJDBMSPBE FOWJSPONFOUBOETFUUJOHVQBTVQQPSUJWFQPMJDZGSBNFXPSLSBUIFSUIBOGPDVTJOHPOMZPOIVNBOCFIBWJPVSBTUIF QSJNBSZDBVTFPGSPBEUSBGmDDSBTIFT5IFFYBNQMFTQSFTFOUFECFMPXTIPXFGGPSUTJOGPVSTFUUJOHTUPJODPSQPSBUFUIF needs of vulnerable road users in planning for land use and transport.. Sweden‘s model of road safety is GSFRVFOUMZDJUFEBTHPPEQSBDUJDF The “Vision Zero” road safety QPMJDZBEPQUFEJOUIFMBUFTJT based on an understanding that the environment needs to be modified UPUBLFBDDPVOUPGIVNBOTMBDLPG tolerance to mechanical forces and. UIFIVNBOUFOEFODZUPNBLFFSSPST 4XFEFOTTVTUBJOBCMFSPBETUSBUFHZ thus aims to modify the environment XIJMFQSPUFDUJOHSPBEVTFSTGSPN VOBDDFQUBCMFMFWFMTPGSJTL"TXFMM as building bicycle and pedestrian MBOFT UVOOFMTBOEDBSGSFFQMBZ BSFBT PUIFSFOWJSPONFOUBMTPMVUJPOT are being implemented to separate and protect these road users. Where SPBEVTFSTDBOOPUCFTFQBSBUFE UIF TUSBUFHZBDLOPXMFEHFTUIFOFFEUP give pedestrian safety priority over DBSUSBGmDoQBSUJDVMBSMZCZSFEVDJOH speed.. Delhi *OEJB IBTSFDFOUMZDPNQMFUFE UIFmSTUQIBTFPGBDPSSJEPSXJUI TFHSFHBUFEQFEFTUSJBO CJDZDMFBOE bus lanes on a major arterial road of the city. The pedestrian lane has CFFOEFTJHOFEXJUIEVFDPODFSO GPSUIFOFFETPGUIFFMEFSMZ DIJMESFO BOEQIZTJDBMMZDIBMMFOHFEQFSTPOT 4JODFTUSFFUWFOEPSTBSFBOJOUFHSBM QBSUPGVSCBOTUSFFUTJO%FMIJ TQFDJBM consideration has been given to QSPWJEJOHTQBDFGPSUIFNXJUIPVU EJTUVSCJOHUIFnPXPGCJDZDMFTBOE. >V]b]/DWZZOdSQSa>/6=. Bogota’s high-capacity bus system.. AeSRWaV@]OR/R[W\WabÒbW]\. Cable barriers are used in a number of high-income countries and have been shown to be cost effective at reducing head-on collisions on highways.. QFEFTUSJBOT*OUIFmSTUNPOUIT PGPQFSBUJPOUIFSFXFSFOPDBS motorcycle or bicycle fatalities in the corridor .. Lagos /JHFSJB JTUIFTJYUIMBSHFTU DJUZJOUIFXPSMEXJUIBQPQVMBUJPO PGNJMMJPOQFPQMF'PSZFBST UIFDJUZIBTHSPXOSBQJEMZBOE TUSVHHMFEXJUIPVUSFMJBCMFQVCMJD transportation. The public transport system largely consists of minibuses BOEUBYJNPUPSDZDMFT NBOZPGXIJDI BSFOPUSPBEXPSUIZBOEDPOUSJCVUF substantially to pollution and road USBGmDDSBTIFT*O UIFTUBUF government created an agency DBMMFEUIF-BHPT.FUSPQPMJUBO 5SBOTQPSU"VUIPSJUZ -"."5" XJUI the mission to “transform the state transport system by facilitating BOFOBCMJOHFOWJSPONFOUw0OF JOJUJBUJWFPG-"."5"BOEUIFTUBUF HPWFSONFOUXBTUIFEFWFMPQNFOUPG BCVTSBQJEUSBOTJUTZTUFNXIJDIXBT completed and launched in March 5IJTTZTUFNQSPWJEFT-BHPT DPNNVUFSTXJUIBDMFBO BGGPSEBCMF reliable and safe means of getting around the city ! ". Designed spaces for street vendors in Delhi, India, are part of a new initiative that gives road space to different groups of vulnerable road users.. >V]b]2;]VO\B@7>>. Bogota UIFDBQJUBMPG$PMPNCJB implemented land use and transport measures intended to meet the OFFETPGUIFDJUZTOPONPUPSJ[FE road users and to improve public USBOTQPSUJOUIFQFSJPEo 5IFNFBTVSFTJODMVEFECVJMEJOH TQFDJmDDZDMJOHBOEQFEFTUSJBOPOMZ SPVUFT JODMVEJOHBDBSGSFFSPVUF excluding cars from the city centre BUQFBLUJNFTJOUIFNPSOJOHBOE BGUFSOPPOEFWFMPQJOHBIJHI capacity bus system at a cost of 64NJMMJPOUIBUDBSSJFTBCPVU QFPQMFBEBZ5IFTF measures contributed to reducing the number of road traffic fatalities GSPNJOUPJO They also improved access to jobs and created a more liveable urban environment "% .. 17.

(29) 0OMZPG countries report their enforcement of speed limits as over 7 on a scale PGUP. that encourage public transport as an BMUFSOBUJWFUPDBSUSBOTQPSU SFnFDUJOHB similar neglect in meeting the needs of OPONPUPSJ[FESPBEVTFST TFF5BCMF" JO 4UBUJTUJDBM "OOFY 5IFTF mHVSFT BSF perhaps surprising given that decreased dependency on the use of private cars can have other positive impacts such as JNQSPWFESFTQJSBUPSZIFBMUI BTBSFTVMU PG MFTT USBOTQPSUSFMBUFE BJS QPMMVUJPO BOESFEVDFEMFWFMTPGPCFTJUZ BTBSFTVMU PGNPSFQIZTJDBMBDUJWJUZBTTPDJBUFEXJUI XBMLJOHBOEDZDMJOH . Few countries have comprehensive road safety laws that are well enforced. Speed What is known? t An increase in average speed is EJSFDUMZSFMBUFECPUIUPUIFMJLFMJIPPE of a crash occurring and to the TFWFSJUZ PG UIF DSBTI DPOTFRVFODFT # $. t "JODSFBTFJOBWFSBHFTQFFEMFBET UPBOBQQSPYJNBUFMZJODSFBTFJO DSBTIFT UIBU DBVTF JOKVSJFT BOE B JODSFBTFJOGBUBMDSBTIFT %. t 1FEFTUSJBOT IBWF B DIBODF PG TVSWJWJOHBDBSDSBTIBULNIPS CFMPX CVUMFTTUIBOBDIBODF PGTVSWJWJOHJNQBDUTPGLNIPS above % &. t 4BGFTQFFEUISFTIPMETWBSZBDDPSEJOH UP EJGGFSFOU UZQFT PG SPBE EJGGFSFOU types of collision and different SPBE VTFST XJUI UIFJS JOIFSFOU WVMOFSBCJMJUJFT &GGFDUJWF TQFFE NBOBHFNFOUOFFETUPUBLFUIFTFBOE other variables into account %. t ;POFT PG LNI DBO SFEVDF DSBTI SJTL BOE JOKVSZ TFWFSJUZ BOE BSF SFDPNNFOEFE JO BSFBT XIFSF vulnerable road users are particularly BUSJTL % '. t Apart from reducing road traffic JOKVSJFT BOE EFBUIT MPXFSJOH UIF average traffic speed can have other positive effects on health outcomes FHCZSFEVDJOHSFTQJSBUPSZQSPCMFNT BTTPDJBUFEXJUIDBSFNJTTJPOT %. &OBDUJOH BOE FOGPSDJOH MFHJTMBUJPO PO B OVNCFS PG SJTL GBDUPST GPS SPBE traffic injuries and deaths is critical JO JOnVFODJOH FYQPTVSF UP SJTL DSBTI PDDVSSFODF JOKVSZ TFWFSJUZ BOE QPTU crash injury outcomes. Comprehensive BOE DMFBS MFHJTMBUJPO FOGPSDFE XJUI appropriate penalties and accompanied CZ QVCMJD BXBSFOFTT DBNQBJHOT IBT CFFO TIPXO UP CF B DSJUJDBM GBDUPS JO reducing road traffic injuries and deaths BTTPDJBUFE XJUI TQFFE ESJOLoESJWJOH BOEUIFOPOVTFPGPDDVQBOUQSPUFDUJPO NFBTVSFT IFMNFUT TFBUCFMUT BOEDIJME SFTUSBJOUT 5IF SFTVMUT PG UIF HMPCBM survey suggest that the legislation on UIFTFSJTLGBDUPSTJTOPUDPNQSFIFOTJWF What this survey found JONBOZDPVOUSJFT BOEFOGPSDFNFOUJT Research on effective speed management PGUFOMBDLJOH4JNJMBSMZ NBOZDPVOUSJFT indicates that the speed limits on urban MBDL UIF JOTUJUVUJPOBM NFDIBOJTNT SPBET TIPVME OPU FYDFFE LNI BOE SFTPVSDFT UIBU XPVME BMMPX UIFN While there remains a fairly high fatality to implement planned activities in SJTL BU UIJT TQFFE PS FWFO MPXFS GPS B DPPSEJOBUFE GBTIJPO o JODMVEJOH QFEFTUSJBOT DZDMJTUTBOEPUIFSWVMOFSBCMF BEPQUJOH BOE FOGPSDJOH MBXT Ò XIJDI SPBE VTFST NBOZ DPVOUSJFT XJUI HPPE may result in a “piecemeal” approach road safety records have adopted this to road safety efforts that is seen in many SFDPNNFOEBUJPO XIJMF BMTP HJWJOH DPVOUSJFT TFF#PY QSPWJODJBM PS MPDBM EFDJTJPONBLFST UIF authority to reduce these national speed MJNJUT*OUIJTXBZUSBGmDDBMNJOHNFBTVSFT. 18. GLOBAL STATUS REPORT ON ROAD SAFETY.

(30) Box 3: A coordinated approach to road safety The World report on road traffic injury preventionEFWFMPQFECZ8)0BOEUIF 8PSME#BOLSFDPNNFOETUIBUDPVOUSJFTJEFOUJGZBOBHFODZXJUIUIFBVUIPSJUZBOE SFTQPOTJCJMJUZUPNBLFEFDJTJPOTBOEDPPSEJOBUFSPBETBGFUZBDUJWJUJFTBDSPTTNVMUJQMF TFDUPST BOEXJUIBEFRVBUFmOBODFTGPSSPBETBGFUZBDUJWJUJFT5IFWorld report also recommends that each country should prepare a multisectoral national road safety TUSBUFHZ XJUIUBSHFUTGPSUIFBDIJFWFNFOUPGTQFDJmDPVUDPNFTBOEXJUISFTPVSDFT allocated to ensure implementation of relevant activities. "MUIPVHIDPVOUSJFT SFQPSUIBWJOHBMFBEBHFODZGPSSPBETBGFUZ UIJT TVSWFZXBTVOBCMFUPPCUBJOJOGPSNBUJPOPOUIFQSFDJTFSPMFPSFGGFDUJWFOFTTPGUIFTF BHFODJFTJOGVMmMMJOHUIFGVODUJPOTSFRVJSFE TFF5BCMF"JO4UBUJTUJDBM"OOFY *OEFFE JOUIFRVBMJUBUJWFDPNNFOUTPGUIFTVSWFZ SFTQPOEFOUTIJHIMJHIUFEUIFDPOTJEFSBCMF difficulty that they had during the consensus meetings in identifying the lead agency for road safety in their country.. 0OMZPG countries have urban speed limits PGLNIPSCFMPX BOEBMMPXMPDBM authorities to reduce them further.. >V]b]>/6=. 5IFHMPCBMTVSWFZBMTPGPVOEUIBUXIJMF O PGDPVOUSJFTSFQPSUIBWJOHB OBUJPOBMTUSBUFHZPOSPBETBGFUZ POMZDPVOUSJFT PGUIFUPUBM IBWFHPWFSONFOU FOEPSTFNFOUPGUIJTTUSBUFHZ TFF5BCMF"JO4UBUJTUJDBM"OOFY 'VSUIFSNPSF POMZ O PGDPVOUSJFTIBWFHPWFSONFOUFOEPSTFNFOUPGBTUSBUFHZUIBUIBTCPUI QSFDJTFUBSHFUTBOEFBSNBSLFEGVOEJOH5IFTFSFTVMUTTVHHFTUUIBUUIFIJHIQPTJUJWF SFTQPOTFTPCUBJOFEPOMFBEBHFODJFTBOEOBUJPOBMTUSBUFHJFTNBZCFMJFXFBLFS JOTUJUVUJPOBMGSBNFXPSLTXJUIJOTVGmDJFOUmOBODJBMSFTPVSDFTUPTVQQPSUFJUIFSUIF FGGFDUJWFGVODUJPOJOHPGUIFTFBHFODJFT PSUIFJNQMFNFOUBUJPOPGUIFJSBDUJWJUJFT. .

(31) The results suggest that urban speed management is poor in many countries. 8IJMFPGDPVOUSJFTIBWFTQFFEMJNJUT >90 km/h (2%) POVSCBOSPBETPGMFTTUIBOPSFRVBMUP LNI UIFTFDPVOUSJFTBDDPVOUGPSIBMG PGUIFXPSMETQPQVMBUJPO+VTUPWFS IBMG PGQBSUJDJQBUJOHDPVOUSJFTBMMPX local authorities to reduce national speed <50 km/h (62%) MJNJUT TFF5BCMF"JO4UBUJTUJDBM"OOFY 5IFHMPCBMTVSWFZTIPXFEUIBUPOMZ of participating countries meet both UIFTFDPOEJUJPOToJFUIFZIBWFTQFFE MJNJUT PG LNI PS CFMPX PO VSCBO SPBETBOEUIFZBMMPXMPDBMBVUIPSJUJFTUP reduce the national speed limits. Figure TIPXTUIFQSPQPSUJPOPGDPVOUSJFTXJUI EJGGFSFOUTQFFEMJNJUSBOHFT TVHHFTUJOH that in most countries additional efforts UIBUIBWFCFFOTIPXOUPCFWFSZFGGFDUJWFBU to reduce urban speed limits are still reducing road traffic injuries can be made needed. and implemented at the subnational level BT OFFEFE o GPS FYBNQMF JO SFTJEFOUJBM 'VSUIFSNPSF UIF SFTVMUT PG UIF HMPCBM BSFBT PSOFBSTDIPPMT*OUIFBOBMZTJTPG TVSWFZTIPXUIBUPOMZPGDPVOUSJFTSBUF the results of this survey the criteria used the enforcement of their national speed for assessing urban speed management MJNJUTBUNPSFUIBOPOBTDBMFPGUP TFF5BCMF"JO4UBUJTUJDBM"OOFY 5IJT XFSFUIFSFGPSF t speed limits on urban roads are set TVHHFTUT UIBU FWFO JO DPVOUSJFT XIFSF TQFFE MJNJUT NBZ CF NPSF SFTUSJDUJWF BUMFTTUIBOPSFRVBMUPLNI t MPDBM BVUIPSJUJFT BSF BCMF UP MPXFS FOGPSDFNFOUJTGSFRVFOUMZMBDLJOH UIFTFTQFFEMJNJUTXIFSFOFDFTTBSZ. Figure 6. Proportion of countries by urban speed limit range in 174 countries. 71–90 km/h (6%). 51–70 km/h (29%). WHAT CAN BE DONE. 4 Countries need to set speed limits that reflect the function of individual roads. In doing so, they should consider the types of vehicles using the road, the nature and purpose of the road, roadside activities, provision of facilities for vulnerable road users, and the frequency of use by pedestrians and cyclists. Increased priority should be given to vulnerable road users, notably in urban areas, where speed limits should not exceed 50 km/h. 4 Local authorities need to be given the authority, resources and political support to implement measures to reduce speed limits to levels that may be lower than national limits where vulnerable road users are particularly at risk. 4 Programmes put into place to address speeding need to foster a public awareness and understanding of the effects of speeding and the reasons for enforcing speed limits.. . GLOBAL STATUS REPORT ON ROAD SAFETY.

(32) Drinking and driving What is known?. ESJOLoESJWJOH)PXFWFS POMZDPVOUSJFT IBWF B ESJOLoESJWJOH MBX UIBU VTFT B #"$ MJNJU PG MFTT UIBO PS FRVBM UP HEM BT SFDPNNFOEFE JO UIF World report TFF5BCMF"JO4UBUJTUJDBM "OOFY 8IJMF NPTU DPVOUSJFT JO UIF&VSPQFBOSFHJPOIBWF#"$MBXTJO MJOFXJUIUIJTSFDPNNFOEBUJPO JOPUIFS SFHJPOTPGUIFXPSMENPTUDPVOUSJFTFJUIFS do not have BAC limits or have limits that BSFBCPWFHEM TFF'JHVSF . t %SJOLJOHBOEESJWJOHJODSFBTFTCPUI UIFSJTLPGBDSBTIBOEUIFMJLFMJIPPE UIBU EFBUI PS B TFSJPVT JOKVSZ XJMM result ". t 5IF SJTL PG JOWPMWFNFOU JO B DSBTI increases significantly above a blood BMDPIPMDPODFOUSBUJPO #"$ PG HEM!!. t -BXT XIJDI FTUBCMJTI MPXFS #"$T CFUXFFO [FSP BOE HEM GPS ZPVOHOPWJDF ESJWFST DBO MFBE UP :PVOH PS OPWJDF ESJWFST BSF BU B NVDI SFEVDUJPOTPGCFUXFFOBOE JODSFBTFE SJTL PG IBWJOH B SPBE USBGmD in the number of crashes involving DSBTI XIFO VOEFS UIF JOGMVFODF PG BMDPIPM$POTFRVFOUMZ UIFWorld report young people ! . t &OGPSDJOH TPCSJFUZ DIFDLQPJOUT BOE advised that BAC limits for this group SBOEPN CSFBUIUFTUJOH DBO MFBE UP CFTFUMPXFSUIBOMJNJUTGPSUIFHFOFSBM SFEVDUJPOTJOBMDPIPMSFMBUFEDSBTIFT QPQVMBUJPO0OMZPGUIFDPVOUSJFT PGBCPVU BOEIBTCFFOTIPXO XIJDI IBWF #"$ MJNJUT GPS UIF HFOFSBM QPQVMBUJPO IBWF TUJQVMBUFE MPXFS #"$ UPCFWFSZDPTUFGGFDUJWF!!!". MJNJUTGPSUIFTFZPVOHBOEOPWJDFESJWFST and most of these countries are in the What this survey found /JOFUZTJY QFS DFOU O PG &VSPQFBO3FHJPO participating countries report having FJUIFS OBUJPOBM PS TVCOBUJPOBM MBXT PO. Figure 7. Blood alcohol concentration limits (g/dl) by country/area. b 0.05 > 0.05 Laws at subnational level No limit stipulated No law No data. 21.

(33) Alcometers are part of the Mexican HPWFSONFOUTQSPHSBNNFUPSFEVDFESJOLoESJWJOH. CENTRE )FMNFUTBSFFGGFDUJWFBUSFEVDJOHUIFSJTLPGIFBE injuries but do not prevent a crash from occurring. 4FQBSBUJOHNPUPSDZDMJTUTGSPNPUIFSNPUPSJ[FE WFIJDMFTJTPOFXBZUPSFEVDFUIFMJLFMJIPPEPGDSBTIFT involving motorcyclists from occurring.. *O7JFU/BN XIFSFDIJMESFOGSFRVFOUMZSJEF NPUPSDZDMFTUPBOEGSPNTDIPPM BNBOEBUPSZIFMNFU XFBSJOHMBXJTBDDPNQBOJFECZQVCMJDBXBSFOFTT campaigns and extensive helmet distribution.. RIGHT. -FTTUIBOIBMGPG DPVOUSJFTXPSMEXJEF IBWFESJOLoESJWJOH MBXTCBTFEPOBCMPPE alcohol concentration MJNJUUIBUJTFRVBMUPPS MFTTUIBOHEM. >V]b]>=`SZZO\OE6=. PHOTO LEFT. 3BOEPN CSFBUIUFTUJOH BOE QPMJDF Use of motorcycle helmets DIFDLQPJOUT BSF JNQPSUBOU FOGPSDFNFOU What is known? NFDIBOJTNT UIBU IBWF CFFO TIPXO t Wearing a motorcycle helmet UP SFEVDF BMDPIPMSFMBUFE DSBTIFT DPSSFDUMZDBOSFEVDFUIFSJTLPGEFBUI 4FWFOUZOJOF QFS DFOU PG DPVOUSJFT CZBMNPTUBOEUIFSJTLPGTFWFSF report that they use one or both of these JOKVSZCZPWFS!#. NFUIPETPGFOGPSDFNFOU)PXFWFS POMZ t 8IFO NPUPSDZDMF IFMNFU MBXT BSF DPVOUSJFT SFQPSUBOFOGPSDFNFOU FOGPSDFEFGGFDUJWFMZ IFMNFUXFBSJOH SBUJOH PG PWFS PO B TDBMF PG UP SBUFT DBO JODSFBTF UP PWFS TFF5BCMF"JO4UBUJTUJDBM"OOFY 5IJT !$!%. SFQSFTFOUTPGIJHIJODPNFDPVOUSJFT t The effectiveness of motorcycle PG NJEEMFJODPNF DPVOUSJFT BOE helmets in reducing head injuries KVTUPGMPXJODPNFDPVOUSJFT5BLFO JT JO QBSU B SFTVMU PG UIF RVBMJUZ PG UPHFUIFS UIFTF mOEJOHT TIPX UIBU POMZ UIF IFMNFUT 3FRVJSJOH IFMNFUT UP PGQBSUJDJQBUJOHDPVOUSJFT DPWFSJOH meet a recognized safety standard PGUIFXPSMETQPQVMBUJPO IBWFCPUI is important to ensure that helmets BEFRVBUFESJOLoESJWJOHMBXT BTEFmOFE can effectively reduce the impact of CZB#"$MJNJUPGMFTTUIBOPSFRVBMUP a collision to the head in the event HEM BOE FOGPSDFNFOU SBUJOHT PG of a crash !&. over 7.. What this survey found WHAT CAN BE DONE. 4 All countries should have a drink–driving law and should strictly enforce it. 4 Drink–driving laws should be based on blood alcohol concentration, or the equivalent breath alcohol content limits, which should be 0.05 g/dl or below. 4 All countries should set limits of 0.02 g/dl or below for young/novice drivers.. 22. GLOBAL STATUS REPORT ON ROAD SAFETY. 0WFS O PG DPVOUSJFT participating in this global survey IBWF MBXT TFU BU FJUIFS UIF OBUJPOBM PS TVCOBUJPOBM MFWFM UIBU SFRVJSF IFMNFUT UP CF XPSO CZ VTFST PG NPUPSJ[FE UXPXIFFMFST )PXFWFS MFHJTMBUJPO JT incomplete in many of these countries. 'PS JOTUBODF TPNF DPVOUSJFT NBLF FYDFQUJPOT GPS NPUPSDZDMJTUT VTJOH MPX.

(34) >V]b];>SRS\E6=. >V]b]>cPZWQE]`Ya2SÔ`b[S\b;OZOgaWO. QPXFSFEFOHJOFT XIJMFPUIFSDPVOUSJFT FYFNQU BMM QBTTFOHFST PS QFSTPOT XJUI religious headgear. This survey found UIBUPGQBSUJDJQBUJOHDPVOUSJFTIBWF IFMNFU MBXT UIBU BSF DPNQSFIFOTJWF JO TDPQF JFUIBUSFRVJSFCPUIESJWFSTBOE QBTTFOHFSTPGNPUPSJ[FEUXPXIFFMFSTUP XFBSIFMNFUTPOBMMSPBETBOESFHBSEMFTT of engine type1 TFF5BCMF"JO4UBUJTUJDBM. "OOFY 'VSUIFSNPSF UIFSFTVMUTTIPXUIBU IFMNFU TUBOEBSET BSF MBDLJOH JO B IJHI QSPQPSUJPO O PG DPVOUSJFT UIVT DBMMJOH JOUP RVFTUJPO UIF BCJMJUZ PG BMBXPOIFMNFUXFBSJOHUPBDIJFWFJUT QVSQPTF 5BLFO UPHFUIFS UIFTF mOEJOHT NFBOUIBUPOMZ O PGDPVOUSJFT IBWF DPNQSFIFOTJWF IFMNFU MBXT and SFRVJSF IFMNFUT UP NFFU B TQFDJGJD TUBOEBSE TFF'JHVSF . 0OMZPGDPVOUSJFT have a comprehensive IFMNFUMBXBOESFRVJSF helmets to meet a specific standard.. 1 Some of these have exceptions, such as exempting those for medical reasons or for religious reasons.. Figure 8. Motorcycle helmet laws and helmet standards by country/area. . Has a law and standard Has a law but no/unknown standards Laws at subnational level No law No data. .