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1、Road Safety Annual Report 2023Road Safety Annual Report 2023This work is published under the responsibility of the SecretaryGeneral of the International Transport Forum.The opinions expressed and arguments employed herein do not necessarily reflect the official views of International Transport Forum
2、 member countries.This document and any map included herein are without prejudice to the status of or sovereignty over any territory,to the delimitation of international frontiers and boundaries and to the name of any territory,city or area.The statistical data for Israel are supplied by and under t
3、he responsibility of the relevant Israeli authorities.The use of such data by the OECD is without prejudice to the status of the Golan Heights,East Jerusalem and Israeli settlements in the West Bank under the terms of international law.Data in this report have been provided by countries to the datab
4、ase of the International Traffic Safety Data and Analysis Group(IRTAD).Where data in this report has not been independently validated by IRTAD,this is indicated.Additional information on individual countries is provided online at www.itfoecd.org/irtad.Cite this work as:ITF(2023),Road Safety Annual R
5、eport 2023,OECD Publishing,Paris.The International Transport Forum(ITF)is an intergovernmental organisation with 66 member countries that organises global dialogue for better transport.It acts as a think tank for transport policy and hosts the Annual Summit of transport ministers.The ITF is the only
6、 global body that covers all transport modes.The ITF is administratively integrated with the OECD,yet politically autonomous.International Transport Forum 2 rue Andr Pascal F75775 Paris Cedex 16 contactitfoecd.org www.itfoecd.orgAbout this publicationAbout the International Transport ForumThe Intern
7、ational Traffic Safety Data and Analysis Group(IRTAD)is the permanent working group for road safety of the International Transport Forum.The IRTAD Group brings together road safety experts from national road administrations,road safety research institutes,international organisations,automobile assoc
8、iations,insurance companies,car manufacturers and others.With 80 members and observers from more than 40 countries,the IRTAD Group is a central force in promoting international cooperation on road crash data and its analysis.The IRTAD Database includes road safety data,aggregated by country and year
9、 from 1970 onwards.It provides an empirical basis for international comparisons and more effective road safety policies.The IRTAD Group validates data for quality before inclusion in the database.At present,the database includes validated data from 35 countries:Argentina,Australia,Austria,Belgium,Ca
10、nada,Chile,Colombia,Costa Rica,Czechia,Denmark,Finland,France,Germany,Greece,Hungary,Iceland,Ireland,Israel,Italy,Japan,Korea,Lithuania,Luxembourg,the Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain,Sweden,Switzerland,the United Kingdom and the United States.The data in this rep
11、ort are valid as of 3 December 2023.The data are provided in a common format based on definitions developed and agreed by the IRTAD Group.Selected data are available for free;full online access requires IRTAD membership.Access the database via the OECD statistics portal:https:/stats.oecd.org/Index.a
12、spx?DataSetCode=IRTAD_CASUAL_BY_AGE.About IRTADAbout the IRTAD DatabaseTable of contentsIntroduction 8Foreword 8Preface 9Shortterm road safety trends 10Preliminary 2023 data 10Mobility and road safety in 2022 12Traffic volumes in 2022 12Road deaths in 2022 14Mortality rates and fatality risks in 202
13、2 28Longerterm road safety trends 32Evolution in the number of road deaths,201222 32Road deaths by user group 44Road deaths by age group 49Road deaths by road type 50National road safety strategies 51References 52Data tables 53Annex.Road safety strategies and targets in IRTAD countries 62Acknowledge
14、ments 72IRTAD members and observers 73Figures16 Figure 1:Evolution in road deaths by user category,2022 compared to average for 2017-1921 Figure 2:Evolution in road deaths by age group,2022 compared to average for 2017-1922 Figure 3:Mortality rate by age group,202226 Figure 4:Road deaths by road typ
15、e,202227 Figure 5:Evolution in road deaths by road type,2022 compared to average for 2017-1929 Figure 6:Road fatalities per 100 000 inhabitants,202230 Figure 7:Road fatalities per 10 000 registered vehicles31 Figure 8:Road fatalities per billion vehicle-kilometres,202133 Figure 9:Aggregate evolution
16、 in the number of road deaths in IRTAD countries, Figure 10:Percentage change in the number of road deaths,2012-2238 Figure 11:Road deaths compared to the linear trend since 2012(excluding 2020 and 2021)44 Figure 12:Evolution in road deaths by user category,2022 compared to 201245 Figure
17、13:Percentage change in the number of passenger car occupants killed,2010-2246 Figure 14:Percentage change in the number of pedestrians killed,2010-2247 Figure 15:Percentage change in the number of cyclists killed,2010-2248 Figure 16:Percentage change in the number of PTW killed,2010-2249 Figure 17:
18、Evolution in road deaths by age group,2022 compared to 201250 Figure 18:Evolution in road deaths by road type,2022 compared to 2012Tables11 Table 1:Road deaths,first half of 20172023 Provisional data13 Table 2:Traffic volumes in 2017-22(millions vehicle-kilometres)15 Table 3:2022 Road fatality data
19、compared to the 2017-19 average19 Table 4:Percentage share of ebike users in cyclist fatalities36 Table 5:Road fatality trends,2012-2254 Table 6:National speed limits on urban roads,rural roads and motorways,2023 passenger vehicles(km/h)56 Table 7:Maximum authorised blood alcohol content levels,2023
20、,by country58 Table 8:Seatbelt laws and wearing rates in front and rear seats of passenger cars,2022 or latest available year60 Table 9:Helmet laws and wearing rates,2022 or latest available year63 Table A1:Road safety strategies in IRTAD countries68 Table A2:Targets on road deaths and serious injur
21、ies in IRTAD countriesBoxes13 Box 1 Mobility in France after the Covid-19 pandemic17 Box 2 Motorcycle use in Latin America and the Caribbean28 Box 3 Measuring risk and comparing countriesI am pleased to present to you the 2023 ITF Annual Report on Road Safety.For over a decade,this report has been a
22、 trusted source of high-quality traffic-crash data.This report would not have been possible without the dedicated work of the International Traffic Safety Data and Analysis Group(IRTAD),the International Transport Forums permanent working group on road safety.The good news is that most of the 35 IRT
23、AD countries analysed in this report recorded a reduction in road fatalities in 2022 compared to the 20172019 average.That said,more must be done to reach the target of halving road deaths by 2030,which is enshrined in the 2020 UN General Assembly resolution A/RES/74/299 on“Improving Global Road Saf
24、ety”.Following the ITFs Safe System approach can help countries reach that goal.ITFs IRTAD working group has actively advocated the Safe System approach in various reports and is currently working on transforming it into a tool for road safety assessment,counselling,and benchmarking Safe System impl
25、ementations or indicators.Better data collection and analysis are the essential first steps towards improved road safety,as the foundation for setting targets and monitoring road safety progress.This report offers a glance on the current road safety trends across IRTAD countries,highlighting challen
26、ges in front of us,from the emergence of new mobility trends to an ageing population.ITFs IRTAD working group is committed to helping policymakers in addressing these challenges and finding solutions to make our roads safer for everyone.This report offers a departing point of this discussion.I hope
27、you will enjoy reading it.Young Tae Kim,SecretaryGeneral of ITFRoad Safety Annual Report 2023 OECD/ITF 20238IntroductionForewordAt its 2022 conference in Lyon,the International Traffic Safety Data and Analysis Group(IRTAD)adopted the Lyon Declaration.The declarations 14 recommendations focus on impr
28、oving the quality and comparability of road-safety data to inform policies to achieve the ambitious target of halving the number of road deaths and serious injuries by 2030(IRTAD,2022a).Figures for 2022 presented in this report,as well as the first 2023 figures,clearly show that the impact of the Co
29、vid-19 pandemic on traffic,road crashes and deaths has abated.The bad news is that the number of road deaths between 202021 and 2022 increased.The good news is that in many countries(among the 35 for which figures are presented here),the number of fatalities in 2022 continued to fall compared with 2
30、019 and previous years.However,the ten-year trends also show that this decrease is sometimes very small.Particular attention must therefore be paid to this issue when devising policies to reduce fatalities and serious injuries.Two sub-groups have been set up within IRTAD.The first will focus on data
31、 harmonisation and regional road safety observatories,as reliable data are not enough to make relevant comparisons between countries.The second group will focus on national road safety strategies,in co-operation with the European Commission initiative to develop a tool for countries to monitor the i
32、mplementation of national strategies.The first results of these two groups will be reported in 2024.Data reviews have also been carried out by IRTAD members in Cameroon in 2023.Again,it is important to stress the value of these management reviews in enabling the countries concerned to support effect
33、ive policies to improve their data collection.Finally,there is cause for optimism in the adoption of low emission zones,traffic limited zones and the development of 30 km/h zones by many cities.Although the decision to introduce a 30 km/h zone is often taken for environmental reasons(low-emission mo
34、bility zones),the impact in terms of improving road safety is obvious.This shows that road safety is an integral part of mobility management policies and a contributor to sustainable territorial development.The ITF and IRTAD will continue to work for safe and sustainable mobility.Dominique MIGNON,Ch
35、air,IRTADRoad Safety Annual Report 2023 OECD/ITF 20239PrefaceRoad deaths decreased by 2.8%in 2023 compared to 2022.In the first half of 2023,road deaths decreased in 17 countries and increased in only seven countries compared to 2022:Colombia,Denmark,Ireland,Japan,Lithuania,Portugal and Sweden.Howev
36、er,in these countries,apart from Colombia and Ireland,road deaths decreased if the first six months of 2023 are compared with the 2017-19 average for the first half of the year(see Table 1).In the first half of 2023,road deaths increased in the Netherlands(4.4%),Norway(8.5%)and the United States1(11
37、.9%)when compared to the average 201719.At the same time,2023 data for 11 IRTAD members,including several with large populations,were unavailable at the time of writing.Including this data in future reports will influence the overall trend.1 2022 and 2023 data for the United States are statistical p
38、rojections.This section presents data on shortterm trends in road safety.It includes preliminary data for the year 2023 and mobility and road safety data for the year 2022.Preliminary data for the first half of 2023 shows an improved situation compared to the beginning of 2022.The analysis is restri
39、cted to the 24 countries with available data.Road Safety Annual Report 2023 OECD/ITF 202310Shortterm road safety trendsPreliminary 2023 dataTable 1:Road deaths,first half of 20172023 Provisional dataCountryAverage 203%change in 2023 compared to av.201719%change in 2023 compared to 2022Aus
40、tria1891911795.36.3Colombia3 1533 8134 00226.95.0Czechia2652522419.14.4Denmark8464778.320.3Finland107857529.911.8France1 5571 5361 38011.410.2Germany1 5021 2711 26415.80.6Greece3092882819.12.4Hungary26723321320.28.6Iceland74185.775.0Ireland72778416.79.1Italy1 5441 4191 38410.42.5Japan1 8691 4221 441
41、22.91.3Lithuania8049738.849.0Luxembourg1313130.00.0Netherlands2733242854.412.0New Zealand.96.0Norway4754518.55.6Poland1 22589382432.77.7Portugal2992802864.32.1Serbia2282402203.58.3Slovenia51513923.523.5Sweden117951106.015.8United States17 43720 19019 51511.93.3Road Safety Annual Report 20
42、23 OECD/ITF 202311In 2022,traffic volumes,measured in millions of vkm,increased compared to 2020 but were not yet back to the levels of 2017-19,before the Covid-19 pandemic(see Table 2).This was the case for all 15 countries which provided these data,except Canada,Czechia,Denmark,Hungary and Iceland
43、,where traffic volumes in 2022 were back to pre-Covid 19 levels.2022 can no longer be considered an“abnormal”year.In some countries,traffic volumes did not recover to pre-Covid 19 levels,but this was mainly due to a change in mobility behaviour.In Denmark,for example,the Danish National Travel Surve
44、y data indicate that the reduction in travel by car is due to the increase in gasoline prices and a more widespread habit of working from home.Also,in Germany,working from home could be an explanation for reduced traffic.Between 2017 and 2022,the percentage of employees teleworking some days of the
45、week increased from 13%to 28%.In addition,new mobility routines have emerged in recent years.Walking has increased,while cycling remains stable.Cars and public transport are used less frequently but for longer distances.Box 1 presents the situation in France.Data on mobility and road safety in 2022
46、relate to traffic volumes,road deaths,mortality rates and fatality risks.This report expresses the traffic volume in individual countries as the total distance travelled in vehicle-kilometres(vkm).Traffic volumes in 2022Traffic volumes in 2022 had not returned to pre-Covid levels,reflecting changes
47、in mobility behaviour.Road Safety Annual Report 2023 OECD/ITF 202312Mobility and road safety in 2022Table 2:Traffic volumes in 201722(millions vehiclekilometres)CountryAverage 2012022%change in 2022 compared to av.201719%change in 2022 compared to 2020Australia256 626242 880244 787240 011
48、6.51.2Canada398 337378 046409 029410 0002.98.5Czechia56 24052 28053 74258 8184.612.5Denmark54 54051 52753 53854 9130.76.6Finland50 34948 54348 30547 6955.31.7France641 000531 911577 044629 3801.818.3Germany751 900681 749690 000721 0004.15.8Great Britain539 298427 914478 874521 0933.421.8Hungary45 37
49、441 85446 61149 5319.218.3Iceland3 9813 8003 9424 0100.75.5Netherlands135 057117 853123 105131 5102.611.6New Zealand47 48245 90546 55047 2510.52.9Norway45 83643 40644 96845 4040.94.6Slovenia21 90317 61219 44920 5086.416.4Sweden84 03677 81380 11981 8232.65.2Box 1 Mobility in France after the Covid19
50、pandemicIn France,there is no recent national survey on mobility behaviour.However,some data are available for major cities.Research lead by LVMT Laboratory(2022)shows that the pandemic increased the attractiveness of cycling and consolidated existing cyling practices due to the construction of new
51、bike lanes.Telework reduced traffic volumes,especially for passenger cars and public transportation.The decrease is more pronounced on Fridays,Mondays and Wednesdays.The impact of telework on car use and average distance remains unclear.However,some studies show that telework is associated with more
52、 trips around home on teleworking days but does not necessarily reduce car use.According to a survey carried out by le de France Mobilit(2022),new mobility behaviours can be identified in the le-de-France region.In 2022,for all modes of transport combined,Paris region residents made 10%fewer journey
53、s than in 2018.Teleworking and videoconferencing have developed strongly,reducing the number of hometowork journeys,as well as journeys for meetings or lunch breaks”.In addition,while road traffic has generally returned to pre-Covid levels,this is not the case for public transport use,which reached
54、a plateau in 2022,with passenger numbers at between 80%and 85%of pre-Covid levels.This is also confirmed by public transport operators.Another research project has been launched,led by LVMT Laboratory(Dablanc et al.,2022a,2022b),looking at accidental journeys made by delivery drivers on major platfo
55、rms such as Ubereats and Deliveroo.The data are based on annual surveys conducted by the Logistics City Chair in Paris and a survey in Nantes in 2021,involving fieldwork with 600 delivery drivers.The results reveal a high crash rate reported by drivers themselves.Delivery personnel report 2629%of cr
56、ashes on bicycles or scooters,depending on the year,half of which require a trip to the emergency room and 33%of which require medical attention.Road Safety Annual Report 2023 OECD/ITF 202313If the US data are excluded,overall deaths in IRTAD member countries fell by 6.4%.Five countries recorded an
57、increase of more than 10%in 2022.To avoid biased results,this report compares road deaths in 2022 to the average for 2017-19 for short-term comparisons.On average,for the 35 IRTAD countries with validated data,road deaths increased by 3.2%in 2022 compared to the average for 2017-19.However,the Unite
58、d States,the most populous country in the analysis,significantly impacts the result.When US data are not included,in 2022,road deaths decreased by 6.4%compared to the average for 2017-19.Evolution by countryThe picture is quite varied when looking at the data for each country.Among the 35 IRTAD coun
59、tries,23 countries recorded a reduction in road deaths in 2022,compared to the average for 2017-19.In 15 countries,the decline was greater than 10%(see Table 3).The strongest decreases were in Lithuania(-34.4%),Poland(-33.9%),followed by Iceland(-30.8%),Korea(-27.5%),Japan(-22.9%),Finland(-17.5%),De
60、nmark(-15.4%),Sweden(-14.7%),Czechia(-14.5%),Argentina(-14.4%),Slovenia(-14.1%),Hungary(-13.7%),Belgium(-12.8%),Germany(-12%)and Austria(-10.4%).Five countries recorded an increase in road fatalities of more than 10%in 2022 compared to the average for 2017-19:Luxembourg(28.6%),Colombia(22.2%),the Un
61、ited States(16%),the Netherlands(14.4%)and Switzerland(11.1%).In the Netherlands,the number of road deaths in 2022(745)was the highest in more than ten years,while in Switzerland the number of road deaths in 2022 was higher than in any year since 2015.In the United States,even if there was an increa
62、se of 16%compared to the average for 2017-19,the number of road deaths slightly decreased in 2022 when compared to 2021.After the shock of the Covid-19 pandemic in 2020 and 2021,when mobility was restricted everywhere and road deaths showed a general decrease,2022 was a“normal”year.There were no par
63、ticular restrictions on mobility in IRTAD countries.Road Safety Annual Report 2023 OECD/ITF 202314Road deaths in 2022Table 3:2022 Road fatality data compared to the 201719 averageCountry2022 road deathsData status201719 road deaths%changeCountries with validated data Argentina4 567provisional5 33414
64、.4Australia1 188provisional1 1820.5Austria370final41310.4Belgium540final61912.8Canada1 934provisional1 8524.4Chile2 137final1 9519.5Colombia8 030final6 57022.2Costa Rica786provisional8204.1Czechia527final61714.6Denmark154final18215.4Finland189provisional22917.5France3 267final3 3131.4Germany2 788fin
65、al3 16712.0Greece641provisional7069.2Hungary535final62013.7Iceland9final1330.8Ireland155provisional1438.4Israel351final3451.7Italy3 159final3 2954.1Japan3 216final4 17222.9Korea2 735final3 77227.5Lithuania120final18334.4Luxembourg36final2828.6Netherlands745final65114.4New Zealand375provisional3691.6
66、Norway116final1078.4Poland1 896final2 86733.9Portugal618final6636.8Serbia553final5540.2Slovenia85final9914.1Spain1 746final1 7972.8Sweden227final26614.7Switzerland241final21711.1United Kingdom1 766final1 8343.7United States42 795provisional36 88816.0Observers and accession countries(a)Mexico15 979pr
67、ovisional15 3714.0Morocco3 499final3 6955.3Uruguay431final4738.9(a)Data as provided by the countries and not validated by IRTAD.Road Safety Annual Report 2023 OECD/ITF 202315Shortterm evolution by user groupWhen looking at data by road user group,data are available for 32 countries(see Figure 1).Aus
68、tralia,Greece,and the United States have not yet published detailed 2022 data.For the countries analysed,road fatalities decreased in 2022 compared to the average 2017-19 for all road user types except for powered two-wheelers(PTWs),which increased by 6.7%.Pedestrian fatalities recorded the biggest
69、decrease(-17.7%),followed by passenger car occupants(-8%)and cyclists(-3.3%).The increase in the number of PTW users was due mainly to the very sharp increase in Colombia(+41.1%in 2022 compared to the average for 2017-19).When excluding Colombia,the number of PTW users killed decreased by 6.9%in 202
70、2 compared to the average for 2017-19.The safety of PTW users is a growing issue in Colombia as in many Latin American countries.In 2022,over 800 000 new motorcycles were registered in the country,representing the highest number of registrations of new motorcycles over the last decade(see Box 2).Roa
71、d deaths decreased for all user groups in 2022,except for users of poweredtwo wheelers.Figure 1:Evolution in road deaths by user category,2022 compared to average for 201719-20%-15%-10%-5%0%5%10%PedestriansCyclistsPTW usersCar occupantsAll road users-17.7%-3.3%6.7%-8.0%-6.5%Note:Data include Argenti
72、na,Austria,Belgium,Canada,Chile,Colombia,Costa Rica,Czechia,Denmark,Finland,France,Germany,Hungary,Iceland,Ireland,Israel,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain,Sweden,Switzerland,United Kingdom.Road Safety Annual Report 2023 OECD/
73、ITF 202316Box 2 Motorcycle use in Latin America and the CaribbeanIn Latin American and Caribbean countries,the number of motorcycle users killed exceeds the world average.According to the International Development Bank(IDB),In some countries,such as Colombia,the Dominican Republic and Uruguay,motorc
74、ycles represent more than half of road traffic(IDB,2022).In these countries,motorcycles accounted for 73%,56%,and 51%of the vehicle fleet,respectively(IDB,2022).Several factors contribute to the increased use of motorcycles in the region.First,in cities where the supply of public transport does not
75、satisfy the demand,motorcycles are considered a valid alternative(Rodrguez et al.,2015).Other contributing factors include rising income levels,lower manufacturing costs,access to financing facilities,tax incentives,ease of maintenance and lower fuel consumption.Additionally,motorcycles provide agil
76、ity in congested traffic conditions,which are common in large Latin American cities.There is also a growing trend in using motorcycles as a means of work.The demand for courier,cab or delivery services aboard motorcycles offers lower fares and shorter travel times compared to other modes of transpor
77、tation.People who use their motorcycles for work tend to have low education and income levels,which is a barrier to accessing employment with better working conditions.The commercial use of motorcycles should be formalised under adequate labour regulations,thus improving the quality-of-life standard
78、s for people who provide a service without decent conditions.The IDB report provides a set of guidelines and best practices to enhance road safety for motorcycle users in the region that should be implemented across three key dimensions:1)drivers and passengers,2)motorcycle safety and 3)infrastructu
79、re and operation.First,regarding the driver and passenger,the IDB recommends governments should establish minimum age requirements for motorcycle operation,considering engine power and riding proficiency,and introduce mandatory training programmes for individuals applying for a motorcycle license,st
80、arting with a basic category,and progressively advancing based on years of experience.Furthermore,personal safety elements for both the driver and passenger must be enforced.Second,concerning motorcycles,automatic braking systems(ABS)and appropriate day and night lights should be required and enforc
81、ed.In addition,compulsory vehicle safety inspections and mandatory insurance coverage are essential to enhance safety.Third,regarding infrastructure and operation,it is essential to implement speed management measures and the installation of side barriers adapted to accommodate motorcycles.Source:In
82、ter-American Development Bank(2022).Road Safety Annual Report 2023 OECD/ITF 202317While cyclist fatalities in 2022 decreased by 3.3%compared to the average for 2017-19,there are growing concerns regarding the safety of e-bikes.Their use is becoming more and more common in the IRTAD countries.This re
83、sults in increased trips performed by e-bikes and consequently increased share in the fatalities among cyclists,generating new safety challenges.Data from the ten countries which reported these data for 2022 confirm this trend(see Table 4).In Israel and Switzerland,more than half of the cyclists kil
84、led in road crashes were using an e-bike.The percentage was quite high also for Germany(44%),Denmark(39%)and Belgium(38%).This trend is growing.For example,in Switzerland in 2017 only 19%of cyclists killed were riding e-bikes.This phenomenon particularly affected older people,attracted by the possib
85、ility of continuing to do some physical exercise.For example,in Japan in 2022 60%of e-bikers killed were over 75,while the equivalent figures were around 40%in Belgium and Germany.Few countries record data concerning new micro-mobility vehicles,such as e-scooters.In the countries where these data ar
86、e collected,there has been an increase in road fatalities in recent years,due mainly to the increasing use.For example,in France,the number of people killed while using these vehicles tripled between 2019 and 2022.However,they still represent a small share of total road fatalities.Recently,some coun
87、tries have made efforts to collect road crash data about new mobility modes.But the same cannot be said for exposure(I.e.how many kilometres cyclists and e-scooter users travel).Only the Netherlands has national data on cycling,based on annual ad hoc surveys.In other countries,data can be obtained a
88、t the city level from self-service bike or scooter operators.However,even at the local level,there is little data available on user trips outside self-service fleets.Initial work has been carried out using mobile phone data to measure trips using new mobility modes but at this stage,it has not been
89、shared or validated.This is a major knowledge challenge for the coming years.The ITF Statistics Group has set up a task force on emerging mobility patterns data,including walking and cycling.IRTAD is a member of this group,which is due to report in 2024.There are growing concerns about ebikes.Road S
90、afety Annual Report 2023 OECD/ITF 202318Table 4:Percentage share of ebike users in cyclist fatalitiesCountry2002020212022Belgium282327354738Denmark2130301239France891118Germany4Israel47815255Italy610Japan7912121315Netherlands282532323934Portugal4026Slovenia25000013Switzerland19
91、2938314155Road Safety Annual Report 2023 OECD/ITF 202319Shortterm evolution by age groupWhen looking at data by age group,data are available for 30 countries(see Figure 2).Australia,Canada,Costa Rica,Greece,and the United States do not yet have detailed 2022 data.In 2022,road deaths decreased for al
92、l age groups compared to the 2017-19 average.The biggest reductions were for the youngest generation.The decrease among children under 14 amounted to 12.9%,while for teenagers between 15 and 17 years old,the decrease was 16.4%.In contrast with previous years,the senior population recorded an improve
93、ment in road safety.In 2022,road deaths decreased by 5.2%for the 65-74 age group and 11.6%among people over 75.People aged between 21 and 24 derived fewer benefits from better road safety.Road deaths for this group decreased by only 1.7%.Road deaths in 2022 decreased for all age groups.Road Safety A
94、nnual Report 2023 OECD/ITF 202320Figure 2:Evolution in road deaths by age group,2022 compared to average for 2017190%-2%-4%-6%-8%-10%-12%-14%-16%-18%0-1415-1718-2021-2425-6465-7475+All age groups-12.9%-16.4%-5.1%-1.7%-5.4%-5.2%-11.6%-7.0%Note:Data include Argentina,Austria,Belgium,Chile,Colombia,Cze
95、chia,Denmark,Finland,France,Germany,Hungary,Iceland,Ireland,Israel,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain,Sweden,Switzerland,United Kingdom.Road Safety Annual Report 2023 OECD/ITF 202321Historically,the 18-20 and 21-24 age groups w
96、ere the most at risk in traffic.In recent years,in many IRTAD countries,seniors aged 75 and over have become more and more at risk in traffic.In 2022,in almost two-thirds of the countries with available data,the mortality rates of people aged 75 and over were higher than those of people aged 18-20 o
97、r 21-24(see Figure 3).The are several reasons for this shift.First of all,the population is ageing in most of the developed countries.At the same time,the population is more mobile than before since the average health conditions are better and new transport modes,such as e-bikes,suit the elderly pop
98、ulation.Second,in the last few years,successful measures have been taken to improve the safety of young people.In addition,younger generations tend to drive less and later.While fewer seniors are dying in road crashes,they remain the mostatrisk age group.Figure 3:Mortality rate by age group,20220510
99、15200-1718-2021-2425-6465-7475+Australia051015200-1718-2021-2425-6465-7475+Chile051015200-1718-2021-2425-6465-7475+Belgium051015200-1718-2021-2425-6465-7475+Colombia21.827,220,926,6Age groupTotalRoad Safety Annual Report 2023 OECD/ITF 202322051015200-1718-2021-2425-6465-7475+Czechia051015200-1718-20
100、21-2425-6465-7475+Finland051015200-1718-2021-2425-6465-7475+Germany051015200-1718-2021-2425-6465-7475+Iceland051015200-1718-2021-2425-6465-7475+Denmark051015200-1718-2021-2425-6465-7475+France051015200-1718-2021-2425-6465-7475+Hungary051015200-1718-2021-2425-6465-7475+IrelandRoad Safety Annual Repor
101、t 2023 OECD/ITF 202323Age groupTotal051015200-1718-2021-2425-6465-7475+Israel051015200-1718-2021-2425-6465-7475+Japan051015200-1718-2021-2425-6465-7475+Lithuania051015200-1718-2021-2425-6465-7475+Netherlands051015200-1718-2021-2425-6465-7475+Italy051015200-1718-2021-2425-6465-7475+Korea051015200-171
102、8-2021-2425-6465-7475+Luxembourg051015200-1718-2021-2425-6465-7475+New ZealandRoad Safety Annual Report 2023 OECD/ITF 202324Age groupTotal051015200-1718-2021-2425-6465-7475+Norway051015200-1718-2021-2425-6465-7475+Portugal051015200-1718-2021-2425-6465-7475+Slovenia051015200-1718-2021-2425-6465-7475+
103、Sweden051015200-1718-2021-2425-6465-7475+Poland051015200-1718-2021-2425-6465-7475+Serbia051015200-1718-2021-2425-6465-7475+Spain051015200-1718-2021-2425-6465-7475+SwitzerlandRoad Safety Annual Report 2023 OECD/ITF 202325Age groupTotalShortterm evolution by road typeData disaggregated by road type ar
104、e available for 25 countries in 2022(see Figure 4).Rural roads are the deadliest roads in almost all countries.In 17 countries,more than half of the road deaths occurred on rural roads.In Finland,Ireland and New Zealand,two-thirds of road deaths occurred in this type of road.Only in Korea,the Nether
105、lands,Japan,and Portugal are urban roads deadlier than other road types.The reasons for the dangerousness of rural roads relate mainly to road infrastructure and inappropriate speed.Rural roads often lack physical separation of lanes,have numerous intersections and are sometimes poorly maintained.In
106、 addition,drivers tend to speed on rural roads,mainly because of a lack of enforcement.Rural roads remain the deadliest road type.Figure 4:Road deaths by road type,2022FinlandIrelandNew ZealandSpainCzech RepublicAustriaLithuaniaDenmarkGreat BritainFranceLuxembourgSwedenHungaryGermanyPolandArgentinaS
107、witzerlandSerbiaItalyBelgiumSloveniaKoreaNetherlandsJapanPortugal0%20%40%60%80%100%Rural roadsMotorwaysUrban roadsUnknownRoad Safety Annual Report 2023 OECD/ITF 202326In 2022,for the 25 countries with available data,road deaths decreased by 13.5%compared to the average 2017-19(see Figure 5).The bigg
108、est decrease was in the number of people killed on urban roads(-15.5%),followed by rural roads(-7.5%)and motorways(-6.2%).Figure 5:Evolution in road deaths by road type,2022 compared to average for 2017190%-2%-4%-6%-8%-10%-12%-14%-16%-18%Urban roadsRural roadsMotorwaysAll road types-15.5%-7.5%-6.2%-
109、13.5%Note:Data include Argentina,Austria,Belgium,Czechia,Denmark,Finland,France,Germany,Great Britain,Hungary,Ireland,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Poland,Portugal,Serbia,Slovenia,Spain,Sweden,Switzerland.Road Safety Annual Report 2023 OECD/ITF 202327Three common ind
110、icators are used to measure road safety performance and compare safety levels across countries:1)the number of road deaths per population,2)the number of road deaths per motorised vehicle,and 3)the number of road deaths per distance travelled(see Box 3).This section explores the 2022 data for the fi
111、rst two indicators and the 2021 data for the latter.In 2022,the mortality rate ranged from 2.1 to 15.5 fatalities per 100 000 inhabitants(see Figure 6).Norway recorded the lowest mortality rate,with 2.1 fatalities per 100 000 inhabitants.Norway also registered the lowest mortality rate from road cra
112、shes in 2021.A total of 22 IRTAD countries had a mortality rate between 3 and 9 in 2022.Four countries had a mortality rate higher than 10 fatalities per 100 000 inhabitants:Chile(10.8),the United States(12.8),Costa Rica(15.2),and Colombia(15.5).Seven countries recorded per capita mortality rate bel
113、ow 3 in 2022.Box 3 Measuring risk and comparing countriesThree common indicators measure road safety performance and compare safety levels across countries.Each has pros and cons;in all cases,interpret country comparisons with great care,especially between countries with different levels of motorisa
114、tion.First,the number of fatalities per head of population measures the mortality rate.The number of inhabitants(per 100 000 or million)is the most oftenused denominator as this figure is readily available in most countries.This rate expresses the average citizens overall risk of being killed in tra
115、ffic.It is comparable to other causes of death(e.g.coronary diseases or HIV/AIDS).It is also useful when comparing risk in countries with similar levels of motorisation.It is not very meaningful to compare safety levels between highly motorised countries and countries where the level of motorisation
116、 is low.Second,the number of fatalities per number of registered motorised vehicles is an alternative to measuring fatalities per distance travelled,although it does not consider actual traffic volume.It is only useful for comparing the safety performance of countries with similar traffic and vehicl
117、e-use characteristics.It also requires reliable statistics on the number of vehicles.In some countries,scrapped vehicles are not systematically removed from registration databases,undermining the accuracy of this indicator.Equally,this indicator does not consider non-motorised vehicles(e.g.bicycles)
118、,which represent a large part of the vehicle fleet(and fatality figures)in some countries.This indicator is usually expressed as the number of fatalities per 10 000 registered motorised vehicles.Third,the number of fatalities per distance travelled by motorised vehicles measures fatality risk.This i
119、ndicator describes the safety quality of road traffic.Theoretically,it is the best indicator to assess the level of risk of the road network.However,it does not take into account non-motorised vehicles(e.g.bicycles).In some countries,non-motorised vehicles represent a large part of the vehicle fleet
120、 and of road fatalities.Furthermore,only a limited number of countries collect data on distance travelled.Fatality risk is usually expressed in road deaths per billion vehicle-kilometres.Road Safety Annual Report 2023 OECD/ITF 202328Mortality rates and fatality risks in 2022Other six countries recor
121、ded less than 3 fatalities from road crashes per 100 000 inhabitants in 2022:Sweden(2.2),Iceland(2.4),Japan,Denmark,and the United Kingdom(2.6),and Switzerland(2.8).In the case of Switzerland,while it recorded an increase in road fatalities of 11.1%in 2022 compared to the average 2017-19,the country
122、 nevertheless registered a relatively low mortality rate.It is also worth noting that the number of road deaths in 2019 in Switzerland was extremely low.Figure 6:Road fatalities per 100 000 inhabitants,2022NorwaySwedenIcelandJapanDenmarkUnited KingdomSwitzerlandIrelandGermanyFinlandIsraelSpainSloven
123、iaAustriaNetherlands(a)LithuaniaAustraliaBelgiumCanadaFranceCzechiaPolandKoreaItalyHungaryLuxembourgPortugalGreeceNew ZealandSerbiaArgentinaChileUnited StatesCosta RicaColombia16%14%12%10%8%6%4%2%0%Note:(a)Real data(actual numbers instead of reported numbers by the police).Road Safety Annual Report
124、2023 OECD/ITF 202329Fatality rates,measured against the number of motorised vehicles,ranged from 0.2 to 4.5 deaths per 10 000 motorised vehicles(see Figure 7)in 2022.Ten countries registered a mortality rate of less than 0.5:Iceland,Norway,Sweden,Japan,Switzerland,Finland,United Kingdom,Denmark,Spai
125、n,and Germany.The fatality risk was highest in Chile and Colombia,with a rate of 3.5 and 4.5 fatalities per 10 000 motorised vehicles,respectively.Ten countries recorded a mortality rate per registered vehicle below 0.5.Figure 7:Road fatalities per 10 000 registered vehiclesIcelandNorwaySwedenJapanS
126、witzerlandFinlandUnited KingdomDenmark(b)SpainGermany(b)AustriaSloveniaIrelandPolandItalyAustraliaNetherlands(a)LithuaniaCzech RepublicFranceLuxembourgBelgium(b)Greece(b)CanadaPortugal(b)IsraelKoreaNew ZealandHungary(b)ArgentinaSerbiaChileColombia5%4%3%2%1%0%Note:(a)Real data(actual numbers instead
127、of reported numbers by the police).(b)Mopeds are not included in the registered vehicles.Road Safety Annual Report 2023 OECD/ITF 202330The fatality risk calculated by distance travelled is available for 22 countries in 2021(but only 11 countries available in 2022).In 2021,the fatality risk ranged fr
128、om 1.8 to 9.9 fatalities per billion vkm(see Figure 9).Four countries reported less than 3 deaths per billion vkm:Norway(1.8),Iceland(2.3),Denmark(2.4),and Sweden(2.6).Three countries registered more than 8 deaths per billion vkm:Korea(8.2),the United States(8.5)and Czechia(9.9).Four countries recor
129、ded a mortality rate per distance travelled below 3.Figure 8:Road fatalities per billion vehiclekilometres,2021NorwayIcelandDenmarkSwedenSwitzerlandIrelandUnited Kingdom(b)GermanyCanadaAustraliaFinlandNetherlands(a)AustriaJapanFranceIsraelSloveniaNew ZealandKoreaUnited StatesPolandCzechia12%10%8%6%4
130、%2%0%Note:(a)Real data(actual numbers instead of reported numbers by the police).(b)Data only for Great Britain.Road Safety Annual Report 2023 OECD/ITF 202331When the United Statess data are not included,road deaths decreased by 14.4%.This decrease needs to be accelerated to meet the target under th
131、e second Decade of Action for Road Safety 2021-30(WHO,2021).Figure 9 shows the evolution in the number of road deaths between 2012 and 2022,with and without US data.In 2021,road deaths increased compared to 2020 but stayed below the pre-Covid 19 level.In 2022,the total number of road deaths increase
132、d a further but stayed below the pre-Covid 19 level.This section discusses the longer-term evolution of specific road safety indicators for the period 201222.This section discusses two broad sets of data:data on the total number of road deaths;and data on road deaths disaggregated by user group,age
133、group and road type.The IRTAD database also covers serious injuries;details are provided in the accompanying country profiles.Between 2012 and 2022,road deaths increased by 1.5%in the 35 countries with validated data.If US data are excluded,overall road deaths in IRTAD countries fell by 14%.Road Saf
134、ety Annual Report 2023 OECD/ITF 202332Longerterm road safety trendsEvolution in the number of road deaths,201222Figure 9:Aggregate evolution in the number of road deaths in IRTAD countries,20122022Number of road deaths90 00085 00080 00075 00020000212022Number of road
135、 deaths(excluding the US)55 00050 00045 00040 00035 00020000212022Road Safety Annual Report 2023 OECD/ITF 202333Between 2012 and 2022,road deaths decreased in 27 of the 35 IRTAD countries(see Figure 10 and Table 5).Fatalities decreased the most in Lithuania(-60.1%),K
136、orea(-49.2%)and Poland(-46.9%).Five other countries recorded a reduction of more than 30%in 2022 compared to 2012:Japan(-38.9%),Greece(-35.1%),Belgium(-34.7%),Slovenia(-34.6%),and Austria(-30.3%).Road deaths increased in 8 IRTAD countries and by more than 20%in five countries:Colombia(50.9%),the Uni
137、ted States(26.7%),New Zealand(21.8%),Israel(21%)and Costa Rica(20%).Lithuania,Korea and Poland have achieved large drops in road fatalities since 2012.Road Safety Annual Report 2023 OECD/ITF 202334Figure 10:Percentage change in the number of road deaths,201222LithuaniaKoreaPolandJapanGreeceBelgiumSl
138、oveniaAustriaCzechiaSwitzerlandFinlandGermanySwedenNorwaySerbiaItalyPortugalHungaryFranceArgentinaAustraliaDenmarkSpainCanadaIrelandUnited KingdomIcelandLuxembourgChileNetherlands(a)Costa RicaIsraelNew ZealandUnited StatesColombia60%40%20%0%-20%-40%-60%-80%Note:(a)Real data(actual numbers instead of
139、 reported numbers by the police).Road Safety Annual Report 2023 OECD/ITF 202335Table 5:Road fatality trends,201222Country200018Countries with validated dataArgentina5 0745 2095 279.5 5505 6115 493Australia1 2991 1851 1511 2051 2951 2231 135Austria5332414409Belgium827
140、764745762670609604Canada2 0751 9511 8411 8871 9001 8611 939Chile1 9792 1032 1162 1362 1781 9251 955Colombia5 3205 7576 1186 4066 9366 5056 629Costa Rica655625662.862811Czechia742654688734611577658Denmark8211175171Finland255258229270258238239France3 6533 2683 3843 4613 4773 4483 248Germany
141、3 6003 3393 3773 4593 2063 1803 275Greece988879795793824731700Hungary6055925633Iceland9Ireland2182154134Israel2903093316Italy3 7533 4013 3813 4283 2833 3783 334Japan5 2615 1654 8384 8854 6984 4314 166Korea5 3925 0924 7624 6214 2924 1853 781Lithuania3012582
142、67239188191173Luxembourg34453536322536Netherlands(b)650570570621629613678New Zealand3082522923Norway7135106108Poland3 5713 3573 2022 9383 0262 8312 862Portugal7563602700Serbia688650536599607579548Slovenia013010491Spain1 9031 6801 6881 6891 8101 8301 806Swe
143、den285260270259270252324Switzerland339269243253216230233United Kingdom1 8021 7701 8541 8041 8601 8561 839United States33 78232 89332 74435 48437 80637 47336 835Observers and accession countries(a)Mexico17 10215 85315 88616 03916 18515 86615 574Morocco4 1673 8323 4893 7763 7853 7263 736Uruguay5105675
144、38506446470528(a)Data as provided by the countries and not validated by IRTAD.(b)Real data(actual numbers instead of reported numbers by the police).Road Safety Annual Report 2023 OECD/ITF 2023362022%change fromAnnual average change20022av.202224 8983 5134 4814 56714.410.01.01
145、1871 0971 1161 1880.58.50.9410.430.33.564449951654012.834.74.21 7561 7461 7681 9344.46.80.71 9731 7942 0522 1379.58.00.86 5775 4477 2388 03022.250.94.27875707077864.120.01.8614.629.03.4415.27.80.8217.625.93.03 2442 5412 9443 2671.410.61.13 0462 7192 5622 7
146、8812.022.62.56885846246419.235.14.260246054453513.711.61.2689932.50.00.058.64.90.53553053643511.721.01.93 1732 3952 8753 1594.115.81.73 9203 4163 2053 21622.938.94.83 3493 0812 9162 73527.549.36.6034.560.18.82226243630.15.90.6664.514.61.43503173183751.721.82.01089380
147、1168.120.02.22 9092 4912 2451 89633.946.96.186.813.91.55344925215530.119.62.24.134.64.21 7551 3701 5331 7592.17.60.8224.620.42.2111.228.93.41 8081 5161 6081 7663.72.00.236 35539 00742 93942 79516.026.72.414 67313 63014 71515 9794.06.60.73 6223 0053 6853 49
148、95.316.01.74223914344318.915.51.7Road Safety Annual Report 2023 OECD/ITF 202337Figure 11 illustrates the trends in road fatalities in IRTAD countries since 2012.It includes expected values for 2020 and 2021 had the trend continued without the Covid-19 pandemic.For most of the countries there is some
149、 evidence that 2020 and 2021 were exceptional years,with values much lower than the expected trend.For a more in-depth analysis of the reasons for this variation at the country level,see the individual country reports on the ITF website.2022 data confirm that 2020 and 2021 were exceptional years.Fig
150、ure 11:Road deaths compared to the linear trend since 2012(excluding 2020 and 2021)2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20226 0005 5005 0004 5004 0003 5003 000351344814567Argentina2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022600550500450400350300344362370Austria2012 2013 2014 2
151、015 2016 2017 2018 2019 2020 2021 20221 4001 3501 3001 2501 2001 1501 1001 1501 0008Australia2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022850800750700650600550500450499516540AustriaRoad Safety Annual Report 2023 OECD/ITF 202338Road deathsTrend2012 2013 2014 2015 2016 2017 2018 20
152、19 2020 2021 20222 2002 1002 0001 9001 8001 7001 6004Canada2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20228 5008 0007 5007 0006 5006 0005 5005 000544772388030Colombia2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022800750700650600550500450517531527Czechia2012 2013 2014 2015 20
153、16 2017 2018 2019 2020 2021 20222802602402202009Finland2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20222 2002 1002 0001 9001 8001 7007Chile2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022900850800750700650600550500570707786Costa Rica2012 2013 2014 2015 2016 2017 201
154、8 2019 2020 2021 20222202000163130154Denmark2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20223 8003 6003 4003 2003 0002 8002 6002 400254129443267FranceRoad Safety Annual Report 2023 OECD/ITF 202339Road deathsTrend2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20223 8003 6003 4003
155、2003 0002 8002 6002 400271925622788Germany2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022700650600550500450400460544535Hungary2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20222000146136155Ireland2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20223 8003 6003 4003 2003 0002 8
156、002 6002 4002 200239528753159Italy2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20221 000900800700600500584624641Greece2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 202220151050899Iceland2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022380360340320300280305364351Israel2012 2013 2014 201
157、5 2016 2017 2018 2019 2020 2021 20225 5005 0004 5004 0003 5003 000341632053216JapanRoad Safety Annual Report 2023 OECD/ITF 202340Road deathsTrend2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20225 5005 0004 5004 0003 5003 0002 500308129162735Korea2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
158、 202250454035302520262436Luxembourg2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022450400350300250200317318375New Zealand2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20224 0003 5003 0002 5002 0001 500249122451896Poland2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 202235030025020015010
159、0175148120Lithuania2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022800750700650600550500610582745Netherlands2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022200075509380116Norway2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022750700650600550500536561618PortugalRoad Safety
160、 Annual Report 2023 OECD/ITF 202341Road deathsTrend2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022700650600550500450492521553Serbia2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20222 0001 9001 8001 7001 6001 5001 4001 3006Spain2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2
161、0223503002502001Switzerland2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 202244 00042 00040 00038 00036 00034 00032 000390074293942795United States2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022011485Slovenia2012 2013 2014 2015 2016 2017 2018 2019 2020 202
162、1 20223503002502007Sweden2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 20222 0001 9001 8001 7001 6001 5001 4006United KingdomRoad Safety Annual Report 2023 OECD/ITF 202342Road deathsTrendWhen looking at the trends for 2012-22,without including 2020 and 2021,the trend in roa
163、d deaths is going upward in six countries:Colombia,Costa Rica,Israel,the Netherlands,New Zealand and the United States.In some countries,such as Chile,Spain and the United Kingdom,the trend is plateauing,and except for the two exceptional years in 2020 and 2021,the number of road deaths did not show
164、 a clear decrease.The trend is downward in the rest of the countries,even if few countries reached the target of halving road deaths in the last decade.In six countries the longterm trend in road deaths is ascending.Road Safety Annual Report 2023 OECD/ITF 202343Disaggregated data by user category ar
165、e available for 32 IRTAD countries(see Figure 12).For these countries,in 2022,road fatalities decreased by 14.1%compared to 2012.When looking at the evolution by user category,passenger car occupants and pedestrians recorded reductions of 26.1%and 27.3%,respectively.Cyclist fatalities decreased by 8
166、.3%in 2022 compared to 2012,while motorcyclist fatalities recorded a strong increase of 19.9%.In the last 10 years safety for pedestrians improved significantly.Figure 12:Evolution in road deaths by user category,2022 compared to 2012PedestriansCyclistsPTW usersCar occupantsAll road users30%20%10%0%
167、-10%-20%-30%-27.3%-8.3%19.9%-26.1%-14.1%Note:Data include Argentina,Austria,Belgium,Canada,Chile,Colombia,Costa Rica,Czechia,Denmark,Finland,France,Germany,Hungary,Iceland,Ireland,Israel,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain,Swede
168、n,Switzerland,United Kingdom.Road Safety Annual Report 2023 OECD/ITF 202344Road deaths by user groupPassenger car occupantsWhen considering all reporting countries,the number of passenger car occupants killed in road crashes decreased by 26.1%between 2012 and 2022.In four countries,such fatalities d
169、ecreased by more than 50%:Korea(-63.8%),Costa Rica(-59.8%),Slovenia(-56.5%)and Lithuania(-52.8%)(see Figure 13).However,in five countries,road deaths among passenger car occupants increased.The biggest increase was recorded in Chile(+46.5%),where the safety risk for this group has not improved in re
170、cent years.Figure 13:Percentage change in the number of passenger car occupants killed,201022KoreaCosta RicaSloveniaLithuaniaIcelandBelgiumArgentinaPolandJapanAustriaGermanySwedenNorwayCzech RepublicSpainFinlandIrelandPortugalItalyFranceSwitzerlandDenmarkSerbiaCanadaNetherlands(a)United KingdomIsrae
171、lLuxembourgHungaryColombiaNew ZealandChile60%40%20%0%-20%-40%-60%-80%Note:(a)Real data(actual numbers instead of reported numbers by the police).Road Safety Annual Report 2023 OECD/ITF 202345PedestriansThe number of pedestrians killed in traffic decreased by 27.3%between 2012 and 2022 for the 32 cou
172、ntries with available data.Four countries recorded a reduction of more than 50%:Lithuania(-71.3%),Norway(-60.9%),Poland(-60.2%)and Korea(-54%)(Figure 14).Pedestrian fatalities increased in four countries,with Ireland recording the largest increase(48.3%),not taking in consideration Luxembourg for wh
173、ich small variations result in big growth rates.Figure 14:Percentage change in the number of pedestrians killed,201022LithuaniaNorwayPolandKoreaLuxembourgSwedenCzech RepublicSwitzerlandAustriaJapanPortugalCosta RicaGermanyBelgiumSloveniaChileSerbiaFinlandItalyNetherlands(a)HungaryCanadaDenmarkSpainU
174、nited KingdomFranceNew ZealandColombiaArgentinaIsraelIreland60%40%20%0%-20%-40%-60%-80%Note:(a)Real data(actual numbers instead of reported numbers by the police).Data from Iceland are not included in this figure,as percentage changes in small numbers distort trends.Road Safety Annual Report 2023 OE
175、CD/ITF 202346CyclistsOverall,the number of cyclists killed in traffic decreased by 8.3%in 2022 compared to 2012.In New Zealand,however,fatalities among cyclists more than doubled,from 8 to 19 people killed.In Colombia,Argentina and Israel,cyclist fatalities increased by more than 50%.In France and t
176、he Netherlands,they increased by more than 40%.The situation is particularly worrying in the Netherlands,where cycling is common.In 2022,cyclists represented 40%of all road fatalities in this country.Fatalities among cyclists decreased in 19 out of 31 countries.Robust reductions were recorded in Lit
177、huania(-84.4%),Hungary(-50.6%)and Norway(-50%)(see Figure 15).Figure 15:Percentage change in the number of cyclists killed,201022LithuaniaHungaryNorwaySerbiaPolandSwedenJapanChileKoreaCzech RepublicItalyCanadaUnited KingdomCosta RicaAustriaIrelandFinlandPortugalSloveniaDenmarkSpainGermanyBelgiumSwit
178、zerlandNetherlands(a)FranceColombiaArgentinaIsraelNew Zealand150%100%50%0%-50%-100%Note:(a)Real data(actual numbers instead of reported numbers by the police).Data from Iceland and Luxembourg are not included in this figure,as percentage changes in small numbers distort trends.Road Safety Annual Rep
179、ort 2023 OECD/ITF 202347MotorcyclistsMotorcyclists are the only category of road users which recorded an increase in fatalities between 2012 and 2022.Fatalities among motorcyclists more than doubled in Israel and Colombia.The data are very concerning,especially in Colombia,where the number of new re
180、gistrations of motorcycles is constantly increasing.In two other Latin American countries,Costa Rica and Chile,motorcyclist fatalities increased by more than 50%.The reductions in road fatalities among motorcyclists were smaller than for the other categories.Five countries recorded a decrease of mor
181、e than 30%between 2012 and 2022:Japan(-44.7%),Poland(-38.5%),Slovenia(-31.8%),Serbia and Switzerland(-30.8%)(see Figure 16).Figure 16:Percentage change in the number of PTW killed,201022JapanPolandSloveniaSerbiaSwitzerlandKoreaAustriaBelgiumFinlandCzech RepublicGermanyLithuaniaFranceNorwayItalyHunga
182、rySwedenIcelandNew ZealandDenmarkUnited KingdomPortugalNetherlands(a)SpainIrelandArgentinaCanadaCosta RicaLuxembourgChileIsraelColombia120%100%80%60%40%20%0%-20%-40%-60%Note:(a)Real data(actual numbers instead of reported numbers by the police).Road Safety Annual Report 2023 OECD/ITF 202348Disaggreg
183、ated data by age group are available in 29 IRTAD counties.In 2022,road fatalities decreased by 15.5%compared to 2012(see Figure 17).When looking at age cohorts,road fatalities decreased for all age groups,although at different paces.The biggest reductions were recorded for children and young people(
184、-36.8%and-29.7%,respectively).Road deaths decreased less for the senior population.People aged between 65 and 74 recorded a decrease of 10.1%between 2012 and 2022,while people over 75 recorded a decrease of 9.9%in road deaths.In the last ten 10 years,36%less children died in road crashes.Figure 17:E
185、volution in road deaths by age group,2022 compared to 20120-1415-1718-2021-2425-6465-7475+All age groups0%-5%-10%-15%-20%-25%-30%-35%-40%-36.8%-29.7%-20.5%-18.8%-15.5%-10.1%-9.9%-15.5%Note:Data include Austria,Belgium,Chile,Colombia,Czechia,Denmark,Finland,France,Germany,Hungary,Iceland,Ireland,Isra
186、el,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain,Sweden,Switzerland,United Kingdom.Road Safety Annual Report 2023 OECD/ITF 202349Road deaths by age groupData disaggregated by road type are available in 23 IRTAD countries.Overall,in 2022,r
187、oad fatalities decreased by 27%compared to 2012(see Figure 18).Deaths on urban and rural roads decreased by 27.8%and 27.7%,respectively.The data confirm that rural roads are still the least-safe roads in absolute number.In 2022,road deaths on motorways decreased by 15.5%compared to 2012.In the last
188、10 years,deaths on rural roads have decreased,but they are still the most dangerous road type.Figure 18:Evolution in road deaths by road type,2022 compared to 2012Urban roadsRural roadsMotorwaysAll road types0%-5%-10%-15%-20%-25%-30%-27.8%-27.7%-15.5%-27.0%Note:Data include Austria,Belgium,Czechia,D
189、enmark,Finland,France,Germany,Great Britain,Hungary,Ireland,Italy,Japan,Korea,Lithuania,Luxembourg,Netherlands,New Zealand,Poland,Portugal,Serbia,Slovenia,Sweden,Switzerland.Road Safety Annual Report 2023 OECD/ITF 202350Road deaths by road typeSeveral countries have recently released new road safety
190、 strategies in response to the Global Plan for the Decade of Action for Road Safety 202130.The Annex presents the current road safety strategies and targets.27 countries have either adopted a new strategy for 2030 or are in the process of preparing one.The texts of the national road safety strategie
191、s of 29 of the 34 countries surveyed explicitly mention the Safe System approach or Vision Zero.The ITF has long promoted the Safe System approach as the best way to improve road safety.This approach is based on the ethical perspective that no one should be killed or seriously injured in road traffi
192、c.The Safe System approach includes four principles(ITF,2016),to which a recent ITF Working Group added a fifth(ITF,2022b).The Safe System approach is also at the core of the Global Plan.Most countries have adopted targets to reduce the number of road deaths.Among the 34 countries surveyed,20 have a
193、 target aligned with the UN goal to reduce by 50%the number of road deaths by 2030.The baseline for this target varies.The year 2020 would have been the natural baseline for the 2021-2030 decade.However,due to the Covid-19 pandemic,most countries road deaths in 2020 were exceptionally low.Using 2020
194、 data as the baseline would therefore make the 2030 target even more challenging.Most IRTAD countries have chosen either 2019 or the average for 2017-19 as a baseline for their 2030 targets.Several countries have set specific targets for specific road users(focusing,for example,on children,pedestria
195、ns or cyclists).Eight countries(Australia,Belgium,Finland,Ireland,the Netherlands,New Zealand,Norway,and Spain)have explicitly referred to the long-term target of zero road deaths by 2050 in their strategies.In 2020 the European Union adopted its“Road Safety Policy Framework 2021-30”(EC,2020),which
196、aims to halve the number of fatalities and serious injuries on European roads by 2030.This aim acts as a milestone on the path towards zero fatalities and serious injuries by 2050.Reducing the number of people seriously injured in road traffic is at the core of the Safe System approach.Among the 34
197、countries surveyed,22 have also set a target to reduce the number of people seriously injured in road crashes.This represents significant progress compared to the period coinciding with the First Decade of Action for Road Safety(2011-20),when very few countries addressed the issue of serious injurie
198、s.A total of 14 of the countries surveyed have adopted a target of halving the number of serious injuries by 2030.Four countries have a slightly less ambitious reduction target of 2040%.Four countries set their targets in absolute numbers.Road Safety Annual Report 2023 OECD/ITF 202351National road s
199、afety strategiesAzzato,F.et al(2022),“Motorcycles in Latin America:current and recommended best practices for the protection of its users”,Inter-American Development Bank,https:/publications.iadb.org/en/motorcycleslatinamericacurrentandrecommendedbestpracticesprotectionitsusers.Dablanc,L.et al.(2022
200、a),Etude 2022 sur les livreurs des plateformes Paris et en petite couronne 2022 study on platform delivery people in Paris,Institut Franais des Sciences et Technologies des Transports,de lAmnagement et des Rseaux,https:/hal.science/hal03903591.Dablanc,L.et al.(2022b),Enqute sur les travailleurs nant
201、ais des plateformes de livraison instantane Survey of Nantes workers on instant delivery platforms,Institut Franais des Sciences et Technologies des Transports,de lAmnagement et des Rseaux,https:/hal.science/hal03897757.EC(2020),“European Union Road Safety Policy Framework 2021-30 Next steps towards
202、 Vision Zero”,European Commission,Directorate-General for Mobility and Transport,Brussels,https:/data.europa.eu/doi/10.2832/391271.Institut Paris Rgion(2022),Le mass transit lheure du tltravail et de la sobrit nergtique Mass transit in the era of teleworking and energy sobriety,Note rapide Mobilit,n
203、 958,9 October 2022,https:/www.institutparisregion.fr/fileadmin/NewEtudes/000pack3/Etude_2844/NR_958_web.pdf.IRTAD(2023),IRTAD Road Safety Database,OECD Stats,https:/stats.oecd.org/Index.aspx?DataSetCode=IRTAD_CASUAL_BY_AGE.ITF(2022a),Declaration from the 7th IRTAD Conference,“Better Road Safety Dat
204、a for Better Safety Outcomes”,Lyon,27-28 September 2022,www.itfoecd.org/7thirtadconferencebetterroadsafetydatabettersafetyoutcomes.ITF(2022b),The Safe System Approach in Action,ITF Research Report,OECD Publishing,Paris,https:/doi.org/10.1787/ad5d82f0en.ITF(2016),Zero Road Deaths and Serious Injuries
205、:Leading a Paradigm Shift to a Safe System,OECD Publishing,Paris,https:/doi.org/10.1787/9789282108055en.Rodrguez,D.A.,M.Santana and C.F.Pardo(2015),“La motocicleta en Amrica Latina:caracterizacin de su uso e impactos en la movilidad en cinco ciudades de la regin”The motorcycle in Latin America:Chara
206、cterisation of its use and impacts on mobility in five cities in the region,Development Bank of Latin America and the Caribbean,Bogot,https:/ Plan for the Decade of Action for Road Safety 2021-2030,20 October 2021,www.who.int/publications/m/item/globalplanforthedecadeofactionforroadsafety20212030.Ro
207、ad Safety Annual Report 2023 OECD/ITF 202352ReferencesThis section summarises the national data on prevailing speed limits for passenger cars,maximum authorised blood alcohol content levels,and legislation regarding seat belt and helmet use,as well as statistics on their usage.Detailed country profi
208、les with data on deaths and injuries,crash risk exposure and road safety policies are available at www.itfoecd.org/irtad.Road Safety Annual Report 2023 OECD/ITF 202353Data tablesTable 6:National speed limits on urban roads,rural roads and motorways,2023 passenger vehicles(km/h)CountryUrban areasRura
209、l roadsMotorwaysArgentina40-60(Buenos Aires City has a range of 20 to 70 km/h)4738Australia50(default)60-80(arterial roads-increasing use of 40 km/h or lower limits in urban areas with high pedestrian activities)100,110100 km/h default although often set to 110 km/h(130 km/h in the Northern Territor
210、y)Austria501118Belgium305020 for the“living streets”regime709044Bosnia and Herzegovina5012055Cambodia30-40(motorcycles,tricycles)40(passenger cars,trucks)60-70(motorcycles)90No motorwaysCanada4070 1315Chile50(maximum default limit but can vary according to the type of road)30(school zones)90(rural b
211、uses,trucks and school transport)100(cars and interurban buses)120(maximum default speed limit but can vary in some sections of the road,according to the type of road can be lowered to 100)Colombia5090120Costa Rica40(except when there is a 50 sign)40-100(60 when there is no signs)No motorwaysCzech R
212、epublic5090130Denmark50(sections with 30,40 or 60)80(sections with 60,70 or 90)130(110 for a large part of the motorway network)Finland306080,100100,120France50 by default30(some urban areas)70(exceptionally and under certain conditions)80 or 90(90 on dedicated passing slots),110 on dual carriageway
213、s130(110 in wet weather and for novice drivers)Germany50100None(130 recommended)Greece5090130Hungary50(sections with 30,40,60 and 70)90130(110 on”motor roads”)Iceland5090(paved roads)80(gravel roads)n.a.Ireland7.5 tons)and bus(9 seats)driversBelgium 0.50.2 for professional drivers(since January 2015
214、)Bosnia and Herzegovina0.30.0 for professional drivers,novice drivers,drivers who perform public transport,driving instructors,driving candidates,drivers under 21 or with less than 3 years of driving experienceCambodia 0.5Canada0.8administrative maximum level of 0.5 g/l or 0.4 g/l in most provinces0
215、.0 g/l administrative maximum level for novice and young(under 21)drivers in most provincesChile0.3Colombia0.2Costa Rica0.50.2 for novice and professional driversCzech Republic 0.0Denmark0.5Finland 0.5France 0.50.2 for bus/coach drivers,novice driversGermany0.5(Drivers with a BAC between 0.3-0.5 g/l
216、 can have their licenses suspended if their driving ability is impaired)0.0 for drivers under 21 and novice drivers,for professional drivers who transport passengers or hazardous goodsGreece0.50.2 for professional drivers,novice drivers,motorcycles and moped riders Hungary 0.0Iceland0.5Ireland0.50.2
217、 for learner,novice and professional driversIsrael0.50.1 for young(under 24),novice and professional driversItaly 0.50.0 for young(under 21),novice and professional driversJapan0.3Korea0.3Lithuania 0.40.0 for novice,professional,moped and motorcycle drivers Luxembourg0.50.2 for novice and profession
218、al driversMalaysia 0.8Mexico0.50.0 for professional drivers 0.2 for motorcycle driversRoad Safety Annual Report 2023 OECD/ITF 202356CountryGeneral BAC level(g/l)Differentiated BAC level(g/l)Moldova0.3Morocco0.2Netherlands 0.5(including cyclists)0.2 for novice drivers(first five years)and professiona
219、l driversNew Zealand 0.50.0 for drivers under 20 years Nigeria0.50.2 for novice and 0.0 g/l for professional driversNorway 0.2Poland0.2Portugal0.50.2 for novice(first three years)and professional drivers(since 1 January 2014)Serbia 0.20.0 for novice and professional drivers and for PTW operatorsSlov
220、enia 0.50.0 for novice(first three years)and professional driversSouth Africa 0.50.2 for professional driversSpain0.50.3 for novice and professional drivers0.0 for drivers under 18Sweden0.2Switzerland0.50.0 for novice(first three years)and professional drivers United Kingdom 0.8(England,Wales,Northe
221、rn Ireland)United States0.5(Scotland)0.4 for professional drivers0.0 to 0.2 for drivers 90(estimation)2009No official dataMorocco1977 rural areas2005 urban areas57 passengers2005 rural areas36(2018)Netherlands1975951992New Zealand197297 drivers,96 passengers(2016)197992(2014)Nigeria1997(enforced sin
222、ce 2002)85(2017)1997(enforced since 2016)3(2017)Norway197598.1 drivers in rural areas,97.7 drivers outside rural areas,97 passengers in rural areas,96.6 passengers outside rural areas198596(2014)Poland0Portugal197896 drivers and passengers(2017)199477(2017)Serbia198286 drivers,81 passenge
223、rs200919Slovenia197795 drivers,96 passengers(2018)199878 adults(2018)South Africa2005,vehicles registered after 1 January 20064.5 drivers,5 passengers(estimation 2010)2005,vehicles registered after 1 January 2006Spain1974 outside urban areas1992 inside urban areas96 driver,95.9 passengers(2021)19929
224、2.8(2021)Sweden197596 drivers(2021)1986;child restraint since 198894(2017)Switzerland8United Kingdom198397 drivers,97 passengers(2021 for Great Britain)1989(children);1991(adults)92(2021 for Great Britain)United StatesPrimary law in 34 states and D.C.,secondary law in 15 states.Not mandat
225、ory for adults in one state.92Varies by State76(25-69 year-old)Road Safety Annual Report 2023 OECD/ITF 202359Table 9:Helmet laws and wearing rates,2022 or latest available yearCountryPowered twowheelersCyclists Helmet lawWearing rate(%)in 2022Helmet lawWearing rate(%)in 2022ArgentinaYes58 riders,34
226、first pass.,18 additional passengers(urban areas)Yes8(2018)AustraliaYes99 riders(2018)YesAustriaYes100Yes,for children to age 1240(87 for children)BelgiumYes99.7 No24.8%Bosnia and HerzegovinaYesYesCambodiaYes,motorcycles from 50 cc,motorcycles with trailers,motorised tricycles(riders and passengers)
227、Low(no precise data)NoCanadaYesIn some jurisdictionsChileYes95 riders,87 passengers (2021)Yes in urban areas67.3(2019)ColombiaYes79.2 motorcycle riders,52.7 passengers(urban areas)Yes,for children to age 18 22.4(urban areas)(2022)Costa RicaYes97.2 riders,90.1 passengers(2020)No CzechiaYes100(2023)Ye
228、s,for children to age 1887.8(2023)DenmarkYes100 motorcycles96.6 light mopeds(urban areas)No50(urban areas)FinlandYes99.7(2019)No54FranceYes,since 1973 for motorcyclists1976 for moped riders outside built up areas1980 for moped roders in urban areas97 outside built up areas 98 in urban areasYes,for c
229、hildren under 12Major cities:34 weekdays,33 weekends(2021)GermanyYes98.5 riders,98.9 passengers(inside urban areas)No40.3(inside urban areas including sport bicycles)34(inside urban areas excluding sport bicycles)GreeceYes,since 197780.3 riders,65.5 passengersNo HungaryYes since 1965 for motorcyclis
230、ts,1997 for moped riders outside built up areas1998 for moped riders in urban areas.99 Budapest area(2019)97 Rural areas(2019)No18 Budapest area(2019)4.5 Rural areas(2019)IcelandYesn.a.Yes,for children to age 14IrelandYes,since 197899.8(2021)No53IsraelYesn.a.Yes.Mandatory for all ages in nonurban ro
231、ads.Mandatory for cyclists under 18 years in urban roads21%(2015 observational survey among cyclists on urban roads)ItalyYes,for all since 2000Since 1986 for motorcyclists and riders of moped under 1896.5NoJapanYes 100(2021)Yes,since 202313.5Road Safety Annual Report 2023 OECD/ITF 202360CountryPower
232、ed twowheelersCyclists Helmet lawWearing rate(%)in 2022Helmet lawWearing rate(%)in 2022KoreaYes93(2021)No94LithuaniaYesYes,for children to age 18LuxembourgYes,since 1976100(2021e)NoMalaysiaYes,since 1973c.77(2015)NoMexicoYes89 riders,82 passengers(2021)Yes on federal roads since 201211(2017)MoldovaY
233、esNo national dataYes on road sections with a speed limit above 50 km/hMoroccoYes,since 197657 riders,31 passengersNoNetherlandsYes,motorcycles since 1972;mopeds since 1975.Not compulsory on slow mopeds(max.25 km/h)until 2022As of 1 Jan 2023 all riders of slow-mopeds(speed max 25 km./h must wear a h
234、elmet 99 mopedsNo 3%bikes,8%e-bikesNew ZealandYes,since 1956 when travelling above 30 mphSince 1973 at all speeds100(2021)Yes,since 199494(2015)NorwayYes100(2021)No67.1(all age groups)66.7(above 12)74.5(below 12)PolandYes,since 1997100No25PortugalYesMotorcyclists:97.6 riders,100 passengersMopeds:94
235、riders,92 passengers(2013)NoSerbiaYesMotorcyclists:87.7 riders,80.3 passengersMopeds:69.2 riders,70.7 passengersNo 3.7SloveniaYesn.a.Yes,for children and youngster under 182167(children)27(young)(2022)SpainYes99.4 riders,96.2 passengers99.3 in urban roads(2021)100 in motorways and rural roads(2021)Y
236、es.Mandatory on nonurban roads for all.Mandatory on urban rods only for cyclists under 633 in urban roads89.8 in rural roadsSwedenYes98 for mopeds(2021)Yes,for children to age 15(since 2015)46 for all age groups64 for children42 for adultsSwitzerlandYes,motorcycles since 1981;mopeds since 1990100 mo
237、torcycles95 mopedsNo for regular bicyclesYes for e-bikes 25km/h56 cyclists68 ebikes 25km/hUnited KingdomYes,motorcycles 1973;mopeds since 1977No United StatesNo national law.18 states,D.C.and PR require helmet use by all,29 by specific users,3 have no helmet law.65 use of DOTcompliant helmetsAge-spe
238、cific helmet laws in 21 states and D.C.Road Safety Annual Report 2023 OECD/ITF 202361This Annex details national road safety strategies(Table A1)and national targets on road deaths and serious injuries(Table A2).Road Safety Annual Report 2023 OECD/ITF 202362Annex.Road safety strategies and targets i
239、n IRTAD countriesTable A1:Road safety strategies in IRTAD countriesCountryStrategyAustralia The Australian National Road Safety Strategy 202130 was adopted in 2021 following consultation and review.The strategy continues Australias commitment to the Safe System approach.The Australian National Road
240、Safety Action Plan 2023-25 sets out the key actions all governments will undertake to 2025.Link:https:/www.roadsafety.gov.au/nrssAustriaThe Austrian Road Safety Strategy 20212030 refers to the Safe System.Link:https:/www.bmk.gv.at/en/topics/transport/roads/safety/vss2030.htmlBelgiumBelgiums federal
241、road safety plan,the Plan Fdral de Scurit Routire 202125,is based on Vision Zero.There are also three regional plans and a federal strategy,known as“All for Zero”.Links:https:/all-for-zero.be/storage/minisites/plan-federal-securite-routiere.pdfhttps:/all-for-zero.be/fr/all-for-zero/Bosnia and Herzeg
242、ovinaThe Framework Road Safety Strategy Development for Bosnia and Herzegovina(20242028)is under preparation and has not yet been published.The strategys vision is the Road To Zero.CanadaCanadas Road Safety Strategy 2025(RSS 2025)was first published in 2016 and adopts the Safe System approach.Canada
243、 also has a long-term vision of zero fatalities and serious injuries on the roads(Vision Zero).Link:http:/roadsafetystrategy.ca/en/ChileChiles Estrategia Nacional de Seguridad de Trnsito National Road Safety Strategy for 202130 was published in December 2020.It specifically refers to the Safe System
244、 and Vision Zero(“Vision Zero for Chile”).Link:https:/conaset.cl/wpcontent/uploads/2021/05/Estrategia-Nacional-de-Seguridad-de-Trnsito_20212030.pdfColombiaColombias National Road Safety Strategy 2022-31 was adopted in July 2022.It officially adopted the Safe System approach.Link:https:/www.ansv.gov.
245、coCzechiaCzechias national road safety strategy for 2021-30 is titled Road Safety is Everyones Right and Responsibility.Both Vision Zero and the Safe System approach are at its core.Link:https:/besip.cz/getattachment/Pro-odborniky/Narodni-strategie-BESIP/Aktualni-strategie/Czech-Road-Traffic-SafetyS
246、trategy202130_1111.pdfDenmarkDenmark has adopted the 20212030 Action Plan.The plan does not refer to Vision Zero or the Safe System.The current plans vision is“Every accident is one too many”,which dates back to earlier action plans created by the Commission.Link:https:/www.faerdselssikkerhedskommis
247、sionen.dk/media/eymfxr0n/fsk_resume_handlingsplaneng_20212030_final.pdfRoad Safety Annual Report 2023 OECD/ITF 202363CountryStrategyFinlandFinlands traffic safety strategy for 20222026 was published in March 2022 and was accompanied by a government resolution on traffic safety.It refers to both Visi
248、on Zero and the Safe System.Link:https:/www.fintraffic.fi/en/fintraffic/strategy-20222026FranceIn France,the road safety strategy is announced with each meeting of the Interministerial Road Safety Committee.The last one was held on 17 July 2023.Links:https:/www.onisr.securite-routiere.gouv.fr/en/roa
249、d-safety-policy/interministerial-road-safety-committeesGermanyThe German road safety strategy(known as the Road Safety Pact)covers the period 2021-30.It refers to the Safe System.Link:https:/www.bmvi.de/SharedDocs/DE/Anlage/StV/road-safety-pact-en.pdf?_blob=publicationFileGreeceGreeces National Road
250、 Safety Strategic Plan covers the period 2021-2030.It refers to both the Safe System approach and Vision Zero.Links:https:/www.nrso.ntua.gr/nrss2030/?lang=en https:/www.nrso.ntua.gr/nrss2030/wpcontent/uploads/2022/10/NationalRoadSafetyStrategicPlan-eng.pdfHungaryIn Hungary,road safety strategies are
251、 prepared for three-year periods.The current Road Safety Action Plan covers the period 2023-25.It is built on the concept of Vision Zero and the Safe System approach.Link:https:/www.kti.huIrelandIrelands national road safety strategy for 2021-2030,Our Journey Towards Vision Zero,refers to both the S
252、afe System and Vision Zero.The 20212030 strategy is supported by a Phase 1 Action Plan for 202124.The strategy and action plan focus on seven Safe System priority intervention areas,and commit to achieving Vision Zero in Ireland by 2050.Links:https:/www.rsa.ie/about/safetystrategy20212030https:/www.
253、rsa.ie/docs/defaultsource/roadsafety/actionplans/rsa_safety_strategy_action_plan_2021_2024_13th_jan2022_final_online.pdf?sfvrsn=67518e36_5ItalyIn April 2022,Italys Interministerial Committee for Economic Planning and Sustainable Development approved the National Road Safety Plan 2030.The plan is bas
254、ed on the Safe System approach.Link:https:/www.mit.gov.it/nfsmitgov/files/media/progetti/202209/20220916_Piano%20Nazionale%20Sicurezza%20Stradale_Def.pdfJapan The Japanese government released its 11th Traffic Safety Program in March 2021.It covers the period 2021-25.It does not refer to either the S
255、afe System or Vision Zero.Link:https:/www8.cao.go.jp/koutu/kihon/keikaku11/index.htmlKoreaKoreas 9th National Transport Safety Plan 20222026 has been approved by the Ministry of Land,Infrastructure and Transport.The Plan is based on Vision Zero.Link:http:/molit.go.kr/viewer/skin/doc.html?fn=3f774e66
256、1393273f795b8c521c83a539&rs=/viewer/result/20220928Road Safety Annual Report 2023 OECD/ITF 202364CountryStrategyLuxembourgLuxembourg has put in place a National Road Safety Action Plan for 20192023.The plan aims to reduce the large number of serious injuries and fatalities on the roads in pursuit of
257、 the longterm goal of zero deaths and zero serious injuries.Link:https:/gouvernement.lu/dam-assets/documents/actualites/2019/05mai/Plandactionsecuriteroutiere.pdfMexicoMexico published the new Mobility and Road Safety Strategy(ENAMOV)2023-2042 in June 2023.A new General Law of Mobility and Road Safe
258、ty was published in the Official Gazette of the Federation on 17 May 2022.Its objective is to establish the basis for guaranteeing the right to safe mobility and inclusive accessibility.The law adopts a Safe System approach.Links:https:/www.dof.gob.mx/nota_detalle.php?codigo=5596042&fecha=02/07/2020
259、https:/www.diputados.gob.mx/LeyesBiblio/pdf/LGMSV.pdfhttps:/www.gob.mx/cms/uploads/attachment/file/848141/ENAMOV_20232042.pdfMoldovaMoldova is currently developing a new road safety strategy to replace the previous strategy covering the period 201120.In January 2020,the Moldovan government approved
260、a Road Safety Action Plan for the period 2020-21.The plan referred to Vision Zero and the five road safety pillars.Link:https:/www.legis.md/cautare/getResults?doc_id=120102&lang=roMoroccoMoroccos current national road safety strategy covers the period 20172026.The strategy refers to the Safe System
261、and is based on the five road safety pillars.Link:https:/www.narsa.ma/frNetherlandsThe Netherlands road safety strategy is called Door to Door Safety(20182030).The Road Safety Strategic Plan 2030 is based on a joint vision on the approach to road safety policy.The strategy is based on the Safe Syste
262、m approach(named Sustainable Safety in the Netherlands).Links:https:/www.kennisnetwerkspv.nl/getmedia/ce0099b7ce774ce298c8a7810662ef10/19093ROSPVEngels_v2.pdf.aspxhttps:/open.overheid.nl/documenten/ronl-d55ff6bc0b5d564c03906bb54019eb485f83842e/pdfNew ZealandNew Zealands road safety strategy for 2020
263、-30 is titled Road to Zero and is based on Vision Zero and the Safe System approach.Link:https:/www.transport.govt.nz/assets/Uploads/Report/Road-to-Zero-strategy_final.pdfNorwayVision Zero was adopted by the Parliament for the first time in 2001 and is the base for all the following Road Safety Stra
264、tegies.The existing strategy was adopted by the Parliament in 2021 as part of the National Transport Plan 20222033.The National Plan of Action for Road Safety 20222025 was developed by the Norwegian Public Roads Administration in cooperation with a wide range of other national stakeholders.Links:htt
265、ps:/www.vegvesen.no/globalassets/fag/fokusomrader/trafikksikkerhet/nasjonal-tiltaksplan-for-trafikksikkerhet-pa-vei-20222025.pdfhttps:/www.vegvesen.no/globalassets/fag/fokusomrader/trafikksikkerhet/national-plan-of-action-for-road-safety20222025-short-version-in-english.pdfRoad Safety Annual Report
266、2023 OECD/ITF 202365CountryStrategyPolandPoland published its National Road Safety Programme 20212030 in December 2021.The document refers to both Vision Zero and the Safe System approach.Link:https:/www.krbrd.gov.pl/wp-content/uploads/2021/12/Narodowy-Program-Bezpieczenstwa-Ruchu-Drogowego20212030.
267、pdfPortugalPortugals national road safety strategy 2021-30,entitled“Vision Zero to 2030”,is currently under development.It refers to Vision Zero and the Safe System approach.Link:https:/visaozero2030.pt/en/SerbiaSerbia adopted the National Road Safety Strategy 20232030 in September 2023,along with t
268、he Action Plan 20232025.It refers to Vision Zero and the Safe System approach.Link:https:/abs.gov.rs/propisi-71/strateskidokumentiSloveniaThe new national programme for the period 2023-30 was prepared approved by the National Assembly.It will be based on Vision Zero and the Safe System approach.Link
269、:https:/www.avp-rs.si/wp-content/uploads/2023/10/novo1_renpvcp23_30-v013102023.pdfSpainSpains Road Safety Strategy 2030(Estrategia de Seguridad Vial 2030,ESV 2030)was published and officially presented by the Minister of the Interior on 9 June 2022.The strategy is based on the Safe System approach.T
270、he main target is aligned with the WHO Plan for the Decade of Action as well as the European Union Framework 2021-2030,namely:a 50%reduction in deaths and serious injuries for 2030,and a long-term target of Vision Zero by 2050.Links:https:/seguridadvial2030.dgt.es/inicio/https:/seguridadvial2030.dgt
271、.es/export/sites/sv2030/.galleries/descargas/Road_Safety_Strategy_2030_Summary_EN.pdfSwedenSweden released the updated 202230 road safety strategy in 2023.The strategy is based on Vision Zero.The Action Plan 2022-2025,developed by the Swedish Transport Administration,also describes commitments from
272、a wide range of stakeholders.Links:http:/trafikverket.diva-portal.org/smash/record.jsf?pid=diva2%3A1657137&dswid=2597 https:/bransch.trafikverket.se/for-dig-i-branschen/samarbete-med-branschen/Samarbeten-for-trafiksakerhet/tillsammans-for-nollvisionen/gemensam-aktionsplan-for-saker-vagtrafik-2022202
273、5/SwitzerlandIn 2016 the Swiss Federal Roads Office(FEDRO)published a strategy that set targets for fatalities and serious injuries on Swiss roads to be met by 2030.The substrategy on road safety,published in 2020,specifies the need for action and concrete measures.It does not refer either to Vision
274、 Zero or the Safe System approach.Links:https:/www.astra.admin.ch/dam/astra/fr/dokumente/direktion/strategischeausrichtung.pdf.download.pdf/Orientation%20strat%C3%A9gique%20de%20lOFROU.pdfhttps:/www.astra.admin.ch/dam/astra/fr/dokumente/direktion/teilstrategie-verkehrssicherheit.pdf.download.pdf/Str
275、at%C3%A9gie%20partielle%20s%C3%A9curit%C3%A9%20routi%C3%A8re.pdfRoad Safety Annual Report 2023 OECD/ITF 202366CountryStrategyUnited KingdomThe United Kingdom is the process of developing a new Road Safety Strategic Framework(RSSF)which will be published.It is likely to be based on a Safe System appr
276、oach.Link:https:/www.gov.uk/government/publications/strategic-framework-for-road-safetyUnited StatesIn January 2022,the US Department of Transportation released a National Roadway Safety Strategy(NRSS).At the core of this strategy is a Departmentwide adoption of the Safe System approach.This is the
277、first step in working towards an ambitious long-term goal of reaching zero roadway fatalities.Links:https:/www.transportation.gov/NRSS https:/www.transportation.gov/sites/dot.gov/files/202204/US_DOT_FY202226_Strategic_Plan.pdfDOT NRSS Action Tracking Dashboard2023 Progress Report on the National Roa
278、dway Safety StrategyRoad Safety Annual Report 2023 OECD/ITF 202367Table A2:Targets on road deaths and serious injuries in IRTAD countriesCountryTargetBaseline year(s)Australia Reduce fatalities by 50%by 2030 Reduce serious injuries by 30%by 2030.As part of demonstrating a commitment to the 2050 Visi
279、on Zero target,the strategy will target by 2030:Zero deaths for children 7 years and under Zero deaths in city central business district(CBD)areas Zero deaths on National highways and on high-speed roads covering80%of travel across the network.There are no interim targets,however,the 2030 Target of
280、a 30 per cent reduction in serious injuries by 2030 will be assessed as part of the midterm review of the Strategy.Average for 2018-20 for fatalities.3-year average of hospital cases for 201718 and 201819and estimates for 2019-20,for serious injuries.Austria Reduce road deaths and serious injuries b
281、y 50%by 2030.Austria also has a Vision Zero for child fatalities.Average for 2017-19Belgium Reduce road deaths by 50%by 2030 Reduce serious injuries,as defined by a maximum abbreviated injuryscore of three or above(MAIS3+),by 50%by 2030 Reduce road deaths by 100%by 2050 Reduce serious injuries(MAIS3
282、+)by 90%by 2050.2019Bosnia and Herzegovina Reduction of 50%in the number of deaths and serious injuries by 2030.CanadaNo hard quantitative targets.Chile Reduce road traffic fatalities by 30%by 2030.There are specific additional targets:Reduce the share of vulnerable road users in road deaths from 49
283、%to35%of all deaths Reduce the mortality rate of young people(15 29)from 2.2 in 2019 to1.5 deaths per 100 000 inhabitants in 2030.Reduce the mortality rate of elderly people(+60)from 1.9 in 2019 to1.3 deaths per 100 000 inhabitants in 2030.Average for 2011-19Colombia Reduce by 50%the road mortality
284、from 14.6 road deaths per100 000 population in 2021 to 7.3 in 2030.The strategy also includes three specific targets:Reduce by 47%(from 4 526 in 2021 to 2 421 in 2030)the number ofmotorcyclists killed in road crashes Reduce by 44%(from 1 590 in 2021 to 891 in 2030)the number ofpedestrians killed in
285、road crashes Reduce by 37%(from 483 in 2021 to 302 in 2030)the number of cyclistskilled in road crashes.2021Czechia Reduce road deaths and serious injuries by 50%by 2030.Average for 2017-19Road Safety Annual Report 2023 OECD/ITF 202368CountryTargetBaseline year(s)Denmark Reduce the number road death
286、s to 90 or below(data from policy registry)Reduce the number of serious injuries to 900 or below(data from the police registry)Reduce the number of slight injures to 10 000 or below(data from the Danish national patient register).These figures correspond to an approximate 50%reduction of the average
287、 for 2017-19,which is 182 killed and 1 813 seriously injured persons per year.There are no specific targets,but five focus areas have been pointed out and will be monitored:single vehicle crashes,head-on collisions,crashes at intersections,vulnerable road users and young car drivers.Finland Reduce b
288、y 50%the number of road deaths and serious injuries by 2030.The long-term vision is zero road deaths in 2050.2020FranceFrance endorsed the road safety targets,decided at the European Union level in Valetta in March 2017,to reduce by 50%the number of fatalities and severe injuries on European roads b
289、y 2030.France reiterated its commitment at the February 2020 Global Ministerial Meeting on Road Safety in Stockholm,which concluded that these same targets should be achieved globally by 2030.The baseline year is 2019 since the year 2020 cannot be considered as a reference,due to the Covid-19 pandem
290、ic.France has also endorsed the concept of zero fatalities on the roads by 2050.2019Germany Reduce by 40%the number of road deaths by 2030.“Significantly”reduce the number of serious injuries by 2030.2021Greece Reduce by 50%road deaths and serious injuries by 2030.Additional specific targets:66%redu
291、ction in motorcyclists killed by 2030 60%reduction in road fatalities on Greek islands by 2030 No deaths on motorways by 2030 35%reduction in deaths in single vehicles crashes by 2030 Zero fatalities in 49 cities with a population between 50 000 and 100 000 inhabitants Being ranked 13th among EU cou
292、ntries regarding deaths per 100 000 population.There is an interim target to reduce by 30%deaths and serious injuries by 2025.2019HungaryLong-term targets:Reduce by 50%the number of road deaths by 2030 from 460 to 230 Reduce by 50%the number of serious injuries by 2030 from 4 655 to 2 327Shortterm t
293、argets:Reach the EU average in terms of road fatalities per million inhabitants by 2025 Proportional reduction of the number of fatalities and serious injuries to reach the 2030 target(345 fatalities and 3 491 seriously injuries by 2025)2020Road Safety Annual Report 2023 OECD/ITF 202369CountryTarget
294、Baseline year(s)Ireland Reduce by 50%the number of road deaths by 2030 from 144 to 72 orlower Reduce by 50%the number of serious injuries by 2030,from 1 259 to630 or lower.The strategy is divided into three phases(Phase 1=2021-24,Phase 2=2025-27,Phase 3=2028-30)and the targets for the end of Phase 1
295、 are to:Reduce by 15%the number of road deaths by 2020,from 144 to 122 orlower Reduce by 10%the number of serious injuries from 1 259 to 1 133 orlower.The strategy commits to achieving Vision Zero in Ireland by 2050.Average for 2017-19Italy Reduce by 50%the number of road deaths and serious injuries
296、 by 2030.A linear decrease in both deaths and serious injuries is hypothesised over the decade,with interim monitoring in 2024 and 2027.Specific targets in terms of reduction of the total number of fatalities have been set for some road users:children,young drivers,motorcyclists,cyclists,pedestrians
297、 and people over 65.2019Japan Fewer than 2 000 road deaths(within 24 hours)by 2025(correspondingto a reduction by 30%compared to 2020)Fewer than 22 000 serious injuries by 2025.Korea Reach less than 1 800 road deaths,is a 38%reduction from the numberin 2021.The target is in line with the United Nati
298、ons goal to halve road deaths by 2030.Luxembourg Reduce road fatalities and serious injuries by 50%by 2030.This target follows the objectives of the European Commissions Decade of Action 2021-2030 as well as the United Nations target for the same period.MexicoNot yet defined.MoldovaNot yet defined.M
299、orocco Reduce by 50%road deaths by 2026.There are specific targets for pedestrians,powered two-and three-wheelers,children,single-vehicle crashes and commercial transport.2015NetherlandsThe 2030 road safety strategy in general aims at zero fatalities and injuries by 2050.At this moment politicians a
300、re debating an intermediate goal of a reduction of 50%in serious injuries and fatalities by 2030 as well as the reference year.New Zealand A 40%reduction in killed and serious injuries by 2030.The long-term vision of the strategy is to achieve zero deaths and serious injuries on the roads by 2050.20
301、18NorwayIn 2030,the number of killed or seriously injured in road traffic should be maximum 350,with no more than 50 fatalities.There should be zero fatality from road traffic crashes in 2050.Road Safety Annual Report 2023 OECD/ITF 202370CountryTargetBaseline year(s)Poland To reduce by 50%the number
302、 of road deaths and serious injuries by 2030.There are specific targets for vulnerable road users(pedestrians,cyclists,moped and motorcyclists riders)and alcohol-related fatalities.There are also interim targets for each year of the programme.2019Portugal Reduce by 50%the number of road deaths by 20
303、30.Reduce by 50%the number of MAIS3+serious injuries by 20302019Serbia Reduce by 50%the number of road deaths and serious injuries by 2030.0 children killed in traffic from 2030.There are specific targets per pillar,as well as interim targets for specific year before 2030.2019Slovenia Reduce by 50%t
304、he number of road deaths and serious injuries by 2030.Spain Reduce by 50%the number of road deaths and serious injuries by 2030.There is a long term target of zero road deaths and serious injuries by 2050.No intermediate targets are explicitly set,but a linear reduction up to the final target is imp
305、licitly used as reference value for the year to year decrease in the figures.There are specific targets in terms of reduction of the total number of deaths and serious injuries,for the different road users,types of roads,and age groups.2019Sweden Reduce by 50%the number of road deaths by 2030,with a
306、 maximum of 133 road deaths in 2030 Reduce by 25%the number of serious injuries by 2030.There are some more specific targets:25%reduction in seriously injured pedestrians falling(single)by 2030 25%reduction in seriously injured cyclists in single crashes by 2030A quantification of the target to redu
307、ce road deaths due to suicides(including jumping from bridges)may come at a later stage.Average for 2017-19Switzerland Maximum 100 fatalities and 2 500 seriously injured per year by 2030 on Swiss roads.Maximum 25 fatalities and 500 seriously injured among humanpowered forms of mobility per year by 2
308、030 on Swiss roads(e.g.pedestrians,bicycles and e-bikes,scooters and e-scooters,inline skates or skateboards).United KingdomTargets not yet defined.United StatesThe 2022-26 Strategic Plan includes the target to reduce by 66%motor vehicle-related fatalities by 2040 to demonstrate progress to achieve
309、zero roadway fatalities.The national strategy includes a summary of the key actions the Department will take over the next three years to work towards the ambitious long-term goal of reaching zero roadway fatalities.Intermediate targets also exist for 2022 and 2023.Road Safety Annual Report 2023 OEC
310、D/ITF 202371Rachele Poggi(ITF)prepared this report with support from the ITF Secretariat.Renaud Madignier designed the report.It is based on data and information provided by the IRTAD Group.The ITF is grateful to all the members of the IRTAD Group for their contributions to this report.Road Safety A
311、nnual Report 2023 OECD/ITF 202372AcknowledgementsMore than 80 institutes worldwide are members or observers of the IRTAD Group,representing an extensive range of public and private organisations with a direct interest in road safety.IRTAD Group Chair:Dominique MIGNOT(France)Road Safety Annual Report
312、 2023 OECD/ITF 202373IRTAD members and observersArgentinaNational Road Safety Agency(ANSV)Australia Department of Infrastructure,Transport,Regional Development,Communications and the ArtsAustralian Road Research Board(ARRB)AustriaAIT Austrian Institute of Technology GmbHKuratorium fr Verkehrssicherh
313、eit(KfV)BelgiumVias InstituteBosnia and HerzegovinaMinistry of Communications and Transport CambodiaNational Road Safety CommitteeCanadaTransport CanadaChileMinistry of Transport and Telecommunications,Comisin Nacional de Seguridad de TrnsitoColombiaNational Road Safety Agency(ANSV)Costa RicaNationa
314、l Road Safety Council(COSEVI)Czech RepublicTransport Research Centre(CDV)DenmarkRoad DirectorateTechnical University of Denmark(DTU)FinlandFinnish Transport and Communications Agency TraficomFranceNational Interministerial Road Safety Observatory(ONISR)Centre for Studies on Expertise and Risks,Mobil
315、ity,Land Planning and the Environment(Cerema)Gustave Eiffel UniversityGIE PSA RenaultGermanyFederal Highway Research Institute(BASt)DEKRA e.VFraunhofer Institute for Transportation and Infrastructure SystemsGerman Automobile Association(ADAC)German Insurance Association(GDV)German Road Safety Counci
316、l(DVR)Mercedes Benz AGPTV GroupRobert Bosch GmbHTraffic Accident Research Institute at University of Technology Dresden(VUFO)Volkswagen AGGreeceNational Technical University of Athens EL.STATHungaryInstitute for Transport Sciences(KTI)IcelandIcelandic Road and Coastal AdministrationIcelandic Transpo
317、rt Authority(ICETRA)Road Safety Annual Report 2023 OECD/ITF 202374IrelandRoad Safety AuthorityIsraelNational Road Safety AuthorityCentral Bureau of StatisticsItalyCentre for Transport and Logistics(CTL)Italian Automobile Club(ACI)Fred EngineeringISTATJapan National Police AgencyInstitute for Traffic
318、 Research and Data AnalysisNational Research Institute for Police Science Kansai UniversityKoreaKorea Road Traffic Authority(KoROAD)Korea Expressway CorporationKorea Transportation Safety Authority(KOTSA)Korea Transport Institute(KOTI)LithuaniaMinistry of Transport and CommunicationsLuxembourgSTATEC
319、MexicoMexican Institute of Transportation(IMT)MoldovaTechnical University of MoldovaMoroccoNational Road Safety Agency(NARSA)NetherlandsMinistry of Infrastructure and Water Management Institute for Road Safety Research(SWOV)VIA SoftwareNew ZealandMinistry of TransportNorwayNorwegian Public Road Admi
320、nistrationPolandMotor Transport Institute(ITS)PortugalNational Road Safety Authority(ANSR)National Laboratory for Civil Engineering(LNEC)SerbiaRoad Traffic Safety AgencyMotor Vehicle Centre(AMSS)SloveniaSlovenian Traffic Safety AgencySouth AfricaRoad Traffic Management CorporationSpainGeneral Traffi
321、c Directorate Road Safety Annual Report 2023 OECD/ITF 202375SwedenSwedish Transport AgencySwedish Transport AdministrationSwedish Road and Transport Research Institute(VTI)SwitzerlandFederal Roads Office(FEDRO)Swiss Council for Accident Prevention(BfU)United KingdomDepartment for TransportAgilysisTr
322、ansport Research LaboratoryUnited StatesNational Highway Traffic Safety Administration UruguayNational Road Safety Unit(UNASEV)International organisationsEuropean Commission European Transport Safety Council(ETSC)Fdration Internationale de lAutomobile(FIA)FIA FoundationInternational Motorcycle Manuf
323、acturers Association(IMMA)The Motorcycle Industry in Europe(ACEM)Towards Zero Foundation World BankWorld Health Organisation(WHO)Road Safety Annual Report 2023 OECD/ITF 202376International Transport Forum2 rue Andr PascalF75775 Paris Cedex 16+33(0)1 73 31 25 00contactitfoecd.orgwww.itfoecd.orgThe Ro
324、ad Safety Annual Report 2023 provides an overview of road safety performance for the 42 countries participating in the International Transport Forums permanent working group on road safety,known as IRTAD.Based on the latest data,the report describes recent road safety developments in these countries and compares their performance against the main road safety indicators.Online country profiles complement this report:www.itfoecd.org/irtad.Road Safety Annual Report 2023Published:12/2023