1、ROAD SAFETYANNUAL REPORT2022ROAD SAFETYANNUAL REPORT20224ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022ABOUT THIS PUBLICATION This work is published under the responsibility of the SecretaryGeneral of the International Transport Forum.The opinions expressed and arguments employed herein do not necessa

2、rily reflect the official views of International Transport Forum 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

3、area.The statistical data for Israel are supplied by and under the 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.

4、Data in this report have been provided by countries to the database 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.it

5、foecd.org/irtad.Cite this work as:ITF(2022),Road Safety Annual Report 2022,OECD Publishing,Paris.ABOUT THE INTERNATIONAL TRANSPORT FORUMThe International Transport Forum(ITF)is an intergovernmental organisation with 64 member countries that organises global dialogue for better transport.It acts as a

6、 think tank for transport policy and hosts the Annual Summit of transport ministers.The ITF is the only global body that covers all transport modes.The ITF is administratively integrated with the OECD,yet politically autonomous.International Transport Forum2 rue Andr PascalF75775 Paris Cedex 16conta

7、ctitfoecd.orgwww.itfoecd.org5ABOUT IRTADThe International 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 insti

8、tutes,international organisations,automobile associations,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.ABOUT THE IRTAD DATABASET

9、he IRTAD Database includes road safety data,aggregated by country and year 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 includ

10、es validated data from 35 countries:Argentina,Australia,Austria,Belgium,Canada,Chile,Colombia,Costa Rica,Czech Republic,Denmark,Finland,France,Germany,Greece,Hungary,Iceland,Ireland,Israel,Italy,Japan,Korea,Lithuania,Luxembourg,the Netherlands,New Zealand,Norway,Poland,Portugal,Serbia,Slovenia,Spain

11、,Sweden,Switzerland,the United Kingdom and the United States.Data for the most recently added country(Costa Rica)are not included in the main analysis for this edition,as the validation process was not completed until after the finalisation of the report.The data is provided in a common format based

12、 on definitions developed and agreed by the IRTAD Group.Selected data is available for free;full online access requires IRTAD membership.Access the database via the OECD statistics portal:https:/stats.oecd.org/Index.aspx?DataSetCode=IRTAD_CASUAL_BY_AGE.6ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CO

13、NTENTS8 INTRODUCTIONSHORTTERM ROAD SAFETY TRENDSPRELIMINARY 2022 DATAMOBILITY AND ROAD SAFETY IN 2021LONGERTERM ROAD SAFETY TRENDSEVOLUTION IN THE NUMBER OF ROAD DEATHS,201019ROAD DEATHS BY USER GROUP,201019ROAD DEATHS BY AGE GROUPROAD DEATHS BY ROAD TYPENATIONAL ROAD SAFETY STRATEGIES49 REFERENCES

14、50 DATA TABLES60 ANNEX75 CREDITS76 IRTAD MEMBERS AND OBSERVERS 24046487LIST OF FIGURES AND TABLESRoad deaths in 2020 and 2021 compared to the linear trend since 2010 16Evolution in road deaths by road user,2021 compared to average for 201719 21Road fatalities per 100 000 inhabitants,2021

15、23Road fatalities per 10 000 registered vehicles,2021 24Road fatalities per billion vehiclekilometers,2020 25Aggregate evolution in the number of road deaths in IRTAD countries,20102021 27Percentage change in the number of road deaths,201019 29Evolution in road deaths by road user compared to total,

16、201019 33Percentage change in the number of car occupants killed,201019 34Percentage change in the number of pedestrians killed,201019 35Percentage change in the number of cyclists killed,201019 36Percentage change in the number of users of powered twowheelers killed,201019 39Road deaths by age grou

17、p,201019 41Road deaths per 100 000 inhabitants by age group,2019 42Road deaths by road type,2019 47Road deaths,first half of 201722:Provisional data 11Traffic volumes in 201721(millions vehiclekilometers)132021 road fatality data compared to the 201719 average 15Fatality risk,201921:Road deaths per

18、billion vehiclekilometres 20Road deaths,201021 30Share of ebikes in cyclist fatalities,201521 37National speed limits on urban roads,rural roads and motorways,2022 passenger vehicles(km/h)50Maximum authorised blood alcohol content levels,2022,by country 52Seatbelt laws and wearing rates in front and

19、 rear seats of passenger cars,2021 or latest available year 54Helmet laws and wearing rates,2021 or latest available year 56Road safety strategies in IRTAD countries 61Targets on road deaths and serious injuries in IRTAD countries 70The 14 recommendations of the Lyon Declaration 9Measuring risk and

20、comparing countries 22FIGURE 1FIGURE 2FIGURE 3FIGURE 4FIGURE 5FIGURE 6FIGURE 7FIGURE 8FIGURE 9FIGURE 10FIGURE 11FIGURE 12FIGURE 13FIGURE 14FIGURE 15TABLE 1TABLE 2TABLE 3TABLE 4TABLE 5TABLE 6TABLE 7TABLE 8TABLE 9TABLE 10TABLE A1TABLE A2BOX 1BOX 28ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022In August

21、2020,the United Nations General Assembly adopted Resolution 74/299,declaring 202130 the Second Decade of Action for Road Safety(UN,2020).In October 2021,the World Health Organization(WHO)officially launched the Second Decade of Action with the publication of the Global Plan for the Decade of Action

22、for Road Safety 202130(WHO,2021).The Second Decade of Action aims to reduce road traffic deaths and serious injuries by at least 50%between 2021 and 2030(UN,2020:5).Working towards this ambitious target requires sustained efforts by all countries.In particular,countries need to monitor road crashes,

23、casualties and road safety performance indicators to help design adequate road safety strategies and implement measures to substantially reduce deaths and serious injuries.Importantly,countries also need to assess their efforts regularly and adjust their actions for results.The International Traffic

24、 Safety Data and Analysis Group(IRTAD)plays a crucial role in this assessment activity and works to improve the collection and analysis of road safety data.IRTAD held its seventh international conference in Lyon in September 2022(ITF,2022a).The meeting concluded with the Lyon Declaration(see Box 1),

25、which includes 14 recommendations focused on better road safety data for better road safety outcomes.This report examines the development of road safety in the year 2021,the first year of the Second Decade of Action.The analysis draws on road safety data from 34 IRTAD member countries.It outlines sh

26、ortterm trends for the year 2021 and longterm trends for the period 201019.The report also presents provisional data on road deaths for the first semester of 2022(January to June).As detailed in the previous IRTAD annual report(ITF,2021),the year 2020 saw an unprecedented reduction in road casualtie

27、s,predominantly due to the Coronavirus(Covid19)global pandemic and associated travel restrictions.At the same time,a more significant reduction could have been expected,given the considerable reduction in mobility recorded throughout the year.While 2021 was also significantly disrupted by the pandem

28、ic,the data for 2020 represent a poor reference point for benchmarking progress through the Second Decade of Action(202130).Therefore,this report compares the 2021 data on shortterm trends to averages for the period 201719.Similarly,for the analysis of the longerterm trends,comparing the year 2021,w

29、hich was still very much disrupted by the pandemic,with previous years could lead to misleading conclusions on road safety performance.For this reason,the analysis of longerterm trends considers the evolution of road safety data between 2010 and 2019.As in previous editions,this years report summari

30、ses prevailing speed limits,national legislation on legal maximums for bloodalcohol concentration,and seatbelt and helmet use.It also reviews national road safety strategies in IRTAD countries and current road safety targets(see Annex).INTRODUCTION9BOX 1.THE 14 RECOMMENDATIONS OF THE LYON DECLARATIO

31、N1.Monitor progress towards the goals of the Second Decade of Action for Road Safety with goodquality data.2.Use guidelines developed by ITF IRTAD and the World Bank to conduct reviews of road safety data and collection systems where crashdata systems need improving 3.Harmonise the definition and co

32、llection of serious injury data4.Use quantitative interim targets to monitor progress in cutting deaths and injuries5.Base targets for reductions in deaths and serious injuries on absolute figures not just rates6.Use safety performance indicators to assess progress in implementing road safety polici

33、es7.Use the indicators developed by the European Commission and the World Health Organization as a guide for developing systematic safety performance indicators8.Consider developing additional performance indicators suited to assessing implementation of the Safe System approach to preventing deaths

34、and serious injuries9.Use crashriskexposure data to assess safety and benchmark progress 10.Consider using novel data sources,including mobile phone applications,to collect exposure data 11.Collect data to support a shift to more active and sustainable mobility 12.Allocate resources to collecting an

35、d analysing new data on new modes of mobility 13.Develop indepth crash investigation systems14.Cooperate in the development of regional road safety observatories to foster the development of harmonised crash data systems.Source:ITF,Declaration from the 7th IRTAD Conference,“Better Road Safety Data f

36、or Better Safety Outcomes”,Lyon,2728 September 2022,www.itfoecd.org/7thirtadconferencebetterroadsafetydatabettersafetyoutcomes.10ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022SHORTTERM ROAD SAFETY TRENDSThis section presents data on shortterm trends in road safety.It includes preliminary data for the

37、year 2022 and mobility and road safety data for the year 2021.PRELIMINARY 2022 DATAPreliminary data for the first six months of 2022 present a mixed picture.Among the 20 countries that provided data,14 reported an increase in the number of road deaths compared to the first six months of 2021.However

38、,for most of the 20 countries,the total number of road deaths recorded in the first half of 2022 was still lower than the totals recorded in the years before the Covid19 pandemic(see Table 1).When comparing to the average for the first half of each year in the period 201719,there were 12%fewer death

39、s in the first half of 2022 than before the pandemic.At the same time,2022 data for 14 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.Road deaths increased in 2022 but are still bel

40、ow levels prevailing before the Covid-19 pandemic11Table 1.Road deaths,first half of 2017-22Provisional dataCountryJanJun 1719 (average)JanJun 2020JanJun 2021JanJun 2022%change in 2022 over 2021%change in 2022 over 2020%change in 2022 over 201719Austria925%24%0.0%Belgium2862362262312%-2%-

41、19%Chile 824%16%15%Czech Republic26525022024712%-1%-7%Denmark8468466235%-9%-26%Finland1071109175-18%-32%-30%France1 5571 1531 2531 55324%35%-0.2%Germany1 5021 2901 1071 26714%-2%-16%Greece30924525128212%15%-9%Hungary2671712072164%26%-19%Iceland74440%0%-45%Israel1-1%31%8%Japan1

42、8691 6171 4421 413-2%-13%-24%Lithuania80716148-21%-32%-40%Luxembourg1310613117%30%0.0%Netherlands279%8%11%New Zealand68%28%-3%Poland1 2251 087983891-9%-18%-27%Serbia23421320324018%13%3%Slovenia514548516%13%1%TOTAL9 4888 0857 6388 37810%4%12%12ROAD SAFETY ANNUAL REPORT 2022 OECD

43、/ITF 2022MOBILITY AND ROAD SAFETY IN 2021Data on mobility and road safety in 2021 relate to traffic volumes,road deaths,mortality rates and fatality risks.TRAFFIC VOLUME IN 2021This report expresses the traffic volume in individual countries as the total distance travelled in vehiclekilometres(vkm).

44、Traffic volumes increased in 2021 compared to 2020 but were still lower than in 2019,in the preCovid period.This was the case in all ten countries that provided data on traffic volume up to 2021.In France and Germany,for example,traffic volumes in 2021 were 9%below their respective 2019 levels.As wa

45、s the case in 2020,the year 2021 can be considered an“abnormal”year.Several IRTAD member countries were still in lockdown or curfew for part of the year due to the pandemic.The resulting restrictions on movement impacted traffic volumes and the number of road crashes.Traffic volumes are also on the

46、rise but still not at pre-pandemic levels13Table 2.Traffic volumes in 2017-21(millions vehicle-kilometers)Country200202021%change 2021 over 2019%change 2021 over 2020%change 2020 over 2019Australia255862 259413 259332 245930 249188-4%1%-5%Canada389758 394623 407997 373160 398805-2%7%-9%Cz

47、ech Republic54784 56450 57485 52280 53742-7%3%-9%Finland50225 50436 50387 48543 48305-4%0%-4%France619839 620142 616700 524483 562443-9%7%-15%Germany749600 751100 755000 683000 686000-9%0%-10%Iceland3938 4008 3998 3800 3942-1%4%-5%Norway45283 46000 46226 43406 44968-3%4%-6%Slovenia21346 21886 22477

48、17612 19449-13%10%-22%Sweden83896 84433 83723 77737 80163-4%3%-7%14ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022ROAD DEATHS IN 2021Overall,road deaths slightly increased in 2021On average,for the 34 IRTAD countries with validated data,road deaths increased by 0.1%in 2021 compared to the average for 2

49、01719(see Table 3).But road deaths in the United States increased by more than 16%in 2021However,the overall average includes a substantial increase of 16.3%in road deaths in the United States,the most populous IRTAD member country.The increase recorded in the United States,therefore,significantly i

50、mpacts the overall average.If US data is excluded,overall road deaths in IRTAD member countries fell by over 12%When setting aside US data,road deaths decreased by 12.4%in 2021 compared to the average for 201719.This finding points to a considerable reduction,considering that the average annual redu

51、ction during the period 201019 was 2%.Individual countries recording large reductions in road deaths compared to the 201719 average in 2021 included Argentina(27.4%),Japan(23.2%)and Korea(22.7%).15Table 3.2021 road fatality data compared to the 2017-19 averageCountry2021 road deathsData status201719

52、 road deaths%changeCountries with validated dataArgentina3870provisional5334-27.4Australia1122provisional1182-5.1Austria362final413-12.3Belgium516final619-16.6Canada1768final1852-4.5Chile2052final19515.2Colombia7238provisional657010.2Czech Republic531final617-13.9Denmark130final182-28.6Finland223pro

53、visional229-2.6France2944final3313-11.1Germany2562final3167-19.1Greece613provisional706-13.2Hungary544final620-12.3Iceland9final13-30.8Ireland138provisional143-3.5Israel364final3455.5Italy2875final3295-12.7Japan3205final4172-23.2Korea2916final3772-22.7Lithuania148final183-19.1Luxembourg24final28-14.

54、3Netherlands582final651-10.6New Zealand318provisional369-13.8Norway80final107-25.2Poland2245final2867-21.7Portugal561final631-11.1Serbia521final554-6.0Slovenia114final9915.2Spain1533final1797-14.7Sweden201final266-24.4Switzerland200final217-7.8United Kingdom1608final1834-12.3United States42915final3

55、688816.3Observers and accession countries(a)Costa Rica689provisional820-16.0Morocco3685final3695-0.3(a)Data as provided by the countries and not validated by IRTAD.16ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Figure 1.Road deaths in 2020 and 2021 compared to the linear trend since 2010Road deaths T

56、rend 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Argentina3 0003 5004 0004 5005 0005 5006 00050945040507452095279558255505633838702010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Austria300350400450500550600552523533243622010 2011 2012

57、 2013 2014 2015 2016 2017 2018 2019 2020 2021Canada1 6001 7001 8001 9002 0002 1002 2002 3002238202320757982010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Colombia4 5005 0005 5006 0006 5007 0007 500547576650566296577544772382010 2011 2

58、012 2013 2014 2015 2016 2017 2018 2019 2020 2021Australia1 0001 0501 1001 1501 2001 2501 3001 3501 40095522010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Belgium4505005506006507007508008509008508848277647457626706096046444995162010 2011 2012 201

59、3 2014 2015 2016 2017 2018 2019 2020 2021Chile1 6001 7001 8001 9002 0002 1002 2002 3002070204462420522010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Czech Republic450500550600650700750800850802773742654688735651753117Road deaths Trend 2010-19201

60、0 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Denmark800255220821631302010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021France2 4002 6002 8003 0003 2003 4003 6003 8004 0003 9923 9633 6533 2683 3843 4613 4773 4483 2483 2442 5412 9442010 2011 2012 20

61、13 2014 2015 2016 2017 2018 2019 2020 2021Greece4006008001 0001 2001 40087979579382473132010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Iceland2468086186892010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Finland2002250260270

62、28029030027229225525822927025823823920 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Germany2 5002 7002 9003 1003 3003 5003 7003 9004 360033393377345932063271925622010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Hungary400450500550600650700750740638

63、60559256336024605442010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Ireland0225ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Road deaths Trend 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Israel26028030032

64、0340360380400375382290309332010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Japan3 0003 5004 0004 5005 0005 5006 000582855355268546984431632052010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Lithuania03202992963088

65、51482010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Netherlands55057059066906406626 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Italy2 2002 4002 6002 8003 0003 2003 4003 6003 8004 0004 20041143 9633753340833378333

66、432010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Korea2 5003 0003 5004 0004 5005 0005 5006 000550552295392509247624628162010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Luxembourg202530354045503233344535363225362226242010 2011 2012 2013 2014 201

67、5 2016 2017 2018 2019 2020 2021New Zealand240260280300320340360380400375284308253292335032031819Road deaths Trend 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Norway7090087893802010 2011 2012 2013 2014 2015 2016 2017 2018 20

68、19 2020 2021Portugal4005006007008009005636026756835355612010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Slovenia708090020801142010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Sweden0270290328

69、526027025927025232422 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Poland2 0002 5003 0003 5004 0004 500390843202293830262839122452010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Serbia45050055060065070075066073996075795485344925212010 20

70、11 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Spain1 2001 4001 6001 8002 0002 2002 4002 600247820608 0015332010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021Switzerland02302502702903320339269243253222720020ROAD SAFETY A

71、NNUAL REPORT 2022 OECD/ITF 2022Road deaths Trend 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021United Kingdom1 4001 5001 6001 7001 8001 9002 00024982010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021United States30 00032 00034 0

72、0036 00038 00040 00042 00044 000329993247933782328933274435484378063747336835363553882442915Road fatalities for 2020 and 2021 were below the longer-term trendFigure 1 illustrates trends in road fatalities in IRTAD member countries since 2010.It includes expected values for 2020 and 2021 had the tren

73、d continued without the Covid19 pandemic.The figure shows that,for most countries,road fatalities for 2020 and 2021 are below the trend.The decrease in road deaths partly results from changes in mobility due to Covid19 pandemic.But for some countries,total roadcrash deaths in 2020 and 2021 were abov

74、e the forecast values.For a more indepth analysis of the reasons for this variation at the country level,see the individual country reports on the ITF website.When distance travelled is considered,the risk of being killed in traffic(deaths per billion vehicle kilometres)was lower in 2021 than in 201

75、9 for six of the ten countries with 2021 data on distance travelled.This finding suggests that the risk decreased in those countries.Meanwhile,in the four remaining countries for which 2021 data on this indicator is available,the number of deaths decreased,mainly due to the decrease in traffic(see T

76、able 4).Table 4.Fatality risk,2019-21:Road deaths per billion vehicle-kilometresCountry201920202021Australia4.6 4.4 4.5 Canada4.3 4.7 4.4 Czech Republic10.7 9.9 9.9 Finland4.2 4.6 4.6 France5.3 4.8 5.2 Germany4.0 4.0 3.7 Iceland1.5 2.1 2.3 Norway2.3 2.1 1.8 Slovenia4.5 4.5 5.9 Sweden2.6 2.6 2.5 2129

77、 countries recorded a decrease in road-crash deaths in 2021Among the 34 IRTAD countries,29 recorded a reduction in road deaths in 2021 compared to the average for 201719.In 23 countries,this reduction was greater than 10%.The strongest decreases(not considering Iceland,with a very low absolute numbe

78、r of road deaths)were recorded in Denmark(28.6%),Argentina(27.4%)and Norway(25.2%).Denmark,Germany,Japan,Korea,Lithuania,Norway,Poland and Sweden recorded their lowestever number of road deaths since systematic records began.The number of road deaths increased,however,in five countries:Chile(+5.2%),

79、Israel(+5.5%),Colombia(+10.2%),Slovenia(+15.2%)and the United States(+16.3%).Road deaths fell for all user groups in 2021,except for users of powered two-wheelersWhile the most recent user group data is unavailable for Australia,Greece and the United States,the number of road deaths decreased in 202

80、1 for all road users in the remaining 31 countries that provided data.The exception is road deaths among users of powered twowheelers(PTWs),which increased by 0.5%(see Figure 2).The 31 countries with 2021 data disaggregated by user group experienced an average reduction of 12.6%in the number of road

81、 fatalities in 2021 compared to 201719.The number of pedestrian road deaths decreased by 22.7%,while caroccupant deaths fell by 12.8%and cyclist deaths dropped by 7.5%.The 0.5%increase in road deaths among PTW users in 2021 was mainly due to a 27%rise in Colombia.PTW deaths in the other 30 countries

82、 surveyed decreased by 10%.Figure 2.Evolution in road deaths by road user,2021 compared to average for 2017-19Note:Data in this table represents an aggregate of 31 countries.-25%-20%-15%-10%-5%0%5%PedestriansCyclistsPTW usersCar occupantsAll road users-22.7%-7.5%0.5%-12.8%-12.4%22ROAD SAFETY ANNUAL

83、REPORT 2022 OECD/ITF 2022MORTALITY RATES AND FATALITY RISKS IN 2021Three common indicators used to measure road safety performance and compare safety levels across countries are 1)the number of deaths per population,2)the number of deaths per distance travelled,and 3)the number of deaths per motoris

84、ed vehicle(see Box 2).This section explores the 2021 data for the first two indicators and 2020 data for the latter.Road trafficrelated mortality rates(measured in terms of the number of fatalities per 100 000 inhabitants)differ widely between countries.For example,the mortality rates in the United

85、States and Colombia are about nine times higher than in Norway.The mortality rate among the 34 countries with validated data for 2021 ranged from 1.5 to 14.2 deaths per 100 000 inhabitants.Eight countries achieved per-capita mortality rates below three in2021BOX 2.MEASURING RISK ANDCOMPARING COUNTRI

86、ESThree 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 motorisation.First,the number of fatalities per head of populat

87、ion 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 traffic.It is comparable to other causes of death(e.g.coro

88、nary 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 is low.Second,the number of fatalities per distance tr

89、avelled by motorised vehicles measures fatality risk.This indicator 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 nonmotorised vehicles(e.g.bicycles).In some countries,nonmotor

90、ised vehicles represent a large part of the vehicle fleet 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 vehiclekilometres.Third,the number of fatalities per number of registered m

91、otorised 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 vehicleuse characteristics.It also requires reliable statistics on the n

92、umber 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 nonmotorised vehicles(e.g.bicycles),which represent a large part of the vehicle fleet(and fatality figu

93、res)in some countries.This indicator is usually expressed as the number of fatalities per 10 000 registered motorised vehicles.23Norway again recorded the lowest death rate among ITF countriesNorway recorded the lowest death rate in recent decades among IRTAD member countries,with 1.5 deaths per 100

94、 000 inhabitants in 2021(see Figure 3).The last time an IRTAD country achieved a lower mortality rate was in 2014,when Iceland recorded a mortality rate of 1.2.Eight countries had mortality rates below three in 2021:Norway(1.5),Sweden(1.9),Denmark(2.2),Switzerland(2.3),the United Kingdom(2.4),Icelan

95、d(2.4),Japan(2.6)and Ireland(2.8).A further 23 countries had rates of between 3 and 9 road trafficrelated deaths per 100 000 inhabitants.Three countries had mortality rates above 10:Chile(10.4),the United States(12.9)and Colombia(14.2).Mortality rates also vary across regions and between countries n

96、ot included in the IRTAD database.For example,the WHOs Global Status Report on Road Safety(2018)reported an average mortality rate of 26 deaths per 100 000 inhabitants in Africa,although that data was for 2016.The next release of the WHOs worldwide data,scheduled for 2023,will be based on 2021 data.

97、The three countries with the highest mortality rates in 2021 are all in the Americas0246810121416NorwaySwedenDenmarkSwitzerlandUnited KingdomIcelandJapanIrelandGermanySpainNetherlandsLuxembourgIsraelFinlandAustriaAustraliaBelgiumFranceCanadaItalyCzech RepublicLithuaniaSloveniaPortugalHungaryKoreaGre

98、ecePolandNew ZealandSerbiaArgentinaChileUnited StatesColombiaFigure 3.Road fatalities per 100 000 inhabitants,202124ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Fatality rates per registered vehicle followed a similar patternFatality rates,measured against the number of motorised vehicles in the flee

99、t,ranged from 0.2 to 4.3 deaths per 10 000 registered vehicles in 2021 across countries with validated data(see Figure 4).A total of 12 countries registered rates below 0.5:Norway,Iceland,Switzerland,Sweden,Japan,Denmark,the UK,Spain,Germany,Finland,Luxembourg and the Netherlands.The fatality risk i

100、n 2021 was highest in Colombia and Chile(with 4.3 and 3.4 road deaths per 10 000 motorised vehicles,respectively).As measured by this metric,the fatal crash risk is 22 times higher in Colombia than in Norway.The risk of death in a road crash is 22 times higher in Colombia than in NorwayA number of o

101、ther countries greatly exceed the risk level of Colombia but lack validated data.012345NorwayIcelandSwitzerlandSwedenJapanDenmark(a)United KingdomSpainGermany(a)FinlandLuxembourgNetherlandsAustriaItalyAustraliaFrancePolandCzech RepublicBelgium(a)CanadaSloveniaLithuaniaNew ZealandIsraelHungary(a)Arge

102、ntinaSerbiaChileColombiaFigure 4.Road fatalities per 10 000 registered vehicles,2021Note:(a)Mopeds are not included in data on the number of registered vehicles in these countries.25The top-performing countries perform consistently well across all road safety indicatorsThe 2021 data on fatality risk

103、 measured by distance travelled is only available for six of the 20 countries that provide data on this indicator.In 2020,for these 20 countries,the fatality risk ranged from 2.1 to 9.9 road deaths per billion vehiclekilometres(see Figure 5).Three countries recorded a risk of fewer than three deaths

104、 per billion vehiclekilometres travelled:Norway,Iceland and Sweden.Two countries recorded a risk of more than nine deaths per billion vehiclekilometres travelled:Korea and the Czech Republic.024681012IcelandNorwaySwedenDenmarkUnited Kingdom(a)SwitzerlandGermanyIrelandAustraliaSloveniaFinlandCanadaAu

105、striaFranceJapanIsraelNew ZealandUnited StatesKoreaCzech RepublicFigure 5.Road fatalities per billion vehicle-kilometers,2020Note:(a)Data for the United Kingdom in this figure excludes Northern Ireland.26ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022LONGERTERM ROAD SAFETY TRENDSThis section discusses

106、the longerterm evolution of specific road safety indicators for the period 201019.The Covid19 pandemic led to widespread and significant disruptions,including greatly reduced traffic levels worldwide.Therefore,the years 2020 and 2021 provide less reliable and meaningful data from a longerterm perspe

107、ctive.Comparing the number of road deaths in 2010 and 2020,for example,could produce misleading conclusions on the evolution of road safety.This section refers to two broad sets of data:data on the total number of road deaths;and data on road deaths disaggregated by user group,age group and road typ

108、e.The IRTAD database also covers serious injuries;details are provided in the accompanying country chapters.EVOLUTION IN THE NUMBER OF ROAD DEATHS,2010-19In the decade before Covid-19,road deaths fell by 8%among IRTAD countries:far short of the 50%reduction envisaged in the first UN Decade of Action

109、Between 2010 and 2019,the number of people killed in road crashes decreased by 7.7%,on average.Setting aside the data from the United States(see previous section),the overall reduction was 18%.This reduction was far less than the 50%reduction target set for the First Decade of Action for Road Safety

110、 201120(UN,2010;WHO,2011).Figure 6 summarises the evolution in the number of road deaths in the period 201021,with and without US data.It shows an overall decrease between 2010 and 2019,followed by a sharp pandemicrelated decrease in 2020 and an increase in 2021.As explained in the section on shortt

111、erm trends,the 2021 total is still below the level of the prepandemic period(average 201719).27Figure 6.Aggregate evolution in the number of road deaths in IRTAD countries,2010-2021Number of road deathsNumber of road deaths35 00040 00045 00050 00055 00060 00020000192

112、0202021Number of road deaths(excluding the United States)75 00080 00085 00090 000200001920202021Number of road deaths28ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Norway,Greece and Switzerland have achieved large drops in road fatalities since 2010 The global figures

113、 for 201019 in this report do not reflect disparities between countries regarding their longerterm road safety development.Benchmarked against 2010 data,the number of traffic deaths fell in 31 out of 34 IRTAD member countries in 2019.Road deaths fell most markedly in Norway(48%),Greece(45%)and Switz

114、erland(43%).The success of Norway is particularly noteworthy,given that it already has the lowest mortality rate and fatality risk among IRTAD countries.An additional group of five countries(Korea,Lithuania,Ireland,Japan and Luxembourg)saw a reduction in fatalities of over 30%.At the same time,three

115、 countries registered an increase in the number of road deaths in the period 201019:Colombia(+21%),the United States(+10%)and the Netherlands(+3%).29Figure 7.Percentage change in the number of road deaths,2010-19-50%-40%-30%-20%-10%0%10%20%30%NorwayGreeceSwitzerlandKoreaLithuaniaIrelandJapanLuxembou

116、rgSpainPortugalSloveniaPolandIcelandAustriaBelgiumCzech RepublicItalyFinlandDenmarkCanadaSerbiaFranceHungarySwedenGermanyAustraliaNew ZealandIsraelUnited KingdomChileArgentinaNetherlandsUnited StatesColombia30ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Table 5.Road deaths,2010-21CountryRoad fataliti

117、es200132014Countries with validated dataArgentina50945040507452095279Australia911851151Austria552523531455430Belgium850884827764745Canada22382023207519511841Chile207020446Colombia547576118Costa Rica574576655625662Czech Republic802773742654688Denmark2552201

118、67191182Finland272292255258229France39923963365332683384Germany36484009360033393377Greece879795Hungary740638605591626Iceland8129154Ireland2192Israel375382290309319Italy434013381Japan58285535526151654838Korea55055229539250924762Lithuania299296301258267Luxembourg323334

119、4535Netherlands(b)640661650570570New Zealand375284308253292Norway2087Poland390843202Portugal937891718637638Serbia660731688650536Slovenia5108Spain247820608Sweden2663Switzerland327320339269243United Kingdom217701854United States32999324

120、79337823289332744Observers and accession countries(a)Mexico786Moldova452433441326324Morocco377842224South Africa222Uruguay556572510567538(a)Data as provided by the countries and not validated by IRTAD.31Table 5.Road deaths,2010-21Road fatalities

121、2000233838703436276267060960464449958646836693665056629657754477238.86287356538239213477344

122、832483244254063274736336024605445637736433428328333783334348854698443292430852226246262737837835032031

123、883026283960267568353556485344925289632592702523242222720066806374733683536355388244295467313630.3003245.37763785

124、3726373636223005368540501292112503.506446470528422391.32ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022ROAD DEATHS BY USER GROUP,2010-19Vehicle occupants experience more of the benefits of road safetyFor the 34 countries with validated data,road deaths fell by 7.7%overall in the period 20101

125、9.When disaggregating by user group,the results are more nuanced.Vehicle occupants continue to see the strongest reduction in deaths among the different user groups.Pedestrian and cyclist deaths have declined at lower rates,while the number of PTW user deaths is increasing.Fatalities among users of

126、powered two-wheelers roseOver the same period,the number of car occupants killed in traffic fell by 19%,while the fatalityreduction rates for pedestrians(3%)and cyclists(1%)were much lower.However,the number of fatalities among users of PTWs increased by 7%in the same period.It should be noted that

127、the US data strongly influences these results,as detailed in the following sections.Figure 8 summarises the overall evolution in road deaths between 2010 and 2019,by age group and road user category,with and without including US data.33Figure 8.Evolution in road deaths by road user compared to total

128、,2010-19Aggregate 34 countriesWithout the United States-20%-15%-10%-5%0%5%10%PedestriansCyclistsPTW usersCar occupantsAll road users-3%-1%7%-19%-8%-30%-25%-20%-15%-10%-5%0%5%PedestriansCyclistsPTW usersCar occupantsAll road users-20%-7%5%-29%-18%34ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CAR OCCU

129、PANTSGreece,Norway and Korea have achieved substantial reductions in car occupant road deathsBetween 2010 and 2019,the number of car occupants killed in traffic decreased on average by 19%.This figure rose to 29%when excluding US data.All countries except for Chile saw a reduction(see Figure 9).Thre

130、e countries achieved a 50%reduction in caroccupant fatalities in 201019:Greece(63%),Norway(54%)and Korea(51%).An additional 13 countries(Switzerland,Spain,Argentina,Luxembourg,Ireland,Denmark,Portugal,Lithuania,Sweden,Australia,Belgium and Slovenia)recorded reductions above 30%.The reduction in fata

131、lities was lowest in Israel(5%),the Netherlands(4%)and the United States(1%).-70%-60%-50%-40%-30%-20%-10%0%10%20%GreeceNorwayKoreaSwitzerlandSpainArgentinaLuxembourgIrelandDenmarkPortugalLithuaniaSwedenAustriaBelgiumSloveniaPolandCanadaJapanGermanyIcelandAustraliaFranceFinlandItalyCzech RepublicHung

132、arySerbiaColombiaUnited KingdomNew ZealandIsraelNetherlandsUnited StatesChileFigure 9.Percentage change in the number of car occupants killed,2010-1935PEDESTRIANSPedestrian fatalities as a result of road crashes rose in the United States,the United Kingdom and Argentina but dropped elsewhereThe numb

133、er of pedestrians killed decreased on average by 3%in 201019 for the 34 IRTAD countries.Setting aside data for the United States,the overall reduction was 20%.During this period,the number of pedestrians killed on the roads of the United States increased by 46%(from 4 429 to 6 470).The number of ped

134、estrian fatalities also increased by 17%in the UK and 54%in Argentina.The number of pedestrians killed decreased in all other countries and more than halved in Finland and Switzerland(see Figure 10).Fatalities among users of e-scooters may be on the rise but improved classification is needed Several

135、 countries report a growing concern with the involvement of new mobility devices(including escooters)in crashes.National data systems have traditionally classified users of these devices as pedestrians,although this classification is now changing in some jurisdictions(see ITF,2020).Changes to the ta

136、xonomy of the IRTAD database should allow for analysis of this specific group of users in the coming years.-60%-50%-40%-30%-20%-10%0%10%20%30%40%50%60%FinlandSwitzerlandIcelandNorwayLithuaniaSloveniaIrelandKoreaPolandCzech RepublicNetherlandsDenmarkJapanIsraelPortugalAustriaHungarySerbiaNew ZealandS

137、painGreeceChileBelgiumItalySwedenGermanyAustraliaColombiaCanadaFranceUnited KingdomUnited StatesArgentinaFigure 10.Percentage change in the number of pedestrians killed,2010-1936ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CYCLISTSOverall,cyclist fatalities dropped slightly but they rose in 15 countr

138、iesThe number of cyclists killed on the roads fell by only 1%overall between 2010 and 2019 for the 34 IRTAD countries.The number of cyclists killed increased in 15 of 34 countries,partly reflecting the growing popularity of cycling in many contexts.At the individual country level,the number of cycli

139、sts increased by 130%in Argentina(from 77 to 177 fatalities),90%in Israel(from 18 to 34)and 60%in Ireland(from 5 to 8).In Lithuania,the number of cyclists killed decreased by more than half(52.2%).Fatality rates dropped by more than 30%in Japan,the Czech Republic,Canada,Hungary,Korea and Slovenia.Lu

140、xembourg recorded zero cyclist deaths in 2019 and three fatalities in 2018.Data on cyclists exposure(not available in the IRTAD database)are needed to assess whether safety conditions for cyclists are improving or deteriorating.For data on cyclist safety in individual cities with a population of 500

141、 000 or more,see ITF(2022d).-60%-30%0%30%60%90%120%150%LithuaniaChileSloveniaKoreaHungaryCanadaCzech RepublicJapanSwitzerlandSwedenPortugalFinlandUnited KingdomPolandItalyGreeceIcelandSerbiaAustraliaAustriaGermanyDenmarkSpainNorwayNetherlandsColombiaFranceBelgiumNew ZealandUnited StatesIrelandIsrael

142、ArgentinaFigure 11.Percentage change in the number of cyclists killed,2010-19Note:Data from Luxembourg is not included in this figure,as percentage changes in small numbers distort trends.37Data from the seven countries reporting disaggregated numbers show that the share of e-bike users in cycling f

143、atality statistics is growingSeveral countries mention that the share of ebikes in cycling volume and among cycling casualties is growing fast.Data from the seven IRTAD countries that provide differentiated numbers for ebike users confirm this trend(see Table 6).At the national level,in 2021,users o

144、f ebikes accounted for 52%of cyclist deaths in Israel.Belgium(47%),Switzerland(41%)and Germany(35%)reported similar figures.The share of ebike users in cyclist deaths is growing.For example,in Germany,ebike users represented 9%of cyclist deaths in 2015.This figure rose to 35%in 2021.Table 6.Share of

145、 e-bikes in cyclist fatalities,2015-21Country200021Belgium16%16%29%24%28%35%47%Denmark21%32%32%12%France8%9%11%Germany9%16%18%20%27%33%35%Israel47%81%52%Japan6%9%7%9%12%12%13%Switzerland32%25%19%29%38%31%41%38ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022POWERED TWO-WHEELERSMotor

146、cyclist fatalities soared in Latin AmericaOn average,the number of PTW users killed in traffic increased by 7%between 2010 and 2019 in the 34 countries with validated data.The number of motorcyclists killed in traffic soared in the three Latin American countries covered in the IRTAD database:Chile(+

147、89%),Argentina(+70%)and Colombia(+66%).The safety of motorcyclists(see ITF,2022c)is very worrying in these countries,where PTWs represent a large share of the vehicle fleet.The number of fatalities among PTW users also increased in 13 other IRTAD countries(see Figure 12).Fatalities stagnated or decr

148、eased in 18 countries,with the most substantial reductions in Switzerland(45%),Norway(43%)and Japan(43%).39Figure 12.Percentage change in the number of users of powered two-wheelers killed,2010-19-60%-40%-20%0%20%40%60%80%100%SwitzerlandNorwayJapanGreeceSerbiaKoreaItalySwedenFranceUnited KingdomBelg

149、iumGermanyCzech RepublicPortugalIrelandAustraliaSpainIcelandCanadaAustriaSloveniaHungaryNetherlandsUnited StatesPolandFinlandNew ZealandDenmarkLithuaniaIsraelColombiaArgentinaChileNote:Data from Luxembourg is not included in this figure,as percentage changes in small numbers distort trends.40ROAD SA

150、FETY ANNUAL REPORT 2022 OECD/ITF 2022ROAD DEATHS BY AGE GROUPFewer children and young people are dying in road crashesThe IRTAD database disaggregates road fatality data by age group for 33 countries.On average,between 2010 and 2019,road deaths for the population as a whole fell by 7.7%(see Figure 1

151、3).The data also indicates that road fatalities decreased the most for children and young people but increased for the senior population.The decrease in road deaths among children over the period was around four times as great as for the general population.It amounted to 31%for the 014 age groupand

152、36%for the 1517 agegroup.It is,of course,good news that fewer children lose their lives on the roads.However,data on the mobility of children is lacking.It is not possible to assess whether the reduction in child road deaths is mainly due to safer road environments for children or to less exposure t

153、o traffic.The decrease in road deaths among young people was slightly lower than for children but still more than double the overall reduction over 201019.It amounted to 27%for the 1820 age groupand 19%for young peopleaged 2124 years.But road fatalities among senior citizens are increasingWhile the

154、number of road deaths decreased by 6%for adults aged 2564,it increased for the senior population.This increase amounted to 7%for seniors aged 6574 and 6%for seniors aged 75 and over.Even after setting aside the data from the United States,the situation is about the same.Removing the US data reveals

155、a large decrease for children and young people.It also shows a reduction around the average for adults aged 2564,a reduction much lower than the average for adults aged 6574 and an increase in the number of road deaths among seniors over 75.In terms of mortality rates,young people(aged 1820 and 2124

156、)have long been the most atrisk in traffic.However,in several countries seniors aged 75 and over now constitute the age group with the highest road mortality rate.This trend is particularly visible in Korea.There,people aged 75 and above have a mortality rate of 27.2 per 100 000,four times higher th

157、an the average population(see Figure 14).The reasons for this change relate to several factors.One is demographic evolution,with an ageing population in most countries,and increasingly mobile senior citizens.Another is successful measures to improve the safety of young people(e.g.accompanied driving

158、 programmes).The fact that young people in some countries tend to start driving later when they are more mature may also play a role.41Figure 13.Road deaths by age group,2O1O-19Aggregate 33 countriesWithout the United States-40%-35%-30%-25%-20%-15%-10%-5%0%5%10%0-1415-1718-2021-2425-6465-7475+All ag

159、egroups-31%-36%-27%-19%-6%7%6%-8%-45%-40%-35%-30%-25%-20%-15%-10%-5%0%5%0-1415-1718-2021-2425-6465-7475+All agegroups-42%-42%-32%-24%-20%-13%2%-18%Note:This figure does not include data for the Netherlands.42ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Figure 14.Road deaths per 100 000 inhabitants by

160、 age group,2019Age groupAverage051015200-1718-2021-2425-6465-7475+Australia051015200-1718-2021-2425-6465-7475+Belgium051015200-1718-2021-2425-6465-7475+Canada051015200-1718-2021-2425-6465-7475+Colombia29.720.9051015200-1718-2021-2425-6465-7475+Austria051015200-1718-2021-2425-6465-7475+Iceland0510152

161、00-1718-2021-2425-6465-7475+Chile051015200-1718-2021-2425-6465-7475+Czech Republic43Age groupAverage051015200-1718-2021-2425-6465-7475+Denmark051015200-1718-2021-2425-6465-7475+France051015200-1718-2021-2425-6465-7475+Greece051015200-1718-2021-2425-6465-7475+Iceland051015200-1718-2021-2425-6465-7475

162、+Finland051015200-1718-2021-2425-6465-7475+Germany051015200-1718-2021-2425-6465-7475+Hungary051015200-1718-2021-2425-6465-7475+Israel44ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022051015200-1718-2021-2425-6465-7475+Italy051015200-1718-2021-2425-6465-7475+Korea27.2051015200-1718-2021-2425-6465-7475+Lu

163、xembourg051015200-1718-2021-2425-6465-7475+Norway051015200-1718-2021-2425-6465-7475+Japan051015200-1718-2021-2425-6465-7475+Lithuania051015200-1718-2021-2425-6465-7475+New Zealand051015200-1718-2021-2425-6465-7475+PolandAge groupAverage45051015200-1718-2021-2425-6465-7475+Portugal051015200-1718-2021

164、-2425-6465-7475+Slovenia051015200-1718-2021-2425-6465-7475+Sweden051015200-1718-2021-2425-6465-7475+United Kingdom051015200-1718-2021-2425-6465-7475+Serbia051015200-1718-2021-2425-6465-7475+Spain051015200-1718-2021-2425-6465-7475+Switzerland051015200-1718-2021-2425-6465-7475+United StatesAge groupAv

165、erage46ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022ROAD DEATHS BY ROAD TYPERural roads are deadlier than other road types,although rural road deaths are decreasingData disaggregated by road type is available for 26 countries(see Figure 15).In 2019,rural roads were the deadliest in 15 of these 26 cou

166、ntries.In Denmark,Slovenia,France,Sweden,the Czech Republic,Spain,Austria,Ireland,Luxembourg,New Zealand and Finland,more than 60%of road deaths occurred on rural roads.Inappropriate and relatively high speeds occur on many rural roads.The absence of physical separation of lanes,numerous intersectio

167、ns,sometimes poorly maintained roadsides,and mixed traffic(including vulnerable road users)increase the occurrence and severity of crashes on rural roads.Nevertheless,between 2010 and 2019,for the 25 countries for which data disaggregated by road type are consistently available(namely,the 26 countri

168、es in Figure 15,minus Argentina),the number of road deaths decreased by 23%on rural roads.Rising death rates on US urban roads contrast with decreases elsewhereAt the same time,the number of deaths on urban roads increased by 3%.This increase was driven mainly by US data.In the United States,the num

169、ber of people killed on urban roads increased by 37%(from 12 535 to 17 213)between 2010 and 2019.The number of road deaths on urban roads decreased by 24%for the 24 remaining countries.47Figure 15.Road deaths by road type,20190%20%40%60%80%100%FinlandNew ZealandLuxembourgIrelandAustriaSpainCzech Rep

170、ublicSwedenFranceSloveniaDenmarkGermanyPolandHungarySwitzerlandLithuaniaBelgiumItalyArgentinaKoreaSerbiaGreeceUnited StatesJapanPortugalCanadaNote:Data for Argentina in 2010 is not available.Rural roadsMotorwaysUrban roadsUnknown48ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022NATIONAL ROAD SAFETY STRA

171、TEGIESSeveral countries have recently released new road safety strategies in response to the Global Plan for the Decade of Action for Road Safety 202130.In 2022,the IRTAD Group conducted a survey of its members on their current road safety strategies and targets(see Annex).Among the 33 countries sur

172、veyed,23 have either adopted a new strategy for 2030 or are working on it.The text of the national road safety strategies of 28 of the 33 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 s

173、afety.This approach is based on the ethical perspective that no one should be killed or seriously injured in road traffic.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 Globa

174、l Plan.Most countries have adopted targets to reduce the number of road deaths.Among the 33 countries surveyed,19 have a 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 20

175、212030 decade.However,due to the Covid19 pandemic,most countries road deaths in 2020 were exceptionally low.Using 2020 data as the baseline would therefore make the 2030 target even more challenging.Most IRTAD countries have chosen either 2019 or the average for 201719 as a baseline for their 2030 t

176、argets.Several countries have set specific targets for specific road users(focusing,for example,on children,pedestrians or cyclists).Seven countries(Australia,Belgium,Finland,Ireland,the Netherlands,New Zealand and Spain)have explicitly referred to the longterm target of zero road deaths by 2050 in

177、their strategies.In 2020 the European Union adopted its“Road Safety Policy Framework 202130”(EC,2020),which 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

178、 number of people seriously injured in road traffic is at the core of the Safe System approach.Among the 33 countries surveyed,21 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 Fi

179、rst Decade of Action for Road Safety(201120),when very few countries addressed the issue of serious injuries.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%.Three c

180、ountries set their targets in absolute numbers.49REFERENCESEC(2020),“European Union Road Safety Policy Framework 202130 Next steps towards Vision Zero”,European Commission,DirectorateGeneral for Mobility and Transport,Brussels,https:/data.europa.eu/doi/10.2832/391271.ITF(n.d.),IRTAD Road Safety Data

181、base,OECD Stats,https:/stats.oecd.org/Index.aspx?DataSetCode=IRTAD_CASUAL_BY_AGE.ITF(2022a),Declaration from the 7th IRTAD Conference,“Better Road Safety Data for Better Safety Outcomes”,Lyon,2728 September 2022,www.itfoecd.org/7thirtadconferencebetterroadsafetydatabettersafetyoutcomes.ITF(2022b),Th

182、e Safe System Approach in Action,ITF Research Report,OECD Publishing,Paris,https:/doi.org/10.1787/ad5d82f0en.ITF(2022c),“Improving motorcyclist safety:Priority actions for Safe System integration”,ITF Policy Brief,December 2022,www.itfoecd.org/improvingmotorcyclistsafety.ITF(2022d),“Monitoring Progr

183、ess in Urban Road Safety:2022 Update”,International Transport Forum Policy Papers,No.108,OECD Publishing,Paris,www.itfoecd.org/monitoringprogressurbanroadsafety2022update.ITF(2021),Road Safety Annual Report 2021:The Impact of Covid-19,OECD Publishing,Paris,https:/doi.org/10.1787/f3e48023en.ITF(2020)

184、,“Safe Micromobility”,International Transport Forum Policy Papers,No.85,OECD Publishing,Paris,https:/doi.org/10.1787/0b98fac1en.ITF(2016),Zero Road Deaths and Serious Injuries:Leading a Paradigm Shift to a Safe System,OECD Publishing,Paris,https:/doi.org/10.1787/9789282108055en.United Nations,Genera

185、l Assembly Resolution 74/299,31 August 2020,www.undocs.org/A/RES/74/299.United Nations,General Assembly Resolution 64/255,10 May 2010,www.undocs.org/A/RES/64/255.WHO(2021),Global Plan for the Decade of Action for Road Safety 20212030,20 October 2021,www.who.int/publications/m/item/globalplanforthede

186、cadeofactionforroadsafety20212030.WHO(2018),Global Status Report on Road Safety 2018,World Health Organization,Geneva,www.who.int/publications/i/item/9789241565684.WHO(2011),Global Plan for the Decade of Action for Road Safety 20112020,www.who.int/publications/m/item/globalplanforthedecadeofactionfo

187、rroadsafety20112020.50ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022DATA TABLESThis 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

188、.Detailed country profiles with data on deaths and injuries,crash risk exposure and road safety policies are available at www.itfoecd.org/irtad.Table 7.National speed limits on urban roads,rural roads and motorways,2022passenger vehicles(km/h)CountryUrban areasRural roadsMotorwaysArgentina40-60(Buen

189、os Aires City has a range of 20 to 70 km/h)110120-130Australia50(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 Territory)Austria50100130Belgium30-50

190、70-90120Bosnia and Herzegovina5080,100130Cambodia3040(motorcycles,tricycles)40(passenger cars,trucks)60-70(motorcycles)90No motorwaysCanada40-70 80-90100-110Chile50(maximum default limit but can vary according to the type of road)30(school zones)90(rural buses,trucks and school transport)100(cars an

191、d 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 sign)No motorwaysCzech Republic5090130Denmark50(sections with 30,40 o

192、r 60)70,80(90 for specific sections)110,130Finland30-6080,100100,120France5080 or 90(90 on dedicated passing slots),110 on dual carriageways130(110 in wet weather and for novice drivers)Germany50100None(130 recommended)Greece5090130Hungary50(sections with 30,40,60 and 70)90130(110 on”motor roads”)Ic

193、eland5090(paved roads)80(gravel roads)n.a.Ireland7.5 tons)and bus(9 seats)driversBelgium 0.50.2 for professional drivers(since January 2015)Bosnia and Herzegovina0.30.0 for professional drivers,novice drivers,drivers who perform public transport,driving instructors,driving candidates,drivers under 2

194、1 or with less than 3 years of driving experienceCambodia 0.5-Canada0.8administrative maximum level of 0.5 g/l or 0.4 g/l in most provinces0.0 g/l administrative maximum level for novice and young(under 21)drivers in most provincesChile0.3-Colombia0.2-Costa Rica0.5-Czech Republic 0.0-Denmark0.5-Finl

195、and 0.5-France 0.50.2 for bus/coach drivers,novice driversGermany0.5(Drivers with a BAC between 0.3-0.5 g/l 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 goodsGreece0.5

196、0.2 for professional drivers,novice drivers,motorcycles and moped riders Hungary 0.0-Iceland0.5-Ireland0.50.2 for learner,novice and professional driversIsrael0.50.1 for young(under 24),novice and professional drivers53CountryGeneral BAC level(g/l)Differentiated BAC level(g/l)Italy 0.50.0 for young,

197、novice and professional driversJapan0.3-Korea0.5-Lithuania 0.40.0 for novice,professional,moped and motorcycle drivers Luxembourg0.50.2 for novice and professional driversMexico0.50.0 for professional drivers 0.2 for motorcycle driversMoldova,Republic of0.3-Morocco0.2-Netherlands 0.5(including cycli

198、sts)0.2 for novice drivers(first five years)New Zealand 0.50.0 for drivers under 20 years Norway 0.2-Poland0.2-Portugal0.50.2 for novice(first three years)and professional drivers(since 1 January 2014)Serbia 0.20.0 for novice and professional drivers and for PTW operatorsSlovenia 0.50.0 for novice(f

199、irst three years)and professional driversSouth Africa 0.50.2 for professional driversSpain0.50.3 for novice and professional driversSweden0.2-Switzerland0.50.0 for novice(first three years)and professional drivers United Kingdom 0.8 (England,Wales,Northern Ireland)0.5 (Scotland)-United States0.8(exc

200、ept for one state where it is 0.5)0.4 for professional drivers0.0 to 0.2 for drivers 90(estimation)2009No official dataMorocco1977 rural areas2005 urban areas 69 drivers on motorways59-73 drivers urban/rural roads55-65 pass.on urban/rural roads(2018)2005 rural areas36(2018)Netherlands2(20

201、10)New Zealand197297 drivers,96 passengers(2016)197992(2014)Norway197598 drivers,96 passengers(2019)198596(2014)Poland0Portugal197896 drivers and passengers(2017)199477(2017)Serbia198286 drivers,82 passengers200920Slovenia197795 drivers,96 passengers(2018)199878 adults(2018)South Africa20

202、05,vehicles registered after 1 January 20064.5 drivers,5 passengers(estimation 2010)2005,vehicles registered after 1 January 2006Spain1974 outside urban areas1992 inside urban areas90(2012)199281(2012)Sweden1975961986;child restraint since 198894(2017)Switzerland198197 drivers,96 passengers199490Uni

203、ted Kingdom198397 drivers,97 passengers(for Great Britain)1989(children);1991(adults)92(for Great Britain)United StatesPrimary law in 34 states and D.C.,secondary law in 15 states.Not mandatory for adults in one state.91 drivers,90 passengersVaries by State7856ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF

204、 2022Table 10.Helmet laws and wearing rates,2021 or latest available yearCountryPowered twowheelersCyclists Helmet lawWearing rate(%)in 2021Helmet lawWearing rate(%)in 2021ArgentinaYes69 riders,42 first pass.,21 additional passengers(2018)Yes8(2018)AustraliaYes99 riders(estimate)YesAustriaYes99.8Yes

205、,for children to age 1240(87 for children)BelgiumYes99.9(2022)Nomeasured in 2022 but not yet availableBosnia and HerzegovinaYesYesCambodiaYes,motorcycles from 50 cc,motorcycles with trailers,motorised tricycles(riders and passengers)Low(no precise data)NoCanadaYesIn some jurisdictionsChileYes95 ride

206、rs,87 passengersYes in urban areas67.3(2019)ColombiaYes79.2 motorcycle riders,52.7 passengers(urban areas)(2022)Yes,for children to age 1822.4(urban areas)(2022)Costa RicaYes97.2 riders,90.1 passengers(2020 national roads)NoCzech RepublicYes100(approx.)Yes,for children to age 1846(79 for children)De

207、nmarkYes100 motorcycles(2020)95 light moped in urban areas(2020)No48 in urban areas80 in school trafficFinlandYesover 99(2019)No50FranceYes,since 1973 for motorcyclists1976 for moped riders outside built up areas1980 for moped riders in urban areas97 outside built up area 98 in urban areasYes,for ch

208、ildren under 12Major cities:27 weekdays,36 weekends57CountryPowered twowheelersCyclists Helmet lawWearing rate(%)in 2021Helmet lawWearing rate(%)in 2021GermanyYes99.5 riders,99 passengers(inside urban areas)No22.8(inside urban areas)GreeceYes,since 197780.3 riders,65.5 passengers(2022)No HungaryYes

209、since 1965 for motorcyclists,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.aYes,for children to age 14IrelandYes,since 197899.8(approx.)No53IsraelYes100(approx.)Yes.M

210、andatory for all ages in non-urban roads.Mandatory for cyclists under 18 years in urban roadsn.a.ItalyYes,for all since 2000Since 1986 for motorcyclists and riders of moped under 1895(first 6 months 2022)NoJapanYes 100(approx.)NoKoreaYes84 NoLithuaniaYesYes,for children to age 18LuxembourgYes,since

211、1976100(estimate)MexicoYes76 riders,46 passengers(2020,urban roads)No11(2017)Moldova,Republic ofYesNo national dataYes on road sections with a speed limit above 50 km/hMoroccoYes,since 197660 riders,35 passengers(2018)No58ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryPowered twowheelersCyclists

212、 Helmet lawWearing rate(%)in 2021Helmet lawWearing rate(%)in 2021NetherlandsYes,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 must wear a helmet100 motorcyclists(approx.)96 moped riders(2008)No New ZealandYes,s

213、ince 1956 when travelling above 30 mphSince 1973 at all speeds100(approx.)Yes,since 199494(2015)NorwayYes100(approx.)No59(all age groups)57(above 12)79(below 12)PolandYes,since 1997100(approx.)No25PortugalYesMotorcyclists:97.6 riders,100 passengersMopeds:94 riders,92 passengers(2013)NoSerbiaYes Moto

214、rcyclists:90.9 riders,73.4 passengersMopeds:58.3 riders,46.6 passengersNo 3.7SloveniaYesYes,for children and youngster under 182167(children)27(young)(2022)South Africa YesYesSpainYes98(2012)Yes.Mandatory on non-urban roads for all.Mandatory on urban roads only for cyclists under 659CountryPowered t

215、wowheelersCyclists Helmet lawWearing rate(%)in 2021Helmet lawWearing rate(%)in 2021SwedenYes98 for mopedsYes,for children to age 15(since 2015)46 for all age groups64 for children42 for adultsSwitzerlandYes,motorcycles since 1981;mopeds since 1990100(approx.)96 mopedsNo for regular bicyclesYes for e

216、bikes 25km/h57 cyclists70 e-bikes 25km/hUnited KingdomYes,motorcycles 1973;mopeds since 1977No United StatesNo national law.19 states and D.C.require helmet use by all,29 by some users,3 have no helmet law.65 use of DOT-compliant helmetsAgespecific helmet laws in 21 states and D.C.60ROAD SAFETY ANNU

217、AL REPORT 2022 OECD/ITF 2022ANNEX ROAD SAFETY STRATEGIES AND TARGETS IN IRTAD COUNTRIESIn 2022,the IRTAD Group surveyed its members on their current road safety strategies and targets.A total of 33 countries responded to the survey.This Annex summarises these responses,detailing national road safety

218、 strategies(Table A1)and national targets on road deaths and serious injuries(Table A2).All data in this Annex were accurate as of 1 December 2022.61Table A1.Road safety strategies in IRTAD countriesCountryStrategyAustralia The Australian National Road Safety Strategy 2021-30 was adopted in 2021 fol

219、lowing consultation and review.The strategy continues Australias commitment to the Safe System approach.The Federal Department of Infrastructure,Transport,Regional Development and Communications(through the Office of Road Safety)developed the strategy with the eight state and territory governments a

220、nd the Australian Local Government Association.The Office of Road Safety also held targeted consultations with over 50 road safety stakeholders.The Australian National Road Safety Action Plan 202125 is currently under review and further consultation with stakeholders and state/territory jurisdiction

221、s.Links:www.roadsafety.gov.au/nrssAustriaThe Austrian Road Safety Strategy 20212030 refers to the Safe System.The Austrian Federal Ministry for Climate Action,Environment,Energy,Mobility,Innovation,and Technology(BMK)prepared the strategy in cooperation with the Austrian Road Safety Board(KFV)and Au

222、strian Mobility Research(FGM/AMOR).The strategy was developed on the basis of a comprehensive fundamental analysis of the main Austrian road safety issues and with the involvement of many Austrian stakeholders in the field of road safety and advocates the promotion of active mobility from childhood

223、onwards.The strategy deals with seven different fields of action:1.Active,safe and climatefriendly mobility2.Safe rural roads3.Motorcycle safety4.Car safety5.Fit and with full attention on the road6.Effective raising of awareness,education,and training7.Effective legislation,control activities,admin

224、istration,and information processes.Links:www.bmk.gv.at/en/topics/transport/roads/safety/vss2030.htmlBelgiumBelgiums federal road safety plan,the Plan Fdral de Scurit Routire 2021-25,is based on Vision Zero.There are also three regional plans and a federal strategy,known as“All for Zero”.The Federal

225、 Service Mobility and Transport developed the federal strategy together with the Federal Ministry of Transport,regional authorities and the Vias Institute.Links:https:/allforzero.be/storage/minisites/planfederalsecuriteroutiere.pdfhttps:/allforzero.be/fr/allforzero/Bosnia and HerzegovinaThe Framewor

226、k Road Safety Strategy Development for Bosnia and Herzegovina(20212025)is under preparation and has not yet been published.The strategys vision is the Road To Zero.It is being prepared via a Memorandum of Understanding between the Ministry of Communications and Transport of Bosnia and Herzegovina an

227、d the United Nations Development Programme.CanadaCanadas Road Safety Strategy 2025(RSS 2025)was first published in 2016 and adopts the Safe System approach.Canada also has a longterm vision of zero fatalities and serious injuries on the roads(Vision Zero).The RSS 2025 was a collaborative initiative

228、developed by the federal and provincial/territorial departments of Transportation and Highway Safety along with the Canadian Council of Motor Transport Administrators.The Council acts as the custodian of the national strategy.Efforts will begin in the near future to develop a successor plan that con

229、tinues beyond 2025.Links:http:/roadsafetystrategy.ca/en/62ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryStrategyChileChiles Estrategia Nacional de Seguridad de Trnsito National Road Safety Strategy for 2021-30 was published in December 2020.It specifically refers to the Safe System and Vision Z

230、ero(“Vision Zero for Chile”).The National Road Safety Commission(CONASET)developed the strategy,which was inspired by the Global Plan for the Decade of Action for Road Safety 20112020 and its road safety pillars.The strategy also refers to the UNs 2030 Agenda for Sustainable Development(the 2030 Age

231、nda).Links:https:/conaset.cl/wpcontent/uploads/2021/05/EstrategiaNacionaldeSeguridaddeTr%C3%A1nsito_20212030.pdfColombiaColombias National Road Safety Strategy will cover the period 2022-31 and should be released by the end of 2022.The National Road Safety Agency(ANSV)is preparing the strategy,which

232、 will officially adopt the Safe System approach.The strategy will address eight sets of actions:1.Promote safe speeds2.Move towards safe vehicle technologies for new vehicles and increase the safety conditions of vehicles currently in operation3.Protect road users lives through the design,constructi

233、on,improvement,conservation,and operation of road infrastructure4.Encourage safe behavior by road users5.Raise compliance with traffic regulations 6.Strengthen the public policy of comprehensive care,recovery,rehabilitation,and support for victims of road accidents7.Implement governance principles a

234、nd strengthen the implementation of territorial public policies for road safety management under the Safe System approach8.Consolidate a knowledge management system on road accidents as the basis for defining,planning,and executing road safety policies and priorities.Links:www.ansv.gov.coCzech Repub

235、licThe Czech Republics national road safety strategy for 202130 is titled Road Safety is Everyones Right and Responsibility.Both Vision Zero and the Safe System approach are at its core.The Road Safety Department of the Ministry of Transport developed the strategy.Links:www.ibesip.cz/getattachment/P

236、roodborniky/NarodnistrategieBESIP/Aktualnistrategie/CzechRoadTrafficSafetyStrategy202130_1111.pdfDenmarkDenmark has adopted a new 2021-2030 Action Plan.The plan does not refer to Vision Zero or the Safe System.The Danish Road Safety Commission an advisory body with wide representation among road saf

237、ety actors including policy makers,professional bodies and nongovernmental organisations developed the current strategy and has elaborated and presented successive plans since 1988.The current plans vision is“Every accident is one too many”,which dates back to earlier action plans created by the Com

238、mission.Links:www.faerdselssikkerhedskommissionen.dk/media/eymfxr0n/fsk_resume_handlingsplaneng_20212030_final.pdf63CountryStrategyFinlandFinlands traffic safety strategy for 20222026 was published in March 2022 and was accompanied by a government resolution on traffic safety.It refers to both Visio

239、n Zero and the Safe System.The Ministry of Transport and Communication is responsible for the strategy but it is a result of extensive,crossadministrative cooperation.A total of 53 different parties were consulted during its preparation.In addition to road traffic,the strategy covers noncommercial b

240、oating and aviation,trainpedestrian collisions and railway level-crossing accidents.Links:www.fintraffic.fi/en/fintraffic/strategy20222026FranceFrance does not publish a road safety strategy in the usual sense.The French approach is to define a very active and proactive policy,dealing with all aspec

241、ts that can help to improve road safety.French road safety policy is decided by the Prime Minister,who chairs the Interministerial Committee for Road Safety.Some road safety measures are the result of discussions within the National Road Safety Council,which makes recommendations.Once decisions are

242、taken,the Interministerial Delegation for Road Safety implements them under the authority of the Ministry of the Interior.Like all other Member States of the European Union,France endorsed the concept of“Zero fatalities on the roads by 2050”set out in the EUs“White paper on transport”.Links:www.secu

243、riteroutiere.gouv.fr/https:/data.europa.eu/doi/10.2832/30955GermanyThe German road safety strategy(known as the Road Safety Pact)covers the period 2021-30.It refers to the Safe System.It is based on a common strategy developed by the federal government and the 16 federal states,which aims to involve

244、 all stakeholders in road safety activities.The Ministry for Digital and Transport initiated and developed the pact with assistance from the German Federal Highway Research Institute(BASt).It is an agreement and a joint strategy in which various stakeholders are actively involved.Other ministries,th

245、e governments of the federal states and municipalities and other national,regional and municipal stakeholders have dedicated themselves to the strategy and provided input.Links:www.bmvi.de/SharedDocs/DE/Anlage/StV/roadsafetypacten.pdf?_blob=publicationFileGreeceGreeces National Road Safety Strategic

246、 Plan covers the period 2021-2030.It refers to both the Safe System approach and Vision Zero.The Hellenic Ministry of Infrastructure and Transport developed the Strategic Plan,with the scientific support of the Department of Transportation Planning and Engineering of the National Technical Universit

247、y of Athens.Links:www.nrso.ntua.gr/nrss2030/?lang=en www.nrso.ntua.gr/nrss2030/wpcontent/uploads/2022/10/NationalRoadSafetyStrategicPlaneng.pdf64ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryStrategyHungaryIn Hungary,road safety strategies are prepared for threeyear periods.The current Road Saf

248、ety Action Plan covers the period 2020-2022.It is built on the concept of Vision Zero and the Safe System approach.The Road Safety Action Plan is developed by the Ministry of Innovation and Technology and the Ministry of the Interior,with the cooperation of other organisations involved in road safet

249、y,such as the Transport Research Institute(KTI),the national police,road operators,academia and nongovernmental organisations.The next Road Safety Action Plan for 20232025 is under development.Links:www.kti.hu IrelandIrelands national road safety strategy for 20212030,Our Journey Towards Vision Zero

250、,refers to both the Safe System and Vision Zero.The 20212030 strategy is supported by a Phase 1 Action Plan for 202124.The Road Safety Authority(RSA)developed the strategy,in consultation with key Irish road safety stakeholders and the Irish public,and in line with international best practice.The st

251、rategy and action plan focus on seven Safe System priority intervention areas,and commit to achieving Vision Zero in Ireland by 2050.The seven priority areas are:1.Safe Roads and Roadsides2.Safe Speeds3.Safe Vehicles4.Safe Road Use5.Post-Crash Response6.Safe and Healthy Modes of Travel7.Safe Work-Re

252、lated Road Use.Links:www.rsa.ie/about/safetystrategy20212030www.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 Develop

253、ment approved the National Road Safety Plan 2030.The General Directorate for Road Safety at the Ministry of Infrastructure and Sustainable Mobility developed the plan in cooperation with the University of Rome La Sapienza and Roma Tre,the University of Brescia,the University of Cagliari and the Univ

254、ersity of Florence.The plan is based on the Safe System approach and defines general strategic lines of action on road safety management,infrastructure,vehicles and behaviour,and specific strategic lines for the highestrisk road user groups,namely:Children Young drivers Motorcyclists Cyclists Pedest

255、rians People over 65.Links:www.mit.gov.it/nfsmitgov/files/media/progetti/202209/20220916_Piano%20Nazionale%20Sicurezza%20Stradale_Def.pdf65CountryStrategyJapan 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

256、Safe System or Vision Zero.The Cabinet Office developed the programme,whose main focus is on elderly people and children.Links:www8.cao.go.jp/koutu/kihon/keikaku11/index.htmlKoreaKoreas 9th National Transport Safety Plan 2022-2026 has been approved by the Ministry of Land,Infrastructure and Transpor

257、t.The Plan is based on Vision Zero.The plan identifies a number of vulnerable focus groups(including pedestrians,older people and motorcyclists).It sets out targets and action plans for these groups and focuses specifically on:speed management facilities to protect pedestrians improvement of vehicle

258、 safety standards road safety education improvement of post-crash response.Links:www.kotsa.or.kr/eng/engMain.doLuxembourgLuxembourg has put in place a National Road Safety Action Plan for 2019-2023 with 11 goals targeted by 31 measures.These measures are preventive on one hand and repressive on the

259、other,targeting all road users,road infrastructures and vehicle types.The plan aims to reduce the large number of serious injuries and fatalities on the roads in pursuit of the long-term goal of zero deaths and zero serious injuries.Links:https:/gouvernement.lu/damassets/documents/actualites/2019/05

260、mai/Plandactionsecuriteroutiere.pdfMexicoMexico has not yet released a road safety strategy for the 2021-30 period to follow on from the 2011-20 strategy.However,a new General Law of Mobility and Road Safety was published in the Official Gazette of the Federation on 17 May 2022.Its objective is to e

261、stablish the basis for guaranteeing the right to safe mobility and inclusive accessibility.The law adopts a Safe System approach and establishes a National Road Safety Coordination System to ensure implementation by national and state authorities chaired in alternate years by the Federal Ministry of

262、 Urban and Rural Development and the Federal Ministry of Infrastructure and Transport.This system will be responsible for renewing the national road safety strategy.The law also sets speed limits by road category.Road safety is also included in Mexicos National Development Plan 201924.Its first prio

263、rity is:“Contribute to social welfare through the construction,modernization and maintenance of accessible,safe,efficient and sustainable road infrastructure,connecting people of any condition,with a vision of regional and intermodal development.”In addition,the Sector Program of the Ministry of Hea

264、lth 201924 considers road safety as it emphasises guaranteeing health in its priority objective.Links:www.dof.gob.mx/nota_detalle.php?codigo=5596042&fecha=02/07/2020www.diputados.gob.mx/LeyesBiblio/pdf/LGMSV.pdf66ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryStrategyMoldovaMoldova is currently

265、developing a new road safety strategy to replace the previous strategy covering the period 2011-20.The Ministry of Infrastructure and Regional Development and the Ministry of Internal Affairs are responsible for developing the new strategy.In January 2020,the Moldovan government approved a Road Safe

266、ty Action Plan for the period 2020-21.The plan referred to Vision Zero and the five road safety pillars.Links: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 and is based on t

267、he five road safety pillars.The Ministry of Transport and Logistics developed the strategy in collaboration with road safety stakeholders.Links: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 joi

268、nt vision on the approach to road safety policy.The strategy is based on the Safe System approach(named Sustainable Safety in the Netherlands).The Ministry of Infrastructure and Water Management developed the strategy in close cooperation with provinces,municipalities and other relevant stakeholders

269、.Links:www.kennisnetwerkspv.nl/getmedia/ce0099b7ce774ce298c8a7810662ef10/19093ROSPVEngels_v2.pdf.aspxNew ZealandNew Zealands road safety strategy for 202030 is titled Road to Zero and is based on Vision Zero and the Safe System approach.The Te Manat Waka Ministry of Transport developed the strategy

270、in close cooperation with the New Zealand Transport Agency and the New Zealand Police.It focuses on 15 priority areas:1.Invest in safety treatments and infrastructure improvements2.Introduce a new approach to tackling unsafe speeds3.Review infrastructure standards and guidelines4.Enhance safety and

271、accessibility of footpaths,bike lanes and cycleways5.Raise safety standards for vehicles entering the fleet6.Increase understanding of vehicle safety7.Implement mandatory antilock braking systems(ABS)for motorcycles8.Support best practice for workrelated travel9.Strengthen the regulation of commerci

272、al transport services10.Prioritise road policing11.Enhance drug driver testing12.Increase access to driver licensing and training13.Support motorcycle safety14.Review road safety penalties15.Strengthen system leadership,support and coordination.Links:www.transport.govt.nz/assets/Uploads/Report/Roadt

273、oZerostrategy_final.pdf67CountryStrategyPolandPoland published its National Road Safety Programme 2021-2030 in December 2021.The document refers to both Vision Zero and the Safe System approach.The National Road Safety Council developed the programme.Links:www.krbrd.gov.pl/wpcontent/uploads/2021/12/

274、NarodowyProgramBezpieczenstwaRuchuDrogowego20212030.pdfPortugalPortugals national road safety strategy 202130,entitled“Vision Zero to 2030”,is currently under development.It refers to Vision Zero and the Safe System approach.The National Road Safety Authority(ANSR)has developed the strategy with sci

275、entific support from the National Laboratory for Civil Engineering(LNEC)and international road safety experts.Links:https:/visaozero2030.pt/en/SloveniaSlovenias road safety programme for 20132022 refers to Vision Zero and sustainable mobility.The Slovenian Traffic Safety Agency prepared the programm

276、e together with experts from an Interministerial working group.The new national programme for the period 202330 is under preparation.It will be based on Vision Zero and the Safe System approach.It will focus on the following areas:Multimodality and spatial planning Safe road infrastructure Safe vehi

277、cles Safe road use Emergency response Micromobility Alcohol driving Speeding Children under 14 Older road users Pedestrians,cyclists,motorcyclists/mopedists Use of new technologies.Links:www.avprs.si/managementvarnosticestnegaprometa/nacionalniprogram20132022/#nacionalniprogramSouth AfricaSouth Afri

278、cas National Road Safety Strategy 2016-2030 refers to Vision Zero and the Safe System approach.The National Department of Transport and Road Traffic Management Corporation developed the strategy with input from all relevant transport authorities.Links:www.gov.za/sites/default/files/gcis_document/201

279、708/strategicplansnationalroadsafetystrategy 2016to2030.pdf68ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryStrategySpainSpains 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 Directora

280、teGeneral for Traffic(DGT),the national road safety authority,led the development of the strategy.Competent authorities in matters of mobility and road safety at the national,regional and local levels participated in this process,as did civil society organisations.The strategy is based on the Safe S

281、ystem approach.The main target is aligned with the WHO Plan for the Decade of Action as well as the European Union Framework 20212030,namely:a 50%reduction in deaths and serious injuries for 2030,and a longterm target of Vision Zero by 2050.It is a crosscutting national strategy that will be the fra

282、mework for all road safety policies up to 2030.It aims to respond to the safety needs of all groups of users and strategic themes,through 125 Lines of Action,grouped into nine Strategic Areas:1.Trained and competent individuals2.Zero tolerance for risky behaviours3.Safe cities4.Safe roads5.Safe and

283、connected vehicles6.Effective and fair responses to accidents7.Data and knowledge for risk-based management8.Safe administrations,companies and organisations9.Integrated policies and international cooperation.Links:https:/seguridadvial2030.dgt.es/inicio/https:/seguridadvial2030.dgt.es/export/sites/s

284、v2030/.galleries/descargas/Road_Safety_Strategy_2030_Summary_EN.pdfSwedenSweden released its 202130 road safety strategy in 2022.The strategy is based on Vision Zero.The Action Plan 20222025,developed by the Swedish Transport Administration,also describes commitments from a wide range of stakeholder

285、s.Links:http:/trafikverket.divaportal.org/smash/record.jsf?pid=diva2%3A1657137&dswid=2597 https:/bransch.trafikverket.se/fordigibranschen/samarbetemedbranschen/Samarbetenfortrafiksakerhet/tillsammansfornollvisionen/gemensamaktionsplanforsakervagtrafik20222025/SwitzerlandIn 2016 the Swiss Federal Roa

286、ds 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 Zero or the Safe System approach.The docu

287、ments(strategy,substrategy on road safety)are available in German,French and Italian.The links to the documents refer to the French version:Links:www.astra.admin.ch/dam/astra/fr/dokumente/direktion/strategischeausrichtung.pdf.download.pdf/Orientation%20strat%C3%A9gique%20de%20lOFROU.pdfwww.astra.adm

288、in.ch/dam/astra/fr/dokumente/direktion/teilstrategieverkehrssicherheit.pdf.download.pdf/Strat%C3%A9gie%20partielle%20s%C3%A9curit%C3%A9%20routi%C3%A8re.pdf69CountryStrategyUnited KingdomThe United Kingdom is the process of developing a new Road Safety Strategic Framework(RSSF)which will be published

289、 by March 2023.It is likely to be based on a Safe System approach.The Department for Transport is developing the RSSF.Links:www.gov.uk/government/publications/strategicframeworkforroadsafetyUnited StatesIn January 2022,the US Department of Transportation released a National Roadway Safety Strategy(N

290、RSS).At the core of this strategy is a Departmentwide adoption of the Safe System approach.This is the first step in working towards an ambitious longterm goal of reaching zero roadway fatalities.The NRSS is a collaborative effort between the Office of the Secretary of Transportation and the Operati

291、ng Administrations whose roles and responsibilities include roadway safety:Federal Highway Administration(FHWA)Federal Motor Carrier Safety Administration(FMCSA)Federal Railroad Administration(FRA)Federal Transit Administration(FTA)National Highway Traffic Safety Administration(NHTSA)Pipeline and Ha

292、zardous Materials Safety Administration(PHMSA)Links:www.transportation.gov/NRSSwww.transportation.gov/sites/dot.gov/files/202204/US_DOT_FY202226_Strategic_Plan.pdf70ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022Table A2.Targets on road deaths and serious injuries in IRTAD countriesCountryTargetBaselin

293、e 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 Vision 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 death

294、s on National highways and on highspeed roads covering 80%of travel across the network.There are no interim targets,however,the 2030 Target of a 30 per cent reduction in serious injuries by 2030 will be assessed as part of the mid-term review of the Strategy.Average for 2018-20 for fatalities.3-year

295、 average of hospital cases for 2017-18 and 201819 and estimates for 201920,for serious injuries.Austria Reduce road deaths and serious injuries by 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 def

296、ined by a maximum abbreviated injury score of three or above(MAIS3+),by 2030 Reduce road deaths by 100%by 2050 Reduce serious injuries(MAIS3+)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

297、road traffic fatalities by 30%by 2030.There are specific additional targets:Reduce the share of vulnerable road users in road deaths from 49%to 35%of all deaths Reduce the mortality rate of young people(15 29)from 2.2 in 2019 to 1.5 deaths per 100 000 inhabitants in 2030.Reduce the mortality rate of

298、 elderly people(+60)from 1.9 in 2019 to 1.3 deaths per 100 000 inhabitants in 2030.Average for 2011-19Colombia Reduce by 50%the road mortality from 14.6 road deaths per 100 000 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 4

299、21 in 2030)the number of motorcyclists killed in road crashes Reduce by 44%(from 1 590 in 2021 to 891 in 2030)the number of pedestrians killed in road crashes Reduce by 37%(from 483 in 2021 to 302 in 2030)the number of cyclists killed in road crashes.2021Czech Republic Reduce road deaths and serious

300、 injuries by 50%by 2030.Average for 2017-1971CountryTargetBaseline year(s)Denmark Reduce the number road deaths 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 fro

301、m the Danish national patient register).These figures correspond to an approximate 50%reduction of the average for 201719,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 cra

302、shes,headon collisions,crashes at intersections,vulnerable road users and young car drivers.Finland Reduce by 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 lev

303、el in Valetta in March 2017,to reduce by 50%the number of fatalities and severe injuries on European roads by 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.

304、The baseline year is 2019 since the year 2020 cannot be considered as a reference,due to the Covid19 pandemic.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 b

305、y 2030.2021Greece Reduce by 50%road deaths and serious injuries by 2030.Additional specific targets:66%reduction 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 fata

306、lities in 49 cities with a population between 50 000 and 100 000 inhabitants Being ranked 13th among EU countries regarding deaths per 100 000 population.There is an interim target to reduce by 30%deaths and serious injuries by 2025.2019HungaryThere are no numerical targets in the Road Safety Action

307、 Plan 202022.According to the draft Road Safety Action Plan 20232025(not yet finalised),the numerical target will be to halve both the number of fatalities and serious injuries between by 2030.There are intermediate targets for each year for both road deaths and serious injuries.2020(unconfirmed)72R

308、OAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022CountryTargetBaseline year(s)Ireland Reduce by 50%the number of road deaths by 2030 from 144 to 72 or lower Reduce by 50%the number of serious injuries by 2030,from 1 259 to 630 or lower.The strategy is divided into three phases(Phase 1=202124,Phase 2=20252

309、7,Phase 3=202830)and the targets for the end of Phase 1 are to:Reduce by 15%the number of road deaths by 2020,from 144 to 122 or lower Reduce by 10%the number of serious injuries from 1 259 to 1 133 or lower.The strategy commits to achieving Vision Zero in Ireland by 2050.Average for 2017-19Italy Re

310、duce by 50%the number of road deaths and serious injuries 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:

311、children,young drivers,motorcyclists,cyclists,pedestrians and people over 65.2019Japan Fewer than 2 000 road deaths(within 24 hours)by 2025(corresponding to 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 th

312、e number in 2021.The target is in line with the United Nations 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 20212030 as well as the United Nations target for the

313、same period.MexicoNot yet defined.MoldovaNot yet defined.Morocco Reduce by 50%road deaths by 2026.There are specific targets for pedestrians,powered two and threewheelers,children,singlevehicle crashes and commercial transport.2015NetherlandsThe 2030 road safety strategy in general aims at zero fata

314、lities and injuries by 2050.At this moment politicians are debating an intermediate goal of a reduction of 50%in serious injuries and fatalities by 2030 as well as the reference year.73CountryTargetBaseline year(s)New Zealand A 40%reduction in killed and serious injuries by 2030.The long-term vision

315、 of the strategy is to achieve zero deaths and serious injuries on the roads by 2050.2018Poland To reduce by 50%the number of road deaths and serious injuries by 2030.There are specific targets for vulnerable road users(pedestrians,cyclists,moped and motorcyclists riders)and alcoholrelated fatalitie

316、s.There are also interim targets for each year of the programme.2019Portugal Reduce by 50%the number of road deaths by 2030.Reduce by 50%the number of MAIS3+serious injuries by 20302019Slovenia Reduce by 50%the number of road deaths and serious injuries by 2030.South Africa Reduce by 50%the number o

317、f road deaths by 2030.2010Spain 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 implicitly used as reference va

318、lue 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 maximum of 133 road deaths

319、in 2030 Reduce by 25%the number of serious injuries by 2030,with a maximum of 3 100 seriously injured in 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

320、 of the target to reduce 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 non-motorised road use

321、rs per year by 2030 on Swiss roads.Targets for specific road users:Maximum 25 fatalities and 500 seriously injured among humanpowered forms of mobility per year by 2030 on Swiss roads(e.g.pedestrians,bicycles and ebikes,scooters and escooters,inline skates or skateboards).74ROAD SAFETY ANNUAL REPORT

322、 2022 OECD/ITF 2022CountryTargetBaseline year(s)United KingdomTargets not yet defined.United StatesThe 2022-26 Strategic Plan includes the target to reduce by 66%motor vehiclerelated fatalities by 2040 to demonstrate progress to achieve zero roadway fatalities.The national strategy includes a summar

323、y of the key actions the Department will take over the next three years to work towards the ambitious longterm goal of reaching zero roadway fatalities.Intermediate targets also exist for 2022 and 2023.75CREDITSThe IRTAD Road Safety Annual Report series is produced by the ITF Secretariat in cooperat

324、ion with the IRTAD Group.Vronique Feypell(ITF)and Rachele Poggi(ITF)authored the report with inputs provided by Stephen Perkins(ITF).David Prater(ITF)copyedited the text and managed the production process.Renaud Madignier designed the report.The ITF is grateful to all the members of the IRTAD Group

325、for their contributions to this report.76ROAD SAFETY ANNUAL REPORT 2022 OECD/ITF 2022IRTAD MEMBERS AND OBSERVERSMore 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.IRTA

326、D Group Chair:Dominique MIGNOT(France)ArgentinaNational 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 Verkehrssicherheit(KfV)Be

327、lgiumVias InstituteBosnia and HerzegovinaMinistry of Communications and TransportCambodiaNational Road Safety CommitteeCanadaTransport CanadaChileMinistry of Transport and Telecommunications,Comisin Nacional de Seguridad de TrnsitoColombiaNational Road Safety Agency(ANSV)Costa RicaNational Road Safe

328、ty 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,Mobility,Land Pl

329、anning and the Environment(Cerema)Gustave Eiffel UniversityGIE PSA Renault77GermanyFederal Highway Research Institute(BASt)DEKRA e.VFraunhofer Institute for Transportation and Infrastructure SystemsGerman Automobile Association(ADAC)German Insurance Association(GDV)German Road Safety Council(DVR)Mer

330、cedes 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 Transport Author

331、ity(ICETRA)IrelandRoad Safety AuthorityIsraelNational Road Safety AuthorityCentral Bureau of StatisticsItalyCentre for Transport and Logistics(CTL)Italian Automobile Club(ACI)Fred EngineeringISTATJapan National Police AgencyInstitute for Traffic Research and Data AnalysisNational Research Institute

332、for Police Science Kansai UniversityKoreaKorea Road Traffic Authority(KoROAD)Korea Expressway CorporationKorea Transportation Safety Authority(KOTSA)Korea Transport Institute(KOTI)LithuaniaMinistry of Transport and CommunicationsLuxembourgSTATECMexicoMexican Institute of Transportation(IMT)78ROAD SA

333、FETY ANNUAL REPORT 2022 OECD/ITF 2022MoldovaTechnical University of MoldovaMoroccoNational Road Safety Agency(NARSA)NetherlandsMinistry of Infrastructure and Water Management Institute for Road Safety Research(SWOV)VIANew ZealandMinistry of TransportNorwayNorwegian Public Road AdministrationPolandMotor Transport Institute(ITS)PortugalNational Road Safety Authority(ANSR)National Laboratory for Civi