ROAD SAFETY: BASIC FACTS © Panos / Jacob Silberberg

FACT SHEET #1 ROAD SAFETY: BASIC FACTS © Panos / Jacob Silberberg

ROAD SAFETY AND MEDIA REPORTING Road traffic crashes are often covered in the media simply as events—not as a leading killer of people and an enormous drain on a country’s human, health and financial resources. By framing road safety as a health and development story, with data and in-depth information, journalists have the opportunity to affect the way these stories are told and potentially to help shift public behaviour and attitudes, influence policy and therefore contribute towards saving lives.

WHY ARE ROAD TRAFFIC INJURIES A PUBLIC HEALTH ISSUE? Road traffic injuries and deaths have a terrible 1.25 million impact on individuals, communities and road traffic deaths occur every year. countries. They involve massive costs to often overburdened health care systems, occupy scarce hospital beds, consume resources and result in significant losses of productivity and prosperity, with deep social and economic repercussions. The numbers speak for themselves: this is a cause of death among public health and development crisis that is expected to worsen unless action is taken. #1those aged 15-29 years For more on: road traffic injuries Global death figures drive home the extent of this public health crisis, especially among young people.

FACT SHEET #1 Road safety: Basic facts – page 1 The chance 9.3 of dying Europe 19.9 in a road Eastern Mediterranean 17.0 traffic crash 15.9 South East Asia Americas 26.6 depends on Africa 17.3 where you live

INTERPRETING THE NUMBERS MAGNITUDE • Tallying the total number of deaths can, • About 1.25 million people globally die each however, be useful for conveying the magnitude year as a result of road traffic crashes—that’s of the problem, the prevention effort required over 3400 deaths a day. and the health care resources potentially needed. • Nearly half of those who die on the world’s • For comparisons between regions or countries roads are vulnerable road users: pedestrians, (or within a country over time), the use of death cyclists and motorcyclists. rates per 100 000 population more accurately • Road traffic injuries are the leading cause of reflects the size of the problem than absolute death globally among people aged 15–29 years. numbers. Use of the total number of deaths • Around the world, almost three times more men alone can be misleading, because it leads to than women die from road traffic injuries. comparisons of populations of unequal size.

Number of deaths 3 out of 4 1.5 2012 (millions) road deaths are among men 1.3 Source: GHE 2014

• Five key risk factors in road traffic deaths and 0.9 injuries are: drinking and driving, speeding and failing to use motorcycle helmets, seat-belts 0.6 and child restraints. • Over 90% of the world’s road traffic fatalities occur in low- and middle-income countries, even though these countries have only about half the world’s vehicles. • Without action, annual road traffic deaths are AIDS-related deaths Road Traffic Tuberculosis Malaria predicted to become the seventh leading cause of death, by 2030. For a broader perspective on the dimensions of road traffic deaths, this infographic provides a comparison to some of the world’s main killer diseases.

FACT SHEET #1 Road safety: Basic facts – page 2 ECONOMIC COSTS CHANGE IS POSSIBLE WHO’s recommendations for countries addressing Road traffic crashes cause not only grief and road safety in the long term focus on “holistic suffering but also economic losses to victims, their action,” a comprehensive approach involving families, communities and nations as a whole, cos- multiple sectors that considers vehicles, road ting countries on average 3% of their gross national users and the road environment. However, in product, and up to 5% in low- and middle-income the short term, some results can be achieved with countries. Indirect costs, such as loss of producti- cost effective interventions such as passing laws on vity, damage to vehicles and property, reduced qua- relevant risk factors, enforcing them, and supporting lity of life and other factors, must also be included these with public awareness campaigns. in calculating the true cost to society. Note: A variety of methods are used in costing studies at country level; they therefore don’t DECADE OF ACTION necessarily provide a solid basis for global compa- FOR ROAD SAFETY risons. Nevertheless, at country level, they serve 2011–2020 to highlight the impact of road traffic crashes on different sectors and help to convince policy- Targeted at Member States, the Global Plan makers to invest in prevention. aims to reduce the number of road traffic fatalities. It identifies five “pillars” or areas THE GLOBAL STATUS REPORT for intervention: ON ROAD SAFETY 1 road safety management “With the Global status report on road safety, we have an 2 safer roads and mobility assessment on the status of road safety around the globe. 3 safer vehicles This unique and comparable set of data confirms the rel- 4 safer road users evance of this issue to the societal challenges of today.” 5 post-crash response WHO Director-General, Dr Margaret Chan, 2013 Decade of Action for Road Safety 2011–2020 Approximately every 2 years, WHO produces a United Nations Road Safety Collaboration new Global status report on road safety (GSRRS). The 2015 report:

• presents information from 180 countries and WHO endorses a comprehensive approach to road includes country profiles and a statistical annex; safety, called the Safe System approach, which • uses a standardized method, so that comparisons recognizes that, as the human body is vulnerable can be made between countries and in the to injury and humans will always make mistakes, same country over time; the safety of all parts of the system (e.g. road • analyses how effectively countries are imple- users, vehicles and roads) must be improved to menting road safety measures and whether they help minimize the impact of those mistakes. have a national strategy with targets to reduce The aim of the safe system approach is to develop road traffic deaths and injuries; a road transport system that can better accommodate • analyses legislation on the fivemain behavioural human error and take into consideration the risk factors against specific criteria considered vulnerability of the human body, rather than just essential for best practice; maintaining a focus on human error. The countries • concludes that, as legislative change and that have made the most progress on road safety enforcement are key to reducing fatalities, have adopted this approach. Likewise, initiatives the pace of legislation change must accelerate; like the Global Plan with its five pillars are designed • highlights that 17 countries have changed laws to to compensate for human error by addressing road bring their legislation on one or more of these five safety on as many fronts as possible. risk factors into line with best practice since 2011. More resources on the safe system approach: Full report: Global status report on road safety 2015 OECD: Towards zero: Ambitious road safety Press release targets and the safe system approach

FACT SHEET #1 Road safety: Basic facts – page 3 VULNERABLE ROAD USERS CASE STUDY: • Reducing road traffic deaths requires paying THE NETHERLANDS more attention to the needs of pedestrians, For decades, the Netherlands has made great cyclists and motorcyclists, who have so strides in reducing pedestrian fatalities and far been largely neglected in transport and injuries on the nation’s roads. Road design planning policies. measures such as construction of 30 km/h • By putting in place measures to increase safe zones and raised, highly visible, uniform walking and cycling, governments can also crossings; vehicle measures such as reduce air pollution, greenhouse gas emissions pedestrian-friendly car fronts; and informa- and traffic and achieve better health resulting tion and education on behavioural measures from more physical activity. such as those related to drinking and driving and speeding have increased the safety of pedestrians. Paying particular attention 23% to the specific needs of children and 22% the elderly has also contributed to a decline 4% in pedestrian fatalities and injuries. The citizens of the Netherlands have accepted and supported the notion of a culture of safety, and the progress in protecting pedestrian lives is evidence of an overall focus on safety throughout society.

Pedestrian casualties of all road traffic deaths (registered by police) are among motorcycles, 49% 1.200 150 pedestrians, and cyclists. 1.100 140 1.000 130 900 120 800 110 700 100

For more resources, click below: 600 90 Deaths 500 80

WHO: Make walking safe Serious road injuries WHO and partners: Pedestrian safety, a road 400 70 300 60 safety manual for decision-makers and practitioners 200 50 WHO: Youth and road safety 1993 1995 1997 1999 2001 2003 2005 2007 2009 OECD: Cycling, health and safety Year OECD: Working group on pedestrian safety Serious road injuries Deaths

Source: Statistics Netherlands (CBS) and SWOV Institute for Road Safety Research, Netherlands A ROAD SAFETY SUCCESS STORY

“Political will is needed at the highest level of For more road safety data: government to ensure appropriate road safety Resources fact sheet legislation and stringent enforcement of laws WHO: Global status report on road safety 2015 by which we all need to abide. If this cannot be WHO/World Bank: World report on road traffic ensured, families and communities will continue injury prevention to grieve, and health systems will continue to OECD: International Road Traffic and Accident bear the brunt of injury and disability due to road Database traffic crashes.” UNECE: Statistical database WHO Director-General, Dr Margaret Chan, 2013

WHO gratefully acknowledges the financial contribution of Bloomberg Philanthropies to the production of this media brief.

FACT SHEET #1 Road safety: Basic facts – page 4 FACT SHEET #2 ROAD SAFETY: THE ROLE OF WHO

“WHO has taken DEFINITION OF ROAD this road safety TRAFFIC DEATH In some countries, road traffic death data challenge seriously.” include only deaths at the scene of a crash. WHO promotes a definition that includes WHO Director-General, Dr Margaret Chan, 2013 people who die up to 30 days after a crash, as reported in official fatality figures gathered by police. Currently, 92 countries use the definition promoted by WHO. IMPROVING THE QUALITY OF ROAD SAFETY DATA Decision-making on road traffic policies in countries MONITORING AND EVALUATION depends partly on data. Governments not only As countries make road safety a priority and adopt need to know who dies on their roads, where and policies and measures to improve road safety, how, but they also require data on severe injuries accurate monitoring and evaluation are needed to and qualitative information about risk factors. provide information for the next steps. In addition So, for example, knowing the percentage to collecting data on fatalities, WHO regularly of motorcyclists who wear helmets and the collects and analyses information in other road percentage of crashes linked to alcohol use will safety areas: institutional frameworks, safer roads help a government to target and monitor its efforts and mobility, safer vehicles, safer road users better. Data must be accurate, which means that (with a focus on legislation) and post-crash care. data collection must follow best practices and be This work culminates in the Global status report harmonized across sectors (e.g. police, health). on road safety, a major global monitoring and evaluation tool first published in 2009 that WHO Good data collection systems help to paint a produces approximately every 2 years. The report realistic picture of the magnitude of a problem gives a full description of the road safety situation and provide a basis for better policies. Good in almost every country of the world. data also allow assessment of the effectiveness As the same method is used for each country, of policies and programmes. A key problem, the information can be compared. particularly in low- and middle-income countries, is that road traffic deaths are underreported. WHO works with countries to improve data collection on road traffic fatalities by police and KEEPING ROAD SAFETY ministries of health and continues to promote ON THE AGENDA the adoption of a standard definition of road To reduce global road traffic deaths and injuries, traffic death (see below). road safety should be a priority for policy-makers around the world, particularly in low- and middle- WHO and partners: Data systems: a road safety income countries, where the death rates are the manual for decision-makers and practitioners. highest. Political will and commitment are key, as is ensuring that road safety decision-making is based on solid evidence. For example, making

FACT SHEET #2 Road safety: The role of WHO – page 1 helmet-wearing mandatory for all passengers, road safety interventions at the city level. WHO reducing speed around schools and setting a participates in the programme in 4 countries – lower blood alcohol concentration (BAC) limit for China, Philippines, Thailand and United Republic young drivers are interventions based on strong of Tanzania – by providing technical support in evidence. To ensure that road safety remains the areas of legislation and media training. on governments’ agendas, WHO promotes and coordinates initiatives such as the Decade of The aim is to achieve: Action for Road Safety 2011-2020 and invites • stronger, more comprehensive road safety global road safety actors in a range of sectors legislation and effective enforcement to to exchange knowledge and data on injury influence how people behave on the roads. prevention. WHO is also coordinator of the WHO supports countries to assess their current United Nations Road Safety Collaboration, an laws or bills, identify gaps and define priorities informal consultative mechanism which facilitates for effective action. cooperation and coordination among United • greater awareness among road users about Nations agencies and other international partners the risk factors and dangerous behaviours. to implement United Nations General Assembly WHO works directly with journalists in the resolutions and the recommendations in WHO’s print and broadcast media to ensure that the reports. magnitude of road traffic deaths and injuries and the impact they have on public health and people’s lives are adequately reported in local, WHO IN THE FIELD: ROAD SAFETY national and international news. IN ACTION AROUND THE WORLD WHO partners with the Bloomberg Initiative for Global Road Safety (BIGRS) 2015-2019, which seeks to reduce fatalities and injuries from road traffic crashes in low- and middle-income countries and cities by strengthening road safety legislation at the national level and implementing proven

FACT SHEET #2 Road safety: The role of WHO – page 2 HIGHLIGHTS FROM COUNTRIES below 50% to above 90%. In addition, use of child restraints has quadrupled in both oblasts, Mass media campaigns: Social marketing jumping from 20% to above 80% in Ivanovo campaigns that are based on extensive research Oblast, for example. and testing have a better chance of changing people’s perceptions. Studies have demonstrated Viet Nam: Since 2007, with the technical support that hard-hitting and/or realistic road safety of WHO and its partners, the Government of campaigns are more effective because they are Viet Nam has continuously improved its laws remembered better by target audiences. With and regulations to promote helmet-wearing WHO’s support, campaigns for behavioural by motorcyclists. The improvements included change, in countries such as Brazil, Cambodia, a provision that holds parents responsible for Kenya and Mexico shifted from “feel good ensuring that their children wear appropriate campaigns” to hard-hitting advertisements helmets when they are passengers on focused mainly on the consequences of wrong motorcycles, a progressive increase in fines and behaviour and on law enforcement. a regulatory framework to ensure that motorcycle Russian Federation: Thanks to enhanced drivers and passengers wear standard motorcycle enforcement and mass media campaigns, the rate helmets. Helmet-wearing rates increased from of seat-belt wearing in Lipetsk Oblast increased 40% in 2007 to more than 95% in 2008 and between 2010 and 2013 from around 50% to have remained above 90% since the introduction nearly 80% and that in Ivanovo Oblast from of the motorcycle helmet law in 2007.

WHO has created an online library with a selection of road safety television and radio commercials from around the world to encourage and inspire countries that are developing new campaigns.

FACT SHEET #2 Road safety: The role of WHO – page 3 © Panos / Jan Banning

Access to experts: WHO coordinates road safety experts have knowledge of best practices (e.g. initiatives across the United Nations system and global norms for protecting vulnerable road users) can help media to access experts in road safety and and additional resources (e.g. reports, special related experts in many countries. analyses and access to academics).

At country level: WHO can provide access to road In related domains: WHO can connect the media safety experts in over 180 countries and to entire with experts and resources in most areas of road teams of experts in road safety and related fields in safety, such as transportation, urban design, law Brazil, Cambodia, China, India, Kenya, Mexico, the enforcement, victims’ associations, infrastructure Russian Federation, Turkey and Viet Nam. and standards and regulations.

At the international level: WHO has international To access specialists in any of these areas, experts who can provide a global perspective on please contact: Laura Sminkey or call direct: issues such as legislation, data collection and +41 22 791 4547 monitoring and evaluation. These international

WHO gratefully acknowledges the financial contribution of Bloomberg Philanthropies to the production of this media brief.

FACT SHEET #2 Road safety: The role of WHO – page 4 FACT SHEET #3 ROAD SAFETY: KEY RISK FACTORS

WHO’S APPROACH KEY RISK FACTORS TO ADDRESSING ROAD SAFETY Speed: The global context In making recommendations to countries around the world on addressing road safety, WHO focuses have implemented on five risk factors and two additional areas an urban speed limit of 50km/h or less of concern for road traffic injuries and deaths. For long-term improvements, WHO advises a 47 ...and allow local comprehensive approach involving multiple countries authorities to reduce these limits. sectors and taking into account vehicles, road users and the road environment. In the short term, some results can be achieved through cost- Speed: What we know effective interventions such as comprehensive • In high-income countries, speed contributes to road safety legislation, law enforcement and about 30% of road deaths, while in some low- awareness-raising campaigns. and middle-income countries speed is the main factor in about half of road deaths. • A safe distance for braking is proportional to a vehicle’s speed. For example, a car travelling at legislation 50 km/h takes 28 m to stop, whereas a vehicle driven at 90 km/h takes 70 m to stop. law enforcement • An adult pedestrian has less than a 20% chance of dying if struck by a car at less than 50 km/h but almost a 60% risk of dying if hit at 80 km/h.

social Speed infographic marketing WHO and partners: Speed management: a road safety manual for decision-makers and practitioners WHO: Fact sheet on speed OECD/ECMT: Speed management report

30 © Panos / Chris Stowers

FACT SHEET #3 Road safety: Key risk factors – page 1 Drinking and driving: Motorcycle helmets: The global context The global context

countries All users now have a drink-driving All roads law in line with 44 & engine types best practice. countries & require helmet 34 have a good to be fastened Drinking and driving: helmet law & apply a helmet What we know covering: standard • Drinking and driving, especially with a blood alcohol concentration (BAC) level of over 0.05 g/dl (grams per decilitre), greatly increases the risk of a crash and the possibility that it will result in death or serious injury.

Road crash risk

0.05 0.1 d Blood-alcohol concentration (BAC) g/dl

• Young people are at greater risk of alcohol- related road crashes. The number of crashes involving young people can be reduced by as much as 24% by laws that establish a lower blood alcohol concentration (around 0.02 g/dl) © Panos / Aslon Arfa for young or novice drivers. Motorcycle helmets: What we know • Law enforcement through random breath- • Wearing a standard motorcycle helmet correctly testing checkpoints is highly cost–effective can reduce the risk of death by almost 40% and can reduce alcohol-related crashes by and the risk of severe injury by over 70%. approximately 20%. • When motorcycle helmet laws are enforced, helmet-wearing rates can increase to over 90%. Drinking and driving infographic WHO: 2014 Global status report on alcohol • Requiring helmets to meet recognized safety and health standards, to be in good condition and to be OECD/ECMT: Young drivers: the road to safety properly worn, e.g. not cracked and properly WHO and partners: Drinking and driving: a road fastened, can significantly reduce head injuries. safety manual for decision-makers and practitioners WHO: Fact sheet on drinking and driving Helmets infographic WHO and partners: Helmets: a road safety manual for decision-makers and practitioners WHO: Fact sheet on helmets

FACT SHEET #3 Road safety: Key risk factors – page 2 Child restraints: What we know HELMET-WEARING IN VIET NAM • Child restraint systems, such as child seats for Motorcycle helmet-wearing rates have remained infants and booster seats for older children, above 90% since the introduction of Viet Nam’s decrease the risk of death in a crash by about motorcycle helmet law in 2007. In May 2012, however, 70% for infants and up to 80% for small children. 8% of riders were still not wearing their helmets correctly, and 24% were using non-standard helmets. • Mandatory child restraint laws and enforcement Non-standard helmets offer much less protection are effective in increasing the use of child from head injuries in the event of a crash than restraints. standard helmets. They are sometimes so inadequate • In order to be effective, child restraint systems that they can be shattered by the hands alone. must meet standards, be appropriate to the age and size of the child and installed correctly.

Child restraints infographic Seat-belts: The global context WHO: Child restraints fact sheet

DISTRACTED DRIVING • Distracted driving is a growing problem 105 due to increased use of mobile devices and countries technology in vehicles. have good seat-belt • Drivers who are using mobile phones laws covering all car typically have slower reaction times to occupants. Seat-belt laws should cover both traffic signals and in braking, have trouble front and rear seat occupants. staying in their lane and maintain closer following distances. Seat-belts: What we know • Drivers who are using mobile phones are • Wearing a seat-belt can reduce fatalities among about four times more likely to be involved front-seat passengers by up to 50% and among in a crash. rear-seat car passengers by up to 75%. • Research suggests that hands-free phones are as dangerous as hand-held phones. • Public awareness campaigns, mandatory seat- Using phones while driving can cause belt laws and their enforcement have been drivers to take their eyes and minds off the highly effective in increasing the rates of seat- road and the surrounding situation, causing belt wearing. —in this case—cognitive distraction. • As this is a new field, new evidence will Seat-belts infographic emerge as more research is conducted. WHO and partners: Seat-belts and child In the meantime, measures to reduce the restraints: a road safety manual for decision- risks associated with distracted driving can makers and practitioners include: adopting and enforcing legislation, WHO: Fact sheet on safety restraints public awareness campaigns and new technology such as vehicle applications Child restraints: The global context that automatically re-direct calls if they sense a mobile phone in a moving vehicle. countries have • Text messaging which involves cognitive, a good child manual, and visual distraction results in a 53 restraint law that: significantly increased likelihood of a crash is based on age, restricts children weight, height from sitting in the For more information on distracted driving, visit: front seat WHO: Mobile phone use: a growing problem of driver distraction

FACT SHEET #3 Road safety: Key risk factors – page 3 DRUG-DRIVING • Drug–driving is an emerging road safety issue. 4. It difficult to set threshold limits for each substance because of lack of scientific • Compared to drink–driving, much less is known evidence on the links between drug levels, about driving when impaired by psychoactive impairment and crash risk for many drugs. substances and the effectiveness of related countermeasures. For more on key risk factors: • There are a wide variety of psychoactive Risk factor infographics substances that have the potential to adversely OECD: International Transport Forum affect driver behaviour. WHO and partners: Risk factor manuals • Addressing drug–driving is difficult because: OECD: International Road Traffic and Accident 1. The term “drugs” encompasses a wide Database (32 countries) variety of substances. UNECE: Statistical database for transport Risk factor fact sheets 2. Detecting and measuring levels of psychoactive substances is complicated. WHO gratefully acknowledges the financial contribution of Bloomberg 3. Different types of drugs stay in the Philanthropies to the production of this media brief. bloodstream for different lengths of time which complicates the ability to link a positive drug presence with crash risk. © Panos / G.M.B. Akash

FACT SHEET #3 Road safety: Key risk factors – page 4 FACT SHEET #4 NINE COMMON ROAD SAFETY MYTHS © Panos / Chris Stowers

When reporting on road safety, the media MYTH #1 sometimes inadvertently use road safety myths when framing their stories. This may not only Road safety statistics and facts are not needed for result in inaccurate reporting but can also divert news reporting on crashes, because crashes are focus from more factually relevant and important just isolated episodes caused by human error. road safety issues. Misleading messages can also confuse the public and may ultimately contribute FACT to increasing risky behaviour. Some common misconceptions are described below, with Fatal crashes are not simply the result of wrong explanations that will help media to separate fact behaviour. More commonly, they result from from fiction. gaps and faults in road traffic systems (see: Safe system approach, fact sheet 1) that fail to take into account and minimize the possibility of human error. When stories about crashes are reported without accurate data, they are indeed just stories about a single episode. When they are reported with data, crashes that result in injuries can manifest a broader concern in public health and development that requires urgent attention.

FACT SHEET #4 Nine common road safety myths – page 1 © Panos / Chris Stowers

MYTH #2 MYTH #3 Increased numbers of traffic road deaths are In countries with more road traffic deaths, people the price that low- and middle-income countries have a greater risk of dying in a crash. must pay in order to develop, just as high-income countries did. FACT Not necessarily. For comparisons between countries, FACT use of the total number of road traffic deaths alone may be misleading because it can result in Rising numbers of fatalities on the roads in low- comparisons of populations of unequal size. Apart and middle-income countries are linked to from countries with small populations, death development and motorization but occur in large rates per 100 000 population more accurately part because road safety concerns are not being reflect the risk for dying in a crash than absolute adequately addressed as the transport systems numbers. That said, a country’s total number develop. While road transport is vital to countries’ of deaths in road traffic crashes can be useful development, maximizing the efficiency of road for conveying the magnitude of the problem in a transport systems without adequate attention country, to calculate the investment and services to safety leads to loss of life, health and wealth. needed or to make comparisons over time. In the past few decades, important lessons have been learnt from the experience of high-income countries; these lessons should be used to mitigate the impact of increased motorization on human life.

MYTH #4 MYTH #5 High-income countries have managed to achieve More cars on the road means more deaths on the safer roads in a short time. road. FACT FACT Australia, North America and several countries Not always. It is true that when low- and middle- in Europe where a comprehensive approach to income countries motorize quickly, a lag in the road safety (the “sage system approach”) is used introduction of safety measures can result in have indeed seen marked decreases in road traffic more road traffic deaths, including deaths of deaths and serious injuries. These results were pedestrians and other vulnerable road users. achieved, however, only after decades of “holistic When countries invest adequately in road safety, action”. Low- and middle-income countries, however, there is no simple correlation between where road safety management is generally the number of vehicles and the number of weaker, should expect to invest similar amounts fatalities. In fact, many high-income countries of time and effort to obtain similar results. This continue to motorize but, with adequate attention doesn’t mean that injuries and fatalities cannot to road safety, have managed to keep reducing the be reduced in the short term: in fact, the lessons number of road traffic fatalities. learnt from high-income countries show that many cost-effective interventions can have a positive impact in the short term. For more information, read the fact sheet on Road safety: basic facts.

FACT SHEET #4 Nine common road safety myths – page 3 MYTH #6 MYTH #8 One country, one set of road traffic data. There’s no need to clutter a story on creative road safety measures with a lot of facts. FACT Unfortunately not. In any given country, road FACT traffic data can come from a number of sources WHO urges reporters to check all road safety (e.g. the health sector, police, nongovernmental stories against known facts and evidence by organizations, academia). Ideally, data systems researching studies or interviewing experts. While should be linked and provide the same numbers; we support innovative approaches to road safety, in practice, good coordination is difficult to solutions must be based on evidence. Fortunately, achieve. In addition to data available from the in road safety, there is a lot of scientific evidence different national sources, WHO’s Global status about what works and what doesn’t. For example, report on road safety also provides estimates of while initiatives to offer yoga classes to bus traffic fatalities. The report includes data from drivers might make for a fun story, no studies are each country’s official sources – which can be available to indicate that this measure is effective underreported – as well as WHO’s estimates for in reducing the number of road fatalities and each country. These two sets of figures are often injuries. different. MYTH #9 MYTH #7 Speed cameras are just money-making machines Dangerous drivers are the main problem; for the police and the state. educating them is the main solution. FACT FACT Actually, speed cameras are an efficient, cost– There are multiple, often complex reasons for effective speed management tool. They can make crashes. Countries that do best in terms of enforcement consistent, help to deter offenders road safety have recognized this and focus on and reduce the need for individual police improving the safety of all parts of the system intervention. As they don’t require the collection (the road environment, vehicles and road users) of penalties at physical interception points, they to minimize the impact of human error, can also help to reduce potential corruption as opposed to focusing predominantly on in enforcement. In addition, countries where educating drivers. speed cameras are used most effectively, the proceeds are earmarked and reinvested into making the country’s roads safer.

WHO gratefully acknowledges the financial contribution of Bloomberg Philanthropies to the production of this media brief.

FACT SHEET #4 Nine common road safety myths – page 4 FACT SHEET #5 ROAD SAFETY DATA: FAQ

Death on the roads: a data visualization of the Global status report on road safety 2015.

FREQUENTLY ASKED QUESTIONS 1. Where can I find updated data on road safety? 10. When should I report numbers of deaths rather 2. What is the Global status report on road than death rates per 100 000 population? safety (GSRRS) ? 11. Where can I find the number of deaths per 3. How is the information in the GSRRS collected? number of vehicles? 4. What types of road safety data are available? 12. How many people die annually in road traffic 5. Why does the GSRRS have two sets of data crashes? on road traffic fatalities for some countries? 13. Do more vehicles mean more road traffic deaths? 6. What’s the difference between the 14. Where can I find maps on road safety issues? calculations of road deaths of some countries 15. Why should I use data in my story? and WHO’s estimates? 16. How can road safety statistics enhance the 7. Why doesn’t the GSRRS have more recent human side of my story? information? 17. How do the numbers of deaths from road 8. Where can I find regional data? traffic crashes compare with those from 9. Can I use nationally reported data to compare various diseases? countries?

FACT SHEET #5 Road safety Data: FAQ – page 1 1. Where can I find updated data approximately every 2 years, the report makes on road safety? recommendations on how to increase road safety. It contains a one-page country profile for Depending on the country, annual data on crashes each country, with information on road traffic and fatalities can be obtained from the ministry fatalities, road safety legislation, vehicles and of the interior (police), the ministry of transport, lead agencies. In addition, it points out gaps in the ministry of health (the lead agency), the road safety at country level. The 2015 report national bureau of statistics or vehicle insurance can be downloaded free of charge. Note: The companies. These data are not, however, always report provides the official numbers of road traffic comparable among countries. In order to make deaths submitted by each country as well as the accurate comparisons between countries, WHO-estimated number for certain countries. the same method must be used. WHO publishes For further information, please contact the report the Global status report on road safety with data coordinator at WHO headquarters in Geneva, on the number of road traffic deaths in most Dr Tamitza Toroyan. countries, expressed as both numbers and rates of road traffic deaths (per 100 000 population) 3. How is the information in its statistical annex. in the GSRRS collected? TABLE A2 TROADABLE TRAFFICA2 DEATHS AND PROPORTION OF ROAD USERS BY COUNTRY/AREA WHO collects information and data from road ROAD TRAFFIC DEATHS AND PROPORTION OF ROAD USERS BY COUNTRY/AREA

Country/area General Information Road traffic deaths safety experts in various sectors in each country Country/area Population GeneralGNI Information per Income levelc Reported ModelledRoad traffic number deaths of road Estimated numbersa for capitab for number of traffic deathse road traffic Population GNI per Income levelc Reported Modelled number of road Estimated (e.g. ministries of health, transport and the 2013a 2013 inb US road traffic e death rate numbers for capitadollars for numberdeaths dof Pointtraffic deaths95% roadper 100 traffic 000 2013 2013 in US road traffic estimate Confidence populationdeath ratee dollars deathsd Point Interval95% per 100 000 estimate Confidence populatione interior). The WHO data are therefore from a Afghanistan 30 551 674 690 Low 1 808 4 734 4 006Interval – 5 461 15.5 AfghanistanAlbania 303 551173 674271 4 690710 MiddlLowe 1 298085 4 478734 4 435006 –– 5215 461 15.115.5 AlbaniaAlgeria 393 173208 271194 45 710330 MiddlMiddlee 4 295405 9 4783377 985435 –– 10521 689 15.123.8 multisectoral group of road safety experts in each AlgeriaAndorra 39 208 79 194218 43 5 330110 MiddleHigh 4 540 2 9 33 776— 985 – 10 689 23.87.6 AndorraAngola 21 471 79 218618 43 5 110170 MiddleHigh 5 591 2 5 76 96— 4 626 – 6 912 26.97.6 country. AngolaAntigua and Barbuda 21 471 89 618985 13 5 170050 MiddleHigh 5 591 6 5 76 96— 4 626 – 6 912 26.96.7 AntiguaArgentina and Barbuda 41 446 89 985246 136 050290f MiddlHighe 5 20 96 5 619 6—— 13.6.76 ArmeniaArgentina 412 976446 566246 36 800290f MiddlMiddlee 5 312069 5 546619 503— – 588 18.313.6 ArmeniaAustralia 232 976342 566553 65 3 800390 MiddleHigh 1 311962 1 546252 503— – 588 18.35.4 AustraliaAustria 238 342495 553145 6550 390430 HighHigh 1 455192 1 252455—— 5.4 4. What types of road safety data AustriaAzerbaijan 89 495413 145420 50 7 350430 MiddlHighe1 254556f 94453—5— 10.5.40 BahamasAzerbaijan 9 377413 374420 21 7 570350 MiddlHighe1 25 506f 94 523—— 13.10.80 are available in the GSRRS? BahamasBahrain1 377332 374171 2119 570700 High 5083 10 527—— 13.8.08 BahraiBangladeshn1156 594332 962171 19 1 010700 HighLow 3 29 836f 21 103167—17 349 – 25 283 13.8.06 BangladeshBarbados 156 594284 962644 15 1 010080 HighLow 3 29 176f 21 316 19 17 349— – 25 283 13.6.76 BarbadosBelarus 9 356284 678644 15 6 730080 MiddlHighe 894 17 1 282 19 — 13.6.77 WHO’s estimated data on road traffic deaths are BelarusBelgium 119 356104 678476 46 6 730290 MiddlHighe 894724 1 282746 — 13.6.77 BelgiumBelize 11 104331 476900 46 4 290510 MiddleHigh 72 734 746 81 — 24.6.74 analysed and presented by region, type of road BelizeBenin 10 323331 474900 4 510790 MiddleLow 708 73f 2 85 815 2 398— – 3 312 24.27.74 BeninBhutan 10 323753 474947 2 790330 MiddlLowe708 59f 2 851145 2 39898 – – 130 3 312 27.715.1 user, age of road user and country income. These BhutanBolivia (Plurinational State of) 10 671753 200947 2 550330 Middle 2 400 59 2 476114 2 19098 –– 1302 763 23.215.1 BoliviaBosnia (Plurinationaland Herzegovina State of) 103 671829 200307 24 550780 Middle 2 400334 2 476676 2 190607 –– 2745 763 23.217.7 BosniaBotswana and Herzegovina 32 829021 301447 47 780770 Middle 334399 676477 412607 –– 542745 17.723.6 sets of data are available in section 1 of the BotswanaBrazil 2002 021361 144925 11 7 770690 MiddlMiddlee 41 390599 46 477935 412— – 542 23.623.4 BrazilBulgaria 2007 361222 925943 11 7 690360 MiddleMiddle 41 059601 46 935601—— 23.8.34 report and also online, and in the Global Health BulgariaBurkina Faso 167 222934 943839 7 360670 MiddlLowe 1 604611 5 600721—4 064 – 6 08038.30.0 BurkinaCabo Verde Faso 16 934498 839897 3 670620 MiddleLow 1 461 41 5 072130 4 064113 – 6147 080326.0.01 Observatory. CaboCambodia Verde 15 498135 897169 3 620950 MiddleLow 1 950 41 2 130635 2 113150 – 1473 120126.7.14 CambodiaCameroon 1522 135253 169959 1 950290 MiddleLow 1 063950 62 13635652 035150 – 73 236120127.67.4 CameroonCanada 2235 253181 959704 52 1 290200 MiddleHigh 21 070637f 26 11134—65 035 – 7 236 27.66.0 CentralCanada African Republic 354 616181 417704 52 320200 HighLow 2 07 587f 21 11494—5 1 169 – 1 821 32.46.0 CentralChad African Republic 124 616825 417314 1 320020 Low 1 527 58 13 490859 12 169420 – 13 821758 32.424.1 5. Why does the GSRRS have ChadChile 1217 825619 314708 15 1 020230 HighLow 12 527108 32 081799— 2 420 – 3 758 24.112.4 ChileChina 1 38517 619566 708537 15 6 560230 MiddleHigh 62 2 941085 261 2 36177—9— 18.12.84 ColombiaChina 1 38548 321566 405537 67 560590 Middle 62 6 940385 261 8 36107— 18.16.8 two sets of data on road traffic CongoColombia 484 447321 632405 27 590 Middle 6 200386 18 174107—976 – 1 373 26.416.8 CongoCook Islands 4 447 20 632629 2 590— Middle 20 65 1 174 5—976 – 1 373 26.424.2 fatalities for some countries? CookCosta Islands Rica 4 872 20 166629 9 550— Middle 62 5 676 5—— 24.13.29 CostaCôte d’Ivoire Rica 204 316872 086166 19 450550 MiddlMiddlee 846245 4 924676 4 043— – 5 805 24.213.9 CroatiaCôte d’Ivoire 204 316289 086714 13 1 450430 MiddlHighe 843648 4 924395—4 043 – 5 805 24.29.2 CubaCroatia 114 265289 629714 13 5 890430 MiddleHigh 368918f 39845—0— 7.59.2 For those countries in which there is significant CyprusCuba 111 141265 166629 25 5 210890 MiddleHigh 891 44f 84 590—— 5.27.5 CyprusCzech Republic 101 141702 166197 2518 210950 High 65 444 65 594—— 5.26.1 underreporting, the report includes one set of CzechDemocratic Republic Republic of the 10 702 197 18 950 High 654 654— 6.1 Congo 67 513 677 430 Low 498 22 419 17 966 – 26 872 33.2 Democratic Republic of the CongoDenmark 675 619513 096677 61 680430 HigLowh 194918 22 194196—17 966 – 26 872 33.3.52 figures that represents the official road traffic DenmarkDjibouti 5 619872 096932 611 030680f MiddleHigh1 190301 192166— 185 – 247 24.73.5 DjiboutiDominica 872 72 932003 16 030930f Middle 1 030 11 216 11 185— – 247 24.715.3 death data reported by the Member State and DominicaDominican Republic 10 403 72 003761 65 930770 Middle 2 810 11f 3 05 112—— 15.29.3 Dominican Republic 10 403 761 5 770 Middle 2 810f 3 052— 29.3 a second estimate by WHO. Countries use Snapshot of the Global status report on road safety annex on the numbers and rates of different methods and definitions, some of which road traffic deaths may not include adjustment for known biases in data, such as incomplete death records. In 2. What is the Global status report order to compensate for these factors and for on road safety (GSRRS)? underreporting, WHO uses estimates to provide internationally comparable statistics that adhere The WHO Global status report on road safety to a common definition, method and criteria for (GSRRS) includes analyses of the status inclusion of data. of road safety around the world. Published

FACT SHEET #5 Road safety Data: FAQ – page 2 6. What’s the difference between WHO also produces fact sheets with a regional the calculations of road traffic focus. deaths of some countries and Beside WHO, several international organizations WHO’s estimates? with a regional focus regularly produce annual Many countries do not have accurate information reports of road traffic fatalities and other on road traffic deaths. In some, only deaths in indicators. These include: urban areas are registered, as there are no reliable ➔ OECD: International Road Traffic and Accident data from rural areas. In others, data may be Database; 2013 annual report. gathered throughout the country, but not every ➔ death is recorded. Additionally, definitions are not UNECE: 2013 annual report standardized. For example, in some countries, ➔ EU: Eurostat, the database of European road traffic deaths include only deaths at the statistics. scene of a crash, while in others they include anyone who dies within a year following a crash. 9. Can I use nationally reported WHO always uses the best country data available, data to compare countries? but, if these data are unavailable or incomplete, It is generally advisable not to use nationally WHO must make estimates. The estimates are reported data for such comparisons, because based on the situation in comparable countries low-and middle-income countries in particular and include consideration of other known factors may collect data using different methods. Also, that affect the number of road traffic deaths. countries often underreport fatalities. To correct for these differences, the Global status report 7. Why doesn’t the GSRRS have on road safety provides estimated numbers more recent information? of fatalities for most countries, calculated for Although in most countries data on fatalities are each country in the same way. When comparing available annually, collecting and checking them, countries, death rates rather than absolute calculating estimates and having them approved numbers should be used for populations greater by the government can take about 1 year. After than 150 000 (see response to question 10 WHO has collected the data, they must be below). analysed. Because of this lengthy process, WHO produces a report every 2–3 years. This interval 10. When should I report numbers allows the inclusion of other indicators (e.g. road of deaths rather than death rates safety laws) that may not change very rapidly. per 100 000 population? The death rate per 100 000 population can 8. Where can I find regional data? be used to compare the risk of dying in a road You can find global numbers of road traffic deaths traffic crash with that of dying of another health and death rates by region in section 1 of the threat or disease and for comparisons between Global status report on road safety 2015. countries (or within a country over time), as it more accurately reflects the extent of the World 4% problem than absolute numbers. Use of the 21% 22% Europe number of deaths alone is misleading, because it 4% Eastern Cyclists 31% 10% Mediterranean 23% Pedestrians 14% 26% Motorized 2-3 wheelers 3% involves comparing populations of unequal size. Car occupants 9% 27% Other 51% 11% South-East Citing the total number of deaths in a country 45% Asia 3% 34% 13% can nevertheless be useful for conveying the The Americas 21% 3% 16% 34% Western magnitude of the problem relative to other leading 22% Africa 14%44% 7% 11% 4% 35% 20% 23% causes of death, the prevention effort required 22% 40% 39% 34% 7% and the services that might be needed.

Snapshot of section 1 of the Global status report on road safety 2015.

FACT SHEET #5 Road safety Data: FAQ – page 3 11. Where can I find the number of 15. Why should I use data in my deaths per number of vehicles? story? The statistical annex of the WHO Global status Using data and statistics will help your audience report on road safety 2015 provides the number understand the magnitude of the problem and of registered vehicles in countries. WHO does the urgency of the actions needed. Whether you not publish deaths per number of vehicles, compare the death rate of your country with that as this is not a public health indicator. Other of a neighbouring country or indicate the number organizations, such as OECD and the International of crashes that occurred during a given period on Road Federation, provide data on additional a given road, use of accurate data from official road safety indicators. For example, the annual sources will allow you and your audience to do reports of the International Road Traffic and analyses and draw more informed conclusions. Accident Database (IRTAD) includes fatalities per billion vehicle–kilometres (or fatalities per billon 16. How can road safety statistics person–kilometres, taking vehicle occupancy into enhance the human side account) and fatalities per 10 000 registered of my story? (motorized) vehicles. Using verified data does not detract from the human side of road traffic stories. On the contrary, use 12. How many people die annually of data and statistics when narrating devastating in road traffic crashes? personal stories will help your audience to better According to the Global status report on road contextualize the road safety issues involved and safety 2015, there were 1.24 million deaths understand that crashes are not isolated events on the world’s roads in 2010. This figure has but rather the result of gaps in safety that must not changed significantly since the 2009 report, be addressed urgently. despite a 15% global increase in the number of registered motorized vehicles. This suggests 17. How do the numbers of deaths that improved road safety may have helped due to road traffic crashes to prevent deaths. compare with those from various diseases? 13. Do more vehicles mean more Road traffic crashes are estimated to be the ninth road traffic deaths? leading cause of death globally, on a par with Not always. It’s true that when low- and middle- diseases such as malaria and tuberculosis and income countries motorize quickly, a lag in the with a higher global death toll than HIV/AIDS. They introduction of safety measures and gaps in the are the number one cause of death for people safe system approach can result in more road aged 15–29 years. For comparisons with other traffic deaths, including deaths of pedestrians diseases, the WHO Global Health Observatory and other vulnerable road users. However, when data repository offers over 50 datasets on priority countries invest adequately in road safety, the health topics, as well as the Observatory map number of deaths can plateau or decrease, gallery. despite an increasing number of vehicles.

14. Where can I find maps on road safety issues? For maps, graphics and other material, see the road safety resources fact sheet.

WHO gratefully acknowledges the financial contribution of Bloomberg Philanthropies to the production of this media brief.

FACT SHEET #5 Road safety Data: FAQ – page 4 FACT SHEET #6 ROAD SAFETY: RESOURCES

Good sources and resources are critical to Data on fatalities and injuries undertsanding and reporting on road safety. Facts due to road traffic crashes and data can add depth and credibility to stories. ➔ Global data The following list of resources includes reports, • Comparison of road traffic deaths technical publications and the websites of road with those from others diseases safety organizations. It is not a comprehensive (Global Health Observatory, WHO) list, but it might help reporters to find the right • Injury accidents per 100 million vehicle–km resources and sources for a variety of angles. (International Road Federation) • International Road Traffic and Accident BY PUBLICATION Database (OECD) • Global status report on road safety • Methodology for data collection, Global (GSRRS), 2015 (WHO) status report on road safety, 2015 (WHO) • World report on road traffic injury prevention, • Road traffic fatalities per 100 000 2004 (WHO) population (WHO) • World Health Statistics, 2014 • Road traffic fatalities per 10 000 vehicles (Global Health Observatory, WHO) (OECD) • Annual report of the International Road • Statistical annexes, World report on road Traffic and Accident Database (IRTAD), traffic injury prevention, 2004 (WHO) 2013 (OECD) • Underreporting (OECD) • Annual report of the United Nation Economic Commission for Europe, 2013 ➔ Regional data • World road statistic report, 2014 • Mortality in Africa: The Share of Road Traffic (International Road Federation) Fatalities (African Development Bank) • Eurostat, database of European statistics BY TOPIC (EU) Cost of road crashes and road • Inter-American Development Bank safety measures ➔ National data • Cost–benefit analysis of road safety measures • Country profiles (Global status report on road (SWOV) safety, 2013, WHO) • Crash costing (International Road Assessment Programme) • Road crash cost (fact sheet, SWOV) • Road safety annual report (International Road Traffic and Accident Database)

International organizations Maps, visuals and audiovisuals working in the field of road safety • Infographics (WHO) • Amend • Global Health Observatory (WHO) • Bloomberg Philanthropies • Online library of road safety mass media • Centers for Disease Control and Prevention: campaigns (WHO) motor vehicle safety • Mr Pedestrian, poster series (WHO) • Embarq • Death on the roads (WHO) • European Federation of Road Traffic Victims • Road marks, poster series (WHO) • FIA Foundation • Too late, poster series (WHO) • Global Alliance of Nongovernmental Organizations for Road Safety Projects and initiatives • Global Road Safety Partnership • Bloomberg Philanthropies global road safety • International Road Federation programme in nine countries • Road Traffic Injuries Research Network • Decade of Action for Road Safety 2011–2020 • Safe Kids • Global plan for the Decade of Action for Road • SWOV Institute for Road Safety Research Safety 2011–2020 • Transport Research Board of the National • Make roads safe: the campaign for global Academies, Transport Research International road safety Documentation database • More on: Brazil, Cambodia, China, India, • United Nations Road Safety Collaboration Kenya, Mexico, Russian Federation, Turkey, • WHO Viet Nam • World Bank • Third United Nations global road safety week: • YOURS: Youth for Road Safety children and road safety (May 2015) • World day of remembrance for road traffic victims (third Sunday of November)

FACT SHEET #6 Road safety: Resources – page 2 Related topics • Heavy vehicles (International Road Assessment Programme) • Alcohol • Make walking safe (overview, WHO) • Environment and air quality • Motorbike users (International Road • Spinal cord injuries Assessment Programme) • Youth • Online library of road safety mass media campaigns (WHO) Road safety facts and good • Pedestrians (International Road practice manuals Assessment Programme) • 10 facts on global road safety (WHO) • Pedestrian safety (manual, WHO and partners) • Crash types (International Road • Pedestrian safety (SWOV) Assessment Programme) • Public transport vehicles (International Road • Distracted driving (report, WHO) Assessment Programme) • Drinking and driving (manual, WHO and • Second United Nations global road safety week: partners) pedestrian safety (May 2013) • Fact sheets on a wide range of road safety- • Strengthening road safety legislation related topics (SWOV) (manual, WHO) • Helmets (manual, WHO and partners) • Third United Nations global road safety week: • Road safety fact sheet (WHO) children and road safety (May 2015) • Risk factors: fact sheets with main scientific • Youth (fact sheet, WHO) evidence on five key risk factors (WHO) • Youth and road safety (report, WHO) • Risk factors: infographics (WHO) • Seat-belts and child restraints Safer roads (manual, WHO and partners) • International Road Federation • Seat belts, airbags and child protection devices • Mobility (SWOV) (fact sheet, Netherlands Institute for Road • Safer Roads (International Road Safety Research, SWOV) Assessment Programme) • Speed management • Safer Roads (Global Road Safety Partnership) (manual, WHO and partners) • Sustainable transport (Embarq) • Strengthening road safety legislation • Trauma care (WHO) (manual, WHO) • The vision zero initiative (Sweden) Safer vehicles • The safe system approach (OECD) • Asean New Car Assessment Programme • Use of the mobile phone while driving • Euro New Car Assessment Programme (fact sheet, SWOV) • Latin New Car Assessment Programme • Visibility (fact sheet, WHO) • Safer vehicles (Global New Car Assessment Programme) Road users • Safer vehicles and roads ( GSRRS 2015, WHO) • Bycyclists (International Road Assessment • World road statistics report, 2014 Programme) and Bicycle helmets (International Road Federation, see table (fact sheet, SWOV) of contents) • Children going to school (Amend, Africa) • Children safety (Safe Kids) • Child protection devices (fact sheet, SWOV) • Enforcement (toolkit, International Road Assessment Programme) • Fact sheets on other road users, such as seniors (fact sheets, SWOV) • First United Nations global road safety week: youth and road safety (April 2007)

FACT SHEET #6 Road safety: Resources – page 3 WHO gratefully acknowledges the financial contribution of Bloomberg Philanthropies to the production of this media brief.