URUGUAY
Uruguay recorded 422 road deaths in 2019, a 20% decrease on 2018. Vulnerable road
users represent two thirds of road fatalities. Motorcyclists, in particular, are at high risk
and represent 41% of road deaths. The current road safety strategy aims at halving thenumber of road deaths between 2010 and 2020.1

Impact of Covid-19
In response to the Covid-19 pandemic, Uruguay introduced lockdown measures on
13 March 2020, which affected the movement of people and goods on the road and in turnthe exposure to road crashes.
Traffic volume on road tolls decreased by 62% and the number of road deaths by 52% in
April 2020, compared with the average for 2017-19, according to preliminary data,
In June 2020, when the government took measures to spur the economy, there was anincrease in the circulation of vehicles and people. Table 2 shows data for traffic at roadtolls only.
Table 1. Road fatalities by monthAverage 2017-192020% change

January

4254

28.6

February

36

35-2.8March

43

34-20.9

April46

22-52.2

May37

20-45.9

June4035-12.5

All data included in this report are those reported by Uruguay’s UNASEV (National Road Safety Agency [UnidadNacional de Seguridad Vial]) and have not been validated by IRTAD.
11Table 2. Road motor vehicle traffic by month (in vehicle-kilometres [vkm] atroad tolls only)
Average 2017-19

2020% change

January

3 704 485

3 573 614

-3.5February

3 029 630

3 133 378

3.4March

2 672 526

1 650 151

-38.3

April

2 441 791

913 439

-62.6

May

2 061 796

1 645 279

-20.2

June

1 910 022

1 674 228

-12.3

TrendsUruguayregistered
anoveralldecrease in the number of roaddeaths in 2019. According to latest
available data, 422 persons lost their
lives in traffic crashes in Uruguay in
2019. This represents a 20%
decrease on 2018. In 2018, 528 road deaths were reported, a 12.3%
increase on the 470 road deaths recorded in 2017.

Country Profile
Population in 2019: 3.5 million
GDP per capita in 2018: USD 16 999
Registered motor vehicles in 2019: 2.5 million(cars 45%; goods vehicles 3%, motorised twowheelers 52%)
Speed limits: 45 km/h on urban roads; 90 km/h
on rural roads
Limits on blood alcohol content (BAC): 0.0 g/l

The long-term trend for road deaths in Uruguay has been inconsistent. Between 2010
and 2019, the number of annual road fatalities fell by 24%. In 2019, the number of annual
road fatalities surpassed the previous 2016 record, when the number of annual roadfatalities registered was 446 (a decline of 20% on 2010). Uruguay had made strong
progress towards significant road safety improvements.
The number of traffic deaths per 100 000 inhabitants in Uruguay fell by 28% between
2010 and 2019. In 2019, 12.0 traffic deaths per 100 000 inhabitants were recorded,compared to 16.6 in 2010. By way of comparison the average mortality rate in theEuropean Union was 5.1 deaths per 100 000 inhabitants in 2019.
Uruguay recorded 1.7 road fatalities per 10 000 registered vehicles in 2019. This
represents a decrease of 52% compared to the year 2010, when the rate of deaths toregistered vehicles stood at 3.4.

2

Figure 1. Road safety, vehicle stock and GDP trends
Index 2010 = 100

Note: registered vehicles do not include mopeds.

Data for fatalities by road user groups shows that riders of motorised two-wheelers are
the most affected by road crashes (41% of the total). They were followed by occupants ofpassenger cars (32%), pedestrians (18%) and cyclists (6%).
Traffic fatalities decreased across all user groups in 2019 on the year prior. The largest
decrease in 2019 was registered among motorised two-wheelers, with 26% less fatalities
than in 2018. They were followed by passenger car occupants, with 19% less fatalities(134 deaths in 2019), cyclists with 13% less fatalities (26 deaths in 2019) and pedestrians
with 11% less fatalities (76 deaths in 2019).
Figure 2. Road fatalities by road user group in percentage of total, 20193

Road deaths by age group in 2019 showed the bulk of the decrease in road fatalities
was concentrated among young people. Notably, the age groups 0-14 (-43%), 15-17 (35%), 18-20 (-60%) and 21-24 (-21.6%) all had a substantial decrease in 2019 whencompared to 2018.
Older people are at highest risk in traffic, with mortality rates well above average. The over
75 group suffers road fatalities at rates of 18.5 per 100 000 persons. However, even if thenumber of road deaths among young people decreased, the 21-24 age group still had ahigh road fatalities rate of 18.3 in 2019.
Figure 3. Road fatality rates by age group, 2012-19
Deaths per 100 000 inhabitants in a given age group

Figure 4. Road fatality rate by age and road user group, 2019
Fatalities per 100 000 inhabitants

4

In Uruguay, roads are classified as either national routes or city and departmental roads.
Based on available data, most fatalities occur on urban and departmental roads.
Analysis of fatalities by road type shows that for the most recent year the urban network
tends to be safer. In 2019, 48% of deaths occurred on urban roads and 52% outside urban
areas. This is in line with historical trends of urban centres being more deadly for road
users than the roads around them. This trend is changing, however. Since 2010, fatalities
in urban areas have decreased by 46%, but they have increased outside urban areas by23%.
Figure 5. Road fatalities by road type

Economic costs of road costs
As of yet there is no estimation of the economic costs of road crashes.

Behaviour
The behaviour of road users is an important determinant of a country’s road safety
performance. Speeding, in particular, is one of the main causes of road crashes; however,current crash forms do not allow for identifying crashes where speeding is the main crash
factor.
Several initiatives are being undertaken to manage traffic and speed, especially throughthe adoption of automatic speed control. The Traffic Management Centre, launched in2016, included as of August 2018 41 speed control points.
The speed limits in Uruguay are summarised in the table below.

5Table 3. Passenger car speed limits by road type, 2020
General speed limit
Urban roads

45 km/hRural roads

90 km/hDriving under the influence of alcohol is another major cause of road crashes inUruguay, but according to official statistics to a lesser extent than in most other IRTAD
countries. Based on 2019 police reports, 7% of all crashes involved a driver under theinfluence of alcohol.
Since January 2016, there has been a zero tolerance policy for drink driving in Uruguay.
The maximum permissible BAC is 0.0 g/l for all drivers. The population is very much awareof the high risk of drinking and driving.
A crash is classified as alcohol-related when any involved driver has a BAC above zero.
An increasing problem for traffic safety is distraction, for instance, through the use ofmobile phones. However, there is no data on the impact of the use of mobile phones whiledriving. Since 2013, it is not permitted to drive with a hand-held mobile phone. The use ofmobile phones while driving has decreased from 6.2% in 2013 to 3.4% in 2016.
Sea belt wearing has been compulsory in Uruguay since 2007 in both front and rearseats. Children under 12 are not allowed to be seated in the front seat, and a dedicatedchild restraint system is compulsory for children up to 150 cm and 36 kg.
According to an observational study conducted in 2016 by the National Road Safety
Agency, UNASEV, the rate of use of seat belts in the front seats of cars and vans was 63%
but only 33% in rear seats. The use of dedicated child restraint systems was at 23% forchildren under 12. These use rates are still low compared to the best performing countries
where the wearing rate is close to 100% even in rear seats. Many lives could be saved if
the use of seat belts was increased in Uruguay.

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Table 4. Seat belt and helmet wearing rates
Percentages
2013

2016

General (driver and passenger)

56

63

Driver62

69

Passenger

56

63

General31

33Children (use of child restraint)..

23

Riders of motorised two-wheelers

86

93

Passenger of motorised two-wheelers

74

82

Front seats

Rear seats

HelmetIn Uruguay, motorcycle helmets have been compulsory for all users of motorised twowheelers since 2007. The helmet-wearing rate of riders of motorised two-wheelers was
91% in 2016 (according to an observational study), 93% for drivers and 82% forpassengers.
In 2019, 22% of motorcyclists involved in a traffic crash with injured people did not wear
a helmet.
Bicycle helmets are not compulsory.

Road safety management and strategies
There are several factors of influence on Uruguay’s road safety performance, ascaptured by the above indicators. The vehicle fleet in Uruguay has been in constant
expansion since 2000. In 2019, there were 2.5 million registered motor vehicles, anincrease of 157% when compared with 2000. The motorcycle fleet is growing particularly
fast. It represented 38% of the fleet in 2000 and 51% in 2019.
The first national traffic and safety law was enacted in 2007. The law focused on general
traffic regulations, standards for traffic signs, active and passive safety equipment, thetechnical conditions of the vehicles, the administrative system to regulate the circulationof vehicles, and the definition of traffic offences and their penalties. As a result, importantroad safety measures were implemented.
The number of road deaths peaked at 572 in 2011. It then decreased trend until 2019,
when it reached its lowest level of 422 – a reduction of 26% over a five-year period.
Responsibility for the organisation of road safety in Uruguay lies with UNASEV,
together with the Ministry of the Interior, the Ministry of Transport and Public Works, andthe Municipal Intendancies. UNASEV was created in 2007 as a state agency exclusively
dedicated to road safety. It answers directly to the president. Its mission is to regulate,

7implement and monitor road safety activities throughout the country. It is also responsible
for the development of the national road safety policy. Its objective is to generate a roadsafety culture and encourage social responsibility in both the public and private sectors.
Uruguay has 19 provinces. In the provinces, road safety is the responsibility of local
agencies, which work closely with national agencies. Traffic control is the responsibility ofthe National Traffic Police for national roads, working in co-ordination with the Municipal
Transit Police of each municipality for city and departmental roads.
In 2011, Uruguay adopted a road safety strategy (2011-19), adhering to the United
Nations’ Decade of Action for Road Safety. It is based on the five pillars of the action planof the UN Decade of Action: strengthening road safety management, safer infrastructure,safer vehicles, road user behaviour and post-crash care. The 2011-19 strategy includes asa main objective a reduction of 50% in the number of deaths between 2010 and 2020.
However, the target will not be met.
Concrete actions to achieve the 2020 target include the mandatory installation of anti-lockbraking systems (ABSs) on new motorcycles sold, mandatory electronic stability control(ESC) and mandatory ABSs on cars and vans.
Figure 7. Road fatality trends towards national target

Measures
Several measures to improve road safety management have recently been put in place.
Road safety management: In 2016, the National Traffic Police was created.
In 2019, the third law of traffic and road safety (Law 19.824) was approved. This new law
includes a new scale of sanction for traffic rule offences and a new point system to obtaina driving licence.

8Speed management: In 2016, the Traffic Management Centre was launched. This
includes the implementation of several intelligent transportation systems to manage andmonitor traffic in real time in the city of Montevideo. This aims at improving trafficdynamics, new information and communication systems for citizens. The system comprises
170 centralised traffic lights, 160 cameras for vehicle counting, 49 cameras for trafficmonitoring, 31 speed and red light control points, four variable messaging panels and35 wireless sensors for counting.
Road users: In 2016, UNASEV launched an inter-institutional group to regulate motorcycledeliveries. The result of this joint work is reflected in decree N° 119/2017, dated May 2017,
which requires compulsory training for workers on motorcycles, including a certificate ofprofessional training by the competent authority.
In 2015, the zero alcohol law was adopted and came into force in January 2016.
In 2019, the new law improved regulations regarding vulnerable users.
Infrastructure: UNASEV is working together with the Ministry of Transport to carry out
road safety audits and survey road sections with bad road safety statistics. The audit
started in 2017. Since then, approximately 1 200 km of the total of 8 776 km of nationalroads have been surveyed.
The National Road Directorate has facilitated the development of an investment plan forsafer roads. Several important infrastructure improvement projects are being carried out,
such as the installation of protective barriers, improved intersections, pedestrian bridges,
road markings and vertical mandatory signs.
Vehicles: The anchoring systems Isofix or Latch for new goods vehicles with a weight of
3 500 kg or less have been mandatory as of October 2018.
Since 2017 an import certificate for motorcycle tires has been compulsory.
Since 2015 ABSs, frontal airbags for drivers and passengers, seat belts and head restraints
contiguous to the doors have been mandatory on new vehicles.
A final draft of new requirements for vehicles is circulating among private and public
stakeholders. The new standards include: three point seat belts and head restraints for all
passengers, frontal impact protection and speed limiters (planned for implementation in2020), electronic stability and seat belt reminders (planned for implementation in 2022),
daytime running lights, automatic lights-on systems and side impact bars (planned for2023), pedestrian safety in goods vehicles with a weight of 2 500 kg or less (planned for2030).

9Post-crash care: The System of Trauma and Emergency (SITREM) was finished in 2018,enabling the medical history of injured people to be digitised according to injuries by vehicle
type, gender and age.

Definitions, methodology, data collection
A road fatality is a person who dies immediately or within 30 days as a result of a roadcrash.
There is currently no definition for a serious or slight injury. The severity of an injury isdetermined based on primary information collected at the scene of the crash by the medicaldoctor, who classifies the injury as severe or not severe.
Uruguay does not use the Maximum Abbreviated Injury Scale to classify injuries.
SINATRÁN is the National Traffic Information System; it has been in use since 2011.
Information on crash data comes from the Public Security Management System of theMinistry of the Interior and is transmitted to SINATRÁN for analysis. Information covers allinjury crashes that have occurred on the national territory since 2011 and is available
within 24 hours of the crash (this includes geolocation data).
As mentioned above, SITREM provides more details on the injuries. Unlike police reports,
it collects data from the ambulances sent to the scene of a crash.

Resources
Recent research
Observational study on road behaviour in Uruguay in 2016. The UNASEV/OISEVI study
conducted by FACTUM monitored the use of seat belts and helmets, as well as distracting
factors in urban areas:
http://unasev.gub.uy/inicio/sinatran/estudios_observacion/.
2016 Barometer Survey. This study consists of a national survey on habits, behaviour andperception regarding traffic and its different components in daily life. The execution of thesurvey and the subsequent processing of data were carried out by the company RADAR.
http://unasev.gub.uy/inicio/sinatran/encuestas_opinion/.
Websites
UNASEV: http://unasev.gub.uy/.

References
UNASEV (2019), Informe Semestral Preliminar Enero – Junio 2019 Siniestralidad Vial,
https://www.gub.uy/unidad-nacional-seguridad-vial/sites/unidad-nacional-seguridadvial/files/documentos/noticias/Informe%20Semestral%202019.pdf.

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UNASEV (2016), Estudio de comportamiento observacional en Seguridad Vial en Uruguay
2016, http://unasev.gub.uy/inicio/sinatran/encuestas_opinion/.

Road safety and traffic data

2010

20172018

20192019 % change
over2018
2010

Reported safety data
Fatalities

556

470

528

422

-20.1%-24.1%

23 92421 77520 65419 768-4.3%-17.4%

3 576

3 198

3 050

-4.6%

..

16.6

13.5

15.1

12.0

-20.4%-27.7%

3.4

2.0

2.1

1.7

-21.7%-51.6%

Pedestrians

..

70

85

76-10.6%..

Cyclists..

2330

26-13.3%..

Motorised tw o-w heelers

..

219

237

175

-26.2%..

Passenger car occupants

..

143

165

134-18.8%..

Other road users..

15

11110.0%..

0-14 years

..

19

21

12-42.9%..

15-17 years

..

14

20

13-35.0%..

18-20 years

..

45

47

19-59.6%..

21-24 years

..

47

51

40-21.6%..

25-64 years

..

245

285

250

-12.3%..

65-74 years

..

48

48

40-16.7%..

≥ 75 years

..

49

50

43-14.0%..

Urban roads

378

214

281

203

-27.8%-46.3%

Rural roads

178

256

247

219

-11.3%

23.0%

1 616

2 406

2 483

2 535

2.1%

56.9%

482.0

688.7

708.1

720.4

1.7%

49.5%

Injury crashes
Injured persons hospitalised
Deaths per 100,000 population
Deaths per 10,000 registeredvehiclesFatalities by road user

Fatalities by age group

Fatalities by road type

Traffic data
Registered vehicles(thousands)
Registered vehicles per 1,000
population

Note: registered vehicles do not include mopeds.

11