ROAD
SAFETYANNUALREPORT
2020

ROADSAFETYANNUALREPORT
2020

ABOUT THIS PUBLICATIONThis work is published under the responsibility of the SecretaryGeneral of the International Transport Forum. The opinions expressed
and arguments employed herein do not necessarily reflect theofficial 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 delimitationof international frontiers and boundaries and to the name of any
territory, city or 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 WestBank under the terms of international law. Data in this report havebeen 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.itf-oecd.
org/road-safety-annual-report-2020

4

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

ABOUT THE INTERNATIONAL TRANSPORT FORUM
The International Transport Forum is an intergovernmentalorganisation with 62 member countries that organises global dialogue
for better transport. It acts as a think tank for transport policy andhosts 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.

ABOUT IRTADThe International Traffic Safety Data and Analysis Group (IRTAD) is thepermanent working group for road safety of the International Transport
Forum. The IRTAD database collects and aggregates international
data on road crashes; currently its database contains validated roadsafety data for 34 countries. It thereby provides an empirical basis
for international comparisons and more effective road safety policies.
The IRTAD Group brings together road safety experts from nationalroad administrations, road safety research institutes, International
Organisations, automobile associations, insurance companies, carmanufacturers and others. Currently, the IRTAD Group has 80
members and observers from more than 40 countries.

5

CONTENTS
9 INTRODUCTION

10COVID-19 AND ROAD SAFETY

12

TRENDS

20

ROAD MORTALITY RATES

24

ROAD USERS28

AGE GROUPS

32

ROAD TYPES34

INJURY DATA36STRATEGIES, TARGETS, LEGISLATION
40 TABLES
61 LIST OF IRTAD MEMBERS AND OBSERVERS

6

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

LIST OF FIGURES AND TABLESFIGURE 1

Aggregate evolution in the number of road deaths in IRTAD countries, 2010-18

FIGURE 2

Percentage change in the number of road deaths, 2010-18

FIGURE 3

Evolution of road fatalities per 100 000 inhabitants, 2000-19

FIGURE 4

Road fatalities per 100 000 inhabitants, 2019 or latest available

FIGURE 5

Road fatalities per 10 000 registered vehicles, 2018

FIGURE 6Road fatalities per billion vehicle-kilometres, 2018

FIGURE 7

Percentage change in the number of car occupants killed, 2010-18

FIGURE 8

Percentage change in the number of pedestrians killed, 2010-18

FIGURE 9

Percentage change in the number of cyclists killed, 2010-18

FIGURE 10

Percentage change in the number of riders of powered two-wheelers killed, 2010-18

FIGURE 11

Evolution in road deaths by age group and road user category compared to global average, 2010-18

FIGURE 12

Mortality rate by age group, 2018

FIGURE 13

Repartition of road deaths by country and road type, 2018

FIGURE 14

Seatbelt wearing rates in front seats, 2019 or latest available year

FIGURE 15

Seatbelt wearing rates in rear seats, 2019 or latest available year

TABLE 1

Impact of Covid-19 measures. Road deaths and traffic in April 2020 compared to April 2019

TABLE 2

Road fatality data 2019 compared to 2018

TABLE 3

Road fatality trends, 2010-19

TABLE 4

Road fatalities per 100 000 inhabitants, per billion vehicle-km and per 10 000 registered motor vehicles

TABLE 5

Fatality risk on motorways compared to other roads, 2018

TABLE 6

Road safety strategies and targets

TABLE 7National speed limits on urban roads, rural roads and motorways, 2020

TABLE 8Maximum authorised blood alcohol content, 2020

TABLE 9Seatbelt laws and wearing rates in front and rear seats of passenger cars, 2019 or latest available year

TABLE 10

Helmet laws and wearing rates, 2019 or latest available year

7

8

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

INTRODUCTION
The Road Safety Annual Report 2020 presents the most recent safety
data and information from the 42 member and observer countriesof the IRTAD Group, permanent working group on road safety of theInternational Transport Forum. This summary report offers readerseasily accessible comparative data for the main road safety indicators.
It is complemented by individual country profiles with more detailed
information for each country, including their current road safety strategies
and the most recently implemented road safety measures. The report
and the country profiles can be viewed online and downloaded for free atwww.itf-oecd.org/ road-safety-annual-report-2020.
The year 2020 saw important developments in road safety. In
February, the3rd Global Ministerial Conference on Road Safety in
Stockholm in February put the topic on the political agenda at thehighest possible level. The “Stockholm Declaration set an important
marker in the fight to reduce traffic deaths and serious injuries, calling,
among other things, for a general speed limit of 30 km/h on mixed-use
roads and the broad implementation of Safe System principles.
In August, the General Assembly of the United Nations’ passed
Resolution A/RES/74/299 “Improving Global Road Safety”. This
important document sets a new target for the international community
to reduce the number of road deaths by 50% by 2030, as the prime
objective of the new “Decade of Action for Road Safety 2021-30”. The
collection, monitoring and analysis of road safety data will be a central
point of this effort, and the ITF with its IRTAD Group will continue
to contribute to this global effort, with a focus on assisting decision
makers in the development of effective strategies that save lives.
Another important marker for road safety in 2020 was the Coronavirus
pandemic. Covid-19, for all its negative impact around the world, alsobrought with it an unexpected, significant decrease in the number ofroad deaths in those regions forced to go into lockdown. The online
country profiles provide information on how the global health crisis has
affected mobility and road safety.

9

COVID-19
AND ROAD
SAFETY
ROAD DEATHS
DROPPEDSIGNIFICANTLYIN EARLY 2020

10

The number of road fatalities
fell significantly during thefirst months of 2020. The
main reason for this was
lockdown imposed in many
countries in response to the
Covid-19 pandemic. Strict
containment measures aimed
at reducing the spread of thevirus resulted in a decreasein economic activity and in
the movement of people and,
therefore, in the number ofroad casualties.
However, it seems that the
number of road deaths has
not fallen in proportion to
the decrease in traffic. Somecountries contributing to thisreport registered increases
in average speeds and in theseverity of road crashes. A
full analysis will need to take
into account the type andscale of lockdown measuresand their impact on traffic,
on driving behaviour andon the composition of traffic– for instance the increasein the number of cyclists inmany countries as a result of
Covid-19.
Confinement commenced in
March 2020 in most countries.
In some, the restrictions were
progressively eased fromMay onwards, while in othercountries, mainly in Latin
America, they were still inforce in the summer of 2020.
All countries saw a decreasein the number of fatalities
during the lockdown period,
with a drop in fatalities of up
to 80%. Table 1 compares thenumber of road deaths andtraffic volumes in April 2020,
when most countries were in
lockdown, with April 2019.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Table 1. Road deaths and traffic in April 2020 compared to April 2019
CountryRoad deaths (% change)

Traffic (% change)

Lockdown in spring 2020

Australia

-23

-43

From 23 March; gradual lifting in
May/June

Austria-30-50

16 March-14 April (gradual lifting)Canada-34n.a.

Varies by jurisdictions

Chile-24 (June on June)-56.5 (Santiago)

18-Mar-14 May partial, to 24 June total

Czech Rep.

-11-50 (motorways)

13 March-17 May

Denmark+9-25

13 March-15 April (gradual lifting)Finland-24-34

17 March- 4 May (gradual lifting)France-56-75

17 March-10 May (gradual lifting)

Germany-1-48 (overall), -19 (HGV)

22 March-19 April (gradual lifting)

Greece-58

n.a.

23 March-27 April (gradual lifting)Hungary-43-33

28 March-4 May (18 May in Budapest)

Ireland-22-62 (cars), -17 (HGV)

13 March-18 May (gradual lifting)Israel-28-60

15 March-29 April

Italy

-79

-75 (overall), -39 (HGV)

9 March-18 May (gradual lifting)

Japan

-21

n.a.

9 March-18 May (gradual lifting)

Lithuania-71-36 (overall), -15 (HGV)

17 March-17 June

Mexico-23-59

23 March-1 June

Moroccon.a.

20 March-24 June

Netherlands

-65
+6

-35

No full lockdown

New Zealand

-80

-74

26 March-14 May

Norwayn.a.

-25

12 March-11 May

Poland-32

n.a.

13 March-20 April (gradual lifting)Portugal

-59

n.a.

19 March-18 May

Serbia-49

n.a.

15 March-4 May

Slovenia-11 (Mar to May)

-53.5

15 March-18 May (gradual lifting)South Africa

-78

-77

26 March through July

Spain

-49

-75

15 March-11 May

Sweden+6-22

No lockdown

Uruguay-51

n.a.

No mandatory measures

Changes in road deaths based on provisional data, for Canada based on preliminary data from a sample of jurisdictions.

-25% or less

-26% to -50%

-51% to -75%

-76% or more

Increase

11

TRENDSTEN COUNTRIESHAD THEIR
FEWEST ROAD
DEATHS EVER

12

The number of road deathsin 2019 in most countries
was lower than the 201618 average, according topreliminary data for last year.
Twenty-two of the 30 countries(73%) with provisional orfinal data available for 2019saw a reduction, while eight
countries (27%) registeredan increase (Table 2). On
average, the number of roaddeaths fell by nearly 5% in
the countries covered by the
IRTAD database against the
2016-18 average. Sweden(-21.6%) saw the strongest
reduction, followed by Korea(-18%) and Switzerland(-17.4%). The numberof road deaths increasedin Denmark (+7.2%), in
the Netherlands (+3.3%)
and in Belgium (+2.9%).
This analysis excludes thesmallest countries with low
absolute numbers of roaddeaths, where small changes
in absolute numbers result
in large fluctuations inpercentage terms.
Ten countries reachedthe lowest number ofroad deaths in 2018 sincesystematic recording
began: Australia, Austria,
Belgium, France, Greece,
Ireland, Japan, Korea,
Lithuania and Slovenia.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 1. Aggregate evolution in the number of road deaths in IRTAD countries, 2010-18

Number of road deaths (excluding the US)
55 Number000
a.
of road deaths (excluding the US)

Number of road deaths (excluding the US)

55 00050 00050 00045 00045 00040 00040 00035 00035 00030 00030 00025 00025 000

-50%

2010

2011

2012

2013

2014

2010

Number of road deaths
2011
2012
2013

2014

Number of road deathsb. Number of road deaths

40 00050% reduc�on
2015
2016
50% reduc�on

2019

-50%
2020

Linear (50% reduc�on)
2017
2018
2019

2020

2017

2018

Linear (50% reduc�on)

Number of road deaths

85 00090 00080 00085 00075 00080 00070 00075 00065 00070 00060 00065 00055 00060 00050 00055 00045 00050 00045 0002016

Number of road deaths

90 00040 000

2015

-50%

2010

2011

2012

2013

2014

2010

Number of road deaths
2011
2012
2013

2014

Number of road deaths

2015

2016

50% reduc�on
2015
2016
50% reduc�on

2017

2018

2019

Linear (50% reduc�on)
2017
2018
2019

-50%

2020
2020

Linear (50% reduc�on)

Data for Argentina in 2016 are an estimate. Data for Colombia are not included.

13

In 23 countries, roads became
safer in 2018 than they had
been on average during 201517, according to final, validated
data (Table 3). Comparedto the average for 2015-17,
the number of road deaths
decreased in 23 (68%) out of the
34 countries with validated data.
Across all 34 countries,
the number of road deaths
decreased by 2.5% on
average in 2018 comparedto the average for the threeprevious years. Slovenia(-22.9%), Ireland (-16%) and
Lithuania (-15.6%) recorded
the largest decreases, while
Sweden (24.5%), Portugal(15.2%) and New Zealand(10.9%) had the highest
increases.
The number of people killedin crashes has decreased in
all countries over the past
eight years from 2010 to2018. Overall, there were
6.9% fewer traffic fatalities in2018 than 2010. The rate ofprogress has slowed during
this period, however. In
around half of the countries
the number of road deaths has
not significantly fallen since2010 (Figure 3). The UnitedStates, as the most populous
among the countries included,
heavily influences the data.
Without the US, the average
reduction in road deaths was
18.3% (Figure 1).
Behind the average figureslie significant disparities
between countries’
longer-term road safety
performances. Benchmarked
against 2010 data, thenumber of traffic deaths fell in
26 (76%) out of 34 countries

14

in 2018 (Figure 2). The mostsignificant reductions wereachieved by Norway, Greeceand Lithuania. Norway nearly
halved its number of roaddeaths from 208 to 108 in
the period 2010-18. Greece
reduced the number of traffic
fatalities from 1 258 to 700,
a drop of 44%. In Lithuania,
the number of road deaths
decreased by 42% over thesame period. Four countries
managed to reduce traffic
fatalities by more than 30%:
Slovenia, Ireland, Denmarkand Korea. On the other hand,eight countries registered anincrease in the number of roaddeaths in the same period:
Colombia (+25%), Sweden(+22%), the United States(+11%), Argentina (+8%),
the Netherlands (+6%), New
Zealand (three more deaths)
and Iceland (ten more deaths,
but based on a very low levelin 2010 with only eight road
fatalities).

FEWER PEOPLEARE KILLED IN
CRASHES,BUT THE RATEOF REDUCTION
HAS SLOWEDThe rate of reduction inroad deaths has slowed
in recent years in mostcountries, despite theoverall positive trend. The
average annual reduction in
the number of road deaths
was of 3.3% in the period
1998-2008, but only 2.3% in
the period 2008-18.
IRTAD member countries
have reported a number ofoverarching factors that help
contextualise recent trends
in road safety performance inaddition to factors at work at
the national level (see Box).

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

TRENDS IN CONTEXT
Factors that help contextualise recent trends inroad safety performance in addition to factors atwork at the national level• Changes in demographic composition, coupled with greater
mobility among the senior population, result in a higher proportionof senior citizens and a lower proportion of younger age groups
among traffic fatalities. Several countries report higher risks
for people aged 75 and above, in particular among cyclists ande-cyclists.

• Distraction is reported to be a growing issue in many countries,
despite difficulties in measurement. Distraction, usually throughmobile phone use, concerns not only car and truck drivers, butalso cyclists, pedestrians and motorcyclists.
• Speeding and drink driving remain two key factors in fatal
crashes. All countries report that speeding is a contributing factor
in 15% to 35% of fatal road crashes. Similarly, driving under the
influence of alcohol is a factor in 10% to 30% of fatal crashes inall countries.
• The development of new mobility forms such as scooters,
both conventional and electric, or e-bikes entails new road safety
challenges. Crash statistics do not yet allow for a clear distinctionof these new mobility forms, but a large number of countries haverecorded new types of crashes involving these devices.

15

Figure 2. Percentage change in the number of road deaths, 2010-18
-60

-40

-20

0

20

40

60

Norwa yGreeceLi thua nia
Mol dova (a )Sl oveni a
Irel a nd
Denma rk
Korea
Bel gi um
Swi tzerl a nd
Ja pa nPortuga l
Spa i n
Pol a ndAus tri a
Ita l yFra nceCzech Republ ic
Serbi aAus tra l i a
Is ra elHunga ry
Ca na daFi nl andGerma nySouth Afri ca (a )Mexi co (a )Chi l eUrugua y (a )Uni ted Ki ngdom
Ca mbodi a (a )Morocco (a )New Zea l andNetherl a nds (b)Argen� na
Uni ted Sta tes
Luxembourg
SwedenCol ombi a
Cos ta Ri ca (a )Iceland is not shown because numbers are too small to provide meaningful analysis.
(a) Data as provided by the countries and not validated by IRTAD.
(b) Real data (actual numbers instead of numbers reported by the police).

16

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 3. Road fatalities per 100 000 inhabitants, 2019 or latest available year
0

5

10

15

20

25

Icel a nd
Norwa ySwedenSwi tzerl a nd
Uni ted Ki ngdom (c)Irel a nd
Ja pa nDenma rk
Luxembourg
Germa ny
Spa i nFi nl and
Netherl a nds (b)Is ra elAus tra l i a
Aus tri a
Sl oveni a
Fra nce (c)Ca na da (c)Ita l yBel gi um
Czech Republ ic
Portuga l
Hunga ry
Korea
GreeceLi thua nia
New Zea l and
Pol a nd
Serbi aMorocco (a )Mol dova (a )Chi l eUni ted Sta tes
Urugua y (a )Argen� na (c)Mexi co (a ,c)Col ombi a (c)Cos ta Ri ca (a ,c)South Afri ca (a )(a) Data as provided by the countries and not validated by IRTAD.
(b) Real data (actual numbers instead of reported numbers by the police).
(c) 2018 data.

17

Figure 4. Evolution of road fatalities per 100 000 inhabitants, 2000-19

20

Australia

Argentina

Austria

Belgium

15
10
5

2000

2019

2000

2019

Chile

Canada2000

2019

Columbia

2000

2019

Czech Republic

20
15
10
5

2000

2019

Denmark

2000

2019

Finland

20

2000

2017

France2000

2019

Germany

15
10
5

2000

20

2019

Greece2000

2019

Hungary

2000

2019

Iceland

2000

2019

Ireland

15
10
5

2000

18

2019

2000

2019

2000

2019

2000

2019

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

20

Italy

Israel

Korea

Japan

15
10
5

2000

2019
Lithuania

2000

2019

Luxembourg

2000

2019

2019

New Zealand

Netherlands (a)

20

2000

15
10
5

2000

2019

Norway2000

2019

Poland

2000

2019

2000

2019

SerbiaPortugal

20
15
10
5

2000

2019

Slovenia

2000

2019

Spain

2000

2019

2000

2019

Switzerland

Sweden

20
15
10
5

2000

2019

2000

2019

2000

2019

2000

2019

United States

United Kingdom
20
15
10
5
2000

2019

2000

2019

(a) Real data (Actual numbers instead of reported numbers by the police.

19

ROAD
MORTALITYRATESMORTALITYRATES DIFFERWIDELY

20

Road traffic-related mortality
rates differ widely among
countries (Table 4). In
Colombia, road mortality isnearly seven times higher thanin Norway, for instance. The
mortality rate among the
34 countries in this report withvalidated data ranged from 2 to
13.6 per 100 000 population in
2018. Five countries recorded amortality rate equal to or below
three fatalities per 100 000
inhabitants: Norway (2.0),
Switzerland (2.7), the United
Kingdom (2.8), Ireland (2.9)
and Denmark (3.0).

A second group of elevencountries perform relatively
well, with traffic mortality
rates of five or less. Fourcountries registered a mortality
rate above ten road deaths
per 100 000 inhabitants: Chile(10.5), the United States (11.2),
Argentina (12.4) and Colombia(13.6) (Figures 3 and 4). Backin the year 2000, the lowest
mortality rate was 6.1 roaddeaths per 100 000 population(in the United Kingdom). In
2018, 21 countries achieved thisrate or an even better one.
Higher rates are found among
countries with as yet unvalidated
data. South Africa had amortality rate of 22.4 deaths per
100 000 population in 2018. In
Latin America, Costa Rica had amortality rate of 15.7, Uruguayof 15.1 and Mexico of 12.4 in2018. Uruguay succeeded inlowering its mortality rate to
12 in 2019, however.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

FATALITY RATES FELL BY
TWO THIRDS OR MORE IN
HALF THE COUNTRIESThe mortality rate is usefulfor comparing road safety
across countries, particularly
those with similar levels of
motorisation. Comparing thenumber of road fatalities inrelation to the number ofvehicle-kilometres driven (total
distance travelled by motor
vehicles) provides a better
indicator for assessing therisk of travelling on a given
road network. The number oftraffic deaths in relation to thenumber of registered vehicles
sometimes serves as an
approximation for the fatality
rate in the absence of data on
distance travelled.

Half of the countries
managed to reduce theirfatality rate by more than
two thirds between 2000
and 2018. The number ofroad deaths measured against
the number of registeredmotor vehicles was below 0.5
deaths per 10 000 vehicles in
Norway, Switzerland, Japanand the United Kingdom in
2018. In the year 2000, thefour best-performing countries
still had fatality rates of 1.2.
Across countries, fatality rates
ranged from 0.3 to 3.6 in 2018
(Figure 5). Among countries
for which validated data exists,
the fatality risk was highest
in Chile, which had 3.6 roaddeaths per 10 000 motorised
vehicles or 15 times the rateof top-performing Norway.
A number of other countries
greatly exceed the risk level ofChile, but lack validated data.

Fatality risk, measured byroad deaths per distancetravelled, has decreased
since the year 2000 in all
21 countries that regularlycollect data on vehicle
kilometres travelled. In 2018,
fatality risk was lowest in
Norway, with 2.3 road deaths
per billion vehicle kilometrestravelled. Five countries
recorded fewer than four
deaths per billion vehiclekilometres travelled in 2018:
Ireland, Denmark, the United
Kingdom, Switzerland andSweden. The highest risks
among the 21 countries wererecorded in the Czech Republicwith 11.6 and Korea, with 11.7
road deaths per billion vehiclekilometres. There, the risk to
die in a road crash is aroundfive times higher than in thebest-performing countries(Figure 6). In all countries,
the risk of being killed in roadtraffic has strongly diminishedsince 2000. This is especially
so in Slovenia, where the riskin 2018 was merely one-sixthof that in 2018.

21

Figure 5. Road fatalities per 10 000 registered vehicles, 2018
0

2

4

6

8

10

12

Norwa ySwi tzerl a nd
Ja pa nUni ted Ki ngdom
Fi nl andSpa i nSwedenIrel a nd
Denma rk (c)Icel a nd
Germa ny (c)Aus tra l i a
Netherl a nds (b)Aus tri a
Ita l ySl oveni a
GreeceFra nce
Ca na daBel gi um (c)Czech Republ ic
Is ra elPol a nd
New Zea l andLi thua nia
Uni ted Sta tes
Korea
Hunga ry (c)Urugua y (a ,c)Serbi aMol dova (a )Mexi co (a )Cos ta Ri ca (a )Chi l eMorocco (a ,c)South Afri ca (a )(a) Data as provided by the countries and not validated by IRTAD.
(b) Real data (actual numbers instead of reported numbers by the police).
(c) Mopeds are not included in the registered vehicles.

22

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 6. Road fatalities per billion vehicle-kilometres, 2018

0

2

4

6

8

10

12

14

NorwayIrelandDenmark
United Kingdom (b)Switzerland
SwedenSlovenia
Aus tralia
Germany
IcelandFinlandAus tria
CanadaNetherlands (a)Is raelFranceJapan
United States
New Zealand
Korea
Czech Republic(a) Real data (actual numbers instead of reported numbers by the police).
(b) Data only for Great Britain.

23

ROAD
USERS
CRASH DEATHSAMONG CARPASSENGERSFELL STRONGER
THAN FOR
OTHERS

24

Vehicle occupants continue
to benefit most from thereduction in road deaths(Figure 7). The number ofvehicle occupants killed
was 14% lower on averagein 2018 than 2010, while
the overall decrease in thenumber of road deaths was
only 6.9% (Figure 11). The
most significant reductions
occurred in Denmark (-53%),
Ireland (- 52%), Greece(-51%) and Norway (-50%).
Safer roads contributed to thisimprovement, as well as safer
vehicles equipped with crashpreventing technologies suchas Electronic Stability Control
or impact-mitigation devices
such as airbags. There weresome exceptions, however:in Chile, car occupant deathsin 2018 were 24% higher
than in 2010. In part, thisincrease reflects a significant
growth of the vehicle fleet.
In New Zealand (3%) andthe United States (2%), thenumber of deaths among
car occupants also rose. In
Sweden there was a strong,as yet unexplained increaseof 20% in fatalities among car
occupants in 2018; in 2019
these fell drastically again andreached a historic low.
The total number ofpedestrians killed on
the road between 2010
and 2018 fell marginally.
However, this is largely
attributable to the rise in

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

pedestrian fatalities in the
United States (+46%),
where walking trips increased
significantly between 1990
and 2017, according to the
National Household Travel
Survey.1
A more favourable
development with a 20%
overall decrease in thenumber of pedestrians killedresults when the US figures
are not taken into account.
Fewer pedestrian deaths wererecorded in 25 (81%) of the
31 countries with available
data. The strongest reductions
were observed in Austria(-52%) and Slovenia (-50%).
More pedestrian deaths
were recorded in Australia(+3.5%), Sweden (+10%),New Zealand (+11%) andthe United Kingdom (+14%)(Figures 8 and 11). However,exposure data on the numberof pedestrian trips as well as
information on the impact
of new mobility forms, forexample e-scooters, would
be needed to assess whether
the situation for pedestrians is
improving or worsening.
The number of cyclists
killed decreased by 5.4%
on average between 2010
and 2018 (Figure 11). This isabout one-fifth lower than theoverall reduction of 6.9% for
all road users. A wide disparity
between countries exists,
however. In 13 (42%) of the
31 countries with available
data, the number of cyclists
killed was higher in 2018
than in 2010. The largest
reductions were registeredby Lithuania (-61%), New
Zealand (-50%) and Slovenia(-50%). The largest increases
occurred in Ireland (up 80%,
but from a very low absolutelevel: five to nine killed), in
the Netherlands (+41%), in
Norway (40%, up from 5 killedto 7) and the United States(+38%) (Figure 9).
These figures needcareful interpretation as
the relatively low numberof cycling deaths means
yearly fluctuations cannaturally generate very large
percentage changes regardlessof the longer-term trend. In
absolute numbers, cycling
deaths increased from five tonine in Ireland between 2010
and 2018 and from five toseven in Norway.
By comparison, the (alreadystrongly reduced) number ofkilled cyclists in 2018 stood atnine in Lithuania, five in New
Zealand and eight in Slovenia.
And, as cycling becomes more
popular in many countries,
with a significant increase in
the number of trips done ona bicycle, exposure rates arechanging rapidly. For example,
the number of bicycle
trips more than doubled in
Auckland, Vancouver and New
York City between 2010 and2018, according to the datacompiled by the ITF Safer City
Streets network.2
The number of motorcyclists
killed fell by 9% on averagein 2018 compared to 2010
across the 31 countries withavailable data (Figures 10 and
11). Decreases were registeredin 22 countries (71%), with thelargest reductions in Greece(-46%), Norway (-39%), Japan(-32%) and Korea (-32%). The
largest increase was seen in
Chile (+64%), where motorcycle
use is growing rapidly andwhere motorcyclists represented
5% of all road deaths in 2010

but 9% in 2018.
Explaining road safety
trends seen in the figures
for road deaths by usergroup requires exposuredata. Looking at vulnerable
road users, for example,
exposure data include thenumber of trips made on footor by bicycle. The emergenceof new modes of transport
such as e-scooters mustalso be considered. Changes
in exposure as a resultof decreasing activity, forinstance fewer pedestrians
taking a walk, may explaina reduction in road deaths
rather than a reduction in risk.
This may be the case,for example, for young
pedestrians, for whomdata from several countries
indicate that they walk lessthan previous generations.
Inadequate disaggregation ofdata can limit the exposure
data available, particularly in
relation to emerging modes oftransport.
For instance, an increase in
the number of pedestrians
injured may be related
to the increased use of
e-scooters, which are usuallycategorised as pedestrians
in road statistics. The lack ofstandardised exposure data
hinders more in-depth analysisof trends across countries.
Where national data are
available, the online country
profiles that complement thisreport (see www.itf-oecd.
org/road-safety-annualreport-2020).

1. Federal Highway Administration (2018), Summary of Travel Trends: 2017 National Household Travel Survey.
2. ITF (2020), Monitoring Progress in Urban Road Safety.

25

Chi l e

SwedenNew Zea l andUni ted Sta tes

Netherl a nds (a )Fi nl andUni ted Ki ngdom

Hunga ry

Serbi aCzech Republ ic

Ita l yFra nceJa pa nGerma ny

Aus tra l i a

Is ra elLuxembourg

Pol a nd

Sl oveni a

Aus tri a

Portuga l

Swi tzerl a nd

Spa i nBel gi um

Korea

Li thua nia

GreeceNorwa yIrel a nd

Denma rk

-60

-40

-20

0

20

40

Figure 7. Percentage change in the number of car occupants killed, 2010-18

Iceland and Luxembourg is not shown because numbers are too small to provide meaningful analysis.
(a) Real data (actual numbers instead of reported numbers by the police).

Figure 8. Percentage change in the number of pedestrians killed, 2010-18

Uni ted Sta tes

Uni ted Ki ngdom

New Zea l andSwedenAus tra l i a

Ita l yFra nce

Germa ny

Irel a nd

Serbi aChi l eHunga ry

Czech Republ ic

Spa i nGreecePortuga l

Is ra elNetherl a nds (a )Ja pa nFi nl andKorea

Bel gi um

Denma rk

Li thua nia

Pol a nd

Norwa ySwi tzerl a nd

Sl oveni a

Aus tri a

-60

-40

-20

0

20

40

60

Figure 8. Percentage change in the number of pedestrians killed, 2010-18

Iceland and Luxembourg is not shown because numbers are too small to provide meaningful analysis.
(a) Real data (actual numbers instead of reported numbers by the police).

26

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Chi l e

Aus tri a

SwedenUni ted Sta tes

Fi nl and

New Zea l andIs ra elCzech Republ ic

Germa ny

Denma rk

Hunga ry

Pol a nd

Li thua nia

Irel a nd

Uni ted Ki ngdom

Spa i nAus tra l i a

Bel gi um

Fra nce

Portuga l

Sl oveni a

Netherl a nds (a )Serbi aSwi tzerl a nd

Ita l yKorea

Ja pa nNorwa yGreece

-60

-40

-20

0

20

40

60

80

Irel a nd

Netherl a nds (a )Norwa yUni ted Sta tes

Aus tri a

Bel gi um

Fra nce

Germa ny

Swi tzerl a nd

SwedenDenma rk

Pol a ndAus tra l i a

Uni ted Ki ngdom

Is ra elSpa i nIta l yFi nl andHunga ry

Portuga l

Korea

Czech Republ ic

Ja pa nSerbi aChi l eGreeceSl oveni a

New Zea l andLi thua nia

-100

-50

0

50

100

Figure 9. Percentage change in the number of cyclists killed, 2010-18

Iceland and Luxembourg is not shown because numbers are too small to provide meaningful analysis.
(a) Real data (actual numbers instead of reported numbers by the police).

Figure 10. Percentage change in the number of riders of powered two-wheelers killed, 2010-18

Iceland and Luxembourg is not shown because numbers are too small to provide meaningful analysis.
(a) Real data (actual numbers instead of reported numbers by the police).

27

AGE
GROUPSYOUNG PEOPLE
ARE SAFER IN
TRAFFIC THAN
IN 201028

The number of young
people killed in road trafficcrashes has strongly
declined since 2010. Road
deaths in the age group 15-17
fell by almost one third (32%)
between 2010 and 2018 on
average. The reduction for
the age group 18-24 years
was of 25% (Figure 11).
This is between 3.5 and fivetimes the average reduction
for the population as a whole(6.9%). This development isencouraging, as young people
between 18 and 24 years ofage have long had the highest
road mortality rate of all age
groups in many countries. In
the vast majority of countries,
this age group still had an
above average mortality rate
in 2018. In some countries,

however, the young population
is now less at risk than thegeneral population (Figure12). This is the case in Korea,
where the age groups
18-20 and 21-24 years havea mortality rate half thatof the average population.
Lower mortality rates foryoung people are also foundin Belgium, Chile, Hungary,Portugal and Switzerland forthe 18-20 age group. For the
21-24 age group, Denmark,Finland and Japan saw lowerthan-average mortality rates.
Additional exposure data areneeded to understand thisdevelopment. Demographic
changes, training andeducation programmes andthe trend to take up driving at
a later stage may play a role.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 11. Evolution in road deaths by age group and user type compared to global
average, 2010-18				
10

65-74

5

75+

Car occupants

-15

25-64

PTW

-10

Cyclists-5

Pedestrians

0

-20
-25
-30

18-24
0-14
15-17

-35

Note: Road deaths by age group do not include Argentina, Canada, Colombia, Hungary, Netherlands and Slovenia.		
Total road deaths and road deaths by road users do not include Argentina, Canada, Colombia and Slovenia.		
		

Average reduction

The road safety situation
continues to evolve
favourably for children
aged 0 to 14. The number ofchildren killed in road crashes
fell by 29% on average
across countries between
2010 and 2018, more thanfour times as fast as for theoverall population (Figure 11).
Whether the road environmentis becoming safer for children
or whether other factors are
responsible – for instance a
reduced presence of children
on public roads – could
only be assessed properlywith more data and further
research. Unfortunately,
the significant decrease inroad deaths among children
is largely limited to highincome countries. The safetyof children in traffic in low-

By user type

By ageand middle-income countries
remains a major concern.
Worldwide, road crashes
continue to be the number one
killer of children and young
people aged 5-29 years,
according to the World HealthOrganization.
Senior citizens are
increasingly at risk fromroad traffic. The senior
population is the only age
group with a growing numberof road deaths since 2010.
Traffic fatalities among seniorcitizens aged 75 or aboverose by 4.7% between 2010
and 2018, in stark contrast
to the overall average
decline of traffic fatalities
by 6.9% (Figure 11). The
growing share of seniors in
the population is one factor

behind this development.
More active lifestyles well into
old age, resulting in longer
participation in traffic and thus
exposure to its risks may also
play a role. Citizens over theage of 75 have the highest
traffic mortality rate of all age
groups in 13 (42%) of the 31
countries with available data
(Figure 12). In Korea, thisage group registered 29.7
road fatalities per 100 000
population, four times thenational average of 7.3.

ROADS ARE
GETTING MORE
RISKY FORSENIORS29

30

Israel

0

75+

5

75+

10

65-74

15

65-74

Italy

25-64

Hungary

25-64

Germany

15

10

5

0
25-64

21-24

18-20

0-17

75+

65-74

25-64

75+

0
75+

5

75+

10
65-74

15

65-74

25-64

21-24

18-20

Denmark

65-74

25-64

France

21-24

18-20

0-17

75+

65-74

25-64

Czech Republic

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

Australia

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

25-64

0

0-17

75+

65-74

Ireland25-64

Greece21-24

Finland

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

Austria

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

Chile

18-20

0-17

75+

65-74

20

25-64

20

25-64

20

21-24

18-20

0-17

20

21-24

18-20

0-17

20

21-24

18-20

0-17

Figure 12. Mortality rate by age group
Road deaths per 100 000 inhabitants in a given age group, 2018
Belgium

15

10

5

Iceland

15

10

5

0

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Age group

0-17

0

18-20

21-24

25-64

65-74

75+

65-74

United Kingdom

75+

65-74

25-64

Spain

25-64

75+

65-74

25-64

Poland

21-24

18-20

0-17

75+

65-74

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

25-64

Netherlands (a)

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

Korea

21-24

18-20

0-17

75+

65-74

20

25-64

Serbia25-64

Norway

21-24

18-20

0-17

75+

65-74

25-64

20

21-24

18-20

0-17

75+

65-74

25-64

21-24

18-20

0-17

Japan

21-24

18-20

0-17

Switzerland

75+

65-74

25-64

21-24

18-20

0-17

Luxembourg

75+

65-74

25-64

20

21-24

18-20

0-17

20

21-24

18-20

0-17

20

Lithuania

15

10

5

0

New Zealand

15

10

5

0

Portugal

15

10

5

0

Sweden

15

10

5

0

United States

15

10

5

Average

75+

31

ROAD
TYPES
RURAL ROADSARE THE MOSTDEADLYThe majority of traffic
fatalities occurred on ruralroads in most countries.
Inappropriate and relatively
high speeds are characteristic
for many rural roads. Lack ofphysical separation of lanes,
numerous intersections, poorly
maintained roadsides and mixed
traffic including vulnerable road
users combined with speeding
also increase the occurrenceof road crashes as well as theirseverity.
In 2018, road fatalities on ruralroads represented between
36% (Portugal) and 73% (New
Zealand) of all road deaths(Figure 13). Between 2010
and 2018, for the 22 countries
for which data are consistently
available, the number of roaddeaths declined slightly moreon rural roads (-26%) than on
urban roads (-20%).

32

Safety on urban roads andstreets is a growing issue.
This is the case for vulnerable
road users in particular, who
represent between 77% and
94% of road fatalities in the six
most densely populated cities
participating in ITF’s Safer City
Streets Network. Even though
the most severe crashes occur
on rural roads, urban roads
and streets account for a highshare of serious road injuries.
With the growing popularity ofcycling, the number of serious
cycling injuries increased in
11 out of 17 cities between
2010 and 2018, as a new ITF
report shows. The rise of new
mobility forms also creates newchallenges for city authorities
and requires adequate
responses, for instance withregard to road infrastructure.

Motorways are the safest
roads. The risk of dying in a
motorway crash is two to eighttimes less per kilometre driven
than across the whole road
network in the 11 countries forwhich traffic data and fatality
data are available by type ofroad (Table 5). However, thereduction of road fatalities
was lower on motorways thanon other road types during
the 2010-18 period. In ninecountries the number of
persons killed on motorways
increased, although in most ofthem this was related to the
expansion of the motorway
network.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 13. Repartition of road deaths by road type, 2018

0%

20%

40%

60%

80%

100%

Portugal
Netherlands
United States
Japan
GreeceKorea
SerbiaSwitzerland
Italy
Belgium
Hungary
PolandSlovenia
Lithuania
Germany
IrelandUnited Kingdom
Denmark
Czech Republic
FranceSwedenAustria
Spain
Finland
Luxembourg
New Zealand

Rural roads

Motorways

Urban roads

Unknown

Note: Data from Argentina, Australia, Chile, Iceland, Israel, Korea, Netherlands and Norway are not available.

33

INJURYDATA

TRAFFICFATALITIESARE THETIP OF THE
ICEBERG

34

Traffic fatalities only show
the tip of the iceberg.
The 1.35 million annual roaddeaths worldwide must be
seen in the context of 20 to
50 million serious injuries
sustained in crashes aroundthe world every year, as
estimated by the World HealthOrganization. The wide margin
in this estimate underlines
the importance of increased
investment in the collection
and analysis of data on serious
road injuries.

Serious injury crashes may
follow different patterns
than fatal crashes. They may
therefore require different
countermeasures. This is thecase specifically for serious
injury crashes in urban
areas involving vulnerable
road users. This group issignificantly over-represented
among serious traffic injuries
and underrepresented in police
statistics - a pattern that isless visible when looking onlyat fatality data.

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

THE
DEFINITION
OF SERIOUS
INJURY VARIESWIDELYThe police data on crashes
is known to significantly
understate the number
and seriousness of crashinjuries. This means that
official crash statistics also
underreport injuries as they
are usually based on fact
finding at the crash site bypolice. But the informationin police reports is usually
inadequate for analysing thenature and consequences ofserious injury crashes.
Hospital records are much
more accurate and reliable.
Medical personnel is generally
better trained to recognise
injuries and accustomed todescribing the nature of an
injury in a methodologicalmanner. Hospital data should
therefore be systematicallyused to complement any police
data on traffic crash injuries.

The definition of “serious
injury” varies widely
among countries and it has
not been possible so far
to standardise them. The
same is true with respect tothe various methodologies forcounting serious injuries.
A common definition of aserious injury on the basis of
the Abbreviated Injury Scale(AIS) has been proposed by
the International Transport
Forum’s IRTAD Group. It
defines an injury as serious
if it is characterised by amaximum AIS score of threeor more (MAIS3+). In Europe,
the European Commission has
started to collect MAIS3+ datafrom member states of theEuropean Union.
To assess the number ofpeople injured with an
MAIS3+ score, most countries
rely on software applications
which translate the injury
severity from the International
Classification of Diseases (ICD
9 or 10) into the AbbreviatedInjury Scale. However, only
very few countries publish
MAIS3+ data. Where it isavailable, these data are
included in the online country
profiles that complement thisreport (see www.itf-oecd.
org/road-safety-annualreport2020).

35

STRATEGIES,TARGETS,LEGISLATIONMANAGING
SPEED ISKEY

36

National road safety
strategies are in place inall member and observercountries of IRTAD.
Table 6 provides an overview
of national strategies
and targets as well as
those currently in place atinternational level. Most
countries now have a longterm vision supported byinterim targets for reducing
the number of road deaths
and serious injuries. Moreand more countries also now
implement targets for a setof road safety performanceindicators. The online country
profiles that complement
this report provide additional
details.

Speed management is a
critical element of any
road safety strategy.
Reducing speed is essential toachieve less frequent and lesssevere road crashes. Setting
appropriate speed limits andenforcing them is thus a core
strategy for fewer road deaths
and serious injuries. Table 7
summarises the prevailing
speed limits. The default
speed limit for passenger carsin urban areas is 50 km/h inmost countries covered by
the IRTAD database. Lower
speed limits are often in force
in residential areas or aroundschools; typically 30 km/h.
Several cities around theworld have adopted a default

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

speed limit of 30 km/h fortheir streets, among them
Oslo in Norway, Toronto in
Canada, Munich in Germany,or Madrid in Spain. Relatively
high default speed limits
in urban areas also exist insome countries however: for
instance 60 km/h in South
Africa, Colombia (although
the capital Bogotá recently
adopted a 50 km/h limit), andPoland (during night time). On
non-motorway roads outside
built-up areas, speed limits
typically vary between
80 km/h and 100 km/h. These
are the roads with the highest
risk of fatal crashes. On
motorways, maximum speed
limits vary between 90 km/h
and 140 km/h. In Germany,
there is no general speed limit
on motorways. Instead there
is a maximum recommended
speed of 130 km/h, and local
speed limits apply on a largepart of the German motorway
network.
Enforced limits for drivers’
blood alcohol content(BAC) are fundamental
for preventing drinkdriving crashes. General
BAC levels exist in all member
and observer countries of
IRTAD. The most common
maximum authorised BAC
level is 0.5 g/l. However, limits
vary between 0.0 g/l in the
Czech Republic, Hungary and
Uruguay, to 0.8 g/l in Canada,
Jamaica, Malaysia, the United
Kingdom (excluding Scotland)
and the United States. Most
countries also apply lower BAC
levels for novice, young, andprofessional drivers (Table 8).

Seatbelts are among themost effective tools tosave the lives of vehicle
occupants. Using seatbelts
reduces the severity of
injuries in case of a crash.
The wearing of seat belts infront seats is mandatory in
all countries covered by the
IRTAD database. Solely in the
United States, one state, New
Hampshire, has not enacted
a seatbelt law for adults.
Almost all countries coveredin this report now also legallyrequire the use of seatbelts inrear seats. The one notable
exception is Cambodia, where
the use of seat belts on rearseats is not yet mandatoryon the whole road network.
However, a law to effect this isin preparation. In the UnitedStates, 19 states do not havelaws requiring seatbelt use inrear seats.
Seatbelt wearing rates incountries vary widely. Thereis no internationally agreed
methodology to measureseatbelt use and available
data are based on national
surveys. While they should
not be directly compared,
they nevertheless provide
an indicative overview on
seatbelt use. Based on this,wearing rates in front seats
typically range between 80%
and 100%. That said, they
can be significantly lower. The
wearing rate in front seats wasestimated to be only 56% inMexico and 55% in Argentina
in 2018, for example (Table 9).
Most countries with a highlevel of seatbelt wearing infront seats also have a highuse rate for seatbelts in rearseats, even if slightly lower.
Yet in many countries, seatbelt

use in rear seats is much
lower than in front seats. Rear
seat passengers have wearing
rates below 80% in about
half of the 36 IRTAD member
and observer countries whichcollect this indicator. In ten
countries, only 40% or lessuse seats belts when seated in
the rear of a vehicle (Figures
14 and 15). Many lives
could be saved if the rate
approached 100%.
Helmets protect aparticularly fragile andcritical body part for
riders of two-wheelers.
Motorcyclists, moped riders,and cyclists are among
the most vulnerable road
users in a crash. The use ofhelmets on motorcycles andmopeds is hence compulsory
in all member and observercountries of IRTAD. In the
United States, laws vary bystate. The overall helmet use
rate is generally high, withmany countries reportingnearly 100% compliance formotorcyclists. In the UnitedStates the rate is about 70%.
Helmet use for cyclists is notcompulsory in most countries;
however the mandatory useof helmets by children is
becoming more frequent.
Table 10 presents the statusof helmet laws and the use ofhelmets by motorcyclists andcyclists.

SEATBELT USE
CAN STILL
IMPROVE

37

Figure 14. Seatbelt wearing rates in front seats, 2019 or latest available year

0

20

40

60

80

100

120

Fra nce
Germa ny (a )Ja pa nSwedenCa na da (b)Aus tra l i a (a)Aus tri a
Denma rk (a )Netherl a nds (f)Pol a nd
Li thua nia
New Zea l and (c)Irel a nd (a )Portuga l (b)Swi tzerl a nd
Bel gi um (b)Czech Republ ic (d)Fi nl andHunga ry
Sl oveni a (a )Korea (a )Is ra elUni ted Sta tes
Spa i n (e)Serbi aNi geri a (b)Chi l e (b)Col ombi a (c)Cos ta Ri ca (a )Urugua y (c)Morocco (a )Ita l y (b)Mexi co (a )Argen� na (a )Note: (a) 2018 data. (b) 2017 data. (c) 2016 data.(d) 2015 data. (e) 2012 data. (f) 2010 data.

38

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Figure 15. Seatbelt wearing rates in rear seats, 2019 or latest available year

0

20

40

60

80

100

120

Germa ny
Aus tri a
Norwa y (f)Aus tra l i a (a)Ca na da (d)Czech Republ ic ( d)Sweden (b)Denma rk (a )New Zea l and (e)Uni ted Ki ngdom (b)Irel a nd (a )Fi nl andBel gi um (b)Fra nce
Pol a nd
Icel a nd
Netherl a nds (h)Spa i n (g)Sl oveni a (a )Portuga l (b)Swi tzerl a nd
Uni ted Sta tes (a )Hunga ry
Is ra elKorea (a )Ja pa nCos ta Ri ca (a )Morocco (a )Urugua y (c)Argen� na (a )Serbi aMexi co (a )Chi l e (b)Ma l a ys ia (c)Ita l y (a )Col ombi a (c)Note: (a) 2018 data. (b) 2017 data. (c) 2016 data. (d) 2015 data. (e) 2014 data, (f) 2013 data. (g) 2012 data. (h) 2010 data.

39

TABLES

40

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Table 1. Road deaths and traffic in April 2020 compared to April 2019 – see page 11
Table 2. Road fatality data for 2019 compared to 2018
Country

2019 road deaths

Data status2018 road deaths% change

Australia

1 189

provisional

1 136

4.7

Austria

416

final

409

1.7

Belgium

646

final

604

7.0

Chile

1 973

final

1 955

0.9

Czech Republic

617

final

658

-6.2

Denmark

199

final

171

16.4

Finland

209

provisional

239

-12.6

France

3 239

final

3 248

-0.3

Germany

3 046

final

3 275

-7.0

Greece696

provisional

700

-0.6

Hungary

603

final

629

-4.1

Iceland

6

final

18

-66.7

Ireland141

provisional

140

0.7

Israel

355

final

316

12.3

Italy

3 173

final

3 334

-4.8

Japan

3 920

final

4 166

-5.9

Korea

3 349

provisional

3 781

-11.4

Lithuania

184

provisional

173

6.4

Luxembourg

22

final

36

-38.9

Netherlands (a)

661

final

678

-2.5

New Zealand

352

final

378

-6.9

Norway

108

final

108

0.0

Poland

2 909

final

2 862

1.6

Portugal

621

provisional

675

-8.0

Serbia

534

final

546

-2.2

Slovenia

102

final

91

12.1

Spain

1 755

final

1 806

-2.8

Sweden

221

final

324

-31.8

Switzerland

187

final

233

-19.7

United Kingdom

1 748

Great Britain only

1 784

-2.0

United States

36 120provisional

36 560

-1.2

277

final

274

1.1

Morocco

3 384

provisional

3 736

-9.4

South Africa

12 503

final

12 921-3.2

Uruguay

422

provisional

528

-20.1

IRTAD observers andaccession countries
Moldova

Only countries with 2019 data included. Data for observer and accession countries not validated by IRTAD.
(a) Real data (actual numbers instead of reported numbers reported by the police).

41

Table 3. Road fatality trends, 2010-19

Road fatalities

Country

20192019 % change
fromAnnualaveragechange2018

2019-10

2010

2011

2012

2013

2014

2015

2016

2017

2018

2010

Argentina

5 094

5 040

5 074

5 209

5 279

5 414

5 550

5 300

5 500

..

..

..

..

Australia

1 350

1 277

1 299

1 185

1 151

1 205

1 294

1 225

1 136

1 189

4.7

-11.9

-1.4

Austria

552

523

531

455

430

479

432

414

409

416

1.7

-24.6

-3.1

Belgium

850

884

827

764

745

762

670

609

604

646

7.0

-24.0

-3.0

Canada

2 238

2 023

2 075

1 951

1 841

1 889

1 899

1 856

1 922

..

..

..

..

Chile

2 070

2 044

1 979

2 103

2 116

2 136

2 178

1 925

1 955

1 973

0.9

-4.7

-0.5

..

..

..

..

..

..

..

6 718

6 476

..

..

..

..

Czech Republic

802

773

742

654

688

735

611

577

658

617

-6.2

-23.1

-2.9

Denmark

255

220

167

191

182

178

211

175

171

199

16.4

-22.0

-2.7

Finland

272

292

255

258

229

270

258

238

239

209

-12.6

-23.2

-2.9

France

3 992

3 963

3 653

3 268

3 384

3 461

3 477

3 448

3 248

3 239

-0.3

-18.9

-2.3

Colombia

Germany

3 648

4 009

3 600

3 339

3 377

3 459

3 206

3 180

3 275

3 046

-7.0

-16.5

-2.0

Greece

1 258

1 141

988

879

795

793

824

731

700

696

-0.6

-44.7

-6.4

Hungary

740

638

605

591

626

644

607

625

629

603

-4.1

-18.5

-2.2

Iceland

8

12

9

15

4

16

18

16

18

6

-66.7

-25.0

-3.1

Ireland

212

186

163

188

192

162

182

156

140

141

0.7

-33.5

-4.4

Israel

375

382

290

309

319

356

377

364

316

355

12.3

-5.3

-0.6

Italy

4 114

3 860

3 753

3 401

3 381

3 428

3 283

3 378

3 334

3 173

-4.8

-22.9

-2.8

Japan

5 828

5 535

5 261

5 165

4 838

4 885

4 698

4 431

4 166

3 920

-5.9

-32.7

-4.3

Korea

5 505

5 229

5 392

5 092

4 762

4 621

4 292

4 185

3 781

3 349

-11.4

-39.2

-5.4

Lithuania

299

296

301

258

267

239

188

188

173

184

6.4

-38.5

-5.3

Luxembourg

32

33

34

45

35

36

32

25

36

22

-38.9

-31.3

-4.1

Netherlands (a)

640

661

650

570

570

621

629

613

678

661

-2.5

3.3

0.4

New Zealand

375

284

308

253

293

318

327

378

378

352

-6.9

-6.1

-0.7

Norway

208

168

145

187

147

117

135

106

108

108

0.0

-48.1

-7.0

Poland

3 908

4 189

3 571

3 357

3 202

2 938

3 026

2 831

2 862

2 909

1.6

-25.6

-3.2

Portugal

937

891

718

637

638

593

563

602

675

621

-8.0

-33.7

-4.5

Serbia

660

731

688

650

536

599

607

579

546

534

-2.2

-19.1

-2.3

Slovenia

138

141

130

125

108

120

130

104

91

102

12.1

-26.1

-3.3

Spain

2 478

2 060

1 903

1 680

1 688

1 689

1 810

1 830

1 806

1 755

-2.8

-29.2

-3.8

Sweden

266

319

285

260

270

259

270

252

324

221

-31.8

-16.9

-2.0

Switzerland

327

320

339

269

243

253

216

230

233

187

-19.7

-42.8

-6.0

United Kingdom

1 905

1 960

1 802

1 770

1 854

1 804

1 860

1 856

1 839

..

..

..

..

United States

32 999 32 479 33 782 32 893 32 744 35 484 37 806 37 473 36 560

36 120

-1.2

9.5

1.0

42

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Road fatalities

Country
2010
2011
2012
IRTAD observer and accession countries

2013

2014

2015

2016

2017

2018

2019

2019 %
change from

Annualaveragechange2018

2019-102010

Cambodia

1 816

1 905

1 966

1 950

2 226

2 231

1 852

..

1 761

..

..

..

..

Costa Rica

574

576

655

625

662

..

..

862

784

..

..

..

..

Jamaica

319

308

260

307

331

382

379

321

..

..

..

..

..

16 559 16 615 17 102 15 853 15 886 16 039 16 185 15 866 15 574

..

..

..

..

MexicoMoldova

452

433

441

326

324

300

311

302

274

277

1.1

-38.7

-5.3

Morocco

3 778

4 222

4 167

3 832

3 489

3 776

3 785

3 726

3 736

3 384

-9.4

-10.4

-1.2

South Africa

13 967 13 954 12 211 11 844 12 702 12 944 14 071 14 050 12 921

12 503

-3.2

-10.5

-1.2

422

-20.1

-24.1

-3.0

Uruguay

556

572

510

567

538

506

446

470

528

Data for observer and accession countries not validated by IRTAD.
(a) Real data (actual numbers instead of reported numbers by the police).

43

Table 4. Road fatalities per 100 000 inhabitants, per billion vehicle-km and per 10 000 registered motor vehicles
Road fatalities per 100 000 inhabitants
1990

Road fatalities per billion VKT2000 2010 20181990

2000 2010 2018

Road fatalities per
10 000 registered vehicles
1990

2000

2010

2018

Countries
Argentina

..

..

12.6

12.4

..

..

..

..

..

..

2.9

Australia

13.7

9.5

6.1

4.5

17.3

9.0

5.9

4.3

2.3

..

0.8

0.6

Austria

20.4

12.2

6.6

4.6

32.0

15.0

7.8

4.9

3.7

1.8

0.9

0.6

Belgium (c)

19.9

14.4

7.8

5.3

28.1

16.3

8.6

..

4.3

2.6

1.3

0.8

Canada

14.3

9.5

6.6

5.2

..

9.3

6.7

4.9

2.3

1.6

1.0

0.8

Chile

..

..

12.1

10.5

..

..

..

..

..

10.6

6.3

3.6

Colombia

..

..

11.4

13.6

..

..

..

..

..

..

6.7

..

Czech Republic

12.5

14.5

7.7

6.2

48.3

36.7

16.2

11.7

3.3

3.2

1.3

0.9

Denmark (c)

12.3

9.3

4.6

3.0

17.3

10.7

5.6

3.1

3.1

2.1

0.9

0.5

Finland

13.0

7.7

5.1

4.3

16.3

8.5

5.1

4.7

2.8

1.5

0.7

0.5

France

19.8

13.7

6.4

5.0

26.7

15.6

7.1

5.4

3.6

2.3

1.0

0.7

4.4 2.6 (d)Germany (c)14.2 (d)9.1

4.5

4.0 19.7 (d)

11.3

4.9

1.5

0.7

0.6

Greece

20.3

18.7

11.2

6.5

..

..

..

..

..

3.1

1.3

0.7

Hungary (c)

23.4

11.7

7.4

6.4

..

..

..

..

11.2

4.4

2.0

1.4

Iceland

9.5

11.5

2.5

5.2

14.9

13.8

2.5

4.5

..

1.8

0.3

0.5

Ireland

13.6

11.0

4.7

2.9

19.2

11.5

5.0

2.9

4.5

2.5

0.9

0.5

Israel

10.9

8.1

4.9

3.6

28.1

14.2

7.5

5.2

5.1

2.7

1.5

0.9

Italy

12.6

12.4

7.0

5.5

..

..

..

..

2.1

1.6

0.8

0.6

Japan

11.8

8.2

4.6

3.3

23.2

13.4

8.0

5.6

1.9

1.2

0.6

0.5

Korea

33.1

21.8

11.1

7.3

..

49.5

18.7

11.6

..

..

Lithuania

29.3

18.3

9.5

6.2

..

..

..

..

12.7

5.0

1.4

Luxembourg

18.7

17.5

6.4

6.0

..

..

..

..

3.3

2.4

0.8

Netherlands (b)

..

7.3

3.9

3.9

..

9.2

5.1

4.9

..

1.4

0.7

0.6

New Zealand

21.4

12.0

8.6

7.7

..

13.6

9.3

7.7

3.3

1.8

1.2

0.9

Norway

7.8

7.6

4.3

2.0

12.0

10.5

4.9

2.3

1.4

1.2

0.6

0.3

Poland

19.3

16.4

10.2

7.5

..

..

19.6

..

..

1.7

0.9

Portugal (c)

29.3

20.0

8.9

6.6

..

..

..

13.4

4.3

1.6

..

Serbia

..

13.9

9.0

7.8

..

..

..

..

..

..

3.6

2.2

Slovenia

25.9

15.8

6.7

4.4

65.1

26.7

7.7

4.2

..

..

1.0

0.6

Spain

23.3

14.4

5.3

3.9

..

..

..

..

5.1

2.2

0.7

0.5

Sweden

9.1

6.7

2.8

3.2

12.0

8.5

3.5

3.8

1.7

1.2

0.5

0.5

Switzerland

13.9

8.3

4.2

2.7

18.6

11.2

5.4

3.4

2.2

1.2

0.6

0.4

United Kingdom

9.4

6.1

3.0

2.8

..

7.4

3.8

3.3

2.1

1.2

0.5

0.5

United States

17.9

14.9

10.7

11.2

12.9

9.5

6.9

7.0

2.4

1.9

1.3

1.2

..

1.4
1.1

IRTAD observer and accession countries

44

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Cambodia

..

..

12.7

..

..

..

..

Costa Rica

..

..

12.7

15.7

..

..

Jamaica

..

..

..

..

..

..

..

Mexico

..

13.9

14.5

12.4

..

..

Moldova

..

..

..

3.1

..

Morocco (c)

11.5

12.7

11.8

10.6

South Africa

..

..

27.9

Uruguay

..

..

16.6

..

..

..

..

..

..

..

3.9

3.3

..

..

..

9.4

..

..

26.3

..

9.0

5.2

3.3

..

..

..

..

..

..

10.0

..

..

..

..

29.0

21.7

13.5

8.7

22.4

..

..

..

..

..

..

..

..

15.1

..

..

..

..

..

..

3.4

2.1

(a) Data as provided by the countries and not validated by IRTAD.
(b) Real data (actual numbers instead of reported numbers by the police).
(c) Mopeds are not included in the registered vehicles.
(d) 1991 data.

Table 5. Fatality risk on motorways compared to rural roads and the whole network, 2018
Deaths per billion vehicle-kilometres
Countries

Motorways

Rural roads

Whole network

Austria

1.0

9.4

4.9

Belgium (2017)

2.4

5.9

Czech Republic

2.6

11.7

Denmark (2017)

0.8

3.2

Finland

0.6

France2.2

5.4

Germany

1.7

4.4

Netherlands (2017)

1.0

4.0

Slovenia (2017)

2.5

4.9

Switzerland

0.8

4.8

3.4

UK - Great Britain

1.0

4.4

3.3

10.1

4.7

45

Table 6. Road safety strategies and targets
International Strategies

VisionUnited Nations
Decade of Action for Road
Safety 2011-2030

Targets
Stabilise and then reduce the forecasted level of road traffic
fatalities around the world by increasing activities conductedat the national, regional and global levels

Global Plan for the Decadeof Action
United Nations
Sustainable Development
Goals

SDG targets to halve road deaths by 2030 and to improveroad safety in cities
Goal 3.6 (health): By 2030, halve the number of global deaths
and injuries from road traffic accidents
Goal 11.2 (cities): By 2030, provide access to safe, affordable, accessible and sustainable transport systems for all,improving road safety, notably by expanding public transport,with special attention to the needs of those in vulnerable
situations, women, children, persons with disabilities andolder persons

European Union
Policy Orientations on Road Towards Zero
Safety 2011-2020-50% fatalities by 2020 (base year: 2010)

National Strategies

VisionArgentina
National Road Safety Strategy 2016-2026

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety-20% fatalities by 2021 and -30% by 2026 (base year 2016)

Safe System-30% (at least) fatalities by 2020

No-one should be killed or seriously
injured on Australia’s roads-30% (at least) seriously injured by 2020

Safe system
Become one of the five safest countries in Europe-50% fatalities by 2020, based on the average for the years
2008-10 (Interim target: -25% by 2015)

Australia
National Road Safety Strategy (NRSS) 2011-2020

Austria
Austrian Road Safety Programme 2011-2020

Targets

Several sub-targets on seatbelt wearing rates, child restraint
usage and helmet use

Base year average 2008-2010-40% serious injuries by 2020, based on the average for theyears 200810 (Interim target: -20% by 2015)-20% injury accidents by 2020, based on the average for theyears 2008-2010 (Interim targets: -10% by 2015)

Belgium
National Road Safety Strategy 2011-2020
Recommendations for 15
priority measures for aperiod of 2015-2020

46

EU Road Safety Target adopted-50% fatalities in 2020 in comparison to 2010 (420 roaddeaths in 2020)

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

National Strategies
Bosnia and Herzegovina
Republic of Srpska: Road
Safety Strategy of Republicof Srpska

VisionBased on the UN Road Safety Plan for
the Decade of Action for Road Safety

Targets
Reduce the number of fatally injured persons by 15% in 2013,
10% in 2014, 7% in 2015 and by 5% per year for the rest of
the period so that the overall decrease of 50%, as compared
to 2011, by 2022
Reduce the number of severely injured persons by 15% in
2013, 10% in 2014, 7% in 2015 and by 5% per year for the
rest of the period so that the overall decrease of 50%, ascompared to 2011, by 2022
Increase the use of seat belts and other protective systems(child safety seats and protective helmets)
Manage speeds on urban and open roads and streets (toreduce both the percentage of drivers exceeding speed limits
and the excessive speed average values)
Reduce the number of alcohol-impaired drivers in traffic
Improve road safety

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety
Federation of Bosnia andHerzegovina

Educate and inform all traffic participants through campaigns
and traffic education

Reduce the number of fatally injured persons by 7% eachyear so that overall decrease of 50%, as compared to 2011 by2021
Reduce the number of traffic accidents where the cause of
accident was speed y 7% each year compared to the previous
year
Increase the use of seat belts
Reduce the number of pedestrians as fatally injured persons
in traffic accidents
Reduce the number of traffic accidents with alcohol-impaired
drivers

Cambodia
National Plan for Road
Safety 2011 -2020 (approved by the Council of
Ministers in 2014)2016 Annual Road Safety
Plan (approved by thegovernment)

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety
Based on UN Sustainable Development Goals

Reduce by 50% the forecasted number of fatalities by 2020
Several sub-targets on helmet wearing rates, speed,
drink-driving
Interim target 2016: reducing the number of road deaths by
10% compared to 2015
New interim target for 2017: reducing the number of roaddeaths by 9% compared to 2016

CanadaRoad Safety Strategy (RSS)
2025 (introduced in January 2016)
Chile
New national road safety
policy launched in 2017

Towards Zero

No hard numerical targets
Achieve a continual downward trend in fatalities and serious
injuries throughout the ten-year duration of the strategy

Towards Zero
Based on the UN Road Safety Plan for
the Decade of Action for Road Safety

Specific targets are being developed under the new strategy-30% fatalities by 2030, base year: average number of deaths
2011-201947

National Strategies
Colombia
The National Strategic
Road Safety Plan 20112021

VisionBased on the UN Road Safety Plan for
the Decade of Action for Road Safety

Targets
26% reduction in fatalities by 2021 at the national level
18% reduction in fatalities by 2021 in pedestrians
27% reduction in fatalities by 2021 in motorcyclist
21% reduction in injuries by traffic accidents for the year
2021
Reduce the number of fatalities due to traffic accidents fordriving under the influence of alcohol and the use of psychoactive substances at 0% by the year 2021

Costa Rica
Czech Republic
The National Strategic Road Vision Zero
Safety Plan 2011-2020

Reduce fatality rate to EU 27 average
60% reduction in fatalities by 2020 compared to 2009, 40%
reduction in in the number of persons seriously injured by
2020 compared to 2009
Interim targets for the number of fatalities and persons seriously injured are set for each year until 2020

Denmark
Danish Road Safety Commission
National Traffic Safety
Action Plan, 2013-2020

Every accident is one too many - ashared responsibility

Fewer than 120 killed in 2020, equivalent to 53% fatalities
compared to 2010 (based on EU Road Safety target)
52% serious and 52% of slightly injured road users in 2020
compared to 2010
Plan includes 10 focus areas and defines a performance indicators, for each of the area

Finland
A Government resolution
on road safety in 2016.
New traffic safety strategy
is being prepared

Based on Vision Zero

Fewer than 137 fatalities (or 24 fatalities per million inhabitants) by 2020 (based on EU Road Safety target)
Fewer than 5 750 injuries by 2020 (based on EU Road Safetytarget)Long term target: fewer than 100 fatalities by 2025

FranceBased on EU Road Safety targets-50% fatalities and serious injuries by 2030 compared to theaverage for the years 2019, 2020 and 2021

Germany
Road Safety Programme
2011-2020

Based on EU Road Safety target-40% fatalities by 2020 (base year: 2011)

GreeceNational Strategic Road
Safety Plan 2011 – 2020

Developing a road safety culture

Action Plan for Road Safety(77 measures in 2015)
55 measures announced
during the Inter-ministerial
Road Safety Committee(October 2015)18 measures announced
during the Inter-ministerial
Road Safety Committee(January 2018)

Specific targets in individual federal German states-50 % fatalities by 2020 (based on EU Road Safety target);base year: 2010
Interim targets: reduction by 80 road fatalities per year
between 20102015 and 50 road fatalities per year between
2016-2020

48

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

National Strategies

VisionTargets

HungaryRoad Safety Action Programme for 2020-2022-50 % fatalities by 2020 compared to 2011 (based on EU Road
Safety target)

IcelandRoad Safety Plan 20112022

Rate per 100 000 inhabitants should not be higher than in
the best countries by 2022
Average annual reduction in killed and seriously injured of 5%
until 2022
11 sub-targets defined

IrelandGovernment Road Safety
Strategy 2013-2020

Reduction of fatalities to 25 per million population (i.e. 124
or fewer fatalities) or less by 2020
Specific targets for reducing speed and to increase seat beltuse

New Government Road
Safety Strategy 2021-2030
will be published in early
2021
IsraelNational Road Safety Plan
2020

Reaching a 50% decrease in fatal and severe accidents andinjuries by 2030
Fatality rate less than five fatalities per billion kilometrestravelled no later than 2022

Italy
National Road Safety Plan
Horizon 2020
Jamaica
Below 300 Programme

No child should die on the road-50% fatalities by 2020 (based on EU Road Safety target)

Make Jamaica the Road Safety Capitalof the Caribbean and Latin American
Region in accordance with the principles of the Safe Systems Approach

Fewer than 300 persons being killed on the road network by
2020
Reduce the fatality rate per 100,000 population to 10.0 by
2022
90% Seatbelt Usage on both the front and back seat of motorcars
90% Helmet Usage by 2021

Japan
10th Traffic Safety Programme 2016-2020

Make Japan the safest country forroad traffic

Fewer than 2 500 deaths (deaths within 24 hours) by 2020

Korea
8th National Transport
Safety Plan 2017-2021

Reach the average safety level ofOECD countries

Fewer than 2 700 fatalities by 2021, with interim targets foreach year from 2017 to 2021

Fewer than 500 000 casualties by 2020

Reducing the rate of fatalities per 100 000 inhabitants to 5.2
by 2021Less than 1.0 fatalities per 10 000 vehicles (including mopeds) by 2021
Lithuania
Vison–Zero declaration forroad and railroad transport
2018-2030

No one should be killed or seriously injured on Lithuania’s roads andrailroads

The main goal of this declaration is to sharply reduce numberof road fatalities and serious injuries

Luxembourg“National Charter for Road
Safety”

Zero fatalities and serious injuries on
the Luxembourg road network

Fewer than 16 fatalities by 2020 (-50 % fatalities by 2020
compared to 2010,based on EU Road Safety target)

Malaysia
Road Safety Plan 20142020

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety

Reduce by 50% the forecasted number of fatalities by 2020
(corresponds to a 22% reduction compared to 2010)49

National Strategies
MexicoNew National Road Safety
Strategy for 2017-2026

VisionDevelopment of responsible roadbehavior and a safe road system

Targets
Reduce the number of deaths to less than 2 800 by 2021
(decrease of 25% from 2015 to 2020)
Reduce the number of deaths to less than 1 900 by 2026
(decrease of 50% from 2015 to 2026)

Moldova, Republic of
National Road Safety Strategy 2011-2020

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety-50% fatalities and seriously injuries by 2020

Morocco
New National Road Safety
Strategy for 2016-2025

Development of responsible roadbehaviour and a safe road system

Reduce the number of deaths to less than 2 800 by 2020
(decrease of 20% from 2015 to 2020)-50% children and young people fatalities and seriously
injuries by 2020

Reduce the number of deaths to less than 1 900 fatalities by2025 (decrease of 50% from 2015 to 2025)
Netherlands
Road Safety Strategic Plan
2008–2020 (SPV)

Sustainable Road Safety

Fewer than 500 fatalities by 2020 (-28% compared to 2010)
Fewer than 10 600 serious road injuries (MAIS2+) by 2020(-43% compared to 2010)

National Action Plan (20192021)
Road Safety Strategic Plan
2020-2030 (SPV2030)

Strive for zero road traffic casualties in 2050, no intermediatetargets; eliminate risks as much as possible balancing (freechoice for) mobility and modal choice and road safety
Road Safety Performance Indicators are an important tool inthis approach
New ZealandRoad to Zero: Road Safety
Strategy 2020-2030
1st Action Plan for 20202022
Nigeria
Road Safety Strategy (NRSS
2016-20)

Based on Vision Zero

40% reduction in annual deaths and serious injuries by 2030
(from 2018 levels)

Based on the UN Road Safety Plan for
the Decade of Action for Road Safety-50% fatalities by 2015 compared to 2007 level

Vision Zero

Fewer than 350 fatalities and serious injuries by 2029

Vision Zero

-50% fatalities by 2020 (based on EU Road Safety target)

Reduce by 50% the forecasted number of fatalities by 2020 incomparison with 2010 level (based on UN Decade of Action
Plan)

NorwayNational Transport Plan
2018-2029
National Plan of Action
for Road Traffic Safety
2018–2021
PolandNational Road Safety Programme 2013-2020-40% severely injured by 2020
Base year: 2010

Portugal
National Strategic Road
Safety Plan (PENSE 2020)

41 fatalities per million inhabitants in 2020, representing adecrease of 56% compared to 2010
Fewer than 178 seriously injured (MAIS3+) people in 2020,
representing a decrease of 22% compared to 2010

50

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

National Strategies

VisionSerbiaNational Strategy for Road
Traffic Safety for the period
2015-2020 (adopted inJune 2015)

Targets
No child killed in traffic by 2020-50% fatalities and serious injuries by 2020 compared to 2011
Halving by 2020 the total annual social-economic costs oftraffic crashes compared to 2011 level
Several sub-targets on seatbelt wearing rates, child restraint
usage, helmet wearing rates, speed and drink-driving

Slovenia
National Road Safety Programme 2013–2022

Spain
Road Safety Strategy
2011–2020

Vision ZeroNo fatalities and no one seriously
injured on Slovenian roads-50 % fatalities by 2022 or less than 35 fatalities per million
inhabitants-50 % seriously injured by 2022 or less than 230 seriously
injured per million inhabitants

Less than 3.7 killed per 100 000 population aligned with the
Safe system/Vision Zero.
European 2020 target
Citizens have the right to a Safe Mobility System in which everyone involved -35% seriously injured compared to 2009has a responsibility
Several targets for various performance indicators (restraint
systems, speed, drink-driving, etc.)

South Africa
National Road Safety Strategy 2016 - 2030

Aligned with the United Nations Decade of Action pillars

Target under consideration: -50% fatalities by 2030 compared
to 2010

SwedenNo safety plan in a traditional sense

Vision Zero (renewed Commitment toVision Zero in October 2016)-50% fatalities between 2007 and 2020 (the average for2006-2008 is used as the base figure), i.e. max. 220 deathsby 2020-25% severely injured between 2007 and 2020
New target for 2030 decided in February 2020:-50% fatalities between 2020 and 2030
- 25% seriously injured between 2020 and 2030

Switzerland
Via Sicura, adopted in June2012 by Swiss Federal
Council
United Kingdom (GreatBritain)
Road safety statement:“Working together to build
a safer road system”

United States

No hard numerical targets
Range of targeted measures

Safe System approachThis British Road Safety Statement sets out the context ofroad safety in Great Britain today and the overarching scopeof road safety activity for the government. It will be followedby consultations on specific issues as options are developed.
The statement covers road safety policy within Great Britain
as governed by the Department for Transport (DfT). The
governments and administrations of Scotland, Wales andNorthern Ireland will seek to produce their own policies andstrategic documents on devolved matters.

Dedicated to achieving the highest
standards of excellence in motor
vehicle safety and reducing deaths,
injuries and economic losses resulting
from motor vehicle crashes.

Performance targets set to end 20191.02 fatalities per 100 million vehicle miles travelled in 2019
Performance targets for four sub measures: large trucks,
passenger vehicles, non-occupants, and motorcycles

51

Table 7. National speed limits on urban roads, rural roads and motorways, 2020
Country

52

Urban areas

Rural roads

Motorways

Argentina

40-60 (Buenos Aires City has a range of
20 to 70 km/h)

110120-130Australia

50 (default)
60-80 (arterial roads - increasing use of
40 km/h or lower limits in urban areas
with high pedestrian activities)

100, 110

100 km/h default
although often set
to 110 km/h (130km/h in the Northern Territory)

Austria
Belgium
Bosnia andHerzegovina
Cambodia

50

100

130

30-50

70-90

120

50

80, 100130

30-40 (motorcycles, tricycles)
40 (passenger cars, trucks)

60-70 (motorcycles)90

No motorways

Canada
Chile

40-70

80-90

100-11050 (maximum default limit but can vary
according to the type of road)
30 (school zones)

90 (rural buses, trucks and school transport) 120 (maximum
default speed
100 (cars and interurban buses)
limit but can varyin some sectionsof the road,according to thetype of road canbe lowered to 100)

Colombia
Costa Rica
Czech Republic
Denmark
FinlandFrance

60

80

120

50

50-100No motorways

50

90

130

50 (sections with 30, 40 or 60)

70, 80 (90 for specific sections)

110, 13030-60

80, 100

100, 12050

80 on two lanes single carriageways, 90
when two lanes in the same direction, 110
on dual carriageways

130 (110 in wet
weatherand for novice drivers)

Germany

50

100None (130 recommended)

GreeceHungary

50

90

130

50 (sections with 30, 40, 60 and 70)

90

130 (110 on ”motor roads”)

Iceland50

90 (paved roads)
80 (gravel roads)

n.a.

Ireland<=60 (can be 60 on arterial roads, 30 inbuilt up areas)

80, 100

120

Israel50
70 (arterial roads)

80, 90, 100

100, 110, 120

Italy

50

70-90 (110 on some main dual carriageways)

130 (110 km/h inwet weather, 100
for novice drivers.
Motorway operator may increase
speed limit up to
150 if stringent
requirements are
met)

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Jamaica
Japan
Korea

50

50, 8070, 80, 110

40, 50, 60

50, 60

100

50

60-80

110 (100 in urban
areas)

Lithuania

50

90 (70 on gravel roads and for novice
drivers)

120,130 (110 inwinter, 90 for
novice drivers)

Luxembourg

5090130 (110 in wet
weather)

Malaysia
MexicoMoldova, Republic of
Morocco

50

90

110

10-80 (20 in school zones)

60-110 (60 on collector road)

110

50

90

No motorways

60 (30 in residential area

70, 80, 90, 100 (depending on vehicle type)

120 (maximum
speed, it varies by
vehicle type)

Netherlands
New Zealand

30-50

60-80

100-13050 (sections may have higher or lower
limits)100 (specific sections may have lower
limits)100 (specificsections may have
limits of 110)

Nigeria50 (45 for tankers, trailers )80 (differentiated by vehicle type)

100 (differentiatedby vehicle
type)

NorwayPolandPortugal
SerbiaSlovenia

50 (30 on residential streets)

80

90,100,110

50 (60 at night time)90, 100, 120

140

50

90

120

50

80, 10013050

90 (110 on expressways)

130 (110 on expressways)

South Africa
Spain
SwedenSwitzerland

60

100

120

50

90, 80120

30, 40, 50

60,70,80,90,100

110,1205080

120 (100 on expressways)

United Kingdom
United States

48 (30 mph)

96, 113 (60, 70 mph)

113 (70 mph)

Set by each state

Set by each state88-129 (55-80
mph, set byeach state)

Uruguay45

90

No motorways

53

Table 8. Maximum authorised blood alcohol content, 2020
Country

Differentiated BAC level (g/l)

Argentina

0.5

0.0 for professional drivers
0.2 for motorcycle and moped riders

Australia

0.5

0.0 for novice drivers
0.2 for professional drivers

Austria

0.5

0.1 for moped drivers under 20; novice drivers(first three years), truck (>7.5 tons) and bus (>9seats) drivers

Belgium

0.5

0.2 for professional drivers (since January 2015)

Bosnia and Herzegovina

0.3

0.0 for professional drivers, novice drivers, drivers
who perform public transport, driving instructors,
driving candidates, drivers under 21 or with lessthan 3 years of driving experience

Cambodia

0.5-

Canada0.8

administrative maximum level of 0.5 g/l or 0.4 g/l
in most provinces
0.0 g/l administrative maximum level for novice
and young (under 21) drivers in most provinces

Chile

0.3

-

Colombia

0.2-

Czech Republic

0.0-

Denmark

0.5-

Finland

0.5

-

0.5

0.2 for bus/coach drivers, novice drivers

FranceGermany

54

General BAC level (g/l)

0.5 (Drivers with a BAC between
0.0 for drivers under 21 and novice drivers, for
0.3-0.5 g/l can have their licensprofessional drivers who transport passengers or
es suspended if their driving
hazardous goods
ability is impaired)

Greece0.5

0.2 for professional drivers, novice drivers, motorcycles and moped riders

Hungary

0.0-

Iceland0.5-

Ireland0.5

0.2 for learner, novice and professional drivers

Israel0.5

0.1 for young (under 24), novice and professional
drivers

Italy

0.5

0.0 for young, novice and professional drivers

Jamaica

0.8

-

Japan

0.3

-

Korea

0.5

-

Lithuania

0.4

0.0 for novice, professional, moped and motorcycle drivers

Luxembourg

0.5

0.2 for novice and professional drivers

Malaysia

0.8-

Mexico0.8 (may vary by state on urban
roads)

0.3 for professional drivers (may vary by state)

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Moldova, Republic of

0.3-

Morocco

0.2-

Netherlands

0.5 (including cyclists)

New Zealand

0.5

0.0 for drivers under 20 years

Nigeria

0.5

0.2 for novice and 0.0 g/l for professional drivers

Norway0.2-

Poland0.2-

Portugal

0.5

0.2 for novice (first three years) and professional
drivers (since 1 January 2014)

Serbia0.2

0.0 for novice and professional drivers and for
PTW operators

Slovenia

0.5

0.0 for novice (first three years) and professional
drivers

South Africa

0.5

0.2 for professional drivers

Spain

0.5

0.3 for novice and professional drivers

Sweden0.2-

Switzerland

0.5

0.0 for novice (first three years) and professional
drivers

0.2 for novice drivers (first five years)

United Kingdom

0.8 (England, Wales, Northern
Ireland)0.5 (Scotland)

United States

0.8

0.4 for professional drivers
0.0 to 0.2 for drivers < 21

Uruguay

0.0

0.0

-

55

Table 9. Seatbelt laws and wearing rates in front and rear seats of passenger cars, 2019 or latest available year
Country

Front seats
Wearing rate (%) in
2019

Date of application

Wearing rate(%) in 2019

Argentina

1995

55 driver (2018)1995

20 (2018)

Australia

1970s

97 (2018)

1970s

96

Austria

1984

97 driver, 98 passengers

1990

96

Belgium

1975

95 drivers and pass.
(2017)

1991

86 (2015)

Bosnia and Herzegovina

2006

Cambodia

2007

2006
28 (2016)

Law in preparation

Canada1976-1988

97.5

1976-1988

95 (2015)

Chile

1985

75 drivers, 64 passengers (2017)2006

17 (2017)

Colombia

2002

75

2004

2

Costa Rica

2018

73.3 (2018)201837.6 (2018)

Czech Republic

1966

95 (2015)1975

95 (2015)

Denmark

1970s

97 (2018)

1980s

93 (2018)

Finland

1975

95

1987

87

France1973 (rural), 1975(urban by night)
1979 (all times)

99

1991

86

Germany

1976

99 drivers, 99 passengers

1984

98.5

Greece1979

77 drivers, 74 pass.
(2009)

1993

23 (2009)

Hungary

1976

95 drivers and passengers

1993 outside built up
areas
2001 inside built up
areas

71 (for all passengers)
59 (for adults)

Iceland79 urban roads, 92
rural roads (2017)

80 (2017)

Ireland1979

96 drivers and passen- 1992
gers (2018)

90 (2018)

Israel

1975

93

1995

71

Italy

1988

63 drivers, 64 passengers (2018)1994

11 (2018)

Jamaica1999

Very low1999

Very low

Japan

1985

99 drivers, 96 passengers

2008

39

Korea

1990

94 drivers on motorways (2018)87 passengers on
motorways

2008, on motorways
only
Since September
2018, on the wholeroad network

56 on motorways (2018)

Lithuania

56

Rear seats

Date of application

98 (2018)

26 (2018)

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

Luxembourg1975

90 (2015)

1992

76 (2015)

Malaysia

1978

87 drivers, 74 pass.
(2016)

2009

15 (2016)

Mexico2018

56 drivers, 48 passengers (2018)2018

19 (2018)

Moldova, Republic of

2009

No official data
>90 (estimation)

2009

Morocco1977 – rural areas2005 – urban areas

69 drivers on motorways
59-73 drivers urban/
rural roads
55-65 pass. on urban/
rural roads(2018)

2005 – rural areas

36 (2018)

Netherlands

1975>95 (2010)1992

82 (2010)

New Zealand

1972

97 drivers, 96 pass
(2016)

1979

92 (2014)

Nigeria

1997 (enforcedsince 2002)

85 (2017)

1997 (enforced since2016 )

3 (2017)

Norway1975

97 drivers (2017)1985

Poland1983

97 drivers, 98 passengers

1991

Portugal

1978

96 drivers and passen- 1994
gers (2017)

77 (2017)

Serbia1982

84.3 all, 85.4 drivers,
82.1 passengers

2009

19

Slovenia

1977

95 drivers, 96 passengers (2018)1998

78 adults(2018)South Africa

2005 , vehicles regis- 4.5 drivers, 5 passen- 2005, vehicles registered after 1 January gers (estimation 2010) tered after 1 January
2006
2006

Spain

1974 outside urban
areas1992 inside urban
areas

90 (2012)

1992

81 (2012)

Sweden1975

99 drivers, 98 passengers

1986; child restraint
since 1988

95 children, 90
adults

Switzerland

1981

96 drivers, 95 passengers

1994

77

United Kingdom

1983

99 drivers, 97 passengers (2017for GreatBritain)1989 (children); 1991
(adults)

93 (2017 forGreat Britain)

United States

Primary law in 34
states, secondary
law in 15 states.
Not mandatory for
adults in one state.

90.9 drivers, 89.8
passengers

Varies by State

76.1 (2018)

Uruguay2007

69 drivers (2016)2007

33 (2016)

86

57

Table 10. Helmet laws and wearing rates, 2019 or latest available year
Country

58

Powered two-wheelers

Cyclists

Helmet law

Wearing rate (%) in
2019

Helmet law

Wearing rate (%) in
2019

Argentina

Yes

69 riders, 42 firstpass., 21 additional
passengers (2018)Yes

8 (2018)

Australia

Yes

99 riders (estimate) Yes

Austria

Yes

99.9

Yes, for children to
age 12

Belgium

Yes

No national data
99.3 Brussels(2013)

No

Bosnia and Herzegovina

Yes

Yes

CambodiaYes, motorcycles from Low (no precise
data)
50 cc, motorcycles
with trailers, motorised tricycles (riders
and passengers)

No

CanadaYes

In some jurisdictions

Chile

Yes

99 riders, 100 passengers (2017)

Yes in urban areas

Colombia

Yes

n.a.

No

Czech Republic

Yes

100 (approx.)

Yes, for children to
age 18DenmarkYes

99 motorcycles(2018)
95 light moped inurban areasNo

46 in urban areas
78 in school traffic

FinlandYes

99.7 riders of
moped

No

43 (2018)

France100 outside built
Yes, since 1973 forup area
motorcyclists
98 in urban areas
1976 for moped
riders outside built up
areas
1980 for moped riders in urban areas

Yes, for children
under 12Major cities: 26 weekdays, 36 weekends

GermanyYes

98 riders, 97.5
passengers (insideurban areas)No

22.8 (inside urban
areas)

GreeceYes, since 1977

75 riders, 46 passengers (2009)

No

Hungary

990 Budapest area
Yes since 1965 formotorcyclists,
97 Rural areas
1997 for moped
riders outside built up
areas1998 for moped riders in urban areas.

No

31 (81 for children)

18 Budapest area
4.5 Rural areas

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

IcelandYes

n.a

Yes, for children to
age 14

IrelandYes, since 1978

100 (approx.)No

47

IsraelYes

100 (approx.)

Yes, for children to
age 18 and on ruralroads

90 rural roads (2013)21 urban areas (2015)

Italy

Yes, for all since 2000 98 (2015-2016)
Since 1986 for motorcyclists and riders ofmoped under 18

No

Jamaica

Yes, since 1999

Very low

Yes, since 2019

Japan

Yes

100 (approx.)

No

Korea

Yes

84

No

Lithuania

Yes

Luxembourg

Yes, since 1976

100 (estimate)

MalaysiaYes, since 1973

c. 77 (2015)

No

MexicoYes

85 riders, 69 passengers (2018)

No

Moldova, Republic ofYes

No national data

No

MoroccoYes, since 1976

60 riders, 35 passengers (2018)

No

Netherlands

Yes, motorcycles since
1972; mopeds since1975. Not compulsory
on mofas (max. 25
km/h)

100 motorcyclists(approx.)
96 moped riders(2008)No

New ZealandYes, since 1956 whentravelling above 30
mph
Since 1973 at all
speeds100 (approx.)

Yes, since 1994

94 (2015)

NigeriaYes

20 (estimate)Yes

Not available

NorwayYes

100 (approx.)No

59 (all age groups)
57 (above 12)
79 (below 12)

PolandYes, since 1997

100 (approx.)

No

Portugal

Yes

Motorcyclists: 97.6
rider, 100 passengers
Mopeds: 94 riders,
92 passengers(2013)

No

SerbiaYes

87.6 motorcyclists
67.9 moped riders

No

Slovenia

Yes

Very low

Yes, for children to
age 1811 (2017)

Yes, for children and 15
youngster under 18 66 (children)
6 (young)
2017

59

60

South Africa

Yes

Yes

Spain

Yes

98 (2012)

Except in built-up
areas Mandatory
below age 16

SwedenYes

96-99
94 mopeds

Yes, for children to
age 1547 for all age groups
65-83 children
40-43 adults

Switzerland

Yes, motorcycles since 100 (approx.)
1981; mopeds since
1990

No for regularbicyclesYes for e-bikes >25km/h50 cyclists
65 e-bikes <25km/h
92 e-bikes >25km/h

United Kingdom

Yes, motorcycles
1973; mopeds since
1977

No

United States

71 use of DOT-com- Age-specific helmet
No national law.19
laws in 21 statesstates require helmet pliant helmets
and D.C.
use by all, 28 by someusers, 3 have no helmet law.

Uruguay

Yes

92.6 riders, 81.8
passengers (2016)

Yes

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

LIST OF IRTAD MEMBERS AND OBSERVERS

Chair: Prof. Fred Wegman (Netherlands)
Argentina

National Road Safety Agency (ANSV)

Australia

Department of Infrastructure, Transport, Regional Development Mr Tim RISBEY
and Communications

Austria

Mr Pablo ROJAS

Australian Road Research Board

Mr David MCTIERNAN

Austrian Road Safety Board (KFV)

Mr Robert BAUER
Mr Klaus MACHATA

Austrian Institute of Technology (AIT)Mr Peter SALEH
Mr Christian STEFAN

Belgium

Belgian Road Safety Institute (BIVV - IBSR)

Ms Heike MARTENSEN
Mr Wouter VAN DEN BERGHE

Bosnia andHerzegovina

Ministry of Communications and Transport

Mr Miroslav DJERIĆ

Cambodia

National Road Safety Committee

Mr Sattya BORAN
Mr Davann YUN

CanadaTransport Canada

Mr Ibrahima SOW
Mr Michael MARTH

Chile

Comisión Nacional de Seguridad de Tránsito (CONASET)

Ms Carla MEDINA ARAOS
Ms Romanette SOTO

Costa Rica

Consejo de Seguridad Vial (COSEVI)

Ms Teresita GUZMAN

Colombia

National Road Safety Agency (ANSV)Mr Carlos HERNANDEZ

Czech Republic

Transport Research Centre (CDV)

Mr Jan ELGNER
Mr Jan TECL

Denmark

Road Directorate

Ms Ida HVID

Danish National Police

Ms Tove HELSTechnical University of Denmark (DTU)

Ms Kira HYLDEKÆR JANSTRUP
Ms Mette MØLLER

FinlandFinnish Transport Safety Agency (Trafi)

FranceObservatoire National Interministériel pour la Sécurité Routière Ms Ornella MALAGUTTI

Ms Riikka RAJAMÄKI
Mr Malo QUANCARD
Ms Manuelle SALATHE

Université Gustave Eiffel

Mr Laurent CARNISMr Jean-Louis MARTIN
Mr Dominique MIGNOT

Germany

Centre d'études et d'expertise sur les risques, l'environnement,la mobilité et l'aménagement (Cerema)

Mr Gilles DUCHAMP

German Road Agency (BASt)

Mr Andreas SCHEPERS
Ms Susanne SCHOENEBECK

German Road Safety Council

Ms Jacqueline LACROIX

61

Greece

German Insurance Association – German Insurers Accident
Research

Mr Jean Emmanuel BAKABAADACMr Ulrich CHIELLINO

Traffic Accident Research Institute at University of Technology
Dresden (VUFO)Mr Henrik LIERS

Fraunhofer Institute for Transportation and Infrastructure
Systems

Ms Albine CHANOVE

Centre for Research and Technology Hellas (CERTH)

Mr Dimitris MARGARITISNational Technical University of Athens (NTUA)Mr George YANNIS
Hungary

KTI Institute for Transport Sciences Non-Profit Ltd

Mr Peter HOLLO

Iceland

Icelandic Road and Coastal Administration

Ms Audur Thora ARNADOTTIR

IrelandRoad Safety Authority

Ms Velma BURNS
Ms Aoife KERVICK
Ms Sharon HEFFERNAN

IsraelNational Road Safety Authority

Ms Sarit Amram KATZ
Ms Adina MARCIANOMr Assaf SHARON

Italy

University La Sapienza, Rome

Mr Luca PERSIAMr Davide SHINGO USAMI

Automobile Club d’Italia (ACI)

Ms Lucia PENNISI

Jamaica

Ministry of Transport, Works and Housing

Mr Kenute HAREJapan

National Police Agency

Mr Yutaka MANE

National Research Institute of Police Science (NRIPS)Mr Goro FUJITAMr Kenji HAGITA
Ms Kazuko OKAMURA

Institute for Traffic Accident Research and Data Analysis(ITARDA)

Ms Satoko ITO
Mr Toru KIUCHIMr Makoto NAKANISHI

Korea

Kansai University, Osaka

Mr Mitsuhiro YAMAMOTO

Korea Road Traffic Authority (KoROAD)

Mr Daegon HWANG
Ms Haesoo PARKThe Korea Transport Institute (KOTI)Mr Sangjin HAN

Korea Transportation Safety Authority (KOTSA)

Mr Byongho CHOE
Mr Kiyong KIMMr Sunghee PARK

62

Korea Expressway Corporation

Mr Sun Woong MIN

Lithuania

Ministry of Transport and Communications

Mr Vidmantas PUMPUTIS

Luxembourg

Institut national de la statistique et des études économiques du Ms Marie Jo AIROLDIGrand-Duché de Luxembourg (STATEC)

Malaysia

Malaysian Institute of Road Safety Research (MIROS)

Ms Sharifah Allyana SYED RAHIM

ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

MexicoMoroccoMexican Transportation Institute

Mr Alberto MENDOZA

Ministry of Health

Ms Laura BAAS

National Road Safety Agency

Mr Ahmed BARDAN
Mr Benacer BOULAAJOULMr Hicham DIOURI

Moldova

Technical University of Moldova

Mr Ilie BRICICARU

Netherlands

Ministry of Infrastructure and Water Management

Mr Peter MAK

Institute for Road Safety Research (SWOV)Mr Niels BOS

Ministry of Transport

Mr Dan JENKINSNew Zealand

Mr Brent JOHNSTON
Nigeria

Federal Road Safety Corps

Mr ACM Kehinde A Adeleye
Mr Boboye OYEYEMI

NorwayNorwegian Public Roads Administration

Ms Guro RANES

PolandMotor Transport Institute

Ms Justyna WACOWSKA-SLEZAKMr Przemysław SKOCZYNSKI

Portugal
SerbiaAutoridade Nacional SegurancaRodoviara

Mr Helder BATISTA

Laboratório Nacional de Engenharia Civil (LNEC)

Ms Sandra VIEIRARoad Traffic Safety Agency

Ms Andrijana PEŠIĆ
Ms Lidija STANOJEVIĆ

AMSS-CMV Ltd

Mr Dragoslav KUKIC

Slovenia

Slovenian Traffic Safety Agency

Mr Andraz MURKOVICSouth Africa

Road Traffic Management Corporation

Ms Magadi GAINEWE
Mr Deon ROUX

Spain

Dirección General de Tráfico (DGT)

Mr Alvaro GOMEZ
Ms Sheila FERRER

SwedenSwitzerland

RACC Automóvil ClubMs Nuria UBACH

Swedish Transport Agency

Ms Karin BENGTSSON

Swedish Transport Administration

Mr Simon STERNLUND

Swedish National Road and Transport Research Institute (VTI)

Ms Anna VADEBY

Swiss Federal Roads Office (FEDRO)Mr Christian KAMENIK
Ms Iris OBERAUNER

United Kingdom

Swiss Council for Accident Prevention (bfu)

Mr Steffen NIEMANN

Department for Transport

Mr Paul BADENMr Anil BHAGAT
Ms Aimee MURPHYMr John WILKINSTransport Research Laboratory (TRL)

Mr John FLETCHER

Road Safety Analysis Ltd

Mr Richard OWEN
Mr George URSACHI

United States

National Highway Traffic Safety Administration (NHTSA)

Ms Jane DOHERTY

63

Mr Luke JOHNSON
Uruguay

Unidad Nacional de Seguridad Vial (UNASEV)

Ms Magela NEGRO

EuropeanCommission

Directorate-General for Mobility and Transport (DG Move)

Mr Peter WHITTENThe World Bank

Global Road Safety Facility

Ms Véronica RAFFO

Industry and international non-governmental organisations
European Motorcycle Manufacturers Association (ACEM)

Ms Veneta VASSILEVA

Daimler AG

Mr Jorg BAKKER

DEKRA Automobile

Mr Walter NIEWOEHNER

European Transport Safety Council (ETSC)

Ms Graziella JOST
Ms Dovile ADMINAITE

Fédération International de l’Automobile (FIA)Mr Luca PASCOTTO

FIA Foundation for the Automobile and Society

Ms Rita CUYPERSFred Engineering

Mr Antonino TRIPODIInternational Motorcycle Manufacturers Association (IMMA)Mr Edwin BASTIAENSEN

Towards Zero Foundation

Mr David WARDLAB PSA Renault

Mr Henri CHAJMOWICZPTV Group

Ms Sofia SALEK DE BRAUN
Mr Karsten KREMER

Robert Bosch Gmbh

Mr Thomas LICH

Together for Safer Roads

Mr David BRAUNSTEIN

VIA

Mr Erik DONKERS

Volkswagen AG

Ms Stefanie ACHMUS
Mr Jörn Marten WILLE

The following national institutes also provide information and data to IRTAD:
IsraelCentral Bureau of Statistics

Ms Tehila KLEIN
Mrs. Orit YALON-SHUQRUN

Finland

Statistics Finland

Mr Matti KOKKONEN

GreeceHellenic Statistical Authority (ELSTAT)

Ms Effrosyni CHANTSOULI

Iceland

Icelandic Transport Authority (ICETRA)

Mr Gunnar Geir GUNNARSSON

Italy

Istituto Nazionale die Statistics (ISTAT)

Ms Silvia BRUZZONEITF Secretariat:
Ms Véronique FEYPELL-DE LA BEAUMELLE
Mr Stephen PERKINS
Ms Rachele POGGI
Ms Ombline DE SAINT LEON
Mr Alexandre SANTACREU

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ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

The Road Safety Annual Report 2020 provides an
overview of road safety performance for the 42 countries
participating in the International Transport Forum’s
permanent working group on road safety, known as the
IRTAD Group. Based on the latest data, the report describes
recent road safety developments in these countries andcompares their performance against the main road safety
indicators. Online country profiles complement this reportat www.itf-oecd.org/road-safety-annual-report-2020

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E-mail: contact@itf-oecd.org

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ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020