“1.19 million deaths is too high a price to pay for our transportation…We need to do more. The death rate in the United States is seven times that of Sweden, Switzerland, and the United Kingdom.” — Dr. Etienne Krug
Although the number of annual road traffic fatalities worldwide decreased slightly from 2010 to 2021 to 1.19 million, there are still over 2 people killed every minute and over 3,200 people per day, and traffic accidents still account for 5. It is the leading cause of death in children and young people aged ~29 years. Year.
These are the highlights of the Global Status Report on Road Safety 2023, released in December by the United Nations' main road safety agency, the World Health Organization (WHO). The report is the fifth in a series measuring progress in reducing road fatalities around the world, and shows that despite significant progress over the past decade, a 5% decline in the world's population If there was an increase, it turned out to be a 16% decrease. Road accidents are still considered an urgent global health crisis.
Road users – people not protected by cars or other enclosed vehicles – face a “serious and increasing risk of death”. Pedestrian fatalities increased by 3% and accounted for 23% of global fatalities. The number of fatalities among cyclists increased by nearly 20%. Additionally, the number of traffic fatalities in the United States has increased significantly, making it an outlier among high-income countries.
Etienne Krug, WHO Director-General for Social Determinants of Health, spoke to Forbes about the new report. Dr. Krug's answer has been edited for clarity and length.
Forbes: What do you think about the report's key findings?
Dr. Krug: This report gives us hope, showing that efforts by some countries, with support from the WHO and the international community, are bearing fruit. Forty-five countries have seen significant reductions in road traffic fatalities by more than 30%, with 10 countries achieving significant reductions of more than 50%.
In the previous four reports, the number of deaths had consistently increased. This is the first time that numbers have decreased globally. This is very encouraging, as it shows that road safety is possible with political will and decision-making at the top level that says, “Okay, enough is enough.”
Were there any notable surprises in the report?
Previous reports found a decline in road deaths only between high-income and middle-income countries. Declines are now being seen in countries at all income levels, showing that declines are possible regardless of a country's income level. All of this has occurred in a context where the world's population has grown significantly and the number of automobiles has more than doubled during the period covered by the report.
The fact that something could be done about this was already clear in many countries in Europe, Japan, New Zealand and Australia, but in much of the world road deaths are considered the price of development. Ta. And I think this has now been proven wrong. We can expand our road networks and make roads more accessible to more people, while also making them safer and less dangerous. Strategies to address road safety are becoming understood in more countries.
What are some of those strategies and the main reasons for the global decline?
Substantial reductions in deaths and injuries cannot be achieved through one specific measure alone. More countries are now becoming more aware of the need for a whole system that addresses all aspects of road safety. Safe vehicle standards. Safe conduct laws and enforcement. and life-saving trauma care. We call this the safety systems approach.
(The Safe Systems approach to road safety and design, also known as Vision Zero, was first implemented in Sweden in the 1990s and is now adopted by many cities around the world, taking human error into account. Goals is to eliminate death and serious injury from all road crashes by creating multiple layers of protection so that if one fails, the others create a safety net to reduce the impact of a crash) .
What specific efforts have been successful?
For example, there are many successful initiatives at national and local levels on issues such as speed management. Cities such as Fortaleza in Brazil and Benjarmasin in Indonesia have introduced speed limits of 30 km/h (18-19 mph) in some densely populated areas, such as around schools, while Spain and Wales have There are national laws that limit speeds in most urban areas. 30km/h. Many jurisdictions have strengthened this law with initiatives such as speed enforcement and increased enforcement. Enforcement remains very important. Many countries with high mortality rates have good laws that are often not enforced.
Vehicle safety has also been improved through national and regional testing protocols established by the Global New Vehicle Evaluation Program, a London-based nonprofit organization.
For decades, we have increasingly built roads for cars, ignoring the needs of people who travel by other means, so that traffic can be as fluid and quick as possible. As a result, our cities are becoming increasingly congested and polluted. We are increasingly realizing that this is neither healthy nor sustainable.
As a result, infrastructure improvements and redesigns are needed in many parts of the world to reclaim some of the space occupied by vehicles to allocate to healthier and more sustainable modes of transport, particularly walking, cycling and public transport. It has become a recurring theme.
I was surprised to read a report stating that 80% of the world's roads are not pedestrian friendly and only 0.2% have cycle lanes.
As you travel around the world, you'll find many roads that don't meet basic safety standards. They neglect sidewalks, pedestrian crossings and safe cycling infrastructure, putting some road users at risk. In Africa and other low-income countries, children can be seen walking to school on the side of busy roads alongside speeding cars and trucks. It is extremely unfair for children to be put at risk in this way.
(According to the report, nine out of 10 deaths occurred in low- and middle-income countries, which were disproportionately high compared to the number of vehicles and roads. Low-income people are at higher risk of dying than high-income people.) Although they are income countries, low-income countries own only 1% of the world's cars.)
Recent reports show a nearly 20% increase in cyclist fatalities. It became the group with the largest increase in the world. This is important because even though more people are cycling, the infrastructure to protect them has not kept up. And these new means of transportation, micromobility devices like electric scooters, are found in many cities around the world and currently account for 3% of all road deaths.
You mentioned that the United States is an outlier among high-income countries. why?
The United States has a very high number of traffic fatalities, especially for a country with all the financial resources and knowledge to tackle this problem. In fact, in terms of deaths per 100,000 people, the death rate in the United States is seven times higher than in countries such as Sweden, Switzerland, and the United Kingdom.
I think there is a lack of political attention and political will. Perhaps it's also the fact that road safety is decentralized, with each state having its own laws and ways of enforcing or not enforcing them. But as many high-income countries have shown, this problem can be successfully managed, so it actually deserves more attention. Countries such as Denmark, Japan, Norway and the United Arab Emirates have achieved reductions of at least 50% over the past decade, as have upper-middle income countries such as Belarus and the Russian Federation, according to a new WHO report. Countries that have significantly reduced road deaths can do even more with continued effort, political will and the right strategies.
The report details the lack of progress in developing and implementing laws and safety standards. How widespread is the problem?
Only six countries in the world have laws in place that meet WHO best practice for all key risk factors, including speed, drink-driving, seat belts, motorcycle helmets and child seat use, which are key safety factors for vehicles. Only 35 countries have legislation regarding the function. , including advanced braking systems and front and side impact protection. We need better standards and policies.
What are the key takeaways from this report?
The main message is that road safety is possible, but we need to redouble our efforts. It requires top-level decision-making and the implementation of a number of well-known measures. This is a problem that clearly has a solution. It's just a matter of placing it properly. And this solution is cost-effective. Lack of financial resources is not a reason to do nothing. Road safety requires an initial investment, but the investment is quickly recouped.
Especially in the United States, a car-centric transportation system, it is essential to remind Americans of the importance of protecting pedestrians, bicyclists, and other road users not protected by enclosed vehicles. And more broadly, car-based transportation systems are doomed to fail, given our urgent need to combat climate change and build a more sustainable world. This passive mode of transportation is unsafe and unhealthy, not only because it leads to road deaths, but also to sedentary lifestyles and air pollution, which in turn contributes to disease.
We need to promote healthier and cleaner alternatives such as walking, cycling and public transport. The death toll of 1.19 million people is too high and an unacceptable price to pay for our means of transportation. Significant reductions are possible. We need to do more.
Click here to read the full report. Country profiles for 194 WHO member states and two regions will soon be published online, providing the ability to compare data on road fatalities, legislation and interventions across regions and countries.For a mobile app with that information, click here.