《國際交通論壇（ITF）：2022年城市道路安全進展監測更新報告（英文版）（42頁）.pdf》由會員分享，可在線閱讀，更多相關《國際交通論壇（ITF）：2022年城市道路安全進展監測更新報告（英文版）（42頁）.pdf（42頁珍藏版）》請在三個皮匠報告上搜索。

1、Monitoring Progress in Urban Road Safety2022 UpdateSafer City StreetsMonitoring Progress in Urban Road Safety2022 Update Safer City StreetsThe International Transport Forum The International Transport Forum is an intergovernmental organisation with 64 member countries.It acts as a think tank for tra

2、nsport policy and organises the Annual Summit of transport ministers.ITF is the only global body that covers all transport modes.The ITF is politically autonomous and administratively integrated with the OECD.The ITF works for transport policies that improve peoples lives.Our mission is to foster a

3、deeper understanding of the role of transport in economic growth,environmental sustainability and social inclusion and to raise the public profile of transport policy.The ITF organises global dialogue for better transport.We act as a platform for discussion and pre-negotiation of policy issues acros

4、s all transport modes.We analyse trends,share knowledge and promote exchange among transport decision makers and civil society.The ITFs Annual Summit is the worlds largest gathering of transport ministers and the leading global platform for dialogue on transport policy.The Members of the Forum are:A

5、lbania,Armenia,Argentina,Australia,Austria,Azerbaijan,Belarus,Belgium,Bosnia and Herzegovina,Bulgaria,Canada,Cambodia,Chile,China(Peoples Republic of),Colombia,Croatia,Czech Republic,Denmark,Estonia,Finland,France,Georgia,Germany,Greece,Hungary,Iceland,India,Ireland,Israel,Italy,Japan,Kazakhstan,Kor

6、ea,Latvia,Liechtenstein,Lithuania,Luxembourg,Malta,Mexico,Republic of Moldova,Mongolia,Montenegro,Morocco,the Netherlands,New Zealand,North Macedonia,Norway,Poland,Portugal,Romania,Russian Federation,Serbia,Slovak Republic,Slovenia,Spain,Sweden,Switzerland,Tunisia,Trkiye,Ukraine,the United Arab Emir

7、ates,the United Kingdom,the United States and Uzbekistan.International Transport Forum 2 rue Andr Pascal F-75775 Paris Cedex 16contactitf-oecd.orgwww.itf-oecd.org Case-Specific Policy Analysis Reports The ITFs Case-Specific Policy Analysis series presents topical studies on specific issues carried o

8、ut by the ITF in agreement with local institutions.Any findings,interpretations and conclusions expressed herein are those of the authors and do not necessarily reflect the views of the International Transport Forum or the OECD.Neither the OECD,ITF nor the authors guarantee the accuracy of any data

9、or other information contained in this publication and accept no responsibility whatsoever for any consequence of their use.This work is published under the responsibility of the Secretary-General of the ITF.This document,as well as any data and map included herein,are without prejudice to the statu

10、s of or sovereignty over any territory,to the delimitation of international frontiers and boundaries and to the name of any territory,city or area.Cite this work as:ITF(2022),“Monitoring Progress in Urban Road Safety:2022 Update”,International Transport Forum Policy Papers,No.108,OECD Publishing,Par

11、is.Acknowledgements This report was written by Dominic Streuber and Rachele Poggi of the International Transport Forum(ITF).Rachele Poggi carried out the statistical calculations and data visualisation work.The report is part of the ITF Safer City Streets initiative and was funded by the FIA Road Sa

12、fety Grant Programme,supported by the FIA Foundation.The authors are grateful to the members of the Safer City Streets network,in particular,the local government road safety teams that collected and shared their road safety data with the ITF.The document was reviewed by Stephen Perkins and copy-edit

13、ed by Lauren Chester at the ITF.Safer City Streets benefits from the guidance of the International Traffic Safety Data and Analysis Group(IRTAD),which established the methodological framework for the initiative.It has benefitted from funding from the European Commission that supported the developmen

14、t of some of the risk indicators used to benchmark performance.The Safer City Streets network involves not only local governments but also national and international organisations,academia,road user groups,multilateral development banks and philanthropies committed to improving the use of robust evi

15、dence in the elaboration of road safety policies.The list of partners includes the World Bank,Bloomberg Initiative for Healthy Cities,iRAP,Vital Strategies,POLIS,Inter-American Development Bank,WRI,GDCI and FIA Foundation.All contribute to improving the quality of data and analysis of urban road saf

16、ety.Foreword Every minute,someone in the world dies in urban traffic.Local governments are at the forefront of efforts to prevent these needless road deaths.Their actions speed limit reductions and radical changes in street design,for example are delivering measurable results.One city,Warsaw,achieve

17、d the UN target for halving road deaths between 2010 and 2020.Barcelona and Edmonton came close to meeting the target.With the launch of the Second UN Decade of Action for Road Safety and its target to halve road deaths and injuries by 2030,all cities need to adopt measures that have proved to be ef

18、fective.This report investigates the progress made in the First Decade of Action from 2010 to 2020.Some cities have achieved more promising results than others.Therefore,there are opportunities to accelerate progress using evidence of success in peer cities to support the adoption of more effective

19、policies.Under the UN Sustainable Development Goals(SDGs),road-injury prevention is explicitly mentioned in the Goal for Health and the Goal for Cities(SDG 11.2:Make cities and human settlements inclusive,safe,resilient and sustainable).Safer streets are crucial for making cities more liveable.If st

20、reets are dangerous,efforts to promote walking and cycling are undermined.Reducing the risks of urban traffic not only saves lives but also opens doors to sustainable forms of transport,which can reduce pollution,cut emissions,fight congestion and improve citizens physical and mental health.The Inte

21、rnational Transport Forum(ITF)at the OECD launched the ITF Safer City Streets initiative at the UN Habitat III conference in 2016.It brings together road safety experts working in cities and explores the solutions developed at a local level.Cities in the network improve their urban road safety perfo

22、rmance by sharing data,experience and knowledge and learning from each other.Safer City Streets replicates,at the city level,the International Traffic Safety Data and Analysis Group(IRTAD).IRTAD is a global road safety network of countries hosted by the ITF that has been running for more than 25 yea

23、rs.The ITF Safer City Streets initiative consists of a global city-level database on mobility and road safety statistics.A global network of experts supports the data collection and shares experience in the fields of road safety and urban mobility at Safer City Streets meetings,online webinars and w

24、orkshops.The ITF published the worlds first road safety benchmark at the city level in 2018 and developed indicators to monitor progress.The ITF updated this road safety benchmark in 2020 to monitor the developments.This is the third in a series of urban road safety benchmarking reports,providing up

25、dates on road safety data in cities in the Safer City Streets network.Drawing on Safer City Streets meetings,conferences and webinars,it highlights best practices and identifies room for progress towards better urban road safety policies.A complete list of the cities mentioned in this report is avai

26、lable in the Annex.TABLE OF CONTENTS MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 5 Table of contents Executive summaryExecutive summary .7 7 Cities participating in this reportCities participating in this report .9 9 Progress in reducing road deaths and serious injuriesProgres

27、s in reducing road deaths and serious injuries.1111 Road deaths fell 4%annually.11 Serious injuries fell 2.9%annually.13 Traffic safety by transport mode.15 Cycling safety.16 Road traffic deaths in cities compared to the national average.17 Benchmarking urban road safetyBenchmarking urban road safet

28、y .1919 Road deaths in cities.19 Road deaths by mode.20 Road deaths by gender and age.27 Road user behaviour in cities.30 Alternative road safety indicators.32 NotesNotes .3535 ReferencesReferences .3636 Annex A.Annex A.Input data and statisticsInput data and statistics .3737 Figures Figure 1.Cities

29、 contributing to the ITF Safer City Streets database in 2022Figure 1.Cities contributing to the ITF Safer City Streets database in 2022 .9 9 Figure 2.Bogot rapidly increased its cycle lane network in response to the CovidFigure 2.Bogot rapidly increased its cycle lane network in response to the Covi

30、d-19 pandemic19 pandemic .1212 Figure 3.Road traffic deaths,2010Figure 3.Road traffic deaths,2010-2020 .1212 Figure 4.Serious injuries,2010Figure 4.Serious injuries,2010-2020 .1414 Figure 5.Road traffic deaths by mode,2020Figure 5.Road traffic deaths by mode,2020 .1515 Figure 6.Serious injures by mo

31、de,2020Figure 6.Serious injures by mode,2020 .1616 Figure 7.Cycling trips and risk per trip,2020Figure 7.Cycling trips and risk per trip,2020 .1616 Figure 8.Change in road traffic deaths by city and country,2010Figure 8.Change in road traffic deaths by city and country,2010-2020 .1717 Figure 9.Road

32、traffic deaths per 100 000 daytime population,average 2018Figure 9.Road traffic deaths per 100 000 daytime population,average 2018-2020 .2020 Figure 10.Modal share of road fatalities by city,average 2016Figure 10.Modal share of road fatalities by city,average 2016-2020 .2121 Figure 11.Pedestrian fat

33、ality risk across cities,average 2016Figure 11.Pedestrian fatality risk across cities,average 2016-2020 .2222 TABLE OF CONTENTS 6 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022Figure 12.Rapid sidewalk extension in FortalezaFigure 12.Rapid sidewalk extension in Fortaleza .2323 Fig

34、ure 13.Cycling fatality risk across cities,average 2016Figure 13.Cycling fatality risk across cities,average 2016-2020 .2424 Figure 14.Flexible posts to separate cyclists from motoristsFigure 14.Flexible posts to separate cyclists from motorists .2525 Figure 15.Powered twoFigure 15.Powered two-wheel

35、er fatality risk across cities,averagwheeler fatality risk across cities,average 2016e 2016-2020 .2626 Figure 16.Ratio between male and female fatalities,average 2016Figure 16.Ratio between male and female fatalities,average 2016-2020 .2727 Figure 17.Fatalities per 100 000 population by gender and c

36、ity,average 2016Figure 17.Fatalities per 100 000 population by gender and city,average 2016-2020 .2828 Figure 18.Fatalities per 100Figure 18.Fatalities per 100 000 population by gender and age,average 2016000 population by gender and age,average 2016-2020 .2929 Figure 19.Improved street lighting und

37、er Mexico Citys Walk Free Walk Safe programmeFigure 19.Improved street lighting under Mexico Citys Walk Free Walk Safe programme.3030 Figure 20.Fatalities per 10Figure 20.Fatalities per 10 000 registered vehicles,average 2016000 registered vehicles,average 2016-2020 .3333 Figure 21.Fatalities per bi

38、llion vehicleFigure 21.Fatalities per billion vehicle-kilometre,average 2016kilometre,average 2016-2020 .3434 Figure 22.Fatalities per 1Figure 22.Fatalities per 1 000 km of road network length,average 2016000 km of road network length,average 2016-2020 .3434 Tables Table 1.Protective equipment weari

39、ng rate by cityTable 1.Protective equipment wearing rate by city .3131 Boxes Box 1.Road safety and the CovidBox 1.Road safety and the Covid-19 pandemic19 pandemic .1111 Box 2.Vision Zero and the Safe SystemBox 2.Vision Zero and the Safe System .1313 Box Box 3.Injury data and Maximum Abbreviated Inju

40、ry Scale3.Injury data and Maximum Abbreviated Injury Scale .1414 Box 4.Safer walking in FortalezaBox 4.Safer walking in Fortaleza .2323 Box 5.SaferBox 5.Safer cycling in Londoncycling in London .2525 Box 6.Road safety and gender Box 6.Road safety and gender in Mexico Cityin Mexico City .3030 EXECUTI

41、VE SUMMARYMONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 7 Executive summary What we did This report tracks developments in urban road safety to help reduce the number of serious traffic crashes on city streets.It traces the number of road fatalities and serious injuries in 32 ci

42、ties around the world for the period 2010-20 using different indicators that measure the risk of dying in traffic for various road user groups.The indicators use three-year averages to capture trends from small annual data sets,i.e.the year 2020 is represented by the average for 2018-20.The cities p

43、articipating in the benchmarking are located in Europe(18),the Americas(11),Oceania(2)and Africa(1).They work together in the International Transport Forums Safer City Streets network.What we found Most cities have continued to reduce the number of road deaths since 2010,despite considerable differe

44、nces between them.The year 2020 stands out in the past decades road safety data because of the Covid-19 pandemic.As many cities experienced restrictions on movements,traffic volumes fell,and mobility patterns changed.The number of road deaths decreased by 4%on average across the 32 cities in 2020.Th

45、e average annual reduction for the period 2010-19 had been 3.5%.Overall,the reductions in the number of road deaths in 2020 are not as high as one could expect from the restrictions on movement.Out of 32 cities,31 missed the initial road safety target stipulated in the UN Sustainable Development Goa

46、ls(SDG)of cutting road deaths by 50%over the decade 2010-20.Warsaw was the only city to achieve the road safety target.Barcelona and Edmonton reduced the number of road deaths by more than 45%.Despite considerable efforts and the exceptional decline due to the pandemic,most cities only achieved redu

47、ctions between 20%and 40%over those ten years.Notably,both Helsinki and Oslo recorded zero fatalities among pedestrians or cyclists in 2019,thus demonstrating that“Vision Zero”,the objective of eliminating all traffic deaths,has a basis in reality.Sharing experiences and learning from other cities c

48、an accelerate progress towards meeting the revised SDG target of 50%fewer road deaths by 2030.Systematic and targeted use of urban road safety and mobility data will help cities to set the right policy priorities and take decisions that will save lives.What we recommend Ensure consistent collection

49、of reliable urban Ensure consistent collection of reliable urban road safety data road safety data Up-do date,reliable data is essential to monitor a citys road safety performance and develop effective policies that will save lives.Data on road crash fatalities,serious injuries and exposure to crash

50、 risk are critical.Cities do well to allocate sufficient resources to collecting and managing road safety data.Cities 8 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022EXECUTIVE SUMMARYshould also enable road safety experts in the city administration to exchange knowledge and best

51、practices with their peers on a national and international level.Create urban traffic observatories that collect both general mobility data and road safety data Create urban traffic observatories that collect both general mobility data and road safety data City governments should collect mobility da

52、ta in order to understand what factors drive trends in crash data.The behavioural changes triggered by the Covid-19 pandemic underline the case for collecting urban mobility data systematically.Data on driver behaviour and enforcement of traffic rules are required as well as data on traffic volumes.

53、A dedicated,fully funded and staffed road safety observatory is most likely to deliver robust empirical evidence for effective decision-making.Set ambitious reduction targets for the number of traffic crash casualties in cities Set ambitious reduction targets for the number of traffic crash casualti

54、es in cities Cities should adopt clear targets to rapidly reduce the number of fatalities and serious injuries on their streets.Drawing attention to other cities road safety performance,and benchmarking one against others,can secure public support and political buy-in for ambitious casualty reductio

55、n targets.Focus on protecting vulnerable road users on urban streets Focus on protecting vulnerable road users on urban streets Cities should do more to protect pedestrians,cyclists and motorcycle riders on their streets.They are most at risk in urban traffic and constitute the vast majority of cras

56、h fatalities.Cities should manage streets so that they provide safe conditions for walking and cycling.Adopting a Safe System approach when setting speed limits is particularly recommended.This includes 30 km/h speed limits where motor vehicles mix with vulnerable road users.Automated enforcement an

57、d safe street design principles will maximise compliance with speed limits.Re-allocating road space in dense urban areas can make city centres safer by shifting mobility from car and motorcycle trips to walking,cycling and low-speed micromobility.Measure crash risks for vulnerable road users with ap

58、propriate indicators Measure crash risks for vulnerable road users with appropriate indicators Analysts should control for travel volume when assessing the traffic risk for any road user group.This is particularly important for cycling and other forms of micromobility,given their rapid expansion in

59、many cities.Analysts should monitor the number and length of trips made by each mode with household travel surveys or GPS tracking.Where funding for monitoring is a problem,local governments should explore partnerships with national authorities and public health bodies.Survey methods that are simpli

60、fied and standardised can also reduce costs.Adopt an integrated urban mobility plan based on Safe System principles Adopt an integrated urban mobility plan based on Safe System principles Cities should consider developing a Sustainable Urban Mobility Plan that covers all forms of mobility.Such a pla

61、n should prioritise public transport and non-motorised mobility.Regarding road safety,this plan should be based on Safe System principles.From it,a detailed action plan with quantitative targets for the reduction of crash casualties and other safety performance indicators should be developed,impleme

62、nted and systematically monitored.CITIES PARTICIPATING IN THIS REPORTMONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 9 Cities participating in this report The International Transport Forum(ITF)collected road safety data from 32 cities in 22 countries(Figure 1).1 A full list of the

63、 participating cities in this report is provided in Table A1 in the Annex.Three cities involved in comparing performance in previous years were unable to contribute,while one city(So Paulo)is new to the network.Figure 1.Cities contributing to the ITF Safer City Streets database Figure 1.Cities contr

64、ibuting to the ITF Safer City Streets database in 2022in 2022 Note:Circle area is proportional to the resident population.The circle area for London represents Inner London.Data for Greater London is also available and used in this report.The cities show significant differences in land area,populati

65、on size and density.These differences must be considered in the analysis of road safety data:land area varies from 84 km2(Lisbon)to 8 800 km2(Melbourne)population varies from 435 000(Zrich)to 12 million(So Paulo)population density varies from 347(Auckland)to nearly 21 000(Paris City)inhabitants per

66、km2.To compare road safety performance across cities,road fatalities are controlled for resident population,daytime population,vehicle fleet,and road network length.Where data are available,data are also CITIES PARTICIPATING IN THIS REPORT 10 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD

67、/ITF 2022 controlled for trip numbers and traffic volume.For comparisons based on functional urban areas (city plus commuting zone),see ITF(2019).Some cities have successfully reduced fatal crashes to a low level.The effect is that small annual changes in fatalities have a very large impact on short

68、-term trends,which can result in misleading fluctuations in rates of fatal crashes.A number of steps can be taken to mitigate this effect,and the statistical adjustments usually made in cities are followed in this report.Therefore,three-year averages are used when two periods are compared.So,for exa

69、mple,data points for 2020 are actually average figures for the period 2018-20.Five-year averages are used to calculate risk exposure rates.And the median is used to provide average figures for rates of reduction in casualties to mitigate for small sample effects.For the average rates of improvement

70、in casualty numbers reported in figures 3 and 4,using raw data or three-year averages makes little difference because of the large overall sample size.Three-year averages are used in Figure 3 and Table A3 in the Annex,while raw data for fatalities is presented in Annex Table A2.PROGRESS IN REDUCING

71、ROAD DEATHS AND SERIOUS INJURIES MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 11 Progress in reducing road deaths and serious injuries Twenty-six cities have data for the entire 2010-20 period.The number of fatalities recorded in these cities decreased by a third between 2010 a

72、nd 2020.Most cities achieved reductions in serious injuries over the same period.However,significant differences in performance exist.Although many cities recorded reduced road deaths and serious injuries,only one,Warsaw,achieved the UN target of reducing at least 50%of road traffic deaths and injur

73、ies by 2020 as set out in the First Decade of Action for Road Safety.This chapter examines the trends of the decade 2010-20,analyses traffic safety by mode of transport and compares city-level data with the national average.It should be noted that data are presented as three-year or five-year averag

74、es(i.e.2020 data refer to the average 2018-20 or 2016-20).Road deaths fell 4%annually The median rate in the annual reduction of road deaths between 2010 and 2020 was 4%(using raw data,the figure is 3.3%).An overall reduction of 33.3%can be observed for the decade 2010-20(Figure 3).Most cities reduc

75、ed road deaths between 2.3%and 5%every year.The reduction of road deaths has accelerated when compared with data from previous years,partly because of the exceptional circumstances experienced in 2020.The median rate in the annual reduction of road deaths for the period 2010-19 was 3.5%.Due to the C

76、ovid-19 pandemic and restrictions on movement,2020 was an exceptional year.However,road deaths fell by 4%,which is not so different from the previous trend.This decline is less than what was expected from the restrictions on mobility(see Box 1 for a discussion),even when accounting for using a three

77、-year average rather than raw annual data.Box 1.RoadBox 1.Road s safety and the Covidafety and the Covid-19 pandemic19 pandemic Restrictions on movement due to the Covid-19 pandemic affected traffic volumes and patterns worldwide.At the start of the pandemic in 2020,traffic volumes considerably decr

78、eased as countries introduced lockdowns.At the national level,overall traffic volumes decreased by 12.2%in 2020 compared to the average for 2017-19 in 11 countries of the International Traffic Safety Data and Analysis Group(IRTAD).The number of road deaths decreased by 8.6%in 2020 across the 34 IRTA

79、D countries compared with the baseline,revealing substantial differences between countries.Cities enforced confinement measures resulting in decreased traffic volumes in many urban areas.Data analysis by TomTom showed that traffic volumes decreased between 70%and 85%in many major European cities(Tom

80、Tom,2020).Across the seven cities of the Safer City Streets network that collect data on traffic volume,traffic was 18%lower in 2020 than the average for 2016-18,while fatalities decreased by 16%.Injury crashes declined in many cities,but not as much as traffic.Reductions in motor vehicle travel did

81、 not necessarily result in fewer injuries and fatalities,as examples from Greater Manchester and Greater London illustrate.One explanation of this is the reported issue of drivers taking advantage of emptier streets,resulting in excessive speeding and increased crash risk.PROGRESS IN REDUCING ROAD D

82、EATHS AND SERIOUS INJURIES 12 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Figure 2.Figure 2.BogotBogot rapidly increased its cycle lane nrapidly increased its cycle lane network in response to the Covidetwork in response to the Covid-19 pandemic19 pandemic Source:Alejo Bernal/

83、Shutterstock.Source:ITF(2021)and Safer City Streets database.Figure Figure 3 3.Road traffic deaths.Road traffic deaths,20102010-2020 Note:for each year,the dot represents the median percentage change since 2010 across 26 cities.Vertical bars represent the inter-quartile range:observations between th

84、e 25th and the 75th percentiles.The number of deaths is captured by a three-year average for instance,a 2010 value represents the 2008-2010 average.Source:ITF Safer City Streets database.PROGRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/I

85、TF 2022 13 Although positive and sustained,the decline in the number of road deaths was still well below the progress needed to achieve the 50%reduction target for the decade.Warsaw was the only city to reach the road safety target included in UN Sustainable Development Goal 3.6 to reduce road death

86、s by more than 50%between 2010 and 20202.Barcelona and Edmonton also made significant improvements,reducing the number of road deaths by more than 45%,almost meeting the UN target for the First Decade of Action on Road Safety.The significant improvements in Warsaw were the result of a combination of

87、 actions taken at the national and local levels.Measures at the national level include priority for pedestrians at all crossings;a focus on speed management with,for example,the introduction of a uniform speed limit of 50 km/h in built-up areas(until 2020,the limit was 60 km/h at night);increased fi

88、nes for traffic violations and new regulations for e-scooters and personal transport devices.Measures at the city level include the redirection of heavy vehicle traffic to ring roads and expressways and the expansion of bike lanes and bike-friendly routes.A holistic approach that involves several pu

89、blic actors has helped reduce the number of fatal crashes.Cities need to reduce the number of road deaths by around 7%per year to achieve the UNs new road safety target to halve the number of road deaths between 2021 and 2030.Warsaw reduced road deaths by 7.9%per year between 2010 and 2020 and will

90、need to maintain that rate to meet the UN target for 20303.Sixteen cities have data for 2021.Road fatalities decreased annually by 3.2%between 2010 and 2021.This is encouraging,as their trend in reducing fatalities was not reversed by the lifting of movement restrictions during the year as Covid-19

91、pandemic measures eased.Box Box 2 2.Vision ZeroVision Zero and and the the Safe SystemSafe System Vision Zero is a strategy that aims to eliminate all road fatalities and severe injuries while increasing safe,healthy and equitable mobility for all.First implemented on the national level in Sweden in

92、 1997,Vision Zero has been adopted by cities around the world.So far,no city providing data to the ITF Safer City Streets database has achieved Vision Zero.A number of cities have nevertheless shown that Vision Zero is a tangible objective,with Helsinki and Oslo reducing the number of pedestrians an

93、d cyclists killed in traffic to zero in 2019.At the core of the Vision Zero strategy is the Safe System,a holistic and proactive safety approach that reduces risks in all areas of the road safety system.The Safe System recognises that humans make mistakes and that policies need to prevent fatal and

94、serious injuries resulting from these mistakes.A system approach,together with shared responsibility between those who design,build,manage and use roads and vehicles,is needed to achieve the goal of zero fatalities and severe injuries.Source:Vision Zero Network(2022)and ITF(2022).Serious injuries fe

95、ll 2.9%annually Most cities reduced serious injuries between 2010 and 2020.The median annual reduction of serious injuries was 2.9%,resulting in a reduction of 25%over the decade.At the same time,the number of serious injuries increased in five out of 22 cities for which data is available.The data s

96、uggest there may have been an acceleration in reductions in serious injuries(Figure 4).However,2020 was an exceptional year because of movement restrictions in response to the Covid-19 pandemic.Exacerbated under-reporting of injuries was also likely as people tried to avoid going to the hospital.PRO

97、GRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES 14 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Figure Figure 4 4.S Serious injurieserious injuries,2010,2010-2 20 0 Note:for each year,the dot represents the median percentage change since 2010 across 22 cities.Vertical bars r

98、epresent the inter-quartile range:observations between the 25th and the 75th percentiles.Source:ITF Safer City Streets database.Box Box 3 3.Injury data and Maximum Abbreviated Injury Scale.Injury data and Maximum Abbreviated Injury Scale The Maximum Abbreviated Injury Scale(MAIS)is a globally accept

99、ed injury severity scale.It ranges from 1(minor injuries)to 6(non-treatable injuries)and reflects the threat to life associated with the most severe injury across all body regions.Following a recommendation by the ITF(2011),a level of injury of MAIS3+became the accepted cut-off for a serious injury,

100、with anything below falling into the category of minor injury.The European Commission adopted this definition and published in 2016 for the first time a figure for the number of people seriously injured on Europes roads:135 000 serious injuries in 2014(European Commission,2016).Several methods exist

101、 to collect robust,comparable injury data;many are documented in ITF(2011),FERSI(2016)and SafetyCube(2016).They are classified into three groups by the European Transport Safety Council(Adminaite et al.,2018):1.continue to use police data but apply a correction coefficient based on samples 2.report

102、the number of injured based on data from hospitals 3.create a link between police and hospital data.Source:Santacreu(2018).PROGRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 15 Cities have adopted different definitions of serious

103、injuries.Therefore,difficulties with collecting and comparing injury data between cities have to be considered.The ITF Safer City Streets database monitors two indicators for the number of serious injuries:1.the number of people hospitalised for 24 hours or more,excluding those who die within 30 day

104、s 2.the number of people whose injuries are assessed at level 3 or more on the Maximum Abbreviated Injury Scale(MAIS),which is optimal for international comparisons but is used in fewer cities.Traffic safety by transport mode Road traffic deaths vary across transport modes and user groups.The reduct

105、ion in the number of deaths and serious injuries is slower among vulnerable road users and slowest among powered two-wheelers.Since 2010,the number of pedestrian fatalities has fallen in 22 out of 25 cities.Across all cities,pedestrian fatalities typically fell by 3.7%per year,adding up to 31.5%over

106、 ten years,using median values(Figure 5).Since 2010,the number of cycling fatalities has fallen in only 13 out of 25 cities.Considering median values across 25 cities,the reduction in cycling fatalities stands at 1.8%per year,adding up to 16.7%over ten years.This relatively small improvement can be

107、partly explained by the increase in people cycling during the last decade.In comparison,the number of car and truck occupant fatalities fell nearly three times faster,by 5.2%per year,or 41.3%over the decade(Figure 5).Serious injury trends diverge even more across transport modes.The number of seriou

108、s cycling injuries increased in 14 cities and fell in only five.Considering median values across 19 cities,the number of serious cycling injuries increased by 1.9%per year or 21%over the ten-year period.In comparison,the number of seriously injured fell across all other user groups.Among car and tru

109、ck occupants,they fell by 3.9%per year or 32.6%over the decade(Figure 6).Figure Figure 5 5.Road t.Road traffic deaths by moderaffic deaths by mode,20202020 Note:for each mode,the chart represents the median percentage change across 25 cities.Vertical bars represent the interquartile range,which is t

110、he range of values observed in half of the cities.The number of deaths is captured by a three-year average i.e.,a 2010 value represents the 2008-10 average.Source:ITF Safer City Streets database.PROGRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES 16 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UP

111、DATE OECD/ITF 2022 Figure Figure 6 6.Se.Serious injures by mode,rious injures by mode,20202 20 0 Note:for each mode,the chart represents the median percentage change across 19 cities.Vertical bars represent the interquartile range,which is the range of values observed in half of the cities.The numbe

112、r of seriously injured is captured by a three-year average i.e.,a 2010 value represents the 2008-10 average.Source:ITF Safer City Streets database.Cycling safety As shown above,the reduction of road traffic deaths among cyclists is the slowest out of all transport modes and cycling injuries increase

113、d by 21%between 2010 and 2020.Figure Figure 7 7.Cycli.Cyclingng trips and risk per trip,2020trips and risk per trip,2020 Note:the chart represents the percentage change from the 2008-10 average to the 2018-20 average.Killed and seriously injured are expressed per billion trips.Source:ITF Safer City

114、Streets database.PROGRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 17 At the same time,Figure 7 shows that cycling has become more popular in many cities.The number of cycling trips increased by more than 50%in London,Auckland an

115、d Bogot and more than doubled in New York City and Vancouver.In all cities,the number of trips increased more than the number of cyclist deaths and injuries(Figure 7).This shows that cycling became safer over the ten-year period.Cycling additionally delivers public health benefits associated with in

116、creased physical activity and improved air quality.Road traffic deaths in cities compared to the national average Sixteen out of 26 cities have outperformed national progress in reducing fatalities.This is most remarkable in Edmonton,New York City,Buenos Aires and Fortaleza(Figure 8).These cities we

117、re successful in significantly reducing road fatalities thanks to the implementation of robust and data-driven road safety policies,many of which have been documented in previous reports from the Safer City Streets initiative(ITF,2021;ITF,2020a).The reduction of road traffic deaths in cities compare

118、d to an increasing national average is particularly striking in New York City and Bogot.FigureFigure 8 8.C Change in rhange in road traffic deaths by city and oad traffic deaths by city and country,2010country,2010-2 20 0 Note:the number of deaths is captured by a three-year average in both cities a

119、nd countries.The chart,therefore,represents the percentage change from the 2008-10 average to the 2018-20 average.Source:ITF IRTAD database,ITF Safer City Streets database.Road fatalities in New York City decreased by 18.9%from 2010 to 2020 compared to an increase of 7.4%in the entire country in the

120、 same time period.New York City adopted a Vision Zero strategy in 2014 that PROGRESS IN REDUCING ROAD DEATHS AND SERIOUS INJURIES 18 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 combines improved street design,expanded enforcement and penalisation of violations like speeding as

121、 well as better education and public campaigns.Similarly,Bogot recorded a decrease in road deaths by 12.3%,while numbers in the entire country increased by 10.3%between 2010 and 2020.An ambitious Vision Zero approach based on a Safe System and high-quality data was the basis for significant progress

122、.The provision of public transport and speed management based on a data-driven Vision Zero approach contributed to the positive trend of reduced road fatalities in Bogot.The public consultation and communications strategies employed by the city to develop support for reduced speeds on commuting corr

123、idors,coupled with automated enforcement systems,have been particularly successful.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 19 Benchmarking urban road safety The ITF published the first global benchmark of urban road safety in 2018(Santacreau,

124、2018).The report revealed significant differences in road safety performance between the cities of the Safer City Streets network.A second monitoring report was published in 2020 and re-examined the differences between cities with data from 2016-18(ITF,2020b).The present report uses new data up to 2

125、020 to continue monitoring the progress in cities road safety performance.Like in previous reports,the trends have been smoothed using three-year or five-year averages.This mitigates the potential for reporting misleading developments from the large fluctuations that can result from year-on-year cha

126、nges in relatively small absolute numbers.This also mitigates the impact of the Covid-19 pandemic on results.Nevertheless,for exposure data,it was difficult to estimate the effect of Covid-19 restrictions,in particular for daytime population and traffic volume.Road deaths in cities Mortality is a fr

127、equently used indicator to benchmark road safety performance.It is defined as the ratio of road traffic deaths over the number of inhabitants.However,as the number of inhabitants does not always account for the true level of transport activity,cities are encouraged to estimate their daytime populati

128、on.As in previous Safer City Streets benchmarking reports,daytime population is therefore used for a more accurate estimation of risk exposure and for a more robust benchmarking result.The number of fatalities recorded ranges from 0.5 to 7.5 per 100 000 daytime population(Figure 9).The results refle

129、ct a wide range of situations,with a median of 1.5 fatalities per 100 000 population per year and the highest value as five times this amount.These new figures with data up to 2020 confirm the large performance gaps between cities and suggest that progress can be made in most cities by learning from

130、 each other.BENCHMARKING URBAN ROAD SAFETY 20 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 FigureFigure 9 9.Road traffic deaths per 100 000 daytime populationRoad traffic deaths per 100 000 daytime population,averageaverage 20182018-2020 Note:daytime population is the sum of th

131、e resident population and the net influx of commuters.Source:ITF Safer City Streets database.Road deaths by mode Pedestrians,cyclists and riders of powered two-wheelers represent over 50%of road traffic deaths in almost all cities(26 out of 29)that provide data on transport modes(Figure 10).Vulnerab

132、le road users(VRUs)represent particularly high numbers of road fatalities in cities with high population density because a much larger share of the population walks and cycles in these cities.Figure 10 should not be interpreted as a risk analysis.The high share of cyclists among fatalities in some c

133、ities(e.g.Copenhagen,Oslo and Zurich)is due to a large proportion of cycling trips rather than an unsafe cycling environment.In the six cities with over 10 000 inhabitants per square kilometre,81%of road fatalities are VRUs.The data confirm that policymakers should prioritise the protection of vulne

134、rable road users,as they constitute the great majority of fatalities on urban roads.Cities with particularly large shares of VRUs,such as Bogot,Fortaleza and London,have reported success with an intervention that combines speed management and allocation of protected space for walking and cycling(ITF

135、,2021).Cities with a high proportion of pedestrian fatalities,such as Accra,Montreal and Vancouver,should intensify their efforts to investigate these high numbers and set policy priorities accordingly.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022

136、21 Figure Figure 1010.Modal share of roModal share of road fatalities by city,average 2016ad fatalities by city,average 2016-2 20 0 Percentage Note:low population density(n=12)is less than 5 000 inhabitants per square kilometre,medium(n=11)is less than 10 000,and high(n=6)is 10 000 and above.Where c

137、ities are grouped,the chart represents the unweighted average across cities in the group.Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY22 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022Pedestrian safety Large variations in the safety of walking can be observ

138、ed across cities.Figure 11 presents two indicators that capture the likelihood of dying in a crash while controlling for the number of trips or kilometres walked.London and Copenhagen are the safest cities to walk in out of the seven cities that provided data.Figures 11,13 and 15 include confidence

139、intervals,which reflect the statistical uncertainty that comes from the observation of a relatively small number of events.The higher the number of deaths in a city,the more accurate the walking risk estimate.FigureFigure 1 11 1.Pedestrian Pedestrian fatalfatality risk across citiesity risk across c

140、ities,average 2016,average 2016-2020 Note:vertical bars represent 80%confidence intervals based on the observed number of deaths.Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 23 BoxBox 4 4.Safe.Safer r walking

141、 in Fortalezawalking in Fortaleza A growing number of cities are making improvements to pedestrian safety.The“Lively Sidewalk”program in Fortaleza aims to make walking more attractive and increase pedestrian mobility.Before implementation,many pedestrians were forced to walk on the road between moto

142、r vehicles.Low-cost and fast-implementation materials paint,benches,bollards and planters made it possible to reduce the number of pedestrians walking in the road by 92%.The program was also successful at reducing speeds above 30 km/h and 40 km/h by 65%and 84%respectively,decreasing the risk and sev

143、erity of crashes.Figure 12.Figure 12.Rapid sidewalk extension in FortalezaRapid sidewalk extension in Fortaleza Source:Paulo Winz/GDCI.Source:ITF(2021).BENCHMARKING URBAN ROAD SAFETY 24 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Cycling safety Figure 13 identifies Vancouver a

144、nd Copenhagen as the safest cities for riding a bike.The large differences between cities can be interpreted as room for progress.Several cities with significantly higher risks for cycling can learn from the better-performing cities that have implemented successful safety measures.The cities with a

145、high crash risk for cycling include Bogot,New York,Auckland and Buenos Aires.FigureFigure 1 13 3.Cycling fataliCycling fatality risk across cities,average 2016ty risk across cities,average 2016-2020 Note:vertical bars represent 80%confidence intervals based on the observed number of deaths.Source:IT

146、F Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 25 Box Box 5 5.Safe.Safer r cycling in Londoncycling in London Several cities use light protection of cycling lanes to increase cycling safety.This consists of the use of p

147、hysical objects such as low profile separators,planters or flexible posts intermittently placed alongside a cycle lane marking to give additional protection from motorised traffic.The first project in the United Kingdom using light protection to protect cyclists from traffic was implemented in the C

148、amden district of northwest London.As part of a wider policy to improve conditions for cycling,the project aimed to test the concept of light protection as a quick and low-cost measure.Figure 14.Figure 14.Flexible postsFlexible posts to separate cyclists from motoriststo separate cyclists from motor

149、ists Source:Saruntorn Chotchitima/Shutterstock.A before-and-after study revealed a 50%reduction in both the number of crashes involving cyclists and the severity of resulting injuries.This reduction was achieved while the total number of people cycling in both directions increased by 70%.Source:ITF(

150、2021).Powered two-wheeler safety The safety of riding motorcycles and scooters varies significantly across cities.Greater Manchester is a relatively safer city to drive a powered two-wheeler when compared to other cities that provided data.In comparison with risk levels observed for walking and cycl

151、ing,the risk of riding a motorcycle or a moped is very high.This underlines the importance of providing good public transport,cycling and walking alternatives for equitable mobility.BENCHMARKING URBAN ROAD SAFETY 26 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 FigureFigure 1 15

152、 5.PoweredPowered twotwo-wheeler fataliwheeler fatality risk across cities,ty risk across cities,average 2016average 2016-2020 Note:vertical bars represent 80%confidence intervals based on the observed number of deaths.Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY MONITORING

153、PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 27 Road deaths by gender and age Men are over-represented in road traffic deaths.In the vast majority of cities(21 out of 25),they are at least twice as likely to be killed in traffic in comparison to women(Figure 16).Figure 16 shows for each c

154、ity the ratio of male to female fatality rates.A ratio of 1 indicates an equal risk for men and women.This ratio varies significantly across cities,from values close to 1 in Edmonton,Montreal and Zurich to values of almost 6 as observed in Fortaleza.Part of the gender gap may be explained by differe

155、nt travel patterns between men and women.In many cities,men travel more than women.Additionally,women often travel during off-peak times and travel shorter distances.Men also tend to have riskier behaviour and cycle and use motorcycles more often.Figure Figure 1 16 6.Ratio between male and female fa

156、talities,average 2016Ratio between male and female fatalities,average 2016-2020 Note:the ratio controls for the male and female resident populations but does not control for differences in mobility patterns.The high figure in Bristol results from an overall small number of road fatalities.Source:ITF

157、 Safer City Streets database.A gender perspective on road safety could be a policy priority for some cities to reduce their overall mortality figures.Cities with the highest overall mortality are those where male and female mortality differ the most(Figure 17).These cities include Fortaleza,Bogot,Be

158、lgrade,Accra,Rome and Buenos Aires.BENCHMARKING URBAN ROAD SAFETY 28 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Monitoring the causality risk of different age groups can be key to developing policies that reduce road mortality.Age has a significant impact on mortality,and it

159、is therefore recommended to control for this factor.Figure 18 demonstrates that the most significant gender differences are observed in populations aged 25-64 and 80+.This is mainly due to different travel patterns during working age(women use more public transport and are more risk-averse)and in ol

160、d age(older women leave the house less often).The figure shows that mortality rates increase with age.The figures indicate that senior citizens are increasingly at risk in cities.A possible explanation for this trend is the growing share of seniors in the population.FigureFigure 1 17 7.Fatalities pe

161、r 100 000Fatalities per 100 000 populationpopulation by gender and by gender and city,average 2016city,average 2016-2020 Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 29 Figure Figure 1 18 8.Fatalities per 100

162、Fatalities per 100 000 population000 population by gender and ageby gender and age,average 2016,average 2016-2020 Note:median values across 21 cities.Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY 30 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Box Box 6

163、6.Road safety and gender in Mexico City.Road safety and gender in Mexico City Mexico City is not included in the accompanying figures because of a break in series in their data resulting from a change in methodology.However,the city has undertaken a detailed analysis of mobility patterns revealing t

164、hat men and women travel for different purposes and at different times of the day.Women in Mexico City travel mainly in off-peak hours for care-related trips.Regarding the mode of transport,women drive and cycle less but walk considerably more than men.This analysis resulted in Mexico City focusing

165、on pedestrian mobility to improve gender equity in the development of road safety policies.Figure 19.Figure 19.Improved street lighting under Mexico Citys Walk FreeImproved street lighting under Mexico Citys Walk Free Walk Safe programmeWalk Safe programme Source:SEMOVI/CDMX.The citys“Walk Free,Walk

166、 Safe”programme aims at improving street lighting and pedestrian crossings.The program has treated 117 crosswalks and 222 km of sidewalks,reducing fatalities by 32%at treated locations.Other initiatives addressed a redesign of streets adapted to womens safety needs by replacing pedestrian bridges wi

167、th pedestrian crossings.Education programs were also introduced,such as establishing bike schools for women.Source:Rivera Flores(2021).Road user behaviour in cities Despite the undisputed value of helmets for motorcycling safety,Table 1 reveals significant differences in helmet-wearing rates across

168、cities.While most cities record a rate of helmet use above 90%,other cities record much lower rates.Frequent collection of this indicator could help authorities evaluate the success of their education and enforcement campaigns.BENCHMARKING URBAN ROAD SAFETY MONITORING PROGRESS IN URBAN ROAD SAFETY:2

169、022 UPDATE OECD/ITF 2022 31 For cyclists,helmet-wearing rates vary between 22%(Buenos Aires)and 85%(Stockholm),according to surveys and roadside observations in eight cities(Table 1),even if wearing a helmet is not compulsory for adult cyclists.However,it should be noted that the city with the lowes

170、t cycling fatality rate,Copenhagen,does not record a high helmet-wearing rate.This demonstrates the importance of other elements of Safe System policies for safe cycling behaviour.TableTable 1.1.Protective equipment wearing rate by cityProtective equipment wearing rate by city Percentage CityCity He

171、lmetHelmet Seat beltSeat belts s in passenger carsin passenger cars BicycleBicycle Powered twoPowered two-wheelerswheelers Child Child restraintrestraint DriverDriver Front seat Front seat passengerpassenger Rear seat Rear seat passengerspassengers Accra.69 23.21.Auckland 89.92.97 86 Belgrade.85 59

172、88 86 33 Bogot.100 18 89 77 10 Bristol.99 97 93 Brussels 47 99 92 95 94.Buenos Aires 22 33 44 74 63 19 Copenhagen 43 89.96.85 Dublin 40 99.96 97 82 Fortaleza.95 39 87 85 97 Lisbon 36.Melbourne.97 97 97 Montreal 44.98 98.Sao Paulo.98.Stockholm 85.98 98.Warsaw.99 99 98 99 85 Source:ITF Safer City Stre

173、ets database.The data reveals that the use of seat belts remains far from universal in cities:it ranges from 61%to 99%on front seats.In particular,the use of seat belts on rear seats remains much lower.In Bogot and Buenos Aires,no more than 20%of rear-seat passengers wear a seat belt,whereas over 60

174、%of drivers wear one.BENCHMARKING URBAN ROAD SAFETY 32 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 Policymakers should monitor behaviours and attitudes and vehicle design to explain the low wearing rates of protective equipment in some cities.Other behavioural factors,particul

175、arly attitudes towards speeding,should also be monitored.Survey methods and definitions vary across countries.The data in Table 1 thus require careful interpretation.Alternative road safety indicators Several alternative road safety indicators are frequently used for the additional insights they pro

176、vide.The three indicators presented here share a common focus on the number of road traffic fatalities that is,the sum of road deaths across all modes but differ in the choice of the denominator:the vehicle fleet,volume of traffic and length of the road network.Controlling for the size of the vehicl

177、e fleet,the number of fatalities in Fortaleza is over twenty times higher than in Oslo and fatalities in Accra are over ninety times higher than in Oslo(Figure 20).This supports the case for high vehicle safety standards,such as Intelligent Speed Assistance,but also passive safety solutions to reduc

178、e the impact of a crash on pedestrians and other vulnerable road users.It also reflects the high numbers of pedestrians and cyclists exposed to crash risk as a result of inadequate infrastructure for safe road use in cities with the lowest levels of car ownership.When controlling for the volume of m

179、otor vehicle traffic,the indicator reveals that Brussels has ten times more fatalities than Oslo(Figure 21).This indicator generally reveals higher fatality rates in areas that are the most densely populated,likely because of a high number of vulnerable road users(VRUs)and the high likelihood of con

180、flict between VRUs and motor vehicles.Note,however,that the cities reporting data on the volume of motorised traffic are all in high-income countries.When controlling for the length of the road network,Figure 22 shows that Fortaleza has almost fifty times more fatalities than Oslo.This indicator ref

181、lects differences in the urban fabric,with some cities having larger blocks served by wider,busier streets.Such cities would particularly benefit from changes in street design.Safe street design can effectively reduce road fatalities,as discussed in ITF(2021).BENCHMARKING URBAN ROAD SAFETY MONITORIN

182、G PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 33 FigureFigure 2020.F Fatalities per 10atalities per 10 000 registered vehicles,average 2016000 registered vehicles,average 2016-2020 Source:ITF Safer City Streets database.BENCHMARKING URBAN ROAD SAFETY 34 MONITORING PROGRESS IN URBAN ROAD

183、SAFETY:2022 UPDATE OECD/ITF 2022 FigureFigure 2121.F Fatalities per billion vehicleatalities per billion vehicle-kilometre,average 2016kilometre,average 2016-2020 Source:ITF Safer City Streets database.FigureFigure 2222.F Fatalities per 1atalities per 1 000 km of road network length,average 2016000

184、km of road network length,average 2016-2020 Source:ITF Safer City Streets database.NOTES MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 35 Notes1 This document reports on data collected directly from cities.The ITF does not commission independent data audits in the participating

185、cities to fully assess the level of accuracy of each data contribution but runs a number of quality control procedures.This involves internal consistency checks,comparison with alternative sources,and comparison with known values in comparable regions.In addition,the ITF collects relevant informatio

186、n on the data sources and survey methods in order to apply correction factors where needed.Some data gaps have been addressed by simple interpolation between years for which data exists.This mainly concerns computation of five-year averages for which the denominator(e.g.population,traffic,trips,etc.

187、)is missing where travel survey data is not collected every year.In spite of the heterogeneous quality of the data analysed in this document,publication of road safety and mobility figures at the city level is important,especially because circulation of the indicators among the Safer City Streets ne

188、twork maximises the level of scrutiny given to the data and helps correct inaccuracies.2 The Sustainable Development Goal(SDG)3 aims to ensure healthy lives and promote well-being for all at all ages.As part of this goal,UN target 3.6 initially aimed to halve the number of global deaths and injuries

189、 from road traffic accidents by 2020 compared to 2010.With the new resolution on road safety by the UN General Assembly in 2020,the target date has been adjusted and extended to 2030 with 2021 as baseline.3 In September 2020,the UN General Assembly adopted resolution A/RES/74/299 Improving global ro

190、ad safety,proclaiming the Decade of Action for Road Safety 2021-2030,with the target of preventing at least 50%of road traffic deaths and injuries by 2030 over the period 2021-30.Progress made during the First Decade of Action for Road Safety 2011-2020 has laid the foundation for the new Decade of A

191、ction.REFERENCES 36 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022References Adminaite,D.et al.(2018),Ranking EU Progress on Road Safety,European Transport Safety Council,https:/etsc.eu/wp-content/uploads/PIN_AR_2018_final.pdf(accessed 26 April 2022).FERSI(2016),Country Survey:St

192、ate of the art of MAIS 3+assessment in the FERSI Member States and EU/EEA countries,https:/afzenderonbekend.nl/fersi/wp-content/uploads/2019/02/160301-MAIS3.pdf(accessed 26 April 2022).ITF(2022),The Safe System Approach in Action,OECD Publishing,Paris,https:/www.itf-oecd.org/safe-system-approach-act

193、ion-experience-based-guide-enhanced-road-safety.ITF(2021),“Road Safety in Cities:Street Design and Traffic Management Solutions”,International Transport Forum Policy Papers,No.99,OECD Publishing,Paris,https:/www.itf-oecd.org/road-safety-cities-street-design-management.ITF(2020a),“Best Practice for U

194、rban Road Safety:Case Studies”,International Transport Forum Policy Papers,No.76,OECD Publishing,Paris,https:/www.itf-oecd.org/best-practice-urban-road-safety.ITF(2020b),“Monitoring Progress in Urban Road Safety”,International Transport Forum Policy Papers,No.79,OECD Publishing,Paris,https:/www.itf-

195、oecd.org/monitoring-progress-urban-road-safety.ITF(2019),“Road Safety in European Cities:Performance Indicators and Governance Solutions”,International Transport Forum Policy Papers,No.67,OECD Publishing,Paris,https:/www.itf-oecd.org/road-safety-european-cities.ITF(2011),Reporting on Serious Road Tr

196、affic Casualties:Combining and using different data sources to improve understanding of non-fatal road traffic crashes,OECD Publishing,Paris,https:/www.itfoecd.org/reporting-serious-road-traffic-casualties.Rivera Flores,M.F.(2021),“Road safety and gender”,Presentation at“Road safety,inclusion,equity

197、,gender and sustainability:exploring links”,International Transport Forum Webinar,24 November 2021,https:/www.itf-oecd.org/road-safety-inclusion-equity-gender-and-sustainability-exploring-links.SafetyCube(2016),Deliverable 7.1 Practical guidelines for the registration and monitoring of serious traff

198、ic injuries,https:/www.safetycube-project.eu/wp-content/uploads/SafetyCube-D7.1-Practicalguidelines-for-the-registration-and-monitoring-of-serious-traffic-injuries.pdf(accessed 26 April 2022).Santacreu,A.(2018),“Safer City Streets Global Benchmarking for Urban Road Safety”,International Transport Fo

199、rum Working Document,OECD Publishing,Paris,https:/www.itf-oecd.org/safer-city-streets-global-benchmarking-urban-road-safety.TomTom(2020),“What can traffic data tell us about the impact of the coronavirus?”,https:/ 14 June 2022).Vision Zero Network(2022),“What is Vision Zero?”,https:/visionzeronetwor

200、k.org/about/what-is-vision-zero/(accessed on 14 June 2022).ANNEX A.INPUT DATA AND STATISTICSMONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022 37 Annex A.Input data and statistics Table A1 includes a full list of the participating cities in this report,including the land area,populat

201、ion size and density of each city.Table A2 presents the raw data for fatalities that were collected from cities for each year between 2010-21.Table A3 shows three-year averages for fatalities from each city from 2010-21 to mitigate potential misleading trends from small annual raw data sets.Table Ta

202、ble A A1 1.Land area,population and density in participating cities.Land area,population and density in participating cities CountryCountry CityCity Land area(kmLand area(km2 2)PopulationPopulation Population density Population density(inhabitants/km(inhabitants/km2 2)Argentina Buenos Aires 203 3 07

203、5 646 15 151 Australia Melbourne 8 836 5 077 545 575 Belgium Brussels 161 1 223 497 7 599 Brazil Fortaleza 313 2 686 703 8 584 Brazil Sao Paulo 1 521 11 869 660 7 803 Canada Calgary 858 1 363 144 1 589 Canada Edmonton 685 1 047 526 1 529 Canada Montreal 365 2 072 645 5 678 Canada Vancouver 115 716 8

204、27 6 233 Colombia Bogot 1 587 7 743 955 4 880 Denmark Copenhagen 86 632 340 7 353 France Paris 105 2 172 819 20 694 Ghana Accra 173 2 173 407 12 563 Ireland Dublin 115 576 639 5 014 Italy Milan 182 1 406 242 7 727 Italy Rome 1 285 2 808 293 2 186 Mexico Guadalajara 2 217 5 079 762 2 291 Mexico Mexic

205、o City 1 494 9 018 645 6 037 New Zealand Auckland 4 942 1 716 900 347 Norway Oslo 427 693 494 1 624 Poland Warsaw 517 1 794 166 3 470 Portugal Lisbon 84 509 614 6 067 Serbia Belgrade 3 237 1 694 480 523 ANNEX A.INPUT DATA AND STATISTICS38 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF

206、 2022Spain Barcelona 102 1 655 949 16 251 Spain Madrid 604 3 223 334 5 337 Sweden Stockholm 187 977 619 5 228 Switzerland Zrich 88 434 736 4 940 United Kingdom Bristol 111 465 900 4 197 United Kingdom Greater London 1 572 9 002 500 5 727 United Kingdom Greater Manchester 1 276 2 848 286 2 232 United

207、 Kingdom Inner London 319 3 660 200 11 474 United States New York City 792 8 336 817 10 526 Note:All figures refer to 2020.For Accra,data refer to the Accra Metropolitan Area,made of 12 separate local government districts.For Guadalajara,data include only 6 out of 9 municipalities legally recognised

208、 as Metropolitan Area.For Melbourne,data refer to 31 Local Government Areas,equal to Melbourne Statistical Division with the addition of Yarra Ranges Part B Statistical Local Area.Source:ITF Safer City Streets database.Table Table A A2 2.Road fatalities by city,2010.Road fatalities by city,2010-2 21

209、 1 CityCity 20102010 20112011 20122012 20132013 20142014 20152015 20162016 20172017 20182018 20192019 20202020 20212021 Accra .173 205 144 144 243 111 86 130 103 136.Auckland 53 51 41 48 36 53 47 64 54 40 36 59 Barcelona 48 40 39 29 40 33 37 19 24 28 17 28 Belgrade 117 136 127 116 104 101 102 95 105

210、 93 92.Bogot 528 562 571 534 606 544 585 546 514 505 377 469 Bristol 4 11 7 12 8 8 5 12 7 3 7.Brussels 31 25 37 24 29 28 17 24 21 20 16.Buenos Aires 198 167 144 166 169 165 158 151 159 111 87 104 Calgary 23 26 34 40 28 23 26 12 17 18 26 16 Copenhagen 14 4 11 9 6 9 13 5 7 7 7.Dublin 8 6 6 10 16 7 9 1

211、0 10 8 7 8 Edmonton 27 22 27 23 23 32 22 27 19 14 12 16 Fortaleza 365 381 369 358 377 316 281 256 226 198 193 184 Greater London 126 159 134 132 127 136 116 131 112 125 96.Greater Manchester 54 76 49 35 54 49 54 50 50 63 67.Guadalajara 343 296 296 317 290 277 308 322 342 295 226 238 Inner London 51

212、58 53 55 59 52 56 54 42 44 33.Lisbon 16 18 12 10 9 12 9 15 30 14 22.Madrid 33 30 33 32 24 24 35 27 37 33 34 24 Melbourne 125 129 128 102 110 114 141 103 104 120 85 114 Mexico City 1 026 968 937 871 834 768 .394 397 388 424 ANNEX A.INPUT DATA AND STATISTICS MONITORING PROGRESS IN URBAN ROAD SAFETY:20

213、22 UPDATE OECD/ITF 2022 39 Milan 58 53 61 32 42 53 50 53 49 34 28.Montreal 43 44 39 33 32 30 31 27 27 32 31 29 New York City 273 250 278 299 259 234 232 224 206 220 243 273 Oslo 5 7 8 7 4 5 4 3 5 1 6.Paris 43 50 39 29 39 47 40 31 36 34 45.Rome 158 167 140 130 150 161 126 128 138 131 104.Sao Paulo .1

214、 012 1 133 898 820 754 810 779 806.Stockholm 14 15 9 10 8 7 5 15 8 11 4 5 Vancouver 9 13 19 16 15 14 15 14 13 14 8 18 Warsaw 57 90 56 74 65 62 54 48 44 35 44 42 Zrich 11 12 6 10 4 6 7 5 10 6 5 5 Note:data are shown as single-year data,not averages.In Mexico City,the methodology changed between 2010-

215、15 and 2018-21,so data are not comparable.Source:ITF Safer City Streets database.Table A3.Road fatalities by city,threeTable A3.Road fatalities by city,three-year average,2010year average,2010-2121 CityCity 20102010 20112011 20122012 20132013 20142014 20152015 20162016 20172017 20182018 20192019 202

216、02020 20212021 Accra .174 164 177 166 147 109 106 123.Auckland 58 58 48 47 42 46 45 55 55 53 43 45 Barcelona 44 45 42 36 36 34 37 30 27 24 23 24 Belgrade 147 136 127 126 116 107 102 99 101 98 97.Bogot 531 539 554 556 570 561 578 558 548 522 465 450 Bristol 9 10 7 10 9 9 7 8 8 7 6.Brussels 32 29 31 2

217、9 30 27 25 23 21 22 19.Buenos Aires.170 159 160 167 164 158 156 140 119 101 Calgary 30 24 28 33 34 30 26 20 18 16 20 20 Copenhagen 12 8 10 8 9 8 9 9 8 6 7.Dublin 9 8 7 7 11 11 11 9 10 9 8 8 Edmonton 29 27 25 24 24 26 26 27 23 20 15 14 Fortaleza 340 353 372 369 368 350 325 284 254 227 206 192 Greater

218、 London 171 156 140 142 131 132 126 128 120 123 111.Greater Manchester 63 68 60 53 46 46 52 51 51 54 60.Guadalajara.312 303 301 295 292 302 324 320 288 253 Inner London 71 60 54 55 56 55 56 54 51 47 40.Lisbon.15 13 10 10 10 12 18 20 22.Madrid 39 35 32 32 30 27 28 29 33 32 35 30 Melbourne 146 133 127

219、 120 113 109 122 119 116 109 103 106 ANNEX A.INPUT DATA AND STATISTICS40 MONITORING PROGRESS IN URBAN ROAD SAFETY:2022 UPDATE OECD/ITF 2022Mexico City 1 047 1 016 977 925 881 824 .393 403 Milan.57 49 45 42 48 52 51 45 37.Montreal 38 40 42 39 35 32 31 29 28 29 30 31 New York City 275 261 267 276 279

220、264 242 230 221 217 223 245 Oslo 7 7 7 7 6 5 4 4 4 3 4.Paris 46 46 44 39 36 38 42 39 36 34 38.Rome 170 169 155 146 140 147 146 138 131 132 124.Sao Paulo .1 014 950 824 795 781 798.Stockholm 12 13 13 11 9 8 7 9 9 11 8 7 Vancouver 15 13 14 16 17 15 15 14 14 14 12 13 Warsaw 93 81 68 73 65 67 60 55 49 4

221、2 41 40 Zrich 10 11 10 9 7 7 6 6 7 7 7 5 Note:data are shown as three-year averages-for instance,a 2010 value represents the 2008-2010 average.In Mexico City,the methodology changed between 2010-15 and 2018-21,so data are not comparable.Source:ITF Safer City Streets database.Published:10/2022|Photo

222、credit:AlexelInternational Transport Forum2 rue Andr PascalF-75775 Paris Cedex 16+33(0)1 73 31 25 00contactitf-oecd.orgwww.itf-oecd.orgMonitoring Progress in Urban Road Safety This report tracks the progress in reducing the number of road traffic fatalities and serious injuries in cities between 201

223、0 and 2020.It presents traffic safety data collected in 32 cities participating in the ITF Safer City Streets network and compares trends in urban and national road safety.It provides indicators for the risk of traffic death for different road user groups that permits benchmarking of road safety outcomes.Funded by