文章目录
- GLOBAL STATUS REPORT ON ROAD SAFETY 2018
- The global burden of road traffic deaths
- A leading killer of children
- Progress is far from uniform
- Inequalities persist across regions
- Vulnerable road users disproportionately impacted
- Legislation and road user behaviour
- Managing speed
- Reducing drink–driving
- Increasing motorcycle helmet use
- Increasing seat-belt use
- Increasing child restraint use
- Safe roads
- Safe vehicles
- Post-crash care
- Taking stock and looking ahead
GLOBAL STATUS REPORT ON ROAD SAFETY 2018
© World Health Organization 2018
“This translation was not created by the World Health Organization (WHO). WHO is not responsible for the content or accuracy of this translation. The original English edition shall be the binding and authentic edition”.
Global status report on road safety 2018: summary. Geneva: World Health Organization; 2018 (WHO/NMH/NVI/18.20).
Licence: CC BY-NC-SA 3.0 IGO).
The number of deaths on the world’s roads remains unacceptably high, with an estimated 1.35 million people dying each year.
世界道路上的死亡人数仍然高得令人难以接受，估计每年有135万人死亡。
The global burden of road traffic deaths
The number of road traffic deaths continues to rise steadily, reaching 1.35 million in 2016. However, the rate of death relative to the size of the world’s population has remained constant. When considered in the context of the increasing global population and rapid motorization that has taken place over the same period, this suggests that existing road safety efforts may have mitigated the situation from getting worse. However, it also indicates that progress to realise Sustainable Development Goal (SDG) target 3.6 – which calls for a 50% reduction in the number of road traffic deaths by 2020 – remains far from sufficient.
道路交通死亡人数继续稳步上升，2016年达到135万人。然而，相对于世界人口规模，死亡率仍然保持不变。当考虑到同期全球人口增加和快速机动化的情况下，这表明现有的道路安全措施可能减轻了情况的恶化。但是，这也表明，实现可持续发展目标（SDG）目标3.6（要求到2020年将道路交通死亡人数减少50％）的进展远远不够。
Road traffic injuries are now the leading cause of death for children and young adults aged 5–29 years.
现在，道路交通伤害是5-29岁儿童和年轻人的主要死亡原因。
A leading killer of children
As progress is made in the prevention and control of infectious diseases, the relative contribution of deaths from noncommunicable diseases and injuries has increased. Road traffic injuries are the eighth leading cause of death for all age groups. More people now die as a result of road traffic injuries than from HIV/AIDS, tuberculosis or diarrhoeal diseases. Road traffic injuries are currently the leading cause of death for children and young adults aged 5–29 years, signalling a need for a shift in the current child and adolescent health agenda which, to date, has largely neglected road safety.
随着传染病预防和控制的进展，非传染性疾病死亡和伤害的相对贡献增加了。道路交通伤害是所有年龄段的第八大死亡原因。现在，死于道路交通事故的人数多于艾滋病毒/艾滋病，结核病或腹泻病。当前，道路交通伤害是5至29岁儿童和年轻人死亡的主要原因，这表明需要改变当前的儿童和青少年健康议程，迄今为止，该议程在很大程度上已经忽略了道路安全。
Progress is far from uniform
A number of countries have seen success in reducing road traffic deaths over the last few years, but progress varies significantly between the different regions and countries of the world. There continues to be a strong association between the risk of a road traffic death and the income level of countries. With an average rate of 27.5 deaths per 100,000 population, the risk of a road traffic death is more than three times higher in low-income countries than in high-income countries where the average rate is 8.3 deaths per 100,000 population. Furthermore, as shown in Figure 2, the burden of road traffic deaths is disproportionately high among low- and middle-income countries in relation to the size of their populations and the number of motor vehicles in circulation.
在过去几年中，许多国家在减少道路交通事故死亡方面取得了成功，但世界不同地区和国家之间的进展差异很大。道路交通事故死亡风险与国家收入水平之间仍然存在密切的联系。低收入国家的平均交通事故死亡率为每10万人口8.3例，而每10万人口的平均死亡率为27.5例，是高收入国家的三倍以上。此外，如图2所示，在低收入和中等收入国家中，就其人口规模和流通机动车数量而言，道路交通死亡的负担过高。
There has been no reduction in the number of road traffic deaths in any low-income country since 2013.
自2013年以来，任何低收入国家的道路交通死亡人数都没有减少。
There has also been more progress in reducing the number of road traffic deaths among middle- and high-income countries than lowincome countries. As shown in Figure 3, between 2013 and 2016, no reductions in the number of road traffic deaths were observed in any low-income country, while some reductions were observed in 48 middle- and high-income countries. Overall, the number of deaths increased in 104 countries during this period.
与中低收入国家相比，在减少中高收入国家道路交通死亡人数方面取得了更多进展。如图3所示，在2013年至2016年之间，任何低收入国家的道路交通死亡人数均没有减少，而48个中高收入国家的道路交通死亡人数却有所减少。总体而言，在此期间，有104个国家的死亡人数增加了。
The rates of road traffic death are highest in Africa (26.6/100,000 people) and South-East Asia (20.7/100,000 people).
非洲（26.6 / 100,000人）和东南亚（20.7 / 100,000人）的道路交通死亡率最高。
Inequalities persist across regions
Whereas the global rate of road traffic death is 18.2 per 100,000 population, there is significant variation across the world’s regions, where the rate of death ranges from 9.3 to 26.6 per 100,000 population. Regional rates of road traffic deaths in Africa and South-East Asia are highest at 26.6 and 20.7 deaths per 100,000 population respectively. This is followed by the Eastern Mediterranean and Western Pacific regions, which have rates comparable to the global rate with 18 and 16.9 deaths per 100,000 population respectively. The Americas and Europe have the lowest regional rates of 15.6 and 9.3 deaths per 100,000 population respectively. In terms of progress made, in three of the six regions (Americas, Europe, Western Pacific), the rates of death have decreased since 2013.
尽管全球道路交通死亡率为每100,000人口18.2，但世界各地的死亡率却有很大的不同，死亡率从9.3到26.6 / 10万。非洲和东南亚的区域道路交通死亡率最高，分别为每100,000人口26.6和20.7例死亡。其次是东地中海和西太平洋区域，其死亡率与全球比率相当，每十万人中分别有18和16.9例死亡。美洲和欧洲的区域死亡率最低，分别为每100,000人口15.6和9.3死亡。就取得的进展而言，六个区域中的三个（美洲，欧洲，西太平洋）自2013年以来死亡率下降了。
More than half of all road traffic deaths are among vulnerable road users: pedestrians, cyclists and motorcyclists.
在所有道路交通事故死亡中，有一半以上是易受伤害的道路使用者：行人，骑自行车的人和摩托车手。
Vulnerable road users disproportionately impacted
The variation in rates of death observed across regions and countries also corresponds with differences in the types of road users most affected. Vulnerable road users – pedestrians, cyclists and motorcyclists – represent more than half of all global deaths. Pedestrians and cyclists represent 26% of all deaths, while those using motorized two- and three-wheelers comprise another 28%. Car occupants make up 29% of all deaths and the remaining 17% are unidentified road users1. Africa has the highest proportion of pedestrian and cyclist mortalities with 44% of deaths. In South-East Asia and the Western Pacific, the majority of deaths are among riders of motorized two and three-wheelers, who represent 43% and 36% of all deaths respectively.
在各个地区和国家中观察到的死亡率变化也与受影响最大的道路使用者类型的差异相对应。易受伤害的道路使用者（行人，骑自行车的人和摩托车手）占全球死亡人数的一半以上。行人和骑自行车的人占所有死亡人数的26％，而使用电动两轮和三轮车的死亡者则占28％。驾车者占所有死亡人数的29％，其余的17％是身份不明的道路使用者。非洲的行人和骑自行车者死亡率最高，占死亡人数的44％。在东南亚和西太平洋，大多数死者是机动两轮车和三轮车，分别占所有死亡人数的43％和36％。
22 countries representing 1 billion people amended their laws on one or more risk factors to bring them into alignment with best practice.
代表10亿人口的22个国家/地区修改了一项或多项风险因素的法律，以使其与最佳实践保持一致。
Legislation and road user behaviour
Enacting and enforcing legislation on key behavioural risk factors including speed, drink-driving and failing to use motorcycle helmets, seat-belts and child restraints are critical components of an integrated strategy to prevent road traffic deaths. Currently, 123 countries, representing nearly six billion people, have laws that meet best practice for at least one of the five key behavioural risk factors. Since 2014, 22 additional countries have amended their laws on one or more key risk factors to bring them in line with best practice, covering a potential additional one billion people or 14% of the world’s population.
制定和执行有关主要行为风险因素的法规，包括速度，酒后驾驶以及未使用摩托车头盔，安全带和儿童约束装置，是预防道路交通死亡的综合策略的关键组成部分。目前，代表近60亿人口的123个国家/地区的法律至少在五个主要行为风险因素之一中符合最佳做法。自2014年以来，又有22个国家/地区修改了有关一种或多种主要风险因素的法律，以使其与最佳实践保持一致，从而覆盖了潜在的另外10亿人口，占世界人口的14％。
46 countries representing 3 billion people currently have laws setting speed limits that align with best practice.
目前有代表30亿人口的46个国家/地区制定法律，设定与最佳做法相符的速度限制。
Managing speed
The speed at which a vehicle travels directly influences the risk of a crash as well as the severity of injuries, and the likelihood of death resulting from that crash. Effective speed management is, as such, central to most road safety intervention strategies. Setting national speed limits is an important step in reducing speed. Maximum urban speed limits should be lower than or equal to 50 km/h, in line with best practice. In addition, local authorities should have the legislative power to reduce speed limits further, allowing them to take into account local circumstances such as the presence of schools or high concentrations of vulnerable road users. The results show that only 46 countries have laws that meet best practice criteria for speed.
车辆行驶的速度直接影响发生碰撞的危险，伤害的严重程度以及因碰撞而导致死亡的可能性。因此，有效的速度管理对于大多数道路安全干预策略至关重要。设置国家限速是降低速度的重要一步。根据最佳做法，最大城市速度限制应小于或等于50 km / h。此外，地方当局应具有立法权进一步降低速度限制，使他们能够考虑当地情况，例如学校的存在或易受伤害的道路使用者的集中。结果表明，只有46个国家/地区的法律符合速度最佳实践标准。
45 countries representing 2.3 billion people currently have drink–driving laws that align with best practice.
目前代表23亿人口的45个国家/地区制定了符合最佳做法的酒后驾驶法律。
Reducing drink–driving
It is estimated that 5–35% of all road deaths are reported as alcoholrelated. Driving after drinking alcohol significantly increases the risk of a crash and the severity of that crash. While blood alcohol concentration (BAC) limits provided for in legislation need to be at the core of efforts to address drinking and driving, an integrated approach to intervention involves combined publicity and highvisibility police enforcement. Best practice for drink–driving laws includes a BAC limit of 0.05 g/dl for the general population and a BAC limit of 0.02 g/dl for young or novice drivers. Progress has been made since 2014 with an additional ten countries now meeting overall best practice for drink–driving laws, representing coverage of an additional 180 million people.
据估计，所有道路死亡中有5–35％与酒精有关。饮酒后驾驶会大大增加发生车祸的风险和严重程度。虽然立法中规定的血液酒精浓度（BAC）限制需要作为解决酒后驾驶问题的核心，但综合干预方法则需要结合宣传和高可见度的执法。酒后驾驶法律的最佳做法包括：一般人群的BAC限制为0.05 g/dl，年轻或新手驾驶员的BAC限制为0.02 g/dl。自2014年以来取得了进展，目前有另外10个国家达到了酒后驾驶法律的总体最佳实践，覆盖了另外1.8亿人。
49 countries representing 2.7 billion people currently have laws on motorcycle helmet use that align with best practice.
目前代表27亿人口的49个国家/地区拥有与最佳做法相符的摩托车头盔使用法律。
Increasing motorcycle helmet use
Head injuries are the leading cause of death and major trauma for two- and three-wheeled motor vehicle users. Correct helmet use can lead to a 42% reduction in the risk of fatal injuries and a 69% reduction in the risk of head injuries. The use of helmets is, as such, an increasingly important means of preventing road traffic deaths. Best practice for motorcycle helmet laws includes a requirement for drivers and passengers to wear a helmet on all roads, a specification that helmets should be fastened, and a reference to a helmet standard. Since 2014, five countries have made amendments to existing legislation to align them with best practice, providing coverage to an additional 397 million people. Only 63 countries, representing 33% of the world’s population, restrict child passengers on motorcycles.
头部受伤是导致两轮和三轮机动车使用者死亡和重大创伤的主要原因。正确使用头盔可以使致命伤害的风险降低42％，使头部受伤的风险降低69％。因此，使用头盔是防止道路交通事故死亡的越来越重要的手段。摩托车头盔法的最佳做法包括要求驾驶员和乘客在所有道路上都戴头盔，应固定头盔的规范以及对头盔标准的参考。自2014年以来，有五个国家/地区对现有法规进行了修订，以使其与最佳实践保持一致，从而覆盖了3.97亿人。仅占全球人口33％的63个国家/地区限制了乘摩托车的儿童乘客。
105 countries representing 5.3 billion people currently have laws on seat-belt use that align with best practice.
目前代表53亿人口的105个国家/地区有关于安全带使用的法律，与最佳做法保持一致。
Increasing seat-belt use
Wearing a seat-belt reduces the risk of death among drivers and front seat occupants by 45–50%, and the risk of death and serious injuries among rear seat occupants by 25%. A requirement that both front and rear occupants use seat-belts is a key criterion for best practice. Since 2014, seven countries have made changes to their seat-belt legislation: five additional countries now have laws that meet best practice while two countries have made changes that bring their laws out of alignment with best practice. The net increase of three countries accounts for an additional 113 million people covered by best practice seat-belt laws.
系好安全带可将驾驶员和前排座椅乘员的死亡风险降低45％至50％，将后排座椅乘员的死亡和重伤风险降低25％。前后乘员都必须使用安全带的要求是最佳实践的关键标准。自2014年以来，七个国家对其安全带立法进行了更改：另外五个国家现在拥有符合最佳做法的法律，而另外两个国家进行了更改，使其法律与最佳做法不符。最佳实践安全带法律覆盖了三个国家的净增长，另外增加了1.13亿人。
33 countries representing 652 million people currently have laws on the use of child restraint systems that align with best practice.
目前，代表6.52亿人的33个国家/地区拥有使用与最佳做法相符的儿童约束系统的法律。
Increasing child restraint use
Child restraints are highly effective in reducing injury and death to child occupants. The use of child restraints can lead to at least a 60% reduction in deaths. Best practice criteria for child restraint laws include a requirement to place children at least until ten years of age or 135 cm in height in a child restraint; a restriction to seating children in the front seat; and a reference to a safety standard for child restraints. This review showed that 84 countries have a national child restraint law. Among these, 33 countries, representing 9% of the world’s population, meet the overall best practice criteria for child restraints. Since 2014, four countries have made amendments to legislation on the use of child restraints to bring them in line with best practice.
儿童约束装置在减少儿童乘员受伤和死亡方面非常有效。使用儿童约束装置可以使死亡人数至少减少60％。儿童约束法的最佳实践标准包括要求将儿童至少放置到十岁以下或高度在135厘米之内；限制儿童坐在前排座位上；以及对儿童约束装置的安全标准的引用。这项审查表明，有84个国家/地区制定了国家儿童约束法。在这些国家中，有33个国家（占世界人口的9％）符合儿童约束的最佳最佳实践标准。自2014年以来，四个国家对使用儿童约束装置的法规进行了修正，以使其与最佳做法保持一致。
40 countries representing 1 billion people have implemented at least 7 or all of the 8 priority UN vehicle safety standards.
代表10亿人口的40个国家/地区已实施了联合国车辆安全8项优先标准中的至少7项或全部。
Safe roads
Road infrastructure is strongly linked to fatal and serious injury causation in road traffic collisions, and research has shown that improvements to road infrastructure, particularly design standards that take into account the safety of all road users, are critical to making roads safe. This review shows that 112 countries have national design standards for the management of speed. Ninety-two countries have national design standards for separating pedestrians and cyclists from motorized traffic. One hundred and thirty-two countries have national design standards for the provision of safe crossings for pedestrians and cyclists. This review found that 147 countries reported carrying out road safety audits or star ratings for new roads while 114 countries reported doing safety assessments or star rating on existing roads.
道路基础设施与道路交通碰撞中的致命伤害和严重伤害起因密切相关，研究表明，道路基础设施的改善，特别是考虑到所有道路使用者安全的设计标准，对于确保道路安全至关重要。此次审查表明，有112个国家/地区制定了速度管理的国家设计标准。有92个国家/地区制定了将行人和骑自行车者与机动车分开的国家设计标准。 132个国家/地区制定了关于为行人和骑自行车者提供安全过路处的国家设计标准。这项审查发现，有147个国家报告对新道路进行了道路安全审核或星级评定，而有114个国家报告对现有道路进行了安全评估或星级评定。
Safe vehicles
Vehicle safety is increasingly critical to the prevention of crashes and has been shown to contribute to substantial reductions in the number of deaths and serious injuries resulting from road traffic crashes. Features such as electronic stability control and advance braking are examples of vehicle safety standards that can prevent a crash from occurring or reduce the severity of injuries. Despite these potential benefits, not all new and used vehicles are required to implement internationally recognized safety standards. Progress with uptake of the eight2 priority standards has been very limited since the last review. To-date, 40 mainly high-income countries have implemented 7–8 of these standards. Eleven countries apply two to six of the eight priority standards and 124 apply one or none of the priority standards. Since the last review, one additional country, India, is applying the front and side impact protection standard.
车辆安全对于防止碰撞越来越重要，并且已经证明可大大减少道路交通碰撞造成的死亡和重伤人数。电子稳定性控制和提前制动等功能是车辆安全标准的示例，可以防止发生撞车或减轻伤害的严重性。尽管有这些潜在的好处，但并非所有新车和二手车都必须执行国际公认的安全标准。自上次审核以来，采用八项优先标准的进展非常有限。迄今为止，已有40个主要的高收入国家实施了这些标准中的7-8。 11个国家/地区采用了8个优先标准中的2到6个，而124个国家则采用了其中一项或没有优先标准。自上次审核以来，又有一个国家（印度）采用了正面和侧面碰撞防护标准。
109 countries have a telephone number with national coverage to activate the emergency care system.
109个国家/地区拥有覆盖全国的电话号码，以启动紧急护理系统。
Post-crash care
Emergency care is at the core of the post-crash response. There are a series of time sensitive actions that are essential to provide effective care for the injured, beginning with activation of the emergency care system and continuing with care at the scene, transport, and hospitalbased emergency care. To activate the emergency care system, ideally there should be a single telephone number that is valid throughout the country, easy to remember and available as a free call. This current report found that 109 countries have at least one number with full national coverage. The proportion of injured people who die before reaching a hospital in low- and middle-income countries is over twice that in high-income countries. Ideally, there would be at least a simple prehospital system that could provide timely care at the scene with equipped ambulances staffed with certified providers, and ensure arrival to an appropriate hospital where there are specialist trauma care providers. Despite the enormous potential impact of prehospital care, the current report shows that only 55% of countries have a formal process to train and certify prehospital providers while about half (54%) of countries have speciality training pathways in emergency medicine and trauma surgery.
紧急护理是事故后响应的核心。从**紧急护理系统开始，到现场，交通和医院紧急护理，一直以来，有一系列对时间敏感的动作对于为受伤者提供有效护理至关重要。要启动紧急护理系统，理想情况下应该有一个在全国范围内有效，易于记忆并且可以免费拨打的电话号码。本报告发现，有109个国家中至少有一个覆盖了全部国家。在低收入和中等收入国家，死于医院的受伤人员比例是高收入国家的两倍以上。理想情况下，至少应该有一个简单的院前系统，该系统可以由配备合格证提供者的配备有装备的救护车在现场提供及时的护理，并确保到达有专业创伤护理提供者的适当医院。尽管院前护理有巨大的潜在影响，但本报告显示，只有55％的国家拥有正式的程序来培训和认证院前服务提供者，而大约一半（54％）的国家拥有急诊医学和创伤手术方面的专业培训途径。
Taking stock and looking ahead
The number of road traffic deaths continues to climb, reaching 1.35 million in 2016, while the rates of death relative to the size of the world population has stabilised in recent years. The progress that has been achieved in a number of countries to stabilise the global risk of dying from a road traffic crash has not occurred at a pace fast enough to compensate for the rising population and rapid motorization of transport taking place in many parts of the world. At this rate, the SDG target to halve road traffic deaths by 2020 will not be met. This review of key risk factors does show, however, that progress is being made in improving key road safety laws, making infrastructure safer, adopting vehicle standards and improving access to post-crash care. Further progress will depend upon future success in addressing the range of significant challenges which remain.
道路交通死亡人数继续攀升，2016年达到135万人，而相对于世界人口规模的死亡率近年来已稳定下来。在许多国家中，为稳定全球因道路交通事故死亡的风险而取得的进展还没有以足够快的速度来弥补世界许多地方人口的增长和交通的快速机动化 。以这种速度，将无法实现到2020年将道路交通事故死亡人数减少一半的可持续发展目标。但是，对主要风险因素的审查确实显示，在改善主要道路安全法律，使基础设施更安全，采用车辆标准以及改善获得事故后护理的机会方面正在取得进展。进一步的进展将取决于未来能否成功解决仍然存在的一系列重大挑战。