Road crashes kill more than a million people a year, mostly in low- and middle-income countries, and more than half of those killed are walking, cycling or riding a motorcycle; death rates are falling, but far too slowly to halve road deaths by 2030.
Updated October 13, 2026. Written from the sources listed below, not independently peer-reviewed.
Low- and middle-income countries have around 60% of the world's motor vehicles. Out of every 100 road deaths, how many happen in these countries?
1.16 million
People killed in road crashes
WHO estimate. The global road death rate fell 21% between 2011 and 2025, while more than one billion motor vehicles were added to the world's roads.
Data year 2025. Source: World Health Organization, 2026
15 per 100,000
Global road death rate
Deaths per 100,000 people, down from nearly 18 in 2010. Measured per vehicle, the rate fell from 79 to 47 deaths per 100,000 vehicles.
Data year 2021. Source: World Health Organization, 2023
6
Countries with best-practice laws on all five key risks
Speeding, drink-driving, motorcycle helmets, seat-belts and child restraints. 140 countries met WHO best practice for at least one of the five.
Data year 2022. Source: World Health Organization, 2023
Unit: million deaths
Modelled WHO estimates as published in the Global status report on road safety 2023; the 2013 and 2016 values are that report's revised estimates. WHO's July 2026 estimate of 1.16 million deaths in 2025 comes from a later round of estimates and is not plotted, because rounds are revised and not directly comparable.
UN General Assembly resolution 74/299 set the goal of cutting road deaths and injuries by at least 50% by 2030 and declared 2021–2030 the Second Decade of Action for Road Safety. According to the Secretary-General's 2026 progress report, road deaths fell only about 5% between 2010 and 2021, to 1.19 million a year. Ten countries achieved a 50% reduction over that decade, but the global decline falls short of the pace needed to halve deaths by 2030.
Low-income countries have 9% of the world's population and less than 1% of its vehicles, but 13% of road deaths. In 2021 their road death rate was 21 per 100,000 people, compared with 8 in high-income countries.
Source: World Health Organization, 2023In 2021, pedestrians made up 23% of road deaths, riders of motorcycles and other powered two- and three-wheelers 21%, cyclists 6% and users of e-scooters and similar devices 3%. Occupants of cars and other four-wheeled vehicles made up 30%.
Source: World Health Organization, 2023Road traffic injury is the leading cause of death for children and young people aged 5 to 29. Males are about three times as likely as females to be killed, and even in high-income countries people from lower socioeconomic backgrounds are more likely to be involved in crashes.
Source: World Health Organization, 2026Death rates are highest in the WHO African Region, at 19 per 100,000 people in 2021, and lowest in the European Region, at 7. Between 2010 and 2021 road deaths fell 36% in Europe but rose 17% in the African Region.
Source: World Health Organization, 2023Each country is shaded by its latest available value, so you can see where the gap is widest. Hover or tap a country, search for one, or open the full table.
Loading country values…
Values in per 100,000 people.
Modelled WHO estimates of road traffic deaths per 100,000 people (all ages, both sexes), showing the latest year available per country; years can differ, and in this release the latest year is 2021 for every country. Because many countries do not record every road death, WHO estimates these figures from several data sources and revises them as new data arrive, so they can differ from national police statistics.
Source: WHO Global Health Estimates 2021, via Our World in Data. Latest year available per country; years differ.
Values load from Our World in Data. Simplified Natural Earth borders; they imply no position on disputed territories.
Instead of one “percent solved” score, DO GOOD rates three separate dimensions. A problem can have mature solutions that still reach too few people. These ratings are an editorial reading of the sources on this page, not a measured index.
Has the situation improved in the real world?
LowRoad deaths fell only 5% between 2010 and 2021, to an estimated 1.19 million, although the death rate per person fell 16% and 10 countries halved their road deaths. In the African Region deaths rose.
How mature and validated are the available solutions?
HighThe main measures are well established and backed by strong evidence: correct helmet use cuts a rider's risk of death by more than six times, seat-belts cut occupants' risk of death by up to 50%, and child restraints can reduce infant deaths by 71%.
How widely are effective solutions actually used?
LowProven measures are far from universal: as of 2022 only six countries had best-practice laws on all five key risks, 35 required all five core areas of vehicle safety equipment, and 79 reported no vehicle safety legislation at all.
WHO's death figures are statistical estimates that are revised as countries report new data, and data on non-fatal injuries and on how well laws are enforced are weak; only 63 countries have national data systems on seat-belt use.
The global road death rate fell 21% between 2011 and 2025, but progress is uneven and deaths rose in the WHO African Region. In July 2026 a UN General Assembly declaration restated the goal of a 50% cut in deaths and serious injuries by 2030, now measured against 2021 levels.
WHO estimates that road traffic crashes killed 1.16 million people in 2025, and between 20 and 50 million more are injured each year, many of them left with a disability. Road traffic injury is the leading cause of death for children and young people aged 5 to 29, and two thirds of those killed are of working age. Most deaths are linked to well-known risks: speeding, drink-driving, not using helmets, seat-belts or child restraints, distraction, unsafe roads and vehicles, and slow emergency care. Speed matters a great deal: each 1% rise in average speed raises the risk of a fatal crash by about 4%. WHO estimates that crashes cost most countries around 3% of their gross domestic product.
About 92% of road deaths occur in low- and middle-income countries, which have around 60% of the world's vehicles, and more than half of those killed are pedestrians, cyclists and motorcyclists rather than people in cars. Males are about three times as likely as females to die in a crash. The global road death rate fell by 21% between 2011 and 2025, even as more than one billion motor vehicles were added to the world's roads and the number of motorcycles more than tripled. Progress is uneven: between 2010 and 2021 road deaths fell 36% in the WHO European Region but rose 17% in the African Region.
Most global figures come from the World Health Organization, which combines national reports with other data to estimate deaths in every country, and surveys governments on their road safety laws. The main measures are:
Estimated road traffic deaths
People killed in road crashes, including pedestrians, cyclists, motorcyclists and vehicle occupants. Because official counts in many countries are incomplete, WHO produces statistical estimates from several data sources and revises earlier years as new data arrive, so figures from different reports should not be compared directly.
Death rates
Deaths per 100,000 people allow comparison between countries and over time as populations grow; this is the official indicator for SDG target 3.6, which originally aimed to halve road deaths and injuries by 2020. Deaths per 100,000 vehicles show risk relative to traffic. The two can move differently: between 2010 and 2021 the global rate fell 16% per person but 41% per vehicle.
Non-fatal injuries
Crashes injure far more people than they kill, an estimated 20 to 50 million a year, many with lasting disability. The wide range shows how uncertain these counts are, even though the 2030 goal covers injuries as well as deaths.
Laws measured against best practice
WHO assesses national laws on five key risks: speeding, drink-driving, motorcycle helmets, seat-belts and child restraints. For speed, for example, best practice means a national speed limit, an urban limit of 50 km/h or lower, and power for local authorities to adjust limits.
What works
Lower speeds reduce both the chance of a crash and the force of impact, which is decisive for people walking, cycling or riding motorcycles. Speed limits suited to who uses a road, road layouts that make slower driving the natural choice, and enforcement are the main tools.
Limits
As of 2022, only 57 of the 163 countries with speed laws met WHO best practice, and only three countries had national 30 km/h limits for urban areas with a frequent mix of road users. WHO's survey did not collect data on how well limits are enforced.
What works
Correct helmet use reduces a motorcyclist's risk of dying in a crash by more than six times and the risk of brain injury by up to 74%. Seat-belts reduce the risk of death for vehicle occupants by up to 50%, and child restraints can cut deaths among infants by 71%. Crash risk rises markedly once a driver's blood alcohol reaches 0.04 g/dl, which is why drink-driving laws matter.
Limits
Equipment only protects when used correctly on every trip. Use depends on laws that meet best practice, consistent enforcement, and helmets and child seats that meet safety standards and are affordable.
What works
Footpaths, cycling lanes, safe crossing points and traffic calming protect people outside vehicles, and a 3-star safety rating is widely accepted as the minimum for new and existing roads. 120 countries report using technical standards for new roads that take the safety of all road users into account.
Limits
Most roads are still built for the growing motor vehicle fleet. In a non-representative sample of nearly 500,000 km of roads assessed in 82 countries, only 21% reached 3 stars for pedestrians and motorcyclists, 23% for cyclists and 40% for car occupants.
What works
UN vehicle regulations set minimum standards for seat-belts and their anchorages, front and side crash protection, electronic stability control, pedestrian protection and braking. Countries can apply them under the UN's 1958 Agreement, to which 56 countries adhere.
Limits
As of 2022, only 35 countries required all five core areas of vehicle safety equipment by law, and 79 reported no vehicle safety legislation at all.
What works
Quick detection of crashes, first aid at the scene, rapid transport and organised trauma care reduce deaths and disability, and rehabilitation helps survivors return to work and daily life.
Limits
In WHO's 2023 report, only 76 countries had national trauma registries and 46 required rehabilitation for injured people regardless of their ability to pay. Trauma systems need trained staff, ambulances and equipped hospitals across whole regions.
Promising, but not proven at scale. The stage shows how far each approach has come; it is not a recommendation.
Road assessment programmes score how well a road protects its users and show where upgrades would reduce risk. According to the UN Secretary-General's 2026 report, these methods have been applied to more than 4.1 million km of roads and road designs in 135 countries, and 2,337 school zones in 80 countries have been rated. Ratings only save lives if road authorities fund and build the upgrades.
Where ambulances are scarce, trained local volunteers can give first aid within minutes. In a WHO-supported pilot on a Bangladesh highway, 120 volunteers cared for 625 people injured in crashes and nearly 80% of patients reached hospital within 30 minutes. The pilot has not reported effects on survival; the government plans to extend it to other national highways.
New car assessment programmes crash-test popular models and publish star ratings to inform buyers and encourage safer designs. India's Bharat NCAP became the tenth such programme worldwide. Ratings cover new models only, so they change the vehicles already on the road slowly.
Vehicles that can brake, steer or drive by themselves are being tested and introduced in some markets. Whether they reduce deaths at scale, especially among pedestrians, cyclists and motorcyclists in mixed traffic, is not yet known, and WHO is working on safety standards for automated vehicles as well as e-scooters and e-bikes.
Implementation gap
As of 2022, only six countries had laws meeting WHO best practice on all five key risks. Child restraints (36 countries) and drink-driving (48 countries) were among the least covered.
Coordination gap
Seventy-nine countries reported no vehicle safety legislation at all, and only 56 countries adhere to the UN's 1958 Agreement on vehicle regulations. Aligning national rules with international standards requires cooperation between governments, regulators and manufacturers.
Coordination gap
Only 47 countries have policies to promote walking, cycling and public transport. Making streets safe for the people most at risk requires transport, urban planning, police and health authorities to work together.
Implementation gap
The Global Plan for the Decade of Action notes that road safety is underfunded in most countries and that the main responsibility for funding lies with national governments, with short-term bridging funds sometimes needed to start action.
Knowledge gap
Many countries do not record all road deaths, so global figures rely on estimates. WHO's survey did not collect enforcement data, non-fatal injuries are only known within a wide range, and only 63 countries have national data systems on seat-belt use.
Implementation gap
The number of motorcycles worldwide more than tripled between 2011 and 2025. Protecting riders depends on certified helmets, safer road layouts and speed management keeping pace with this growth.
Unresolved questions, not vetted breakthroughs. Answering any of them would change what is possible.
Which combination of laws, road design, vehicle standards and emergency care cuts deaths fastest in countries where vehicle numbers, cities and populations are growing quickly, as in much of the WHO African Region?
How can countries measure serious, life-changing injuries consistently, when global estimates of non-fatal injuries range from 20 to 50 million a year and the 2030 goal covers injuries as well as deaths?
Will automated and assisted driving reduce deaths among pedestrians, cyclists and motorcyclists, particularly in crowded mixed traffic in low- and middle-income cities, and what rules are needed before they are widely used?
Which forms of enforcement, such as speed cameras, roadside checks or penalty systems, change behaviour lastingly and fairly where police capacity is limited, and how can enforcement be measured when most countries do not report it?
Keep to speed limits, slow down further where people walk and cycle, never drive after drinking, and put your phone out of reach while driving. These are the risks you control directly.
Make sure everyone wears a seat-belt in every seat, use a child restraint suited to each child's age and size, and wear a certified, correctly fastened helmet on a motorcycle or scooter.
Support lower speed limits, safe crossings and protected walking and cycling routes near schools and homes, and take part in local consultations on road changes.
A first aid course teaches you how to call for help, keep a scene safe and care for an injured person until professionals arrive.
Ideas visitors sent in for this challenge, read by the DO GOOD team and pinned with permission. The colour shows the kind of contribution.
Loading the board…
What happens next
The DO GOOD team reads every idea and sorts it by colour: solution, research question, existing project, evidence or local action.
If you agree to publication, it can be pinned to this board. Contact details are never shown.
Pinned ideas are not reviewed by scientists and are not endorsed by DO GOOD.
This page is a research overview. DO GOOD does not run a dedicated programme on this challenge, and donations are not earmarked for it. You can join our volunteer work and outreach.
World Health Organization (20 July 2026), published 2026
WHO's current summary. Source of the 1.16 million deaths a year, 20 to 50 million injuries, the 92% share of deaths and around 60% share of vehicles in low- and middle-income countries, the leading cause of death at ages 5–29, working-age, sex and socioeconomic patterns, the 3% of GDP cost, and the effect sizes for speed, helmets, seat-belts, child restraints and drink-driving.
World Health Organization (news release, 20 July 2026), published 2026
WHO's latest global estimates, released with the July 2026 UN General Assembly declaration on road safety. Source of 1.16 million deaths in 2025, the 21% fall in the global road death rate between 2011 and 2025, more than one billion added vehicles, the tripling of motorcycles, the declaration's 50% goal against 2021 levels and WHO's work on standards for new mobility.
World Health Organization, published 2023
The most recent full status report (published 13 December 2023, deaths to 2021, laws as of 2022); no newer edition was found. Source of the trend, death rates by person, vehicle, income group and region, regional changes 2010–2021, road-user shares, laws meeting best practice, road infrastructure ratings, vehicle standards, post-crash care and data gaps.
World Health Organization and the United Nations Regional Commissions, published 2021
The guiding plan for the Decade of Action. Source of the target of at least a 50% cut in deaths and injuries by 2030, the Safe System approach, the link to SDG targets 3.6 and 11.2, the statement that road safety is underfunded in most countries, and the links to air pollution, climate change and poverty.
United Nations General Assembly (13 February 2026; report prepared by WHO; copy hosted by the Global Road Safety Partnership), published 2026
Progress report on the Decade of Action, prepared for the 2026 UN high-level meeting. Source of the assessment that the 5% decline in deaths since 2010 falls short of the pace needed for 2030, the 10 countries with a 50% reduction, and figures on road assessment and new car assessment programmes.
World Health Organization (news, 9 July 2026), published 2026
WHO account of a government pilot of trained community volunteers on a Bangladesh highway. Source of the 120 volunteers, 625 people cared for and the share of patients reaching hospital within 30 minutes.