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MINISTRY OF TRANSPORT

National road safety commission

ROAD TRAFFIC CRASHES IN GHANA

[FINAL REPORT]

DECEMBER, 2017

FUNDED BY

GHANA ROAD FUND SECRETARIAT

COUNCIL FOR SCIENTIFIC & INDUSTRIAL RESEARCH

BUILDING & ROAD RESEARCH INSTITUTE (BRRI)

UPO Box 40, Kumasi, Tel: 0322060064-66; Fax 233-60080; E-mail: [email protected]

Road Traffic Crashes in Ghana Statistics 2016

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TABLE OF CONTENTS

Page

LIST OF FIGURES … … … … vi

ACKNOWLEDGEMENT AND NOTES AND DEFINITIONS … vii

EXECUTIVE SUMMARY … … … … 1 1.0 THE NATIONAL ROAD TRAFFIC CRASH AND

CASUALTY SITUATION … … … 29 1.1 Changes in National Traffic Fatality Indices … 30 1.2 National Trends in Traffic Crashes and Casualties … 30 1.3 Trends in Fatalities … … … 31

1.3.1 Annual Distribution of Fatalities by Road Environment … … … 31

1.3.2 Annual Distribution of Fatalities by Road User Class … … … 31

1.3.3 Annual Distribution of Urban Fatalities by Road User Class … … … 32

1.3.4 Annual Distribution of Non-Urban Fatalities by Road User Class … … … 32

1.3.5 Annual Distribution of Fatalities by Age Group … 33 1.3.6 Annual Distribution of Fatalities by Sex … 33 1.4 Trends in Casualties … … … 34

1.4.1 Annual Distribution of Casualties by Road User Class … … … 34

1.4.2 Annual Distribution of Urban Casualties by Road User Class … … … 34

1.4.3 Annual Distribution of Non-Urban Casualties by Road User Class … … … 35

1.4.4 Annual Distribution of Casualties by Age Group… 35 1.4.5 Annual Distribution of Casualties by Road

Environment … … … 36 1.4.6 Annual Distribution of Casualties by Sex … 36 1.5 Vehicle Type Involved in Accidents … … 36 2.0 THE REGIONAL ROAD CRASH AND CASUALTY

SITUATION … … … … 37 2.1 Trends in Accidents by Region … … 38 2.2 Trends in All Fatal Accidents by Region … … 38 2.3 Annual Distribution of Traffic Fatalities by Region … 39 2.4 Annual Distribution of Traffic Casualties by Region … 39 2.5 Trends in Road Accidents and Casualties (1991-2016)… 40 2.5.1 Ashanti Region … … … 40 2.5.2 Brong-Ahafo Region … … 40 2.5.3 Central Region … … … 41 2.5.4 Eastern Region … … … 41


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2.5.5 Greater-Accra Region … … 42 2.5.6 Northern Region … … … 42 2.5.7 Upper East Region … … … 43 2.5.8 Upper West Region … … … 43 2.5.9 Volta Region … … … 44 2.5.10 Western Region … … … 44 3.0 NATIONAL ROAD TRAFFIC CASUALTY CHARACTERISTICS

(2016, 2015, 2011, 2001) … … … 45 3.1 Collision Type Resulting in Deaths and Injuries … 46 3.2 Location of Accidents Resulting in Deaths and Injuries… 47 3.3 Road User Class Involved in Deaths and Injuries … 48 3.4 Action of Pedestrian Associated with Deaths and

Injuries … … … … 49 3.5 Age of Persons Killed or Injured in Crashes … 50

3.6 Types of Vehicle Involved in Fatal and Non-Fatal Crashes … … … … 51

3.7 Month During Which Persons Were Killed or Injured In Crashes … … … … 52

3.8 Day of Occurrence of Crashes … … 53 3.9 Hour of Occurrence of Crashes … … 54 3.10 Driver Error Associated with Deaths and Injuries … 55 3.11 Road Description Prevailing in Crashes… … 56 3.12 Weather Conditions Prevailing During Crashes … 57 3.13 Light Conditions Prevailing During Crashes … 58 4.0 REGIONAL DISTRIBUTION OF CRASHES AND CASUALTIES

(2016, 2015, 2011, 2001) … … … 59 4.1 Crashes and Casualty Distribution by Region … 60 4.2 The Nature and Consequences of Road Traffic Crashes

In the Regions – 2016, 2015, 2011, 2001: … 4.2.1 Ashanti Region … … … 61 4.2.2 Brong-Ahafo Region … … 62 4.2.3 Central Region … … … 63 4.2.4 Eastern Region … … … 64 4.2.5 Greater-Accra Region … … 65 4.2.6 Northern Region … … … 66 4.2.7 Upper East Region … … … 67 4.2.8 Upper West Region … … … 68 4.2.9 Volta Region … … … 69 4.2.10 Western Region … … … 70

4.3 Road User Class by Casualty Severity and Fatality Index In the Regions – 2016, 2015, 2011, 2001:

4.3.1 Ashanti Region … … … 71 4.3.2 Brong-Ahafo Region … … 72 4.3.3 Central Region … … … 73 4.3.4 Eastern Region … … … 74 4.3.5 Greater-Accra Region … … 75 4.3.6 Northern Region … … … 76


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4.3.7 Upper East Region … … … 77 4.3.8 Upper West Region … … … 78

4.3.9 Volta Region … … … 79 4.3.10 Western Region … … … 80 5.0 ROAD CRASHES AND CASUALTIES IN THE FIVE MAJOR

CITIES (2016, 2015, 2011, 2001) … … … 81 5.1 Crashes and Casualties by Severity by City… … 82 5.2 Fatalities by Road User by City … … 83 5.3 Casualties Distribution by User Class Road User by

City … … … … 84 6.0 FURTHER ANALYSIS BY SELECTED REGIONS (DISTRICT

TRENDS AND TOP TWENTY (20) SITES BY CRASH FREQUENCY) … … … … 85 6.1 Greater-Accra Region

6.1.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2015) … … … 86

6.1.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 87

6.1.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (AMA; Ga; Tema; Dangme East and Dangme West Districts) … … 88

6.1.4 Top Twenty Sites by Crash Frequency (2016) 89 6.2 Western Region



6.2.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (ShamaAhanta; Wassa West; Sefwi- Wiawso; Bibiani-Anhwiaso-Bekwai and Aowin- Suaman Districts) … … … 92

6.2.4 Top Twenty Sites by Crash Frequency (2016) 93 6.3 Central Region



6.3.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Cape Coast; Mfantsiman; Awutu-Efutu- Senya; Agona and Assin Districts)… … 96

6.3.4 Top Twenty Sites by Crash Frequency (2016) 97 6.3 Eastern Region

6.4.1 Location Type by Environment; Collision Type by


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Environment and Crash Severity by Type of Vehicle (2016) … … … 98


6.4.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (East Akim; Suhum-Kraboa-Coaltar; Akwapim South; Kwahu South and New Juaben Districts)… … … … 100

6.4.4 Top Twenty Sites by Crash Frequency (2016) 101 6.5 Volta Region



6.5.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Ho; Keta; South Tongu; Akatsi and Kpando Districts) … … … 104

6.5.4 Top Twenty Sites by Crash Frequency (2016) 105 6.6 Ashanti Region 6.6.1 Location Type by Environment; Collision Type by



6.6.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (KMA; Atwima; Asante Akim North; Kwabre; Offinso Districts) … … … 108

6.6.4 Top Twenty Sites by Crash Frequency (2016) 109 6.7 Brong-Ahafo Region 6.7.1 Location Type by Environment; Collision Type by



6.7.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Sunyani Municipality; Berekum; Kintampo; Dormaa; Techiman Districts) … … 112

6.7.4 Top Twenty Sites by Crash Frequency (2016) 113 6.8 Northern Region



6.8.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Tamale Municipality; Bole; Yendi; Savelugu- Nanton; East Gonja Districts) … … 116

6.8.4 Top Twenty Sites by Crash Frequency (2016) 117


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6.9 Upper East Region 6.9.1 Location Type by Environment; Collision Type by



6.9.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Bolga; Builsa; Kassena-Nankana; Bawku West; Bawku West Districts) … … 120

6.9.4 Top Twenty Sites by Crash Frequency (2016) 121 6.10 Upper West Region 6.10.1 Location Type by Environment; Collision Type by



6.10.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Wa Metro; Nadowli; Sissala; Jirapa- Lambussie; Lawra Districts) … … 124

6.10.4 Top Twenty Sites by Crash Frequency (2016) 125 7.0 DISTRIBUTION OF CRASHES AND CASUALTIES ON

SELECTED MAJOR HIGHWAYS (2008-2016) … … 126


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LIST OF FIGURES

Figure Page

1 General Trend in Traffic Crashes Fatalities, Population and Registered Vehicles (1991-2016) … … 8

2a Fatality Trends (1991-2016) … … … 9 2b Fatalities Trends (2001-2016)… … … 9 2c Changes in Fatalities by Road Environment … 10 3 Trends in Traffic Crash Fatality Indices … … 12 4 Annual Distribution of Fatalities by Region … 17 5 Fatalities by Class of Road User … … 18

6 Fatalities (%) by Road User Class in Urban Areas (1998-2016) … … … 19

7 Fatalities (%) by Road User Class in Non-Urban Areas (1998-2016) … … … 20 8 Annual Distribution of Fatalities by Road User Age Group 23


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ACKNOWLEDGEMENT

This crash statistics report is based on data retrieved from police files by kind

courtesy of the Ghana Police Service. The report was prepared for the National Road

Safety Commission (NRSC) of the Ministry of Transport (MoT), Accra with financial

assistance from the Ghana Road Fund Secretariat.

NOTES AND DEFINITIONS

Definitions

Traffic Crash: Crash resulting in injury, death or property damage and which

involves at least one vehicle on a public road. Casualty: Any traffic crash victim injured or killed within 30 days of the

crash. Thus the crash is the event whilst the casualty is the individual crash victim.

Crash Severity: Severity of the most seriously injured casualty. Fatal Crash: Crash in which, at least, one casualty dies of injuries sustained

within 30 days of occurrence of the crash. Serious Injury Crash: Crash in which, at least, one person is detained in hospital as an

in-patient for more than 24 hours. Minor or Slight Injury Crash: Crash in which the most severe injury sustained by a casualty is

only minor, requiring at most first-aid attention. Damage-only Crash: Crash which results only in vehicle or other material damage. Urban: City or municipal area characterized by a concentration of

residential, commercial and industrial buildings and activities. Non-urban: Areas not falling under the definition of urban.


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Junction: Any place at which two or more roads meet, whatever the angle of intersection and parts of such roads lying within 25 meters of that place.

Between-table Differences in Totals

Tables 1.1 and 1.2 of the report provide absolute totals of crashes, casualties and

fatalities for the years 1991 to 2016. Subsequent breakdown and analysis of these

figures by casualty class and details, vehicle details and attendant circumstances

produce varying totals which may be less than the original totals, due to incomplete

details.

Also, totals for types of casualty or types of vehicles involved vary slightly from table

to table. These apparent discrepancies are due to occasional incomplete reporting

of the relevant crash details. The general relationships between the various sub-

totals in the detailed tables are however not materially affected. This observation

holds true also for the regional level analysis.


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EXECUTIVE SUMMARY

This report presents the characteristics of police reported road traffic crashes and the

resulting casualties which occurred in Ghana during the period 1991-2016, and in

particular for the year 2016. In-depth analysis of the crash data for the year 2016 has

been carried out and compared with the previous year, 2015, as well as the year 2001

when the first National Road Safety Strategy (NRSS I) was developed and then also with

the year 2011 when the UN Decade of Action on road safety began. Average proportions

have also been established for the most recent three years (i.e. 2014 - 2016) for the

distribution of casualties and fatalities by age, road user class, road environment and

gender to reflect the current crash situations. The statistics further highlight the long term

trends in fatality rates, regional distribution of crashes and casualties, road user groups

at risk and some key attributes of the crash such as month, day and hour of occurrence

as well as the weather, lighting and road conditions prevailing at the time of the crashes.

The report further focuses on areas that need to be targeted in order to achieve

reduction in road traffic crashes in Ghana.

The crash statistics in 2016 represents an unacceptable increase of 15.6% in fatalities

(resulting in 2084 traffic deaths) as against a reduction of 11.7% in crashes over the

2015 figures. Relative to the year 2011 when the UN Decade of Action on Road Safety

began, the 2016 figures have seen a drop of -5.2% in fatalities and -22.8% in casualties.

For the third time running, the Traffic System Risk (TSR) index has hit the single digit

mark at 9.2 fatalities/10,000 vehicles.

Compared to the previous year (2015), there was a general annual increase in fatal

crashes by 7.6% in 2016. At the regional level, however, the Northern region recorded

the highest percentage increase in fatal crashes by 34.9%, followed by the Volta region

(34.5%), Eastern (30.4%), Brong-Ahafo (26.1%), Upper East (20.5%), Central (18.8%),

Ashanti (11.3%) and Western (3.7%). Reductions in fatal crashes were however

recorded in the Greater Accra (-22.1%) and Upper West region (-2.5%).

In the year 2016, the Ashanti region recorded the highest number of fatalities, totalling

403 deaths which represented 19.3% of all fatalities in Ghana. This was followed by



Greater Accra region (367deaths; 17.6%), Brong Ahafo (299 deaths; 14.3%), Eastern

(293 deaths; 14.1%), and Central (213 deaths; 10.2%). These five regions together

contributed over three-quarters (75.5%) of all the road traffic fatalities in Ghana. It must

be mentioned that Greater Accra region dropped to the second highest region in 2016

after recording some reductions in fatalities. The worsening traffic safety situation in the

Ashanti, Brong Ahafo, Eastern and Central regions may, in part be attributed to the

relaxation of traffic enforcement, being an election year.

The road user class with the highest share of fatalities continues to be pedestrians

(39.5%), followed by motorcycle users (20.9%) and then bus occupants (17.5%). The

crash statistics show that the pedestrian fatality share once again fell below the 40%

mark resulting in an annual reduction of -0.84% in pedestrian fatalities. This is in sharp

contrast to the annual increase of 58.9% for bus occupant fatalities. Safety measures for

pedestrians should be sustained whiles those for Bus occupants should be refocused

and stepped up to stem the situation.

Motorcycle users also stand the greatest risk of death in traffic, registering the second

highest road traffic fatalities (20.9%) after pedestrians, thus overtaking fatalities among

bus occupants (17.5%) and car occupants (10.3%). There was 35.3% increase in

motorcyclists fatalities in 2016, indicating a further upward trend which must be reversed.

Non-urban sections of the road networks recorded 60.0% of all the road traffic fatalities

while the remaining 40% were on the urban road networks. Upward trends in fatalities

have been experienced on both road sections. Whereas, there was an annual increase

of 12.4% in fatalities on the urban road sections, an increase of 17.9% in fatalities was

with the non-urban road networks in 2016.The impact of the speed humps on fatality

reductions on the highways needs further investigations.

Again, the month of December recorded the highest monthly fatalities, for the third year

running. Gauged against the national population pattern, males are over-represented

(74.7%) in road traffic fatalities and that the 26-35 years age-group continues to be the

modal age group in the fatality statistics. It could be posited that married working males

are the most at-risk group in traffic.



It is recommended that the Ashanti, Greater Accra, Brong Ahafo, Eastern and Central

regions together with pedestrians and unsafe use of motorcycles be targeted for safety

improvements to reduce the high spate of traffic deaths in Ghana. To improve pedestrian

safety in the non-urbanized sections on the major highways, implementation of traffic

calming measures should be intensified along the trunk roads in settlement areas to

reduce vehicular speeds for the through-traffic. In this connection, the efforts by the

Ghana Highway Authority to by-pass major settlements located on the National Highway

System, so as to reduce the high incidence of pedestrian – vehicular conflicts on the

highways is commendable. The National Road Safety Commission (NRSC) should

initiate steps to evaluate the performance of the various speed calming measures to

establish the most cost effective measures for adoption. The Commission should

continue to adopt the integrated approach to road safety management to have maximum

effect in reducing crashes on the roads in Ghana. For example, the NRSC should

continue to team up with the police for the enforcement of seat-belt wearing by car

occupants, crash helmet wearing by motorcycle users and against drunk-driving.

Concerted efforts should also be directed at the identification and treatment of

blackspots on the major highways. In-depth research is needed to understand the

current road safety challenges facing the Ashanti and Greater Accra regions and for

motorcycle safety.



NARRATION TO THE STATISTICS

1.0 Introduction

This annual report on Road Traffic Crashes in Ghana, Statistics 2016, is the sixteenth in

a series of annual reports prepared for the National Road Safety Commission (NRSC) of

the Ministry of Transport (MoT), Accra, by the Building and Road Research Institute

(BRRI) of the Council for Scientific and Industrial Research (CSIR) with funding from the

Ghana Road Fund Secretariat, Accra.

According to the World Health Organisation (WHO), nearly 1.3 million persons are killed

annually and an additional 30-50 million are injured in road traffic crashes worldwide.

About 90% of traffic deaths occur in low and middle income countries which own just

about 20% of the world’s vehicles. This report presents the essential characteristics of

police reported road traffic crashes (accidents) and the resulting casualties which

occurred in Ghana during the period 1991-2016. A detailed review of the crash data for

the year 2016 has been presented and compared with the preceding year, 2015, as well

as the base year 2001 of the National Road Safety Strategy I (NRSS, 2001) and also to

year 2011, the base year for the UN Decade of Action on road safety. The 2016 statistics

attempt to highlight long term trends in the data, regional distribution of

crashes/casualties, road user groups at risk and identify some hazardous locations of

these crashes on the highway networks. The report also outlines focus areas that need

to be targeted if the country is to achieve a continuous reduction in road traffic fatalities.

The data presented in this report is compiled from police files using a standard crash

reporting form. This form contains information about the nature of the crash, the location,

the vehicle(s) and casualties involved in the crashes. In general, each police crash report

further contains information from some surviving crash victims, witnesses, and a report

by vehicle examiners from the Driver and Vehicle Licensing Authority (DVLA), a sketch

of the crash, post mortem report(s) from the hospital in the case of fatal crashes and a

general report by the investigator summarising the facts surrounding the crash. Most of

the information are then coded and stored in computers at the CSIR-BRRI using the



Micro-computer Accident Analysis Package (MAAP, windows version) software

developed by the Transport Research Laboratory (TRL), UK, for storage and further

analysis. The 2016 statistics report provides important information on road traffic crashes

in the country, which gives a better understanding of the extent of the current road safety

problem. It is however important to note that the crash database is subject to some

measure of under-reporting which includes both non-reporting and under-recording

(shortfalls in recovery).

1.1 Crashes and Casualties

1.1.1 The Cumulative Figures

Tables 1.1 and 1.2 present the breakdown of the crash and casualty statistics from 1991-

2016. A cumulative total of 260,446 crashes involving 408,002 vehicles were recorded

during the period spanning over two and half decades. Injury crashes formed 63.2% of

all crashes and produced a casualty toll of 354,424 in the following categories:

Killed = 41,867(11.8%)

Seriously Injured = 128,208(36.2%), and

Minor (slight) Injuries = 184,349(52.0%)

Over the study period (1991-2016), the estimated national population has grown by

85.0% whilst the estimated population of registered vehicles increased by 1608% taking

into account annual vehicle write-off. These growth trends are illustrated by the line

graphs in Figure 1.

1.2 The Trends

1.2.1 General Trends in Crashes, Fatalities, Population and Registered

Vehicles

The number of road traffic crashes in 2016 (i.e. 8,651) represents a reduction of 11.7%

over the 2015 figure, and also a decrease of -20.5% over the 2011 figure and also a

decrease of -23.4% over the 2001 figure. The number of fatal crashes in 2016, however,

saw an increase of 7.6% over the 2015 figure but a decrease of -1.7% over the 2011



figure. For fatalities, there was an increase 15.6% in 2016 when compared to 2015 but a

decrease of -5.2% when compared with the 2011 figure. In terms of casualties, an

increase of 1.3% in the overall number of casualties in 2016 compared with 2015 and a

decrease of -22.8% when compared with 2011. Generally, since the UN Decade of

Action on road safety began in 2011, there has been a general improvement in road

safety in Ghana but far removed from the UN target of 50% reduction. This is exemplified

by the 2016 figures when compared to those in 2011 which showed decreases of -5.2%

in fatalities; -1.7% in fatal crashes; -22.8% in casualties and -7.5% in serious injuries.

Though the National Road Safety Strategies I & II did not practically reverse the

increasing fatality trends as illustrated in Figures 2a and 2b, there are however positive

indications that the new road safety strategy, NRSC III (2011 - 2020), is contributing to

the lowering of the annual fatality rate. The rate of reduction is seriously below the

expectations of the target set under the Strategy III, which is to halt the increasing trends

in road traffic fatalities and injuries by the year 2015 and thereafter reduce it by 50% by

the end of 2020. It is worthy to note that in the sixth year of implementation of the

strategic plan, the fatality figure of 2,084 recorded in 2016 happened to be the highest

since year 2013 which is of great concern to the tremendous decreases in all the road

safety indicators from 2011 to 2015. Strenuous steps and concerted efforts should be

taken by the road safety stakeholders to get the fatality reduction target in line.

The road environment provides a crucial backdrop to the fatality growth rates in the

country. As shown in Figure 2c, fatalities on roads in urban or built-up areas registered

an increase of 12.4% from year 2015 to year 2016 and, on the non-urban roads (mostly

on trunk roads), there was also a fatality increase of 17.9% from year 2015 to year 2016

and which contributed significantly to the overall increase of 15.6% for the year 2016.

There was a sharp reverse in the reducing trend in road traffic fatalities on the non-urban

sections of the road networks in 2016 which must be stopped. To this end, the impact of

the speed humps on fatality on the highways needs further investigations.

Currently, the split of fatalities between urban and non-urban areas is in the ratio 1:1.5

indicating that about 50% more road deaths occur on the non-urban road facilities than

on the urban roads (see Table 1.3.1). As far as the fatality statistics are concerned, it is



important that improvements in the safety of non-urban road facilities are still targeted in

a special way since these accounted for over 60% of all road traffic fatalities in 2016.

Programmes should be instituted by NRSC and Ghana Highway Authority (GHA) to

identify and treat all the critical accident blackspots on the non-urban sections of the

highway network giving special attention to critical hazardous locations with high

incidences of fatal and serious crashes. Furthermore, NRSC should also institute 'Road

Safety Inspections' of the National (N) highways to help correct critical deficiencies and

bottlenecks on the N road networks. Rigorous safety auditing must be pursued for all

current major highway projects, with the public demanding high standard traffic safety on

the highway network to bring down the fatalities in Ghana. In the same manner, the

NRSC and the Department of Urban Roads (DUR) should continue to collaborate to

reduce crashes and injuries on the urban road networks which recorded an increase of

11.9 % in fatalities in 2016 over year 2015.



Figure 1: General Trend in Traffic Crashes, Fatalities, Population and Registered Vehicles (1991-2016)



Figure 2a: Fatality Trends (1991-2016)

Figure 2b: Fatalities Trends (2001-2016)



Figure 2c: Changes in Fatalities by Road Environment



1.2.2Trends in Fatality Indices

Figure 3 is a graphical illustration of the time series changes in the key fatality indices

shown in Table 1.1. These indices are required for characterization and comparison of

the extent and risks of traffic fatality between different entities in time.

By definition, the Traffic System Risk indicator (i.e. fatalities/10,000 vehicles) is

supposed to reflect the risk of fatality associated with vehicular transport in the country.

The Traffic Systems Risk has generally been on the decline. It declined rapidly between

1991 and 1997 and subsequently slowed down but with significant changes from 29.2

fatalities/10,000vehicles in 2001 to lowest of 9.2 fatalities/10,000 vehicles in 2016. Traffic

System Risk increased by 5.2% in the current year over 2015. For the second time

running, the Traffic System Risk has hit the single digit mark (9.2 fatalities/10,000

vehicles).

Changes in the index of the Public Health Risk (PHR) of road traffic crashes however

give cause for concern. Since 2001, there has generally been a gradual upward trend

but a marginal down turn began in 2012 as shown in Figure 3. Although, the 7.6

fatalities/100,000 inhabitants in 2016 is relatively low by international standards, it still

points to the fact that more people as a proportion of the population are being killed

through road crashes. It means the public health significance of road traffic crashes

should serve as a trigger for early action to forestall a serious national health problem.

Trends for other risk indicators such as fatalities per 100 casualties and fatalities per 100

crashes have generally been on the rise, buttressing the point that crash outcomes have

aggravated considerably. There have been an increase between 2011 and 2016, where

fatalities per 100 casualties increased from 13.6 to 16.6 and fatalities per 100 crashes

also increased from 20.2 to 24.1 over the period.



Figure 3: Trends in Traffic Crash Fatality Indices



1.3 Regional Distribution of Crashes and Casualties

Table 2.1 presents the distribution of crashes by region. The table shows that the

number of road traffic crashes occurring in the Greater-Accra region as a proportion of

the national total for the most recent three year period (2014-2016) is by far the largest

(40.4%). The next highest proportion (16.6%) was recorded by the Ashanti region which

is less than one-half that of the Greater-Accra Region. The Eastern (10.6%), Central (9.3

%) and Western (6.4%) regions follow Greater-Accra and Ashanti regions in that order.

The regional rank order when considering fatal crashes during the three year period

2014-2016 remains nearly the same (see Table 2.2). We still have Greater- Accra region

being first with 24.2% followed by Ashanti region (19.3%), Eastern (12.2%), Brong-Ahafo

(9.9%) and Central (9.8%). However, in 2016, the highest number of fatal crashes

occurred in Ashanti region (345; 20.2%), followed by Greater Accraregion (342; 20.0%),

Eastern (236; 13.8%) and then Brong-Ahafo (179: 10.5%) and then Central region (177;

10.4%). Together, the five regions accounted for nearly three-quarters (74.9%) of all the

fatal crashes in Ghana.

From year 2015 to 2016, eight (8) regions recorded increases in fatal crashes. Northern

region recorded the highest percentage increase of 34.9% followed by Volta region

(34.5%), Eastern region (30.4%), Brong-Ahafo (26.1%), Upper East (20.5%), Central

(18.8%), Ashanti region (11.3%) and Western (3.7%). Reductions in fatal crashes were

however recorded in the Greater Accra (-22.1%) and Upper West region (-2.5%). Further

critical research may be needed to fully understand the high increase in fatal crashes in

these eight regions.

The changes between 2011 and 2016 are of particular interest since these reflected the

attainment or otherwise of the road safety strategic target for the UN Decade of Action

on road safety. In this respect, four (4) regions Northern region (30.8%), Eastern

(14.0%), Volta (13.6%) and Central (8.6%) recorded an increase in fatal crashes

between 2011 and 2016, whilst the remaining 6 regions recorded reductions in fatal

crashes ranging from about -6% in Ashanti region through -12.4% in Western region to -

18.5% in Brong Ahafo region (see Table 2.2). Northern, Eastern, Volta and Central

regions must be targeted for fatal crash reduction.



Table 2.3 presents the distribution of road traffic fatalities among the regions. During the

year 2016, the highest regional number of road traffic fatalities of 403 deaths,

representing 19.3%, were recorded in Ashanti region followed by Greater Accra region

(367 deaths; 17.6%), Brong Ahafo region (299 deaths;914.3%), Eastern Region (293

deaths; 14.1%) and Central region (213 deaths;10.2%). These five regions alone

contributed slightly over 75% of all the road traffic fatalities in Ghana. It should be noted

that Ashanti region has overtaken Greater Accra region again to be the leading worst

region, in terms of regional fatalities in Ghana. It should however be noted that the Brong

Ahafo region has once again overtaken Eastern and Central regions as the third worst

region in Ghana. This may partly be attributed to the lax in road safety enforcement in

recent times in all these six regions.

Compared with the 2015 records, in year 2016, fatality increases were recorded in nine

9) regions, namely Brong Ahafo (75.9%), Eastern region (48.7), Northern region (42.5%),

Volta (20.9%), Central (15.1%), Ashanti (14.5%), Upper East (10.8), Upper West (7.5%)

and Western region (1.8%). During the same period reduction in fatalities was recorded

only in the Greater Accra region (-19.9%).

When comparing the proportions of all casualties (see Table 2.4) for each region with

their share of traffic fatalities, it becomes apparent that most casualties recorded in the

Greater-Accra Region are non-fatal. During the period 2014 - 2016, the region accounted

for the highest proportion of overall casualties (25.4%) but was responsible for just

21.7% of all fatalities during the same period. A different pattern was observed for

Ashanti region which recorded 20.2% casualties and 19.3% fatalities. Eastern region

registered different proportions of casualties and fatalities (14.7% vs. 12.2%). For the

other regions, it is clear that most casualties tend to be fatal.

The relative shares of the regions of the total fatalities for the periods 2001, 2014, 2015

and 2016 are displayed in Figure 4. The chart depicts an increase in fatalities in nine

regions for the year 2016 compared to 2015, however only one region recorded

reduction in fatalities.



1.4Road Users at Risk

From the Table 1.3.2 it could be observed that the pedestrian still continues to be the

road user with the highest risk of death in traffic constituting 39.5% in the year 2016

followed by the Motorcycle users, 20.9%, then Bus occupants, 17.5%. The annual

pedestrian fatality share was below the 40% mark which is encouraging. It is also worthy

to note that there was a reduction of -0.84% in pedestrian fatalities, but a staggering

increase of 59.7% in bus occupant fatalities and 35.3% in motorcycle fatalities. The

safety measures for the Buses and motorcycles appear not to be working and steps

should be taken to reverse the upward trends.

The upward motorcyclist fatality trend in 2016 is worrisome and urgent action is required

to curtain this situation.For example, the proportion of motor-cyclist fatalities in the total

number of road traffic fatalities increased from 2.7% in 2001 to 19.4% in 2014 and now

has increased to 20.9% in 2016.Motorcycle fatalities of 20.9% still strongly come ahead

of fatalities among Bus occupants (17.5%) and car occupants (10.7%), though we have

10 times more cars involved in crashes than motorcycles (see table 1.5).Compared to

2015, motorcycle fatalities in 2016 increased by 35.3% which is unacceptable.

Considering data for the study period from 2001- 2016, motorcyclist fatalities increased

by 893% compared to a reduction of -8.8% for bus occupants. A critical look should be

taken to ascertain the effective role motorcycle taxis (popularly known as Okada) and the

non-use of helmets by both riders and pillion riders may have played in contributing to

the rising trend of motorcyclists fatalities. The existing data should further be

disaggregated to ascertain their impact on the highways, urban roads and low volume

rural roads. The NRSC in collaboration with the police should enforce crash helmet

wearing among motorcycle users.

During the most recent three-year period (2014 -2016), buses (18.5%) were found to be

significantly over-represented in the crash statistics (see Table 1.5) for vehicles involved

in crashes given its share of the national vehicle fleet. However, bus occupants

accounted for 16.0% of fatalities during the period showing the protective nature of the

vehicle when involved in crashes. It is worth noting that between 2015 and 2016,

occupants of buses recorded significant increase in fatalities of 58.9% compared to the

reduction of -28.7% in the previous year’s statistics. Again, fatalities among occupants of



cars increased by 17.4% between 2015 and 2016 whereas bicycles increased by 15.0%

and pick-ups also significantly increased by 74.1%, though fatalities from HGVs

decreased by -6.6% in 2016 relative to 2015.

In terms of strategy, additional to pedestrian safety improvements, isolating buses and

motorcycles for road safety interventions would be consistent with the recommendation

to give attention to non-urban crashes, as most bus or motorcycle fatalities are recorded

on the trunk roads. Ensuring the use of seat-belts in cars and buses will significantly

save lives of some car and bus occupants. In the case of motorcyclists, the enforcement

in the use of standard crash helmets would be a step in the right direction. A graphical

illustration of the changes in fatalities associated with the different classes of road user is

shown in Figure 5.



Figure 4: Annual Distribution of Fatalities by Region



Figure 5: Fatalities by Class of Road User



Figure 6: Fatalities (%) by Road User Class in Urban Areas (2001-2016)



Figure 7: Fatalities (%) By Road User Class in Non-Urban Areas (2001-2016)



1.4.1 Public Transport

Given the continuing high casualties among public transport buses, it is rather urgent

that, in addition to providing speed management measures on trunk roads passing

through settlements, buses should be subjected to operational speed restrictions in the

interest of the travelling public. The very direct link between speed at the time of

collision and injury outcomes does not need to be over-emphasized. In this respect, the

pragmatic steps taken by the NRSC to get speed governors installed in public transport

buses and heavy goods vehicles is laudable and it should be made mandatory in Ghana

to reduce speeds and stem the spate of fatalities on the trunk roads.

Other measures such as ensuring the “crashworthiness” of public transport buses can

also make significant contributions to reducing road fatalities. Merely improving upon

the quality of interior upholstery and securing firmly the seats of public transport buses,

for example, can make a major difference. It is common knowledge that whilst injuries

and fatalities result largely from secondary collisions following the main crash, the

quality of interior upholstery which can lessen the impact of secondary collisions, leaves

much to be desired for most public transport buses in Ghana. In most cases, these

consist of poorly fabricated and exposed metal parts which cause the most human

damage even in the event of a relatively minor impact. A policy of ensuring that only

fairly new and crashworthy buses are used for long-distance transport becomes

imperative.

Driver indiscretions and poor judgment continue to aggravate the toll of road fatalities,

particularly, amongst public transport users. These manifest mainly in reckless

overtaking and leaving disabled vehicles without any advance warning signs on the

roadways. The remedy to this is in better driver training and continuing education on

safe road use practices being pursued alongside a vigorous programme of enforcement

of road traffic regulations.



As far as the road infrastructure is concerned, a structured and consistent programme

of crash blackspot management is required. It is laudable that the National Road Safety

Commission is working closely with the road agencies to ensure that road safety

auditing carried out by the latter is institutionalized as part of overall traffic safety

management in these agencies. A vigorous blackspot identification and treatment for

the major road corridors by the road agencies is strongly recommended.

1.5 Gender and Sex Profile of Fatalities

Tables 1.3.5 and 1.3.6 display the age and sex distribution respectively of all road traffic

fatalities for the period 1991-2016. Figure 8 illustrates the proportions for each age-

group in the overall changes in traffic fatalities in Ghana.

It is observed from Table 1.3.6 that the overall male fatalities continue to outnumber

their female counterparts by an approximate ratio of 3.7:1 (78.8% vs. 21.2%), for the

period 2014 -2016. Considering the fact that the national population split is slightly in

favour of females, allude to the fact that male fatalities are highly over-represented in

road traffic fatalities.

The 26-35 years age-group also continues to be the modal age group in the fatality

statistics. Perhaps, putting the at-risk age-group and sex together, the picture that

emerges underscores a dominant socio-economic role that is reflected in higher traffic

crash involvement for the male gender in the age-group 26-35 years. Furthermore,

these males are mostly workers who are married and breadwinners.

Generally the casualty statistics displayed in Table 1.4 follow a similar pattern to those

of fatalities in Table 1.3. It is interesting, however, that whereas the proportion of male

fatalities is 13.0% of all male casualties (see Tables 1.3.6 and 1.4.6), that for female

fatalities is about 10.1%. This means that male casualties are more likely to have fatal

outcomes than female casualties.



Figure 8: Annual Distribution of Fatalities by Road User Age Group


CSIR – Building and Road Research Institute 24

1.6 Vehicle-Type Involvement in Crashes

The distribution of vehicle types involved in road traffic crashes over the period 1991-

2016 is displayed in Table 1.5. In considering the most recent three-year period from

2014 - 2016, the highest percentage (45.7%) still belongs to cars (including Taxis). The

involvement of Buses, Motorcycle, HGVs and Pick-up utility vehicles also still trail car-

involvement in that order. Of all the vehicle types, it is the HGVs and buses that are over-

represented in their crash involvement relative to their proportion in the overall national

vehicle population mix. But even more worrying is that these classes of vehicle

accounted for higher proportions of involvement in fatal crashes (see Table 3.6).

It was observed that the average involvement of buses in fatal crashes decreased from

30.8% in 2001, to 19.5% in 2015 and remain the same19.5% in 2016. Fatal crashes

involving cars on the other hand decreased from 32.4% in 2001 to 29.7% in 2015 and

reduced again to 28.6% in 2016 and fatal crashes involving HGVs reduced from 18.2%

in 2001 to 16.7% in 2015 and reduced again to 15.7% in 2016.

1.7 Time of Occurrence of Crashes

The month, day and hour of occurrence of road crashes that resulted in injuries or

deaths are shown in Tables 3.7, 3.8 and 3.9 respectively.

Considering the data for 2016, December (11.7%), November (9.8%), and July (9.5%)

were the months which recorded the highest proportions of fatalities. The last two

months of the year accounted for more than one-fifth (21.5%) of road traffic fatalities in

year 2016 compared to 18.8% recorded in year 2015. In particular, in 2016 the month of

December recorded an increase of 35.8% whilst the month of November also recorded

an increase of 28.1% in fatalities over the 2015 figures. The National Road Safety

Commission (NRSC) and other stakeholder institutions need to sustain a downward

trend by intensifying their campaigns during this period. Fatalities for the Easter period

(March/April) recorded an increase of mere 3.0% between 2015 and 2016.



Saturday stood out as the problem day on which road traffic fatalities are mostly

recorded. For the year 2016, the highest number of road traffic deaths (365; 17.5%)

occurred on Saturday compared with the lowest of 238 (11.4%) on Tuesday.

As far as the hour of occurrence of fatalities is concerned, the period between 6-8 p.m.

registered the peak period (21.9%) in 2016.



1.9 Conclusions and Recommendations

Conclusions

The national road traffic crash statistics give detailed and useful information that

contributes to better understanding of the road traffic crash situation in Ghana. The data

showed that:

Overall crash statistics in 2016 represents an increase of 15.6% in fatalities but

11.7.0% reduction in crashes over the 2015 figures. Relative to the year 2011, the

2016 figure of 2084 road traffic fatalities means a recorded decrease of -5.2% in

fatalities indicating that the downward trend is non-responsive to the 50% target set

under the UN Decade for Action programme. Frantic, concerted efforts are needed to

keep the downward trend target in line.

Compared to year 2015, eight (8) regions recorded increases in fatal crashes.

Northern region recorded the highest percentage increase of 34.9% fatal crash

followed by Volta region (34.5%), Eastern region (30.4%), Brong Ahafo region (26.1),

Upper East region (20.5%), Ashanti region (11.3%) and then Western region (3.7%),

whilst only two regions recorded reductions in fatal crashes; Greater Accra region (-

22.1%) and Upper West region (-2.5%).

There was an increase in fatalities (12.4%) on the urban roads as well as 17.9%

increase in fatalities on the non-urban road network from year 2015 to year 2016. It

appears the traffic calming measures and other allied safety measures on both the

urban and non-urban sections of the trunk roads in settlement areas are currently not

having a positive effect on safety as expected.

The road user type with the highest share of fatalities continues to be the pedestrian

(39.5%) followed by motorcyclists (20.9%) and then bus occupants (17.5%). Once

again, the pedestrian share of fatalities is below the 40% mark.

Male fatalities in traffic is about 3.7 times those of females and the 26-35 years age-

group continues to be the modal age group in the fatality statistics. Married working

males are the most at risk group in traffic.

The intensified educational campaigns by the NRSC and other stakeholder

institutions during the Christmas festivities and Easter period must be sustained to

reduce fatalities during the periods.



Recommendations

From the fatality statistics, the target of 1,440 fatalities by the year 2016 under the Road

Safety Strategy III was not met when gauged against the 2,084 fatalities recorded in

2016. More intensified actions are required in some of the regions, particularly in

Ashanti, Greater Accra, Brong Ahafo, Eastern and Central regions, in order to further

reduce road traffic fatalities in the country.

It is also recommended that:

The safety effects of the various types of speed calming measures on the road networks

should be evaluated to establish their cost-effectiveness.

Road safety education, engineering measures and enforcement of traffic laws and

regulations must also be integrated to have maximum effect in reducing the high spate

of crashes on the roads in Ghana.

Enforcement of seat-belt wearing by bus and car occupants, helmet wearing by motor-

cycle riders and their passengers and drunk/drugged driving must be carried out on

sustained basis.

Concerted efforts should be directed at blackspots improvements on the highways,

particularly for the highway sections passing through settlements. Further evaluation

studies should be carried out to establish the extent to which the Nsawam and Nkawkaw

by-passes have improved road safety.

Efforts should also be intensified with road safety inspections and then safety auditing of

all major road projects to ensure that safety is consciously built into the road facilities.

Special attention should be given to pedestrian and motorcyclist safety in Ghana.

Research on risk factors of road traffic crashes is needed to provide useful information

for planning, policy interventions and project appraisals.



1.0 THE NATIONAL ROAD TRAFFIC CRASH AND

CASUALTY SITUATION



Table1.1 Changes in National Traffic Fatality Indices

Year All Crashes

All

Casualties Fatalities

Estimated

Population

(X106)

Registered

Vehicles

Fatalities

per 10,000

Vehicles

Fatalities

per 100,000

Population

Fatalities

per 100

Casualties

Fatalities

per 100

Crashes

1991 8370 9693 920 14.821 132051 69.67 6.21 9.5 11.0

1992 6922 10030 914 15.222 137966 66.25 6.00 9.1 13.2

1993 6467 8578 901 15.634 157782 57.10 5.76 10.5 13.9

1994 6584 8488 824 16.056 193198 42.65 5.13 9.7 12.5

1995 8313 10132 1026 16.491 234962 43.67 6.22 10.1 12.3

1996 8488 10952 1049 16.937 297475 35.26 6.19 9.6 12.4

1997 9918 11448 1015 17.395 340913 29.77 5.84 8.9 10.2

1998 10996 13205 1419 17.865 393255 36.08 7.94 10.7 12.9

1999 8763 11439 1237 18.349 458182 27.00 6.74 10.8 14.1

2000 11087 13747 1437 18.845 511063 28.12 7.63 10.5 13.0

2001 11293 14838 1660 19.328 567780 29.24 8.59 11.2 14.7

2002 10715 15077 1665 19.811 613153 27.15 8.40 11.0 15.5

2003 10542 16185 1716 20.508 643824 26.65 8.37 10.6 16.3

2004 12175 18445 2186 21.093 703372 31.08 10.36 11.9 18.0

2005 11320 15813 1779 21.694 767067 23.19 8.20 11.3 15.7

2006 11668 16348 1856 22.294 841314 22.06 8.33 11.4 15.9

2007 12038 16416 2043 22.911 922748 22.14 8.92 12.4 17.0

2008 11214 16455 1938 23.544 942000 20.57 8.23 11.8 17.3

2009 12299 18496 2237 24.196 1030000 21.72 9.25 12.1 18.2

2010 11506 16904 1986 24.865 1122722 17.69 7.99 11.7 17.3

2011 10887 16219 2199 25.099 1225754 17.94 8.76 13.6 20.2

2012 12083 15241 2240 25.510 1532080 14.62 8.78 14.7 18.5

2013 9200 12509 1898 26.004 1708958 11.11 7.30 15.2 20.6

2014 9152 12863 1836 26.505 1885836 9.74 6.93 14.3 20.1

2015 9796 12367 1802 26.942 2062714 8.74 6.69 14.6 18.4

2016 8651 12522 2084 27.424 2256180 9.24 7.60 16.6 24.1



Table 1.2 National Trends in Traffic Crashes and Casualties a) Crashes

b) Casualties

Year All Crashes Index

Fatal

Crashes Index

Injury

Crashes Index

Damage

Only Index

1991 8370 100.0 724 100.0 4866 100.0 3504 100.0

1992 6922 82.7 717 99.0 4515 92.8 2407 68.7

1993 6467 77.3 704 97.2 4119 84.6 2348 67.0

1994 6584 78.7 632 87.3 4088 84.0 2496 71.2

1995 8313 99.3 813 112.3 4897 100.6 3416 97.5

1996 8488 101.4 830 114.6 4964 102.0 3524 100.6

1997 9918 118.5 864 119.3 5634 115.8 4284 122.3

1998 10996 131.4 1127 155.7 6370 130.9 4626 132.0

1999 8763 104.7 979 135.2 5303 109.0 3460 98.7

2000 11087 132.5 1092 150.8 6429 132.1 4658 132.9

2001 11293 134.9 1257 173.6 6831 140.4 4462 127.3

2002 10715 128.0 1245 172.0 6593 135.5 4122 117.6

2003 10542 125.9 1327 183.3 6849 140.8 3693 105.4

2004 12175 145.5 1600 221.0 7952 163.4 4223 120.5

2005 11320 135.2 1388 191.7 7025 144.4 4295 122.6

2006 11668 139.4 1419 196.0 7137 146.7 4531 129.3

2007 12038 143.8 1622 224.0 7533 154.8 4505 128.6

2008 11214 134.0 1647 227.5 7314 150.3 3900 111.3

2009 12299 146.9 1790 247.2 8188 168.3 4111 117.3

2010 11506 137.5 1686 232.9 7629 156.8 3877 110.6

2011 10886 130.1 1737 239.9 7320 150.4 3566 101.8

2012 12083 144.4 1909 263.7 7770 159.7 4313 123.1

2013 9200 109.9 1568 216.6 6078 124.9 3122 89.1

2014 9152 109.3 1520 209.9 6417 131.9 2735 78.1

2015 9796 117.0 1588 219.3 6521 134.0 3275 93.5

2016 8651 103.4 1708 235.9 6130 126.0 2521 71.9

All 260446 33493 164472 95974



1.3 TRENDS IN FATALITIES Table 1.3.1 Annual Distribution of Fatalities by Road Environment

Table 1.3.2 Annual Distribution of Fatalities by Road User Class

Year

All

Casualties Index Killed Index

Seriously

Injured Index

Slightly

Injured Index

1991 9693 100.0 920 100.0 3416 100.0 5357 100.0

1992 10030 103.5 914 99.3 3889 113.8 5227 97.6

1993 8578 88.5 901 97.9 2989 87.5 4688 87.5

1994 8488 87.6 824 89.6 2966 86.8 4698 87.7

1995 10132 104.5 1026 111.5 3653 106.9 5453 101.8

1996 10952 113.0 1049 114.0 3815 111.7 6088 113.6

1997 11448 118.1 1015 110.3 3852 112.8 6581 122.8

1998 13205 136.2 1419 154.2 4706 137.8 7080 132.2

1999 11439 118.0 1237 134.5 4221 123.6 5981 111.6

2000 13747 141.8 1437 156.2 5180 151.6 7130 133.1

2001 14838 153.1 1660 180.4 5210 152.5 7968 148.7

2002 15077 155.5 1665 181.0 5741 168.1 7671 143.2

2003 16185 167.0 1716 186.5 5960 174.5 8509 158.8

2004 18445 190.3 2186 237.6 6222 182.1 10037 187.4

2005 15813 163.1 1779 193.4 5138 150.4 8896 166.1

2006 16348 168.7 1856 201.7 5882 172.2 8610 160.7

2007 16416 169.4 2043 222.1 6287 184.0 8086 150.9

2008 16469 169.9 1938 210.7 5809 170.1 8722 162.8

2009 18496 190.8 2237 243.2 6242 182.7 10017 187.0

2010 16904 174.4 1986 215.9 5713 167.2 9205 171.8

2011 16219 167.3 2199 239.0 5663 165.8 8357 156.0

2012 15241 157.2 2240 243.5 5748 168.3 7253 135.4

2013 12509 129.1 1898 206.3 4611 135.0 6000 112.0

2014 12863 132.7 1836 199.6 5153 150.8 5874 109.7

2015 12367 127.6 1802 195.9 4905 143.6 5660 105.7

2016 12522 129.2 2084 226.5 5237 153.3 5201 97.1

All 354424 41867 128208 184349

Urban

Non-

urban Total

1991 266 644 910

1992 317 587 904

1993 299 596 895

1994 287 523 810

1995 438 587 1025

1996 401 647 1048

1997 386 627 1013

1998 519 894 1413

1999 396 840 1236

2000 504 1072 1576

2001 521 1136 1657

2002 512 1149 1661

2003 528 1203 1731

2004 642 1530 2172

2005 573 1210 1783

2006 610 1246 1856

2007 788 1253 2041

2008 605 1333 1938

2009 681 1556 2237

2010 677 1309 1986

2011 668 1531 2199

2012 936 1304 2240

2013 675 1223 1898

2014 662 1174 1836

2015 741 1061 1802

2016 833 1251 2084

Total 14465 27486 41951

% 34.5 65.5 100.0

Road Environment

Year



Table 1.3.3 Annual Distribution of Urban Fatalities by Road User Class

Table 1.3.4 Annual Distribution of Non-Urban Fatalities by Road User Class

Ped Car HGV/LGV

Bus/Mini

Bus M/cycle Pick-up Cycle Other Total

1991 423 85 106 177 16 45 28 17 897

1992 388 126 83 215 18 23 43 12 908

1993 404 93 118 186 11 29 35 18 894

1994 367 81 91 180 18 41 22 17 817

1995 488 95 87 232 21 34 40 19 1016

1996 461 115 130 197 15 47 44 32 1041

1997 491 107 111 181 28 48 30 10 1006

1998 630 137 150 328 29 55 63 24 1416

1999 528 142 111 281 35 50 60 10 1217

2000 662 207 189 314 42 72 62 13 1561

2001 757 182 146 399 44 41 59 31 1659

2002 681 202 171 421 48 57 69 16 1665

2003 724 218 228 341 53 47 91 16 1718

2004 869 246 235 556 100 53 100 14 2173

2005 733 242 200 317 109 76 92 13 1782

2006 770 206 270 382 94 34 84 16 1856

2007 880 212 213 414 182 36 85 16 2038

2008 855 274 184 282 170 45 111 13 1934

2009 938 283 193 466 192 53 92 20 2237

2010 853 271 159 325 210 55 91 22 1986

2011 898 251 168 427 313 46 80 16 2199

2012 930 247 182 432 325 38 78 8 2240

2013 726 218 174 329 323 29 55 44 1898

2014 712 191 113 321 356 27 81 35 1836

2015 831 189 106 229 323 27 60 37 1802

2016 824 222 99 364 437 47 69 22 2084

Total 17823 4842 4017 8296 3512 1155 1724 511 41880

% 42.6 11.6 9.6 19.8 8.4 2.8 4.1 1.2 100.0

Year

Road User Class

Ped Car HGV

Bus/Mini


1991 195 17 21 10 5 7 10 1 266

1992 217 17 12 32 7 9 20 1 315

1993 192 25 13 39 7 4 12 4 296

1994 195 15 11 36 11 5 10 3 286

1995 287 34 16 43 11 11 24 6 432

1996 249 45 24 38 11 10 16 6 399

1997 253 35 27 21 16 12 11 4 379

1998 349 34 27 52 14 14 28 5 523

1999 249 27 12 37 22 18 28 1 394

2000 310 64 23 38 19 16 26 3 499

2001 339 49 26 54 23 6 19 5 521

2002 306 50 31 51 27 20 21 6 512

2003 326 55 35 50 19 11 26 4 526

2004 359 68 34 75 57 11 35 3 642

2005 292 57 34 74 59 16 35 5 572

2006 348 59 46 68 47 7 31 4 610

2007 441 62 48 92 91 12 39 2 787

2008 357 77 18 34 67 6 43 3 605

2009 406 81 26 57 68 12 31 0 681

2010 372 83 38 48 88 7 38 3 677

2011 383 40 36 65 103 12 21 8 668

2012 508 58 24 121 141 7 37 5 901

2013 354 70 41 48 125 5 25 7 675

2014 366 54 17 39 134 8 37 7 662

2015 454 52 24 34 131 4 29 10 738

2016 391 73 31 138 154 18 24 4 833

Total 8498 1301 695 1394 1457 268 676 110 14399

% 59.0 9.0 4.8 9.7 10.1 1.9 4.7 0.8 100.0

Year

Road User Class



Table 1.3.5 Annual Distribution of Fatalities by Age Group

Table 1.3.6 Annual Distribution of Fatalities by Sex

Ped Car HGV

Bus/Mini


1991 224 66 85 164 11 37 18 17 622

1992 169 109 71 176 10 14 23 11 583

1993 208 68 105 145 4 25 23 14 592

1994 171 66 78 133 7 36 12 14 517

1995 201 61 71 189 9 23 16 13 583

1996 212 69 106 159 4 37 28 26 641

1997 237 72 84 160 12 36 18 6 625

1998 281 103 123 276 15 41 35 19 893

1999 278 115 99 244 13 32 32 9 822

2000 351 143 166 276 23 56 35 10 1060

2001 416 133 120 345 21 35 39 26 1135

2002 375 152 139 368 21 37 48 9 1149

2003 395 163 193 291 34 36 65 12 1189

2004 510 178 201 481 42 42 65 11 1530

2005 440 185 166 243 50 60 57 8 1209

2006 421 147 224 314 47 27 53 12 1245

2007 437 150 165 322 91 24 46 13 1248

2008 498 197 166 248 103 39 68 10 1329

2009 532 202 167 409 124 41 61 20 1556

2010 481 188 121 277 122 48 53 19 1309

2011 515 211 132 362 210 34 59 8 1531

2012 496 161 132 280 186 29 38 27 1349

2013 372 148 133 281 198 24 30 37 1223

2014 346 137 96 282 222 19 44 28 1174

2015 377 137 82 194 192 23 31 27 1063

2016 433 149 68 226 283 29 45 18 1251

Total 9376 3510 3293 6845 2054 884 1042 424 27428

% 34.2 12.8 12.0 25.0 7.5 3.2 3.8 1.5 100.0

Year

Road User Class

0-5 6-15 16-25 26-35 36-45 46-55 56-65 Over 65 Total

1991 65 136 109 138 102 54 34 23 661

1992 50 112 89 172 91 58 55 27 654

1993 49 121 101 134 83 64 44 22 618

1994 50 113 98 124 90 45 42 24 586

1995 60 139 128 152 112 61 48 38 738

1996 67 139 134 160 109 61 70 30 770

1997 44 134 137 188 112 70 47 42 774

1998 58 153 175 224 146 95 61 47 959

1999 63 161 160 203 170 85 77 50 969

2000 72 188 233 301 196 117 62 49 1218

2001 80 179 259 298 282 137 105 65 1405

2002 85 200 230 337 237 149 96 76 1410

2003 113 203 264 359 241 122 99 61 1462

2004 116 272 357 444 280 191 132 83 1875

2005 120 184 276 375 273 138 101 82 1549

2006 124 201 260 363 266 146 108 69 1537

2007 109 214 369 579 379 191 120 81 2042

2008 136 218 310 528 329 177 138 102 1938

2009 130 250 388 609 383 222 141 109 2232

2010 136 217 269 577 379 184 129 95 1986

2011 126 212 365 658 400 209 126 103 2199

2012 113 170 335 661 441 236 159 106 2221

2013 97 148 315 531 359 188 149 110 1897

2014 102 138 353 505 323 194 121 100 1836

2015 113 137 305 476 364 185 114 108 1802

2016 115 167 332 564 390 239 162 115 2084

Total 2393 4506 6351 9660 6537 3618 2540 1817 37422

% 6.4 12.0 17.0 25.8 17.5 9.7 6.8 4.9 100.0

Year

Age Group



1.4: TRENDS IN CASUALTIES Table 1.4.1: Annual Distribution of Casualties by Road User Class

Table 1.4.2: Annual Distribution of Urban Casualties by Road User Class

Male Female Total

1991 642 273 915

1992 647 253 900

1993 662 210 872

1994 616 196 812

1995 708 290 998

1996 744 280 1024

1997 728 273 1001

1998 1013 381 1394

1999 887 315 1202

2000 1091 441 1532

2001 1193 441 1634

2002 1175 480 1655

2003 1280 437 1717

2004 1568 587 2155

2005 1292 463 1755

2006 1348 492 1840

2007 1554 489 2043

2008 1448 490 1938

2009 1655 582 2237

2010 1511 475 1986

2011 1695 504 2199

2012 1729 511 2240

2013 1449 449 1898

2014 1454 382 1836

2015 1418 384 1802

2016 1635 449 2084

Total 31142 10527 41669

% 74.7 25.3 100.0

Sex

Year

Ped Car HGV/LGV

Bus/Mini


1991 2673 1937 865 2706 258 683 286 89 9497

1992 2359 2009 696 3554 229 648 310 54 9859

1993 2210 1718 612 2922 239 401 283 62 8447

1994 2193 1683 579 2913 221 472 249 78 8388

1995 2754 1828 758 3557 242 488 303 64 9994

1996 2869 1826 1002 2858 277 587 298 116 9833

1997 3060 2019 719 4163 338 614 328 82 11323

1998 3407 2138 893 4925 405 842 394 98 13102

1999 2693 1940 849 4544 378 542 341 73 11360

2000 3627 2886 1121 5200 456 754 394 75 14513

2001 3656 2965 1105 5488 446 553 416 162 14791

2002 3438 2985 1250 5998 428 511 403 62 15075

2003 3508 3092 1563 6485 549 501 451 98 16247

2004 4015 3399 1662 7305 785 572 521 93 18352

2005 3623 2921 1311 6126 704 603 455 70 15813

2006 3887 2849 1585 6172 713 518 468 157 16349

2007 3939 3125 1287 5989 987 567 424 75 16393

2008 3634 3262 1771 5551 1135 606 416 67 16442

2009 4056 3899 1440 6756 1247 668 344 70 18480

2010 3707 3630 1369 5777 1345 695 299 82 16904

2011 3346 3522 1204 5594 1573 623 280 77 16219

2012 3586 3072 1108 4931 1749 461 285 49 15241

2013 2546 2829 1027 3629 1648 397 216 217 12509

2014 2761 2594 731 3996 1837 426 248 270 12863

2015 3016 2573 752 3342 1833 483 200 168 12367

2016 2701 2473 683 3757 2066 505 214 123 12522

Total 83264 69174 27942 124238 22088 14720 8826 2631 352883

% 23.6 19.6 7.9 35.2 6.3 4.2 2.5 0.7 100.0

Year

Road User Class



Table 1.4.3: Annual Distribution of Non-Urban Casualties by Road User Class

Table 1.4.4: Annual Distribution of Casualties by Age Group

Ped Car HGV

Bus/Mini


1991 1936 767 150 451 182 170 181 27 3864

1992 1692 743 178 758 170 190 195 16 3942

1993 1488 681 124 560 171 103 173 19 3319

1994 1536 781 104 657 170 135 164 22 3569

1995 2087 919 182 1076 191 196 223 29 4903

1996 2166 940 227 1048 212 177 197 32 4999

1997 2260 976 171 1024 244 180 222 36 5113

1998 2527 986 205 1210 306 186 265 27 5712

1999 1836 852 157 1057 280 137 200 23 4542

2000 2539 1230 274 1162 331 186 277 30 6029

2001 2397 1316 182 1406 332 154 275 46 6108

2002 2359 1433 273 1574 316 170 246 24 6395

2003 2318 1269 332 1467 392 195 264 40 6277

2004 2567 1442 223 1628 573 163 291 34 6921

2005 2330 1243 330 1571 493 140 270 23 6400

2006 2548 1393 384 1769 506 154 260 54 7068

2007 2681 1660 333 1756 681 183 297 16 7607

2008 2174 1389 349 1348 687 143 225 29 6344

2009 2481 1847 338 1703 739 237 170 18 7533

2010 2340 1736 314 1533 828 245 171 26 7193

2011 1978 1519 295 1481 798 206 116 33 6426

2012 2370 1552 232 1864 1022 161 162 82 7445

2013 1624 1378 267 985 917 152 117 58 5498

2014 1781 1286 175 1224 1002 160 132 89 5849

2015 2027 1275 226 1103 1051 156 121 49 6008

2016 1621 1181 209 1245 1110 197 115 32 5710

Total 55663 31794 6234 32660 13704 4476 5329 914 150774

% 36.9 21.1 4.1 21.7 9.1 3.0 3.5 0.6 100.0

Year

Road User Class

Ped Car HGV

Bus/Mini


1991 726 1157 709 2129 75 497 105 62 5460

1992 661 1256 517 2627 57 444 114 37 5713

1993 714 1030 482 2279 65 295 109 43 5017

1994 651 897 468 2173 50 337 84 56 4716

1995 664 906 576 2390 50 290 80 35 4991

1996 701 882 768 2766 63 410 101 84 5775

1997 793 1043 548 3115 94 423 105 46 6167

1998 878 1151 688 3715 99 656 129 71 7387

1999 854 1083 692 3474 98 405 140 50 6796

2000 1087 1653 847 4026 125 568 116 45 8467

2001 1253 1642 923 4080 114 395 139 116 8662

2002 1077 1552 974 4410 111 340 157 34 8655

2003 1184 1823 1231 5018 157 306 187 58 9964

2004 1446 1955 1436 5677 210 409 230 60 11423

2005 1292 1678 981 4555 209 463 185 47 9410

2006 1338 1456 1201 4403 207 364 207 103 9279

2007 1255 1465 954 4233 306 384 127 59 8783

2008 1460 1873 1422 4203 448 463 191 38 10098

2009 1575 2052 1102 5053 508 431 174 52 10947

2010 1367 1894 1055 4244 517 450 128 56 9711

2011 1368 2003 909 4113 775 417 164 44 9793

2012 1122 1565 610 2918 741 269 103 181 7509

2013 922 1451 760 2644 731 245 99 159 7011

2014 980 1308 556 2772 837 266 116 179 7014

2015 989 1298 526 2231 782 327 78 117 6348

2016 1080 1292 474 2512 956 308 99 91 6812

Total 27437 37365 21409 91760 8385 10162 3467 1923 201908

% 13.6 18.5 10.6 45.4 4.2 5.0 1.7 1.0 100.0

Year

Road User Class



Table 1.4.5 Annual Distribution of Casualties By Road Environment

Table 1.4.6 Annual Distribution of Casualties by Sex

0-5 6-15 16-25 26-35 36-45 46-55 56-65 Over 65 Total

1991 238 844 1796 2266 1248 735 313 141 7581

1992 207 838 1817 2396 1420 742 340 127 7887

1993 230 764 1568 2033 1264 643 300 138 6940

1994 194 762 1493 2001 1310 629 312 125 6826

1995 233 819 1814 2303 1572 769 357 170 8037

1996 247 885 1932 2423 1575 705 412 172 8351

1997 210 910 2114 2740 1666 811 395 194 9040

1998 222 1010 2469 3020 1929 1013 535 227 10425

1999 190 832 1947 2784 1750 826 414 187 8930

2000 284 1050 2680 3429 2161 1072 561 246 11483

2001 298 1098 2831 3696 2422 1088 579 267 12279

2002 318 1114 2728 3595 2376 1217 526 280 12154

2003 403 1120 2831 3794 2486 1237 611 314 12796

2004 422 1198 3078 4123 2554 1442 635 320 13772

2005 453 1040 2508 3480 2158 1135 515 301 11590

2006 429 1068 2651 3533 2209 1163 556 317 11926

2007 383 1311 3553 5520 3212 1484 626 321 16410

2008 535 1269 3591 5655 3066 1355 623 360 16454

2009 531 1362 3633 6470 3521 1734 759 355 18365

2010 525 1179 3379 5874 3311 1583 692 361 16904

2011 402 1058 3088 5728 3409 1583 619 332 16219

2012 354 959 2844 5119 3194 1570 780 328 15148

2013 311 677 2487 4402 2521 1189 621 295 12503

2014 354 825 2587 4198 2711 1286 596 306 12863

2015 358 770 2367 3986 2674 1216 657 339 12367

2016 351 750 2429 3875 2738 1386 667 326 12522

Total 8682 25512 66215 98443 60457 29613 14001 6849 309772

% 2.8 8.2 21.4 31.8 19.5 9.6 4.5 2.2 100.0

Year

Age Group



Table 1.5: Vehicle Type Involved in Crashes

Urban

Non-

urban Total Male Female Total

1991 4007 5618 9625 1991 6306 3056 9362

1992 4144 5804 9948 1992 6431 3125 9556

1993 3415 5096 8511 1993 5674 2631 8305

1994 3645 4770 8415 1994 5454 2636 8090

1995 5025 5072 10097 1995 6418 3186 9604

1996 5095 5835 10930 1996 7017 3201 10218

1997 5208 6220 11428 1997 7279 3456 10735

1998 5774 7424 13198 1998 8605 3890 12495

1999 4594 6835 11429 1999 7513 3100 10613

2000 6135 8515 14650 2000 9413 4245 13658

2001 6133 8679 14812 2001 9776 4314 14090

2002 6395 8655 15050 2002 9853 4750 14603

2003 6302 10006 16308 2003 10509 4965 15474

2004 6921 11423 18344 2004 12145 5410 17555

2005 6409 9425 15834 2005 10266 4569 14835

2006 7074 9284 16358 2006 10620 4907 15527

2007 7611 8802 16413 2007 11394 5021 16415

2008 6354 10115 16469 2008 11280 5198 16478

2009 7535 10961 18496 2009 12724 5763 18487

2010 7193 9711 16904 2010 11806 5098 16904

2011 6426 9793 16219 2011 11573 4646 16219

2012 6512 6445 12957 2012 11104 4137 15241

2013 5498 7011 12509 2013 9085 3424 12509

2014 5849 7014 12863 2014 9465 3398 12863

2015 6023 6344 12367 2015 9133 3234 12367

2016 5710 6812 12522 2016 9269 3253 12522

Total 150987 201669 352656 Total 240112 104613 344725

% 42.8 57.2 100.0 % 69.7 30.3 100.0

Year

Road Environment

Year

Sex

Car HGV

Bus/Mini

Bus M/cycle Pick-up Bicycle Other Total

1991 6544 1283 288 311 795 442 134 9797

1992 4921 1081 2381 258 731 402 113 9887

1993 4721 976 2356 279 637 359 114 9442

1994 4728 1116 2585 260 708 305 115 9817

1995 6410 1440 3145 288 929 359 123 12694

1996 6485 1418 3419 337 1004 358 157 13178

1997 7258 1741 4291 435 1154 388 152 15419

1998 8011 1772 4839 470 1335 491 178 17096

1999 6146 1522 3708 436 1046 426 165 13449

2000 9270 1853 4705 539 1208 498 225 18298

2001 8852 1740 4607 518 1175 470 262 17624

2002 8314 2089 4312 469 1082 478 114 16858

2003 7696 2193 4326 616 986 562 154 16533

2004 8904 2598 4849 792 1172 613 163 19091

2005 8277 2283 4410 860 1181 562 153 17726

2006 8391 2636 4696 828 1137 559 403 18650

2007 8809 2610 4777 1063 1267 487 128 19141

2008 7932 2648 4305 1210 1145 449 239 17928

2009 9145 2662 4772 1345 1334 373 232 19863

2010 8680 2508 4192 1377 1270 322 235 18584

2011 8172 2491 3692 1641 1160 288 253 17697

2012 8983 2697 3991 1838 1229 302 258 19298

2013 7210 1787 2760 1654 887 227 525 15050

2014 6860 1716 2800 1853 889 264 513 14895

2015 7515 1878 2893 1928 1058 204 469 15945

2016 6153 1825 2625 1976 933 225 305 14042

Total 194387 50563 95724 23581 27452 10413 5882 408002

% 47.6 12.4 23.5 5.8 6.7 2.6 1.4 100.0

Year

Vehicle Type in Accidents

ministry of transport - national road safety commission · safety commission (nrsc) of the ministry...

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