2009 Cambodia Road Crash and Victim Information System (RCVIS)

8/3/2019 2009 Cambodia Road Crash and Victim Information System (RCVIS)

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Cambodia Road Crash and Victim Information System

A N N U A L R E P O R T

Ministry of Interior Ministry of Health Handicap International BelgiumMinistry of Public Works

and Transport

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Cambodia Road Crash and Victim Information SystemAnnual Report 2009

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Table of Contents

Table of Contents ...................................................................................................................................................... iList of Figures .......................................................................................................................................................... iii

Abbreviations ........................................................................................................................................................... ivForeword ................................................................................................................................................................... vNote from the Ministry of Public Work and Transport and National Road Safety Committee .......................... vNote from the Minister of Health ...................................................................................................................... viNote from the Ministry of Interior .................................................................................................................... viiNote from World Health Organization ............................................................................................................ viiiNote from Handicap International Belgium ...................................................................................................... ix

Executive Summary.................................................................................................................................................. x

Key figures ................................ ......................................... ........................................ ....................................... xRecommendations .......................................................................................................................................... xii

I. Introduction ............................................................................................................................................................1II. Data Source...........................................................................................................................................................2III. Main evolution of data .........................................................................................................................................3IV. General Figures ...................................................................................................................................................6

IV.1 Regional and National Comparisons ................................ ......................................... ................................6IV.2 Victim Information ......................................................................................................................................7IV.2.1 Age ...................................................................................................................................................8IV.2.2 Gender .............................................................................................................................................9IV.2.3 Occupation .................................................................................................................................... 10IV.2.4 Type of road user .......................................................................................................................... 11IV.2.5 Transfer to hospital ....................................................................................................................... 12IV.2.6 Severity of injuries ............................... ...................................... .......................................... .......... 13IV.2.7 Nature of injuries ........................................................................................................................... 14IV.2.8 Seatbelt ......................................................................................................................................... 14

IV.3 Crash information ................................................................................................................................... 15IV.3.1 Hit and Run ................................................................................................................................... 15IV.3.2 Type of collision ............................................................................................................................ 15IV.3.3 Type of road .................................................................................................................................. 17IV.3.4 Characteristic of road .................................................................................................................... 18IV.3.5 Urban/rural area ............................................................................................................................ 19

IV.4 Vehicle involved Information .................................................................................................................. 19IV.4.1 Type of vehicle involved................................................................................................................ 19IV.4.2 Manoeuvre of vehicle .................................................................................................................... 20IV.4.3 Characteristics of vehicle .............................................................................................................. 20

IV.5 Causes of crashes .................................................................................................................................. 21V. Motorbike riders and helmet wearing ............................................................................................................. 23VI. Speed related .................................................................................................................................................... 29VII. Drunk Driving................................................................................................................................................... 34VIII. Pedestrians ..................................................................................................................................................... 39IX. Blackspot .......................................................................................................................................................... 44

IX.1 Phnom Penh ........................................................................................................................................... 44IX.2 Kampong Cham...................................................................................................................................... 44IX.3 Kandal .................................................................................................................................................... 46IX.4 Siem Reap .............................................................................................................................................. 48

Tables ..................................................................................................................................................................... 491. Evolution of data during the years ............................................................................................................. 492. Trend of population, registered vehicles, and fatalities by years ................................. .............................. 513. Number of fatalities by national roads and years ...................................................................................... 514. Number of fatalities per kilometre by national roads and years ................................................................ 515. Number of fatalities in the whole country by month category and years ................................................... 526. Number of fatalities in Phnom Penh by month category and years. ......................................................... 527. Number of fatalities in Phnom Penh by district and years. ........................................................................ 528. Number of fatalities by age category and years. ....................................................................................... 539. Number of fatalities by type of transportation and years ........................................................................... 5310. Number of casualties by time category and severity of injury - 2009 ...................................................... 54


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11. Number of fatalities by time and month category - 2009 ......................................................................... 5512. Number of fatalities by time category and type of transportation - 2009 ................................................. 5613. Number of casualties by month category and severity of injury - 2009 .................................. ................. 5614. Number of casualties by type of transportation, severity of injury and age category - 2009 ................... 5715. Number of fatalities by type of transportation, gender and age category - 2009 .................................... 58

16. Number of fatalities by type of transportation, road user and age category - 2009 ................................ 5917. Number of casualties by type of transportation, gender and severity of injury - 2009 ............................ 6018. Number of casualties by type of transportation, severity of injury and month category - 2009 ............... 6119. Number of casualties by occupation, severity of injury and month category - 2009 ............................... 6220. Number of casualties by occupation, severity of injury and age category - 2009 ................................... 6321. Number of casualties by occupation, type of road user and age category - 2009 .................................. 6422. Number of casualties by occupation, severity of injury and type of transportation - 2009 ...................... 6523. Number of casualties by occupation, type of road user and severity of injury - 2009 ............................. 6624. Number of casualties by province and severity of injury - 2009 .............................................................. 6725. Number of fatalities by province and month category - 2009 .................................................................. 6826. Number of fatalities by province and age category - 2009 ...................................................................... 6927. Number of fatalities by province and type of transportation - 2009 ......................................................... 7028. Number of fatalities by province and human error - 2009 ....................................................................... 7129. Number of fatalities by province and years 2006-2009 ........................................................................... 72

30. Data collection forms ............................................................................................................................... 7331. Feedback form ......................................................................................................................................... 76

Glossary ................................................................................................................................................................. 77References ............................................................................................................................................................. 80Contacts ................................................................................................................................................................. 81


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List of Figures

Figure 1: RCVIS data collection flow in 2009 .............................................................................................................1Figure 2: Percentage of injured and fatalities reported to RCVIS by traffic police and health facilities 2009 .........2

Figure 3: Number of health centers, hospitals and district traffic police reported to RCVIS by provinces .................2Figure 4: Evolution of road fatalities, population and vehicles in Cambodia, 1998 2009 (base 100 = 1998) .........3 Figure 5: Fatality rates in Cambodia 1998 2009 and its target for 2010 and 2020 (1) ...................................... ......3Figure 6: Fatality rates per 10,000 registered two-wheeler and four-wheeler (2), 20072009 ..................................4Figure 7: Number of fatalities on main national road network, 20072009 ...................................... ..........................4Figure 8: The evolution of the numbers of fatalities by main holidays, 20072009 ...................................................5Figure 9 The evolution of the numbers of fatalities by month, 2007 2009 ..............................................................5 Figure 10: Fatality rates comparisons between selected countries in Asia 2009 ................................................6Figure 11: Number of fatalities by province 2009 ................................. ......................................... ..........................6Figure 12: Number of fatalities by district in Phnom Penh, 20072009 .....................................................................7Figure 13: Breakdown of casualties by severity of injury, 20062009 .......................................................................7Figure 14: Breakdown of road crash cost by severity of injury in 2009 ...................................... ................................7Figure 15: Breakdown of fatalities by age category, 2007 2009 ..............................................................................8Figure 16: Age pyramid of fatalities by daytime and nighttime 2009 ................................ .......................................8

Figure 17: Percentage injured and fatalities aged between 0-14 by type of transport 2009 ...................................9Figure 18: Number of fatalities by gender different age categories 2009 ............................................................9Figure 19: Percentage of casualties by gender caused by human error 2009 .................................................... 10Figure 20: Percentage of injured and fatalities by occupation 2009 ...................................... ............................. 10Figure 21: Number of fatalities by type of transportation, 2007 2009 ................................................................... 11Figure 22: Percentage of casualties by road user type and sever ity of injury 2009 .................................... ......... 11Figure 23: Percentage of casualt ies by type of transport for different age categories 2009 ................................ 12Figure 24: Duration to arrive at the hospital in Phnom Penh versus provinces 2009 .......................................... 12Figure 25: Percentage of casualties by severity of injury 2009 ............................................................................ 13Figure 26: Percentage of casualties by severity of injuries and time category 2009 ........................................... 13 Figure 27: Percentage of casualties by category of nature of injuries 2009 ........................................................ 14 Figure 28: Percentage of 4-wheeler driver casualties wearing seatbelt 2009 ..................................................... 14Figure 29: Percentage of 4-wheeler driver using seatbelt by severity of injury 2009 .................................. ......... 15Figure 30: Percentage of crashes and fatalities resulting from hit and runs, 20072009 ....................................... 15 Figure 31: Percentage of fatalities by type of collisions 2009 .............................................................................. 16Figure 32: Percentage of crash by type of collision and severity of crash 2009 .................................................. 16Figure 33: Percentage of crash by characteristic of road and type of collision 2009 .................................. ......... 17Figure 34: Percentage of crash by human error and type of collision 2009 .................................. ....................... 17Figure 35: Percentage of crash by type of road and human error 2009 .............................................................. 18 Figure 36: Percentage of crash and fatalities by characteristic of road 2009 ...................................................... 18 Figure 37: Percentage of crash by severity of crash and characteristic of road 2009 ......................................... 18 Figure 38: Percentage of crashes in urban and rural areas and types of collision 2009 ..................................... 19Figure 39: Estimated vehicles involved in crashes 2009...................................................................................... 19Figure 40: Percentage of vehicle involved by type of collision 2009 ................................ .................................... 20Figure 41: Percentage of vehicles involved in crash by maneuver of vehicle 2009 .................................... ......... 20Figure 42: Percentage of vehicles involved by characteristics of vehicle and severity of crash 2009 ................. 21Figure 43: Percentage of crash by cause of crashes 2009 .................................................................................. 21Figure 44: Percentage of crash and fatalities by caused by human error 2009 .................................. ................. 22Figure 45: Percentage of crashes during day vs. night caused by human error 2009 ...................................... ... 22Figure 46: Percentage of crashes by severity of crash and caused by human error 2009 ............................... ... 23Figure 47: Number of motorbike casualties by year and severity of injury 2009 ................................................. 23 Figure 48: Number of motorbike fatalities by day, 2007 2009 ............................ ....................................... ........... 23Figure 49: Number of motorbike driver casualties by age category and severity of injury 2009 ......................... 24 Figure 50: Number of motorbike casualties by province and severity of injury 2009 .................................. ......... 24Figure 51: Percentage of motorbike fatalities by time category 2009 .................................................................. 25 Figure 52: Percentage of motorbike fatalities that suffered from head injuries, 2007 2009 ................................. 25Figure 53: Percentage of motorcycle casualties by month category and helmet use 2009 ................................. 26Figure 54: Percentage of motorcycle casualties by helmet use and daytime and nighttime 2009 ...................... 26 Figure 55: Important locations for motorbike crashes and non-helmet wearing in Phnom Penh 2009 ............... 27 Figure 56: Important locations for motorbike crashes and not wearing helmet in the provinces 2009 ................ 28Figure 57: Number of casualties by severity of injury caused by Speed-related, 2006 2009 .............................. 29


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Figure 58: Percentage of fatality by time caused by Speed-related 2009............................................................ 29Figure 59: Number of fatalities by month category caused by Speed-related 2007 2009 ................................... 29 Figure 60: Percentage of casualties by day of week caused by Speed-related 2009 ......................................... 30 Figure 61: Percentage of fatalities by age and type of transportation caused by Speed-related 2009 ............... 30 Figure 62: Number of casualties by province and severity of injury caused by Speed-related 2009 .................. 31

Figure 63: Blackspot locations of fatalities caused by speed-related in Phnom Penh 2009 ............................. 32 Figure 64: Blackspot locations of fatalities caused by speed-related in the provinces 2009 ............................. 33Figure 65: Number of casualties by severity of injury caused by drunk driving 2009 .......................................... 34Figure 66: Percentage of fatalities by time caused by drunk driving 2009 ............................... ............................. 34Figure 67: Percentage of casualties by day and night caused by drunk driving 2009 .......................................... 34Figure 68: Percentage of casualties (injured and fatalities) in drunk driving crashes 2009 .................................. 35 Figure 69: Percentage of fatalities by age and type of transportation caused by drunk driving 2009 .................. 35 Figure 70: Number of casualties by province and severity of injury caused by drunk driving 2009 .................... 36 Figure 71: Blackspot location of fatalities caused by drunk driving in Phnom Penh 2009 ................................... 37Figure 72: Blackspot location of fatalities caused by drunk driving in the provinces 2009 .................................. 38 Figure 73: Number of pedestrian casualties by severity of injury, 20062009........................................................ 39 Figure 74: Number of pedestrian fatalities by time .................................................................................................. 39Figure 75: Number of pedestrian fatalities by month category, 20072009............................................................ 39Figure 76: Percentage of pedestrians injured and fatalities by age category 2009 ............................................. 40

Figure 77: Percentage of pedestrian fatalities by age category and location 2009 ............................................. 40Figure 78: Percentage of pedestrians injured and killed by human error 2009 ................................................... 41Figure 79: Number of pedestrian casualt ies by province and severity of injury 2009 ............................... ........... 41Figure 80: Blackspot locations for pedestrian casualties in Phnom Penh 2009 .................................................. 42Figure 81: Blackspot locations for pedestrian casualties in the Province 2009 ................................................... 43Figure 82: All blackspot locations in Phnom Penh 2009 ...................................................................................... 44 Figure 83: All blackspot locations in Kampong Cham 2009 ................................................................................. 45Figure 84: All blackspot locations in Kandal 2009 ................................ ......................................... ....................... 47Figure 85: All blackspot locations in Siem Reap 2009 ......................................................................................... 48

Abbreviations

ADB Asian Development BankASEAN Association of South-East Asian NationsAvg AverageGPS Global Positioning SystemHIB Handicap International BelgiumMoH Ministry of HealthMoI Ministry of InteriorNR National RoadNRSC National Road Safety CommitteeRCVIS Road Crash Victim and Information SystemWHO World Health Organization


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Foreword

Note from the Ministry of Public Work and Transport and National Road Safety Committee

As the national economy keeps growing, the volume of all modes of transports is also increasing every year. Theregistered vehicles, up to 2009, have reached almost 1,400,000. Since road users have understood limitedly theRoad Traffic Law, contributing to the causes of road crashes, road crash fatalities have increased almost double.On average, 05 persons are killed and another 55 injured every day, irrespective of orphans, widows and peoplewith disability left behind. Of which, they have affected the living hood of citizens, and have contributed negativeimpacts on poverty reduction policy of the Royal Government. Furthermore, road crashes have posed a burdenon financial status of the survived members.

To counteract with the current situation, Royal Government of Cambodia and National Road Safety Committeehave developed a five-year action plan in phase one 2006-2010 composed of 15 action points and in theprogress of developing ten-year action plan in phase two 2011-2020. The phase two action plan is particularlydifferentiated from the phase one because it is associated with Decade of Actions for Road Safety, in which it isa new strategy addressed in the international inter-ministerial meeting hosted in Moscow, Russia, on November2009 with the aims to prevent road crashes in an effective manner.

In the name of Royal Government and National Road Safety Committee, I would like to appreciate the high effortsand responsibilities of all relevant bodies, authority, non-government organizations and private sector, who arecontributing actively in developing the phase two national road safety action plan. We are, through thisdevelopment, trying with our existing resources to fight against the road crash battle, in which it is occurringalarmingly in Cambodia.

I would like to share the achievements, and highly appreciate the engagement from Handicap InternationalBelgium that has been helping and cooperating with Royal Government of Cambodia and National Road SafetyCommittee conducting traffic law awareness for road users with the aim to bring about change what is calledunruly toward rule and courteous behaviour on roads.

At last, I would like to call upon, particularly, road users to take part in preventing and minimizing road crashes byever obeying traffic law. Only a possibly vigorous engagement from road users can accomplish road crashprevention to the lowest level, which was stated in goal of ASEANs action plan.

Minister of Ministry of Public Work and Transportand Chairman of National Road Safety Committee

Tram Iv Toek


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Note from the Minister of Health

The Ministry of Health has collaborated with the Ministry of Interior, National Road Safety Committee, WorldHealth Organization and Handicap International Belgium to collect all road-crash related and other injury datafrom hospitals, health centers along the roads across Cambodia. The data has been analyzed and used to

develop this national report Road Crash and Victim Information System RCVIS, which will be disseminated tovarious national institutions and relevant NGOs. The analysis highlighted accurate information of crashes,fatalities, causes of injuries and so on.

Coming across the experiences from RCVIS and other injuries, which have been increasing alarmingly andaffecting public health, the Ministry of Health has been committed and further extended RCVIS to InjurySurveillance System (ISS) that is currently implemented in Hospitals and Health Centers.

Since road crashes remain high in its rate, the Ministry of Health has been vigorous in prevention of injuries androad crashes through public health education at national to grass root level focusing on health impacts caused byinjuries and road crashes, road traffic law and correct helmet wearing to sustain life. We are, particularly,improving medical emergency system to achieve a greater quality by equipping health facility and ambulanceswith medical equipments, and grounding health staffs and traffic police across the country in first aid skill, aimingat saving casualtys lives at the accident scenes before dispatching to hospitals.

The Ministry of Health will be fully committed to prevent road crashes and other injures in Cambodia, andcontinues collaborating with Ministry of Interior, National Road Safety Committee, World Health Organization andHandicap International Belgium on collecting road crash and injuries data for the high benefits of taking immediateinterventions and disseminating RCVIS and ISS report to the concerning bodies.

The Ministry of Health would like to thank to World Health Organization that have allocated both financial andtechnical support to the Ministry of Health for implementing its road safety activities to reduce fatalities, disabilitiesand injuries caused by road crashed and other injuries that impacts public health. It also thanks to HandicapInternational Belgium that have collaborated with the Ministry of Health on developing and analyzing the data fromroad crashes and injuries.

At last, I would like to wish all road users safety, and appeal for obeying traffic law altogether and wearing helmetsand seatbelts correctly any time on the roads.

Minister of Ministry of HealthHE Dr. Mom Bunheng


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Note from the Ministry of Interior

It is, comparing to vehicle volume, assumed that road crash has been decreased. However, the fatalities, injuriesand property damages remain serious.

General Commissariat of National Police, under the leading of Prime Minister Hun Sen and Ministry of Interior,has vigorously enforced and made awareness of Road Traffic Law across the nation.

Achievements accomplished from these efforts are the behavior change of road users to adhere the culture ofTraffic Law obeying, helmet wearing, rear vision mirrors and number plate installing, seatbelt sustaining, trafficsign obeying, vehicle technicality inspecting and so on. Speed-related and drink driving, the contributors to roadcrashes, meanwhile, are also forcefully prevented.

Education and awareness on traffic law and recommendations from the premier are conducted and disseminatedaccordingly by various channels. And in which, road safety related private sector such as good and passengertransport commercial, gas companies, driving schools, beverage companies and public have been motivated toobeying the traffic law and push forwards to achieve road safety.

A smooth cooperation between national and international stakeholders, in cash and in kind, is also strongly made,in which contributing to road safety improving in Cambodia.

The actions taken are significant components in reducing road crashes and improving traffic order, so as to gainpublic support. And, it is an evident of profound commitments with the sense of responsibility from GeneralCommissariat of National Police.

On behalf of the Management of General Commissariat of National Police, I would express a sincere appreciationtowards traffic police force and that towards national and international agencies, private sector and general publicwho have enthusiastically involved in achieving road safety.

General Commissariat of National Police would like to take this opportunity to appeal to the general public forobeying Traffic Law, adhering courtesy and saving lives to create safety for all.

General Commissioner of National PoliceGeneral, Neth Savoeun


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Note from World Health Organization

Deaths and injures caused by road traffic crashes is one of the major disease burdens in the world as reportedrecently in the WHO Global Status Report on Road Safety. Every year, over 1.27 million people die due to trafficaccidents and another 50 million people are injured. Road traffic casualties cover all age groups especially theyoung population and most of them are in developing countries.

In recent years, due to rapid economic growth and urbanization, the number of motor vehicles in Cambodia hasalso increased rapidly. Road traffic accidents leading to deaths and injuries are alarming and among the highestin this region. According to the Road Crash and Victim Information System (RCVIS) annual report, in 2009 therewere 1,717 people died and 19,139 injured from road traffic crashes. This means that more than 4 people die onthe road everyday.

WHO applauds the continued commitment of the Royal Government of Cambodia in road traffic safety in thecountry. WHO is working closely with relevant government counterparts and partners to develop programmes andactivities to reduce fatalities, injuries and diabilities caused by road traffic crashes. These include the NationalRoad Safety Committee (NRSC), Ministry of Health (MOH), Ministry of Interior (MOI), Ministry of Public Work andTransport (MPWT), the Ministry of Education, Youth and Sport (MoEYS), Handicap International Belgium (HIB),Cambodian Red Cross (CRC) and Japan International Coopertation Agency (JICA) and Global Road SafetyPartnership (GRSP).

In 2009, we have put efforts on capacity building, promote public awareness, and stringent enforcement onhelmet wearing, drink-driving, Speed-related, overloading, and other risk of factors. We start to see someimprovements. In 2009, the fatality rate per 10,000 registered vehicles has decreased from 15.1 to 12.3. Thehelmet wearing rate has increased significantly from 45% before enforcement date in January 2009 to 65% at theend of 2009.

For this, it is important to maintain reliable road accident data system to monitor trends, prioritize public healthissues, and setup effective measure for road safety interventions. We believe that the continuation of goodcoordination and collaboration across the government, development partners,, and civil society will lead to asuccessful results and more tangible outputs in reducing road traffic crashes in the country.

Finally, WHO is committed to provide continuous technical assistance to the Royal Government of Cambodia onroad safety programmes and the necessary interventions to ensure the achievement of national objectives andtargets for preventing road traffic fatalities, injuries and disabilities in Cambodia.


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Note from Handicap International Belgium

Road safety is a critical issue in Cambodia. The number of road crashes, fatalities and disabilities is still alarming.Over the last five years, the number of crashes increased by 217% and the number of fatalities almost doubled.Road crashes disproportionately affect the most vulnerable. Almost 90% of road crash casualties are motorbike

riders, pedestrians and bicyclists. Although the fatality rate per 10,000 registered vehicles has reduced, comparedto 2008, the absolute number of the fatalities and the rate per 100,000 inhabitants kept increasing. Based on theresearch study on the cost of road crashes, conducted by Handicap International Belgium with technical supportfrom the Institute of Mobility-Hasselt University in Belgium, road crashes in 2009 had an enormous impact on thesocial and economic welfare of Cambodia with an estimated annual cost of 248 million USD an increase of 135million USD compared to 2003.

Handicap International Belgium, together with our valuable partners the Ministry of Interior (MoI), Ministry ofHealth (MoH), National Road Safety Committee (NRSC) and World Health Organization (WHO) are proud topresent this RCVIS 2009 annual report. It has become a necessary reference for road safety plans, strategies,and has particularly contributed to the development of the 2011-2020 National Road Safety Action Plan. Thereport clearly highlight the evolution of the road crashes since 2004 and the main risk factors with relevantrecommendation on Speed-related, drink driving, vulnerable road users (motorbike riders, pedestrians, bicyclists)and high risk locations on the Cambodian road networks. The report also show the progress in the Cambodian

Road Safety interventions, especially the impacts of the law enforcement on helmet wearing, which contributed tothe reduction of the head injuries among motorcycle fatalities (86% in 2008 to 76% in 2009).

Furthermore, the year 2009 was noted for the significant progress in term of the system handover to ourgovernment counterpart, Ministry of Health. The system has extended into the Injury Surveillance System (ISS)under the Ministry of Health structure. Appropriate trainings were organized to assigned staff within the ministry.The ISS database was developed and piloted. Following the commitment from the government and trainings, thesystem already was set up in Ministry of Interior in early 2010. Thank to our collaboration with the InternationalRoad Traffic Accident Database (IRTAD), our system can be upgraded through combining the raw data frompolice and health facilities. It will be piloted and set up in NRSC at the end of 2010.

We would like to express our appreciations to the collaboration and commitment from the governmentcounterparts, Ministry of Interior, Ministry of Health and National Road Safety Committee and their staff, whodevoted their time in filling each data collection forms and their commitment in managing the system after the

handover. Each of them has contributed to the success and recognition of the system in the region as well asworldwide. A particular thankfulness also goes to our generous donors, the Belgian Cooperation and EuropeanUnion for their continuous support in this critical issue and the publication of this report.

Country DirectorJeroen STOL


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Executive Summary

The RCVIS Annual Report 2009 reviews the main road crash trends in Cambodia compared to previous years. In 2009,21,519 road crash casualties were reported resulting from 12,538 estimated crashes. 1,717 were fatalities (an average

of 4.7 fatalities per day) and 7,022 were severely injured. 18,410 estimated vehicles were involved in those crashes. Thenumber of fatalities increased by 4% compared to 2008. The report also shows that over the last 5 years, the number offatalities has almost doubled while the number of registered motorized vehicles has increased by 142%. Although thefatality rate per 10,000 registered vehicles has decreased from 15.1 in 2008 to 12.3 in 2009, the fatality rate per 100,000inhabitants has increased from 12.3 in 2008 to 12.7 in 2009.

The report clearly shows that the leading causes of road crashes, fatalities, and injuries (potentially leading todisability) are related to speed-related and drunk driving, in combination with low helmet wearing rates,particularly among passengers and children. Almost 70% of fatalities were due to speed-related and drunk drivingbehaviours. Additionally, more than 70% of motorbike fatalities had head injuries. We believe that road crashesare preventable, and with appropriate interventions fatalities and injuries leading to permanent disability inCambodia can be reduced.

Attention to identifying the most vulnerable road users continues to be a serious concern for the Royal

Government of Cambodia and stakeholders. Based on the current report, the majority of fatalities were motorbikeriders and pedestrians, representing more than 80% of road crash fatalities. The majority of motorbike fatalities in2009 were young road users between 15 to 29 years old, while most pedestrians were children and elderly, whoare most commonly injured in the afternoon and nighttime hours.

Utilizing a Global Positioning System (GPS) database, the report highlights the most dangerous locations for roadusers and pedestrians. Significantly, the report disaggregates data related to pedestrian/motorbike/vehiclecrashes, age groups, and crashes related to speed-related, drunk driving, or other behaviour related risk factors.The locations identified in the report as being at high risk for road users and pedestrians are primarily locatedalong the national Cambodian highways in Phnom Penh, Kampong Cham, and Kandal Provinces.

Furthermore, based on the research study, conducted by Handicap International Belgium and the Institute ofMobility Hasselt University in Belgium, road crashes had an enormous impact on the social and economicwelfare of Cambodia in 2009. The study estimates the annual economic cost of road crashes in 2009 to equalapproximately 248 million USD. This estimation represents an increase of 135 million USD compared to 2003.

This report details the key findings of road crashes and casualties, and provides recommendations on how thesefindings can be used to improve road safety in Cambodia.

Key figures

General figures- In 2009, 21,519 casualties were reported. Among them, 1,717 were fatalities and 7,020 were severe

injuries. Compare to 2008, the number of fatalities increased by 5%.

- Annual economic cost of road crashes in 2009 is equal approximately 248 million USD. This estimation

represents an increase of 135 million USD compared to 2003.

- Over the last 5 years, the number of fatalities has almost doubled. At the same time, the population has

increased by 6% and the number of registered motorized vehicles has increased by 142%.- There were slight increases in the fatality rate among 100,000 inhabitants from year to year since 2005

(7.1 to 12.7).

- The number of fatalities during Khmer New Year has increased since 2007. Compared to 2008, the

number of fatalities during Pchum Ben increased by 22% and during Khmer New Year by 14%.

- The highest number of fatalities, severe injuries and superficial injuries occurred during the evening time.

A peak was observed between 7pm to 8pm.

- In the comparison of fatality rates per 10,000 registered vehicles among ASEAN member countries,

Cambodia has the highest rate.

- The peak of fatalities shifted from 25-29 years old in 2007 and 2008 to 20-24 years old in 2009.


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- The percentages of fatalities by occupation followed a similar pattern as casualties: farmers represented

the highest percentage, constituting the larger group of fatalities and injuries (35% of fatalities, 30% of

injured), followed by workers and students.

- 8% of casualties were fatalities and 33% were severe injuries. 58% of those fatalities died immediately at

the scene, followed by died at a hospital (35%) and died on the way of transferring to a hospital (7%).- Motorcycles made up the vast majority (70%) of vehicles involved in road crashes in 2009, followed by

passenger vehicles (15%) and goods vehicles (6%).

- National roads accounted for a large proportion of total fatalities (68%).

- Human errors contributed to 97% of crashes. Vehicle defects accounted for around 3.5% and road

environment accounted around 2 %.

Motorbike riders and helmet wearing

- Around 71% of the fatalities were motorbike riders. Compared to 2008, the numbers of motorbike and

pedestrian fatalities increased by 10% and 4% respectively.

- 76% of motorbike fatalities suffered head injuries in 2009. This percentage of head injuries decreased

compared to 2008 (86%) and 2007 (84%).

- The percentage of casualties wearing a helmet increased from 6% in 2008 to 20% in 2009. The helmetwearing rate among casualties in Phnom Penh was higher than in the provinces (25%, 18%).

- 36.63% of fatalities were killed in motorcycle and 4-wheeler collisions (passenger and goods vehicles)

and another 17.46% in motorcycle-motorcycle collisions.

Speed related crashes

- Speed-related was the leading cause of crashes in Cambodia. It represented more than 50% of fatalities,

while another 17% were caused by drunk driving. Dangerous overtaking also contributed to a high

proportion (12%) among fatalities.

- The peak of fatalities caused by speed-related was noticed from 6 pm to 8 pm.

- Phnom Penh was the most affected by road crashes due to speed-related (16%), followed by Siem Reap

Province (12%) and Kampong Cham province (9%).

Drunk driving crashes

- Most of the fatalities from drunk driving crashes happened from 6pm to 11.59pm. Peaks were observed

between 6pm to 8pm.

- In drunk driving crashes, most of the fatalities were motorbike riders. All of 5-9 year old fatalities were

motorbike riders and all of 0-4 year old fatalities were pedestrians.

Pedestrians

- 13% of fatalities were pedestrians. More than half of them (8% among 13%) were killed by 4-wheel

vehicles.

- Compared to 2008, the number of pedestrian fatalities increased the most in July (60%) and October

(38%) but decreased in December (45%).

- A peak of fatalities was noticed among people older than 55 years (24%), while the percentage of injuries

was only 11%.

- Speed-related was the leading cause of pedestrian injuries and fatalities (61%, 66%).


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Recommendations

Based on the statistics presented in this report and a situational analysis of road safety in the country, keyrecommendations are presented in this section. Additionally, RCVIS will also provide recommendations based onmain risk factors and most vulnerable road user groups. The objective of these recommendations is to contributeto the development of the 2011-2020 National Road Safety Action Plan with particular focus to the developmentof the helmet wearing, drunk driving and speed-related action plan.

Prioritized Main Risk Factors

1. Speed-related

Speed related road crashes contributed to more than 50% of road crash fatalities in Cambodia in 2009. Driving inexcess of the legal speed limit and inappropriate speed for the conditions on the road are the highest risk factoridentified by the RCVIS database. A few recommendations should be taken:

National action plan on speed-related should be developed to ensure effectiveness of the intervention

and cooperation among stakeholders. Public awareness should be enhanced.

o The month of April should be specifically targeted as the rate of road crashes increasessignificantly during the Khmer holiday season.

o Young road users, ages 15-29 years old, should be specifically targeted.

o Villages along the Cambodian national highways in Kampong Cham, Phnom Penh and Siem Reapprovinces should be specifically targeted.

Promote to the public in local media, the focus by police on speed compliance/enforcement activity

Law enforcement should be enhanced.o Appropriate equipment for speed detection and enforcement should be provided to traffic officers.

Training should be provided to give traffic officers the technical skill to utilize modern technologicalequipment to enforce speed-related laws.

o Slow speed areas should be set up, especially around schools to make sure speed are reduced(for example to 30km/h)

o Speed checkpoints at the high risk locations below, should be set up to enforce speed-relatedlimits. Checkpoints should be organized from 6 pm to 8 pm during the weekends at the followinglocations:

Phnom Penho Russian Blvd, Ta Nguon Village, Kakab Communce, Dangkao District,o Conner of Norodom Blvd and street 310, Boeng Keng Kang 1 Communce,

Chamkar Mon District,o Street 271, Tumnob Tuek Commune, Chamkar Mon District,

Provinceso Street 7Makara, Sangkat 4 commune, Preah Sihanouk Krong, Preah Sihanouk

Provinceo National road 5, Prey Svay, Boeng Khnar, Khnach Romeas, and Daeum Chres

Village, Boeng Khnar Commune, Bakan District, Pursat Provinceo Street Ek Reach, Mondol Pir Village, Sangkat 2 Commune, Preah Sihanouk

Krong, Preah Sihanouk Provinceo National road 5, Baliley Village, Paoy Paet Commune, Paoy Paet Krong, Banteay

Meanchey Province

o National road 5, Ou Ta Paong Village, Ou Ta Paong Commune, Bakan District,Pursat Province

2. Drunk Driving

Drunk driving is the second leading risk behavior for road crashes and fatalities (13%, 17%). Important actions arerecommended below:

National action plan for drunk driving should be developed and implemented.


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Law enforcement should be enhanced.o Appropriate technical equipment should be provided to traffic officers for detecting drivers

who are over the legal drinking limit. Training should be provided to traffic officers to givethem the technical skill to utilize modern technological equipment to better enforce drunkdriving laws.

o Checkpoints should be set up to enforce drinking and driving laws at high risk locations.Checkpoints should be organized from 6pm to 11pm, especially on Saturday and Sunday, atthe suggested locations below:

Phnom Penho Russian Blvd, Ta Nguon Village, Kakab Commune, DangKao District,o Street 110, Srah Chak Commune, Doun Penh District,

o Corner of street 245 and 93, Boeng Keng Kong 1 Commune, Chamkar MonDistrict,

Provinceso National road 5, Anlong Vil and Beng Village, Anlong Vil Communes, Sangkae

Districts, Battambang Province

o Provincial road, Phum Ti Muoy Village, Smach Meanchey Commune, KhemarakPhoumin Krong, Koh Kong Province

o Minor road, Andoung Pou and La Edth Village, Kampong Pranak Commune,

Preah Vihear Krong, Preah Vihear Provinceo Provincial road, Voat Village, Kracheh Commune, Kracheh Krong, Kratie Provinceo Street 334, Tarang Bal and Me Phleung Village, Koy Trabaek and Svay Rieng

Commune, Svay Rieng Krong, Svay Rieng Province

o Provincial road 211, Ta Khmau Village, Ta Khmau Commune, Ta Khmau Krong,Kandal Province

Public awareness should be enhanced.

o Public awareness campaigns should be organized to focus on the drunk driving behaviors ofyoung people aged between 20 and 29 years old.

o Drunk driving awareness campaigns should focus on the geographic areas found to be mostat risk including: Kampong Cham, Phnom Penh and Siem Reap provinces.

Promote to the public in local media, the focus by police on drink driving compliance/enforcementactivity.

3. Helmet Wearing

Majority (76%) of motorbike fatalities get head injuries. It is crucial that helmet wearing should be promoted andenforced among motorbike riders.

National helmet wearing action plan should be updated and implemented for 2011 onwards.

Legislation should be updated:o Revise the traffic law to include mandatory helmet wearing for passengers, particularly

among children.o Increase the existing fine for not wearing helmets.

Raise public awareness and education:o Organize public campaigns on correct helmet wearing and proper helmet standards.o Increase helmet access (for example, helmet subsidy or helmet loans at schools)

Enhanced law enforcement: Set up checkpoints to enforce helmet wearing laws. Checkpoints shouldbe organized from 6pm to 8pm and especially during the weekend among young motorbike riders(16 to 25 years old)

Target Vulnerable Road Users

4. Motorbike riders

Motorbike riders are the most vulnerable road users in Cambodia. They represent 71% of total fatalities. 76% ofmotorbike crashes result in drivers suffering heard injuries. Important actions are recommended below:


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Develop and implement enhanced law enforcement measures and public awareness campaignsduring national holidays, particularly during the Khmer New Year. At least 3 provinces should beprioritized: Phnom Penh, Kampong Cham and Kandal.

Create separate motorcycle lanes along national roads and main urban roads

Target following areas, which are the highest risk areas among motorbike riders, for enhanced lawenforcement and better emergency assistances (as mentioned in the recommendation 7 and 10below), particularly on Speed-related, Drink Driving and dangerous overtaking, especially on Saturdaynights:

o Phnom Penh

Russian Blvd, at the border of Trapeang Lvea and Ta Nhuon Village, Kakab Commune,Dangkao District

Chaom Chau street , at the border of Trapeang Thloeng and Chaom Chau Village,Chaom Chau Commune, Dangkao District,

National road 4, at the border of Thnal Bambaek and Prey Pring Village, Chaom ChauCommune, Dangkao District,

Conner of the Russian BVLD and street 107, Mittakpheap Commune, 7 Makakra District,

At the roundabout (National road 2, Monivong Blvd and Norodom Blvd), Tonle BasakCommune, Chamkar Mon District,

o Provinces: Ti Muoy Village, Smach Meanchey Commune , Khemarak Phoumin krong, Koh Kong

Province

Street 7 Makara, Sangkat Buon Commune, Preah Sihanouk Krong, Preah SihanoukProvince

National road 6+56, Sampong Svay, Phum Bei and Phum Muoy Village, Kampong Svay,Preah Ponlea Commune, Serei Saophaon Krong, Banteay Meanchey Province

Provincial road 22, Spean Thma, Trapeang Proeng, and Kandal Village, Stung TrengCommune, Stung Treng krong , Stung Treng Province

Street Ek Reach, Mondol Pir Village, Sangkat Pir Commune, Preah Sihanouk krong,Preah Sihanouk Province

5. Pedestrians

Pedestrians are the second most vulnerable road user group on the Cambodian road network. The most at-riskpedestrian groups are children aged between 0 and 9 years old, accounting for 30% of total pedestrian fatalities,and elderly persons, aged 55 years and above, accounting for 24% of pedestrian fatalities. Key recommends arelisted below:

Awareness and education concerning safe road behaviors for pedestrians should be developed totarget identified high risk age groups (particularly children and elderly). Specific focus should begiven to safe crossing behavior and visibility at night.

Advanced research studies on pedestrian behavior should be conducted to identify and pilotappropriate intervention strategies for reducing pedestrian injuries and fatalities.

Safe School Zones should be developed to promote the safety of students when entering and exitingschools. Safe school zone measures should include increased enforcement of appropriate lowerspeed limits and ensuring school cross-walks are respected and clearly-marked. Additionally, theconcept of the safe school zones should be integrated into the school curriculum. Based on datapresenting child pedestrian injuries and fatalities, areas recommended for safe school zoneimprovement include:

o Phnom Penh Street 271, Tumnob Tuek Commune, Chamkar Mon District, Monivong Blvd, border of Wat Phnom and Srah Chak Commune, Doun Penh District,

Conner of street 110 and 107, Mittakpheap Commune, 7 Meakkakra District, Monivong Blvd, border of Boeng Trabaek and Boeng Keng Kang 1 Commune, Chamkar

Mon District,o Provinces:

National road 5, in Anlong Vil and Beng Village, Anlong Vil commune, Sangkae District,Battambang Province


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National road 6, Chong Kausu Village, Sla Kram Commune, Siem Reap Krong, SiemReap Province

National 56, Phum 2 Villages, Kampong Svay and Preah Ponlea Commune, SereiSaophaon Krong, Banteay Meanchey Province

National road 7, Andoung Chraoh Village, Ampil Commune, Kampong Siem District,

Kampong Cham Province Provincial road, Thmei Village, Ta Khmau Commune, Ta Khmau Krong, Kandal Province

Pedestrian Infrastructure /facilities such as crosswalks, pedestrian bridges, sidewalks, should beimproved in the following areas:

National road 5, Kraol Kou Village, Kilomet 6 Commune, Ruessei Kaev District, PhnomPenh

Monireth Blvd, Phneat and Damnak Thum Villages, Stung Meanchey Commune, MeanChey District, Phnom Penh

National road 5, at the border of Baliley Village, Paoy Paet Commune, Paoy Paet Krong,Banteay Meanchey

A program to lower speed limits and support this with substantial police enforcement should beprogressively introduced at higher pedestrian risk locations.

Improve Road Safety Management:

6. Capacity building of the National Road Safety Committee

The National Road Safety Committee (NRSC) is the body tasked with overall management and coordination ofroad safety in Cambodia. Although an improvement of their capability has been observed in recent years, theNRSC requires continuous information and capacity building to strengthen their ability to make a significantimpact on reducing crashes, fatalities and injuries on the roads of Cambodia. 2010-2011 will be crucial years forthe development of the NRSC as the committee will be tasked to develop and implement a new 10 year ActionPlan for Road Safety in Cambodia. The new action plan will be developed in line with the United Nations decadeof Action for Road Safety 2011-2020.Additionally, prioritized actions should be also put in to support:

municipalities in improving their road signage and markings and understanding of crash risk and itstreatment

the public works department in planning for and providing safer infrastructure

7. Capacity Building and Support to Law Enforcement Police

In addition to supporting the National Road Safety Committees ability to identify priority areas of action and definepolicy to address these priority needs, the national law enforcement system must also be supported to ensure thefull and proper implementation of NRSC policy and action plan. The Royal government of Cambodia, along withall uni-lateral and bi-lateral donors, must prioritize the provision of technical and financial support for traffic police.Specialized equipment and trainings are required to strengthen the capacity of Cambodias police officers andenable their ability to enforce all aspects of the Cambodian traffic law.

8. Driver Training and Licensing

Driving schools are the training grounds for future drivers of Cambodia. Therefore, it is essential that safe drivingbehavior is instilled in the new generation of Cambodian road users. RCVIS recommends that a rigorousevaluation of the driving schools and driving license system be carried out. The objective of the evaluation shouldinclude an assessment of teaching curriculums, teaching practices, and license testing procedures. Furthermore,the driver training curriculum should stress the key behavioral risk factors leading to road crashes in Cambodiaand the behaviors necessary to reduce crash risks.

9. Research

Road safety research is critical to improving the knowledge and understanding about contributing factors to roadcrashes. A body of research should be compiled for the purpose of providing a qualitative understanding ofbehaviors leading to road crashes. Based on a comprehensive, research-based knowledge foundation,


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evidenced based strategies and policies can be developed, and funds for Road Safety interventions can be moreeasily obtained. Recommended areas of research include:

A sociological assessment of dangerous road behaviors in the context of Cambodia, with a particularlyfocus on speed-related and drunk driving and measure that would reduce non-compliance with the road

laws. The situation analysis of vulnerable road users in Cambodia, with specific focus on motorbike riders,

pedestrians, cyclists, children and persons with disability.

As the road safety context in Cambodia is rapidly evolving, steps must be taken to ensure a continuous flow ofaccurate and comprehensive information to decision-making bodies in Cambodia, specifically the National RoadSafety Committee. To ensure that future policies and action plans focusing on road safety are designed withaccurate and up to date information, focus should also be placed on developing local researchers with capabilitiesto conduct ongoing road safety-related research, building upon linkage developed with international universityroad safety research departments.

10. Emergency Assistance

The report also recommends for more attention from the Royal Government of Cambodia, donors and road safetystakeholders for a better development of an Emergency Medical Services strategy and action plan coupled with afundraising strategy, to begin addressing this critical gap in the road safety sector. Actions should be focused on:

First Aid and On Site Management: Development of local capacity of first aid among first responders(police, firemen) and community volunteers at blackspot locations as identified in this report,

Aspects of Transportation: Development of fleet of ambulances, equipment, trained staff; Identification ofother appropriate means of transports such as tricycle, taxi; and appropriate emergency routesparticularly along the national roads

Capacity of Hospitals: Development of hospital staff qualification in the emergency medical system andimprovement of emergency equipment;

Mechanisms to Manage the System: Improvement of dispatch centers, protocol and standards, trainedpersonnel and equipments; creating coordinating body; developing policy, legislation, regulations;

11. Partnership

Road Safety is a multi-disciplinary, multi-sectoral thematic which cannot be delivered by one agency alone.Strong partnerships and collaborations are crucial elements to the success of the country interventions.Government bodies, civil society organizations and private sector should keep improving these partnerships andcooperation to maximize the effectiveness of the intervention. Partnerships should be strengthened from nationalup to grassroots levels and from local to regional and international platforms. While missions and actions of eachstakeholder can be varied, it is important that the general objectives and strategies are common in order toreduce road crashes, fatalities, injuries and disabilities.


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I. Introduction

Road safety funding and actions, decision-making, policy and strategy are effectively set and implemented basedon evidence gathered through accurate and comprehensive data collection systems. HIB, therefore, has focused

resources since 2004 to initiate the Road Crash and Victim Information System (RCVIS), in close collaborationwith the Ministry of Health (MoH), Interior (MoI), and Public Works and Transport (MPWT). The RCVIS hasexpanded to cover 193 districts/cities in all 24 provinces by collecting, centralizing, analysing and disseminatinginformation provided by three different sources: public hospitals, private clinics and traffic police.

The objective of the Road Crash and Victim Information System (RCVIS) is to provide government anddevelopment stakeholders in Cambodia with accurate, continuous and comprehensive information on roadcrashes and victims for the purposes of increasing understanding of the current road safety situation, planningappropriate responses and policy, and evaluating impact of current and future initiatives.

Figure 1: RCVIS data collection flow in 2009

RCVIS is now recognized by national and international stakeholders as the only official source of road crashesand casualty data for Cambodia.

Since the beginning of 2009, RCVIS has been progressively handed over to its government counterparts: the MoI,MoH and National Road Safety Committee (NRSC). To strengthen the sustainability of the system after thehandover, HIB will continue to provide technical support to the ministries, especially on the system managementand advanced data analysis to ensure the quality of the reports. A new upgraded version of the combineddatabase for the NRSC is expected to pilot at the end of the year after the successful handover of the police datato the MoI. Appropriate capacity-building trainings on database management will be continued to appointed staffin those three organizations.

This annual report analyses the information collected by RCVIS for the year 2009. It is a synthesis of all themonthly reports that were published throughout 2009. The previous annual reports (2004, 2005, 2006, 2007 and2008), as well as all monthly reports and other information related to road safety, can be found on the followingwebsite: www.roadsafetycambodia.info .


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II.DataSource

RCVIS has combined two main data sources (traffic police and health facilities). To avoid double entries between healthfacilities and traffic police data, when a casualty is reported by a health facility as well as by the traffic police, it is taken

into account only once (shared around 8% among fatalities and 6% among injured people). In 2009, traffic police playeda very important role in collecting data on fatalities. As shown in the figure below, almost 95% of fatalities throughoutCambodia were reported by traffic police. Although health facilities reported around 15% of fatalities, they played a moreimportant role in collecting traffic injury data. More than 50% of those injuries were reported by hospital or health centerstaff.

Figure 2: Percentage of injured and fatalities reported to RCVIS by traffic police and health facilities 2009

There was a slight increase in the number of districts reported by traffic police, but the coverage areas that werereported by traffic police were still the same as last year (whole country). This increase of districts was due to there-arrangement of the new district structures. On the other hand, although the total number of hospitals andhealth centers were increased as compared to 2008, the data collection forms were not reported and sentregularly. For example, only two of the main hospitals in Phnom Penh participated in the data collection. Thiscaused significant under-reported cases, especially among injury data.

Figure 3: Number of health centers, hospitals and district traffic police reported to RCVIS by provinces1

Health

CentersHospitals

District

Polices

Health

CentersHospitals

District

Polices

Health

CentersHospitals

District

Polices

Health

CentersHospitals

District

Polices

Banteay Meanchey 4 3 8 7 2 8 3 2 8 4 1 8Battambang 1 4 9 0 2 11 0 1 12 1 1 13

Kampong Cham 10 9 13 10 9 16 5 10 16 5 10 16

Kompong Chhnange 3 2 7 0 2 7 0 2 7 2 2 7

Kampong Speu 4 2 7 3 3 8 3 2 8 1 1 7

Kampong Thom 6 2 7 4 2 8 2 2 8 0 3 9

Kampot 0 4 8 1 4 8 0 3 8 0 4 8

Kandal 16 3 9 8 3 9 2 1 10 0 2 10

Kep 2 1 2 0 1 2 0 1 2 2 1 2

Koh Kong 0 2 6 0 2 6 0 0 6 0 0 7

Kratie 1 2 5 0 1 5 0 0 5 0 1 5

Mondol Kiri 0 0 5 0 2 5 0 2 5 0 1 5

Pailin 0 0 2 0 0 2 0 0 2 0 0 2

Phnom Penh 0 11 7 0 10 7 0 6 7 0 5 8Preah Vihear 3 1 5 7 1 7 7 1 7 9 0 6

Prey Vaeng 6 3 12 3 5 12 6 1 12 2 6 12

Pursat 0 2 5 0 1 6 0 0 6 0 0 7

Ratanak Kiri 0 1 6 0 0 9 0 0 9 3 1 7

Siem Reap 1 3 7 1 3 11 1 3 12 1 3 10

Preah Sihanouk 0 1 2 0 1 3 0 1 3 0 1 4

Stueng Traeng 0 1 2 0 1 4 0 1 4 0 1 5

Svay Rieng 1 3 7 0 3 7 0 2 7 0 3 8

Takeo 0 1 9 0 2 10 0 1 10 0 1 10

Oddar Meanchey 3 1 3 1 2 5 1 0 5 1 1 6

Total 61 62 153 45 62 176 30 42 179 31 49 182

2009Reported by

200820072006

1Some hospitals and health centres did not report for a whole year.


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III. Main evolution of data

Road crashes, casualties and fatalities continue to increase at a greater rate than road traffic and population .Over the last 5 years, the number of fatalities has almost doubled. At the same time, the population

2has increased

by 6% and the number of registered motorized vehicles has increased by 142%.

Figure 4: Evolution of road fatalities, population and vehicles in Cambodia3, 1998 2009 (base 100 = 1998)

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

Population Registered Vehicles Fatalities

There were slight increases in the fatality rate among 100,000 inhabitants from year to year since 2005 (7.1 to12.7). On the other hand, decreases in the fatality rate per 10,000 registered vehicles were also observed since2006 (18.1 to 12.3).

Figure 5: Fatality rates in Cambodia 1998 2009 and its target for 2010 and 2020 (1)

0.9 1.7

3.4 3.8 4.4

6.78.3

7.1

10.011.7 12.3 12.7

3.76.4

12.0 12.4 12.7

18.421.5

15.7

18.1

17.815.1

12.3

7.0

2.0

0

5

10

15

20

25

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

Target

for

2010

Target

for

2020

Number of fatalities per 100,000 inhabitants Number of fatalities per 10,000 registered vehicles

2Number of population in 2009 was calculated by using projection rate in General Population Census of Cambodia 2008

3Sources: Numbers of fatalities from 1998 to 2005 were based on traffic police only and from 2006 to 2009 were based on RCVIS


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At the same time, the fatality rates among two-wheelers and four-wheelers have also decreased.

Figure 6: Fatality rates per 10,000 registered two-wheeler and four-wheeler (2),20072009

14.7

11.712.6

8.3

11.1

6.8

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

Two-wheeler Four-wheeler

2007 2008 2009

More than half of the fatalities occurred along the main National Roads (NR) in Cambodia. Compared to 2008, NR 5contributed to the highest number of fatalities, followed by NR 6 and NR 7. The increase was observed since2007 on NR 5. The number of fatalities has also increased significantly along NR 6 and NR 7.

On the other hand, a significant decrease was noticed on National Road 4 (45%).

Figure 7: Number of fatalities on main national road network, 20072009

83

5028

134

217

58

178

134

86

6043

166

230

38

131

110110

5133

97

239

42

180

146

0

50

100

150

200

250

300

NR1 NR2 NR3 NR4 NR5 NR6A NR6 NR7

2007 2008 2009 Comparing fatalities per kilometre, National Road 1 was the most deadly followed by National Road 5 andNational Road 6A in 2009. Significant decreases were noticed on National Road 4 compared to 2008.


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Generally, the number of road crashes noticeably increased during the major national holidays, which accountedfor almost 12% of fatalities in 2009.The number of fatalities during Khmer New Year has increased since 2007. Compared to 2008, the number offatalities during Pchum Ben increased by 22% and during Khmer New Year by 14%. However, on WaterFestival and Chinese New Year, the numbers of fatalities decreased by 10% and 27% respectively.

Figure 8: The evolution of the numbers of fatalities by main holidays, 20072009

38

74

4841

55

78

41

29

40

89

50

26

0

10

20

30

40

50

60

70

80

90

100

Chinese New Year Khmer New Year Pchum Ben Water Festival

2007 2008 2009

In 2009, the peak of fatalities was recorded in April. The number of fatalities had increased in almost every monthcompared to 2007, except October and November.A significant increase between 2008 and 2009 was observedin August (64%).

Figure 9 The evolution of the numbers of fatalities by month, 2007 2009

0

50

100

150

200

250

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2007 2008 2009

In Phnom Penh, the total number of fatalities decreased by 15% as compared to 2008. The significant decreaseswere in May, June and December. Additionally, a significant increase was noticed in August (131%),compared to 2008.


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IV. General Figures

IV.1 Regional and National Comparisons

In the comparison of fatality rates per 10,000 registered vehicles among ASEAN member countries (3), Cambodia hasthe highest rate. The fatality rate per 100,000 inhabitants is a bit lower than Vietnam but higher than LAO PDR.

Figure 10: Fatality rates comparisons between selected countries in Asia 2009

12.412.9 12.7

8.6

3.5

12.3

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

Lao PDR Vietnam Cambodia

Number of fatalities per 100,000 inhabitants Number of fatalities per 10,000 registered vehicles

Phnom Penh contributed to the highest number of fatalities in 2009, followed by Kampong Cham and Kandal provinces.Conversely, the lowest numbers of fatalities were noticed in Kep and Pailin provinces.

Figure 11: Number of fatalities by province 2009

11094

221

57 53

98

30

200

2361

5

251

22

70 70

22

84

43

17

70 6642

4 4

0

50

100

150

200

250

300

In terms of population density, the highest fatality rates were in Koh Kong, Kep, Phnom Penh and Preah Sihanoukprovinces.


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Phnom Penh shared around 15% of the total fatalities. Dangkao district was the most deadly followed byRuessei Keo district. The number of fatalities has significantly increased in Dangkao district since 2007.On the other hand, a decrease in fatalities was observed in almost all districts in Phnom Penh, which led to anoverall decrease of 15% compared to 2008.

Figure 12: Number of fatalities by district in Phnom Penh, 20072009

38

28

8

2533

77

93

0

46

30

6

24

41

81

69

0

31

2013

22

39

97

48

8

0

20

40

60

80

100

120

ChamkarMon Doun Penh 7 Makara Toul Kork Mean Chey Dangkao RuesseiKeo Sen sok

2007 2008 2009

IV.2 Victim Information

This section highlights traffic casualties which are broken down by the severity of injuries resulting from roadcrashes. In 2009, 21,519 casualties were reported. Among them, 1,717 were fatalities and 7,020 were severeinjuries. Compare to 2008, the number of fatalities increased by 5%.

Figure 13: Breakdown of casualties by severity of injury, 20062009

Year Fatalities Severe injuries Slight Injuries Unknown Total

2006 1,292 6,033 17,836 985 26,146

2007 1,545 7,150 17,655 1,053 27,403

2008 1,638 7,226 15,985 947 25,796

2009 1,717 7,022 12,117 663 21,519

At the end of 2009, Handicap International Belgium, in collaboration with the Institute of Mobility HasseltUniversity of Belgium conducted a research study on the cost of road crashes in Cambodia. The research foundthat road crashes in 2009 cost Cambodia 248 million USD (4). In addition, the average cost (in USD) on propertyloses, suffering, medical treatment and so on were also addressed.

Figure 14: Breakdown of road crash cost by severity of injury in 2009

disabled

Property damage $2,520,147 $706,244 $5,053,407 $3,199,056 $60,185,326

Administrative costs $4,837,134 $414,300 $5,033,274 $3,432,464 $42,289,604

Lost output per casualty $37,755,682 $6,347,301 $817,292 $0 $53,574,820

Medical costs $2,585,659 $599,777 $1,771,944 $0 $18,185,567

Human Costs $13,502,117 $4,899,738 $2,699,057 $0 $73,472,426

TOTAL lost $61,200,737 $12,967,360 $15,374,975 $6,631,520 $247,707,744$151,533,152

Description FatalitiesSerious injuries

recovered

$48,706,472

$28,572,432

$8,654,545

$13,228,188

Total

TOTAL lost output

Slight injuries Damage

$52,371,515


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IV.2.1 Age- The average age of an injured person was 28 years old and of a fatality was 31 years old.- The economically active population (20-54 years old) was the most affected, representing79% of fatalities.- People aged between 0-9 years old represented 7% of casualties and 6% of fatalities. Conversely, people aged

more than 55 years old represented 6% of casualties and 10% of fatalities, meaning that an elderly person has more

chance of being killed than a child.- The peak of fatalities shifted from 25-29 years old in 2007 and 2008 to 20-24 years old in 2009.

Figure 15: Breakdown of fatalities by age category, 2007 2009

0

50

100

150

200

250

300

350

400

0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 >=55

2007 2008 2009

The proportion of young adult fatalities (ages 20-29) affected by crashes was greater at nighttimes thandaytimes (44% compared to 29%) while the proportion of people aged between 0 and 14 years old was higher in thedaytime than nighttime (13% compared to 3%).

Figure 16: Age pyramid of fatalities by daytime and nighttime 2009

11% 8%

7%6%

8%6%

8% 8%

7%10%

11% 19%

18%

25%

13%

11%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Day(6am to 6pm) Night(6pm to 6am)

0-4 5-9

10-14 15-19

20-24 25-29

30-34 35-39

40-44 45-49

50-54 >=55


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In 2009, the number of children (ages 0-14) injured in road crashes was stable compared to 2008 . They

represented 8% of total fatalities and 11% of all casualties.

- 64% of them were student.- 83% of them were injured in provinces.

- 29% of them were injured in motorbike-pedestrian collisions, followed by motorbike-motorbike collisions (22%) andmotorbike-bicycle collisions (9%).

- The peak of casualties among children was observed between 5pm to 6pm.- 52% of them were injured due to Speed-related, followed by not respect the right of way (10%).- 42% of them were motorbike riders, followed by pedestrians (36%) and bicyclists (14%).Notably, more than half of child fatalities were pedestrians.

Figure 17: Percentage injured and fatalities aged between 0-14 by type of transport 2009

42%

20%

35%

56%

14% 10%

9% 14%

0%

20%

40%

60%

80%

100%

Injured Fatalities

Motorbike Pedestrian Bicycle Other

IV.2.2 Gender

In 2009, Males accounted for 73% of casualties. Males were much more likely than females to be killed by road

crashes in 2009. It is noticed that number of female fatalities aged above 55 years old was higher than other agegroups.

Figure 18: Number of fatalities by gender different age categories 2009

1838 27

159

304

231

115 11585 95

45

101111

18 23 9

47 52

24 26 1929

23 25

6330

-

50

100

150

200

250

300

350

0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 >=55 Avg

Male Female


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More females were injured in road crashes due to Speed-related than males (61% compared to 56%), while moremales were injured due to drunk driving than females (18% compared to 8%).

Figure 19: Percentage of casualties by gender caused by human error 2009

4% 4%

2% 4%3%5%

10%11%

10%10%

18% 8%

53% 58%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%100%

Male Female

Speed related

Drunk driving

Dangerous overtaking

Not respect right of way

Change di rection without duecare

Driving againt flow of traffic

Other

IV.2.3 Occupation

- The economically active part of the population (students, workers and farmers) was the most affected byroad crashes.

- The percentages of fatalities by occupation followed a similar pattern as casualties: farmers represented thehighest percentage, constituting the larger group of fatalities and injuries (35% of fatalities, 30% of injured),followed by workers and students.

Figure 20: Percentage of injured and fatalities by occupation4

2009

35%

19%

14%

4%

5%

3%

3%

17%

30%

18%

22%

5%

6%

3%

4%

12%

0% 5% 10% 15% 20% 25% 30% 35% 40%

Farmer

Worker

Student

House keeping/Servant

Vendor/Small business

Motor taxi driver

Child

Other

Injured Fatalities

The numbers of farmers among casualties have continued to increase from year to year. Between 2008 and 2009, thenumber of farmer fatalities increased by 16%, while there was a slight decrease among student fatalities (5%).Moreover, farmers shared around 40% of all casualties in provinces, while only 6% among casualties in Phnom Penh.Conversely, workers constituted a higher percentage in Phnom Penh than in the provinces (36% vs 17%).

4Child aged between 0 and 5 years old.


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IV.2.4 Type of road user

Around 71% of the fatalities were motorbike riders. Compared to 2008, the numbers of motorbike and pedestrianfatalities increased by 10% and 4% respectively.

Figure 21: Number of fatalities by type of transportation, 2007 2009

29 35115 116

73

206

971

28 3678 111

71207

1107

12 3375 99

65

215

1218

0

200

400

600

800

1000

1200

1400

Other Agriculturevehicle

Goodsvehicle

Passengervehicle

Bicycle Pedestrian Motorbike

2007 2008 2009

Pedestrian fatality rate was almost double the injured rate (7% among injured, but 13% amongfatalities).

Motorbike riders represent the largest group for all severities, accounting for 77% of severe casualtiesand 71% of fatalities.

Figure 22: Percentage of casualties by road user type and severity of injury 2009

6% 6% 5% 6%4% 4% 4% 4%

13%8% 7% 8%

71%77% 79% 77%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Fatality Severe Slight All

Motorbike

Pedestrain

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

As shown in the figure next page:

The highest percentage of motorbike riders was observed among casualties aged between 15-29 yearsold.

Children (less than 15 years old) and elderly (older than 54 years old) were very vulnerable aspedestrians, which shared a high proportion among other types of transports


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Bicyclists shared the highest proportion among children aged between 5-14 years old compared to otherage categories.

Figure 23: Percentage of casualties by type of transport for different age categories 2009

5% 11%

25%

5% 6%8%

39%

51% 17%

6% 6%16%

47%

30%

47%

83% 87% 85%79% 80% 79% 75% 75%

65%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%Motorbike

Pedestrian

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other

IV.2.5 Transfer to hospital

SAMU/Ambulance played a better role to save casualties in Phnom Penh than in provinces. 59% of casualties weretransferred to a hospital by ambulance in Phnom Penh, while 65% of casualties in provinces were transferred by privatetransportation and 40% of them took more than 2 hours to reach the first health facility/hospital. Only 30% of them canreach a hospital in less than 30minutes.

Figure 24: Duration to arrive at the hospital in Phnom Penh versus provinces 2009

19%

40%14%

16%19%

15%39%

25%

9% 4%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Phnom Penh Province

2 hours

In addition, the time of transferring to a hospital is more crucial among serious injuries. 43% of severe casualtiesin the country were transferred to a hospital in longer than 2 hours. Only half of those serious injuries weretransported by SAMU/Ambulance.


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IV.2.6 Severity of injuries

8% of casualties were fatalities and 33% were severe

2009 Cambodia Road Crash and Victim Information System (RCVIS)

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