2010 Cambodia Road Crash and Victim Information System (RCVIS)

Cambodia Road Crash and Victim Information System

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Website: www.roadsafetycambodia.info

2010

A N N U A L R E P O RT

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saFarNkar nig dwkCBa¢Ún

MIN

ISTRY OF PUBLIC WORKS AND TRANSP

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T

Ministry of Interior

© CHEV HAK

National Road Safety CommitteeMinistry of Health Handicap International BelgiumMinistry of Public Worksand Transport

Cambodia Road Crash and Victim Information System Annual Report 2010

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Table of Contents

Table of Contents ........................................................................................................................................ i List of Figures............................................................................................................................................. iii Abbreviations ............................................................................................................................................ iv Foreword .................................................................................................................................................... v

Note from the Ministry of Public Work and Transport and National Road Safety Committee .....................v Note from the Minister of Health ....................................................................................................... vii Note from World Health Organization ................................................................................................. ix Note from Handicap International Belgium ...........................................................................................x

Executive Summary ................................................................................................................................... xi Recommendations .................................................................................................................................. xiii I. Introduction............................................................................................................................................. 1 II. Data Source ............................................................................................................................................ 2 III. Main evolution of data ......................................................................................................................... 3 IV. General Figures ..................................................................................................................................... 6

IV.1 Regional and National Comparisons...............................................................................................6 IV.2 Victim Information .......................................................................................................................7

IV.2.1 Age ....................................................................................................................................8 IV.2.2 Gender ...............................................................................................................................9 IV.2.3 Occupation .......................................................................................................................10 IV.2.4 Type of road user ..............................................................................................................11 IV.2.5 Transfer to hospital ...........................................................................................................12 IV.2.6 Severity of injuries .............................................................................................................13 IV.2.7 Nature of injuries ..............................................................................................................14 IV.2.8 Seatbelt ............................................................................................................................15

IV.3 Crash information ......................................................................................................................16 IV.3.1 Hit and Run .......................................................................................................................16 IV.3.2 Type of collision ................................................................................................................16 IV.3.3 Type of road......................................................................................................................18 IV.3.4 Characteristic of road.........................................................................................................19 IV.3.5 Urban/rural area ...............................................................................................................19

IV.4 Vehicle involved Information ......................................................................................................20 IV.4.1 Type of vehicle involved .....................................................................................................20 IV.4.2 Manoeuvre of vehicles.......................................................................................................20 IV.4.3 Characteristics of vehicles ..................................................................................................21

IV.5 Causes of crashes .......................................................................................................................21 V. Motorbike riders and helmet wearing ................................................................................................ 23 VI. Over speeding ..................................................................................................................................... 27 VII. Drunk Driving ..................................................................................................................................... 30 VIII. Pedestrians........................................................................................................................................ 32 IX. Blackspot ............................................................................................................................................. 35

IX.1 Phnom Penh ..............................................................................................................................35 IX.2 Kampong Cham..........................................................................................................................37 IX.3 Kandal .......................................................................................................................................38 IX.4 Siem Reap .................................................................................................................................41 IX.5 Other provinces .........................................................................................................................42

X. Further estimation – including under‐reporting................................................................................. 43 X.1 Estimation of overall road crash casualties ....................................................................................43


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X.2 Analysis on road crash cost ..........................................................................................................45 Tables........................................................................................................................................................ 46

1. Evolution of data during the years ..................................................................................................46 2. Trend of population, registered vehicles, and fatalities by years........................................................48 3. Number of fatalities by main national roads and years .....................................................................48 4. Number of fatalities per kilometre by national roads and years.........................................................48 5. Number of fatalities in the whole country by month category and years ............................................49 6. Number of fatalities in Phnom Penh by month category and years. ...................................................49 7. Number of fatalities in Phnom Penh by district and years. ................................................................49 8. Number of fatalities by age category and years................................................................................50 9. Number of fatalities by mode of transport and years .......................................................................50 10. Number of fatalities by mode of transport and age category ‐ 2010.................................................50 11. Number of fatalities by mode of transport, gender and age category ‐ 2010.....................................51 12. Number of fatalities by road user, gender and mode of transport – 2010.........................................51 13. Number of fatalities by mode of transport, road user and age category ‐ 2010 .................................52 14. Number of fatalities by occupation and age category – 2010 ..........................................................52 15. Number of fatalities by occupations and mode of transport ‐ 2010..................................................52 16. Number of fatalities by occupation, road user and age category – 2010 ...........................................53 17. Number of fatalities by province and month category – 2010..........................................................54 18. Number of fatalities by province and age category – 2010 ..............................................................55 19. Number of fatalities by province and mode of transport – 2010 ......................................................56 20. Number of fatalities by province and years 2006‐2010 ...................................................................57 21. Data collection forms ..................................................................................................................58 22. Feedback form ............................................................................................................................61

Glossary .................................................................................................................................................... 62 References ................................................................................................................................................ 65 Contacts .................................................................................................................................................... 66


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List of Figures

Figure 1: RCVIS data collection flow in 2010 ................................................................................................................... 1 Figure 2: Percentage of injuries and fatalities reported to RCVIS by traffic police and health facilities – 2010 ...................... 2 Figure 3: Number of health centers, hospitals and district traffic police reported to RCVIS by provinces ............................. 3 Figure 4: Evolution of road fatalities, population and vehicles in Cambodia, 2005 – 2010 (base 100 = 2005)........................ 3 Figure 5: Fatality rates in Cambodia 1998 – 2010 (1) ....................................................................................................... 4 Figure 6: Fatality rates per 10,000 registered two‐wheeler and four‐wheeler (2), 2007–2010............................................. 4 Figure 7: The numbers of fatalities on main national road network, 2009 – 2010 .............................................................. 5 Figure 8: The numbers of fatalities by main holidays, 2009–2010..................................................................................... 5 Figure 9 The numbers of fatalities by months, 2009 – 2010 ............................................................................................. 6 Figure 10: Fatality rates – comparisons between selected countries in Asia – 2010 ........................................................... 6 Figure 11: The numbers of fatalities by provinces – 2010................................................................................................ 7 Figure 12: The numbers of fatalities by districts in Phnom Penh, 2009–2010.................................................................... 7 Figure 13: Breakdown of casualties by severity of injuries, 2006–2010 ............................................................................. 7 Figure 14: Breakdown of fatalities by age categories, 2009 – 2010 ................................................................................... 8 Figure 16: Age categories of driver fatalities by mode of transport – 2010 ........................................................................ 9 Figure 17: The numbers of fatalities by gender – different age categories – 2010 ............................................................. 9 Figure 18: Percentage of fatalities by gender and road users – 2010............................................................................... 10 Figure 19: Percentage of injuries and fatalities by occupations – 2010 ........................................................................... 10 Figure 20: Percentage of student fatalities by modes of transport and road users – 2010 ................................................ 11 Figure 21: The numbers of fatalities by modes of transport, 2009 – 2010 ....................................................................... 11 Figure 22: Percentage of casualties by modes of transport and injury severities – 2010 ................................................... 12 Figure 23: Percentage of fatalities by modes of transport and gender – 2010.................................................................. 12 Figure 24: Duration to arrive at the first health facility in Phnom Penh versus provinces – 2010 ....................................... 13 Figure 25: Percentage of casualties by severity of injuries – 2010................................................................................... 13 Figure 26: Percentage of casualties by severity of injuries and time categories – 2010..................................................... 14 Figure 27: Percentage of casualties by category of nature of injuries – 2010 ................................................................... 14 Figure 28: Percentage of casualties by type of disabilities– 2010 .................................................................................... 15 Figure 29: Percentage of 4‐wheeler driver casualties wearing a seatbelt – 2010.............................................................. 15 Figure 30: Percentage of 4‐wheeler drivers using seatbelt by severity of injuries – 2010 .................................................. 15 Figure 31: Percentage of hit and run crashes and fatalities, 2009–2010 .......................................................................... 16 Figure 32: Percentage of fatalities by type of collisions – 2010 ....................................................................................... 16 Figure 33: Percentage of crashes by type of collisions and severities of crashes – 2010.................................................... 17 Figure 34: Percentage of crashes by characteristic of roads and type of collisions – 2010................................................. 17 Figure 35: Percentage of crashes by human errors and types of collisions – 2010 ............................................................ 18 Figure 36: Percentage of crashes by type of roads and human errors – 2010 .................................................................. 18 Figure 37: Percentage of crashes and fatalities by characteristic of roads – 2010............................................................. 19 Figure 38: Percentage of crashes by severities of crashes and characteristics of roads – 2010 .......................................... 19 Figure 39: Percentage of crashes in urban and rural areas and types of collisions – 2010 ................................................. 20 Figure 40: Percentage of vehicles involved by type of collisions – 2010........................................................................... 20 Figure 41: Percentage of vehicles involved in crashes by maneuver of vehicles – 2010 .................................................... 21 Figure 42: Percentage of crashes by causes of crashes – 2010........................................................................................ 21 Figure 43: Percentage of crashes and fatalities caused by human errors – 2010 .............................................................. 22 Figure 44: Percentage of crashes during day vs. night caused by human errors – 2010 .................................................... 22 Figure 45: Percentage of crashes by severities of crashes and human errors – 2010 ........................................................ 22 Figure 46: The numbers of motorbike fatalities by years, 2006 – 2010............................................................................ 23 Figure 47: The numbers of motorbike fatalities by days, 2009– 2010.............................................................................. 23 Figure 48: The numbers of motorbike driver casualties by age categories and severities of injuries – 2010 ....................... 24 Figure 49: Distribution of motorbike fatalities by main national roads – 2010 ................................................................. 24 Figure 50: Distribution of motorbike fatalities by provinces– 2010 ................................................................................. 25 Figure 51: Distribution of motorbike fatalities by time categories – 2010........................................................................ 25 Figure 52: Percentage of motorbike fatalities that suffered from head injuries, 2007 – 2010............................................ 26 Figure 53: Percentage of motorcycle casualties by months and helmet use – 2010.......................................................... 26 Figure 54: Percentage of motorcycle casualties by helmet use in daytime and nighttime – 2010 ...................................... 26


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Figure 55: The number of fatalities by Over speeding, 2006 – 2010 ................................................................................ 27 Figure 56: Distribution of fatalities due to over speeding by time categories 2009 –2010................................................. 27 Figure 57: The number of fatalities by months caused by over speeding 2009 – 2010 ..................................................... 28 Figure 58: Percentage of fatalities by day of week caused by Over speeding – 2010 ........................................................ 28 Figure 59: Percentage of fatalities in over speeding crashes, by age groups and mode of transport – 2010 ....................... 28 Figure 60: Percentage of fatalities by main national roads caused by over speeding – 2010 ............................................. 29 Figure 61: Distribution of fatalities by provinces caused by Over speeding – 2010 ........................................................... 29 Figure 62: The number of fatalities caused by drunk driving – 2010............................................................................... 30 Figure 63: Distribution of fatalities due to drunk driving by time categories 2009–2010................................................... 30 Figure 64: Percentage of fatalities by day and night caused by drunk driving– 2010......................................................... 30 Figure 65: Percentage of casualties (injured and fatalities) in drunk driving crashes– 2010............................................... 31 Figure 66: Percentage of fatalities by age categories and mode of transport caused by drunk driving– 2010 ..................... 31 Figure 67: Distribution of fatalities due to drunk driving by main national roads – 2010................................................... 32 Figure 68: Distribution of fatalities by provinces caused by drunk driving – 2010............................................................. 32 Figure 69: The numbers of pedestrian fatalities 2006–2010........................................................................................... 32 Figure 70: Distribution of pedestrian fatalities by time categories, 2009–2010 ................................................................ 33 Figure 71: Distribution of injured pedestrians and fatalities by age categories – 2010...................................................... 33 Figure 72: Percentage of pedestrians injured and killed by human errors – 2010............................................................. 34 Figure 73: Distribution of pedestrian fatalities by provinces – 2010 ................................................................................ 34 Figure 74: All blackspot locations in Phnom Penh – 2010............................................................................................... 36 Figure 75: All blackspot locations in Kampong Cham – 2010 .......................................................................................... 38 Figure 76: All blackspot locations in Kandal – 2010........................................................................................................ 40 Figure 77: All blackspot locations in Siem Reap – 2010 .................................................................................................. 41 Figure 78: All blackspot locations in 20 provinces (excluded Phnom Penh, K.Cham, Kandal and Siem Reap) – 2010............ 43 Figure 79: Data classified by sources ............................................................................................................................ 44 Figure 80: Number of casualties estimated by the capture‐recapture method ................................................................ 44

Abbreviations

ADB Asian Development Bank ASEAN Association of South‐East Asian Nations Avg Average GPS Global Positioning System HIB Handicap International Belgium IRTAD International Traffic Safety Data and Analysis Group MoH Ministry of Health MoI Ministry of Interior NR National Road NRSC National Road Safety Committee OECD Organization for Economic Cooperation and Development RCVIS Road Crash Victim and Information System WHO World Health Organization OECD Organisation for Economic Co‐operation and Development


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Foreword

Note from the Ministry of Public Work and Transport and National Road Safety Committee Tragedy that is caused by traffic accidents is the tragedy that the royal government considered the main problem for now. The numbers of fatalities, injuries, people with disabilities, orphans, widows, famine, misery and the hardship of people are still serious. Within the last 5 years, the numbers of fatalities are almost double, and the numbers of traffic accidents increased more than 200%. Nearly 90% of road traffic victims are motorcyclists, pedestrians and cyclists. Even though the numbers of fatalities among 10,000 vehicles decreased if compared to 2009, but the real total numbers of fatalities and the rates among 100,000 people still continue to increase. The traffic accidents caused major impacts to both socio economy and welfare of Cambodia. Even though efforts and care were made with high responsibility and will of our leaders and the lower officials to implement the five‐year national action plan of road safety (2006‐2010), we still could not lower the numbers of fatalities as planned by ASEAN (fatalities rate under 7) in 2010, because the National Road Safety Committee (NRSC) lacks of human resources and some amount of money to implement the 15‐point plans of action. Previously, there were national, International NGOs and the private sectors contributed technical, materials and financial assistance but was not sufficient.

2010 was the 5th year anniversary of the formation of National Road Safety Committee (NRSC) and has started close cooperation shoulders in shoulders with Ministry of Interior (MoI), Ministry of Health (MoH) and other related ministries with the Cambodian Red Cross (CRC), NGOs and other private sectors to implement the 5‐year plan of action of road safety (2006‐2010). At the meantime, the National Road Safety Committee (NRSC) would like to express its pride and highly value on the results stemmed from the above cooperation we made altogether to which we received the important achievements as the following÷

1. Has set up Road Safety Management mechanism as well as traffic accident from national levels to provincial levels and is in the process to expand to village and district levels. Has collaborated closely with Handicap International Belgium (HIB) in order to set up the Road Crash Victim Information System (RCVIS) with the aim to follow up on the evolution of the traffic accidents, identify the causes and targets of traffic accidents. In terms of education, we have made a big step forward in providing education to students over traffic law education program as well as road safety. Whereas in the field of health, we provided training on basic emergency assistance to people, experts and other competent officials.

2. Has highly promoted the awareness of people about Traffic Law and Road Safety with satisfied results such as increasing the helmet wearing rate of both drivers and passengers and we also have prevented the over‐speed limit driving maximum rate as well as the drunk driving in 2020.

3. Have reduced the rates of fatalities and injuries. If the 5‐year action plan (2006‐2010) and measures were not existed the traffic accident would have happened more than this. Obviously, it has reduced the fatalities rates among 10,000 vehicles since 2006 from 18.1 fatalities to 11 fatalities in 2010. Even though this rate is not responded to ASEAN’s plan (7 fatalities per 10,000 vehicles) but this is a common major achievement of the National Road Safety Committee (NRSC) and the related ministries or institutions and or the NGOs as well as the private sectors who played key roles in the past.

4. Clearly identified the target to fight with in the future within the continual plan of action such as the education, awareness, reduction of over speed limit rate, reduction of drink driving rate, to promote the helmet wearing rate and other targets.

To conclude, during the past 5 years (2006 – 2010) the National Road Safety Committee (NRSC) has formed the solid foundation in close collaboration with related Ministries and institutions, non‐governmental organizations


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and the private sectors in order to actively fight in the long‐run and worrisome road accident battlefield in the Kingdom of Cambodia. In order to respond to the current situation of road traffic accident and in order to continue the sustainability with the aim to prevent and reduce the fatalities rate from road accidents, the National Road Safety Committee (NRSC) has developed a draft of national plan for decade of Road Safety 2011‐2020 with distinctive and special characteristics which linked with Decade of Action for Road Safety ‐ a newly strategy that was introduced and disseminated during the ministerial meeting of the International Ministries of Transport in Moscow, Russia in November 2009. This 10‐year national plan has identified the common objective ‐ first to reduce 50% of road traffic fatalities and the second common objective is to reduce the fatalities rates (compare to 10,000 vehicles) to 50% in 2020. Through this goal, various actions being implemented in this national plan will contribute to save at least 7,300 lives in the next 10 years. On behalf of the National Road Safety Committee (NRSC) I am very much appreciated and highly value over the active and dynamic contributions and participation from all related Ministries, all levels of local authorities, NGOs as well as the private sectors who are our development partners for their excellent collaborations with the National Road Safety Committee (NRSC) in order to fight and overcome all these challenges in the road traffic battlefield to which it becomes a worrisome tragedy in the Kingdom of Cambodia. Last but not least, I appeal to all road users to be strictly adhered and respected the road traffic laws in the future just like one Cambodian slogan saying that “Respecting the traffic laws is respecting yourself”. Always remember that, before travelling on the road, the motorcyclists must always wear helmets and the car drivers must wear the seatbelts and should drive in the speed limited by the laws, free from drunk driving and always adhere to ethics and morale when driving in order to avoid traffic accidents eventually. Only contribution and participation from every single road user that enable Cambodia to become a road safety country.

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

Tram Iv Toek


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Note from the Minister of Health Ministry of Health (MoH) has actively been contributing in preventing the injuries, the death and disabilities through the provision of quality medical emergency service, general public health education from national level to field level. Particularly we are in the process of strengthening a better additional medical emergency service with high quality by equipping those emergency equipments within hospitals, in the ambulances as well as providing skill training on basic life saving to medical staff, traffic police throughout the country as well as the communities aiming to save their lives on time at the accident scene before sending to hospitals/health centers. The Ministry of Health (MoH) is pleased to have collaboration with Ministry of Interior (MoI) and Ministry of Public Works and Transport (MPWT) in collecting and compiling the road victim data along the public roads, hospitals and health centers from national levels to field levels in a clearer and trustful manner in prioritizing the public health and organize the strategic planning as well as the effective road safety intervention measures in order to respond to the government’s strategy on time to reduce the prevalence of injuries, disability and death. Base on the data of Road Crash Victim and Information System (RCVIS) as well as the road accident in Cambodia in 2010 it is revealed that, there were 18,287 victims in total and among that there were 1,816 fatalities (74% males and 26% females). There were 6,718 seriously injured victims (with 37% of head injuries) and 9,170 minor victims. These were caused from human factor, speed driving, drink driving, not respecting traffic law (rights of way), overtaking in the dangerous condition or not wearing helmets etc. This traffic accident is still remarkably high and is the cause of the injuries, death and disabilities; especially it seriously affects the public health as well as a big burden for Ministry of Health (MoH) to provide emergency services, transportation and the on‐time medical treatment. In order to ensure the victim’s life and to reduce the disabilities which is the social burden, it requires that basic life saving is needed at the accident scene before sending to hospital or health center. The education, dissemination and promotion of the awareness to the communities on the risk factors resulting from not wearing helmets, safety belts, drink driving and not respecting the traffic law may lead to head injuries, disability and deaths and particularly it clearly reveals the impacts on the general public health. The protective, preventive and the on‐time responsive measures shall play a key role in contributing to reduce the injuries, disabilities and deaths from road accidents. These are the testimonies demonstrating the attention and cares of Ministry of Health. The Ministry of Health (MoH) is committed to continue over the management of the Road Crash Victim Information System (RCVIS) along hospitals and health centers in a better organized way from the national levels to sub‐national levels through additional knowledge training to the health staffs in order to fill in the Victim Data and Traffic Accident Form correctly as well as the data management works of the 24 Health Departments. Particularly we need to disseminate to all related stakeholders on the results of the Road Crash and other accident victims so that it would be much easier to use for early intervention, strategic planning and other policies related to road safety. The Ministry of Health (MoH) would like to take this opportunity to express thanks to the cooperation of the government, national and international organizations who have been trying their efforts to compile and publish the reports of the Road Crash Victim Information System (RCVIS) for Cambodia and that it is a high pride with recognition from many countries around the world. On behalf of Ministry of Health, I would like to express my thanks to the World Health Organization (WHO) for their supports, both financial and technical assistances to road safety activities in the past that plays key role in reducing the injuries, disabilities and deaths resulted from road accidents and other accidents. Last but not least, I wish all the road users to have safe trip, particularly for their active participation in respecting the traffic law, wearing helmets to safeguard their lives/wearing safety belts correctly and at all times


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and “Don’t drink and drive” means that it is a huge contribution to the reduction of the rate of injuries and deaths resulted from road accidents throughout the country.

Minister of Ministry of Health HE Dr. Mom Bunheng


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Note from World Health Organization Every year, about 1.3 million people killed in road traffic crashes on the world's roads, and as many as 50 million others are injured or permanently disabled. Over 90% of deaths occur in low‐ and middle‐income countries and is now incurring a major public health problem. In the Western Pacific Region, it was reported in 2009 that around 300,000 people die each year. This amounts to more than 800 people dying everyday in this region. In Cambodia, road traffic deaths and injuries are alarming and require a serious coordination and collaboration amongst the relevant government agencies, development partners, and civil society to tackle this public health challenges. According to the Road Crash and Victim Information System (RCVIS) annual report in 2010, 1,816 had died and 6,718 had serious injuries resulting from 6,941 road traffic crashes. The most vulnerable are the motorcyclist that constitute 72% of the total road traffic crashes and 59% of these are young adults, between the aged of 15 and 29 years old. We appreciate for a strong political will of the government of Cambodia to address preventive measures for road traffic crashes. Cambodia's action plans outline steps towards improving the safety of roads and vehicles; enhancing emergency services; and building up road safety management. It also calls for increased legislation and enforcement on using helmets, seat‐belts and child restraints and avoiding drinking and driving, speeding and overloading. Furthermore, we are pleased to know that the Government of Cambodia is in the process of reviewing and amending the necessary articles of the current road traffic law, to include helmet wearing for passengers, more punitive measures on road traffic violators, and other effective measures to improve road traffic safety in the country. We acknowledge the hard work of ministries and institutions particularly, the Ministry of Interior (MOI), the National Road Safety Committee (NRSC), the Ministry of Public Works and Transport (MPWT), the Ministry of Education, Youth and Sport (MoEYS), the Ministry of Health (MoH), and partners like the Global Road Safety Partnership (GRSP), Handicap International Belgium (HIB), Cambodian Red Cross (CRC), Asian Injury Prevention Foundation (AIPF), and Coalition for Road Safety (CRY), who have been working pro‐actively to reduce fatalities, injuries and disabilities caused by road traffic crashes in Cambodia. WHO strongly recommends responsible ministries particularly the Ministry of Health (MOH), the Ministry of Interior (MOI), the National Road Safety Committee (NRSC), the Ministry of Public Works and Transport (MPWT) to increase efforts with appropriate effective measures in maintaining most reliable Road Crash and Victim Information System (RCVIS), which all these accurate statistics are essential for policy‐ and decision‐makers to monitor trends of road traffic crashes and to identify key priorities for road safety interventions. In view of the fact that WHO has a role in coordinating global efforts over the Decade and will monitor progress towards achieving the objectives of the Decade at the national and international levels, we will continue extending the necessary assistance to the government counterparts and will work closely with all partners to decrease drink‐driving and speeding; to increase the use of helmets for drivers as well as for passengers, wearing of seat‐belts and child restraints; and improve emergency care services in Cambodia.


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Note from Handicap International Belgium Road safety is still a growing issue in Cambodia. In 2010, there were a total of 18,287 casualties in the Cambodian road network. Among them, 1,816 were fatalities (an average of 5 fatalities per day). Over the last 6 years (2005‐2010), the number of fatalities has doubled. At the same time, the population has increased by 8% and the number of registered motorized vehicles has risen by 187%.

2010 also marked an important milestone for Road Safety in Cambodian. It was the last year of the 2006‐2010 national road safety action plan. Now we begin the preparation stage towards the United Nations Decade of Action on Road Safety. The Royal Government of Cambodia, led by the National Road Safety Committee, has started to develop the 2011‐2020 National Road Safety Action Plan. The RCVIS data collection system and subsequent RCVIS reports have played an important role towards the development of this action plan. RCVIS has provided the government and development stakeholders in Cambodia with comprehensive information related to road crashes and road crash victims. RCVIS has enabled development stakeholders to have a better understanding of the road safety situation, and to plan appropriate responses for the next 10 years action plan. In addition, as clearly stated in the global plan for the decade of action for road safety 2011‐2020, establishing and supporting national data systems is one of the recommended actions for national road safety management. As part of the performance measure approach from all main development banks the establishment of sustainable management systems should be promoted.

Therefore, it is crucial that RCVIS remains one of the priorities among the government bodies, particularly the Ministries of Interior and Health and the National Road Safety Committee. It is great to see the progress of the RCVIS handover and the commitment of government counterparts. This handover process has included the successful set up of data collection systems within the Ministries of Health and Interior. Most importantly, official management of the RCVIS system has been handed over to the National Road Safety Committee.

Significant progress has also been made to increase Cambodia’s level of cooperation with international stakeholders and partners including: International Traffic Safety Data and Analysis Group (IRTAD) and Institute for Road Safety Research in Netherlands (SWOV). These partnerships will support the RCVIS system and its management to continue to grow and develop in the future.

Despite these successes, there are immediate challenges that need to be addressed. Under‐reporting has been suspected for the 2010 data. Therefore, attention needs to be given to increasing training and support to RCVIS data collectors, particularly from health facilities. To strengthen the sustainability of the system, Handicap International Belgium will continue to provide technical support to all relevant stakeholders. Special attention will be given to supporting system management and data analysis to ensure the quality of future RCVIS reports. Partnerships with international experts will be also strengthened to begin to build a pathway for future partnerships that can further enhance the quality of the RCVIS data analysis and reporting.

I would like to take this opportunity to express our appreciations to the collaboration and commitment of our government counterparts, Ministry of Interior, Ministry of Health, National Road Safety Committee, and their staff, who have significant role in delivering quality and accurate data. I am also proud to see the commitment of the Royal Cambodian Government to take over management responsibility for the RCVIS system and to take ownership of developing solutions to the issues threatening the security of Cambodia’s road users. .

Country Director

Jeroen STOL


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Executive Summary

The RCVIS Annual Report 2010 reviews the main road crash trends in Cambodia compared to previous years. Based on the data from traffic police and health facilities, in 2010, 18,287 road crash casualties were reported. Among them, 1,816 were fatalities (an average of 5 fatalities per day). Over the last 6 years, the number of fatalities has doubled. At the same time, the population has increased by 8% and the number of registered motorized vehicles has risen by 187%. There were 25% increases in the fatality rate among 100,000 inhabitants since 2006 (9.6 to 12.7). On the other hand, decreases in the fatality rate per 10,000 registered vehicles were also observed since 2006 (18.1 to 11.0). These decreases can be attributed to the huge increase in motorization. In the comparison of fatality rates per 10,000 registered vehicles with Lao PDR and Vietnam, Cambodia has the highest rate. Based on the available figure in RCVIS (without under‐reporting estimation), the annual economic cost of road crashes in 2010 was equal to 279 million USD, an increase of 13% compared to the cost in 2009. In this 2010 annual report, under‐reporting was also estimated in the section X. Data from RCVIS was used in a capture‐recapture method1 to estimate the overall pictures of road traffic casualties. Based on capture‐recapture estimation, in 2010, there were estimated 114,403 road crash casualties, which was 0.8% of the Cambodian population. Among them, 2,348 were fatalities and 19,049 were serious injuries. This also meant that around 20% of road crash fatalities and 85% of injuries were not reported to RCVIS. Casualty information 10% of casualties were fatalities and 37% were severe injuries. Males accounted for 74% of casualties. The average age of fatalities was 32 years old. Adults aged between 20 and 29 years old represented the highest number of fatalities (37%). Children (aged between 0 and 14 years old) represented 10% of injured and 8% of fatalities. The economically active part of the population was the most affected by road crashes and shared 68% of all fatalities (students (14%), workers (16%) and farmers (38%)). 67% of the fatalities were motorbike riders, followed by pedestrians (12%). The number of fatalities during the major national holidays accounted for around 13% of overall fatalities. 1% of discharged patients (from hospital/health center) were reported to have life‐long impairments, which may lead to social discrimination and disability. Causes of crashes Generally, human errors contributed to 95% of crashes. Vehicle defects accounted for around 2.2% and road environment accounted around 0.83%. Over speeding was the leading cause of crashes in Cambodia. It represented more than 50% of fatalities, while other 16% were caused by drunk driving. Dangerous overtaking also contributed to a high proportion (8%) of fatalities. Over speeding shared similar proportions in day and night crashes (around 50%). Drunk driving contributed to 21% of night crashes and 10% of day crashes Road and Vehicle Types National roads accounted for a large proportion of total fatalities (73%). More than half of all fatalities occurred along the main National Roads (NR 1 to 7). 78% of all crashes occurred on straight roads, which also contributed to 81% of fatalities. Motorcycles made up the vast majority (66%) of vehicles involved in road crashes in 2010, followed by passenger vehicles (17%) and goods vehicles (7%). 84% of vehicles involved in crashes were left‐hand drive and 16% were right‐hand drive (according to the Cambodian land traffic law, driving of all kinds of vehicles in the Kingdom of Cambodia has to be adhered to the right‐hand side). Phnom Penh and Provinces 1 More detailed explanation on the method is in the section: “X. Further estimation”


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Kampong Cham contributed to the highest number of fatalities in 2010 (13%), followed by Kandal province (10%) and Phnom Penh (10%). Compared to 2009, the number of fatalities in Phnom Penh decreased by 25%. The decrease can be due to the strengthening of law enforcement (particularly on helmet wearing and drink driving at night‐time) and public awareness campaigns, organized by all road safety related stakeholders. Dangkao district was the most deadly followed by Ruessei Keo and Mean Chey district. Emergency Assistance SAMU/Ambulance played a better role to save casualties in Phnom Penh than in provinces. 45% of casualties were transferred to a hospital by an ambulance in Phnom Penh, while 67% of casualties in provinces were transferred by private transportation. Compared to 2009 in Phnom Penh, the percentage of casualties taking more than 2 hours to reach a hospital, increased from 19% to 30%. In provinces, only 28% of casualties can reach the first health facility in less than 30minutes, while other 41% took more than 2 hours. Motorbikes and helmet wearing among casualties Around 70% of those casualties were motorbike riders. Over the last 5 years, the number of motorbike fatalities has increased by 61%. There were slight deceases in the motorbike fatality rates (compared to 10,000 motorbikes registered). These decreases can be attributed to the huge increase in motorization. Over‐speeding was the leading cause of motorbike casualties and fatalities, followed by drunk driving and dangerous overtaking. 56% of motorbike fatalities were between 15‐29 years old. Higher percentages of motorbike fatalities were observed during weekends. Phnom Penh, Kampong Cham and Kandal shared around 45% of motorbike fatalities. Almost half of motorbike fatalities occurred between 4pm to 10pm. 73% of motorbike fatalities suffered head injuries in 2010 (compared to 76% in 2009). Among them, only 21% wore a helmet during road crashes. The helmet wearing rate among motorbike casualties in Phnom Penh was higher than in other provinces (41%, 19%). The wearing rate was higher among driver casualties (26%) than among passenger casualties (8%). This can be due to the fact that helmets are compulsory only for motorbike drivers and that there has been enhanced enforcement by traffic police, especially in Phnom Penh, since January 2009. Over speeding Over speeding was the main cause of crashes and casualties in Cambodia. It represented more than 50% of fatalities. Compared to 2009, the number of fatalities increased by 10%. The number of fatalities increased from year to year. The peak of fatalities caused by over speeding was noticed from 7 pm to 8 pm. Motorbikes contributed to the biggest proportion of fatalities in over speeding crashes. The highest percentages were observed among 15‐29 year old fatalities. Children less than 15 years old suffered the most as pedestrians in over speeding crashes. A large proportion of bicyclist fatalities was noticed among young teenagers (10‐14 years old). 73% of fatalities due to over speeding happened on main national roads. The highest percentage of fatalities due to over speeding crashes was observed in Kandal(11%), followed by Kampong cham Province (10%) and Siem Reap province (10%).

Drunk Driving Drunk driving is the second major cause of road crashes and casualties in Cambodia. In 2010, 16% of fatalities were due to drunk driving. Compared to 2009, the number of fatalities increased by 2%. 84% of fatalities were motorbike riders. 54% of fatalities were killed between 5pm and 10pm in 2010. The highest percentages of fatalities due to drunk driving were noticed on Saturday nights. Around 60% of fatal and injured people were between 15 and 29 years old. Among driver fatalities, who were suspected of alcohol abuse during crashes, 71% aged between 15 and 34 years old and 89% were motorbike drivers. 69% of fatalities due to drunk driving happened on main national roads. Kampong Cham contributed to the highest numbers of fatalities due to drunk driving crashes


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Pedestrians In 2010, pedestrian presented 8% of total casualties and 12% of total fatalities. Among total pedestrian casualties, 15% were fatalities and 36% were severely injured. The number of pedestrian fatalities has increased since 2006. 25% of pedestrian were killed on Saturday. 42% of pedestrians were killed between 5pm and 9pm. Peaks of fatalities were noticed among 5‐9 year old children and people older than 55 years (17% and 22%). More than 70% of pedestrians were killed along national roads, and another 13% along local roads. Additionally, 42% of them were killed in hit and run crashes. 20% of pedestrian fatalities were students and 73% of those students were aged between 5 and 9 years old. Almost 40% of pedestrian fatalities were female (compared to only 19% among fatalities in all transport modes). Over speeding was the leading cause of pedestrian fatalities and injuries (70%, 65%), followed by drunk driving. Kampong Cham and Kandal contributed to the highest proportions among other provinces. Blackspots Utilizing a Global Positioning System (GPS) database, the report highlights the most dangerous locations for road users and pedestrians. Significantly, the report disaggregates data related to pedestrian/motorbike/vehicle crashes, age groups, and crashes related to over speeding, 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 located along the national Cambodian highways in Phnom Penh, Kampong Cham, and Kandal Provinces.

Recommendations

Based on the statistics presented in this report and a situational analysis of road safety in the country, key recommendations are presented in this section. The objective of these recommendations is to contribute to the prioritization of the 2011‐2020 National Road Safety Action Plan implementation, with particular focus on the helmet wearing, drunk driving and over speeding intervention. These recommendations below are structured based on the framework of the 10 year action plan, which consists of 7 pillars. Road Safety Management 1. Capacity building of the National Road Safety Committee The National Road Safety Committee (NRSC) is the body tasked with overall management and coordination of road safety in Cambodia. Although an improvement of the capacity in the General Secretariat of the National Road Safety Committee (GSNRSC) has been observed in recent years, the GSNRSC still requires continuous information and institutional strengthening to make a significant impact on reducing crashes, fatalities, disabilities and injuries on the roads of Cambodia. 2. Road Safety Research

Road safety research is critical to improve the knowledge and understanding about contributing factors to road crashes. A body of research should be compiled for the purpose of providing a qualitative understanding of behaviors leading to road crashes. Based on a comprehensive, research‐based knowledge foundation, evidenced based strategies and policies can be developed, and funds for Road Safety interventions can be more easily obtained. Dangerous behaviors (such as drunk driving, speeding and without helmet wearing) and vulnerable road users (pedestrians, motorcyclists, and children) should be targeted for further researches, in addition to the existing data from RCVIS. Additionally, focus should also be placed on developing local researchers with capabilities to conduct ongoing road safety‐related researches, building upon linkage developed with international road safety research departments. HIB is one of the leading agencies that plan to extend its intervention in the road safety research field and strengthen its collaboration with international recognized research institutes with particular focus on local team capacity building,


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3. Monitoring/Evaluation After the development of the 2011‐2010 National Road Safety Action Plan and its implementation in 2011, it is crucial that the government starts to have a monitoring plan for their action plan implementation. This can shape the implementation into more prioritized areas and focus on the results/impacts of the whole intervention, especially on the safety performance indicators (helmet wearing, speeding and drunk driving). The monitoring and evaluation tools should be clearly developed and rolled out. Primary data will be necessary in addition to the secondary data from RCVIS. 4. Strengthening RCVIS data collection system To ensure the accuracy of the RCVIS, its data collection system should be strengthening inside its existing government networks (MoI and MoH). Particular focus should be on the data collections in health facilities, where significant under‐reporting has been observed since 2009. Road Infrastructure 5. Improvement of blackspot areas, pedestrian infrastructure and setting up slow speed zones

• Further investigations should be organized at high risk locations, which have been identified in the blackspot section.

• Create separate motorcycle lanes along national roads and main urban roads • Slow speed areas should be set up, especially around schools to make sure speed are reduced (for

example to 30km/h). High risk locations for students were clearly identified in the blackspot section. • Pedestrian Infrastructure /facilities such as crosswalks, pedestrian bridges, sidewalks, should be

improved in the specified areas, which were identified in the pedestrian section Road User Behaviors ‐ main Risk Factors 6. Over speeding

Over speeding crashes contributed to more than 51% of road crash fatalities in Cambodia in 2010. Driving in excess of the legal speed limit and inappropriate speed for the conditions on the roads is the highest risk factor identified by the RCVIS database. A few recommendations should be taken:

• Further development of the over speeding action plan, based on the frame work in the 2011‐2020 National Road Safety Action Plan to ensure effectiveness of the intervention and cooperation among stakeholders.

• Public awareness should be enhanced with integrating enforcement messages o The month of April should be specifically targeted as the rate of road crashes increases

significantly 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 Kandal, Kampong Cham, Phnom Penh,

Battambang and Siem Reap provinces should be specifically targeted. 7. Drunk Driving

Drunk driving is the second leading risk behavior for road crash fatalities (16%). Important actions are recommended below:

• Further development of the drunk driving action plan, based on the framework in the 2011‐2020 National Road Safety Action Plan to ensure effectiveness of the intervention and cooperation among stakeholders.

• Public awareness should be enhanced to integrate enforcement messages targeting young people aged between 15 and 29 years old. Kampong Cham should be prioritized


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8. Helmet Wearing Majority (73%) of motorbike fatalities get head injuries. It is crucial that helmet wearing should be promoted and enforced 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)

9. Motorbike riders

Motorbike riders are the most vulnerable road users in Cambodia. They represent 67% of total fatalities. 73% of motorbike crashes result in drivers suffering heard injuries. Important actions are recommended below:

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

• Target the highest risk areas (as shown in the motorbike section) among motorbike riders, for enhanced law enforcement and better emergency assistances, particularly on Over speeding, Drunk driving and dangerous overtaking, especially on Saturday nights

10. Pedestrians

Pedestrians are the second most vulnerable road user group on the Cambodian road network. The most at‐risk pedestrian groups are children aged between 0 and 9 years old (24% of total pedestrian fatalities) and elderly persons, aged 55 years and above (22% of pedestrian fatalities). Key recommendations are listed below:

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

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

• Safe School Zones should be developed to promote the safety of students when entering and exiting schools. Safe school zone measures should include increased enforcement of appropriate lower speed limits and ensuring school cross‐walks are respected and clearly‐marked. Additionally, the concept of the safe school zones should be integrated into the school curriculum.

Law Enforcement 11. Support to traffic police The national law enforcement system must also be supported to ensure the full and proper implementation of NRSC policy and action plan. The Royal government of Cambodia, along with all uni‐lateral and bi‐lateral donors, must prioritize the provision of technical and financial support for traffic police. Specialized equipment and trainings (particularly on drunk driving and speeding) are required to strengthen the capacity of Cambodia’s police officers and enable their ability to enforce all aspects of the Cambodian traffic law.


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12. Enhanced enforcement operations • Speed checkpoints at the high risk locations (as mentioned in over speeding section) should be set

up, particularly from 6 pm to 8 pm during the weekends • Checkpoints should be set up to enforce drinking and driving laws at high risk locations (as shown in

drunk driving section). Checkpoints should be organized from 6pm to 10pm, especially on Saturday and Sunday.

• Set up checkpoints to enforce the helmet wearing law. Checkpoints should be organized from 6pm to 8pm and especially during the weekend among young motorbike riders (16 to 25 years old)

Driving license 13. Driver Training and Licensing Driving schools are the training grounds for future drivers of Cambodia. Therefore, it is essential that safe driving behavior is instilled in the new generation of Cambodian road users. RCVIS recommends that a rigorous evaluation of the driving schools and driving license system be carried out. The objective of the evaluation should include 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 Cambodia and the behaviors necessary to reduce crash risks. Motorbike drivers should be better targeted for the trainings and testing, before issuing the motorbike driving licenses. Post Crash care 14. Emergency Assistance The report also recommends for more attention from the Royal Government of Cambodia, donors and road safety stakeholders for a better development of an Emergency Medical Services strategy and action plan coupled with a fundraising 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 of other appropriate means of transports such as taxi; and appropriate emergency routes particularly along the national roads

• Capacity of Hospitals: Development of hospital staff qualification in the emergency medical system and improvement of emergency equipment;

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


1

I. Introduction

Road safety funding and actions, decision‐making, policy and strategy are effectively set and implemented based on 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 collaboration with the Ministry of Health (MoH), Interior (MoI), and Public Works and Transport (MPWT). RCVIS has been recognized by national and international stakeholders as the only official source of road crash and casualty data for Cambodia.

The objective of the Road Crash and Victim Information System (RCVIS) is to provide government and development stakeholders in Cambodia with accurate, continuous and comprehensive information on road crashes and victims for the purposes of increasing understanding of the current road safety situation, planning appropriate responses and policy, and evaluating impact of current and future initiatives. The RCVIS has expanded to cover 193 districts/cities in all 24 provinces by collecting, centralizing, analysing and disseminating information provided by two main sources: health facilities (public hospitals and private clinics) and traffic police.

Figure 1: RCVIS data collection flow in 2010

Victims

All Kinds of injuriesRoad crash injury only

Private clinics

National Road Safety CommitteeRCVIS

Traffic Police

Ministry of InteriorTraffic Police Data only

Ministry of HealthInjury Surveillance System

Public Health Facilities

Future Structure of the Systems

Since the beginning of 2009, RCVIS has been progressively handed over to the government counterparts. As a result, in 2010, the system was installed in MoI for traffic police data and in MoH for the injury surveillance system (ISS) data. In addition, a new version of data linkage system (to automatically combine data from traffic police and health facilities) has been developed and piloted with support from SWOV, a road safety research institute based in Netherlands. This new linkage system will be installed at NRSC in mid 2011. To strengthen the sustainability of the system, HIB will continue to provide technical support to the ministries, especially on the system management and advanced data analysis to ensure the quality of the reports. To do this, partnerships with international experts such as Johns Hopkins University and the United States Centers for Disease Control and Prevention will be also strengthened.

This annual report analyses the information collected by RCVIS for the year 2010. It is a synthesis of all the monthly reports that were published throughout 2010. The previous annual reports (2004, 2005, 2006, 2007,


2

2008 and 2009), as well as all monthly reports and other information related to road safety, can be found on the following website: www.roadsafetycambodia.info.

II. Data Source

RCVIS has combined two main data sources (traffic police and health facilities). To avoid double entries between health facilities 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 4% among fatalities and 5% among injured people). In 2010, traffic police played a very important role in collecting data on fatalities (almost 98% of fatalities throughout Cambodia were reported by traffic police). Although health facilities reported only around 6% of fatalities, they played a more important role in collecting traffic injury data. Almost 40% of those injuries were reported by hospital or health center staff.

Figure 2: Percentage of injuries and fatalities reported to RCVIS by traffic police and health facilities – 2010

The coverage areas reported by traffic police are the same as last year (whole country). Although all district police sectors provided the data regularly to the Ministry of Interior, it can be observed that their attention on data collection for severe and slight casualties was much less than for fatal data. In addition, based on the number of data sources, only 43 of hospitals (65% of all hospitals) and 37 health centers2 (5% of all health centers) participated into the system in 2010. Additionally, in average, each hospital provided data for around 8 months among the 12 months in 2010, while each health center provided only 3 months. 10 hospitals provided the most frequent data to RCVIS. The reasons of these few month data available can be due to the fact that there was no injury in that hospital/health center in those months or injuries/fatalities were not properly recorded and sent to the Ministry of Health. Health facilities in Prey Veng, Mondol Kiri, Koh Kong and Stung Treng province did not report to RCVIS for the whole year. Therefore, under‐reporting has been suspected for the 2010 data.

2 It is also noted that many health centers are located in remote areas, while most of road crashes happen along national roads and urban areas. So, those health centers have not treated any road crash casualties and they don’t have any records.


3

Figure 3: Number of health centers, hospitals and district traffic police reported to RCVIS by provinces3

Health Centers Hospitals District

Polices Health

Centers Hospitals District Polices

Health Centers Hospitals District

Polices Health

Centers Hospitals District Polices

Banteay Meanchey 7 2 8 3 2 8 4 1 8 1 2 9Battambang 0 2 11 0 1 12 1 1 13 7 1 13Kampong Cham 10 9 16 5 10 16 5 10 16 0 9 18Kompong Chhnang 0 2 7 0 2 7 2 2 7 4 3 9Kampong Speu 3 3 8 3 2 8 1 1 7 0 1 9Kampong Thom 4 2 8 2 2 8 0 3 9 1 2 9Kampot 1 4 8 0 3 8 0 4 8 0 4 9Kandal 8 3 9 2 1 10 0 2 10 7 2 11Kep 0 1 2 0 1 2 2 1 2 1 1 3Koh Kong 0 2 6 0 0 6 0 0 7 0 0 9Kratie 0 1 5 0 0 5 0 1 5 4 2 7Mondol Kiri 0 2 5 0 2 5 0 1 5 0 0 6Addar Meanchey 1 2 5 1 0 5 1 1 6 2 1 6Pailin 0 0 2 0 0 2 0 0 2 0 0 3Phnom Penh 0 10 7 0 6 7 0 5 8 0 3 9Preah Vihear 7 1 7 7 1 7 9 0 6 7 2 8Prey Vaeng 3 5 12 6 1 12 2 6 12 0 0 14Pursat 0 1 6 0 0 6 0 0 7 1 0 8Ratanak Kiri 0 0 9 0 0 9 3 1 7 0 1 8Siem Reap 1 3 11 1 3 12 1 3 10 1 3 13Preah Sihanouk 0 1 3 0 1 3 0 1 4 1 1 4Stueng Traeng 0 1 4 0 1 4 0 1 5 0 0 5Svay Rieng 0 3 7 0 2 7 0 3 8 0 3 9Takeo 0 2 10 0 1 10 0 1 10 0 2 11

Total 45 62 176 30 42 179 31 49 182 37 43 210

2010Provinces

2007 2008 2009

III. Main evolution of data

Over the last 6 years, the number of fatalities has doubled. At the same time, the population4 has increased by 8% and the number of registered motorized vehicles has risen by 187%5.

Figure 4: Evolution of road fatalities, population and vehicles in Cambodia6, 2005 – 2010 (base 100 = 2005)

2005 2006 2007 2008 2009 2010Population Registered Vehicles Fatalities

3 Some hospitals and health centres did not report for a whole year. Provincial traffic police office also included in number of district. 4 Number of population in 2010 base on General Population Census of Cambodia 2008 5 Sources: Ministry of Public Work and Transport, 2010 6 Sources: Numbers of fatalities from 1998 to 2005 were based on traffic police only and from 2006 to 2010 were based on RCVIS


4

There were slight increases in the fatality rate among 100,000 inhabitants since 2006 (9.6 to 12.7). On the other hand, decreases in the fatality rate per 10,000 registered vehicles were also observed since 2006 (18.1 to 11.0). These decreases can be attributed to the huge increase in motorisation.

Figure 5: Fatality rates in Cambodia 1998 – 20107

3.7 4.26.4

8.06.8

9.611.3 11.8 12.2 12.712.0 13.0

18.4

21.5

15.718.1 17.8

15.112.3

11.0

0.0

5.0

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25.0

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

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

The fatality rate among two‐wheelers decreased since 2007 (14.5 to 8.8), while the fatality rate among four‐wheelers increased compared to 2009 (6.8 to 8.7).

Figure 6: Fatality rates per 10,000 registered two‐wheeler and four‐wheeler 8, 2007–2010

14.5

11.712.9

8.2

10.7

6.88.8 8.7

0.02.04.06.08.0

10.012.014.016.0

Two-wheeler Four-wheeler

2007 2008 2009 2010

More than half of the fatalities occurred along the main National Roads (NR) in Cambodia. NR 5 contributed to the highest number of fatalities, followed by NR 6 and NR 7. Decreases were observed along NR 5 and NR 6A, while increases were noticed along NR 3, NR 4 and NR 7.

7 National Road Safety Action Plan 2006‐2010, 2006. Phnom Penh, Royal Government of Cambodia National Road Safety Committee. 8 "Statistics of vehicle registered in 2009." (2010): Department of Public Work and Land Transport (Jan, 2010).


5

Figure 7: The numbers of fatalities on main national road network, 2009 – 2010

110

5133

97

239

42

180146

95

4763

114

191

31

181161

0

50

100

150

200

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300

NR1 NR2 NR3 NR4 NR5 NR6A NR6 NR7

2009 2010

Comparing fatalities per kilometre9, National Road 5 was the most deadly in 2010. This was followed by National Road 6 and National Road 7. The decreases were noticed on National Road 6A (26%) and national road 5 (20%), while an increase was noticed on National road 3 (91%), compared to 2009. The decrease was noticed on National Road 6A (26%) and National road 5 (20%), while an increase was noticed on National road 3 (91%), compared to 2009.

In 2010, the number of fatalities during the major national holidays accounted for around 13% of overall fatalities. Compared to 2009, the number of fatalities during Khmer New Year decreased by 11%. However, on Pchum Ben, Chinese New Year and Water Festival, the numbers of fatalities increased by 18%, 28% and 81% respectively, as shown in figure8 below:

Figure 8: The numbers of fatalities by main holidays, 2009–2010

40

89

50

26

51

79

5947

0

20

40

60

80

100

Chinese New Year Khmer New Year Pchum Ben Water Festival

2009 2010

In 2010, the peak of fatalities was recorded in April. A significant increases between 2009 and 2010 were observed in October (44%), November (49%) and December (35%).

9 Road Infrastructure Department, Ministry of Public Work and Transport.


6

Figure 9 The numbers of fatalities by months, 2009 – 2010

0

50

100

150

200

250

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

2009 2010

IV. General Figures

IV.1 Regional and National Comparisons In the comparison of fatality rates per 10,000 registered vehicles with Lao PDR and Vietnam, Cambodia has the highest rate. The fatality rate per 100,000 inhabitants is a bit lower than Vietnam10 and LAO PDR.

Figure 10: Fatality rates – comparisons between selected countries in Asia – 2010

12.9 12.8 12.7

7.9

3.3

11.0

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

Kampong Cham contributed to the highest number of fatalities in 2010, followed by Kandal province and Phnom Penh. Conversely, the lowest numbers of fatalities were noticed in Kep and Pailin provinces. In Banteay Meanchey, Svay Rieng and Phnom Penh, the numbers of fatalities decreased by 40%, 37% and 25% respectively compared to 2009. However, increases were observed in Mondol kiri, Pailin and Kampot province (420%, 150% and 90%). These increases might be due to new road rehabilitation in those provinces, such as national road 78 (Mondol Kiri), 57 (Pailin) and 3 (Kampot) which allow speed increased. 10 Jonathon Passmore, Road Safety & Injury Prevention/Team Leader NCD/HP, WHO Vietnam


7

Figure 11: The numbers of fatalities by provinces – 2010

89 101

238

4267

104

57

196

25

81

26

189

27

8761

38

132

62

2844

81

253 10 3

0

50

100

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Phnom Penh shared 10% of the total fatalities. Compared to 2009, the number of fatalities decreased by 25%. Dangkao district was the most deadly followed by Ruessei Keo and Mean Chey district. The number of fatalities decreased in almost every district compared to 2009, except Sen Sok district.

Figure 12: The numbers of fatalities by districts in Phnom Penh, 2009–2010

3120

1322

39

97

48

2819

3 7

31

56

32

0

20

40

60

80

100

120

Chamkar Mon

Doun Penh 7 Makara Toul Kork Mean Chey Dangkao Ruessei Keo

2009 2010

IV.2 Victim Information This section highlights traffic casualties which are broken down by the severity of injuries resulting from road crashes. In 2010, 18,287 casualties were reported. Among them, 1,816 were fatalities and 6,718 were severe injuries. Compare to 2009, the number of fatalities increased by 6%.

Figure 13: Breakdown of casualties by severity of injuries, 2006–2010

Year Fatalities Severe injuries Slight Injuries Unknown Total2006 1,292 6,033 17,836 985 26,1462007 1,545 7,150 17,655 1,053 27,4032008 1,638 7,226 15,985 947 25,7962009 1,717 7,022 12,117 663 21,5192010 1,816 6,718 9,170 583 18,287


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IV.2.1 Age

In general, fatalities in 2010 had a similar pattern in terms of age categories as in 2009. The average age of fatalities was 32 years old. The peak of fatalities was between 20 and 24 years old. Compared to 2009, this age group increased by 7%.

Children (aged between 0 and 14 years old) represented 10% of injured and 8% of fatalities. Conversely, adult aged more than 54 years old represented 7% of injured and 11% of fatalities, meaning that an elderly person has more chance of being killed than a child.

Figure 14: Breakdown of fatalities by age categories, 2009 – 2010

050

100150200250300350400

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

2009 2010

Compared to 2009, the number of child fatalities (0‐14 years old) increased by 6%. 45% of those child fatalities were pedestrians. This percentage was very high compared to overall age groups (only 12% of all fatalities were pedestrians). 68% of child fatalities were killed on national roads.

Figure 15: Percentage injuries and fatalities aged between 0‐14 by modes of transport – 2010

40%25%

35%44%

15%9%

10% 22%

0%

20%

40%

60%

80%

100%

Injured Fatalities

Other

Bicycle

Pedestrian

Motorbike

Among driver fatalities, high proportions of drivers of motorbikes (46%), passenger vehicles (38%), good vehicles (33%) and agriculture vehicles (46%) were between 20 to 29 year old. Around 30% of bicycle drivers aged 5‐19 years old and other 32% were older than 54 years.


9

Figure 16: Age categories of driver fatalities by mode of transport – 2010

11%

6%

12%

15%

8%

6%

8%

26%

14%

22%

13%

15%

20%

6%

24%

11%

33%

15%

11%

12%

11%

7%

8%

7%

16%

17%

13%

11%

10%

8%

7%

10%

17%

13%

23%

6%

11%

13%

15%

7%

32%

7%

8%

0% 20% 40% 60% 80% 100%

Motorbike

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other5-910-1415-1920-2425-2930-3435-3940-4445-4950-54>=55

IV.2.2 Gender In 2010, males accounted for 81% of fatalities. Males were much more likely than females to be killed by road crashes in 2010. It is noticed that the number of female fatalities aged above 54 years old was higher than other age groups, while 20‐24 year old male fatality group was the highest.

Figure 17: The numbers of fatalities by gender – different age categories – 2010

18 38 27

159

304

231

115 115 85 95

45

101 111

18 23 9 47 52

24 26 19 29 23 25 63

30

-

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

67% of male fatalities were drivers, while around half of female fatalities were passengers and other 25% were pedestrians.


10

Figure 18: Percentage of fatalities by gender and road users – 2010

9%24%

67%25%

24%51%

0%

20%

40%

60%

80%

100%

Male Female

Passenger

Driver

Pedestrain

IV.2.3 Occupation

The economically active part of the population (students, workers and farmers) was the most affected by road crashes. They shared 68% of all fatalities. The percentage of fatalities by occupation followed the same pattern as casualties: farmers represented the highest percentage, constituting the largest group of fatalities (38%) and injuries (38%), followed by workers and students. The numbers of farmer fatalities have continued to increase from year to year (16% between 2008 and 2009; and 17% between 2009 and 2010).

Figure 19: Percentage of injuries and fatalities by occupations11 – 2010

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

When sorted by occupation, students were the third highest risk group. 8% of student casualties were fatalities and 38% were severe injuries. Compared to 2009, the number of student fatalities increased by 9%. Over speeding crashes were the leading cause of student fatalities, representing more than 51% of student fatalities, while another 22% were caused by drunk driving and dangerous overtaking. Among student fatalities:

• 77% aged between 6 and 19 years old • Only 17% wore a helmet during a crash

11 Child aged between 0 and 5 years old.


11

• 81% were suffered from head injury • 64% were motorbike riders, followed by pedestrian (17%) and passenger vehicles (8%). • Majorities of motorcyclists and bicyclists were drivers (71% and 94% respectively). Passengers

were the majorities among other transport types, particularly 100% among agriculture vehicles

Figure 20: Percentage of student fatalities by modes of transport and road users – 2010

71%

94%

11%

20%

25%

29%

6%

89%

80%

100%

75%

0% 20% 40% 60% 80% 100%

Motorbike

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other

Driver Passenger

IV.2.4 Type of road user Around 67% of the fatalities were motorbike riders. Compared to 2009, the numbers of motorbike fatalities decreased by only 1%, while increases were observed among other transport types, such as passenger vehicle and agriculture vehicle fatalities.

Figure 21: The numbers of fatalities by modes of transport, 2009 – 2010

1209

217

72

168

76

49

25

1218

215

65

99

75

33

12

0 200 400 600 800 1000 1200 1400

Motorbike

Pedestrian

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other

2009 2010


12

Motorbike riders represented the largest group for all severities (72% of severe injuries and 67% of fatalities).

Figure 22: Percentage of casualties by modes of transport and injury severities – 2010

9% 7% 7% 8%

12% 9% 7% 8%

67% 72% 73% 72%

0%

20%

40%

60%

80%

100%

Fatality Severe Slight All

Motorbike

Pedestrain

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other

Majority of fatalities were male for all transport modes. Higher percentages of female fatalities were noticed among bicyclists (35%) and pedestrians (39%).

Figure 23: Percentage of fatalities by modes of transport and gender – 2010

86%

65%

74%

81%

82%

61%

85%

14%

35%

26%

19%

18%

39%

15%

0% 20% 40% 60% 80% 100%

Motorbike

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Pedestrain

Other

Male Female

IV.2.5 Transfer to hospital SAMU/Ambulance played a better role to save casualties in Phnom Penh than in provinces. 45% of casualties were transferred to a hospital by an ambulance in Phnom Penh, while 67% of casualties in provinces were transferred by private transportation. Compared to 2009 in Phnom Penh, the percentage of casualties taking more than 2 hours to reach a hospital, increased from 19% to 30%. In provinces, only 28% of casualties can reach the first health facility in less than 30minutes, while other 41% took more than 2 hours.


13

Figure 24: Duration to arrive at the first health facility in Phnom Penh versus provinces – 2010

30%41%

13%17%20%14%

31% 21%

6% 7%

0%

20%

40%

60%

80%

100%

Phnom Penh Province

<10 miniutes

10-30 minutes

30 minutes-1 hour

1 hour- 2 hours

> 2 hours

In addition, the time of transferring to a hospital is more crucial among serious injuries. 47% of severe casualties in the country were transferred to a hospital in longer than 2 hours (compared to 43% in 2009). Almost half of those serious injuries were transported by SAMU/Ambulance. IV.2.6 Severity of injuries

10% of casualties were fatalities and 37% were severe injuries. 65% of those fatalities died immediately at the scene, and other 29% died at a hospital.

Figure 25: Percentage of casualties by severity of injuries – 2010

Severe37%

Superf icial50%

Unknown3%

Died during transferring

6%

Died at hospital29%

Died on crash site 65%

Fatalities10%

The highest number of fatalities, severe injuries and superficial injuries occurred during the evening time. A peak was observed between 6pm to 8pm (the same pattern compared to 2009)


14

Figure 26: Percentage of casualties by severity of injuries and time categories – 2010

0%2%4%6%8%

10%12%

00:0

0 -0

0:59

01:0

0 -0

1:59

02:0

0 -0

2:59

03:0

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7:59

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8:59

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9:59

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0:59

11:0

0 -1

1:59

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3:59

14:0

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4:59

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5:59

16:0

0 -1

6:59

17:0

0 -1

7:59

18:0

0 -1

8:59

19:0

0 -1

9:59

20:0

0 -2

0:59

21:0

0 -2

1:59

22:0

0 -2

2:59

23:0

0 -2

3:59

Slight Injured Severe injured Fatalities

IV.2.7 Nature of injuries In total, 41% of casualties suffered from head injuries. Upper/lower wound/cuts represented 34% of casualties and upper/lower fracture accounted for 26%. It is interesting to note that the total percentage of head injuries among casualties increased from 39% in 2009 to 41% in 2010.

Figure 27: Percentage of casualties by category of nature of injuries12 – 2010

26%1%

2%0%

7%5%

41%34%

2%10%

1%11%

0% 5% 10% 15% 20% 25% 30% 35% 40% 45%

Fracture UE/LEFracture Pelvis

Sprain/Dislocation UE/LESprain_Dislocation Pelvis

Burn UE/LEBurn Face

Concussion/NeckCuts/Open/Would UE/LECute/Open/Would Pelvis

Bruise UE/LEBruise Pelvis

Other injury

1% of discharged patients (from hospital/health center) were reported to have life‐long impairments, which may lead to social discrimination and disability. 71% of them were motorbike riders and 14% of them were pedestrian. 65 % of them have a moving disability

12 Percentages may add up to more than 100% as a casualty may have injuries to more than one body region.


15

Figure 28: Percentage of casualties by type of disabilities– 2010

16%

16%

65%

3%

PhsycologicalFeelingMovingLearning

IV.2.8 Seatbelt Cambodian land traffic law requires all drivers and front seat passengers to wear a seatbelt. Since 2009, law enforcement on seatbelt wearing has been strengthened, particularly in Phnom Penh. In 2010, 20% of casualties wore seatbelt during a crash. A lower percentage was observed among passengers (only 8% compared to 33% among drivers). Seatbelt‐wearing among drivers of passenger vehicles was higher than drivers of goods vehicles (36%, 23%).

4‐wheeler driver casualties aged between 15‐19 years old represented the highest percentage of seatbelt wearing (57%). A low percentage of seatbelt wearing was noticed among casualties aged 30‐34 years old.

Figure 29: Percentage of 4‐wheeler driver casualties wearing a seatbelt – 2010

57%30% 24% 21%

47% 46% 31% 40% 50%

43%70% 76% 79%

53% 54% 69% 60% 50%

0%

20%

40%

60%

80%

100%

15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 >=55

Wearing seatbelt Not wearing seatbelt

Wearing a seatbelt can reduce severity of injuries during a crash. As shown in the figure below, 47% of casualties where the person was not wearing a seatbelt were either severe or fatalities, while a lower percentage (42%) was observed among people wearing seatbelts.

Figure 30: Percentage of 4‐wheeler drivers using seatbelt by severity of injuries – 2010

7% 11%

35% 36%

51% 52%

7% 1%

0%

20%

40%

60%

80%

100%

Wearing seatbelt Not wearing seatbelt

Unknown

Superf icial

Severe

Fatalities


16

IV.3 Crash information IV.3.1 Hit and Run Hit and run crashes occur when the driver responsible intentionally escapes afterwards. In 2010, hit and run crashes represented 27% of overall crashes and 42% of all fatalities. The percentage of fatalities related to hit and run crashes increased compare to 2009.

Figure 31: Percentage of hit and run crashes and fatalities, 2009–2010

24% 27%

37%42%

0%

10%

20%

30%

40%

50%

2009 2010

Crash Fatality

The peak of hit and run crashes was noticed from 6 pm to 8 pm. 32% of hit and run crashes were head‐on collisions, followed by right‐angle collisions (22%). Hit and run crashes occurred much more in the provinces than in Phnom Penh (92% vs 8%). In hit and run crashes, 51% of crashes were over speeding, followed by not respecting the right of way (12%) and dangerous overtaking (10%).

IV.3.2 Type of collision 36.61% of fatalities were killed in motorcycle and 4‐wheeler collisions (passenger and goods vehicles) and another 18.47% in motorcycle‐motorcycle collisions. More than 60% of pedestrians (7.77% of 12.64%) and 58% of bicyclists (2.88% of 4.92%) were killed by 4‐wheeler vehicles.

Figure 32: Percentage of fatalities by type of collisions – 2010 Collision between Motorbike Passenger vehicle Goods vehicle Agriculture vehicle Bicycle Pedestrian OtherMotorbike 18.47% 20.97% 15.64% 1.26% 1.87% 4.87% 1.02Passenger vehicle 20.97% 1.42% 2.83% 0.40% 1.92% 5.22% 0.06Goods vehicle 15.64% 2.83% 1.42% 0.62% 0.96% 2.55% 0.11Agriculture vehicle 1.26% 0.40% 0.62% - 0.06% 0.06Bicycle 1.87% 1.92% 0.96% 0.06% 0.11% -Pedestrian 4.87% 5.22% 2.55% - - -Stationary object 2.83% 0.79% 0.28% 0.06% - 0.11%Animal 0.45% - - - - 0.06%Single vehicle collision 6.91% 3.23% 2.10% 1.53% - 0.40%Other 1.02% 0.06% 0.11% 0.06% - 0.06%Total 74.29% 36.84% 26.51% 3.99% 4.92% 12.64% 1.88% Head‐on crashes accounted for 30% of the total crashes, followed by right‐angle collisions (24%) and rear‐end collisions (16%). Head‐on collisions represented a high proportion of fatal and severe crashes. Right‐angle collisions shared high percentages among severe and slight crashes. Additionally, crashes involving pedestrians also significantly contributed to fatal crashes.


17

Figure 33: Percentage of crashes by type of collisions and severities of crashes – 2010

8%15%

5% 5%

11%

9% 7%

6%

9% 14%

15%27% 28%

15% 15% 18%

30% 31% 25%

0%

20%

40%

60%

80%

100%

Fatal crash Severe crash Slight crash

Head-on

Rear-end

Right-angle

Side-swipe

Hit pedstrian

Single vehicle collision

Other

Head‐on collisions were much higher at night time than during the day while right‐angle collisions were much higher during the daytime than at night. Head‐on collisions shared similar proportions among all kinds of roads. The high proportions of right‐angle collisions occurred on junctions (X, T, Y‐ junctions), while single vehicle collisions were observed mostly on bridges, slopes and curve roads.

Figure 34: Percentage of crashes by characteristic of roads and type of collisions – 2010

5%

9%

5%

19%

9%

6%

17%

3%

7%

6%

23%

33%

9%

10%

6%

8%

21%

4%

15%

8%

21%

17%

63%

48%

25%

34%

12%

10%

18%

8%

3%

9%

14%

12%

8%

10%

31%

34%

24%

25%

29%

34%

19%

22%

0% 20% 40% 60% 80% 100%

Straight road

Curve road

X-junction

T-junction

Y-junction

Rounabout

Bridge

Slope

Other


Hit pedstrian

Side-swipe

Right-angle

Rear-end

Head-on

37% of crashes that were due to “dangerous overtaking” were head on collisions and 26% of crashes were due to side‐swipe. Around 50% of “change direction without due care” and “change lane without due care” were right‐angle collisions.


18

Figure 35: Percentage of crashes by human errors and types of collisions – 2010

7%

9%

10%

12%

7%

6%

11%

7%

7%

26%

8%

15%

15%

4%

19%

17%

16%

41%

56%

50%

23%

19%

13%

16%

8%

10%

7%

11%

28%

34%

37%

33%

13%

21%

33%

0% 20% 40% 60% 80% 100%

Over speeding

Drunk driving

Dangerous overtakeing

Notrespect right of way

Change direction without due care

Change lane without due care

Other

Other


Hit pedestrian

Slide-swipe

Right-angle

Rear-end

Head-on

IV.3.3 Type of road

In 2010, national roads accounted for a large proportion of total fatalities (73%). Half of crashes on national roads happened during the daytime, while another half happened during the night‐time.

On the other hand, the percentage of road crashes at night on major roads was higher than during the day.

Over speeding was the main cause of crashes on all kind of roads. It accounted for more than 50% of overall crashes, followed by drunk driving.

Figure 36: Percentage of crashes by type of roads and human errors – 2010

51%

54%

41%

53%

51%

32%

11%

18%

20%

13%

14%

21%

10%

5%

5%

6%

7%

11%

14%

8%

17%

12%

17%

11%

8%

7%

11%

12%

9%

21%

0% 20% 40% 60% 80% 100%

National road

Local road

Provincial road

Major road in city/town

Minor road in city/town

OtherOver speeding

Drunk driving

Dangerous overtakeing

Not respect right of way


Change lane without due care

Other


19

IV.3.4 Characteristic of road

79% of all crashes occurred on straight roads, which also contributed to 82% of fatalities.

Figure 37: Percentage of crashes and fatalities by characteristic of roads – 2010

82%

9%

2%

3%

2%

1%

1%

0%

79%

8%

5%

4%

1%

1%

1%

1%

0% 20% 40% 60% 80% 100%

Straight road

Curve

X-junction

T-junction

Slope

Bridge

Roundabout

Y-junction

Crashes

Fatalities

A high percentage of fatal crashes were noticed on slopes.

Figure 38: Percentage of crashes by severities of crashes and characteristics of roads – 2010

28%29%

11%18%

43%29%

15%7%

27%

55%52%

69%56%

49%57%

27%85%

55%

18%19%20%

26%8%

14%58%

8%18%

0% 20% 40% 60% 80% 100%

Straight road

Curve

X-junction

T-junction

Slope

Bridge

Roundabout

Y-junction

Other

Fatal crash

Severe crash

Slight crash

IV.3.5 Urban/rural area A rural area is an area excluding adjacent buildings, schools, markets, and population living along the road. The proportion of crashes that occurred in rural areas due to Over speeding was much more than in urban areas (53%, 47%), while not respecting the right of way had a higher percentage in urban areas than in rural areas (16%, 11%). Head‐on collisions in rural areas showed a higher proportion than in urban areas (32%, 27%) while right‐angle collisions had a higher proportion in urban areas than in rural areas (31%, 20%).


20

Figure 39: Percentage of crashes in urban and rural areas and types of collisions – 2010

5%4%10%10%8%10%9%

31% 20%

15%16%

27% 32%

0%

20%

40%

60%

80%

100%

Urban Rural

Head-on

Rear-end

Right-angle

Side-swipe

Hit pedstrian


Other

IV.4 Vehicle involved Information IV.4.1 Type of vehicle involved

Motorcycles made up the vast majority (66%) of vehicles involved in road crashes in 2010, followed by passenger vehicles (17%) and goods vehicles (7%). 59% of crashes were provoked by motorbikes, followed by passenger vehicles (25%) and goods vehicles (11%).

Passenger vehicles were involved in road crashes at night more than during the day (61%, 39%) in Phnom Penh, but they were involved in more daytime crashes than night crashes in the provinces (69%, 31%).

Head‐on, rear‐end, and right‐angle collisions shared the majority of crashes among each type of vehicle. Notably, head‐on and right‐angle collisions shared higher proportions in motorbike crashes than in other vehicle crashes, while rear‐end collisions contributed the highest percentage in bicycle crashes.

Figure 40: Percentage of vehicles involved by type of collisions – 2010

5%

7%

7%

5%

5%

8%

13%

5%

6%

5%

4%

6%

10%

14%

8%

12%

10%

10%

27%

26%

26%

21%

26%

25%

15%

36%

17%

21%

25%

23%

36%

22%

33%

26%

15%

28%

0% 20% 40% 60% 80% 100%

Motorbike

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

OtherOther


Hit pedestrian

Side-swipe

Right-angle

Rear-end

Head-on

IV.4.2 Manoeuvre of vehicles 81% of vehicles involved in crashes occurred while going straight ahead, followed by left turn (9%) and overtaking (4%). The percentage of left turn was much higher among bicycles (21%) compared to other vehicle crashes.


21

Figure 41: Percentage of vehicles involved in crashes by maneuver of vehicles – 2010

8%

8%

4%

5%

5%

9%

21%

5%

6%

12%

7%

82%

72%

84%

73%

70%

79%

0% 20% 40% 60% 80% 100%

Motorbike

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

OtherOther

Parking

Sudden stop

Sudden start

U-turn

Reversing

Right turn

Overtaking

Lef t turn

Go straight

IV.4.3 Characteristics of vehicles 84% of vehicles involved in crashes were left‐hand drive and 16% were right‐hand drive. 16% of passenger and goods vehicles were right‐hand drive. The number of right‐hand drive vehicles decreased by 10% compare to 2009. The fatal crashes that were due to the right hand drive vehicles decreased by 25%, compared to 2009.

IV.5 Causes of crashes A road crash can result from many causal factors. The contribution of factors in a crash is very important in the development of key actions to prevent crashes and injuries. RCVIS divides causes into three categories: human error, road environment (road and weather conditions), and vehicle defects.

Generally, human errors contributed to 95% of crashes. Vehicle defects accounted for around 2.2% and road environment accounted around 0.83%.

Figure 42: Percentage of crashes by causes of crashes – 2010

Over speeding was the leading cause of crashes in Cambodia. It represented more than 50% of fatalities, while other 16% were caused by drunk driving. Dangerous overtaking also contributed to a high proportion (8%) of fatalities.


22

Figure 43: Percentage of crashes and fatalities caused by human errors – 2010

51%

16%

8%

8%

2%

2%

13%

49%

13%

8%

12%

3%

3%

9%

0% 10% 20% 30% 40% 50% 60%

Over speeding

Drunk driving

Dangerous overtaking



Change land without due care

Other

Crashes Fatalities

Over speeding shared similar proportions in day and night crashes (around 50%). Drunk driving contributed to 21% of night crashes and 10% of day crashes. Conversely, “dangerous overtaking” and “not respecting the right of way” share higher percentages during the daytime than at night.

Figure 44: Percentage of crashes during day vs. night caused by human errors – 2010

9% 9%

14%11%

10%5%

10%21%

51% 50%

0%

20%

40%

60%

80%

100%

Day (6am-5:59pm) Night(6pm-5:59am)

Over speeding

Drunk driving



Change direction without due careChange land without due careOther

Over speeding and drunk driving had larger proportions in fatal crashes, compared to severe and slight crashes.

Figure 45: Percentage of crashes by severities of crashes and human errors – 2010

9% 6% 9%5%8% 14%16%9%

8%9%17% 13%12%

53% 51% 46%

0%

20%

40%

60%

80%

100%

Fatal crash Severe crash Slight crash

Over speeding

Drunk driving



Change direction without due careChange land without due careOther


23

V. Motorbike riders and helmet wearing

83% of registered vehicles13 are motorbikes. 72% of casualties were motorbike riders. Over the last five years, the number of motorbike fatalities has increased by 61%.

Figure 46: The numbers of motorbike fatalities by years, 2006 – 2010

0

300

600

900

1,200

1,500

2006 2007 2008 2009 2010

With a similar pattern to 2009, a high percentage of motorbike fatalities were observed during the weekend. A peak was noticed on Saturday.

Figure 47: The numbers of motorbike fatalities by days14, 2009– 2010

0

100

200

300

400

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

2009 2010

Motorbike fatalities were suffered more in the early part of the year with a high proportion in April, which corresponds with Khmer New Year. Compared to 2009, the number of fatalities increased by 59% in October and 45% in November.

Over speeding was the leading cause of motorbike casualties and fatalities. Drunk driving represented a higher percentage of motorbike fatalities than motorbike casualties (21%, 16%), followed by dangerous overtaking (11%, 10%). 44% of motorbike fatalities were suffered on head‐on collision, followed by rear end (17%) and right angle (15%).

13 Vehicle registration in 2010, Ministry of Public Work and Transport 14 Each day counts from 06:00 am to 05:59 am.


24

Percentage of motorbike fatalities due to head on collisions in Phnom Penh was much more than in provinces (61%, 41%). Conversely, the percentage of motorbike fatalities due to fell alone in provinces was more than in Phnom Penh (10%, 2%).

29% of motorbike driver casualties had alcohol abuse during the crashes. 52% of them aged between 20 and 29 years old. 25% of them were fatalities and 37% were severe injuries. 56% of motorbike fatalities were aged between 15‐29 years old.

Figure 48: The numbers of motorbike driver casualties by age categories and severities of injuries – 2010

Number % Number % Number % Number % Number %10 - 14 4 0% 27 1% 53 1% 0 0% 84 1%15 - 19 110 12% 472 14% 692 17% 25 11% 1,299 15%20 - 24 227 25% 837 25% 1122 27% 56 25% 2,243 26%25 - 29 173 19% 663 20% 834 20% 45 20% 1,716 20%30 - 34 98 11% 345 10% 408 10% 12 5% 863 10%35 - 39 61 7% 254 8% 292 7% 17 8% 624 7%40 - 44 48 5% 222 7% 228 5% 12 5% 510 6%45 - 49 61 7% 206 6% 191 5% 16 7% 474 5%50 - 54 42 5% 136 4% 147 4% 11 5% 336 4%>=55 61 7% 163 5% 206 5% 12 5% 442 5%

Unknown 17 2% 18 1% 10 0% 15 7% 60 1%Total 902 100% 3,343 100% 4,183 100% 221 100% 8,652 100%

TotalAge category

Fatality Severe Superficial Unknown

In 2010, National Road 5 shared the highest percentage of motorbike fatalities (22%), followed by National Road 6 (19%) and National Road 7 (17%).

Figure 49: Distribution of motorbike fatalities by main national roads – 2010

13%

7% 6%

13%

22%19%

3%

17%

1%0%

5%

10%

15%

20%

25%

NR 1 NR 2 NR 3 NR 4 NR 5 NR 6 NR 6A NR 7 NR 8


25

Almost 40% of motorbike fatalities were observed in Phnom Penh, Kampong Cham and Kandal.

Figure 50: Distribution of motorbike fatalities by provinces– 2010

0% 1% 1% 1% 1% 1% 1% 2% 2% 3% 3% 3% 3%4% 4% 5% 5% 5% 5% 6% 6%

12%13%13%

0%2%4%6%8%

10%12%14%

A large proportion of motorbike fatalities happened between 4pm to 10pm (49%), compared to 49% in 2009. Peaks of motorbike fatalities were noticed from 6 pm to 8 pm in 2010.

Figure 51: Distribution of motorbike fatalities by time categories, 2009 – 2010

0%2%4%6%8%

10%12%14%

00:0

0 -0

0:59

01:0

0 -0

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2009 2010

73% of motorbike fatalities suffered head injuries in 2010. Among them, only 21% wore a helmet. This percentage of head injuries decreased from 76% in 2009.


26

Figure 52: Percentage of motorbike fatalities that suffered from head injuries, 2007 – 2010

84%86%

76%73%

65%

70%

75%

80%

85%

90%

2007 2008 2009 2010

At the same time, the percentage of casualties wearing a helmet increased from 20% in 2009 to 21% in 2010. The helmet wearing rate in Phnom Penh was higher than in other provinces (41%, 19%).

The wearing rate was higher among driver casualties (26%) than among passenger casualties (8%). This can be due to the fact that helmets are compulsory only for motorbike drivers and that there has been enhanced enforcement by traffic police, especially in Phnom Penh, since January 2009 but only for drivers.

The percentage of helmet wearing among motorbike casualties seems a bit higher from May to Sep.2010.

Figure 53: Percentage of motorcycle casualties by months and helmet use – 2010

22% 22% 19% 17%31% 26% 26% 28% 28% 21% 22% 17%

78% 78% 81% 83%69% 74% 74% 72% 72% 79% 78% 83%

0%

20%

40%

60%

80%

100%


Wearing helmet Not wearing helmet

The rate of helmet wearing was higher during the daytime (23%) than at night (19%).

Figure 54: Percentage of motorcycle casualties by helmet use in daytime and nighttime – 2010

23% 19%

78% 83%

0%

20%

40%

60%

80%

100%

Day (6am-5:59pm) Night(6pm-5:59am)

Wearing helmet Not wearing helmet


27

VI. Over speeding

Over speeding was the main cause of crashes and casualties in Cambodia. Over speeding crashes shared 51% in Phnom Penh crashes and 40% of crashes in other provinces. Compared to 2009, the number of fatalities increased by 10%. The number of fatalities increased from year to year.

Figure 55: The number of fatalities by Over speeding, 2006 – 2010

0

200

400

600

800

1,000

2006 2007 2008 2009 2010

44% of fatalities happened between 4pm to 9pm, compared to 27% in 2009. The peak of fatalities caused by over speeding was noticed from 7 pm to 8 pm in 2010.

Figure 56: Distribution of fatalities due to over speeding by time categories 2009 –2010

0%2%4%6%8%

10%12%14%

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2009 2010

Compared to 2009, the number of fatalities increased almost every month except for June and September. It is also noticed that there was a big decrease of fatalities in May (63%) but a big increase in November (45%).


28

Figure 57: The number of fatalities by months caused by over speeding 2009 – 2010

0

20

40

60

80

100

120


2009 2010

20% of fatalities due to over speeding were noticed on Saturday. The percentage of fatalities on Saturday suffered at night was more than during the daytime (28%, 16%).

Figure 58: Percentage of fatalities by day of week caused by Over speeding – 2010

16% 14%

16% 28%13%

16% 15%13% 13%12% 10%13% 14%

0%

20%

40%

60%

80%

100%

Day(6am-5:59pm) Night(6pm-5:59am)

Mon

Tue

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Thu

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Sun

Motorbikes contributed to the biggest proportion of fatalities in over speeding crashes. The highest percentages were observed among 15‐29 year old fatalities. Children less than 15 years old suffered the most as pedestrians in over speeding crashes. A large proportion of bicyclist fatalities was noticed among young teenagers (10‐14 years old).

Figure 59: Percentage of fatalities in over speeding crashes, by age groups and mode of transport – 2010

6%11%

6%

19%11%

11%

8%

6%12%

10% 14% 15%

17%15% 14%

8%7%

31%

5%13%

42% 72%

19%

6%5% 9% 9%

15%11% 17%

23%32%

32%13% 19%

66%75% 70% 70%

51%64% 57% 58%

45%

0%

20%

40%

60%

80%

100%

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

Motorbike

Pedestrian

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other


29

A high proportion of fatalities caused by over speeding were noticed on straight roads in both Phnom Penh and provinces, but it is important to note that over speeding caused more fatalities at X‐junctions in Phnom Penh than in the provinces (19, 1%). Conversely, fatalities at curve roads showed higher percentages in the provinces than in Phnom Penh (11%, 3%). 73% of fatalities due to over speeding happened on main national roads. Among main national roads 1 to 7, National road 5 contributed the highest percentage of fatalities caused by over speeding, followed by national road 6 (21%) and national road 7 (15%).

Figure 60: Percentage of fatalities by main national roads caused by over speeding – 2010

8%5%

8%13%

25%21%

3%

15%

2%

0%

5%

10%

15%

20%

25%

30%

NR 1 NR 2 NR 3 NR 4 NR 5 NR 6 NR 6A NR 7 NR 8

The highest percentage of fatalities due to over speeding crashes was observed in Kandal province (11%), followed by Kampong cham Province (10%) and Siem Reap province (10%).

Figure 61: Distribution of fatalities by provinces caused by Over speeding – 2010

0% 0% 1% 1% 1% 1% 2% 2% 2%3% 3% 3% 4% 4% 4% 4%

5%6% 6%

8% 8%10%10%11%

0%

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6%

8%

10%

12%


30

VII. Drunk Driving

Drunk driving is the second major cause of road crashes and casualties in Cambodia. In 2010, 16% of fatalities were due to drunk driving. Compared to 2009, the number of fatalities increased by 2%.

Figure 62: The number of fatalities caused by drunk driving – 2010

50

100

150

200

250

300

350

2006 2007 2008 2009 2010

54% of fatalities were killed between 5pm and 10pm in 2010, compared to 58% in 2009. The percentage of fatalities due to drunk driving, peaked between 7pm to 8pm.

Figure 63: Distribution of fatalities due to drunk driving by time categories 2009–2010

0%

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The highest percentages of fatalities due to drunk driving were noticed on Saturday nights.

Figure 64: Percentage of fatalities by day and night caused by drunk driving– 2010

10% 9%12% 15%

24% 16%

10% 13%6%19% 29%

19% 17%

0%

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60%

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100%

Day(6am-5:59pm) Night(6pm-5:59am)

Sun

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Mon

The distributions of fatalities were higher than the distributions of injuries among 25 to 54 year age groups. Among people older than 29 years old, there were more fatalities than injuries in drunk driving crashes. Around 60% of fatal and injured people were between 15 and 29 years old.


31

Figure 65: Percentage of casualties (injured and fatalities) in drunk driving crashes– 2010

1% 2% 2%

15%

26%

19%

10% 8%5% 5%

3% 4%

0% 0% 1%

13%

23%21%

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8% 8% 7%5%

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

Injured Fatalities

20‐29 year old fatalities represented a higher proportion in Phnom Penh than in the provinces while fatalities aged between 15‐19 years old had higher proportions in the provinces than in Phnom Penh.

Among driver fatalities, who were suspected of alcohol abuse during crashes, 71% aged between 15 and 34 years old and 89% were motorbike drivers.

In drunk driving crashes, 84% of fatalities were motorbike riders.

Figure 66: Percentage of fatalities by age categories and mode of transport caused by drunk driving– 2010

11%6% 8%6%

6%7% 9% 14%6%

4%6% 5%

10% 11%11%

100% 100%88% 85% 80% 87% 90%

71% 72%92%

78%

0%

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60%

80%

100%

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

Motorbike

Pedestrian

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Other

A high proportion of drunk driving fatalities was noticed on straight roads in Phnom Penh and in the provinces (56%, 80% respectively). Additionally, fatalities on x‐junction and T‐junction road had higher percentage in Phnom Penh than province (36%, 4%), while fatalities on curved roads had a higher percentage in the provinces than in Phnom Penh (12%, 6%).

69% of fatalities due to drunk driving happened on main national roads. Among main national roads 1 to 7, National road 7 contributed to the highest percentage of those fatalities (37%), followed by national road 6 (23%) and national road 5 (16%).


32

Figure 67: Distribution of fatalities due to drunk driving by main national roads – 2010

12%

7% 1%1%

16%

23%2%

37%

NR 1

NR 2

NR 3

NR 4

NR 5

NR 6

NR 6A

NR 7

Kampong Cham province contributed to the highest numbers of fatalities in drunk driving crashes. Compared to 2009, the number of drunk driving crashes in this province increased by 25% and 70% of them were fatal crashes (at least one person died in a crash). The number of fatalities due to drunk driving was increased by 40%.

Figure 68: Distribution of fatalities by provinces caused by drunk driving – 2010

1% 1% 1% 1% 1% 1% 1% 1% 2% 2% 3% 3% 4% 4% 4% 5% 6% 6% 6% 6% 7% 7%

26%

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VIII. Pedestrians

Without helmet, seat belt or other means of protection, pedestrians are very vulnerable. In 2010, pedestrian presented 8% of total casualties but 12% of total fatalities. Among total pedestrian casualties, 15% were fatalities and 36% were severely injured. The number of pedestrian fatalities has increased since 2006. Compared to 2009, pedestrian fatalities increased by 1% in 2010.

Figure 69: The numbers of pedestrian fatalities 2006–2010

190

195

200

205

210

215

220

2006 2007 2008 2009 2010


33

In 2010, 25% of pedestrian were killed on Saturday. 42% of pedestrians were killed between 5pm and 9pm, compared to 40% in 2009. A peak was observed between 7pm to 8pm in 2010.

Figure 70: Distribution of pedestrian fatalities by time categories, 2009–2010

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Age distributions of pedestrian fatalities were much different from age distributions among overall fatalities. These pedestrian fatality distributions were also different from injury distributions. Peaks of fatalities were noticed among 5‐9 year old children and people older than 54 years (17% and 22%), while injury percentages of these two age groups were only 4% and 6% respectively. This showed a high probability of death among children and elderly once they were hit in crashes.

Figure 71: Distribution of injured pedestrians and fatalities by age categories – 2010

2%4% 4%

15%

22%

17%

9%7%

5% 5% 4%6%7%

17%

6%3%

5%8% 7%

5% 5%8%

6%

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

Injured Fatalities

Proportions of child pedestrian fatalities (less than 10 years old) and elderly (older than 54 years old) in the provinces were much more than in Phnom Penh (48%, 9%) while 20‐34 year old pedestrian fatalities in Phnom Penh were much higher than in the provinces (72%, 17%).

Among pedestrian fatalities, more than 70% were killed along national roads, and another 13% along local roads. Additionally, 42% of them were due to hit and run crash. 20% of pedestrian fatalities were students and 73% of those students were aged between 6 and 9 years old.

Almost 40% of pedestrian fatalities were female (compared to only 19% among fatalities in all transport modes). Among them, 30% aged above 54 years old and 32% aged less than 15 years old.


34

Over speeding was the leading cause of pedestrian fatalities than injuries (70%, 65%), followed by drunk driving.

Figure 72: Percentage of pedestrians injured and killed by human errors – 2010

70%

7%

2%

5%

1%

1%

14%

65%

11%

2%

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1%

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0% 10% 20% 30% 40% 50% 60% 70% 80%

Speed related

Drunk driving




Driving againt f low of traf f ic

Other

Injured Fatalities

Kampong Cham and Kandal contributed to the highest proportions of pedestrian fatalities among other provinces.

Figure 73: Distribution of pedestrian fatalities by provinces – 2010

0% 0% 0% 0% 0% 0% 1% 1% 2% 2% 2% 2% 2% 2% 3% 4% 5% 5% 6% 6% 7%8% 8%

14%16%

0%3%6%9%

12%15%18%


35

IX. Blackspot

From July 2006, Handicap International Belgium and the Ministry of Interior decided to introduce Global Position System (GPS) devices to the traffic police in all provinces. The GPS technology can identify road crash locations on the Cambodian Road Network easily, quickly and accurately by using Geographic Information System (GIS) mapping. The data has been used to identify locations that have the highest numbers of crashes, deaths or injuries and to understand the nature of crashes. The system also helps to develop priority actions to improve the physical condition or management of hazardous locations by implementing appropriate solutions at these locations.

The term “blackspot” in this report has been defined as a section on the road that has the highest number of road crashes/fatalities/casualties in one year period, in a selected area, such as Phnom Penh or the provinces. Based on this definition, blackspots were identified in Phnom Penh, Kampong Cham, Kandal and Siem Reap.

The map below presents high risk locations for motorbike crashes, pedestrian casualties, student casualties, drunk driving crashes, over speeding crashes and not wearing helmet casualties.

IX.1 Phnom Penh

• Top 3 locations with the highest number of motorbike crashes o National road 4, Chumpu Vaon and Prey Pring Cheung villages, Chaom Chau commune, Dang

Kao district, Phnom Penh municipality. o St. 110, Prey Chisak villages, Chaom Chau commune, Dangkao district Phnom Penh municipality. o St. Monivong, Srah Chak commune, Doun Penh district, Phnom Penh municipality.

• Locations with the highest number of student casualties o St. 110, Kbal Damrei Villages, Kakab Commune, Dangkao district, Phnom Penh municipality.

• Top 3 locations with the highest number of casualties that were not wearing helmets during crashes: o St. Monivong, Srah Chak commune, Doun Penh district, Phnom Penh municipality. o National road 6A, Phum Ti Bei village, Chrouy Changva commune, Russey Keo district, Phnom

Penh municipality. o National road 4, Prey Pring Cheung village, Chaom Chau commune, Dangkao district, Phnom

Penh municipality. • Locations with the highest number of over speeding crashes

ο National road 6A, Phum Ti Bei village, Chrouy Changva commume, Ruessei Kaev district, Phnom Penh municipality.

ο St.110, Teuk Thla commune, Sen Sok district, Phnom Penh municipality. ο St. Monivong, Srah Chak commune, Doun Penh district, Phnom Penh municipality.

• Locations with the highest number of drunk driving crashes

ο St. Monivong, Srah Chak commune, Doun Penh district, Phnom Penh municipality.

• Locations with the highest number of pedestrian casualties ο National road 2, Tuol Roka and Preaek Takong villages, Chak Angrae Kraom and Chak Angrae Leu

commune, Mean Chey district, Phnom Penh municipality. ο National road 2, Preaek Tanu and Daeum Chan villages, Chak Angrae Leu and Chbar Ampov Pir

communes, Mean Chey district, Phnom Penh municipality.


36

Figure 74: All blackspot locations in Phnom Penh – 2010


37

IX.2 Kampong Cham

Locations below were identified as blackspots in Kampong Cham: • Locations with the highest number of motorbike crashes:

ο National road 6, Chea Lea village, Chealea commune, Batheay district, Kampong Cham province. ο National road 6, Ph’av village, Ph’av commune, Batheay district, Kampong Cham province.

• Locations with the highest number of student casualties ο National road 7, Mream Teak village, Chirou Pir commune, Tboung Khmum district, Kampong

Cham province. • Locations with the highest number of not‐wearing helmet casualties

ο National road 6, Chea Lea village, Chealea commune, Batheay district, Kampong Cham province. ο National road 6, Ph’av village, Ph’av commune, Batheay district, Kampong Cham province. ο National road 7, Prey Totoeng village, Chrey vien commune, Prey Chhor district, Kampong Cham

province. • Locations with the highest number of over speeding crashes

ο National road 6, Batheay village, Batheay commune, Batheay district, Kampong Cham province. ο Phum Bei village, Veal Vong commune, Kampong Cham district, Kampong Cham province. ο National road 7, Mream Teak village, Chirou Pir commune, Tboung Khmum district, Kampong

Cham province. • Locations with the highest number of drunk driving crashes

ο National road 7, Trapeang Tmat village, Srama commune, Cheung Prey district, Kampong Cham province.

ο National road 7, Slab Kdaong village, Chob commune, Tboung Khmum district, Kampong Cham province.

ο National road 7, Sangkom Mean Chey village, Memot commune, Memot district, Kampong Cham province.

ο National road 71, Thnal Baek Kaeut and Thnal Baek Lech villages, Svay Teab commune, Chamkar Leu district, Kampong Cham province.

ο Province road 222, Speu Kaeut village, Speu commune, Chamkar Leu district, Kampong Cham province.

• Locations with the highest number of pedestrian casualties o Province road, Phum Dabpram and Phum Dabbuon villages, Kampong Cham commune,

Kampong Cham district, Kampong Cham province. o National road 7, Mream Teak village, Chirou Pir commune, Tboung Khmum district, Kampong

Cham province.


38

Figure 75: All blackspot locations in Kampong Cham – 2010

IX.3 Kandal

Locations below were identified as blackspots in Kandal: • Locations with highest number of motorbike casualties:

ο National road 2, Preaek Hour Lech village, Preaek Hour commune, Ta khmau city, Kandal province.

ο Street 211, Ta Khmau village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 21B+ 201, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 2, Daeum Kor village, Daeum Mien commune, Ta Khmau City, Kandal province. ο Street 201+206, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο Street 201, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 2, Preaek Russei village, Preaek Russei commune, Ta Khmau city, Kandal province. ο National road 2+206, Ta Khmau village, Ta Khmau commune, Ta khmau city, Kandal province.

• Locations with highest number of student casualties ο Street 211, Ta Khmau village, Ta Khmau Ccommune, Ta khmau city, Kandal province. ο Street 201, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province.

• Locations with highest number of not‐wearing helmet casualties ο National road 2, Preaek Hour Lech village, Preaek Hour commune, Ta khmau city, Kandal

province.


39

ο Street 211, Ta Khmau village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 21B+ 201, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 2, Daeum Kor village, Daeum Mien commune, Ta Khmau city, Kandal province. ο Street 201+206, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο Street 201, Thmei village, Ta Khmau commune, Ta khmau city, Kandal province. ο National road 2, Preaek Russei village, Preaek Russei commune, Ta Khmau city, Kandal province. ο National road 2+206, Ta Khmau village, Ta Khmau commune, Ta khmau city, Kandal province.

• Locations with highest number of over speeding crashes

ο National road 2, Daeum Kor village, Daeum Mien commune, Ta Khmau city, Kandal province. ο National road 2, Preaek Hour Lech and Kaeut villages, Preaek Hour commune, Ta Khmau city,

Kandal province. ο National road 2, Preaek Russei village, Preaek Russei commune, Ta Khmau city, Kandal province. ο National road 2+107, Ta Khmau village, Ta Khmau commune, Ta Khmau city, Kandal province. ο Street 201+110, Thmei and Ta Khmau villages, Ta Khmau commune, Ta Khmau city, Kandal

province.

• Locations with highest number of drunk driving crashes ο National road 21B, Preaek Samroang Village, Ta Khmau Commune, Ta Khmau city, Kadal

province. ο National road 2+206, Ta Khmau and Daeum Mien Village, Ta Khmau and Daeum Mien

commune, Ta Khmau city, Kandal province. ο Street 201, Thmei villages, Ta Khmau commune, Ta Khmau city, Kandal province.

• Locations with highest number of pedestrian casualties

ο National road 2, Preaek Hou Kaeut and Preak Hou Lech villages, Preak Hou commune, Ta Khmau City, Kandal province.

ο National road 1+ St. 118, Spean Daek village, Preaek Tonloab commune, Leuk Daek district, Kandal province.


40

Figure 76: All blackspot locations in Kandal – 2010


41

IX.4 Siem Reap Locations below were identified as blackspots in Siem Reap:

• Locations with highest number of motorbike crashes: ο National road 6, Chambak Haer village, Puok commune, Puok district, Siem Reap province. ο National road 6, Kruos village, Svay Dangkum commune, Siem Reap district, Siem Reap province. ο National road 6, Banteay Chas and Chong Kausou villages, Sla Kram commune, Siem Reap district,

Siem Reap province. • Locations with highest number of not‐wearing helmet casualties

ο National road 6, Chambak Haer village, Puok commune, Puok district, Siem Reap province. ο National road 6, Kruos village, Svay Dangkum commune, Siem Reap district, Siem Reap province. ο National road 6, Banteay Chas and Chong Kausou villages, Sla Kram commune, Siem Reap district,

Siem Reap province. • Locations with highest number of over speeding crashes

ο National road 6, Kumru village, Lvea commune, Puok district, Siem Reap province. ο National road 6, Chong Kausou villages, Sla Kram commune, Siem Reap district, Siem Reap

province. ο National road 6, Kruos village, Svay Dangkum commune, Siem Reap district, Siem Reap province. ο National road 6, Kouk Snuol village, Khnat commune, Puok district, Siem Reap province. ο National road 6, Kouk Srok and Chambak Haer villages, Puok commune, Puok district, Siem Reap

province. ο National road 6, Anlong Vil village, Kuok Thlok Kraom commune, Chi Kraeng district, Siem Reap

province.

Figure 77: All blackspot locations in Siem Reap – 2010


42

IX.5 Other provinces Locations below were identified as blackspots in other provinces:

• Locations with highest number of motorbike casualties: ο National road 6, Kampong Svay and Phum Muoy villages, Kampong Svay and Preah Ponlea

communes, Serei Saophaon district, Banteay Meanchey province. ο National road 5, Beng and Anlong Vil villages, Anlong Vil commune, Sangkae district,

Battambang province. ο National road 48+ Province road, Phum Ti Muoy village, Smach Meanchey commune, Khemarak

Phoumin city, Koh Kong province.

• Locations with highest number of student casualties ο National road 5, Anlong Vil and Chumnik villages, Anlong Vil commune, Sangkae district,

Battambang province. ο St. 22, Praek village, Stung Treng commune, Stung Treng city, Strung Treng province.

• Locations with highest number of not‐wearing helmet casualties

ο National road 6, Muoy and Kampong Svay villages, Preah Ponlea and Kampong Svay communes, Serei Saophon district, Banteay Meanchey province.

ο National road 5, Baliley village, Paoy Paet commune, Poy Pet city, Banteay Mean Chey province. ο National road 5, Beng village, Anlong Vil commune, Sangkae district, Battambang province. ο St. 314, Me Phleung and Roung Banlae villages, Svay Rieng commune Svay Rieng city, Svay Rieng

province. • Locations with highest number of over speeding crashes

ο National road 7, Khsuem Krau village, Khsuem commune, Snuol district, Kratie province ο National road 5, Arang Pruoch village, Ansa Chambak commune, Krakor district, Pursat province ο National road 5, Samraong village, Kbal Trach commune, Krakor district, Pursat province ο National road 4, Ream commune, Prey Nob district, Preah Sihanouk province

• Locations with highest number of drunk driving crashes

ο Neang Kong village, Bak Khlang commune, Mondol Seima district, Koh Kong province

• Locations with highest number of pedestrian casualties ο National road 5, Kilo metre lekh buon village, Paoy Paet commune, Poy Pet city, Banteay

Meanchey province ο National road 5, Sala Daeng village, Russei Kraok commune, Mongkol Borei district, Banteay

Meanchey province ο National road 7, Hong Khau Suon Village, Sameakki Commune, Stung treng City, Stung Treng

province ο National road 4, Ong and Smach Daeng villages, Ream commune, Prey Nob district, Preah

Sihanouk province ο National road 4, Prey Nob Pir and Tuol Totueng Bei villages, Prey Nob and Tuon Totueng

communes, Prey Nob district, Preah Sihanouk province.


43

Figure 78: All blackspot locations in 20 provinces (excluded Phnom Penh, K.Cham, Kandal and Siem Reap) – 2010

X. Further estimation – including under‐reporting

X.1 Estimation of overall road crash casualties As mentioned in the “Data source” section, RCVIS has combined two main data sources (traffic police and health facilities). Among all records from both sources, 98% of recorded fatalities and 66% of injuries were reported by traffic police. Health facilities reported only around 6% of fatalities and 40% of injuries. Although all district police sectors provided the data regularly to the Ministry of Interior, it can be observed that traffic police has played a very important role in collecting fatal data, but their attention on data collection for severe and slight casualties was much less. In addition, based on the number of data sources, only 65% of hospitals and 5% of health centers15 participated into the system in 2010. Additionally, in average, each hospital provided data for around 5 months among the 12 months in 2010, while each health center provided only 2 months. The reasons of these few month data available can be due to the fact that there was no injury in that hospital/health center in those months or injuries/fatalities were not properly recorded and sent to the Ministry of Health. Therefore, under‐reporting has been suspected for the 2010 data. During 2010 and 2011, International Traffic Safety Data and Analysis Group (IRTAD) of the international transport forum at the OECD has made an investigation on “Using police and hospital data to improve understanding of non‐fatal road traffic accidents”. In its last meeting, March 2011, a draft report was presented (the final report is expected by mid 2011). The report introduced a guideline to identify and assess methodologies for linking different sources of 15 It is also noted that many health centers are located in remote areas, while most of road crashes happen along national roads and urban areas. So, those health centers have not treated any road crash casualties and they don’t have any records.


44

accident data in order to develop better assessment of the real number of road traffic casualties. Based on the recommendation in the report, the capture‐recapture approach has been used to get a better picture of road casualties in Cambodia in 2010. There are 2 different data sources in RCVIS: police and health facilities. So, available data in RCVIS can be divided into: traffic police only (P), health facilities only (H), and by both sources (PH).

Figure 79: Data classified by sources

Based on the capture‐recapture approach, data that were not reported by police and hospital (N) can be estimated with the formula below.

N = )(

)()(PH

HP ×

Data from RCVIS was used in this capture‐recapture method to estimate the overall pictures of road traffic casualties. They were classified by mode of transports and their severities. The estimation is summarized in the table below, which indicates that the under reported casualties (N) is equal to 96,116 (532 fatalities and 95,584 injuries).

Figure 80: Number of casualties estimated by the capture‐recapture method

(*): to estimate the numbers of fatalities by each mode of transports, the data were classified further as below (please do not hesitate to contact us, for more detailed calculation)

‐ died at crash scenes ‐ died at hospitals/health centers and during transportation

(**): there were 583 unknown injuries in RCVIS Based on this capture‐recapture calculation, in 2010, there were estimated 114,000 road crash casualties, which was 0.8% of the Cambodian population. Among them, around 2,300 were fatalities and around 112,000 were injuries. This

Data from traffic police only

(P)

Data from health only

(H)

Reported by both sources

(PH)

Not reported by police and health (N)


45

meant that around 20% of road crash fatalities and 85% of injuries were not reported to RCVIS. Very high numbers of under reported figures (N) can be observed among slight injuries in all categories of road users. This can be due to the fact that slight injured people might just go to a small clinic or pharmacy and those slight crashes were not attended by traffic police. The estimation can also imply that traffic police recorded only 75% of overall fatalities and 10% of injuries. Furthermore, this capture‐recapture estimation is in line with the overall estimation in the Cambodia Demographic and Health Survey 200516. Based on this survey, 1.9% of the population had suffered an injury or death by accidents17 in the past 12 months. 46% of them were due to road crashes, which was around 0.87% of the population. Compared to 2009 (with the capture‐recapture estimation), the number of fatalities and serious injuries in 2010 increased by 10% and 17% respectively, while the slight injuries decreased by 12%.

To conclude, the capture recapture calculation can be a kind of experiment on the completeness of the overall fatalities and injuries in the country. However it is recommended that the figures from RCVIS (18,287 casualties) should be still the official numbers for the country and used in time series or further analysis/distribution.

X.2 Analysis on road crash cost At the end of 2009, Handicap International Belgium, in collaboration with the Transport Research Institute– Hasselt University of Belgium conducted a research study on the cost of road crashes in Cambodia18. Data in 2009 RCVIS annual report was used to calculate this cost, in addition to primary data collection on detailed individual cost. The research found that road crashes in 2009 cost Cambodia 248 million USD. In addition, the average cost (in USD) on property loss, suffering, medical treatment and so on were also addressed. The same methodology was applied with the 2010 road crash data. Percentage increases in the Consumer Price Index (CPI) was also taken into consideration to update the incomes and individual cost of road crash casualties in 2009 to 2010. Based on the available figure in RCVIS (without under‐reporting estimation), the annual economic cost of road crashes in 2010 was equal to 279 million USD, an increase of 13% compared to the cost in 2009. However, if the finding from the capture‐recapture method was applied into this cost analysis calculation, road crashes in 2010 had an enormous impact on the social and economic welfare of Cambodia with an estimated annual cost of 415.5 million USD, which is 3.5% of the Cambodian GDP19. This cost is similar to the general estimation of ADB20 that losses are normally in the range of 1% to 3% of a country’s GDP.

16 Cambodia Demographic and Health Survey 2005, National Institute of Public Health and National Institute Statistics Phnom Penh, Cambodia, December 2006 17 All kind of accidents, such as landmine, gun shot, road crash, burning, animal bite, fall, drowning,…etc 18 De Jong M., Sann S., Gnim C., Analysis of Costs of Road Crashes in Cambodia, Transportation Research Institute (IMOB), Jun 2011 19 Based on International Monetary Fund, World Economic Outlook Database, April 2011, Cambodian GDP in 2010 is equal to 11,629 Million USD 20 Asian Development Bank, Road Safety Guidelines for the Asian and Pacific Region – Road Safety Trends in the Asian and Pacific Region, Page 12


46

Tables

1. Evolution of data during the years21

Phnom Penh Provinces Country levelNumber of crashes 555 6,386 6,941Number of vehicle involved 1,366 13,813 15,179Percentage of vehicle involved

Bicycle 3% 5% 5% 1% 4% 5%Motorbike 73% 69% 70% 65% 62% 66%Passenger vehicle 15% 15% 15% 22% 20% 17%Good vehicle 7% 6% 6% 9% 9% 7%Agriculture vehicle 0% 3% 2% 1% 3% 3%Other 2% 2% 2% 2% 2% 3%

Day of accidentPercentage of crashes occured during the weekend (from Friday 6 pm to Sunday midnight) 43% 35% 37% 39% 36% 36%

Time of accidentPercentage of crashes occured during nighttime (from 6 pm to 5.59 am) 66% 35% 44% 58% 30% 32%

Peak(s) of accident 9pm-10pm 6pm-7pm 6pm-7pmCause of accidentPercentage of crashes occurred due to human error 99% 97% 97% 98% 97% 97%

High speed 46% 52% 49% 40% 50% 49%Alcohol abuse 14% 14% 13% 13% 13% 13%Non respect of rights of way rules 16% 13% 13% 18% 12% 12%Dangerous overtaking 11% 9% 9% 9% 8% 8%Changing lane without due care 4% 4% 4% 1% 3% 3%Changing direction without due care 5% 3% 3% 5% 3% 3%Other 4% 5% 5% 12% 8% 9%

Percentage of crashes due to vehicle defect 1% 3% 3% 0% 3% 3%Percentage of crashes due to road conditions 0% 2% 2% 0% 2% 1%Percentage of crashes due to weather conditions 0% 0.38% 0.32% 0% 1% 1%Type of collision

Head-on 45% 26% 30% 44% 25% 30%Rear-end 11% 17% 16% 11% 16% 15%Right-angle 23% 26% 25% 27% 23% 23%Side-swipe 5% 8% 8% 4% 9% 9%Fell alone 1% 6% 5% 2% 8% 7%Hit pedestrain 8% 9% 9% 7% 9% 9%

Hit and Run crashes 29% 24% 24% 25% 26% 26%Percentage of four-wheeled vehicles with

Left-hand-drive 74% 62% 64% 84% 68% 70%Right-hand-drive 6% 17% 15% 3% 14% 13%

Percentage of crashes occurred in urban areas 23% 35% 33% 23% 34% 31%Type of road

Percentage of crashes occurring on national roads 24% 63% 57% 32% 67% 64%Major road in city 39% 4% 7% 40% 4% 6%Minor road in city 36% 3% 6% 26% 1% 3%Percentage of crashes occuring on provincial roads 0% 13% 11% 0% 11% 10%

Percentage of crashes occuring on local/track roads 1% 18% 15% 2% 17% 16%

Percentage of accident occuring on paved roads 99% 79% 82% 97% 81% 83%Characteristics by type of road

Percentage of crashes occuring on straight roads 68% 79% 77% 69% 80% 79%

Percentage of crashes occuring on junctions (X, T, Y- junctions and roundabout) 29% 11% 14% 25% 9% 10%

Percentage of crashes occuring on curves 2% 7% 7% 4% 9% 8%

Crash information2009

Phnom Penh

2010

11pm-12pm 6pm-7pm 6pm-7pm

12,5383,140 15,270 18,410

Provinces Country level2,116 10,422

21 The numbers of crashes and vehicles involved for 2009 and 2010 were estimated based on data from both sources: traffic police and health facilities.


47

Phnom Penh Provinces Country Number of casualties 1,735 16,552 18,287Severity of injuries

Percentage of deaths 7% 8% 8% 10% 10% 10%Percentage of severely injured casualties (requiring chirurgical intervention of ICU) 26% 34% 33% 35% 37% 37%

Percentage of slight injury casualties 63% 55% 56% 50% 50% 50%Percentage of gender

Male 73% 73% 73% 74% 74% 74%Female 27% 27% 27% 26% 26% 26%

Percentage of casualities' age0-4 3% 2% 3% 2% 2% 2%5-9 3% 4% 4% 4% 4% 4%10-14 3% 4% 4% 3% 4% 4%15-19 13% 15% 15% 12% 15% 14%20-24 26% 21% 22% 27% 21% 22%25-29 22% 15% 16% 21% 16% 17%30-34 9% 8% 8% 10% 9% 9%35-39 6% 7% 7% 5% 7% 7%40-44 4% 6% 6% 3% 6% 6%>=45 9% 16% 15% 13% 16% 15%

Percentage of type of road userDrivers 24% 58% 53% 9% 8% 8%Passengers 67% 32% 38% 63% 56% 57%Pedestrains 8% 8% 8% 28% 36% 35%

Percentage of casualties by type of transportMotorbike riders 84% 76% 77% 79% 71% 72%Passenger vehicle riders 3% 6% 6% 4% 8% 8%Good vehicle riders 1% 3% 3% 1% 4% 3%Bicycle riders 3% 4% 4% 3% 4% 4%

Percentage of casualties occupationStudents 26% 19% 20% 25% 18% 19%Farmers 4% 34% 29% 4% 41% 38%Workers 8% 16% 15% 29% 15% 16%House keepers 7% 4% 4% 8% 4% 4%Vendors/small businesses owners 8% 5% 5% 7% 4% 4%Childs 4% 3% 4% 4% 3% 3%Motorbike taxis 4% 3% 3% 4% 2% 2%

Time to transfer casualties to hospitalLess than 10 minute after the accident 9% 4% 5% 6% 7% 6%Between 10 and 30 minutes after the accident 39% 25% 28% 31% 21% 23%Between 30 minutes and 1 hour after the accident 19% 15% 16% 20% 15% 15%Between 1 hour and 2 hours after the accident 14% 16% 16% 13% 17% 16%More than 2 hours after the accident 19% 40% 35% 30% 41% 40%

Ways to transfer casualties to hospitalBy ambulance 84% 54% 58% 45% 33% 34%By their private transportation 2% 35% 31% 54% 67% 65%

Victim information

3,620 17,899 21,519

2009 2010Phnom Penh Provinces Country


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2. Trend of population, registered vehicles, and fatalities by years

Year Population Registered vehicles FatalitiesFatalities

(average per day)Fatalities per

100,000 populationFatalities per 10,000 registered vehicle

1998 11437656 277211 102 0.3 0.9 3.7

1999 11623304 304918 196 0.5 1.7 6.4

2000 11805103 335069 401 1.1 3.4 12.0

2001 11989745 369298 459 1.3 3.8 12.4

2002 12177275 420418 535 1.5 4.4 12.7

2003 12367738 447428 824 2.3 6.7 18.4

2004 12561180 485612 1042 2.9 8.3 21.5

2005 12757648 574829 904 2.5 7.1 15.72006 12957189 714,463 1,292 3.5 10.0 18.12007 13,182,721 868,852 1,545 4.2 11.7 17.82008 13,388,910 1,084,320 1,638 4.5 12.3 15.12009 13,595,099 1,391,656 1,717 4.7 12.7 12.32010 14,302,779 1,652,534 1,816 5.0 12.7 11.0

3. Number of fatalities by main national roads and years

National Road 2006‐2009 average 2006 2007 2008 2009 2010 Change over 2009NR1 89 75 83 86 110 95 ‐14%NR2 51 41 50 60 51 47 ‐8%NR3 33 27 28 43 33 63 91%NR4 136 148 134 166 97 114 18%NR5 220 192 217 230 239 191 ‐20%NR6 154 125 178 131 180 181 1%NR6A 43 33 58 38 42 31 ‐26%NR7 127 117 134 110 146 161 10%NR8 ‐ ‐ ‐ ‐ ‐ 14 100%Total 851 758 882 864 898 897 0%

4. Number of fatalities per kilometre by national roads and years

National Road 2006‐2009 Average 2006 2007 2008 2009 2010 Change over 2009N1 0.53 0.45 0.50 0.52 0.66 0.57 ‐14%N2 0.42 0.34 0.42 0.50 0.43 0.39 ‐8%N3 0.16 0.13 0.14 0.21 0.16 0.31 91%N4 0.64 0.69 0.63 0.78 0.45 0.53 18%N5 0.54 0.47 0.54 0.57 0.59 0.47 ‐20%N6 0.46 0.37 0.57 0.39 0.53 0.53 1%N6A 0.57 0.44 0.77 0.51 0.56 0.41 ‐26%N7 0.29 0.26 0.30 0.25 0.33 0.36 10%


49

5. Number of fatalities in the whole country by month category and years

Month Category2006 ‐ 2009 average

2006 2007 2008 2009 2010% Change over 2009

January 145 130 143 151 156 177 13% February 128 67 125 163 156 175 12% March 142 145 105 139 180 154 ‐14% April 185 174 161 195 208 204 ‐2% May 113 85 111 119 136 147 8% June 113 96 110 109 135 112 ‐17% July 116 89 117 136 121 126 4% August 109 88 117 88 144 118 ‐18% September 123 91 132 135 135 112 ‐17% October 123 122 152 107 109 157 44% November 119 93 144 140 99 148 49% December 134 112 128 156 138 186 35%Total 1,492 1,292 1,545 1,638 1,717 1,816 6%

6. Number of fatalities in Phnom Penh by month category and years.

Month category2006 ‐ 2009 average

2006 2007 2008 2009 2010% Change over 2009

January 21 18 24 20 31 18 ‐42% February 21 12 20 32 21 15 ‐29% March 22 22 24 20 19 20 5% April 24 17 20 36 21 14 ‐33% May 24 15 30 26 15 13 ‐13% June 25 19 22 34 15 16 7% July 28 18 32 33 20 15 ‐25% August 18 13 27 13 30 18 ‐40% September 21 13 31 20 32 13 ‐59% October 21 19 29 16 21 11 ‐48% November 21 9 21 32 18 15 ‐17% December 17 19 18 15 8 21 163%Total 263 194 298 297 251 189 ‐25%

7. Number of fatalities in Phnom Penh by district and years.

District 2006 - 2009average 2006 2007 2008 2009 2010 % Change

over 2009 Chamkar Mon 34 18 38 46 31 28 -10% Doun Penh 26 19 28 30 20 19 -5% 7 Meakkakra 7 7 8 6 13 3 -77% Toul Kork 23 20 25 24 22 7 -68% Mean Chey 34 27 33 41 39 31 -21% Dangkao 66 41 77 81 67 56 -16% Ruessei Keo 71 61 83 69 48 32 -33% Sen sok N/A N/A N/A N/A 8 13 63% Unknonw 2 1 6 0 3 0 -100% Total 261 194 298 297 251 189 -25%


50

8. Number of fatalities by age category and years.

Age category2006‐2009average

2006 2007 2008 2009 2010% Change over 2009

0‐4 41 35 45 47 36 36 0%5‐9 64 66 72 57 61 63 3%

10‐14 30 31 22 29 36 49 36%15‐19 126 80 98 119 207 206 0%20‐24 262 175 248 269 357 361 1%25‐29 308 271 331 376 255 291 14%30‐34 122 101 125 120 141 171 21%35‐39 136 131 141 138 134 114 ‐15%40‐44 104 86 102 114 114 109 ‐4%45‐49 102 96 92 103 118 120 2%50‐54 61 54 64 55 70 93 33%>=55 159 129 161 180 164 186 13%

Unknown 34 37 44 31 24 17 ‐29%Total 1,548 1,292 1,545 1,638 1,717 1,816 6%

9. Number of fatalities by mode of transport and years.

Mode of transport 2006‐2009 average

2006 2007 2008 2009 2010 % Change over 2009

Motorbike 1,011 749 971 1,107 1,218 1,209 ‐1%Pedestrian 207 198 206 207 215 217 1%Bicycle 69 67 73 71 65 72 11%Passenger vehicle 107 102 116 111 99 168 70%Goods vehicle 90 92 115 78 75 76 1%Agriculture vehicle 33 29 35 36 33 49 48%Other 25 31 28 27 12 20 67%Unknown 7 24 1 1 0 5 500%Total 1,492 1,292 1,545 1,638 1,717 1,816 6%

10. Number of fatalities by mode of transport and age category ‐ 2010

Motorbike BicyclePassengervehicle

Goods vehicle

Agriculture vehicle

Pedestrain Other Unknown

0 ‐ 4 11 2 4 0 3 15 1 0 365 ‐ 9 12 3 6 1 2 37 1 1 63

10 ‐ 14 14 8 5 5 2 13 2 0 4915 ‐ 19 151 11 18 9 8 7 1 1 20620 ‐ 24 294 5 25 16 7 11 3 0 36125 ‐ 29 218 4 30 14 5 18 2 0 29130 ‐ 34 121 3 22 6 4 14 1 0 17135 ‐ 39 77 2 14 7 3 10 0 1 11440 ‐ 44 70 8 12 6 1 11 1 0 10945 ‐ 49 74 3 12 5 5 17 4 0 12050 ‐ 54 61 2 8 4 3 13 2 0 93>=55 96 21 12 2 6 46 2 1 186

Unknown 10 0 0 1 0 5 0 1 17Total 1,209 72 168 76 49 217 20 5 1,816

TotalMode of transport

Ag category


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11. Number of fatalities by mode of transport, gender and age category ‐ 2010

0 ‐ 4 5 ‐ 9 10 ‐ 14 15 ‐ 19 20 ‐ 24 25 ‐ 29 30 ‐ 34 35 ‐ 39 40 ‐ 44 45 ‐ 49 50 ‐ 54 >=55 UnknownMale 8 6 11 129 262 202 106 69 56 60 49 76 7 1,041Female 3 6 3 22 32 16 15 8 14 14 12 20 0 165Uknown 0 0 0 0 0 0 0 0 0 0 0 0 3 3Sub‐total 11 12 14 151 294 218 121 77 70 74 61 96 10 1,209Male 2 2 4 7 3 3 3 0 4 3 2 13 0 46Female 0 1 4 4 1 1 0 2 4 0 0 8 0 25Uknown 0 0 0 0 1 0 0 0 0 0 0 0 0 1Sub‐total 2 3 8 11 5 4 3 2 8 3 2 21 0 72Male 2 4 2 10 17 23 19 11 11 9 6 4 0 118Female 2 2 3 8 6 4 1 2 1 3 2 8 0 42Uknown 0 0 0 0 2 3 2 1 0 0 0 0 0 8Sub‐total 4 6 5 18 25 30 22 14 12 12 8 12 0 168Male 1 4 8 14 13 5 5 2 4 3 2 0 61Female 0 1 1 1 1 1 2 4 1 1 0 1 14Uknown 0 0 0 1 0 0 0 0 0 0 0 0 1Sub‐total 1 5 9 16 14 6 7 6 5 4 2 1 76Male 2 0 2 8 7 5 4 3 1 4 2 2 0 40Female 1 2 0 0 0 0 0 0 0 1 1 4 0 9Sub‐total 3 2 2 8 7 5 4 3 1 5 3 6 0 49Male 9 23 5 5 9 12 11 8 9 11 6 22 1 131Female 6 14 8 2 2 6 3 2 2 6 7 24 1 83Uknown 0 0 0 0 0 0 0 0 0 0 0 0 3 3Sub‐total 15 37 13 7 11 18 14 10 11 17 13 46 5 217Male 1 0 2 1 3 2 1 0 1 3 2 1 0 17Female 0 1 0 0 0 0 0 0 0 1 0 1 0 3Sub‐total 1 1 2 1 3 2 1 0 1 4 2 2 0 20Male 0 0 0 0 0 0 0 0 0 0 0 1 1 2Female 0 1 0 1 0 0 0 1 0 0 0 0 0 3Sub‐total 0 1 0 1 0 0 0 1 0 0 0 1 1 5

Other

Unknown

Bicycle

Passenger vehicle

Goods vehicle

Agriculture vehicle

Pedestrain

TotalGenderMode of Transport

Age category

Motorbike

Note: In 15 fatalities the gender is unknown. 12. Number of fatalities by road user, gender and mode of transport – 2010

Motorbike Bicycle Passenger vehicle Goods vehicle Agriculture vehicle Other UnknownDriver Male 832 40 51 17 15 13 0 968

Female 59 24 0 1 0 0 1 85Uknown 3 1 0 0 0 0 0 4sub‐total 894 65 51 18 15 13 1 1,057

Passenger Male 198 6 67 44 24 4 0 343Female 104 1 42 13 9 3 0 172Uknown 0 0 8 1 0 0 0 9sub‐total 302 7 117 58 33 7 0 524

Unknown Male 11 0 0 0 1 0 2 14Female 2 0 0 0 0 0 2 4sub‐total 13 0 0 0 1 0 4 18

TotalMode of Transport

Road User Gender


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13. Number of fatalities by mode of transport, road user and age category ‐ 2010

0‐4 5‐9 10‐14 15‐19 20‐24 25‐29 30‐34 35‐39 40‐44 45‐49 50‐54 >=55 UnknownDriver 0 0 4 110 227 173 98 61 48 61 42 61 9 894Passenger 11 12 10 39 65 42 23 15 19 13 19 33 1 302Unknown 0 0 0 2 2 3 0 1 3 0 0 2 0 13Sub‐total 11 12 14 151 294 218 121 77 70 74 61 96 10 1,209Driver 0 3 7 10 3 4 3 2 7 3 2 21 0 65Passenger 2 0 1 1 2 0 0 0 1 0 0 0 0 7Sub‐total 2 3 8 11 5 4 3 2 8 3 2 21 0 72Driver 0 0 0 4 7 12 6 8 5 5 3 1 0 51Passenger 4 6 5 14 18 18 16 6 7 7 5 11 0 117Sub‐total 4 6 5 18 25 30 22 14 12 12 8 12 0 168Driver 0 0 1 1 4 2 2 3 0 3 2 0 0 18Passenger 0 1 4 8 12 12 4 4 6 2 2 2 1 58Sub‐total 0 1 5 9 16 14 6 7 6 5 4 2 1 76Driver 0 0 0 0 2 5 1 2 0 2 2 1 0 15Passenger 3 2 2 8 5 0 2 1 1 3 1 5 0 33Unknown 0 0 0 0 0 0 1 0 0 0 0 0 0 1Sub‐total 3 2 2 8 7 5 4 3 1 5 3 6 0 49Driver 0 0 0 1 2 2 1 0 1 3 2 1 0 13Passenger 1 1 2 0 1 0 0 0 0 1 0 1 0 7Sub‐total 1 1 2 1 3 2 1 0 1 4 2 2 0 20Driver 0 0 0 0 0 0 1 0 0 0 0 0 1Passenger 0 1 0 1 0 0 0 0 0 0 0 1 1 4Sub‐total 0 1 0 1 0 0 0 1 0 0 0 1 1 5

Passenger vehicle

Good vehicle

Agriculture vehicle

Other

Unknown

Mode of Transport

Road UserAge Category

Total

Motorbike

Bicycle

14. Number of fatalities by occupation and age category – 2010

0 ‐ 4 5 ‐ 9 10 ‐ 14 15 ‐ 19 20 ‐ 24 25 ‐ 29 30 ‐ 34 35 ‐ 39 40 ‐ 44 45 ‐ 49 50 ‐ 54 >=55 UnknownFamer 0 0 1 52 127 105 60 47 55 61 47 104 1 660Student 0 50 44 97 51 6 1 0 0 0 1 0 1 251Worker 0 0 0 24 87 74 40 18 13 13 6 1 1 277Child 36 13 0 0 0 0 0 0 0 0 0 0 0 49Vendor/small 0 0 2 1 8 10 10 5 4 14 4 5 0 63Motor taxi driver 0 0 0 1 7 7 4 4 4 5 2 5 0 39Car/truck driver 0 0 0 1 5 14 5 5 2 0 4 0 0 36House 0 0 0 7 8 5 7 1 5 1 3 26 0 63Tourist/Expatriate 0 0 0 0 1 5 0 2 0 0 1 1 0 10Other 0 0 1 20 48 47 33 29 22 22 23 41 11 297Unknown 0 0 1 3 19 18 11 3 4 4 2 3 3 71Total 36 63 49 206 361 291 171 114 109 120 93 186 17 1,816

Age categoryTotalOccupation

15. Number of fatalities by occupations and mode of transport ‐ 2010

Motorbike Pedestrain Bicycle Passenger vehicle

Goods vehicle

Agriculture vehicle

Other Unknown

Famer 465 78 33 37 10 27 10 0 660Student 160 43 16 19 6 3 4 1 252Worker 194 17 9 21 27 7 0 1 276Child 14 23 2 5 0 4 1 0 49Vendor/small 41 4 1 13 5 0 0 0 64Motor taxi driver 35 0 0 1 0 0 3 0 39Car/truck driver 4 0 0 18 12 2 0 0 36House keeping/Servant 37 10 3 9 2 2 0 0 63Tourist/Expatriate 2 0 0 7 1 0 0 0 10Other 209 35 7 25 11 4 2 3 296Unknown 48 7 1 13 2 0 0 0 71Total 1,209 217 72 168 76 49 20 5 1,816

Mode of TransportTotalOccupation


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16. Number of fatalities by occupation, road user and age category – 2010

0 ‐ 4 5 ‐ 9 10 ‐ 14 15 ‐ 19 20 ‐ 24 25 ‐ 29 30 ‐ 34 35 ‐ 39 40 ‐ 44 45 ‐ 49 50 ‐ 54 >=55 UnknownFarmer Pedestrain 0 0 0 3 3 7 3 5 7 12 8 29 1 78

Driver 0 0 0 25 85 80 43 36 26 38 25 45 0 403Passenger 0 0 1 24 38 17 14 6 20 11 14 29 0 174Unknown 0 0 0 0 1 1 0 0 2 0 0 1 0 5Sub‐total 0 0 1 52 127 105 60 47 55 61 47 104 1 660

Student Pedestrain 0 29 12 2 0 0 0 0 0 0 0 0 0 43Driver 0 3 11 68 40 5 1 0 0 0 1 0 1 130Passenger 0 17 21 25 11 0 0 0 0 0 0 0 0 74Unknown 0 1 0 2 0 1 0 0 0 0 0 0 0 4Sub‐total 0 50 44 97 51 6 1 0 0 0 1 0 1 251

Worker Pedestrain 0 0 0 0 4 5 6 1 0 1 0 0 0 17Driver 0 0 0 17 53 40 25 9 9 7 2 1 0 163Passenger 0 0 0 7 30 29 8 8 4 5 4 0 1 96Unknown 0 0 0 0 0 0 1 0 0 0 0 0 0 1Sub‐total 0 0 0 24 87 74 40 18 13 13 6 1 1 277

Child Pedestrain 15 8 0 0 0 0 0 0 0 0 0 0 0 23Passenger 21 5 0 0 0 0 0 0 0 0 0 0 0 26Sub‐total 36 13 0 0 0 0 0 0 0 0 0 0 0 49

Vendor/small business

Pedestrain 0 0 0 0 0 1 0 0 0 0 2 0 0 3

Driver 0 0 1 1 5 5 8 4 2 9 1 3 0 39Passenger 0 0 1 0 2 4 2 1 2 5 1 2 0 20Unknown 0 0 0 0 1 0 0 0 0 0 0 0 0 1Sub‐total 0 0 2 1 8 10 10 5 4 14 4 5 0 63

Motor Taxi driver Driver 0 0 0 1 7 6 4 4 4 5 1 5 0 37Passenger 0 0 0 0 0 1 0 0 0 0 1 0 0 2Sub‐total 0 0 0 1 7 7 4 4 4 5 2 5 0 39

Car/Truck driver Driver 0 0 0 1 5 12 5 5 1 0 4 0 0 33Passenger 0 0 0 0 0 2 0 0 1 0 0 0 0 3Sub‐total 0 0 0 1 5 14 5 5 2 0 4 0 0 36

House keeping/Servant Pedestrain 0 0 0 0 0 1 0 0 0 0 0 9 0 10

Driver 0 0 0 4 4 2 4 0 0 1 0 6 0 21Passenger 0 0 0 3 4 2 3 1 5 0 3 11 0 32Sub‐total 0 0 0 7 8 5 7 1 5 1 3 26 0 63

Tourist/Expatriate Driver 0 0 0 0 0 1 0 1 0 0 0 1 0 3Passenger 0 0 0 0 1 4 0 1 0 0 1 0 0 7Sub‐total 0 0 0 0 1 5 0 2 0 0 1 1 0 10

Other Pedestrain 0 0 0 2 2 4 3 4 3 4 3 8 3 36Driver 0 0 0 7 37 35 18 18 17 13 17 23 6 191Passenger 0 0 1 10 9 7 12 7 1 5 3 9 1 65Unknown 0 0 0 1 0 1 0 0 1 0 0 1 1 5Sub‐total 0 0 1 20 48 47 33 29 22 22 23 41 11 297

Unknown Pedestrain 0 0 1 0 2 0 2 0 1 0 0 0 1 7Driver 0 0 0 2 9 12 3 0 2 4 2 1 2 37Passenger 0 0 0 1 8 6 6 2 1 0 0 1 0 25Unknown 0 0 0 0 0 0 0 1 0 0 0 1 0 2Sub‐total 0 0 1 3 19 18 11 3 4 4 2 3 3 71

TotalAge category

Road UserOccupation


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17. Number of fatalities by province and month category – 2010

Province Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec TotalBanteay MeanChey 9 6 6 6 3 8 7 6 10 9 7 12 89

Battambang 4 6 7 16 8 8 6 13 5 16 5 7 101

Kampong Cham 31 21 19 23 22 11 20 19 10 15 19 28 238

Kampong Chhnang 6 4 4 6 3 2 1 4 5 2 3 2 42

Kampong Speu 11 2 9 8 7 5 2 8 3 6 1 5 67

Kampong Thom 15 17 6 11 1 6 4 7 5 13 10 9 104

Kampot 2 5 3 5 11 4 2 2 4 8 4 7 57

Kandal 16 24 20 24 20 13 11 11 12 12 18 15 196

Kep 0 1 0 0 0 0 0 0 0 1 1 0 3

Koh Kong 1 1 1 4 8 2 1 0 0 0 2 5 25

Kratie 13 6 13 8 10 1 2 3 3 6 7 9 81

Mondol Kiri 1 4 1 7 2 0 8 0 1 1 1 0 26

Addar MeanChey 3 4 3 2 1 1 1 2 2 4 2 0 25

Pailin 0 1 0 0 1 0 2 1 1 0 2 2 10

Phnom Penh 18 15 20 14 13 16 15 18 13 11 15 21 189

Preah Sihanouk 8 10 5 10 1 1 7 2 5 5 2 6 62

Preah Vihear 1 2 2 7 0 4 1 1 1 3 2 3 27

Prey Veng 8 10 7 10 5 6 4 4 6 8 9 10 87

Pursat 5 8 9 7 2 4 3 2 3 4 10 4 61

Rotanak Kiri 1 4 2 7 3 3 3 1 2 5 1 6 38

Siem Reap 7 15 8 17 12 8 13 4 11 13 13 11 132

Stung Treng 3 3 1 2 2 0 4 1 1 1 0 10 28

Svay Rieng 7 3 1 3 0 7 2 4 3 5 4 5 44

Takeo 7 3 7 7 12 2 7 5 6 9 10 6 81

Unknown 0 0 0 0 0 0 0 0 0 0 0 3 3Total 177 175 154 204 147 112 126 118 112 157 148 186 1,816


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18. Number of fatalities by province and age category – 2010

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

Banteay MeanChey 1 1 1 12 21 16 7 4 7 4 2 13 0 89

Battambang 4 4 5 23 8 13 10 5 5 4 3 14 3 101

Kampong Cham 6 11 5 25 50 43 24 11 18 10 10 25 0 238

Kampong Chhnang 1 0 0 6 6 6 2 5 5 4 7 0 0 42

Kampong Speu 2 4 2 8 14 10 9 5 5 5 1 2 0 67

Kampong Thom 2 9 4 13 16 12 7 6 8 6 7 14 0 104

Kampot 0 5 3 5 10 7 6 2 4 3 4 8 0 57

Kandal 2 4 4 23 46 28 8 11 8 16 17 25 4 196

Kep 1 0 0 0 1 0 0 0 0 1 0 0 0 3

Koh Kong 1 1 1 3 8 2 4 1 0 0 3 0 1 25

Kratie 0 4 3 9 12 10 9 6 4 10 4 10 0 81

Mondol Kiri 2 0 1 3 3 5 2 1 2 3 1 3 0 26

Addar MeanChey 1 3 0 3 4 4 3 1 1 2 1 2 0 25

Pailin 0 0 0 0 2 0 1 1 0 4 1 1 0 10

Phnom Penh 1 1 3 14 54 42 23 10 11 8 6 14 2 189

Preah Sihanouk 2 3 3 6 14 10 3 6 4 4 3 4 0 62

Preah Vihear 0 0 0 6 2 5 3 2 3 1 2 3 0 27

Prey Veng 6 1 4 5 14 15 13 3 5 9 2 10 0 87

Pursat 1 5 2 4 17 7 4 1 4 2 4 8 2 61

Rotanak Kiri 2 0 0 6 6 5 6 3 0 4 4 1 1 38

Siem Reap 0 4 3 20 24 25 15 10 5 7 7 11 1 132

Stung Treng 0 0 3 3 4 1 1 6 3 3 1 3 0 28

Svay Rieng 0 3 1 2 10 5 2 8 1 3 2 5 2 44

Takeo 1 0 1 7 15 20 7 6 6 7 1 9 1 81

Unknown 0 0 0 0 0 0 2 0 0 0 0 1 0 3

Total 36 63 49 206 361 291 171 114 109 120 93 186 17 1,816


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19. Number of fatalities by province and mode of transport – 2010

Province Motorbike Pedestrian BicyclePassenger Vehicle

Good vehicle

Agriculture Vehicle

Other Unknown Total

Banteay MeanChey 67 10 6 1 1 4 0 0 89

Battambang 56 14 8 8 6 8 1 0 101

Kampong Cham 154 34 7 20 13 8 2 0 238

Kampong Chhnang 28 5 2 5 2 0 0 0 42

Kampong Speu 52 5 1 2 6 0 0 1 67

Kampong Thom 64 18 8 5 3 5 1 0 104

Kampot 33 9 3 2 9 0 0 1 57

Kandal 145 30 5 12 1 1 2 0 196

Kep 2 1 0 0 0 0 0 0 3

Koh Kong 11 1 1 9 2 0 0 1 25

Kratie 50 10 6 8 1 5 1 0 81

Mondol Kiri 12 3 0 7 2 2 0 0 26

Addar MeanChey 14 4 0 1 2 3 1 0 25

Pailin 8 1 0 0 0 1 0 0 10

Phnom Penh 158 15 2 4 4 0 4 2 189

Preah Sihanouk 36 7 1 14 2 2 0 0 62

Preah Vihear 18 1 0 2 4 2 0 0 27

Prey Veng 62 12 4 6 1 2 0 0 87

Pursat 38 4 6 4 4 0 5 0 61

Rotanak Kiri 22 3 0 10 1 1 1 0 38

Siem Reap 73 18 6 19 11 3 2 0 132

Stung Treng 13 1 1 11 0 2 0 0 28

Svay Rieng 35 5 2 1 1 0 0 0 44

Takeo 56 5 3 17 0 0 0 0 81

Unknown 2 1 0 0 0 0 0 0 3

Total 1,209 217 72 168 76 49 20 5 1,816


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20. Number of fatalities by province and years 2006‐2010

Province2006‐2009 average

2006 2007 2008 2009 2010Change

over 2009Banteay MeanChey 79 50 62 92 110 89 ‐19%Battambang 85 80 83 84 94 101 7%Kampong Cham 207 183 224 199 221 238 8%Kampong Chhnang 59 66 62 51 57 42 ‐26%Kampong Speu 68 92 53 75 53 67 26%Kampong Thom 85 61 120 62 98 104 6%Kampot 26 18 32 24 30 57 90%Kandal 176 134 148 223 200 196 ‐2%Kep 6 8 4 9 4 3 ‐25%Koh Kong 29 24 20 48 23 25 9%Kratie 44 36 35 45 61 81 33%Mondol Kiri 9 7 14 10 5 26 420%Addar MeanChey 23 6 12 30 42 25 ‐40%Pailin 6 3 8 7 4 10 150%Phnom Penh 260 194 298 297 251 189 ‐25%Preah Sihanouk 47 40 51 52 43 62 44%Preah Vihear 14 9 9 16 22 27 23%Prey Veng 56 50 46 56 70 87 24%Pursat 50 37 51 42 70 61 ‐13%Rotanak Kiri 17 6 22 19 22 38 73%Siem Reap 74 70 65 76 84 132 57%Stung Treng 10 6 8 9 17 28 65%Svay Rieng 51 40 47 47 70 44 ‐37%Takeo 63 51 70 64 66 81 23%Unknown 6 21 1 1 0 3 300%Total 1,548 1,292 1,545 1,638 1,717 1,816 6%


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21. Data collection forms

Two different data collection forms are being used: the hospital data collection form, using the casualty as point of entry, and the traffic police data collection form, using the crash as entry point. Duplicate entries are checked using the name of the casualty, the date and time of crash, as well as the location. Road traffic and other type of injury form


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Traffic police data collection form


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22. Feedback form

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Glossary

Agriculture vehicle The vehicle used at farms. Sometimes, it is invented locally, by combining with

other machine or parts of another vehicle. Ex: Ox‐machine. Blackspot A section on the road, less than 300 meters in length, that has the highest

number of road crashes/fatalities/casualties in one year period, in a selected area.

Car driver Who makes living mainly on driving a passenger/goods vehicle. Casualty Person was killed or injured in a road crash. Change direction without due care Going straight then drivers turn left or right suddenly or U‐turn

without giving a sign to other road users. Change lane without due care Change lane left or right while still proceeding in the same direction (go

straight) without giving a sign to other road users. Child (in figures) Person whose age is less than 6 years old. Damage only Any road crash which does not result in any injuries. Dangerous overtaking Overtaking without examination of the traffic situation. Died at hospital Person died after arriving hospital. Died on scene Person was killed immediately during road crash. Died on the way to hospital Person died during transferring to hospital. Driver Driver or operator of motorized or non‐motorized vehicle (including cyclist,

riding an animal). Driving against flow of traffic All drivers driving against the flow of traffic, except pedestrians. Drunk driving The accident involves a drunk driver with a blood‐alcohol level over the legal

limit.. Assumption by traffic police. Farmer A person who works on farm. Fatal crash Any road crash resulting in at least one person killed immediately or dying

within 30 days, as a result of the crash. Fatality Person was killed immediately or died within 30 days, as a result of the crash. Four‐wheeler vehicle It is all kind of passenger and goods vehicles, with 4 wheels. Goods vehicle More than four‐wheel vehicle used to transport goods.


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Head‐on The front of both vehicles collided with each other. Hit and run When the driver responsible intentionally escapes afterwards. Hit animal The moving vehicle collided with an animal. Hit object off road The moving vehicle collided with stationary object off road (ex. tree, post…) Hit object on the road The moving vehicle collided with stationary object on road (ex. barrier…) Hit parked vehicle The moving vehicle collided with a parked vehicle. Hit pedestrian The moving vehicle collided with pedestrian. Housekeeping/servant A person who stays home to look after the family or to clean others’ houses. Human error Any road crash caused by human mistake. Local road/track Road connect national/provincial road to village/commune at countryside or

road outside urban areas. Major road in city Roads are located in the city with double central lines, but which are not

national or provincial roads. Minor road in city Roads are located in the city with no double central lines. Motor taxi driver A person who makes a living mainly on driving a motor taxi. Motorbike/two‐wheeler vehicle Two‐wheeled, road motor vehicle. National road Major country roads linking major population centers and provinces in

different parts of the county, permitting speeds of 90km/h. Not respect right of way Not giving right of way to pedestrians or other vehicles on the roads,

especially on junction roads. Not respect traffic light All drivers that drive through traffic light while it’s red. Not respect traffic signs All drivers that drive without respecting the traffic signs. Other government employee All government employees, except police, soldier and teacher. Over speeding All vehicles using high speed over the legal limit or using non‐appropriate

speed in relation with geographical conditions and the conditions of weather, traffic, their vehicles, and loading.

Overturned/single vehicle Refers to single vehicle crashes. Passenger vehicle More than four‐wheeled vehicle use to transport passenger from one place to

another (including minibus, bus)


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Passenger A person who travels in/on a vehicle, without operating it (e.g. the persons who sit behind a motorbike, tricycle, car… etc)

Paved road Roads covered by asphalt or asphalt with pebble. Pedestrian A person walking/standing on the road or footpath/sidewalk at the time of

crashes. They are not in a vehicle. Provincial road Major roads linking population centres within a province or they are

developed and maintained by provincial public work and transport departments.

Rear‐end The front side of the first vehicle collides with the rear side of the second

vehicle. Right‐angle Angle impact where the front of the first vehicle collides with the side of the

second vehicle. Road conditions Condition of road linked to road crash Road environment The combination between road and weather condition which is linked to a

road crash Serious crash Any road crash resulting in at least one person who requires hospitalization

for at least 6 days because of injuries sustained in the crash, while no one was killed.

Serious/severe injury Person was hospitalized for at least 6 days because of injuries sustained in the

crash. Severity of crash The severity of the road crash, based on the most severe injury of any person

involved. Severity of injury The injury severity level for a person involved in the crash. Side swipe The vehicle collided side by side while travelling in the same directions. Slight crash Any road crash resulting in at least one of the participants of the crash being

hospitalized less than 24 hours or not hospitalized, while no participant was seriously injured or killed.

Student Someone who is attending school from primary school to university. Superficial/Slight/minor injury Person was injured and hospitalized for less than 24 hours or not

hospitalized. Teacher Someone who instructs people and has certificate to identify themselves. T‐junction Dead end road, T intersection Tourist/Expatriate Foreigners who work or temporary stay in the country and do not have

Cambodian’s ID card.


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Unemployed Someone who is jobless or has no permanent job. Unpaved/non‐cemented Roads are not paved or non‐cemented. Urban area Refer to the place where buildings or houses are closely constructed with

each other, exit or entrance to that is placed with sign or name of cities/ towns, even at day time or night time.

Using mobile phone Using mobile phone while driving without connection device or without

stopping vehicle at the edge of road to use it. Vehicle defects Vehicle defect is the main cause of the crash, without clearly checking. Vendor/small business Someone who buys and sells goods Weather conditions Weather linked to road crash Worker Someone who works in factory/working‐class/ construction site. Wrong use of high beam Wrong using of high beam at night. X‐junction Crossroads, road intersection with four directions. Y‐junction Y‐junction road

References

1. National Road Safety Action Plan 2006‐2010, 2006. Phnom Penh, Royal Government of Cambodia National Road Safety Committee.

2. "Statistics of vehicle registered in 2009." (2010): Department of Public Work and Land Transport (Jan, 2010).

3. General Population Census of Cambodia 2008, Ministry of Planning.

4. Jonathon Passmore, Road Safety & Injury Prevention/Team Leader NCD/HP, WHO Vietnam.

5. Handicap International Belgium and the Institute of Mobility – Hasselt University of Belgium. Cost Analysis of Road Crashes in Cambodia. Phnom Penh: Handicap International Belgium, 2011.

6. Cambodia Demographic and Health Survey 2005, National Institute of Public Health and National Institute Statistics Phnom Penh, Cambodia, December 2006

7. Combining and using different data sources for sound understanding of non‐fatal road traffic crashes, Draft final report, IRTAD, May 2011

8. International Monetary Fund, World Economic Outlook Database, April 2011


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Contacts

Further analysis and additional information is available on request. Please do not hesitate to contact one of the following persons: For general road safety information and additional analysis/customized reports:

Ms. Socheata SANN Road Safety Program Manager Handicap International Belgium Mobile: 012 563 172 E mail: sann.socheata@hib‐cambodia.org Mr. Panhavuth SEM RCVIS Manager Handicap International Belgium Mobile: 012 545 334 E mail: sem.panhavuth@hib‐cambodia.org

For information regarding the National Road Safety Action Plan

HE. UNG Chun Hour Director General of Transports & Director of Land Transport Department Permanent Member of National Road Safety Committee

Secretary General of General Secretariat of National Road Safety Committee Ministry of Public Works and Transport Mobile: 012 818 835 Email: [email protected]

For information regarding the national traffic law enforcement

General HIM Yan Director of Order Department General Commissariat of National Police Ministry of Interior Mobile: 012 590 978

For information regarding emergency assistance:

Dr. PRAK PISETH Raingsey Director Preventive Medicine Department Ministry of Health Mobile: 012 862 022 Email: [email protected]

Editors

Handicap International Belgium National Road Safety Committee # 18, Street 400, Street 598, Ruessei Keo district Phnom Pen, Cambodia Phnom Penh, Cambodia Phone: +855 23 217 298 Phone: +855 23 864 082 Email: [email protected] Email: [email protected]

Website: www.handicapinternational.be Website: www.roadsafetycambodia.info

With the support of:

Belgian Cooperation World Health Organization

2010 Cambodia Road Crash and Victim Information System (RCVIS)

Documents

Transcript of 2010 Cambodia Road Crash and Victim Information System (RCVIS)