30 km/h zones

Key asks

  • Set speed limits of 30 km/h or lower in areas where people walk, bike, live, and play;
  • Implement policy or law to make 30 km/h the default speed limit on streets in residential, public transport, commercial, health, educational, religious, and recreational areas;
  • Ensure speed zoning guidelines enable a broader introduction of 30 km/h zones;[2]
  • Install 30 km/h speed limit signs with traffic calming measures and pedestrian facilities.

What we mean by it[1]

Road environments designed to reduce vehicle speeds to 30 km/h (20 mph) or lower. This is achieved through 30 km/h (20 mph) posted speed limits, supported by speed enforcement, traffic calming measures, and pedestrian facilities to ensure the safety of pedestrians, cyclists, and motorcyclists.

Where we need it

Areas where pedestrians need to cross or walk along the road, where vehicles enter and drive through a built-up area, or where pedestrians, cyclists, or motorcyclists are present. In practice, this would include residential areas, villages, markets, retirement villages, school zones, healthcare and hospital precincts, around places of worship, university hubs, public transport hubs and major train station zones, city centers, and central business districts (CBD).


Areas where deaths or serious injuries occur among pedestrians, cyclists, or motorcyclists from road crashes.

Why we need it

To reduce deaths and injuries

30 km/h zones help countries achieve the Global Plan target

The Global Plan for the Decade of Action for Road Safety 2021–2030 (Global Plan)[3] sets a target to reduce road traffic deaths and injuries by 50% by 2030. Achieving this target requires implementation of evidence-based interventions that are known to reduce road traffic deaths and injuries. 30 km/h zones are one such evidence-based intervention.

30 km/h zones address the large proportion of global deaths

Over 50% of road traffic deaths globally occur among pedestrians, cyclists, and motorcyclists (vulnerable road users).[4]

30 km/h zones protect road users that do not have any/substantial protection against the raw forces of crashes

Higher travel speeds are particularly harmful to pedestrians, cyclists, and motorcyclists because they do not have any/substantial protection against the raw forces of crashes (such as crush zones, airbags, and seat belts that are found in motor vehicles). Therefore, they are significantly more likely to die or sustain serious injuries at the same impact speed compared to vehicle occupants. For example, there is a 40% chance of a pedestrian dying if hit by a car traveling at 50 km/h as opposed to a 13% chance at 30 km/h.[5] Speed limits less than or equal to 30 km/h also reduce the risk of injury and death of vehicle occupants.[6]

30 km/h zones allow road users to make less errors

At 30 km/h, a driver has a larger field of vision, improving their ability to quickly predict or detect potential conflicts on the road. It also takes less distance for a vehicle to stop. This prevents the vehicle colliding with a pedestrian, cyclist, or another vehicle (Figure 1), leading to a reduction in crashes between pedestrians and motor vehicles by as much as 28% and in injuries and fatalities by as much as 67%.[7]

Figure 1: Vehicle Speed and Pedestrian Survivability[8]
Source: World Resources Institute and Global Road Safety Facility reproduced under Creative Commons Attribution 4.0 International License

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To implement a Safe System approach

Implementation of 30 km/h zones demonstrates the adoption of the Safe System approach

The Safe System approach is a human-centric approach which dictates the design, use, and operation of our road transport system to protect the human road users.[9]

A Safe System approach means any road safety intervention ought to ensure that the impact speed remains below the threshold likely to result in death or serious injury in the event of a crash. Typically, the impact speed must remain below 30 km/h for a pedestrian hit by a vehicle.[10] 30 km/h zones protect pedestrians, cyclists, and motorcyclists.

History shows that countries that have adopted the Safe System approach implement evidence-based interventions, such as 30 km/h zones, and tend to have the lowest rate of fatality per population and the fastest rate of reduction in fatality numbers.[11]

For economic benefits

30 km/h zones reduce costs for government, individuals, and businesses

30 km/h zones save lives and reduce the severity of crash injuries, thereby reducing economic costs and positively contributing to a country’s economic growth. The economic costs related to injury and loss of life from traffic crashes include the money needed to treat injuries, loss of hours worked, vehicle repair costs, insurance or third-party costs, and the costs caused by increased congestion when a crash occurs.

30 km/h zones can contribute to increasing GDP

A World Bank study highlighted that halving road crash deaths and injuries could generate additional flows of income, with increases in GDP per capita over 24 years as large as 7.1% in Tanzania, 7.2% in the Philippines, 14% in India, 15% in China, and 22.2% in Thailand.[12]

For co-benefits

30 km/h zones promote walking, cycling, public transport, and related health benefits

30 km/h zones facilitate and promote environmentally friendlier and more active modes of transport, such as walking, cycling, and public transportation, freeing up more space for urban recreation, commerce, and outdoor activities, improving physical and mental health, and creating vibrant cities with better livability.[13]

30 km/h zones can reduce emissions

30 km/h zones reduce carbon dioxide and nitrous oxide emissions from diesel cars, and particulate matter emission from both diesel and petrol cars, thus reducing air pollution.[14]

30 km/h zones can reduce traffic congestion

30 km/h speed limits can be beneficial in improving traffic flow and reducing congestion. Reductions in speed limits as vehicles reach congested conditions result in a smoother flow of traffic and less stop/start traffic movement.[15] At lower speed limits, the following distance between vehicles can be shorter (as cars need less distance to stop than at higher travel speeds), and there is improved merging of vehicles from the side streets. This allows the road to accommodate a larger number of vehicles traveling at a constant speed, thereby reducing congestion and improving travel times.[16] The crash reduction benefits of lower speed limits also improve congestion by reducing the temporary disruptions in traffic caused by traffic crashes.[17]

30 km/h zones help countries to create a sustainable and equitable transportation system

30 km/h speed zones increase opportunities for work and friendship, and reduce health inequalities through improved accessibility for road users with restricted mobility, vision, hearing, or mental health, as well as pedestrians, cyclists, children, elderly, youth, and commuters.[18],[19]

30 km/h zones help countries achieve the Sustainable Development Goals

The wide-ranging benefits of implementing 30 km/h zones mean it contributes to many Sustainable Development Goals, including good health and wellbeing, sustainable cities and communities, climate action, and reduced inequalities.[20] In Europe, 30 km/h speed limits are already central to sustainable travel policies in countries such as Denmark, Belgium, Germany, Netherlands, Norway, and Sweden.[21]

Successful implementations

Graz, Austria: 24% reduction in serious injury crashes and 17% reduction in pedestrian crashes in 30 km/h zones

In 1992, Graz became the first city in Europe to impose a 30 km/h speed limit, which now applies to almost 80% of the city’s road network—all residential roads, school zones, and areas near hospitals have a 30 km/h speed limit. The primary objectives of the scheme were to increase safety, and reduce pollution and noise. On roads where a 30 km/h speed limit has been implemented, the total number of crashes has decreased by 25%, and over 80% of all crashes in the city take place on through roads where the speed limit is still 50 km/h.[22] The introduced speed limit was marked with signage and supported by police enforcement along with publicity campaigns. This resulted in a reduction of 12% in crashes involving minor injuries and a reduction of 24% in crashes involving serious injuries. Crashes involving pedestrians decreased overall by 17% and those involving motorists by 14%.[23]

Toronto, Canada: 67% reduction in serious and fatal injuries in 30 km/h zones

In Toronto, speed limit reductions from 40 km/h to 30 km/h resulted in a 28% reduction in pedestrian crashes between 2013 and 2018 and a 67% reduction in serious and fatal injuries on streets after the 30 km/h limit had been implemented, compared with a 31% decrease in major and fatal injuries on comparator streets. Other measures to support the lower speed limits included senior safety zones, flex-post signs, red-light cameras, watch your speed boards, and school safety zone interventions (such as pavement markings, flashing beacons, school signage, and zebra crossings).[24]

London, UK: 46% reduction in death and serious injury crashes in 30 km/h zones and 8% reduction in adjacent areas

London and many other parts of the UK have implemented 20 mph (30 km/h) zones over the past 15 years or more. These zones are typically marked by signs at the zone’s entrance and exit with self-enforcing engineering and design features (traffic calming), including speed humps, chicanes, and raised junctions every 100 meters. The introduction of these 20 mph zones resulted in a 46% reduction in death and serious injury crashes overall and a 50% decrease in death and serious injury crashes for children aged 0–15 inside the zones. These zones had spillover effects to adjacent areas where death and serious injury crashes also decreased by 8%. Furthermore, death and serious injury crashes involving pedestrians and bicycle riders decreased by 35% and 38%, respectively.[25]

Bristol, UK: 63% city-level reduction in road deaths

In Bristol, the implementation of 20 mph zones has led to a city-level reduction in fatalities of 63%.[26] The 20 mph zones are marked by speed limit signs at the beginning (entry point) and the end (terminal point) of the zone and additional repeater signs within the zone. Additionally, vehicle-activated signs and road markings are used to intensify the prominence of the zone.[27]

Warrington, UK: 43% reduction in serious and slight pedestrian injuries in 20 mph zones

Warrington implemented three pilot 20 mph speed limit zones (totaling 140 roads) in a residential neighborhood in February 2009 for an experimental 18-month period. During this period, 12 serious and slight pedestrian injuries were reported, a reduction of 43% compared to the 18-month period before the experimental period.[28]

Brighton and Hove, UK: 45 less casualties in the first year of 20 mph zones introduction

In Brighton and Hove, 20 mph limits were introduced in the city center in April 2013. In the first year of operation, traffic speeds decreased on 74% of the routes in the city center, resulting in 327 (-45) casualties involving 0 (-1) fatal, 43 (-11) serious and 284 (-33) slight injuries.[29]

Bogotá, Colombia: 30 km/h speed limit compliance increased from 29% to 86% when complemented with traffic calming measures*

In Bogotá, the speed limit for residential areas and school zones was already set to 30 km/h throughout the city, but drivers often exceeded the speed limit. As a result, Tunjuelito municipality was selected to pilot traffic calming measures, including chicanes, lane narrowing, and chokers at intersections, to match operating speeds with the posted speed limit. During the pilot intervention, driver compliance with the speed limit increased from an average of 29% to 86%, including from 36% to 97% in front of one school where chicanes and chokers were installed.[30]

South Africa: 25–35% reduction in mean speeds in 30 km/h zones*

In South Africa, speed reduction strategies especially using 30 km/h speed limit signs were introduced at school zones with high pedestrian activity. This resulted in a 20–35% reduction in mean speeds and qualitative feedback from the schools showed widespread acceptance of the measure.[31]

*Any travel speed reduction achieved via signage, police enforcement and/or road design measures has death and injury reduction benefits. In principle, a 1% reduction in average speed results in an approximate 2% decrease in injury crash frequency, a 3% decrease in severe crash frequency, and a 4% decrease in fatal crash frequency[32]. Furthermore, 10 km/h reduction in a speed limit could be expected to produce around a 15-20% reduction in injury crashes, and up to around a 40% reduction in pedestrian fatal and serious injuries.[33]

How to implement it

The following guidance documents can support governments in the design and implementation of 30 km/h zones:

  • Low-Speed Zone Guide developed by the Global Road Safety Facility (World Bank) and the World Resources Institute;[34]
  • Global Street Design Guide developed by the Global Designing Cities Initiative;[35]
  • Road Safety Toolkit developed by the International Road Assessment Programme (iRAP).[36]


Implementing 30 km/h zones achieves, supports, and/or promotes the implementation of:

16 recommended actions in the Global Plan

Global Plan

Page 11, box 1, point 1, 2, 3, 5, 6, 7: Multimodal transport and land-use planning

  • Implement policies that promote compact urban design.
  • Implement policies that lower speeds, and prioritize the needs of pedestrians, cyclists, and public transport users.
  • Promote transit-oriented development to concentrate urban and commercial developments around mass transit nodes.
  • Discourage the use of private vehicles in high density urban areas by putting restrictions on motor vehicle users, vehicles, and road infrastructure, and provide alternatives that are accessible, safe, and easy to use, such as walking, cycling, buses and trams.
  • Provide intermodal connectivity between transit and bike share schemes at major transit stops and create transport connections for bicycle and pedestrian travel that reduce total travel time.
  • Construct (or reconstruct existing) transport networks to ensure that non-motorized modes of travel are as safe as motorized ones, and most importantly serve the travel needs of all ages and abilities.

Page 12, box 2, points 1,2,3,4,5,6,7: Safe road infrastructure

  • Develop functional classifications and desired safety performance standards for each road user group at the geographic land-use and road corridor level.
  • Review and update legislation and local design standards that consider road function and the needs of all road users, and for specific zones.
  • Specify a technical standard and star rating target for all designs linked to each road user, and the desired safety performance standard at that location.
  • Implement infrastructure treatments that ensure logical and intuitive compliance with the desired speed environment (e.g. 30 km/h urban centres; ≤ 80 km/h undivided rural roads; 100 km/h expressways).
  • Undertake road safety audits on all sections of new roads (pre-feasibility through to detailed design) and complete assessments using independent and accredited experts to ensure a minimum standard of three stars or better for all road users.
  • Undertake crash-risk mapping (where crash data are reliable) and proactive safety assessments and inspections on the target network with a focus on relevant road user needs as appropriate.
  • Set a performance target for each road user based on the inspection results with clear measurable metrics at the road-attribute level (e.g. sidewalk provision)”

Page 15, box 4, points 1, 3, 4: Safe Road Use

  • “Enact and enforce road safety legislation:
    • Set maximum speed limits considering the type and function of roads.
    • Establish blood alcohol concentration (BAC) limits to prevent impaired driving (drink- and drug-driving) with specific provisions for novice and professional drivers.
    • Mandate the use of protective equipment (safety belts, child restraints and helmets).
    • Restrict the use of handheld electronic devices while driving.
    • Establish a dedicated enforcement agency, provide training and ensure adequate equipment for enforcement activities.
  • Ensure road infrastructure takes account of the needs of all road users and is designed to facilitate safe behaviours, including:
    • clear road signage and road markings that are intuitive;
    • use of roundabouts and traffic calming designs such as speed humps;
    • physical separation of road users including use of protected bicycle lanes and pedestrian only zones.
  • Make use of vehicle safety features and technologies to support safe behaviours, including:
    • automatic safety belts and seat-belt alerts;
    • intelligent speed assistance;
    • technologies to disable texting and or other forms of distraction while driving.
3 of the Global Road Safety Performance Targets

Global Road Safety Performance Targets

  • Target 3: “By 2030, all new roads achieve technical standards for all road users that take into account road safety, or meet a three star rating or better.”
  • Target 4: “By 2030, more than 75% of travel on existing roads is on roads that meet technical standards for all road users that take into account road safety.”
  • Target 6: “By 2030, halve the proportion of vehicles travelling over the posted speed limit and achieve a reduction in speed related injuries and fatalities”
14 statements in the Stockholm Declaration

Stockholm Declaration

Page 3:

  • 1. Reaffirm our commitment to the full implementation of the 2030 Agenda, recognizing the synergies between the SDG policy areas, as well as the need to work in an integrated manner for mutual benefits;
  • 2. Address the connections between road safety, mental and physical health, development, education, equity, gender equality, sustainable cities, environment and climate change, as well as the social determinants of safety and the interdependence between the different SDGs, recalling that the SDGs and targets are integrated and indivisible;
  • 3. Call upon Member States to contribute to reducing road traffic deaths by at least 50% from 2020 to 2030 in line with the United Nations High-Level Political Forum on Sustainable Development’s pledge to continue action on the road safety related SDG targets, including 3.6 after 2020, and to set targets to reduce fatalities and serious
    injuries, in line with this commitment, for all groups of road users and especially vulnerable road users such as pedestrians, cyclists and motorcyclists and users of public transport;
  • 4. Call upon Member States and the international community to address the unacceptable burden of road traffic injury on children and young people as a priority, increasing political commitment, by ensuring that the Global Strategy for Women’s, Children’s and Adolescents’ Health delivers necessary action on road safety;
  • 5. Ensure political commitment and responsibility at the highest level and establish regional, national and subnational strategies and action plans for road safety and contributions from different governmental agencies as well as multi-sectoral partnerships to deliver the scale of efforts required at regional, national and sub-national levels to achieve SDG targets, and that these strategies and efforts are transparent and public;
  • 6. Encourage Member States that have not yet done so to consider becoming contracting parties to the United Nations legal instruments on road safety as well as applying, implementing and promoting their provisions or safety regulations, and ensure that legislation and standards for road design and construction, vehicles, and road use are consistent with safe system principles and are enforced;
  • 7. Include road safety and a safe system approach as an integral element of land use, street design, transport system planning and governance, especially for vulnerable road users and in urban areas, by strengthening institutional capacity with regard to road safety laws and law enforcement, vehicle safety, infrastructure improvements, public transport, post-crash care, and data;
  • 8. Speed up the shift toward safer, cleaner, more energy efficient and affordable modes of transport and promote higher levels of physical activity such as walking and cycling as well as integrating these modes with the use of public transport to achieve sustainability;
  • 9. Encourage and incentivize the development, application and deployment of existing and future technologies and other innovations to improve accessibility and all aspects of road safety from crash prevention to emergency response and trauma care, with special attention given to the safety needs of those road users who are the most vulnerable including pedestrians, cyclists, motorcyclists and users of public transport;

Page 4:

  • 11. Focus on speed management, including the strengthening of law enforcement to prevent speeding and mandate a maximum road travel speed of 30 km/h in areas where vulnerable road users and vehicles mix in a frequent and planned manner, except where strong evidence exists that higher speeds are safe, noting that efforts to reduce speed in general will have a beneficial impact on air quality and climate change as well as being vital to reduce road traffic deaths and injuries;
  • 12. Ensure that all vehicles produced and sold for every market by 2030 are equipped with appropriate levels of safety performance, and that incentives for use of vehicles with enhanced safety performance are provided where possible;
  • 13. Ensure that an integrated road safety approach and minimum safety performance standards for all road users are a key requirement in road infrastructure improvements and investments;
  • 14. Call upon businesses and industries of all sizes and sectors to contribute to the attainment of the road safety related SDGs by applying safe system principles to their entire value chain including internal practices throughout their procurement, production and distribution process, and to include reporting of safety performance in their sustainability reports;
  • 16. Encourage increased investment in road safety, recognizing the high rates of return of road injury prevention projects and programs and the necessity of scaling up activities to meet the road safety related SDGs;
8 recommendations of the Academic Expert Group of the 3rd Ministerial Conference on Global Road Safety

Academic Expert Group of the 3rd Ministerial Conference on Global Road Safety

Recommendation 1: Page 7 and 28: “SUSTAINABLE PRACTICES AND REPORTING: including road safety interventions across sectors as part of SDG contributions.

In order to ensure the sustainability of businesses and enterprises of all sizes, and contribute to achievement of a range of Sustainable Development Goals including those concerning climate, health, and equity, we recommend that these organizations provide annual public sustainability reports including road safety disclosures, and that these organizations require the highest level of road safety according to Safe System principles in their internal practices, in policies concerning the health and safety of their employees, and in the processes and policies of the full range of suppliers, distributors and partners throughout their value chain or production and distribution system.

Recommendation 2: Page 7 and 34: “PROCUREMENT: utilizing the buying power of public and private organizations across their value chains.

In order to achieve the Sustainable Development Goals addressing road safety, health,
climate, equity and education, we recommend that all tiers of government and the private sector prioritize road safety following a Safe System approach in all decisions, including the specification of safety in their procurement of fleet vehicles and transport services, in requirements for safety in road infrastructure investments, and in policies that incentivize safe operation of public transit and commercial vehicles.

Recommendation 3: Page 7 and 37: “MODAL SHIFT: moving from personal motor vehicles toward safer and more active forms of mobility.

In order to achieve sustainability in global safety, health and environment, we recommend that nations and cities use urban and transport planning along with mobility policies to shift travel toward cleaner, safer and affordable modes incorporating higher levels of physical activity such as walking, bicycling and use of public transit.

Recommendation 4: Page 7 and 41: CHILD AND YOUTH HEALTH: encouraging active mobility by building safer roads and walkways.

In order to protect the lives, security and well-being of children and youth and ensure the education and sustainability of future generations, we recommend that cities, road authorities and citizens examine the routes frequently traveled by children to attend school and for other purposes, identify needs, including changes that encourage active modes such as walking and cycling, and incorporate Safe System principles to eliminate risks along these routes.

Recommendation 5: Page 7 and 44: INFRASTRUCTURE: realizing the value of Safe System design as quickly as possible.

“In order to realize the benefits that roads designed according to the Safe System approach will bring to a broad range of Sustainable Development Goals as quickly
and thoroughly as possible, we recommend that governments and all road authorities
allocate sufficient resources to upgrade existing road infrastructure to incorporate Safe System principles as soon as feasible.”

Recommendation 7: Page 7 and 52: ZERO SPEEDING: protecting road users from crash forces beyond the limits of human injury tolerance.

In order to achieve widespread benefits to safety, health, equity, climate and quality of life, we recommend that businesses, governments and other fleet owners practice a zero-tolerance approach to speeding and that they collaborate with supporters of a range of Sustainable Development Goals on policies and practices to reduce speeds to levels that are consistent with Safe System principles using the full range of vehicle, infrastructure, and enforcement interventions.

Recommendation 8: Page 7 and 56: 30 KM/H: mandating a 30 km/h speed limit in urban areas to prevent serious injuries and deaths to vulnerable road users when human errors occur.

In order to protect vulnerable road users and achieve sustainability goals addressing
livable cities, health and security, we recommend that a maximum road travel speed limit of 30 km/h be mandated in urban areas unless strong evidence exists that higher speeds are safe.

Recommendation 9: Page 7 and 59: TECHNOLOGY: bringing the benefits of safer vehicles and infrastructure to lowand middle-income countries.

In order to quickly and equitably realize the potential benefits of emerging technologies to road safety, including, but not limited to, sensory devices, connectivity methods and artificial intelligence, we recommend that corporations and governments incentivize the development, application and deployment of existing and future technologies to improve all aspects of road safety from crash prevention to emergency response and trauma care, with special attention given to the safety needs and social, economic and environmental conditions of low- and middle-income nations.

11 interventions across 3 components in the Save LIVES package

Save LIVES package

Page 14: Speed management

“Establish and enforce speed limit laws nationwide, locally and in cities
Build or modify roads which calm traffic, e.g. roundabouts, road narrowing, speed bumps, chicanes and rumble strips
Require car makers to install new technologies, such as intelligent speed adaptation, to help drivers keep to speed limits”

Page 14: Leadership on road safety

“Create an agency to spearhead road safety
Develop and fund a road safety strategy
Evaluate the impact of road safety strategies
Monitor road safety by strengthening data systems
Raise awareness and public support through education and campaigns”

Page 14: Infrastructure design and improvement

“Provide safe infrastructure for all road users including sidewalks, safe crossings, refuges, overpasses and underpasses
Put in place bicycle and motorcycle lanes
Make the sides of roads safer by using clear zones, collapsible structures or barriers
Design safer intersections
Separate access roads from through-roads
Prioritize people by putting in place vehicle-free zones
Restrict traffic and speed in residential, commercial and school zones
Provide better, safer routes for public transport”

10 commitments in A/RES/76/294, the Political Declaration of the High-level Meeting on Improving Global Road Safety

A/RES/76/294 Political Declaration of the High-Level Meeting on Improving Global Road Safety

Page 3-5:

1. Drive the implementation of the Global Plan for the Decade of Action for Road Safety 2021–2030, which describes key suggested actions to achieve the reduction in road traffic deaths of at least 50 per cent by 2030 and calls for setting national targets to reduce fatalities and serious injuries for all road users with special attention given to the safety needs of those road users who are the most vulnerable to road-related crashes, including pedestrians, cyclists, motorcyclists and users of public transport, taking into account national circumstances, policies and strategies;

2. Develop and implement regional, national and subnational plans that may include road safety targets or other evidence-based indicators where they have been set, and put in place evidence-based implementation processes by adopting a whole-of-government and whole-of-society approach and designating national focal points for road safety with the establishment of their networks in order to facilitate cooperation with the World Health Organization to track progress towards the implementation of the Second Decade of Action for Road Safety 2021–2030;

4. Implement a Safe System approach through policies that foster safe urban and rural road infrastructure design and engineering; set safe adequate speed limits supported by appropriate speed management measures; enable multimodal transport and active mobility; establish, where possible, an optimal mix of motorized and non-motorized transport, with particular emphasis on public transport, walking and cycling, including bike-sharing services, safe pedestrian infrastructure and level crossings, especially in urban areas;

5. Adopt evidence- and/or science-based good practices for addressing key risk factors, including the non-use of seat belts, child restraints and helmets, medical conditions and medicines that affect safe driving, driving under the influence of alcohol, narcotic drugs and psychotropic and psychoactive substances, inappropriate use of mobile phones and other electronic devices, including texting while driving, speeding, driving in low visibility conditions, driver fatigue, as well as the lack of appropriate infrastructure; and for enforcement efforts, including road policing, coupled with awareness and education initiatives, supported by infrastructure designs that are intuitive and favour compliance with legislation and a robust emergency response and post-crash care system;

6. Ensure that road infrastructure improvements and investments are guided by an integrated road safety approach that, inter alia, takes into account the connections between road safety and eradication of poverty in all its dimensions, physical health, including visual impairment and mental health issues, the achievement of universal health coverage, economic growth, quality education, reducing inequalities within and among countries, gender equality and women’s empowerment, decent work, sustainable cities, environment and climate change, as well as the broader social determinants of road safety and the interdependence between Sustainable Development Goals and targets that are integrated, interlinked and indivisible, and assures minimum safety performance standards for all road users;

9. Integrate a gender perspective into all policymaking and implementation of transport policies that provide for safe, secure, inclusive, accessible, reliable and sustainable mobility, and non-discriminatory participation in transport; and ensure that policies cater to road users who might be in vulnerable situations, in particular children, youth, older persons and persons with disabilities;

10. Deliver evidence-based road safety knowledge and awareness programmes to promote a culture of safety among all road users and to address high-risk behaviours, especially among youth, and the broader road-using community through advocacy, training and education and encourage private sector participation in supplementing national efforts in promoting greater road safety awareness as part of corporate social responsibility;

13. Promote capacity-building, knowledge-sharing, technical support and technology transfer programmes and initiatives on mutually agreed terms in the area of road safety, especially in developing countries, which confront unique challenges and, where possible, the integration of such programmes and initiatives into sustainable development assistance programmes through North-South, South-South and triangular cooperation formats, as well as public-private collaboration;

14. Promote the development, knowledge-sharing and deployment of vehicle automation and new technologies in traffic management using both intelligent transport systems and cooperative intelligent transport systems, in line with national requirements, to improve accessibility and all aspects of road safety while also monitoring, assessing, managing and mitigating challenges associated with rapid technological change and increasing connectivity;

17. Request the Secretary-General to provide, in consultation with the World Health Organization and other relevant agencies, a progress report during the seventy-eighth and eightieth sessions of the General Assembly, including recommendations on the implementation of the present declaration towards improving global road safety, which will serve to inform the high-level meeting to be convened in 2026;

[1]Our definition is based on the following source: Turner, B., Job, S., & Mitra, S. (2021). Guide for Road Safety Interventions: Evidence of What Works and What Does Not Work. World Bank, Washington, DC., USA.

[2] In many countries guidelines direct where and how to apply the speed limit. Speed zoning guidelines may exist in addition to relevant speed limit laws or may exist without speed limit law.

[3]World Health Organization. (2021). Global Plan for the Decade of Action for Road Safety 2021-2030.

[4] World Health Organization. (2018). Global status report on road safety 2018. Geneva.

[5] Sharpin, A.B, Adriazola-Steil, C., Job, S., et al. (2021). Low-Speed Zone Guide. World Resources Institute and The Global Road Safety Facility.

[6] Karndacharuk, A. & McTiernan, D. (2019). Implementation Principles for 30 km/h Speed Limits and Zones. Journal of Road Safety, 30(2), 45–54.

Neki, K., Lumumba, M., Mitra, S., & Job, S. (2021). Economic impact of 30km/h – Benefits and Costs of Speeds in an urban environment. Journal of Road Safety, 32(3), 49–51.

[7] Fridman, L., Ling, R., Rothman, L., et al. (2020). Effect of reducing the posted speed limit to 30 km per hour on pedestrian motor vehicle collisions in Toronto, Canada – a quasi experimental, pre-post study. BMC Public Health 20, 56.

[8] Sharpin, A.B., Adriazola-Steil, C., Job, S., et al. (2021). Low-Speed Zone Guide. World Resources Institute and The Global Road Safety Facility.

[9] World Road Association. (2019). The Safe System Approach – Road Safety Manual: A Manual for Practitioners and Decision Makers on Implementing Safe System Infrastructure. 

[10] International Transport Forum. (2008), Towards Zero: Ambitious Road Safety Targets and the Safe System Approach, OECD Publishing, Paris.

[11] Welle, B., Sharpin, A.B., Adriazola-Steil, C., Job, S., Shotten, M., Bose, D., Bhatt, A., Alveano, S., Obelheiro, M., & Imamoglu, C.T. (2018). Sustainable & Safe: A Vision and Guidance for Zero Road Deaths. World Resources Institute.

[12] World Bank. (2017). The High Toll of Traffic Injuries: Unacceptable and Preventable. World Bank

[13] Global Designing Cities Initiative. (2016). Global Street Design. Island Press; 2nd None ed. edition.

[14] Williams, D. & North, R. (2013). An evaluation of the estimated impacts on vehicle emissions of a 20mph speed restriction in central London. Transport and Environmental Analysis Group, Centre for Transport Studies, Imperial College London.

[15]  Job, R.F.S. & Mbugua, L.W. (2020). Road Crash Trauma, Climate Change, Pollution and the Total Costs of Speed: Six graphs that tell the story. GRSF Note 2020.1. Washington DC: Global Road Safety Facility, World Bank.

[16] Global Road Safety Facility. (2023). Speed Management Hub – Frequently Asked Questions, Note 8.2.

[17] Global Road Safety Facility. (2023). Speed Management Hub – Frequently Asked Questions, Note 8.2.

[18]  The European Federation for Transport and Environment (2001). Lower urban speed limits Better for citizens, better for the environment, better for all.

[19] British Academy. (2014). “If you could do one thing…” Nine local actions to reduce health inequalities. The British Academy.

[20] UNESCAP. (2019). Strategies to Tackle the Issue of Speed for Road Safety in the Asia-Pacific Region: Implementation Framework. UNESCAP, Bangkok.

International Transport forum. (2018).  Speed and Crash Risk. International Traffic Safety

Data and Analysis Group Research Report.

[21] European Federation of Road Traffic Victims. Why 30km/h?. European Federation of Road Traffic Victims

[22] P.24-25, McKibbin, D. (2014). impact of 20mph speed limits. NIAR 168-14, March.

[23] P.7, The Royal Society for the Prevention of Accidents (ROSPA). (2017). 20mph Zones and Speed Limits Factsheet. November.

[24] Fridman, L., Ling, R., Rothman, L., Cloutier, M.S., Macarthur, C., Hagel, B., & Howard, A. (2020). Effect of reducing the posted speed limit to 30 km per hour on pedestrian motor vehicle collisions in Toronto, Canada – A quasi experimental, pre-post study. BMC Public Health, 20(1), 1–8.

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