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Background: The main task of the emergency medical system is to provide primary care and transfer the patients to hospital. Studies have been conducted to investigate the outcome of air and ground ambulance patients, but they show different results. These different results may be due to the type of study, statistical methods, differences in prehospital emergency systems, and insufficient control of confounding variables. Thus, it is difficult to compare and generalize the results. This study aimed to investigate the outcomes of injured people transported by air and ground ambulance in road traffic accidents in Qom Province, Iran, during 2015-2019. Materials and Methods: In this retrospective analytical descriptive study, we used the numerical method and examined all road traffic accident patients transferred through ground or air to Qom Shahid Beheshti Hospital by the prehospital emergency from 2015 to 2019. The collected information included the type of transfer, age, sex, type of trauma, distance from the accident site to the hospital, initial vital signs, duration of the mission, and day of the accident. To control the confounding factors, we used propensity score matching. Outcomes studied included length of hospital stay, length of stay in the intensive care unit, duration of mechanical ventilation, and the need for immediate surgery. Logistic regression was used to analyze the need for immediate surgery and a generalized linear model for other consequences. Results: After matching, the number of patients in each group transferred by ground ambulances and helicopter was 566. Trauma to the head (P=0.028) and back (P=0.002) were more common in helicopter-transported patients. The patients transported by helicopter had a longer time to reach the scene (7.70 ±5.18 min) (P<0.001), a shorter duration of presence on the scene (12.17±8.33 min) (P=0.041), and a shorter duration of transfer (13.12±4.75 min) (P<0.001) than the ground ambulance. There was no significant difference between the patients who transferred by ground and helicopter ambulance regarding the length of hospital stay in the intensive care unit (P=0.718), mechanical ventilation (P=0.507), and hospitalization (P=0.089). The need for immediate surgery in helicopter-transported patients was 84.8% higher than ground ambulance patients (95%CI: 0.086-0.267; P<0.001). Conclusion: The patients transported by helicopter were not significantly different from ground ambulances transported patients regarding staying in the intensive care unit, mechanical ventilation, and hospitalization, but they more needed immediate surgery. If the patients are triaged adequately according to the type of injury and the level of consciousness at the scene and transferred to the appropriate hospital by ground or air, they can enjoy the benefits of the type of transfer. [ABSTRACT FROM AUTHOR]

Objectives: The objective of this study was to evaluate and injury surveillance (IS) system's ability to monitor road traffic deaths and the coverage of road traffic injury and death surveillance in Phuket, Thailand. Methods: U.S. Centers for Disease Control and Prevention guidelines on surveillance system evaluation were used to qualitatively and quantitatively evaluate IS. Interviews with key stakeholders focused on IS's usefulness, simplicity, flexibility, acceptability, and stability. Active case finding of 2014 road traffic deaths in all paper and electronic hospital record systems was used to assess system sensitivity, positive predictive value, and data quality. Electronic data matching software was used to determine the implications of combining IS data with other provincial-level data sources (e.g., death certificates, electronic vehicle insurance claim system). Results: Evaluation results indicated that IS was useful, flexible, acceptable, and stable, with a high positive predictive value (99%). Simplicity was limited due to the burden of collecting data on all injuries and use of paper-based data collection forms. Sensitivity was low, with IS only identifying 55% of hospital road traffic death cases identified during active case finding; however, IS cases were representative of cases identified. Data accuracy and completeness varied across data fields. Combining IS with active case finding, death certificates, and the electronic vehicle insurance claim system more than doubled the number of road traffic death cases identified in Phuket. Conclusion: An efficient and comprehensive road traffic injury and death surveillance system is critical for monitoring Phuket's road traffic burden. The hospital-based IS system is a useful system for monitoring road traffic deaths and assessing risk behaviors. However, the complexity of data collection and limited coverage hinders the ability of IS to fully represent road traffic deaths in Phuket Province. Combining data sources could improve coverage and should be considered. [ABSTRACT FROM AUTHOR]

Road accidents generate substantial personal and national losses. Road accidents reduce victims' and their families' productivity, which slows the nation's economic growth. The victim or victim's heir must be compensated for the mishap's losses. It is important to understand traffic accident victims' concerns before calculating and rewarding a suitable compensation. This study examines traffic accident victims' issues. In this paper, the interviews were conducted in two phases: a pilot survey of seven experts and 38 victims/relatives of victims, based on their opinions, the questionnaire was revised, and the final interviews were conducted in the second phase, which included 126 road accident victims and 27 expert interviews. This paper summarises the results of the second phase along with its statistical interpretations. This paper also emphasises traffic accident victims' debilitation and daily issues. Government and local authorities often announce compensation, although they rarely consider a victim's socioeconomic situation. The arbitrarily set amount may provide immediate relief, but it ignores traffic accident victims' socio-demographics. This study will highlight those aspects that will enable policymakers quickly and efficiently decide remuneration for each individual. [ABSTRACT FROM AUTHOR]

With increasing population and motorization, Kenya as well as other African countries are faced with a tragic road traffic accidents (RTA). This paper looks at 5-year (2015–2020) data downloaded from National Transport and Safety Authority (NTSA) website, to identify trends and review progress of the traffic accidents in the country. The objective is to assess the prevalence of accidents within affected groups and location to identify trends and generalized causative agency from the reported data. From literature review, research activity focused on RTA in the country is minimal compared to the social significance accidents poses. The data were extracted and classified using Latent Dirichlet Allocation, a machine learning algorithm modelled in Matlab to group reported accident briefs into general categories/topic which are closely related. Four categories were identified as leading causes of fatality in the country: Knocking down victims, hit-and-run, losing control and head on collision. The identified causes point to preventable driver's errors which agrees with other researchers. From trend analysis, fatalities and injuries have increased by 26% and 46.5%, respectively since January 2015 to January 2020. This paper found that injuries in vulnerable road users: pedestrians, pillion passengers and motorcyclist, has seen a foldfold increment compared to 2015 data. From the discussion, urgent fine-tuning of policing to protect vulnerable road user as well as curb the overly decried driver behavior is needed. The paper recommends fine-tuning of data collection, capturing details of accident that will be useful in modeling and data analysis for future planning. [ABSTRACT FROM AUTHOR]

The wearing of turbans or head scarves is mandatory for practising Sikh men and women. Religious mandates stipulate that nothing may be placed on top of the turban (scarf), thus making it impossible for practicing Sikhs to wear protective motorcycle helmets. To honour the freedom of religious expression, many jurisdictions, including India, have exempted Sikhs from mandatory helmet laws. Despite studies into the efficacy of protective helmets while riding 'two-wheelers,' little is known about the protective potential of turbans. This paper represents a review of Indian literature (277 studies) related to head injuries sustained in road traffic accidents involving two-wheelers. This review shows that the extant literature is of limited value when trying to understand the extent of the protective potential of turbans and that systematic, evidence-based epidemiological studies derived from hospital admissions and forensic examinations are required. [ABSTRACT FROM AUTHOR]

Millions of people all over the world are affected by disability arising out of accident, disease, or congenital. This is a crucial health issue for mankind and needs structured treatment and rehabilitation plans. Prevalence and management capacity of disability have wide cross-cultural and geographical variations. Despite the lack of specific data there are reasons to believe that third-world countries have more disabilities and fewer resources and capacity for rehabilitation. So, there is a strong relationship between poverty and disability. Marginalized populations, disadvantaged or at-risk populations such as women, older people, and people who are poor are inappropriately affected by disability. Children from poverty-stricken families, indigenous populations, and ethnic minority groups are significantly at higher risk of experiencing disability. There is a higher prevalence of disability in lower-income countries than in higher-income countries. Poor people from lowerincome countries are usually involved in high-risk jobs which make them vulnerable to injury and disability. Because of exaggerated life stress, poor health status, and poor living conditions due to poverty, people at low resource outset are more vulnerable to disease and disability. Of inadequate support from affluent persons as well as from the government, they spend their last savings to meet the treatment costs and get poorer. They are also common victims of road traffic accidents when they travel on risky roads and vehicles. There are many other shreds of evidence for a link between disability and poverty in low and middle-income countries and there is an urgent need for further research and policy action to break the cycle. This review article intends to find out the relationship between poverty and disability and reveals how poverty influences suffering disability and vice versa. [ABSTRACT FROM AUTHOR]

Portugal has the sixth highest road fatality rate among European Union members. This is a problem of different dimensions with serious consequences in people's lives. This study analyses daily data from police and government authorities on road traffic accidents that occurred between 2016 and 2019 in a district of Portugal. This paper looks for the determinants that contribute to the existence of victims in road traffic accidents, as well as the determinants for fatalities and/or serious injuries in accidents with victims. We use logistic regression models, and the results are compared to the machine-learning model results. For the severity model, where the response variable indicates whether only property damage or casualties resulted in the traffic accident, we used a large sample with a small imbalance. For the serious injuries model, where the response variable indicates whether or not there were victims with serious injuries and/or fatalities in the traffic accident with victims, we used a small sample with very imbalanced data. Empirical analysis supports the conclusion that, with a small sample of imbalanced data, machine-learning models generally do not perform better than statistical models; however, they perform similarly when the sample is large and has a small imbalance. [ABSTRACT FROM AUTHOR]

Since 2010, vehicle black boxes have become popular with many people, if there is no record of the vehicle accident scene, or if the offender deliberately deletes the image data, the victim succeeds. The biggest advantage of blockchain is that it is impossible to modify and delete data by data distribution storage. The biggest disadvantage is that sensitive data is also distributed. In this paper, we propose a blockchain method for the black box by using the advantage of shared block data and we intend to solve the problem of personal information leakage which is a disadvantage of blockchain by storing sensitive information stored in a blockchain in a private server by LINK blockchain with a private server. We also attached code(Github) and demonstration video(Youtube) linking LINK blockchain with the private server in this paper. [ABSTRACT FROM AUTHOR]

On Friday 20th January, 2017, a vehicle struck a number of pedestrians in the vicinity of Bourke and Queen Streets, Melbourne. Six people died as a direct consequence of the incident and more than 30 people were taken to hospital for treatment. The incident had far-reaching consequences for the wider Melbourne community and challenged all agencies involved to develop and deliver recovery efforts unique to the incident. This paper details the perspective of the two lead agencies from the government-led recovery processes. The time period covered is from the occurrence of the incident until the one-year anniversary. This paper describes the multi-agency response particular to the Australian context and the milestones throughout the recovery process that put the victims' voice at the centre. An outcomes- based approach informed the recovery priorities delivered. The Bourke Street tragedy tested established recovery processes and systems and in doing so led to many new and improved ways of working. [ABSTRACT FROM AUTHOR]

The paper presents a methodology to evaluate a rescue and training phantom for road rescuing organized by Police officers. The methodology is exemplified by the Crash Kelly phantom, static and dynamic functionalities of which seem to be more frequently implemented in the road safety training processes. It stems from a morphological analysis, focusing on the quality of rescue activities, emergency resources' adequacy and the training levels. In addition, experts' evaluation allows to examine phantoms using 6 practically determined criteria, expressing their strengths and weaknesses in analysed context. The results introduce Crash Kelly as a reference training equipment for Police officers dedicated to rescue victims after the road accidents. Basing on the research results, practical training guidelines are formulated. [ABSTRACT FROM AUTHOR]

Background: After the strict implementation of helmet rule the number of head injuries due to road traffic accidents has subsequently decreased, but injuries sustained to thoracic and abdominal regions are still on the rise. Because of their size and anatomical position, they are major regions of trauma in road traffic accidents. This post mortem study of profile of thoraco-abdominal injuries, type, pattern and nature of external and internal injuries involved, was an attempt to highlight the trends & pattern of thoraco-abdominal injuries in fatal road traffic accidents in Mangalore city. Material and Methods: Present study was a retrospective, autopsy-record based study of thoraco-abdominal injuries sustained in fatal road traffic accidents. Details of deceased individuals such as age, sex, information furnished by the police in the inquest papers (form 146 (i) & (ii)), autopsy findings, investigation reports if any and cause of death were noted in proforma. Results: During study period among 4271 cases 859 cases (20%) were due to road traffic accidents. Out of these 859 cases of road traffic accidents 247 cases (29%) sustained thoraco-abdominal injuries. 38.5% cases happened on city roads & pedestrians were most common victims (45.8%). Most common injuries were fractures of ribs (60%), followed by injuries to lungs (37%) cases and injuries to heart (23%). Crush injuries were observed in 6% of cases. There were 136 (55%) cases of internal abdominal injuries, most common organ injured was liver (38%), followed by spleen (17%) & abdominal wall (14%). Among the 247 cases, most common cause of death was head injury (47%) followed by thoraco- abdominal injury (20%), head injury and thoracic injury (8%), only thoracic injury (7%), abdominal injury (6%). Conclusion: Most fatal accidents were reported on city roads, in summer season and cause of death was head injury followed by thoraco-abdominal injuries. Ribs, lungs and Liver were the organs most commonly injured. [ABSTRACT FROM AUTHOR]

In Europe and especially in France, there is a growing enthusiasm for outdoor sports and recreation. In the meantime, the risk of both severe and frequent injuries associated with active pursuits is acknowledged, especially in mountainous areas. The effectiveness of prevention must rely on detailed knowledge of typical circumstances and scenarios but thorough understanding of the mechanisms of accidentality remains limited by the fragmentation of sources and by mostly heterogeneous methodologies. This paper aims at giving insights on victims' profiles, season, location, and circumstances of mountaineering accidents in the French Alps, through the study of rescue interventions data from 2008 to 2018. Thanks to the analysis of the exhaustive database of search and rescue interventions from the French mountain national police force, and while questioning its limitations, we strive to answer two questions: what are the characteristics of the hazardous situations leading to a rescue intervention in mountaineering? Among these situations, what are the characteristics that tend to make them more harmful? [ABSTRACT FROM AUTHOR]

In the event of a criticality accident, not only the maximal doses received by the victims must be determined but it is also crucial to evaluate the doses to the different organs. With a neutron component, morphology is a key parameter in the organ dose calculation. As the simulation tools can be time consuming to proceed, especially if morphology is taken into account, for all the victims, it may be very useful to have a database of conversion coefficients that allow to obtain the organ doses from the dose measured in the dosemeter for different kinds of morphology. In this paper, we present a study performed to evaluate such conversion coefficients using voxelized anthropomorphic phantoms. These coefficients take into account two crucial parameters having an impact on the dose at the organs: the orientation of the victim in the radiation field and the morphology, that is to say the body mass index of the different victims. [ABSTRACT FROM AUTHOR]

A road traffic accident is a burning issue because the cost of road accidents is about 2% of gross domestic product in Pakistan. This paper explores the relationship between health force density index, temperature, rainfall, road lengths, and road traffic fatalities in Pakistan from 1985 to 2016. The stationarity was determined with the help of four-unit root tests. The existence of long-run cointegration was determined by using the autoregressive distributing lag bound test. The vector error correction model showed the long-run causality of road traffic fatalities, which implies that road traffic fatalities were affected by selected variables in the long-run. The short-run unidirectional causality was running from road traffic fatalities to health force density index; temperature to health force density index; rainfall to health force density index; health force density index to rainfall; road traffic fatalities to high type road length; health force density index to high type road length; and temperature to high type roads. The reduction in road fatalities was 1.713% due to a 1% increase in health force density. But, road fatalities increase by 3.628% due to a 1% increase in temperature. The road fatalities increase by 0.255% and 0.485% due to a 1% increase in rainfall and high type road length, respectively. The governments should increase the number of doctors and nurses for the life-saving of an injured person. Due to the adverse impact of temperature on road safety, the government should formulate a comprehensive environmental policy in order to mitigate global warming. It is recommended to increase the forest area to reduce the level of emission. It is required to modify the system of transportation according to the guidelines of international transportation associations with respect to the quality and maintenance of vehicles, medical check-up of drivers, and construction of roads. Installation of speed cameras is also needed on high type roads to ensure road safety. It is also recommended to increase traffic law enforcement. It is difficult for the Pakistani government to effectively execute road safety plans due to the limitation of resources. However, the government should invest the revenue collected through tax violation fine for the improvement in road safety. It is also needed to invest in the health sector and up-gradation of the hospitals for the safety of human beings. The government should ensure the availability of the latest medical technology in the hospitals and the improvement of emergency services. It is required to develop coordination between various ministries such as transportation, planning, law, education, public health, and information. It is necessary to make the public aware of the social and economic cost of road accidents using electronic, print, and social media. [ABSTRACT FROM AUTHOR]

Injury compensation claimants use legal services to help them navigate compensation schemes, including accessing benefits and resolving disputes. Little is known, however, about the extent of lawyer use by compensation claimants, including changes over time. This paper presents findings from one of the largest empirical investigations of lawyer use in an injury compensation setting to date. Using evidence from more than 275,000 claims in the road traffic injury scheme in the state of Victoria, Australia, this study examines the prevalence of, and changes in, lawyer use between 2000 and 2015. The analysis identifies a significant increase in the use of lawyers in the scheme, and explores possible explanations. This study provides critical insights into lawyer use in compensation settings: the steep increase in lawyer involvement has both access to justice and financial implications for compensation schemes, given the associations between lawyer use, claimant outcomes, and long-term scheme viability. [ABSTRACT FROM AUTHOR]

Objective: The objective of the mapping project was to develop an expert derived map between the International Statistical Classification of Diseases and Related Health Problems (ICD) clinical modifications (CM) and the Abbreviated Injury Scale (AIS) to be able to relate AIS severity to ICD coded data road traffic collision data in EU datasets. The maps were developed to enable the identification of serious AIS3+ injury and provide details of the mapping process for assumptions to be made about injury severity from mass datasets. This article describes in detail the mapping process of the International Classification of Diseases Ninth Revision, Clinical Modification (ICD-9-CM) and the International Classification of Diseases Tenth Revision, Clinical Modification (ICD-10-CM) codes to the Abbreviated Injury Scale 2005, Update 2008 (AIS08) codes to identify injury with an AIS severity of 3 or more (AIS3+ severity) to determine 'serious' (MAIS3+) road traffic injuries.Methods: Over 19,000 ICD codes were mapped from the following injury categories; injury ICD-9-CM (Chapter 17) codes between '800 and 999.9' and injury ICD-10-CM (Chapter 19) 'S' and 'T' prefixed codes were reviewed and mapped to an AIS08 category and then relate the severity to three groups; AIS3+, AIS < =2 and AIS 9 (no-map). The mapping was undertaken by ICD coding experts and certified AIS specialists from Europe, North America, Australia and Canada in face-to-face working groups and subsequent webinars between May 2014 and October 2015. During the process, the business rules were documented to define guidelines for the mapping process and enable inter-rater discrepancies to be resolved.Results: In total 2,504 ICD-9-CM codes were mapped to the AIS, of which 780 (31%) were assigned an AIS3+ severity. For the16,508 ICD-10-CM mapped codes a total of 2,323 (14%) were assigned an AIS3+ severity. Some 17% (n = 426) and 27% (n = 4,485) of ICD-9-CM and ICD-10-CM codes respectively were assigned to AIS9 (no-map) following the mapping process. It was evident there were 'problem' codes that could not be easily mapped to an AIS code to reflect severity. Problem maps affect the specificity of the map and severity when used to translate historical data in large datasets.Conclusions: The Association for the Advancement in Automotive Medicine, AAAM-endorsed expert-derived map offers a unique tool to road safety researchers to establish the number of MAIS3+ serious injuries occurring on the roads. The detailed process offered in this paper will enable researchers to understand the decision making and identify limitations when using the AIS08/ICD map on country-specific data. The results could inform protocols for dealing with problem codes to enable country comparisons of MAIS3+ serious injury rates. [ABSTRACT FROM AUTHOR]

This paper examined the relationship between rurality and unintentional non‐fatal hospitalisations for falls and motorised vehicle transport injuries and their geographic patterns in New Zealand. Data were constructed from Statistics New Zealand's Integrated Data Infrastructure. Logistic regression revealed that the odds of hospitalisations from falls were lower in more rural areas, but motor vehicle injuries were higher. The odds of injured people being discharged from a ward increased with rurality for both injury types. This study discovered geographical disparities in the two injury types. The findings of this study direct attention to underlying contextual factors that require targeted prevention strategies. [ABSTRACT FROM AUTHOR]

Introduction: Road traffic accident is the most common cause of death in adults worldwide. Road traffic accident-related deaths increased from time to time in low- and middle-income countries including Ethiopia; however, there is limited evidence about Survival status and its predictors among adult victims of road traffic accidents admitted to Hospitals in Ethiopia specifically in the study area. Thus, this study aimed to assess Survival status and its predictors among adult victims of road traffic accident admitted to Hospitals. Methods: An institutional-based retrospective follow-up study was conducted from July 01/2019 to June 30/2022. A total of 402 samples were chosen using simple random sampling. Data was collected by a prepared checklist from the victims' chart and entered into Epi-Data version 4.6 software and then exported to STATA version 14.1 for analysis. Kaplan-Meier failure function and log-rank test were computed. The assumption was checked by Schoenfeld residual test. All variables in bivariable analysis, p-value < 0.25 were entered into multivariable cox-regression model. Adjusted Hazard Ratio with 95% Confidence Interval was reported to declare the strength of association and statistical significance p-value of < 0.05. Model fitness was checked by using Cox-Snell residual. Data was presented by text, table, and graph. Result: The median survival time was 504 h. From all, 63(15.6%) deaths, 57% of deaths occurred between 24 and 168 h of follow-up with an overall incidence of 15.34deaths per10, 000 victims-hours observation. According to the Kaplan-Meier failure curve together with the log-rank test, the incidence density rate of death among victims who had a complication during admission was71.86per10,000victims-hour observation (95%, CI:53.66–96.25), which is different from those who did not have complication 5.17per10,000person-hour observation (95%, CI:3.26–8.21). The incidence density rate of death among victims who had low level of arterial oxygen saturation (SPO2 < 95%) during admission was 82.87per10, 000 victims-hour observation (95%, CI: 63.15-108.75), which is different from those who had arterial oxygen saturation ≥ 95% 3.16per10, 000victims -hour observation (95%, CI: 1.75–5.71) Develop complication (AHR = 3.1,95% CI:1.44–6.70), systolic blood pressure measurement value ≤ 89 mmHg (AHR = 2.4,95% CI:1.10–5.19), not admitted intensive care unit (AHR = 0.46,95% CI:0.022–0.97), Glasgow Coma Scale score ≤ 8 (AHR = 2.9,95% CI:1.07–7.75), Glasgow Coma Scale score 9–12(AHR = 3.8,95% CI:1.61–8.97) and, level of arterial oxygen saturation ≤ 95% (AHR = 6.5,95% CI:2.38–17.64) were predictors of outcome variable. Conclusion and recommendations: The median survival time was short. Complication, low systolic blood pressure measurement value, low Glasgow Coma Scale score, not admit to intensive care unit and low level of arterial oxygen saturation were significant predictors of the outcome variable. So that healthcare providers better give special attention and care to those victims admitted to Hospitals. A further prospective study is recommended. [ABSTRACT FROM AUTHOR]

This paper quantifies the effect of speed cameras on road traffic collisions using an approximate Bayesian doubly-robust (DR) causal inference estimation method. Previous empirical work on this topic, which shows a diverse range of estimated effects, is based largely on outcome regression (OR) models using the Empirical Bayes approach or on simple before and after comparisons. Issues of causality and confounding have received little formal attention. A causal DR approach combines propensity score (PS) and OR models to give an average treatment effect (ATE) estimator that is consistent and asymptotically normal under correct specification of either of the two component models. We develop this approach within a novel approximate Bayesian framework to derive posterior predictive distributions for the ATE of speed cameras on road traffic collisions. Our results for England indicate significant reductions in the number of collisions at speed cameras sites (mean ATE = -15%). Our proposed method offers a promising approach for evaluation of transport safety interventions. [ABSTRACT FROM AUTHOR]

• It is essential to use a common definition to compare serious road traffic injury rates. • For estimating the number of serious injuries, at some point it is always necessary to use hospital records. • This paper explores the implications for in/exclusion criteria applied to case selection and. • Provides a methodological approach for converting ICD to MAIS codes. • Weighting factors could be used to correct data deviations and make more real estimations. To determine accurately the number of serious injuries at EU level and to compare serious injury rates between different countries it is essential to use a common definition. In January 2013, the High Level Group on Road Safety established the definition of serious injuries as patients with an injury level of MAIS3+(Maximum Abbreviated Injury Scale). Whatever the method used for estimating the number or serious injuries, at some point it is always necessary to use hospital records. The aim of this paper is to understand the implications for (1) in/exclusion criteria applied to case selection and (2) a methodological approach for converting ICD (International Classification of Diseases/Injuries) to MAIS codes, when estimating the number of road traffic serious injuries from hospital data. A descriptive analysis with hospital data from Spain and the Netherlands was carried out to examine the effect of certain choices concerning in- and exclusion criteria based on codes of the ICD9-CM and ICD10. The main parameters explored were: deaths before and after 30 days, readmissions, and external injury causes. Additionally, an analysis was done to explore the impact of using different conversion tools to derive MAIS3 + using data from Austria, Belgium, France, Germany, Netherlands, and Spain. Recommendations are given regarding the in/exclusion criteria and when there is incomplete data to ascertain a road injury, weighting factors could be used to correct data deviations and make more real estimations. [ABSTRACT FROM AUTHOR]

Abstract Driver drowsiness is a primary causes of traffic accidents, may bring great economic and physical harm not only to divers but also to traffic accident victim(s) and their families. Several systems have been developed for detecting the drivers drowsiness. However, few technique consider the case of people who madeup heavily. This paper aims to obtain an effective eye-status recognition method which considers the heavy makeup, by comparing the machine learning and deep learning method. In term of machine learning method, this paper uses histogram of oriented gradients to extract the feature and uses support vector machine to classify the eye-status for judging the drowsiness. About the deep learning method, this paper uses conventional AlexNet and GoogLeNet to classify the eye status. This paper also creates a dataset which considering the makeup and no-makeup, left-eye and right-eye, close-eye and open-eye for experimentation. The experimental results show that GoogLeNet achieves non-mis-recognition in classifying the eye-status under close and open. Machine learning achieves a better recognition rate in judging the left or right eyes than deep learning. The results give us a hint to design a higher accuracy eye status recognition for detecting the driver drowsiness. [ABSTRACT FROM AUTHOR]

In 2016 alone, around 4000 people died in crashes involving trucks in the USA, with 21% of these fatalities involving only single-unit trucks. Much research has identified the underlying factors for truck crashes. However, few studies detected the factors unique to single and multiple crashes, and none have examined these underlying factors to severe truck crashes in conjunction with violation data. The current research assessed all of these factors using two approaches to improve truck safety. The first approach used ordinal logistic regression to investigate the contributory factors that increased the odds of severe single-truck and multiple-vehicle crashes, with involvement of at least one truck. The literature has indicated that past violations can be used to predict future violations and crashes. Therefore, the second approach used risky violations, related to truck crashes, to identify the contributory factors to the risky violations and truck crashes. Driver actions of failure to keep proper lane following too close and driving too fast for conditions accounted for about 40% of all the truck crashes. Therefore, the same violations as the aforementioned driver actions were included in the analysis. Based on ordinal logistic regression, the analysis for the first approach indicated that being under non-normal conditions at the time of crash, driving on dry-road condition and having a distraction in the cabin are some of the factors that increase the odds of severe single-truck crashes. On the other hand, speed compliance, alcohol involvement, and posted speed limits are some of the variables that impacted the severity of multiple-vehicle, truck-involved crashes. With the second approach, the violations related to risky driver actions, which were underlying causes of severe truck crashes, were identified and analysis was run to identify the groups at increased risk of truck-involved crashes. The results of violations indicated that being nonresident, driving off-peak hours, and driving on weekends could increase the risk of truck-involved crashes. This paper offers an insight into the capability of using violation data, in addition to crash data, in identification of possible countermeasures to reduce crash frequency. [ABSTRACT FROM AUTHOR]

This paper investigates the crash-rate distribution of the freeway weaving segments with a buffer-separated high-occupancy-vehicle lane. For this purpose, crash, traffic and geometry data were extracted from various sources. These extracted data were either spatially or spatiotemporally matched with one another, and used for both descriptive and model-based analyses. The descriptive analysis revealed that crash-rate distributions of the weaving segments depend not only on the class of the subject highway but also on the presence of an access point. This finding was statistically confirmed by crash frequency models. Notably, both descriptive and model-based analyses showed that weaving segments with an access point tend to show lower crash-rates than the counterparts without one. One might attribute this counterintuitive phenomenon to a certain underlying tendency by which traffic engineers or planners generally follow in selecting locations of an access point along the freeway. Further research is required to resolve such a conjecture. [ABSTRACT FROM AUTHOR]

This paper presents a new statistical model for the identification of dangerous locations (subsections) on roads, also known as hotspots. The model is based on continual analysis of variance. The variance parameter has the potential for the synthesis of quantity and quality, especially regarding traffic accident frequencies and the consequences of traffic accidents within subsections and the significant comparison of the produced synthesis. The sensitivity of the suggested model can be adjusted with the level of disjunction and the length of subsections. A practical application of the new model is performed using a sample of 8442 traffic accidents, of which 6079 were Property Damage Only (PDO) accidents, 2041 resulted in injuries and 322 resulted in fatalities. The sample is for the period of 2001 to 2011 and is from an 'I class' two lane rural state road in the Serbia with total length of 284 kilometres. The results acquired using the continual analysis of variance were compared with previous results from four HotSpot Identification Methods (HSID) that are also based on the frequency of traffic accidents. [ABSTRACT FROM AUTHOR]

The research described in this paper explored the factors contributing to the injury severity resulting from the motorcycle at-fault accidents in rural and urban areas in Alabama. Given the occurrence of a motorcycle at-fault crash, random parameter logit models of injury severity (with possible outcomes of fatal, major, minor, and possible or no injury) were estimated. The estimated models identified a variety of statistically significant factors influencing the injury severities resulting from motorcycle at-fault crashes. According to these models, some variables were found to be significant only in one model (rural or urban) but not in the other one. For example, variables such as clear weather, young motorcyclists, and roadway without light were found significant only in the rural model. On the other hand, variables such as older female motorcyclists, horizontal curve and at intersection were found significant only in the urban model. In addition, some variables (such as, motorcyclists under influence of alcohol, non-usage of helmet, high speed roadways, etc.) were found significant in both models. Also, estimation findings showed that two parameters (clear weather and roadway without light) in the rural model and one parameter (on weekend) in the urban model could be modeled as random parameters indicating their varying influences on the injury severity due to unobserved effects. Based on the results obtained, this paper discusses the effects of different variables on injury severities resulting from rural and urban motorcycle at-fault crashes and their possible explanations. [ABSTRACT FROM AUTHOR]

Background: Globally, road traffic accidents are the eighth-leading cause of death for all age groups. The estimated number of road traffic deaths in low income countries was more than three times as high as in high-income countries. Africa had the highest rate of fatalities attributed to road traffic accidents. Ethiopia has the highest number of road traffic fatalities among Sub-Saharan African countries. The main objective of this study was to determine the incidence and predictors of mortality among road traffic victims admitted to hospitals in Hawassa City. Methods: A facility-based retrospective cohort study was conducted using secondary data from hospital records. A total of 398 road traffic accident victims admitted to selected hospitals in Hawassa city from January 2019 to December 2021 participated in the study. Data were analyzed using STATA version 14.1. The Cox regression model was used to determine the predictors of mortality. A hazard ratio with a 95% confidence interval and a cut-off value of P<0.05 was used to declare the risk and statistical significance, respectively. Result: The incidence rate of mortality for road traffic accident victims was 7.34 per 10,000 person-hours. The predictors of mortality were the value of GCS at admission <8 (aHR = 5.86; 95% CI: 2.00–17.19), GCS at admission 9–12 (aHR = 3.27; 95% CI: 1.28–8.40), the value of SBP at admission ≤89mmHg (aHR = 4.41; 95% CI: 2.22–8.77), admission to the ICU (aHR = 3.89; 95% CI: 1.83–8.28) and complications (aHR = 5.48; 95% CI: 2.74–10.01). Conclusion: The incidence of mortality among road traffic victims admitted to hospitals in Hawassa city was high. Thus, thorough follow-up and intensive management should be given to victims with critical health conditions. [ABSTRACT FROM AUTHOR]

Introduction. Traumatic brain injury and reactive psychiatric disorders are universal health problems, both individually and in comorbidity. Traffic accidents are the most common cause of traumatic head injury, followed by falls, violence, and sports injuries. Due to the fact that they are associated with rapid, stressful events, they clearly trigger or generate reactive psychiatric disorders. What makes them special in this area is their organic substrate. Almost all patients with severe head injuries, more than half with moderate, and one tenth with mild head injuries suffer neuropsychiatric sequelae. Discussion and Conclusion. Among the published papers on this topic, prospective epidemiological analytical studies are dominant. Most articles deal with injured soldiers, injured children or adolescents. Recent papers emphasize the need for a timely, multidisciplinary care for the affected people and the primary community. It is very important to initiate early rehabilitation and psychotherapy. Due to non-specific and limited pharmacotherapeutic options, especially evident in organ damage and pediatric population, special attention is given to occupational, psychological rehabilitation, and cognitive-behavioral psychotherapy, as well as psycho-pharmacological drugs in case of clear clinical indications. As potentially the most important for further research, are the results on the genetic predisposition of individuals for clinical outcomes of associated conditions, structural and functional visualization of brain regions associated with specific psychological symptoms, and psycho-protective role of morphine and amnesia. Involvement of the wider community in a range of activities that contribute to poor outcomes is of utmost importance. [ABSTRACT FROM AUTHOR]

This paper studies the effects that oil extraction activities in Colombia have on the number of dead/injured people as a consequence of road-related accidents. Starting in 2004, the increasing exploitation of oil wells in some Colombian departments has worsened the traffic conditions due to the increased presence of trucks transporting crude oil from the wells to the refineries; this phenomenon has not been accompanied by an improvement in the road system with dramatic consequences in terms of road viability. The descriptive and empirical analysis presented here focuses on the period 2004–2011; results from descriptive statistics indicate a positive relationship between the presence of oil extraction activities and the number of either dead/injured people. Panel regressions for the period 2004–2011 confirm that, among other factors, the presence of oil-extraction activities did play a positive and statistical significant role in increasing the number of dead/injured people. [ABSTRACT FROM PUBLISHER]

Because of the anterior disposition on the face and the fragility of the anatomy, the mandible is commonly affected in facial fractures, and the angle region represents 32% of the mandibular fractures; therefore, the objective of the paper was to present a proposal for late correction of the mandibular fracture already consolidated and with occlusal alteration. Patient J.C.P.R., 32, during anamnesis reported loss of sensibility in the mentalis region as well as unilateral posterior open bite for having been a victim of an automobile accident about 1 year and 3 months ago. Physical examination showed elevation in the right mandibular angle region due to the poor positioning of fractured stumps. It has been found that the patient suffered a simple fracture at the mandibular angle, but that had not been treated previously, and it was necessary to treat the fracture sequel. Refraction was performed with a new reduction and fixation through titanium plates and screws, showing that, even being late, the procedure to reduce the fracture sequela was effective, even with the correct functional occlusal adjustment. [ABSTRACT FROM AUTHOR]

The devastating floods that swept through the Ahr Valley in July 2021 left indelible marks on the region's landscape and communities. Beyond the visible damage, experience from other events suggests an increase in mental health issues among those affected. However, there is a lack of data and understanding regarding the impact of flooding on mental health in Germany. Therefore, this study aims to determine how much the flooding in 2021 affected the population's mental well-being. For this purpose, a household-level survey (n = 516) was conducted in the district of Ahrweiler, Rhineland-Palatinate, Germany's most affected region, one year after the flood event, i.e., in June/July 2022. The survey utilized a short epidemiological screening scale to determine the prevalence of people who show indications of suffering from post-traumatic stress disorder (PTSD). Using binary logistic regression analyses, we identify risk and protective factors that may have played a role in the development of PTSD to find intervention points for supporting those affected. Our findings reveal significant mental health issues one year after the flood event: 28.2 % of the respondents show indications of PTSD. Furthermore, this study has uncovered essential risk factors for developing indications of PTSD after flooding: female gender, getting seriously injured or sick during the event and feeling left alone to cope with flood impacts. The study emphasizes that severe flooding, such as the 2021 flood, results in new health-related needs that demand attention. As a result, care methods should be adapted to tackle the prevalence and risk factors connected with PTSD in the affected population. [ABSTRACT FROM AUTHOR]

Computational modelling is an effective way of estimating the risk of injuries and fatalities in road traffic accidents. Computational pregnant occupant modelling has an additional important role in the investigation of the risk of fetus mortality in crash test simulations. In this paper, the effect of including the fetus in the uterus of the pregnant occupant model is investigated. First, isolated drop test simulations with the uterus of the computational pregnant occupant model, ‘Expecting’, with and without a fetus are used to show the effect of the presence of fetus in the uterus model. Then ‘Expecting’ with and without the fetus is used with varying levels of restraint system use, such as fully restrained, ‘seatbelt only’, ‘airbag only’ and ‘no restraint’, in frontal crash simulations, representing five levels of impacts. Maximum strains developed in the uteroplacental interface with and without a fetus are compared in every case. Both simulations predict higher risks of placental abruption when the fetus is included in the model. Simulations with and without a fetus model show that inclusion of a 38-week fetus model causes higher strains in the placental region of uterus. [ABSTRACT FROM PUBLISHER]

Copyright of Revista Gerencia y Políticas de Salud is the property of Pontificia Universidad Javeriana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Roads & Bridges / Drogi i Mosty is the property of Road & Bridge Research Institute and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

A road accident is an unpredictable event that could occur to an individual at any given time. Despite several measures taken to reduce fatalities, accidents continue to claim a large number of lives. The crucial step in saving a victim's life is to provide prompt medical support. In this paper, a smartphone-based application is developed that can observe, record, and take necessary actions for an immediate emergency response to the victims. This application can detect the occurrence of an accident based on the accelerometer data of the victim's smartphone. After the accident is confirmed, the app sends SOS alerts to the emergency medical services, ambulance services, registered contacts, and nearby acquaintances. Synchronisation with ride-hailing services and weather services, warning for dangerous on-road conditions, and natural disasters are further proposed for integration with the app. [ABSTRACT FROM AUTHOR]

Background: Road crash deaths in India, which were the highest in the world, are a burden on its demographic dividend and have a tangible impact on poverty. Aims and Objectives: The present study was conducted to investigate the sociodemographic characteristics, type of vehicle, types of road, primary treatment, and safety measures adopted by the victims of road traffic accidents (RTA). Materials and Methods: The present cross-sectional study was conducted at Trauma Center, Madhav Dispensary, J.A. Group of Hospitals Gwalior, M.P. on 528 Victims of RTA between the period of January 01, 2020, and June 30, 2021. The descriptive statistical measures such as mean, standard deviation, frequency, and percentage were used. The data analysis was done in Microsoft Excel Software. Results: In the present study, a total of 528 RTA victims were enquired. Their average age was 33.02±13.31 years, with 81.8% were male and 18.2% were female. Most of the victims (67.80%) were on two-wheeler vehicles. About half of the victims were found to have Head on Collision during accidents. The accidents mostly occurred in the time period from 9.00 am to 9.00 pm. It was observed that 65.90% RTA victims had soft-tissue injury and bony injury. Conclusion: It was vital to obtain valid information of the real importance of RTA along with the preventive action concerning RTAs. It was recommended to provide the basic treatment to victims related with RTA at Primary Care Center of the nearest accident place. [ABSTRACT FROM AUTHOR]

This study developed a framework to generate injury prediction functions in order to evaluate the safety of occupants in traffic accidents, using human body model simulations to analyse the influences of crash severity, occupant stature, occupant posture, and restraint stiffness. The THUMS AM50-O Human Body Model (HBM) was used in a sled test setup. Six influencing parameters were included in injury prediction: impact velocity, occupant stature, Body Mass Index (BMI), torso angle, seating position, and seatbelt restraint force. Impact velocity was found as a significant influencing factor on skull injury, while BMI mainly affected chest injury. Sequential sampling method was used for generation of simulation matrix, and high-order interaction terms were identified. As injury prediction functions, quadratic regressions correlate better with the simulation results than other forms of regressions, the combinations of parameters in which also enhanced the robustness of injury prediction when considering uncertainty of input parameters. Using numerical models to generate injury prediction functions can better characterize occupant variations, such as sitting posture, than using traffic accident reconstruction. Such obtained functions can provide reasonable estimation on occupant injury risk based on accident information, and we also hope it may benefit vehicle safety improvement and triage protocol in medical treatments of traffic accident victims. [ABSTRACT FROM AUTHOR]

Passenger modes in India include walking, cycling, buses, trains, intermediate public transport modes (IPT) such as three-wheeled auto rickshaws or tuk-tuks, motorised two-wheelers (2W) as well as cars. However, epidemiological studies of traffic crashes in India have been limited in their approach to account for the exposure of these road users. In 2011, for the first time, census in India reported travel distance and mode of travel for workers. A Poisson-lognormal mixture regression model is developed at the state level to explore the relationship of road deaths of all the road users with commute travel distance by different on-road modes. The model controlled for diesel consumption (proxy for freight traffic), length of national highways, proportion of population in urban areas, and built-up population density. The results show that walking, cycling and, interestingly, IPT are associated with lower risk of road deaths, while 2W, car and bus are associated with higher risk. Promotion of IPT has twofold benefits of increasing safety as well as providing a sustainable mode of transport. The mode shift scenarios show that, for similar mode shift across the states, the resulting trends in road deaths are highly dependent on the baseline mode shares. The most worrying trend is the steep growth of death burden resulting from mode shift of walking and cycling to 2W. While the paper illustrates a limited set of mode shift scenarios involving two modes at a time, the model can be applied to assess safety impacts resulting from a more complex set of scenarios. [ABSTRACT FROM AUTHOR]

The recent advancements in the field of data mining have made vast progress in extracting new information and hidden patterns from large datasets which are often overlooked by the traditional statistical approaches. These methods focus on searching for new and interesting hypothesis which were previously unobserved. Road safety researchers working with the crash data from developed world have seen encouraging success in obtaining new insight into crash mechanism through data mining. An attempt was made in this study to apply these advance methods and evaluate their performance in manifesting crash causes for Bangladesh. The study applies hierarchical clustering to identify hazardous clusters, random forest to find important variables explaining each of these clusters, and classification and regression trees to unveil their respective crash mechanisms for the road crash data of Bangladesh. The results identified several new interesting relationships and acknowledged issues related to quality of data. [ABSTRACT FROM AUTHOR]

Most pedestrians struck by vehicles receive injuries from contact with the vehicle and also from the subsequent ground contact. However, ground related pedestrian injuries have received little focus. This paper uses 1221 German pedestrian collision cases occurring between 2000 and 2015 to assess the distribution and risk factors for pedestrian ground related injuries. Results show that for MAIS 2, the ground accounted for 24% of cases, for MAIS 3 the ground accounted for 20% of cases and for MAIS 4–5, the ground accounted for 14% of cases. There were no AIS 6 ground related injuries, though there were several fatal cases where the ground was coded as the most serious injury. The head, thorax and spine dominate AIS 4–5 ground contact injuries. Vehicle impact speeds were higher for ground related AIS 4–5 compared to AIS 2 injury cases and the average impact speed for ground related injuries to the upper and lower extremities was lower than for body regions like head, thorax and spine. There was a significant age effect on pedestrian ground related injury outcome, with older pedestrians suffering more severe injuries and the median age for thorax injuries was higher than for all other body regions. There was no significant difference in the proportions of AIS 2+ head injuries produced by ground contact for more recent vehicles (model year since 2005) compared to older vehicles (model year before 2005). However, logistic regression analysis showed that the normalised bonnet leading-edge height is a risk factor for adult pedestrian AIS2+ ground related head injuries, and this provides empirical support for recent computational modelling predictions which implied a relationship between vehicle shape and pedestrian ground contact injuries. Considering the potential benefits of preventing pedestrian ground contact, for collisions below 40 km/h two thirds of the injury costs would be eliminated if ground contact could be prevented, and even higher benefits are likely at lower speeds (20 and 30 km/h). These data demonstrate the importance of ground related pedestrian injuries and show that vehicle shape influences pedestrian injury outcome in ground contact. The data therefore provides significant motivation for countermeasures to prevent or moderate pedestrian ground related injuries. [ABSTRACT FROM AUTHOR]

Objective: Lower extremity injuries are the most frequent Abbreviated Injury Scale (AIS) 2 injury for drivers in frontal crashes. The objective was to reconstruct 11 real-world motor vehicle crashes (2 with AIS 2+ distal lower extremity injury and 9 without lower extremity injury) and to analyze the vehicle parameters and driver attributes that affect injury risk.Methods: Eleven frontal crashes were reconstructed with a finite element simplified vehicle model (SVM) using a semi-automated optimization method. The SVM was tuned to each corresponding vehicle and the Total HUman Model for Safety (THUMS) Ver 4.01 was scaled and positioned in a baseline configuration to mimic the documented precrash driver posture. The event data recorder crash pulse was applied as the boundary condition for each case. Additionally, for the 2 cases with lower extremity injury, 120 simulations to quantify the uncertainty and response variation were performed varying the following parameters using a Latin hypercube design of experiment (DOE): seat track position, seatback angle, steering column angle, steering column position, and D-ring height. Injury metrics implemented within THUMS were calculated from the femur, tibia, and ankle and cross-compared among the 11 baseline cases using tibia index and multiple injury risk functions. Kinetic and kinematic data from the 120-simulation DOE were analyzed and fit to regression models to examine any causal relationship between occupant positioning and lower extremity injury risk.Results: Of the 11 real-world crashes, both cases with lower extremity injuries resulted in elevated tibia axial forces and resultant bending moments, compared to the 9 cases without lower extremity injury. The average tibia index of the 2 cases with distal lower extremity injury (left: 1.79; right: 1.19) was higher than that in the 9 cases without lower extremity injury (left: 1.16, P =.024; right: 0.82, P =.024). An increased risk of AIS 2+ tibia shaft (33.6%), distal tibia and hindfoot (20.0%), as well as ankle malleolar (14.5%) fracture was also observed for the injured compared to the noninjured cases. Rearward seat track position, reclined seat back angle, and reduced seat height were correlated with elevated tibia axial force and increased tibia index, imposing additional lower extremity injury risk.Conclusions: This study provides a computational framework for assessing lower extremity injuries and elucidates the effect of precrash driver posture on lower extremity injury risk while accounting for vehicle parameters and driver attributes. Results from the study aid in the evaluation of real-world injury data, the understanding of factors contributing to injury risk, and the prevention of lower extremity injuries. [ABSTRACT FROM AUTHOR]

This paper investigates factors affecting injury severity of crashes involving trucks for different lighting conditions on rural and urban roadways. It uses 2009–2013 Ohio crash data from the Highway Safety Information System. The explanatory factors include the occupant, vehicle, collision, roadway, temporal and environmental characteristics. Six separate mixed logit models were developed considering three lighting conditions (daylight, dark, and dark-lighted) on two area types (rural and urban). A series of log-likelihood ratio tests were conducted to validate that these six separate models by lighting conditions and area types are warranted. The model results suggest major differences in both the combination and the magnitude of impact of variables included in each model. Some variables were significant only in one lighting condition but not in other conditions. Similarly, some variables were found to be significant in one area type but not in other area type. These differences show that the different lighting conditions and area types do in fact have different contributing effects on injury severity in truck-involved crashes, further highlighting the importance of examining crashes based on lighting conditions on rural and urban roadways. Age and gender of occupant (who is the most severely injured in a crash), truck types, AADT, speed, and weather condition were found to be factors that have significantly different levels of impact on injury severity in truck-involved crashes. [ABSTRACT FROM AUTHOR]

Road traffic accidents are considered one of the important general health concerns, as they result in numerous injuries and deaths worldwide. India is a developing nation which experiences very high rate of such accidents. This study was planned to study the sociodemographic profile of victims of fatal RTAs involving different types of vehicles, so as to widen the database for developing the preventive measures that could reduce morbidity and mortality in such cases. A retrospective study was conducted on one hundred cases of road traffic accidents brought for medicolegal autopsy to mortuary of Pt. B.D Sharma PGIMS Rohtak over a period of one year. Their age, gender, region and other socioeconomic factors were studied. [ABSTRACT FROM AUTHOR]

Background: Since a significant part of deaths due to traffic accidents are preventable in the pre-hospital phase, therefore it seems necessary to have an instrument to identify and measure the factors affecting it. This study aims to develop and psychometrically assess an instrument to measure preventable prehospital mortality due to traffic accidents. Methods: The study is a mixed qualitative-quantitative study, including systematic review, interviews, Delphi, and psychometrics. In the systematic review phase, using database searches, and in the qualitative phase, the factors affecting preventable mortality were extracted via interviews with 24 experts (fire-fighting organizations, traffic police, the Red Crescent, emergency medical services [EMS], emergency medicine, hospital emergency nurses and traffic accident victims) in Ministry of Health, Treatment and Medical Education and Yazd Province, Iran, 2020. The codes were classified with MAXQDA10 Software. The results were collected in the format of the primary instrument and the Delphi study (3 rounds) was conducted by experts. Finally, the reduction of the items and the psychometrics of the instrument, including the determination of face and content validity, and then the determination of the reliability using Cronbach’s alpha were performed. Results: The developed instrument had acceptable validity and reliability to be used in measuring preventable traffic-related pre-hospital mortalities. The final instrument to measure preventable prehospital mortality was developed with 5 dimensions, including “scene and casualty assessment, coordination and communication, time management, training performance, and support”. Conclusion: Using this instrument, preventable deaths can be detected, the present challenges can be identified, and the preventable deaths may be diminished. [ABSTRACT FROM AUTHOR]