Involvement In Road Traffic Accidents Research Articles

Exploring the spatio-temporal patterns of road traffic accidents in Saudi Arabia

Background: Road traffic accidents (RTAs) are a leading cause of mortality and morbidity in the young population and are a growing problem worldwide. This study is a comprehensive analysis of the spatiotemporal patterns of 352,464 RTAs in Saudi Arabia from 2017 to 2018. Methods: This study consists of three principal phases of analysis (exploratory data analysis of the RTA dataset by analyzing population involvement in RTAs and mortality or morbidity, we examined the geographic and temporal distribution of RTA, and we performed a spatial hotspot analysis per region on a monthly basis using local Moran's I hotspot clustering). This study presented the monthly spatiotemporal patterns of RTAs in Saudi Arabia in 1439 Hijri and data were obtained from the Saudi Open Data Portal for all. Results: Four cities, Ar Riyad, Ash Sharqiyah, Makkah, and Jeddah, were in the top 25% of RTA involvement, mortality, and morbidity in Saudi Arabia. Four cities, Ar Riyad, Ash Sharqiyah, Makkah, and Jeddah, were in the top 25% of RTA involvement, mortality, and morbidity in Saudi Arabia. There were 11 injuries and 2 deaths per 100 accidents during the study period. More than 84% and 88% of those who were injured and killed in RTAs were male, respectively. There was a significant decrease in the number of RTAs in the last months of the year (Hajj month in the Hijri calendar) compared to other months in the Makkah region and the Eastern Province. In addition, no significant temporal patterns in daily occurrence rates at the national level. Similarly, there was no significant difference between RTA incidence on weekdays and weekends. Differences between daytime and nighttime were significant, with more accidents occurring during the day. The number of injuries per 1,000 population is the same throughout the year in the provinces of the country. Conclusion: This study identified areas in Saudi Arabia where further investigation is needed to analyze the points that lead to more RTAs and consequently more disabilities and mortalities.

The problem of women's “road unsafety” in Africa

Different studies have indicated that demographic factors (i.e., gender, educational level, age) plays a role in driving style. Gender has been considered in relation to risky driving behaviour in young drivers and in general, it has been found that, in terms of risk behaviour in road traffic, males are more willing to take risks than female. The data from the World Health Organization finds that many more males than females are casualties of road traffic crashes in Africa. In addition, while gender issues have been considered in a number of policy areas, little progress has been made in the transport and road safety sector. In this regard, this paper explores the involvement and perception of crash risk, attitudes and behaviours of African women, involvement in road traffic accidents, and the role of women in improving safety conditions in Africa. Several data sources were considered by the study and analysed: Road traffic crash data from the WHO road safety report; data on risk perceptions and attitudes from the international ESRA survey; and data on women's participation in the SaferAfrica dialogue platform. According to WHO data, 70% of the road traffic crash fatalities were male (202,029) and 30% of the fatalities were female (84,665) in Africa. For the descriptive comparison at the country by country level using data from ESRA survey, the results show that gender differences are evident in most countries, dependent on the question being asked. Women make up just 20% of stakeholders in Africa according to data from the SaferAfrica dialogue platform.

Smoking Behavior and Driver’s Involvement in Road Traffic Accidents in Bangladesh

Smoking Behavior and Driver’s Involvement in Road Traffic Accidents in Bangladesh

Visual impairment among commercial intercity vehicle drivers in Dutse, Jigawa State, Nigeria

Good vision is an essential component of safe driving and it is one of the most important requirements for commercial drivers. Little is known about the visual acuity of commercial drivers and the perceived effect on driving in our setting. The study assessed the prevalence and pattern of visual impairment among commercial intercity vehicle drivers in Dutse, Jigawa State, Nigeria. A systematic sampling technique was used to select 172 commercial intercity vehicle drivers in four major motor parks in Dutse. All respondent were tested for distance visual acuity using Snellen’s tumbling E chart and categorised as normal (VA≥6/12) or vision impaired (VA<6/12). Drivers with impaired vision were further assessed to determine those due to uncorrected refractive error. Data was analysed using SPSS version 20.0. The mean age (±SD) of the respondents was 41.7 (±11.1) years. Prevalence of visual impairment was found to be 11.0% (n=19). Of those with visual impairment, majority (n=16; 84.2%) had impairment relating to uncorrected refractive errors, while the rest (n=3; 15.8%) had impairment originating from background pathology (diabetes, cataract and glaucoma). A third (32%) of the respondents had been involved in Road Traffic Accidents (RTAs) in the past. However, there was no statistically significant association between visual impairment and involvement in RTA (χ²= 0.002, p= 0.90). Visual impairment mainly in the form of uncorrected refractive error was prevalent among commercial drivers in Dutse. Government and trade unions should introduce programs to ensure provision of appropriate eye care for all commercial drivers in the state.

The Lack of First Aid Skills as a Contributing Factor of High Road Traffic Fatality Rates in the Russian Federation

Background: The Russian Federation is among the countries with the highest road traffic fatality rates in the WHO European Region. One of the main reasons for that is the personal attitude of traffic participants to safety that includes medical illiteracy and unpreparedness to render first aid to the injured. Our objective was to study failure to give quick and competent first aid as one of the possible causes of road traffic deaths in the Russian Federation and to identify potential ways of improving the situation. Materials and methods: In May-September 2018, in January and June 2019, we conducted a survey of 403 Russian citizens (284 men and 119 women) having a driver’s license and driving experience in different Russian regions including the Volgograd Region, the Krasnodar Krai, the Rostov Region, Moscow, etc. The respondents were asked to answer the questions about first aid training courses in driving schools, prior involvement in road traffic accidents, and first aid techniques. Results: Most of the respondents (63%) reported having had first aid training courses at driving schools given by driving instructors and almost a quarter of the respondents (23%) reported having never had such courses at all. Approximately 68% of the survey participants had no first aid training using dummies. About 17% witnessed traffic collisions and provided at least some level of first aid while almost 14% could not give any help due to the stressful situation or fear to do harm to the injured. We then calculated the number of correct and complete answers rated 1 and 2 points according to the estimation scale and drew a control chart of the average value. The analysis of the control chart showed that 331 of 403 participants (82%) passed our test. Conclusions: Although the results were not as bad as might have been expected, significant gaps in basic first aid knowledge did exist: some respondents failed to answer the questions correctly. Given that in addition to theoretical knowledge the person should be able to use this knowledge decisively and calmly, without panic and the fear of blood, the percentage of those who can really help is even lower. First aid training courses in driving schools shall be mandatory and must be given by medical professionals. Governmental regulatory authorities should pay special attention to this issue when licensing. At the same time, more emphasis should be placed on first aid training in educational institutions (kindergartens, schools, colleges, and universities). In addition, we recommend compulsory first aid training of professional drivers of commercial vehicles.

Psychosocial factors as predictors of risky driving behavior and accident involvement among drivers in Oromia Region, Ethiopia

This study was designed to examine the influence of selected psychosocial factors (alcohol /substance use, driving anger, altruism, and normlessness) on risky driving behavior and accident involvement of drivers. A total of 343 freight transport and minibus drivers were made to fill the Amharic version of self-reporting scales of alcohol and/or substance use, driving anger, altruism, normlessness, risky driving behavior and accident involvement adapted from various sources. To test the proposed hypotheses, correlation, multiple regression and path analyses were conducted. Results of the study elucidated that selected psychosocial factors, particularly driving anger, normlessness, and alcohol/substance use significantly predicted variability in risky driving behavior. The study also revealed that risky driving behavior accounted for limited variability in accident involvement. Furthermore, risky driving behavior mediates the link between psychosocial factors and involvement in road traffic accidents. Implications of the findings have been discussed in terms of improving drivers’ training curricula and enforcement of traffic laws.

Role of minimal hepatic encephalopathy in road traffic accidents

BackgroundThe term minimal hepatic encephalopathy (MHE) is defined as encephalopathy that does not lead to clinically overt cognitive dysfunction but can have an impact on quality of life, risk of involvement in road traffic accidents, and ability to function in daily life.ObjectiveTo identify the incidence of minimal hepatic encephalopathy in patients actively involved in a road traffic accident and its role in the increased incidence of road traffic accidents.Patients and methodsWe included 74 patients presented in road traffic accidents (drivers, history of fall, pedestrians whom accidents occur during crossing the road) with clinically proven hepatic cirrhosis, without clinical manifestation of hepatic encephalopathy (HE). Thorough history taking, clinical examinations, routine laboratory investigations, serum IL-6 and ammonia in blood were done. Diagnosis of MHE is based on psychometric hepatic encephalopathy score (PHES) which includes digit symbol test (DST), number connection test-A (NCT-A), number connection test-B (NCT-B), serial dotting test (SDT), and line drawing test (LDT).ResultsThe mean age was 52.0 ± 7.47 in MHE patients. Most of the MHE patients were males. Most of the patients with MHE were working other jobs and were not drivers (63.2% vs 36.8%). MHE was observed in 19 patients (25.7%). Albumin, interleukin-6 (IL-6), and ammonia were statistically significantly different between both groups.ConclusionMinimal hepatic encephalopathy (MHE) was observed in 25.7% of patients which points that we must give attention in the screening of MHE as road traffic accident is considered the main cause of mortality in our community with high incidence of liver disease.

Lactulose Management of Minimal Hepatic Encephalopathy

Minimal hepatic encephalopathy has been shown to increase risk of involvement in road traffic accidents and alter quality of life. This systematic review focused on the role of nonabsorbable disaccharides for the management of minimal hepatic encephalopathy. Randomized clinical trials that evaluated medical management of minimal hepatic encephalopathy were considered for inclusion. Individual studies compared lactulose with usual care and lactulose with probiotics and L-ornithine-L-aspartate. The outcome for examination was the neuropsychiatric test for cognitive function. Search strategies outlined by the Johanna Briggs Institute were used, and articles and references of selected articles were reviewed according to that methodology. Meta-analyses and narrative synthesis of the included studies were undertaken. Treatment of minimal hepatic encephalopathy with lactulose, probiotics, or L-ornithine-L-aspartate was seen to be equally effective in reducing abnormal tests at 1, 3, and 12 months post-treatment. All patients with minimal hepatic encephalopathy should be screened using a neuropsychiatric test and receive treatment as needed. Treatment can delay or eliminate risky automobile accidents and harm to self. Lactulose, probiotics, and L-ornithine-L-aspartate are a low-cost alternative compared with antibiotic treatment.

Prevalence of posttraumatic stress disorder among road traffic accident survivors: A PRISMA-compliant meta-analysis.

Background:Involvement in road traffic accidents (RTAs) may put individuals at increased risk for a wide range of psychiatric disorders, among which posttraumatic stress disorder (PTSD) presents a public health issue. However, a great disparity was observed among studies exploring the prevalence of PTSD among RTA survivors. This meta-analysis aimed to explore the pooled prevalence of PTSD among RTA survivors.Methods:Electronic databases of PubMed, Embase, Web of Science, PsycARTICLES, PsycINFO, and CINAHL were searched to identify relevant studies. Study selection and data extraction were conducted independently by 2 investigators, and a meta-analysis was performed to synthesize the data. Heterogeneity among studies was evaluated using the Cochran Q test and quantified using the I2 statistic. Subgroup analyses were performed to identify the source of the heterogeneity. The possibility of publication bias was assessed using Egger linear test.Results:Fifteen eligible studies containing 6804 RTA survivors were identified in this meta-analysis, of which 1489 were identified with PTSD. The pooled prevalence of PTSD among RTA survivors was 22.25% (95% confidence interval: 16.71%–28.33%). A high degree of heterogeneity was observed across studies (I2 = 97.1%, P < .001), with reported PTSD prevalence ranging from 6.3% to 58.3%. Subgroup analyses found that the prevalence of PTSD among RTA survivors varied significantly across studies in relation to the instrument used to assess PTSD, country, race, gender, and education level (P < .05).Conclusion:The high pooled prevalence of PTSD among RTA survivors found in this study significantly underscores the need for providing timely and effective intervention strategies for RTA survivors.

Effects of Long-Term Exposure to an Electronic Containment System on the Behaviour and Welfare of Domestic Cats.

Free-roaming cats are exposed to a variety of risks, including involvement in road traffic accidents. One way of mitigating these risks is to contain cats, for example using an electronic boundary fence system that delivers an electric ‘correction’ via a collar if a cat ignores a warning cue and attempts to cross the boundary. However, concerns have been expressed over the welfare impact of such systems. Our aim was to determine if long-term exposure to an electronic containment system was associated with reduced cat welfare. We compared 46 owned domestic cats: 23 cats that had been contained by an electronic containment system for more than 12 months (AF group); and 23 cats with no containment system that were able to roam more widely (C group). We assessed the cats’ behavioural responses and welfare via four behavioural tests (unfamiliar person test; novel object test; sudden noise test; cognitive bias test) and an owner questionnaire. In the unfamiliar person test, C group lip-licked more than the AF group, whilst the AF group looked at, explored and interacted more with the unfamiliar person than C group. In the novel object test, the AF group looked at and explored the object more than C group. No significant differences were found between AF and C groups for the sudden noise or cognitive bias tests. Regarding the questionnaire, C group owners thought their cats showed more irritable behaviour and AF owners thought that their cats toileted inappropriately more often than C owners. Overall, AF cats were less neophobic than C cats and there was no evidence of significant differences between the populations in general affective state. These findings indicate that an electronic boundary fence with clear pre-warning cues does not impair the long term quality of life of cats.

Ocular Status of Inter-State Commercial Drivers: A Cross Sectional Study in Odisha, India

INTRODUCTION: Road traffic accident is a major health problem worldwide. Driving is a visually intensive task which requires several sets of abilities which include sensory ability (mainly visual). In view of the importance of good vision in safe driving this study was conducted to assess the ocular status of inter-state commercial drivers in Berhampur Odisha. MATERIALS AND METHODS: This descriptive cross-sectional study was conducted over three months among inter-state truck drivers. All the respondents had their eyes examined. Their visual acuities and colour vision were assessed with the aid of Snellen’s chart and Ishihara pseudochromatic plates respectively. The data obtained was collated and analysed with the aid of Statistical Package for Social Sciences (SPSS) 20.0.1 statistical software. RESULTS: 195 truck drivers were included in this study. The duration of driving experience of the respondents revealed that majority of the respondents (38%) had more than 20 years driving experience. Few respondents (7.7%) used recommended glasses while majority (92.3%) did not use recommended glasses. Most respondents (94.35% and 91.28%) had visual acuity of 6/5- 6/18 in the better eye and second eye respectively. Most respondents with eye problem (65.1%) did not seek eye treatment. All the respondents had normal colour vision. Most of the respondents (70.2%) did not have ocular morbidity. Few respondents 37 (19%) had history of involvement in RTA while driving and the remaining 158 (81%) had not been involved in RTA. The visual acuity in the better and second eye did not significantly affect involvement in road traffic accident with a p-value of 0.94 and 0.61 respectively.

Predictors for moderate to severe paediatric head injury derived from a surveillance registry in the emergency department

Introduction and aimHead injuries are a common complaint among children presenting to the emergency department (ED). This study is part of an ongoing prospective surveillance of head injured children presenting to a paediatric ED. We aim to derive predictors for moderate to severe head injury in our population. Materials and methodsWe performed an unmatched case-control study. Cases were defined as those who presented to the ED with moderate to severe head injury, during the period from 2006 to 2014. Controls were obtained from the prospective surveillance head injury database and were children who presented to the ED with head injury but who remained well on follow up. We compared variables from demographics, mechanism of injury, history, and physical examination. ResultsThere were 39 cases and 1173 controls. In the prospective database, our event rate was 0.5% and our computed tomography (CT) rate was 1%. Among those with moderate to severe head injury, they were more likely to be involved in road traffic accidents, have a history of difficult arousal, confusion or disorientation and a history of seizure. On physical examination, cases were more likely to have the presence of altered mental status, base of skull fracture, scalp hematoma and anisocoria. On multivariable analysis, the following 4 predictors remained statistically significant: Involvement in road traffic accident (p<0.001), difficult arousal (p<0.001), vomiting (p=0.003) and signs of base of skull fracture (p<0.001). Using these 4 variables, the Area under Curve was 0.97 {Sensitivity 92.3% (79.1–98.4%), Specificity 93.0% (91.4–94.4%), positive predictive value 30.5% (22–40%), negative predictive value 99.7% (99.2–99.9%)}. ConclusionInvolvement in road traffic accident, difficult arousal, base of skull fracture and vomiting are independent predictors for moderate to severe head injury in our paediatric population.

Predictive modeling in pediatric traumatic brain injury using machine learning.

BackgroundPediatric traumatic brain injury (TBI) constitutes a significant burden and diagnostic challenge in the emergency department (ED). While large North American research networks have derived clinical prediction rules for the head injured child, these may not be generalizable to practices in countries with traditionally low rates of computed tomography (CT). We aim to study predictors for moderate to severe TBI in our ED population aged < 16 years.MethodsThis was a retrospective case–control study based on data from a prospective surveillance head injury database. Cases were included if patients presented from 2006 to 2014, with moderate to severe TBI. Controls were age-matched head injured children from the registry, obtained in a 4 control: 1 case ratio. These children remained well on diagnosis and follow up. Demographics, history, and physical examination findings were analyzed and patients followed up for the clinical course and outcome measures of death and neurosurgical intervention. To predict moderate to severe TBI, we built a machine learning (ML) model and a multivariable logistic regression model and compared their performances by means of Receiver Operating Characteristic (ROC) analysis.ResultsThere were 39 cases and 156 age-matched controls. The following 4 predictors remained statistically significant after multivariable analysis: Involvement in road traffic accident, a history of loss of consciousness, vomiting and signs of base of skull fracture. The logistic regression model was created with these 4 variables while the ML model was built with 3 extra variables, namely the presence of seizure, confusion and clinical signs of skull fracture. At the optimal cutoff scores, the ML method improved upon the logistic regression method with respect to the area under the ROC curve (0.98 vs 0.93), sensitivity (94.9% vs 82.1%), specificity (97.4% vs 92.3%), PPV (90.2% vs 72.7%), and NPV (98.7% vs 95.4%).ConclusionsIn this study, we demonstrated the feasibility of using machine learning as a tool to predict moderate to severe TBI. If validated on a large scale, the ML method has the potential not only to guide discretionary use of CT, but also a more careful selection of head injured children who warrant closer monitoring in the hospital.

The relationship between social capital and traffic law violations: Israeli Arabs as a case study

Social aspects of a community may be correlated with driver's involvement in road traffic accidents. This study focused on examining this association in the context of the social capital theory. A survey of 600 Arab drivers living in 19 towns and villages was conducted using a face-to-face interview. Structural equation modeling was applied to explore paths of associations between the model components. Most of the proposed relationships in the path model were found to be significant, where the model explained 37% of the variation. The results indicate that only volunteering and reciprocity have direct correlations with traffic law violations. While the other correlations (except political involvement), were mediated by attitudes toward traffic laws violation.Hence, it can be concluded that it is not always possible to generalize the positive mechanisms of the social capital theory, and in certain populations such as the Arab minority it can give undesirable results.

Incidence of posttraumatic stress disorder after traffic accidents in Germany.

Posttraumatic stress disorder (PTSD) is possibly an overlooked diagnosis of victims suffering from traffic accidents sustaining serious to severe injuries. This paper investigates the incidence of PTSD after traffic accidents in Germany. Data from an accident research unit were analyzed in regard to collision details, and preclinical and clinical data. Preclinical data included details on crash circumstances and estimated injury severity as well as data on victims' conditions (e.g. heart rate, blood pressure, consciousness, breath rate). Clinical data included initial assessment in the emergency department, radiographic diagnoses, and basic life parameters comparable to the preclinical data as well as follow-up data on the daily ward. Data were collected in the German-In-Depth Accident Research study, and included gender, type of accident (e.g. type of vehicle, road conditions, rural or urban area), mental disorder, and AIS (Abbreviated Injury Scale) head score. AIS represent a scoring system to measure the injury severity of traffic accident victims. A total 258 out of 32807 data sets were included in this analysis. Data on accident and victims was collected on scene by specialized teams following established algorithms. Besides higher AIS Head scores for male motorcyclists compared to all other subgroups, no significant correlation was found between the mean maximum AIS score and the occurrence of PTSD. Furthermore, there was no correlation between higher AIS head scores, gender, or involvement in road traffic accidents and PTSD. In our study the overall incidence of PTSD after road traffic accidents was very low (0.78% in a total of 32.807 collected data sets) when compared to other published studies. The reason for this very low incidence of PTSD in our patient sample could be seen in an underestimation of the psychophysiological impact of traffic accidents on patients. Patients suffering from direct experiences of traumatic events such as a traffic accident and presenting with signs of clinically significant distress or impairment in social interactions should be treated in a team approach including not only trauma surgeons and surgical skilled staff but also psychophysiological experienced physicians.

Correlates and Predictive Factors for Alcohol and Other Psychoactive Substance Use among Tanker Drivers in Ilorin, Nigeria

Method: A cross sectional weighted proportionate simple random sampling of TDs was selected for the study. Respondents who gave consent to partake in the study and satisfy the inclusion criteria were interviewed using the modified version of the WHO student drug survey questionnaire. Results: Among the 400 respondents, there was a relatively high level of information and knowledge concerning the presence, availability and use of alcohol, tobacco, caffeine and cannabis. Lifetime use prevalence for alcohol use was 49.8%, tobacco 67.8%, caffeine 66.8% and cannabis 37.3% while the current use prevalence of alcohol was 31%. Predictive factors for current drug use were presence of multiple sex partners and previous involvement in road traffic accidents. Accident rate was significantly higher among current alcohol users (43.8%) and current cannabis users (53.7%). Lifetime cannabis, alcohol and caffeine use were predictive of previous road traffic accident. Conclusion: Efforts should be intensified towards increased and sustained education programmers on alcohol and other drugs, not just among TDs but the entire populace.

Increased population drinking is not always associated with increased number of drink driving convictions

Increased population drinking is not always associated with increased number of drink driving convictions

Children's road traffic accidents in Republic of Bulgaria

Background and ObjectiveChildren's Road Traffic Accidents (CRTA) is a question of present interest in several countries in the European Union, including in Bulgaria. The purpose of the present research is...

Road rage and road traffic accidents among commercial vehicle drivers in Lahore, Pakistan

Road rage and road traffic accidents increase the burden of morbidity and mortality in a population. A cross-sectional survey with convenience sampling was conducted among commercial vehicle drivers in Lahore, Pakistan (n = 901) to record their behaviours/experiences regarding road rage and road traffic accidents. Respondents were asked about incidents of shouting/cursing/rude gestures or threats to physically hurt the person/vehicle, by others or themselves, in the previous 24 hours or 3 months, and their involvement in road traffic accidents in the previous 12 months. Auto-rickshaw drivers were significantly more likely to report various road rage experiences/behaviours and involvement in accidents compared with bus and wagon drivers. A total of 112 respondents (12.4%) reported being involved in a road traffic accident in the previous 12 months but traffic police did not record the accident in 52.7% of cases. The results of this study underline the need to improve road safety in Pakistan.

Epidemiology of Road Traffic Injuries in Qassim Region , Saudi Arabia : Consistency of Police and Health Data

In Saudi Arabia, road traffic accidents (RTA) are becoming a serious public health problem. Police reports are designed for legal purposes with very little information on the health consequences. Also, health system data include detailed health information, but not related or linked to the data obtained police reports. Examining the consistency of these sources is vital to build an accurate surveillance system that can track the risk factors and the health consequences, as well as establishing and evaluating prevention interventions. This study is intended to: ▪ Examine the consistency of health -registration data with the data gathered by the traffic police department.▪ Elucidate the magnitude, risk factors and outcome of RTI in Qassim region of Saudi Arabia,▪ Compare the pattern of accidents in Qassim with those at different regions of the Kingdom. Health care information was collected on visits of victims of road traffic accidents to emergency and outpatients' departments of the major hospitals in Qassim region during the year 2010. The information included the patients' demographics, and clinical characteristics. Traffic Police Department information was also collected on all accidents that occurred in the study region. A Questionnaire was also developed and pilot tested to collect data from a random sample of population attending hospital outpatient and Primary Health Care clinics. Data included previous involvement in road traffic accident, and information about any injury; fatality or disability due to these RTI. During the study period, road traffic death rate based on death registration data was almost twice as high as the rate reported by the police (P < 0.05). There was also a significant decline of 27% according to police-reported data during the study period, as opposed to a non-significant increase of 8% according to health registration data during the same period. Population Survey Information showed the overall age-sex-adjusted rate for non-fatal RTI was 20.7 (95% CI, 20.0 - 21.3)/100 persons/year. The rate for non-fatal RTI is higher in the 10-19 years age group (17.3%). Males had twice or more incidence rate for RTI requiring recovery period of ≤ 7 days as compared with females, however, RTI incidence for recovery period of >7 days is more than twice in females.. Also a total of 12 deaths due to RTI were reported in 5-49 years age group in the last 3 years, representing an estimated annual RTI mortality rate of 35.4/100,000 (95% CI 16.6 - 57.8). A total of 11 participants reported RTI related disability in the last 3 years representing an estimated annual RTI disability rate of 34.1/100,000 population (95% CI 11.4 - 55.7). Reports of the Traffic Police Department showed that 18623 accidents occurred throughout the year 2010. These accidents involved 23178 persons, and resulted in the injury of 2025 people and the deaths of 369. In contrast, the health system reports showed that 4232 people had been injured and 1054 had died. Comparison with local & Arab Rates showed that Qassim is among the highest 5 regions in the kingdom regarding the number of RTA Saudi Arabia is also having a very high level of road traffic accidents and fatalities compared to other Arab countries. RTI are responsible for significant loss of life, disability and injury in Qassim population and in Saudi Arabia. The inconsistency between police-reported data and health system data strongly suggests that active efforts to audit and monitor data quality are clearly necessary.