Road Traffic Mortality Research Articles

Road traffic accidental injuries and deaths: A neglected global health issue.

Across the world, traffic accidents cause major health problems and are of concern to health institutions; nearly 1.35 million people are killed or disabled in traffic accidents every year. In 2019, 93% of road traffic injury-related mortality occurred in low- and middle-income countries with an estimated burden of 1.3 million deaths. This issue is growing; by 2030, road traffic injuries will be the seventh leading cause of death globally. The present report highlights an overview of road traffic accidents, accidental injuries, and deaths, associated risk factors, important precautions, safety rules, and counteracting management strategies. In modern cultures, road accidents are a major source of death and serious injuries. Road traffic injuries are a substantial yet underserved public health issue around the world that requires immediate attention. To prevent accidents in the long term, it is essential to adopt conservative preventive measures that can minimize collisions and promote a safe road environment.

Loss among the Russian working-age population during stable and crisis periods in the context of the major risk factors

The topic is substantiated by ongoing urgency of COVID-19-related issues and the need to identify risk factors most relevant during crisis periods. The purpose is to evaluate impact of the main risk factors on mortality among the Russian working-age population during stable and crisis periods. The analysis is based on Rosstat mortality data among working-age population in 2011-2021. The study identified individual-related causes (behavioral risk factors), society-related (social risk groups), as well as mixed risks. During pre-crisis period, positive trends were due to decreased mortality from all causes associated with risk factors. During the pandemic, mortality due to all causes associated with risk factors increased across all age/sex groups of the working-age population, with the highest rates of negative shifts registered among males aged 20-39 and females aged 15-29 (5,9 % and 3,1 %, respectively). Increase in mortality was due to causes associated with behavioral risk factors. These negative shifts were accounted for by a multiple increase in drug addiction mortality throughout the pandemic. During the pandemic, deaths associated with social factors decreased due to reduced road traffic mortality against increased mortality from accidental falls and drownings. Significance of individual-related causes was increasing with age with the maximum among older working-age population.

Analysis and forecasting of road traffic mortalities in Azad Jammu and Kashmir.

To analyse road traffic accident mortalities in a geographical region. The retrospective study was conducted in Azad Jammu and Kashmir based on secondary data from 2004 to 2017 collected from the police department. Duncan's multiple range test was used to assess the trends in road traffic accident fatalities with respect to districts and divisions. Different goodness-of-fit criteria were used to compare the performance of different regression models to analyse road traffic accident mortalities with respect to vehicle ownership. The parsimonious time series model was used to forecast the future trends of road traffic accident mortalities. R 3.6.0 software was used for data analysis. There were 5263 major road traffic accidents during the period studied, causing 2317 deaths and 12963 injuries. The number of mortalities in Mirpur division was 923(39.8%), in Muzaffarabad 794(34.3%), and inss Poonch 600(25.9%). The rates of road traffic accident mortalities per 100,000 population increased up to year 2010 and dropped slowly afterwards (Figure 1C). Some disparities were noted among different districts and divisions with respect to road traffic accident mortalities. Based on different goodness-of-fit criteria, the Smeed's model was found to be the most efficient model to analyse the trends of road traffic accident mortalities with respect to vehicle ownership (Table 1). The forecast for road traffic accident mortalities exhibited some fluctuations in the start and a uniform trend afterwards (Figure 6). Disparities in road traffic accident fatalities across different districts and divisions of Azad Jammu and Kashmir were observed. Though the rate of road traffic accident mortality was seen to be decreasing since 2010, the situation is for behind compared to the global Sustainable Development Goals.

Road traffic mortality and economic uncertainty: Evidence from the United States

Previous studies have shown that financial turbulence is associated with a short-term increase in road traffic collisions, largely due to drivers’ emotional state, distraction, sleep deprivation and alcohol consumption. In this paper we advance this debate by studying the association between economic uncertainty and road traffic mortality in the United States. We used a State-level uncertainty index and State fatalities for the period 2008–2017 and found that a one standard deviation increase in economic uncertainty is associated with an additional 0.013 monthly deaths per 100,000 people per State, on average (a 1.1% increase) - or 40 more monthly deaths in total nationwide. Results are robust to different model specifications. Our findings show that, similar to drink-driving, it is important to raise awareness about driving when distracted due to financial worries and during periods of economic uncertainty.

Estimation of the completeness of road traffic mortality data in Zambia using a three source capture recapture method

BackgroundAccurate and reliable data are essential for tracking progress and evaluating the effectiveness of road safety intervention measures. However, in many low- and medium-income countries, good quality data on road traffic crashes are often difficult to obtain. This situation has led to an underestimation of the severity of the problem and distortions in trends when the reporting changes over time. This study estimates the completeness of road traffic crash fatality data in Zambia. MethodsData from the police, hospitals, and the civil registration and vital statistics (CRVS) databases was collected for the period 1st January to 31st December 2020 and analyzed using a three-source capture-recapture technique. ResultsA total of 666 unique records on mortalities as a result of road traffic crashes were collected from the three data sources during the period under review. The capture-recapture technique estimated the completeness of police, hospital, and CRVS databases to be 19%, 11% and 14% respectively. The combination of the three data sets was found to increase completeness to 37%. Based on this completion rate, we estimate that the actual number of people who died as a result of road traffic crashes in Lusaka Province in the year 2020 was approximately 1,786 (95% CI [1,448–2,274]). This corresponds to an estimated mortality rate of around 53 deaths per 100,000 population. ConclusionsThere is no single database contains complete data to provide a comprehensive picture of Lusaka province and by extension the country’s road traffic injury burden. This study has shown how capture and recapture method can address this problem. It shows the need for the continuous review of the data collection processes and procedures in order to identify gaps and bottlenecks, improve efficiency, and increase the quality and completeness of road traffic data on injuries and fatalities. Based on the findings of this study, it is recommended that the city of Lusaka province and Zambia as a whole utilize more than one database for official reporting of road traffic fatalities to increase completeness.

Evaluating the effectiveness of implementing a more severe law on prevention of road traffic injury mortality in mainland China: an interrupted time series study based on national mortality surveillance

BackgroundIn China, road traffic injury (RTI) is the seventh-leading cause of death More than 1.5 million adults in China live with permanent disabilities due to road traffic accidents. In 2011,...

COVID-19 in Vietnam and its impact on road trauma: A national data review.

Despite significant improvement in the last decade, road trauma remains a significant contributor to deaths in Vietnam. The COVID-19 pandemic necessitated public health measures which had an unforeseen benefit on road trauma in high income countries. We investigate if this reduction was also seen in a low to middle income country, Vietnam. Our aim was to investigate how the COVID-19 pandemic, and the government policies to address it, impacted on road trauma fatalities in Vietnam. We also compared this impact with other government policies intended to road trauma in the preceding 14 years (2007 to 2020). COVID-19 data was extracted from the Vietnamese Ministry of Health (MoH) database. Road traffic deaths from 2007 to 2021 were derived from the Vietnamese General Statistical Office (GSO). We used Stata software 17 for statistical analysis. Poisson regression modelling, with the logarithm of the national population of Vietnam of each year included as an offset, was used to estimate trends in rates of road fatalities from the annual national mortality data for the period 2007-2021. The actual change in road traffic mortality in 2021 was compared with calculated figures to demonstrate the effect of COVID-19 on road trauma fatalities. We also compared this impact with other government road toll reduction policies for 14 years (2007 to 2020). Between 2007 and 2020 the number of annual road traffic deaths had more than halved from 15.3 to 7.0 per 100,000, an average reduction of 5.4% per annum. We estimated that the road traffic mortality rate declined by 12.1% (95% CI 8.9 to 15.3%) in 2021 relative to trend. The actual number of road trauma deaths fell by 16.4%. This reduction was largely seen from August to October 2021 when lockdown and social distancing were in force. In 2021, the road traffic death reduction in Vietnam was 3 times greater than the trend over the preceding 14 years. The public heath response to the COVID-19 pandemic in Vietnam was associated with a third of this reduction. It can thus be reasonably concluded that government policies to address the COVID-19 pandemic resulted in a 4.3% decrease of road traffic deaths in 2021. This has been observed in High-Income Countries but was demonstrated by us for the first time in a Low- and Middle-Income Country.

Killing from Both Ends: A Re-Definition of Road Traffic Mortality

The metric of Road Traffic Mortality (RTM) is important: it is indicative of road safety, and is used to inform policy. Hitherto RTM is considered to be caused through collision or impact, or the “front” end of the vehicle. Mortality and morbidity arising from the “back” end of the vehicle, i.e., through tailpipe emissions, tends not to be included in the definition, or in the metric of RTM. Additionally, despite its widespread usage globally, RTM seems to lack a universal or standard definition. RTM is currently used interchangeably with about ten other acronyms. This lack of standard definition along with the exclusion of TRAP may underestimate the true mortality and morbidity arising from vehicular traffic. Further, the exclusion of mortality due to TRAP from RTM may relieve public policy from addressing this public health and climate change issue. A standardized definition of RTM is proposed in this paper. We are recommending the inclusion of exposure-related mortality and morbidity into RTM. To that end, the bifurcation of the definition of RTM into RTMi (Impact-related RTM) and RTMe (exposure-related RTM, such as through air or noise pollution) is proposed. This inclusion of RTMe into the metric of RTM might provide a legislative domicile for exposure-related mortality, advise policy change, and serve the dual purpose of strengthening climate policy efforts while bolstering public health.
 
 

Estimating excess mortalities due to the COVID-19 pandemic in Malaysia between January 2020 and September 2021

Excess mortalities are a more accurate indicator of true COVID-19 disease burden. This study aims to investigate levels of excess all-cause mortality and their geographic, age and sex distributions between January 2020-September 2021. National mortality data between January 2016 and September 2021 from the Department of Statistics Malaysia was utilised. Baseline mortality was estimated using the Farrington algorithm and data between 1 January 2016 and 31 December 2019. The occurrence of excess all-cause mortality by geographic-, age- and sex-stratum was examined from 1 January 2020 to 30 September 2021. A sub-analysis was also conducted for road-traffic accidents, ethnicity and nationality. Malaysia had a 5.5–23.7% reduction in all-cause mortality across 2020. A reversal is observed in 2021, with an excess of 13.0–24.0%. Excess mortality density is highest between July and September 2021. All states and sexes reported excess trends consistent with the national trends. There were reductions in all all-cause mortalities in individuals under the age of 15 (0.4–8.1%) and road traffic accident-related mortalities (36.6–80.5%). These reductions were higher during the first Movement Control Order in 2020. Overall, there appears to be a reduction in all-cause mortality for Malaysia in 2020. This trend is reversed in 2021, with excess mortalities being observed. Surveillance of excess mortalities can allow expedient detection of aberrant events allowing timely health system and public health responses.

Prevalence of near-miss events and its impact among medical students using bikes and cars in Chennai: A cross-sectional study

CONTEXT: The WHO's Global Status Report on road safety 2015 indicates that worldwide the total number of road traffic deaths has plateaued at 1.25 million per year, with the highest road traffic fatality rates in low-income countries. Urgent action is needed to achieve the determined target for road safety, reflected in the newly adopted 2030 Agenda for Sustainable Development (goals 3 and 11), and halving the global number of deaths and injuries from road traffic crashes by 2020.AIM: This present study aims to estimate the prevalence of near-miss events among medical students using bikes and cars in Chennai.MATERIALS AND METHODS: A total of 300 undergraduate and postgraduate medical students who were studying at the Government Medical College of Chennai were included in this cross-sectional study. A predesigned semi structured validated questionnaire was used to collect the data from the participants and was analysis was done.STATISTICAL ANALYSIS USED: In this study, the data analyzed were qualitative data. Chi-square test was used to test the significance. Analysis was done using SPSS version 17.RESULTS: More than half of the students (61.7%) participated in the study belonged to the age group 17–21 years and were pursuing 2nd year of MBBS. The prevalence of near-miss among medical students was found to be 56.3%. This study revealed that many students had been involved in the near-miss events due to violations of traffic rules and regulations. Most of the students showed corrective behavior after previous near-miss experiences to avoid road traffic accidents.

Characteristics of road traffic mortality and distribution of healthcare resources in Thailand

Road traffic mortalities (RTMs), a leading cause of death globally, mostly occur in low- and middle-income countries, and having sufficient healthcare resources could lower the number of these fatalities. Our study aimed to illustrate the incidence of RTMs per 100,000 population and to compare the distribution of healthcare resources from 2011 to 2021 with rates of RTMs in the 77 provinces of Thailand. We divided the population into adults (≥ 15 years) and children (0–14 years). Lorenz curve and Gini coefficient were used to measure the level of distribution and equality of hospital resources and in relation to RTMs across the country. The average number of deaths was 30.34 per 100,000 per year, with male predominance. The RTM rates for adults and children were 32.71 and 19.08 per 100,000 respectively, and motorcycle accidents accounted for the largest percentage of deaths across all age groups. The Gini coefficient showed that operating rooms (0.42) were the least equally distributed hospital resource, while physicians were the most equally distributed (0.34). Anomalies were identified between the distribution of RTMs and available hospital resources. We hope our study will be beneficial in reallocating these resources more fairly to reflect the different numbers of traffic accidents in each province with the aim of reducing lower traffic-related deaths.

Attributable road traffic injury mortality: differences in statistical systems in Ecuador

This paper aims to estimate the differences in mortality from road traffic injuries according to the records present in the information sources in the Republic of Ecuador, 2017 - 2019. Methodologically, the cases of deaths and mortality rates are compared between police records and death certificates by age group and sex. During the study period, 7291 traffic fatalities were recorded in police records, compared to 9509 in medical certificates. Mortality rates vary significantly by age and sex between data sources, with police records showing a decreasing trend, but no significant change according to medical death certificates. The study reveals that there is no consistency between data sources, possibly to mask weaknesses in police actions inroad traffic policing.

Evaluation of the national sobriety checkpoints program in Mexico: a difference-in-difference approach with variation in timing of program adoption

BackgroundUp to a third of global road traffic deaths, and one in five in Mexico, are attributable to alcohol. In 2013, Mexico launched a national sobriety checkpoints program designed to reduce drink-driving in municipalities with high rates of alcohol-related collisions. Our study measured the association between the sobriety checkpoints program and road traffic mortality rates in 106 urban municipalities.MethodsWe leveraged data from the Salud Urbana en America Latina (SALURBAL), which compiles health and environmental data from cities with over 100,000 residents. Death data from 2005 to 2019 (i.e., outcome) were from official vital statistics. Among 106 Mexican municipalities defined as priority areas for intervention, 54 adopted the program (i.e., treatment) in 2013, 16 municipalities did so in 2014, 16 in 2015, 10 in 2016, 7 in 2017, and 2 in 2019. We used a difference-in-difference approach with inverse probability weighting adapted to a context where program adoption is staggered over time.ResultsThere was a 12.3% reduction in road traffic fatalities per 10,000 passenger vehicles in the post-treatment period compared to the pre-treatment period (95% Confidence Interval, − 17.8; − 6,5). There was a clear trend of decline in mortality in municipalities that adopted the program (vs. comparison) particularly after year 2 of the program.ConclusionsIn this study of 106 municipalities in Mexico, we found a 12.3% reduction in traffic fatalities associated with the adoption of sobriety checkpoints. There was a clear trend indicating that this association increased over time, which is consistent with sustained changes in drink-driving behavior. These findings provide support and insight for efforts to implement and evaluate the impact of sobriety checkpoint policies across Latin America.

Statistical modeling of emergency medical services’ response and rescue times to road traffic crashes in the Kingdom of Saudi Arabia

Emergency medical services (EMS) is a critical component high-quality health-care. Road traffic crashes are one of the major causes of death and injury around the world. In the Kingdom of Saudi Arabia (KSA), the road traffic crash death rate has reached 29 per 100,000 people, or 11.25% of total deaths in 2018. The Saudi Red Crescent Authority (SRCA) is responsible for providing EMS in KSA. However, its average response time to road traffic crashes (14 min) is slower than the international standard (8 min). In this study, we analyzed a total of 57,928 road traffic crash reports recorded in 2019 by the SRCA for all cities in the KSA. The effective planning of SRCA, which is highly dependent on historical data analysis, is critical for decreasing emergency response times and, thereby, rescue times. Thus, we aimed to analyze response and rescue time trends related to road traffic crashes to identify significant factors that would assist decision-makers in enhancing the responsiveness of EMS through rescheduling, relocating stations, managing resources (e.g., ambulances and staff), or strategies based on the factors identified as significant. Statistical tools were used to identify the significant factors that affect the SRCA’s performance in responding to road traffic crashes. The analysis results showed that the response and rescue times for road traffic crashes of the SRCA varied within as a result of different factors like geographical region, academic calendar, crash time, weather conditions, the severity of injuries sustained, and the number of injured people. The central regions have the longest average response and rescue times while the northern regions have the shortest ones. Response and rescue times were higher during daytime hours and holidays than during night hours and non-holiday periods. The results also indicated that EMS response and rescue times were significantly associated with mortality rate for road traffic crashes. As a result, by decreasing response and rescue times, the mortality rate for traffic accidents in the KSA could be decreased. Identifying and understanding significant factors that impact EMS response and rescue times can help decision-makers improve the performance of EMS, reduce response and rescue times, save people’s lives, and reduce governmental healthcare costs.

Mortality of drowning and road traffic injury among children aged 5-14 in China from 2008 to 2019

Objective: To analyze the trajectory of drowning and road traffic injury mortality among children aged 5-14 years in China from 2008 to 2019. Methods: Mortality data of unintentional injuries were from the Mortality Surveillance Data Set of National Disease Surveillance System from 2009 to 2018 and grouped by regions, urban and rural areas, genders, and age groups. The trajectory model was used to analyze the trend of drowning and road traffic injury mortality with years. Results: The mortality of drowning and road traffic injury showed a similar trend. In the trajectory model of drowning mortality, east, middle and west rural boys and western urban boys of all ages belonged to the high mortality group. The moderate mortality group included eastern urban boys and western girls aged 5-9 years and also contained eastern and middle urban boys and western urban girls aged 10-14 years. The other combinations belonged to the low mortality group. In the trajectory model of road traffic injury mortality, western urban boys, all rural boys and western rural girls aged 5-9 years, middle and western rural boys and western urban boys aged 10-14 years belonged to the high mortality group. Eastern urban girls aged 5-9 years and 10-14 years belonged to the low mortality group. The other combinations belonged to the moderate mortality group. Conclusion: There are different groups in the trajectory model of drowning and road traffic injury mortality among children in China. Identifying the trajectory of injury mortality is helpful to carry out more targeted prevention in China.

China’s Road Traffic Mortality Rate and Its Empirical Research from Socio-Economic Factors Based on the Tobit Model

Road transport safety is an important part of transport construction in China. China is now the world’s second-largest country for road traffic deaths. Research on the road traffic mortality rate (RTMR) in China is of great significance in promoting sustainable development in global traffic. This study analyzes the RTMR in 31 provinces in China between 2003 and 2018. Research shows that the RTMR of China demonstrated a downward trend after 2004, but it increased slightly after reaching the lowest points in 2015. The RTMR in coastal and western areas was quite high, requiring targeted management and prevention. During the study period, the RTMR in Guangdong and Tibet improved greatly, whereas the RTMR in Hubei and Guangxi deteriorated. Tobit model results show that economic development level, medical assistance level and government expenditure on health are significantly negatively correlated with RTMR, while urbanization level and motorization level significantly promote RTMR. This study provides macro policy support for improving traffic safety in China.

Comparison of mortality prediction models for road traffic accidents: an ensemble technique for imbalanced data

BackgroundInjuries caused by RTA are classified under the International Classification of Diseases-10 as ‘S00-T99’ and represent imbalanced samples with a mortality rate of only 1.2% among all RTA victims. To predict the characteristics of external causes of road traffic accident (RTA) injuries and mortality, we compared performances based on differences in the correction and classification techniques for imbalanced samples.MethodsThe present study extracted and utilized data spanning over a 5-year period (2013–2017) from the Korean National Hospital Discharge In-depth Injury Survey (KNHDS), a national level survey conducted by the Korea Disease Control and Prevention Agency, A total of eight variables were used in the prediction, including patient, accident, and injury/disease characteristics. As the data was imbalanced, a sample consisting of only severe injuries was constructed and compared against the total sample. Considering the characteristics of the samples, preprocessing was performed in the study. The samples were standardized first, considering that they contained many variables with different units. Among the ensemble techniques for classification, the present study utilized Random Forest, Extra-Trees, and XGBoost. Four different over- and under-sampling techniques were used to compare the performance of algorithms using “accuracy”, “precision”, “recall”, “F1”, and “MCC”.ResultsThe results showed that among the prediction techniques, XGBoost had the best performance. While the synthetic minority oversampling technique (SMOTE), a type of over-sampling, also demonstrated a certain level of performance, under-sampling was the most superior. Overall, prediction by the XGBoost model with samples using SMOTE produced the best results.ConclusionThis study presented the results of an empirical comparison of the validity of sampling techniques and classification algorithms that affect the accuracy of imbalanced samples by combining two techniques. The findings could be used as reference data in classification analyses of imbalanced data in the medical field.

EXPLORATIVE GEOSPATIAL ANALYSIS OF ROAD TRAFFIC FATALITIES IN NIGERIA FOR THE PERIOD 2005 – 2018

Geospatial analysis of road traffic crashes seeks to identify or detect areas of road safety concerns. This paper adopted the number of fatalities per crash to mine for any underlying patterns in road traffic fatality rates in states in Nigeria for the period 2005 – 2018. Four temporal periods were used for the study: 2005-2018, 2005-2009, 2010-2014 and 2015-2018. These data sets were analyzed using the Moran’s I and Getis-Ord statistics. The global Moran’s I results showed that the periods 2005-2018, 2005-2009 and 2015-2018 had a cluster of fatality rates in Nigeria. Spatial distribution of rates for 2010-2014 were however random. Getis-Ord General G statistics also found cluster in 2005-2018 and 2015-2018 distributions but 2005-2009 and 2010-2014 had random distributions. Anselin’s Moran’s I statistics indicated significant positive spatial autocorrelation for road traffic fatality rates for Kwara and Kogi states (2005-2009), Yobe and Jigawa (2010-2014) and Katsina, Kano, Bauchi and Rivers (2005-2018) while Delta state showed significant negative spatial autocorrelation (2015-2018). Getis-Ord Gi* results detected that the region of significant fatality rates was in the northern states especially of Katsina, Yobe, Jigawa, Kano and Bauchi, which show up more frequently in the study periods. Rivers and Abia states showed up as cold spots. The results generate several opportunities for closer scrutiny of road traffic crash data, for policy and legislation formulation to mitigate road traffic fatalities.

Global road safety 2010–18: An analysis of Global Status Reports

BackgroundRoad traffic injuries (RTIs) pose a significant health burden with 1.35 million individuals dying on the world's roads annually. Nearly a decade ago, based on agreed road safety indicators, global commitments were encouraged to dramatically reduce this burden as part of the United Nation's Decade of Action for Road Safety 2011–2020. MethodsThe analysis was based on global level data from three Global Status Reports on Road Safety published by the World Health Organization in 2013, 2015, and 2018. A total of 161 countries that consistently reported statistics for all three reports were included in the analysis. Descriptive analyses, t-test, Wilcoxon rank-sum test, and Spearman's rank correlation were performed to evaluate past and current trends in road traffic deaths and countries’ progress in achieving key road safety indicators. ResultsWe found no significant decline in global road traffic death rates from 2010 to 2016 and in fact, death rates increased in low-income countries (LICs) and the African Region. Death rates were highly dependent on income level of the country, with deaths higher in low- and middle-income countries (LMICs) when compared to high-income countries (HICs). We found that the strength of enforcement of speed laws and child restraint laws increased from 2011 to 2017. However, we did not find a correlation between enforcement of the five key prevention policies (speeding, drink-driving, seatbelts, helmets, and child restraints) and death rate. In terms of advancement in achieving key road safety indicators, there was slow progress in adopting most of the recommended policies and practices based on the five pillars (road safety management, safer roads and mobility, safer vehicles, safer road users, and post-crash response). ConclusionDespite global efforts during the past decade, road traffic deaths remain disproportionally high in LMICs and African countries as shown by global reports, and progress in achieving global road safety indicators is slow. Countries need to greatly accelerate the implementation of interventions proven to reduce RTIs in order to meet the goals of the second Decade of Action for Road Safety.

Estimation of Injuries in a Population-based Study by Stratified Cluster Sampling and Network Scale-up Methods

Introduction: Today, one of the most important causes of morbidity and mortality among people all across the world is Injury. Injuries pose an important challenge for the health system and account for 28% of the deaths per day in Iran. Iran is in the 5th place for road traffic death rates globally.
 Objective: This was a cross sectional study aimed to estimate annual incidence rates of injury in individuals above 15 in Kashan, Iran.
 Methods: In this population-based cross-sectional study, people above 15 years in households residing in Kashan during 2018-2019 were studied The sample had a twofold design, Stratified Cluster Sampling method and network Scale-up method. Data analysis was performed using SPSS 22 (Chi-square and T-test and Logistic regression analysis) and Stata 14 software.
 Results: This study describes the study setting, sampling, data collection and management, quality control and assurance, and the statistical analysis. In this study, the annual incidence rate from all kinds of trauma was estimated at 70.61(62.60-78.70) per 1000 person-years, and the death caused by injury was 4.63(34.32-56.12) per 1000 person-years. In addition, in network scale-up method incidence rate of all kinds of trauma was 57.1 and the death caused by trauma was 3.47 per 1000 person-years.
 Conclusion: population-based studies were used to evaluate injuries and outcomes of trauma, so that managers realize where attention is needed regarding preventive programs in this city. Using indirect sampling techniques can be cost-effective and time-consuming, and can provide us with the information urgently needed.