Road traffic injury

Introduction

Transport plays a part in everyone’s daily life and is also an important component of the economy. However, every year, many Queenslanders and Australians are injured while using the road network, most often while in a car, or on a motorcycle or bicycle.

Hospitalisations

In 2020–21 the overall Queensland age-standardised rate (ASR or standardised rate) for road traffic injury hospitalisations was 346.9 per 100,000 persons (Figure 1).¹

Demographic differences

Standardised hospitalisation rates were 1.7 times higher in males than females (435.1 compared to 260.7 per 100,000, respectively).

• Males have consistently higher age-specific hospitalisation rates than females (Figure 1) with the highest standardised rate (659.2 per 100,000) for males 15 to 24 years.
• Hospitalisation rates generally decrease with increasing age for males and females. Rates increase, however, in those age 75 years and older, reflecting increased risk of road traffic injuries for males and females in this age group.

Remoteness and socioeconomic differences

Regions within Queensland can be classified by remoteness² and the area-based index of relative socioeconomic advantage and disadvantage.³

• Standardised hospitalisation rates for road traffic injuries were 90.6% higher in remote and very remote areas than in major cities (600.3 and 315.0 per 100,000 persons, respectively) (Figure 1).
• Standardised hospitalisation rates for road traffic injuries were 76.4% higher in the most disadvantaged groups than in the most advantaged groups (463.4 and 262.7 per 100,000 persons, respectively) (Figure 1).

Trends

Queensland road traffic injury standardised hospitalisation rates for persons increased 42.0% from 2002–03 to 2020–21 (Figure 2).

• This increase was higher in females (61.0%) than in males (34.0%).
• From 2002–03 to 2020–21 hospitalisations generally increased in most age groups except persons 0 to 14 years (Figure 2).

For 15 to 24 year olds, the age group at highest risk of hospitalisation from road traffic injuries, the difference in hospitalisation rates between males and females narrowed over the period 2002–03 to 2020–21. In 2002–03, hospitalisation rates were 2.6 times higher in males compared to females but reduced to 1.4 times higher in 2020–21. Over this period, rates for 15 to 24 year old females increased while for males rates varied over time (Figure 2).

Mortality

In 2020, the Queensland overall mortality rate for road traffic injuries was 5.0 per 100,000 persons (Figure 3).¹

Demographic differences

Rates were 3.3 times higher in males than females (7.7 compared to 2.3 standardised rate per 100,000, respectively).

The highest age-specific mortality rate was in persons 75 years and older (7.7 per 100,000 persons). Mortality rates generally decreased with increasing age, however, this reversed in those age 75 year and older reflecting increased risk of mortality from road traffic injuries in this age group (Figure 3).

Remoteness and socioeconomic differences

• Standardised mortality rates for road traffic injuries were 4.1 times higher in outer regional areas than in major cities (10.2 and 2.5 per 100,000 persons, respectively) (Figure 3).
• Standardised mortality rates for road traffic injuries were 3.5 times higher in the most disadvantaged areas than in more advantaged areas (quintile 4) (9.8 and 2.8 per 100,000 persons, respectively) (Figure 3).

Remote and very remote areas and the most advantaged socioeconomic area were omitted due to small numbers.

Trends

In 2020, the Australian mortality rate from road traffic injuries was 4.3 per 100,000 persons and Australia ranked 20th of 36 OECD nations that report this information.⁴ From 2011 to 2020 Australia’s mortality rate declined by 25.4%. Over the same period, the OECD median rate declined by 34.6%.⁴

Slight decreases in road traffic injury fatality rates since 2012 were observed in Australia and eastern states (Figure 4). The Queensland trend was similar to New South Wales, Victoria and Australia overall. Over the period, Queensland mortality rates were generally higher than New South Wales and Victoria.

The decline in road traffic mortality is more evident when comparing standardised mortality rates from 2003 to 2020 (Figure 5).

• Standardised road traffic mortality rates decreased 44% from 2003 to 2020 (8.9 to 5.0 per 100,000, respectively)
• Standardised rates were consistently higher in Queensland males than females.

Road traffic mortality decreased despite the 42.0% increase in road traffic injury hospitalisations over the same period (Figure 2). Possible explanations for this could be decreasing average crash severity, increasing average vehicle safety ratings, and changing driver and passenger behaviour and skill levels (e.g. seat belt use and mandatory motorcycle rider training courses). Combinations of these factors and other factors are resulting in fewer deaths per hospitalisation from road traffic injuries.

While not directly comparable due to differences in age groups, most Queensland age-specific trends were broadly similar to modest decreases observed nationally for age groups between 2012 and 2020 (Figure 5).

Additional information

Section technical notes

Where presented, ratios were calculated using higher precision estimates than in text. Ratios calculated using estimates in text may differ.

Standardised rates are to Australian standard population 2001 per 100,000 population

For table data: “NA” indicates results that are unavailable or suppressed due to small sample size or not calculated.

Hospitalisations SSB data:

• Queensland Health Statistical Services Branch (SSB): ICD Code definition of road traffic related injury data: V01 (.0,.1,.9), V02-V04 (.1,.9), V06 (.0,.1,.9), V09 (.1-.3,.9), V10-V11 (.0-.5,.9), V12-V14 (.3-.9), V16-V18 (.0-.5,.9), V19 (.3-.9), V20-28 (.3-.9), V29 (.4-.9), V30-V39 (.4-.9), V40-V49 (.4-.9), V50-V59 (.4-.9), V60-V69 (.4-.9), V70-V79 (.4-.9), V80 (.0-.5, .7-.9), V81.1, V82 (.1-.7,.9), V83-V86 (.0-.3), V87 (.0-.9), V88.9, V89 (.1-.3,.9)
• Admission practices likely changed as a result of COVID-19. Trends that include 2020 or 2021 data should be assessed with caution.

Mortality SSB data:

• ICD Code definition of SSB road traffic related injury data: Road traffic accidents (V01 (.0,.1,.9), V02-V04 (.1,.9), V06 (.0,.1,.9), V09 (.1-.3,.9), V10-V11 (.0-.5,.9), V12-V14 (.3-.9), V16-V18 (.0-.5,.9), V19 (.3-.9), V20-28 (.3-.9), V29 (.4-.9), V30-V39 (.4-.9), V40-V49 (.4-.9), V50-V59 (.4-.9), V60-V69 (.4-.9), V70-V79 (.4-.9), V80 (.0-.5, .7-.9), V81.1, V82 (.1-.7,.9), V83-V86 (.0-.3), V87 (.0-.9), V88.9, V89 (.1-.3,.9))
• Cause of Death Unit Record File, Australian Coordinating Registry
• Death counts were restricted to Queensland residents. Deaths where age at the time of death is unknown were excluded
• Year has been based on year of death. The number of deaths may change due to late death registrations.
• Deaths registered in 2019 and 2020 are subject to change.
• Deaths for 2020 are underestimated due to late death registrations, especially for First Nations population. Results should be interpreted with caution.

Mortality BITRE data:

• Rates are non-standardised (Age specific or crude rates)
• The tables on fatal road crashes presented are based on two databases: the Australian Road Deaths Database (ARDD) and the National Crash Database (NCD).
• For more information, visit Australian Road Deaths Database and National Road Safety Data Hub.

References

1. Queensland Health. 2020. Queensland hospital admitted patient data collection (QHAPDC). Accessed: 12 November 2022.
2. Hugo Centre for Migration and Population Research. 2018. Accessibility/remoteness index of Australia (ARIA). Accessibility/Remoteness Index of Australia (ARIA). Accessed: 1 October 2022.
3. Australian Bureau of Statistics. 2018. Socio-economic indexes for areas (SEIFA) 2016. 2033.0.55.001 - Census of Population and Housing: Socio-Economic Indexes for Areas (SEIFA), Australia, 2016. Accessed: 1 October 2022.
4. Bureau of Infrastructure and Transport Research Economics. 2020. International road safety comparisons 2020.