Field data: distributions and costs of road-traffic fatalities in South Africa

BACKGROUND: Road-traffic crashes and fatalities constitute major social and economic issues in South Africa. They are a major cause of morbidity and mortality comparable to HIV/AIDS, homicides, and some chronic diseases. METHODS: Road-traffic accident data for the year 2003 obtained from the Department of Transport, Pretoria, South Africa were used for this study. The valuation of the costs of road-traffic crashes and fatalities in South Africa is based on the gross output or human capital approach. RESULTS: 10,197 fatal road crashes and 12,353 fatalities were reported during the study period. More than 50% of the fatal road crashes and fatalities occurred in only three out of 11 provinces. The Northern Cape, which is the least populated province, had the highest fatal road crashes per 100,000 population and fatalities per 100,000 population. The number of road-traffic fatalities in the rural areas was 2.7 times that in the urban areas. The total costs of the road-traffic fatalities which was about R 8 billion (>US$ 1 billion) is about 0.6% of the country's nominal GDP for 2003. 60% of the cases and costs of road-traffic fatalities involved persons aged 20-39 years, although this age group is only 27% of the country's population. The rural areas accounted for 73% and the urban areas 27% of the total costs of fatal road-traffic crashes. CONCLUSION: Those living in the rural areas of the South African society and those aged 20-49 years constitute high-risk groups of road-traffic crashes and fatalities. They are also responsible for most of the attendant costs of fatal crashes and fatalities in the country.     

Differences in urban and rural accident characteristics and medical service utilization for traffic fatalities in less-motorized societies

Introduction

Fatalities from traffic accidents in less-motorized societies are an important global issue. We aimed to characterize the geographic differences of fatalities in such societies to facilitate the development of targeted interventions.

Method

This study linked police reports, hospital data, and vital registration data from Taiwan with special reference to accident factors in pre-hospital deaths and medical care in hospital deaths.

Results

A higher percentage of pre-hospital deaths were observed following rural as compared to urban traffic accidents. The deaths due to rural accidents can be attributed to lower use of restraints (i.e., helmets or seat belts), lower percentage of motorcyclists, and more highway accidents. A higher percentage of victims in rural accidents were transported to distant medical centers rather than to local hospitals.

Conclusion

Specific interventions, such as intelligent emergency medical systems, campaigns for helmets and seat belt usage, enforcement of helmets and seat belt use, and speed control measures should be targeted to rural areas.

Impact on industry

Cooperation between the vehicle industry and emergency medical providers in rural traffic accident rescue teams may decrease the numbers of deaths in these regions.     

Who is at fault? Third party and child injuries at construction sites in Turkey

This paper aims to depict the characteristics of the third party and child fatalities on or near the construction sites and to reveal the accident causation, the parties which are at fault and the negligence behind them. Nine hundred and fifty six expert witness reports, which were submitted to criminal and labour courts, were investigated and third party and child fatalities were analyzed according to causation, type of construction and the time at which they occurred. According to the court decisions, parties at fault in the accidents were discussed by revealing the primary negligent acts of the parties. One hundred and twenty two (98 fatalities) of 971 victims were third parties and 69 (58 fatalities) of 122 victims were children (under age 12). All non-employee (50.0%) fatalities and 48.3% of child fatalities were caused by falls from height. After building/structure collapse (18.4% for third parties and 17.2% for children), the figures show that drowning ranks third. Five most hazardous work areas (82.6 of all deaths) were residential/commercial (39 cases, 39.8%), institutional (15 cases, 15.3%), small buildings (12 cases, 12.2%), wells (9 cases, 9.2%) and channels (6 cases, 6.1%). The vast majority of child deaths (79.3%) occurred on these zones. The time interval of 16:00–18:00 was of particular interest, 8 of 10 third party fatalities that occurred between these hours were of children. Additionally, this paper discusses the most hazardous conditions and safety violations along with legislative responsibilities and obligations of employers, employees and third parties. The safety requirements and legal provisions that were stipulated by the Turkish legislation were described and discussed.     

Severity of accidents with hazardous materials A comparison between transportation and fixed installations

A review of accident case histories relevant to hazardous materials has been performed. From the literature, 1793 accident case histories involving hazardous materials were identified, most of them from the period 1960–1988. Of these 1793 accidents, 39% happened during transportation. In 682 accidents the consequences included fatalities, and of these 27% involved the transportation of hazardous materials. The accumulated frequency-fatality curves (so-called fN curves) have been constructed and are close to straight lines with a slope of –1, indicating that the probability of having an accident with, for instance, more than one hundred fatalities is approximately ten times lower than the probability of having an accident with more than ten fatalities. The accidents were grouped according to transportation type, and the difference between the various groups was tested using a standard χ² approach. No significant difference between fixed installations and transportation was found for accidents having consequences above three fatalities. Differences were found between Western Europe and North America and the rest of the world. Once an accident has happened, it seems to have more severe effects outside Western Europe and North America, both for transportation accidents and fixed installations. Comparison of fN curves for Western Europe and North America from different time periods did not show significant differences, indicating that once an accident has happened, it has the same probability of escalating now, as it had 20 years ago.     

Fatal occupational injuries in Jordan during the period 1980 through 1993

All fatal occupational injuries compensated by the Social Security Corporation (SSC) in Jordan during the period 1980–1993 were studied. Variables considered in the analysis included gender, age, nationality, occupation, salary, cause of injury, body part injured and cause of death. The overall fatality rate, of the 705 cases reviewed, was 25.5/100,000/year. The majority (98%) of fatalities were males. The risk of fatal injuries increased with age. Workers over 55 years, had the highest annual fatality rate (37.8). Immigrant workers had a higher fatality rate (32.26) than Jordanians (23.95). Unskilled workers constituted 58.3% of decedents and professionals had the highest fatality rate (52.9). Transportation sector had the highest fatality rate (122.4) followed by construction (50.6). Over the study period, fatality rates tended to decrease significantly in manufacturing, construction and trade economic sectors while no such trend was established by transportation, agriculture and services sectors. The leading causes of fatal injuries were motor-vehicle related accidents (63.0%) and fall of persons (11.1%). Head was the body part most injured and was involved in 46.6% of all deaths. Haemorrhage was the main reported cause of death (24.5%). It is concluded that intervention measures targeting specific occupations (transportation and construction) and causes of fatalities such as motor-vehicle incidents are needed.     

Occupational accidents while walking on stairways

Nagata, H., 1991. Occupational accidents while walking on stairways. Safety Science, 14: 199–211.An analysis of occupational injury data related to falls while walking on stairways, and the causes associated with these stair accidents is described. The study was based on labour casualty reports. A total of 1486 stair accidents including 10 deaths, were collected from occupational accidents occurring within greater Tokyo. From these reports 425 cases were selected to undertake actual surveys including personal interviews, direct observations and field measurements. For the purpose of comparison with stairs where no accidents had been reported, a total of 1043 stairs were selected at random from drawings of various buildings.Nine fatal victims had received head injuries. Nearly half of the non-fatal victims received bruises mostly to the legs and feet. Most accidents occurred while descending stairways in haste. Young female employees wearing high or semi-high heeled footwear were relatively prone to fall on stairs. In winter, more stair accidents tended to occur to some extent. The proportion of female accidents was relatively higher than for males when compared to their population ratios. Employees were especially prone to receive injuries by misstep on straight flights of stairs.     

The fatality consequences of the 65 mph speed limits, 1989

This study examined whether the number of fatalities on rural interstates in 1989 was higher than would be expected based on experience during 1982–1986 and experience on all other roads. Among the 40 states that increased the speed limit to 65 mph on rural interstates, the number of fatalities was 29% higher than expected. Among the eight states retaining a 55 mph maximum speed limit on rural interstates, the observed number of fatalities was 12% lower than expected, although this reduction was not statistically significant. After adjusting the fatality risk on rural interstates for differences in vehicle miles traveled on those roads and for higher passenger vehicle occupancy rates attributable to possible increases in vacation travel, the increased fatality risk was 19%. These data suggest that the majority of the estimated increase in fatalities on rural interstates in 1989 (almost 400 of the approximately 600 extra deaths) can be attributed to the higher speeds resulting from the higher speed limits. Changes in mileage account for the remaining 200 extra deaths.     

Noise and neurotoxic chemical exposure relationship to workplace traumatic injuries: A review

IntroductionMore than 5,000 fatalities and eight million injuries occurred in the workplace in 2007 at a cost of $6 billion and $186 billion, respectively. Neurotoxic chemicals are known to affect central nervous system functions among workers, which include balance and hearing disorders. However, it is not known if there is an association between exposure to noise and solvents and acute injuries. Method: A thorough review was conducted of the literature on the relationship between noise or solvent exposures and hearing loss with various health outcomes. Results: The search resulted in 41 studies. Health outcomes included: hearing loss, workplace injuries, absence from work due to sickness, fatalities, hospital admissions due to workplace accidents, traffic accidents, hypertension, balance, slip, trips, or falls, cognitive measures, or disability retirement. Important covariates in these studies were age of employee, type of industry or occupation, or length of employment. Discussion: Most authors that evaluated noise exposure concluded that higher exposure to noise resulted in more of the chosen health effect but the relationship is not well understood. Studies that evaluated hearing loss found that hearing loss was related to occupational injury, disability retirement, or traffic accidents. Studies that assessed both noise exposure and hearing loss as risk factors for occupational injuries reported that hearing loss was related to occupational injuries as much or more than noise exposure. Evidence suggests that solvent exposure is likely to be related to accidents or other health consequences such balance disorders. Conclusions: Many authors reported that noise exposures and hearing loss, respectively, are likely to be related to occupational accidents. Practical applications: The potential significance of the study is that findings could be used by managers to reduce injuries and the costs associated with those injures.     

Characterization of fatal occupational versus nonoccupational motor vehicle collisions in Kentucky (1998-2000)

Motor vehicle collisions (MVCs) are the leading cause of occupational fatalities in Kentucky as well as in the nation. The characteristics of and contributing factors for occupational versus nonoccupational MVC fatalities in the Commonwealth of Kentucky were examined from 1998 to 2000. Semi trucks were most frequently involved in fatal occupational MVCs, and passenger cars were most frequently involved in nonoccupational MVCs. More than half of the decedent drivers resided outside of Kentucky. The percentage of occupational fatalities occurring on a four-lane highway was double the percentage observed for nonoccupational MVC fatalities. In addition, an increased proportion of occupational MVC deaths occurred on limited access highways compared to nonoccupational fatalities. When human factors contributing to these fatal incidents were examined, the two primary human factors involved in occupational motor vehicle fatalities were driver distraction/inattention and falling asleep, whereas unsafe speed and alcohol were the primary human factors contributing to a nonoccupational fatality. These results suggest that semi drivers traveling on four-lane highways are more at risk for a fatal occupational injury in Kentucky. Therefore, additional epidemiological studies are needed to further examine human factors, the nature of the Kentucky highway system, and trucking controls (e.g., weigh station hours of operation) within the Kentucky transportation industry.     

Surveillance of traffic incident management–related occupational fatalities in Kentucky, 2005–2016

Objective: Traffic incidents occurring on roadways require the coordinated effort of multiple responder and recovery entities, including communications, law enforcement, fire and rescue, emergency medical services, hazardous materials, transportation agencies, and towing and recovery. The objectives of this study were to (1) identify and characterize transportation incident management (TIM)-related occupational fatalities; (2) assess concordance of surveillance data sources in identifying TIM occupations, driver vs. pedestrian status, and occupational fatality incident location; and (3) determine and compare U.S. occupational fatality rates for TIM industries.

Methods: The Kentucky Fatality Assessment and Control Evaluation (FACE) program analyzed 2005–2016 TIM occupational fatality data using multiple data sources: death certificate data, Collision Report Analysis for Safer Highways (CRASH) data, and media reports, among others. Literal text analysis was performed on FACE data, and a multiple linear regression model and SAS proc sgpanel were used to estimate and visualize the U.S. TIM occupational mortality trend lines and confidence bounds.

Results: There were 29 TIM fatalities from 2005 to 2015 in Kentucky; 41% of decedents were in the police protection occupation, and 21% each were in the fire protection and motor vehicle towing industries. Over one half of the TIM decedents were performing work activities as pedestrians when they died. Media reports identified the majority of the occupational fatalities as TIM related (28 of 29 TIM-related deaths); the use of death certificates as the sole surveillance data source only identified 17 of the 29 deaths as TIM related, and the use of CRASH data only identified 4 of the 29 deaths as TIM related. Injury scenario text analysis showed that law enforcement vehicle pursuit, towing and recovery vehicle loading, and disabled vehicle response were particular high-risk activities that led to TIM deaths. Using U.S. data, the motor vehicle towing industry had a significantly higher risk for occupational mortality compared to the fire protection and police protection industries.

Conclusions: Multiple data sources are needed to comprehensively identify TIM fatalities and to examine the circumstances surrounding TIM fatalities, because no one data source in itself was adequate and undercounted the total number of TIM fatalities. The motor vehicle towing industry, in particular, is at elevated risk for occupational mortality, and targeted mandatory TIM training for the motor vehicle towing industry should be considered. In addition, enhanced law enforcement roadside safety training during vehicle pursuit and apprehension of suspects is recommended.     

Shipyard fatalities in Turkey

The objective of this paper is to investigate causes and incidence rates of 115 fatalities between 2000 and 2010 in Turkish shipyards and to propose mitigation measures. The fatality rate in Turkish shipbuilding industry is unacceptably high, being 3.5 times the average of all industry groups. Classification of fatal occupational accidents revealed five major fatality reasons for the shipbuilding industry; falling from higher elevation to a lower level, exposed to electric shock, fire and/or explosion, being struck by or struck against objects, and caught in between. The highest number of cases of fatal accidents was found among welders, blasters, painters and substructure workers. Statistically analyzed data showed that working on Mondays and Saturdays have special impact on the fatality probability. Also, the number of fatalities is highest in working temperatures above average 25 °C, which covers from June through September. Strategies recommended to minimize the fatalities at shipyards are discussed. Furthermore a risk framework of fatal occupational accidents were drawn so that when working conditions are within the high risk region, extra precautions can be taken in order to minimize the occurrence of accidents and fatalities.     

Acute injuries resulting from accidents involving powered mobility devices (PMDs)—Development and outcomes of PMD-related accidents in Sweden

Objective: Powered mobility devices (PMDs) are commonly used as aids for older people and people with disabilities, subgroups of vulnarable road users (VRUs) who are rarely noted in traffic safety contexts. However, the problem of accidents involving PMD drivers has been reported in many countries where these vehicles have become increasingly popular.

The aim of this study is to extract and analyze national PMD-related accident and injury data reported to the Swedish Traffic Accident Data Acquisition (STRADA) database. The results will provide valuable insight into the risks and obstacles that PMD drivers are exposed to in the traffic environment and may contribute to improving the mobility of this group in the long term.

Methods: The current study is based on data from 743 accidents and 998 persons. An analysis was performed on a subset of data (N?=?301) in order to investigate the development of accidents over a period of 10 years. Thereafter, each accident in the whole data set was registered as either single (N?=?427) or collision (N?=?315).

Results: The results show that there was a 3-fold increase in the number of PMD-related accidents reported to STRADA during the period 2007–2016.

With regard to single accidents, collisions, as well as fatalities, the injury statistics were dominated by males. Single accidents were more common than collisions (N?=?427 and N?=?316, respectively) and the level of injury sustained in each type of accident is on par.

The vast majority of single accidents resulted in the PMD driver impacting the ground (87%), due to either PMD turnover (71%) or the driver falling out of the PMD (16%). The reason for many of the single accidents was a difference in ground level (34%, typically a curb).

Cars, trucks, or buses were involved in 67% of collision events; these occured predominantly at junctions or intersections (70%).

Abbreviated Injury Scale (AIS) 3+ injuries were dominated by hip and head injuries in both single accidents and collision events.

Conclusions: The present study shows that further research on PMD accidents is required, with regard to both single accidents and collision events. To ensure that appropriate decisions are made, future work should follow up on injury trends and further improve the quality of PDM-related accident data. Improved vehicle stability and design, increased usage of safety equipment, proper training programs, effective maintenance services, and development of a supporting infrastructure would contribute to increased safety for PMD drivers.     

Comparison of two fatal occupational injury surveillance systems in the United States

INTRODUCTION: Using different methods, two national systems compile fatal occupational injury data in the United States: the National Institute for Occupational Safety and Health (NIOSH) National Traumatic Occupational Fatalities (NTOF) surveillance system, and the Bureau of Labor Statistics (BLS) Census of Fatal Occupational Injuries (CFOI). The NTOF uses only death certificates, while CFOI uses multiple sources for case ascertainment. METHODS: Through overall and case-by-case comparisons, this study compares these systems and evaluates counts for the nation and by state for worker and case characteristics. RESULTS: From 1992 through 1994, NTOF reported an average of 84% of the number of traumatic occupational fatalities reported in CFOI. This percentage changed somewhat when a case-by-case comparison was conducted--88% of the NTOF cases were matched directly to the CFOI cases. Although CFOI captured a larger number of fatalities annually, the additional fatalities did not follow a discernable pattern. IMPACT ON INDUSTRY: By understanding the distribution of fatalities, targeted efforts to reduce them will benefit all industries.     

Investigation of accidents involving powered two wheelers and bicycles – A European in-depth study

Introduction: The number of road fatalities have been falling throughout the European Union (EU) over the past 20 years and most Member States have achieved an overall reduction. Research has mainly focused on protecting car occupants, with car occupant fatalities reducing significantly. However, recently there has been a plateauing in fatalities amongst ‘Vulnerable Road Users’ (VRUs), and in 2016 accidents involving VRUs accounted for nearly half of all EU road deaths. Method: The SaferWheels study collected in-depth data on 500 accidents involving Powered Two-Wheelers (PTWs) and bicycles across six European countries. A standard in-depth accident investigation methodology was used by each team. The Driver Reliability and Error Analysis Method (DREAM) was used to systematically classify accident causation factors. Results: The most common causal factors related to errors in observation by the PTW/bicycle rider or the driver of the other vehicle, typically called ‘looked but failed to see’ accidents. Common scenarios involved the other vehicle turning or crossing in front of the PTW/bicycle. A quarter of serious or fatal injuries to PTW riders occurred in accidents where the rider lost control with no other vehicle involvement. Conclusions: Highly detailed data have been collected for 500 accidents involving PTWs or bicycles in the EU. These data can be further analyzed by researchers on a case-study basis to gain detailed insights on such accidents. Preliminary analysis suggests that ‘looked but failed to see’ remains a common cause, and in many cases the actions of the other vehicle were the critical factor, though PTW rider speed or inexperience played a role in some cases. Practical Applications: The collected data can be analyzed to better understand the characteristics and causes of accidents involving PTWs and bicycles in the EU. The results can be used to develop policies aimed at reducing road deaths and injuries to VRUs.     

Road accidents,an occupational risk

Road accidents sustained at work represent between 20% and 40% of work fatalities in most industrialised countries, yet few data on occupational road accident risk factors have been published. A case control study was performed to assess the role of work-related risk factors in the occurrence of occupational road accidents. A preliminary qualitative study was carried out to identify possible occupational factors in occupational road accidents, and to draw up the case control study. Cases were recruited from the Rhône road trauma registry (France), controls from voting lists. A telephone interview was performed. Exposure to road risk was measured as a percentage of work time. One hundred and forty-six cases and 440 matched controls were interviewed. Accident risk was found to increase with exposure. Driving was associated with more difficult working conditions than found in jobs not involving driving. These difficulties, however, were not systematically associated with increased occupational road accident risk. Among factors which still emerge after adjustment for road risk exposure, there are scheduling issues (inflexible schedule organisation, lack of consecutive rest-days, lack of flexibility in performing the work), difficulties of communication with superiors, low seniority in the activity, low educational level and physical constraints at work. This study highlights some possible occupational road accident risk factors. Given the chosen case/control methodology, the findings may be considered as advancing our knowledge of the subject, but need confirmation by further studies.     

Under-Reporting of Accidents Involving Biological Material by Nursing Professionals at a Brazilian Emergency Hospital

Background. Pathogens can be transmitted to health professionals after contact with biological material. The exact number of infections deriving from these events is still unknown, due to the lack of systematic surveillance data and under-reporting. Methods. A cross-sectional study was carried out, involving 451 nursing professionals from a Brazilian tertiary emergency hospital between April and July 2009. Through an active search, cases of under-reporting of occupational accidents with biological material by the nursing team were identified by means of individual interviews. The Institutional Review Board approved the research project. Results. Over half of the professionals (237) had been victims of one or more accidents (425 in total) involving biological material, and 23.76% of the accidents had not been officially reported using an occupational accident report. Among the under-reported accidents, 53.47% were percutaneous and 67.33% were bloodborne. The main reason for nonreporting was that the accident had been considered low risk. Conclusions. The under-reporting rate (23.76%) was low in comparison with other studies, but most cases of exposure were high risk.     

General assessment of the occupational accidents that occurred in Turkey between the years 2000 and 2005

Occupational accidents still constitute one of the major problems in Turkey, as they do all over the world. Every year, nearly one thousand people die due to occupational accidents and two thousand people are injured, becoming temporarily or permanently disabled. This leads to social and economic problems for these people. As a result, families suffer from occupational accidents socially and psychologically. On the other hand, the economy of the country and the employers are faced with economic loss and work day loss. The aim of this study is to assess the results of occupational accidents occurring between the years 2000 and 2005 in Turkey in terms of various criteria. In this study, a fluctuation in Turkey in the number of occupational accidents between 2000 and 2005 and a downward fluctuation in the number of deaths resulting from occupational accidents have been observed. Permanent disabilities have also shown a falling trend since 2002. Occupational accidents are mostly seen in the sectors of manufacture of metal goods (except for machines), construction, the textile industry, coal mining and manufacture of transportation vehicles, while the deaths of workers and permanently disabled persons due to occupational accidents are mostly seen in the construction sector.     

Blood on the coal: The effect of organizational size and differentiation on coal mine accidents

Introduction

Each year, there are at least 100,000,000 occupational accidents and 100,000 occupational deaths in the world. In the United States, one of the safest countries in the world in which to work, there were more than 5,400 workplace fatalities and 5.9 million workplace injuries in 2007. The cost to American industry and taxpayers is estimated to be at least $170 billion per year. Further, as illustrated by accidents such as Three Mile Island and Bhopal, industrial accidents potentially impact a much wider sphere than that of the injured worker and his or her employer. As the repercussions of organizational accidents reverberate through organizations and are felt from human resources to accounting, firms are beginning to incorporate messages of safety in their missions and strategies. As firms organize to achieve safer work environments, they are faced with decisions on how to structure their activities in terms of, among other things, size and differentiation.

Method

This paper explores the impact on accident rates of size and differentiation at the corporate and mine levels of mining companies in an effort to create a framework for thinking about organizational accidents from a structural perspective.

Results

The results suggest that larger mines are safer than smaller mines, and that mines with less task diversity are safer than mines with greater task diversity. The results also suggest that at the corporate level, task diversity decreases mine accidents. These results may help mining executives and engineers structure their corporate activities and individual mines more effectively to help reduce accidents.     

An examination of the increases in pedestrian motor-vehicle crash fatalities during 2009–2016

IntroductionPedestrian fatalities increased 46% in the United States during 2009–2016. This study identified circumstances under which the largest increases in deaths occurred during this period.MethodAnnual counts of U.S. pedestrian fatalities and crash involvements were extracted from the Fatality Analysis Reporting System and General Estimates System. Poisson regression examined if pedestrian fatalities by various roadway, environmental, personal, and vehicle factors changed significantly during 2009–2016. Linear regression examined changes over the study period in pedestrian deaths per 100 crash involvements and in horsepower per 1000 pounds of weight among passenger vehicles involved in fatal single-vehicle pedestrian crashesResultsPedestrian deaths per 100 crash involvements increased 29% from 2010, when they reached their lowest point, to 2015, the most recent year for which crash involvement data were available. The largest increases in pedestrian deaths during 2009–2016 occurred in urban areas (54% increase from 2009 to 2016), on arterials (67% increase), at nonintersections (50% increase), and in dark conditions (56% increase). The rise in the number of SUVs involved in fatal single-vehicle pedestrian crashes (82% increase) was larger than the increases in the number of cars, vans, pickups, or medium/heavy trucks involved in these crashes. The power of passenger vehicles involved in fatal single-vehicle pedestrian crashes increased over the study period, with larger increases in vehicle power among more powerful vehicles.ConclusionsEfforts to turn back the recent increase in pedestrian fatalities should focus on the conditions where the rise has been the greatest.Practical applicationsTransportation agencies can improve urban arterials by investing in proven countermeasures, such as road diets, median crossing islands, pedestrian hybrid beacons, and automated speed enforcement. Better road lighting and vehicle headlights could improve pedestrian visibility at night.     

Occupational accidents with ladders in Spain: Risk factors

Introduction

Occupational accidents suffered by workers in Spain when using ladders were analyzed over a six year period from 2003-2008, during which the total of notified ladder-related accidents amounted to 21,725. Method: Different accident-related factors were identified for the purpose of developing a pattern of those factors that had the greatest influence on the seriousness and the fatality of such accidents. Thus, a series of variables were examined such as age and length of service of the injured worker, firm size, the work sector, the injury suffered, and the part of the body that was injured. Since falls is the most frequent and most serious of ladder related occupational accidents, a special analysis of falls was performed. Results: The findings showed that the seriousness of ladder-related accidents increased with the age of the injured worker. Likewise, accidents at places other than the usual workplace were more serious and registered higher fatalities than those that occurred at the usual place of work. Conclusions: The analysis of falls from ladders established that accidents in smaller-sized firms were of greater seriousness and involved more fatalities than those in larger-sized firms. The investigation also underlined the need for stricter compliance with preliminary safety assessments when working with ladders.