Development of a Model for Road Traffic Injury Prevention and Management through the Mechanism of the District Quality of Life Development Committee (DQoLDC) Bueng Kan Province

Abstract

This research and development study aimed to develop a model for road traffic injury prevention and management using the mechanism of the District Quality of Life Development Committee (D-QoLDC) in Bueng Kan Province. The specific objectives were to analyze the current situation and capacity of D-QoLDCs, develop an appropriate operational model, pilot its implementation, evaluate its effectiveness, and finalize the model with an implementation manual for scale-up. The research and development (R&D) design was employed, comprising four phases. Phase 1 (R1) involved situation, problem, and needs assessment using mixed methods; quantitative data were collected from 69 D-QoLDC members or representatives from all districts, while qualitative data were obtained from secondary data analysis (three-year road traffic injury statistics) and focus group discussions. Phase 2 (D1) focused on model development by synthesizing Phase 1 findings to draft the model and supporting tools, which were then assessed for appropriateness by five experts. Phase 3 (R2) consisted of piloting the revised model using action research combined with implementation study in two pilot districts (Seka and Bueng Khla) over eight months. Phase 4 (D2/E) involved further refinement and evaluation using quantitative and qualitative data from 60 participants in the pilot sites and a stakeholder consultation forum.

Phase 1 results showed that road traffic injuries in Bueng Kan Province were severe, with a mortality rate of 21.58 per 100,000 population in 2023. Stakeholders perceived D-QoLDCs as having high coordination potential (mean 4.41, S.D. 0.65) , and the role of district chief officers as particularly crucial (mean 4.68, S.D. 0.52) . However, overall operational performance was only at a moderate level (mean 2.95, S.D. 0.65) , with major gaps in data utilization (mean 2.81, S.D. 1.05) and evaluation (mean 2.55, S.D. 1.03) . Key barriers included budget constraints (mean 4.31, S.D. 0.79) and human resource constraints (mean 4.26, S.D. 0.81) , leading to an urgent need for a “clear operational model” (mean 4.55, S.D. 0.62) . In Phase 2, the draft model, comprising four core components: organizational structure, the PDCA process,the 3Es activity framework, and supporting tools—received the highest appropriateness rating from experts (overall mean 4.26, S.D. 0.51) . In Phases 3 and 4, post-implementation evaluation indicated that participants rated the model at a high overall level (mean 3.97, S.D. 0.61) . The highest scores were for acceptability and satisfaction (mean 4.35, S.D. 0.59) , followed by perceived effectiveness (mean 4.18, S.D. 0.65) . Feasibility received the lowest score but remained high (Mean 3.65, S.D. 0.88) , consistent with qualitative findings highlighting workload and budget constraints.

The final products were a “Comprehensive Model for Road Traffic Injury Prevention and Management through the D-QoLDC Mechanism in Bueng Kan Province” and an implementation manual, both grounded in the PDCA cycle, with enhanced operational flexibility and an explicit emphasis on resource integration (e.g., meeting frequency) and an explicit emphasis on resource integration (e.g., subdistrict health promotion funds) to strengthen practical feasibility and sustainability.[