Section: Community Medicine

Original Research Article

A CROSS SECTIONAL STUDY ON ROAD TRAFFIC

ACCIDENTS IN A TERTIARY CARE HOSPITAL IN
NORTH KARNATAKA
Jeeva Radha1, Shivappa H.2, Sushrit A. Neelopant3, Shashidhar S. Basagoudar4, Rahul C. Kirte5
1
Postgraduate Student, Department of Community Medicine, Raichur Institute of Medical Sciences, Raichur, India.
2
Associate Professor, Department of Community Medicine, Raichur Institute of Medical Sciences, Raichur, India.
3
Assistant Professor, Department of Community Medicine, Raichur Institute of Medical Sciences, Raichur, India.
4
Assistant Professor, Department of Community Medicine, Raichur Institute of Medical Sciences, Raichur, India.
5
Professor and Head, Department of Community Medicine, Raichur Institute of Medical Sciences, Raichur, India.

Received : 13/05/2024 ABSTRACT

Received in revised form : 15/07/2024
Accepted : 30/07/2024 Background: Road traffic accidents (RTA) are major causes for morbidity,
mortality and disability among all age group and people of all socioeconomic
Corresponding Author: status. Considering the increased number of people using motorized vehicle
Dr. Shashidhar S. Basagoudar, leading to rise in road traffic accidents, our cross-sectional study conducted in
Assistant Professor, Department of
Community Medicine, Raichur a tertiary care hospital in northern Karnataka, India Materials and Methods:
Institute of Medical Sciences, Raichur, A pre-designed semi-structured questionnaire for duration of six months aimed
India.
Email: drshashidharsb@[Link]
to study the socio demographic profile of road traffic injury victims, to find the
antecedent factors influencing the road traffic accidents and also to study the
DOI: 10.70034/ijmedph.2024.3.41 pattern of injury in victims.
Source of Support: Nil, Results: Total of 516 patients were included in the study. In our study we
Conflict of Interest: None declared have found that human error is the most common factor responsible for
accident 43.4% followed by drunk and drive 30.6% and most of the accidents
Int J Med Pub Health occurred in highway 21.1% and drivers are most commonly the victims of
2024; 14 (3); 229-237 accident 69.2%. We have also found that skid is the most common manner of
accident. It is very alarming to see that only 33.7% of the participants had
valid driving licence. Also, among the people who rode two-wheeler only 7%
wore helmet and among persons who drew four-wheeler only
10% wore seat belt.
Conclusion: Most participants were male (86%), mostly from rural areas
(70.3%), and lived with their families (88%). The findings highlight the need
for better road safety measures, stricter traffic regulations, increased public
awareness, and improved infrastructure to reduce road traffic accidents.
Keywords: Road traffic accidents, Causes, Risk factors, Human error,
Drivers.

INTRODUCTION constituted as 8th leading cause of death in India in

20183. It also shows that we haven’t achieved
Road traffic accidents (RTA), which are preventable Sustainable Development Goal (SDG) goal 3.6,
and predictable, still stand as one of major causes which calls for a 50% reduction in traffic deaths by
for morbidity, mortality and disability. Most of the 20203. Common causes for road accidents in India
road traffic deaths are confined to low- and middle- are use of mobile phones while driving, no
income countries1. In India, motor vehicle concentration while driving, alcohol consumption,
population is growing at a faster rate than the lack of sleep etc. Death due to accidents are most
economic and population growth. India has only 1% commonly due to over speeding, drunk and drive,
of world’s vehicles, but it accounts for 6% of overloading vehicles with passenger, not
world’s road traffic accidents2. Rate of RTA is maintaining speed limit, teenage driving, driving
35/1000 vehicles and RTA fatality rate is without proper training and license, distraction
25.3/10000 in India2. Road traffic injuries are while driving and most of these causes are

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preventable. Reasons such as not using footpath, for six months duration. All patients admitted for at
walking on road, not using zebra crossing, crossing least 24 hours in various wards of hospital with
road while vehicles pass by, not using subways, history of road traffic accident and gave consent to
using mobile phones while walking, wearing participate in the study were included. Patients/
headphones and listening to music are cause for attenders who are not consenting to be included in
death among pedestrians4. UN general assembly the study, patients who absconded after 24 hours of
declared 2011-2020 as “Decade of Action for road admission before collection of data were excluded
safety” to stabilize and reduce increasing trend in from the study. Ethical clearance was obtained from
road traffic fatalities. In addition to common causes Institutional Ethics Committee before commencing
of death due to road traffic accidents such as the study. Sample size was calculated based on last
increased speed driving, driving under influence of year hospital records (Proportion of RTA patients in
alcohol and other psychoactive substances, not using casualty was 42.87%) using the formula N =
helmet, seatbelt and child restraints, distracted Z2pq/d2 and was calculated as 514 (Where =
driving, WHO also enlisted few more factors such Standard Normal variate at level of significance =
as unsafe road infrastructure, unsafe vehicles, 1.96; p (Prevalence) = 42.87%; q= 100 – p = 70; d
inadequate post-crash care, inadequate law (error) = 10 % of p)
enforcement of traffic law as other important causes The patients or the attenders of the patients were
for road traffic accidents5. It is estimated that death interviewed after obtaining informed consent using
due to RTA might rise to 5th leading cause of death predesigned, semi structured questionnaire. Data
by 20306,7. Road Traffic Injury is defined as was entered in Microsoft excel sheet, exported to
“occurrence in a sequence of events which usually SPSS Version 26.0, coded and analysed. The study
produces unintended injury, death, or property variables are presented in the form of percentage
damage”8. It is also defined as a fatal or non-fatal and proportions and relationship was established
injury incurred as a result of a collision on a public using the Chi-square test.
road involving at least one moving vehicle.
According to the World Health Organization RESULTS
(WHO), RTA is responsible for 20% of the global
Disability Adjusted Life Years (DALY) due to
injury9. If effective actions are not taken timely, it is
predicted that 2.4 million deaths occur each year due
to RTA1. Epidemiological triad of Road Traffic
Accidents can be described as human factors,
vehicular factors and environmental factors. WHO
suggested measures to reduce road accidents in
cooperation with the United Nations Road Safety
Collaboration and other stakeholders are to
incorporate road safety features such as urban
planning and transportation planning; creating safer
roads and mandating independent road safety audits
for new construction projects; enhancing car safety Figure 1: Bar chart classifying victims based on type of
features; encouraging public transportation; road users, factors responsible for accidents, manner
enforcing internationally harmonised laws requiring of accident, victim, day in which accident occurred,
the use of seat belts, helmets and child restraints; injured body part and type of mechanical injury
establishing and enforcing blood alcohol
concentration limits for drivers; and by raising Sociodemographic profile of study participants:
knowledge of the dangers and consequences of We have interviewed patients admitted in various
breaching the law, public awareness, campaigns also wards as follows. More than half of the participants
contribute significantly to the implementation of i.e., 305 (59.1%) of the patients are from casualty,
legislative measures(1). followed by 87 (16.9%) in Male Ortho Ward, 68
Aims & Objectives (13.2%) in Male Surgical Ward. People in other
 To study the socio demographic profile of road wards constituted a very little proportion (female
traffic injury victims surgical ward-3.1%, female ortho ward-2.5%, dental
 To study the antecedent factors influencing the ward-1.4%, ENT and SICU each 1%). In our study
road traffic accidents. constituting total of 516 participants, 70.3% (363) of
 To study the pattern of injury in victims. the people are from rural area and remaining 29.7%
from urban area.
MATERIAL AND METHODS Age Distribution of the study participants is as
follows: 16 patients were less than 10 years, 59
This present study is a hospital based cross sectional patients at the age group between 11- 20 years, 194
study conducted in Raichur Institute of Medical patients at the age group of 21-30 years, 136
Sciences, Raichur, Karnataka. Study was conducted patients at the age group of 31-40 years, 54 patients
at the age group between 41-50 years, 37 patients in

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the age group of 51-60 years, 18 patients in the age that they didn’t know the exact cause for the
group of 61-70 years and 2 patients aged 71 and accident.
above. Most of the patients were male 444 (86%) Among the study participants, 109 (21.1%)
and rest 72 (14%) were female. Majority of the accidents took place in highway, 92 (17.8%) in lane
study participants (88%) live with their family, and 315 (61%) in road. Manner of accident was skid
followed by 3.5% (18) live alone, 8.5% (44) live in 156 (30.2%) patients, collision in 73 (14.1%)
with friends. Nearly two thirds of the study participants, dash by offending vehicle in 85
participants are married- 63.6% (328), whereas (16.5%) participants, fall of vehicle in 84 (16.3%)
33.5% (173) are unmarried, 1.6% (8) are widow, people, dash to non-vehicular object in 50 (9.7%)
1.2% (6) are widower and 0.2% (1) participant was participants and fall from moving object in 68
separated. More than two-third of study participants participants.
belonged to nuclear family 363 (70.3%), 74 (14.3%) Days on which accident occurred are almost similar
belonging to joint family and 79 (15.3%) belonging on Sunday, Monday and Tuesday which accounted
to three generation family. According to religion, for 82 (15.9%), 82 (15.9%) and 85 (16.5%)
84.9% (438) belonged to Hindu, 1.0% (5) belonged accidents respectively. Number of accidents that
to Christian and 14% (72) belonged to Muslim. occurred on Wednesday, Thursday, Friday and
Occupational status of study participants is as Saturday are 65 (12.6%), 59 (11.4%), 67 (13%) and
follows- student-128 (24.8%), employed- 164 76 (14.7%) respectively. Injured body parts were
(31.8%), unemployed- 219 (42.4%) and retired- 5 head in 194 (37.6%) patients, upper limb in 125
(1.0%). The number of study participants who are (24.2%) patients, lower limb in 155 (30%) patients,
illiterate 143 (27.7%) and who have done higher spine in 11 (2.1%) patients, chest in 18 patients
secondary schooling 148 (28.7%) are equal; (3.5%), abdomen in 8 (1.6%) patients and pelvis in
similarly, the number of study participants who have 5 (1%) patients.
completed primary schooling 91 (17.6%) and who While examining the type of injury sustained by
have done secondary schooling 90(17.4%) are patients, we observed that 188 (36.4%) sustained
equal, 44 participants (8.5%) have been graduated. abrasion, 33 (6.4%) sustained contusion, 175
Factors responsible and practices in relation to (33.9%) sustained laceration, 3 (0.6%) sustained
RTA avulsion Injuries and 117 (22.7%) sustained
Surprisingly only one-third of the study participants fractures.
174 (33.7%) had driving license where the Association between various variables and
remaining 342 (66.3%) doesn’t have it. Among the factors responsible for RTA (Table 3)
persons having driving license, age of issuing it is Among the socio-demographic factors in the study,
between 18-27 years in 160 (92%) participants, 28- we have observed strong association between
36 in 12 (6.9%) participants and 37-45 in 2 (1.1%) factors such as age, gender, marital status, type of
participants. Most of the participants duration since family, occupation, having driving license, type of
driving license issued is more than 10 years 71, vehicle used and type of road users and factors
between 5-10 years 39, 2-5 years is 40 and less than associated with accidents. Human error is the most
2 years in 24 participants. common factor responsible for accidents in all age
Time of occurrence of accident is 6 AM-12 PM in group (p value= 0.000001), in both the gender (p
79 (15.3%) participants, 12 PM-6 PM in value= 0.0001), among all categories of marital
198(38.4%), 6 PM-12 AM in 187 (36.2%), 12 AM-6 status (p= 0.001) and in all types of family (p value=
AM in 52 (10.1%) participants. Type of vehicle 0.004). While comparing occupation and factors
used are two-wheeler in 439 (85.1%) participants, responsible for accidents, human error is the most
four-wheeler in 30 (5.8%) participants, heavy motor common cause for accident among students and
vehicle in 9 (1.7%) participants, non-motorized in 2 unemployed, drunk and drive is the most common
(0.4%) participants and 36 (7%) participants were cause for accidents among employed (p= 0.003).
pedestrians. Among 439 participants who used two- Among people having driving license, drunk and
wheeler, only 31 wore helmet and among 30 drive is the most common cause for accidents and
participants who drove four-wheeler, only 3 wore among people not having driving license, human
seatbelt. error is the most common cause for accidents (p=
Classifying study participants based on the type of 0.001). in all types of vehicle users (none, two-
road users, 40 were pedestrians (7.8%), 357 (69.2%) wheeler, four-wheeler, HMV, non-motorised
were driving vehicle, 115 (22.3%) participants were vehicle), human error is the most common cause for
passengers and 4 (0.8%) were cyclist. accident(p=<0.0001). While comparing type of road
While interviewing about the factors responsible for users and factors responsible for accidents, human
accident, 224 (43.4%) replied it was due to human error is the most common cause for accidents among
error, 158 (30.6%) mentioned it was due to drunk pedestrians, passenger and cyclist and drunk and
and drive, 61 (11.8%) reported that the road drive is the most common cause for accidents
condition was bad, 29 (5.6%) did mention about among drivers (p= 0.00001).
weather condition, 26 (5%) complained that it was
due to wandering animal and 18 (3.5%) admitted

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Association between various variables and passengers are most commonly victims of RTA
manner of RTA (Table 4) (p=0.000). While comparing living status with
Skid is the most common manner of accident among victims of accident, drivers are most commonly
people of most age groups (<20, 21-40, 41-60) and victims of accident in all categories (living alone,
dash by offending vehicle is the most common living with family and living with friends)
manner of accident among people aged more than (p=0.026). While comparing marital status with
60 (p= 0.009678). Amongst males’ skid is the most victims of accident, drivers are more commonly
common manner of accident and dash by offending involved in accidents in unmarried, married,
vehicle and fall of vehicle in females (p=0.001). widower and separated categories while passengers
While comparing living status with manner of are more prone to accidents among widower
accident, skid is the most common manner of (p=0.000). In all family types (nuclear, joint and
accident among people living with family and with three generation), drivers are most commonly
friends while fall from moving object is the most involved in accident (p=0.001). Drivers are mostly
common manner of accident in people living alone victims of accident in students, employed and
(p= 0.012). While comparing occupation with unemployed while among retired persons,
manner of accident, skid is the most common passengers and pedestrians are equally victims of
manner of accident among students, employed and accident (p=0.001). While comparing education
unemployed while dash by offending vehicle being with victims of accident, in all categories (illiterates,
the most common manner of accident among retired primary schooling, secondary schooling, higher
(p=0.001). While comparing type of vehicle used secondary schooling and graduates) drivers are most
with manner of accident, dash by offending vehicle commonly victims of accident (p=0.000). Drivers
being the most common manner of accident among are most commonly victims of accident in people
pedestrians; skid being most common manner of who have and doesn’t having driving license
accident among two-wheelers; dash to non-vehicular (p=0.000). While comparing types of vehicles used
object is the most common manner of accident with victims of accident, among people using two-
among four-wheelers and fall from moving object in wheeler and non-motorized vehicle, drivers are
HMV (p=0.000). Among pedestrians, dash by mostly victims of accident; among people using
offending vehicle is the most common manner of four-wheeler and heavy motorized vehicle,
accident; among drivers and pedestrians, skid is the passengers are mostly victims of accident (p=0.000).
most common manner of accident and among We have also found association between factors like
cyclist, fall of vehicle is the most common manner residency and day in which accident occurred,
of accident. residency and type of mechanical injury,
Association between various variables and socioeconomic status and day in which accident
victims of RTA (Table 5) occurred, socioeconomic status and injured body
In all the age groups (<20, 21-40, 41-60, >60) part, type of vehicle used and site of accident and
drivers are commonly victims of accidents type of vehicle used and type of mechanical injury
(p=0.00001). Among drivers, male are most indicated by p value of <0.05.
commonly victims of RTA and amongst females,

Table 1: Sociodemographic profile of study participants

Profile Categories Frequency (N) Percentage (%)
<10 16 3.1
11 to 20 59 11.4
21 to 30 194 37.6
31 to 40 136 26.4
Age (in years)
41 to 50 54 10.5
51 to 60 37 7.2
61 to 70 18 3.5
>70 2 0.4
Male 444 86.0
Gender
Female 72 14.0
Alone 18 3.5
Living status With family 454 88.0
With friends 44 8.5
Unmarried 173 33.5
Married 328 63.6
Marital status Widow 8 1.6
Widower 6 1.2
Separated 1 0.2
Nuclear 363 70.3
Type of family Joint 74 14.3
3 Generation 79 15.3
Hindu 438 84.9
Religion Christian 5 1.0
Muslim 72 14.0

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 Others 1 0.2
Student 128 24.8
Employed 164 31.8
Occupation
Unemployed 219 42.4
Retired 5 1.0
Urban 153 29.7
Residency
Rural 363 70.3
Illiterate 143 27.7
Primary school 91 17.6
Education Secondary school 90 17.4
Higher secondary 148 28.7
Graduate 44 8.5
Upper class 22 4.3
Upper middle class 79 15.3
Socio Economic Status
Middle class 161 31.2
acc. to BG Prasad
Lower middle class 239 46.3
Lower class 15 2.9
Male Ortho Ward 87 16.9
Female Ortho Ward 13 2.5
Male Surgical Ward 68 13.2
Ward in which the Female Surgical Ward 16 3.1
participants are Casualty 305 59.1
admitted Dental 10 1.9
Ophthalmology 7 1.4
ENT 5 1.0
SICU 5 1.0

Table 2: Distribution of patients according to various factors and practise in relation to RTA
Profile Categories Frequency (N) Percentage (%)
Yes 174 33.7
Have driving license
No 342 66.3
18 to 27 160 31
28 to 36 12 2.3
Age of issuing DL (in years)
37 to 45 2 0.4
No Driving license 342 66.3
<2 24 4.7
2 to 5 40 7.8
Duration since DL issued (in years) 5 to 10 39 7.6
>10 71 13.8
No Driving license 342 66.3
6AM to 12PM 79 15.3
12PM to 6PM 198 38.4
Time of occurrence
6PM to 12AM 187 36.2
12AM to 6AM 52 10.1
None/Pedestrian 36 7
Two-wheeler 439 85.1
Type of vehicle used Four-wheeler 30 5.8
HMV 9 1.7
Non-motorized 2 0.4
Yes 31 6.0
Helmet for two-wheeler No 408 79.1
No two-wheeler 77 14.9
Yes 3 0.6
Seat belt for four-wheeler No 27 6.8
No four-wheeler 486 94.2

Table 3: Association between various variables and factors responsible for RTA
Factors responsible for RTA
Drunk Chi
Variables Categories Human Road Weather Wandering Df p value
& Unknown square
error condition condition animals
Drive
<20 52 5 9 6 2 1
Age 21-40 126 124 40 14 18 8
55.03 15 0.000001
41-60 35 26 12 6 4 8
>60 11 3 0 3 2 1
Male 182 154 48 25 22 13
Gender 27.121 5 0.0001
Female 42 4 13 4 4 5
Unmarried 89 44 20 9 9 2
Married 127 112 4 20 16 13
Marital status
Widow 5 0 0 0 0 3 45.441 20 0.001
Widower 2 2 1 0 1 0
Separated 1 0 0 0 0 0

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 Nuclear 164 118 45 13 15 8
Type of family
Joint 28 24 6 5 6 5 25.825 10 0.004
3- gen. 32 16 10 11 5 5
Student 68 32 14 8 5 1
Occupation Employed 58 59 17 8 13 9
34.823 15 0.003
Unemployed 96 67 30 11 8 7
Retired 2 0 0 2 0 1
Having Yes 57 72 20 6 10 9
21.410 5 0.001
Driving license No 167 86 41 23 16 9
None 28 1 1 1 0 5
Type of vehicle 2-wheeler 179 147 57 26 22 8
used 4-wheeler 10 9 2 2 3 4 58.779 20 <0.0001
HMV 5 1 1 0 1 1
Non motor 2 0 0 0 0 0
Pedestrians 29 3 1 2 0 5
Type of road
Driver 132 143 43 15 17 7 76.362 15 0.000011
users
Passenger 60 12 17 11 9 6
Cyclist 3 0 0 1 0 0

Table 4: Association between various variables and manner of RTA

Manner of RTA
Dash by Dash to non- Fall from
Variables Categories Fall of Chi square Df p value
Collision offending skid vehicular moving
vehicle
vehicle object object
<20 15 9 26 10 4 11
Age 21-40 44 49 102 54 33 48
30.6846 15 0.009678
41-60 11 17 24 19 13 7
>60 3 10 4 1 0 2
Male 64 68 144 67 49 52
Gender 21.749 5 0.001
Female 9 17 12 17 1 16
Alone 0 2 5 3 2 6
Living status
With family 65 78 138 79 38 56 22.705 10 0.012
With friends 8 5 13 2 10 6
Student 21 12 50 17 12 16
Occupation Employed 23 26 43 31 27 14
38.613 15 0.001
Unemployed 28 44 62 36 11 38
Retired 1 3 1 0 0 0
None 0 35 0 1 0 0
Type of 2-wheeler 68 42 155 77 36 61
vehicle used 4-wheeler 5 7 1 3 13 1 259.697 20 0.000
HMV 0 0 0 3 1 5
Non motor 0 1 0 0 0 1
Pedestrians 0 37 2 0 0 1
Type of road
Driver 63 35 125 59 37 38
users 209.286 15 <0.0001
Passenger 10 12 29 23 13 28
Cyclist 0 1 0 2 0 1

Table 5: Association between various variables and victims of RTA

Victims of RTA
Variables Categories Chi square Df p value
Driver Passenger Pedestrian
<20 37 35 3
Age 21-40 258 55 17
62.2271 6 0.00001
41-60 56 25 10
>60 8 5 7
Gender Male 354 62 28
168.623 2 0.000
Female 5 58 9
Alone 15 1 2
Living status
With family 306 113 35 11.006 4 0.026
With friends 38 6 0
Unmarried 122 46 5
Married 232 68 28
Marital status
Widow 0 5 3 29.523 8 0.000
Widower 4 1 1
Separated 1 0 0
Nuclear 270 76 17
Type of family
Joint 45 20 9 17.953 4 0.001
3- gen. 44 24 11
Student 89 35 4
Occupation Employed 128 25 11
22.999 6 0.001
Unemployed 141 58 20
Retired 1 2 2
Education Illiterate 81 49 13 30.392 8 0.000

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 Primary 56 26 9
Secondary 65 19 6
Higher secondary 121 22 5
Graduate 36 4 4
Yes 149 14 11
Having DL 36.109 2 0.000
No 210 106 26
None 0 1 35
Type of vehicle
2-wheeler 342 95 2
used
4-wheeler 14 16 0 509.843 8 0.000
HMV 1 8 0
Non motor 2 0 0

DISCUSSION contusion and 1.29% avulsion wherein our study

33.9% laceration, 22.7% fractures, 36.4% abrasion,
Maximum RTA victims in our study were in the age 6.4% contusion and 0.6% avulsion. Time of
group of 21-30 years 194 (37.6%) followed by 31- occurrence of accident of our study participants
40 years of age 136 (26.4%) which is similar in a were compared with the same study. In our study,
study conducted by alok kumar pathak et al,[10] time of occurrence of accidents was 15.3% in-
which also depicted maximum accidents occurred in between 6AM-12PM, 38.4% in-between 12PM-
the age group of 21-30 years 31.4% followed by 31- 6PM, 36.2% in-between 2PM-12AM and 10.1% in-
40 years of age 23.99%. In our study, 86% of between 12AM-6AM. In the above-mentioned
participants were male and 14% are females which study, it was 24.2% in-between 6AM-12PM, 31.6%
is similar in a study conducted by mohit goyal et in-between 12PM-6PM, 39.2% in-between 2PM-
al,[11] in which 84.78% of participants were male 12AM and 4.8% in-between 12AM-6AM.
and 15.22% are females. But residence in our study We have compared types of ration card among our
is in contrast with the above study. In our study, study participants with a study conducted by awasthi
29.7% from urban and 70.3% from rural whereas in et al.[13] In our study only 10.3% had APL card, 89%
the above study 76.09% from urban and 23.91% had BPL card and remaining 0.8% doesn’t have any
from rural. Study conducted by misra, et al,[12] ration card which is in contrast to the mentioned
revealed similar findings in living status, education study where 74.12% had APL card, 23.96% had
of the participants and occupation of the BPL card and remaining 1.91% doesn’t have any
participants. In our study, living status of the ration card. We have also compared family type of
participants were living alone 3.5%, living with study participants of our study to the above study. In
family 88% and living with friends 8.5% and in the both the study, maximum number of participants are
mentioned study, it was 31% living alone, 62.4% from nuclear family. Family type of our study
living with family and 6.6% living with friends. In participants is 70.03% from nuclear family, 14.3%
the mentioned study, education of people was 14.3% from joint family and 15.3% from three generation
illiterate, 14.7% studied up to primary schooling, family where in the above study it was 67.09% from
26.9% up to secondary schooling, 15.2% up to nuclear family, 31.94% from joint family and 0.95%
higher secondary schooling, 25% were graduates from other family types. In the mentioned study
and 3.9% postgraduates. Whereas in our study, 27% maximum accidents occurred in Sunday (16.93%)
illiterate, 17% studied up to primary schooling, and number of accidents occurred on Monday,
17.6% up to secondary schooling, 28.7% up to Thursday, Friday and Saturday are equal (14.05%)
higher secondary schooling and 8.5% were which is in contrast to our study where maximum
graduates. While comparing occupation of the accidents occurred on Tuesday (16.5%) and
participants of the above-mentioned study and our accidents on Monday and Sunday are equal (15.9%).
study; in our study 24.8% were students, 31.8% We have also compared religion, socio-economic
unemployed, 42.4% employed and 1% retired status, participants having driving license or not,
whereas in the above-mentioned study, 26% were participants using four-wheeler did they wore
students, 8.2% unemployed, 63.7% employed and seatbelt or not to a study by abhishek et al.[14] In
2.1% retired. both the study maximum participants are Hindus’
Results of factors responsible for accident in our (84.9% in our study, 68.64 in above study) and in
study is similar to results of study10. In the our study, Muslims were second largest 14%
mentioned study, factors responsible for accident are followed by Christians 1.0% and 0.2% from other
49.55 human error, 12.37% alcohol taken by driver, religion whereas in the mentioned study, Christians
14.88% condition of roads, 6.52% adverse weather were second largest 20.45% followed by Muslims
conditions, 11.76% wandering animal and 4.89% 9.55% and 1.36% from other religion. While
unknown; whereas in our study it was 43.4% human comparing socio-economic status of the study
error, 30.6% drunk and drive, 11.8% poor road participants, in our study 4.3% belonged to upper
condition, 5.6% weather conditions, 5% wandering class, 15.3% belonged to upper middle class, 31.2%
animal and 3.5% unknown. In the same study, belonged to middle class, 46.3% belonged to lower
mechanical injury sustained by victims were 42% middle class and 2.9% belonged to lower class and
laceration, 22.7% fractures, 28.61% abrasion, 5.16% in the mentioned study it was 8.4% belonged to

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upper class, 32.3% belonged to upper middle class, and promoting safer driving behaviours, particularly
33.4% belonged to middle class, 16.6% belonged to among those without driving licenses, can
lower middle class and 2.9% belonged to lower significantly mitigate the risk of RTAs. Further
class. In our study only 33.7% had driving license research and targeted interventions are essential to
which is in contrast to the mentioned study where reduce the incidence and severity of road traffic
86.96% had valid driving license. Only 10% of accidents in this population.
participants wore seatbelt in our study whereas in Limitation
the above-mentioned study, 34.64% wore seatbelt. Our study is a single hospital based cross sectional
In our study we found positive association between study which may not be exact representation of the
age, gender and type of vehicle used vs manner of local population as the hospital being tertiary care
accident. Similar results were found in a study centre catering medical services to neighbouring
conducted by Vipul et al.[15] In a study conducted by districts of the state and even neighbouring states.
Neeraj et al,[16] they have compared residency of the Final outcome of injured victims was not followed.
victims and found positive association with gender, Financial support & sponsorship: Self-funded
education status, occupation, type of road users, Conflict of Interest: Nil
type of vehicle used, timing of accident and day on Acknowledgement: We thank the Dean cum
which accident occurred; negative association with Director, and Medical Superintendent, RIMS
age and weather condition. Wherein our study we teaching hospital, Raichur for giving permission and
found positive association between residency and support from the college and hospital
day in which accident occurred, residency and type administration. We thank all the interns who
of mechanical injury and other variables negatively involved in this study and helped in collecting the
associated. In the study 13 comparing types of data. We thank all the participants of this study
vehicles used with other variables, it was positively
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