NSE TECHNICAL TRANSACTIONS VOL 47, No.

2 APRIL – JUNE 2013

A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

ASSESSMENT OF ROAD ACCIDENTS IN NIGERIA

(A CASE STUDY OF LAGOS – IBADAN EXPRESSWAY)

A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

Department of Civil and Environmental Engineering,
University of Lagos, Akoka - Yaba, Lagos, Nigeria.
Corresponding author’s email – oluwaniretimi4sure@yahoo.com

ABSTRACT
Lagos-Ibadan Expressway is infamous for
high accident rate, leading to loss of innocent
lives. The contributions of human, road,
vehicle and environmental factors to these
road accidents were examined. A
comprehensive questionnaire was distributed
to one hundred (100) respondents (drivers,
passengers, health workers, federal road
safety officers, passengers and students of
tertiary institutions, to obtain their views on
accidents.
Official reports on road accidents were
obtained from LUTH, UCH and FRSC and
subjected to statistical analyses. It was
established that the human factors
(nonchalant attitude of drivers, distractions
from passengers and carelessness of
pedestrians) among others, contribute most
to accident followed by road factor, then
vehicle factor while the environmental factor
contributes least. Analysis also shows that at
least one (1) person is killed; at least 3
people are injured out of at least 6 people
involved in a single accident on the Lagos-
Ibadan Expressway.
Keywords: Accident, human factor, road
factor, vehicle factor and environmental
factor.
INTRODUCTION
The accident rate on Nigerian roads is quite
alarming and has become a thing of worry.
Unfortunately, lives and properties are
irredeemably lost to road accidents and the
pace at which this occurs is on the
increase. It is of great concern to any
highway engineer, who is interested in
highway safety engineering, to investigate the
contributions of various factors (human,
road, vehicle and environment) to the
increasing rate of accidents on our roads with
a view to making necessary recommendations
aimed at reducing the accident rate to the
barest minimum.
In 1966, the Federal Government of Nigeria
commissioned a firm of consultants to
undertake a feasibility study to determine the
most economical solution to the problems of
road transport between Lagos (the then
nation’s capital) and Ibadan, the largest city
in Nigeria. The study recommended that a
road link was viable and should be
constructed on a new alignment.
Consequently, Messrs Scott Wilson Kilpatrick
and Partners were commissioned for the final
engineering design of the new road. The total
length of the proposed road was 110km:
Ikeja to Shagamu – 44km; Shagamu to
Alapako – 39km and Alapako to Ibadan –
27km. Later, due to inadequacy of funds the
scope of the design and construction were
reduced by the government (Ibraheem,
1980).
The problem of accident on our highways is
pathetic and hazardous to life and properties.
Though road accidents cannot be totally
eliminated, they may be reduced to the
barest minimum by taking cognizance of the
causes of the accidents; what to do to reduce
accident rate and examining existing
accident patterns and probable accident
causes with reference to people, highways,
vehicles and environment. It has been
observed that failed portions of the Lagos-
Ibadan expressway are not repaired and
such portions become ditches over time.
Construction and repair of roads are not
given to competent hands that abandon such
works without completing them or waste a lot
of time on them. Furniture such as kilometer
posts, traffic signs, traffic signals and traffic

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 NSE TECHNICAL TRANSACTIONS VOL 47, No. 2 APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila
markings are lacking on the Lagos – Ibadan
Expressway.
Hitherto, vehicle inspection is done in – situ
on the road and not in the testing yard of the
Vehicle Inspection Office (VIO) where
vehicles could be checked thoroughly and
certificate of road worthiness issued. The
presence of the federal road safety officers
on the road does not seem to caution or
change drivers’ disobedient attitude.
Policemen barricade the road, hamper
smooth movement of vehicles and neglect
their duties of securing lives and properties
on the route.
The aim this paper is to investigate the
causes of road accidents on Lagos-
Ibadan expressway between year 2000 and
year 2007. The specific objectives of the
study are as follows:
 To determine and analyze accident
rate along the Lagos – Ibadan
expressway.
 To examine the influence of human,
vehicle, road and environmental
factors on accidents on the Lagos –
Ibadan expressway.
LITERATURE REVIEW
The problem of road accidents was not
initially given proper attention in Nigeria and
other developing countries when compared
to similar problems of hunger, educational,
financial and economic matters. Analysis of
the causes of death throughout developing
countries showed that deaths and fatalities
from road traffic accidents in Nigeria rank
among the highest in the world, and second
behind those by hunger and gastroenteritis
(Balogun, 2006). Road deaths per thousand
accidents had continuously been on the
upward trend from 157 in 1971 to over 300 in
1981. Studies revealed that somebody was
killed every 47 minutes and an accident
occurred every 10 minutes in Lagos between
1990 and 2004 (Balogun, 2006).
Price (2006) gave the World Health
Organization’s report of 2002 which indicated
that though there were over 1.1 million road
deaths, over 1 million of the deaths recorded
were from low-income countries. Surprisingly
the low income countries contribute only
about 40% of all motor vehicles in the world.
Table 1 shows deaths resulting from road
traffic injuries in different regions of the
globe.
The road users causing accidents may be
drivers, pedestrians and/or passengers
(Kanna and Justo, 2001). Human
behavioural attitudes causing accidents on
the highways may constitute 80 – 85% of the
accidents on the highways (Balogun, 2006).
When the driver sights an object on his way,
he applies brake. The higher the speed of the
driver, the less the ease of stopping after
perceiving obstacle; and the lower the speed
of the driver, the more the ease of stopping
at perception of the obstacle. The perception
- reaction time ( ) is the time that elapsed
before the action of applying the brake is
taken.
Drugs and alcohol interfere with the body
system. Hence, intoxicated drivers tend to
weave back and forth, reacting slowly, while
a sober driver makes smooth, continuous
and conscious steering adjustment to
numerous changing conditions of driving to
maintain correct position in their lane
(Lakahni et al, 2004). Most accidents are
caused by drivers driving under the influence
of alcohol. The breath analyzer is a machine
used to measure the Blood Alcohol
Concentration (BAC) of drivers in volume as
a percentage. The BAC level rises when the
driver is intoxicated by alcohol. Studies
revealed that most drivers are impaired at a
BAC as low as 0.2 mg/ml (Price, 2006).
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 NSE TECHNICAL TRANSACTIONS VOL 47, No. 2 APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila
As the vehicles number and vehicle-miles of
travel increase throughout the world, the
exposure of the population to traffic accidents
also increases. From 1965 to 1985, traffic
accidents in United States increased 93
percent from about 900 billion to 1,700 billion
vehicle-miles per year (Garber and Hoel,
1999). Highway safety is a worldwide problem,
over 500 million cars and trucks in use, more
than 500,000 people die each year in motor
vehicle crashes, and about 15 million people
are injured (Garber and Hoel, 1999).
According to Balogun (2006), other attitudes of
drivers that may cause accidents are lack of
co-drivers on long journeys, emotional
imbalance, and driver’s inability to plan for trips
ahead, thereby over speeding to meet
appointments, non-concentration of drivers,
impatience, carelessness and non-attendance
of drivers training course, lack of knowledge on
traffic code and un-spaced bumper
movements. The use of cell-phone while
driving results in rear-end collisions as driver’s
reaction to vehicles braking in front of them is
slowed down. Drivers on cell-phones take
longer time to recover their speed (Lakhani et
al, 2004).
METHODOLOGY
Primary data were obtained from
questionnaires administered on respondents.
Secondary data are ready made data and they
include data obtained from University College
Hospital, Ibadan; Lagos University Teaching
Hospital, Idi Araba and Federal Road Safety
Commission (FRSC). Official reports were
obtained from relevant government agencies.
The distribution of the questionnaires to
targeted respondents is shown in Table 2. The
summary of the Questionnaires is shown in
Table 3. The descriptive analysis of the factors
is shown in Table 4 while the analysis of
variance for the factors is shown in Table 5.
The data on road accidents obtained from the
Lagos University Teaching Hospital, Idi Araba
is presented in Table 6. Road accident data
obtained from the University College Hospital,
Ibadan is presented in Table 7. Road accident
data obtained from the Federal Road Safety
Commission is presented in Tables 8. The
annual record of road accidents on Lagos –
Ibadan expressway is shown in Table 9.
Figures 1 to 4 show the occurrence of
accidents based on the months of the year.
Percentages, histograms, descriptive analysis
and Analysis of Variance were used for the
analyses of the questionnaires in determining
the relationship between the factors causing
accidents on the Lagos – Ibadan expressway.
Simple percentages and bar charts were used
for the analysis of secondary data.
DATA ANALYSIS AND DISCUSSION OF
RESULTS
The questionnaires were distributed to
passengers, drivers and government officials
who are either travelling along the Lagos –
Ibadan expressway or keeping records of
accidents. In order to investigate the level of
contributions of the human factor, vehicle
factor, road factor and the environmental
factor. A Statistical Package was used for
analysis. The descriptive analysis for the data
shows that for road accidents along Lagos-
Ibadan expressway, about 39.15% of the
causes can be attributed to human factors
(drunkenness and carelessness among
others), 21.10% are attributed to the vehicle
factor, 24.86% of accidents are attributed to
road factor and 12.39% are attributed to
environmental factor. The Analysis of Variance
(ANOVA) test was carried out to find out if the
contributions by these four factors are the
same.
This means that when ranked according to the
mean of the various factors, the human factor
is most responsible for accidents, followed by
the road factor, closely followed by the vehicle
factor while the environmental factor
contributes least to the occurrence of
accidents.
The record from Lagos University Teaching
Hospital shows that between year 2001 and
2007 the total number of casualties recorded
was 1,403 out of which 198 deaths were
recorded and 1,205 live patients were treated.
The University Teaching Hospital (UCH) gave
the accident records between year 2000 and
2007 as having a total number of 430
casualties out of which 60 deaths were
recorded, it could be deduced that 370 people
were saved from death as presented in Table
7. The percentage of death according to this
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 NSE TECHNICAL TRANSACTIONS VOL 47, No. 2 APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

report is 13.95%. We cannot rely fully on the are limited to their location and the casualties
accident records obtained from the teaching brought to them.
hospitals as given above because their details

TABLE 1: ROAD TRAFFIC MORTALITY RATES (PER 100,000 POPULATIONS) IN W.H.O.

REGIONS, 2002
Low and Middle Income High – Income
WHO REGIONS
Countries Countries
African Region 28.3 -
Eastern Mediterranean 26.4 19.0
Region 18.6 -
South – East Asia Region 18.5 12.0
Western Pacific Region 17.4 11.0
European Region 16.2 14.8
Region of the Americas
Source: Price (2006)

TABLE 2: QUESTIONNAIRE DISTRIBUTION

S/N Group Name No of Questionnaires

1 Student Passengers 10
2 Other Passengers 20
3 Commercial Drivers 20
4 Private Drivers 10
5 FRSC Officers 20
6 UCH Staffs 10
7 LUTH Staffs 10
Total 100

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 NSE TECHNICAL TRANSACTIONS VOL 47, No. 2 APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

Table 3: RESPONDENTS’ VIEWS ON ACCIDENTS ON LAGOS-IBADAN EXPRESSWAY

SA - Strongly Agree, A - Agree, N - Neutral, D - Disagree, SD - Strongly Disagree
S/N QUESTIONS SA A N D SD
1. Many drivers are usually drunk before driving. 32 32 10 18 08
2. Many drivers are usually overfed before driving. 20 30 20 17 13
3. Many drivers lose focus while driving. 42 18 20 17 03
4. Many drivers over-speed along the route. 37 43 08 08 04
5. Many drivers have bad eye-sight so they cannot see distant 22 33 23 18 04
obstacles.
6. Many drivers disobey traffic signs, signals, markings, etc. on the 41 44 05 09 01
road.
7. Many drivers are usually in a haste to reach their 50 41 06 03 -
destination.
8. Passengers distract drivers' attention by complaining or 35 35 17 11 02
making noise.
9. Erring drivers or non-complying drivers should be barred from 28 41 11 14 06
using the road.
10. Many drivers do not obey traffic regulations and do not have 32 45 11 09 03
complete documents and particulars.
11. Most vehicles are usually not road worthy. 37 39 13 11 -
12. Most vehicles are not usually sincerely inspected by V1O, 38 37 15 07 03
FRSC, Police and MOT, Lagos State).
13. Most vehicles are not usually in good condition (faulty 30 41 12 16 01
mechanical parts).
14. All vehicles should be properly inspected before they use the 53 33 05 08 01
road.
15. Trailer parkings should be banned along the Lagos-Ibadan 61 29 02 05 03
Expressway.
16. The road is generally bad. 41 42 09 07 01
17. There are no signs, signals, markings, and other controls 32 32 16 17 03
on the road.
18. Government's neglect or negligence contributes to accident 41 45 06 04 04
occurrence.
19. The road requires reconstruction or constant 52 34 09 05 -
maintenance.
20. Road signs, signals, markings, etc. are to be installed on the 43 38 12 04 03
roads.
21. Shoulders are inadequate or unavailable on the road. 31 31 27 08 03
22. Reflection of Sunrays on vehicle windscreen, through asphalt, 17 46 21 15 01
impairs drivers' visibility.
23. Rain, frost and dew contribute to driver' loss of visibility 22 49 15 14 -
especially at night.
24. Check-points and other obstacles on the road 40 27 18 11 04
contribute to accident occurrence.

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A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

TABLE 4: DESCRIPTIVE STATISTICS OF THE FACTORS

Standard 95% Confidence Interval for

Factors causing N Mean
Deviation Mean
Accidents
Lower Upper Bound
Bound
Human factor % 39.15 6.82 36.7 39.4
Vehicle factor % 21.1 3.5 19.91 21.29
Road factor % 24.86 3.85 23.6 25.12
Environmental factor % 12.39 2.8 10.84 11.94
Total 100 10.6 22.56 24.64

TABLE 5: ANALYSIS OF VARIANCE (ANOVA)

Sum of Squares Mean Square
Sources Degree of freedom Freedom (F)
(SS) (MS)
Between groups
Value of VB a- 1 VB/df MSVB/MSVW
(VB)
Within Groups Vw Value of Vw N–a Vw/df
Total (V) Summation N–1

TABLE 6: ACCIDENTS ON LAGOS- TABLE 7: ACCIDENTS ON LAGOS-

IBADAN EXPRESSWAY (2001-2007) IBADAN EXPRESSWAY (2000-2007)

Year Total No. Total Total No. Year Total No. Total Total No. of
of Live No. of of of No. of Live
Patients Deaths Casualties Casualties Death Casualties
2001 33 27 60 2000 70 5 65
2002 32 23 55 2001 50 10 40
2003 213 25 238 2002 40 7 33
2004 217 16 233 2003 30 5 25
2005 209 15 224 2004 60 6 54
2006 212 48 260 2005 70 10 60
2007 289 44 333 2006 50 12 38
Total 1,205 198 1,403 2007 60 5 55
Souce: Lagos University Teaching Hospital Total 430 60 370
Health Records (2008) Souce: University College Hospital Accident
and Emergency Records (2008)

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A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

TABLE 8: RATE OF ROAD TRAFFIC ACCIDENTS ALONG LAGOS IBADAN EXPRESSWAY:

IWO ROAD – OGUN STATE BOUNDARY (2004 – 2007)
Total no of No of people
Month No of people injured No of people killed
Accidents involved
Jan. 2004 7 68 42 12
Feb. 2004 6 78 33 21
Mar. 2004 2 19 7 -
Apr. 2004 6 33 24 3
May. 2004 3 25 7 -
Jun. 2004 3 19 3 -
Jul. 2004 4 30 20 -
Aug. 2004 2 22 13 7
Sept. 2004 2 5 5 -
Oct. 2004 2 14 4 7
Nov. 2004 2 26 15 1
Dec. 2004 3 24 12 1
TOTAL 42 363 185 52
Jan. 2005 2 27 22 4
Feb. 2005 6 35 5 2
Mar. 2005 1 1 - -
Apr. 2005 4 62 22 16
May. 2005 - - - -
Jun. 2005 3 10 7 5
Jul. 2005 14 19 8 4
Aug. 2005 1 - - -
Sept. 2005 5 15 7 6
Oct. 2005 1 - - -
Nov. 2005 1 5 5 3
Dec. 2005 1 15 13 2
TOTAL 39 189 89 42
Jan. 2006 2 35 19 5
Feb. 2006 1 1 - 1
Mar. 2006 1 10 5 1
Apr. 2006 2 10 5 4
May. 2006 3 24 8 4
Jun. 2006 - - - -
Ju.l 2006 2 12 9 -
Aug. 2006 1 3 1 1
Sept. 2006 4 27 12 5
Oct. 2006 3 9 9 -
Nov. 2006 2 37 - 10
Dec. 2006 1 14 12 2
TOTAL 22 182 80 33
Jan. 2007 2 6 3 3
Feb. 2007 2 3 - 3
Mar. 2007 3 20 8 3
Apr. 2007 3 13 9 4
May. 2007 1 2 - 2
Jun. 2007 1 1 - 1
Jul. 2007 2 3 1 2
Aug. 2007 2 3 1 2
Sept. 2007 4 8 2 6
Oct. 2007 2 17 13 5
Nov. 2007 7 42 35 8
Dec. 2007 5 53 50 3
TOTAL 34 171 122 42
Source: Federal Road Safety Commission, Oyo State Command

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 NSE TECHNICAL TRANSACTIONS VOL 47, No. 2 APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila

TABLE 9: DESCRIPTIVE ANALYSIS OF ACCIDENTS

Year No. of Accidents No. of People No. of People No. of People
Involved Injured Killed
2004 42 363 185 52
2005 39 189 89 42
2006 22 182 80 32
2007 34 171 122 42
Total 137 905 476 169

Mean of people involved

Mean of Accidents

Month Month
Figure 2: Histogram showing Mean Number of people involved
Figure 1: Histogram showing Mean of Accidents

Month
Mean of people injured

Mean of people killed

Figure3: Histogram showing Mean Number of people injured Figure 4: Histogram showing Mean Number of people killed

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 NSE TECHNICAL TRANSACTIONS VOL 47, N0 2, APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila
A comprehensive record of accident along the
Lagos-Ibadan expressway between year 2004
and 2007 was obtained from the Oyo State
command of the Federal Road Safety
Commission and presented in Table 8. The
number of accidents in Figure 1 does not
commensurately produce the number of
people involved in Figure 2. Figure 2 shows
that accidents during the early and later part of
the year are fatal accidents that affect many
people even when few number of accidents
occurred; hence, we can say that minor
accidents due to carelessness and rush occur
in the middle of the year
Figure 2 shows that there is a relatively high
number of people involved in accidents at the
early and later part of the year (January,
February, April, November and December).
This could be due to people rushing to meet
appointments, setting plans for year - ending or
setting unrealistic goals for a new year which
could lead drivers to throw caution to the wind.
Figure 2 agrees with Figure 3 greatly, as the
number of people involved in accidents at the
early and later part of the year produce
commensurate number of people injured in
road accidents. As a result of this, it is
suggested that the Federal Road Safety
commission should give more enlightenment
campaigns during these periods of the year
(January, February, April, November and
December) in order to ameliorate the spate of
accidents and casualties on the Lagos-Ibadan
expressway in particular and the Nigerian
roads in general. Figure 4 shows that the
highest number of people killed in accidents
are recorded in the months of January,
February, April and November. Figure 1 to 4
and Table 9 were derived from data from Table
8 while Tables 4 and 5 are derived from Table
3.
From Table 9, a total number of 137 accidents
occurred between year 2004 and year 2007
out of which 905 people were involved, 476
people were injured and 176 people were
killed. On the average, at least 6 people were
involved, at least 3 people were injured while
at least 1 person was killed in every accident
that occurred on the Lagos-Ibadan
expressway.
CONCLUSIONS AND RECOMMENDATIONS
Road accident, whether major or minor, does not
only inflict damages on the road users or cause
eternal sorrow to their relatives alone, but it also
pose danger to the economy of the nation. In lieu
of this, road accident issues should be the concern
of all and sundry for the safety of road users and
stability of our nation’s economy.
Human factor such as drivers’ high-headedness,
disobedience to traffic laws and regulations,
drunkenness, over-speeding, lack of discipline,
and distractions caused by passengers contribute
majorly to accident occurrence and fatalities.
Speed limit of 100km per hour (as designed)
should be enforced on Lagos-Ibadan Expressway.
Alcohol test (breath analysis) should be conducted
on drivers (most especially commercial drivers
before they use the road) and strict penalty should
be handed to violators. There should also be a
periodic orientation for drivers and passengers and
there should be imposition of “Traffic Safety
Week”. The subject road is in a very bad condition,
the shoulders are chopped-up (turned to ditches),
shoulders are not pulled-up (resurfaced) following
asphalt overlay of pavement surface and
necessary road furniture such as road signs,
signals, markings and kilometer posts are not
installed on the road. A regular repair of road
pavements and adjoining structures should be
done as at when due. Repair of shoulders should
be carried out in tandem with the carriageway
repair, rather than being alienated. Kilometer
posts, traffic signs, signals, markings and
channelization should be installed where
necessary as these are lacking on the Lagos-
Ibadan Expressway.
On-the-road vehicle inspection method is
employed in Nigeria and people are unduly given
driver’s license. Most vehicles plying the road are
not road worthy and the applicable traffic law
enforcement agencies do not enforce laws in a
way that enhances safety. Vehicles should be
checked at VIO’s yard periodically and road
worthiness certificate issued to motorists. Violators
of this rule should have their vehicles impounded.
Also, our law enforcement agents should be
incorruptible and check vehicle conditions
properly.
Though sudden rain and unclear weather (at night
or very early in the morning) may also contribute to
accident occurrence, environmental factor
contributes least to accident rate along the route.
Motorists should wear retro-reflective
recommended glasses at night and in the
afternoon (when the sun ray is high) so as to
reduce the effect of light reflection or sun-rays on
the drivers visibility. It was established
mathematically that for a single accident that
occurred on the Lagos-Ibadan Expressway at least
6 people were involved; at least 3 people were
injured while at least a person was killed. The best
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 NSE TECHNICAL TRANSACTIONS VOL 47, N0 2, APRIL – JUNE 2013
A. O. Adeboje, A. O. Olutaiwo and A. S. Adedimila
way to reduce the number of people involved in
accident is to educate road users on the danger
and prevention of accidents by avoiding over-
speeding. This will reduce accidents along the
Lagos-Ibadan Expressway and impact positively
on the population of the country as well as reduce
mortality and morbidity rates due to accidents.
The Federal Road Safety Commission does not
have adequate data in their custody. This may be
due to insufficiency of funds, unavailability of
materials and resources. Accident records must be
kept for references and projection of future
accidents in order to plan adequately and prevent
accidents in the future. It is also recommended
that the federal and state governments should
provide funds for research and upgrading of
accident information data base management so as
to be able to access necessary information for
planning, development and accident prevention.
The services of professional Highway and Traffic
Engineers should be employed in the design,
maintenance, construction and reconstruction of
highways as well as propaganda on highway
safety and accident prevention.
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Balogun, S. A. (2006): Road Safety Practice
in Nigeria, BOAAS Resources Nigeria
Limited, Abuja.
FRSC (2007): Rate of Accidents along Lagos -
Ibadan Expressway by FRSC, Oyo State
Command, RS 11.32.
FRSC (2007): Road Traffic Accidents Statistics
along Ojota - Mowe Axis by FRSC, Lagos
State Command, RS 2.1.
Garber N. J. and Hoel, L. A. (1999): Traffic and
Highway Engineering, Second Edition, PWS
Publishing, London.
Ibraheem, A (1980): Lagos – Ibadan
Expressway – Problems and Solutions,
Presented to the Nigerian Society of Engineers
at the 1980 Annual Lecture.
Kanna, S. K. and Justo, C. E. G. (2001):
Highway Engineering, Eight Edition, Mem
Chan & Bros Publisher, India.
Lakhani, R., Karns, K., Kohlhaas, L., Ortiz, P.,
Sampath, A., Schroeder, F. and Viswanathan,
S. (2004): A study into causes of Traffic-
related Accidents at the Intersection of 33rd
and State Streets by IPRO 334, group A,
United States.
LUTH (2008): Rate of Road traffic Accidents
(RTA’s) 2001-2007 by the Lagos University
Teaching Hospital Health Records, Lagos.
Price, S. J. (2006): Which Intervention
Strategies to Reduce Morbidity and Mortality
from Road Traffic Accidents would be Most
Effective in Low-Income Countries, A
Published B.Sc. Thesis of Intercalated Degree
in International Health Accessed online from
www.sally%20RTA%20Lit%20
review%20project%20Final on 28/7/2008.
UCH (2008): Rate of Road Traffic Accidents
along Lagos Ibadan Expressway 2000-2007,
University College Hospital Accident and
Emergency Records, Ibadan.
10