See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/379652825

Comprehensive Study of Trends of Vehicle Registration and Road Accidents in

District Dehradun

Article · April 2024

CITATIONS READS

0 11

4 authors, including:

Siddharth Rana Mr. Gaurav

Hemwati Nandan Bahuguna Garhwal University University of Delhi
2 PUBLICATIONS 0 CITATIONS 6 PUBLICATIONS 0 CITATIONS

SEE PROFILE SEE PROFILE

All content following this page was uploaded by Siddharth Rana on 07 April 2024.

The user has requested enhancement of the downloaded file.

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

Content

Energy Consideration in Urban Traffic Planning of Kolkata City 1

Dr. Tanumoy Ghosh and Dr. Sudip Kumar Roy

Potential of Active Travel in Promoting Green Mobility in Urban Areas 13

Sairam Dasari and Dr. Sanjay Gupta

Investigating the Interplay of Transport Network Evolution and 30

Urban Expansion – A Case Study of Delhi Metropolitan Area
Jagannath Das and Dr. Sewa Ram

Analytical Hierarchy Process for Road Safety Assessment – 47

A Case Study for National Highways in Majha Region of Punjab
Manpreet Singh Saini and Dr. Ashwani Luthra

Comprehensive Study of Trends of Vehicle Registration and 59

Road Accidents in District Dehradun
Siddharth Rana, Gaurav, Dr. P. S. Negi and M. S. Panwar

Walkability Index Based Pedestrian Friendly Design of Urban Corridors 70

Shivani Bhardwaj and Dr. J. E. M. Macwan

An Experiment with Per Capita PCU Based Congestion Index to 80

Mitigate Congestion at Esplanade Intersection, Kolkata
Ankita Baksi, Dr. Jayita Guha Niyogi and Dr. Arup Guha Niyogi

Assessing Key Performance Indicators for Multi Modal Logistics 99

Parks Using Delphi Analysis
Priyanka Kumar and Dr. Sanjay Gupta

Integrated Urban Transport Planning for Mega Pilgrim Event in India: 112
A Multifaceted Approach
Sukriti Dogra and Shruti H. Kapur

Proposed Light Metro for Thiruvananthapuram City: Need to Superimpose 127

Transit-Oriented Development
Josy Job, Josin Baby Mathew and Dr. Annie John

iii
 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

Comprehensive Study of Trends of Vehicle Registration

and Road Accidents in District Dehradun

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar

Abstract
This research paper discusses the trends in vehicle registration and road accidents in Dehradun district over
the last two decades. This paper can be divided broadly into two parts; the first part of the paper provides
a comprehensive analysis of the trends in vehicle registration in Dehradun district. The second part of the
paper gives detail about the trends of road accidents in the Dehradun district over the last two decades;
it also provides detail about the major black spots of the Dehradun district. Also, various reasons for road
accidents in the study area have been discussed. At last, based on the factors discussed in this research paper
some suggestions and recommendations have been given in the conclusion part.

1. INTRODUCTION
An accident involving at least one vehicle on a public road that results in at least one person
being hurt or killed is referred to as a road accident.(INSEE, 2020). Road accidents are a major
and growing problem in India and across the world. The World Health Organization (WHO)
released its 2018 Global Status Report on Road Safety, which states that over 1.35 million
people die on global roads annually, with 90 percent of these deaths occurring in developing
nations. Children and young adults aged 5-29 years are highly vulnerable to road accident cases.
Pedestrians, cyclists, and motorcyclists are involved in almost half of the deaths which occur
due to road accidents. Under-developed and developing countries has almost 60 percent of the
world’s vehicles, However, these nations account for 93 percent of all road fatalities worldwide.
Most nations lose 3 percent of their gross domestic product to traffic accidents (WHO, 2022).
Road length in India is 63,72,613 km, making it the world’s most extensive road network after
the United States. The figure of fatalities due to road accidents in India is 1, 53, 972 lives per
year, there is an evident asymmetry between the number of vehicle registrations and deaths
due to road accidents in India because India accounts for only one percent of total vehicles in
the world yet the deaths which happen due to road accidents in the world, India accounts for 11
percent of it. There has been an alarming increase in accidental deaths and injuries on Indian
roads over the years. In 2021, every day in India 422 lives were lost in total 1130 accidents
(MORTH, 2021). India is a signatory to the Brasilia Declaration, which was adopted at the second
international high-level conference on road safety held in Brazil in 2015. The declaration calls
for a halving of accident-related deaths and injuries by 2020 and calls for participating nations

Siddharth Rana; Research Scholar, Department of Geography, School of Earth Science, H. N. B. Garhwal University
(A Central University), Srinagar Garhwal
Gaurav; Assistant Professor, Department of Geography, Indraprastha College for Women, University of Delhi,
New Delhi
P. S. Negi; Associate Professor, Department of Geography, D. A. V. P. G. College, Dehradun
M. S. Panwar; Professor, Department of Geography, School of Earth Science, H. N. B. Garhwal University (table
3 and figure 3) (A Central University), Srinagar Garhwal

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 59

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

to incorporate this goal into their 2030 agenda for sustainable development. In India, the most
popular means of transportation for moving both people and freight is the road. With increasing
population, sustained economic growth, and increased per capita income vehicle registration
has also increased but a sufficient amount of road has not been built over the years, causing
excessive vehicle burden on the roads. Although only 2.09 percent of all roads in the nation are
national highways, 31.2 percent of all traffic accidents occur on these routes (MORTH, 2021).
Despite the continuous and concentrated efforts at all levels to contain these, the nation’s
leading cause of hospitalization, disability, and death is still traffic accidents.

2. STUDY AREA
Dehradun district lies between 29°58’00” N and 31°02’30” N latitudes and 77°34’05” E and
78°8’13” E longitudes, covering a total area of 3,088 km2 with an average altitude of 640 m above
MSL (figure 1). The seven tehsils which make the whole Dehradun district are Dehradun Sadar,
Doiwala, Rishikesh, Chakrata, Kalsi, Vikasnagar, and Tyuni (District Dehradun, 2023). In addition,
it is separated into six development blocks, which are Doiwala, Raipur, Sahaspur, Kalsi, Vikas
Nagar, and Chakrata. Dehradun District is the capital of Uttarakhand state; it has a significant
number of vehicles registered here because of a large number of government employees

Figure 1: Location Map of Dehradun District

Source: Self prepared using Arc GIS.

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 60

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

and officials residing here. The amount of traffic in Dehradun district has increased over the
years, but the infrastructure of the roads has remained the same. There are many educational
institutes like Forest Research Institute, Survey of India, Wadia Institute of Himalayan Geology,
and Indian Military Academy etc. Thousands of tourists visit these institutes and travel to places
like Mussoorie, Robbers Cave, Kalsi Inscription, (table 5) and Sahastradhara during the summer
and winter months. Due to this congregation of vehicles on the roads, cases of road accidents
have also increased. Hence, the Dehradun district has been selected as the study area to analyze
the trends of vehicle registration and road accidents in the Dehradun district.

3. DATABASE AND METHODOLOGY

The study is based on the quantitative approach of data collection. The data to study the
essential aspects are collected as secondary data from the government department’s official
web sources. The data is analyzed using Ms Excel and SPSS software. As correlation helps to
understand the significance of the relation between two variables. Thus, from 2001 to 2020,
the relationship between the number of accidents and vehicle registrations is examined using
Pearson’s correlation. (Mukaka, 2012)

4. RESULTS AND DISCUSSION

4.1 Road Network in Dehradun District Table 1: Road Network in Dehradun
District
Major district roads, minor district roads, national
highways, and state highways are instances of road Type of Roads Length (in km.)
networks. These road networks are developed and National Highway 438.60 Km
maintained by the National Highway Authority of India State Highway 528.77 Km
(NHAI) and the Public Works Department (PWD). The Major District Road 203.04 Km
Road length per 100 sq.km in the Dehradun district
Other District Road 316.97 Km
is 40.12 km. The table 1 show the length of the road
Source: District at a Glance (2021-22).
network in Dehradun district.

4.2 Trends of Vehicle Registration in Dehradun District

Only after the vehicle has been registered by the registering authority in accordance with section
39 of the Motor Vehicle Act 1988 is it permitted to be driven or driven in public. The vehicle must
first undergo a physical inspection for its details by the Inspecting Authority at the Registering
Authority Office before being registered (State Transport Department Government of Uttarakhand,
2023). There has been an enormous growth in vehicle registration in the Dehradun district over
the past two decades. The number of motor vehicles has increased almost every year. Most of the
growth has been seen in the registration of two-wheelers. The increase in vehicle registration
shows how people’s purchasing power has increased over the years. It also shows how public
transport has been unable to serve people on a larger scale. Over the years number of vehicles
has grown rapidly but road construction has not been sufficient, which has resulted in enormous
pressure on the road infrastructure. This increases the chances of road accidents. There are
four road transport offices namely Dehradun, Rishikesh, Roorkee, and Vikasnagar which come
under Dehradun district. Dehradun RTO has the most number of vehicle registrations during the
time period of 2001-2020 among these four RTOs, while Vikas Nagar RTO has the least number

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 61

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

of vehicle registrations. A total of 8,95,865 vehicles were registered during the time period, and
the total revenue collected was Rs. 1,474.67 Crore in Dehradun RTO. 1,39,356 vehicles were
registered in Rishikesh RTO and the revenue collected amounted to Rs. 241.65 Crore. In the case
of Roorkee, the number of vehicles registered was 1,53,602 and the total revenue collected was
Rs. 205.58 Crore. In the given two-decade (table 5) time period 49,256 vehicles were registered
in Vikas Nagar RTO, and a total of Rs. 51.73 Crore of revenue was collected. The table 2 and figure
2 shows the vehicle registration at different RTO’s in the Dehradun district.
Table 2: Number of Vehicle Registration in Dehradun District at Different RTO’s
Year Dehradun RTO Rishikesh RTO Roorkee RTO Vikas Nagar RTO
2001 18,746 818 68 49
2002 19,967 959 203 91
2003 43,722 1,560 161 158
2004 24,330 3,315 394 71
2005 27,510 1,995 223 87
2006 59,150 4,470 495 163
2007 34,327 4,678 364 124
2008 64,686 8,957 756 275
2009 37,281 5,328 357 140
2010 82,939 6,638 922 325
2011 54,097 7,339 595 199
2012 1,10,387 15,030 1,198 421
2013 54,241 7,140 505 272
2014 55,765 16,787 5,926 4,450
2015 1,15,425 11,490 20,778 10,065
2016 59,990 24,177 45,010 6,629
2017 1,31,988 14,273 25,895 13,381
2018 78,684 30,387 54,945 8,651
2019 64,185 13,787 25,807 9,152
2020 1,11,567 22,189 43,779 6,319
Total Vehicle Registered 8,95,865 1,39,356 1,53,602 49,256
Source: Parivahan.gov.in

Figure 2: Trends of Vehicle Registration in Dehradun District Over the Time Period of (2001-2020)

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 62

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

4.3 Trends of Road Accidents in Dehradun District

‘Accidents are not natural but they are caused.’ is the common cliché in the context of road
safety. Various studies related to road accidents show us those accidents on roads occur mainly
due to carelessness and ignorance of the road safety criteria. The main causes of traffic
accidents include speeding, drunk driving, driver distraction, jumping red lights, disregarding
safety equipment like seat belts and helmets, failing to stay in one’s own lane, and improper
overtaking. Environmental factor also plays a big role in the cause of accidents on roads like fog
in winter seasons etc. From the time period of 2001-2020, there were a total of 6,477 accidents
that occurred in the Dehradun District. In these accidents, 2,974 people lost their lives and
5,869 people were injured, (table 3 and figure 3).
Table 3: Accidents Statistics of Dehradun District
Year Total Accident Total Died Total Injured
2001 310 145 238
2002 355 157 369
2003 296 115 300
2004 301 161 382
2005 344 166 370
2006 359 167 276
2007 355 149 281
2008 357 205 349
2009 324 143 429
2010 339 130 260
2011 304 171 271
2012 352 136 270
2013 296 138 274
2014 314 146 285
2015 343 143 303
2016 295 139 220
2017 342 143 254
2018 317 137 254
2019 328 168 288
2020 246 115 196
Total Accident 6,477 2,974 5,869
Source: Dehradun Traffic Police

Figure 3: Trends of Road Accidents in Dehradun District Over the Time Period of (2001-2020)

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 63

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

4.4 Calculation of Road Accident Frequency and Severity Index

Road Accident Frequency of the study area = Number of Accidents / Study Period (Years)

= 6,477 / 20
= 323.85 accidents per year

The Severity Index for the study area = Total Number of recorded fatalities / Total number of
injured persons

= 2,974 / 5,869
= 0.506

The formulas used above present the data about the road accident frequency and severity
index for the study area. The improvement of modeling techniques has been the main
focus of road safety research in the past, but due to a lack of experience and statistical
expertise, local authorities may not find value in these approaches for road safety evaluation
processes. That’s why preparing an easy-to-use methodology for the analysis of road
accidents is necessary. Road accident frequency for district Dehradun has been calculated
to be 323.85. The severity index has also been calculated for the study area which is 0.506
(Fabio Borghettiet al., 2021b).

4.5 List of Black Spots in Dehradun District

A “Black Spot” is a 500-meter section of a national highway where, over the period of the
three preceding years, there have either been five road accidents resulting in fatalities or
severe injuries, or ten fatalities overall. Based on traffic accidents that happened in the
hill state of Uttarakhand in 2013, 2014, and 2015, the state transportation department has
identified 103 accidental “black spots” in the area. A maximum of 54 of them are located in
the district of Dehradun (table 4).

4.6 Major Causes of Road Accidents in Dehradun District

Policymakers, road engineers, and police officials in countries like India still firmly believe that
road accidents happen mainly due to human errors, but thinking that road users are undisciplined
and unaware of the traffic rules is quite a cliché in the modern era. It is true at a certain level
but there is also increasing evidence that road users mostly follow informal rules based on their
life experiences and what the existing traffic conditions and road design demands. Still road
accident numbers are increasing. The main issue is not that there is a lack of awareness about
the traffic rules or safety among the citizens but there is a lack of application of those Do’s and
don’t in real-life situations on the roads. Other numerous factors can be attributed to being the
causes of road accidents, some of them are mentioned below.

4.6.1 Road Features

The various road features such as straight stretches, curved roads, potholes, speed breakers,
lack of adequate road signs, poor lighting, and poor maintenance of pavements cause road

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 64

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

Table 4: List of Black Spots in Dehradun District

S. Name of the Black Spots under Name of the Black Spot
No. Police Station Police Station
1. Raiwala 4 1. Chidderwala
2. Satyanarayan Mandir
3. Khand Gaon Pulia
4. Motichur
2. Rishikesh 5 1. Kale ki dhal, Haridwar road
2. Saat Mod
3. Kali Mandir, Dehradun road
4. Haridwar bypass near RTO Office
5. Bhardwaj Clinic
3. Mussoorie 3 1. Woodstock school near Landour
2. Mussoorie before Maharani Suwakholi
3. Kaflani near Mussoorie
4. Sahaspur 4 1. Chhabra Tiraha
2. Langha road Tiraha
3. Shimla bypass, Prateetpur, Sahaspur
4. Dhaarmawala Chowk
5. Nehru Colony 4 1.Bypass Road in front of Hotel Solitaire
2. Mothrowala Chowk, Bypass Road
3. Saraswati Vihar Chowk, Bypass Road
4. Purani Chowki, Bypass Road
6. Vikas Nagar 6 1. Yamuna Bridge bend, Barwala
2. Bright Angels School line, Jeewangarh
3. Both bends near Lehman Bridge
4. Near Herbertpur Mazar
5. Ambadi bend, Dakpatthar
6. Power house bend before Kulhal
7. Rajpur 6 1. Shiv Mandir, Mussoorie Road
2. Maggi Point
3. D.I.T
4. Sai Mandir
5. N.I.V.H
6. I.T Park
8. Doiwala 5 1. Near Harrawala Police Station, Laxman Siddh Temple
bend
2. Near Miyawala bridge
3. Kuanwala

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 65

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

S. Name of the Black Spots under Name of the Black Spot

No. Police Station Police Station
4. Fatehpur Chowk
5. Near P.N.B Haridwar main road, Laal Tappad
9. Cantonment 3 1. Ranghadwala Chungi near I.M.A
2. Near Kishan Nagar Chowk
3. Near Shani Mandir
10. Prem Nagar 3 1. Near Law College
2. In front of Amitabh Textiles Mill
3. Peer Baba mod, Dehri Chowk
11. Patel Nagar 6 1. Chandni Chowk, Nayagaon
2. St. Jude’s Chowk
3. Telpur Chowk
4. Ratanpur Chowk Bend
5. Anna Hazare Chowk
6. Shimla Bypass Chowk
Source: Dehradun Traffic Police

accidents. Saharanpur Road, Haridwar Road, and Mussorie Road have been designated as
National Highways by the government (Ministry of Road Transport and Highways, 2019). National
highways are mostly long straight stretches of roads that tempt drivers to run vehicles at a
high speed, due to which most of the road accidents happen in the Dehradun district. Incorrect
locations of the speed breakers and damaged speed breakers increase the chances of road
accidents, especially in the case of two-wheelers. Dehradun district is urbanizing very rapidly
and road encroachment is one of the side effects of this urbanisation. Street vendors and
residents also have usurped the roads due to a lack of space, which has resulted in less space
for sidewalks available for pedestrians. Due to this situation, they are forced to walk on the
road along with the vehicles which increases the chances of road accidents. Because of the
absence of adequate road signs such as the ongoing work, level crossing with a barrier ahead,
roundabout ahead, and uneven road ahead, most of the time, drivers are unaware of the
requirement of the roads which increases the chances of road accidents. Heavy rain, dense
fog, and hail storms are some environmental factors responsible for road accidents in the study
area. They reduce the visibility for the driver and also makes the road slippery which increases
the chances of road accident.

4.6.2 Human Factors

Over speeding has been the major cause of road accidents in the study area. Vehicles driven
by unqualified drivers like those whose age has been fewer than 18 years are a major factor
responsible for road accidents, this problem is an enforcement issue, which can be solved by
strictness in allowing driving licenses by RTOs. Triple riding on two-wheelers is also a big factor
for road accidents, maximum number of road accident victims in the study area due to triple

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 66

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

riding were in the age group of 20 to 29 years. Another factor is distracted driving; it is much
more dangerous than drunk driving because drunk driving cases mostly occur at night time but
distraction while driving due to talking on the cell phone or sending a text message can occur
any time of the day or night. This increases the road accident frequency. One of the main
reasons for nighttime traffic accidents is high beam from headlights, especially when they are
used in poor visibility conditions. Even though driving within city limits is forbidden, people
nevertheless use their high beams when it’s not necessary. Helmets, seat belts, and other safety
devices are critical in reducing the chances of road accidents but due to the negligence of these
by the users road accident numbers continue to raise.

4.6.3 Vehicular Factor

Old vehicle are mostly prone to breakdown and malfunction and therefore requires greater
care by the owners. There are many cases in which over the age of the vehicle is responsible
for a road accident. The district administration has announced plans to phase out diesel cars
that are more than 15 years old to curb the pollution in the study area but indirectly it will also
help in reducing the road accident cases due to old-age vehicles. Overloaded vehicles whether
it be overloaded by passengers or by loads is one of the major factor for road accidents. Due
to excess weight sometimes the tires of the vehicles get burst. Wearing out of brakes due to
excessive friction, and sometimes overturning of the vehicle are the impacts of overloading.
In 2017, increase in road accidents due to overloading vehicles like trucks and dumpers, the
timings for the entry of heavy vehicles in the Dehradun district were changed from 10pm to
7am to 11pm and before 7am.

4.7 Correlation between Numbers of Vehicle Registration and Number of Road Accidents
In order to examine any possible linear relationship between two continuous variables, a form
of statistical analysis known as correlation is applied. (Mukaka, 2012).

The Pearson correlation evaluates the degree Table 5: Correlation between Numbers of
to which two variables are correlated linearly. Vehicle Registration and Number of
Its range is from ‘-1 to 1’ with ‘-1’ denoting a Road Accidents
completely negative correlation. ‘0’ denotes no
Registration Accidents
correlation and ‘1’ denotes a completely inverse
positive correlation (Williams, et al., 2020). The Registration 1 -0.205
measured correlation between the variables Accidents -0.205 1
of vehicle registration and road accidents is a
negligible correlation with -0.205 (table 5).

5. CONCLUSION
Correct perception and correct judgments are two primary measures for avoiding road accidents
at a pre crash stage and these must be learned by every individual road user. There is an urgent
need to adopt proper traffic management procedures to curb road accidents in the district.
Road accident frequency in the Dehradun district is 323.85 accidents per year. The severity
index for the study area is 0.506 which is less than 1. It shows that the number of injured

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 67

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

people in road accidents is almost double the number of people who died in road accidents.
To reduce the number of fatalities even further the focus should be on raising awareness
about ‘Good Samaritan law’ among the local people. The Good Samaritan Law allow anyone to
voluntarily step up and provide emergency care or immediate assistance to someone injured in
an accident, crash, or emergency medical situation without expecting payment or reward, as
well as without any duty of care or special relationship. The Good Samaritan Law shields good
Samaritans from retaliation for their efforts to save the lives of victims of traffic accidents
(Good Samaritan, Ministry of Road Transport and Highways, Government of India, 2023). Most
of the policies created by the policymakers are based on policies and programs implemented in
developed countries earlier. When such procedures are implemented in developing countries
like India. Such proposed countermeasures are likely to be unsuccessful. Policies for an area
should be created after the scientific study of that particular area. The measured correlation
between the two variables namely vehicle registration and road accidents is a negligible
correlation with -0.205. It shows that there are also other factors responsible for road accidents
in the study area. The heterogeneous mix of road users, inappropriate road design, and low-
budget policing are some of the areas which are neglected most of the time and need to
be focused upon. The sudden surge of tourists during the tourism season should be strictly
scrutinized as the district is the gateway to major tourist places like Mussoorie, Gangotri,
and Yamunotri. One of the main problems in reducing road accidents is the insufficiency of
accurate data, so a road safety information database should be created and properly managed
for the study area. Road safety education and training should be imparted to drivers free of
cost so they can bring a change in their general attitude towards driving and start following
traffic safety regulations more seriously.

REFERENCES
Athiappan, K. et al. (2022) “Identifying Influencing Factors of Road Accidents in Emerging Road
Accident Black spots,” Advances in Civil Engineering, 2022, pp. 1–10. Available at: https://doi.
org/10.1155/2022/9474323.
Borghetti, F. et al. (2021) “A New Methodology for Accidents Analysis: The Case of the State Road 36 in
Italy,” International Journal of Transport Development and Integration, 5(3), pp. 278–290. Available at:
https://doi.org/10.2495/tdi-v5-n3-278-290.
Borghetti, Fabio, et al. (2021) “A new methodology for accidents analysis: the case of the State Road 36
in Italy,” International Journal of Transport Development and Integration, 5(3), pp. 278–290. Available
at: https://doi.org/10.2495/tdi-v5-n3-278-290.
Geethabai and Pai, S. (2016) “A Literature Study on Road Accidents Statistics and Reasoning,” Ijitr, 4(6),
pp. 4979–4984. Available at: http://www.ijitr.com/index.php/ojs/article/download/1401/pdf.
Ghosh, S. K., Parida, M., andUraon, J. K. (2004). Traffic Accident Analysis for Dehradun City Using Gis.
ITPI Journal, Vol.1, No.3 pp.40–54.
Good Samaritan | Ministry of Road Transport and Highways, Government of India (2023). Available at:
https://morth.nic.in/good-samaritan (Accessed: August 1, 2023).
INSEE. (2020, October). Definition - Road accidents. Institut National De La Statistique Et Des Etudes
Economiques. Retrieved May 16, 2023, from https://www.insee.fr/en/metadonnees/definition/c1116
Jacobs, G.D. and Sayer, I.A. (1983) “Road accidents in developing countries,” Accident Analysis and
Prevention, 15(5), pp. 337–353. Available at: https://doi.org/10.1016/0001-4575(83)90013-1.

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 68

 Journal of ITPI, 21 x 1, January - March 2024, ISSN:L0537-9679

Ministry of Road Transport and Highways. (2019). List of National Highways in the Country [Dataset].
Ministry of Road Transport and Highways, GOI. https://morth.nic.in/sites/default/files/Details-of-
National-Highways-as-on-31.03_1.pdf
Mohan, D. (2002) “Road safety in less-motorized environments: future concerns,” International Journal
of Epidemiology, 31(3), pp. 527–532. Available at: https://doi.org/10.1093/ije/31.3.527.
Mukaka, M. (2012) “Statistics corner: A guide to appropriate use of correlation coefficient in medical
research.,” PubMed [Preprint]. Available at: https://pubmed.ncbi.nlm.nih.gov/23638278.
Road Accidents in India - 2021. In Ministry of Road Transport and Highways. Government of India, Ministry
of Road Transport and Highways Transport ResearchWing.https://morth.nic.in/sites/default/files/
RA_2021_Compressed.pdf
Sharma, S. et al. (2016) “Prevalence and risk factors of non-fatal road traffic accidents in a community
setting of district Dehradun,” The Journal of Medical Research, 6(1), pp. 42–44. Available at: http://
njmr.in/uploads/6_1_42-44.pdf.
Singh, S. (2017b) “Road Traffic Accidents in India: Issues and Challenges,” Transportation Research
Procedia, 25, pp. 4708–4719. Available at: https://doi.org/10.1016/j.trpro.2017.05.484.
State Transport Department Government of Uttarakhand (2023) F.A.Q.: State Transport Department,
Government Of Uttarakhand, India. Available at: https://transport.uk.gov.in/pages/display/99
Talwar, G. (2016) “123 accident-prone ‘black spots’ identified in Uttarakhand,” The Times of India,
5 October. Available at: https://timesofindia.indiatimes.com/city/dehradun/123-accident prone-black-
spots-identified-in Uttarakhand/articleshow/54700623.cms.
Talwar, G. (2017) “Entry of heavy vehicles into Dehradun limits barred till 11pm,” The Times of India,
31 October. Available at: https://timesofindia.indiatimes.com/city/dehradun/entry-of-heavy-vehicles-
into-city-limits-barred-till
Tehsil | District Dehradun | India (2023). Available at: https://dehradun.nic.in/tehsils/.
Uniyal, A.K. and Agarwal, S. (2019) “Risk and Road Traffic Accidents in Uttarakhand– Present Scenario,
Analysis, Interpretation, and Preventions.,” International Journal of Innovative Technology and Exploring
Engineering, 8(9), pp. 1374–1379. Available at: https://doi.org/10.35940/ijitee.i8006.078919.
Williams, B. et al. (2020) “Data-Driven model development for cardiomyocyte Production Experimental
failure Prediction,” in Computer-aided chemical engineering, pp. 1639–1644. Available at: https://doi.
org/10.1016/b978-0-12-823377-1.50274-3.
World Health Organization: WHO. (2022). Road traffic injuries. www.who.int. https://www.who.int/
news-room/fact-sheets/detail/road-traffic-injuries

Siddharth Rana, Gaurav, P. S. Negi and M. S. Panwar 69

View publication stats