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PW 0250 Geospatial distribution of pedestrian injuries and associated factors in the greater kampala metropolitan area, uganda
  1. Frederick Oporia1,
  2. Nazarius Mbona Tumwesigye1,
  3. John Bosco Isunju1,
  4. Olive Kobusingye1,
  5. Rebecca Nuwematsiko1,
  6. Abdulgafoor Bachani2,
  7. Nino Paichadze2,
  8. Qingfeng Li2,
  9. Mary Nakafeero1
  1. 1Makerere University, School of Public Health, Uganda
  2. 2Health Systems Program, Department of International Health Johns Hopkins University Bloomberg School of Public Health, USA


Background Road traffic injuries (RTIS) are the leading cause of death among 15–29 year olds, of which 22% are pedestrians. In Uganda, the largest proportion (43%) of road traffic injuries occur among pedestrians. Over 52% of these injuries occur in Greater Kampala. Information on geospatial distribution of RTIs involving pedestrians and associated factors is lacking in Uganda. Objective To establish the geospatial distribution of pedestrian injuries and associated factors in Greater Kampala Metropolitan Area, Uganda.

Methods A mixed methods cross sectional study in 3 districts of Greater Kampala was conducted at ten purposively selected health facilities involving 332 injured pedestrians. A modified Australian Walkability Audit Tool was used to assess road characteristics. Injury location (outcome) was categorized into three according to primary land use: residential areas, commercial and business areas and bars and entertainment areas; and mapped out using Quantum Geographic Information System. Multinomial logistic regression was used to identify factors associated with injury location, adjusted prevalence ratios (APR) reported at 95% confidence interval.

Results Males were more affected (66.5%, 221/332) than females. Pedestrian injuries were most prevalent among 15–29 year olds (45.5%, 151/332). Regarding location, most (47.2%, 157/332) injuries occurred in commercial/business areas. Namasuba-Zana (13%, 43/332) and Nakawa on Jinja road (9.7%, 32/332) had more injuries. Presence of speed humps was protective (APR 0.11, 95% CI: 0.11–0.83). However, marked crosswalks, (APR 6.48, 95% CI: 1.14 to 36.59), clear traffic (APR 6.11, 95% CI: 2.62 to 14.50), having to cross two lanes (APR 3.59, 95% CI: 1.11 to 11.60) were associated with high prevalence of pedestrian injuries.

Conclusion Presence of speed humps was safer for pedestrians. Zebra crossings and clear traffic had >6 fold risk for injuries. Findings suggest that providing speed humps on busy roads could reduce pedestrian injuries. Zebra crossings at Namasuba, Zana and Nakawa should be raised and painted bright at all times.

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