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[ROAD SAFETY IN INDIA]


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SUBMITTED ON: 14th NOVEMBER, 2011

SUBMITTED BY: A. ARUN

B100905CH

KAHABUL AKBAR

B100988CH

ACHUTH M SAHADEVAN

B100954CH

NATIONAL INSTITUTE OF TECHNOLOGY -


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ACKNOWLEDGEMENT

We would like to thank our honourable tutor, Mr. Malladi Pavan Kumar for his valuableguidance and support throughout the course of this report. We then would like to thank all our

fellow classmates at NIT-C for various inputs they gave which was heavily instrumental in

making up this report. Lastly, we thank God Almighty for preventing any misfortunes and for

taking us to the completion of this report.


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CONTENTS

SL.

NO:

TOPIC PAGE

NO:1.0 INTRODUCTION 4

2.0 CHALLENGES: ROAD SAFETY IN INDIA 5

2.1 INTRODUCTION 5

2.2 COST OF ROAD ACCIDENTS 6

2.3 TRENDS IN ACCIDENTS, INJURIES AND FATALITIES, MOTOR

VEHICLES AND ROAD NETWORK

7

2.4 NORMALISED INDICATORS OF ACCIDENTS, INJURIES AND

FATALITIES: ALL INDIA AVERAGES

9

2.5 ACCIDENTS IN IERMS OF VEHICLE TYPES 11

2.6 AGE PROFILE OF ACCIDENT VICTIMS 13

2.7 CAUSES OF ACCIDENTS 14

3.0 SUGGESTIONS TO TACKLE THE PROBLEM 16

3.1 TECHNOLOGICAL MEASURES 16

3.2 INFRASTRUCTURAL MEASURES 17

3.3 EDUCATIONAL MEASURES 18

3.4 ENFORCEMENT MEASURES 19

3.5 ENVIRONMENTAL MEASURES 20

4.0 OPPORTUNITIES: PROMISING COUNTER MEASURES 21

5.0 RECENT ROAD SAFETY INITIATIVES BY THE GOVERNMENT

OF INDIA

25

5.1 CREATION OF A DEDICATED BODY FOR ROAD SAFETY AND

MANAGEMENT

26

5.2 NATIONAL ROAD SAFETY POLICY 27

6.0 SUMMARY 28

7.0 REFERENCES 29


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1.0 INTRODUCTION

Road safety is both a health and development issue of concern considering its magnitude

and gravity and the consequent negative impacts on the economy, public health and thegeneral welfare of the people, particularly those with low incomes. Although we haveundertaken initiatives and are implementing various road safety improvement

programmes, the overall situation as revealed by data is far from satisfactory.

With rising motorization and expanding road network, travel risks and traffic exposuregrow at a much faster rate, as the growth of registered vehicles always outnumbers

population growth and new roads are constructed. Today road traffic injuries are one of theleading causes of deaths, disabilities and hospitalizations with severe socioeconomic costsacross the world.

As per the Commission for Global Road Safety (2009), road traffic accidents kill anestimated 1.3 million people and injure 50 million people per year globally, and globalroad fatalities are forecast to reach 1.9 million by 2020. It is estimated that the number ofdeaths from road accidents in Asia is about 700,000 per year, accounting for more thanhalf of the worlds road fatalities even though Asia accounted for only 43% of theglobal vehicle population in200

7.

During the year 2009 there were around 4.9 lakh road accidents which killed 1, 25,660people and injured more than 5 lakh persons in India. These numbers translate into oneroad accident every minute and one road accident death every four minutes for India.Road traffic injuries and fatalities impose a huge economic burden on developing economiesin particular. In India more than half of the road accident victims are in the age group(25-65 years), the key wage earning and child raising age group. The loss of the main

bread earner and head ofhousehold due to death or disability can be catastrophic, leadingto lower living standards andpoverty, in addition to the human cost ofbereavement.

Road traffic accidents are amenable to remedial action. Many developed countries havewitnessed drop in road accidents and casualty numbers by adopting multiprongedapproach to road safety that encompasses traffic management, road design, safer vehicles,

law enforcement, provision of accident care, etc. The challenge for us is to adapt andevaluate these approaches tosuit our needs.

The purpose of this report is to provide in-depth analysis on the road accidents in India in the

past decade and hence to give emphasis on the challenges that lie before Road Safety, provide

wide-ranging effective suggestions to this menace, and the opportunities it can present to curb

the fast spreading epidemic.


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2.0CHALLENGES: ROAD

SAFETY IN INDIA

2.1. INTRODUCTION

Expansion in road network, motorization and urbanization in the country has been

accompanied by a rise in road accidents leading to road traffic injuries (RTIs) and fatalities

as a major public health concern. Today road traffic injuries are one of the leading causes of

deaths, disabilities and hospitalizations with severe socioeconomic costs across the world.

Studies of the relationship between gross domestic product (GDP) per capita, growth of

motor vehicles and road fatalities, have shown that fatality rates increase as GDP increases at

relatively low levels of GDP per capita, but then start to decline with continued GDP

growth. The peak position on this inverted U-shaped curve is not, however, immutable.

The challenge now is to bring about a shift in the relationship between economic growth and

road fatalities, so that developing countries benefit from a much earlier improvementthan traditional modelspredict based on the experience of high-income countries.


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2.2. COST OF ROAD ACCIDENTS

Accidents carry high economic and social costs, which are not easy to ascertain. The cost of

road related injuries and accidents can be assessed in terms of (a) medical costs (b) other

costs related to administrative, legal and police expenditure (c) collateral damage in terms

ofdamage to property and motor vehicle and (d) loss due to income foregone arising out of

absence from work or impairment/disability or untimely death. Besides accident

survivors often live poorquality of life and have to live with pain and suffering which are

difficult to estimate. In developing countries like India with very little asset ownership

and lack of credible social safety net, accidents adversely impact the welfare of

dependents of accident victims. Hence it is imperative to assess the magnitude and

dimensions of road accidents so as to assist in formulating road safetypolicies.

In economic terms, the cost of road crash injuries is estimated at roughly 1 percent ofgross

national product (GNP) in low-income countries, 1.5 percent in middle-income countries

and 2 percent in high-income countries. The direct economic costs of global road crashes

have been estimated at US $ 518 Billion, with the costs in low income countries

estimated at US $ 65 Billion (World Report on Road Traffic Injury Prevention, page 5,

WHO, 2004). These estimates take account only of the direct economic costs mainly

lost productivity rather than the full social costs often recognized by industrialized

countries. For India the socio-economic cost of road accidents in 1999-2000 was

estimated at 3 % of GDP (Tenth Five Year Plan Vol II, page963).


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2.3. TRENDS IN ACCIDENTS, INJURIE S ,FATALITIES, MOTOR VEHICLES &

R OAD NETWORK

Occurrence of accident is an outcome of interplay of a number of factors, which among

others include length of road network, vehicle population, human population and

adherence/enforcement of road safety regulations etc. Higher exposure to road accident risk

may be mitigated by behavioural standards that is, adherence to road safety

regulations and policy intervention (enforcement).

Recent Trends in Number of Accidents, Injuries and

Fatalities

During the calendar year 2009, number of accidents reported at 4,86,384 washigherby 0.35 per cent compared with 4,84,704 accidents reported in the year2008.In comparison, the number of persons killed as a result of road accidents at 1,25,660was higher by 4.8% in 2009 compared with the preceding year.

However, the number ofpersons injured declined to 5,15,458 (a fall of1.5%).The total number of road accidents, injuries and deaths increased at CAGR of 2.4%,2.9% and 5.3 % respectively between the years 2000 and 2009.

Profile of road

accidents

The total number of road accidents reported by all the States/ Union Territories (UTs) in the

year 2009 were 4,86,384 of which 1,10,993 were fatal i.e. 22.8% of the road accidents were

fatal. The number of persons killed in the accidents were 1,25,660 (i.e. an average of one

fatality per4.4 accidents). Table1 indicates that the proportion of fatal accidents in total road

accidents has consistently increased since 2001 from 17.6% to 22.8% in 2009. The severity of

road accidents, measured in terms of persons killed per 100 accidents, had also increased

from 19.9 in 2001 to 25.8 in 2009.


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Table 1: Number of Accidents and Number of Persons Involved : 2001 to 2009

YearNumber ofAccidents Number ofPersons Accident

Severity*Total Fat Killed Injured

200 4,05,637 71,219 80,888 4,05,216 19.

200 4,07,497 73,650 84,674 4,08,711 20.

200 4,06,726 73,589 85,998 4,35,122 21.

200 4,29,910 79,357 92,618 4,64,521 21.

200 4,39,255 83,491(19.0) 94,968 4,65,282 21.

200 4,60,920 93,917(20.4) 1,05,749 4,96,481 22.

2007 4,79,216 1,01,161(21.1 1,14,444 5,13,340 23.

200 4,84,704 1,06,591(22.0 1,19,860 5,23,193 24.

2009(P) 4,86,384 1,10,993(22.8 1,25,660 5,15,458 25.(P): Provisional. Source: Information supplied by States/UTs (Police Departments). Figures withinparentheses indicate share of fatal accidents (i.e. involving death) to total accidents. * Accident Severity :

No. of Persons Killed per 100 Accidents

The magnitude of road accidents and fatalities in India is alarming.

This is evident from the fact that every hour there are about 56

accidents (about one accident every minute). Similarly, every hour

more than 14 deaths occur due to road accidents i.e. one

deat

hinevery4minutes.


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The number of persons injured per lakh of population indicates a more than three fold increase

from 13 in 1970 to 44.4 in 2009. Similarly, persons killed per lakh of population indicate a

four fold jump from 2.7 in 1970 to 10.8 in 2009.Exposure of population to road accidentsleading to deaths and injuries largely depends on the amount of travel undertaken, defined as

the number of trips, the distance travelled, or time in the road environment, number of motor

vehicles and the amount ofmotorized traffic, etc. These factors are associated with development

and income levels. In high income countries, risk of road accidents arising out of these factors

have been reduced through effective road safety engineering, traffic management,

enforcement of traffic laws and the severity of penalties forinfringement.


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Table 2: Share of Different Vehicles in total Road Accidents, Fatal Accidents,

Persons

2-

wheele

rs

Auto-

ricksha

w

Car

s

Buse

s

Trucks,

tempos,

tractors

and

other

articulat

Other

Motor

Vehicl

es

Oth

er

Vehicl

es

/

Object

Accidents 22.4 6. 20. 8.7 22. 10.9 7.

Fatal Accidents 17.8 4. 17. 9.5 30. 11.4 9.

Persons Killed 15.7 4. 17. 10.3 28. 13.8 10.0

Persons Injured 20.2 7. 20. 11.6 21. 11.4 7.

Note: Cars includes jeeps & taxis, Two-Wheelers includes Motor cycle, Scooter &

Moped

Other Vehicles/Objects includes Cycle, Cycle rickshaws, Hand drawn vehicle,

2.5. AC C IDENTS IN T E RMS OF

INVO L VEM E N T BY V E HICLE TYPE

Motorized vehicles accounted for 92.1% of the total road accidents while the non-

motorized vehicles and other objects accounted for a small share of 7.9% in the total

number of accidents in the year 2009. Amongst the vehicle category - trucks, tempos,

tractors and other articulated vehicles accounted for the highest share in total road

accidents (22.6%) followed by two wheelers (22.4%), cars, jeeps and taxis (20.6%),

buses (8.7%), auto rickshaws (6.9%) and othermotor vehicles (10.9 %) in 2009 [Table 2].

;

,


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However, the category of trucks, tempos, tractors and other articulated vehicles accounted

for about 28.7% of the persons killed compared to their share of about 22.6 % in the total road

accidents. Similarly, buses accounted for a higher share of fatal accidents and deaths 9.5%

and 10.3% respectively compared to its share of 8.7% in accidents. The share of various

vehicle categories in total road accidents, persons killed and injured are given in Charts

11(a), 11(b) & 11(c) respectively.


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2. 6 . AGE PROFILE OFACCIDENT VICTIMS (OTHER

THAN DRIVERS)

As per the detailed age profile of accident victims other than the drivers available for the

year 2009 it is observed that the age group (25-65 years) accounted for the largest share of

53% of total road accident casualties followed by the age group (15-24 years) with a share

of about 30%. Hence, about half of the road traffic casualties are in the age group (25-65

years), which is the key wage earning age group. The loss of the main earning member can

be disastrous, leadingto fall in income of the household and lower living standards.


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2.7. C AUSES OF ROAD ACCID E NTS

The analysis of accidents in terms of causal factors shows that drivers fault is the single

most important factor responsible for accidents, fatalities and injuries. Drivers fault

accounted for 78.5% (3,81,648 accidents) of total accidents; 77.4% (3,99,113 persons

injured) of the total number of persons injured and 71.7% (90,053 persons killed) of the

total number ofpersons killed in road accidents during 2009. The fault of the cyclists and

that of the pedestrians appears to be of marginal consequence accounting for a share of 12%

and 2.2% respectively ofthe accidents. Similarly, cyclists and pedestrians were responsible

for about 1.6% and 2.8% respectively of total number of persons killed. The accidentscaused due to defects in the motorvehicles also accounted for 1.8% and 2.5% of road

accidents and fatalities respectively.

Within the category of drivers fault, accidents caused due to Exceeding lawful speed


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accounted for a high share of 57.5% (2,19,305 out of 3,81,648 accidents). Similarly,

persons killed due to excessive speed by drivers was to the tune of 5.9%.

Intake of alcohol / drugs by drivers resulted in 27,152 road accidents and 9,307 fatalities. As

percent share of total accidents and deaths due to drivers fault, intake of alcohol/drugs

accounted for 7.1% and 10.3% respectively.

Overloading/overcrowding of vehicles accounted for 96,012 road accidents and 28,444 road

deaths. As a share of total road accidents and deaths, these figures constituted 19.7% and

22.6% respectively.


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3.0SUGGESTIONS TO

TACKLE THE PROBLEM

3.1. TECHNOLOGICAL MEASURES

Tamper proof speed controllers should be made mandatory for all heavy

vehicles

Two wheeler manufacturers should be asked to design two wheelers with a

designed maximum possible speed of 50 / 60 kmph.

Low cost Anti drowsy gadgets can be developed to alert the driver, when the

driver begins to sleep.

Low cost tamper proof electronic devices should be developed to continuously

record the speed of the vehicle and should be fitted on all heavy vehicles. The devices

can be examined in case of accidents.

Make use of the existing Road Safety Devices


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3.2. INFRASTRUCTURAL MEASURES

Means of mass transportation like Metro Rail should be implemented in all

major cities. This can save a lot of lives, metro rail so far has been accident free in

India. It can also save a lot of fuel as its a mass transport system.

Water transport can also be promoted wherever possible.

Strengthen Railway to meet growing demand. Extend concessions to promote

goods transport by rail / barges .

Junctions and narrow areas of roads which cause traffic blocks should be

renovated on a war footing. This will help to save time and avoid over speed.

Flyovers should be constructed at busy junctions, on fast track. Cost for this

will be paid off easily, by savings in time, fuel and saving of lives.

Day light like lighting should be provided in main roads, so that head light or

high beam can be avoided.

Permanent arrangements should be made for maintaining all roads in good

condition, 24 hours a day, 365 days an year. If a gutter is repaired in time it can save alife !!!

One way traffic should be implemented as far as possible.

Medians should be constructed in roads with two way traffic.

Footpaths and medians should be made mandatory for all important roads and

for all new roads. Zebra crossings should be provided at appropriate places for crossing

the road safely.

Signals for road crossings should be provided at important and busy places

where a large number of people have to cross the road every day.

Direction boards should be installed at appropriate places. This will help to

avoid accidents caused by the confusion of the driver.

Humps should be made mandatory for all sub roads where it enters a main road.

Humps should be clearly marked. Provide small pilot humps to alert the riders.


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3.3. EDUCATIONAL MEASURES

Safety awareness should begin from childhood, as it is difficult to impart

awareness to a grown up human. If safety awareness is imparted in childhood itself,

safety will become a habit.

Video and Computer games involving Motor Racing should be controlled /

banned by Government or discouraged by parents as it will develop racing habit in

children.

All sorts of Motor sports, especially racing should be controlled by government.

Telecast of Motor Sports and Racing also should be controlled.

Children below a certain age should not be permitted to do cycling in busy

roads and in roads where heavy vehicles are plying.

Road Safety should be a topic for School Projects.

Road Safety Week should be observed in all Schools.

Competitions on Road Safety Tips, Slogans, Essays, Paintings etc. should be

conducted.

A safety person should be posted in all schools to take care of the safety aspects

of the students. The safety person can help the students to cross the road, get in the bus

etc.

Newspaper, Television and other media should be effectively used for Public

Safety Awareness. Road Safety Leaflets should be distributed among public by the Government.

Life, Health and vehicle Insurance companies should take up massive public

awareness projects.


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3.4. ENFORCEMENT MEASURES

Majority of accidents can be avoided by strict enforcement of speed limits.

Helmet should be made compulsory for two wheeler riders, including back

seat riders.

Helmets should be distributed mandatorily with the sale of each two wheeler.

International & BIS standards for Helmets should be modified so that only

bright colors are allowed for Helmets.

Black and dark colors should not be permitted.

The practice of keeping the traffic signals in standby mode during nights and on

holidays is to be reviewed.

Advertisement boards and other items that may obstruct visibility at junctions,

turnings and other parts of the roads should be removed immediately.

Increase the minimum age for Bus and Truck drivers.

School Buses should be painted with bright yellow color, in all states.

Stipulate minimum experience and maximum age limit for the drivers of school

buses. License should be made mandatory for Electric two wheelers also.

Noiseless electric two wheelers can cause accidents. Artificial sound should be

induced while running.

Loud speakers should not be permitted near road side for festivals and

meetings.

Safety rating Number will ultimately result in saving of many lives. Customers

can easily select the safest vehicle based on safety number.


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3.5. ENVIRONMENTAL MEASURES

A small pool of water or a hanging branch of tree or a hanging cable on roadside

can cause accidents. Such obstructions should be rectified immediately.

Street dogs should be eliminated completely.

Attention distracting posters, say film posters must be removed from road side.

Eyes of old aged driving license holders should be checked at regular intervals.


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4.0OPPURTUNITIES:

PROMISING COUNTER

MEASURES

There six areas that, with appropriate countermeasures, are likely to bring about substantial

improvements in road safety in India. These areas are (1) pedestrians and other non-motorists

in urban areas, (2) pedestrians, other non-motorists, and slow vehicles on national highways, (3)

motorcyclists and small cars in urban areas, (4) over-involvement of trucks and buses in crashes,

(5) nighttime driving, and (6) wrong- way drivers on divided highways. In this part of the

report, we will outline several safety countermeasures for each of these areas.

Table 4 lists broad areas of intervention for each of the six problem areas discussed above.

The countermeasures are classified by three components that contribute to total harm

(exposure, risk, and consequences). Some countermeasures are known and have international

applicability, whereas many other, India-specific, measures would have to be developed

in the coming years. The latter will require intensive research and development efforts in

India.


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TABLE

4

SUMMA R Y OF P R O M I S ING COUNTERMEASU R E S .

Problem area Exposure Risk Consequences

Pedestrians andother non-motorists in urbanareas

Separation ofmotorized and non-motorized traffic onarterial roads

Speed control

Roundabouts

Restrictions onfree left turns

Pedestrian-friendly frontends of vehicles

Pedestrians, othernon-motorists,and slow vehicles

on highways

Special facilities forslow and localtraffic all

alonghighways

Pedestriandetectiontechnology

Forward collision

warning systems

Pedestrian-friendly frontends of vehicles

Crashworthiness of slow

Motorcycles andsmall cars inurban areas

Daytime runninglights

Improved lightingand signaling

Enforcement ofhelmet-useandseatbeltlaws

Introduction ofpassive measures

Over-involvementof trucks andbuses

Speed control

Rest regulationsfor truck drivers

Improved vehicleconspicuity

Safer vehicle fronts

Nighttime driving

Improvedheadlighting

Improved vehicleconspicuity

Random alcoholbreath testing

Rest regulationsfor truck drivers


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Wrong-waydrivers on dividedhighways

Highway designsincorporatinglocal needs

Enforcement

Forward collisionwarning systems


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Pedestrians, other non-motorists, and slow vehicles on highways: The etiology of these crashes

is somewhat different from the analogous crashes in urban areas. These crashes involve

conditions with higher speeds and relatively lower frequency of exposure to non-motorists.

Highway designs in India will have to be modified to separate slow vehicles and pedestrians all

along the highway, and provide convenient road crossing facilities at frequent intervals for local

traffic. The recommended focus for the future is on in-vehicle pedestrian-detection technology

and pedestrian-friendly front ends of vehicles (for crashes involving non-motorists), and forward

collision warning systems and improved crashworthiness of slow vehicles (for crashes of slow

vehicles with other vehicles).

Motorcycles and small cars in urban areas: The following countermeasures are recommended:

required daytime running lights for motorcycles, improved lighting and signalling on

motorcycles, enforcement of motorcyclist helmet-use laws, and motorcycle-friendly front

ends of vehicles (for crashes involving motorcycles), and improved crashworthiness of small

cars (for crashes of small cars). Passive measures, like mandatory airbags for all cars, may prove

to be cost effective when enforcement measures are lacking.

Over-involvement of trucks and buses: Two countermeasures, aimed at the driving

performance of truck drivers, are recommended: speed control by use of data loggers and GPS

systems, and implementation of rest regulations. Also recommended, for both trucks and buses,

are safer vehicle fronts and improved vehicle conspicuity.

Night-time driving: The available data do not allow quantification of the relative contribution

of visibility, alcohol, and fatigue to the increased risk of night-time driving in India.

Consequently, the recommendation is to address all of these mechanisms with a combination of

countermeasures: improved head lighting and conspicuity of all vehicles (including bicycles and

other non-motorized vehicles), frequent and sustained random breath testing programs, and rest

regulations for truck drivers.


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Wrong-way drivers on divided highways: Again, the available data are not sufficiently

detailed to provide information about the mechanisms that contribute to this type of crash.

Nevertheless, anecdotal evidence suggests that these crashes often involve drivers who take

shortcuts, often with slow vehicles such as farming equipment. In the short term, enforcement is

the key approach for addressing this phenomenon. Research needs to be undertaken to

understand the needs of local traffic and to develop standards for safer road crossings and the

frequency at which they need to be provided. Additionally, collision warning systems would

also contribute to a reduction of this type of crash.

As indicated above, detailed data are not available to suggest specific measures for all road

safety issues in the country. Therefore, there is an urgent need to revamp police data collecting

procedures so that necessary information is available for scientific analysis. Initially, this effort

may be focused on all fatal crashes. Statistically valid conclusions are also difficult because a

significant number of the crashes are classified as hit and run. Information on such cases will

be available only if enforcement is maintained twenty-four hours a day.


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5.0RECENT ROAD SAFETY

INITIATIVES BY THE

GOVERNMENT OF INDIA

The safety of road users is primarily the responsibility of the concerned State Government.

However, the Ministry of Road Transport & Highways has taken several steps to improve road

safety for road users which are as under:

It is ensured that road safety is the integral part of road design at planning stage.

Various steps to enhance road safety such as road furniture, road markings/road signs,

introduction of Highway Traffic Management System using Intelligent Transport System,

enhancement of discipline among contractors during construction, road safety audit on

selected stretches, have been undertaken by National Highways Authority ofIndia.

Refresher training for Heavy Motor Vehicle drivers in the unorganized sector is being

implemented by the Ministry since 1997-98 under plan activities.

Setting up of Model Driving Training Schools in the States by Ministry of Road Transport

and Highways.

Publicity campaign on road safety awareness both through the audio-visual and print media.

Conferment of National Award on voluntary organizations/individuals for outstanding work

in the field of road safety.

Tightening of safety standards of vehicles like Seat Belts, Power-steering, rear view

mirror etc.

Providing cranes and ambulances to various State Governments/NGOs under National

Highway Accident Relief Service Scheme. National Highways Authority of India

also provides ambulances at a distance of 50 Km. on each of its completed stretches of

National Highways under its Operation & Maintenance contracts.

Widening and improvements of National Highways from 2 lanes to 4 lanes and 4 lanes to

6 lanes etc.


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5.1. CR E A TION OF A DEDICATED BO D Y

FOR R OAD S A FETY A ND T R AFFIC

MANAG E MENT

A Committee was constituted under the Chairmanship of Shri S. Sundar, FormerSecretary,

Ministry of Surface Transport to make recommendations for setting up a separate body on

Road Safety and Traffic Management vide order dated 23.11.2005. The Committee submitted

its report on 20.2.2007. The main recommendations of the Committee included:

Creation of an Apex body i.e., National Road Safety & Traffic Management

Board through an Act of Parliament to promote road safety and improve traffic management

in India with members/experts from the field of Road Engineering, Automobile

Engineering, Traffic Laws, Medical care etc.

It would have regulatory as well as advisory functions.

The Board would set standards, designs formechanically propelled vehicles and also

set safety standards in consultation with Indian Road Congress for the design, construction

and operation of the National Highways including road infrastructure and furniture.

In its advisory role, the Board will advise Government on various road safety

activities.

Conduct/commission road safety audits of National Highways, conduct/

commissionblack spot surveys and recommend treatment.

The Board would establish the methodology for multidisciplinary crash

investigation, data collection, reporting and analysis and also the procedure and

methodology for data collection, transmission and analysis at appropriate levels and define

the role ofdifferent agencies involved in the process. The Board would also maintain a

comprehensive database on road safety related matters.


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Creation of a dedicated road safety fund namely National Road Safety Fund by

way ofearmarking of 1% of the total proceeds of the cess on diesel and petrol

CURRENT STATUS OF THE REPORT

The Bill was introduced in Lok Sabha on 4.5.2010, was referred to the Parliamentary Standing

Committee. Its recommendations are being examined in the Ministry.

5.2. NATIONAL ROAD SAFETY POLICY

A Committee under the Chairmanship of Shri S. Sundar, former Secretary (Ministry of

Surface Transport) was constituted in the year 2005 to deliberate and make recommendations on

creation of a dedicated body on road safety and traffic management. The Committee was also

subsequently requested to finalise a draft National Road Safety Policy for consideration of the

Government. The Committee while submitting its report in February, 2007, inter alia,

recommended a draft National Road Safety Policy.

The Union Cabinet had approved the proposal of the Ministry of Road Transport &

Highways to adopt the National Road Safety Policy. The National Road Safety Policyoutlines the policy initiatives to be framed / taken by the Government at all levels to improve

the road safety activities in the country. Broadly, it aims to:-

To promote awareness about road safety issues.

To establish a road safety information database.

To ensure safer road infrastructure by way of designing safer roads, encouraging

application of Intelligent Transport System etc.

To ensure fitment of safety features in the vehicles at the stage of designing, manufacture,

usage, operation and maintenance.

To strengthen the system of driver licensing and training to improve the competence of

drivers.


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To take measures to ensure safety of vulnerable road users.

To take appropriate measures for enforcement of safety laws.

To ensure emergency medical attention for road accident victims.

To encourage human resource development and R&D for road safety.

To strengthen the enabling legal, institutional and financial environment forpromoting

road safety culture in the country.


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6.0 SUMMARY

The present report was designed to analyze the traffic safety situation in India, and to

identify countermeasures that would address areas in which the total harm caused by crashes

can be substantially and readily reduced. The report focused on various aspects of traffic

safety in India. It also provided suggestions to tackle this silent killer. The first part of the

report provided a comprehensive analysis of the current traffic safety situation in India.

Theoretical models suggest that the number of fatalities in India is not likely to start to

decline for many years to come unless new policies are implemented. Based on the present

analysis, the following six areas were identified as having potential for substantially reducing

fatalities in India: (1) pedestrians and other non-motorist in urban areas, (2) pedestrians, other

non-motorists, and slow vehicles on highways, (3) motorcycles and small cars in urban

areas, (4) over-involvement of trucks and buses, (5) night-time driving, and (6) wrong-way

drivers on divided highways. It then outlined several promising countermeasures for each of

these six areas.

There is an urgent need to revamp police data collecting procedures so that necessary

information is available for scientific analysis. India specific countermeasures will be

possible through continuous monitoring and research, which will require the establishment of

road safety research centres in academic institutions.


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7.0 REFERENCES

University of Michigan Transportation Research Institute, Report No: UMTR-2009-1,

January 2009 on Road Safety in India: Challenges and Opportunities.

Transportation Research Wing (TRW), Ministry of Road Transport and Highways,

Report on Road Accidents in India: 2009.

NCRB [National Crime Records Bureau]. (2007).Accidental deaths & suicides in India

- 2006. New Delhi: Ministry of Home Affairs, National Crime Records Bureau.

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