In 2015, there were over 4,50,000 accidents in the country, of which nearly 1,50,000 were fatal, amounting to 410 deaths and some 1,300 injuries every day.
National highways and state expressways accounted for two-thirds of these deaths.
What are some of the myths about road accidents?
The US, UK and Japan, where the accident rate was increasing till 1970, when a number of measures made roads safer. The improved design and technology of cars also led to a fall in accidents.
But in many Indian cities, according to the National Crime Records Bureau, the accident rate has gone up two to five times in the last five years — this must be due to the burgeoning “automobilisation” of our society.
A researcher from IIT Delhi is fond of challenging the mythology that penal measures by themselves lead to better safety.
He believes there was a paradigm shift abroad: Instead of forcing people to adapt to traffic situations, countries worked on eliminating risk factors from traffic.
In other words, instead of blaming bad drivers, the authorities treated people as “normal” and worked on reforming the system.
Another myth is that as countries get richer, the number of accidents decline.
But, an urbanised and literate state like Tamil Nadu topped the fatality rate among states in 2014, followed by Himachal Pradesh, Haryana, Karnataka and Andhra Pradesh.
What could be done?
The alternative approach, such as that adopted in Sweden, is to shift the onus for accidents from drivers to the road transport system.
The system must be so designed that it accommodates the individual who has the worst protection and lowest tolerance to road violence.
This would obviously include the young, elderly and physically challenged.
The much-vaunted “greening” of highways in India, without proper safeguards, is actually hazardous because a speeding car can veer off and hit a tree, proving fatal.
Roundabouts at important intersections can greatly reduce accidents, as much of Lutyens’ Delhi should know.
It is a no-brainer that a reduction in traffic speed reduces accidents, so devices such as speed-breakers are essential.
The American Journal of Public Health points out that speed “humps” reduce the dangers to children by a half to two-thirds.
A 1% increase in speed leads to a 3% increase in deaths, which is why New York City has reduced the maximum speed from 50 to 40 kmph.
Four-lane highways are very accident-prone, which is why all traffic “calming” measures are required.
Simple improvements, like bright lights at junctions, speed cameras, a police presence and making helmets compulsory can work wonders.
Seat belts worn even at the rear, which is seldom done here, can lower the risk of death to occupants by upto three-quarters.
What is the way forward?
The bill to amend the Motor Vehicles Act passed by the Lok Sabha last week, by increasing fines five-fold and even more, misses the point because drivers aren’t necessarily deterred by such fines.
Instead, frequent, visible and unpredictable checks not by electronic means will help more.
Further, there are no permanent safety experts in central agencies like the National Highways Authority of India and in states.
However, given that drivers of vehicles on highways earn around Rs 15,000 a month, fines and other measures may indeed act as a caution.
