ROAD ACCIDENTS

1. Background

• Road crash deaths in India, which are the highest in the world, are a burden on its demographic dividend and have a tangible impact on poverty. 
• The disproportionate impact can be gauged by the fact that with only 1 per cent of the world's vehicles, India accounts for 11 per cent of all crash-related deaths expressed differently, a crash death happens every four minutes. 
• Crashes on India’s roads claim the lives of about 150,000 people and disable at least an additional 750,000 each year, a large share of which are pedestrians and cyclists, mainly representing working-age adults from the poorer economic strata of society 
• Traffic literature has confirmed that road crash injuries and deaths have a profound long-term impact on income growth and welfare loss that further constraints human capacity in emerging economies.  
• A previous macroeconomic study by the World Bank on road safety indicated that reducing road traffic injuries in half could translate into an additional 15 to 22 per cent of GDP per capita income growth over 24 years. 
• This means in practice that, for a country like India, failing to meet the UN Sustainable Development Goal target of halving road deaths by 2030. 
• Transport and Highways (MoRTH) have presented figures that crash costs may be equivalent to 3.14 per cent of the national GDP.

2. Global statistics

• Globally, road crashes kill 1.35 million people and injure 50 million people every year; or more than 3000 persons every day. 
• Road Traffic Injuries (RTIs) are the 8th leading cause of death globally and the leading cause of death among children and young adults aged 5-29. 
• There is ample evidence to suggest that RTIs affect the working-age population most severely 

3. Statistics of Concern

• United Nations General Assembly, after considering the alarming situation of road accidents fatalities, adopted the Global Plan for the Decade of Action for Road Safety 2011-2020 aimed at reducing fatalities in road accidents by 50% by the year 2020 and was accepted by much of the world including India 
• National Crime Records Bureau, titled Accidental Deaths & Suicides in India (2020) shows that 1,33,201 deaths were recorded in 2020.

4. Findings carries out by World Health Organization

• Overall, the post-crash impact was more severe for low-income households in the Low Capacity States compared to high-income households in the High Capacity States. 
• The incidence of fatality post-crash is higher among victims from low-income households than in high-income households. 
• The socio-economic burden of road crashes is disproportionately borne by poor households. 
• The ability to cope with financial distress post-crash was better for high-income households than low-income households. 
• Within households, women bear the brunt of caregiving activities post-crash, leading to a double burden of labour and mental load and exacerbated inequality of opportunities in returning to live low-income households goods and income generating tasks. 
• Inequality in insurance coverage and delay in accessing compensation mark the quick recovery process for low-income households. 
• Information asymmetry and poor awareness of legal compensation among low-income households compound their distress. 
• Low rates of insurance coverage and poor awareness related to legal compensation processes among truck drivers. 

5. Challenges associated with road accidents in India

• Though more than 60% of road accidents reportedly take place because of over-speeding, ‘speed limit’ sign boards are rarely seen or found even on State highways and major roads. 
• available Enforcement manpower is insufficient to deal with the steadily increasing volume of traffic. 
• The automation of processes is still in its infancy and limited to large cities. 
• Inadequate funds for the rectification of black spots and the undertaking of traffic calming measures. 
• Most drivers, conductors, and other staff in transport companies (except for government corporations) do not get benefits from the organized sector. 
• They draw a meagre salary, usually do not have a weekly off and are most often forced to work overtime. 
• Perhaps the most challenging task — is to improve the driving skills of drivers and change the casual attitude of other road users towards road safety. 
• Though the wearing of safety headgear is mandatory, it is not enforced strictly in all States due to a lack of strong will. 

6. Need of the Hour 

• Need for effective institutional mechanisms and awareness building. 
• Institutionalize post-crash emergency care and make health infrastructure & coverage more accessible & inclusive. 
• Provide a Social Security Net for crash victims from low-income households through State Support. 
• Create an accessible legal framework for availing insurance and compensation for road crash victims. 
• Recognize the gendered impact of road crashes and address it through participative governance & special schemes for women. 
• Strengthen post-crash support for children and young adults through state support. 
• Information asymmetry and poor awareness of legal compensation among low-income households. 
• Low rates of insurance coverage and poor awareness related to legal compensation processes among truck drivers. 
• Inequality in insurance coverage and delay in accessing compensation further mars the quick recovery process among low-income households. 
• The number of ‘hit-and-run cases may decrease if the ‘Intelligent Traffic Management System’ is implemented on highways and other major roads. 
• The Bureau of Police Research and Development has suggested a formula to calculate the number of traffic policemen required in any district. It is largely based on the number of registered motor vehicles in any district. Similar ideas were suggested for traffic equipment requirements also.