Much like a student unwillingly rattling out poor numbers from his report card, Union road transport minister Nitin Gadkari, while unveiling the 2015 report on road accidents, announced grimly that accidents are killing more people in India than terrorism or natural disasters. The comparison was apt. Indian roads see 1,374 accidents and 400 deaths every day, which translates into 57 accidents and 17 deaths on an average every hour. The numbers are mind-boggling. But the bigger damning fact is that they have shown little variation in the last few years. The total number of road accidents increased by 2.5 per cent from 4.89 lakh in 2014 to 5.01 lakh in 2015.
Ask the central ministry about the problem and there are predictable answers. Identification and rectification of black spots or accident-prone stretches on national highways and other roads in coordination and consultation with states, carrying out regular road safety audit of major roads, improvement of road designs and other road safety engineering works are oft-cited measures. Then, there is the crucial Motor Vehicle (Amendment) Bill, 2016, introduced in Lok Sabha in August, and awaiting parliamentary approval. The bill proposes hefty penalties for traffic violations such as drunk driving and over-speeding which are presumed to act as a deterrent to errant violators. Many states have also woken up to the existence of the Supreme Court-appointed committee on road safety, now that they have to regularly file action taken reports. But are these steps translating into consolidated action that would end up halving road accidents in two years as promised by Gadkari?
The answer may be a no, for there is lack of team work between the multitude of agencies governing this complex issue. There are state road authorities, traffic police, hospitals and health department, all responsible for road safety in their own capacities. Even the education department has a role to play by raising awareness by incorporating road safety in the academic curriculum. The government, in coordination with states, needs to rope in insurance companies to create awareness on road safety as is the norm in several countries.
In such a situation, how would accidents reduce when there is no single body accountable for them? Since 2010, the government has failed to create independent central and state lead agencies which would investigate the exact cause of every road accident, pull up the authorities involved and ensure a closure to every case including compensation to victims. Many end up running from pillar to post for meagre compensation.
Stronger data-gathering mechanisms are needed. Currently, the annual road accident reports complied by the transport research wing of the road transport ministry depend on data by local traffic police stations most of which face a staff crunch. As a result, there are chances of dubious data cropping up. The Centre is trying to create the National Road Safety and Traffic Management Board, proposed long back in a 2010 road safety bill, to act as a central lead agency. However, the current regulations would end up denying autonomy to the Board when operational, and leave scope for manipulations.
Important central schemes providing cashless treatment and highway helpline numbers must be expedited and implemented on all national and state highways. Initially introduced as a pilot project on three national highway stretches, the cashless treatment scheme provides for free treatment for the first 48 hours at hospitals located nearest to the accident site by bringing down the response time. The novel scheme, however, has seen slow progress and lukewarm results due to lack of awareness. Ultimately, there is no dearth of good intentions and schemes to bring down road accidents. But unless all stakeholders work together for a common purpose, roads will remain death traps in the foreseeable future.
The author writes on transportation, broadcasting and policy issues for DNA.
