road safety in india

Special Issue – September, 2012

0 © India Transport Portal

September, 2012

© India Transport Portal, 2012

INSIGHTS

&

ANALYSIS ROAD SAFETY IN INDIA

Special Issue – September, 2012


Table of contents

Click on the article you wish to read to reach it directly. Click on the link “back to table of contents” at the end of each

article to come back at the articles list.

Articles:

Road safety management p.2

The lack of road safety cost p.7

Intelligent Traffic System p.10

Improvement in road construction p14

Improvement in automotive technology p.18

Interviews:

“We need to finalize the Action Plan”

International Road Federation - Mr. K. K. Kapila, Chairman p.23

“Fatalities are in the most productive age group people”

Central Research Road Institute – Dr. S. Gangopadhyay, Director p.26

“Road Safety is a corporate issue”

Confederation of Indian Industry Institute of Quality – Mr. N. Kumar, President p.29

“Road deaths are treated as statistics”

Institute of Road Traffic Eduction - Dr. Rohit Baluja, President p.34

“Financial allocation alone is insufficient”

Karnataka Government Advisor - Prof. M.N Sreehari p.38

“We are once again found napping”

ArriveSAFE – Mr. Harman S. Sidhu, Founder p.42

“Transport matters are off the mind of the Government”

India Confederation of Goods Vehicle Owners Association - Mr. Chittranjan Dass, Secretary Gal p.48

“People become aware when you penalize them”

Center for Environmental Planning and Technology - Pr. Talat Munshi, Associate Professor p.49

“Corporates must create road safety awareness”

GlobalTHEN - Mr. Ram Badrinathan, CEO p.51

“There is no road safety even in distant horizon”

Intercontinental Consultants & Technocrats Pvt. Ltd. – Pr. P.K. Sikdar, President p.57

Credits

Special Issue – September, 2012 Road safety management


The urgent need for road safety management in India

In the first Global Status Report on Road Safety, the World

Health Organization (WHO) identified road accidents as the

“biggest killers” across the world, which will assume an

endemic proposition by 2030. The problem is more acute with

low and middle-income level countries as they contribute to

around 90% of deaths arising out of road fatalities.

The worst news for India is that, the country has been identified

by WHO as the worldwide leader in road deaths. More deaths

happen in India due to road accidents than even the more

populous China. According to September 2011 reports

generated by the National Crime Record Bureau (NCRB) of

Government of India road accidents in the country have

increased by 5.5% compared to 2009. Out of the unnatural

causes of accidental deaths, road fatalities have the highest

share of about 37%.

Table 1 clearly shows that from 2006-10, the percentage of

road deaths in the overall accidental deaths due to unnatural

causes, has shown an upward trend except for the FY 2009

where it was marginally higher than that of 2010. Table 2

(page 3) shows that with the increasing number of vehicles

between 2006 and 2010, the numbers of road accidents on

Indian roads also increased.

The need for a robust and sound Road Safety Management

programme in India is quite unquestionable. The Indian

Government and its several bodies like the State Traffic Police

Department, assume the most important role in

this regard. The Government is also working with

several agencies and bodies including global

organizations like the WHO, World Bank etc.

Initiatives have poured in from other arenas as

well, like NGOs, and there have been concrete

efforts made by the corporate houses in the

country.

Looking at why India desperately needs road

safety management programs. What is the role of

the Government in this? What are the cities

initiatives? Looking at corporate houses, NGOs

and how these bodies work together and share

the responsibility of organizing road safety

management.

Road safety

management

“More deaths happen in India due to road

accidents than even the more populous

China.”

No. of accidental deaths

Road accidents Total un-natural

2006 1,05,725 2,93,202 36.1

2007 1,14,59 3,15,641 36.3

2008 1,18,239 3,18,316 37.1

2009 1,26,896 3,34,766 37.9

2010 1,33,938 3,59,583 37.2

Share of road accidents deaths in un-

natural total death (%)Year

Source: National Crime Records Bureau, 2011 Report

Table 1: Accidental deaths and road accidents

road safety management



According to road safety consultant Samir

Pathak, around 80 % of road accidents are

down to the drivers’ fault. Every day around

350 people die in India due to such

negligent behavior. To put a cap on the

rising number of fatalities occurring due to

drivers fault, Government of India has

decided to set up 10 modern driving

Training Schools costing Rs 140 crores.

The schools, known as Institute of Driving

Training and Research (IDTR), with most

modern facilities will be set up in different

states to produce competent drivers. This

initiative will maybe stem the illegal driving

schools that mushroomed in India.

According to a report of Express India, in 2011, out of the thirty

three driving schools in Chandigarh only nine had a valid

license. Even the Times of India reported that in Lucknow, only

20 schools had license but the unlicensed category is much

higher and that is also in the case in cities like Delhi. These

motor driving schools steer clear of all mandates of the

Regional Transport Office (RTO) and openly disregard the

regulations of the Motor Vehicles Act. It is mandatory for the

driving schools in India to procure a valid license from the

State Transport Authority (STA) and also to register themselves

with the Registration and Licensing Authority (RLA).

The drivers coming out of these schools are naturally

incompetent, untrained and have no concern for the safety of

others. With this in mind, it is imperative to curb these wrong

practices immediately.

A very important step towards this direction was taken in

Mumbai recently when the Western Regional Transport Office

in Andheri introduced a new system of driving tests that made

the licensing test stricter. In an interview to DNA, Deputy

Regional Transport officer Bharat Kalaskar remarked that

“these measures would keep the roads safer by keeping bad

drivers off the streets”. Such initiatives are truly welcome as the

first steps to ensure road safety to curb the dominance of

illegal driving schools in India.

Road Safety Programme with World Bank

The Sundar Committee Report on Road Safety and Traffic

Management (2007) highlighted the urgent need to integrate

safety measures in the road development programme of

India. Accordingly, the Indian Government launched a road

safety campaign in with the World Bank. This project funded

390

395

400

405

410

415

420

425

430

0

20 000

40 000

60 000

80 000

100 000

120 000

140 000

2006 2007 2008 2009 2010

Nb. Of vehicles ('000)

Road accidents

Table 2: Number of vehicles and road accidents


“Around 80 % of road accidents are down

to the driver(s)’ fault. Every day around

350 people die in India due to such

negligent behavior.”



by the World Bank Global Safety Facility (GRSF), aimed to bring

into effect the International Road Assessment Program (IRAP).

Under this project, more than 3,000 km of National and State

Highways for states such as Assam, Gujarat and Karnataka

were brought under the purview of assessment and inspection.

In association with the Ministry of Road Transport & Highways

and Public Works Department of the concerned states, this

IRAP project attempted to improve the conditions of high-risk

roads to make them safer for commuting.

The use of the latest digital imaging technology on these

stretches is also one of the agendas of this project. This will

provide better help in road safety management and will also

bring down the percentage of road deaths and injuries.

State Traffic Police’s Initiatives

At State Level, the responsibility of the Traffic police in road

safety management and educating citizens on road safety is

of cardinal importance. Bangalore Traffic Police is equipped

with modern technological facilities like a Traffic Automation

Centre, Traffic Interceptor Vehicles etc. They also have

Blackberry phones at their disposal so that the repeated

offenders can be tracked easily.

Again, Delhi Traffic Police Department has established Road

Safety Cell to generate awareness on safety norms from the

grass root level. Other initiatives include educational

awareness programmes in collaboration with schools across

the State to prevent unsafe road conditions, running of safety

awareness advertisements in movie halls, organization of Street

Plays, quiz, distribution of literature on road safety etc.

Enforcement of Laws

Stricter enforcement of road safety management plans has

made its way in the country’s law book. The Government of

India has in its recent Parliamentary Session passed bills for

tighter enforcement of the existing Motor Vehicles Act.

Penalties have been increased for not wearing seat belts or

helmets, jumping traffic lights, using mobile phones and driving

under alcoholic influence. Beside penalties, drunk driving will

result in imprisonment for up to two years.

In addition, serial offenders will be hit with higher penalties and

longer prison sentences. There has also been a major

crackdown on truck overloading. Overloaded cargo vehicles

are a big factor in road fatalities, besides hampering road

infrastructure. In 2005, the Supreme Court of India issued

dictates to the State Governments stating vehicles must only

carry the recommended load as per the rules of the Central

“Overloaded cargo vehicles are a big

factor in road fatalities, besides

hampering road infrastructure.”



Motor Vehicles Act. Further, in January 2012 the Ministry of

Highways ordered the National Highways Authority of India

(NHAI) to crackdown on overloaded trucks and to issue an

“action taken report” to keep track of them. Criminal actions

against the offenders have also been ordered.

For better investment in road safety campaigns, tax exemption

laws have also been proposed by Parkash Singh Badal, Chief

Minister of Punjab, which will give considerable exemptions to

NGOs, corporate and media houses investing in such

programmes.

Road safety projects in cities

In 2010, a consortium of partners from the UN Road Safety

Collaboration received funding from The Bloomberg Family

Foundation to expand road safety to 10 low- or middle-

income countries (RS10 project). In 2012, they decided to

extend the project in Ludhiana and Bathinda.

A WHO representative in India and technical officer Road

Safety & Injury Prevention visited the city for initial meetings

with the stake holders. Dr. Kamaljeet Soi, Vice Chairman,

Punjab State Road Safety Council said he organized meetings

of local NGOs and police officials with Dr. Almqvist Sverker,

WHO representative to know the ground realities in Ludhiana.

An enforcement plan was discussed which included creating

check points, dividing city in various zones, day to day

monitoring of drunken driving and enforcement drive.

Another initiative is about to begin in Pune. Radio jingles on

road safety and traffic discipline will soon be displayed on

radio channels. The traffic branch of the city police has

created these audio messages with the help of various

corporate units, agencies and local artistes.

Corporate or Private and NGO Efforts

Corporate initiatives in this domain have often been launched

in association with Government initiatives. In April 2012, the

state of Haryana saw a public-private partnership when the

State Government and Maruti Suzuki India Private Limited

jointly launched the Institute of Driving and Traffic Research

(IDTR). This IDTR Rohtak center that is all set to train 20,000

people will offer modern driving training facilities and the main

aim is to educate trainee drivers on road safety.

Similarly, in Mumbai IESP, the training division of Airawat Group

has tied with various corporate organizations and has

launched a Defensive Driving Course (DDC) Training module

with Mumbai’s Traffic Police. The main purpose of the module

“Corporate initiatives in this domain have

often been launched in association with

Government initiatives.”



is to inculcate the drivers with essential skills that will keep

reduce the rate of road accidents.

There are many non-profit organizations in India that have

directed their efforts and have actively participated in road

safety management in the country. Organizing road safety

rallies, setting up of exhibitions, providing “Bystander care” to

victims of road accidents, interacting with school and college

students are just some of the efforts undertaken by

organisations like Save Life Foundation, ArriveSAFE (see our

interview), Green World Group etc. These initiatives have

helped to consolidate the efforts towards the management of

safer and better road conditions.

Road safety management in India is a joint effort between

various Governmental and private bodies, working together

and sharing the responsibility of providing India with a safer

road environment.

Words: India Transport Portal

Back to table of contents

“There are many non-profit organizations

in India that have directed their efforts

and have actively participated in road

safety management in the country.”

Special Issue – September, 2012 Economic aspect of road safety


The other aspect of lack of road safety

Road traffic injuries, according to World Health Organization

(WHO) statistics, are one of the prime causes of deaths across

the world. Currently placed in ninth position, road accidents

are expected to acquire a leading position within a decade,

surpassing even HIV and cancer. It is no wonder that road

fatalities are described as global epidemics. Besides the

emotional and humanitarian aspects of road accidents, there

is an economic side that can hardly be ignored. Lack of road

safety can have a negative impact on the economy of a

country and on its overall economic development.

A 2008 estimate from the World Health Organization (WHO)

has pegged global economic costs arising out of road crashes

to around $518 billion and the contribution of low income

countries to this cost is placed around $65 billion. A study

conducted by the World Bank estimated that high income

countries spend around 1% of their Gross National Product

(GNP) on expenses relating to road injuries with the figure

going up to 1.5% and 2% in the case of middle and low

income countries respectively.

This implies that developing countries face a loss of around

$100 billion per year due to road accidents. According to the

World Bank, this figure is twice the figure of total assistance

that developing countries generally receive at a worldwide

level. The serious ramifications of this loss on the socio-

economic growth of developing countries are unquestionable.

The Indian scenario

The scenario in India is even worse. According to the latest

report by the National Crime Records Bureau (NCRB), out of

the 4,61,757 traffic accidents reported in India during 2010,

4,30,654 comprised of road accidents. In that year, around

1,30,000 people were killed due to accidents on roads. This

implies that every hour around 15 people become victims of

road accidents in the country. Data from the NCRB clearly

reveals that out of the total accidental deaths that happened

Economic

aspect of

road safety

The other side of road safety: what is the scenario

in India in terms of road accidents and how much

India spends on road accidents? What costs fall

under road accident expenses? How has it

affected the Indian economy? Which challenges

need to be overcome to create safe road

conditions?

“Every hour around 15 people become

victims of road accidents in India.”



in India across 2010, the majority came from

road accidents which amounted to around

34.8%.

These facts are an unfortunate daily reality on

Indian roads. Thus, the lack of road safety on

Indian roads leads to the loss of lives, causing

emotional trauma as well as economic issues.

How road accidents affect the economy

Road accidents cost the economy of the

country dearly in many respects. There are

important heads that come under these

expenses like infrastructural cost, administrative

expenses that pertain to the Government’s

spending on properties damaged due to

accidents and compensation as well as

rehabilitation of the victims.

Spending on health care services comprise a big chunk of the

expenses. This includes first-aid to victims, providing support to

transfer the victim to hospital within the key one hour period

and helping in post-crash emergency support. Besides, there is

a loss of household services as the economy loses out on the

taxes of the earnings of the deceased victims and there is a

loss of income for the survivors of the victim’s family. Overall,

due to the lack of road safety the financial resources of the

country are heavily affected.

India’s expenses on road accidents and the implications

Across 2001-03, the Planning Commission of India undertook a

study of the economic expenses of road accidents in India.

The study concluded that expenses arising out of these for the

year 1999-2000, cost the Indian economy a staggering 55, 000

crore rupees (approximately $10 billion). It occupied a total

share of 3% of the country’s Gross Domestic product (GDP).

Recently, the International Road Federation (IRF), a non-profit

organization, revealed the country’s present cost of road

accidents. The IRF has shown that the estimates from the

Planning Commission have now almost doubled. India now

spends a whopping 1 lakh crore rupees ($20 billion) every year

due to the lack of road safety.

This figure is quite alarming for the economy of a developing

country like India. According to estimates presented by the

WHO, $20 billion could have helped in developmental

programmes in the country like food provisions for 50% of the

nation’s malnourished children. Expenses incurred due to road

accidents are essentially sunk costs that generate no returns as

the money lost cannot be used for any productive purposes.

34,8

7,3

7,3 7,3

6,3

7,1

6,5

5,4

3

2,4

12,6

By road accident

By rail-road & other railwayaccident

By poisoning

By drowning

By fire

By sudden deaths

By natural causes

By causes not known

By falls

By electrocution

By other un-natural causes

Table 1: Percentage share of various causes of

accidental deaths during 2010 in India


“India spends 20 billion every year due to

the lack of road safety. This amount is

equivalent of food provisions for 50% of

the nation’s malnourished children.”



Challenges ahead

More than a decade has passed, since the report generated

by the Planning Commission has come out but the situation

has far from improved. Where developed countries have

significantly brought down the menace of road fatalities,

India’s position on the issue has only become worst. According

to the chairperson of the IRF K.K. Kapila (see our interview),

Government sources are not unaware of these figures and

estimates. In fact, in his opinion, India “lacks the political will”

to solve the crisis. This seems true if one looks at the meager

penalties that are being imposed on offenders for flouting

traffic rules on roads.

The table below shows the various penalties given for some of

the major offences caused by unsafe road conditions and that

heavily contributes to injuries and deaths on roads.

The table clearly shows the outdated penalty structure

practiced in the capital of India. This is one of the main reasons

why offenders are not deterred from flouting road safety rules.

This point has also been reiterated by Delhi’s Joint

Commissioner of Police (Traffic) Satyendra Garg. In his opinion

archaic penalties and outdated rules of Motor Vehicle’s Act of

1988 are largely responsible for the disregard of road safety

regulations amongst citizens.

Developed countries could significantly bring down the

incidents of road accidents thanks to active measures

undertaken by the Government and robust traffic

management systems. In the Indian context, such steps are

also required. For road safety management programmes, the

Government must pump up its financial support and the

funding requirement in this arena should be considered a

priority. Expenses on ensuring safe road conditions should not

be viewed as expenditures by the Government. They are

indeed investments that will guarantee long term

returns and benefits, unlike expenses incurred from

road accidents.

According to a research conducted by the Transport

Research Laboratory on “Socio-economic aspects of

road accidents in developing countries”, investment

in road safety programmes can reduce a nation’s

cost on road accidents by 5%. For that, however,

only the best and the most appropriate road safety

improvement measures should be introduced.



Table 1: Road traffic fines

“Outdated penalty structure practiced in

the capital of India is one of the main

reasons why offenders are not deterred

from flouting road safety rules.”

Offence description Penal section Amount

No Overtaking 6RR/177MVA Rs. 100

One w ay Violation RRR17(1)/177MVA Rs. 100

Violation of Yellow line 18(||)RRR119/177MVA Rs. 100

Carrying High/Long Load RRR 29/177 MVA Rs. 100

Without Know ledge of Traff ic rules RRR33/177 MVA Rs. 100

Carrying passenger in goods vehicle DMVR 84(2)/177MVA Rs. 100

Using High Beam 112(4)(A)&(C) 177MVA Rs. 100

Over Speed 112/183(1)MVA Rs. 400

Red light Jumping 119/177 MVA Rs. 100

Violation of mandatory signs ( one w ay no right turn no

left turn no horn )119/177 MVA Rs. 100

Driving left hand drive w ithout indicator 120/177 MVA Rs. 100

Driving w ithout helmet (Rider or Pillow Rider) 129/177 MVA Rs. 100

Not using seat belt CMVR 138(3)/177 MVA Rs. 100

Using mobile phone w hile driving 184 MVA Rs. 1000

Driving w ithout license 3/181 MVA Rs. 500

Driving by minor 4/181 MVA Rs. 500

Source: Delhi traff ic police w ebsite

Special Issue – September, 2012 Intelligent Traffic Systems


The efficiency of Intelligent Traffic Systems in India

The growth of the Indian economy has spawned an urban

population with a high income level. This has led to increased

motorization on Indian roads. The increasing number of

vehicles coupled with a high population fabric has

contributed to severe congestion problems throughout the

country. India’s road infrastructures are often not equipped to

deal with the heavy traffic flow, which in turn creates unsafe

road conditions.

No wonder India holds the highest number of road fatalities

(according to a World Health Organization Report). Every year

death toll rises with increasing numbers of road accidents. In

2011, the Union Health Ministry along with the Ministry of Road

Highways and Surface Transport stated that around 1.6 lakh

people were killed in India due to road accidents in 2010. This

number has increased by 30,000 compared to the 2009

statistics.

One of the important ways of improving safety on Indian roads

is to have a sound traffic management system: a modern

system that can monitor, manage as well as enforce traffic

rules efficiently. As a result, the Intelligent Traffic system was

introduced in India.

Operation of Intelligent Traffic System

The Intelligent Traffic System is an electronic sensor based

traffic management system that does not require any manual

help and can operate traffic signals automatically based on

the number of vehicles on the road at a particular time. Roads

with such systems have sensor lights to assess the vehicular

density before switching to the green or red lights. Various

detectors determine the load, weight and sound of the

vehicles on road.

This does not only make traffic management easier but it

reduces standing time for commuters as well. The reason being

is that if the light is green at a certain crossroad, chances are,

the light will also be green at the next crossroad. Due to

The importance of intelligent traffic systems in

India: how does this system work? Which cities in

India have adopted this system? What is the cost

of the operation? What are the results of such

road safety devices?

Intelligent

traffic systems

“Roads with such systems have sensor

lights to assess the vehicular density

before switching to the green or red

lights. Various detectors determine the

load, weight and sound of the vehicles on

road.”



reduced standing time at busy intersections, pollution levels

are also expected to drop. The system also allows for

electronic recognition of number plates to identify offending

vehicles and immediate challans (fines) can be issued to the

vehicles in question. This system also involves the installation of

CCTV cameras that can monitor traffic-related crimes like

speeding, unauthorized parking, jumping of signals or any

other violations of traffic norms. CCTV footage can be later

used to prosecute the culprits. Real time information on traffic

issues can be obtained through this system.

With this in mind, an Intelligent Traffic system can not only

relieve Indian roads from heavy congestion issues, but it also

helps to enforce road safety rules in a more efficient manner

eventually impacted positively on the number of road

accidents.

Which cities have adopted Intelligent Traffic systems and what

were the financial costs?

Many urban Indian cities have embraced the implementation

of an Intelligent Traffic system. India’s IT capital Bangalore,

where the roads are notorious for congestion, was one of the

first few Indian cities to adopt such a system. The first

indigenously produced Vehicle Actuated System (VA)

developed by Kerela Electronic Development Corporation

(Keltron) was taken by Bangalore Traffic Police. An investment

worth rupees 1.2 crore (2,23,200 USD) was ploughed into this

project with an initial order for 20 VA systems that were

deployed in the busy traffic intersection of Bangalore city.

Keltron-developed CCTV cameras have also been installed in

Pune since 2008 as part of the implementation of their

Intelligent Traffic system. A whopping 15.46 crore rupees

(28,75,560 USD) investment has been pumped for this

installation project that started in 2008.

In 2007, Brihanmumbai Municipal Corporation (BMC) launched

the project for an Intelligent Traffic system in Mumbai. The

Intelligent Area Traffic Control system, an ambitious scheme

under the World Bank’s Mumbai Urban Transport Project

(MUTP) which was set to introduce this system in 53 traffic

junctions in the first phase of the project, followed by 249 more

junctions. 49 crore rupees (91,14,000 USD) was projected as the

initial cost for the implementation of this system.

Ahmedabad too has embraced the Intelligent Traffic system in

a bid to synchronize the city’s growing traffic menace. In 2011,

a joint effort was undertaken by Ahmedabad Municipal

Corporation and Ahmedabad Traffic Department to

implement this system on the city’s roads.

“An Intelligent Traffic system can not only

relieve Indian roads from heavy

congestion issues, but it also helps to

enforce road safety rules in a more

efficient manner.”



In the capital city of Delhi, the Intelligent Traffic Management

System was introduced before the Common Wealth Games.

The Government’s committee on Economic Affairs sanctioned

in 2009 a sum of 200 crore rupees (3,72,00,000 USD) for the

successful implementation of the project. Routes leading to

the Games’ sites were brought under the purview of this

system. 55 roads covering a stretch of 217,96 km along with

200 intersections were brought under this IT driven system. Live

monitoring of traffic along with the installation of high

resolution cameras were the high points of this system.

For the implementation of the Project, Delhi Traffic Police tied

up with RITES along with a German firm. The need to streamline

Delhi’s traffic signals through a modern traffic system even

after the Games, was evident as highlighted by Lt Governor

Tejendra Khanna’s

urge to introduce Intelligent Traffic systems in other parts of

the city, similar to what has already been done in the Bus

Rapid Corridor of South Delhi.

Implementation problems faced by Intelligent Traffic Systems

Although, India has taken the correct step by shifting towards

Intelligent Traffic Systems, implementations of the projects

have not always been very fruitful. In Mumbai, for instance,

one year after the launch of the system, only four out of the

scheduled 53 traffic junctions saw successful installations.

Pune, even after spending 15.46 crore rupees (28,75,560 USD),

is still waiting for the project to be completed. A tug of war

between Pune Municipal Corporation and Pune Traffic Police

has emerged on the question of issuance of challans. This has

arisen as a result of petty differences over this issue: the

Intelligent Traffic system is now being used to monitor mainly

rubbish collections, octroi (local tax) posts and water works in

the city.

The Deputy Commissioner of Police in Pune stated that since

the system is controlled by Pune Municipal Corporation, even

after capturing traffic irregularities, the traffic department does

not receive the relevant camera feed. The issue of challans is

now finally going to be solved as private players have been

roped in to settle the differences.

In Delhi the project was also on hold for ages. Even after

repeatedly missed deadlines, the project was delayed

because until 2010, suitable bidders to fulfill the project could

not be determined. Such problems only dampen the overall

purpose for which the system has been introduced in the first

place.

“Implementations of the projects have not

always been very fruitful. In Mumbai, for

instance, one year after the launch of the

system, only four out of the scheduled 53

traffic junctions saw successful

installations.”



Future direction

Currently, the implementation of an Intelligent Transport

System is mainly focused on urban Indian cities. Small cities

also suffer from heavy traffic congestion and high road

accidents levels. Statistics published by the National Crime

Records Bureau in September 2011 clearly support this.

Thus, if India wants to implement comprehensive road safety

programmes, Intelligent Traffic systems should also be

introduced in smaller cities. The systems would then adjust to

the needs of individual cities to put in place the most suitable

format for each. There is still a long way for India to go on this

matter, but the country has shown willingness and heavily

invested in these systems to try and tackle its extreme road-

related issues.



“The implementation of an Intelligent

Transport System is mainly focused on

urban Indian cities. Small cities also suffer

from heavy traffic congestion and high

road accidents levels.”

No City Rate in city Rate in parent state

1 Pune 101,8 58,3

2 Nasik 99,7 58,3

3 Indore 89,9 49,4

4 Meerut 86,9 15,4

5 Nagpur 86,4 58,3

6 Rajkot 82,2 42,8

7 Vijayaw ada 70,7 37,5

8 Jaipur 68,5 34,2

9 Jabalpur 64,8 49,4

10 Delhi (city) 60,3 48,2

11 Surat 59,8 42,8

12 Bengaluru 59,7 41,1

13 Vishakhapatnam 58,4 37,5

14 Agra 57,6 15,4

15 Varanasi 57,5 15,4

16 Faridabad 53,6 46,3

17 Kanpur 53 15,4

18 Allahbad 51,9 15,4

19 Asansol 51,1 20,1

20 Vadodara 49,3 42,8

21 Jamshedpur 45,9 18,5

22 Ludhiana 39,1 30,1

23 Amritsar 32,7 30,1

24 Kochi 31,6 30,5

25 Patna 29,3 10,5

26 Lucknow 24,3 15,4

Rate of accidental deaths in cities w ith rate higuer than parent state, in 2010


Special Issue – September, 2012 Technical aspect of road construction


Bad roads and lack of appropriate signals cause road

accidents

In January 2012, India woke up to the chilling news of a bus

mishap on Saha-Sahabad road near Ambala that took the

lives of 14 school children. Although, thick fog was put down as

the main cause for the disaster, this incident highlighted the

dire need of improved safety features in road engineering. If

the Highway had reflective markings and was designed to

make travel safe under foggy conditions, the head-on collision

could have been avoided. Indian roads are often referred to

as “killer roads” as they are notoriously famous for eliciting

nightmarish experiences.

Improper road markings coupled with bad maintenance and

faulty constructions create road accidents and have

contributed to the country being at the top of the table when

it comes to road death statistics. It is true that in a bid to

reduce costs of making highways, safety features like

underpasses, flyovers, service lanes etc. are being

compromised or altogether overlooked.

The truth of the situation can be gauged from the views of Mr.

A.P. Bahadur, former Chief Engineer, Ministry of Road Transport

and Highways when he pointed out, that to keep budget

under control, the National Highway project between Delhi

and Agra was deprived of several vital safety features.

The situation is however not without hope as concrete steps

have been initiated to salvage the country from this crisis. In

cities like Bangalore, plans for making road engineering safer

were undertaken as early as 2006. In the Chief Minister’s 10

Point Programme, plans like junction redesigns that will widen

intersections, asphalting for smooth surface of the road,

improvement in design of medians that separate traffic from

opposite sides were conceptualized.

Improvement

in road

construction

Bad road engineering and improper signals can

cause accidents: what are the measures

undertaken to make road designs safe? What are

the technical improvements in the arena of

signals? How is managed the road maintenance?

“Improper road markings coupled with

bad maintenance and faulty constructions

create road accidents and have

contributed to the country being at the

top of the table when it comes to road

death statistics.”



Measures to improve road construction

Workshop on road safety in road designs

One of the most vital steps undertaken in 2011 by the Ministry

of Road Transport and Highways department was the launch

of a workshop on “Consideration of Road Safety in Design of

Road Projects’’. The National Highways Authority of India

along with Indian Roads Congress (IRC) were behind this

workshop aimed at discussing and sharing technical

knowledge among road engineers, design consultants,

contractors and planners on issues like the design of roads with

safety in mind, audits on road safety, the incorporation of

safety norms in work zones of projects pertaining to road

construction etc.

Further, the need to opt for safe road design has been

highlighted by the Union Minister Dr. C.P. Joshi when he

remarked that, “road design should not be an ad-hoc

generalization to justify adopting some inferior and unsafe

features to save money’’.

Undertaking road safety audits

The implementation of a Road Safety Audit (RSA) was another

crucial step taken by the Government towards safer road

designs. Identification of deficiencies in road engineering

formed the most important plan of this audit project. RSAs will

also prove vital for suggesting corrective measures are

required in the building design of the roads. Many developed

countries have successfully deployed this method to counter

road accidents.

According to DR. Nisha Mittal, Head of Traffic Engineering &

Safety at Central Road Research Institute (CRRI - see our

interview), “Road Safety Audit (RSA) is a proven methodology

for ensuring that various safety deficiencies and designs are

reviewed at appropriate stage in a cost-effective way”. In

2003, CRRI prepared the first guideline of Road Safety Audit

that was revised again in 2009.

Finally, in 2010, IRC adopted these guidelines that besides

outlining the stages and processes of RSA highlighted the

norms of safe road engineering. Points like present the traffic

scenario, non-motorized traffic, safety issues of Highway

corridors as well as rural roads were to be considered while

constructing roads. For this purpose, the NHAI also set up a

Road Safety Unit.

“One of the most vital steps undertaken

was the launch of a workshop. Its goal

was to discuss and share technical

knowledge among road engineers, design

consultants and planners on issues like

road design with safety in mind,

incorporation of safety norms in work

zones etc.”



The Government has made substantial plans to implement

RSAs in all parts of the country between the 2010 and 2013 at

an estimated cost of 420 lakh rupees. As part of this project,

1000 engineers were to be trained and they would not only

provide suggestions in the design of roads but will also review

existing projects and identify construction errors so as to make

roads compatible with safety rules. Private developers have

also been instructed by the Government that while designing

roads, safety features like service roads, pedestrian crossings,

cattle crossings, and truck and bus bays must be included.

Measures to improve signaling

Another aspect of designing roads with safety in mind is to

have to appropriate road markings. It is also imperative to

have working traffic signals that can direct the motorists as well

as the pedestrians safely. In 2011, Save Pune Traffic Movement

(SPTM) submitted a report to Pune Municipal Corporation. The

report highlighted the faults of the traffic signal system of the

city which included the lack of signals at proper locations,

inadequate visibility of signals from stop lines, shortage of time

for crossing the road for pedestrians etc. These suggestions

were accepted by the concerned authorities.

In many parts of the country, technical improvements for

traffic signal systems have been introduced. For example, in

February 2012 in Kolkata, the drive to upgrade manual traffic

signals into automatic signal system was launched in the Salt

lake area to give respite to the city’s IT hub, Sector V from

excessive congestion.

In cities like Bangalore, Delhi, Pune Intelligent Traffic systems,

sensor based electronic signal systems have been introduced.

Bangalore has also launched “Bangalore Traffic Improvement

Project – BTARC 2011”. Chief agendas of this project involve

improvements in road markings, signage as well as that of the

traffic signal through Vehicle Actuated system.

In Delhi before the implementation of the Intelligent Traffic

system, a strong drive for maintenance and repair of existing

signals and blinkers was undertaken in 2009. This plan included

fresh tenders from contractors for this purpose and strict

enforcement of penalty clauses was included in case the

signal remained defunct beyond the prescribed time limit.

According to new clauses, minor faults in traffic signals have to

be repaired by the contractors within six hours whereas for

major ones, a two day time period was made mandatory. A

computerized fault monitoring system was also introduced to

keep a strict check on the maintenance process.

“In Delhi, a strong drive for maintenance

and repair of existing signals and blinkers

was undertaken. This plan included fresh

tenders from contractors for this purpose

and strict enforcement of penalty clauses

was included in case the signal remained

defunct beyond the prescribed time limit.”



ITS has also made its way in the country. With Mysore, other

cities are also catching up with the system. As part of the

implementation of the ITS in the city of Hyderabad, Andhra

Pradesh State Road Transport Corporation (APSRTC) along with

GHMC and Traffic Police joined forces in April 2012, to promote

better management of traffic in the city. Lane makings on all

city roads, creation of bus lanes with adequate road signs

were some of the agenda points of this project which was to

be funded by Japan International Cooperative Agency

(JICA).

Road maintenance management

The State Highways, Major District and Rural Roads are the

responsibility of the Governments in the respective states. The

Public Works Department and other state agencies take care

of all the roads and highways maintenance of a state except

the five national highways. The Department of Rural

Development has adopted a number of schemes for the

development of the backward rural areas of India. One such

programme is the Pradhan Mantri Gram Sadak Yojana which

was launched in 2000. Under this scheme, the responsibility for

maintenance of roads falls to the village panchayats.

The Central Government is primarily responsible for the

maintenance of National Highways (1.7% of the road network

carrying 40% of the traffic). The Ministry of Road Transport and

Highways adheres to the agency system to maintain National

Highways and the NHAI is the nodal agency which undertakes

maintenance of greater parts of the highways network.

Most of the roads and highways in India are in dire need of

adequate maintenance. The extent of work involved in the

maintenance is enormous and unfortunately the funds

available are inadequate to meet the requirements. It is

estimated that India would require approximately an annual

funding of $1.3 billion to maintain its highways network. This is

about three times the amount that is currently being spent. The

inadequate maintenance funding is also the case for both,

national and state highways.

There are positive signs that the Government is taking steps in

its role in improving road construction and traffic signal

systems. But the funding needs to be significantly increased.

Comprehensive incorporation of safety norms and features in

these areas will eventually help bring down the number of

road accidents, and related injuries and deaths, across the

entire country.



“The extent of work involved in the

maintenance is enormous but the funds

available are inadequate to meet the

requirements. India would require an

annual funding of $1.3 billion to maintain

its highways network. This is three times

the amount that is currently being spent.”

Special Issue – September, 2012 Automotive Technology


Recently, India has made its mark in the world’s automobile

market. In 2010, the country achieved the distinction of being

one of the world’s fastest growing car markets. In the sale of

passenger vehicles, India is ahead of developed countries like

USA, UK, Brazil, Japan etc. and is only behind China.

There is, however, an ugly side to this automobile boom. India

has also the worst rate of traffic accidents in the world.

According to the first Global Status Report on Road Safety by

the World Health Organization, India leads the world in deaths

arising out of road accidents and one of the reasons behind

this trend is attributed to the increasing number of cars on

Indian roads.

Opposing views on this issue have emerged from automobile

manufacturers like Tata Motors. According to the company,

car makers are now quite focused on making safe cars.

Irrespective of whether increased motorization has contributed

to growing road fatalities, the fact remains that there has been

a boom in the number of cars. Thus, automotive technologies

in cars that help increase safe driving conditions are very

important and can help counteract the impact of human

negligence and infrastructural shortcomings.

Automotive technologies in cars and their technical evolutions

Nowadays, car manufacturers install a host of safety features

in their cars that can encourage safe driving conditions and at

the same time protect passengers from injuries, whether minor

or life-threatening. Such automotive technologies also do not

put the lives of other commuters at risk. There are a host of

such technological features available in cars that can

increase the drivers’ safety and limit the potential damage

caused by road accidents:

Seat belts

The most basic, yet primary safety feature in a car is the seat

belt. Wearing a seat belt can bring down road accident

related mortality rates by a substantial 40-50%. Due to the high

Looking at automotive technology in India: what

have been the recent technical improvements

regarding safety devices related to cars? What are

the standard norms for these features in the

country and how has it affected road safety?

Improvement

in automotive

technology

“According to Tata Motors, car makers

are now quite focused on making safe

cars.”



impact nature of accidents, passengers, often get killed or

suffer injuries due to ejection from the vehicle. This can be

avoided through this safety harness. Seat belts also help

prevent passengers from hitting the dashboard or windshield.

Seat belts are now technically more advanced allowing

passengers to remain still on their seats upon high impact or

allow them to slow down along with the momentum of the car

in a controlled manner. Over the years the wear of seat belts

has become compulsory in most countries, decreasing the

number of road accidents related deaths.

Airbags

The presence of frontal airbags can reduce road fatalities by

20 to 40% in the event of a crash. An airbag is essentially, a

cushion that inflates upon impact providing a layer between

the passengers of the car and the vehicle’s hard interiors. They

are equipped with crash sensors that decide whether the

impact is strong enough to deploy the airbags.

Typically, on the driver side the airbag features in the middle of

the steering wheel whereas the front passenger seat airbag is

positioned above the glove box. Earlier cars used to have only

front side airbags but now with technological improvements,

cars come packed with up to six side airbags providing

protection from every angle. Hyundai’s Fluidic Verna, for

example, has been equipped with this extensive feature.

Anti-Lock Braking System (ABS)

This is an important feature that imparts safe drive conditions,

especially on wet roads. ABS prevents wheels from locking up

and stops the vehicle from skidding. It allows the driver to have

better control over the wheels and loss of traction is also

reduced. These days, these breaking systems are also being

fitted with an electronic brake force distribution system that

enhances a car’s performance on skid prone areas as it helps

release adequate stopping power to the wheels.

Electronic Stability Control (ESC)

ESC is a computerised safety automotive technology that

helps to keep the car under control, thereby reducing

accidents arising out of car skids. ESC comes equipped with

sensors that detect whether the car’s direction is in

congruence with the steering angle. If not, the electronic

stability control will apply brakes or make the engine slow

down so that the steering input is manoeuvred according to

the driver’s will. Cars like the Tata Aria come with this safety

feature.

“Over the years the wear of seat belts has

become compulsory in most countries,

decreasing the number of road accidents

related deaths.”



Adaptive Cruise Control

This feature is key when creating safe road conditions. It not

only prevents accidents but also improves the mileage of the

car. Adaptive Cruise Control is an upgraded version of Cruise

Control that is conventionally fitted in cars. It helps to

manoeuvre the car according to the flow of the traffic. Most

importantly, this control enables the driver to keep a safe gap

with the vehicle ahead. It slows the engine automatically, in

case over speeding occurs.

Other safety technologies

There are many other important automotive technologies

available. Fog lamps, for example are extremely useful in

areas where visibility is poor. This is the case in cities like Delhi,

where during the winter season there is practically no visibility

because of fog.

Crumple zone is another feature that helps absorb the impact

within the front part of the car, and prevent diversion of the

crash energy within the car.

Another technique that modern cars come with is the reverse

parking sensor. This sensor identifies and alerts the driver about

nearby obstacles while parking.

Active Head Restraint is another safety technology that gives

support to the head, in case the vehicle is hit from behind. It

consists of pressure plates and a pivot system that play integral

roles in keeping the heads of the rear passengers firmly against

the seats.

The importance of tyres regarding road safety

One of the most important safety devices regarding road

safety is tyres because they are the only link between the car

and the road. Road safety is the hallmark of radial tyres along

with fuel efficiency and enhanced mileage. Michelin, one of

the largest tyre manufacturers in the world, revolutionized tyre

technology with the introduction of radial tyres in1946.

During motion, all plies, regardless of the angle when

stationary, are at right angles to the direction of travel. Flexible

sidewalls, spiral layers and other engineering incorporated into

radial tyres contribute to the radial’s success and reliability:

- Lower heat generation: due to their innovative

architecture, radial tyres generate less heat when

travelling at high speeds. This makes the tyres safer for

travelling as the chances of a burst tyre are reduced,

“One of the most important safety devices

regarding road safety is tyres because

they are the only link between the car and

the road.”



- Safer ride: radial tyres offer a safer ride as they

provide a more stable contact with the surface of

the road when travelling,

- Increased maneuverability: radial tyres provide better

maneuverability and smaller slip angle on roads due

to their unique design and engineering,

- Better tractive and braking grip: due to greater area

of contact patch, the ground pressure is slightly lower

and more evenly distributed. That leads to greater

safety,

- Better riding comfort: this is because of greater

flexibility and suppleness of the sidewall which can

easily accommodate the dumping vibration. A

flexible sidewall helps to protect the inside of the tyre

and also provides a comfortable ride. The bumps on

the road feel smoother and the ride becomes less

tiring for the driver,

- More resistance to bruise impact or impact.

French manufacturer Michelin that supplies tubeless radial

tyres for passenger cars has come up with special tyres in the

TBR sector like XDE2 XDY3, XZE2 & XZY3 that are designed with

technologies especially suited to Indian roads. Along the same

line, Goodyear launched the GT3 radial tyre that is equipped

with Bubble Blade TM tread block design taking safety to a

different level.

Speaking to India Transport Portal, Rupesh Shah, Head of

Business Units - Butyl Rubber, Performance Butadiene Rubber

explained that roughly 5 percent of all accidents could be

avoided with better tires: “In 2010, a study by Professor Horst

Wildermann of the Technical University of Munich estimated

that high-quality tires improve road grip and handling and can

reduce braking distance by 50 percent. Also, in 30 percent of

all road accidents resulting in personal injuries, the collision

speed and the severity of resulting injuries could be reduced

with high-quality tires.”

Safety feature norms in India

All of these safety technologies are available in cars that are

sold in India but, unfortunately, safety norms are largely

neglected in the country. According to the country’s

legislations, it is only mandatory to have seat belts in cars that

are sold here. The other safety features do not figure in the

majority of cars, unlike their European counterparts.

These features are only available in high end models at an

additional cost. The airbag, although a primary safety

technology, is not available in most cars on Indian roads. In the

USA since 1998, it is mandatory to have at least two airbags in

the car. In India, no such things exist.

“French manufacturer Michelin that

supplies tubeless radial tyres for

passenger cars has come up with special

tyres in the TBR sector that are designed

with technologies especially suited to

Indian roads.”



Apathy of strict legislations on the part of Government

coupled with Indian buyers’ reluctance to pay extra have

largely compromised safety norms on Indian roads. This is

really unfortunate if one looks at the statistics published by

National Crime Record Bureau. In 2010, car accident

related deaths represent a considerable figure of 16.6%.



20

9,7

6,3

16,6 5,4

21,1

2,4

9,1

9,4

Truck/lorry

Bus

Tempo/vans

Car / SUV

Three wheeler

Two wheeler

Bicycle

Pedestrian

Others


Road accident deaths by type of vehicles (%)

Special Issue – September, 2012 International Road Federation


India Transport Portal: As the Chairman of the International

Road Federation, you are at the forefront of the road safety

issue. What is your comment on the today’s situation?

Mr. K. K. Kapila: The road safety situation in India is very grim.

More than 1,42,000 people died on Indian roads in 2011. This is

as far as official statistics go; actually the numbers would be

still higher. Unfortunately this does not get the attention it

deserves from the various stakeholders. The United Nations

passed a resolution launching the Decade of Action Plan on

11th of May 2011 under which all nations were supposed to

prepare an Action Plan encompassing the 5 Pillars of Road

Safety to reduce road accidents in the world by 50% by the

end of 2020.

In India, unfortunately, the Action Plan is yet to be announced.

I have personally written to the Chief Secretaries of all the

State Governments forwarding a Draft Action Plan, with the

request to kindly finalize and firm it up at the earliest so that we

can first exercise a check on the road accidents deaths, and

thereafter start reducing the numbers.

A number of NGOs are working in this field. Some of them are

from the general public who died in road accidents and their

families have formed NGOs and taken upon themselves to

work in the field of road safety.

IRF is trying to coordinate their effort by bringing them onto its

fold and assist in directing such efforts so that maximum results

are achieved. Unfortunately, the Corporates are doing very

little in this direction except for Maruti Limited, Hundai and a

few more in a very limited way. A lot more needs to be done

by the Corporates who can definitely assist in this noble task.

“We need to

finalize the

Action Plan”

Mr. K. K. Kapila speaks about the road safety

situation in India and how the International Road

Federation of which he is the Chairman is leading

towards better road safety achievements.

“IRF is trying to coordinate NGOs efforts.”



India Transport Portal: How would you improve the way to

tackle road safety issue?

Mr. K. K. Kapila: To improve the road safety management in

India, we need to finalize the Action Plan and work on it in a

coordinated manner. The tasks under the Action Plan need to

be monitored on a regular basis at a higher level and no

impediments should be allowed in its way.

The road safety management would in totality be a function

of 4 E’s i.e.: Engineering, Education, Enforcement and

Emergency Care. As far as Engineering is concerned, a lot of

work has already been done with regard to what measures

need to be adopted to make the roads forgiving. Guidelines in

this regard were issued by the Ministry of Road Transport &

Highways in April 2010, on the basis of recommendations of the

4th IRF Regional Conference.

Strict enforcement of these guidelines will help in removing the

deficiencies existing in the roads and help build safer and

forgiving roads. As far as laws are concerned, the Motor

Vehicle Act and Rules are under review, however, what is

important is that the current rules and laws should be strictly

adhered to, and their enforcement ought to be a priority.

India Transport Portal: There is a lack of road safety awareness.

How could it be addressed?

Mr. K. K. Kapila: The best way to augment and spread road

safety awareness is through messages and by showing short

promos on television network, providing big hoardings at

important locations and screen short Road Safety films in

cinema halls before a commercial film is screened.

We also need to highlight that the economic cost of road

accidents is a mindboggling figure of rupees one lac crore per

year besides the cost of 1,44,000 families directly affected by

the deaths and many more who are indirectly affected from

the trauma of accident, deaths.

Besides these 5 lac people get injured and many of them

suffer from permanent injuries. The magnitude of the problem

needs to be brought out lucidly in the public view so as to

touch their hearts thereby motivate everyone to think in terms

of contributing his bit towards the cause of road safety.

“The current rules and laws should be

strictly adhered to, and their enforcement

ought to be a priority.”



India Transport Portal: Road safety is a global issue, so which

priorities do we need to focus on?

Mr. K. K. Kapila: Top priority needs to be accorded to issuance

of driving licenses. Adequate care must be exercised to ensure

that a person being given a driving license is trained in a

proper driving school and has acquired sufficient knowledge

of handling of vehicle, knows all the road signs, has been

rightly groomed and after passing the tests prescribed for the

appropriate category is granted the license. In the case of

commercial drivers, it should be also ensured that they have

been trained in first-aid trauma care, which is necessary in

accordance with the Motor Vehicle Rules.

India Transport Portal: As the chairman of the IRF, you are well

positioned to benchmark countries. What kind of best

practices would you enable in India?

Mr. K. K. Kapila: The best practice which we need to bring in

India is that we must carry out road safety audits on the roads

to bring out the deficiencies in the road system for making

them forgiving. We need to take up these works on priority to

remove the deficiencies. For the new road construction work

in the country, Road Safety Audits should be carried out at the

design stage and necessary corrections made in the design

itself. This should be followed by audit at the construction

stage as well as during operation and maintenance. If we

address the concerns which emerge in the road safety audits,

we will be able to provide safer and sustainable roads which

are the need of hour.

India Transport Portal: You are also the Chairman of ICT Group

Companies (infrastructure projects). How to balance the need

for road development and making them safer?

Mr. K. K. Kapila: In this connection, I would like to mention that

we are aiming to build only safe and sustainable roads.

Building unsafe roads is a much bigger loss to the nation than

just developing roads without caring for road safety. It needs

to be appreciated that road safety component in roads is not

more than 10% of the cost of the road work. If we cut such

works, we are building roads which would entail an increase in

road accidents which ultimately costs substantially more to the

nation than the investment on safety measures. Besides, if we

do not provide the requisite road safety measures, we will be

increasing the trauma of the masses; thus hurting the ‘Aam

Admi’ the most, for whom all political parties proposes to be

working for, yet they show little or no concern about road

safety.


Mr. K. K. Kapila has done bachelor of civil engineering from M.B.M. Engineering College. He is a fellow of Institution of Engineers and a Chartered Civil Engineer. Mr. Kapila held the position of Deputy Director in International Airport Authority of India up to August 1985 before setting up ICT Pvt. Ltd. Mr. Kapila is Chairman and Managing Director of ICT Group Companies. ICT Group is a multi-disciplinary firm of international consultants, providing comprehensive professional consultancy services, for all facets of infrastructure projects. He is the first non-European unanimously elected Chairman of International Road Federation (IRF). Under the able stewardship of Mr. Kapila, IRF India Chapter has conducted Five Regional Conferences covering various aspects related to Road Safety. The IRF India Chapter with the support of the Ministry of Road Transport & Highways has embarked on the “National Mission” of reducing road fatalities by 50% by the year 2012. He has authored a large number of papers published in various journals and is the recipient of a several awards.

“The best practice which we need to bring

in India is that we must carry out Road

Safety Audits to bring out the

deficiencies.”

Special Issue – September, 2012 Central Road Research Institute


India Transport Portal: What looks like a typical road victim and

how is evolving the need for road safety management?

Dr. S. Gangopadhyay: Road Safety situation in India today is

quite dismal with official figures of around 1,30,000 fatalities.

Around 10% worlds’ fatalities occur on Indian roads with just 1%

of world’s vehicle ownership.

The most disturbing aspect is that it is occurring to the most

productive age group people (15-45 years). The most

vulnerable groups are the pedestrians, cyclists and two-

wheeler riders around 70 to 90% of the total victims of road

fatalities and these groups are invariably poor also.

The attention it should have received from all stakeholders was

awfully lacking up to some years back, say 3-4 years. Only lip-

service was going on. However, this being the road safety

action Decade (2011-2020) globally, now the Government has

realized its importance. Some awareness is being generated

but the actions in some concrete form have to be framed and

implemented.

India Transport Portal: How is it possible to improve the

situation?

Dr. S. Gangopadhyay: The road safety management has to be

improved. Sundar Committee in its report has provided this in

detail. The eleven points road safety policy framed earlier by

Road ministry will have to be adopted and implemented at

national level. All the states should also make and implement

road safety action plans suited to their local needs and

environment.

As road safety personnel are awfully lacking, capacity building

in this field has to be given due priority. NGOs workings in road

safety field have to be roped in.

“Fatalities are

in the most

productive

age group

people” Dr. S. Gangopadhyay is director of the Central

Road Research Institute. He presents us two road

safety management strategies that have to be

initiated and led by the Government: Road Safety

Audits and Traffic Calming Techniques.

“The most vulnerable groups are the

pedestrians, cyclists and two-wheeler

riders around 70 to 90% of the total

victims of road fatalities and these groups

are invariably poor also.”



The road safety awareness can best be generated when it

touches the heart of a person. People have to be sensitized

both emotionally and with facts and figures on road safety.

The best way is to make it mandatory for private popular

channels on TV to broadcast 30 seconds to 1 minute films on

road safety and also in cinema halls.

India Transport Portal: What could be a successful strategy for

India in order to tackle road safety issues?

Dr. S. Gangopadhyay: Road safety is a global issue. However,

the countries which were able to bring down fatalities did so

when their Prime Minister or Presidents i.e. top management

people owned it. Two strategies which can work in India are

Road Safety Audits and Traffic Calming Techniques.

Under Road Safety Audits, all roads new or existing are audited

from safety point of view taking into account all types of road

users. These are done at six stages i.e.:

(i) Feasibility stage,

(ii) Preliminary design stage,

(iii) Detailed design stage,

(iv) Construction stage,

(v) Pre-opening stage,

(vi) For existing roads, if it is done at earlier Stage better

results it will provide. RSA provides forgiving roads i.e.

even if the road users make mistakes, severity is tried

to be minimized.

Traffic calming techniques include:

(1) Speed breakers or humps,

(2) Road narrowing or chicanes,

(3) Pedestrian facilities,

(4) Landscaping and environmental features,

(5) Speed limits and signs.

As in India, traffic segregation is not done in the desired way,

different road users share the same road space and so speed

differential is increasing. It has made the lives of pedestrians

and cyclists quite risky.

So in my view these two measures will have to be given top

priority.

India Transport Portal: You are Director of the Central Road

Research Institute. What are your main initiatives / successes

regarding road safety?

Dr. S. Gangopadhyay: In CRRI, exclusive road safety division

was created as early as in 1986 realizing the importance of

road safety. This division is doing R&D on each and every

aspect of road safety e.g. design aspects of safe roads, driver

“Countries which were able to bring down

fatalities did so when their Prime Minister

or Presidents i.e. top management people

owned it.”



testing, studies on vulnerable road users i.e. pedestrians,

cyclists, two wheelers, truck & bus drivers etc. Studies on

targeted road user behavior like road rage, drinking & driving

hazards of distracted driving, use of mobile phones while

driving etc. Testing of SPG drivers, testing of retro-reflectivity of

road signs, High Security Registration Plates (HSRP) etc.

CRRI is also providing consultancy services to MOSRTH, NHAI,

PWD, LDA, ADA, private industry people etc. It is also providing

training to highway professionals, enforcement agencies,

commercial drivers etc.

The main initiates / success regarding road safety are:

(i) Manual on safety in road design for MOSRTH, 1998,

(ii) Road safety audit manual adopted by IRC as Road

Safety Audit Manual IRC-88,

(iii) Traffic management studies for different cities,

(iv) Road safety audit studies for national highways,

expressways, state highways, MDR’s, ODR’s etc.,

(v) Intelligent Transport Systems,

(vi) Safety issues for vulnerable road users,

(vii) Film on no mobile when mobile.

These are some of the broad areas covered under Road

Safety

India Transport Portal: What are the latest trends regarding

design, construction and maintenance of roads (in order to

secure them and make them safer)?

Dr. S. Gangopadhyay: The latest trends regarding design and

construction of roads for making them safer is the decision of

the Government to make it mandatory that all Public Private

Partnership (PPP) projects will have to be compulsorily audited

from safety point of view.

NHAI has allotted many such projects and has appointed

safety consultants. CRRI has also to audit around 1200 km of

national highways at design and construction stages. Earlier

only externally funded projects used to be safety audited.

However, our initial experience suggests that it is a long way to

go. RSA is not understood properly and required road safety

auditors are not there in the country. CRRI is offering regular as

well as customized training programmes on the subject. We

hope it will make a difference as it is the motive of CRRI to

provide a pair of “safety eyes” to the practicing engineers and

highway professionals.


Dr. Subhamay Gangopadhyay is Director of the Central Road Research Institute. He has graduated in Civil Engineering (B.E.) from University of Calcutta and obtained post graduate degree in Transportation System Engineering from IIT, Kanpur. Dr. Gangopadhyay obtained M.Sc. & Ph.D. from the University of New Brunswick, Canada. He has more than 32 years’ experience in area of traffic engineering & transport planning, regional and urban travel demand modeling traffic flow theory and capacity analysis, road traffic safety, urban traffic congestion and environmental impact of road transport. He has coordinated wide range of traffic and transportation studies covering many cities in India. He has successfully carried out a number of significant projects i.e., comprehensive traffic and transportation study for various cities, urban road traffic and air pollution in major metropolitan cities in India, evaluation of benefits after implementation of Delhi metro and application of Intelligent Transport System in Delhi. Dr. Gangopadhyay is a Member of Technical sub group of Delhi Development Authority and in many other committees of Delhi and Central Government. He is also Chairman of IRC, IMRA, committee and Chairman of IRC, Materials Accreditation Committee and life member of Institute of Urban Transport. Dr. Gangopadhyay has published more than 55 research papers and about 50 technical reports.

Special Issue – September, 2012 Confederation of Indian Industry - Institute of Quality


India Transport Portal: According to you, what is the situation

regarding the road safety in India, today? Does it get the

attention that it deserved from all stakeholders?

Mr. N. Kumar: The recent statistics reveals that almost 1.42 lakh

people were killed on Indian road crashes in 2011. This is an

increase over 80,000 from 2010. In 2009 the road accident

fatalities recorded 1.25 lakhs and 1.34 lakhs in 2010. The Ministry

of Road Transport & Highways is also in the process of planning

a Road Safety Action Plan. The Action Plan would be

expected to recognize the need for a coherent, multi-sectorial

and integrated approach. It envisages several concrete

initiatives to be taken up to upgrade vehicle safety standards,

to bring about improvement in driving license system,

accidents data collection and evolution system launching

capacity building programmes.

Recognizing the vital importance of quick medical assistance,

the Ministry of Road Transport and Highways under the

Scheme “National Highways Accident Relief Service Scheme”

has provided hundreds of cranes and ambulances to states,

UTs and NGOs for relief and rescue measures. The Ministry has

a scheme for establishment of trauma care facilities along

national highways to provide the competent medical

assistance within the shortest possible time. India is signatory to

the decade for action declaration by the United Nations to

reduce death 50% by 2020.

India Transport Portal: According to some studies, road traffic

injuries are in 2004 the ninth cause for disease or injury.

Forecasts predict road traffic injuries will rank fifth in 2030. Road

safety future seems gloomy…

Mr. N. Kumar: The road safety challenges and opportunities

are high in India since the accidents ratio is comparatively

increasing; vehicle volume is also increasing every year. ISO

39001 is launched on road traffic management; hence the

seriousness on road safety is now taken up by the corporates

as a requirement rather than a CSR activity. The road safety

initiative is to make the passenger (people moving people)

“Road Safety

is a corporate

issue”

Mr. N. Kumar is Chairman of the Confederation of

Indian Industry – Institute of Quality. He explains

us how corporates could and should be involved

in a massive road safety initiative led by his

organization.

“Recognizing the vital importance of quick

medical assistance, the Ministry of Road

Transport and Highways has provided

hundreds of cranes and ambulances to

states, UTs and NGO for relief and rescue

measures.”



and goods (people moving goods) transportation safe in

India. Therefore Safe Fleets program propose to develop

Indian industry towards safe fleet operations through training

and consulting approach.

The program involves adoption of the voluntary code for

implementing Road Transport Safety Management System

(RTSMS), which includes elements such as driver management,

vehicle management, journey management and contractor

management. This voluntary code shall be included in the ISO

39001 standard during RTSMS development with corporates.

India Transport Portal: Besides emotional/humanitarian

aspects, what is the economic cost of the lack of road safety

in India?

Mr. N. Kumar: India has a rural road network of over 3,000,000

km, and urban roads total more than 250,000 km. The national

highways, with a total length of 65,569 km, serve as the arterial

network across the country. Roads carry about 61% of the

freight and 85% of the passenger traffic. Highways total about

66,000 km (2% of all roads) and carry 40% of the road traffic.

With more than 40 million vehicles using India’s roads, therefore

are taking a great toll, killing over 140,000 people each year,

with over one third of a million victims requiring hospital

treatment. The current scenario of commercial accidents are

more than 60% in India and 60% of breadwinners are killed in

these accidents. These crashes not only cause considerable

suffering, they also have a major impact on the country’s

economy, costing more than 3 per cents of India’s GDP every

year.

India Transport Portal: Under Road Safety Initiative, CII -

Institute of Quality launched an initiative called “Safe Fleets”.

Present us of this initiative?

Mr. N. Kumar: CII - Institute of Quality is an international center

of excellence for training and development on all aspects of

competitiveness through quality.

CII - Institute of Quality has been promoting TQM, business

excellence, TPM, lean, business excellence and many other

initiatives which are of great importance to Indian industry. To

support the industry on additional areas such as road safety

initiative, road safety program called Safe Fleets, was initiated

with an aim of promoting the road safety as a management

system. This is a systematic step by step approach towards

safer roads basically by the users, one of the main stake

holders of a big picture.

“The Program involves adoption of the

voluntary code for implementing Road

Transport Safety Management System,

which includes elements such as driver

management, vehicle management,

journey management and contractor

management.”



To make this together with mass movement, CII-IQ Shell and

GRSP (Global Road Safety Partnership) and other likeminded

organizations are working for spreading this movement in

India. The vision of Safe Fleets is to make a significant

contribution in the corporate world to achieve a sustainable

reduction of the unacceptable toll of deaths and injuries from

road crashes in India.

The objectives were as follows when we began:

Voluntary partnership formed between CII, Shell and

GRSP for promoting road safety,

A comprehensive programme to build road safety

management capability among corporates and

transporters,

Creation of road transportation safety management

curriculum (voluntary standard) to enhance the long-

term capacity of institutions,

The corporates that have successfully implemented

the Safe Fleets programme to be invited to share

their best practices,

Representatives of Government, NGOs, road traffic

experts and other stakeholders to be involved in this

initiative for the long-term sustainability of the

initiative.

Some of the key results achieved by the team are as follows in

the last 3 years:

Signed a MoU with Government of Karnataka for

road safety initiatives in Karnataka. Transport dept. of

other state Govts. such as Delhi, Tamil Nadu &

Maharashtra have also shown interest on this initiative

to join our Safe Fleets program,

Voluntary code for people moving people was

launched in 2010 at our IQ Anniversary day and

voluntary code for people moving cargo is now

ready for launch,

More than 30 organizations have signed up to Safe

Fleets and accepted the voluntary standard which

widens our current influence is approximately on 2500

vehicles across Bangalore, Hyderabad, Chennai and

Delhi,

Study report on mines transportation at Hospet and

Bellary a joint initiative of Govt. of Karnataka for

improvement,

Organized many Safe Fleets open programs;

showcased at few related exhibitions and many in-

house programmes for promotion of road safety

across Bangalore, Mumbai and Delhi,

To reduce the commercial transport accidents and

to support Safety in goods transportation, CII-Institute

of Quality initiated and prepared a voluntary

standard for goods transportation industry. This is with

“The vision of Safe fleets is to make a

significant contribution in the corporate

world to achieve a sustainable reduction

of the unacceptable toll of deaths and

injuries from road crashes in India.”



the support and suggestions of corporates,

transporters, associations and legislators on a

common forum and evolved a voluntary road safety

standard for the transportation of goods,

The value added voluntary code was developed

with the brainstorming sessions in Bangalore, Mumbai

and Delhi with many stake holders like regulators,

transporters, corporate houses etc. This voluntary

code consists of 4 main quadrants namely Driver

Management, Contractor Management, Vehicle

Management and Journey Management which

leads to the road safety management system,

Creating awareness and working on the same line,

CII-IQ organized many awareness seminars and

conferences to take the initiative further and to

spread the message of road safety activities.

CII- IQ has recently organized a core committee with

representatives from likeminded corporates and road

safety experts from India to discuss and consider a

concrete road safety action plan in India. During the

meeting we arrived at a strong and motivated action

plan on the joint leadership of the participated

organizations. We will move forward on the agenda

with corporates support on this initiative.

India Transport Portal: This initiative aims to tackle the

transport/logistics industry in India among corporates and

transporters. Is it the only priority according to you?

Mr. N. Kumar: Fatigue and road user behavior is the top priority

to be addressed. More than 70 lakhs trucks are plying on the

highways and there are not much of basic amenities such as

toilets, drinking water, rest places, bathing facilities, recreation

places, truck parking places with proper security for the drivers,

even if they are there, they are inadequate on the Indian

national highways. These drivers are subjected to stress and

fatigue leading to more road accidents.

The truck drivers are crucial to implement traffic rules. There is

dearth of truck driving schools in India which is why the drivers

lack basic knowledge on road safety. Indian logistics sector

badly needs skilled workers. For example, a recent study done

by Confederation of Indian Industry road freight segment

shows that nearly 51 million truck drivers would be needed by

2015.

The estimates indicate that currently India has approximately 3

million truck drivers for medium and heavy commercial

vehicles. Even if 50 per cent of all drivers in India are to be

trained, almost 125 institutes of the size and scale of the

existing in Namakkal will be required in the next 7-8 years.

“A recent study done by Confederation of

Indian Industry road freight segment

shows that nearly 51 million truck drivers

would be needed by 2015.”



India Transport Portal: The truck sector in India is highly

fragmented. Most of the drivers own their trucks and only 6% of

companies have more than 20 trucks. Without strong

Government regulations, it should be difficult to promote and

spread road safety awareness among transporters…

Mr. N. Kumar: The ratio of accidents involving goods/freight

carrier in India is about 23% by type of motor vehicle as per

typical data available with research wing Ministry of Road

Transport and Highways. CII-IQ works with corporates,

transporters and fleet operators on this initiative. CII-IQ

conducted fleet operators’ awareness programs involving bus

operators, taxi operators, and truck operators etc. to take a

pledge on this initiative to create safer roads. CII-IQ also works

with All India motor congress truckers association on this

initiative. Further to spread the message of road safety

activities, with truckers’ community road safety Initiative was

showcased in the Namakkal transport show “Fiesta 2011”and

International Special Vehicles show at Hyderabad in March

2011. Namakkal being the Hub for the truckers this initiative

was showcased in the Namakkal transport show which was

very successful.

India Transport Portal: As you focus on corporates and their

best practices, could you give some examples of successful

initiatives that have been enabled among corporates?

Mr. N. Kumar: CII - Institute of Quality has conducted

programmes in many corporates such as Thomson Reuters,

Infosys, Wipro, Sequel Logistics and many more. This has

resulted influencing more than 3500 vehicles of these

corporates including passenger and goods transportation.

Successful implementation of fleet safety requires a top-down

management approach. The company’s policy must not only

reflect the importance of fleet safety but also the commitment

of the management. The fleet safety must be fully integrated

in the organization and management systems. It needs to

become an integral part of the company’s culture and be

one of the key drivers for continuous performance

improvement through the implementation of key performance

indicators.

The top management should demonstrate visible leadership

and commitment to road safety to the whole organization

including its transport contractors and all stakeholders.

Managers must accept individual responsibility and

accountability for effective communication, support and

implementation of organization’s road safety management

systems, policies and requirements.


Mr. N. Kumar is the Vice Chairman of Sanmar, a family owned conglomerate. He is also the Honorary Consul General of Greece in Chennai. He is on the board of various public companies and carries with him vast experience in the sphere of technology, management and finance. As a spokesman of Industry and Trade, Mr. Kumar was past President of Confederation of Indian Industry (CII) and has participated in various other apex bodies. He is Chairman of the Confederation of Indian Industry - Institute for Quality. The Institute is launching Safe Fleets, a massive Road Safety initiative which involves corporates. Mr. Kumar is an engineering graduate from Anna University, Chennai.

“The company’s policy must not only

reflect the importance of fleet safety but

also the commitment of the management.

It needs to become an integral part of the

company’s culture and be one of the key

drivers for continuous performance

improvement.”

Special Issue – September, 2012 Institute of Road Traffic Education


India Transport Portal: According to you, how is the road safety

situation evolving in India? You have been critical with regard

to the Government initiatives. Do you see encouraging

developments?

Dr. Rohit Baluja: The road safety situation in India is nothing

short of a crisis. With staggering 1,40,000 deaths and an

estimated 1.8 million serious injuries in 2011, these figures are

rising at 5.5% annually. Most unfortunately, at the moment I do

not see any encouraging developments to scientifically tackle

this grave issue.

India Transport Portal: You claim for an update of the Indian

Motor Vehicles Act and to compel with the UN Convention of

1968. What kind of amendment would you like to be adopted?

Dr. Rohit Baluja: The UN Conventions of 1949 and 1968 provide

the basis of uniformity and need based suggested legislation

through a comprehensive partnered document worked

together by over 40 developed nations. These have been now

supported by resolutions which provide further guidelines

based upon which the member nations can amend their

legislations as well as standards related to traffic control

devices. In Indian context: The Central Motor Vehicles Rules

and the Rules of the Rules Regulations along with the

standards defined by the IRC should be ratified to the

conventions as per Indian conditions and requirements.

India Transport Portal: According to you, what should be the

best way / argument to spread awareness regarding road

safety (economic cost, emotional/humanitarian etc.)?

Dr. Rohit Baluja: Road deaths and injuries are treated by the

bureaucratic and political leadership as statistics. Behind each

statistic is a human being and behind each person is a

shattered family. It is important for each person who is a

decision maker in any of the respective fields of transportation,

roads, vehicle, health, enforcement, oil industry and insurance

should try to imagine the pain and agony faced by victims of

road crashes, and then takes requisite decisions.

“Road deaths

are treated as

statistics”

Roads and highways could be some No Man’s

Lands but it is not to mention the Dr. Rohit Baluja

Institute of Road Traffic Education: the first

citizen's initiative to improve traffic conditions.

“Behind each statistic is a human being

and behind each person is a shattered

family.”



India Transport Portal: Road safety is a global issue: driver

behavior, safety devices, road design, traffic signalization etc.

According to you, what is the top priority?

Dr. Rohit Baluja: Road safety is a global issue alright, but should

begin as the basic issue for each city, district, state and

country.

There can be no prioritization: to begin with I would like to

clarify that road safety in isolation has no bearing. Roads are

unsafe due to inadequacies in the following domains:

legislation and standards to begin with. Then follows the basis

of traffic engineering, the need based and scientific

application of which forms the safe movement of traffic.

If drivers are not trained and assessed in a desired manner, it

simply amounts to handing over arms to untrained persons. To

ensure that the traffic moves as per stipulated legislations and

codes, the importance of enforcement is supreme. So that

after crashes have occurred, the victims are saved from

serious and fatal injuries the area of rescue, first aid, and

trauma care are crucial.

India Transport Portal: A vast majority of Indian crash fatalities

are vulnerable road users. How to improve a better human-

road interface? There is a rising trend towards technical

answers such as Intelligent Traffic System or safety devices.

Dr. Rohit Baluja: ITS is the way forward for all motorized nations.

However it is important to understand that before the ITS is

applied, it is important to ensure that the roads are properly

traffic engineered. ITS is taking the twentieth step, wherein all

other steps from one to nineteen of traffic engineering and

safety audits must be first put in place.

Yes, 86 % of road crash causalities are those of the vulnerable

road users. These are primarily because of poor and

inadequate infrastructure and lack of strategic enforcement.

Effective remedial measures to prevent road crashes can only

be initiated once the factual causes and consequences

behind such crashes are known. This can only happen when

the road crashes are scientifically investigated. Road Safety

begins from such data and information, which is major

handicap in Indian conditions.

“Road safety is a global issue, but should

begin as the basic issue for each city,

district, state and country. There can be

no prioritization: To begin with I would

like to clarify that Road safety in isolation

has no bearing.”



India Transport Portal: Please present us the Institute of Road

Traffic Education and your main achievements / Initiatives?

Dr. Rohit Baluja: The Institute of Road Traffic Education (IRTE) a

research based not-for-profit organization, has embarked on

the mission of capacity building of traffic management

organizations across the developing world.

These organizations may be both in Government or private

sector who deal with the domains of road crash investigation,

traffic engineering, development of legislation and standards,

driver training and assessment and post-crash management.

Inspired by the successful research based successful initiatives

which include: Journey Risk Management (JRM), Enforcement

Technology Vehicles (Interceptors), Mobile Crash Investigation

Laboratory (CrashLab), Students Traffic Volunteers Scholarship

Scheme (STVS), road safety education programme for schools

(School Conclave), highway literacy programme, interactive

bottom up approach in driver training, training systems in road

crash investigation, the IRTE has now set up the College of

Traffic Management (CTM) in the NCR Delhi.

This College has four working schools namely: School for Traffic

Engineering, School of Enforcement, School of Driver Training,

School of Public Health and Road Safety, and has now

become the focal point for sharing and learning in all the

areas. These investments by IRTE are no short of sowing seeds

of the development of safety management of roads for the

future. Trees take time to grow, and when they fully mature,

they provide shelter and fruits for generations ahead.

India Transport Portal: What is your feedback regarding the

driver trainings you offer? Do you feel there is road safety

awareness among drivers / truckers / transport corporates?

Dr. Rohit Baluja: The driver training programmes offered by the

IRTE are fully based upon the research being carried out by our

traffic engineering and enforcement schools. The tools,

systems and modules have been developed on a bottom-up-

approach.

IRTE’s in-depth research on camera has adequately revealed

that non-standard and non-uniform road geometrics and

faulty traffic engineering systems on our highways and urban

roads has led to a fall in road user behavior which is

adequately demonstrated by the large extent of serious

violations of the road related legislation. Since the

enforcement systems in the country are still largely

rudimentary, traffic violations to the large extent are not

recognized by the enforcement agency which is the police.

Michelin interview

“IRTE’s in-depth research on camera has

adequately revealed that non-standard

and non-uniform road geometrics and

faulty traffic engineering systems on our

highways and urban roads has led to a fall

in road user behavior.”



The bottom-up approach has been defined by IRTE as

understanding the cause of violations through scientific

research - including video recording, accident investigation,

safety audits of roads and related environments, interviews of

drivers and road user - and integrating the research findings

with standards and legislation to develop tools and systems of

training to meet the needs of drivers in different categories.

All our systems are duly audited. Each training programme is

also supported by pre and post assessments to ensure that

both the employed drivers and those who drive their own

vehicles understand the aspects of legislation and defensive

driving in the conditions and domain they drive. There is no

doubt that road safety awareness has much increased of

each driver who has been trained by the IRTE.


Dr. Rohit Baluja is the President of the Institute of Road Traffic Education (IRTE). He has a doctorate in civil engineering from the University of Birmingham. He is a member of the United Nations Road Safety Collaboration representing India, as well a Member of the Commission for Global Road safety representing Asia. He is contributing towards training and capacity building in the areas of traffic policing, accident investigation, driver training, traffic engineering and road safety management. IRTE is a non-profit organization that was the first recipient of the National Award for Road Safety by the Government of India.

Special Issue – September, 2012 Karnataka Government advisor

© India Transport Portal 22

India Transport Portal: As an academic, how would you

comment the road safety situation in India today?

Prof. M.N. Sreehari: India witnesses the highest number of road

crash deaths in the world and the number of such incidents is

growing at an alarming rate. Traffic management to mitigate

accidents requires attention from several collective entities

such as planners, decision makers and citizens.

Although the number of vehicles on Indian roads is not high

the main cause for accidents can be attributed to rash and

negligent driving, haphazard driving habits, and careless

attitude towards other road users such as bicyclists and

pedestrians. Due to this, the accidents are on rise and can

only deteriorate with the increase in number of vehicle and

speed.

While Government agencies have earmarked adequate

finances to plan and practice road safety initiatives, it

however has not percolated enough to make any positive

impact. It appears that the proposed measure to mitigate

accidents are not focused and dealt at the micro-level. In

fact, a good portion of the total GDP (about 3 to 5 percent)

goes towards preventing road crashes. Financial allocation

alone is insufficient but requires a collective effort in planning,

study & research of road safety measures, public awareness

and involvement of NGOs are critical in alleviating traffic

issues.

India Transport Portal: What kind of measures should be taken

in order to improve the situation? ?

Prof. M.N. Sreehari: In order to see any major improvement in

road safety there is a strong need for co-operation of all stake

holders that includes Government & non-Government

agencies. It is judicious for the Government agencies to

allocate small budget to take preemptive measures and

“Financial

allocation

alone is

insufficient”

Prof. M.N. Sreehari gives us his academics insights

on road safety issues. He also told us what he

learnt from the Karnataka initiatives he used to

enhance as a Government Advisor.

“Public awareness and involvement of

NGOs are critical in alleviating traffic

issues.”



enforce them rather than spending large amount towards

compensation, social costs and other in-tangible costs. In

addition, non-Government agencies can contribute in the

enforcement phase by introducing measures such as traffic

awareness, training and education, which can significantly

improve the overall system.

Government agencies can bring in additional laws and

regulations to improve quality of drivers behind wheels. For

instance, it can regulate quality of drivers through issuance of

driving licenses: permit users that are well trained and

educated about road safety rather than issuing driving permits

based on simple tests. Additional measures must be put in

place to ensure quality of existing drivers is maintained. For

instance, every year classes and tests must be conducted

mandatorily for public vehicle drivers and once in five years for

others.

Secondly, the classes and training material must be updated

regularly to cover advancements in technology. For example

drivers must be educated about the impact of using cell

phones and texting while driving on road safety.

Third, mandatory vehicle inspection must be administered

once in two years to determine the health of vehicles.

Fourth, enforcement of regulations through cancellation of

license, levying heavy fines, additional traffic classes, and

community service to offenders are the needed in India.

On a longer plan, other measures like ensuring good road

surface condition, adequate and appropriate road sign will

reduce the number of accidents. Also allocating additional

resources to enforcing authorities can mitigate accidents.

Good driving habits and road safety education program must

be conducted periodically and repeatedly by Government

and NGOs for target age group of 18 to 30 years of drivers as

they cause almost 55 percent of accidents.

India Transport Portal: How to spread road safety awareness?

Prof. M.N. Sreehari: Road safety awareness programmes must

include case studies that can be narrated preferably from

those involved in a collision. This may involve perspectives from

the victim, individual causing the accident and enforcement

officer investigating the collision. Informative traffic collision

awareness information must be communicated to the public

through theatres, training programs, advertisements, and

social networking websites.

“Mandatory vehicle inspection must be

administered once in two years to

determine the health of vehicles.”



The message of road safety must be conveyed emotionally on

humanitarian grounds which has higher rate of information

decimation and comprehension. Citizen participation in local

traffic management programs must be encouraged. In

addition, traffic safety must be taught and inculcated in

schools and university education.

Every road user thinks that he is always right and the mistake is

from the other road user as he fails to perceive his mistakes.

Drivers are most time agnostic and do not consider the

economic loss, loss to life, property etc., which are secondary

to him.

India Transport Portal: As an advisor to Government of

Karnataka, could you present us some road safety initiatives

that are managed in Karnataka?

Prof. M.N. Sreehari: As an advisor to Government, I am

involved in implementing and carrying out number of road

safety awareness programs like, safe route to schools, safe

vehicle and safer roads carried out successfully with a marked

success. Being the founder chairman for Traffic Engineers &

Safety Trainers (TEST), an NGO working with the motto Reach

Home Safe, educated more than four lakh road users and

drivers of all class of vehicles. Results from these programs were

positive. I also have authored, perhaps the first of its kind in

India, a road safety manual in the year 1999.

B-TRAC (an initiative from Bangalore Traffic Police) is very much

effective and a self-imposed traffic warden organization was

initiated. This program is highly effective in carrying out various

road safety programs which includes education and

enforcement.

In traffic control and management there is a need to

introduce ITS (Intelligent Transportation System). To validate the

effectiveness it is very important to carry out before and after

studies (BAA). This will help to understand the effectiveness of

the program for its validation, fine tune or moderate

procedures.

Educating the rural population on road safety at primary

teaching schools and at adult level programs is in practice.

Over all these programs practiced in Karnataka is yielding

satisfactory levels and justified by the reduction in the number

of accidents and its rate over the years. Though this number

cannot be brought to zero it can however keep a check on

the collision rate with increase in vehicular growth. Safe roads

and zero accidents, though is almost impossible to reach, but

moving towards this goal is always a positive note. I am sure

Karnataka is reaching this goal in a systematic way, although

slowly, it has a long way to go.

“There is a need to introduce ITS. To

validate the effectiveness it is very

important to carry out before and after

studies (BAA). This will help to understand

the effectiveness of the program for its

validation, fine tune or moderate

procedures.”



India Transport Portal: Road safety is a global issue that

includes several aspects. Does it need a global approach?

Prof. M.N Sreehari: Road safety is no doubt a global issue and

also a challenge. Every city or urban area has its own

indigenous methods to achieve satisfactory levels through

local area traffic management initiatives. One of the main

and most un-predictable road safety issues is the driver

behavior, which is situational and may vary significantly in a

population.

This one is really challenging as most of the accidents are

attributed to this factor. A driver may behave normal and

follow all rules and regulations during the test to obtain the

license, but while driving due to his pre-occupied mental

status, violates all regulations in spite of knowing it is wrong.

This results in accidents and many times he will not survive to

understand the mistake. This phenomenon is a threat to road

safety. It is estimated that more than 90% of road crashes are

due to human error in spite of qualifying the driving test to

obtain the license. This mismatch of behavior while driving and

while obtaining license do cause accidents.

Due to this problem, there is a need for automation using ITS,

design to suit & build the vehicles including vehicle dynamics

and tire technology. The road grip factor is very important

during an accident while applying brakes.

Road attributes including geometry, surface condition,

together with intelligent traffic control & management are the

solutions to mitigate the accident rate and prevention of

accidents.

In my opinion an intelligent vehicle to manage and control all

the even and odd situations while driving is very important so

as to absolve all the errors of the driver to prevent an

accident.


Prof. M.N. Sreehari is working as Professor for Post-graduate studies for Highway Technology. Previously, he was working at MSR Institute of Technology as professor before joining to RV College of Engineering, Bangalore. In the year 2004, he became the advisor to Government of Karnataka, for traffic, transportation & infrastructure & an expert member to Bangalore infrastructure development. He has been an advisor to Government of Maharashtra and Government of Goa for mono-rail project for Road connectivity works under JnNURM schemes respectively. He has worked as traffic engineering advisor & consultant. In the year 2000 he started Consortia of Infrastructure Engineers, serving consultancy services in traffic & transportation engineering & has been the chief executive officer of this organization presently. He is the founder chairman of the NGO Traffic Engineers & Safety Trainers. He also is member of bodies like Institution of Engineers, Indian Roads Congress, Indian Road Transport, Indian Society of Technical education etc. Prof.M.N. Sreehari has received several awards & honors.

Special Issue – September, 2012 ArriveSAFE


India Transport Portal: Last year, you explained that road safety

has not been getting the attention that it deserved but that

situation was changing. Do you confirm that latest

developments are on an encouraging trend?

Mr. S. Sidhu: Sadly it still is not the case. Compare it with Indian

preparations for the Olympics Games, we all very well know

that our contingent goes there as a “resigned” force. It reflects

in our body language and every time the scenario remains just

the same. One of the most populous county and still we just

get a medal or two. This forsake attitude has influenced our

behavior and the same reflects on our approach towards

Road Safety.

On 11 May 2011, the Decade of Action for Road Safety 2011-

2020 was launched in more than 100 countries, with one goal:

to prevent five million road traffic deaths globally by 2020.

Moving from the Global Plan for the Decade to national

action, many countries have taken measures towards

improving road safety, either by developing national plans for

the Decade (e.g. Australia, Mexico, the Philippines);

introducing new laws (e.g. Chile, China, France, Honduras); or

increasing enforcement of existing legislation (e.g. Brazil,

Cambodia, the Russian Federation), among other concrete

actions. The recent UN General Assembly resolution on global

road safety sponsored by more than 80 countries gives further

impetus to the Decade by calling on countries to implement

road safety activities in each of the five pillars of the Global

Plan.

While globally the commitment has been intensified, we are

once again found napping. More than one year has gone

and we still have to put a plan in place. Probably, we think a

decade is a long time because we are a country used to five-

year plans. Except for one forsake closed-door meeting of

hundred odd people nothing has happened.

“We are once

again found

napping”

“Except for one forsake closed-door

meeting of hundred odd people nothing

has happened.”

Mr. Harman Singh Sidhu is well positioned to

speak about road safety. With his Non-

Government Organization, ArriveSAFE, he is

constantly fighting to improve road conditions.



Deaths due to road accidents in the country have increased

by 2.2% during 2011 over 2010. The graph could sadly go

further up with increased number of vehicles being pushed on

to the road and the new wider roads facilitating vehicles to

move faster.

“India has just one per cent of the world’s vehicles but ten per

cent of the world’s traffic crashes” and “India’s dubious

distinction of highest road crash fatalities in the world” are two

most frequently used phrases by the media, both Indian and

International but this doesn’t scare us.

There are some encouraging signs; like the pilot of RS10 project

in Jalandhar, Punjab and Hyderabad, Andhra Pradesh has

started to pay off. The World Health Organization, Global Road

Safety Partnership with ArriveSAFE as their local partners and

John Hopkins University through the Ministry of Health and

Family Welfare, Government of India, is implementing the

Bloomberg Philanthropies funded project. In Jalandhar, the

program is aimed to check drunken driving and speeding and

in Hyderabad the objective is to encourage use of helmets

and check drunken driving. The road casualties have been

brought down to half in nearly one year, which is a very clear

indicator that we can save lives if we work with a goal in mind.

India Transport Portal: According to you, what would be the

best way to improve the road safety situation?

Mr. S. Sidhu: Once again, I would like to remind, it’s the

Decade of Action for Road Safety. The agencies like WHO,

GRSP, World Bank under the UN Road Safety Collaboration

have painstakingly worked on “Good Practices Manuals” and

they are sharing it for free. All we need to do is follow the

trodden path and it cannot get simpler than that. These

manuals provide detailed information ranging from macro

“practical guidance for strengthening country road safety

institutional and management capacity” to micro “increased

helmet use” level.

Road traffic injuries are predictable and preventable.

Experience suggests that an adequately funded lead agency

and a national plan or strategy with measureable targets is

crucial components of a sustainable response to road safety.

The Five Pillars of Road Safety clearly define the interventions

that work. This include incorporating road safety features into

land-use, urban planning and transport planning; designing

safer roads; improving the safety features of vehicles;

promoting public transport; effective enforcement by the

traffic police and improving post-crash care for victims of road

crashes.

“The agencies like WHO, GRSP, World

Bank under the UN Road Safety

Collaboration have worked on “Good

Practices Manuals”. All we need to do is

follow the trodden path and it cannot get

simpler than that.”



Public awareness campaigns funded by the corporate world

and supported by NGOs would also play an important role in

supporting the enforcement of legislative measures, by

increasing awareness amongst the road users.

Traffic safety is a complex and multidimensional problem and

needs broad knowledge to be dealt with. It is high time that

we have a separate Ministry of Road Safety or a powerful

dedicated and result oriented agency at the National level

that coordinates with all the concerned stakeholders.

At the same time, some of the interventions are very basic and

no special expertise is needed in implementing them. Isn’t it

criminal, a hearing-impaired school bus driver happens to be a

habitual rash driver, the students report to the school principal

but still he continues with his job? He overtakes a vehicle on an

unmanned railway crossing and the bus is hit by a train killing

four girls aged between 10-14. Now, after the damage is done

the Deputy Commissioner promises stern action. As usual,

nothing would happen and everyone would go scot-free after

an “enquiry”.

We need “the will to improve” with a top down approach.

India Transport Portal: Please explain us what is the ArriveSAFE

role in this issue? How are you working with other NGOs and

stakeholders?

Mr. S. Sidhu: I have firsthand experience of a Road Traffic Injury

for nearly 16 years that left me confined to a wheelchair and

have seen the world change around me. I consider myself

lucky to have survived this life altering crash. ArriveSAFE came

into being because I want everyone arrives home safe every

day.

Imagine! A daily wageworker, a father of four walks down to

his place of work and saves every possible rupee to send his

kids to school. One day he is crushed by a speeding truck and

is crippled, loses his work, takes loan for treatment but dies

after 3 months. He leaves behind a traumatized family buried

under the pressure of loan repayment. His wife cannot feed

the children forget about their education. They are forced to

work as child labor, hence all dream shattered. This is

happening with some family every few minute in our country.

See this at a macro level; 2-3% of GDPs is lost just due to these

avoidable road crashes. A cut on road crashes with the

identified and tested cost efficient interventions can definitely

make us a stronger economy.

“It is high time that we have a separate

Ministry of Road Safety or a powerful

dedicated and result oriented agency at

the National level all.”



Some of the projects we are working on:

1) RS10 project - The Bloomberg Philanthropies has funded the

consortium of WHO (World Health Organization), GRSP (Global

Road Safety Partnership), John Hopkins University, World Bank

and EMBARQ to expand road safety to 10 low- or middle-

income countries. Dubbed the Road Safety in 10 Countries

Project (or RS10 for short), this initiative will include a road

traffic injury prevention component in 10 countries: Brazil,

Cambodia, China, Egypt, India, Kenya, Mexico, Russian

Federation, Turkey and Viet Nam. Additionally, it focuses on

trauma care in India and Kenya. The five-year project started

in 2010 and would run till 2014.

The pilot project is being done in Jalandhar, Punjab with focus

on reducing drunken driving and speeding and in Hyderabad

for reducing drunken driving and increasing helmet wearing,

through capacity building among law enforcement officials

and social marketing campaigns. We are working with these

International agencies in Punjab to implement the project.

2) Data Collection on Road Crashes - As reaffirmed in the "First

Global Ministerial Conference on Road Safety" in Moscow,

data led approach is required to focus on targeted

interventions and to know their results. We are upgrading the

existing system to improve on the crash data collection system.

We have developed a road crash data collection with an

automated evaluation system for PRBDB (Punjab Roads and

Bridges Development Board), a World Bank funded project.

Shortly, we will be starting training sessions for the Punjab Police

so they can start using the system.

3) Strengthening Enforcement – We are working closely with

the police units so the information of traffic violations and

traffic violators is analyzed not just collected. This helps us

lobby with the police authorities to focus more on offences like

over speeding, drunken-driving etc. that cause danger to the

road users than on offences like not carrying driving license.

This would ultimately result in lesser crashes.

4) Educating License Seekers – It is a well-known fact that we

do not have any easy-to-understand quality educational

content and a non-existent theoretical and practical testing

system.

We are working with the Haryana Police is strengthening the

licensing system by developing and delivering multimedia

lectures on safe and responsible driving. After the knowledge is

imparted to these would-be drivers their knowledge level is

tested through computerized multiple choice questions to

ensure they are good enough to go for the road test.

“We have developed a road crash data

collection with an automated evaluation

system for PRBDB (Punjab Roads and

Bridges Development Board). Shortly, the

Punjab Police can start using the system.”



5) Advocacy and awareness campaigns - To draw the

attention of decision makers, especially politicians and public

in general. We meet politicians in India and countries like

Canada having a sizable population of people of Indian origin

so road safety is given the importance it deserves:

Making helmets mandatory for women riders of two-

wheelers,

Issuing tickets (challans) to drivers if they are using

vehicles with weak/old tyres, without using side

mirrors,

Removal of liquor vends set-up along the roads,

Improved public transport system,

Giving lectures and presentations on road safety to

the staff of corporate houses. Developing road safety

campaigns for corporate houses so they can

implement/run them in the localities or villages

around their plants.

Studying the "good practices manuals" on road

safety developed by organizations like GRSP, FIA

Foundation and WHO.

Further, to plan and coordinate how these practices

can be implemented seamlessly to the existing Indian

system.

India Transport Portal: According to you, what should be the

best way and argument in order to spread awareness

regarding road safety (economic cost,

emotional/humanitarian etc.)?

Mr. S. Sidhu: It is a mix of all these, economic, social, physical,

psychological and emotional devastation resulting from the

avoidable road crashes taking place every minute on our

roads.

While quantitative information and data analysis are vital to

describe the scale and cost of death and injury to the

planners, the emotional toll of road traffic crashes upon victims

and their families helps in garnering public support to the

cause. Combined, they deepen awareness of the impact and

repercussions of road traffic crashes and will provide a

powerful and effective tool to inspire change.

Demonstrating the need of victims and their families for

economic, legal and emotional support inspired the media to

keep covering the impact of road crashes. This also motivates

victims and their families to create a forum for global activism

on road safety.

“Demonstrating the need of victims and

their families for economic, legal and

emotional support inspired the media to

keep covering the impact of road

crashes.”



India Transport Portal: According to you what should be the

Government priorities?

Mr. S. Sidhu: Road safety, a multidimensional issue needs an

orchestrated action from all the stakeholders.

I feel the top priority should be given to the issues that can be

addressed the quickest. Making roads safe should be high on

the agenda because even if the road users make a mistake,

the road is forgiving not punishing. Just yesterday, there was a

news item “Unmarked speed breaker kills birthday boy”. Even

the lowest level official of the concerned department

[Municipal Corporation] in this case would know that it should

be marked.

Indians have just moved on to cars in the last few years and

they are unaware of how important the condition of vehicle is

for their safety. Ensuring good health of tyres, usage of side

and rear view mirrors, using restraints like seat belts, child safety

seats, helmets and improved visibility can save many lives and

it takes no time but gives assured results.

Combining Road Safety and Environment, I feel switching on

to “Green Tyres” that reduce carbon emission and improve

safety because of low rolling resistance and road grip would

be one good step forward. The Government should make it

mandatory.


Harman Singh Sidhu has dedicated his life for the cause of Road Safety and his work has been recognized by various National and International organizations like the World Health Organization and United Nations. ArriveSAFE is a registered Non-Government Organization and has been working to improve key aspects of Road Safety in India. It started its operations from Chandigarh in 2003. ArriveSAFE emerged out of Harman Singh Sidhu’s harrowing personal experience of a road crash in 1996 and living in constant pain since then. The sudden emptiness and a strong desire that the same doesn't happen to anyone else moved him to work in the field of Road Safety. ArriveSAFE since then has grown from a one man initiative to an organization supported by many likeminded persons having concern for Road Safety.

Special Issue – September, 2012 India Confederation of Goods Vehicles Owners Association


The road safety situation in India is terrible. Across the spectrum

the sensitivity towards safety on roads is deficient. Road Safety

management should begin with syllabus based training as a

pre-requisite for grant of driving license for any motorized

vehicle, be it two wheeler, three wheeler, cars or commercial

vehicles. During initial period of say first decade, training of

drivers has to be the job of the Government. Instead of NGOs

the ITIs across the country should be utilized for this job.

Given the characteristics and capabilities of organizations like

ours there is not much scope for playing significant pro-active

role regarding road safety. Advocacy, we find, is the tool

available to us which we are using to the hilt, without minding

for the outcome.

The road transport sector, in common perception, is

constituted of common carriers, which are the focus area for

any activity designed to improve the image of this sector.

Truck owners and their crew are like poor neighbors and

necessary evils. Ideal would have been to concentrate on

training of drivers, carrying for their living style and

emoluments, integrating the fragmented fleet of trucks.

Road transport matters like vehicle or tyre technology etc. are

off the mind of the Government. Oligopoly of domestic tyre

makers rules the roost. Users in India have been starved of

radial technology out of design. No wonder thus the ideal

radial tyres could not be readily available to truckers in India till

date. From consumers’ point of view it is irrelevant who

manufactured the radial tyres which they are hankering for

over the decades since this technology was introduced.


“Transport

matters are

off the mind

of the

Government”

Mr. Chittranjan DASS secretary general, AICOGOA,

claims for a better Government involvement in

order to help the trucking sector to adopt road

safety technologies. Comments gathered by India

Transport Portal.

Mr. Chittranjan Dass is Director of the SAARC Centre for Transport Studies and Editor of the SAARC Journal of Transport. He holds the positions of the Secretary General of the All India Confederation of Goods Vehicle Owners’ Association, Secretary of the All India Operators’ Confederation and President of the SHAH SOCIETY for Highways Amenity & Healthcare. He was previously Secretary General of the All India Motor Transport Congress.

“Users in India have been starved of radial

technology out of design.”

Special Issue – September, 2012 Center for Environmental Planning and Technology


India Transport Portal: What is the situation regarding road

space management in India and how it is shared by all users?

Mr. Talat Munshi: Most India cities suffer because of several

reasons. Firstly, the poor regulations of road spaces and

activities along the roads, second being inefficient and

inadequate provision and maintenance of the road

infrastructure especially for the pedestrian and for bicycles,

often considered as victim modes. Third they also suffer the

design and supply of transport systems are not inclusive and

lack understanding of travel behavior and habits of individuals.

For the above mentioned reason, in India we see that activities

spill over on the public spaces, as a result the peripheral road

space meant for pedestrian and bicycle use is used for private

purposes as often extension of restaurants, parking of

motorized vehicles.

As a result pedestrian and bicycle users are forced to mix with

other faster modes of travel. The result is that India has

heterogeneous mix of traffic that ranges from pedestrians to

heavy truck, a condition that is obviously not safe for

pedestrian and bicycle users and other individual who use

non-motorized to travel or transport goods.

Individual travel behavior is not accounted for when we

design streets; it has been observed that mostly people,

especially women and children find it safe to walk when

informal activities are present along the road, which is an

analogy to my earlier statement.

“People

become

aware when

you penalize

them”

Mr. Talat Munshi, Associate Professor at the

Center for Environmental Planning and

Technology explains how important it is for road

safety to better think the road sharing

management. He claims for strengthening the

road access in order to give greater

responsibilities to road users.

“Individual travel behavior is not

accounted for when we design streets; it

has been observed that mostly people,

especially women and children find it safe

to walk when informal activities are

present along the road.”



What I feel is that Government, NGOs etc. are not doing

enough; everyone has their own agenda and therefore they

implement strategies accordingly. The NGOs want to protect

the street venders and the Government is interested in capital

intensive projects that do not necessarily solve core issues

related to safety on Indian roads.

India Transport Portal: So there is a need for a better road

sharing between all users?

Mr. Talat Munshi: In my view the solution lies in inclusive

developments which understand the need for activities along

the roads, accounts from it in its design and moreover design

of street does not allow mixing of extremes like buses with

pedestrian movements on the same street. Therefore, either

buses should have segregated routes, or the pedestrians or

bicyclist should have separate routes. Small amount of mixing

is desirable as it a self-regulator of speed, but it is essential to

separate the victim modes from large size motorized vehicles.

Laws will have to be enacted so that road space meant for

pedestrians are respected and these public spaces are not

used for private purposes. I recommend that Donald Shoup’s

parking model for parking should be used in Indian context.

Though it might be difficult to implement, individual who use

public spaces for parking and other private purpose should

pay the market price (highest bidder) for the location. This

would include space allocated for hawkers in an inclusive

street plan.

Most Indian roads are not safe because vehicles speeds varies

anywhere between 5 km/hr to 50-60 km/hr, therefore the

upper speed should strictly regulated. In addition there should

be a lower speed limit for each road, so that traffic flows on

India roads are laminar.

The last most important point is that the exam for issuing driving

license should be strict and difficult; an individual who qualifies

for driving a motorized vehicle should be aware of all traffic

rules including traffic movement priorities at junctions.

India Transport Portal: Do you claim for a strengthened road

access?

Mr. Talat Munshi: People become aware when you penalize

them, so the best way to spread awareness would be to make

issuing of driving license difficult and expensive, also the

penalties for serious traffic offense like accidents, rash driving

should be made very strict and involve suspension of license

and mandatory counseling.

“The solution lies in inclusive

developments which understand the need

for activities along the roads, accounts

from it in its design and moreover design

of street does not allow mixing of

extremes like buses with pedestrian

movements on the same street.”



Parking charges as stated earlier can be used to manage

demand which will automatically regulate congestion. Parking

violation should be charged and the charged penalty should

have enough dis-utility, so that the person does not violate

rules again.

India Transport Portal: As academics you must give huge

importance to education, training and formation. Do you think

there is a place to learn road safety fundamentals at school?

Mr. Talat Munshi: Yes, I do think it is important to start teaching

early. I consider traffic sense and behavior as part of moral

science and the concepts of traffic safety should be drilled

properly into kid right from an early age. Kids should be bold

enough point out correct traffic behavior to their friends,

school van driver and even parents.


Mr. Talat Munshi is Associate Professor at the Faculty of Planning and Public Policy at CEPT University. He teaches graduate students subjects on transport planning/modeling and urban economics. Prior to this position he was an Associate Fellow and Area Convener at “Centre for Urban Systems and Infrastructure” at The Energy and Resources Institute (TERI). He also worked at the International Institute for Geo-information Technology and Earth Observation (ITC) in The Netherlands as Lecturer in Transport Planning where apart from academics he was involved in restructuring of the Geo-information Management Course. His research interests include working on interface between urban planning and transport and use geo-information application tools to understand the relation. Before becoming an academic, he worked in local urban Government, dealing with local area planning, institutional reforms and project planning for infrastructure projects.

Special Issue – September, 2012 GlobalTHEN


India Transport Portal: How would you describe the road safety

situation in India today? Does it get the attention that it

deserved from all stakeholders (Government, NGOs,

corporates, citizens etc.)?

Mr. Ram Badrinathan: Road safety is emerging as a major

social concern in the country. The statistics are mind boggling

with an average mortality rate of 100,000 persons dying in road

accidents.

According to a survey from WHO, each year road traffic

injuries take away lives of 1.2 million men, women, and

children around the globe and injure many more. The death

toll is on the higher side for the countries where pedestrians,

motorcyclists and passengers are vulnerable and vehicles lack

the safety norms, like India. Let's peek into some India related

facts:

85% of all road accident deaths occur in developing

countries and nearly half in the Asia-Pacific region,

India accounts for about 10 per cent of road

accident fatalities worldwide,

An estimated 12,75,000 persons are grievously injured

on the road every year,

Road safety expense occupied a total share of 3% of

the country’s Gross Domestic product (GDP),

Professionalism in driver training is absent, proportion

of untrained drivers is continually on the rise and a

positive driving culture is lacking.

It surely does not get the attention that is required and

deserved. On the basis of the above stats, it is evident that

road safety needs to be addressed as a serious concern in our

country and methods to spread awareness about the same

have to be established.

“Corporates

must create

road safety

awareness”

Mr. Ram Badrinathan, CEO of GlobalTHEN

presents us Pawan Ko Kahin Dekha Kya?; a driver

sensitization learning campaign based on

OmndiDEL. This project is an engaging program

for chauffeurs that aims to transform the way

they think and work in order to create road safety

awareness.

“Road safety surely does not get the

attention that is required and deserved. It

needs to be addressed as a serious

concern in our country and methods to

spread awareness about the same have to

be established.”



India Transport Portal: How would you improve the road safety

management in India and especially the road safety

awareness?

Mr. Ram Badrinathan: The first area of concern in our country is

not the awareness about road safety, rather the awareness of

the laws related to it. This unawareness is not only on the part

of the public, but also the law keepers themselves. The

Government and public servants need to ensure that road

safety management is an important as well as sensitive issue.

We can undertake various measures such as awareness

campaigns for our traffic police along with the general public.

This will help both parties involved in getting to know the

other’s view and take on the issue of road safety.

Corporates also play a very big role in creating awareness

about this issue as a large chunk of our population is the

working class. Trainings such as Pawan, when adopted by

corporates for their employees and staff will help in improving

road safety management in our country.

The best way to spread awareness about this issue is by

highlighting the negative aspects of lack of road safety as well

as having this endorsed by prominent public personalities, e.g.:

Drink and drive campaigns.

India Transport Portal: Road safety is a global issue: driver

behavior, driving license attribution, safety devices (radial

tyres), road design, traffic signalization (Intelligent Traffic

System) etc. According to you, what is the top priority?

Mr. Ram Badrinathan: All the above mentioned points as well

as many more are equally important and essential for overall

road safety, however top priority should be given to driver

behavior. The reason for this is because all other factors are

external and depend as well as vary in different situations as

well as places. It is not difficult to correct these issues and with

the help of money as well as resources, it can be easily done.

This is not the same in the case of human behavior. The way a

driver behaves is an internal factor and much more easy to

correct. Thus I feel that trainings and awareness about the

issue can help drivers change their behavior which will help

reduce road accidents and improve the statistics that revolve

around road safety.

“The best way to spread awareness about

this issue is by highlighting the negative

aspects of lack of road safety.”



India Transport Portal: Present us the initiatives your offer

regarding road safety with a focus on the Pawan Ko Kahin

Dekha Kya:

- What is it?

Mr. Ram Badrinathan: Pawan Ko Kahin Dekha Kya?

combines cutting-edge media, technology and

physical and pranic practices with a classroom

experience. This module uses a mythical character

called Pawan, the ultimate driver, to teach

chauffeurs everything they need to know. Through

the course of the workshop, he will be like a guru to

the participants, explaining rights from wrongs in a

friendly, non-preachy way. Most importantly the

training program is highly engaging, scalable on-

demand and economical.

To engage with the chauffeurs thoroughly, the entire

module has been treated in a filmy way, complete

with dialogue and riddles and songs. Issues like

punctuality, knowledge, personal hygiene, safety,

vehicle hygiene and maintenance, communication

& etiquette will all be dealt with in the course of six

sessions, 26 activities, group exercises, and a fun filled

mix of music, drama and poetry sessions.

- How does it work?

Mr. Ram Badrinathan: The training is designed as a

one day workshop aimed at drivers. It is an

interactive module that involves, activities and

games that keeps all engaged. It not only makes the

drivers aware about road safety, dos and don’ts but

also teaches them customer service and acts as a

motivational tool as well.

- Who is it designed for?

Mr. Ram Badrinathan: It is designed for drivers in all

sectors such as tourist and private taxis, private

chauffeurs and any person in the driving profession,

be it in the organized or unorganized sector.

- What are the main objectives?

Mr. Ram Badrinathan: The main objective of this

training is to ensure that people who are part of the

driving profession get the respect they deserve while

being involved in a training programme that is highly

interactive one-day workshop, designed to train

drivers in soft skills, teach them the tenets of customer

“The main objective of this training is to

ensure that people who are part of the

driving profession get the respect they

deserve.”



service and instill in them a sense of dignity. This

venture comes as a much needed aid to cab

companies, rental car agencies, tourist transport

companies, Government agencies, airline, hotel or

even private car owners and other such

organizations.

Chauffeurs in India don’t take pride in what they do

and for the most part have little respect for

themselves and their customers. To fill this gaping void

in what is expected of them and what they are

currently achieving, we partnered with an education

visionary Sourabh J. Sarkar, to deploy an unique

approach, OmniDEL. This platform stands for Omni

Dimensionally Engaging Learningware.

Learning and teaching processes often fail because

the teacher fails to engage holistically with the

students. Conventional training programs target only

the mind, which leads to only partial learning. But

humans have many facets such as body, mind,

prana (the energetic self) and the spiritual self. The

OmniDEL approach blends entertainment and

education, and engages with every aspect of the

learner. It inculcates a spirit of participation and of

practice, thereby maximizing learning.

- What is the cost of such programme?

Mr. Ram Badrinathan: The average cost per driver for

this one day workshop is 800/- INR. This fluctuates

depending on the size and scale of the training.

- What kind of results do you expect?

Mr. Ram Badrinathan: In the next 12 months we

expect a success metric as mentioned below:

• Drivers training sold for 20,000 drivers using

scalable learning experience,

• 10,000 individuals sign up for the selling skills

and customer service products,

• We are able to deliver our promise on SKIP

model – putting skills and knowledge into

practice in our three modules,

• Raise a series A round to build a larger library

of TTH focused library,

• Our products will be converted into other

languages (Indian and international) to

reach out to more students,

“Chauffeurs in India don’t take pride in

what they do and for the most part have

little respect for themselves and their

customers.”



• Contact done and process initiated for

fresher recruitment solution, competency

management and skill enhancement for all

top travel & tourism company,

• Contact done and process initiated for

marketing program of leading Destination

Management Organizations (DMO) both

Domestic & International


Mr. Ram Badrinathan is the founder and CEO of GlobalTHEN. GlobalTHEN is the only learning company focused on creating learning solutions exclusively for the TTH industry. Mr. Badrinathan was previously General Manager, Asia Pacific and Vice President, Learning Solutions of PhoCusWright Inc. Mr. Badrinathan holds a BS in Civil Engineering from the National Institute of Technology, Surat, and an MBA from Hong Kong University of Science and Technology.

Special Issue – September, 2012 International Consultants &Technocrats


India Transport Portal: At what stage are we regarding road

safety situation?

Pr. P. K. Sikdar: The road safety in India is worsening by days

and it continues to remain in peril. With 142,000 road deaths,

as official statistics published by the Government for 2011,

India accounts for more than 10 per cent of global fatality in

road crashes. Every day in India hundreds of people meet

violent death in road crashes and several thousands receive

major injuries, who suffer from life-long disability.

Due to large scale under-reporting and police apathy, the true

magnitude of the problem, as projected by WHO and others,

is much larger. Reckless driving with total indiscipline, traffic

offence on high-speed roads and driving under influence of

alcohol or drug are some of the major causes of these terrible

tragedies. Above all, these cost the nation more than Rupees

100,000 crores annually, which a developing country like India

can ill afford.

The urgency and real concern on road safety issues are still not

seen in the Government’s radar. It appears that, due to the

diffused nature of the problem, none in the Government’s

machinery, including the nodal Ministry (MoRT&H) seems to

have realized the real criticality of this man-made disaster. In

the countries which have successfully controlled this menace,

the mission has been led by the topmost leader of the country

with full political commitment. With the politics of coalition in

India, where there is no consensus on anything. Road safety is

nowhere even in distant horizon of policies and programmes

for any of the political parties.

IRF India Chapter has been spearheading a countrywide

campaign with the Government as well as the private sector

players by mobilizing opinion and actions for road safety.

“There is no

road safety

even in

distant

horizon”

Pr. P. K. Sikdar, President, International

Consultants &Technocrats Pvt. LTD and former

CRRI director comments the dearth of political

impulse regarding road safety, an issue that is one

of the worst plagues for India.

“The road safety in India is worsening by

days and it continues to remain in peril.”



The nodal Ministry has accepted the recommendations of IRF

for adopting additional engineering measures for satisfying the

requirements of 'forgiving roads', and directives have also

been issued to implement these measures uniformly in all

projects. However, there is hardly anything on ground till date

as a result of these efforts, as Government systems are

manned by people who are devoid of any urge and sensitivity

towards the problem.

There are hardly one or two NGOs in the country working on

road safety and have been able to make real contributions.

But, most of the efforts of NGOs through poorly designed and

uncoordinated projects remain with unfulfilled objectives, as

majority of these are implemented with lack of scientific

planning and design.

Similarly, while some of the corporate initiatives for road safety

are excellent examples, but the smaller scale and spread of

these have not been able to make any impact on the

countrywide gigantic problem, which we have. Unless the

Government itself champions it, and drives it as a mission like

the ‘eradication of polio’, the road deaths is likely to be more

threatening in coming time than any other epidemic or natural

disaster.

India Transport Portal: What about road safety fundings?

Pr. P. K. Sikdar: India is required to have an agency like NHTSA

(USA) or SNRA (Sweden). Ministry of Road Transport & Highways

(Transport Wing) is the nodal Ministry in India to handle road

safety matters, but they are not able to plan and programme

road safety due to lack of expertise in the Ministry. NHTSA and

SNRA are technical bodies with logical budgets to deliver

targeted objectives.

Recommendation of Sundar Committee for establishment of

the Road Safety & Traffic Management Board (can be called

RSTMB) was aiming for uniform road safety actions across India.

NHAI being an executing agency cannot handle road safety

with a national objective, with no expertise at all within it. The

Board at national level with its counterparts in the States

equipped with appropriate subject experts will only be able to

attend to this socio-technical problem, which is to be handled

from all angles including the psychology of road users, where

there is an urge for indiscipline and violation.

For Road Safety to be realized effectively, an independent

agency is required with power to implement and fund the

road safety projects in a systematic manner with targets.

“Some of the corporate initiatives for road

safety are excellent examples.”



Road safety is just not achieved by policy or policies of the

Government alone. It needs many things more beyond

policies. It needs uniform adoption of standards aiming for

road safety across all agencies and across all projects.

Attempt to achieve safety in compartments will not work; it

needs to be tagged to funds to implement safety elements in

all projects uniformly. That means the requirements of uniform

safety standards, which are to be developed as the first step.

A huge part of the safety problem in India is rooted to

indiscipline and weak enforcement system. The enforcement

system is totally ignorant about the causes of the problem,

indifferent about the impact of their illiteracy on the matter,

starved of funds and shortage of manpower, uses only a

primitive system of enforcement, and so on.

The rules and regulations for traffic and those specifically

focused on road safety are also grossly inadequate in terms of

their impact and effect. An overhaul is required there as well.

Practically, everything related to road safety needs to be

revamped and modernized to realize any difference in the

road safety scenario in India. First of all, this problem is to be

registered in the radar of the Government as a priority area of

concern, beyond coalition politics and the insurgency in the

country.

Creation of a Road Safety Fund is found to be most legitimate

in many countries, where there has been better management

of road safety. In India, till date there is no initiative taken by

the Government to provide required policy, programme and

fund for fighting this menace. Even the fines for traffic

violations collected by Police, are also treated as revenue to

the Government in most states; and that also cannot be

pooled to a separate fund for doing road safety related works.

Practically, the Government works like a machine, may be

blind folded and without application of mind. To create a

FUND and to deliver road safety, there has to be leadership

from the Government, which is missing in India. The

Commission of Global Road Safety (CGRS) suggested to the

international funding agencies like World Bank that all road

projects must be funded with a provision of 10% allocation for

road safety features alone, so that infrastructure may not have

any deficiency related to safety.

India has its chess on petrol and diesel established since a long

time, and the collection is growing every day due to the fast

growth of traffic in India. Thousands of crores of rupees is

getting collected by this mechanism, for which totally

transparent account is not available from the Government.

“Attempt to achieve safety in

compartments will not work; it needs to

be tagged to funds to implement safety

elements in all projects uniformly.”



A legitimate part, may be 5% only, should come to a Central

Road Safety Fund (CRSF). Like many other countries in the

world, a reasonable share of the revenue from road must

come to this central pool for road safety. The country, at this

time, loses Rupees 100,000 crores every year due to road

accidents; and by enhancing road safety the country will save

from this loss.

Planning Commission should have deliberate and planned

allocation of at least Rupees 10,000 crores (equivalent to 10%

of this loss every year) to the Central Fund every year. In

addition, fines collected for all traffic violations must

accumulate in this Fund. Also, an amount equivalent to 1-2%

of all road construction project estimates should be

earmarked for the Central Road Safety Fund.

All these sources can pool a huge amount to the CRSF for

improving road safety alone. The Central Road Safety Fund

(CRSF) should be managed by an independent Board, but

with complete transparency. CRSF should allocate funds to the

State Boards based on systematically planned projects and

taken up with targeted objectives.

India Transport Portal: How could the Government go further to

improve the situation?

Pr. P. K. Sikdar: Given the situation of road safety in India,

which is already known to be the worst in the entire world

(official statistics of 142,000 road deaths, and actual may be

about 2 lakh), a huge effort is required to attack the problem.

There are small attempts in many parts of the country; but they

cannot be considered even as success stories. The populace

of 1.2 billion needs to be exhorted for the culture of road

safety with a uniform policy, programme and action. These are

to be hierarchically planned, implemented and monitored like

projects with delivery schedule and targets to be achieved.

No more programmes are required like Employment

Guarantee or any such vague scheme of projects. First of all,

the Government and its machineries are to be made aware of

the problem and its causes across the board, as the people at

the helm of affairs are totally ignorant about the technicalities

of the road safety problem. Thus, educating these

Government machineries to make them concerned about this

problem is the first task. Naturally, the requirement is

unbelievably large, but it has to be addressed in a systematic

way in the form of a Mission, covering all the basic issues of

road safety encompassed in Engineering, Education and

Enforcement, which only will make the real difference.

“The populace of 1.2 billion needs to be

exhorted for the culture of road safety

with a uniform policy, programme and

action.”



Each available system in reference to each of these

components of road safety is to be energized with

education/awareness, motivation, and funding; and strict

monitoring through due measures of accountability should be

in place. On top of all these, the additional requirement is to

attend to the accident victims by emergency care for saving

lives and permanent disabilities due to road accidents. Twelve

states have adopted GVK Foundation’s system of ambulance

network through 108 networks. Government is proposing to

implement a similar system in Punjab calling it «Saving Lives» for

its most deadly stretch of National Highway from Amritsar to

Pathankot. Though it is a good initiative, it is too little for a

prosperous state like Punjab with very extensive network of

roads and higher vehicle density.

The Government is going through a highly ambitious road

development programme, and it had a major policy

orientation to have most of the projects under PPP. However,

as it can be seen in the projects delivered over last one

decade, none of the projects is complete with all the features

of road safety as required according to the international

standards. Multi-lane divided highways are meant for higher

speed; why these are not access controlled? And if these are

not access controlled, then why all the required ancillary

features and details which will ensure higher level of safety, like

grade separations for vehicular traffic and non-motorized

transport users, are not included?

In the interest of making the projects viable for PPP (by

keeping the total project cost lower), many of the safety

features like service roads, grade separations, and many other

facilities, are excluded from the detailed design. Moreover, the

projects implemented by Government funds and those

implemented through PPP are required to follow different

standards, which is very strange, probably only in India.

Accidents and fatalities can be brought down by adoption of

uniform standards across the board, implementing the

complete design (including safety features) even at higher

cost. This may need only a longer concession period or a

higher viability gap funding. The polity of the country and

managers of the programme in the Government have their

own objectives and targets, and may be least concerned

about the serious fallout (in terms of road safety outcomes) of

their project planning and implementation mechanisms.

A campaign and awareness drive on this very fact is required

urgently. All the design standards/manuals are required to be

revamped with strict requirement of safety features and giving

priority to safety over all other project viability criteria such as

financial and economic.

“Multi-lane divided highways are meant

for higher speed; why these are not access

controlled?”



The entire country is not fully aware of the dimension of this

problem of road safety which kills 142,000 and robs the

livelihood of at least 500,000 families every year leading to a

loss of Rs. 100,000 crores every year in India. It is a bigger

disaster than any of the natural and man-made disaster we

have seen or likely to see in our life time. This gigantic human

tragedy and sentimental story is required to be told to every

Indian suggesting to apply his mind to this problem and be

concerned about it. Such effort is likely to bring in a road

safety culture in the population, which may eliminate all

jingoism and risky behavior of the road users, which are seen

everywhere. Discipline, respect for road rules, compassion to

fellow road users, are the qualities required in each road user,

which can be inculcated through an all-encompassing

campaign for road safety.

A massive campaign as a mission is required to be launched,

similar to that was done for eradicating the Polio virus. Road

safety in school curriculum, stringent driver training and

licensing regime, 100% enforcement using the available latest

technologies, and similar actions in every other element of

road transport through scientifically designed and delivered

campaign will only make a difference in the present status

and its growing perilous trend.

Everything flows or gets done through money, which has been

shown as the excuse for not delivering. A non-lapsable fund

allocation of Rs. 10,000 crores every year by the Planning

Commission (10% equivalent of the total loss made due to

road accidents every year) can give us a starter to the hope

for changing the road safety situation. This amount is just a

peanut in comparison to many other hugely expensive

programmes taken up every year by the Government, with

much lesser and vague objectives compared to this menace,

which hurts the aam admi (pedestrians, cyclists, motorcyclists,

etc.) most. Whenever more funds will be required, that can be

made available through other channels.

India Transport Portal: Road safety is a global issue: what really

matters when it is time to take action?

Pr. P. K. Sikdar: Road safety is a socio-technical problem with

multiple dimensions, and using any one action the desired

objectives cannot be reached. Therefore, those nations which

have been successful in taming this problem have had multi-

prong approach and then only managed to contain this

dragon. The Government of India also, way back in 2004, itself

tried to develop a set of road safety policies as follows:

“It is a bigger disaster than any of the

natural and man-made disaster we have

seen or likely to see in our life time. This

gigantic human tragedy and sentimental

story is required to be told to every Indian

suggesting to apply his mind to this

problem and be concerned about it.”



Policy 01: Raising awareness about road safety issues

Policy 02: Providing enabling legal, institutional and

financial environment

Policy 03: Road safety information/database

Policy 04: Safer road infrastructure

Policy 05: Safer vehicles

Policy 06: Safer drivers

Policy 07: Safety for vulnerable road users

Policy 08: Road traffic safety education and training

Policy 09: Traffic enforcement

Policy 10: Emergency medical services for road

accidents

Policy 11: HRD and research for road safety

But, these have only sat and decorated the website, and not

seen much action till date as the nodal Ministry did not have

anyone to concentrate on this subject until recently. Even the

setting up of one person “safety unit” will not meet any

requirement of this problem unmanaged for decades. The Bill

for setting up an all-empowering Board to tackle road safety in

the country, recommended by Sundar Committee almost five

years back, is still languishing for passing in the Parliament. This

was to be equivalent of NHTSA of USA or SNRA of Sweden,

which could take up every aspect of road safety with targets

to be achieved in a time bound manner.

It has been indicated above that driver behavior, driving

licensing, safety devices (in-vehicle and those for roads), road

design standards, traffic signalization (including Intelligent

Traffic System) etc., and many others meant for managing,

guiding and enforcing traffic rules, are required together to

achieve safety in real sense.

The road accident data is as much important to analyze and

determine the pattern and causes of accidents, which leads

to the correction of the road geometry or even the control

measures to assist the road users in their use of the road

efficiently and safely.

Similarly the in-vehicle safety devices are required in every

vehicle to save the occupants in the event of a driver error, as

human being is likely to fail even in the safest designs, when it

requires complex decision making.

Also, the victims of an accident require trauma care facility

within golden hour to save lives or disabilities. Thus, every

aspect of road safety is equally important, and all these make

total safety. However, the knowledge of road user about road

rules, proper driving skills, and the safe design of roads with its

controls, are the first requirements to achieve safety.

“The in-vehicle safety devices are required

in every vehicle to save the occupants in

the event of a driver error, as human

being is likely to fail even in the safest

designs, when it requires complex decision

making.”



India Transport Portal: Intercontinental Consultants and

Technocrats focus on Infrastructure development. How to

balance the need for infrastructure and the road safety? How

do you tackle road safety issues at ICT?

Pr. P. K. Sikdar: Road safety is built in every aspect of the

works/projects delivered by ICT (ICT carries out not only the

road sector projects, but also airports, ports, and others). All

plans and designs, developed for the clients, are as per the

highest standards of the country (and international standards,

as required), as per the provisions made in the guidelines,

codes, and manuals of the country. In addition to looking into

the social, economic, and environmental feasibility of the

designed projects, it is also subjected to Road Safety Audit

(RSA), if the project has road components, to identify the

potential hazards at the stage of design itself. The

recommendations of the audit are discussed with the client

and implemented in the design, as far as possible, within the

scope defined by the client.

ICT, through its CSR funding, does many activities with the

focus on reduction of accidents and road fatalities in the

country. ICT so far has supported the visits of road safety expert

to schools for educating the school children on the safe road

use behavior. Published road safety messages on national

daily for some time; and then this was taken up by the

Government through DAVP. Sponsored the production of two

4-minutes long film on road safety theme for showing in the

cinema halls across the country; and Government has issued

instruction to all states to show such films in cinema halls before

showing the normal commercial films. ICT has funded the

development of a tablet based accident data collection

system called RADaR, which will make the data collection by

Traffic Police much easier and comprehensive for all scientific

analysis of the data, which were not available till date.


Prof. P.K. Sikdar is a President at ICT Pvt. Ltd. He has been a Professor of Civil Engineering Department and Dean at Indian Institute of Technology. Dr. Sikdar is Former Director, Central Road Research Institute. Prof. Sikdar has been involved in the teaching, research and R&D management for Road and Road Transport Sector including highway planning and management for more than three decades. He taught in Assam Engineering College, University of Roorkee (Now I.I.T. Roorkee), University of Waterloo, Canada and IIT Bombay. He was a Visiting Faculty in University of Wales, Institute of Science & Technology (UWIST), and Cardiff, U.K. for two years. Professor Sikdar is a Fellow of Institution of Engineers (India), Chartered Institute of Logistics & Transport (CILT) and Indian national Academy of Engineering (INAE). Prof. Sikdar is member of a large number of national and international bodies for policy making and standardization in the road sector including road transport.

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