3Cs for safer roads: Citizens, communities and corporates

The second pillar of safer roads is safer vehicles. Should a crash occur, what can save one’s life is the seat belt, airbag or helmet. Here too there are a few constraints from the perspective of a price-sensitive market. Manufacturers at times may compromise on safety features to lower the price. But price sensitivity may cease to be a differential if every automobile is made safer upto a certain standard – for example, fitting in airbags in the back seat. It is also important to note that most buyers fail to look at the star rating under the New Car Assessment Programme (NCAP) – a car safety programme initiated by the Government to evaluate new automobile designs for performance against various safety threats. Ironically, the same buyer does not quite ignore the energy rating while buying an air conditioner or a water heater.

Percentage of road accident fatalities due to non-use of safety devices

Union Minister for Road, Transport and Highways, Nitin Gadkari, has emphasised that efforts are on to improve road engineering and automobile manufacturing.⁶ That is a welcome move given that much needs to be done to improve the roads, and not merely build them. Traditionally, India’s expenditure on maintenance ranges between 4–8% of the total budgeted expenditure in the sector. In advanced economies, this figure is 40–50%.⁷ Modifying highways to prevent wrong turns and strengthening internal roads with lanes, signage and lights are a must. The Centre and states could also work in tandem to deal with inter-state violators. Managing construction and the closing down of certain roads through app-based notifications and re-directions can also help minimise unnecessary traffic congestion. Audits need to be more stringent and scientific, and so do detailed project reports and infrastructure design, given that the infrastructure sector is the cornerstone of the Indian economy. 

Maintenance of roads is also critical as large potholes can be fatal, especially for two-wheeler drivers. Timely filling up of potholes and addressing the root cause of their emergence – bad workmanship, use of nonstandard material or water accumulation that wears away the road surface – are also essential.

There are nations such as the UK, Norway, Japan, Denmark and Sweden that take into consideration human factors too for safer road infrastructure and design. These human factors centre around psychological and physiological patterns that may lead to operational errors in handling vehicles. Factoring these in has helped these nations create a sustainable and safe road traffic system that prevents road fatalities and serious injuries by systematically reducing the underlying risks. This has been recognised at a global level through the inclusion of road safety in the Sustainable Development Goals, two of which aim to reduce global deaths and injuries, and provide safe and sustainable transport systems. 

Traffic violations are criminal offences, as the driver puts everyone on board the vehicle and other vehicles and pedestrians at risk. Employers may consider creating a programme wherein a zero traffic violation history during the financial year is taken into account in the annual appraisal and variable pay of employees. Simply calling out these employees and also those who may have violated traffic rules could also motivate people to drive safely. If employers can commit to having socially responsible human capital, that would be a greater service to society at large.

In a country where less than 5% pay taxes, social programmes often vie for funds. Companies therefore could consider reserving 10% of their CSR funds for road safety programmes. In collaboration with local administrative authorities, a series of programmes could be designed to help improve the road situation, prioritising children, pedestrians, and school buses among the modes of transport. Campaigns could be run engaging employees in initiatives such as a road safety week or programmes to train fleet drivers in eco-driving techniques that do not only have safety benefits but also help save fuel.

Within individual communities, established tools such as road safety audits and the International Road Assessment Programme (iRAP)) can help map the risk level of roads. Legislators and corporators could be requested to allocate funds to conduct studies on safe/and unsafe zones. Once the study is complete, an implementation programme could be designed. Safer infrastructure warrants better infrastructure, and better infrastructure by design could increase property prices in such localities. 

School zone safety programmes need to be mandated by the local administration to establish road safety around educational institutes. Gamification of good and bad behaviour on roads too could make its way into the regular curriculum in every class with increasing levels of difficulty. Schools could also consider allocating additional credit points to students whose parents are able to demonstrate zero traffic violations during the academic year. Data may be sourced by parents from Vahan and Sarathi websites and could be a voluntary submission at the end of the academic year. Parents, on their part, could reach out to the schools to understand the road safety behavioural courses being taught to students. Safety features in school buses and bus driver assessments are also as important as fitting in Advanced Driver Assistance Systems (ADAS) in the buses along with seat belts for every seat. Speed management devices too could be fitted in the buses to ensure speed limit maintenance as reduced speeds increase the probability of survival in the event of a crash.

The drivers of 2040 are most likely in schools today. Enabling a behavioural change towards a socially responsible way of life is more effective at an impressionable age. It is therefore important to initiate millennials and Gen Z, and set them up as role models, ensuring that they walk the talk, be it wearing a helmet, a seat belt or refraining from underage driving.