A number of factors affect the risk and severity of traffic crashes the world over. Those who experience the highest risk are most likely to be from lower socio-economic strata, to be children/young adults (between the ages of 5-29 years), and be male (men are twice as likely to be involved in a crash as women).

Other risk factors include unsafe road infrastructure and vehicles, inadequate enforcement of traffic laws, as well as speeding and driving under the influence of alcohol and other psychoactive substances. The severity of a crash is also affected by whether the people involved were using appropriate safety devices such as helmets, seatbelts and child restraints and the quality of prehospital, hospital and rehabilitative services.

The Safe System (also known as Vision Zero, Towards Zero or Sustainable Safety) views human life and health as paramount to all and should be the first and foremost consideration when designing a road network, vehicle fleet and infrastructure. The cornerstones of this approach are safe roads and roadsides, safe speeds, safe vehicles, and safe road users, all of which must be addressed in order to eliminate fatal crashes and reduce serious injuries.

Underpinning the safe systems approach is the key principle that road safety is a shared responsibility between government and communities.²

2. 'Looking back on 10 years of global road safety', Margaret M Peden, Prasanthi Puvanachandra, International Health, Volume 11, Issue 5, September 2019, Pages 327–330

In 2011 the UN Road Safety Collaboration launched a Global Plan for the Decade of Action for Road Safety. The plan focuses on five key pillars (categories) to help reduce the number of deaths and injuries due to road traffic crashes:

1. Road safety management
2. Safer roads and mobility
3. Safer vehicles
4. Safer road users
5. Post-crash response

Since 2011 there has been some progress in a few countries and regions, but there is an urgent need to do more as the numbers of road traffic deaths and injuries have plateaued but have not yet begun to show a downward trend.⁵

Over the years, several studies have investigated road traffic safety in India against these pillars. As the map below illustrates, not all states and Union Territories (UTs) have been covered. Although Karnataka has been the focus 13 studies, there are still some states and UTs where that have not yet been the focus of any such research.

As of March 2020, there have been 81 studies:

• 6 national studies
• covering 14 states out of 28 and 3 UTs

Each study considered risk factors relating to multiple pillars. Risk factors pertaining to pillar 4 (safe road users) were most commonly reported followed by pillar 5 (post-crash response). No studies had investigated factors relating to pillar 1 (road safety management).

A brief summary of the studies shows that:

• 0 studies reported on pillar 1 (road safety management)
• 16 studies reported on pillar 2 (safer roads and mobility)
• 2 studies reported on pillar 3 (safer vehicles)
• 75 studies reported on pillar 4 (safer road users)
• 24 studies reported on pillar 4 (post-crash response)

(Note: In this summary the total number of studies ≠81 because each study reported on multiple pillars.)

This breakdown identifies the gaps that exist within the current evidence. Identifying these gaps shows opportunities for further research to help create links in understanding and grow information that will assist in improving road safety

Read more about the Global Framework Plan of Action for Road Safety here (PDF, 1.9MB). Read more about progress in global road safety over the last decade and next steps here

5. 'Looking back on 10 years of global road safety', Margaret M Peden, Prasanthi Puvanachandra, International Health, Volume 11, Issue 5, September 2019, Pages 327–330

Crashes place a burden on society, not just through the loss of loved ones, but also through the potential loss of household income due to a death, or time off work to recover from injuries, as well as the ongoing costs of healthcare, and potential repairs to vehicles and equipment. Quantifying this burden without accurate data can be difficult, but the inequities are evident from routinely collected data.¹ A recent paper in The Lancet shows the estimated effects on deaths, YLLs, YLDs, DALYs by gender and age in each Indian state/UT India based on data from the Million Death Study (MDS). Read more about the MDS here.

1. Jagnoor Jagnoor, 'Can 50 by 30 for road safety be achieved without the equity lens?' Posted on March 1, 2020 by BMJ GH Blogs

Each year the Indian Ministry of Road Transport & Highways releases a breakdown of crashes, injuries and deaths by state/UT. Below is some of the most recent data (2018). Note that this is not an exhaustive list - see the full report (PDF, 32.2MB) for more detail. Also note that vehicle types, the enforcement of traffic regulations, and road conditions can vary greatly from state to state.

Ranks of states/UTs are calculated by the rate per lakh of population in that state/UT. Click on the dots to view other states/UTs.

Reductions in road traffic deaths and injuries are possible. In order for this to happen countries must implement a safe systems approach to road safety, build capacity and engage the community. It is also important to scale up traffic law enforcement activities, design smarter roads, sell safer vehicles and deliver powerful social marketing campaigns to raise awareness among all road users.

Read more about progress in global road safety over the last decade and next steps here.