Making Indian Roads Safer: Why Timely MVA Amendments And Urgent Policy Reforms Matter 

By S Saroja and Bhargab Maitra

If we look at India's journey since Independence in 1947, our roads were once largely unpaved, our economy was agrarian, and mobility was a luxury reserved for a few. We have come a long way since then. Today, we are an economic power, our global stature has risen, and we are well on our way to becoming a developed economy by 2047. 

One transformation that truly mirrors our progress is the evolution of our roads from dusty bullock-cart paths to sprawling expressways, reflecting both our ambitions and sustained efforts. 

It is crucial to recognise roads are not just physical links; but they are lifelines for the economy, connecting remote villages to the global market, and playing a critical role in fuelling our country's rise to global leadership. However, we must also confront a sobering reality that as per government data, over 462 lives are lost every day on India's roads. 

Encouragingly, the Indian government acknowledges this crisis and has set a target to reduce crashes by 50 per cent by 2030. It also recognises that such incidents not only lead to loss of precious lives but also result in economic loss equivalent to 3 per cent of the GDP. 

To collectively achieve the vision of a Viksit Bharat, and safeguard lives on the move, we must now treat road safety as a national priority, not a peripheral concern. 

For this, evidence-based reforms in road safety laws, central to which is the Motor Vehicles Act, along with strong policy interventions are essential.

Safe system approach: Strengthening all pillars of road safety

Every person on the road, including drivers, cyclists, pedestrians, is prone to errors, and is vulnerable. There is a need for a system that ensures these errors don't result in serious mishaps. It is commendable that the Ministry of Road Transport and Highways (MoRTH) emphasises safer roads through various interventions related to improved engineering and designs. But for holistic road safety, other important pillars such as road safety management, safer vehicles, safer road users, safer roads, and effective post-crash response must also receive adequate focus. 

For example, both new and old vehicles ply on Indian roads. While the newer ones may be equipped with adequate safety features or adhere to current standards, older vehicles often do not, particularly when operating on high-speed corridors, undermining benefits of improved road infrastructure.  

Now consider child safety. While child restraint systems are effective in cars, they are not suitable for motorcycles. Yet current regulations refer to CRS for all vehicles, creating enforcement challenges. Expanding safety regulations to include vehicle-specific solutions like child helmets for two wheelers and covering all modes of transport like buses, vans, auto-rickshaws, and quadricycles, can reduce risks. Also, policy interventions that ensure timely medical care for crash victims within the golden hour, even on newly built highways, along with advanced post-crash response systems, are essential. 

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Scientific speed limit management and enforcement

Unchecked speed is one of the major causes of road crashes and high fatalities. Yet, speed limit management remains under-addressed in India. Currently, speed limits often prioritise convenience over safety and are not based on scientifically determined limits suited to specific land use and road environments. Existing frameworks do not adequately consider factors such as lane discipline, lane usage, traffic composition, or pedestrian activity. Furthermore, penalties for speeding are not graduated based on the severity of the violation and fail to sufficiently address high-risk vehicle categories—such as two-wheelers, three-wheelers, and others—that are frequently involved in accidents.

There is a strong need for evidence-based speed limit management guidelines. Safe speed limits should also be established considering the level of impact people can safely endure or the human injury tolerance criteria along with lane discipline, and lane usage to bring down the fatalities.  Recently, West Bengal introduced zone-specific speed limits for varying conditions, capping the maximum urban speed limit at 50 km/h to enhance safety in school zones, markets, and residential areas, with even stricter limits for buses in select city areas. These measures aim to reduce crashes by managing speeds based on local risk factors. Similar interventions across the country, coupled with effective enforcement, are essential.

Accessibility, inclusivity and mobility challenge

There is an accessibility-mobility conflict on highways that needs to be resolved. While modern highways are designed to enhance motor vehicle mobility, there is a lack of policies and interventions to regulate access. Many households, shops, and villages are directly connected to high-speed corridors without service roads. This increases risks for local communities and disrupts safe functioning of highways. Moreover, despite highways being shared spaces, little attention is given to improving mobility and safety of non-motorised users, who often must take lengthy detours, such as for an underpass.

Recently in a welcome move, the Supreme Court affirmed unobstructed and specially-abled friendly footpaths fall under right to life as guaranteed by Article 21. This showcases the urgent need of accessible and inclusive road infrastructure, such as footpaths which are safe and user-friendly.  Additionally, to protect vulnerable road users, such as pedestrians, cyclists and children, clearly defined right-of-way rules, enforceable pedestrian paths, crossings, and cycle lanes must become standard. Local governments must lead in creating safe spaces for pedestrians and children, especially near schools and hospitals.

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Multi-Stakeholder Collaboration and Engagement

There is a need for a comprehensive, multi-stakeholder approach, grounded in strong cross-collaboration between ministries and effective inter-ministry coordination particularly among the transport, health, education, and urban development ministries. This must be supported by active participation from civil society, academic and research institutions, and other key stakeholders working together towards safer roads. 

A systemic capacity building of all stakeholders, supported by policy mandates for training and skill development must be prioritised.  A robust and adaptable National Road Safety Action Plan, aligned with Supreme Court directives, should be developed to guide states in creating detailed road safety plans tailored to their specific contexts. This must be complemented by high-level policy briefings, multi-stakeholder dialogues, and technical knowledge sharing. Premier academic and research institutions must be recognised as key partners, contributing innovation and evidence-based insights to improve road safety outcomes. 

National road safety mission and public health priority

Having a National Road Safety Mission can institutionalise long-term efforts, bring different ministries and departments together, can provide a strategic direction, monitor progress, and ensure alignment with India’s commitments at global platforms. It would also help the country advance toward achieving Sustainable Development Goal 3.6, which aims to halve road traffic deaths and injuries by 2030.

Also, road safety must be recognised as a critical public health issue. With thousands of preventable deaths and injuries occurring every year, especially among vulnerable road users like pedestrians, children, and cyclists, it is essential to integrate road safety into national health policy.  This approach would also support decisions based on data, and promote better and targeted investments in safety infrastructure, leading to fewer fatalities and improved public health.

Our roads are evolving, vehicle technology is advancing, and the expectations and needs of road users are shifting. To keep pace with these dynamics, timely amendments to the Motor Vehicles Act and policy reforms are essential. India’s ambitious growth demands a strong commitment to road safety as a national priority. Only through sustained, comprehensive action can we transform our roads into safe, efficient pathways that support the vision of inclusive and sustainable development by 2047.

(Saroja is the Executive Director at Citizen Consumer and Civic Action Group (CAG), and Bhargab Maitra is Dean (Students' Affairs) and Professor in the Civil Engineering Department at IIT Kharagpur)

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