Road accidents have become the leading cause of fatalities in India. Yet, the national response remains alarmingly apathetic, both at the level of policy and public awareness. Despite the scale of the tragedy unfolding on Indian roads every day, the issue rarely receives the kind of urgent attention reserved for other crises.
As the 8th UN Global Road Safety Week is observed from May 13 to May 18, 2025, India finds itself caught in a paradox—authorities and citizens express deep concern over acts of terror, but show remarkable indifference to a far more persistent and deadly threat: unsafe roads.
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Alarming trends, delayed reports
According to data from the ministry of road transport and highways, India reported 4,61,312 road accidents in 2022, leading to 1,68,491 deaths and 4,43,366 injuries. This marked an increase of 11.9% in accidents, 9.4% in deaths, and 15.3% in injuries compared with the previous year. In 2023, the situation worsened, with over 4.8 lakh road accidents and more than 1.72 lakh deaths—a 2.6% increase in fatalities over the previous year. These tragedies were largely the result of preventable causes: over-speeding, non-use of helmets and seat belts, and drunken driving.
Over-speeding alone was responsible for 71.2% of all road deaths. The failure to wear helmets resulted in 50,029 deaths, of which 35,692 were riders and 14,337 were pillion passengers. Seat belt violations caused 16,715 deaths—8,384 drivers and 8,331 passengers. Drunken driving and other traffic violations contributed to 7.4% of all accidents and 8.3% of total deaths.
State-wise toll: A grim picture
The state-level data only reinforces the grim reality. Uttar Pradesh recorded the highest number of road deaths in 2022 at 22,595, accounting for 13.4% of the national total. Tamil Nadu followed with 17,884 fatalities, or 10.6% of the total. Maharashtra reported 15,224 deaths (9%), Madhya Pradesh had 13,427 (8%), and Rajasthan saw 11,104 deaths, representing 6.6% of all road fatalities in the country.
The speed management policy vacuum
Speed remains the single largest contributing factor to road crashes and fatalities across India. Research by the World Health Organisation indicates that a mere 1% increase in average speed raises the risk of a fatal crash by 4%. India has had a national speed limit notification in place since 2018 and legal provisions under the Motor Vehicles Act, 2019 and the Central Motor Vehicle Rules, 2020. Yet, the country still lacks a dedicated National Speed Management Policy. This results in a patchwork of rules across states, many of which either set unscientific limits or fail to clearly communicate them to road users.
Moreover, enforcement is weak due to the limited use of automated speed enforcement tools like speed cameras, particularly outside major cities. Road design often prioritises vehicle flow over safety, further aggravating the problem. Many roads are built in a manner that encourages speeding rather than restraining it.
Speed limits as life-saving thresholds
Speed limits are not arbitrary figures; they are scientifically defined thresholds that play a crucial role in protecting lives, especially those of pedestrians and cyclists. Urban areas, where pedestrian activity is high, require far stricter speed restrictions compared to highways and expressways.
Effective speed management policies must integrate road safety with urban planning, infrastructure design, and public education. Regular audits of traffic patterns and road conditions are essential to keep speed limits relevant and effective. Without this clarity and coordination, India’s vision of halving road fatalities by 2030 under the Sustainable Development Goal (SDG) 3.6 remains unattainable.
In a significant step, the transport ministry recently drafted standard operating procedures (SoPs) for electronic enforcement of traffic laws under Section 136-A of the Motor Vehicles Act, 2019. These were presented in April 2025 to the Supreme Court Committee on Road Safety for review and to seek feedback from states and union territories. The committee believes that if implemented effectively, these SoPs could be a game-changer.
They seek to eliminate human discretion in traffic enforcement, strengthen electronic monitoring systems, ensure timely collection of fines, and curb corruption. A robust electronic enforcement mechanism could bring transparency, reduce governance issues, and instill much-needed discipline on Indian roads.
Learning from global practices
Globally, countries treat speed management not just as a transportation concern but as a broader public health and development priority. Several countries offer valuable lessons for India. Sweden’s Vision Zero strategy, launched in 1997, looks to eliminate road fatalities and serious injuries. A key element of this strategy is reducing speed, especially in urban areas where limits are capped at 30 km/h. The infrastructure supports these limits with raised crossings, narrow lanes, and segregated paths for cyclists and pedestrians. As a result, Sweden consistently ranks among the countries with the lowest road fatality rates globally.
The Netherlands provides another instructive example. In 2020, the Dutch government reduced default speed limits in residential areas from 50 km/h to 30 km/h. This was supported by traffic-calming infrastructure and widespread public education campaigns. The outcome was a significant decline in injuries to pedestrians and cyclists, improved air quality, and greater bicycle usage for short trips—demonstrating how speed reduction can also align with environmental and social goals.
New York City’s Vision Zero initiative, launched in 2014, is another urban model worth emulating. The city lowered its default speed limit to 25 mph (about 40 km/h), ramped up enforcement, and used data to redesign hazardous intersections. As a result, pedestrian deaths fell by 26% over a five-year period.
The way ahead for India
India’s road safety challenge demands a dual approach. On one hand, the country must introduce urgent reforms to the Motor Vehicles Act, adopt new SoPs, and develop a comprehensive national framework for road and speed safety. On the other, there must be focused efforts on enforcement—using innovative tools and methods to ensure existing laws are implemented effectively.
States should take cues from models like Rajasthan, which has developed a comprehensive State Road Safety Action Plan based on demographic, geographic, and transport-specific data. These plans should be underpinned by secure funding, interdepartmental coordination, and regular monitoring. Similarly, West Bengal’s speed management policy offers a more integrated approach that includes aspects such as road engineering, vehicle design, and education.
The Union government has reiterated its commitment to road safety in international forums. At the 4th Ministerial Conference on Road Safety in Marrakech in February 2025, Ajay Tamta, minister of state for road transport and highways, stated that India is pursuing road safety in mission mode. However, the ministry must now follow through by adopting an approach akin to the National Health Mission—convergent, inclusive, and accountable.
India loses over 1.7 lakh lives every year to road crashes—a toll greater than many wars or epidemics. Saving these lives requires more than promises; it requires swift, systemic, and sustained action. Road safety must be seen as a shared responsibility, where every stakeholder—from policymakers to pedestrians—is equally invested in preserving life and creating safer streets for all.
Madhu Sudan Sharma is Senior Programme Officer and Shreni Jani is Research Associate at CUTS International, a leading policy research and advocacy group.