One Death Every Three Minutes: The Urgent Road Safety Crisis Plaguing India

India’s roads have become some of the deadliest in the world, with over 172,000 fatalities recorded in 2023 alone—a staggering average of one life lost every three minutes. From overloaded trucks flipping on highways to pedestrians struck by speeding vehicles, the sheer scale of daily road accidents is a growing national tragedy. While the country boasts the world’s second-largest road network, experts say that poor infrastructure, outdated traffic models, and lax enforcement are contributing to a public health emergency that goes largely under-acknowledged.

Road Transport and Highways Minister Nitin Gadkari revealed that over 480,000 accidents took place last year. Victims included 10,000 children and another 10,000 people killed near schools and colleges. Pedestrians accounted for 35,000 deaths, while two-wheeler riders were among the most vulnerable. Shockingly, over 54,000 fatalities were attributed to not wearing helmets, and 16,000 were due to unbelted passengers. Other major causes included driving without a valid license, wrong-side driving, and vehicle overloading.

India’s chaotic road environment makes conditions particularly dangerous. A mix of motorized and non-motorized vehicles—ranging from cars and buses to bicycles, handcarts, and even stray animals—compete for limited space. Footpaths are often occupied by vendors, pushing pedestrians into fast-moving traffic. Despite numerous government campaigns and increased investment in road infrastructure, many of India’s highways remain structurally flawed and dangerous by design.

Engineering failures are a core issue. Audits by the Transportation Research and Injury Prevention Centre at IIT Delhi have exposed critical shortcomings, from poorly installed crash barriers that flip vehicles instead of stopping them, to road dividers that are too tall, creating rollover hazards. Repeated resurfacing of roads has also raised carriageways above the shoulder, increasing the risk of vehicles tipping or skidding off the road—especially for two-wheelers.

Minister Gadkari himself acknowledged in parliament that his ministry had identified nearly 14,000 accident-prone “black spots” on national highways. Yet, fewer than 40% have undergone long-term fixes. He also pointed to poor civil engineering practices and a lack of proper road signage and markings as key contributors to the deadly conditions. Enforcement remains weak, and penalties for contractors failing to follow safety norms are minimal, allowing substandard work to persist.

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While the government has introduced a “5Es” strategy—focusing on engineering, enforcement, education, emergency care, and vehicle standards—experts remain skeptical. Some argue that India’s road designs mimic Western models unsuited to its complex traffic conditions. “There is no reason to believe that road widening will reduce fatalities,” says Kavi Bhalla of the University of Chicago. “In India, higher speeds usually mean more deaths, particularly among pedestrians and cyclists.”

For sustainable development, experts stress that road safety must go beyond just expanding infrastructure. Without a data-driven, locally tailored approach to design, enforcement, and emergency care, the price of progress will continue to be paid in lives—many of them from the most vulnerable segments of society. Unless urgent reforms are implemented and evaluated, India’s roads will only become smoother for vehicles and deadlier for people.