Study Road Safety in India

Road safety in India
Munich, November 2010
TABLE OF CONTENTS
Table of contents
1 Causes of road accidents .................................................................... 1

2 Worldwide comparison of road accidents ......................................... 3
3 Road accidents in Germany ............................................................... 8
4 Road accidents in India .................................................................... 15
5 Conclusion: Ways to lower accident rates ....................................... 27
TCW
BRIDGE TO INDIA
TABLE OF FIGURES
II
Table of figures
Figure 1: The causes of accidents............................................................................ 2
Figure 2: The quality of the tyre .............................................................................. 2
Figure 3: Motor vehicles and road traffic deaths .................................................... 4
Figure 4: Traffic injuries and fatalities .................................................................... 5
Figure 5: 20 leading causes of the global burden disease ....................................... 6
Figure 6: Key figures of Germany .......................................................................... 8
Figure 7: Germany's road traffic ............................................................................. 9
Figure 8: Traffic regulations in Germany.............................................................. 11
Figure 9: Development of accidents in Germany .................................................. 12
Figure 10: Comparison of traffic fatalities in Europe ........................................... 12
Figure 11: The influence of tyre defects ............................................................... 13
Figure 12: Reasons for tyre defects ....................................................................... 14
Figure 13: India's population growth .................................................................... 15
Figure 14: Indian traffic framework ...................................................................... 16
Figure 15: India's vehicle fleet .............................................................................. 17
Figure 16: Two-wheelers in India ......................................................................... 18
Figure 17: Passenger cars per 1,000 people .......................................................... 19
Figure 18: Number of injury accidents.................................................................. 20
Figure 19: Number of injured people in road accidents ........................................ 21
Figure 20: Number of fatalities in road accidents ................................................. 21
Figure 21: Traffic fatalities by road user and type ................................................ 22
Figure 22: Fatal crashes by road type .................................................................... 23
Figure 23: Worldwide rates of fatalities in road accidents .................................... 23
Figure 24: State-wide comparison of road accident deaths ................................... 26
Figure 25: Outlook ................................................................................................ 27
Figure 26: Fields of actions for accident prevention ............................................. 28
Figure 27: Influence of the rubber quality............................................................. 29
TCW
BRIDGE TO INDIA
ROAD SAFETY IN INDIA
Road safety in India

Injuries due to road traffic accidents are a major global problem. Solving
this challenge requires concerted prevention efforts. The number of fatalities in worldwide road traffic crashes is estimated at almost 1.2 million per
year. The number of injured people is estimated at 50 million. Road accidents are one of the world's largest contributors to injury problems, loss of
lives and damage to property. 1
1 Causes of road accidents

Road accidents can occur due to various reasons. Usually such accidents are
not caused intentionally. Accidents result due to a combination of different
factors: External factors such as weather and road conditions, road users
and the condition of the vehicle. These factors never act as isolated entities.
Most common are the mistakes of the driver (86 %) followed by bad street
conditions (5 %), mistakes of a pedestrian (4 %) as well as technical and
maintenance defects (1 %). Thus, human error plays an important role in
most road accidents. A deeper analysis of driver mistakes show that most
accidents occur due to mistakes when turning, reversing, driving in and
driving away (16 %). 15 % happen because the right of way was disregarded and 14 % due to speeding. Lack of distance and wrong street use
caused 12 % and 7 % of accidents due to mistakes of the driver. 5 % of accidents due to mistakes of the driver involved alcohol. 2
The causes of accidents are different in nature, but can be influenced by the
quality of the tyre. The tyre quality is depending on the rubber quality and
the mixture ratio used in the production process. The quality of the tyre also
has an enormous impact on accidents that are not directly caused by the
tyre.
1
2
World Health Organization (2009), p.1.

Statistisches Bundesamt (2009), p.3 et seq.
TCW
BRIDGE TO INDIA
The causes of accidents

Basic causes of road accidents
Turn, reverse,
drive in, drive away
Right of way
15%
16%
Mistakes of the driver

(86%)
14% Speed
Mistakes of a pedestrian
(4%)
The quality of the

tyre also has an
impact on accidents
that are not directly
caused by the tyre
Other causes 23%
Bad street conditions

(5%)
12%
Distance
4%
7%
Ind-LAN-26-01--04.ppt
Technical and maintenance

defects and other (1%)
4%
Overtaking
5%
Wrong conduct
Alcohol
towards pedestrians
Wrong street use
are different in nature, but can be influenced by the quality of tyres .

TCW
Bridge to India
Figure 1: The causes of accidents
When comparing different fabrications of tyres, enormous differences in the

tyre quality measured in the braking distance can be detected: 3
The braking distance of low quality tyres is 30-40 meters longer, which
is life threatening.
Furthermore, the collision speed and the injury severity could have
been reduced using high quality tyres in 30 % of all road accidents with
personal injuries.
About 5 % of all accidents could have been avoided with better tyres.
The quality of the tyre

Source: ADAC (2010)
Braking distance under wet conditions from 100 to 0 km/h in meters

54.1
Interstate Touring IST-1M+S
88.8
Goodride Radial S06 M+S
Dunlop SP Sport Maxx TT
92.2
The collision speed and the injury severity

could have been reduced using high
quality tyres in 30 % of all road accidents
with personal injuries.
61.8
Sava Intensa
Dimension
225/45 R17
73.1
Goodride Neza200 M+S
The braking distance of low quality tyres is

30-40 meters longer and therefore life
threatening.
81.8
Wanli S-1063
84.8
Nankang Noble Sport NS-20
87.1
Sunny SN3800 M+S
92.4
5% of all accidents could have been

avoided with better tyres.
Pirelli Cinturato P6
Dimension
185/65 R15
Impacts of the tyre quality
can reduce the braking distance by 50%.

TCW
Bridge to India
Figure 2: The quality of the tyre
Hence, the quality of the tyre is essential. Tyre quality can reduce the braking distance by 50 %. 4
3
4
ADAC (2010c), p. 20 et seq.

ADAC (2010c), p. 26.
TCW
BRIDGE TO INDIA
2 Worldwide comparison of road accidents

Worldwide traffic injuries are a major public health problem. It is one of the
major causes of death and injury. Per year about 1.2 million people die and
between 20 and 50 million are injured (non-fatally) because of road accidents. 5
Every day about 16,000 people die from all kinds of injuries in the world.
Injuries cause 12 % of the global burden disease and are the third most important cause of overall mortality. HIV/AIDS leads to almost 3.5 % of
world deaths. The dominant cause of injuries is a road accident. 25 % of all
deaths from injuries result in traffic accidents; 2.2 % of worldwide deaths
are caused by traffic accidents. The total number of worldwide road deaths
can only be estimated because of the unavailability of the necessary data. It
is estimated to range in between 750,000 and 1,183,492 per year. This
means that over 3,000 people die in road traffic accidents per year. Furthermore, between 20 million and 50 million people are injured or disabled
annually as a result of traffic accidents. Most of theses casualties happen in
low income and (lower) middle income states. Road traffic accidents bring
about enormous social costs for societies and stress health care systems and
economies. 6
The aggregate costs of road accidents are estimated to be 1 % of their gross
national product in low-income countries, 1.5 % in middle income countries
and 2 % in high income countries. In absolute terms, the global economic
costs are estimated at 384 billion EUR. In low income countries these costs
amount to approximately 48 billion EUR, which exceeds the total amount
the region receives by development assistance. This number is more than
underestimated. The costs in the European Union alone, which account for
only 5 % of global road deaths, are calculated at approximately 135 billion
EUR. If the same accurate research techniques and data set would be applied in low and middle income countries, the total economic cost of traffic
accidents would exceed the 384 billion EUR. 7
World Health Organization (2009), p.1 et seq.

World Health Organization (2010b), p.12 et seq.
7
World Health Organization (2004), p.7 et seq.
6
TCW
BRIDGE TO INDIA
Although the costs for society are high and well-tested, cost-effective and
publicly-acceptable measures exist, most developing countries only invest
little in order to prevent these expenses. It is estimated that the global funding for research and development is 680-730 million EUR for HIV/AIDS,
45 million EUR for malaria, 25 million EUR for diarrhoeal diseases and 1425 million EUR for tuberculosis. Only 18-25 million EUR are invested in
researching and developing measures to reduce road traffic accidents. 8
India is categorized as a low or lower middle income country. More than
half of the worlds population is allocated in lower middle income countries. Only 1 % of the worlds inhabitants live in high income countries
such as Germany. Contrary to that, about 60 % of all motor vehicles are
located in high income countries. Only 15 % of vehicles are registered in
lower middle income countries. Nevertheless about 50 % of road traffic
deaths occur in lower middle income states. Merely 14 % of the worldwide
road traffic deaths occur in high income countries. 9
Although lower middle income countries account for most of the people
worldwide, they only possess one eighth of all vehicles worldwide but
cause half of worlds accidents. These countries will keep on progressing
economically and thus the traffic situation of these countries will intensify
leading to rising accident rates if no preventive measures are taken.
Low middle income states
Population
Total motor vehicles
Road traffic deaths
Lower middle income
High income: OECD
Lower middle income
53%
59%
49%
High income:
non OECD 2%
Low income
13%
18%
Upper
middle
income
Low income
15%
High income: OECD
1%
3%
11%
Low income
High income:
non OECD
24%
15%
Lower
middle
income
22%
Upper middle
income
14%
Upper middle
income
High
income: 1%
non OECD
High income:
OECD
contain more than half of the worlds population, but only 13% of all motor vehicles.
Still 50% of all road traffic deaths happen in these countries.
Bridge to India
TCW
Figure 3: Motor vehicles and road traffic deaths
Comparing countries by traffic injuries and fatalities, it can be detected that

most persons are injured in the following regions: North America (26 %),
8
9
World Health Organization (2004), p.7 et seq.; World Health Organization (2010b), p.127 et seq.
World Bank (2010a); Iaych (2010), p. 144, 185.
TCW
BRIDGE TO INDIA
East Asia and Pacific (22 %) as well as Europe and Central Asia (23 %).
South Asia (including India) accounts for 10 % and Latin America and Caribbean for 10 % of the worldwide injured people in road accidents. Countries with the lowest rates of injured people in car accidents are the Middle
East and North Africa (4 %) as well as Sub-Saharan Africa (5 %). 10
On average 1.3 persons per 10,000 registered vehicles die in high income
states. In lower middle income states more than 60 people per 10,000 registered vehicles die. It can be seen that there is a positive relationship between the wealth and the accident rates of a country.
As income in India increases, the number of motor vehicles will also rise.
The present trends in India and the comparison to the experience of some
middle income countries implicate that fatalities may dramatically rise. This
coincides with the so-called Kuznets curve. Many countries with a higher
number of vehicles than India have a significant lower number of fatality
rates. But all of the evaluated countries show, contrary to India, a high income. Nevertheless this trend may be averted, if vehicle design and other
influencing factors like road design and road building are improved.
Most traffic injuries and fatalities
Persons injured in road accidents per geographic
region
Fatalities / 10,000 registered vehicles per income

group
North America
26%
Low income
62.2
Sub-Saharan Africa
5%
Middle East & North Africa
Lower middle income
20.7
4%
22% East Asia & Pacific
Upper middle income
7.3
Latin America & Caribbean 10%

High income: non OECD
5.2
South Asia
23%
High income: OECD
10%
1.3
Europe & Central Asia
occur in low and lower middle income countries. India is categorized as a lower middle
income country.
Bridge to India
TCW
Figure 4: Traffic injuries and fatalities
Africa and Asia are the regions with the worst death rates worldwide. Most
people in these regions cannot afford a car but are nevertheless affected. In
these nations, road traffic accidents affect mostly the younger generation as
the average age in these countries is very low.
10
Iaych (2010), p. 184; United Nations Economic Commission for Europe (2010).
TCW
BRIDGE TO INDIA
In developed countries the motorization is not expected to become much

more intense in the future. On the contrary, motorization of developing
countries will significantly increase in the future causing high accident rates
to rise even further. This applies mostly to low and lower middle income
states. If the countries of these regions do not analyse present trends, road
traffic accidents will increase dramatically. The burden of this will mostly
be carried by the most vulnerable people. Forecasts say that the total number of road traffic deaths and injuries worldwide will increase by about
65 % (between the years 2004 and 2030), if no measures are taken. In low
income and middle income countries these indicators are predicted to rise
by 80 %. Trends predict that traffic injuries are becoming the third leading
cause of disability-adjusted life years lost. 11
2004
Rank
Leading cause
1 Ischaemic heart disease
2 Cerebrovascular disease
%
12,2
9,7
3 Lower respiratory infections

Chronic obstructive pulmo4 nary disease
5 Diarrhoeal diseases
7,0
6 HIV/AIDS
7 Tuberculosis
Trachea, bronchus, lung
8 cancers
9 Road traffic injuries
Prematurity and low birth
10 weight
Neonatal infections and
11 other
12 Diabetes mellitus
13 Malaria
14 Hypertensive heart disease
Birth asphyxia and birth
15 trauma
16 Self-inflicted injuries
3,5
2,5
17
18
19
20
Stomach cancer
Cirrhosis of the liver
Nephritis and nephrosis
Colon and rectum cancers
5,1
3,6
2,3
2,2
2030
Rank
Leading cause
1 Ischaemic heart disease
2 Cerebrovascular disease
Chronic obstructive pul3 monary disease
Lower respiratory infec4 tions
5 Road traffic injuries
Trachea, bronchus, lung
6 cancers
7 Diabetes mellitus
Hypertensive heart dis8 ease
9 Stomach cancer
%
12,2
9,7
7,0
5,1
3,6
3,5
2,5
2,3
2,2
2,0
10 HIV/AIDS
2,0
1,9
1,9
1,7
1,7
11
12
13
14
1,9
1,9
1,7
1,7
1,5
1,4
15 Oesophagus cancer
16 Violence
Alzheimer and other de17 mentias
18 Cirrhosis of the liver
19 Breast cancer
20 Tuberculosis
1,4
1,3
1,3
1,1
Nephritis and nephrosis

Self-inflicted injuries
Liver cancer
Colon and rectum cancer
1,5
1,4
1,4
1,3
1,3
1,1
Figure 5: 20 leading causes of the global burden disease 12
11
12
Kutzbach (2009), p. 154 et seq.

World Health Organization (2008), p. 30.
TCW
BRIDGE TO INDIA
The reason for lower and decreasing accident rates in industrialised countries is that they set up a road safety management, which is constantly being
improved. In most of these countries seat belts, helmets and child restraints
are mandatory. Other interventions of the state were the introduction of
speed limits, the enhancement of infrastructure, the enforcement of blood
alcohol concentration (BAC) limits and improvements in vehicle safety requirements. 13
In order to spread the importance of road safety and the relevant measures
to countries, especially developing countries, the United Nations General
Assembly passed a resolution in 2004. This resolution urges that more focus and resources are allocated on road safety and for international cooperation in this matter. Other resolutions followed and a first Global Road
Safety Week was held in 2007. In the first Global Ministerial Conference
on Road Safety seventy ministers and other country delegates recognised
that a multi-sectoral collaboration and partnerships between the private and
the public sector are needed in order to promote safety on streets. 14
13
14
World Health Organization (2009), p. 6 et seq.

Global Transport Knowledge Partnership (2010); World Health Organization (2004), p. 109 et
seq.
TCW
BRIDGE TO INDIA
3 Road accidents in Germany

Germany is one of the main industrialised countries of the world. These
countries generally have less population growth than developing nations. In
Germany, the population growth figures have been constantly decreasing
since the 1990s. The huge rise in between 1990 and 1995 is due to the reunification. In recent years, the growth rate has been constantly negative. In
Germany there are currently about 82 million inhabitants. 15 49 % of the
population are women, 20 % (16.7 million) are 65 years or older and 14 %
(11.1 million) are younger than 15. The age group in between 18 and 24
years represent only 8.3 % of the German population. This is the predominant group involved in traffic accidents. 16
In Germany
Population Growth
Vehicle growth rate
in percent; year of reference is 1975
in percent; year of reference is 1975
27.76%
0.54% 0.22%
0.02%
-1.03%
0.12%
-11.14%
1980 1985 1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008
Vehicle per inhabitant
Vehicle per registered driver
0.71 0.71 0.72 0.73 0.73 0.74 0.67

0.63 0.68 0.70
3.30
1975 1980 1985 1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008
2004
0.46 0.53 0.48
8.17%
2.19% 1.56% 0.66% 0.79% 0.81% 0.72% 1.10%
-0.01% -0.04%
-0.15% -0.12% -0.26%
-0.08%
1980 1985 1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008
0.36
32.84%
16.76%
12.91%
2.87
2005
2.59
2.41
2.02
2006
2007
2008
the population growth is negative and the number of cars are decreasing in absolute
terms as well as relative to the number of inhabitants and registered drivers.
Bridge to India
TCW
30.70%
2.59%
Figure 6: Key figures of Germany
The same trends can be seen looking at the growth rate of vehicles. In 2009
the number of registered vehicles in Germany was over 50 million. Approximately 80 % of these vehicles are registered as cars. The growth rate
has steadily decreased, but remained positive except in 2008 where the vehicle fleet decreased by 11 %. This unexpected and over-average decline
can be mainly explained by the worldwide financial crisis. In 2009 growth
rate of registered vehicles was 0.9 %. The number of registered cars grew
by 0.3 % (41 million), of registered trucks by 0.5 % (3.1 million) and of
15
16
World Bank (2010a); CIA (2010b).

Statistisches Bundesamt (2010b), p. 30 et seq.
TCW
BRIDGE TO INDIA
motorbikes by 2.6 % (3.7 million). The number of mopeds even rose by

11 % to 2.2 million vehicles. 17
In relative terms, a German citizen owned 0.67 cars in 2008. This figure has
been rising in the past years (ranging in between 0.68 and 0.74) and declined in 2008. If the number of vehicles is compared to the number of registered drivers, a more obvious trend can be observed. Whilst on average
every registered driver owned 3.3 vehicles in 2004, a registered driver possessed only two cars in 2008. These tendencies are an indication that the
traffic will not further increase on German roads and thus affect accident
rates positively. 18
Germanys road traffic
Development on German roads
High production standards
300
Kilometres travelled
250
Number of motor vehicles
200
Modern machines
Skilled workforce
Certified and audited suppliers of raw materials
Regular quality controls
Traffic laws and regulations
150
100
Private institutions (ADAC, DEKRA, TV)
50
Killed
0
1970
1975
1980
1985
1990
1995
2000
2005
2010
Quality tests
Certifications
Service
Training
Injured
Technical requirements for motor vehicles

Obligations for the driver
Traffic regulations and signs
Penalty and point system
has drastically increased since 1975, while fatalities and injuries sunk.
TCW
Bridge to India
Figure 7: Germany's road traffic
This prediction is verified when analysing the traffic intensity and accident
rates. In Germany, both kilometres travelled and the number of vehicles
increased drastically since 1975, while fatalities and injuries sunk. In 2009
the German police registered 2.3 million accidents, of which 2 million resulted in material damages. About 90 thousand of those accidents were
crashes with serious material damages and 17 thousand occurred due to intoxications. In comparison to 2008, the number of accidents with injuries
decreased by 3.1 %. While most of the injury accidents happened within
cities, these accidents only accounted for 30 % of all road deaths. Most fatalities in road accidents (59 %) die on roads outside a city, town or village.
Only 5.9 % of all road injuries and 11 % of all road deaths happen on mo17
Kraftfahrt-Bundesamt (2010b).
Kraftfahrt-Bundesamt (2010a); Kraftfahrt-Bundesamt (2010b); World Bank (2010a); CIA
(2010b).
18
TCW
BRIDGE TO INDIA
10
torways. Therefore accidents on roads outside cities (motorways not included) are more fatal due to faster driving. On these roads, most accidents
are a result of vehicles swinging off the streets. Within cities, town or villages most accidents happen while crossing or turning in. 19
Compared to 2008 7.3 % less people died in road accidents in 2009 (approximately 4 thousand). More than 68 thousand were seriously injured and
about 330 thousand were slightly injured. Both numbers decreased compared to the previous year. As the main road users are travelling with cars,
also most injuries (51 % of all road injuries) and deaths (56 % of all road
deaths) occurred to car passengers and drivers. About one sixth were motorcyclists, 14 % pedestrians and 11 % cyclists. Young people (aged between 18 and 24 years) and old people (aged at least 65 years) are mostly
involved in deadly accidents. 20
There are many reasons that have led to the decrease of fatalities and injuries. Mainly it is due to the better quality of cars and infrastructure as well
as the continuously further developed legal road framework. These regulations have significantly contributed to the decrease of fatalities in traffic
accidents. The regulations aim at enhancing the safety for the car occupant
and concentrate at: 21
speed limitations,
prohibitions for the driver (e.g. alcohol),
mandatory safety gear (e.g. helmets, seat belts) and
mandatory technical features (e.g. quality of tyres).
19
Statistisches Bundesamt (2010a); Statistisches Bundesamt (2010c); Statistisches Bundesamt

(2010e), p. 4 et seq.
20
(2010e), p. 15 et seq.
21
Statistisches Bundesamt (2010f), p. 309 et seq.; Glckner (2010), p.62-63.
TCW
BRIDGE TO INDIA
11
Traffic regulations in Germany

Source: Statistisches Bundesamt (2010); Glckner (2010)
Fatalities in traffic accidents
(in thousands)
22,000
17,9 Mio
20,000
4,5 Mio
18,000
16,000
Countryside
speed limit 100
km/h
40,4 Mio
100
Mandatory
buckle up
12,000
10,000
50
Town speed
limit 50 km/h
Electronic
Stability Program
0,8 blood
alcohol limit
8,000
41,7 Mio
Airbag for driver

seat
6,000
4,000
Recommended
speed limit
130 km/h
2,000
0
1953
1960
1965
0,5 blood
alcohol limit
Anti-lock
braking system
130
Mandatory
head restraint
Mandatory motorcycle
helmet
1970
1975
1980
1985
1990
1995
2000
2005
2009
have significantly contributed to the decrease of fatalities in traffic accidents.

TCW
14,000
Bridge to India
Figure 8: Traffic regulations in Germany
In addition, both the penalties for the violation of the defined traffic law as
well as the fine catalogue are continuously set stricter. A point system was
established in Germany, which ensures uniform federal actions and the
equal treatment of all people, who disregard the defined rules. The point
system has become an important tool in road safety. Further on, it shows a
preventive effect. Points are collected in the Central Traffic Register. The
assessment of traffic violations is ensured by using a scale from one to
seven points. Offences are valued in between one and four points and
crimes by five to seven points. If a person reaches a total of 18 penalty
points, the driver's license will be confiscated. 22
Another important factor is the private sector (with institutions such as
TV Sd, DEKRA, TV Nord, FSP, GT, TV Rheinland or KS),
which performs quality tests, certifications and other services to guarantee
the quality of the vehicles. Cars are not allowed on the road if they do not
pass regular tests and if they are not assigned with the relevant certificates
of these institutions. These organisations enable that the quality of the vehicles is not only assured during production but also while using them in the
long-run. 23
22
23
Statistisches Bundesamt (2010f), p. 309 et seq.

29 Abs. 1 StVZO, Anlage VIII Nr. 1.2 StVZO; Anlage VIIIa StVZO.
TCW
BRIDGE TO INDIA
12
Accidents in Germany
Accidents per vehicle
0.060
0.060
0.055
0.055
0.050
0.050
0.045
0.045
0.040
0.040
Accidents per driver
Casualties and fatalities
0.14
38
36
0.12
0.11
0.042
34
0.10
0.09
0.03
0.030
28
0.030
On average every
driver had 0.09
accidents
26
0.025
0.025
0.020
0.020
24
0.015
0.015
22
0.010
0.010
20
0.005
0.005
18
0.000
0.000
casualties
In every 5th / 500th

accident a person is
injured / killed
18%
fatalities
0.2%
1970 1980 1990 2000 2010
1970 1980 1990 2000 2010
Every 420th vehicle

was involved in an
accident
32
30
0.035
0.035
Every 280th person

has an accident in
Germany
Accidents per inhabitant
2004 2005 2006 2007 2008
1970 1980 1990 2000 2010
are low compared to the number of vehicles and registered drivers. This rate is
continuously decreasing.
TCW
11
Bridge to India
Figure 9: Development of accidents in Germany
In Germany, the number of accidents is very low compared to the amount

of vehicles and registered drivers. Furthermore, this rate is decreasing. On
average, every 280th inhabitant has an accident. This indicator has risen
from 1970 until 1980, but stabilised since then. The number of accidents
per driver is even lower on average, every driver had 0.09 accidents. The
same trend, but more intense, can be seen when analysing the number of
accidents per vehicle. Only every 420th German vehicle was involved in an
accident. The number of injured persons in traffic accidents has decreased
immensely. Whilst in 1975 almost 40 % of accidents involved injured people, only 18 % of all accidents included casualties in 2008. Furthermore,
only in every 500th accident a person was killed. 24
Compared to other European countries
Lithuania
Poland
Romania
Bulgaria
Greece
Latvia
Slovenia
Czech Republic
Cyprus
Slovakia
Hungary
Estonia
EU
Belgium
Portugal
Austria
Italy
Denmark
Luxemburg
Spain
France
Finland
Ireland
Germany
Sweden
UK
Netherlands
Malta
50
100
150
148
143
142
139
139
139
106
104
103
103
99
98
78
88
83
81
79
74
72
68
67
65
63
54
43
43
41
37
Development of the number of fatalities

In between 2001 and 2008, % -change
-50
-40
Rumania
Bulgaria
Poland
Denmark
Malta
Slovakia
Cyprus
Greece
Czech Rep.
Hungary
Finland
Slovenia
EU
UK
Austria
Lithuania
Netherlands
Sweden
Ireland
Italy
Estonia
Germany
Belgium
-43.4
Latvia
-43.8
Spain
-47.0
Portugal
-47.6
France
Luxemburg -50.0
-30
-20
-10
10
20
30
24.5
4.9
-1.8
-5.8
-6.3
-9.1
-16.3
-17.3
-19.3
-19.6
-20.6
-23.0
-24.5
-26.5
-29.1
-29.3
-31.8
-31.9
-32.0
-33.3
-33.7
-35.8
-36.5
Germanys number of fatalities is not only less but also more strongly decreasing.
Germany can be seen as best practice.
Bridge to India
TCW
Total number of fatalities in traffic accidents

in 2008, per 1 Mio. inhabitants
0
12
Figure 10: Comparison of traffic fatalities in Europe
24

(2010d).
TCW
BRIDGE TO INDIA
13
Germanys number of fatalities per one million citizens is far less than the
European average. This number decreased by 35.8 % in between 2001 and
2008, which was far better than the European average decrease of 24.5 %.
Germany may thus be used as a role model for other countries that have
rising accident numbers. 25
Defects on tyres
Source: Statistisches Bundesamt (2010)
Accidents with technical defects

relative to total accidents
%
5.500
Ac
cid
en
ts
0.7
0.6
5.000
wi
th
4.500
te
ch
0.5
0.1
3.500
3.000
ts
Acc
iden
ts d
ue to
4.000
nic
al
de
fe
c
defe
cts
0.24
on ti
res
Steering 4%
2.500
0.08
2.000
Tyres
1.500
Other
1.000
Lights
500
0.0
1975 1980 1985 1990 1995 2000 2005 2010
Breaks
Lights
6%
12%
Brakes
29%
Other
0.8
0.2
Tyres
49%
6.000
0.9
0.3
Accidents per technical defect in

2008
6.500
1.0
0.4
Accidents due to technical

defects
Steering
0
1975 1980 1985 1990 1995 2000 2005 2010
are a very rare cause for accidents in Germany. Yet tyres are the main technical defect
and bare the highest potential to avoid accidents due to technical defects.
Bridge to India
TCW
13
Figure 11: The influence of tyre defects
Accidents are caused by different factors. One reason can be that there is a
technical defect on the vehicle. The main technical defects causing accidents are detected on tyres, lights, brakes and the steering. The number of
accidents that are caused by technical defects is very low and decreased in
the last years. In 1975, one percent of all accidents was due to technical defects and declined to 0.24 % in 2008. Only 0.44 % of all accidents were
caused by defects on tyres in 1975 and 0.08 % in 2008. Technical defects
are thus a very rare cause for accidents in Germany. Even rarer are accidents due to technical defects on tyres. Yet tyres are the main source for a
technical defect. Half of every defect causing an accident occurs on a tyre.
The most promising source for reducing accidents due to technical defects
is therefore the tyre of a vehicle. 26
25
26
Statistisches Bundesamt (2010e), p. 5 et seq.

(2010d).
TCW
BRIDGE TO INDIA
14
The reason for tyre defects

Source: DEKRA (2005)
Reasons for defects on car tyres

Over a third of tyre defects are due to maintenance
mistakes of the driver
In between 2001 and 2004
Manufacturing flaws
Fitting and repair
6%
7%
Maintenance flaws
Only 6% of all defects are caused by the tyre industry
35%
other 24%
In Germany the quality of the produced tyre is a minor

problem in regard to causes of traffic accidents
Germany can be used as a best practice example

concerning the quality of the tyres
28%
Damage (pressure, age)
are mostly caused by the insufficient and wrong handling of the drivers.
TCW
Bridge to India
14
Figure 12: Reasons for tyre defects
There can be various different reasons for a defect on a tyre such as:
maintenance flaws,
damage due to pressure and age,
fitting and repair and
manufacturing flaws.
35 % of tyre defects are caused by maintenance mistakes of the driver. Only
6 % of all defects are caused by the manufacturing industry. In Germany
the production of the tyre is not a significant problem. This is a sign that the
production standards are very high and that the materials used in the production have an outstanding quality. 27
Germanys accident rates are very low compared to other countries. Even in
Europe, Germany belongs to the nations with the lowest number of accidents. Countries with higher and increasing amount of traffic accidents
should analyse the framework of Germany and try to adopt the relevant
measures.
27
DEKRA Automobil GmbH (2005), p. 46.
TCW
BRIDGE TO INDIA
15
4 Road accidents in India

With about 1.2 billion inhabitants, India is the second most populous country in the world. The population growth has been rising by 1.4 % in the last
years and it is estimated that it will surpass China as the worlds most populous country within 15 years. More than 60 % of the population growth has
its origin in the poorer regions of the country. Most of the population live in
rural areas; only 30 % of Indias population is located in cities. In Germany,
the urban population represents 75 % of all citizens. These tendencies indicate a huge potential, that traffic will intensify and accident rates will increase in the future, if prevention measures are not taken. 28
Indias population growth
Comparison of total population
Percentage of urban population
Population (in Mio.)

1,400
90
%
Brazil
China
1,300
United States
80
1,200
India
1,100
Germany
70
60
1,000
900
50
800
40
700
China
Pakistan
India
30
United States
300
Brazil
200
Bangladesh
20
Pakistan
0
1975
Germany
1980
1985
1990
1995
2000
2005
2010
10
0
1975
1980
1985
1990
1995
2000
2005
2010
indicates that accident numbers will continue to increase, if preventive measures are
not introduced.
Bridge to India
TCW
Bangladesh
100
16
Figure 13: India's population growth
When analysing the worldwide traffic system, it can be seen that India has
the third largest road traffic system (measured in total kilometres of road).
India has 3.3 million kilometres of roadways. Urban roads are more than
250 thousand kilometres. National highways show a total length of about 66
thousand kilometres and serve as the network across the country. Only the
USA (6.5 million kilometres) and China (3.7 million kilometres) have
longer roadways. In comparison, South Africa (362 thousand kilometres)
and Pakistan (259 thousand kilometres) are the countries with a less developed road network. The results of the analysis show that there is a relation
between the size of a country and the size of its road network (e.g. USA,
China). Also smaller countries are represented in the Top 20 of the countries with longest roadways. These are mainly industrialised countries like
28
CIA (2010b); World Bank (2010a); World Bank (2010b).
TCW
BRIDGE TO INDIA
16
Japan, France and Germany, which have a highly developed road network.
Therefore, it can be deducted that with industrialisation of countries the
length of streets on roads increases. 29
The USA not only has the longest roadways but also the most vehicles
worldwide. Germany operates about 645 thousand kilometres of roadways,
which is a lot less than India or China. In contrast, there are three times as
much vehicles in Germany than in India. This leads to the assumption that
the Indian traffic system bares high growth potential of traffic activity in the
future. 30
The Indian traffic framework
Length of roadways in Km
Vehicles in use
Varying year of reference depending on availability, but mostly from 2008;
Passenger cars, buses, coaches, vans and lorries (without 2-wheelers); in thousands
Varying year of reference depending on availability
6,506,221
United States
3,730,164
3,320,410
1,751,868
1,203,777
1,042,300
1,027,183
940,000
818,356
644,480
572,900
425,300
487,700
437,759
423,997
394,428
366,095
362,099
352,046
259,197
245,949
Japan
75,768
China
49,650
Germany
Italy
Brazil
37,214
34,840
Spain
Mexico
37%
North America
29%
East Asia & Pacific
15%
37,978
France
Russian Federation
United Kingdom
Europe & Central Asia
45,505
40,241
32,325
27,613
28,035
Poland
18,882
Indonesia
17,590
Latin America & Carribean

Middle East & North Africa
India
16,954
South Asia
South Korea
16,794
Sub-Saharan Africa
United States
China
India
Brazil
Japan
Canada
France
Russia
Australia
Germany
Spain
Sweden
Italy
Indonesia
Poland
United Kingdom
Mexico
South Africa
Turkey
Pakistan
11%
4%
2%
2%
indicates a high growth potential of traffic activity in the future.

TCW
Bridge to India
17
Figure 14: Indian traffic framework
Currently, the Indian government supports the development of the road

network. Projects for extending highways afford high investments. The National Highway Development Program is planning on total investments of
40 billion EUR up to 2012. This program involves
constructing 1,000 kilometres of new expressways,
six-laning 6,500 kilometres of the existing four-lane highways,
four-laning 10,000 kilometres of high-density highways and
upgrading smaller rural roads. 31
Furthermore, a National Urban Renewable Mission program is responsible
for upgrading different roads in the urban area. The central government as29
CIA (2010a); Iaych (2009), p. 41 et seq.; Iaych (2010), p. 41 et seq.

Iaych et al. (2009), p. 75 et seq.; Iaych (2010), p. 75 et seq.
31
Mohan et al. (2009), p. 4 et seq.
30
TCW
BRIDGE TO INDIA
17
sists cities with federal funds. An analysis of realized projects nevertheless

shows that the construction of four-lane-highways did not seem to reduce
traffic fatalities. Other causes seem to be responsible for the high number of
traffic accidents. 32
In comparison to the total length of roadways in India, the total length of
access-controlled highways is only at about 600 kilometres. Even though
national highways are only 2 % of the total road network, about 40 % of the
total traffic volume can be found on these roads. 33
Analysing the latest numbers of vehicles per 1,000 people shows the USA
(809) as the country with the most vehicles per 1,000 people, followed by
Italy with 687 vehicles and Australia with 673 vehicles. In Germany 554
vehicles per 1,000 persons are registered. With 15 vehicles per 1,000 people, India has less than Brazil (198) and China (37), but more than Pakistan
(11). The comparison shows that, Northern America, Western Europe, Japan and Australia are the countries with the most vehicles per 1,000 people.
India's vehicle fleet per 1,000 people is about 40 and 13 times lower than
Germanys and Brazils respectively as well as half of Chinas fleet. 34
Indias vehicle fleet per 1,000 people
Vehicles per 1,000 people
Varying year of reference depending on availability, but mostly from 2008
809
687
673
606
605
598
593
560
554
526
513
495
384
346
314
313
<151
264
245
151-300
198
301-450
159
147
138
451-600
77
71
58
601-750
>750
37
33
21
15
11
7
4
3
USA
Australia
Italy
Spain
Canada
France
Japan
Greece
Germany
UK
Czech Republic
Poland
Hungary
South Korea
Argentina
UAE
Mexico
Russia
Brazil
South Africa
Venezuela
Turkey
Indonesia
Morocco
Colombia
China
Ghana
Kenya
India
Pakistan
Uganda
Rwanda
Ethiopia
is over 35 times lower than in Germany and more than twice as low than in China.
TCW
Bridge to India
18
Figure 15: India's vehicle fleet
In India, most vehicles are two-wheelers. Motorcycles are more than five
times as numerous as cars. The number of buses, trucks and other vehicles
is similar to the quantity of cars. This proportion is very different to those in
32
Ministry of Road Transport & Highways (2009), p. 2 et seq.

Mohan et al. (2009), p. 20.
34
Iaych et al. (2009), p. 133 et seq.; Iaych (2010), p. 133 et seq.; Nationmaster (2010); World
Bank (2010c).
33
TCW
BRIDGE TO INDIA
18
high income countries. In India, car and motorized two-wheelers sales have
increased with an annual growth rate of 9 % in the last years. Compared to
India, only China has a bigger number of two-wheelers in absolute numbers. Germanys number of two-wheelers is 18-times lower than Indias. In
relative terms, the country with the highest number of two-wheelers per
1,000 people is Malaysia. There are 325 two-wheelers per 1,000 inhabitants. Malaysia is followed by Vietnam (131 two-wheelers per 1,000 people), Sri Lanka (109 two-wheelers per 1,000 people) and Italy (102 twowheelers per 1,000 people). In comparison, India has 58 two-wheelers per
1,000 people. Germany with 48 has relatively even less than India. The
countries with the one of the lowest numbers are Japan (12), Mexico (10)
and South Africa (7). 35
A detailed analysis of India shows, that people in smaller cities with less
than 10 million inhabitants own more two-wheelers than cars. The ratio between two-wheelers and cars ranges between 5 and 10. The situation is different in the three largest cities. In Kolkata, Mumbai and Delhi the ratio is
between 1 and 2. 36
In India most vehicles
Source: CIA (2010); Iaych (2009, 2010); Mohan et al. (2009); World Bank (2010)
Number of Two-wheelers
Two-wheelers per 1,000 persons

Data of 2006 - 2008 depending on availability
China
90,459
India
64,743
Indonesia
47,684
Thailand
15,675
14,365
Chinese Taipei
Malaysia
United States
Italy
Germany
Pakistan
8,487
7,753
6,016
3,566
2,684
Philippines
2,647
Spain
2,501
Turkey
Greece
2,181
1,259
18 x
Malaysia
Vietnam
Sri Lanka
Italy
China
India
Brazil
Spain
Portugal
France
Germany
South Korea
Philippines
USA
UK
Japan
Mexico
South Africa
325
131
109
102
69
58
57
57
51
44
43
38
30
26
21
12
10
7
in thousands; Varying year of reference depending on availability, but mostly from 2008
are two-wheelers. Only China has a more two-wheelers.

TCW
Bridge to India
19
Figure 16: Two-wheelers in India
A detailed view on the number of passenger cars worldwide shows that the
TOP 3 countries with the most passenger cars per 1,000 people are Italy
(596), Australia (551) and Germany (502). The countries with one of the
fewest passenger cars per 1,000 people worldwide are Ethiopia (1), Rwanda
35
CIA (2010b); Iaych et al. (2009), p. 113 et seq.; Iaych (2010), p. 113 et seq.; World Bank
(2010a).
36
Mohan et al. (2009), p. 32.
TCW
BRIDGE TO INDIA
19
(2), Pakistan (9) and India (10). The trend shows a high number of cars in
the industrialised nations. Furthermore, developing countries show a constant growth rate of the amount of passenger cars. The number of passenger
cars in India is very low compared to other developing countries, but shows
a huge growth potential over the next years. 37
The number of passenger cars
Passenger cars per 1,000 people
502
495
486
462
451
443
424
422
399
551
596
Asia
319
304
53
43
41
27
21
15
9
10
2
1
206
181
158
138
108
107
92
80
257
> 210
146.7 - 210
83.3 146.7
20 83.3
< 20
Italy
Australia
Germany
France
Spain
UK
USA
Greece
Czech Republic
Poland
Canada
Japan
Hungary
South Korea
Russia
Mexico
Brazil
UAE
South Africa
Venezuela
Turkey
Uganda
Morocco
Indonesia
Colombia
China
Ghana
Kenya
Pakistan
India
Rwanda
Ethiopia
No data
is very low compared to other developing countries, but shows a huge growth
potential.
TCW
Bridge to India
20
Figure 17: Passenger cars per 1,000 people
The USA is the country with the most injury accidents worldwide. In 2008,
1.6 million accidents happened where people were injured in the USA. In
Japan, the number of injury accidents is 766 thousand. In India 485 thousand injury accidents were registered. Although the traffic density is much
less in India than in Germany, there are more accidents in India. Compared
to India, the accident rate in Germany is over 30 % lower. Moreover there
are even more accidents in India than in China. In India, 485 thousand accidents happened in 2008, compared to 265 thousand accidents in China.
Over the last years, the number of accidents is decreasing in most countries
(e.g. Germany, China, and USA). In India and Russia the number of accidents is increasing. This shows the necessity of actions to decrease accident
rates. 38
37
38
Iaych et al. (2009), p. 124 et seq.; Iaych (2010), p. 128 et seq.

Iaych et al. (2009), p. 146 et seq.; Iaych (2010), p. 154 et seq.; United Nations Economic Commission for Europe (2010).
TCW
BRIDGE TO INDIA
20
The number of accidents

Development of injury accidents
USA
1,500
1,000
Japan
India
Germany
China
Russia
USA
Japan
India
Malaysia
Germany
China
Italy
Russia
South Korea
Colombia
UK
Taipei
Iran
South Africa
Canada
1,630
766
485
373
321*
265
219
218
216
186
177
170
165
147
* in 2009: 310,806 injury accidents
138
USA is the country with the most

accidents in the world
There are more accidents in India than in
Germany or China
Accidents are decreasing in most
countries but not in India
The Indian accident growth rate is
increasing
2,000
500
Injury accidents in 2008

in thousands
in thousands
0
2002 2003 2004 2005 2006 2007 2008 2009
is decreasing in most countries, but not in India or Russia.

TCW
Bridge to India
21
Figure 18: Number of injury accidents
The total number of people injured in road accidents is the highest in the
USA, but continuously decreasing. The same trend can be seen in Japan,
China, and the UK. India is one of the very few countries with increasing
numbers. By absolute numbers, 2.3 million persons were injured in the
USA, followed by Japan (946 thousand persons) and on third position India
with 523 thousand persons injured. 39
Analyses show the high involvement of trucks in fatal crashes on rural
highways in India. The spread of different vehicle types for all states show
the following: 33 % cars and three-wheelers, 29 % motorized two wheelers,
29 % trucks, 7 % buses and 2 % tractors. This segmentation is different to
the one in high income countries. The USA distribution of vehicles types
involved in accidents is the following: passenger cars (66 %), trucks and
vans (30 %), motorcycles (3 %) and buses (1 %). This partly explains the
high accident involvement of trucks and two-wheelers in India. 40
39
40
Mohan et al. (2009), p. 27.
TCW
BRIDGE TO INDIA
21
The number of people injured in road accidents

Source: Iaych (2009, 2010); Mohan et al. (2009); United Nations Economic Commission for Europe (2010)
Total number of persons injured in road accidents
2,500
USA
Japan
India
Germany
South Korea
1,000
500
0
2002
Persons injured in road accidents in 2008

in thousands
3,000
China
Russia
UK
2003
2004
2005
2006
2007
2008
USA
Japan
India
Germany
Brazil
Bangladesh
China
South Korea
Russia
UK
South Africa
Taipei
Canada
Turkey
Spain
2,346
946
523
409*
408
403
305
339
271
228
220
227
192
184
131
* in 2009: 401,823 persons injured
2009
is the highest in the USA, but sharply decreasing. India is one of the very few countries
with increasing numbers over the last years.
Bridge to India
TCW
in thousands
22
Figure 19: Number of injured people in road accidents
Even more fatal is the growth rate of the total number of fatalities in road
accidents. This situation has worsened in recent years. Traffic fatalities increased about 5 % per year from 1980 to 2000. Since 2000, traffic fatalities
are increasing at a rate of 8 % per year. This increase is partly due to an increase of the number of vehicles on the road and the absence of an official
control policy. In absolute numbers, this means about 120 thousand road
deaths in 2008. Compared to other countries, India has the most road deaths
worldwide. China has the second highest rate of road deaths with over 73
thousand fatalities. This means a difference between India and China of
more than 60 %. In the USA, about 37 thousand people were killed in road
accidents. Although there are more vehicles in the USA, their death rate is
less than a third than Indias. 41
Indias number of fatalities in road accidents
India
120,000
110,000
100,000
90,000
80,000
China
70,000
60,000
USA
Russia
South Africa
Malaysia
Japan
Pakistan
50,000
40,000
30,000
20,000
10,000
0
2002
Germany
2003
2004
2005
2006
2007
2008
Fatalities in road accidents in 2008

India
China
USA
Brazil
Russia
Indonesia
South Africa
Vietnam
Ukraine
Iran
Egypt
Saudi Arabia
Malaysia
South Korea
Poland
Japan
Pakistan
Germany
119,860
73,484
37,261
35,155
29,900
20,188
14,920
11,600
7,718
6,830
6,603
6,358
6,282
5,870
5,437
5,155
4,907
4,477*
Total number of fatalities in road accidents
* in 2009: 4,125 persons killed
2009
is the highest worldwide and has constantly increased over the last years.
TCW
Bridge to India
23
Figure 20: Number of fatalities in road accidents

41
TCW
BRIDGE TO INDIA
22
By analyzing the traffic fatalities by road users and road types, it becomes
apparent that motorized two-wheelers account for a high proportion of all
accidents. In Delhi as well as in Mumbai most accidents implicate motorized two-wheelers. Cars and trucks are mainly responsible for most accidents on highways.
Type of road users
Truck
Bus
Car
Three-wheeled scooter taxi
Motorized two-wheeler
Human and animal powered vehicle
Bicycle
Pedestrian
Location [%]
Mumbai
2
1
2
4
7
0
6
78
Delhi
2
5
3
3
21
3
10
53
Highways
14
3
15
24
1
11
32
Figure 21: Traffic fatalities by road user and type 42
A deeper analysis concerning the fatal crashes shows different reasons and
results for different highway types: 43
There is no major difference in rollover accidents on two lane roads
or four lane roads.
There are no major differences between highway types concerning
head-on collisions. Nevertheless, a majority of crashes on four lane
roads were head-on collisions. This indicates that many vehicles
were going the wrong way on these highways and thus caused an accident.
On all different types of highways rear-end collisions were very
high. Although more space is available on enlarged roads, rear-end
crashes are not reduced. Slow driving vehicles on highways are a serious cause for accidents. Speed differences between road users account for significant increases in crash rates. The high number of
rear-end collisions also implicates a general lack of visibility of driving and of parked vehicles as one of the major problems. A solution
might be the separation of slow and fast lanes as well as improving
the braking feature of vehicles with high quality tyres.
42
43
Mohan et al. (2009), p. 13.

Mohan et al. (2009), p. 24 et seq.
TCW
BRIDGE TO INDIA
23
There is a high quantity of accidents involving pedestrians and bicycles independent of the highway type.
Collisions with fixed objects are rather low on four-lane highways.
Highway type
1-lane, intermediate
lane
2-lane, without
shoulder
2-lane with 1.5 metres paved shoulder
2-lane with 2.5 metres paved shoulder
4-lane, divided
Fatal crashes [%]

RollHead- Angle
over
on
Rearend
13
13
14
Fixed
object
other
13
Pedestrian,
bicycle
-
13
48
31
23
18
11
16
45
11
16
17
25
19
13
17
19
19
35
13
Figure 22: Fatal crashes by road type
44
In India, the number of fatalities in road accidents is the highest and has
constantly increased over the last years. About 65 persons per 10,000 registered vehicles are killed in road accidents in India. In comparison, only
about 1 person per 10,000 registered vehicles is killed in Germany. The
country with the lowest rate is Monaco. Most persons per 10,000 registered
vehicles are fatally injured in Sao Tome & Principe (about 580 people) followed by Togo (about 460 people) and Lithuania (about 220 people). 45
In relation to registered vehicles
Source: Iaych (2009, 2010)
Fatalities in road accidents / 10,000 registered vehicles

100
200
300
Lowest rates
400
500
600
0.0
Monaco
Malta
Iceland
Norway
Japan
Switzerland
Netherlands
United Kingdom
Germany
Sweden
Australia
France
Italy
Finland
New Zealand
Spain
Ireland
Austria
Canada
Denmark
United States
Cyprus
Luxembourg
Puerto Rico
Portugal
1.0
2.0
~ 65 persons per 10,000

registered vehicles are
killed in India
~ 1 person per 10,000

registered vehicles is killed
in Germany
Highest rates
0
Sao Tome & Pri.

Togo
Lithuania
Chad
Uganda
Vietnam
Ethiopia
Bangladesh
Rwanda
Mozambique
Malawi
Cambodia
Nepal
India
Zambia
Mali
Niger
Lao PDR
Myanmar
Gambia, The
Bhutan
Papua New Guniea
Kyrgyz Republic
Cameroon
Burkina Faso
India is one of the countries with the highest rates of fatalities in road accidents.
TCW
Bridge to India
24
Figure 23: Worldwide rates of fatalities in road accidents
44
45
Mohan et al. (2009), p. 24.

Iaych et al. (2009), p. 176 et seq.
TCW
BRIDGE TO INDIA
24
A detailed analysis of India's different states and union territories concerning traffic figures shows:
Tamil Nadu and Maharashtra have accounted for 14.5 % and 11.9 %
of total road accidents in India.
Andhra Pradesh, Maharashtra and Tamil Nadu are responsible for
12.0 %, 11.0 % and 10.8 % of all road accident deaths in India. This
figures show that three out of 28 Indian states are responsible for
about one-third of all accidental deaths.
The rate of accidental deaths per thousand vehicles was the highest
in Arunachal Pradesh (5.7 %) followed by Sikkim (3.6 %). Bihar
(2.4 %) and Himachal Pradesh (2.4 %) are ranked on third position
followed by Chhattisgarh (2.1 %), Tripura (2.1 %) and Andhra
Pradesh (2.0 %). The average national level is 1.3 %.
In Maharashtra (10,966 vehicles) and Tamil Nadu (10,054 vehicles)
the highest and the second highest number of vehicles in the country
are registered. In Gujarat, the sum of registered vehicles is 8,622.
The rate of deaths per 100 road accidents was the highest in Nagaland (92.1 %) followed by Mizoram (89.7 %). Punjab (85.8 %) is
ranked on third position. The average national level of deaths per
100 road accidents is 28.4 %.
The analysis of different vehicle types shows the following: Truck or
lorry accidents have the highest rate in Andhra Pradesh (13.4%) followed by Tamil Nadu (11.6%). Most bus accidents happened in
Tamil Nadu (19.7 %). Tamil Nadu is also the state with the highest
victims of car accidents (20.1 %). Most of the van victims (16.1 %)
and Jeep victims (15.7 %) occur in Uttar Pradesh. 29.1 % of all
three-wheeler victims come about in Andhra Pradesh. Maharashtra is
the state with the most victims from two-wheeler accidents (15.2 %).
Pedestrians are mostly injured in Maharashtra (17.4 %).
TCW
BRIDGE TO INDIA
25
State
STATES:
ANDHRA
1
PRADESH
ARUNACHAL
2
PRADESH
3 ASSAM
Total registered motor

No. of
vehicles as
road
on
accidents
31.3.2008*
(in 1000)
No. of
deaths
due to
road accidents in
2008
Rate of
accidental
Share
deaths
[%]
per 1000
vehicles
42,106
7,218
14,158
2.0
33.6
261
22
125
5.7
47.9
4,262
914
1,721
1.9
40.4
BIHAR
6,180
1,432
3,471
2.4
56.2
5
6
7
8
CHHATTISGARH
GOA
GUJARAT
HARYANA
HIMACHAL
PRADESH
JAMMU &
KASHMIR
JHARKHAND
KARNATAKA
KERALA
MADHYA
PRADESH
MAHARASHTRA
MANIPUR
MEGHALAYA
MIZORAM
NAGALAND
ORISSA
PUNJAB
RAJASTHAN
SIKKIM
TAMIL NADU
TRIPURA
UTTAR
PRADESH
UTTARAKHAND
WEST BENGAL
TOTAL
(STATES)
8,769
4,179
21,027
11,241
1,541
529
8,622
3,087
3,243
333
6,386
4,680
2.1
0.6
0.7
1.5
37.0
8.0
30.4
41.6
1,982
334
798
2.4
40.3
5,426
524
981
1.9
18.1
3,259
46,252
37,238
1,505
6,220
3,559
1,574
8,814
3,934
1.0
1.4
1.1
48.3
19.1
10.6
34,316
4,609
7,514
1.6
21.9
49,679
502
191
87
126
8,184
2,394
23,704
196
60,409
767
10,966
124
104
52
184
1,932
4,035
4,754
22
10,054
106
12,957
133
149
78
116
3,104
2,055
8,388
79
12,784
221
1.2
1.1
1.4
1.5
0.6
1.6
0.5
1.8
3.6
1.3
2.1
26.1
26.5
78.0
89.7
92.1
37.9
85.8
35.4
40.3
21.2
28.8
19,064
7,989
12,073
1.5
63.3
1,409
11,547
643
2,872
1,067
4,739
1.7
1.7
75.7
41.0
404,757
83,953
115,675
1.4
28.6
41
647
45
55
4,487
6
384
22
146
65
21
2,098
0
212
0.5
0.2
1.4
0.4
0.5
0.0
0.6
11.5
30.6
56.0
42.0
24.5
0.0
12.5
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
UNION TERRITORIES:
29 A&N ISLANDS
191
30 CHANDIGARH
477
31 D&N HAVELI
116
32 DAMAN&DIU
50
33 DELHI (UT)
8,566
34 LAKSHADWEEP
0
35 PUDUCHERRY
1,698
TCW
BRIDGE TO INDIA
26
TOTAL (UTs)
TOTAL (INDIA)
11,098
415,855
5,665
89,618
2,564
118,239
0.5
1.3
23.1
28.4
Figure 24: State-wide comparison of road accident deaths 46
Comparing the development of traffic fatalities in the 35 biggest cities in

India, it can be seen that in an examination period of five years, only eight
of the 35 cities did not show an increasing rate of traffic fatalities. The
highest increase takes place in Asansol with a growth rate of 550 %. The
overall average growth-rate for all cities is 5.5 %. If this rate stays constant,
it is predicted that the city death rate per million inhabitants will be double
within 12 years. 47
The number of traffic deaths is recorded by the police and therefore may be
reliable. The total number of injured persons is not registered at an official
agency and is likely to be underestimated. Deaths seem to be underestimated by about 5 %. The number of injured persons, who were treated in
hospitals, seems to be underestimated by the factor of two. Further studies
show a ratio of injured people to fatalities at 18:1. And even this number
seems to be underestimated, because many of the injured would not have
been taken care of in a hospital, but in a private medical institution or at
home. It can be assumed that the shown figures are even higher as they are
represented in the statistics. 48
India needs to improve their safety policies to be able in order to reduce
road accidents, injuries and traffic deaths. Vehicle design, road infrastructure and enforcement need to be enhanced to reduce fatality and injury
rates. The country should orientate itself on developed countries such as
Germany concerning the measures to reduce accident rates. Germany can
serve as a best practice example as it promotes high quality technology use
in vehicles (e.g. tyres) and enforces constantly new and useful traffic regulations.
46
National Crime Records Bureau (2009), p. 12.

Mohan et al. (2009), p. 29.
48
Mohan et al. (2009), p. 5.
47
TCW
BRIDGE TO INDIA
27
5 Conclusion: Ways to lower accident rates

Indias accident numbers are alarming and their situation is worsening.
Over the last years in India traffic fatalities have been increasing about 8 %
annually and show no signs of decreasing.
First, there are more accidents although there are fewer vehicles than
in Germany and China.
Secondly, the accident figures are rising (every year the number of
accidents and fatalities or casualties in accidents rises). Most other
countries (e.g. China, Germany and USA) have shrinking accident
rates.
Together with a strongly growing population and the continuing industrialisation as well as growth, India will face an even more intense traffic situation in the future. The number of drivers and motor vehicles will rise just as
the population and the economy keep on growing.
Indias framework
Number of injury accidents, India vs. Germany
500,000
450,000
India
400,000
The strong economic growth will also facilitate that rate of

motor vehicles per kilometre and total kilometres travelled to
raise in the future
350,000
300,000
Outlook
The immense population growth indicates that the number
of motor vehicles will increase in the future
Germany
Already now India has the second largest 2-wheeler fleet in

the world
250,000
200,000
Measures
150,000
100,000
Implementation of high industry standards
50,000
Implementation of laws and regulations
0
1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
needs to adapt in order to confront current trends.

TCW
Bridge to India
26
Figure 25: Outlook
More kilometres will be travelled and there will be more vehicles per kilometre of road. India needs to take the relevant measures and implement a
traffic framework that opposes the trends in the Indian traffic system. Indias decision-makers should focus on actions to prevent and mitigate road
traffic injuries and allocate resources accordingly.
India needs to aim at creating a greater level of awareness, commitment and
informed decision-making (including governments, professional sectors and
national agencies) to enable that proven strategies preventing and mitigating
TCW
BRIDGE TO INDIA
28
road traffic injuries are realised. A change in thinking has to be initiated by

analysing and informing about the nature of road traffic injury problems
and prevention methods. Private and public institutions need to be strengthened and encouraged to engage in partnerships in order to enable safer road
traffic conditions. The government should make it possible for ministries of
transport, public health, finance, the judiciary and others concerned to collaborate more strongly. According to Haddon, there are different fields of
actions in order to lower the chance of an accident. Tyre quality is one factor that can be addressed when trying to lower overall accident rates. 49
Different action fields for accident prevention
Haddon Matrix
Factors
Human
Vehicles and equipment
Environment
Pre-crash
Crash prevention
Information
Attitudes
Impairment
Police enforcement
Roadworthiness
Lighting
Braking
Handling
Speed management
Road design and layout

Speed limits
Pedestrian facilities
Crash
Injury prevention during

the crash
Use of restraints
Impairment
Occupant restraints
Other safety devices
Crash-protective design
Crash-protective roadside objects
Post-crash
Life sustaining
First-aid skill
Access to medics
Ease of access
Fire risk
Rescue facilities
Congestion
are supported by the use of better quality tyres.

TCW
Phase
Bridge to India
Figure 26: Fields of actions for accident prevention
By adopting elements of the traffic systems of developed countries like

Germany, India will be able to introduce the necessary measures faster. Additionally, India can profit of an already proven system and does not need to
lose time experimenting themselves. Germany is a very good example for a
country with relatively low accident rates. The traffic system is based on a
very solid legal framework and highest industry standards. The quality of
manufacturing is an essential part as it may prevent an accident or ease the
outcome.
49
Bartley (2008), p. 207 et seq.; Haddon (1968), p. 1431 et seq.; World Health Organization
(2004), p. 13.
TCW
BRIDGE TO INDIA
29
Besides other factors, the quality of the rubber

Grip
Rubber producers
Raw materials suppliers
Mileage
Tyre produces
Noise emission
TCW
OEM
has an essential influence on the quality of the tyres and is one opportunity to lower the
number and outcome of accidents.
Bridge to India
Rolling friction
28
Figure 27: Influence of the rubber quality
The tyres are a major factor for the braking and the grip of a vehicle. Rubber producers, raw material suppliers, tyre producers and OEMs contribute
significantly to the grip, the mileage, the noise emission and the rolling friction of a vehicle. The quality of the rubber influences the quality of the
tyres and therefore affects the grip of the car. High-quality rubber contributes to the grip as well as the braking of a vehicle and therefore is a milestone when trying to lower accident rates.
TCW
BRIDGE TO INDIA
30
Sources
Abeling, E.; Tuchbreiter, W. (2007): Verkehrsunfallstatistik 2007. URL:
http://www.polizei.hessen.de/internetzentral/nav/cdd/binarywriterservlet?img
Uid=1da60140-ee54-9911-c5ec-3f12109241c2&uBasVariant=ed83d4489a76-4e11-8a5b-28e46ce02000 (as on: 25.10.2010)
Aeron-Thomas, A.; Downing, A. J.; Jacobs, G. D.; Fletcher, J. P.; Selby, T.;
Silcock, D. T. (2002): Review of road safety management practice. Final report. URL:
http://www.grsproadsafety.org/themes/default/pdfs/Road%20Safety%20Man
agement%20-%20Full%20report.pdf (as on: 27.10.2010)
ADAC (2005): ADAC Pannenstatistik 2005. URL:
http://www1.adac.de/Auto_Motorrad/pannenstatistik_maengelforum/pannens
tatistik_2005/default.asp (as on: 25.10.2010)
http://www1.adac.de/Auto_Motorrad/pannenstatistik_maengelforum/pannens
tatistik_2006/Verteilung_Ursachen/default.asp?ComponentID=
179508&SourcePageID=179528 (as on: 25.10.2010)
http://www1.adac.de/images/Pannenstatistik%202007_tcm8-214903 .pdf (as
on: 25.10.2010)
http://www1.adac.de/images/25797_tcm8-250130.pdf (as on: 25.10.2010)
ADAC (2009): Pannenstatistik 2009 des ADAC TruckService: Elektronikpannen
sind weiter auf dem Vormarsch. URL: http://www1.adac.de/adac-imeinsatz/pannenhilfe_notruf/truck_servic e/pannenhilfe/news/presse
/mldg/pannenstastik_2009.asp?ComponentI
D=281023&SourcePageID=171317 (as on: 25.10.2010)
ADAC (2010a): Die hufigsten Pannenursachen 2009. URL: http://www.geldkompakt.de/2010/04/29/adac-statistik-zeigt-die-haeufigsten-pannenursachen2009 (as on: 26.10.2010)
ADAC (2010b): Rund um den Reifen. URL:
http://www.adac.de/infotestrat/reifen/default.aspx?ComponentId=33168&Sou
rcePageId=31821 (as on: 28.10.2010)
ADAC (2010c): Sommerreifentest. Billigreifen sind kaum zu bremsen. ADAC
Motorwelt 3/2010
Auto Motor Zubehr (2008): Reifenmngel als Unfallursache weiter rcklufig.
URL: http://www.amz.de/news/newsartikel/reifenmaengel-als-unfallursacheweiter-ruecklaeufig.html?cHash=b2f621059d (as on: 25.10.2010)
Bartley, G. P. (2008): Traffic accidents: causes and outcomes. Nova Publishers,
2008.
Bundesverband Reifenhandel und Vulkaniseur-Handwerk e.V. (2009): Liste
der ffentlich bestellten und vereidigten Sachverstndigen fr Fahrzeugbereifungen, Reifenschden und das Vulkaniseur-Handwerk. URL:
TCW
BRIDGE TO INDIA
31
http://www.brv-bonn.de/fileadmin/user_upload/pdf/haendler__ sachverstaendige__etc/1.5.-Sachverstndige.pdf (as on: 26.10.2010)

Bundesverband Reifenhandel und Vulkaniseur-Handwerk (2010): Markenreifen gegen Billigreifen. Klares Fazit: Billig lohnt nicht! In: Trends and
Facts, 4, 2010.
CARE (2010): Road safety evolution. URL:
http://ec.europa.eu/transport/road_safety/pdf/observatory/historical_evol.pdf
(as on: 26.10.2010)
CIA (2010a): Country Comparison. Roadways. URL:
https://www.cia.gov/library/publications/the-world-factbook/rankorder
/2085rank.html (as on: 28.10.2010)
CIA (2010b): Country Comparison: Population. URL:
https://www.cia.gov/library/publications/the-world-factbook/rankorder / 2119
rank.html
DEKRA Automobil GmbH (2005): Technische Sicherheit im Straenverkehr.
Internationale Strategien zur Unfallvermeidung. DEKRA Fachschrift 58/05.
November 2005. URL: http://www.dekra.de/zh/c/doc
ument_library/get_file?uuid=c85652b4-c470-4c67-b2f1-2a3f0ef09e
4a&groupId=10100 (as on 29.10.2010)
Derriks, Harry M.; Mak, Peter M. (2007): IRTAD SPECIAL REPORT.
UNDERREPORTING OF ROAD TRAFFIC CASUALTIES. URL:
http://www.who.int/roadsafety/publications/irtad_underreporting.pdf (as on:
29.10.2010)
Deutscher Verkehrssicherheitsrat (2010): Erwachsene Verkehrsteilnehmer.
Mobil wie nie zuvor. URL:
http://www.verkehrssicherheitsprogramme.de/site.aspx?url=/html/impressum/
index.htm (as on: 28.10.2010)
Dunlop (2008): CONSUMER GUIDE FOR TYRE / TUBE / FLAP.
URL: http://www.dunlop.co.in/pdf/consumer_guide.pdf (as on: 22.10.2010)
Global Transport Knowledge Partnership (2010): Road Safety. URL:
http://www.gtkp.com/theme.php?themepgid=25 (as on: 28.10.2010)
Glckner, T. (2010): Verkehrstote. Immer weniger Menschen kommen im Straenverkehr ums Leben. Autos und Straen werden sicherer. In: Fokus, Nr.
43, 25.10.2010, S.62-63.
Haddon Jr W.(1968): The changing approach to the epidemiology, prevention,
and amelioration of trauma: the transition to approaches etiologically rather
than descriptively. American Journal of Public Health, 1968, 58:14311438.
Iaych, K.; Alexeev, V.; Latipov, O. (2009): IRF World road statistics 2009. Data
2002-2007. Vernier (International Road Federation). 2009.
Iaych, K. (2010): IRF World road statistics 2010. Data 2003-2008. Vernier (International Road Federation), 2010.
International Energy Agency (2005): Making cars more fuel efficient. Technology for Real Improvements on the Road. URL:
TCW
BRIDGE TO INDIA
32
http://www.iea.org/textbase/nppdf/free/2005/fuel_efficient.pdf (as on:

28.10.2010)
International Road Federation (2008): IRF bulletin. Special edition: Asia &
Oceania. URL: http://www.irfnet.org/files-upload/pdf-files/IRF_Asi
a_Bulletin_09.pdf (as on: 29.10.2010)
International Road Federation (2009): IRF Bulletin Special Edition: Europe.
URL: http://www.irfnet.org/files-upload/pdf-files/IRFBulle
tin_Europe_Web.pdf (as on: 28.10.2010)
International Traffic Safety Data and Analysis Group (2009a): IRTAD Database, June 2010 - Long-term trends. URL:
http://internationaltransportforum.org/irtad/pdf/longterm.pdf (as on:
28.10.2010)
International Traffic Safety Data and Analysis Group (2009b): Traffic deaths
per 100 000 population since 1970. URL:
http://internationaltransportforum.org/irtad/pdf/p142.pdf (as on: 28.10.2010)
International Traffic Safety Data and Analysis Group (2009c): Road deaths
per 100 000 population in 2008. URL:
http://internationaltransportforum.org/irtad/pdf/P144.pdf (as on: 28.10.2010)
International Traffic Safety Data and Analysis Group (2009d): Road deaths
per 100 000 motor vehicles in 2007. URL:
http://internationaltransportforum.org/irtad/pdf/P146.pdf (as on: 28.10.2010)
International Transport Forum (2008): Road accidents. URL:
http://www.internationaltransportforum.org/statistics/GlobalTrends/Accidents
.pdf (as on: 28.10.2010)
International Transport Forum (2009): Key Transport Statistics 2009. URL:
http://www.internationaltransportforum.org/Pub/pdf/10KeyStat2009.pdf (as
on: 28.10.2010)
Jacobs, G.D. (1995): Overseas Read Note10. Costing Road Accidents in Developing Countries. URL: http://www.transport-links.org/transport
t_links/filearea/publications/1_707_Microsoft%20Word%20-%20 Overseas%20Road%20Note%2010.pdf (as on: 28.10.2010)
Janker, H. (2009): Straenverkehrsrecht : Straenverkehrsgesetz, Straenverkehrs-Ordnung mit farbiger Wiedergabe der Verkehrszeichen, Straenverkehrs-Zulassungs-Ordnung, Fahrzeug-Zulassungsverordnung, FahrerlaubnisVerordnung, Pflichtversicherungsgesetz und Bugeldkatalog-Verordnung ;
Textausgabe, Sonderausg., 49., neu bearb. Aufl., Stand: 1. September 2009.
Aufl., Mnche [Mnchen] (Dt. Taschenbuch-Verl. Beck), 2009.
JMW (2010): How car accidents can be caused by steering, tyre and brake defects. URL: http://www.the-claim-solicitors.co.uk/car-accident/caraccident.htm (as on: 26.10.2010)
Kopits, E.; Cropper, M. (2003): Traffic Fatalities and Economic Growth. World
Bank Policy Research Working Paper 3035, April 2003.
Kraftfahrt-Bundesamt (2010a): Bestand an allgemeinen Fahrerlaubnissen im
ZFER am 1. Januar in den Jahren 2004 bis 2010 nach Fahrerlaubnisklassen.
TCW
BRIDGE TO INDIA
33
URL:
http://www.kba.de/cln_016/nn_191454/DE/Statistik/Kraftfahrer/Fahrerlaubni
sse/Fahrerlaubnisbestand/fe__b__z__1.html (as on: 29.10.2010)
Kraftfahrt-Bundesamt (2010b): Fahrzeugklassen und Aufbauarten - Zeitreihe
1955 bis 2010. URL:
http://www.kba.de/cln_016/nn_191172/DE/Statistik/Fahrzeuge/Bestand/Fahr
zeugklassenAufbauarten/b__fzkl__zeitreihe.html (as on: 29.10.2010)
Kutzbach, M. J. (2009): Motorization in developing countries: Causes, consequences, and effectiveness of policy options. in: Journal of Urban Economics,
Volume 65, Issue 2, March 2009, Pages 154-166.
Luoma, J.; Sivak, M. (2006): Characteristics and availability of fatal road-crash
databases worldwide. URL:
http://deepblue.lib.umich.edu/bitstream/2027.42/60555/1/99695.pdf (as on:
29.10.2010)
Mathur, R.; Kamal, N.; Verma, A. K.; Sharma, M. P. (2008): Accidental
Deaths & Suicides 2008. URL: http://ncrb.nic.in/adsi2008/accidental-deaths08.pdf (as on: 22.10.2010)
Ministry of Road Transport & Highways (2007): Report of the Committee on
Road Safety and Traffic Management. URL:
http://morth.nic.in/writereaddata/sublinkimages/Road_Safety_sundar_report4
006852610.pdf (as on: 22.10.2010)
Ministry of Road Transport & Highways (2009): Annual Report 2008-2009.
2009. URL: http://morth.nic.in/writereaddata/sublink2images/
AnnaulReport200809_Eng6969980905.pdf
Mishra, S.K. (2003): Road safety in India. URL:
http://www.unescap.org/ttdw/common/TIS/AH/files/egm06/roadsafety_india.
pdf (as on: 21.10.2010)
Mohan, D. (2004): The Road Ahead. Traffic Injuries and Fatalities in India.
URL: http://www.iitd.ac.in/tripp/publications/paper/safety/road_ahead.pdf (as
on: 22.10.2010)
Mohan, D. (2009): Road Accidents in India. In: IATSS Research Vol.33 No.1.
2009.
Mohan, D., Tsimhoni, O., Sivak, M., Flannagan, M.J.(2009): Road Safety in
India: Challenges and Opportunities. Michigan (The University of Michigan
Transportation Research Institute). January 2009. URL:
http://deepblue.lib.umich.edu/bitstream/2027.42/61504/1/102019.pdf
Mller, R. (2009): ADAC Vergleich von gleichen Pkw-Reifen unterschiedlichen
Alters. In: Reifenworkshop DEKRA Automobil GmbH und StahlgruberStiftung 13./14. Juli 2009.
National Crime Records Bureau (2009): Accidental Deaths & Suicides in India
2008. URL: http://ncrb.nic.in/adsi2008/home.htm
Nationmaster (2010): Motor vehicle by country. URL:
http://www.nationmaster.com/graph/tra_mot_veh-transportation-motorvehicles#definition (as on: 26.10.2010)
TCW
BRIDGE TO INDIA
34
Neue Reifen Zeitung (2001): Statistiken unvollstndig - Tatschlicher Einfluss

des Reifendrucks auf die Verkehrssicherheit wird nur teilweise erfasst. URL:
http://www.reifenpresse.de/uploads/media/Reifentechnik-1-11-01_01.pdf (as
on: 29.10.2010)
Nowakowski, F. (2006): Reifenalterung Nachbetrachtung. In: DEKRA
Reifensymposium - Reifenmesse Essen 2006. URL:
http://www.dekra.de/c/document_library/get_file?folderId=27287&name=DL
FE-1211.pdf (as on: 25.10.2010)
Oxenfarth, M. (2008): Reifenschden Mgliche Ursachen. In: Verkehrs Rechts
Report. 03, 2008.
OECD (n.y.): International Transport Forum. URL:
http://www.ourfutureplanet.org/newsletters/resources/Sustainable%20Transp
ort/Accidents.pdf (as on: 26.10.2010)
Pucher, J.; Peng, Z.- R.; Mittal, N.; Zhu, Y.; Korattyswaroopam, N. (2007):
Urban Transport Trends and Policies in China and India: Impacts of Rapid
Economic Growth. In: Transport Reviews. Vol. 27. 2007.
Reifenqualitt (2010): Ein Reifen ist ein Stck Gummi, oder?. URL:
http://www.reifenqualitaet.de/autofahrer/wissenswertes.html (as on:
26.10.2010)
RP-online (2001): Gutachten nach Horror-Unfall: Reifenschaden fhrte zu
Alboreto-Unfall. URL: http://www.rp-online.de/sport/Reifenschaden-fuehrtezu-Alboreto-Unfall_aid_298902.html (as on: 24.10.2010)
Sarma, K. S.; Kumar, J. R.; Kukreja, R. (2009): ROAD TRANSPORT YEAR
BOOK (2006-07). URL:
http://morth.nic.in/writereaddata/sublink2images/RoadTransport2006_07_Bo
ok292768426.pdf (as on: 22.10.2010)
Schulz, R. (n.y.): Verkehrsunfall aus rechtsmedizinischer Sicht.URL:
http://campus.uni-muenster.de/fileadmin/einrichtung/ rechtsmedizin/medizin/verkehrsunfall.pdf (as on: 28.10.2010)
Stankowitz, W. (2009): Neue EU Verordnungen zur Performance von Pkw
Reifen sowie Anmerkungen zu Vision Zero. URL: http://www.dekrawit.com/c/document_library/get_file?uuid=db d60e29-a84f-4291-8cb2dc08e88d7a0b&groupId=10100 (as on: 25.10.2010)
Statistisches Bundesamt (2006): Lnderprofil Indien 2006. URL:
http://www.destatis.de/jetspeed/portal/cms/Sites/destatis/Internet/DE/Content/
Publikationen/Fachveroeffentlichungen/Laenderprofile/Content75/Indien,property=fi
le.pdf (as on: 26.10.2010)
Statistisches Bundesamt (2008a): Bevlkerung: Deutschland, Stichtag. URL:
https://www-genesis.destatis.de/genesis/online?sequenz=tabelle Ergebnis&selectionname=12411-0001&sprache=de (as on: 25.10.2010)
Statistisches Bundesamt (2008b): Unfallentwicklung auf deutschen Strassen
2008. Wiesbaden. 2008. URL:
http://www.destatis.de/jetspeed/portal/cms/Sites/destatis/Internet/DE/Presse/p
k/2009/Unfallgeschehen/begleitheft__Unfallgeschehen,property=file.pdf
TCW
BRIDGE TO INDIA
35
Statistisches Bundesamt (2010a): Erfasste und Verunglckte ab 1950. URL:

http://www.destatis.de/jetspeed/portal/cms/Sites/destatis/Internet/
DE/Content/Statistiken/Zeitreihen/LangeReihen/Verkehr/Content100/lrvkr00
2a,templateId=renderPrint.psml (as on: 25.10.2010)
Statistisches Bundesamt (2010b): Statistisches Jahrbuch 2010. URL:
http://www.destatis.de/jetspeed/portal/cms/Sites/destatis/SharedContent/Oeff
entlich/B3/Publikation/Jahrbuch/StatistischesJahrbuch,property=file.pdf
Statistisches Bundesamt (2010c): Straenverkehrsunflle und Verunglckte
nach Unfallursachen und Ortslage (1990-2009). In: https://wwwgenesis.destatis.de. [Stand: 26.10.2010]
Statistisches Bundesamt (2010d): Straenverkehrsunflle mit Personenschaden,
Getteten, Schwer- und Leichtverletzten: Deutschland, Jahre, Straenklasse/Ortslage. URL: https://www-genesis.destatis.de/ genesis/online;jsessionid=FA129BDDD029506BBE97170041C2EAD7.tomcat_G
O_1_1?operation=abruftabelleBearbeiten&levelindex=1&levelid=128801659
1305&auswahloperation=abruftabelleAuspraegungAuswaehlen&auswahlverz
eichnis=ordnungsstruktur&auswahlziel=werteabruf&selectionname=462410001&auswahltext=&werteabruf=starten
&nummer=4&variable=2&name=VERSK1 (as on: 25.10.2010)
Statistisches Bundesamt (2010e): Verkehrsunflle. Unfallentwicklung im Straenverkehr 2009. URL: https://www-ec.destatis.de/csp/shop/sfg/
bpm.html.cms.cBroker.cls?cmspath=struktur,Warenkorb.csp&action=basketa
dd&id=1025911
Statistisches Bundesamt (2010f): Verkehr. Verkehrsunflle 2009. In: Fachserie
8, Reihe 7. URL: http://www.mobilundsicher.de/media/ Verkehrsunfaelle%202009.pdf
TV Sd (2010): Pflichtprfungen, Gutachten und vieles mehr. URL:
http://www.tuev-sued.de/uploads/images/1265277065581156470909
/1_115_%20Pflichtpruefungen.pdf
United Nations Economic Commission for Europe (2010): Road Accidents by
Country, Accident Type, Location and Year. URL:
http://w3.unece.org/pxweb/DATABASE/STAT/40-TRTRANS/01TRACCIDENTS/01-TRACCIDENTS.asp
VDI nachrichten (2000): Luft nachfllen - ja, aber nur noch auf Tipp des OnBoard-Prfsystems. URL: http://www.vdi-nachrichten.com/vdinachrichten/aktuelle_ausgabe/akt_ausg_detail.asp?cat=2&id=3277 (as on:
25.10.2010)
Vorndran, I. (2010): Unfallentwicklung auf deutschen Straen 2009. In: Statistisches Bundesamt. Wirtschaft und Statistik, 7, 2010. Wiesbaden, 2010.
VRO (2002): Reifen Spezial Frhjahr 2002. In: Autoservice. 3, 2002. URL:
http://www.autoserviceonline.at/upload/pdf/reifen%20specials/reifen_03_2002.pdf (as on:
25.10.2010)
TCW
BRIDGE TO INDIA
36
Wirtschaftsverband der deutschen Kautschukindustrie (2009): Warum sind

neue Reifen auch nach 5 Jahre noch neuwertig? In: DEKRA/StahlgruberStiftung Reifenworkshop 2009.
World Bank (2010a): Total Population. URL:
http://data.worldbank.org/indicator/SP.POP.TOTL (as on: 28.10.2010)
World Bank (2010b): Urban Development. URL:
http://data.worldbank.org/sites/default/files/topics/en/urbandevelopment_xls_en.zip (as on: 28.10.2010)
World Bank (2010c): Motor vehicles (per 1,000 people). URL:
http://data.worldbank.org/indicator/IS.VEH.NVEH.P3 (as on: 28.10.2010)
World Bank (2010d): World Bank global road safety facility activities report
2006-2008. URL: http://wwwwds.worldbank.org/external/default/WDSContentServer/WDSP/IB/2009/10/1
6/000334955_20091016033140/Rendered/PDF/511130WP0GRSF010Box34
2018B01PUBLIC1.pdf (as on: 28.10.2010)
World Health Organization (2004): World report on road traffic injury prevention.URL:
http://www.who.int/violence_injury_prevention/publications/road_traffic/wor
ld_report/summary_en_rev.pdf (as on: 28.10.2010)
World Health Organization (2008): World health statistics 2008. URL:
(http://www.who.int/whosis/whostat/2008/en/index.html)
World Health Organization (2009): Global Status Report on road safety. URL:
http://whqlibdoc.who.int/publications/2009/9789241563840_eng.pdf (as on:
28.10.2010)
World Health Organization (2010a): World Health Statistics 2010. Indicator
compendium. Interim version. URL:
http://www.who.int/whosis/indicators/WHS10_IndicatorCompendium_20100
513.pdf (as on: 28.10.2010)
World Health Organization (2010b): World Health Statistics 2010. URL:
http://www.who.int/entity/whosis/whostat/EN_WHS10_Full.pdf (as on:
28.10.2010)
TCW
BRIDGE TO INDIA
37
Contact
Univ.-Prof. Dr. Dr. h. c. mult. Horst Wildemann

TCW GmbH & Co. KG
Leopoldstrae 145
80804 Munich
Germany
Tel.: +49 89 289 24000
Fax.: +49 89 289 24011
E-Mail: prof.wildemann@tcw.de
Dr. Tobias Engelmeier

BRIDGE TO INDIA Pvt. Ltd.
Environmental Technology - Indian Market
S-181 Panchsheel Park
New Delhi 110017
India
Tel.: +91 (11) 46 08 15 79
E-Mail: tobias.engelmeier@bridgetoindia.com
TCW
BRIDGE TO INDIA

Study Road Safety in India

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Study Road Safety in India

Uploaded by

Copyright:

Available Formats

Road safety in India

Munich, November 2010

1 Causes of road accidents .................................................................... 1

ROAD SAFETY IN INDIA

Road safety in India

1 Causes of road accidents

World Health Organization (2009), p.1.

ROAD SAFETY IN INDIA

The causes of accidents

Mistakes of the driver

The quality of the

Other causes 23%

Bad street conditions

Technical and maintenance

Wrong street use

are different in nature, but can be influenced by the quality of tyres .

Figure 1: The causes of accidents

When comparing different fabrications of tyres, enormous differences in the

The quality of the tyre

Braking distance under wet conditions from 100 to 0 km/h in meters

Interstate Touring IST-1M+S

Goodride Radial S06 M+S

Dunlop SP Sport Maxx TT

The collision speed and the injury severity

Goodride Neza200 M+S

The braking distance of low quality tyres is

Nankang Noble Sport NS-20

Sunny SN3800 M+S

5% of all accidents could have been

Impacts of the tyre quality

can reduce the braking distance by 50%.

Figure 2: The quality of the tyre

ADAC (2010c), p. 20 et seq.

ROAD SAFETY IN INDIA

2 Worldwide comparison of road accidents

World Health Organization (2009), p.1 et seq.

ROAD SAFETY IN INDIA

Total motor vehicles

Road traffic deaths

Lower middle income

High income: OECD

Lower middle income

Figure 3: Motor vehicles and road traffic deaths

Comparing countries by traffic injuries and fatalities, it can be detected that

ROAD SAFETY IN INDIA

Fatalities / 10,000 registered vehicles per income

Lower middle income

Upper middle income

Latin America & Caribbean 10%

High income: OECD

Europe & Central Asia

Figure 4: Traffic injuries and fatalities

ROAD SAFETY IN INDIA

In developed countries the motorization is not expected to become much

3 Lower respiratory infections

Nephritis and nephrosis

Figure 5: 20 leading causes of the global burden disease 12

Kutzbach (2009), p. 154 et seq.

ROAD SAFETY IN INDIA

World Health Organization (2009), p. 6 et seq.

ROAD SAFETY IN INDIA

3 Road accidents in Germany

Vehicle growth rate

in percent; year of reference is 1975