Traffic Crash Injuries and Disabilities The Burden On Indian Society
Traffic Crash Injuries and Disabilities The Burden On Indian Society
Traffic Crash Injuries and Disabilities The Burden On Indian Society
1
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TRAFFIC CRASH INJURIES AND
DISABILITIES: THE BURDEN ON
INDIAN SOCIETY
3
Traffic Crash Injuries and Disabilities: The Burden on Indian Society
TABLE OF FOREWORD
CONTENTS CHAPTER 1
Executive Summary
01
CHAPTER 2 09
Introduction
CHAPTER 3 15
Research Methodology, Sample Design
& Sample Coverage
CHAPTER 4 21
Socio-Economic Impact
of Road Crashes
CHAPTER 5 53
Gendered Impact of Road Crashes
CHAPTER 6 63
Psychological and Social Impact
of Road Crashes
CHAPTER 7 75
Impact of Road Crashes on Adolescents
CHAPTER 8 81
Outcomes of the Insurance &
Legal Compensation Process
CHAPTER 9 101
Interactions with Institutions
CHAPTER 10 107
Way Forward
5
FOREWORD
FOREWORD
Road crash deaths in India, which are the highest in the
world, are a burden on its demographic dividend and have
a tangible impact on poverty. The disproportionate impact
can be gauged by the fact that with only 1 percent of world’s
vehicles, India accounts for 11 percent of all crash related
deaths or expressed different, a crash death happening
every four minutes. Crashes on India’s roads claim the lives
of about 150,000 people and disable at least an additional
750,000 each year, large share of which are pedestrians
and cyclists, mainly representing working age adults from
the poorer strata of society.
7
EXECUTIVE SUMMARY
CHAPTER 1
ROAD CRASH STATISTICS
GLOBAL
2
EXECUTIVE SUMMARY
total road crash deaths in the country. In terms of economic covered over 2400 interviews with LIH, HIH and truck
parameters, Maharashtra and Tamil Nadu are selected to drivers, the qualitative part of the study included 3 Focus
represent High Capacity States (HCS) whereas Bihar and Group Discussions (FGDs) with women in Bihar and Uttar
Uttar Pradesh are selected to represent Low Capacity States Pradesh and 8 in-depth interviews with adolescents.
(LCS). The study quantifies the differential financial impact
of RTIs on poor disadvantaged households by comparing
a test sample of victims and their family members from Some of the key findings of the report are :
Low-Income Households (LIH, i.e., the bottom 40% of the
population by per capita income) with a control sample • Overall, the post-crash impact was more severe for
of High Income Households (HIH, i.e., the top 10% of the LIH in Low Capacity States compared to HIH in High
population in terms of per capita income). It also reveals the Capacity States.
gendered and psychological impact of crashes, a subject
that has been hitherto unacknowledged in previous studies. • The incidence of fatality post-crash is higher among
It sheds light on the interactions of road crash victims and victims from LIH than HIH. As high as 44% of the
their families with systems, processes and institutions such households in rural areas reported at least one death
as the police, insurance companies and the medical care after a road crash compared to 11.6% of households in
system at large. Further, this study also captures the level urban areas. Similarly, LIH reported twice the numbers
of understanding and awareness of truck drivers on the of deaths post-crash vis-à-vis HIH. Victims from LIH
recently passed Motor Vehicles (Amendment) Act, 2019 and and rural areas are also twice more likely to suffer a
on insurance and compensation in the event of a crash. The disability after a crash than their HIH counterparts.
study reveals that social hierarchies and realities like class,
gender and geographical location largely determine road • The socio-economic burden of road crashes is
crash outcomes and the severity of their impact in India. disproportionately borne by poor households. The
It highlights the nature and extent of the disproportionate decline in total household income was sharper among
impact of road crashes in terms of fatalities and serious LIH (75%) than HIH (54%). The severe impact of decline
injuries among poor and rich households. It elaborates on in income was highest among LIH in rural areas (56%)
how socioeconomic inequalities affect households and in compared to LIH in urban areas (29.5%) and HIH rural
turn contribute to widening that gap. (39.5%), and cases where victims died as well as where
victims were males.
A multi-stage purposive sampling method was used to
select the target respondents for this study. The key target • The ability to cope with financial distress post crash
groups include road crash victims/their family members was better for HIH than LIH. LIH were three times
who had undergone a serious injury or fatal crash, and more likely to seek financial help than HIH. Debt
truck drivers involved in a crash in the last 15 years (from rates were also almost three times higher among LIH
January 2005 - July 2019). Both exploratory and descriptive compared to HIH. In addition to financial distress, poor
research was included. While the quantitative surveys households experience a deterioration in their quality
4
EXECUTIVE SUMMARY
vocational and educational support for victims and their 6. Strengthen post-crash support for children and young
families through community programmes and special adults through state support.
schemes for jobs, skilling &education. Comprehensive
rehabilitation support also needs to be extended to crash State Governments should implement progressive
victims especially those with post-crash disabilities. provisions on child road safety under Sections 194B, 129
and 199A of the Motor Vehicles (Amendment) Act, 2019,
4. Create an accessible legal framework for availing framing a rigorous policy on child road safety and provide
insurance and compensation for road crash victims. support for children and adolescents affected by road
crashes. The State Government should ensure a minimum
The Central Government should create schemes to increase of three month moratorium on school fees for children
insurance coverage and penetration for LIH. Insurance impacted by road crashes from LIH.
agencies should broaden the scope of insurance policies by
including rehabilitation and recovery of crash victims. Since The report provides detailed recommendations for
most compensation payments take time to process, under strengthening institutional agencies to respond to the
Section 164A of MVAA 2019, the Central Government must needs of VRUs and associated households. It lays out
make provisions to provide interim compensation to crash suggestions for States to strengthen their institutional
victims to provide for immediate relief. The comprehensive capacities, to respond better to the challenges presented
coverage of MCTAP needs to be ensured through better by road crashes and improve their performance, and to
mechanisms for effective coordination. create efficient mechanisms for LIH to get access to
legal and insurance-based compensation after a crash to
5. Recognize the gendered impact of road crashes and mitigate their financial burden. These recommendations,
address it through participative governance & special if implemented, have the potential to significantly improve
schemes for women the lives of vulnerable road users and to create far-reaching
positive road safety outcomes.
Central and State Governments should incentivize
employment opportunities for women affected by road This study was initiated during the Covid-19 national
crashes. Steps could include: encouraging small businesses lockdown period and has its limitations: it is limited to four
in work from home set up, providing low-interest loans States; it covers the financial impact on households for just
and emergency cash transfers to post-crash turned the treatment period; it does not cover minor injury cases
female-headed households. Women from households and their impact. It focuses on highlighting the differences
who have lost the breadwinners in road crashes should in the short-term and long-term, direct and indirect impacts
also be automatically enrolled in the State Government’s of road crashes on the victims and their households by
employment database. comparing those having meagre resources and capacities
to respond to a road crash (Low Income Households)
6
2
OVERALL The incidence of fatality post-crash is
higher among victims from LIH than
KEY FINDINGS HIH. As high as 44% of the households
in rural areas reported at least one death
after a road crash compared to 11.6% of
households in urban areas. Similarly, LIH
reported over twice the numbers of
1
deaths post-crash vis-à-vis HIH. The risk
Overall, the post-crash of a victim undergoing disability after an
impact was more severe crash was two times more
for LIH in Low Capacity likely among LIH in
States compared to HIH rural areas.
in High Capacity States.
LIH HIH
3
The socio-economic burden of road
crashes is disproportionately borne by
poor households. Decline in total
household income was sharper among LIH
(75%) than HIH (54%). The severe impact
of decline in income was highest among
LIH in rural areas (56%) compared to LIH
in urban areas (29.5%) and HIH rural
(39.5%).
4
54% The ability to cope with
financial distress post-crash was
better for HIH than LIH.
75%
LIH were three times more likely
to seek financial help than HIH.
Debt rates were also
almost three times
higher among LIH
compared to HIH after
the crash.
Traffic Crash Injuries and Disabilities: The Burden on Indian Society
5 6
In addition to financial Within households, it is
distress, poor women who bear the
households experience a brunt of caregiving
deterioration in their activities, leading to a
quality of life double burden of labour
accompanied and mental load,
with psychological exacerbated inequalities
suffering and of opportunities in
emotional returning to livelihoods
distress. and income generating
tasks.
7
Inequality in insurance coverage
and delay in accessing
compensation further mars the
quick recovery process among
LIH households. Insurance
coverage was significantly
higher among HIH and
households in urban areas
vis-à-vis LIH urban areas.
9
Low rates of insurance coverage and
poor awareness related to legal
compensation processes among
truck drivers: Overall, 2/3rd of the
respondent truck drivers did not file
an FIR after the crash. Only 40% of
8
the truck drivers were covered under
Information asymmetry and life insurance and 18% under medical
poor awareness on legal insurance at the time of the crash.
compensation among LIH: Overall, 2/3rd of the truck drivers
Only less than a quarter of were not aware of third-party liability
the LIH victims were aware insurance. None of the drivers said
of the compensation that they had applied/benefited from
process and insurance cashless treatment at the hospital,
clauses. Only a handful of solatium fund for hit and run case or
the victims availed ex-gratia schemes.
government
compensation/ex gratia.
8
INTRODUCTION
CHAPTER 2
As the world navigates through the COVID-19 pandemic, the
road crash pandemic continues to fester the socio-economic
landscape in India. India tops the world in road crash deaths
and injuries. It has 1% of the world’s vehicles but accounts
for 11% of all road crash deaths, witnessing 53 road crashes
every hour; killing 1 person every 4 minutes. In the last decade,
1.3 million (13 lakh) people have died and another 5 million (50
lakh) have been injured on Indian roads. Furthermore, 76.2%
of people who are killed in road crashes are in their prime
working-age, i.e. 18 – 45 years (MoRTH, 2018).
Traffic Crash
Poverty And Social
Injuries
Impact
and Disabilities:
Assessment The
OfBurden
Road Safety
on Indian
Outcomes
Society
RTIs have a profound long-term impact on income growth the lack of a centralised licensing system and proper
and welfare loss which further constrains the human standards for mandatory driver training had resulted in
capacity in emerging economies. The 2019 World Bank various ill practices like a person holding multiple licenses
report “Guide for Road Safety Opportunities and Challenges: from different states. The fines levied under the Act were
Low- and Middle-Income Countries Country Profiles” puts also not rationalised. There was a need for an overhaul of
the road crash and serious injury cost estimate at 7.5% of the transport sector and for a policy framework that would
India’s GDP i.e. INR 12.9 lakh crore ($166.43 billion) for the focus on improving road safety in the country.
year 2016, which is more than twice the figure cited by the
Government of India, i.e., 3% of GDP (Planning Commission, Keeping in mind the need to bring about progressive
2011), or INR 4.3 lakh crore ($58.19 billion). A recent study changes through provisions like cashless treatment of road
commissioned by the Ministry of Road Transport and crash victims, electronic enforcement and monitoring and
Highways (MoRTH) estimates the socio-economic costs of a higher deterrent against committing traffic offences, the
road crashes at INR 1,47,114 crores in India i.e. equivalent Motor Vehicles (Amendment) Act, 2019 was introduced in
to 0.77% of nation’s GDP.4 Considering the under reporting Parliament on 9th August, 2016 and was passed after three
phenomenon and using the crash ratios for MoRTH crash years of public mobilisation and political advocacy.
numbers, the same study estimates the crash costs at INR
5,96,820 crores i.e. equivalent to 3.14%. At the individual On 1st September 2019, the Motor Vehicles (Amendment)
level, road crash injuries and deaths impose a severe Act, 2019 came into effect nationally, with the objective
financial burden. They push entire (non-poor) households to create an enabling framework to improve road safety
into poverty and the already poor into debt. in India. The Act consists of a total of 93 Amendments
including several provisions such as a scheme for cashless
treatment of road crash victims, state involvement in
making rules for movement of non- motorised transport,
2.1 CURRENT ROAD SAFETY provisions for safety of children during commute,
POLICY FRAMEWORK IN INDIA electronic monitoring and enforcement, and liability on
road engineers and authorities for faulty road design and
The Motor Vehicle Act, 1988 has been the primary legislation engineering. These provisions can substantially reduce
governing road safety scenario in India for over 30 years till road crash fatalities and alleviate the economic burden of
2019. Over years, the Motor Vehicle Act became outdated road crashes in the country.
and had limited impact. Even though it covers many aspects
like licensing, registration of vehicles, setting standards for
heavy motor vehicles, penalties for traffic offences etc, yet
it was silent on some key issues like child road safety, or
the safety of pedestrians and non-motorised users. Also,
1. Lower-middle-income economies are those in which 2019 GNI per capita was between $1,036 and $4,045.
2. Definitions have been drawn from Employment-Unemployment Rounds of the NSSO
3. VRUs are defined as pedestrians, cyclists, two-wheeler users and other non-motorized transport users.
4. Socio-Economic Cost of Road Accidents in India” (September, 2020) DIMTS Ltd. in association with TRIPP-IIT Delhi, MoRTH
10
INTRODUCTION
The Act empowers the road users by providing certain key to economically weaker sections of society, and face
rights, including: larger exposure to road traffic injury in comparison with
motorised transport users. Section 138(1A) in the Act
1. RIGHT TO LIFE empowers States to regulate activities of pedestrians
and non-motorised road users in public places.
• Protection of Good Samaritans from any Criminal or
Civil Liability :Section 134A protects a Good Samaritan 3. RIGHT TO SAFE ROADS
from any civil or criminal action while providing
emergency medical care or any sort of assistance to a • 198A ensures that any designated authority, contractor,
road crash victim. consultant or concessionaire responsible for the design
or construction or maintenance of safety standards
• Timely medical assistance/cashless treatment to of roads shall comply with design, construction and
road crash victims. The Centre has been given power maintenance standards.
to make schemes for helping road crash victims
under the following sections: Section 162 (1) directs • Section 215(B) sets up a National Road Safety Board
insurance companies to provide for treatment of all for advising on all matters related to road safety and
road crash victims including under the Golden Hour. traffic management.
Section 162 (2) gives powers to the Centre to make a
scheme for cashless treatment of victims of crashes
during golden hour (the first critical hour after a road 4. RIGHTS OF CHILDREN TO SAFE COMMUTE
crash). Additionally, it contains provisions for creation
of a fund for such treatment. State Governments can MVAA, 2019 ensures safety of children through addressing
also make rules for the cashless treatment of victims key risk factors:
and can augment the coverage for cashless treatment
under Section 164D of the Act. • Amendment to Section 129 of MVA, 1988 proposes
that every child above the age of four years being
2. RIGHTS OF VULNERABLE ROAD USERS carried on a motorcycle must wear a helmet.
• The Act has special provisions to protect the rights of • Section 194 B makes it mandatory for every child to be
vulnerable road users such as pedestrians, cyclists, secured by a safety belt or a child-restraint system.
rickshaw pullers, hand drawn cart users, and animal
drawn cart users. These road users generally belong • Section 199A provides for adult accountability states
5.. https://worldpoverty.io/map
12
INTRODUCTION
captures the lived experiences of women in households Poor road safety outcomes and lack of institutional support
that are often pushed into poverty. intensify the challenges faced by truck drivers, especially in
the post-COVID-19 world.
This study aims to fill a gap by further exploring the
psychological and emotional impacts of road crashes The World Bank commissioned this study in association
among households which are often invisible and with SaveLIFE Foundation (SLF) to determine the differential
unacknowledged in academic literature and government impacts of road crashes more objectively in India. Though
policy. Mental health is a sensitive subject and plays out in originally the study study was developed as “an analytical
different forms. Determining the psychological well-being approach used to assess the distributional, poverty-
post-crash is imperative to estimate the indirect costs related and social impacts of policy reforms on various
associated with road crashes. stakeholder groups” (World Bank, 2016)6, this study can be
treated as a baseline assessment study to document the
Apart from the two key sample groups of Low-Income variation in impact of road crash outcomes on low- income
Households (LIH) and High Income Households (HIH), this and high-income households. Once the policy framework
study aims to probe into the impact of road crashes on key established under Motor Vehicles (Amendment) Act, 2019
vulnerable and high-risk individuals. One such category is is implemented, mid-term and end-term assessment
adolescents aged 14-18 years. India’s productive potential studies can be undertaken to understand the impact of the
is rising: Demographic transitions have led to rising worker- interventions.
to-dependent ratio which will be a favourable 2.1 by 2050.
The number of adolescents grew from 225 million in 2000 For this study, SLF further commissioned the survey to
to 250 million in 2015 But the vast majority of youth are a Social and Market Research company, Marketing and
unemployed or in vulnerable, low paid informal jobs Hence, Development Research Associates (MDRA) to assist in
adolescents were identified to be a key cohort under the designing survey instruments and guidelines for qualitative
study. Their post-crash experiences are captured through research, administer telephonic and face to face surveys
structured In-depth Interviews (IDIs). as well as conduct Focus Group Discussions (FGDs) and
In-Depth Interviews (IDIs) for the Study; and prepare an
The other socio-economically marginalized and high-risk analytical report based on outcomes of the survey
road user category is that of truck drivers. Out of the 1.5
lakh people killed in road crashes in the country every
year, over 15,000 road crash victims are truck and lorry
drivers alone, comprising 10% of the total deaths (MoRTH, 2.3 OBJECTIVES OF THE STUDY
2018). In terms of vehicle category, trucks and lorries are
involved in over 57,000 crashes in the country (MoRTH, The objective of the study is to analyze the socio-economic
2018). Despite this, 93% of the truck drivers do not get any impacts of road crashes on vulnerable individuals and
social security benefits such as provident fund, pension, households below the poverty line, estimate collective
life insurance, gratuity, etc. (SaveLIFE Foundation, 2020). economics losses resulting from gaps in the existing
6. http://documents1.worldbank.org/curated/en/701191479977368846/pdf/110453-REVISED-PUBLIC-PSIAAR.pdf
14
RESEARCH METHODOLOGY,
SAMPLE DESIGN &
SAMPLE COVERAGE
CHAPTER 3
3.1 RESEARCH METHODOLOGY
This study utilizes qualitative and quantitative
methodologies for estimating the economic and social
impact of road crash outcomes. Using purposive sampling,
a multi-pronged approach was adopted to assess the
impact of road traffic injuries and fatalities on victims.
A) DESK RESEARCH
C) PILOT SURVEY
The field survey was conducted between 19th June, 2020 3.2 SAMPLING DESIGN
– July 23, 2020. The following stages were covered in this
phase of the study: A multi-stage sampling procedure was adopted to select the
target respondents for this study. The first unit of sampling
A) QUANTITATIVE RESEARCH: was the State. Looking at the number of crashes during the
last 15 years and the geographical location of states, the top
The survey was conducted among respondent 4 states were selected for conducting this survey, i.e. Uttar
categories using structured questionnaires administered Pradesh in North India, Maharashtra in West India, Tamil
by experienced investigators. The respondents were Nadu in South India and Bihar in East India. Additionally,
approached via two sampling strategies: Maharashtra and Tamil Nadu represent High Capacity
States (HCS) demonstrating a higher economic growth and
Additionally, awareness levels about motor insurance, better performance in Human Development indicators while
compensation and other provisions of the Motor Vehicles Uttar Pradesh and Bihar represent Low Capacity States
(Amendment) Act, 2019 (MVAA, 2019) was also tested (LCS) demonstrating a sluggish economy, higher poverty
among truck drivers. rates and low levels of social and administrative progress.
16
RESEARCH METHODOLOGY,
SAMPLE DESIGN &
SAMPLE COVERAGE
In the next stage of sampling, in each of the selected states, from each state. After identification of respondents, a mix
4 districts were selected to find out relevant respondents. of telephonic and face to face surveys was conducted
These districts were also selected based on the number of among road crash victims or their family members.
crashes and geographical location (diversity) in the state.
7. Out of total, 986 (47%) interviews among victims/ family members were conducted through face to face mode while remaining 1093 (53%)
interviews were conducted telephonically. All interviews among truck drivers were conducted through face to face mode.
For this study, LIH and HIH were defined based on income To monitor progress against its goal of boosting shared
and ownership. The upper threshold pre-tax income of prosperity, the World Bank tracks growth in the consumption
a LIH sample was taken as INR 13,450 per month per or income of the poorest 40 percent of the population in
adult8. Similarly, for HIH category, the lower threshold each country—the bottom 40 percent. Shared prosperity
pre-tax income of INR 50,000/- per month per adult was focuses on the poorest 40 percent of the population in each
considered. economy (the bottom 40) and is defined as the annualized
growth rate of their mean household per capita income or
The Low Income Households’ test sample, comprising their consumption.
the bottom 40% of the population was selected keeping in
mind standard models of population representation used This 40% and 10% population ratio is thus an important
globally by the United Nations (UN) and World Bank in its and useful development indicator for the World Bank to
poverty related research. UN SDG target 10.1 aims for the measure socio-economic impact in any given country,
income of the bottom 40 percent to be growing faster than especially developing countries. It helps to juxtapose
8. https://wid.world/country/india/
18
RESEARCH METHODOLOGY,
SAMPLE DESIGN &
SAMPLE COVERAGE
various socio-economic realities and highlights the levels of the survey and their responses gave a fair
widening gap amongst sections of the population more indication of their household income. The framing of short
clearly. It also helps to make the data in this report more pointed questions on whether the household had to borrow
globally comparable with other nations. money/ sell or mortgage valuables and whether anyone in
the family had to quit study/relocate, etc. helped in verifying
On comparing the income profile of LIH and HIH categories their income-brackets.
at a global level while keeping all factors the same (World
Inequality Database); LIH population of India that earn a A pre-testing of the methodology was conducted to finetune
pre-tax income of up to INR 13,500 per month per adult the approach and to ensure rigrous data collection.
would be among the bottom 19% population globally (refer
to Table 3A.2). Similarly, HIH population of India that earn Among the LIH crash victims, 86.2% were male while 13.8%
pre-tax Income of INR 50,000 or above would be among were female. Among HIH crash victims, such a proportion
the top 42% globally9. of males and females was 78.7% and 21.3% respectively.
71% of the LIH respondents were from rural areas, while for Similarly, age-group wise, about every 2nd road crash
HIH, it was opposite as major proportion (82%) were from victim from LIH was in the 26-45 yrs age bracket, whereas
urban areas (Refer to Table 3A.4). This is very close to the among HIH such proportion was about 64%. Across
actual distribution of poor population in rural (about 20%) households, more than half of the all victims (54% for LIH
and urban (about 80%) areas in India (as per Census 2011). and 64% for HIH belonged to the productive age group of
26-45 years. A probable reason is that most commute/
Based on income and self-declaration, every 2nd LIH travel is work related and hence the working age population
surveyed was found below the poverty line. In each LIH, is more prone to road crashes.
there were average 5.6 (median value = 5) members
while the average size of HIH was 4.8 (median value = In terms of educational qualification, with ample facilities
4). Cognizance was taken of the fact that respondents and resources for the HIH category, they were found to be
might not disclose their real income during the surveys. more educated than the LIH victims. About two-third of HIH
To overcome this limitation, the surveyors visited the victims had at least completed graduation. While among
locality for more than half of the respondents surveyed and LIH it was opposite, as about two-thirds of victims were
verified their range of income through these field visits. In educated only up to 12th standard and only one-fourth
case of telephonic surveys (53% of the total sample), the were either graduate or above. The link between educational
tallying was done with a verifiable database. Additionally, qualifications and recovery to work has not been captured/
respondents were asked about their expenses at various established directly in this study. Though it can be said that
20
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
CHAPTER 4
INTRODUCTION
Road Traffic Injuries (RTIs) in India are closely interlinked
with on-ground socioeconomic realities like class, gender
and geographical location that often intersect and
affect various sections of the population differently. This
chapter highlights the disproportionate impact of road
crashes among LIH and HIH in the four selected States by
capturing the situated hierarchies and lived experiences
of respondents, i.e., it discusses the differential impact of
crashes among various States, male and female, poor and
rich and urban and rural areas. The extent and degree of
disproportionate economic impact among LIH and HIH is
estimated by determining the direct and indirect costs borne
by households after an crash. Direct costs are tangible,
paid upfront and include medical expenses, property costs,
vehicle costs etc. In contrast, indirect costs are hidden,
often difficult to determine and are characterised by a
deterioration in the standard of living, loss of productivity/
income etc. The ability to mitigate risks associated with an
crash and the capacity to respond to it also varies among
poor and rich households. This chapter highlights that
differential response among LIH and HIH w.r.t how they
meet their financial burden after a crash.
KEY FINDINGS
The key findings of this chapter can be summarised under
two broad points of inter-state variations in the impact
10. https://njdg.ecourts.gov.in/njdgnew/?p=main/pend_dashboard
11. 85% of the victims were married at the time of the crash.
12. World Bank (2017). “Tamil Nadu – Gender”, July: http://documents1.worldbank.org/curated/en/154201504176664933/pdf/119264-BRI-
P157572-Tamil-Nadu-Gender.pdf
22
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
other parties involved in the crash. It was the opposite 9. The highest expense among LIH on victims’ funerals
for Tamil Nadu where average costs were higher across was incurred in Tamil Nadu (Rs 42, 010) while the
most of the heads except for out of pocket expenses lowest amount was spent in Uttar Pradesh (Rs 12,
on treatment and legal/administrative expenses. 517).
5. Among the LIH, Maharashtra and Tamil Nadu fared 10. Decline in living standards was drastic across all states
better with a higher survivability rate of 75% compared with Bihar reporting the sharpest decline among LIH
to UP and Bihar that showed a survivability rate of 53%. (73%) followed by Uttar Pradesh (72%).
6. The household income in HCS declined by 64% 11. In terms of the amount arranged to tide over the
after the crash whereas it decreased by 78% among economic crisis, LIH from Maharashtra managed
households from LCS. to raise the highest amounts whereas among HIH, a
similar trend was observed in Tamil Nadu.
7. Similarly, while living standards of the household
deteriorated by 49% among HCS, it fell by 64% in LCS. 12. LIH in Uttar Pradesh (over 2.5 lakhs on an average)
received the highest compensation from Government
8. There was a wide contrast in proportion of LIH that schemes at the central and local level followed by
availed of loans to deal with resulting financial burdens: Maharashtra (around 1lakh average). The pendency of
48% of LIH from Uttar Pradesh vis-a-vis 15% of the compensation cases in UP is one of the lowest in the
HIH from Tamil Nadu. Further, the ability to obtain a country at 1.80% of total Original Civil Cases in UP13.
loan from institutional sources also depends on one’s Additionally, there has been extensive digitisation of
socioeconomic status and makes the process of Courts in India through the eCourts Mission. Most of
repayment more strenuous for poor households. 27% the Courts including Motor Accident Compensation
of the LIH in urban areas and 48% of the LIH in rural Tribunals (MACT) are part of the Case Information
areas availed of loans to mitigate the financial crisis. System (CIS) software under which courts have
A similar trend was noticed among HIH. 7% of HIH been provided flexibility to customize cause lists,
in urban areas and 30% of HIH in rural areas availed mechanism for e payment etc. However, there is
of loans, indicating greater financial stress among dearth of data on actual on-ground practices and how
households in rural areas. much has this system being implemented as district
and taluka level.
13. The National Judicial Data Grid was accessed on 29th October 2020 and the pendency rate is calculated till 28th October 2020.
1. The severe impact of decline in income was higher 6. Expenditure on OOPE in urban areas was higher
among rural households, and cases where victims died compared to rural areas across households. Among
as well as where victims were males. the LIH in urban areas, OOPE was slightly higher at
66% of the total expense compared to 60% of the total
2. Income decline was the most severe for LIH rural expense among HIH in rural areas.
households (56%) compared to LIH urban (29.5%)
and HIH rural (39.5%). However, on comparison of
the monthly household income and financial losses GENDER DIFFERENTIATED IMPACT
(expenditure and loss of income) due to road crashes,
it was found that the loss among LIH was equivalent 1. LIH respondents stated that in the absence of any
to about 7.6 months household income while among steady primary source of income (especially in the
HIH it was equivalent to less than 1 month household case of death of a breadwinner), the women of the
income (0.84 month)14 household often had to step up and take additional jobs
to mitigate the financial burden. Further, the burden
3. The total average costs (direct and indirect costs of non remunerative caregiving work mostly falls on
combined) borne by HIH (Rs.1,98,042) after the females within the household after a crash. This is non
crash was higher than the total costs borne by LIH quantifiable and does not come under the purview of
(Rs.1,52,826). economic activity.
4. Medical costs constituted a bulk of the total costs of 2. Across household categories, the proportion of male
LIH, i.e., Rs. 78,824 (52% of total costs) followed by Chief Wage Earners (CWE) was higher than female
loss of productivity/loss of income costs, i.e. Rs. 37, CWE; the number being higher among LIH. 50% of the
572 (25% of total costs). women from LIH and 55% from HIH were CWE of the
household before the crash whereas 81% of the men
from LIH and 74% men from HIH were CWE before the
5. Across households, 34% of the respondents from
crash.
urban areas said they had to borrow money after the
14. Please note MHI was calculated by taking mid points of ranges.
24
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
3. 31% of the female members in LIH were severely 3. 24% of the LIH respondents said they had to sell/
affected by the decline in household income after the mortgage their assets (land, jewellery) to meet their
crash compared to 53.5% of the male members. Among daily expenses and repay their debt, compared to only
HIH, 18.5% of female members of the household were 7% of the HIH respondents.
severely affected compared to 26.5% of the male
members in the household. 4. About 14% of LIH respondents reported taking up extra
work to deal with the situation, compared to 4% of HIH
4. The male (dead) victims’ contribution to household respondents.
income was significantly higher than female victims’
(more than double) across both categories of 5. A higher percentage of respondents from LIH in rural
households. For instance, among LIH, male (dead) locations opted for a loan (lenders, bank, relatives
victims contributed to 63.5% of the total monthly etc.), sold off/mortgaged their assets and took up
household income whereas female victims contributed extra work to cope with the financial burden than their
to 29% of the same. counterparts in urban areas.
26
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
TABLE 4.1: TABLE INDICATING HOUSEHOLD SPLIT OF ROAD CRASH OUTCOMES: LOCATION/HABITATION
Overall
Location / habitation
Category
(State, gender) Urban Rural Total Urban
Tamil Nadu 70.7% 29.3% 85.9% 14.1% 79.8% 20.2% 68.8% 31.2%
Male 75.8% 24.2% 88.3% 11.7% 83% 17% 73.8% 26.2%
Female 61.6% 38.4% 82.5% 17.5% 74.9% 25.1% 59.7% 40.3%
Uttar Pradesh 54% 46% 97.4% 2.6% 80.4% 19.6% 53.4% 46.6%
Male 58.5% 41.5% 97.1% 2.9% 81.9% 18.1% 58.5% 41.5%
Female 37.2% 62.8% 98.5% 1.5% 74.8% 25.2% 33.3% 66.7%
LIH HIH LIH HIH LIH HIH LIH HIH LIH HIH
93.3% 6.7% 75.4% 24.6% 73.8% 26.2% 97.6% 2.4% 94.3% 5.7%
88.9% 11.1% 68.4% 31.6% 77.8% 22.2% 98.2% 1.8% 96.2% 3.8%
91.3% 8.7% 71.7% 28.3% 91.7% 8.3% 98.2% 1.8% 97.5% 2.5%
77.8% 22.2% 55.7% 44.3% 50% 50% 98.3% 1.7% 93.8% 6.3%
88.1% 11.9% 79.2% 20.8% 93.8% 6.3% 80.2% 19.8% 82.4% 17.6%
94.3% 5.7% 74.5% 25.5% 58.6% 41.4% 99.3% 0.7% 92.3% 7.7%
95% 5% 56.6% 43.4% 50% 50% 100% 0% 91.4% 8.6%
28
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
UP and Bihar are one of the highest populated states and “High Capacity States”. All these factors contribute to
home to the largest proportion of poor in India. Further, differing levels of vulnerability and survivability of road
both the states are comparatively less developed, and the users in crashes.
level of education is also low. Based on several factors like
proportion of urban population, literacy rate, poverty rate Overall, the victim survivability rate15 in high capacity states
and per capita net State GDP, Bihar and Uttar Pradesh (77%) was found to be higher than that in low capacity
have been categorised as “Low Capacity States”, while states (61%). For instance, Uttar Pradesh (UP) registered
Maharashtra and Tamil Nadu have been categorised as the highest death rate among LIH. 50% of crash victims
TABLE 4.2: TABLE INDICATING HOUSEHOLD SPLIT OF ROAD CRASH OUTCOMES: VICTIMS WHO SURVIVED/DIED AFTER A ROAD
CRASH FROM STATE, HABITATION AND GENDER LENS.
12.5%
36.1%
6.1% 17.8%
43.2% 50.4%
Low
Survivability Bihar Uttar Bihar Uttar
N-412 Pradesh Pradesh
(53%)
N-413 N-115 N-413
among LIH
56.8% 49.6% 93.9% 82.2%
Died
Survived
15. Survivability here refers to the ability of a road accident victim to remain alive/continue to live after an the accident. It depends on several
factors like timely access to emergency care and the quality of care etc.
30
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
majority of the victims from LIH were either unemployed with mental disability, disabled women and those in
or working as unskilled labour/farmers in the agriculture rural areas are most neglected (ILO, 2011). In the event
sector. Working in the formal organized sector guarantees of a road crash, PwD require medical rehabilitation and
social security benefits and the extension of the social support services including counselling with regard to any
safety net to fall back upon in the event of a tragedy. Being technical assistance, equipment, wheelchairs, artificial
involved or running a family business also helped the HIH limbs and so on which may be required. Additionally, once
victims dip into their savings reserve to make up for any rehabilitated, PwD require vocational rehabilitation, equal
losses owing to the crash. Moreover, unlike victims from educational and employment opportunities, protective and
poorer households who are struggling to make ends meet, supportive socio-economic measures and the creation of
victims from non-poor households can afford to halt a barrier-free environment to guarantee their vocational
work or take a break till their recovery is complete. This and social integration. PwD also require their legal rights
combined with good medical care hastens their recovery to be determined by appropriate legislation. This can
after a crash. assure protection against discrimination, non-exclusion in
social welfare, entrenched rights at the workplace, equal
The severity of injuries and the quality of post-crash recovery opportunities and accessibility to public places. The quota
plays a vital role in the rehabilitation of road crash victims. It system that requires a certain percentage of employees
is pertinent to note that a higher proportion of victims from to be PwD (followed by European countries and Japan)
both categories of households that had undergone any should be implemented at the State level. Fines may
sort of disability received a lower salary/wage on resuming be levied on employers who fail to meet the prescribed
work after the crash compared to what they were earning quota. Further, States should also create self-employment
earlier (refer to Table 4.8). Owing to disability, the decline in opportunities for PwD through entrepreneurship drives
the monthly income of victims intensified further across and special employment schemes. The rights of the PwD
households. Among LIH, the decline of income was 12% arising from a road crash can be furthered within the
sharper for victims who underwent a disability post-crash legislative framework provided by the Rights of Persons
vis-à-vis victims who did not. Similarly, among HIH, the with Disabilities Act, 2016 that replaces the Persons with
decline in income was 25% lower than the previous income Disabilities (Equal Opportunities, Protection of Rights and
for victims who underwent any sort of disability compared Full Participation) Act, 1995. The Act defines 21 types of
to victims who did not. This indicates that irrespective disabilities and also addresses the needs of children with
of poor or rich households, disability adds another layer disabilities. Responsibility has been cast upon the state
of disadvantage among road crash victims and cripples governments to take effective measures to ensure that
their life choices, putting them at a disadvantage in PwD enjoy their rights equally with others. The progressive
terms of job prospects and earning a decent income. In provisions of this act like reservation in higher education
the absence of technological advancements, disability (not less than 5%), government jobs (not less than 4
intensifies the impact of a road crash both at the individual %), reservation in allocation of land, poverty alleviation
and household level. 73.6% of the disabled in India are schemes (5% allotment) for people with benchmark
still outside the labour force (ILO,2011).16 Of these, those disabilities should be effectively implemented by all States.
16. Persons with Disability and The India Labour Market: Challenges and Opportunities’ ILO, 2011:
https://www.youth4jobs.org/pdf/ilo-study-pwd.pdf
32
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
TABLE 4.3: TABLE INDICATING STATE-WISE URBAN-RURAL AND GENDER SPLIT OF FINANCIAL IMPACT ON HOUSEHOLD
LIH HIH
LIH (N=1647) HIH (N=432) LIH (N=1647) HIH (N=432)
Financial impact (N=1647) (N=432)
on the victim
household Overall Overall Urban Rural Urban Rural Male Female Male Female
Bihar Maharashtra Tamil Nadu Uttar Pradesh Bihar Maharashtra Tamil Nadu Uttar Pradesh
34
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
While LIH were more dependent on loans and selling Overall, LIH are disproportionately affected in both Low
off assets to meet their expenses, they were less likely Capacity States (LCS) and High Capacity States (HCS).
to receive compensation from insurance companies However, the socio-economic impact on LIH in LCS is
compared to HIH. One-fourth of HIH respondents (24%) the most severe. For instance, the chance of survival of a
said that they received compensation of about Rs.1,62,562 LIH crash victim from low capacity states was only 53%
from insurance companies (including vehicle/ medical/ life while that from high capacity states was as high as 75%.
insurance, etc.) whereas only 14% of LIH respondents said Whereas the survivability rate was almost similar in case of
they received an average compensation of Rs.89,215. This HIH crash-victims from both categories of states (87% for
gap highlights the asymmetry in insurance penetration and victims from high capacity states and 88% for victims from
reach, and a skewed claims to coverage ratio among the low capacity states).
rich and poor.
From the findings of the report its clear that across
In terms of severity of decline in household income, every households, respondents in rural areas had to look at
second respondent (50%) from LIH confirmed that their different mechanisms to cope with financial burden,
household underwent a severe impact whereas it was this included borrowing money, taking a loan, selling,
every fourth respondent (25%) among HIH who affirmed mortgaging assets and taking up extra work. The State
the same. Additionally, 41% of the respondents from HIH Governments should ensure better implementation of
reported no impact on their household income compared social security schemes in rural areas to increase the
to 24% of LIH respondents. Income decline was the most resilience of households to cope with economic burden
severe for LIH rural households (56%) compared to LIH of road crashes. Additionally only 14% of LIH respondents
urban (29.5%) and HIH rural (39.5%). received state compensation. Anecdotal evidence gathered
through FGDs also points at reluctance of police officials
As part of this study, 61% of the surveyed households in low to file FIRs in rural areas which further complicates the
capacity States (UP, Bihar) and 46% in high capacity States compensation process for them. State Governments
(Maharashtra, TN) belonged to the BPL category. The should also address underreporting of crashes.
average monthly household income of LIH in low capacity
States (Rs.15,430) was found to be lower than that in high
capacity States (Rs.24,702).
17. The institutional capacity of states refers to the ability of states to respond to developmental challenges, the strength and resilience to take
decisions and effectively implement them for better governance. Institutional capacity is a function of infrastructure, i.e., the better the quality
of infrastructure, the higher is the preparedness of the State in meeting sudden challenges. A delay in making decisions also increases the
cost and puts the State under greater pressure.
18. Tamil Nadu ranks third in the country with a high score of 67 out of 100 followed closely by Maharashtra with a score of 64 (NITI Aayog’s
Composite SDG India Index, 2019). This indicates that the States have crossed their half way mark in meeting the SDG targets for 2030.
Compared to Tamil Nadu and Maharashtra, Uttar Pradesh scores 55 while Bihar scores 50 on the index. Tamil Nadu also scores the highest
on the SDG goal of no poverty.
19. The quality of governance as service delivery is measured using the overall Governance Performance Index (GPI). On the GPI, Tamil Nadu
and Maharashtra have consistently featured in the top 10 best performing states whereas Bihar and Uttar Pradesh have held the slot for the
worst performing states.
20. http://morth-roadsafety.nic.in/index1.aspx?lsid=492&lev=2&lid=445&langid=1
21. https://transport.uk.gov.in/files/RoadSafetyDocs/24-09-2018.pdf
22. The Supreme Court recently appointed Mr. Justice Abhay Manohar Sapre, former Judge of this Court, as the Chairman of the aforesaid
Committee on Road Safety vide Order 14-01-2020.
23. Transport Commissionerate, Government of Tamil Nadu: https://tnsta.gov.in/roadsafety_legalagency.jsp
36
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
Engineer, Highways, Office Superintendent, Medical decline in road crashes between 2018 and 2019 alone.
Education, Deputy Director, IRT and Assistant Director, The State’s efforts have been acknowledged by the Centre
School Education. Besides acting as the Secretariat for the that has recently awarded it for ‘Best Performance in
State Road Safety Council, the Cell notifies all the targets Road Safety’ One of the biggest reasons for an over 22%
for reduction of crashes and draws the Annual Action reduction in fatalities in Tamil Nadu between 2016-18
Plan. Additionally, it manages the State Road Safety Fund could be attributed to improved post-crash care in the
and monitors all district level programmes on road safety. State. Since VRUs are the most at risk especially in LCS,
Further, the Tamil Nadu State Government under its Road marginal improvement in post-crash emergency care and
Safety Mission has mandated the creation of Road Safety trauma services can go a long way in saving lives of road
Cells in Chennai, Madurai and Coimbatore corporations. crash victims.
In addition to all these functions, Road Safety Cells/Council If we look at the pendency of Motor Accident Claims
should also be entrusted with the task to ensure that all States Petition (MACP) at national out level, over 8 lakh cases are
mandatorily publish their targets on road safety annually pending at district and taluka level courts24. To put that
so that their performance can be measured against these in perspective, nationally, out of all original civil pending
targets. Additionally, their budgets should be reviewed by a cases, 12.4 percent of the cases are MACP. As far as
relevant authority to maintain transparency and efficiency. inter-state variations are concerned, Tamil Nadu has the
Since High Capacity States have higher spending power highest pendency at 28.4% (1,54,847 cases) followed by
and more effective institutional mechanisms to implement Maharashtra (9.11%), Bihar (4.66%) and Uttar Pradesh
targets, a multi-level agency should be set up in every State (1.8%).
to oversee road safety efforts and guide HCS in drawing out
detailed plans. As far as Road Safety funding in concerned, Maharashtra
State Government allocated 50 lakhs for publicity and
Tamil Nadu, Maharashtra and Bihar have also seen a education of road safety in its Annual Scheme 2019-2025. In
decline in road crash deaths over the last 4 quarters (since terms of emergency health facilities, Maharashtra has over
July 2020) with Tamil Nadu seeing a consistent drop in 930 ambulances and 23 District Hospitals as of date. The
fatalities over the last 5 years. The state witnessed a 10% State Government has a State scheme for cashless and
24. https://njdg.ecourts.gov.in/njdgnew/?p=main/pend_dashboard
25. https://plan.maharashtra.gov.in/Sitemap/plan/pdf/Annual%20Secheme%20(Departmentwise)%202019-20.pdf
38
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
TABLE 4.4: TABLE INDICATING SUMMARY OF FINDINGS FOR HIGH AND LOW CAPACITY STATES
N 1038 1041
77% 61%
Victim survived in crash
75% 87% 53% 88%
64% 78%
Decline in household income after crash
68% 50% 82% 65%
40
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
TABLE 4.5: TABLE INDICATING STATE WISE COMPARISON OF AVERAGE COSTS PAID BY VICTIM HOUSEHOLDS
LIH (Rs.)
Losses incurred
due to the Gender wise Habitation wise State wise
road crash
Male Female Urban Rural Bihar Maharashtra Tamil Nadu Uttar Pradesh
Total expenditure 155950 131768 136767 159204 1,09,227 1,89,621 1,42,350 1,64,230
Loss of property/
vehicle etc. due to road 13,034 10,988 13,463 12,458 6,915 10,863 20,201 13,133
crash
Legal/ administrative/
compensation 6,740 5,916 3,694 7,840 4,192 6,512 6,190 9,600
expenses including
police, lawyer, etc.
Total expenditure 197712 236354 222992 198189 1,47,156 1,62,907 2,49,081 2,30,800
Loss of property/
vehicle etc. due to road 30,999 20,886 28,681 29,616 28,496 19,331 40,097 28,414
crash
Legal/ administrative/
compensation 5,899 4630 4,391 11,428 6,896 872 11,391 3,634
expenses including
police, lawyer, etc.
42
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
The compensation costs28 made up a minor chunk of the destabilises family budgets, especially among middle-
total costs among both LIH and HIH. While LIH paid Rs. and low-income households.” The interim compensation
2,509 (1.6% of the total costs) as the average amount to envisaged under Section 164A of the Motor Vehicles
the other party; HIH paid double the amount at Rs. 6,321 (Amendment) Act, 2019 should be implemented to ensure
(3.2% of total costs). Under the purview of this study, other mechanism for quick compensation as direct credit in
costs were included to be all other miscellaneous and Aadhar linked bank accounts of the family member.
additional costs incurred by households on travel, hospital
visits, food expenses, and other arrangements during the In terms of indirect costs, LIH incurred a 25% (Rs. 37, 572)
victim’s treatment. LIH spent an average amount of Rs. loss in their household income owing to the inability to
14,054 (9.2% of total costs) while HIH spent a slightly work/loss of employment whereas HIH incurred a loss of
higher average amount of Rs. 21,375 (10.8% of total costs) 38% (Rs. 75, 391). This made up the most significant cost
on additional costs. for HIH followed by OOPE that comprised 30% of their total
costs. Costs incurred due to loss of income was highest in
Overall, the average expense incurred on the victim’s funeral Tamil Nadu among both HIH and LIH.
was Rs.22,242 (16% of the total costs) among LIH whereas
the average costs incurred on the victim’s funeral among Bihar had the lowest average costs borne by LIH victim
HIH households was 51,498 (23% of total costs), i.e., almost across all expenditure heads except out of pocket expenses
double the LIH costs. The highest expense among LIH on on treatment of the victim and amount paid to other parties
the victim’s funeral was incurred in Tamil Nadu (Rs 42, 010) involved in the crash. It was the opposite for Tamil Nadu
while the lowest amount was spent in Uttar Pradesh (Rs where average costs were higher across most of the heads
12, 517). It must be noted that in none of the cases funeral except for out of pocket expenses on treatment and legal/
expenses were covered through insurance. Respondents administrative expenses. Property costs were highest
among LIH were either not aware of this or did not claim among households in Tamil Nadu. Legal and administrative
funeral compensation under insurance. costs were highest among LIH in Uttar Pradesh. Among LIH,
highest OOPE related costs were recorded for Maharashtra
A mixed-methodology study by Archana Kaushik followed by Uttar Pradesh.
estimated that on an average (across religious affiliations),
about `8,000–`10,000 is the minimum amount spent only Out of pocket expenditure (OOPE) is the payment made
on cremation/burial of the deceased29. Additionally a large directly by individuals at the point of service where the
amount of money is spent on death rituals. The study entire cost of the health good or service is not covered
concluded that the “expenditure on death rituals invariably under any financial protection scheme. The out of pocket
28. Compensation costs refer to the amount paid by the victims/their families as compensation to the other party involved in the crash in case
the crash happened due to the victim’s fault.
29. https://www.epw.in/engage/article/can-you-afford-die-estimates-expenditure-rituals-and-impact-ecology
44
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
In case the sole breadwinner of the household expires post- - Female FGD Respondent
crash or a key earning member suffers serious injuries and
hospitalisation, the burden of running the household falls
on the shoulders of female members.
30. Chief Wage Earner refers to a person who contributes the maximum to the monthly expenses of the household.
46
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
- FGD Respondent
also perform additional household labour in developing and unacknowledged within research studies and policy
countries. Caregiving is an unacknowledged undervalued making. States need to acknowledge that gender responsive
activity predominantly undertaken by women within reporting and monitoring is essential to evaluate the
households. This includes nursing and looking after the impact of road crashes on women. WHO also recommends
daily needs of an injured person or dependent within the that “Gender differences in the social and economic
household, cooking for them, administering medicines consequences of temporary and/or permanent disability
to them, making their bed, assisting them to clean up resulting from injury have to be taken into account when
etc. In terms of economic value, these activities are non- planning rehabilitation services” (WHO, 2002). To ensure
remunerative in nature and add to the double burden of rehabilitation services as well as adequate support to either
work for women and also lead to time-poverty. women road crash victims or families which are left to deal
with loss of male breadwinner, gender disaggregated data
This section was thus an attempt to highlight the gendered at state and district level would be imperative to create
impact of road crashes that is mostly underreported gender responsive post-road crash safety nets.
48
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
Financial impact on the living standards of poor victims mortgaged their assets to meet their daily expenses and
and their families (LIH) is more severe than those for rich repay their debt, compared to only 7% of HIH. At the same
victims and their families (HIH). Lack of financial resources time, about 14% of LIH reported taking up extra work to
leads to poor households making many compromises deal with the situation, compared to 4% of HIH.
in terms of food consumption levels and cutting down
on everyday items, even essentials to make ends meet. Compared to urban areas, a higher percentage of LIH in
Financial distress affects the quality of life and can lead to rural locations availed a loan, sold/mortgaged their assets
health complications, depression, sleeping problems and and took up extra work, to cope with the financial burden. In
other health issues among the victim/family. Among LIH, the absence of institutional and credible sources of financial
38.5% of the respondents reported a severe deterioration in support and lack of income, LIH were more likely to borrow
their living standards after the crash while among HIH, only money from relatives/friends. Banks usually ask for proper
13% of the respondents said the same. Around 69% of the documentation (that most LIH find difficult to produce) and
respondents from HIH chose the option “none”, i.e., they did take a longer time to approve loans as opposed to informal
not witness any change in their living standards and could sources. 48% of the LIH in Uttar Pradesh availed for a loan
comfortably tide over the post-crash situation. to deal with the financial burden while 15% of the HIH from
Tamil Nadu did so, exposing a wide contrast between the
To cope with the excessive financial burden caused due to households. The ability to take a loan from institutional
the crash, various mechanisms are used by victims/their sources also depends on one’s socioeconomic status and
family members to tide over the crisis. Mechanisms such as further makes the process of repayment more strenuous
availing of loans, selling assets or taking up extra additional for poor households.
work by household members, dipping into family savings,
etc. are exercised by victims and/or their family members. Compared to other states, the highest proportion LIH
This section examines such mechanisms and contrasts from Tamil Nadu sold/mortgaged their assets, took on
the differences in which they are used by members of poor extra work and received compensation from the insurance
and rich households. The findings reveal that compared to company as well as other parties involved in the crash
HIH, LIH were three times more likely to seek financial help to deal with their financial burden. While LIH were more
in order to cope with the financial burden post-crash. They dependent on loans and selling off assets to meet their
took mostly informal loans from close friends/relatives, expenses, they were less likely to receive compensation
sold/mortgaged their family assets (land, jewellery, motor- from insurance companies compared to HIH. One-fourth
vehicle) to meet their expenses. of HIH (24%) received compensation of about Rs.1,62,562
from insurance companies (including vehicle/ medical/
About 42% of LIH reported that their household underwent life insurance, etc.) while only 14% of LIH received an
debt after borrowing money (through both formal and average compensation of Rs.89,215. This gap highlights
informal sources), compared to 11% of respondents from the asymmetry in insurance penetration and compensation
HIH. The average value of loans taken by LIH was Rs. claims by the rich and poor. Though merely increasing
99,850. Similarly, about one-fourth of the LIH (24%) sold/ insurance coverage is also not enough. There exists
50
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
TABLE 4.6: TABLE INDICATING MECHANISMS TO COPE WITH FINANCIAL BURDEN - LIH VS HIH
Arranged a loan (lenders, 41.8% 43.2% 33% 27.0% 47.9% 43.2% 44.1% 31.4% 48.2%
bank, relatives, etc.) Rs.99,850 Rs.1,01,927 Rs.82,880 Rs. 85,874 Rs.1,03,107 Rs. 96,874 Rs.1,27,421 Rs. 74,024 Rs. 93,771
Took on extra work by 14.4% 15.6% 6.6% 11.8% 15.5% 17.2% 12.3% 19.4% 8.7%
household members Rs.5,475 Rs.5,359 Rs.7,200 Rs. 5,414 Rs. 5,494 Rs. 4,201 Rs. 4,539 Rs. 7,384 Rs. 5,125
(monthly extra earning)
Received compensation 8.3% 8.7% 5.7% 5.4% 9.5% 13.1% 4.3% 5.2% 10.7%
under schemes (govt., local Rs.1,20,478 Rs.1,27,411 Rs.54,346 Rs. 50,981 Rs. 1,36,757 Rs. 44,019 Rs. 1,04,222 Rs. 45,333 Rs. 2,56,830
authorities, funeral
expense, etc.)
Received compensation 6.0% 6.3% 4.0% 7.5% 5.3% 8.7% 6.3% 5.2% 3.6%
from employer Rs.52,729 Rs.54,253 Rs. 37,667 Rs. 20,147 Rs. 71,648 Rs. 31,414 Rs. 79,692 Rs. 50,076 Rs. 60,867
Received compensation 9.8% 9.2% 13.7% 13.3% 8.4% 10.2% 5.3% 21.6% 2.4%
from other party involved in Rs.64,572 Rs.70,301 Rs. 40,361 Rs. 31,007 Rs. 86,492 Rs. 19,778 Rs. 1,69,000 Rs. 47,852 Rs. 1,70,100
a road crash
Spent from family savings 74.7% 74% 79.3% 87.3% 69.5% 67.0% 82.2% 77.9% 71.9%
Rs.92,065 Rs.93,818 Rs. 81,833 Rs. 94,251 Rs.90,930 Rs.70,509 Rs. 96,487 Rs.110195 Rs.87,671
Arranged a loan (lenders, 11.1% 12.4% 6.5% 7.0% 30.3% 11.3% 8.0% 14.6% 10.9%
bank, relatives, etc.) Rs. 92,218 Rs. 92,294 Rs. 91,683 Rs. 1,20,004 Rs. 62,015 Rs. 30,881 Rs. 1,34,444 Rs. 1,15,333 Rs. 98,636
Took on extra work by 3.9% 4.1% 3.3% 0.8% 18.4% 8.7% 0.9% 4.9% 1.0%
household members Rs. 18,765 Rs. 19,214 Rs. 16,667 Rs. 16,667 Rs. 19,214 Rs. 5,000 Rs. 20,000 Rs. 44,800 Rs. 25,000
(monthly extra earning)
Received compensation 2.5% 2.9% 1.1% 1.1% 9.2% 7.0% 0.9% 1.0% 1.0%
under schemes (govt., local Rs. 55,500 Rs. 60,900 Rs. 1,500 Rs. 25,750 Rs. 72,500 Rs. 57,375 Rs. 1,500 Rs. 1,00,000 Rs. 50,000
authorities, funeral
expense, etc.)
Received compensation
9.7% 10.9% 5.4% 6.5% 25.0% 10.4% 5.3% 20.4% 3.0%
from other party involved in
Rs. 89,786 Rs. 99,484 Rs. 18,020 Rs. 57,222 Rs. 1,29,205 Rs. 17,917 Rs. 1,13,333 Rs. 1,24,571 Rs. 86,667
a road crash
Spent from family savings 91.9% 90% 98.9% 93.8% 82.9% 87.8% 96.5% 94.2% 89.1%
Rs. 1,45,401 Rs. 1,53,170 Rs. 1,19,279 Rs. 1,44,517 Rs. 1,50,089 Rs. 1,25,813 Rs. 1,32,450 Rs. 1,87,374 Rs. 1,37,832
52
SOCIO-ECONOMIC IMPACTS
OF ROAD CRASHES
2. Urgent need to lower the OOPE for LIH. Additionally, insurance schemes should also account for
the mental health impact of road crashes on victims and
Out of Pocket Expenses (OOPE) is the most significant design more progressive policies. Establish a neuro-spinal
direct cost borne by victim families among LIH. The risk Rehab centre at the District level for all States. Merely
of catastrophic expenditure is inversely proportional to increasing insurance coverage is not enough as not all those
increasing income per capita, i.e., it is significantly larger for who are enrolled know about the scheme or its benefits,
those belonging to lower-income quartiles than for those not all the poor are covered, and not everyone has access
belonging to the highest income quartile. to healthcare. Health insurance coverage in India remains
poor because the private health insurance industry is still
The Central Government needs to urgently notify the at a nascent stage, the pool of people who are able and
scheme for cashless treatment of road crash victims and willing to pay for insurance is low, and insurance premiums
publicize the Good Samaritan Law in order to save more are high. Further because LIH, especially in rural India, have
lives during the critical golden hour. Currently, the Centre limited access to healthcare services such as doctors and
has proposed such a scheme under Section 162 of the hospitals, they are less likely to buy health insurance.
Motor Vehicles (Amendment), Act, 19. The proposed
scheme suggests a cap of Rs 2.5 lakh for the victim’s 4. Better Gender Disaggregated Data.
treatment per crash and designates the National Health
Authority as the nodal agency to implement the scheme Gender responsive reporting and monitoring is essential to
under Pradhan Mantri Jan Arogya Yojana. evaluate the impact of road crashes on women. WHO also
recommends that “Gender differences in the social and
The lack of infrastructure at the primary level, lack economic consequences of temporary and/or permanent
31. India ranks 145th among 195 countries on the Global Healthcare Access and Quality Index (HAQ) created by the Global Burden of Disease
Index study (Lancet, 2016). While the global average per capita spending on healthcare is $822, the WHO estimates India’s per capita health
expenditure per year to be $63 that translates to Rs 4,200 (WHO, 2018). Unfortunately, post-accident emergency healthcare is not given the
attention or resources it deserves in a country that witnesses over 400 road vtv in a day. Among the poorest households, 90% do not have private
or government health insurance. While richer households fare better, coverage among them also remains poor as 67% of urban households lack
insurance (NSS, MoSPI, 75th Round Social Consumption in India Survey, July 2017-June 2018).
To ensure rehabilitation services as well as adequate 6. Sensitisation among the media and police for greater
support to either women road crash victims or families reporting on crash cases and filing of FIRs.
which are left to deal with loss of male breadwinner,
gender disaggregated data at state and district level would Road safety educational programmes need to be enhanced
be imperative to create gender responsive post-road for the education and sensitisation of targeted sections.
crash safety nets. This can be achieved by conducting For instance, the WHO Media Fellowship offers reporters
gender-disaggregated rapid surveys with commuters, bus a curriculum to help make their reporting around road
conductors and public transport officials to assess their crashes more nuanced. A similar model needs to be
awareness and perceptions of sexual harassment in urban replicated at State level to ensure in-depth comprehensive
public spaces. and science-based coverage.
Additionally, States can also conduct universal accessibility High levels of underreporting of crashes and the poor state
and women’s safety audits to assess the quality of of post-crash care exacerbates the problem of estimating
urban transport infrastructure (bus and IPT stops, trains the cost of road crashes among LMICs (WB, 2020). The
stations, terminals and interchanges) using the indicators invisibility of indirect costs further adds to the difficulty in
and service level benchmarks identified by agencies like estimating an accurate and fair compensation amount to
Safetypin and evaluate gaps. States can also assess the be awarded to victims by the court and governments.
feeder roads/services in providing last mile connectivity.
54
GENDERED IMPACT OF
ROAD CRASHES
CHAPTER 5
As per the Accidental Deaths and Suicides (ADSI) in India
2019 report, 1,54,732 people were killed and 4,39,262
people were injured in 4,37,396 road crashes in India in
2019. Out of this, 14.31% (22,143) were women. Out of the
total 22,143 female victims over 60% women died in rural
areas. Similarly, over 60% of the women were also injured
in rural areas. The fact that the majority of female road
crashes happened in rural areas highlights the exposure to
risk on rural roads.
56
GENDERED IMPACT OF
ROAD CRASHES
FGD participants were probed to discuss various aspects whose brother eventually died after months of treatment,
related to the post-crash situation. As per data from the narrated how and it took them eventually two years to
field for the quantitative survey for this study, out of the repay the money they had borrowed from relatives and
total sample covered, 85% of road crash victims (deaths neighbours.
and serious injuries) were male.
In cases of severe injuries, the financial burden did not
Being head of households or chief wage earners, men end with the discharge of the victim from hospital, rather
contribute a major share in household earnings. In case of medical expenses related to victims’ recovery continued
a fatality or serious injury, households not only experience and included costs related to medicines, recommended
unexpected loss of income, but the responsibility also shifts food/ diet, transportation for doctor/ hospital visits, doctor
to the female members of the household. These temporary consultation fee, etc. The financial shock created by the
Female Headed Households (FHH) are more vulnerable expenses related to the victims’ medical treatment also
and need better social support. These recently turned, FHH permeated other spheres of their family life.
experience the sudden shock of income dip and are pushed
into further poverty. Following key areas emerged from the Women also found it difficult to arrange the school fee
FGDs with women: for their children. Some participants also mentioned that
initially, they had to arrange money by mortgaging gold
jewellery.
5.1 FINANCIAL IMPACT OF THE
CRASH ON THE HOUSEHOLD
“We reduced our expenses on
FGD participants shared that their families were not unnecessary things such as
financially strong to bear the additional expenses due clothes, going on a vacation or
to the road crash . Most of the participants agreed that going to parties but we couldn’t
the medical bills created a financial drain which further
impacted the economic condition of their household. This
cut our expenses on daily needs
was echoed by respondents with the cases of death as well like food and medicines”.
as serious injury.
Due to the loss of regular income and sudden financial - FGD Respondent Bihar
shock, households were forced to take formal loans or
borrow money from relatives or friends. One participant
32. Time Poverty is defined as working long hours and having no choice to do otherwise. An individual is time poor if he/she is working long
hours and is also monetary poor, or would fall into monetary poverty if he/she were to reduce his/her working hours below a given time poverty
line.https://elibrary.worldbank.org/doi/abs/10.1596/1813-9450-4961
58
GENDERED IMPACT OF
ROAD CRASHES
This was further validated through the quantitative survey. member of the household took care of the victim, cooked
The role of family members for caregiving activities was all the meals in the household and took care of the daily
examined. Overall, across both the categories (LIH & HIH), needs of the victim and the rest of the household.
at-least 7 out of 10 respondents mentioned that the female
TABLE 5.1: VICTIM CARE BY FAMILY MEMBERS – OVERALL | [N, LIH=569, HIH-269, ALL FIGURES IN PERCENT]
4.4% 1.9%
22.7% 21.9%
LIH HIH
Male Member Male Member
Overall Female member Overall Female member
N-569 N-269
Self Self
72.9% 76.2%
Bihar (N-124) 26.6% 64.5% 8.9% Bihar (N-79) 25.3% 72.2% 2.5%
Maharashtra (N-109) 23.9% 73.4% 2.8% Maharashtra (N-79) 17.7% 79.7% 2.5%
Tamil Nadu (N-200) 16% 81% 3% Tamil Nadu (N-62) 30.6% 67.7% 1.6%
Uttar Pradesh (N-136) 27.9% 68.4% 3.7% Uttar Pradesh (N-49) 12.2% 87.8%
0 20 40 60 80 100 0 20 40 60 80 100
Habitation Type (N-569) 22.7% 72.9% 4.4% Habitation Type (N-269) 21.9% 76.2% 1.9%
0 20 40 60 80 100 0 20 40 60 80 100
Victim Gender (N-569) 22.7% 72.9% 4.4% Victim Gender (N-269) 21.9% 76.2% 1.9%
Male (N-473) 18.8% 77% 4.2% Male (N-212) 16.5% 81.6% 1.9%
Female (N-96) 41.7% 53.1% 5.2% Female (N-57) 42.1% 56.1% 1.8%
0 20 40 60 80 100 0 20 40 60 80 100
R: NO. (emphasis original) After the crash, it was very difficult for us to
decide who to look after - the husband who is injured, or our children or
whether to pursue the offending party at fault.
60
GENDERED IMPACT OF
ROAD CRASHES
State Governments can also float schemes to support these Women’s participation in planning and decision making at
women in running small home businesses. NITI Aayog also local road safety governance frameworks including State
recommended this strategy to mitigate the declining female Road Safety Council and District Road Safety Committee
labour force participation rates in India. It has proposed should be ensured. Adequate female representation shall
33. ASHA workers are the government’s recognised health workers who are usually the first point of contact in rural India, where there is often
limited or no direct access to healthcare facilities.
62
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
CHAPTER 6
Road Crash deaths and serious injuries have diverse impacts
on the victims and their families. While many studies
have documented the impact of road crash outcomes on
victims, the impact of the crash at the household level is an
understudied area. Death of a family member due to a road
crash can have serious social and mental health impact on
the rest of the family. Serious injuries on the other hand,
impacts the quality of life of the whole household including
the victim. This chapter examines the psychological, health
and associated impact of mortality and morbidity due to
road crashes.
KEY FINDINGS
• 50% of LIH and 1/4th of HIH category respondents
stated “depression” among their family members due
to the impact of the road crash; this was higher in
cases where fatalities were reported.
34. The respondents were asked to self-evaluate their mental health and therefore undiagnosed cases, where respondents ‘felt’ depressed were
also considered. Further the questionnaires were translated in Hindi and other vernacular languages and the respondents were asked if they felt
“low or sad without any reason”
64
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
complications, while such proportion of respondents was resources, they could not afford the same over a long time.
about 21 percent for HIH category. Category-wise, two Ensuring better nutritional intake for victims impacted the
trends were observed amongst both LIH and HIH category nutritional intake of children since they were not able to
respondents: respondents reported more adverse impact provide them with certain food categories like dairy and
in cases of death and compared to non-earning members, animal protein.
more complications were reported when road crash victims
were earning members of the family.
6.3. IMPACT ON LIVING STANDARD
Motor vehicle crashes can result in ‘significant post- OF VICTIMS’ HOUSEHOLD
traumatic psychiatric morbidity’. The psychological impact
of road crashes is an understudied area and the data on Road crash outcomes and their consequences affect
the subject is extremely fragmented or non-existent. victims and their families both in short and long term.
Academic and other institutions should analyse the trends This includes wage loss, loss of employment, financial
for psychological distress due to road crashes in India. The hardships, reduced quality of life and negative impact on
Ministry of Health and Family Welfare should also update the functioning of the whole family. During the survey,
the National Mental Health Policy (NMHP) notified in 2014. respondents were probed about the social impact of road
NMHP acknowledges the linkage between poverty and crashes.
mental health however it does not categorise crash victims
as “Vulnerable Population”. The state government should A significant difference was found in the proportion of
also ensure implementation of NMHP right from Primary LIH and HIH respondents reporting decline in their living
Health Care level. standards.
3.2% 2.3%
21.3%
37.6%
LIH HIH
Yes Yes
Overall No Overall No
N-681 N-305
DK/CS DK/CS
76.4%
59.2%
Bihar (N-146) 37% 56.2% 6.8% Bihar (N-83) 16.9% 78.3% 4.8%
Tamil Nadu (N-245) 34.3% 65.7% Tamil Nadu (N-73) 35.6% 64.4%
Uttar Pradesh (N-163) 55.2% 37.4% 7.4% Uttar Pradesh (N-62) 6.5% 88.7% 4.8%
0 20 40 60 80 100 0 20 40 60 80 100
Habitation Type (N-681) 37.6% 59.2% 3.2% Habitation Type (N-305) 21.3% 76.4% 2.3%
Urban (N-394) 32.7% 63.2% 4.1% Urban (N-274) 19.3% 78.1% 2.6%
0 20 40 60 80 100 0 20 40 60 80 100
Victim Gender (N-681) 37.6% 59.2% 3.2% Victim Gender (N-305) 21.3% 76.4% 2.3%
Male (N-573) 38.7% 57.6% 3.7% Male (N-244) 21.3% 76.2% 2.5%
Female (N-108) 31.5% 67.6% 0.9% Female (N-61) 21.3% 77% 1.6%
0 20 40 60 80 100 0 20 40 60 80 100
66
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
TABLE 6.2: TABLE INDICATING STATE-WISE, HABITATION- WISE, AND GENDER- WISE DETAILS ON WHETHER THE FOOD
CONSUMPTION OF HOUSEHOLD MEMBERS OF THE VICTIM HAS DECREASED
2.6% 5.9%
24.3%
44.2%
LIH HIH
Yes Yes
Overall No Overall No
N-681 N-305
DK/CS DK/CS
69.8%
53.2%
Bihar (N-146) 41.8% 54.8% 3.4% Bihar (N-83) 21.7% 67.5% 10.8%
Maharashtra (N-127) 34.6% 63.8% 1.6% Maharashtra (N-87) 29.9% 69% 1.1%
Tamil Nadu (N-245) 43.7% 55.5% 0.8% Tamil Nadu (N-73) 35.6% 64.4%
Uttar Pradesh (N-163) 54.6% 39.9% 5.5% Uttar Pradesh (N-62) 6.5% 80.6% 12.9%
0 20 40 60 80 100 0 20 40 60 80 100
Habitation Type (N-681) 44.2% 53.2% 2.6% Habitation Type (N-305) 24.3% 69.8% 5.9%
Urban (N-394) 45.7% 51.8% 2.5% Urban (N-274) 23.7% 70.1% 6.2%
Rural (N-287) 42.2% 55% 2.8% Rural (N-31) 29% 67.7% 3.2%
0 20 40 60 80 100 0 20 40 60 80 100
Victim Gender (N-681) 44.2% 53.2% 2.6% Victim Gender (N-305) 24.3% 69.8% 5.9%
Male (N-573) 45.7% 51.5% 2.8% Male (N-244) 25.4% 69.3% 5.3%
Female (N-108) 36.1% 62% 1.9% Female (N-61) 19.7% 72.1% 8.2%
0 20 40 60 80 100 0 20 40 60 80 100
68
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
TABLE 6.3: TABLE INDICATING THE STATE- WISE, HABITATION- WISE, AND GENDER- WISE DETAILS ON WHETHER THE VICTIM WAS
AFFLICTED WITH A DISABILITY
29.5 %
Overall (N-1052) 7.7%
42.3 %
Bihar (N-234) 17.6 %
30.3 %
Maharashtra (N-290) 5.9 %
14.6 %
Tamil Nadu (N-323) 4.7 %
37.1 %
Uttar Pradesh (N-205) 0%
29.5 %
Habitation Type (N-1052) 7.7 %
14.8 %
Urban (N-418) 6.2 %
39.1 %
Rural (N-634) 16.4 %
29.5 %
Victim Gender (N-1052) 7.7 %
31.7 %
Male (N-884) 8.5 %
17.9 %
Female (N-168) 4.7 %
0 10 20 30 40 50
LIH HIH
70
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
Gender-wise, compared to men, less proportion of women explored if the victims could find a new job. The time taken
victims returned to their previous profession after the to find the job after the crash was also captured. Out of total,
crash. Profession wise, about one-fourth of LIH students about 36 percent of respondents confirmed that victims of
could not return to studies after the crash. their household found a job. Further those victims that have
found a new job (N=104) were further asked about the time
Respondents (N=1142) were asked a follow up question they had taken to find a new job. Overall, on an average LIH
about the average time they had taken to return to the category victim took about 107 days to find a new job from
previous occupation. Among LIH category, the average the day of the crash whereas it was about 65 days in case
time taken to rejoin the previous occupation was about 92 of HIH victims.
days (about 3 months) whereas it was 43 days (about 1.5
months) amongst HIH category. This marked disparity between the two categories indicates
that victims in the LIH category faced more difficulty in
Amongst HIH category the average number of days it getting a new job post-crash. This might be also because
took to return to work is significantly less (nearly less of better social integration and support systems available
than half in most of the cases). This is a direct indicator of for the HIH category.
disproportionate impact of road crashes on LIH category.
State-wise, the highest time was taken by LIH victims of
Bihar and HIH victims of Uttar Pradesh to return back to 6.6. CHANGES IN EMPLOYMENT
their previous occupation. Comparatively, lowest time was
taken by victims of Tamil Nadu across both the categories. STATUS
Habitation wise, urban victims took less time than rural The comparison of the victims’ employment status at three
victims to return to the previous occupation after the crash. different times – a) pre-crash, b) on resuming work after
Similarly, gender-wise, men victims took a longer time to the crash and c) current (as on 31st Jan 2020) was also
return to the previous occupation than women victims. done. Respondents were asked to mention the occupation
of victims during these phases.
Those respondents who informed that crash victims could
not return to their previous occupation (N=288) were further Pre- crash, about 6.6 percent of victims were unemployed,
while such proportion increased by about 11 percent and
72
PSYCHOLOGICAL AND
SOCIAL IMPACT OF ROAD
CRASHES
6-POINT POLICY RECOMMENDATIONS: who should receive such care and support them through
community based programmes.
1. Integrating Road Crash Victims as a special category in
Social Security Schemes. 3. Mental Health Support
Policymakers need to acknowledge the interplay between Motor vehicle crashes can result in ‘significant post-
road crashes and various social hierarchies of class, gender, traumatic psychiatric morbidity’. The psychological impact
location that intersect to render certain disadvantaged of road crashes is an understudied area and the data on
groups more vulnerable to the shocks of crashes. The the subject is extremely fragmented or non-existent.
spatial context and lived experiences of poor households Academic and other institutions should analyse the trends
makes it harder for them to respond to the harsh impact of for psychological distress due to road crashes in India.
road crashes, pushing them into a vicious cycle of debt and The Ministry of Health and Family Welfare should also
suffering. Therefore, all existing social security schemes update the National Mental Health Policy (NMHP) notified
should recognize victims of road crashes as a special in 2014. NMHP acknowledges the linkage between poverty
category that needs Government support at various levels. and mental health however it does not categorise crash
victims as “Vulnerable Population”. The state government
2. Comprehensive Rehabilitation Support. should also ensure implementation of NMHP right from
Primary Health Care level. State Governments should also
Injury caused by crashes is the 3rd largest cause of conduct awareness drives on already existing schemes like
disability. According to a report by NIMHANS, ‘nearly 100% – ‘KIRAN 24x7 Mental Health Rehabilitation Helpline. Most
of the severely injured, 50% of the moderately injured and importantly, mental health of road crash victims should be
10-20% of the mildly injured will have lifelong disabilities’. covered under health insurance.
In India there are multiple structural, social and economic
barriers to accessing Rehabilitation. The Central and State
Ministers of Social Welfare and Empowerment should 4. Access to Upskilling and Jobs.
create comprehensive programmes for rehabilitation of
crash victims. Similarly, District Road Safety Committees The National Skill Development Corporation (NSDC) can
should also maintain a database of people in each district undertake a special programme to upskill crash victims
from rural areas. The programme can set up specific
74
IMPACT OF ROAD CRASHES
ON ADOLESCENTS
CHAPTER 7
The most common cause of death among children is
unintentional injury, and the most common cause of
unintentional injury is related to road crashes36. Children
in India are exposed to the risk of road crashes on multiple
occasions while commuting to schools- in private vehicles,
in public transport vehicles, and as pedestrians. In 2018,
23 school children died when their school bus fell into a
deep gorge in Nurpur in Himachal Pradesh. A similar crash
occurred on 5th August 2019, where 10 children were killed
when their school bus fell into a gorge in Tehri Garhwal
36. https://mhrd.gov.in/sites/upload_files/mhrd/files/statistics-new/ESAG-2018.pdf
76
IMPACT OF ROAD CRASHES
ON ADOLESCENTS
78
IMPACT OF ROAD CRASHES
ON ADOLESCENTS
they had less time for studies or leisure activities. Even though other respondents did not have such
experience, many mentioned that their families moved
Two respondents, one from UP and one from Tamil Nadu, to a private hospital to receive better quality of care. This
also spoke about the apathy of government stakeholders. has also been validated by the quantitative survey. 69.8%
The respondent from UP spoke about how the police failed of the LIH respondents were not attended immediately at
to take his brother to the hospital or call the ambulance. His the hospital, in comparison, only 37.9% of HIH respondents
brother had to wait at the crash site for 30 minutes before were not attended to immediately.
being taken to hospital.
In the IDIs, adolescents mentioned that financial constraints In 2018, over 4500 children died in road crash deaths in
due to road crash led to either late admission or dropping the 4 surveyed states out of which over half the deaths
out of school completely to support their family financially. happened in UP. Rules around school transport should
This was stressed more by male adolescent participants. be formulated by State Governments to help safeguard
The State Government should ensure that children from children. Standardization of rules for all school transport
vulnerable families don’t have to leave school due to including personally organized transport will ensure that
financial constraints. Since almost 80% of adolescents children coming from poor families don’t have to be in
who die in road crashes are male, the Government should overcrowded personally organized transport to cut costs.
ensure that this policy is gender neutral. This is important since parents around 70% of parent
respondents from Mumbai, Chennai and Lucknow admitted
4. Ensuring Safe School Zones that their children travel in overcrowded personally
organized vehicles. (SaveLIFE, 2019)
Considering around 9% of all road crashes in India are
reported near schools and colleges it’s imperative to 6. Issuance of Child Road Safety Policy.
ensure that all road owning agencies ensure that children
and adolescents are safe while commuting on roads. State Governments as part of their State Road Safety
Urban Local Bodies (ULB) and Rural Local Bodies (RLB) Policy, Annual Action Plan and Road Safety Fund should
in villages should create safe school zones by slowing prioritize road safety for children and adolescents. The
down vehicles by design and improving infrastructure by State Government should standardize rules for safety of
providing walkable pavements, safe crossings etc. The children by issuing a child road safety policy. They should
Union Government should also prescribe standards for this highlight information for parents and guardians in local
under Section 198A of MVAA, 2019. languages. Concrete measures should be budgeted and
made part of State Road Safety Annual Action Plan.
80
OUTCOMES OF THE
INSURANCE & LEGAL
COMPENSATION PROCESS
CHAPTER 8
Legal37 and insurance-based38 compensation can be
considered as an instrument of social policy and one of
the tools to provide a social safety net for those involved
in a road crash. However, in India insurance coverage is
quite low and as a consequence, RTI victims frequently
do not receive adequate compensation. Long procedural
delays are another common cause of insurance-related
problems.
37. Legal Compensation is the amount payable by the owner of the motor vehicle or the authorised insurer, or the Central Government (in hit and
run motor accident cases), in case of death or grievous hurt due to accident arising out of the use of motor vehicles. Such amount is payable
to the legal heirs ,or nominee, or the victim, as the case may be. Legal compensation for road accidents involving motor vehicles is adjudicated
by MACT as established under the Motor Vehicles Act, 1988. Appeal lies in the High Court and then the Supreme Court.
38. Insurance-based Compensation is defined as the amount paid by an insurance company to the insured person to cover for the bodily injuries,
deaths, or property damage caused by a road crash.
82
OUTCOMES OF THE
INSURANCE & LEGAL
COMPENSATION PROCESS
39. The question on insurance coverage was covered in the telephonic surveys. The N for coverage and availed, received compensation is
different and thus they cannot be compared.
40. Motor vehicle insurance being an essential instrument that covers policyholders in case of financial losses due to crash or related damages.
The two major types of motor vehicle insurance are Comprehensive Insurance Policy and Third Part Liability or Limited Insurance. The policy
premium for Comprehensive Insurance covers both third party liabilities and one’s damages, injuries and losses to any vehicles, passengers and
other property.
41. Comprehensive vehicle insurance is more expensive than third party insurance because it covers a wide gamut of damages.
84
OUTCOMES OF THE
INSURANCE & LEGAL
COMPENSATION PROCESS
insurance whereas 59% of those using cars were insured 8.2: AWARENESS OF INSURANCE
under motor vehicle insurance.
AND COMPENSATION AFTER
In general, due to lack of awareness, excessive THE CRASH AND MAPPING
documentation, delay in receiving payments/compensation,
and several other factors, people tend not to claim insurance
OF COMPENSATION PROCESS
compensation after an crash. As per our survey findings, the UNDER MACT
proportion of claims to coverage under various insurance
instruments including a motor vehicle, medical and life Overall, 7 out of 10 (70%) respondents from LIH and
insurance remains low, more so for LIH. 63% from HIH stated that they were not aware of any
compensation clauses and schemes run by the Indian
There is a need to increase the insurance coverage by Government42. This is a major gap in terms of accessing
increasing accessibility and affordability of insurance these schemes. In the absence of concrete information ,
products to poor households. LIH miss out on their chances of availing these schemes.
As low as 11% of LIH victims and 8% HIH victims/family
Receiving a fair and adequate amount as compensation members availed compensation under ex-gratia (Table
under the policy, based on the merits of the case, is an 8.20). The low rates could be indicative of low awareness
undeniable and unquestionable right that the victims levels amongst LIH about these schemes and highlight
possess. However, among the respondents who confirmed the need to conduct strategic awareness programmes for
that they/the victim had filed for insurance (N=361), about these households. Among those that availed compensation
35% of the respondents from LIH and 40% from HIH said under ex-gratia (N=219), just over half of the LIH victims
they had received less than the promised amount as (52%) and one-fourth (25%) of HIH victims received the
compensation. Further, respondents from LIH in Bihar said eligible compensation.
that they almost took over a year on an average to receive
the compensation amount under motor vehicle insurance In terms of time taken, LIH victims received their
(Table 8.1). compensation in about 13.7 months while HIH victims
received it in about 20.1 months. The delay in receiving
42. The Government takes responsibility for certain instances of road accidents and offers compensation to the kin of victims by establishing
a fund at the central or state level. For instance, under the MVAA, 19, those killed in a hit-and-run cases qualify for government compensation.
Ex-gratia compensation is given mostly by the Government (State or Central) or local authorities in some instances in the event of a crash.
It is given to the victims/their families in case the victim either dies in the crash or survives with severe injuries. Ex-gratia is majorly provided
to those victims who are not financially capable of bearing the expense in the near future, i.e., if the victim survives with any sort of disability
and cannot resume work. Or if a family loses their sole bread earner in a crash. Regarding payment, ex gratia is done voluntarily from a sense
of moral obligation rather than the giver recognizing any liability or legal obligation or requirement.
The delay in disbursing compensation often frustrates the The Delhi High Court also formulated the Motor Accident
very purpose of seeking redress. However, from 2009, at Claims Annuity Deposit Scheme (MACAD Scheme)
the instance of Justice J R Midha of the Delhi High Court vide order dated 01st May 2018, for ensuring receipt of
and subsequently approved by the Supreme Court of India, compensation in the safe hands of victims & kin of victims
various reforms have been introduced in the scheme of and for disbursement of compensation amount. The Delhi
adjudication of motor crash claims. High Court then directed 21 banks to appoint a nodal officer
for implementation of MACAD Scheme, vide order dated
The modified Procedure43 that is now in force, has created 07th December 2018.
a better implementation mechanism for motor crash
compensation law and claimants can get compensation The Delhi High Court further modified the Claims Tribunal
within 120 days of the crash. The Supreme Court of India Agreed Procedure vide order dated 07th December 2018.
further directed all States to implement the Claims Tribunal The Supreme Court in its judgment dated 05th March
Agreed Procedure vide order dated 13th May 2016 in the 2019 in the case of M.R. Krishna Murthi vs. The New India
case of Jai Prakash Vs. M/S. National Insurance Co. SLP (C) Assurance Co. Ltd., SLP (C) No 31521-31522 of 2017, noted
No 11801-11804/2005. In this case, the Hon’ble Supreme that “there was no proper implementation of the Claims
Court directed that the Claims Tribunal Agreed Procedure Tribunal Agreed Procedure by the Claims Tribunals at all
be implemented through the Motor Crash Claims Tribunals India level in terms of the directions of the Supreme Court”
43. TThe Claims Tribunal Agreed Procedure was formulated vide order dated 21st December 2009 in the case of Rajesh Tyagi v. Jaibir Singh, IV
(2010) ACC 859. As per the Procedure, motor accident claims resulting in death and/or injuries, are settled in a time bound manner within 90
to 120 days. The Procedure which came into effect on 2nd April 2010 provided the following:
Investigation by Police and DAR: The police to carry out complete investigation and submit a Detailed Accident Report (DAR) to MACT within
30 days of the accident.
Computation by Insurance Company: The Insurance Company to compute the compensation within 30 days thereafter and inform the
Tribunal. Acceptance of Claim: If the amount offered by the Insurance Company is fair and acceptable to the claimant, it shall be paid within
30 days. Award by Tribunal: If the offer is not acceptable or the Tribunal finds that the offer is not fair, the Tribunal shall pass an award within
30 days.
Thus the claimant shall get the award amount within 90 to 120 days of the accident.
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in Jai Prakash Vs. M/S. National Insurance Co. (Supra). The from LIH had not filed a case under MACT across all states
Supreme Court further directed the following: except Tamil Nadu, where such a proportion was nearly
40%.
• NALSA should take up the matter and monitor the same
in coordination and co-operation with the various High Further, (in table 8A.7) the proportion of LIH respondents
Courts. who had filed cases under MACT was significantly higher
(about 3 times) for road crashes where victims had died
• The State Judicial Academies should sensitize the (44%) compared to cases where victims had survived
Presiding Officers of Claims Tribunal, Senior Police (13.5%).
Officers of the State Police as well as Insurance
Company for implementation of the Claims Tribunal An open- ended unaided question was asked to understand
Agreed Procedure. the reasons for not filing cases under MACT. 38% of the LIH
respondents stated that they did not feel the need to file
• The Supreme Court also directed the Claims Tribunals a case under MACT followed by those who did not want
in the entire country to implement MACAD Scheme to be involved in legal hassles (31%). 11% said they had a
contained in the order dated 07th December, 2018 and lack of knowledge about FIR and legal proceedings while
directed the twenty one banks to implement the same 8% mentioned their inability to afford a lawyer/fee to file a
on all India basis. case with MACT. The LIH respondents also mentioned that
immediately after the crash, they were in a rush to manage
However the implementation has been debatable. During monetary help required for medical expenses and thus
the survey, respondents were asked if they knew about the could not even think of filing a case. Similarly, over half of
MACT, whether they had filed a case and their experience the HIH respondents did not want to get into legal hassles,
through the process etc. Over half of the respondents in followed by those who did not feel the need to file a case
LIH and HIH categories (56%) said that they had not filed (31%). Around 6% of the respondents said they had settled
any case under MACT after the crash. However, one-fourth the case outside the court.
of respondents from LIH and one-fifth of the respondents
from HIH stated otherwise. Almost, 6 out of 10 respondents The High Court of Judicature at Madras in its recent
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TABLE 8.1: INSURANCE AND COMPENSATION OVERVIEW: CLAIMS FILED AND COMPENSATION RECEIVED
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LIH HIH
10% Yes Yes
Overall No Overall No
N-1647 N-432
NA NA
70% DK/CS DK/CS
75.7%
Bihar (N-412) 15.5% 6.3% 71.6% 6.6% Bihar (N-115) 8.7% 8.7% 63.5% 19.1%
Maharashtra (N-415) 14.7% 9.4% 73.5% 2.4% Maharashtra (N-113) 6.2% 8.8% 84.1% 0.9%
Tamil Nadu (N-407) 9.8% 11.3% 78.4% 0.5% Tamil Nadu (N-103) 5.8% 10.7% 83.5%
Uttar Pradesh (N-413) 18.2% 13.1% 56.7% 12.1% Uttar Pradesh (N-101) 12.9% 12.9% 72.3% 2%
0 20 40 60 80 100 0 20 40 60 80 100
Victim Gender (N-1647) 14.6% 10% 70% 5.4% Victim Gender (N-432) 8.3% 10.2% 75.7% 5.8%
Male (N-1420) 15.4% 10.1% 68.9% 5.6% Male (N-340) 8.8% 11.2% 73.5% 6.5%
Female (N-227) 9.7% 9.3% 77.1% 4% Female (N-92) 6.5% 6.5% 83.7% 3.3%
0 20 40 60 80 100 0 20 40 60 80 100
Habitation Type (N-1647) 14.6% 10% 70% 5.4% Habitation Type (N-432) 8.3% 10.2% 75.7% 5.8%
Urban (N-482) 8.7% 8.7% 76.1% 6.4% Male (N-356) 7.3% 8.1% 78.1% 6.5%
Rural (N-1165) 17% 10.6% 67.5% 5% Female (N-76) 13.2% 19.7% 64.5% 2.6%
0 20 40 60 80 100 0 20 40 60 80 100
LIH HIH
Yes Yes
Overall No Overall No
N-1647 N-432
DK/CS DK/CS
56.4% 56%
Bihar (N-412) 23.8% 59.7% 16.5% Bihar (N-115) 17.4% 60% 22.6%
Maharashtra (N-415) 24.8% 65.3% 9.9% Maharashtra (N-113) 20.4% 69.9% 9.7%
Tamil Nadu (N-407) 17.7% 39.6% 42.8% Tamil Nadu (N-103) 19.4% 23.3% 57.3%
Uttar Pradesh (N-413) 31.7% 60.8% 7.5% Uttar Pradesh (N-101) 24.8% 69.3% 5.9%
0 20 40 60 80 100 0 20 40 60 80 100
Victim Gender (N-1647) 24.5% 56.4% 19.1% Victim Gender (N-432) 20.4% 56% 23.6%
Male (N-1420) 25.8% 54.9% 19.3% Male (N-340) 21.2% 56.8% 22.1%
Female (N-227) 16.3% 66.1% 17.6% Female (N-92) 17.4% 53.3% 29.3%
0 20 40 60 80 100 0 20 40 60 80 100
Habitation Type (N-1647) 24.5% 56.4% 19.1% Habitation Type (N-432) 20.4% 56% 23.6%
Urban (N-482) 16.6% 62.9% 20.5% Male (N-356) 17.7% 60.4% 21.9%
Rural (N-1165) 27.8% 53.7% 18.5% Female (N-76) 32.9% 35.5% 31.6%
0 20 40 60 80 100 0 20 40 60 80 100
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FIG 8.1: REASONS FOR NOT FILING CASE WITH MACT [OPEN-ENDED, ALL FIGURES IN PERCENT]
Others 2%
3.3%
0 10 20 30 40 50 60
B40 (N-929)
T10 (N-242)
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cashless treatment at hospitals, solatium fund for hit-and- 8.4 AWARENESS REGARDING
run cases, or any other ex-gratia schemes at the central or
state level. “INSURANCE OF MOTOR VEHICLE
AGAINST THIRD PARTY RISKS”
AND OTHER RELATED ASPECTS
8.3 PERSONAL INJURY INSURANCE
AND COVERAGE AT THE TIME OF According to MVAA 2019, it is compulsory for drivers to have
third-party insurance in order to get coverage for their own
THE CRASH liability and the damage caused to the third party w.r.t bodily
injury/death or vehicle. It is important to note that despite
The process of claiming insurance is fraught with challenges the Government bringing in progressive changes in the
for vulnerable groups like truck drivers who often hail from MVAA, 19 listed above, about two-third of the respondents
LIH and disadvantaged sections of society. Truck drivers were not aware/somewhat aware of third-party liability
from Maharashtra stated they had to go through certain insurance, while about one-third stated otherwise (refer to
hassles during the claim proceedings and received late Table 5A.19). Only 36% of the truck drivers said they were
approval for their claims filed. Overall, more than half the fully aware of the fact that third party insurance had been
truck drivers (54.5%) said that they were not covered under made mandatory under the MVAA, 19.
any sort of personal injury insurance44, whereas nearly 40%
were covered under life insurance and 18% under medical Interestingly, awareness about third-party liability insurance
insurance. was directly related to the driving experience of the
respondents, i.e., respondents with more driving experience
Over 8 out of 10 respondents (87%) in Tamil Nadu had seemed to be more aware of it. Also, those drivers who had
filed a claim for insurance for personal injuries while in experienced a crash seemed to be more aware (49%) of the
Bihar, such a proportion was as low as 13.5%. It must be clause than those who had not (13%). At the State level,
noted that while the coverage of personal injury insurance less than one-fifth of truck drivers were aware of third-party
was highest in Bihar, the proportion of claims was lowest, liability insurance except for Maharashtra where nearly 8
whereas for Tamil Nadu it was directly proportional. out of 10 truck drivers were aware of it.
44. Personal accident insurance is a policy that can reimburse medical costs, provide compensation in case of disability or death caused by
accidents, depending upon the nature of the disability.
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TABLE 8.4: AWARENESS OF MOTOR THIRD PARTY LIABILITY INSURANCE-RELATED ASPECTS AT STATE
Bihar (N=101)
CATEGORY
NA SA FA
The purchase of Motor Third party liability insurance is compulsory and you may be fined
2% 79.2% 18.8%
by the Police if vehicle is uninsured
If the vehicle UNINSURED, you/ owner may be personally liable to pay for injuries 3% 69.3% 27.7%
caused to others if you are at fault for crash
Motor Third Party liability insurance provides compensation to other people 2% 71.3% 26.7%
for their injuries if the crash is your fault
Motor Third Party liability insurance does not provide compensation for 5% 69.3% 25.7%
injuries you incur if the crash is your fault
If someone else is a fault for an crash & you incur injuries, you may be able 5% 72.3% 22.8%
to claim compensation from the insurer the vehicle is insured with
The compensation you are eligible to receive may be reduced if you breach a traffic law 5% 66.3% 28.7%
Along with driver, truck attendant (khalasi) is also covered for benefits under
third party insurance under MVAA, 2019 20.8% 63.4% 15.8%
The time limitation for filing of cases for compensation for injuries before the
10.9% 64.4% 24.8%
Claims Tribunal is 6 months from the date of the crash
NA SA FA NA SA FA NA SA FA
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6- POINT POLICY RECOMMENDATIONS to use of vehicles, details of victims, family members and
other aspects are shared with the tribunal as quickly and
efficiently as possible. The notification should also direct
1. Comprehensive Implementation of MCTAP the use of Crime and Criminal Tracking Network and
Systems (CCTNS) by Police as well as Tribunals as the
A Director level official should be appointed by MoRTH formal electronic to share files and information including
for ensuring compliance with all Supreme Court & High FIRs and DARs.
Court judgments including but not limited to judgment on
MCTAP. Further, an advisory should be sent to JS Centre- 3. Mechanism for Interim Compensation
State Coordination for implementation of these judgments.
The Supreme Court in its judgment dated 05th March The MVAA,2019 also mandates a Motor Vehicle Accident
2019 in the case of M.R. Krishna Murthi vs. The New India Fund to be set up by the Central Government (Section 164B)
Assurance Co. Ltd., SLP (C) No 31521-31522 of 2017, noted for giving interim compensation to victims of road crashes
that there was no proper implementation of the Claims under Section 164 A. The Central Government can also
Tribunal Agreed Procedure by the Claims Tribunals at all establish a Motor Accidents Mediation Authority (MAMA)
India level. Even though the Supreme Court directed NALSA in every district to provide fixed interim compensation as
to ensure implementation in coordination and cooperation direct credit to Aadhaar linked bank accounts. MAMA can
with various High Courts, yet, the implementation has also take over pre-litigation procedures from MACT.
been weak. The National Road Safety Board, which will be
created under the Motor Vehicles Amendment Act, 2019, The Union Govt must fix an amount that can be transferred
can be the main coordinating agency to ensure proper immediately as interim compensation pending adjudication
implementation of the MCTAP. of the compensation claim. The recommended range of
amount is INR 2-5 lakhs in case of death and INR 50,000
2. Issuance of Notification under MVAA,2019 to for injury.
standardise protocol between MACT, Police and Insurance
Company 4. Ensuring coordination between MAMA, State Road
Safety Council (SRSC), and State Legal Services Authority
For effective and efficient implementation of online (SLSA)
DAR is important to ensure no delay in compensation
being awarded to claimants. The standardization of this An effective institutional mechanism needs to be put
process will ensure that all crash documents, vehicular in place to ensure smooth coordination between the
records, compliance with statutory provisions in regard relevant agencies. Appointment of a 3-member team at
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INSTITUTIONS
CHAPTER 9
According to the WHO, 50% road crashes victims die in the
first 15 minutes and the rest can be saved by providing
basic life support during the “Golden Hour”. It therefore
becomes imperative to provide proper initial care to road
crash victims within the first hour of the crash. During the
survey, respondents were probed about their interaction
with key stakeholders, i.e. Police and health workers.
KEY FINDINGS
1. Almost all victims of HIH category (98%) were transferred
to hospital while among LIH category 89 percent; 1/3rd of
victims transferred in ambulances.
With a mandate to reduce the mortality and morbidity of Overall, compared to the LIH category, a higher proportion
trauma patients in Tamil Nadu, the State Government of HIH category victims were admitted to any hospital.
launched “Tamil Nadu Accident and Emergency care Among LIH category, nearly two-third of victims were
Initiative (TAEI)” programme in 2016 to improve emergency admitted to hospital while among HIH category four out of
medical services in trauma cases.45 five victims were admitted.
Further, victims that were transferred through ambulance The percentage of victims that were admitted to hospital
were asked about the response time. Overall (combining among HIH category was higher than LIH category in both
45. https://www.dropbox.com/sh/mnahgopoj4bcw1g/AACz_FcdzK2VMdIbjv0ewIuFa?dl=0&preview=TAEI+Manual+2018+09+10.pdf
102
INTERACTION WITH
INSTITUTIONS
urban and rural areas. A significant difference was observed regarding types of discrimination they have faced. The most
in LIH (66%) and HIH (84%) category in rural areas. On prevalent form of discrimination/ prejudice by the hospital staff
further enquiry, it was found that the average time any LIH among LIH category was not attending victims immediately
victim stayed in hospital was nearly 20 days whereas it was by hospital staff on reaching hospital (69.8%) followed by the
approximately 10 days for HIH category. cases where victims were even denied admission in hospital
(13.2%).While HIH category respondents reported that the
Among both the categories (LIH and HIH), almost half of the hospital staff made excuses to treat the victim and asked to
respondents reported that the victims were not attended by take them to other hospitals (55.2%).
the hospital staff (doctor/ nurse) immediately on reaching
the hospital.In Tamil Nadu, 12 percent LIH respondents
said that it took more than half an hour for the hospital
9.3. INTERACTIONS WITH POLICE
staff to attend to the victim. Similarly, one-fourth of HIH
respondents of Bihar mentioned that hospital staff took SYSTEM
more than half an hour to attend the victim after reaching
the hospital. To understand the victims’ / family members’ experience
with the police and legal system, they were explored on
aspects such as FIR filing, adherence to road safety laws,
assistance by police officials etc.
9. 2. PREVALENCE OF
DISCRIMINATORY PRACTICES IN As per the Motor Vehicles Act 1988 and the Motor vehicles
THE MEDICAL SYSTEM (Amendment) Act, 2019 wearing a helmet for motorized
two-wheeler users and seatbelt for motorized four-wheeler
users is compulsory. In order to understand usage of safety
Overall, nearly 7 percent of respondents mentioned that they
devices while riding/ driving, respondents were asked if the
had faced discrimination/ prejudice by the hospital officials/
victims were wearing such protective devices.
staff among both LIH and HIH categories. The highest
proportion of Bihar respondents from both LIH (13.2%) and
Overall, the proportion of victims that wore helmet or seatbelt
HIH (21.9%) categories experienced discrimination by the
at the time of crash was lower among LIH compared to HIH
hospital staff, which was comparatively higher than other
category. Among LIH, one-third of victims were wearing
states. Further, respondents that have faced discrimination/
helmets while only 5 percent were wearing seatbelts at the
prejudice at hospitals were asked an open-ended question
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INTERACTION WITH
INSTITUTIONS
During FGDs, many respondents mentioned that since the above should be trained and sensitized on the rights of
crash was a hit and run case and the vehicle could not bystanders, road crash victims and their family members.
be identified or they could not note the vehicle number, The police should not entangle road users in procedural
therefore the FIR couldn’t be filed, since the police wanted hassles. Many FGD participants also mentioned police
to know the offender. Also, many female respondents reluctance in filing FIRs in Hit and Run cases. Police should
admitted to not being aware of the process and the need be trained to support road crash victims and their families.
for filing FIR. Since police is one of the key stakeholders in terms of
enforcing rules under MVAA, 19, good practices of certain
Respondents that filed FIR (N=970) were further asked if States can be standardised across the country and made
police officials were helpful/ cooperative during the FIR a norm. For instance, the DGP’s ‘Fortnightly Crime Review
process. Overall, about 18.3 percent respondents of LIH Meeting’ should also include a review of Road Crash Cases
category stated that police were not helpful/ cooperating in the State.
with them while among HIH category it was about 11.7
percent. State-wise, over one-third LIH respondents of 2. Raising Awareness and reducing Information Barriers.
Bihar and close to one-fourth LIH respondents of Uttar
Pradesh stated that they were not assisted by police during The Government should also raise awareness amongst
the FIR process. In the HIH category, one-third respondents poor and uneducated households on their rights as road
of Bihar and 18 percent of Maharashtra did not receive user as well as in case of a road crash. In case of an
police assistance during the FIR process. crash the State Government should provide advice during
the MACT claim process. Insurance agencies and IRDAI
should also reach people through BTL activities to reduce
6-POINT POLICY RECOMMENDATIONS information barriers.
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WAY FORWARD
CHAPTER 10
This report presents a rigorous analysis on the socio-
economic impact of RTIs on poor households and
disadvantaged sections amongst road users in India. It
highlights the significant differences in the short-term
and long-term; direct and indirect impacts of crashes on
victims and their households by comparing among Low
Income and High Income Households. Key findings indicate
that children and adolescents are particularly at risk, as are
truck drivers due to their long commutes; women bear a
greater and disproportionate burden of road crashes.
Outcomes are also significantly different for households in
Low Capacity States vis-à-vis households in High Capacity
States and urban areas. As such, government interventions
may need to focus more on LIH from rural areas and Low
Capacity States, who are more severely affected It needs
to be stated that this is not a longitudinal study. A follow
up study would enhance the value of the perspectives
offered here and would help in capturing the overall impact
of crashes better. Globally, disability has been studied over
longer periods of time and it is important to conduct more
studies in the future to assess its holistic impact.
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WAY FORWARD
The interlinkages between VRUs, LIH and road crash outcomes, indicate the need to invest more in
VRU friendly infrastructure that prioritizes their safety especially in rural areas. State Governments
should select districts with a high VRU crash rate and prioritize their safety through dedicated Annual
Action Plans.
The findings of this study reveal that 83% of LIH victims were VRUs. Further, income decline was
most severe for LIH rural households (56%) compared to LIH urban (29.5%) and HIH rural (39.5%).
It should be made mandatory for all States to publish their targets on road safety annually so that
their performance can be measured against these targets. Additionally, their budgets should be
reviewed by a relevant authority to maintain transparency and efficiency. Since High Capacity States
have higher spending power and more effective institutional mechanisms to implement targets, a
multi-level agency should be set up in every State to oversee road safety efforts and guide HCS in
drawing out detailed plans.
Road safety educational programmes need to be enhanced for the education and sensitisation of
targeted sections. For instance, the WHO Media Fellowship offers reporters a curriculum to help make
their reporting around road crashes more nuanced. A similar model needs to be replicated at State
level to ensure in-depth comprehensive and science-based coverage.
Police Officials at the level of Investigation Officer and above should be trained and sensitized on the
rights of bystanders, road crash victims and their family members.
Police should be trained to support road crash victims and their families. Since police is one of the
key stakeholders in terms of enforcing rules under MVAA, 19, good practices of certain States can
be standardised across the country and made a norm. For instance, the DGP led fortnightly crime
reviews can be made a routine practice across States to ensure better training of police
The police should not entangle road users in procedural hassles. About 18.3% respondents of LIH
category and 11.7% from HIH category stated that police were not helpful/cooperating with them.
Many FGD participants also mentioned police reluctance in filing FIRs in Hit and Run cases.
All State Governments have created a District Road Safety Committee under Section 215(3) of the Motor
Vehicles Act, 1988. This was done in 2018 under the instructions of the Supreme Court Committee
on Road Safety under Writ Petition (Civil) No. 295 of 2012. However, the roles and responsibilities of
the District Road Safety Committee is not standardized. Their roles and responsibilities should be
measurabWWle, reportable and verifiable. The Action Taken Reports should be submitted digitally to
the State and the Central Government.
The Officiating Secretary of the State Road Safety Authority/Board shall be entrusted with the
responsibility to maintain coordination among all relevant stakeholders. The appointment of a
specific member from NRSB at the National level can be done for the same.The proposed National
Road Safety Board (NRSB) under Section215(B) of the MVAA, 2019 should be constituted to ensure
coordination between different stakeholders. A strong, independent and technically competent NRSB
would also serve as primary centre for ensuring data analysis and data driven policy changes. NRSB
can also supervise and monitor efforts of all State Governments to achieve various road safety
related indicators as well as create mechanisms to engage with road users throughout the country.
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WAY FORWARD
The Government should raise awareness amongst poor and uneducated households on their
rights as road users as well as planning their next steps in case of a road crash. For instance, State
Governments should create awareness of cashless treatment schemes, emergency numbers and
other support schemes being run for crash victims. They should also provide advice during the MACT
claim process. Insurance agencies and IRDA should also reach people through BTL activities to
reduce information barriers.
70% of respondents of LIH and 63% of HIH were not aware of compensation clauses and schemes in
the event of a road crash.
The lack of infrastructure at the primary level, lack of awareness on life-saving protocols among local
communities and first responders, low coverage and inadequate compensation, low doctor-patient
ratio and inefficient emergency management increases the costs for post-crash care. There is an
urgent need to lower the OOPE for LIH by improving health infrastructure, especially in rural areas,
investing in better training of manpower, making post-crash emergency care more accessible and
efficient, ensuring more efficient penetration and coverage of LIH under health insurance.
The risk of catastrophic expenditure is inversely proportional to increasing income per capita, i.e.,
it is significantly larger for those belonging to lower-income quartiles than for those belonging to
the highest income quartile. Out of Pocket Expenses (OOPE) was the most significant direct cost
borne by victim families among LIH. The overall OOPE was higher for LIH (62%) than HIH (59%). LIH
spent a little more than half (52%) of all their income (Rs.78,824) as OOPE on the victim’s treatment
(hospitalisation, medicines, care) compared to HIH that spent 30.5% of their household income, i.e.,
Rs.60,476 on the victim’s post-crash treatment and recovery. A mere 6.1% of the LIH in rural areas
availed medical insurance compensation, whereas 26.3% of the HIH residing in rural areas availed
medical insurance compensation.
In order to save more lives during the critical golden hour. Currently, the Centre has floated such
a scheme for cashless treatment of road crash victims under Section 162 of the Motor Vehicles
(Amendment), Act, 2019. The proposed scheme suggests a cap of Rs 2.5 lakh for the victim’s
treatment per crash and designates the National Health Authority as the nodal agency to implement
the scheme under Pradhan Mantri Jan Arogya Yojana.
None of the truck drivers surveyed said that they had applied/benefited from cashless treatment
at the hospital, or ex-gratia schemes. Across states, a higher proportion of victims were taken
to private hospitals compared to government hospitals which can prove to be more expensive,
especially for LIH.
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WAY FORWARD
Many respondents in FGDs and IDIs stated that they didn’t receive proper medical care at the hospital.
While the Ministry of Road Transport and Highways (MoRTH) and National Health Agency will
operationalize the Cashless crash scheme, the State Government should create Grievance Redressal
Mechanism to ensure healthcare service providers in the State don’t deny treatments to victims.
During the FGD, women participants mentioned the need for cashless treatment of road crash victims
in all government and private hospitals, especially for poor families.
Many respondents spoke about authorities with mistrust. A few participants suggested that there
should be a mechanism to ensure quality of care at hospitals and awareness on these rights should
be raised amongst the general public. The quality of care can be ensured for every patient by
observing scientific protocols and safe best practices, reducing waiting time and unnecessary delays,
being responsive to patient needs, avoiding waste and following equitable and non-discriminatory
standards.Hospitals should establish measurable benchmarks to monitor outcomes and follow up
on these standards and practices. Since most of the women who either die or are injured in road
crashes are in rural areas, Accredited Social Health Activists (ASHAs) can be entrusted with the task
of spreading awareness on the rights of patients, information about government run health schemes
and ensuring that victims get proper rehabilitation and after-care post an crash.
Merely increasing insurance coverage is not enough as not all those who are enrolled know about the
scheme or its benefits, not all the poor are covered, and not everyone has access to healthcare. Health
insurance coverage in India remains poor because the private health insurance industry is still at a
nascent stage, the pool of people who are able and willing to pay for insurance is low, and insurance
premiums are high. Further because LIH, especially in rural India, have limited access to healthcare
services such as doctors and hospitals, they are less likely to buy health insurance.
Motor vehicle crashes can result in ‘significant post-traumatic psychiatric morbidity’. The psychological
impact of road crashes is an understudied area and the data on the subject is extremely fragmented
or non-existent. Academic and other institutions should analyse the trends for psychological distress
due to road crashes in India.The Ministry of Health and Family Welfare should also update the National
Mental Health Policy (NMHP) notified in 2014. NMHP acknowledges the linkage between poverty and
mental health however it does not categorise crash victims as “Vulnerable Population”. The state
government should also ensure implementation of NMHP right from Primary Health Care level. State
Governments should also conduct awareness drives on already existing schemes like – ‘KIRAN 24x7
Mental Health Rehabilitation Helpline. Most importantly, mental health of road crash victims should
be covered under health insurance.
The police should not entangle road users in procedural hassles. About 18.3% respondents of LIH
category and 11.7% from HIH category stated that police were not helpful/cooperating with them.
Many FGD participants also mentioned police reluctance in filing FIRs in Hit and Run cases.
People in rural areas have poor access to medical facilities. Primary Care and Secondary Care
infrastructure and resources in rural areas are inadequate to provide proper care to victims
of road crashes. The Central and State Governments should ensure placement of adequate
numbers of Basic Life Support (BLS) and (ALS) ambulances with life support equipment, and a
trained paramedic. Each district should be equipped with a secondary trauma care facility with
infrastructure and resources for initial evaluation, resuscitation, stabilization and initiation of
transfer to a higher-level trauma care facility.
There should be a grievance redressal helpline number at all hospitals to be published and managed
by the State Health Services for aggrieved victims and their families to complaint and be heard. This
will ensure hospitals act with responsibility.
Nearly 7% of the respondents mentioned that they had faced discrimination/ prejudice by the hospital
officials/staff among both LIH and HIH categories.The types of discrimination included victims being
denied admission and not attending to the victims immendiately on arrival at the hospital.
114
WAY FORWARD
THEME THREE: Provide a social security net for crash victims from LIH
through state support
Policymakers need to acknowledge the interplay between road crashes and various social hierarchies
of class, gender, location that intersect to render certain disadvantaged groups more vulnerable to the
shocks of crashes. The spatial context and lived experiences of poor households makes it harder for
them to respond to the harsh impact of road crashes, pushing them into a vicious cycle of debt and
suffering. Therefore, all existing social security schemes should recognize victims of road crashes as
a special category that needs Government support as various levels.
Injury caused by crashes is the 3rd largest cause of Disability. According to a report by NIMHANS,
‘nearly 100% of the severely injured, 50% of the moderately injured and 10-20% of the mildly injured
will have lifelong disabilities’.
In India, there are multiple structural, social and economic barriers to accessing Rehabilitation. The
Central and State Ministers of Social Welfare and Empowerment should create comprehensive
programmes for rehabilitation of crash victims. Similarly, District Road Safety Committees should
also maintain a database of people in each district who should receive such care and support them
through community based programmes.
Among those who survived the road crash, about three out of ten (29.5%) respondents from poor
families (LIH) reported undergoing disability. Further, about 6 out of 10 respondents in LIH (64%) and
HIH (62%) category required on-going mobility assistance. In terms of time taken to resume work
after an crash, the result was more severe for HIH than LIH. Among the LIH, the average time taken
to rejoin the previous occupation was about 92 days (about 3 months) whereas it was 43 days (about
1.5 months) amongst HIH category. Overall, LIH category victims took about 107 days to find a new
job from the day of the crash whereas it was about 65 days in case of HIH victims.
The National Skill Development Corporation (NSDC) can undertake a special programme to upskill
crash victims from rural areas. The programme can set up specific targets of skilling 1 million people
for the next 5 years and so on. The NSDC can tie up with other NGOs for this purpose.
Most rural poor are injured in road crashes, this is also validated by the 2011 census data as 71% of
India’s 26.8 million Persons with Disability (PwD) live in rural India. Out of the total population of PwD,
about 15 million are male and 11.8 million, female. Poor households have a lesser ability to respond
to road crashes and find it difficult to mitigate their financial burden in the event of an unforeseen
emergency. Since the impact is more severe on LIH than HIH, the Ministry of Social Welfare and
Empowerment, Ministry of Small and Medium Enterprises, Ministry of Skill Development and Ministry
of Agriculture should create priority programs for upskilling of PwD in rural areas and also create
specific programs for female PwD in rural areas.
Throughout FGDs and IDIs many respondents stated the impact of crashes on Education with
many male respondents having to leave education to support the household financially.The Ministry
of Education should create specific schemes to ensure children from households that have been
impacted due to road crashes can continue their education.
Indian Industrial Institutes (ITIs) impart skills in various vocational trades to meet the skilled manpower
requirements in the country. An automatic enrolment policy should be created at the district level for
road crash victims or their family members who had to drop out of schools or forsake education
owing to a road crash.
As high as one in five (20%) respondents of LIH category have mentioned that someone in their
household had to give up education due to the crash. Such a proportion of respondents among the
HIH category was only 5 percent.
116
WAY FORWARD
A Director level official should be appointed by MoRTH for ensuring compliance with all Supreme
Court & High Court judgments including but not limited to judgment on MCTAP. Further, an advisory
should be sent to JS Centre-State Coordination for implementation of these judgments. The Supreme
Court in its judgment dated 05th March 2019 in the case of M.R. Krishna Murthi vs. The New India
Assurance Co. Ltd., SLP (C) No 31521-31522 of 2017, noted that there was no proper implementation
of the Claims Tribunal Agreed Procedure by the Claims Tribunals at all India level. Even though the
Supreme Court directed NALSA to ensure implementation in coordination and cooperation with
various High Courts, yet, the implementation has been weak. The National Road Safety Board, which
will be created under the Motor Vehicles Amendment Act, 2019, can be the main coordinating agency
to ensure proper implementation of the MCTAP.
For effective and efficient implementation of online DAR is important to ensure no delay in
compensation being awarded to claimants. The standardization of this process will ensure that
all crash documents, vehicular records, compliance with statutory provisions in regard to use of
vehicles, details of victims, family members and other aspects are shared with the tribunal as quickly
and efficiently as possible. The notification should also direct the use of Crime and Criminal Tracking
Network and Systems (CCTNS) by Police as well as Tribunals as the formal electronic to share files
and information including FIRs and DARs
For effective and efficient implementation of online DAR is important to ensure no delay in
compensation being awarded to claimants. The standardization of this process will ensure that
all crash documents, vehicular records, compliance with statutory provisions in regard to use of
vehicles, details of victims, family members and other aspects are shared with the tribunal as quickly
and efficiently as possible. The notification should also direct the use of Crime and Criminal Tracking
Network and Systems (CCTNS) by Police as well as Tribunals as the formal electronic to share files
and information including FIRs and DARs
Interim compensation becomes crucial for the survival of poor households in the event of an crash.
The MVAA,2019 mandates a Motor Vehicle Accident Fund to be set up by the Central Government
(Section 164B) for giving immediate relief to victims of road crashes under Section 164 A. The Central
Government can also establish a Motor Accidents Mediation Authority (MAMA) in every district to
provide fixed interim compensation as direct credit to Aadhaar linked bank accounts. MAMA can
also take over pre-litigation procedures from MACT. The Union Govt must fix an amount that can be
transferred immediately as interim compensation pending adjudication of the compensation claim.
The recommended range of amount is INR 2-5 lakhs in case of death and INR 50,000 for injury.
23% of the victims/nominees had to attend court for claiming compensation. 13% of the respondents
said they faced hurdles/difficulties in accessing the money. 25% of the respondents surveyed took
more than 6 months to receive any financial help/relief. Additionally, the time taken for receiving
compensation from motor vehicle, medical, and life insurance was higher for urban areas than for
rural areas for both LIH & HIH.
Information asymmetry and poor literacy levels often deter the poor from filing claims. Even if the
claims are filed, the proportion of compensation received is not adequate and the delays in awarding
compensation make the process unfavourable. Government schemes are also not well publicized
among the poor and do not offer immediate relief after a road crash. This can be achieved through
the Government mandating General Insurance Corporation (GIC) to set up a dedicated helpline num-
ber for LIH. Other insurance companies can contribute to this and the number can be linked to the
hospital database of LIH.
70% of respondents of LIH and 63% of HIH were not aware of compensation clauses and schemes in
the event of a road crash.
118
WAY FORWARD
Overall, the insurance coverage of HIHs (in terms of the motor vehicle, medical, life insurance) was
higher compared to LIHs at the time of the crash.
Gender responsive reporting and monitoring is essential to evaluate the impact of road crashes on
women.46 WHO also recommends that “Gender differences in the social and economic consequences
of temporary and/or permanent disability resulting from injury have to be taken into account when
planning rehabilitation services” (WHO, 2002). To ensure rehabilitation services as well as adequate
support to either women road crash victims or families which are left to deal with loss of male
breadwinner, gender disaggregated data at state and district level would be imperative to create
gender responsive post-road crash safety nets.
The risk of catastrophic expenditure is inversely proportional to increasing income per capita, i.e.,
it is significantly larger for those belonging to lower-income quartiles than for those belonging to
the highest income quartile. Out of Pocket Expenses (OOPE) was the most significant direct cost
borne by victim families among LIH. The overall OOPE was higher for LIH (62%) than HIH (59%). LIH
spent a little more than half (52%) of all their income (Rs.78,824) as OOPE on the victim’s treatment
(hospitalisation, medicines, care) compared to HIH that spent 30.5% of their household income, i.e.,
Rs.60,476 on the victim’s post-crash treatment and recovery. A mere 6.1% of the LIH in rural areas
availed medical insurance compensation, whereas 26.3% of the HIH residing in rural areas availed
medical insurance compensation.
As part of PM Garib Kalyan Yojana the Government has already implemented the “Unconditional
Emergency Cash Transfer” (UECT) to women during the current COVID-19 crisis. (IWWAGE, 2020)
The state governments can use a similar framework of UECT to give Aadhar linked DBT to recently
turned FHHs. More vulnerable FHHs should be prioritised. The time frame of the emergency cash
transfer should be standardised.
Across household categories, the proportion of male Chief Wage Earners (CWE) was higher than female
CWE; the number being higher among LIH. 50% of the women from LIH and 55% from HIH were CWE
of the household before the crash whereas 81% of the men from LIH and 74% men from HIH were CWE
before the crash. 31% of the female members in LIH were severely affected by the decline in household
income after the crash compared to 53.5% of the male members.
46. Findings from a 2011 Gallup Poll surveying 143 countries showed that there is a worldwide gap between the sense of safety felt by men and
by women, and that this gap was more pronounced in high and middle-income countries where physical safety has increased with economic
and social development. Similarly, a 2014 study in the United States found that many people changed their behaviour as a result of
harassment: 47% of women and 32% of men started constantly assessing their surroundings, and 31% of women opted to go out in a group
or with another person instead of alone.
120
WAY FORWARD
During the FGD, many participants suggested schemes for low interest or no interest loans to support
regular household expenses. The women suggested that the low interest loan should be easily
accessible without much paperwork.
State Governments can float schemes to support these women in running small home businesses.
Niti Aayog also recommended this strategy to mitigate the declining female labour force participation
rates in India. It has proposed to increase women’s employment by encouraging entrepreneurship
among women. (Niti Aayog, 2019). Women participants also reiterated this. They suggested simple
business models like packaging, baking, pickle making as something that would help them monetarily
without leaving the house. Women also preferred a model where they could earn daily or weekly
income instead of monthly payments.
Besides caregiving, LIH respondents stated that in the absence of any steady primary source of
income (especially in the case of death of a breadwinner), the women of the household often had
to step up and take additional jobs to mitigate the financial burden. Across households, 40% of the
women participants reported a change in their working patterns while around 11% said they took up
extra work after the crash.
Women’s participation in planning and decision making at local road safety governance frameworks
including State Road Safety Council and District Road Safety Committee should be ensured. Adequate
female representation shall not only ensure Gender responsive monitoring, reporting and budgeting,
but will also create opportunities for women to be trained for various roles including as paramedics,
backend operators for electronic enforcement architecture and other systems which will be created
to ensure road safety.
The MACT has often taken a very conservative view on compensation for “house-wives”. In Sher Singh
vs. Raghubir Singh (2004), the Tribunal assessed the dependency of the family on the housewife at
as low as Rs. 600 per month. The Tribunal concluded that the ‘services rendered by the deceased
woman could be replaced by hiring a servant at the salary of Rs. 600/- per month.’ This logic is highly
fallacious. The unpaid work done by women in households cannot be quantified by comparing it to
the work done by a domestic help. This approach to compute the compensation by relying upon
the minimum wages payable to a skilled worker has also been criticised by various members of
Judiciary. In Arun Kumar Agarwal vs. National Insurance Company (2006), the Supreme Court also
stated, “It is not possible to quantify any amount in lieu of the services rendered by the wife/mother
to the family… the term `services’ is required to be given a broad meaning and must be construed
by taking into account the loss of personal care and attention given by the deceased to her children
as a mother and to her husband as a wife. The Bombay High Court in the case of Rambhau & Ors Vs
The Oriental Insurance Co & Ors (2007), in its judgment dated 17th September 2020 directed Oriental
Insurance to pay Rs. 8,22,000/- along with interest at the rate of 6% per annum as compensation
for the woman’s death. The Court while computing the amount considered various factors such as
loss of love and affection, funeral expenses, household work and other such factors. Therefore in
light of the subjective interpretation, it is of utmost importance that the Central Government issues
guidelines to set a definite criteria for determination of compensation payable to the dependents of
a non-earning housewife/mother to remove subjectivities and ensure that family members or the
disabled women (in case of serious injuries) receive appropriate compensation.
122
WAY FORWARD
MVAA, 2019 has provisions for mandating the use of Child Helmets, Child Restraints and also
penalizes juvenile driving. These sections should be notified by the Central Government under the
Central Motor Vehicle Rules and the State Governments should ensure that effective implementation.
The Enforcement agencies should also ensure enforcement of child safety provisions.
Since the main institution of interaction for them are schools, the education department can ensure
access to qualified child therapists. Since road crashes impact nutritional intake of household
members, the State Government can also create a better mechanism to monitor their calorie intake
and ensure they get adequate nutrition through the School Mid-Day Meal Scheme.
In the IDIs, adolescents mentioned that financial constraints due to road crashes led to either late
admission or dropping out of school completely to support their family financially. This was stressed
more by male adolescent participants. The State Government should ensure this by enacting a
moratorium on payment of school fees for at least 3 months so that the children from vulnerable
families don’t have to leave school due to financial constraints. Since almost 80% of adolescents who
die in road crashes are male, the Government should ensure that this policy is gender neutral.
Considering around 9% of all road crashes in India are reported near schools and colleges it’s im-
perative to ensure that all road owning agencies ensure that children and adolescents are safe while
commuting on roads. Urban Local Bodies (ULB) and Rural Local Bodies (RLB) in villages should cre-
ate safe school zones by slowing down vehicles by design and improving infrastructure by providing
walkable pavements, safe crossings etc. The Union Government should also prescribe standards for
this under Section 198A of MVAA, 2019.
Governments should address safety issue faced by children while commuting to school by
making rules regarding school buses, vans, auto rickshaws and other means of transport, for safe
transportation of school children.
In 2018, over 4500 children died in road crash deaths in the 4 surveyed states out of which over
half the deaths happened in UP. Rules around school transport should be formulated by State
Governments to help safeguard children. Standardization of rules for all school transport including
personally organized transport will ensure that children coming from poor families don’t have to be
in overcrowded personally organized transport to cut costs. This is important since parents around
70% of parent respondents from Mumbai, Chennai and Lucknow admitted that their children travel in
overcrowded personally organized vehicles. (SaveLIFE, 2019)
State Governments as part of their State Road Safety Policy, Annual Action Plan and Road Safety
Fund should prioritize road safety for children and adolescents. The State Government should stan-
dardize rules for safety of children by issuing a child road safety policy. They should highlight informa-
tion for parents and guardians in local languages. Concrete measures should be budgeted and made
part of the State Road Safety Annual Action Plan..
124
ANNEXURE & APPENDIX
Average monthly income from driving profession for 20,743 17,013 27,850 15,991 20,232
truck drivers (INR)
126
ANNEXURE 3A
3A.2: TABLE INDICATING INCOME LEVELS FOR (LIH) AND (HIH) IN INDIA AND GLOBALLY
S.N. Country Pre-tax income of INR 13,500 per adult per month Pre-tax income of INR 50,000 per adult per month
RESEARCH METHODOLOGY
Discussion With Piloting & [Test Sample] Men & women groups
World Bank Pre-Testing Bottom 40% Poor
Truck Drivers
"Mumbai,
2 Maharashtra 8,74,647 384 528
Nagpur, Pune, Solapur"
Chennai, Coimbatore, Madurai,
3 Tamil Nadu 8,90,640 384 516
Tiruchirappalli
128
ANNEXURE 4A
4A.1: TABLE INDICATING THE CHANGE IN THE MONTHLY INCOME OF VICTIMS ON RESUMING WORK AFTER THE CRASH
Current (as on 31
1052 22.40% 7.70% 20.10% 22.40% 13.20% 10.00% 4.20%
Jan 2020)
Rs.1 Lakh Rs.2 Lakh
Category (pre-crash, Not Up to Rs.50,000 to More than
N to Rs.2 to Rs.4
post crash, current) earning Rs.50,000 Rs.1 Lakh Rs. 4 Lakh
Lakh Lakh
Change
Pre-crash 378 14.00% 30.20% 37.30% 16.10% 1.90% 0.50%
in HIH
victim’s
On resuming work
income 378 11.10% 36.80% 34.70% 14.60% 2.40% 0.60%
after crash
Current (as on 31
378 9.00% 24.90% 41.80% 20.60% 3.20% 0.60%
Jan 2020)
4A.2: TABLE INDICATING HABITATION- WISE, AND GENDER-WISE DETAILS ON THE DECLINE IN THE VICTIM’S HOUSEHOLD INCOME
LIH HIH
Category
(Habitation, gender)
N Severe Moderate None N Severe Moderate None
Habitation Type 1647 50.40% 25.40% 24.20% 432 24.80% 34.30% 41.00%
Victim Gender 1647 50.40% 25.40% 24.20% 432 24.80% 34.30% 41.00%
4A.4: TABLE INDICATING THE IMPACT OF THE VICTIM’S DISABILITY ON SALARY / WAGE
LIH HIH
Disability
Yes, almost No, lower Yes, almost No, lower
N NA N NA
the same than previous the same than previous
130
ANNEXURE 4A
4A.5: TABLE INDICATING THE AVERAGE LOSSES DUE TO ROAD CRASH AS WELL AS THE
PROPORTION RECOVERED THROUGH INSURANCE
Proportion Recovered
Overall recovery 11.00% 8.00% 22.30% 8.10% 25.40% 15.30% 27.90% 14.80%
Loss of income (victim &
family members) during 13.10% 10.40% 47.20% 8.40% 29.40% 18.50% 52.00% 14.10%
period of treatment
Legal/ administrative/
compensation expenses 5.60% 2.60% 6.10% 6.90% 10.20% 1.10% 7.10% 8.10%
including police, lawyer, etc.
Compensation cost to
other vehicle/ person 4.10% 0.90% 3.10% 1.50% 14.20% 2.10% 4.30% 2.50%
involved in crash
132
ANNEXURE 4A
4A.7: TABLE INDICATING THE STATE- WISE DETAILS ON THE AVERAGE EXPENSES INCURRED ON THE FUNERAL OF
THE CRASH VICTIM
LIH HIH
State
N Avg. N Avg.
Overall 595 Rs.22,242 54 Rs.51,498
Bihar 178 Rs.28,490 7 Rs.89,071
Maharashtra 125 Rs.16,244 11 Rs.71,182
4A.8: TABLE INDICATING THE CORRELATION BETWEEN THE EARNING STATUS OF THE VICTIM AND THE DECLINE IN STANDARD
OF LIVING OF THE HOUSEHOLD
Impact of crash 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
Earning status
1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
of Victim
Earning member 1353 66.90% 32.00% 1.10% 371 32.90% 65.20% 1.90%
4A.9: TABLE INDICATING STATE- WISE RESPONSES ON WHETHER THE LIVING STANDARD OF THE HOUSEHOLD DETERIORATED
AFTER THE CRASH
LIH HIH
State
Total Yes No DK/CS Total Yes No DK/CS
Overall 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
Bihar 412 73.30% 25.70% 1.00% 115 40.00% 53.00% 7.00%
Uttar Pradesh 413 72.40% 24.90% 2.70% 101 16.80% 82.20% 1.00%
4A.11: TABLE INDICATING THE HABITATION- WISE AND GENDER- WISE SPLIT FOR AVERAGE MONTHLY CONTRIBUTION OF THE
DECEASED VICTIMS TO THE TOTAL HOUSEHOLD INCOME
134
ANNEXURE 4A
4A.12: TABLE INDICATING THE GENDER- WISE DETAILS ON THE CHANGE IN MONTHLY CONTRIBUTION
TO HOUSEHOLD INCOME POST CRASH
Pre-crash_
1052 18.20% 8.70% 24.20% 21.40% 8.30% 9.00% 10.20%
Victim Gender
Male 884 14.90% 8.40% 26.70% 23.90% 8.80% 8.00% 9.30%
Current (as on 31 Jan 2020) 378 9.00% 24.90% 41.80% 20.60% 3.20% 0.60%
LIH HIH
State
N Yes Avg. Investment N Yes Avg. Investment
Overall 1647 5.90% Rs.43,036 432 6.70% Rs.80,172
Bihar 412 10.00% Rs.32,488 115 10.40% Rs.27,083
Maharashtra 415 3.90% Rs.52,156 113 1.80% Rs.1,55,000
Tamil Nadu 407 3.70% Rs.37,800 103 3.90% Rs.2,58,750
Uttar Pradesh 413 6.10% Rs.57,640 101 10.90% Rs.59,545
136
ANNEXURE 6A
6A.1: TABLE INDICATING WHETHER THE VICTIM/ HOUSEHOLD MEMBERS SUFFERED FROM DEPRESSION DUE TO
THE ROAD CRASH
Habitation Type 681 48.50% 48.80% 2.80% 305 26.20% 72.50% 1.30%
Victim Gender 681 48.50% 48.80% 2.80% 305 26.20% 72.50% 1.30%
Earning member 551 50.30% 46.80% 2.90% 263 30.00% 68.80% 1.10%
Non-earning member 130 40.80% 56.90% 2.30% 42 2.40% 95.20% 2.40%
6A.2: TABLE INDICATING THE SEVERITY OF DEPRESSION BETWEEN LIH AND HIH
LIH HIH
Outcome of crash
on victim N Yes No DK/CS N Yes No DK/CS
6A.4: TABLE INDICATING THE STATE- WISE, HABITATION- WISE AND GENDER- WISE RESPONSES ON WHETHER THERE IS A
CHANGE IN THE SLEEPING PATTERN OF HOUSEHOLD MEMBERS
LIH HIH
Category Yes, Sometimes, No, Yes, Sometimes, No,
(State, habitation, gender) N difficulty in difficulty in sleep N difficulty in difficulty in sleep
sleeping sleeping well sleeping sleeping well
138
ANNEXURE 6A
6A.5: TABLE INDICATING THE RESPONSES ON WHETHER THE LIVING STANDARD OF HOUSEHOLD
DECREASED DUE TO THE CRASH
Impact of crash 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
Earning status of Victim 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
Earning member 1353 66.90% 32.00% 1.10% 371 32.90% 65.20% 1.90%
Uttar Pradesh 413 72.40% 24.90% 2.70% 101 16.80% 82.20% 1.00%
Habitation Type 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
Victim Gender 1647 63.50% 35.20% 1.30% 432 29.40% 68.50% 2.10%
LIH HIH
Victims required mobility assistance
N Yes N Yes
Habitation Type 310 63.50% 29 62.10%
Urban 62 82.30% 20 55.00%
Rural 248 58.90% 9 77.80%
Victim Gender 310 63.50% 29 62.10%
Male 280 63.90% 25 68.00%
Female 30 60.00% 4 25.00%
Overall 310 63.50% 29 62.10%
Bihar 99 62.60% 19 73.70%
Maharashtra 88 61.40% 6 33.30%
Tamil Nadu 47 78.70% 4 50.00%
Uttar Pradesh 76 57.90% -- --
6A.7: TABLE INDICATING THE HABITATION- WISE, GENDER- WISE, AND STATE- WISE RESPONSES
ON THE TYPE OF PERMANENT DISABILITY
LIH HIH
Category
(Habitation, gender, Para/ Acquired Amputation Severe Acquired Amputation
state) N Other N
Quadriplegia Brain Injury of a limb burns Brain Injury of a limb
Habitation Type 121 8.30% 22.30% 65.30% 2.50% 1.70% 6 50.00% 50.00%
Urban 21 14.30% 28.60% 47.60% 9.50% 0.00% 5 60.00% 40.00%
Rural 100 7.00% 21.00% 69.00% 1.00% 2.00% 1 0.00% 100.00%
Victim Gender 121 8.30% 22.30% 65.30% 2.50% 1.70% 6 50.00% 50.00%
Male 113 8.00% 21.20% 66.40% 2.70% 1.80% 5 60.00% 40.00%
Female 8 12.50% 37.50% 50.00% 0.00% 0.00% 1 0.00% 100.00%
Overall 121 8.30% 22.30% 65.30% 2.50% 1.70% 6 50.00% 50.00%
Bihar 45 8.90% 11.10% 71.10% 6.70% 2.20% 4 25.00% 75.00%
Maharashtra 37 5.40% 21.60% 73.00% -- -- 2 100.00% --
Tamil Nadu 14 21.40% 57.10% 21.40% -- -- -- -- --
Uttar Pradesh 25 4.00% 24.00% 68.00% -- 4.00% -- -- --
140
ANNEXURE 6A
6A.8: TABLE INDICATING HABITATION- WISE, GENDER- WISE, AND STATE- WISE RESPONSES ON WHETHER THE VICTIM
RETURNED TO PREVIOUS OCCUPATION/SCHOOL AFTER THE CRASH
LIH HIH
Category
(Habitation, gender, state)
N Yes No N Yes No
LIH HIH
Category
(State, habitation, gender)
N Avg. days N Avg. days
Female 120 45 73 36
142
ANNEXURE 6A
6A.10: TABLE INDICATING HABITATION- WISE, GENDER- WISE, AND STATE- WISE RESPONSES ON AVERAGE NUMBER OF DAYS
THAT THE VICTIM TOOK TO FIND A NEW JOB FROM THE DAY OF CRASH
LIH HIH
Category
(Habitation, gender, state)
N Avg. days N Avg. days
Urban 36 63 11 69
Rural 55 135 2 43
Male 75 119 10 79
Female 16 47 3 18
Overall 91 107 13 65
Bihar 28 40 4 29
Maharashtra 20 189 8 84
LIH HIH
Category (State,
habitation, gender) Serious Partial Temporary Serious Partial Temporary
N N
disability disability disability disability disability disability
144
6A.12: TABLE INDICATING THE CHANGE IN THE OCCUPATION OF VICTIMS FOR LIH
Laborer/ skilled Salaried
Change in the occupation Agriculture Petty trader/ Businessmen/
N Unemployed Housewife worker/ employee Student Retired
of victim (LIH) Laborer/ Farmer shop owner self-employed
unskilled worker (Pvt/ Govt)
Pre crash- Habitation split 1052 6.70% 3.60% 11.50% 20.40% 9.10% 7.30% 33.50% 7.30% 0.60%
Urban 418 8.40% 4.30% 1.90% 17.00% 10.30% 10.30% 39.50% 7.70% 0.70%
Rural 634 5.50% 3.20% 17.80% 22.70% 8.40% 5.40% 29.50% 7.10% 0.50%
ANNEXURE 6A
Pre crash- Victim Gender 1052 6.70% 3.60% 11.50% 20.40% 9.10% 7.30% 33.50% 7.30% 0.60%
Male 884 7.00% 0.00% 12.50% 21.80% 9.80% 7.70% 33.60% 7.20% 0.50%
Female 168 4.80% 22.60% 6.60% 13.70% 5.40% 5.40% 32.70% 7.70% 1.20%
Rural 634 21.80% 3.30% 16.10% 17.30% 7.40% 6.00% 23.30% 4.40% 0.50%
Male 884 18.80% 0.00% 11.20% 18.80% 9.20% 8.30% 28.50% 4.80% 0.60%
Female 168 12.50% 23.20% 5.40% 9.50% 6.00% 7.70% 27.40% 7.10% 1.20%
Urban 418 8.10% 3.80% 1.90% 16.80% 9.80% 11.00% 43.50% 3.80% 1.20%
Rural 634 18.50% 3.30% 17.50% 16.60% 8.70% 5.80% 26.00% 3.20% 0.50%
Male 884 14.90% 0.00% 12.40% 17.90% 9.70% 8.10% 33.00% 3.20% 0.70%
Female 168 11.30% 22.00% 5.40% 10.10% 6.00% 6.50% 32.70% 4.80% 1.20%
6A.13: TABLE INDICATING THE CHANGE IN THE OCCUPATION OF VICTIMS FOR HIH
Pre crash-Habitation 378 4.20% 2.90% 1.30% 42.30% 41.50% 6.60% 1.10%
Pre crash-Victim Gender 378 4.20% 2.90% 1.30% 42.30% 41.50% 6.60% 1.10%
146
ANNEXURE 6A
6A.14: TABLE INDICATING THE STATE- WISE, HABITATION- WISE, AND GENDER- WISE DETAILS OF THE OCCUPATIONAL IMPACT
ON HOUSEHOLDS DUE TO THE CRASH
Category Change in working pattern Someone in household had to take Someone in household had to
(state, habitation, gender) of household members up additional jobs/shifts give up study
8A.1: TABLE INDICATING THE TYPE OF VEHICLE USED BY THE VICTIM, WHICH WAS INVOLVED IN CRASH
LIH
HIH
LIH HIH
Category
(state,habitation, gender)
N Yes No DK/CS N Yes No DK/CS
Habitation Type 681 17.50% 76.70% 5.90% 305 77.40% 22.30% 0.30%
Victim Gender 681 17.50% 76.70% 5.90% 305 77.40% 22.30% 0.30%
150
ANNEXURE 8A
8A.3: TABLE INDICATING THE STATE- WISE AND HABITATION-WISE DETAILS ON MEDICAL INSURANCE COVERAGE OF THE VICTIM
8A.4: TABLE INDICATING THE STATE- WISE AND HABITATION- WISE DETAILS ON VEHICLE INSURANCE
COVERAGE OF THE VICTIM’S VEHICLE
LIH HIH
8A.6: TABLE INDICATING HABITATION- WISE, GENDER, WISE AND STATE- WISE RESPONSES ON WHETHER THE VICTIM/NOMINEE
HAD TO ATTEND COURT FOR COMPENSATION
152
ANNEXURE 8A
8A.7: TABLE INDICATING THE RESPONSES ON WHETHER THE VICTIM/ HOUSEHOLD MEMBERS FILED CASES IN MACT
8A.8: TABLE INDICATING THE STATE- WISE RESPONSES ON THE STATUS OF THE CASE IN MACT
LIH HIH
State
N On-going N On-going
Overall 404 50.20% 88 35.20%
Bihar 98 59.20% 20 45.00%
Maharashtra 103 45.60% 23 13.00%
Tamil Nadu 72 47.20% 20 45.00%
Uttar Pradesh 131 48.90% 25 40.00%
8A.9: TABLE INDICATING THE STATE- WISE RESPONSES ON WHETHER VICTIM/HOUSEHOLD MEMBERS VISITED MACT FOR HEARING
LIH HIH
State
N Yes N Yes
LIH HIH
State
N Yes N Yes
Overall 99 55.60% 50 64.00%
Bihar 36 63.90% 11 63.60%
Maharashtra 16 68.80% 13 15.40%
Tamil Nadu 31 29.00% 10 80.00%
Uttar Pradesh 16 75.00% 16 93.80%
8A.11: TABLE INDICATING THE VEHICLE SIZE, EDUCATION LEVELS, AND STATE-WISE DETAILS OF TRUCK DRIVERS WHO FILED AN FIR
154
ANNEXURE 8A
8A.12: TABLE INDICATING THE EDUCATIONAL LEVELS OF TRUCK DRIVERS WHO FILED AN INSURANCE CLAIM
8A.13: TABLE INDICATING THE STATE- WISE INSURANCE AMOUNT RECEIVED BY TRUCK DRIVERS/ FLEET OWNERS
8A.14: TABLE INDICATING THE STATE- WISE PERSONAL INJURY INSURANCE COVERAGE OF TRUCK DRIVER AT THE TIME
OF THE CRASH
[Multiple Responses]
8A.16: TABLE INDICATING THE IMPACT OF THE MVAA ON COMPLIANCE WITH VEHICLE INSURANCE REQUIREMENTS AT STATE LEVEL
[Figures in percent]
8A.17: TABLE INDICATING THE AWARENESS LEVELS ON THIRD PARTY LIABILITY INSURANCE WITH RESPECT TO CRASH
EXPERIENCE AND DRIVING EXPERIENCE
Crash experience vs. awareness of Third party liability insurance N Yes No DK/ CS
Overall 420 34.00% 40.70% 25.20%
Yes 244 49.20% 31.60% 19.30%
No 176 13.10% 53.40% 33.50%
Driving experience vs. awareness of Third party liability insurance N Yes No DK/CS
Overall 420 34.00% 40.70% 25.20%
More than 10 yrs. 136 49.30% 30.90% 19.90%
6-10 yrs. 144 46.50% 33.30% 20.10%
2-5 yrs. 134 11.90% 56.70% 31.30%
Less than 2 yrs. 6 0.00% 83.30% 16.70%
156
ANNEXURE 8A
8A.18: TABLE INDICATING THE TRUCK DRIVER’S AWARENESS LEVELS ABOUT COVERAGE UNDER THIRD PARTY INSURANCE
State N All of these Only Property Damage Only Injury/ Disability Only Death
Overall 143 69.90% 27.30% 25.20% 4.20%
Bihar 20 95.00% 5.00% 5.00% 5.00%
Maharashtra 88 56.80% 39.80% 38.60% 5.70%
Tamil Nadu 17 94.10% -- 5.90% --
Uttar Pradesh 18 83.30% 16.70% -- --
8A.19: TABLE INDICATING THE AWARENESS ON MOTOR THIRD PARTY LIABILITY INSURANCE OF
TRUCK DRIVERS ON VARIOUS ASPECTS
[N=420, All figures in percent]
If the vehicle you are driving is UNINSURED, you (or the owner) may be
23.10% 41.00% 36.00%
personally liable to pay for injuries caused to others if you are at fault
If someone else is at fault for an crash and you incur injuries, you may be able to
23.80% 45.00% 31.20%
claim compensation from the insurer the vehicle is insured with
The time limitation for filing of cases for compensation for injuries before the
33.30% 41.20% 25.50%
Claims Tribunal is 6 months from the date of the crash
LIH HIH
Victim Gender 1647 11.10% 51.90% 13.7 432 8.30% 25.00% 20.1
8A.21: TABLE INDICATING THE STATE- WISE AWARENESS LEVELS OF COMPENSATION CLAUSES AND SCHEMES IN
THE EVENT OF AN CRASH
LIH HIH
State
N Yes No DK/CS N Yes No DK/CS
158
ANNEXURE 9A
9A.1: TABLE INDICATING STATE- WISE DETAILS ON THE MODE OF TRANSPORT USED TO TRANSFER THE VICTIM TO THE HOSPITAL
Not transferred
State N Ambulance Police vehicle Private vehicle Public vehicle DK/CS
to hospital
LIH
Overall 1647 30.60% 6.60% 31.10% 20.70% 7.80% 3.20%
Bihar 412 15.30% 5.30% 32.30% 26.70% 18.90% 1.50%
Maharashtra 415 24.10% 3.90% 48.90% 16.40% 1.70% 5.10%
Tamil Nadu 407 62.20% 2.00% 6.10% 25.80% 3.90% --
Uttar Pradesh 413 21.30% 15.30% 36.60% 14.30% 6.50% 6.10%
HIH
Overall 432 33.30% 3.20% 36.10% 25.50% 1.60% 0.20%
Bihar 115 8.70% 7.80% 58.30% 24.30% 0.90% --
Maharashtra 113 23.90% 0.90% 34.50% 36.30% 3.50% 0.90%
Tamil Nadu 103 79.60% -- 3.90% 16.50% -- --
Uttar Pradesh 101 24.80% 4.00% 45.50% 23.80% 2.00% --
9A.2: TABLE INDICATING STATE- WISE DETAILS OF THE REACTION TIME OF THE AMBULANCE TO ARRIVE AT CRASH LOCATION
State N Within 15 minutes 16-30 mins 31-45 mins Beyond 45 mins DK/CS
LIH
Overall 504 44.80% 31.30% 9.10% 5.40% 9.30%
Bihar 63 44.40% 19.00% 6.30% 15.90% 14.30%
Maharashtra 100 32.00% 27.00% 7.00% 10.00% 24.00%
Tamil Nadu 253 54.90% 37.20% 7.90% -- --
Uttar Pradesh 88 30.70% 28.40% 17.00% 8.00% 15.90%
HIH
Overall 144 45.80% 36.80% 9.00% 4.90% 3.50%
Bihar 10 40.00% 30.00% -- 20.00% 10.00%
Maharashtra 27 22.20% 48.10% 18.50% 7.40% 3.70%
Tamil Nadu 82 56.10% 32.90% 9.80% 1.20% --
Uttar Pradesh 25 40.00% 40.00% -- 8.00% 12.00%
LIH HIH
State
N Govt Pvt N Govt Pvt
9A.4: TABLE INDICATING THE STATE- WISE, HABITATION- WISE, AND GENDER- WISE PROPORTION
OF VICTIMS ADMITTED TO HOSPITALS
LIH HIH
Category (State, habitation, gender)
N Yes N Yes
160
ANNEXURE 9A
LIH HIH
Category
(State, habitation, gender) N Yes No DK/CS N Yes No DK/CS
9A.6: TABLE INDICATING STATE- WISE, HABITATION- WISE, AND GENDER- WISE DETAILS ON WHETHER AN FIR WAS
FILED AFTER THE CRASH
LIH HIH
Category
(State, habitation, gender) N Yes No DK/CS N Yes No DK/CS
9A.8: TABLE INDICATING THE STATE- WISE TRENDS IN THE TIME TAKEN TO ATTEND TO THE VICTIM AT HOSPITAL
162
ANNEXURE 9A
9A.9: TABLE INDICATING STATE- WISE TRENDS ON WHETHER ANY DISCRIMINATION/PREJUDICE WAS FACED BY
THE HOSPITAL STAFF
LIH HIH
State
N Yes No DK/CS N Yes No DK/CS
Overall 1519 7.00% 83.50% 9.50% 425 6.80% 87.50% 5.60%
Bihar 334 13.20% 75.40% 11.40% 114 21.90% 64.90% 13.20%
Maharashtra 408 1.50% 92.90% 5.60% 109 0.90% 97.20% 1.80%
Tamil Nadu 391 11.00% 81.80% 7.20% 103 1.00% 97.10% 1.90%
Uttar Pradesh 386 3.40% 82.10% 14.50% 99 2.00% 92.90% 5.10%
9A.10: TABLE INDICATING STATE- WISE RESPONSES ON WHETHER SOMEONE KNOWN WAS WORKING AS FIRST AID
STAFF AT MEDICAL FACILITY/ HOSPITAL
LIH HIH
State
N Yes N Yes
Overall 660 28.60% 299 20.70%
Bihar 134 24.60% 83 25.30%
Maharashtra 126 9.50% 83 3.60%
Tamil Nadu 240 55.00% 73 47.90%
Uttar Pradesh 160 7.50% 60 5.00%
9A.11: TABLE INDICATING STATE- WISE RESPONSES ON WHETHER THE VICTIM/ HOUSEHOLD MEMBER WAS HELPED BY
SOMEONE KNOWN DURING THE TREATMENT OF THE VICTIM
LIH HIH
State
N Yes N Yes
Overall 188 92.60% 62 79.00%
Bihar 33 87.90% 21 47.60%
Maharashtra 12 83.30% 3 100.00%
Tamil Nadu 131 95.40% 35 100.00%
Uttar Pradesh 12 83.30% 3 33.30%
LIH HIH
State
Wearing Wearing Not wearing Wearing Wearing Not wearing
N NA N NA
helmet seatbelt helmet/ seatbelt helmet seatbelt helmet/ seatbelt
Overall 1647 36.80% 5.00% 36.10% 22.10% 432 49.10% 20.40% 23.80% 6.70%
Bihar 412 35.20% 3.40% 25.00% 36.40% 115 53.90% 22.60% 17.40% 6.10%
Maharashtra 415 36.10% 2.90% 47.70% 13.30% 113 73.50% 7.10% 15.90% 3.50%
Tamil Nadu 407 32.70% 9.30% 45.00% 13.00% 103 17.50% 27.20% 48.50% 6.80%
Uttar Pradesh 413 43.10% 4.60% 26.60% 25.70% 101 48.50% 25.70% 14.90% 10.90%
164
9A.13: TABLE INDICATING STATE- WISE, HABITATION- WISE, AND GENDER- WISE INFORMATION ON IMPACT OF THE CRASH
LIH HIH
Category
(State,
habitation, N N
24 hrs
24 hrs
Died at
Died at
gender)
hospital
the scene
the scene
to hospital
from crash
from crash
ANNEXURE 9A
Overall 1647 18.40% 8.00% 13.40% 50.50% 8.90% 0.90% 432 4.20% 2.80% 13.40% 74.10% 5.10% 0.50%
Bihar 412 24.30% 7.80% 12.90% 43.90% 10.40% 0.70% 115 2.60% 1.70% 10.40% 83.50% 1.70% --
Tamil Nadu 407 5.40% 5.70% 33.70% 45.70% 8.80% 0.70% 103 -- 3.90% 35.00% 47.60% 13.60% --
Uttar
413 24.50% 15.30% 4.60% 45.00% 9.90% 0.70% 101 8.90% 2.00% 4.00% 78.20% 5.00% 2.00%
Pradesh
Habitation
1647 18.40% 8.00% 13.40% 50.50% 8.90% 0.90% 432 4.20% 2.80% 13.40% 74.10% 5.10% 0.50%
Type
Urban 482 5.60% 3.70% 22.20% 64.50% 3.70% 0.20% 356 4.80% 2.00% 13.50% 77.20% 2.00% 0.60%
Rural 1165 23.70% 9.80% 9.80% 44.60% 11.00% 1.10% 76 1.30% 6.60% 13.20% 59.20% 19.70% --
Victim
1647 18.40% 8.00% 13.40% 50.50% 8.90% 0.90% 432 4.20% 2.80% 13.40% 74.10% 5.10% 0.50%
Gender
Male 1420 19.20% 8.20% 11.50% 50.70% 9.50% 0.80% 340 4.40% 2.60% 11.50% 74.70% 6.20% 0.60%
Female 227 13.70% 6.60% 25.10% 48.90% 4.80% 0.90% 92 3.30% 3.30% 20.70% 71.70% 1.10% --
166
APPENDIX 1: PROPOSED DEFINITION
FOR LIH (BOTTOM 40) AND BPL
As per United Nations SDG 10.1 goals, bottom 40 percent METHODOLOGY NOTE:
of the country’s population in terms of income is being
monitored. The World Inequality Database (WID.world) aims to
provide open and convenient access to the most extensive
As per the World Inequality Database (https://wid.world/ available database on the historical evolution of the world
country/india/), using the income distribution simulator distribution of income and wealth, both within countries
(see fig 1 below) it was estimated that pre-tax annual and between countries.
income of INR 1,61,400 Per Adult is the threshold income
of bottom 40% of the population of India. This translates to The estimates are based on a combination of sources
INR 13,450 per month per adult. used at the national level (including tax receipts, household
surveys and national accounts), fiscal data coming from
Hence for this survey, this income to be taken as the taxes on income, inheritance and wealth data and wealth
threshold per capita income for the test sample (to be rankings. The calculations are based on national income
termed as “bottom-40” henceforth). (NI), i.e. GDP minus consumption of fixed capital (capital
depreciation) plus net foreign income. [https://wid.world/
All households with per capita (adult) monthly income methodology/#library-others]
(pre-tax) up to INR 13,450 would be considered as target
respondents. POVERTY BASED ON DR. C. RANGARAJAN RE-
PORT:
Similarly, using the same simulator (see fig 2 below) it was
estimated that any adult with annual pre-tax income of As per Dr. Rangarajan report the new poverty line is when
INR 6,00,000/- or above would be considered among the monthly per capita consumption expenditure of Rs.972 in
top-10 % of the population in India. This converts to INR rural areas and Rs.1,407 in urban areas in 2011-12 (i.e. Rs.
50,000/- per month. 47 per day for urban areas).
Hence for survey among control sample, households The inflation rate in India between March 2012 and March
having per capita pre-tax monthly income of INR 50,000/- 2019 was 53.73%, which translates into a total increase of
or above would be selected (to be termed as “top-10” Rs.756. This means that Rs.1,407 rupees in March 2012
henceforth). are equivalent to Rs.2,163 in March 2019. The average
monthly inflation rate between these periods was 0.51% In
All the enumerators would be provided a table wherein they consideration of this study, households under poverty line
can convert the household income based on number of would be determined based on monthly household income
adults in the household to decide whether the household and number of members in household.
can be interviewed or not.
168
APPENDIX 2: ROAD CRASH
VICTIM PROFILE
The impact of road crash on victims varies depending on various 4.1 GENDER OF VICTIMS
factors such as victim’s demographic and socio-economic
profile (age, gender, educational qualification, household income, Gender wise, travel habits and road usage of males differ from
etc.). This chapter presents summary of the demographic, females to a large extent. Males being prime users of the roads
professional and economic profile of victims. The road crash in the form of drivers, pedestrians, cyclists, passengers, etc. more
victims were segregated into two key categories i.e. LIH (from likely to get killed or seriously injured in crashes than women.
poor families) and HIH (from rich families). During survey about 86 percent of road crash victims of LIH
category were males while among the HIH category such
proportion was about 79 percent.
LIH HIH
Road crash victim gender
N Male Female N Male Female
Overall 1647 86.2 13.8 432 78.7 21.3
Bihar 412 87.1 12.9 115 82.6 17.4
Maharashtra 415 85.5 14.5 113 76.1 23.9
Tamil Nadu 407 79.4 20.6 103 68.9 31.1
Uttar Pradesh 413 92.7 7.3 101 87.1 12.9
4.2 AGE-GROUP OF VICTIMS AT victims, overall maximum number (53.6%) of victims were in
the age-group of 26-45 years. Similarly, among HIH category,
THE TIME OF ROAD CRASH overall highest proportion of victims (64%) were from the
age-group of 26-45 years. The probable reason is that most
A majority of the victims covered in the survey were from
commuting/ travel happens due to work/ occupation and 26-
young and middle working age groups. Among LIH category
45 age-groups are more prone to crashes.
TABLE 4.2: AGE-GROUP OF ROAD CRASH VICTIMS AT THE TIME OF CRASH [All figures in %]
Age-group of the road crash victim N 14-18 yrs. 18-25 yrs. 26-35 yrs. 36-45 yrs. 46-60 yrs. More than 60 yrs.
LIH
Overall 1647 4.9 20.5 29.3 24.3 16.7 4.3
Bihar 412 8.0 25.7 26.9 21.6 12.9 4.9
Maharashtra 415 3.4 18.8 28.9 24.1 18.3 6.5
Tamil Nadu 407 0.7 10.6 29.7 31.2 25.3 2.5
Uttar Pradesh 413 7.5 26.9 31.5 20.3 10.4 3.4
HIH
Overall 432 0.7 16.4 39.6 24.1 14.8 4.4
Bihar 115 1.7 27.8 55.7 9.6 3.5 1.7
Maharashtra 113 -- 10.6 27.4 37.2 18.6 6.2
Tamil Nadu 103 -- 9.7 37.9 32.0 18.4 1.9
Uttar Pradesh 101 1.0 16.8 36.6 17.8 19.8 7.9
Highest education of
Up to 5th Up to 8th Up to 10th Up to 12th
victim at the time of road N Diploma Graduate Postgraduate
Class Class Class Class
crash
LIH
Tamil Nadu 407 7.3 7.4 12.0 12.0 17.9 37.6 5.7
Uttar Pradesh 413 27.1 17.4 19.4 16.0 2.7 13.6 3.9
HIH
Uttar Pradesh 101 6.0 4.0 1.0 8.9 4.0 64.4 11.9
170
APPENDIX 2: ROAD CRASH
VICTIM PROFILE
4.4 OCCUPATION OF VICTIMS AT (30.7%) at the time of crash followed by victims that were
laborer/ skilled or unskilled workers (21.1%), agriculture
THE TIME OF CRASH laborer/ farmer (14.3%), etc.
TABLE 4.4: VICTIMS OCCUPATION AT THE TIME OF CRASH – LIH [N=1647, All figures in %]
Laborer/
LIH victims Petty
Agriculture skilled Salaried
occupation trader/ Businessmen/
Unemployed Housewife Laborer/ worker/ employee Retired Student
at the time of shop self-employed
Farmer unskilled (Pvt/ Govt)
crash owner
worker
Overall 6.3 3.6 14.3 21.1 8.4 7.5 30.7 0.8 7.2
Bihar 9.0 4.4 12.6 20.4 10.9 5.6 26.5 1.0 9.7
Maharashtra 4.1 3.6 26.5 15.2 7.2 6.0 27.7 0.5 9.2
Tamil Nadu 3.4 2.9 4.7 18.7 9.3 12.8 46.2 1.2 0.7
Uttar Pradesh 8.5 3.6 13.3 30.0 6.3 5.8 22.8 0.5 9.2
TABLE 4.5: VICTIMS OCCUPATION AT THE TIME OF CRASH – HIH [N=432, All figures in %]
Salaried
HIH victims occupation Businessmen/
Unemployed Housewife Farmer employee Student Others
at the time of crash self-employed
(Pvt/ Govt)
Overall 4.6 3.5 1.6 42.1 41.0 5.8 1.4
In terms of monthly income at the time of crash, most of the State wise, except Tamil Nadu, highest proportion of
victims from LIH households (25%) were earning between victims were earning between Rs.5,000 to Rs.10,000 at the
Rs.5,000 to Rs.10,000 followed by victims that time of crash.
TABLE 4.6: VICTIMS INCOME AT THE TIME OF CRASH – LIH [N=1647, All figures in %]
LIH victims Rs. 10,001 Rs. 20,001 Rs. 30,001 Rs. 50,001 Rs. 75,001
Not Up to Rs. 5,001 to
monthly income at to to to to to
earning Rs. 5,000 Rs. 10,000
the time of crash Rs. 20,000 Rs. 30,000 Rs. 50,000 Rs. 75,000 Rs. 1,00,000
Compared to LIH household victims, lesser proportion were earning between Rs.50,000 to Rs.1 Lakh per month
of HIH household victims were not earning at the time of and almost similar proportion of HIH household victims
crash. Among HIH household victims, one-third of victims was earning up to Rs.50,000 per month.
TABLE 4.7: VICTIMS INCOME AT THE TIME OF CRASH – HIH [N=432, All figures in %]
HIH victims monthly income at Up to Rs.50,000 to Rs.1 Lakh to Rs.2 Lakh to Rs.4 Lakh to
Not earning
the time of crash Rs.50,000 Rs.1 Lakh Rs.2 Lakh Rs.4 Lakh Rs.6 Lakh
172
APPENDIX 2: ROAD CRASH
VICTIM PROFILE
TABLE 4.8: MARITAL STATUS OF THE VICTIM AT THE TIME OF ROAD CRASH [All figures in %]
LIH HIH
LIH
HIH
174
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
LIH HIH
Year of crash
N 2005-09 2010-14 2015-19 N 2005-09 2010-14 2015-19
Overall 1647 9.4 20.4 70.2 432 3.7 17.1 79.2
Bihar 412 8.5 24.5 67.0 115 6.1 13.0 80.9
Maharashtra 415 13.3 19.5 67.2 113 6.2 12.4 81.4
Tamil Nadu 407 6.6 15.0 78.4 103 1.0 16.5 82.5
Uttar Pradesh 413 9.0 22.5 68.5 101 1.0 27.7 71.3
Overall, higher proportion of males were victims of road Almost similar trend was seen across all states where the
crashes. In the LIH category, over 8 out of 10 were male maximum number of road crash victims were males.
LIH HIH
Road crash victim gender
N Male Female N Male Female
Overall 1647 86.2 13.8 432 78.7 21.3
Bihar 412 87.1 12.9 115 82.6 17.4
Maharashtra 415 85.5 14.5 113 76.1 23.9
Tamil Nadu 407 79.4 20.6 103 68.9 31.1
Uttar Pradesh 413 92.7 7.3 101 87.1 12.9
176
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
A1.3 AGE-GROUP OF VICTIMS AT THE Thus, more than half of respondents (53.6%) were in the
age-group of 26-45 years.
TIME OF ROAD CRASH
Similarly, among the HIH category, overall, highest
Considering the age-group of the respondents from the LIH proportion of victims (40%) was from the age-group of
group, overall maximum number of victims (29%) were in 26-35 years followed by 36-45 yrs. (24%). Thus about two-
the age-group of 26-35 years followed by 36-45 yrs. (24%). third (64%) of victims were in the age-group of 26-45 years.
LIH
HIH
LIH
Tamil Nadu 407 7.3 7.4 12.0 12.0 17.9 37.6 5.7
Uttar Pradesh 413 27.1 17.4 19.4 16.0 2.7 13.6 3.9
HIH
Uttar Pradesh 101 6.0 4.0 1.0 8.9 4.0 64.4 11.9
178
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
A1.5 MARITAL STATUS OF highest victims of Tamil Nadu were married while lowest
were from Uttar Pradesh.
VICTIMS AT THE TIME
OF ROAD CRASH
TABLE A5: MARITAL STATUS OF THE VICTIM AT THE TIME OF ROAD CRASH [All figures in %]
LIH HIH
Marital status of the victim
N Married Single N Married Single
A2.1 ROAD TYPE WHERE CRASH percent crashes among HIH category occurred on city/
district/municipal roads.
HAPPENED
Based on crashes reported, the proportion of death cases
Road type wise, the maximum number of crashes occurred was higher on national highways/ state highways, while
on city/ district/ municipality roads followed by national survival cases were higher on city/ district/ municipality
highways/ expressways roads, probably because of the speed of the vehicles.
LIH
HIH
180
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
A2.2 VEHICLES INVOLVED IN THE The higher proportion of LIH victims that were involved
in the crash were using roads/highways as pedestrians
CRASH (12.2%), followed by those who were using cars (7.4%) and
bicycles (6.2%)
With respect to the type of vehicle involved in the crash,
overall, about 6 out of 10 crashes happened while victims Among HIH category victims, after M2Ws one-fourth of
were riding motorized two-wheelers. crashes occurred when victims were using cars.
TABLE A7: TYPE OF VEHICLE INVOLVED IN CRASH – VICTIM VEHICLE [All figures in %]
LIH
HIH
TABLE A8: TYPE OF VICTIM VEHICLE WISE IMPACT OF CRASH (SURVIVED) [All figures in %]
Victim vehicle type wise impact of crash (survived) Overall LIH Survived HIH Survived
Further, in terms of other offending vehicles involved in the Among HIH category respondents, about 32 percent were
crash, overall, slightly over one-fourth of victims from the using M2Ws, followed by Cars (29.4%), trucks/ lorries/
LIH category were riding M2Ws, followed by truck/lorry/ tractors (12%). Car as another offending vehicle during the
tractor and then car. crash was mentioned by highest proportion of respondents
in Bihar (24.3%), Tamil Nadu (28.2%), and Uttar Pradesh
A higher proportion of trucks /lorries /tractors was involved (37.6%), and M2W in Maharashtra (55.8%).
in crashes in Bihar (28.9%) and Uttar Pradesh (27.8%), while
M2Ws in Maharashtra (37.8%) and Cars in Tamil Nadu
(29%).
182
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
TABLE A9: TYPE OF VEHICLE INVOLVED IN THE CRASH – OTHER OFFENDING VEHICLE [All figures in %]
LIH
Overall 1647 25.8 22.0 20.9 6.9 4.6 6.7 5.8 7.5
Bihar 412 20.6 28.9 11.2 9.2 10.4 3.9 5.3 10.4
Maharashtra 415 37.8 16.1 21.2 8.4 2.4 4.8 2.2 7.0
Tamil Nadu 407 21.4 15.0 29.0 4.9 3.7 11.1 14.7 0.2
Uttar Pradesh 413 23.2 27.8 22.5 4.8 1.7 7.0 1.2 11.6
HIH
Overall 432 31.7 12.0 29.4 1.9 10.4 5.1 7.6 1.9
Bihar 115 24.3 7.0 24.3 0.9 23.5 7.0 10.4 2.6
Maharashtra 113 55.8 6.2 28.3 4.4 1.8 0.9 0.9 1.8
Tamil Nadu 103 17.5 17.5 28.2 1.0 5.8 10.7 18.4 1.0
Uttar Pradesh 101 27.7 18.8 37.6 1.0 9.9 2.0 1.0 2.0
TABLE A10: WAYS IN WHICH ROAD/ VEHICLE USED BY THE VICTIM [All figures in %]
LIH HIH
Road/ vehicle usage
as Driver/ Passenger/ Driver/ Passenger/
N Pedestrian N Pedestrian
Rider Pillion Rider Pillion
Tamil Nadu 407 83.8 7.9 8.4 103 84.5 9.7 5.8
Uttar Pradesh 413 64.9 22.0 13.1 101 78.2 13.9 7.9
184
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
LIH HIH
Position in
household
N HoH CWE Other* N HoH CWE Other*
Tamil Nadu 407 47.7 33.7 18.7 103 45.6 40.8 13.6
Uttar Pradesh 413 41.2 27.8 31.0 101 18.8 45.5 35.6
Gender wise, one-fourth of respondents in LIH category were females while and one-third
in HIH category were females. Highest proportion of females was covered in Tamil Nadu.
LIH HIH
Gender of respondent
N Male Female N Male Female
Overall 1647 74.5 25.5 432 66.9 33.1
Bihar 412 76.0 24.0 115 69.6 30.4
Maharashtra 415 78.6 21.4 113 73.5 26.5
Tamil Nadu 407 63.4 36.6 103 51.5 48.5
Uttar Pradesh 413 79.9 20.1 101 72.3 27.7
Age-group wise, most of the respondents were from the age-group of 26-35 years followed
by 36-45 years across both the categories.
Age group N 18-25 yrs. 26-35 yrs. 36-45 yrs. 46-60 yrs. More than 60 yrs.
LIH
Overall 1647 18.5 36.0 25.5 17.0 3.0
Bihar 412 26.2 34.2 21.4 14.3 3.9
Maharashtra 415 21.4 34.7 25.1 15.4 3.4
Tamil Nadu 407 4.7 37.1 35.1 22.9 0.2
Uttar Pradesh 413 21.5 38.0 20.6 15.5 4.4
HIH
Overall 432 15.5 44.9 28.2 10.6 0.7
Bihar 115 27.8 57.4 12.2 2.6 --
Maharashtra 113 13.3 31.9 38.9 13.3 2.7
Tamil Nadu 103 5.8 41.7 39.8 12.6 --
Uttar Pradesh 101 13.9 48.5 22.8 14.9 --
186
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
LIH
Tamil Nadu 407 4.2 7.1 9.1 9.8 16.5 45.2 8.1
Uttar Pradesh 413 28.8 16.2 17.7 15.3 2.4 14.5 5.1
HIH
Uttar Pradesh 101 2.0 5.9 3.0 5.9 4.0 66.3 12.9
Unskilled/
Farmer/ Salaried
Occupation of skilled Businessmen/ Retired/
N Unemployed Housewife Agri employee
respondent worker/ shop self-employed Student
laborer (Pvt/ Govt)
owner
LIH
Tamil Nadu 407 1.2 14.3 3.6 26.2 11.8 42.5 0.2
Uttar Pradesh 413 6.5 9.7 24.2 35.6 6.3 15.3 2.4
HIH
188
APPENDIX 3: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) – LIH & HIH
A3.6 BPL STATUS OF HOUSEHOLD number of members in household. Households having per
capita income below Rs.2,163 were considered as BPL.
The BPL status of the household was recorded based on Based on above, during survey a little higher than half of
the reporting of the respondents. However, cases where respondents (53.1%) were covered from BPL households
respondents were not aware of the same, BPL status was while remaining were from non-BPL.
determined based on monthly household income and
LIH
Overall 1647 3.8 1.8 5.6
Bihar 412 4.2 2.3 6.4
Maharashtra 415 3.8 1.3 5.1
Tamil Nadu 407 3.1 1.1 4.2
Uttar Pradesh 413 4.2 2.4 6.6
HIH
Overall 432 3.4 1.4 4.8
Bihar 115 3.6 2.0 5.6
Maharashtra 113 3.1 1.0 4.1
Tamil Nadu 103 3.1 1.1 4.2
Uttar Pradesh 101 3.7 1.4 5.1
190
APPENDIX 4: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) –
TRUCK DRIVERS
The truck drivers were interviewed across Bihar, B1. DEMOGRAPHIC PROFILE OF
Maharashtra, Tamil Nadu and Uttar Pradesh to understand
their awareness about MVAA and Motor third party liability TRUCK DRIVERS
insurance, compensation and experience of road crashes.
The respondents selected for the interview were truck A total sample of 420 truck drivers was covered in 4 states:
drivers of Medium Motor Vehicles, Heavy Motor Vehicles each state containing about one-fourth of respondents.
and Trailers. This section contains demographic and
professional profile of truck drivers.
Age group-wise, overall, 46 percent drivers were in the age group of 26-40 years, while close to 3 out of 10 drivers were in
the age group of 36-45 years.
TABLE B2: AGE-GROUP OF TRUCK DRIVERS [All figures in %]
Age Group N 18-25 yrs. 26-35 yrs. 36-45 yrs. 46-60 yrs. > 60 yrs.
Overall 420 8.6 45.5 31.9 13.3 0.7
Bihar 101 9.9 69.3 19.8 1.0 --
Maharashtra 113 6.2 46.9 31.0 15.0 0.9
Tamil Nadu 100 -- 30.0 49.0 21.0 --
Uttar Pradesh 106 17.9 35.8 28.3 16.0 1.9
Educational qualification wise, overall 36 percent of truck drivers were educated up to secondary level followed by middle
level (29%), senior secondary level (15%). Very few were educated above senior secondary level. More than 43 percent of
truck drivers have not passed class 10th.
Up to Up to
Education Not completed Up to Up to Graduate &
N Illiterate Class Class Diploma
qualification primary Class 5th Class 8th above
10th 12th
Overall 420 3.1 1.0 9.8 29.3 36.2 14.8 1.4 4.5
Bihar 101 0.0 0.0 4.0 25.7 51.5 13.9 0.0 5.0
Maharashtra 113 1.8 1.8 15.0 32.7 33.6 12.4 1.8 0.9
Tamil Nadu 100 0.0 0.0 3.0 38.0 34.0 13.0 3.0 9.0
Uttar Pradesh 106 10.4 1.9 16.0 20.8 26.4 19.8 0.9 3.8
192
APPENDIX 4: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) –
TRUCK DRIVERS
B2 PROFESSIONAL EXPERIENCE OF experience (32%) and having more than 15 yrs. experience
(18%).
TRUCK DRIVERS
State wise, nearly 54 percent truck drivers in Bihar had 2-5
B2.1 DRIVING EXPERIENCE WISE years of driving experience and in rest of the states majorly
between 6-10 years.
Overall, one-third of truck drivers had driving experience
of 6-10 years followed by those who were having 2-5 yrs.
Less than 2
Driving experience N 2-5 yrs. 6-10 yrs. 11-15 yrs. More than 15 yrs.
yrs.
Overall, 9 out of 10 truck drivers were working in private sector while only 2 percent in government.
Income from truck driving Rs. 5,001 to Rs. 10,001 to Rs. 20,001 to Rs. 30,001 to Rs. 50,001 to
N
profession 10,000 20,000 30,000 50,000 75,000
194
APPENDIX 4: RESPONDENT PROFILE
(DEMOGRAPHIC & PROFESSIONAL) –
TRUCK DRIVERS
B2.5 STRUCTURE OF MONTHLY Across states, over half the truck drivers were paid on
monthly basis, except Tamil Nadu where 54 percent truck
BENEFITS drivers were paid trip wise and 24 percent based on driving
hours.
Overall, 6 out of 10 truck drivers were paid on monthly
basis and rest 31 percent on trip basis. Only 8 percent truck
drivers were paid on the basis of driving hours.
Structure of monthly benefits N Monthly Salary Trip wise Number of Driving Hours
B2.6 SETTLEMENT OF PENALTIES themselves and 11 percent drivers shared by both driver
and owner.
Overall, more than three-fourth truck drivers confirmed State wise, majority of truck drivers mentioned that the
that the settlement of penalties was done by the owner or settlement of penalties was done by their owner/ company.
company, 13 percent truck drivers settled penalties by
Owner/ Company Settled by the driver from his Shared by both driver and
Settlement of penalties N
pays for it salary owner
Driving schedule Avg. hours’ drive/ day Avg. days’ work/ month
B2.8 TYPE OF TRUCK WISE tons) while about 45 percent were driving medium motor/
good vehicles (between 7.5-12 tons).
Truck type wise, overall, about half of the truck drivers Across states, at-least half of the truck drivers were driving
covered were driving heavy motor vehicles (exceed 12 heavy motor vehicle expect Bihar where such proportion
was about 42.6 percent.
196
APPENDIX 5: QUESTIONNAIRES
City of Interview
Serial No
Place of Interview
Has anyone in your household died or suffered (1) Yes, death due to a road crash
serious injury from a road crash in the last 15
years? (2) Yes, serious injuries
A1
(3) Yes, minor injuries [TERMINATE]
[Serious/ severe injuries mean cases where
victims attended hospital for treatment] (4) No [TERMINATE]
(1) 1 member
How many members of your household were [In case of more than 1 member, victim that contributed the most to
A2
involved in that road crash? the monthly household expenses before crash would be selected/
information about such victim would be asked.
Did you use to live with the victim when the (1) Yes [CONTINUE]
A7
road crash happened? (2) No [TERMINATE]
How do you term yourself in your household? [HoH is the person (either male or female) that takes key decision in
the household]
[A group of people staying together under the
same roof and sharing food from a common (2) Chief Wage Earner
A8 kitchen is called a Household. Persons [Chief wage earner is the person (either male or female) who
living in hostels or messes and taking food contributes the most to the household expenses]
from a common kitchen do not constitute a (3) Other most affected member of the household
household.]
[Member of the household that was most impacted due to crash after
HoH and CWE]
198
APPENDIX 5: QUESTIONNAIRES
B1 Respondent Name
B2 Phone Number
B3 Address
B4 City
(1) Bihar
(2) Maharashtra
B5 State
(3) Tamil Nadu
(4) Uttar Pradesh
(1) Urban
B6 Location of habitation (2) Rural
(1) Male
B7 Gender (2) Female
B8 What was your age on last birthday? Mention age: _____________ years.
(1) Illiterate
(2) Literate with no formal education
(3) Did not complete primary education
(4) Primary school (up to Class 5th)
(5) Middle school (up to Class 8th)
B9 Highest Education of Respondent (6) Secondary school (up to Class 10th)
(7) Senior secondary school (up to Class 12th)
(8) Diploma
(9) Graduate/college and above
(10) Postgraduate/ University
(11) Other (Specify): ____________________
B10 Occupation of respondent (1) Unemployed
(2) Housewife
(3) Agricultural Laborer
(4) Other Laborer
(5) Farmer
(6) Unskilled worker
(7) Petty trader/ shop owner
(8) Skilled worker
(9) Businessmen/ self-employed
(10) Salaried employee (Pvt/ Govt)
(11) Retired
(12) Other (Specify): ________________
200
APPENDIX 5: QUESTIONNAIRES
C2 Where did the road crash happen? City/ location Name: _________________
Type of city/ location where road crash (1) Within the city of victim residence
C3
happened (2) Other city
(1) Expressway
(2) National Highway
(3) State Highway
C4 Type of road on which crash happened
(4) City/ District/ Municipality roads
(5) Village road
(6) Other (specify): _____________________
[POST CODES]
Personal vehicles
(1) M2W - Motorcycle/ Scooter/ Scooty
(2) Car
(3) Bicycle
(1) Victim vehicle: _____________________
Commercial vehicles
C5 (4) Taxi
(2) Other offending vehicle: ______________
(5) Three-wheeler/ Cycle-Rickshaw/ Battery
Rickshaw
(6) Bus/ Minibus
(7) Truck/ lorry/ Tractor
Others
(8) Pedestrian
(9) None
(10) DK/ CS
(11) Others (specify): _______________________
(1) Ambulance
(2) Police vehicle
(3) Private vehicle
How was the victim transferred to the
C9 (4) Public vehicle (auto/ taxi/ etc.)
hospital?
(5) Not transferred to hospital [GO TO C19]
(6) DK/CS
(7) Others (specify): _________________
C10 [IF RESPONSE IS 1] Approx. time from crash (1) Within 15 minutes
ambulance took to arrive at crash location? (2) 16-30 mins
(3) 31-45 mins
(4) Beyond 45 mins
(4) DK/CS
(1) Govt.
C11 Which hospital was the victim taken to? (2) Private
(3) Others (specify): ____________
202
APPENDIX 5: QUESTIONNAIRES
204
APPENDIX 5: QUESTIONNAIRES
(1) Male
D1 Gender of the road crash victim
(2) Female
D2 Age of victim at the time of road crash Mention age: _____________ years.
(1) Illiterate
(2) Literate with no formal education
(3) Did not complete primary education
(4) Primary school (up to Class 5th)
(5) Middle school (up to Class 8th)
D3 Highest Education of victim at the time of road crash (6) Secondary school (up to Class 10th)
(7) Senior secondary school (up to Class 12th)
(8) Diploma
(9) Graduate/college and above
(10) Postgraduate/ University
(11) Other (Specify): ____________________
(1) Married
D4 Marital status of the victim at the time of road crash (2) Single (Unmarried/ separated/ divorced/ wid-
owed)
(1) Yes
D5 Was the victim earning member of the household before road crash?
(2) No [GO TO D7]
Was the victim chief wage-earning member [the person who contrib-
(1) Yes
D6 uted maximum to the household monthly expenses] of the household
(2) No
before road crash?
(1) Yes survived [GO TO D11]
D7 Did the victim survive after road crash?
(2) No, died due to road crash [GO TO D8]
(1) Not earning
(2) Up to Rs. 5,000
(3) Rs. 5,001 to Rs. 10,000
(4) Rs. 10,001 to Rs. 20,000
What was the monthly income of victim before road crash? [SHOW
D8 (5) Rs. 20,001 to Rs. 30,000
CARD & MENTION CODE]
(6) Rs. 30,001 to Rs. 50,000
(7) Rs. 50,001 to Rs. 75,000
(8) Rs. 75,001 to Rs. 1,00,000
(9) More than Rs. 1,00,000
Did the road crash victim return to his previous occupation/ school on (1) Yes
D14
resuming work after crash? (2) No [GO TO D16]
After how many days road crash victim returned to his regular work/
D15 _________________ days
school?
206
APPENDIX 5: QUESTIONNAIRES
D16 IF NOT RETURNED TO PREVIOUS OCCUPATION, how many days did it (1) _________________ days
take to find a new job from the day of crash? (2) NA
(1) Yes, almost the same
On resuming work after crash, did victim maintain the same salary/
D17 (2) No, lower than previous
wage as it was before the crash?
(3) NA
D18 Whether the victim underwent any sort of disability? (1) Yes
(2) No [GO TO D22]
(3) DK/CS [GO TO D22]
(1) Yes
Whether the victim requires ongoing mobility assistance (e.g.
D19 (2) No
wheelchair, walking frame, etc.)
(3) DK/CS
D20 What was the severity of crash victim disability? (1) Serious disability (Traumatic Brain Injury, ampu-
tation, quadriplegic, etc.)
(2) Partial disability (some functional loss but still
can-do regular work) [GO TO D22]
(3) Temporary disability; recovered [GO TO D22]
(1) Para/ Quadriplegia
(2) Acquired Brain Injury
(3) Amputation of a limb (e.g. hand/foot/arm/leg)
D21 What type of serious disability did victim sustain?
(4) Permanent Blindness
(5) Severe burns
(6) Others (specify): ______________________
D22 Majorly, who took care of the victim after the crash? (1) Male member of the family
(2) Female member of the family
(3) Self
(4) Anyone else (specify) _________________
(1) Male member of the family
(2) Female member of the family
D23 Majorly, who bought all the medicines to the recovering victim?
(3) Self
(4) Anyone else (specify) _________________
D24 Majorly, who cooked all the meals in the household and took care of (1) Male member of the family
the daily needs of the victim? (2) Female member of the family
(3) Self
(4) Anyone else (specify) _________________
(1) Male member of the family
Who accompanied the victim to the hospital/ doctor most of the (2) Female member of the family
D25
time? (3) None
(4) Anyone else (specify) _________________
E1 Has any member of household suffered from depression (cue: feeling (1) Yes
low/ sad without any reason) due to impact of the road crash? (2) No
(3) DK/CS
E2 Has any household member developed any health issues/ complica- (1) Yes
tions due to the aforesaid road crash? (2) No
(3) DK/CS
(1) Yes
[IF YES] Has suffering member of the household taken medical
E3 (2) No
(doctor) consultation in this regard?
(3) DK/CS
E4 Has there been any change in the sleep pattern of any member of (1) Yes, difficulty in sleeping
household since the road crash? (2) Sometimes; difficulty in sleeping
(3) No, sleep well
(1) Yes
Has there been any change in dietary habits/ food intake of any
E5 (2) No
family member post the road crash?
(3) DK/CS
F1 As a result of road crash, what were the key impacts on your household
A Financial impact
2 Out of pocket expenses increased due to medical treatment (1) Yes (2) No (3) DK/CS
3 Had to sell/ mortgage some family assets (e.g. property, jewelry, (1) Yes (2) No (3) DK/CS
vehicle, etc.)
4 Had to borrow money (from anyone) (1) Yes (2) No (3) DK/CS
5 Had to relocate for treatment for more than 30 days (1) Yes (2) No (3) DK/CS
6 Any household member had to relocate permanently (1) Yes (2) No (3) DK/CS
208
APPENDIX 5: QUESTIONNAIRES
B Occupational impact
7 Change in working pattern of household members (1) Yes (2) No (3) DK/CS
8 Someone in household had to take up additional jobs/shifts (1) Yes (2) No (3) DK/CS
9 Someone in household had to give up study (1) Yes (2) No (3) DK/CS
C Social impact
If survived, how many months did victim take for recovery (fit for
F2 ____________________ months
work) after road crash?
2 Living standard has decreased (1) Severe (2) Moderate (3) None
3 Food consumption has decreased (1) Severe (2) Moderate (3) None
(1) Yes
Was the vehicle in/ on which victim was traveling insured (2) No
G1
at the time of road crash? (3) DK/CS
(4) Not Applicable
G2 [IF YES] Which type of MOTOR VEHICLE insurance? (1) Third party insurance (Liability)
(2) Comprehensive insurance
(3) DK/ CS
(4) Others (specify): _____________________
210
APPENDIX 5: QUESTIONNAIRES
Loss of property/ vehicle etc. due to road crash Rs. ________________ ____________%
What did you do/ get to cope up with the financial burden due to road crash?
Compensation from insurance com- (1) Yes (2) No Total amount: Rs. ________________________
pany (including vehicle/ life insur-
ance, etc.)
Received compensation under
schemes (govt., local authorities, (1) Yes (2) No Total amount: Rs. ________________________
funeral expenses, etc.)
Received compensation from em- (1) Yes (2) No Total amount: Rs. ________________________
ployer
Dependent was provided job by
(1) Yes (2) No Monthly income: Rs. _____________________
employer/ govt.
Received compensation from other (1) Yes (2) No Total amount: Rs. ________________________
party involved in road crash
Was any major financial investment (1) Yes (2) No Total investment: Rs. ____________________
made on victim within 1 year prior to
crash that could not be recovered?
[e.g. Education fees/ donation, busi-
ness set-up, organ transplant, etc.]
212
APPENDIX 5: QUESTIONNAIRES
(1) Excellent
(2) Very Good
H3 How would you rate road safety in your neighborhood/ city? (3) Good
(4) Average
(5) Poor
H4 Do you drive any motorized vehicle? [MULTIPLE RESPONSE POSSI- (1) M2W - Motorcycle/ Scooter/ Scooty
BLE] (2) Car
(3) Taxi
(4) Three-wheeler/ Cycle/ Battery Rickshaw
(5) Truck/ lorry/ Tractor
(6) None
(7) Others: _________________________
H5 [IF RESPONSE IS 1-5 TO H4], Do you feel safe driving in your neigh- (1) Always
borhood/city? (2) Mostly
(3) Sometimes
(4) Rarely
(5) Never
[“THANK YOU” FOR YOUR TIME AND PATIENCE / KINDLY RE-CHECK IF ANY QUESTION IS LEFT BLANK]
INVESTIGATOR
SUPERVISOR
TL FE FM RE
ACCOMPANIED
SPOT/ BACK
CHECKED
SCRUTINIZED
Use the following table to check the eligibility of respondent for the survey based on
Consider the highest value of the range of the coded response of A11 and number of adult members as per A10.1 to check eligibility. If
the total MHI is below the eligibility range, provide response in A12 and proceed.
1 Up to Rs.13,500 Up to Rs.2,163
2 Up to Rs.27,000 Up to Rs.4,326
3 Up to Rs.40,500 Up to Rs.6,489
4 Up to Rs.54,000 Up to Rs.8,652
5 Up to Rs.67,500 Up to Rs.10,815
6 Up to Rs.81,000 Up to Rs.12,978
7 Up to Rs.94,500 Up to Rs.15,141
8 Up to Rs.1,08,000 Up to Rs.17,304
9 Up to Rs.1,21,500 Up to Rs.19,467
10 Up to Rs.1,35,000 Up to Rs.21,630
214
APPENDIX 5: QUESTIONNAIRES
City of Interview
Serial No
Place of Interview
[In case of more than 1 member, victim that contributed the most to
the monthly household expenses before crash would be selected/
information about such victim would be asked.
A4 What was the impact of the road crash on the (1) Died at the scene
victim? (2) Died while being transported to hospital
(3) Taken to hospital & discharged within 24 hrs.
(4) Had to be admitted in the hospital for more than 1 day
(5) Died in hospital within 30 days from the crash
(6) Died after 30 days from the crash
Did you use to live with the victim when the (1) Yes [CONTINUE]
A7
road crash happened? (2) No [TERMINATE]
A8 How do you term yourself in your household? (1) Head of the Household
[HoH is the person (either male or female) that takes key decision in
[A group of people staying together under the the household]
same roof and sharing food from a common (2) Chief Wage Earner
kitchen is called a Household. Persons living in [Chief wage earner is the person (either male or female) who contrib-
hostels or messes and taking food from a com- utes the most to the household expenses]
mon kitchen do not constitute a household.] (3) Other most affected member of the household
[Member of the household that was most impacted due to crash after
HoH and CWE]
What was your age when the road crash (1) Less than 14 yrs. [TERMINATE]
A9
happened? (2) More than 14 yrs. [CONTINUE]
216
APPENDIX 5: QUESTIONNAIRES
A11 Income: Please look at this card and tell me (1) Less than Rs.50 thousand [TERMINATE]
which income group best indicates Total (2) Rs.50 thousand to Rs.1 Lakh
Monthly Household Income. [SHOW CARD] (as
(3) Rs.1 Lakh to Rs.2 Lakh
on 31 Jan 2020).
(4) Rs.2 Lakh to Rs.4 Lakh
[Please include all the income/ receipts of every
member of the household from all sources such (5) Rs.4 Lakh to Rs.6 Lakh
as job, profession, wages, rent, pension, gratuity, (6) Rs.6 Lakh to Rs.10 Lakh
etc.] (7) Rs.10 Lakh to Rs.15 Lakh
(8) More than Rs.15 Lakh
Based on the table provided in the annexure,
is respondent eligible for the survey? (1) Yes [CONTINUE]
A12
[Use the table provided at the end to check (2) No [TERMINATE]
the eligibility of the respondent for the survey]
B1 Respondent Name
B2 Phone Number
B3 Address
B4 City
B8 What was your age on last birthday? Mention age: _____________ years.
Type of city/ location where road crash (1) Within the city of victim residence
C3
happened (2) Other city
218
APPENDIX 5: QUESTIONNAIRES
[POST CODES]
Personal vehicles
(1) M2W - Motorcycle/ Scooter/ Scooty
(2) Car
(3) Bicycle
(1) Victim vehicle: _____________________
Commercial vehicles
C5 (4) Taxi
(2) Other offending vehicle: ______________
(5) Three-wheeler/ Cycle-Rickshaw/ Battery
Rickshaw
(6) Bus/ Minibus
(7) Truck/ lorry/ Tractor
Others
(8) Pedestrian
(9) None
(10) DK/ CS
(11) Others (specify): _______________________
C6 In which way victim was using vehicle/ road at (1) Driver/ Rider
the time of crash. (2) Passenger/ Pillion
(3) Pedestrian
(4) Others: __________________
(1) Victim’s vehicle /vehicle in which victim was travelling
Which vehicle was at fault at the time of the
C7 (2) Other vehicle
road crash?
(3) DK/CS
C8 Was the victim wearing helmet or seatbelt during (1) Yes, wearing helmet [2 wheeler users]
the road crash? (2) Yes, wearing seatbelt [4 wheeler users]
(3) Not wearing helmet/ seatbelt
(4) Not applicable
C9 How was the victim transferred to the hospital? (4) Public vehicle (auto/ taxi/ etc.)
(6) DK/CS
(4) DK/CS
(1) Govt.
C11 Which hospital was the victim taken to? (2) Private
(1) Yes
(3) DK/CS
(5) DK/ CS
(1) Yes
Did the victim face any discrimination or
C15 (2) No
prejudice by hospital officials/ staff?
(3) DK/CS
220
APPENDIX 5: QUESTIONNAIRES
C16 [IF YES], What kind of harassment/ prejudice did the victim/ attendant/ family face? [RECORD VERBATIM]
_______________________________________________________________________________________________________________________
_______________________________________________________________________________________________________________________
_______________________________________________________________________________________________________________________
POSTCODES
(1) Victim was not attended immediately at hospital
(2) Asked to wait for police before attending victim
(3) Made excuses and asked to take the victim to other hospital
(4) Denied admission of victim to the hospital
(5) Asked for money for treatment
(6) Others (specify): ___________________________________
Among your acquaintances/ friends/ relatives,
(1) Yes
C17 does anybody work as a medical/ first aid staff
(2) No [GO TO C19]
at a medical facility or hospital?
C18 Were they of any help during the treatment of the (1) Yes
victim? (2) No
(1) Yes
C19 Was this road crash reported to the police? (2) No
(3) DK/CS
C20 Was a FIR filed after the road crash? (1) Yes
(2) No
(3) DK/CS
(1) Yes
[IF YES TO C20] Were the police officials
C21 (2) No
helpful/ cooperative during the process?
(3) DK/CS
C22 [IF NO TO C20] What were the reasons for not filing FIR? [RECORD VERBATIM]
_______________________________________________________________________________________________________________________
_______________________________________________________________________________________________________________________
_______________________________________________________________________________________________________________________
POSTCODES
(1) Was afraid of police harassment
(2) Did not want to get into legal hassles
(3) Fear of being asked to pay bribe
(4) Did not feel need of filing FIR
(5) Police official declined to file FIR
(6) Others (specify): ___________________________________
(1) Yes
C25 Did you spend any money on litigation? (2) No
(3) DK/CS
(1) Yes
C26 Is the case still ongoing in the courts?
(2) No
[IF NO TO C23], what were the reasons for not filing case? [RECORD VERBATIM]
_____________________________________________________________________________________________________________________
_____________________________________________________________________________________________________________________
_____________________________________________________________________________________________________________________
(1) Out of court settlement was done
(2) Unable to hire/ afford lawyer/ fee
(3) Did not want to get into legal hassles
(4) Did not feel need of filing case
(5) To avoid work/ study loss due to court hearings
(6) Others (specify): ___________________________________
(1) Male
D1 Gender of the road crash victim
(2) Female
D2 Age of victim at the time of road crash Mention age: _____________ years.
222
APPENDIX 5: QUESTIONNAIRES
(1) Illiterate
(2) Literate with no formal education
(3) Did not complete primary education
(4) Primary school (up to Class 5th)
(5) Middle school (up to Class 8th)
Highest Education of victim at the time of road (6) Secondary school (up to Class 10th)
D3
crash
(7) Senior secondary school (up to Class 12th)
(8) Diploma
(9) Graduate/college and above
(10) Postgraduate/ University
(11) Other (Specify): ____________________
(1) Married
Marital status of the victim at the time of road
D4 (2) Single (Unmarried/ separated/ divorced/ widowed)
crash
[POST CODES]
(1) Pre crash: Rs. __________________/ month
(1) Not earning
(2) Up to Rs.50,000
D11 (2) On resuming work after crash: Rs. ______/ month
(3) Rs.50,000 to Rs.1 Lakh
(4) Rs.1 Lakh to Rs.2 Lakh
(3) Current (as on 31 Jan 2020): Rs. _____/ month
(5) Rs.2 Lakh to Rs.4 Lakh
(6) Rs.4 Lakh to Rs.6 Lakh
(7) Rs.6 Lakh to Rs.10 Lakh
(8) Rs.10 Lakh to Rs.15 Lakh
(9) More than Rs.15 Lakh
224
APPENDIX 5: QUESTIONNAIRES
Did the road crash victim return to his previous (1) Yes
D14
occupation/ school on resuming work after crash? (2) No [GO TO D16]
(1) Yes
Whether the victim underwent any sort of disabil-
D18 (2) No [GO TO D22]
ity?
(3) DK/CS [GO TO D22]
(1) Yes
Whether the victim requires ongoing mobility
D19 (2) No
assistance (e.g. wheelchair, walking frame, etc.)
(3) DK/CS
(1) Yes
Has any member of household suffered from
E1 depression (cue: feeling low/ sad without any (2) No
reason) due to impact of the road crash?
(3) DK/CS
(1) Yes
Has any household member developed any
E2 health issues/ complications due to the (2) No
aforesaid road crash?
(3) DK/CS
(1) Yes
[IF YES] Has suffering member of the household
E3 taken medical (doctor) consultation in this (2) No
regard?
(3) DK/CS
(1) Yes, difficulty in sleeping
Has there been any change in the sleep pattern
E4 of any member of household since the road (2) Sometimes; difficulty in sleeping
crash?
(3) No, sleep well
(1) Yes
Has there been any change in dietary habits/
E5 food intake of any family member post the road (2) No
crash?
(3) DK/CS
226
APPENDIX 5: QUESTIONNAIRES
F1 As a result of road crash, what were the key impacts on your household
A Financial impact
4 Had to borrow money (from anyone) (1) Yes (2) No (3) DK/CS
5 Had to relocate for treatment for more than 30 days (1) Yes (2) No (3) DK/CS
B Occupational impact
7 Change in working pattern of household members (1) Yes (2) No (3) DK/CS
9 Someone in household had to give up study (1) Yes (2) No (3) DK/CS
C Social impact
2 Living standard has decreased (1) Severe (2) Moderate (3) None
3 Food consumption has decreased (1) Severe (2) Moderate (3) None
(1) Yes
Was the other vehicle (colliding vehicle) involved in the (2) No, uninsured
G3
crash insured? (3) Hit and run case
(4) DK/CS
(1) Yes
Was the victim covered under MEDICAL INSURANCE at
G4 (2) No
the time of road crash?
(3) DK/CS
(1) Yes
Was the victim covered under LIFE INSURANCE at the
G5 (2) No
time of road crash?
(3) DK/CS
228
APPENDIX 5: QUESTIONNAIRES
Compensation
Received eligible/ promised
Authority Availed received in (after
compensation
crash)
(1) Yes
Did victim/ nominee claiming compensation had to attend (2) No
G9
court? (3) Not Applicable
(4) DK/CS
(1) Yes
Did victim/ nominee face any hurdles/ difficulties in (2) No
G10
accessing the compensation money? (3) Not Applicable
(4) DK/CS
2 Loss of property/ vehicle etc. due to road crash Rs. ________________ ____________%
G12 What did you do/ get to cope up with the financial burden due to road crash?
230
APPENDIX 5: QUESTIONNAIRES
(1) Yes
9 Others (specify): ________________ Total Amount: Rs. ________________________
(2) No
Was any major financial investment
made on victim within 1 year
prior to crash that could not be (1) Yes
G13 Total investment: Rs. ____________________
recovered? [e.g. Education fees/ (2) No
donation, business set-up, organ
transplant, etc.]
Current (as on 31
Please provide following details about household [where Before crash On resuming work
G16 Jan 2020)
victim survived] (Rs.) after crash (Rs.)
(Rs.)
Average total monthly HOUSEHOLD INCOME from all
sources (Approx.) [Please include all the income/ receipts
1 ____________ ____________ ____________
of every member of household from all sources such as
job, profession, wages, rent, pension, gratuity, etc.]
(1) Severe
(2) Major
According to you what is the level of impact of road
H1 (3) Moderate
crashes on the society?
(4) Minor
(5) Insignificant
(1) Always
(2) Mostly
H2 Do you feel safe while commuting on the roads? (3) Sometimes
(4) Rarely
(5) Never
[“THANK YOU” FOR YOUR TIME AND PATIENCE / KINDLY RE-CHECK IF ANY QUESTION IS LEFT BLANK]
INVESTIGATOR
SUPERVISOR
TL FE FM RE
ACCOMPANIED
SPOT/ BACK
CHECKED
SCRUTINIZED
NOTE: NO QUESTIONNAIRE WILL BE ACCEPTED WITHOUT COMPLETE FIELD CONTROL INFORMATION AND/ OR UNSIGNED AS AND
WHERE APPLICABLE.
232
APPENDIX 5: QUESTIONNAIRES
Use the following table to check the eligibility of respondent for the survey based on
Consider the highest value of the range of the coded response of A11 and number of adult members as per A10.1 to check eligibility. If
the total MHI is above the eligibility range, provide response in A12 and proceed.
City of Interview
Serial No
Place of Interview
A1 Respondent Name
A2 Phone Number
234
APPENDIX 5: QUESTIONNAIRES
A12 What type of truck (category of truck) do you (1) Medium Motor Vehicle (B/w 7.5-12 tons)
drive generally? [Mention category of truck (2) Heavy Motor Vehicle (Exceed 12 tons)
based on Gross Vehicle Weight] (3) Trailer
I would like to ask you regarding a few aspects of motor vehicle and workers Somewhat
B1 Fully Aware Not Aware
act. Before this survey began were you aware of following: Aware
The purchase of Motor Third party liability insurance is compulsory and you
1 3 2 1
may be fined by the Police if vehicle in uninsured
If the vehicle you are driving is UNINSURED, you (or the owner) may be
2 personally liable to pay for injuries caused to others if you are at fault for the 3 2 1
crash
Motor Third Party liability insurance does not provide compensation for
4 3 2 1
injuries you incur if the crash is your fault
If someone else is a fault for an crash and you incur injuries, you may be able
5 3 2 1
to claim compensation from the insurer the vehicle is insured with
Along with driver, truck attendant (khalasi) is also covered for benefits under
7 3 2 1
third party insurance under MVAA, 2019
236
APPENDIX 5: QUESTIONNAIRES
The time limitation for filing of cases for compensation for injuries before the
8 3 2 1
Claims Tribunal is 6 months from the date of the crash
The motor vehicle act has been amended in 2019 and came into force from
10 3 2 1
1st September 2019
If the application for driving license renewal is made after 3 years from the
12 3 2 1
date of expiry of license, then the licensing authority may refuse to renew
Provision for protection of Good Samaritans from unnecessary trouble or
13 3 2 1
harassment from civil or criminal proceedings
The provision for cashless emergency medical treatment of crash victim
14 3 2 1
injuries during the “golden hour”
The increased compensation for hit and run cases is INR 2 lakhs for death
15 3 2 1
and INR 50,000 for grievous hurt under MVAA, 2019?
Lumpsum compensation available for death and grievous injury, without the
16 need to prove fault of another party (this is an alternate to proceeding with an 3 2 1
injury claim against a third party or their insurer)
(1) Yes, definitely
Do you think with MVAA 2019 amendments would help in implementation of
B2 (2) Yes, to some extent
compliance w.r.t REGISTRATION of vehicle?
(3) Not at all
(1) Yes, definitely
Do you think with MVAA 2019 amendments would help in implementation of
B3 (2) Yes, to some extent
compliance w.r.t LICENSING?
(3) Not at all
(1) Yes, definitely
Do you think with MVAA 2019 amendments would help in implementation of
B4 (2) Yes, to some extent
compliance w.r.t INSURANCE REQUIREMENTS?
(3) Not at all
(1) Yes, definitely
Do you think MVAA 2019 would improve safe driving behaviour among truck
B5 (2) Yes, to some extent
drivers?
(3) Not at all
(1) Yes
Do you support the increased fines for traffic violations like drunk driving,
B6 (2) No
over speeding, distracted driving, non-usage of seat belts etc.?
(3) DK/CS
(1) Yes
C1 Is your vehicle insured under motor vehicle insurance?
(2) No [GO TO C3]
[IF RESPONSE TO C1 IS 2], What are the reasons for not having vehicle insurance? [RECORD VERBATIM]
_____________________________________________________________________________________________________________________________
C3
_____________________________________________________________________________________________________________________________
_____________________________________________________________________________________________________________________________
238
APPENDIX 5: QUESTIONNAIRES
C4 When did you last renew your vehicle insurance? [month & year] ________________________ [MM/YYYY]
(1) Yes
Are you aware of the process of claiming insurance from the insurance
C6 (2) No
company in the event of a crash?
(3) DK/CS
While driving your truck, have you ever been involved in a road crash (1) Yes
D1
where you sustained injuries? (2) No [END THE INTERVIEW]
When did the most recent road crash happen? [Ask for the details of (1) Date: ___________ [DD/MM/YYYY]
D2
latest crash] (2) Time: __________ [24 HRS. FORMAT]
(1) Yes
1 Was your vehicle insured at the time of crash?
(2) No [GO TO D10]
(1) Third party insurance (Liability)
Type of insurance with which your vehicle was insured at the time of (2) Comprehensive insurance
2
crash (3) DK/ CS
(4) Others (specify): ________________
Did you/ your fleet owner claim insurance for personal injury after the (1) Yes
3
crash? (2) No [GO TO D10]
(1) Yes
4 Was your claim approved by the insurance company?
(2) No [GO TO D10]
(1) Rs. _______________________
5 What was the total claim amount?
(2) DK/CS
COMPENSATION TO/ FROM OTHER PARTY [OTHER THAN FROM AN
D10
INSURER]
(1) Yes, insured
(2) No, uninsured
1 Was the other vehicle/ party involved in crash covered under insurance?
(3) Hit and run case
(4) DK/CS
(1) Other party involved in crash
2 Who was at the fault during crash?
(2) Self [GO TO D10.8]
Did you receive any compensation for personal injury from other party, (1) Yes: Rs. _________ (mention amount)
3
who was not an insurer, involved in the crash? (2) No [GO TO D11]
240
APPENDIX 5: QUESTIONNAIRES
4 How many days did it take for the payment to be accessed? __________________________days
(1) Yes
5 Did you face any challenges/ difficulties in accessing the money?
(2) No
(1) Yes
6 Did you have to visit court for claiming compensation?
(2) No
(1) Easy
7 How would you rate the compensation claim process? (2) Moderate
(3) Difficult
Did you/ fleet owner have to pay any compensation to other party (1) Yes: Rs. __________ (mention amount)
8
involved in the crash for injuries they sustained? (2) No
Did you apply for/ benefit from any road crash scheme run by the (1) Yes
1
Government after your crash? (2) No [END THE INTERVIEW]
3 How much total amount/ benefit did you receive? Rs. ______________________
4 How many days did it take for the payment to be processed? __________________________days
[“THANK YOU” FOR YOUR TIME AND PATIENCE / KINDLY RE-CHECK IF ANY QUESTION IS LEFT BLANK]
INVESTIGATOR
SUPERVISOR
TL FE FM RE
ACCOMPANIED
SPOT/ BACK
CHECKED
SCRUTINIZED
NOTE: NO QUESTIONNAIRE WILL BE ACCEPTED WITHOUT COMPLETE FIELD CONTROL INFORMATION AND/ OR UNSIGNED AS AND
WHERE APPLICAB
242
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NOTES
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@worldbank @savelifeindia