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Every day, countless Indians choose to walk or cycle—whether to school, work, or the market. Yet, these simple, sustainable acts are fraught with danger. As per the 2022 Road Accidents in India Report 32,825 pedestrians and 4,836 cyclists were killed in out of 1,68,491 total fatalities on road accounting for nearly 20% pedestrians and 3% cyclists of all road fatalities .
The recent accident involving Esow Alben, India's first World Championships medallist in cycling, underscores the peril. While training in Delhi, he was struck from behind by two speeding bikers. Though he escaped with minor injuries, the incident highlights the vulnerabilities faced by cyclists even in the nation's capital. There have been numerous incidents of cyclist being hit and killed – news of well known people are covered while others hardly get reported.
A few months ago, I experienced a personal loss—a close friend of my mother, a motherly figure and an elderly lady, became a victim of negligent driving. She was simply crossing the street at a busy intersection one evening when she was struck by a large vehicle whose driver failed to notice her.
To understand the urgency of road safety reform, it is important to place it within the broader global efforts aimed at protecting vulnerable road users.
The 8th UN Global Road Safety Week was being observed from 12 to 18 May 2025. This year’s focus is on fostering a culture of safety and equity for pedestrians and cyclists, particularly in urban areas. The week served as a reminder that road traffic injuries remain the leading cause of death among young people aged 5–29 years, and that vulnerable road users—especially those who walk and cycle—constitute a disproportionate share of casualties. The campaign called for specific and actionable interventions such as protected cycling infrastructure, pedestrian zones, speed regulation, and safe school access. It also emphasized the link between safe active mobility and broader global goals—such as public health, environmental sustainability, and social inclusion.
Photo : NEZINE
Incidentally this year marks the midpoint of the Decade of Action for Road Safety 2021–2030. This global initiative, launched by the United Nations aims to reduce road traffic deaths and injuries by at least 50% by 2030. The Global Plan for this Decade emphasizes a Safe System approach, advocating for safer roads, vehicles, and road users, along with improved post-crash response. It also promotes sustainable mobility options like walking, cycling, and public transport, aligning with broader Sustainable Development Goals (SDGs).
Despite these efforts, road traffic injuries remain a significant global health challenge.
At the national level, a recent Supreme Court judgment has set a powerful legal precedent for pedestrian safety and inclusive urban mobility.
On May 14, 2025, the Supreme Court of India declared that obstruction-free and disabled-friendly footpaths are a fundamental right under Article 21 of the Indian Constitution. This recognition links safe pedestrian infrastructure to the right to life and dignity, making it a constitutional obligation for governments. The Court has directed all States and Union Territories to take urgent steps to provide continuous, safe, and accessible footpaths. It also mandated the Union Government to frame guidelines as per IRC and MoHUA standards within two months.
Photo : NEZINE
The implications of this ruling for road safety are profound. By legally mandating the provision of safe and accessible footpaths, the judgment addresses one of the core causes of pedestrian fatalities in India—poor or non-existent walking infrastructure. In urban areas where footpaths are often encroached, broken, or absent altogether, pedestrians are forced to walk on roads, directly exposing them to speeding traffic. The Supreme Court’s directive not only prioritizes the safety of vulnerable road users, including the elderly, children, and persons with disabilities, but also creates a strong accountability mechanism for government agencies. When implemented effectively, this ruling can lead to fewer pedestrian deaths and injuries, encourage walking as a safe and dignified mode of transport, and ultimately contribute to achieving national and global road safety targets, including those outlined in the the Sustainable Development Goals (SDGs).
Closer to home, Assam presents a compelling case study of how state-level action can begin to translate policy into impact on the ground.
Assam has taken some steps in addressing road safety through a structured and data-driven approach. The state has developed a comprehensive State and District Road Safety Committee (SRSC/DRSC) dashboard system that enables regular tracking of crash data, enforcement metrics, and departmental performance across education, health, and transport sectors. A notable intervention was carried out at the Khanapara Roundabout in Guwahati, a high-risk junction where 53% of crashes involved vulnerable road users—including pedestrians and motorcyclists. Following a tactical urbanism redesign, the intervention led to a 60% reduction in pedestrian exposure distance, a 63% drop in vehicle-to-vehicle conflicts, and a 48% reduction in pedestrian-vehicle conflicts, with 84% of pedestrians reporting an improved crossing experience. Additionally, the state has partnered with organizations like the Lifeline Foundation to train unconventional first responders such as AYUSH doctors, toll plaza staff, and fuel pump attendants in Primary Trauma Care (PTC).
Photo : NEZINE
However, despite these promising developments, Assam’s approach remains heavily skewed towards enforcement and emergency response, with limited investment in dedicated infrastructure for walking and cycling. To achieve systemic impact, the state must scale up inclusive, people-first street design, ensure participatory planning, and institutionalize road safety funding for long-term sustainability.
As in other Indian cities, Assam’s urban infrastructure prioritizes motor vehicles, leaving little room for safe pedestrian walkways or cycling lanes. Encroachments, poor maintenance, and lack of enforcement exacerbate the risks.
The World Health Organization has laid out a comprehensive global roadmap to help cities promote walking and cycling through practical, evidence-based strategies.
In 2025, the World Health Organization (WHO) released the “Promoting Walking and Cycling – A Toolkit of Policy Options”, offering a structured and evidence-based guide to help cities and countries design and implement effective policies for active mobility. The toolkit outlines seven key policy action areas crucial for promoting walking and cycling:
1. Integrate walking and cycling into all relevant policies
2. Provide safe and connected walking and cycling networks
3. Design inclusive and safe streets for all
4. Improve safe road user behaviour
5. Protect and prioritize walking and cycling
6. Facilitate integrated transport options
7. Promote and incentivize walking and cycling.
The toolkit also stresses key enablers such as governance coordination, data systems, legislation, community engagement, funding mechanisms, and monitoring tools.
For cities, especially those in developing countries like India, these recommendations are vital. They help align local actions with global best practices, enabling cities to address traffic injuries, climate resilience, pollution, inequality, and congestion in an integrated manner. By implementing these strategies, urban areas can create healthier, safer, and more livable environments—making walking and cycling not only viable but preferred modes of transport.
The safety crisis faced by pedestrians and cyclists in India is not just a transportation issue—it is a public health emergency, a matter of equity, and a question of human dignity. The lives lost on our roads every day—like that of an elderly woman simply crossing the street, or the near-fatal injuries to a national cyclist—are not isolated incidents, but symptoms of systemic neglect. Encouragingly, recent developments such as the Supreme Court’s landmark ruling, Assam’s targeted interventions, and global initiatives like the Decade of Action for Road Safety and WHO’s policy toolkit offer a path forward. However, legal recognition and isolated successes are not enough. What we now need is urgent, consistent, and inclusive implementation—from national policies to city streets. Making India’s roads safer for walkers and cyclists will require not just infrastructure upgrades but a shift in mindset: from moving vehicles to moving people, from speed to safety, and from apathy to accountability. Only then can we truly reclaim our streets and build cities that are just, livable, and safe for all.
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