ITDP India

Promoting sustainable and equitable transportation worldwide

How the Safety of our Children is Nudging Indian Cities to Rethink Safe Streets for All

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In wildlife conservation, there’s a familiar problem: charismatic megafauna—the big, beautiful, crowd-pulling mammals—soak up attention and conservation efforts, while countless other species struggle to survive unnoticed. Logic tells us the most endangered species deserve priority, but emotion usually wins. Cute creatures move hearts, budgets, and policies in ways that less glamorous animals simply can’t. 

Urban transport in India suffers from the same bias. 

Flyovers—the “charismatic megafauna” of our cities

Flyovers, foot-over-bridges, and wide roads are the “charismatic megafauna” of our cities—high-visibility, headline-grabbing symbols of development and aspiration. Footpaths, signage, and pedestrian crossings are their overlooked cousins. Not  visually unappealing perhaps, but certainly less exciting, harder to champion, and rarely the first choice in infrastructure conversations. 

That’s why knowing there is demand for footpaths isn’t enough. People-centric mobility must become aspirational. It needs to be the popular narrative, the default choice, and the shared vision of how cities should move. To get there, we must focus on behaviour change of society at large—and one of the strongest catalysts for change in any society is children. 

Children don’t just represent the future; they influence the present. Some of the most successful road safety campaigns are rooted in schools because their impact extends far beyond classrooms. Children take lessons home, start conversations at the dinner table, and —most powerfully, —hold adults accountable. We may ignore posters and policies, but we rarely ignore our children. We change habits, make safer choices, and strive to be better role models for them. 

At the same time, children are among the most vulnerable users of our streets. Their physical and cognitive development limits their ability to judge speed, distance, and risk. As vehicle ownership rises and streets grow more hostile, children face increasing danger simply navigating their neighbourhoods. This makes the case for safer, child-friendly street design not just compelling, but urgent. 

If we want cities that truly work for everyone, we must start building streets that protect, empower, and prioritise our smallest citizens.  

The Rise of Safe School Zones 

It’s a widely accepted principle in urban design: when we design for the most vulnerable, we design for everyone. Yet, despite this common wisdom, our cities still lack sufficient evidence of street designs that meaningfully respond to children’s specific needs. 

Creating Safe School Zones is a critical first step in addressing this gap and the beginning of a much longer journey toward truly child-friendly streets across the city and not just the school zones. 

In Tamil Nadu, two cities have taken promising strides in this direction. Chennai and Coimbatore have announced Safe School Zone projects aimed at transforming the streets children use every day. 

In Chennai, the initiative covers two major interventions: 

Avvai Shanmugam Salai, Teynampet (2.5 km) 
A network of streets in K.K. Nagar (19.5 km) 

    Together, these improvements are expected to benefit 31 schools (both private and corporation) across the city and impact nearly 4000 students from city corporation schools. 

     In Coimbatore, the projects include: 

    Trichy Road and Kamarajar Road (2.5 km) 

    School Streets at ten prominent locations across the city (4 km) 

      These efforts will support 24 schools (both private and corporation) and impact nearly 6,300 children from city corporation schools alone. 

      ITDP India has been supporting both cities in the rollout of these projects. However, from the very start, we took a slightly different approach with these two projects. We kept children and their voices at the heart of it! This is because any public project built on stakeholder consultations ensures inclusivity and democracy.  So, if we are designing streets for children, it is only natural that children themselves become part of the conversation. Yet their voices are rarely heard in urban planning unless we deliberately seek them out. Recognising this gap, we set out to design an ambitious—but fun activity created entirely for children. The goal was simple: to engage them in meaningful dialogue and understand, in their own words, what a truly safe school zone should look and feel like. 

      If our streets are meant for children, then their perspectives should help shape them.  

      Taking the Engagement into Classrooms 

      In Chennai’s K.K. Nagar neighbourhood, six schools and 268 students came together to reimagine their everyday streets. In Coimbatore, the voices of 280 students from four schools added depth to this collective vision. These young citizens became active participants in shaping safer, more inclusive school neighbourhoods. 

      Three thoughtfully designed activities were– 

      Love it, Like it, Don’t Want it – My School Street Edition  

      Designing My School Street
       

      Map My Journey To School


      Through this students reflected on their daily journeys, calling out safety concerns, moments of discomfort, and gaps in pedestrian infrastructure. The engagement culminated in an exercise where children articulated, in their own words, the design elements they wished to see on their school streets. Their responses offered a powerful qualitative lens into what truly defines a child-friendly street.  

      Beyond insights, the process also produced a tangible outcome: a children-led walking route map, highlighting streets that need urgent improvement, based on the routes they walk every day. Such maps can directly inform the creation of a priority network for implementing safe school street infrastructure. 

      Perhaps most striking was what children already knew. Their reflections on “good” and “bad” streets revealed a strong awareness of safety and accessibility, even if they did not know the terminology to explain them. Across both cities, their top priorities were clear: road safety and traffic management, street maintenance, and pedestrian infrastructure. Listening to them reminds us that the path to safer streets begins by seeing the city through the eyes of its youngest pedestrians. 

      Seeing the success of this approach, we at ITDP India are now striving to ensure that working with children is embedded within the scope of all “Safe Streets to School” design projects. As part of this resolution, design consultants are required to conduct surveys and interviews with students to ensure that street designs are sensitive, inclusive, and scaled to the needs of young users. 

      School streets or school zones envisioned through this process are places of calm and care: slow-moving traffic, interactive street edges, brightly coloured pedestrian crossings, clear and attractive wayfinding, reflectorised signage (that glow in the dark), and wide, comfortable walkways with dedicated pick-up and drop-off bays. While colours and motifs can be standardised citywide, each street is carefully contextualised to its surroundings. 

      School Zones as a Planning Paradigm for the Whole City 

      While school streets are daily lifelines for children, caregivers, and communities, Safe School Zones could be more than a safety intervention – they could be the strategic lens we need to reimagine truly accessible streets. When designed thoughtfully, a network of pedestrian pathways around a dense cluster of schools can do far more than serve students. It can seamlessly overlap with neighbourhood markets, bus termini, and other civic anchors, creating a walkable ecosystem that benefits everyone. 

      This idea closely mirrors the promise of first- and last-mile connectivity (FLMC) to public transport. Yet, in our planning priorities, the footpath is profoundly underrated as an FLMC service. It is often sidelined in favour of the more “charismatic” mini-buses or other forms of Intermediate Public Transport, despite being the most universal and inclusive mode of access. 

      Footpaths are the city’s quiet first responders—used by every road user, every day, often without notice, yet indispensable to the functioning of urban life. Investing in them, especially through the lens of Safe School Zones, is not just about mobility. It is about dignity, safety, and building cities that place people first. It may not be the most glamorous piece of infrastructure, but it is definitely the one needing collective attention and support.   

      By Sanchana S, Senior Associate, ITDP India

      Edited by Donita Jose, Senior Associate, ITDP India

      25 Wins from 2025 that Shaped Urban Mobility

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      At ITDP India, everything we do is guided by three goals: Increase public transport ridership, electrify urban transport systems, and secure funding at scale, to make the former two goals possible.
      And what’s our grand vision? People-first, low-emission cities. In 2025, every win was shaped by these three goals, and this shared vision.
      Some wins may look small on their own like a humble brick: a policy here, a budget allocation there, a guideline approved. But stack them together and you start to see the city being built to enable people moving smoothly, one sustainable decision at a time. Check out our crisp listicle on 25 wins from 2025 that Shaped Urban Mobility. This captures the winning moments of everyday work towards the big picture.

      Brick by Brick: 25 Milestones that Shaped Our Cities

      Chennai’s First Situational Analysis Reveals What’s Wrong with the Footpaths and How to Fix Them

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      Assessments are a part of everyone’s life. Ask a student, a professional, or even a patient, almost everyone is put through a series of tests, to check whether their performance is upto the mark or not. In the same way, don’t you think our cities need a thorough assessment, once every few years? 

      Assessments and analysis can help a lot, as if holding a report card up the face of city decision makers to assess what works and what doesn’t. It is with this thought that in 2023-2024, ITDP India’s team, embarked on an ambitious journey to assess and score the situation of the city’s streets and how walkable they are! 

      But why assess walkability?

      Walking is the most fundamental and natural mobility for most people in the city. It is a birthright for everyone to have and own, and to move, and access different parts of the city, that often gets taken for granted. 

      Picture this in fact! Almost 23% of trips in Chennai are made by ‘walking’, as per the Comprehensive Mobility Plan for Chennai Metropolitan Area (CMP), 2023. However, walking on arterial and sub-arterial (internal) streets continues to pose a high risk for pedestrians.  

      And these risks are translating into fatalities. Between 2019 and 2023, for instance, while Chennai took extraordinary measures to reduce the total number of accidents and fatalities, pedestrian fatalities still constituted a significant number. As per data assessed and analysed by ITDP India, pedestrian deaths made up 43% of all road accident deaths in Chennai. Furthermore, of all pedestrian related accidents in Chennai in 2023, 30% ended up as fatalities. This is an increase from 11% and 22%, respectively in 2019.  

      The above data point is crucial to delve into given that the city adopted the Non Motorised Transport (NMT) Policy in 2014, and it followed through by developing over 170 km of footpaths on key Bus Route Roads. This begs the question; what happened to those footpaths? Are they intact? Are they being utilised as was once imagined? Do they need improvements? These are some of the questions that ITDP India’s latest study, called Situational Analysis of Chennai’s Footpaths, attempts to answer.  

      What is a Situational Analysis?

      A situational assessment aims to understand the current condition of infrastructure in detail, highlighting the merits and demerits of footpaths in comparison to standards. It also builds a good database of the infrastructure and develops a scoring system to prioritise streets where footpaths require immediate attention. The study in Chennai identified 14 streets across different zones of Chennai, in which 32 km of footpaths were mapped and observed, and over 1700 user perception surveys were conducted.  More importantly, this study also provides a framework to analyse the impact of this humble piece of infrastructure on its users, for the future as well.   

      How was Situational Analysis done? What parameters were used?

       Every pedestrian infrastructure was viewed from three dimensions:

      Design Mapping

      How efficient is the design and how well it has adhered to the standards. This was done by using the MerginMaps which uses 14 performance indicators  

      User Perception Survey
      Gathering insights from vulnerable groups (young, elderly pedestrians, cyclists, public transport users) on footpath experience, using 8 indicators. 

      Observation Surveys
      Analyzing traffic volume and user behavior based on 9 indicators of optimal street usage. 

      The data collected was then analysed through the lens of 4 key parameters of Healthy Streets:   

      1. Ease of Mobility – The ease with which pedestrians can walk on wide, seamless, continuous footpaths free of obstructions.  
      1. Safety—The availability of dedicated pedestrian crossing infrastructure, traffic calming elements, a buffer between carriageway and footpath, street lighting, and active property edges ensures pedestrians’ personal and physical safety.   
      1. Universal Accessibility – Inclusion of the vulnerable sections of society, such as the elderly, children, pregnant women, and persons with other physical challenges, through design.  
      1. Livability – A sense of comfort and belonging created by the presence and integration of street play, street commerce, and other socio-economic activities, in addition to providing functional footpaths.   

      What were the key findings of the Situational Analysis?

      The study provides insights into the importance of footpaths as well as having good footpaths to improve their usability.    

      Footpath Design User PerceptionObservation Survey
      Ease of Mobility & Universal Accessibility 55% of footpaths across all streets were found to be of inadequate width.  58% of those who reported that the footpaths are not walkable are women Only 40% of the pedestrians are seen walking on footpaths. Most prefer walking on the carriageway due to obstructions and inadequate design.  
      40% of the total length of all streets lacked a footpath. 
             		76% of respondents found the streets had several obstructions on the footpath. On average, only 13.21% of modes of commute during peak hours on streets is walking.  
      On average 10 obstructions per 100m and parking constitutes 40% of all the types of obstructions, followed by encroachments like commercial spillover, advertisements, construction debris etc. 
      Safety & Livability Street lights illuminate only 61% of the streets. 
       
      The total number of pedestrian crossing points provided is 50% below the required number per IRC standards.       		57% of respondents who reported having difficulty crossing the street, and who found it unsafe at night are women 
       
      73% of respondents find streets unsafe to cross, and 71% of them are concerned about speeding vehicles while crossing.       		Speeds in neighbourhood-level streets are able to go as high as 60kmph. 
      Speed breakers followed by pedestrian crossing points are most effective traffic calming measures observed.  
      48% of all pedestrians are women, showing the need for inclusive design.  

      How did individual streets perform?

      To further make the analysis granular, a scoring framework was used which helped rate the performance of the footpath infrastructure across all 14 streets on all 31 indicators of performance. It also helped identify the nature of intervention required, based on varying performance:  

      1. A street with a rating of 25 or more can be improved through strict enforcement and minor repairs and interventions.   
      1. Streets rated 19 to 25 would require enforcement to remove obstructions, improve footpath surfaces, and introduce accessible crossing infrastructure.  
      1. Streets with a rating of 14 to 19 would require repairs to improve the continuity of footpaths, remove obstructions, and introduce safe midblock crossing infrastructure.  
      1. Streets with ratings below 14 should be redesigned and restructured completely. 

      Here the winning street was Pedestrian Plaza, scoring a brilliant 25.71, whereas the poorest performing street was CP Ramaswamy Road scoring just 12.72 on 30.

      The following inferences can be drawn from the studies, as well as the score card. 

      1. Streets prioritising pedestrians are safer, more accessible, and liveable: Pedestrian Plaza, CSIR, and Wallajah Road have exceeded basic footpath requirements, catering comprehensively to pedestrian needs. 
         
      • Pedestrian Plaza
      • Pedestrian Plaza
      • Pedestrian Plaza
      • Pedestrian Plaza
      1. Continuous and consistent footpath standards across the entire street length are crucial for ensuring ease of pedestrian mobility. Streets such as Sardar Patel Road and Peter’s Road demonstrate that design and perception scores do not align with each other.  
      • Peter’s Road
      • Peter’s Road
      • Peter’s Road
      1. Pedestrian crossings and traffic calming measures should be prioritised alongside footpath provision: Despite adequate pedestrian infrastructure, streets like Perambur High Road, Peter’s Road, and Sardar Patel Road show moderate performance.  
      • Perambur High Road
      • Perambur High Road
      • Perambur High Road
      1. In streets without formal footpaths, stormwater drains double as walking zones but lack pedestrian safety and comfort. This necessitates efficient drainage design for clear walking zones, as is evident in streets such as C.P. Ramaswamy Salai, Anna Main Road, Eldams Road, and Broadway.  
      • Eldams Road
      • Eldams Road
      • oplus_2
      1. The absence of an enforcement/O&M framework results in footpath encroachment, diminishing clear walking zones for pedestrians. Streets that perform fairly, such as Old Jail Road, Thirumalai Pillai, Gandhi Irwin, and Thiru Vi Ka High Road, illustrate this issue as they were all once refurbished under the 170km of BRR road transformation project, benefits of which did not continue due to poor maintenance. 
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road

      Recommendations for Chennai to improve its network of streets

      Good footpaths are a win-win for all citizens. On one hand it can reduce travel costs for low-income households, on the other hand, it boosts physical health and improves inclusivity by encouraging more women, elderly, children, and vulnerable people to use public spaces. An overarching benefit for all sections is also that it lowers emissions by promoting walking and cycling and can address congestion. The results of the study helped identify key priorities to improve footpaths:  

      Way Forward

      An assessment is good as long as the feedback is implemented on. At ITDP India we are happy to share that the results and recommendations of the study were showcased to the city engineers. This was presented during a workshop organized by ITDP India, focusing on the significance of Healthy Street Design guidelines to enhance footpath design and usability in the city.  

      Capacity Development Workshop for Bus Routes Roads Department in 2024

      Since then, the Greater Chennai Corporation has committed to several initiatives aimed at strengthening pedestrian infrastructure. These initiatives include identifying new networks for footpath repairs and reconstruction, conducting audits to assess the condition of existing street infrastructure, and creating a Standard Operating Procedure (SOP) for the operations and maintenance of the city’s footpaths. To boost these initiatives further, the state allocated a Rs 200 crore budget to build and improve over 200 km of footpaths in Chennai in 2025, which is the first dedicated budget for pedestrian infrastructure. This work is being carried out with technical assistance from ITDP India. 

      It is also pertinent to note that this exercise has been replicated in multiple cities by ITDP India, showcasing a powerful methodology that can be embraced by many more.  

      This isn’t just about rating pavements; it’s about reimagining streets as spaces of safety, accessibility, and shared humanity. The path ahead is clear: Chennai’s footpaths need more than repairs, the city does need to prioritise the scale-up of footpaths across the city. They demand a collective awakening—to see sidewalks not as afterthoughts, but as lifelines. The data is here. The solutions exist. Now, will we walk the talk? 

      By Sanchana S, Senior Associate, ITDP India

      Edited by Donita Jose, Senior Associate, ITDP India

      What Makes a Street Safe for School Children

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      Conceptualised by Smritika Srinivasan (Ex ITDP India) and Varsha Jeyapandi
      Designed and Illustrated by Varsha Jeyapandi
      With inputs from Kashmira Dubash and Venugopal AV

      Why Tamil Nadu Should Electrify Private Buses via Leasing to Improve Public Transport

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      Conventional bus ownership model vs recommended dry lease model for e-bus

      Read time ~7 minutes

      Tamil Nadu is one of the few states in India where both public and private bus services have long coexisted as a system that once struck the perfect balance between coverage, affordability, and reliability. This partnership ensured that buses reached deep into neighbourhoods and mofussil routes while keeping fares affordable and services reliable. 

      But today, the system finds itself in a catch-22 situation leading to long waits for passengers. Government-run bus services are struggling to keep pace with growing demand and limited fleets, while private operators, are constrained by limited permits and soaring diesel costs, leading to challenges in operations and expansion. The result — commuters have fewer buses to rely on, forcing them to be dependent on personal vehicles leading to worsening air quality and congestion. 

      But there is a silver bullet, which can help salvage the situation. 

      A new study by ITDP India, Accelerating Sustainability: Electrifying Tamil Nadu’s Private Bus Sector, offers a way out of this deadlock. By electrifying private stage carriage buses through a leasing model, the state could bridge its bus deficit and curb emissions but also help private operators expand profitably, all at once — turning this catch-22 into an opportunity for cleaner, more reliable public transport. 

      But how bad is the bus problem in Tamil Nadu to begin with? 

      The Bus Shortage Problem 

      Buses are the backbone of Tamil Nadu’s urban mobility. There is a total of 28,500 stage carriage buses (private and government operated). These are the buses which run on fixed routes, stop to pick up and drop off passengers, and charge per head. Of these 28,500 stage carriage buses, 30%, i.e 8,600 odd are privately owned. Of these, only 7,500 buses are currently operational on the road every day. 

      Relying on these 7,500 odd private buses every single day, are a whopping, 48 lakh passengers! 

      What’s worse? There are 63 urban cities in TN with populations over one lakh, but of the 63, only 12 cities operate city-bus services, using a combined fleet of 7,909 buses (public and private).  

      To meet current demand of 48 lakh passengers, Tamil Nadu would need at least 15,000 buses—roughly double what’s available (8000 odd).  

      Projections for 2030 and 2040 show the gap widening further, making urgent action essential. 

      • By 2030, demand will rise to 20,300 buses across 63 cities. 
      • By 2040, nearly 23,300 buses will be required across 74 cities. 

      These numbers show that we need more buses – not necessarily private. That said, private operators are better positioned to step in and bridge this gap, given their already vast fleets provided the right incentives are in place. The latest ITDP India study proposes that this can be taken up in most sustainable way by issuing fresh permits for private buses, with a clause of using just e-buses. 

      Why expand through Private Buses? The Case for New Permits 

      So, it is clear, urban areas in Tamil Nadu need at least 15,000 additional buses. Expanding the government fleet alone would be slow and costly. By issuing 7,000 new permits, all exclusively for electric buses, Tamil Nadu could see substantial improvements within the next 5 years. Further more, e-buses are not just good for urban air quality but also for exploring innovative financing options. 

      It is crucial to note that a major roadblock to this expansion is that no new permits for private stage contract buses have been issued since 1972.    

      But electrification can be costly upfront, so how can it be made affordable? 

      One of the biggest barriers to electrification is the high upfront cost of e-buses. A leasing model can be allowed in Tamil Nadu to eliminate this challenge, making it easier for private operators to switch to electric buses. 

      Leasing will enable operators to access e-buses at lower costs, allowing for faster electrification. The government could also include leasing provisions in new permits, along with financial incentives.  

      How this works is that, typically, instead of spending crores to buy an e-bus for upward of ₹ 1 crore, leasing allows the operator to run buses in just ₹ 3-3.5 lakhs every month. In this, only ₹ 1.8-2 lakh will be given to “Fleet Aggregators” or “Rolling Stock Supply Company (ROSCO),” as fixed lease charge. There will be no other additional cost, interest, or EMIs only security deposit which is equivalent of down payment around ₹ 10–12 lakh which is refundable at the end of the lease period. This will make electric buses more lucrative for markets and increase electrification. By transitioning to e-buses, an operator can save at least ₹ 13 lakh per bus annually on rising diesel costs.  

      Leasing also ensures higher service quality, as the government can set clear benchmarks for leasers—such as: air-conditioned buses, wheelchair accessibility, National Common Mobility Card (NCMC) compatibility etc. 

      Tamil Nadu operates over 7,500 private stage carriage buses serving both cities and mofussil routes. Electrifying this fleet can reduce fuel costs by 30–40% while introducing modern, state-of-the-art buses for our commuters. This transition will strengthen the private sector’s role in delivering sustainable and high-quality mobility.” D.R. Dharmaraj, Secretary, Bus and Car Operators Confederation of India (BOCI) and Secretary, Tamil Nadu Stage Carriage Association. 

      Private Operators Support the Shift to E-Buses

      To gauge industry response, ITDP India conducted a survey with 250+ private bus operators in Tiruchirappalli, Erode, Cuddalore, Tiruvannamalai, and Dindigul. The findings revealed that 60% of operators are willing to adopt e-buses, provided the government supports them with necessary support like: dry leasing options, lower interest rates, financial aid for electrification, charging infrastructure etc. They stated that they can transition around 1500 old diesel buses to electric in next 3 years.  

      A key driver behind this interest is the soaring cost of diesel, which accounts for 60% of total operating expenses for private buses. 

      Electrification: A Game Changer for Emissions Reduction 

      Beyond transport benefits, electrifying 8,500 private buses could drastically cut Tamil Nadu’s carbon footprint. ITDP India’s analysis estimates that full electrification would: 

      •  Save ₹ 1.6 crore in fuel costs per bus over 12 years; 
      •  Prevent 87.83 lakh tonnes of CO₂ emissions over 12 years, equivalent to planting 39 crore trees; 
      •  Cut daily CO₂ emissions by 2,033 tonnes, accelerating Tamil Nadu’s net-zero targets. 

      This transition also aligns with India’s Sustainable Development Goals (SDGs), particularly SDG 7 (Affordable Clean Energy) and SDG 13 (Climate Action). 

      Way Forward: Policy Action for a Greener Future 

      ITDP India has prepared a detailed report with technical analysis on how to bring in this shift. The report recommends several key steps like- 

      1. Regulatory reforms such as recognising the lease model in the stage carriage permit condition, 
      2. Establishing leasing framework for e-buses 
      3. Establishment of e-bus leasing company 
      4. Piloting e-buses across various cities to evaluate energy and operational efficiency. 
      5. Expanding charging infrastructure, with special tariff for e-buses.
      6. Policy for new permits exclusively for e-Buses  
      7.Provide scrappage incentives to operates to scrap old diesel vehicle 

      By following such recommendations, Tamil Nadu can ensure that its public transport system which has long thrived on the partnership between state-run and private buses can prosper in years to come, sustainably. Going forward, electrifying private stage carriage buses through innovative leasing models can allow the state, to not only expand bus availability rapidly, but cut emissions, and make services more sustainable and reliable. Supporting private operators to modernise their fleets isn’t just a policy option, it’s a necessary step to future-proof Tamil Nadu’s mobility and air quality. 

      If acted upon, this approach could once again position Tamil Nadu as a leader in public transport, where government and private players work hand-in-hand, commuters move without compromise, and the state streets hum with cleaner, quieter, and more efficient e-buses.

      Written by Aditya Rane, Senior Associate, Transport Systems and Electric Mobility and Donita Jose, Senior Associate, Communications.

      EV Charging Infrastructure in India: What is Slowing Down States?

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      Read time ~8 minutes

      India’s streets are buzzing with new EVs — but plugging them to charging isn’t always easy. Charging points are still too few, often hard to find, and sometimes unreliable. While this is a concerning gap, it is also an opportunity to create space for innovation and leadership to boost the number of charging stations. 
       
      This is a critical piece in the puzzle as India has set out an ambitious goal of having 30% of all new vehicles sales to be electric by 2030. In order to support this growth, complementary infrastructure support, such as charging infrastructure, is the urgent need of the hour.   

      • Snapshots of growing charging infrastructure in the country
      • Snapshots of growing charging infrastructure in the country
      • Snapshots of growing charging infrastructure in the country
      • Snapshots of growing charging infrastructure in the country

      Current scenario and progress made so far 

      A recent report by CareEdge Ratings, puts the growth and the challenges in perspective. The report found that between FY22 to early FY25, there have been a surge from approximately 5,151 public charging stations to 26,367 public charging stations in India. This marks a 72 per cent Compound Annual Growth Rate (CAGR) in a three-year period. 
       
      However, the reports also contextualises how this growth isn’t exactly sufficient. The same, CareEdge report highlights that despite this accelerated growth, there is still just one public charging station per 235 EVs, which can be quite an unpleasant experience for the users with long wait times and range anxiety. 

      This makes it clear that the charging ecosystem, while growing, is still lagging behind the pace of EV adoption. But why this delay? 

      The bottlenecks 

      From identifying available land parcels, to site selections, to approvals, state and cities have to tackle many challenges in order to create a suitable environment for the private charge point operators to set up charging stations. Unless a basic record of land available, feasible sites, grid preparedness, low electric establishment costs, etc is created, having charging stations come up at scale is a challenge. Many of these steps are interconnected and difficult to tackle- 

      1. Identifying Land parcels- One of the foremost challenges for states is finding suitable land, especially for public charging stations. In most Indian cities, land is controlled by multiple government bodies—municipal corporations, revenue departments, schools, transport undertakings, etc. For this, there is need for the nodal agency to coordinate among all and find parcels for establishing infrastructure. Even if there is a nodal agency to coordinate this, it is often the Chief Secretary’s office, which has the powers and authority to seek such information. However, land-owning agencies may not prioritise allocation of land for EV charging, due to a lack of awareness or competing priorities.
      2. Selecting the right locations- Even when land parcels are identified, determining where to place charging stations requires careful feasibility studies. National guidelines recommend having at least one charging station within every 1 km × 1 km grid in urban areas and one every 20 km on highways.  These locations have to be carefully identified keeping in mind a combination of factors like land use, traffic flow patterns, building density, vehicle population, popular hotspots etc. But often times, such data is readily unavailable and constantly evolving making it a challenge for states to empirically choose sites. In reality, states are depending on three types of feasibility studies- Operational feasibility studies, financial feasibility studies, and technical feasibility. In terms of operational feasibility- aspects like whether there are any active drain lines/water bodies etc are taken into account and in technical viability aspects like availability of sufficient electricity supply are looked into. At the same time in financial viability, how soon the charging station can break even is examined.  
      3. Coordination with Land Owning Agencies – In most Indian states, land-owning agencies lack effective tools to estimate the revenue potential of a charging station on their land. As a result, they often show little interest in allocating key land parcels or investing in basic electricity infrastructure. This undermines the concept of a plug-and-play model. In such cases, CPOs (Charging Point Operators) must take on the responsibility of establishing upstream infrastructure themselves, leading to additional delays and more complex implementation steps.  
      4. Creating a financially viable ecosystem: A big challenge for states in growing EV charging is making it a viable business for Charge Point Operators (CPOs). Right now, the high cost of setting up power connections and the high electricity tariffs make it hard for CPOs to recover their investment. Unless states reduce these power connection costs and make tariffs more reasonable, private players will hesitate to invest, slowing down the expansion of charging stations. 
      5. Ensuring electricity girds can support the plan– It has been observed in Indian cities that there is a lack of regional EV load assumptions, which further limits planning at the state and DISCOM levels. Without these, states could hit roadblocks eventually. This information is crucial as existing grids may be able to support EV load, but not for a future demand. Eventually, the DISCOM’s need to plan for the growing demand especially in charging hubs and highway corridors where high speed charging will be utilised for implementing infrastructure upgrades and grid readiness. 
      6. Data and monitoring– To tie together all efforts and ensure they are well monitored to make improvements in future, tracking is crucial. Not only should states track location and counts of charger, but also utilisation and performance, so building an EV Dashboard is critical, which is yet another task for the states to take up.
      7. Lack of quality gird infrastructure along highways- This is one of the reasons, the DISCOMS find it difficult to electrify highways for EV Charging. 

      Why states matter 
      The above mentioned bottlenecks are all for the states and cities to tackle, making them the crucial anvils around which EV ecosystems are to be built.  Most states have appointed Nodal agencies or EV cells to take up this list of exhaustive tasks, however things have been slow. 

      National programmes like FAME, CESL’s initiatives, and the PM e-Drive scheme are helping set the stage. For instance, PM e-Drive, launched in 2024, allocates ₹2,000 crore to roll out 72,000 fast chargers nationwide, with subsidies covering up to 100% of upstream infrastructure costs such as transformers, cabling, and installation. It also covers the charging equipment cost. 

      But these schemes don’t directly extend support to state governments in taking on any preparatory work. The scheme reduces capital costs for operators, but the real enabling conditions — land allocation, fast-tracked approvals, reduction in electricity tariff, and local matchmaking platforms — must come from states.   

      How Front-Runner States Have Been Doing It 

      1. Tackling Land Availability 

       Delhi has addressed land bottlenecks by offering concessional land rates for charging and swapping stations, while also mapping high-utilisation sites to minimise delays that usually arise from dealing with multiple land-owning agencies. Singapore has taken a similar approach by leveraging public housing (HDB) car parks, where it floated large-scale tenders that added 22,600 charging points across 1,964 sites. Both cases highlight how proactive land allocation can rapidly expand charging networks. 

      2. Making Charging Affordable 

       Singapore has reduced the cost of charging by providing up to 50% rebates for chargers in public car parks and private residences, making it easier for both operators and users to transition. Delhi has complemented this by introducing one of the lowest EV tariffs in the country, which brings down operational costs for charge point operators (CPOs) and supports wider affordability. 

      3. Streamlining Coordination 

      Delhi has created a State Charging Infrastructure Committee (SCIC) headed by the Vice Chairman of the Dialogue and Development Commission (DDC). This committee brings together government agencies, utilities, and energy operators under one roof, ensuring that approvals and decisions are not held up by fragmented responsibilities. 

      4. Ensuring Financial Viability for CPOs 

       To improve financial returns, Delhi has offered capital subsidies for charger installation and provided 100% SGST reimbursements on advanced batteries. These measures reduce upfront costs for operators while encouraging investment. Similarly, Karnataka and Singapore have worked with utilities and private partners to expand charging coverage, ensuring that financial viability is not left entirely to the market. 

      5. Developing Green Corridors 

       Karnataka has gone beyond city-level interventions by developing charging stations along high-demand travel routes such as the Bangalore–Mysore Expressway and the Bangalore–Chennai Highway. This has ensured that intercity EV travel becomes more practical, reducing range anxiety for users. 

      More such case studies of frontrunner cities and states like Delhi, Karnataka, Singapore can be found here in the Status Report for Public Charging Infrastructure in Tamil Nadu. 

      What Next? Unlocking the Next Wave of EV Charging
      Ambitious policies have shown what’s possible, but in most states the rollout of charging infrastructure is still slow and fragmented. The way forward lies in making it easier for Charge Point Operators (CPOs) to invest and expand. Single-window clearances can cut red tape, digital platforms can match land with operators and track progress, state incentives can complement central schemes, and joint EV load planning with DISCOMs can prepare the grid for rising demand. By taking these steps, states can move from scattered efforts to a coordinated ecosystem that makes EV charging viable, scalable, and future-ready. 

      Written by Donita Jose, Senior Associate, Communications, with inputs from Bezylal Praysingh, Senior Associate, Transport Systems and Electric Mobility and Sooraj EM, Deputy Manager, Transport Systems and Electric Mobility

      What do the new proposed CAFE norms for Heavy Duty Vehicles Mean for Buses?

      by

      ~ 6 minutes read time

      Here’s a number we cannot ignore – heavy vehicles make up just 4% of all vehicles on Indian roads, yet they are responsible for nearly 60% of transport-related emissions. That one number alone shows why the newly announced Fuel Efficiency norms – Corporate Average Fuel Efficiency (CAFE) norms, by Bureau of Energy Efficiency (BEE) are so critical. 

      First introduced in 2017, these were originally just fuel efficiency norms requiring all BS-VI heavy-duty vehicles (HDVs) (HDVs are vehicles above 12 tonnes) to meet minimum fuel efficiency levels based on their model’s requirement  when tested at 40 km/h and 60 km/h. These were known as Minimum Energy Performance Standards (MEPS). 

      Building on this, BEE is now planning to tighten the regime further and is moving into the second stage. A new draft released on 28 July 2025 proposes taking fuel efficiency norms into Phase 2, where in model specific fuel efficiency norms will be replaced by CAFE norms. The proposed implementation window is from 2027 to 2032. 

      What really makes Phase 2 stand out is also the introduction of Super Credits—a mechanism designed to reward cleaner zero-emission vehicles. 

      Before diving into these details of proposed Phase 2, let’s step back and understand the basics: what exactly are CAFE norms? 

      CAFE norms is a type of fuel-efficiency norm levied on manufacturers of all vehicles like cars, buses, and trucks. Under this, they have to improve the efficiency of the entire fleet they manufacture by a certain percentage by improving the engines of the vehicles. Instead of judging each model separately for fuel efficiency, regulators look at the average efficiency of an entire fleet produced by a manufacturer. This means that instead of judging each model separately, regulators look at the average efficiency of an entire fleet produced by a manufacturer.   

      What is proposed now in Phase 2 for fuel efficiency of HDVs?

      1. Shift from per-vehicle Minimum Energy Performance (MEP) to fleet-wide CAFE standard: Previously, every type /mode of vehicle had different efficiency requirement. But the new proposal says, efficiency targets need to be met on an average across all models sold by the manufacturer cumulatively.  
      2. Stricter target: OEMs will now have to ensure 30% fleet-wide improvement in fuel efficiency compared to 2022–23 levels. Earlier fuel efficiency varied by models.  
      3. Scope expanded: Covers light, medium, and heavy duty vehicles, across all fuels and not just diesel which was the case until now. Previously, it covered only medium and heavy-duty vehicles. 
      4. Super-credits introduced: under this concept, for every Hydrogen and EV vehicle sold, the manufacturer gets a certain number of credits, which are considered equivalent to fuel efficient vehicles sold. For instance:
        • Sale of One Fuel Cell Electric Vehicles (FCEVs) also known as Hydrogen vehicles = ×4 Credits  
          Each of these four credits will be considered as selling 4 fuel-efficient buses while calculating fleet-average compliance. 
        • Sale of One Battery Electric Vehicles (BEVs): ×3credits- ×2 credits (diminishing multiplier over the years) 
          This means that if OEM sells 1 BEV bus initially, it will get 3 credits, which will be initially counted as selling 3 fuel efficient vehicles, and later as 2 fuel efficient vehicles giving bonus weightage to accelerate electrification in the early years. 

      This gives bonus credit for each clean bus (EV or hydrogen) sold, making it easier for OEMs to meet compliance targets. For operators like the various state transport undertakings, this will eventually translate into more availability and choice of zero-emission buses in the market. For BEE, it ensures that fuel efficiency norms also linked to electrification. 

      Why are these norms important in the context of India’s buses and trucks? 

      1. Targets all types of trucks and buses: All types of fuels be it t diesel or CNG will be covered under the new norms. 
      2. Cuts CO2 emission: Though these two categories of vehicles have a small share, they have a big impact on emissions. That is, though they are only ~4% of all vehicles they contribute nearly 60% of transport CO₂ emissions. 
      3. Fuel = biggest operating cost: STUs and private operators spend 50–60% of their budgets on fuel. Improving efficiency directly reduces costs. 
      4. Energy security: Cutting diesel and CNG use reduces oil imports, saving national resources and reducing exposure to global fuel price shocks. 

      What does 30% better fuel efficiency mean for buses? 

      ITDP India based on available data, calculated what the 30% better fuel efficiency will mean for buses. Following are the findings:   

      1. City bus (diesel) – These are the most common type of bus operations in cities. Assuming a single city bus operates 250km/day, following is the savings it will bring in with fuel efficiency improved:

      Efficiency improvement: A fuel-efficient bus can cover 4.55km in one litre fuel as compared to 3.5km on a normal bus. 
      Fuel saved: ~6,000 litres/year/bus 
      Cost saved on fuel: ~₹5.7 lakh/year/bus (based on fuel rates in September 2025) 
      Emission reduction: ~16 tonnes CO₂/year/bus 

      2. Mofussil / Intercity bus (diesel)- Assuming these buses operate 400km per day, following is the kind of saving it will bring in if fuel efficiency improved: 

      Efficiency improvement: A fuel-efficient bus can cover 5.85km in 1 litre fuel as compared to 4km/litre on normal bus 
      Fuel saved: ~7,500 litres/year/bus 
      Cost saved on fuel: ~₹7.1 lakh/year/bus (based on fuel rates in September 2025) 
      Emission reduction: ~20 tonnes CO₂/year/bus  

      3. City bus (CNG)- Assuming these CNG city buses operate 250km.day, following are the saving they will bring in fuel efficiency. 

      Efficiency improvement: A fuel efficient bus can cover 3.9km on one kg of CNG as compared to 3 km/kg on a normal bus. 
      Fuel saved: ~7,000 kg/year 
      Cost saved on fuel: ~₹6.5 lakh/year (based on CNG rates in September 2025) 
      Emission reduction: ~13 tonnes CO₂/year  

      Impacts & Benefits for Buses at large 

      1. Medium-duty buses (M2): These are the 7-9 meter long buses. Making them fuel efficient will require, moderate-high effort which may drive OEMs to withdraw inefficient models. 
      2. City-transit buses (M3): These are the regular 12m buses and used widely across major cities. Since making them fuel efficient would be challenge two outcomes are possible: 
      3. OEMs would strongly prefer electrification to meet targets over, achieving 30% efficiency. Hence, manufacturers of these will need both efficiency upgrades + partial electrification to comply. 
      4. ~30% reduction in emissions and air pollution in urban areas. 
      5. Affordability: Fuel efficiency + electrification make bus services less vulnerable to fossil fuel price shocks. 

      National-scale impact

      On an avg. 80,000 new ICE buses registered every year. If these norms apply on all 80,000 of them, the benefits are massive: 

      • Fuel savings: ~42 crore litres of diesel + 11 crore kg of CNG saved annually. 
      • Cost savings: ~₹50,000 crore per year across operators. 
      • Emission reduction: ~13.4 lakh tonnes CO₂ avoided annually. 

      Why should State Transport Undertakings and bus operators support? 

      • Direct cost savings: Each bus saves ₹6–7 lakh/year. For large fleets, this is hundreds of crores. 
      • Cleaner fleets: Major reduction in CO₂, NOx, and PM → healthier cities, as buses contribute around 40% total emissions in passenger vehicle category.  

      Written and researched by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
      Edited by Donita Jose, Senior Associate, Communications

      The Best Street in Nagpur? Survey Says: It’s Wardha Road! 

      by

      9 minutes read time

      Over the last one year, Nagpur really hit the streets, quite literally. The Nagpur Municipal Corporation, with technical support from ITDP India studied the walkability and cyclability of seven major roads covering 10 km. Over 330+ citizens were also surveyed to find the best-performing, most walkable, and cycle-friendly street in Nagpur city! 

      And guess what? We found a clear winner. 

      Drumroll for… Wardha Road A, the 1.3 km stretch from Ajni Square to Rahate Colony, was the clear choice of Nagpurians as the most walkable and cycle friendly street! 
       
      These were the findings from Nagpur Urban Street Assessment Report, launched in July 2025.  

      Why is Wardha Road A the best street in Nagpur? 

      Wardha Road A scored 24.75/30 in a citywide assessment and was found to be the most walkable and cycle-friendly street in Nagpur. 

      From a first glance itself, it has a mix of all things considered must have in urban design! The survey found that:  

      1. The street on both Left Hand Side (LHS) and Right Hand Side (RHS) had 86% and 88% usable footpaths offering a continuous connectivity for all walking users. 
      1. In terms of cycle track availability, both sides have 92% continuous connectivity of cycle tracks.  
      1. If this wasn’t all, it was observed nearly 100% pedestrians were using the footpath. 
      1. In terms of people’ perception of the street, Wardha Road A performed exceedingly well! 87% of the people felt walkability and cyclability improved on the street. Overall perception of safety while crossing street was also above 80%.  

      Furthermore, with 55 shaded trees, 11 seats, 35 pedestrian lights, and a generous footpath of 3m wide along with 2m wide cycle tracks, this street had every Nagpurkar raving! 

      Just next door, but a whole different world

      To understand how individual streets have performed, let’s zoom out. Surrounding Wardha Road A are three major streets:  

      • Wardha Road B 
      • Ring Road (South/ Southwest) 
      • Central Bazaar Road (Northwest)
      Snapshot of all the streets surveyed in Nagpur Urban Street Assessment

      Despite being part of the same road network, their conditions tell a different story. 
      Here’s how they score: 

      • Wardha Road A: 24.75 
      • Wardha Road B: 18.75 
      • Ring Road: 6.5 
      • Central Bazaar Road: 6.75 

       These numbers reflect a sharp drop in quality and accessibility of streets.

      For instance: 

      • Wardha Road B, which is also redesigned alongside the Wardha Road A, scored lower on multiple fronts. In the perception surveys, while Wardha road A scored an 83% from citizens for ease of crossing, Wardha Road B scored 77%. In our observation surveys as well, Wardha road B had a whopping 249 obstructions as compared to its counterpart Wardha Road A which had just 76 obstructions. 
      • Ring Road which is barely few hundred meters from Wardha Road A also suffered from lowest scores! Our observation study spotted 199 obstructions. This road also lacked a cycle track all together, despite volume counts showing there were a whopping 160 cyclists here per hour, highest among all surveyed streets. This shows that even if a person sets out to cycle from Wardha to Ring Road, with lack of continuous footpaths, their journey will be unsafe.  
      • To the north of Wardha Road A is another street, Central Bazaar Road. In the survey the stretch from Lokmat Square to Bajajnagar Square was surveyed and we found that 100% of the pedestrians were forced to walk off the footpath, on the carriageway, in contrast with Wardha road A where continuous connectivity was possible.  

      So, while Wardha Road A may be a star, the surrounding roads are failing to keep up. Moreover, if a citizen were to decide to walk or cycle from Wardha A to Wardha B, their journeys would widely differ, encouraging them to NOT choose these sustainable modes, and instead rely on personal vehicles.  

      This stark contrast makes one thing clear: safe streets cannot remain isolated stretches. Walking or cycling across even adjacent roads is inconsistent and unsafe, pushing people toward personal vehicle use. 

      How Did the Study Get These Insights? 

      The study used a three-part approach: design surveys, observation studies, and perception surveys. 

      1. Design Surveys-   Our teams hit the ground for the analysis of design features of the streets 

      2. Observation Studies – Next we observed how people moved, walked, and cycled on the infrastructure. 

      3. Perception Studies – Finally, we reached out to street users to understand their perception about the streets!

      Key Takeaways from Nagpur Street Audit:

      1. Speeds are high on Nagpur roads 

      One of the striking findings of the survey was the high speeds observed on vehicles plying the streets. Be it two-wheeler or four-wheeler, the average speeds were far higher than Indian Road Congress standards. For instance, during our survey we used speed guns, and they revealed peak vehicular speeds of over 60 km/h on most roads, with some stretches (Orange City Road and Amravati Road) recording up to 75 km/h for two-wheelers. The ideal speed limit within cities should be around 30-40 kmph. Anything higher than this means that in case of a road crash, likelihood of death is high! 

      This finding was echoed by citizens in their perception surveys. Fast moving vehicles was the biggest concern across all 7 seven roads when we asked them about road safety! 

      2. All redesigned streets are not performing well 

      While it is widely considered that having designers on board to redesign streets is a best practice, the city also needs to put in other checks and balances in place to harmonise the street design across the city. In Nagpur for instance, of the seven streets surveyed, four had been redesigned previously. Of the four, three did not perform great either in design, nor observational or the perception surveys. Amravati Road which was redesigned in 2023 has scored an overall score of 12.25 out of 30. 

      Breaking down this score we find that when it came to design, only 33% and 38% of the LHS and RHS footpaths were usable. When it came to usability of cycle tracks, just 55% and 65% of footpath had usable tracks. 

      In our observation surveys we also found that nearly 60% did not walk on footpaths. In terms of people’s perception as well only 45% felt walkability improved and 52% cyclability improved.  

      3. Streets are not yet safe for vulnerable users of Nagpur 

      A street safe for kids has low traffic speeds, safe pedestrian crossings, and ample space for walking and play, that is free from hazards and obstructions. Our surveys found that most streets lacked traffic calming features and safe pedestrian crossings, and these two issues also emerged as key issues in perception studies. 

      With over 65% of respondents voicing safety concerns for children, the findings highlight a clear opportunity for the city to prioritise Safe School Zones and create streets that support safe, independent travel for young pedestrians.

      4. Obstructions is a big issue 

      Our observation studies across the 10kms of roads found a whopping 1958  obstructions! They were primarily of three types — vehicles parked on footpath, commercial space spillover, and vending obstruction. This made it extremely difficult for citizens to move on the streets — both to walk and cycle challenging. Infact, our perception study found that citizens were more troubled with parked vehicles on footpath than any other type of obstruction! 

      5. Construction should be improved

      Across the city, footpath construction quality was poor, both in terms of material chosen and implementation. Poor selection of material and workmanship has resulted in bad walking surface, and acts as a walking inhibitor. 

      So, How Can Nagpur Improve its Streets?

       1. Adopt a Network Planning Approach 

      Nagpur needs a comprehensive street transformation and not just  a few great streets; it needs a well-connected network. To encourage more people to walk or cycle, infrastructure must be continuous and safe from Point A to Point B. 

      This thought process has numerous benefits.  

      • This can encourage more and more to shift to non-motorised modes for shorter commutes, without having to rely on personal vehicles.  
      • Apart from helping citizens who are the ultimate end users, a neighbourhood wide streets network approach helps the municipality to undertake work in a phase-wise manner.  
      • They can also dedicate annual budgets for streets by working towards a plan, onboard expert design consultants, and monitor and evaluate more effectively. 

      2. Focus on school zones 

      Nagpur’s streets have many students on them, accessing their schools on foot and cycle. Infact in some streets, the number of cyclists were going up to 160 cyclists in peak hours, majority of whom are captive users like students. This makes school zoning of utmost priority. In a school zone, not only is the area around the school made slower and safer, but there are various provisions like parking, signages, road markings, street furniture, etc. added to make the experience of students and the guardians who pick them better.  

      Nagpur’s streets have many students on them, accessing their schools on foot and cycle. Infact in some streets, the number of cyclists were going up to 160 cyclists in peak hours, majority of whom are captive users like students. This makes school zoning of utmost priority. In a school zone, not only is the area around the school made slower and safer, but there are various provisions like parking, signages, road markings, street furniture, etc. added to make the experience of students and the guardians who pick them better.  

      3. Create Urban Street Design Guidelines 

      Nagpur’s current approach has been fragmented — a few successful redesigns (like Wardha Road A) sit alongside poorly built streets. To fix this, the city should adopt Urban Street Design Guidelines. 

      These guidelines will further help to: 

      • Ensure there is uniformity between multiple implementing agencies like Nagpur Municipal Corporation, Nagpur Improvement Trust, Public Works Department in using standardised and robust materials. 
      • Make tendering processes simpler and uniform, and bring in better quality control with standardisation of material and rates. 

      5. Adopt the right policies

      Progressive policies can help a city set realistic goals and transform ideas into action. For Nagpur, this could happen by adopting a set of policies like a Nagpur Healthy Streets Policy, for starters. This policy can enshrine what the city wants to achieve in future when it comes to walking and cycling. To bolster this, a parking policy will also help Nagpur to have a clear vision on tackling its issue of haphazard parking, as the current assessment spotlights that parking encroachment is the most common form of footpath encroachment.  

      Written by Donita Jose, Senior Associate, Communication, with technical inputs from Siddhartha Godbole, Senior Associate, Healthy Streets
      Edited by Shreesha Arondekar, Associate, Communications and Development
      Pictures by Suraj Bartakke,Senior Surveyor & Admin

      Chennai Hops on the E-bus Trend, Marks Tamil Nadu’s Clean Transport Leap 

      by

      Read time- 6 minutes

      Chennai is on the brink of a clean mobility revolution. The Tamil Nadu Chief Minister, MK Stalin inaugurated over 120 electric buses on June 30—marking the city’s first major deployment of zero-emission buses. This will be the first time that the city bus operator- Metropolitan Transport Corporation (MTC) will operate e-buses! These 120 e-buses, all being non-AC, have been rolled out as part of a larger plan to electrify the fleet, with total of 625 buses expected to be introduced later this year in Phase 1. In Phase 2, which is slated for next year, another 600 are expected, taking the total to 1250 e-buses.

      For a metropolis that moves lakhs of people daily, this is not just a fleet upgrade, it is a powerful signal that Tamil Nadu is serious about decarbonising transport and building climate-resilient cities. 

      Transport: A Key Lever in Tamil Nadu’s Climate Action 

      One of the key reasons why this move to go electric is a milestone for the state, is that transport is one of the growing contributors to greenhouse gases in rapidly urbanising state of Tamil Nadu. As per data from the recent report Tamil Nadu’s Greenhouse Gas Inventory and Pathways for Net-Zero Transition, GHG emissions from the transport sector in Tamil Nadu almost tripled between 2005 and 2019, from 10 million tonnes of carbon dioxide equivalent (MtCO2Eq) to 27 MtCO2Eq. The report also found that the share of transport sector emissions in the overall emissions has grown from 12% to 19% in the same period.  

      The situation is likely to have not improved post 2019 as well, as data from the official Vahan dashboard shows that EV adoption is still in the nascent stages in Tamil Nadu.  

      This slow uptake makes electrifying state-operated public transport fleets an important and high-leverage opportunity. With direct control over these fleets, the government has led by example. This one move has also enabled the broader EV ecosystem, including charging infrastructure, maintenance networks, and local manufacturing, to scale up! 

      How things will pan out from July onwards

      MTC currently operates 3420 buses in the Chennai Metropolitan Region. As per estimates from other Indian cities, each bus running on diesel, emits tail pipe carbon emissions to the tune of 755 gm CO2 per kilometre. While public buses still generate lower emissions per passenger-kilometre compared to private vehicles like cars and two-wheelers, the absolute emissions from diesel buses remain detrimental to the environment, especially considering the daily operations of thousands of kilometres. 

      As per MTC’s current plans, the incoming e-buses will be introduced in phases. Initially these e-buses will be new additions to the fleet and will not be replacing the diesel buses. This will help in expanding the service of MTC to more parts of the city.  

      By doing so, MTC will nudge more people to choose public transport over personnel vehicles. This shift will help bring down not just tail-pipe emissions from private vehicles but also ease the everyday issue of traffic congestion. After all, a single bus that carries about 50 passengers can replace nearly 30 cars on the road. What’s more, buses take up less than 2% of the total road length, but serve over 30–40% of all urban commuters. So, every new bus added to the fleet doesn’t just clean up the air—it also frees up road space, making the city move better and breathe easier. 

      Additionally, MTC is exploring retrofitting older diesel buses with Compressed Natural Gas (CNG) technology. This parallel move will further lower tailpipe emissions from the remaining conventional fleet, ensuring that even non-electric buses contribute to a cleaner urban environment. 

      In subsequent phases, these electric buses will begin replacing ageing diesel buses, leading to a gradual but sustained reduction in the carbon emission intensity of Chennai’s public transport system. This strategy balances both immediate service expansion and long-term decarbonisation.  

      Funding Support Electric Buses 
      KfW 500
      World Bank- GCC based buses for MTC  625
      World Bank- GCC based buses for MTC 600
      KfW Phase 3 750
      KfW Phase 4 650
      KfW Phase 5 100
      Table 1: Total no. Of electric buses expected to arrive in Tamil Nadu over next few years and their sources of funding. Source: TN Transport Department Policy Note 2025-26 

      From Policy to Practice: Tamil Nadu Walks the Talk

      In 2023, Tamil Nadu launched its updated EV policy, setting a clear goal, to make at least 30% of all buses run by State Transport Undertakings (STUs) electric by 2030.

      The policy has stated that ‘The STUs run a large share of public buses in Tamil Nadu. The government will switch to electric buses in a phased manner and aim to make 30% of the fleet electric by 2030’

      The current rollout of e-buses is a direct reflection of this commitment. With a total fleet of 20,508 buses across eight STUs, including MTC, the State Express Transport Corporation (SETC), and Tamil Nadu State Transport Corporation (TNSTC) divisions in Coimbatore, Madurai, Tirunelveli and others, the state would need to procure over 6,100 electric buses in the next five years to meet this goal.

      While this target is ambitious, the state is already making decisive moves. Tamil Nadu has begun procurement of total of 2500+ e-buses through World Bank-supported Gross Cost Contract (GCC) models and KfW funding. Officials have also indicated that based on lessons from this initial tranche, the state will continue expanding the fleet by 500 to 750 buses annually. This steady, phased approach allows the state to scale up capacity on e-bus operations, while building on operational experience.

      Beyond its state goals, this effort also contributes meaningfully to India’s national EV30@30 ambition, which aims to electrify 40% of all buses by 2030.

      But in 2024–25, only 3% of all new buses sold in the country were electric. That’s just 3,400 e-buses, compared to more than one lakh diesel buses. In this situation, every effort, including that of Tamil Nadu is a step in the right direction.

      Along with buying new buses, the state is also investing in depots and charging stations. This ensures the system is ready to support the growing e-bus fleet.

      Through it all, ITDP India has been providing technical support to the state, helping shape procurement plans and training programmes. With the right support and strong leadership, Tamil Nadu is building a path that other states can follow to make public transport clean, efficient, and future-ready. 

      Written by Donita Jose, Senior Associate, Communications, with inputs from Sooraj EM, Deputy Manager, Transport Systems and Electric Mobility

      Edited by Aangi Shah, Senior Associate, Communications

      How Pimpri Chinchwad Bust Five Myths by Hosting Vehicle Free Days

      by

      As published in The Economic Times

      Every time a city announces a vehicle-free day, the sceptics line up: “It’ll cause traffic chaos!” “Businesses will suffer!” “What’s the point of just one day?” Truth be told, we had our own doubts too. Would people embrace it? Would businesses struggle? Could we really pull this off without creating a logistical nightmare?

      But as we experienced first-hand in Pimpri Chinchwad, the city stepped out of its comfort zone to host its first Vehicle-Free Day on the 8th and 9th of March—reclaiming Pimpri Market for people, even for just two days, proved to be a game-changer. The outcome? A very busy, bustling market street came alive with people, businesses saw more revenue, air quality improved, and residents across the city started to demand more pedestrian-friendly spaces. We didn’t need AI to reimagine what parts of the city could look like – we got a real-life glimpse. Here, we’re debunking some common myths about vehicle-free days so other cities can learn from our experience, test similar interventions that could become permanent, and build public support by making communities an integral part of the process.

      Myth 1: Vehicle-free days cause traffic chaos

      The truth: It just takes thoughtful planning in collaboration with all stakeholders

      The success of Pimpri Chinchwad’s first vehicle-free day wasn’t accidental—it took months of planning in collaboration with various stakeholders. The city worked with its engineers, corporators, traffic police, local NGOs, PMPML, Maha Metro, and business communities to work out the details of the event including mapping out alternative routes using public transport or other sustainable modes, removing of encroachments, and ensuring smooth flow of movement for people and traffic. Collaboration and the sense of shared ownership had a huge role to play in ensuring that the city witnessed a seamless, vibrant celebration of public space, proving that streets can be more than just roads—they can be places for people. 

      Myth 2: Without parking right at their doorstep, local businesses will struggle

      The truth: Streets that encourage walking attract more foot traffic, boosting sales for local shops.

      When the idea of a vehicle-free day was first introduced, local businesses in Pimpri Market were skeptical. Their worries were understandable—if customers couldn’t drive right up to their storefronts, would they still come? And what about parking? The notion of removing vehicles from a bustling commercial street felt risky, even radical. But the city didn’t push ahead blindly. Over several weeks, the city sat down with shopkeepers, listened to their concerns, and co-created solutions. Alternative parking zones were mapped out nearby, and extensive communication was rolled out to guide customers on how to access the market without their vehicles. The goal was to make sure access remained easy—even if it wasn’t at the doorstep. The outcome? Based on the surveys, local businesses saw a 20% increase in foot traffic and a 15% rise in first-time customers. Businesses didn’t just sustain themselves—they thrived. This also broke a very long-standing belief that businesses can’t survive without doorstep parking. Instead of a street filled with haphazardly parked vehicles, Pimpri Market saw a street filled with people.

      Myth 3: One day without vehicles cannot have a significant environmental impact

      The truth: Reducing vehicle emissions can significantly improve air quality, lowering PM2.5 levels and giving citizens a breath of cleaner air.

      Air quality was measured during the two days, and it saw some measurable gains with a 34% reduction in PM 2.5 level, 37% reduction in PM 10 levels, and nitrogen dioxide also reduced by 41%. While these numbers may seem alien to many, the difference was felt by those breathing noticeably cleaner air. It is proof of how reducing vehicle dependency, even temporarily, can make urban air cleaner and healthier.

      Myth 4: There isn’t a public demand for streets without the ease of vehicle access

      The truth: The demand for more pedestrian-friendly streets continues to grow as awareness and communication increases.

      Word spread fast. Thanks to an extensive outreach campaign—posters at metro stations, announcements on local radio, social media buzz, and print coverage—residents from across Pimpri Chinchwad knew exactly why the city was hosting a Vehicle-Free Day and, more importantly, how they could be part of it.

      On the day itself, the excitement continued. Real-time coverage captured the energy on the streets, showing people strolling, cycling, and simply enjoying a city without cars. And the conversation didn’t stop there. Residents from neighbourhoods like Nigdi, Bhosari, and Chinchwad started asking, “When’s ours?”. 

      What began as a one-street experiment turned into a citywide conversation about reclaiming public spaces. One of the bigger wins was that people didn’t just experience a vehicle-free street, they imagined what their city could look like if these changes were permanent. And that’s how a single event laid the groundwork for a much bigger shift—one that redefines how we think about our streets, the air we breathe, and our daily lives.

      Myth 5: Vehicle-free days don’t contribute to long-term transport solutions

      The truth: They are just the beginning. It requires the city to commit to a larger goal of transforming mobility for its citizens.

      Pimpri Chinchwad’s first vehicle-free day wasn’t just a feel-good experiment—it was a blueprint for lasting change. Encouraged by this success, the city is now looking to permanently transforming Pimpri Market into a pedestrian zone that put walking, cycling, and public transport first.

      Pimpri-Chinchwad is committed to transforming the way people move. Whether it’s making streets safer and more inviting for walking and cycling, ensuring public transport is clean, affordable, and readily available, or putting in place the right policies for lasting institutional reform—the city is taking bold steps. At the heart of this shift is a strong team within the municipal corporation, working to build the right systems and capacities to make these changes not just possible, but sustainable in the long run.

      What’s next? 

      The vehicle-free-day was just a small piece of the larger effort, but an important one. It gave people a glimpse of what’s possible—a city where streets are safer, more inviting, and designed for people, not just vehicles. More importantly, it sparked hope, showing that the municipal corporation isn’t just talking about change—it’s working to make it a reality.

      It was a real-world test—could streets function without vehicles? Would businesses survive without doorstep parking? The answer was a resounding yes. Foot traffic increased, businesses thrived, and residents experienced cleaner air and safer streets firsthand. What started as a one-day event is paving the way for lasting change.

      This is just the beginning. Real transformation begins with a single bold step.

      Written by Shekhar Singh, IAS, Municipal Commissioner, Pimpri Chinchwad and Kashmira Dubash, Deputy Director, ITDP India