ITDP India

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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?

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~ 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! 

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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 

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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

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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

Pedalling Through Time; What it Means to Cycle in India for Different Generations

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Cycling has long been woven into the fabric of daily life in India. Just a couple of decades ago, the cycle was an essential part of most households, getting children to school, adults to work, and everyone, everywhere in between. From the wobbly first rides of young kids to teenagers mastering wheelies, to middle-aged men cycling to theatres, to young women pedalling to their colleges, the cycle was more than just a mode of transport, it was part of growing up, working, and living. 

But as motor vehicles have come to dominate our streets, the space for cycles, both physical and social, has shrunk. Yet, across India, many continue to hold on to this two-wheeled connection. This World Bicycle Day, in this blog, we bring together stories from different corners of the country, spanning age groups, genders, and backgrounds, to understand what cycling means to people today. 

Whether it’s riding over speed bumps for the thrill, cycling for fitness or weight loss, pedalling to earn a livelihood, or simply chasing the joy of childhood, these anecdotes remind us that cycling still belongs to everyone. 

Karl Dubash, 7 years old, Chennai 

“I’m Karl and I’m 7 years old. My cycle is blue and black. I used to have a bell, but it broke. I haven’t given my cycle a name yet. I usually ride around my apartment. I go out cycling about two to three times, and mostly every evening. I like riding fast! My favourite part about cycling is going past the speed breakers and riding in a zigzag. It’s super fun!

Sometimes I go cycling with my friend Akshay in Basham. We ride all around the apartment. I also go with my mom and sister. I remember my first cycle! It was light blue and white, and it had a koala on it. I liked it right away. To learn how to ride, I watched my mom and dad and kept practising. It was a bit hard at first, but once I got my balance, I was very happy. I don’t find the roads scary because my mom doesn’t let me go on them. But yes, I think they are scary. I don’t go on the roads at all, so there aren’t any places I avoid. If I could change something to make cycling better, I would wish for cycle paths like the ones in other countries. I wish we had a few in India too!” 

Kid bikers, 7,10,11 & 15 years old, Kallakurichi

We are the kid bikers from Kallakurichi: Aadhav (7) on a dark blue and green cycle, Ashvitha (10) on a grey one, Aadhithya (11) riding blue, and Suriya Narayanan (15) on green. We’re four cousins who spent the entire summer pedaling through our town, and we think we’re the coolest cycling crew around!

What we enjoy most is exploring new roads, cycling down unfamiliar lanes and discovering more about our hometown as we go. Sometimes we even end up covering 10-30km just like that!

If you ever spot us, we ride in a neat line, like ants in a trail, one behind the other, matching each other’s speed. Well, almost! Every now and then, Aadhithya gets excited and zooms ahead when the street is clear. Infact, we even use hand signals like professional riders and also use aerodynamic techniques to speed.

Two of us (Aadhav and Ashvitha) have been cycling for over three years now. And through all our rides, one thing we keep wishing for is a dedicated cycle path, lined with shady trees to make the ride smooth and breezy. Our parents often tell us how they cycled to school with their friends, and we dream of doing the same. We’ll keep cycling no matter what, but we know many of our friends would join in if there were safe cycle tracks. We hope that wish comes true someday!

Saba Serkhel, 29 years old, Mumbai

“I’m Saba Serkhel, 29 years old. I work as a video and film editor, but when I’m not at my desk, you’ll probably find me sketching, reading or cycling. My relationship with cycling goes way back. I got my first tricycle when I was three, and by the time I was seven, I had my first proper bicycle. It was a hand-me-down from my sister—a bright pink cycle covered in flowers.

 

At the time, I wasn’t too happy with the design, but that didn’t matter. What mattered was what it gave me; my first taste of freedom. I still remember the exact moment I learnt to ride. My sister ran alongside me, holding the back of the seat, cheering me on. And then suddenly, I was flying solo. That rush, that feeling of “I can do this on my own,” has never left me. Learning to cycle remains one of my most treasured memories. 

Even now, every time I ride, I’m reminded of that moment. For me, cycling has always been more than just physical exercise, it is a return to that feeling of independence. It’s a way to break away from the noise, the traffic, and the pressure of city life. 

Living in Mumbai, that escape matters a lot. The roads are chaotic, packed with illegal parking, potholes, encroachments—and there’s little room for cyclists. But every other weekend, I carve out a slice of calm for myself by heading to Sanjay Gandhi National Park. There, I ride through shaded trails, under towering trees, past monkeys and the occasional deer. For a while, I can just breathe. That’s the kind of escape cycling gives me. 

Over the years I have cycled in other cities too like Athens in the U.S., Ahmedabad, Bilaspur, and each place brought its own vibe. Athens had proper lanes and was safe despite the hills. Ahmedabad’s wide, pothole-free roads surprised me. And Bilaspur, with its rural quiet, felt like peace on wheels. But Mumbai…Mumbai makes you work for it. You have to be stubborn to cycle here.  

My current cycle is green and black, and I call it Bill, after the long-tailed Broadbill. It’s fairly new, but like every bike I’ve ever had, it gives me the freedom and the escape, and always, a quiet reminder of a little pink bicycle, a running sister, and the first time I truly felt like I could do anything.” 

Kasim Bammanalli, 33 years old, Panaji

“I’m 33 years old and I work as a poder which is a traditional Goan breadmaker. Every day, I deliver freshly baked bread and poi from the bakery to people’s homes, cycling through the neighbourhood, carrying a basket of warm bread on my cycle. I’ve been cycling for the past 17 years. Twice a day, every day, once in the morning and then again in the evening. I follow the same familiar route. It’s a routine I’ve gotten used to, and my black cycle is always with me. 

I haven’t given it a name, but it’s like my companion now. Simple, sturdy, with a rack to hold my bread basket.Cycling isn’t something I find physically hard. My hands and legs don’t hurt. Sure, it’s a tough job, but the effort I put in is what I earn from. That’s how I look at it. As for safety on the road, there is not much I can do as I have to cycle, no matter what. Everything else is in God’s hands. Accidents happen. If someone crashes into me, it’s on them. If I hit someone, that’s my responsibility. That’s just how it is. 

For me, cycling is not about fitness or fun. It’s part of my work, my livelihood. If the cycle breaks down, our employer takes care of it. Every couple of months, they call in a maintenance person to check all the cycles and fix whatever needs fixing. People often talk about improving cycling in the city by adding dedicated cycle lanes. But why would anyone add it just for me? And can it even be added on every street? For safety, I just stick to my route. Infact, I’ve cycled through fields, on busy roads, wherever needed. If traffic gets too heavy, I pull over and wait. I just do what I have to do. 

I still remember my first cycle—it was an Atlas. Very sturdy, very reliable. Much better than the new models today.” 

Karthik, 43 years, Chennai

“I took up cycling back in 2014 when I hit 116 kg and knew I had to make a change. What started with short weekend rides of 20–25 km slowly became a serious fitness routine. Initially, I was just trying to shed weight and get healthier. But things really changed when I joined the Chennai Cyclists group in 2017. With local chapters spread across the city, it became easier to ride regularly and meet like-minded people.  

Over time, I started participating in endurance rides like 100 km, 200 km, and eventually timed long distance events upto 555km and 600km. These rides are self-supported and test your planning, time management, and resilience.  

What started as a solo fitness goal has turned into something bigger—a community, a lifestyle, and a constant learning curve. 

But cycling in a city like Chennai isn’t easy. We often ride on highways like ECR where reckless driving is a real threat. There’s no dedicated infrastructure, over speeding, and unruly traffic make every ride a risk. We try to stay safe by riding in a disciplined formation, following lane rules, and constantly looking out for each other. Still, with so many overlapping infrastructure projects and road conditions always changing, cyclists like us are left navigating a city that isn’t built for us.” 

M Nagalakshmi, 58 years, Hyderabad

“My relationship with cycling has been a lifelong one, but I only resumed cycling regularly a few years ago, probably around the time I turned 50. There wasn’t any big reason or trigger. I just felt like it was time to reconnect with the child in me. And what better way than to get back on a cycle? I still remember my very first one, it was a hand-me-down, electric blue, and I rode it to school every day. These days, I ride to work, meet friends, and even just to get out and feel the breeze on my face. 

Over the week, I usually cycle nearly 30-40 km for leisure. Apart from this, I cycle to the office, which is about 3–4 km away, unless the weather is too harsh or I’m wearing a saree. That’s where things get tricky. Most cycles today are built like sports equipment. Not very commute-friendly. Not women-friendly. Definitely not saree-friendly. Earlier, I had cycles designed in a way that it was comfortable for dresses. Now, what dominates the market are “performance bikes,” often with designs that exclude Indian women altogether. My saree gets caught in the chain. Pants get caught, too. It’s frustrating. We can’t romanticise this, as the industry is ignoring the reality of women cyclists. 

Another big issue? Wrong-side driving. In some places, two whole lanes are taken up by vehicles coming the wrong way. It’s not just inconvenient—it’s dangerous. That’s been one of the biggest changes I’ve seen in recent years. 

I really believe more people would take up cycling, like women, older adults, everyone, if cycles were actually designed for us. We need age-friendly and gender-friendly options. Something with side support, maybe even battery-powered cycles, so that riding stays fun and helps us stay mobile. And from the city’s side, we don’t need fancy cycling tracks, just better speed regulation, stricter enforcement against wrong-side driving, and maybe some traffic lights that actually prioritise cyclists.” 

By Donita Jose, Senior Associate, Communications ITDP India and Shreesha Arondekar, Associate, Development and Communications, ITDP India

How Chennai and Coimbatore City Budgets are Championing Walkable Streets

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For years, major cities in Tamil Nadu have prioritised vehicles through budgetary allocations and infrastructure. This is despite the fact that two-thirds of all trips in the state are made by walking, cycling, or using public transport. This year, however, the tide is turning. The Tamil Nadu Budget 2025 marks a pivotal shift with Chennai and Coimbatore taking the lead, placing Non-Motorised Transport (NMT) —like walking and cycling—at the heart of mobility planning, and reimagining streets as spaces for people, not just cars. What sets this budget apart is not just the scale of funding, but the values it reflects—equity, safety, and access for all. 

While this development is a step in the right direction and is still in its nascent stages, Chennai’s strides towards creating walking and cycling friendly streets echo some of the early moves seen in cities like Singapore. Singapore has long been a role model for Southeast Asia, known for its  integrated public transport and walkable, people-friendly streets, backed by landmark investments like the 1 billion Singapore Dollars’ fund for last-mile connectivity in 2016, and forward-looking policies such as the Active Mobility Act (2017) and Multi-Modal Transport Act (2021). Anchored by the Tamil Nadu Budget 2025, which earmarks significant investments in footpaths, smart parking, and Safe Routes to School pilots, Chennai’s journey could chart a similar course—if implementation keeps pace with vision. 

A Historic Leap for Walkability in Chennai 

A landmark first – ₹200 crore dedicated funding for 170 km of footpaths in Chennai  

This year’s budget has earmarked ₹200 crore for the implementation of 170 km of high-quality footpath in Chennai. This is the largest investment for pedestrian infrastructure in the city to date, and the first time since the Non-Motorised Transport (NMT) Policy of 2014 that footpath development has received such focused financial backing. Announced by Hon’ble Minister K.N. Nehru on March 25, 2025, this move is more than just a line item in a budget—it is a powerful reaffirmation of the state’s commitment to safer, more inclusive streets for all, especially vulnerable road users including children, the elderly, and Persons with Disabilities (PwDs).  

Chennai’s journey: From marginal to meaningful investments!

Chennai’s journey toward walkable streets began with ambition. Following the adoption of its pioneering Non Motorised Transport Policy in 2014  the city saw average annual footpath investments rise to ₹72 crore, resulting in the creation of over 170 km of footpaths between 2014 and 2019—most of it funded through the Tamil Nadu Urban Road Infrastructure Fund (TURIF). During this time, the city also tapped into the Smart Cities Mission’s Area-Based Development (ABD) funds to implement the now-celebrated Pedestrian Plaza and its feeder streets in T. Nagar.    

Citizens walking safely on Pedestrian Plaza

To scale up its efforts, Chennai launched the Complete Streets program in 2020 (earlier known as “Mega Streets”) with a dedicated ₹100 crore allocation under the Chennai City Partnership with the World Bank. The project aimed to reimagine neighbourhood-level street networks by integrating underground utility upgrades and walk and cycle-friendly above-ground infrastructure. However, the first implementation phase, under progress, covers only around 11 km, leaving behind the demand for a city-wide network of functional footpaths largely unmet.   

Ongoing implementation under the Complete Streets Project at Khader Nawaz Khan Road, Nungambakkam

Analysing the budgetary spending, we found that from 2022 to 2025, Chennai’s investment in footpaths plummeted to just ₹13 crore per year on average. A modest recovery came in FY 2024–25, with ₹25 crore earmarked for 21 km of footpaths, but this was still far from enough to undo years of underinvestment.  

Source: Budget Expenditure categorised by type of work and scheme, FY 2012 – January 2025 (Bus Route Road Department)  

However, our analysis also pointed out that over all these years, road resurfacing and carriageway upgrades continued unhindered, reflecting an annual average spending of ₹84 Crores, and a consistent focus toward vehicle-centric planning.  

Source: Budget Expenditure categorised by type of work and scheme, FY 2012 – January 2025 (Bus Route Road Department)  

A renewed push: Bringing safety and equity to the forefront 

Any policy without dedicated, sustained funding is just a wish. For Chennai to become truly walkable, sustained investment and quality implementation must now follow the city’s renewed aspirations, and 2025 marks a good beginning with this significant dedicated allocation for NMT infrastructure. Analysis of spending patterns on NMT infrastructure over the last three years, reveals that footpath implementation in Chennai relied on piecemeal funding drawn from state and city-level schemes—such as the Tamil Nadu Urban Road Infrastructure Fund (TURIF) and Singara Chennai 2.0. In the absence of a dedicated budget, investments in Non-Motorised Transport (NMT) remained inconsistent and limited in scale. This year’s ₹200 crore commitment by Chennai, marks an eightfold increase over last year’s spending on walking and cycling. This signals a much-needed shift from fragmented support to focused investment.

This renewed focus on walkability couldn’t have come at a more critical time. While Chennai has made commendable progress in reducing overall road crashes, the proportion of pedestrian fatalities has seen a troubling rise from 11% in 2019 to a staggering 43% in 2023.  

Source: Road Accidents Reports (2019-2022), MoRTH & Road Accident Analysis in Tamil Nadu 2023, TNSTC  

This persistent gap between mobility patterns and infrastructure safety highlights the urgent need for course correction, which this budget begins to address. The ₹200 crore allocation is a long-overdue shift toward building streets that are shared public spaces where everyone can move freely and safely. To transform this intent into tangible impact and ensure that the budget is effectively utilised, aligned with diverse mobility initiatives, and executed on time, a dedicated coordinating agency like the Chennai Unified Metropolitan Transport Authority (CUMTA) is crucial.  

Bringing It All Together: CUMTA as the institutional backbone  

Much like Singapore’s shift to a car-lite city was steered by its Land Transport Authority through various institutional reforms and proactive policymaking, Chennai’s mobility transition is now gaining momentum through the leadership of the Chennai Unified Metropolitan Transport Authority (CUMTA). With a clear mandate to coordinate mobility efforts across the Chennai Metropolitan Area (CMA), CUMTA is emerging as the anchor institution for Chennai’s people-first mobility vision. 

As part of the Budget 2025, Honourable Minister for Housing & Urban Development, Thiru S. Muthusamy announced an array of progressive initiatives led by CUMTA.  

  • Building on the newly adopted Parking Policy, CUMTA will pilot Smart Parking Management in Anna Nagar, reclaiming public space and improving local access. 
  • CUMTA is also developing Comprehensive Street Design Guidelines for the entire Chennai Metropolitan Area—including Tambaram, Avadi, and Kanchipuram—to create safer, more inclusive streets across jurisdictions.  
  • Complementing this, CUMTA is also drafting the Traffic Impact Assessment Guidelines to help cities manage congestion and ensure new developments align with sustainable transport goals.  

These initiatives go hand-in-hand with Tamil Nadu’s growing investment in Non-Motorised Transport—signalling not just a shift in budget priorities, but a change in how cities are planned and governed. With institutions like CUMTA at the helm, Tamil Nadu is building long-lasting systems to realise its people-first mobility vision. 

Coimbatore Steps Up: Scaling Sustainable Mobility Initiatives 

Building on Chennai’s momentum, Coimbatore is making its own strides towards a more people-centric mobility scenario with this year’s budget embedding sustainable mobility into the city’s planning priorities. Two key initiatives are set to guide this: revising the Coimbatore Street Design Guidelines and developing a comprehensive NMT Action Plan. These tools will help the city set a strong foundation for designing safer, more inclusive streets at scale. 

Coimbatore has been grappling with concerns on road safety, with road fatalities rising over 1000 in 2023; ranking highest in the state. In addition to various other initiatives to address this, a ₹2.5 crore allocation has been announced for a Safe Routes to School pilot on Trichy High Road, covering 2.5 km of critical access routes. Together, these moves reflect Coimbatore’s growing commitment to creating well-planned, safe, walkable streets and mark a step forward in scaling sustainable mobility across Tamil Nadu. 

A Decade of Partnership: ITDP’s Ongoing Commitment 

Since 2009, ITDP in India has worked closely with the Greater Chennai Corporation (GCC), Chennai Unified Metropolitan Transport Authority (CUMTA), and Coimbatore City Municipal Corporation to help shape their sustainable mobility vision.  

Over the years, ITDP has supported with technical research and guidance on key policies and guidelines adopted by city governments, such as the Non-Motorised Transport Policy, Parking Policy, and the Complete Streets Framework. We are also continuing to help cities build the capacity to implement them through on-ground workshops, experiential street audits, and engagements with city leaders. Our role has also included providing technical support and data-driven insights to guide decision-making and strengthen the case for healthier, more equitable streets. 

We are happy and proud to have contributed to realising these milestones and are extremely grateful for the past and present city leadership for their sustained support in championing these initiatives. 

Capacity Development Workshop for Bus Routes Roads Department in 2024

A Win Worth Celebrating—and Building On 

These announcements are worth celebrating, especially for cities like Chennai and Coimbatore, that are leading this change at the forefront. However, the real measure of success lies in how well we translate this vision and intent into long-lasting impact on the ground. 

Here are a few pointers for the city governments to make this fruitful:  

  • Chennai’s ambitious plan to implement 170 km of footpaths must be guided by a clear network planning strategy and aligned with CUMTA’s Comprehensive Mobility Plan. 
  • Bringing on board qualified technical experts and consultants will be key to ensuring street designs meet the standards laid out in the city’s adopted guidelines. 
  • Facilitating capacity building for contractors and engineers is equally important to ensure high-quality street implementation. Field engineers must closely monitor implementation quality using well-defined performance indicators to ensure accountability at every step.  
  • Cities must also embed Operations & Maintenance (O&M) systems right from the planning stage, to ensure infrastructure remains functional and safe for all users. 
  • Annually recurring budgets for NMT including dedicated budgets for O&M must be institutionalised, so cities can plan consistently and scale.  
  • One persistent challenge our cities face is siloed execution, where lack of co-ordination leads to utility works disrupting newly built footpaths and guidelines/policies exist on paper without enforcement. Addressing this will require strong inter-agency collaboration, clear mandates, and sustained leadership from institutions like CUMTA. 

Chennai and Coimbatore have taken a significant first step. Now, they must stay the course—scaling these successes across other cities of Tamil Nadu, building systems, and creating streets where walking, cycling, and shared mobility are not just possible, but preferred. 

By Varsha Vasuhe, Senior Associate, ITDP India

Edited by Kashmira Dubash, Deputy Director, ITDP India

Pimpri Chinchwad’s Low Emission Zone Strategy Explained

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For centuries, the idea of running a mile (approximately 1.6km) in under four minutes seemed impossible. This milestone mocked human limits—until 1954, when Roger Bannister, an English athlete, redefined what’s possible. He cleverly broke down the mile into smaller segments, put in rigorous training, aced each sprint, and combined with an unshakable belief in his goal, eventually shattered the record with a three-minute, 59-second mile! Bannister’s feat didn’t just break records; it sparked a revolution, inspiring countless others to follow. Today, breaking the four-minute mile has become routine for elite runners.  

All it took was for someone to believe and champion the process. 

Now, let’s fast forward to the present. Can such an impossible belief — of restricting polluting vehicles across a city by creating Low Emission Zones (LEZs) – help change the way we work towards achieving cleaner air?  

You’ve likely heard the doubts: “How would we even start?” “Which vehicles should we restrict and where?” Yet, just like Bannister proved sceptics wrong, Pimpri Chinchwad is showing us that this too can be achieved by trusting the process. The city, since 2023, has been breaking down the challenge, taking it sprint by sprint, and proving that even ambitious goals for clean air are within reach through LEZs. In PCMC’s case, it is being done through the Graded Response Action Plan (GRAP).  

Welcome to Pimpri Chinchwad’s inspiring LEZ journey, one step at a time, supported by ITDP India and International Council on Clean Transportation (ICCT). These steps were developed collaboratively by both the teams in discussion with city officials, and we strive to learn and refine the process as we move forward. While there’s still a long way to go, the city’s commitment to walking this path shows that meaningful progress is possible with sustained effort.  

Step 1: Assessing Vehicle Inventory to Identify High-Polluting Vehicles 

Every city has vehicles plying on its streets but not many cities are aware of the characteristic of vehicle fleet that is in use, such as their age, engine types as per Bharat Stage (BS) standards, fuel type, number of kilometre they travel within the city, and other information.  The first step towards implementing LEZs is to know the above information through a primary survey or referring the recent vehicle emissions inventory reports.  

Action: Pimpri Chinchwad began its journey surveying about 4000 vehicles across all vehicle types at six petrol pumps and two parking lots, from September to October 2023.  

Image 1: Snapshots from the vehicle inventory survey

Outcome: The study revealed that about 70% are equipped with pre-BS, BS 1, BS 2, BS 3 & BS 4 engines, which are considerably more polluting than the Bharat Stage 6 standard – mandated in India since April 2020. Additionally, it highlighted that about 5% of heavy goods vehicles, light motor vehicles, heavy passenger vehicles and two wheelers are older than 15 years old—beyond the age deemed fit for use due to the release of excessive emissions. Upon further analysis, it was found that 85% of particulate matter (PM), nitrogen-di-oxide (NO2) emissions are coming from two wheelers, light motor vehicles, and goods vehicles. Such findings eventually informed the vehicle restriction strategy for the city’s LEZ. 

Image 2: Findings of the Vehicle- inventory survey. Nearly 70% of the vehicles were pre- BS 6

Image 3: Pollution load of different kinds of vehicles

Step 2: Identifying the Priority LEZ Areas to Restrict Vehicles  

Once the vehicle inventory is computed, the next step is to identify priority areas where vehicles can be restricted. These areas can gradually be expanded to form larger LEZs, with the potential for citywide implementation in the long term. 

Action: Pimpri Chinchwad, with support from ITDP India and ICCT, divided the city into a grid of two-km by two-km. Each of the four-km square areas were then evaluated through GIS mapping, against several criteria including existing pollution levels, population density, and street network density. Further, the presence of alternate modes of commuting such as public transport and improved walking and cycling infrastructure also made certain areas more suitable to initiate the implementation of LEZs. Grids with more schools and hospitals were prioritised to ensure that cleaner air was available for the vulnerable populations first. 

Outcome: After a detailed, data-driven GIS analysis, 15 grids were identified as potential LEZ areas in Pimpri Chinchwad. The shortlisted grids were further delineated into a boundary, based on the road network and other physical geographical factors. However, the city has now announced a city-wide LEZ, where highly polluting vehicles will be restricted across the city for greater impact. 

Image 4: Map of Pimpri Chinchwad with 15 potential grids where LEZs can be implemented.

Step 3: Defining the LEZ Goal and Estimating the Potential Impact on Air Quality 

The next step is to analyse the vehicle inventory data and assess the potential improvements in the city’s air quality from implementing the proposed LEZ in the prioritised area. 

Action: Pimpri Chinchwad conducted an in-depth analysis of the vehicle inventory survey data. Initially considering the scenario of restricting all pre-Bharat Stage 6 vehicles in priority area by 2026 with certain exceptions, the team developed forward-looking LEZ scenarios to evaluate the potential improvements in the city’s air quality if these restrictions are implemented. The analysis revealed that by 2026, if the city restricted vehicles which were pre-Bharat Stage 6 standards within the identified LEZ areas it could lead to a dramatic 80% – 90% reduction in PM2.5 emissions from vehicles. 

Image 5: Comparative analysis of how the city’s pollution levels will fare in different scenarios

Outcome: After carefully assessing the potential and impact of vehicle restrictions, the city is now setting its sights on introducing Environmental Protection Fees for highly polluting vehicles if they wish to enter or move in the city, instead of an outright ban. This game-changing move would ensure that fees are proportionate to the pollution each vehicle type generates, creating a powerful incentive for citizens to start making greener choices at the same time, boosting alternate modes of transport such as walking, cycling and public transport within Pimpri Chinchwad.  

Image 6: Various measures to be taken now and in the future by the city

Step 4: Conducting Stakeholder Discussions and Identifying Legal Pathways 

Large-scale initiatives like this require collaboration across stakeholders and the identification of legal pathways for successful implementation. It is pertinent to bring together all the relevant stakeholders and collate their input and ideas. 

Action: Pimpri Chinchwad began this process by engaging stakeholders from various departments of the Municipal Corporation, the RTO, and the Traffic Police. These discussions aimed to gather their insights, identify gaps, and explore tools and strategies for effective LEZ implementation.  

Outcome: This stakeholder engagement led to a pivotal breakthrough: the idea of integrating LEZs into the city’s existing institutional framework for combating air pollution – Pimpri Chinchwad’s Graded Response Action Plan (GRAP). This has provided the city with a legal instrument to swiftly activate Low Emission Zones when the air quality surpasses ‘moderate AQI’ (101-300). As per Pimpri Chinchwad’s GRAP, a highly polluting vehicle entering the LEZ area can only do so upon payment of an environment protection fee (EPF) ranging between Rs 100-750 depending on the category/type of vehicle. This applies to pre-BS-4 of goods vehicles, 2-wheelers, and personal cars. The Standing Committee approval was received in in September 2024. 

Step 5: Creating Enforcement Strategies for On-Ground Implementation 

Successful LEZ implementation requires a deep understanding of suitable enforcement technologies (including systems for collecting payments/fines) to identify violators and collection of EPF and establishing robust monitoring systems to measure vehicle tail-pipe emissions. The next step is to identify context-appropriate technologies and ensure their effective deployment. 

Action: Pimpri Chinchwad has been conducting expert roundtables and in-depth discussions to develop practical enforcement strategies and select suitable technologies for monitoring vehicle tail-pipe emissions.  

Outcome: After thorough deliberation and a detailed assessment of various enforcement and monitoring technologies, the city has decided to adopt Automatic Number Plate Recognition (ANPR) for enforcement, complemented by on-ground personnel. Efforts are now underway to procure and implement this advanced system, ensuring efficient and reliable monitoring on city streets. 

What’s next? 

As Pimpri Chinchwad progresses toward on-ground implementation of LEZs, with support from ITDP India and ICCT, the city will focus on key steps to implement the LEZ, including engaging with state government officials, traffic police, and technocrats to strengthen enforcement systems and policy reforms. The city will also identify complementary interventions, conduct stakeholder workshops and public consultations to gather feedback, and work towards officially notifying the LEZ. A communication plan and media engagement will ensure citizens understand the measures and support the transition towards clean air. 

Conclusion

The journey to establish LEZs in Pimpri Chinchwad is much like Roger Bannister’s historic four-minute mile—breaking down a seemingly impossible goal into achievable steps. Through meticulous data collection, strategic planning, and collaborative efforts, the city is in the process of paving the way toward cleaner, healthier air for its residents. While the road ahead is long, Pimpri Chinchwad is demonstrating that persistence and belief can turn ambitious goals into tangible realities. 

What’s even more inspiring is that, just as Bannister’s feat motivated countless others to push the boundaries of human endurance, Pimpri Chinchwad’s LEZ journey has the potential to ignite a movement across Indian cities. By encouraging cleaner vehicle technology, investing in walking, cycling, and public transport initiatives, and restricting polluting vehicles, Pimpri Chinchwad is setting an example of how ambitious steps can lead to cleaner air and healthier, more liveable cities. This journey could redefine what’s possible for cities across India, paving the way for a more sustainable future. Here’s a starting guide to all things LEZs.

Written by Aangi Shah, Senior Associate, ITDP India
With technical inputs from Siddhartha Godbole, Senior Associate, ITDP India
Edited by Donita Jose, Senior Associate, Communications, ITDP India

PMPML’s Journey Through Time: How Pune and Pimpri Chinchwad Got Better Public Transport

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Every single day, nearly 11 lakh citizens rely on Pune Mahanagar Parivahan Mahamandal Limited (PMPML) buses to move across Pune and Pimpri Chinchwad. For a service that’s just under 20 years old, this is no small feat. Despite fierce competition from private vehicles, the occasional pushback against dedicated bus lanes, PMPML has managed to carve out its space as a reliable, sustainable transport option. 

Picture this: today, a Pune resident can board a PMPML bus, ride an electric bus on a dedicated BRTS lane, and pay a fraction of what other modes would cost. Few Indian cities can claim such progress. But this hasn’t happened overnight—over the last two decades, a series of strategic moves have strengthened PMPML’s presence, shaping Pune’s public transport network into what it is today. 

However, the very gains that took years to build now face the risk of being undone. The city’s rapid growth demands more buses, better services, and continued investment—without which, PMPML’s ability to serve Pune’s people will weaken. 

So, what were the key milestones in PMPML’s journey? Let’s dive in. 

Here’s a look at this journey: 

2007: PMPML Formed with BRTS 

PMPML was formed in 2007 through the amalgamation of Pune Municipal Transport (PMT) and Pimpri Chinchwad Municipal Transport (PCMT), which previously operated as separate public transportation entities for Pune and Pimpri-Chinchwad, respectively. Pune and Pimpri-Chinchwad are sister cities with growing urban populations and expanding boundaries. This geographical proximity led to a significant overlap in bus routes and services offered by PMT and PCMT, often causing operational inefficiencies and commuter inconvenience. To address these challenges, PMPML was established as a unified public transport body to serve both cities as well as nearby towns and villages. 

The formation of PMPML was further strengthened with streamlining the BRTS operations. Implementation of the Pune BRTS began in 2006, with Pune being the first city in the nation to adopt BRTS. The project was implemented on pilot stretches from Katraj to Swargate and Swargate to Hadapsar. The project was partially funded under JnNURM, which also led to development of footpaths and cycle tracks as part of the mandates for the funding. ITDP supported Pune Municipal Corporation (PMC) and Pimpri Chinchwad Municipal Corporation (PCMC) with the design of the BRTS corridors, as well as by creating awareness about the advantages of BRTS. 

2015: Rainbow BRTS expands to more routes

After the success of BRTS in initial pilot routes, additional corridors were inaugurated in 2015. These were the Yerwada-Wagholi and Sangamwadi-Vishrantwadi in Pune, and Sanvi Phata-Kiwale and Nashik Phata-Wakad for Pimpri Chinchwad inaugurated in 2015.

ITDP was involved as a technical partner, guiding PMC and PCMC with refinements in the overall system, leading to consolidation of these corridors under the ‘Rainbow BRTS’ brand. This strategic branding created a unified identity for BRT services across the metropolitan region. 

Rainbow BRTS since has been ahead of the curve as it introduced advanced features, including dedicated BRTS stations with automatic gates, GPS-enabled bus tracking (AVLS), level boarding, passenger information systems, off-board ticketing, and speed tables for pedestrian crossings. PMPML also established a state-of-the-art Transport Command and Control Centre to monitor performance and service levels. Today, the Rainbow BRTS network spans slightly over 60 kms. Its hybrid operational model enabled buses to bypass traffic congestion along dedicated trunk routes while maintaining route flexibility across non-BRTS corridors.

Aerial view of the Phule Nagar Station and Rainbow Bus on the Sangamwadi-Vishrantwadi Corridor (Source: Rainbow Bus, PMPML)

2018

Pioneer in Electric Buses

The next big milestone for PMPML was scripted in the year 2018 when PMPML further enhanced its service with the introduction of electric buses, setting a benchmark for sustainable urban mobility in India.  
They were able to do this with financial support from the Pune Smart City Development Corporation who enabled the procurement of 150 e-buses, making Pune the city with one of highest number of e-buses in India back in 2018. This achievement was particularly noteworthy, as PMPML was not among the various transport undertakings selected under the FAME-I scheme. However, the experience gained paved the way for PMPML to secure financial support for 450 additional electric buses under the FAME-II scheme in 2019. ITDP has been actively assisting PMPML by providing technical support as required for the procurement of electric buses. 

As it is well established now, e-buses are significantly more energy-efficient than Internal Combustion Engine (ICE) buses, with a 12-meter e-bus consuming just 1.3 kWh per km, compared to 2.82 kWh/km for diesel buses and 2.89 kWh/km for CNG buses. This makes electric buses nearly twice as fuel-efficient as their diesel and CNG counterparts. 

In addition to efficiency, e-buses have matched the performance of CNG buses while recording fewer canceled kilometers. A passenger survey revealed that 75% preferred commuting on e-buses due to their superior ride quality, air conditioning, and reduced noise levels. Owing to these factors, PMPML is the only State Transport Undertaking (STU) offering air-conditioned services at standard fares. Since the operating cost of AC e-buses is lower than that of AC CNG buses, PMPML has been able to pass these cost savings on to its passengers. PMPML charges a fare of Rs 5 per km for both non-AC and AC buses. In comparison BEST which provides city buses services in Mumbai has a 20% higher fare for AC buses. (Rs 5 per km for non-AC Buses and Rs 6 per km for AC Buses. The daily passes also vary in fares, with Rs 50 and Rs 60 for non-AC and AC Buses, respectively.

Comparison of Energy Consumption between Electric, CNG, and Diesel Buses

One of the First STU to embrace Gross Cost Contract as way forward 

Speeding up the electrification of fleet was adoption of Gross Cost Contract model by PMPML. The STU did so as a key component of its electric bus procurement strategy. Under this model, PMPML pays operators on a per-kilometer basis, while the operators provide buses, drivers, charging infrastructure, and maintenance. This arrangement shifts financial and operational risks away from PMPML, facilitating the rapid adoption of electric buses without significant capital expenditure. Pune’s pioneering implementation of the GCC model accelerated its transition to electric mobility and served as a reference for other Indian cities.  Furthermore, PMPML continues refining its GCC framework, integrating lessons from past experiences.

2022: Integration with Metro 

PMPML hosted a Foundation Week from 18th to 23rd April 2022, celebrating 15 years of its service. In the months following the Foundation Week, both Pune and Pimpri Chinchwad saw the introduction of Metro services. PMPML has since been actively collaborating with Maha Metro to integrate their services and enhance accessibility for citizens. BRTS stops along the Metro corridor were relocated near Metro stations, aligning with the exit points to facilitate seamless transfers for passengers between the two services. Additionally, PMPML introduced feeder routes to Metro stations to expand the Metro catchment area, further improving access. Information panels were installed at Metro stations to help passengers easily identify and use the feeder services.  In fact it continues to support the citizens of Pune region as an analysis by ITDP India on how the Nigdi-Dapodi BRTS corridor and Pune Metro services, compliment each other’s service found that, despite presence of Metro, the Nigdi-Dapodi BRTS corridor serves 1.5 lakh passengers daily, with 37 buses per hour during peak times, one bus every 1.6 minutes. About 47% of users were students (18-25 years).

Vallabh Nagar BRT Station relocated closer to the Sant Tukaram Nagar Metro Station exit for easier access to passengers.

2024: All-in-One Transit App for Commuting and Seamless Ticketing Across any Public Transport mode 

PMPML has consistently demonstrated a proactive approach to improving its services by collaborating with various agencies and stakeholders. One such collaboration which reaped productive results was through the Transport4All (T4A) challenge. As part of this, PMPML supported startups in developing innovative solutions for modern day challenges which state transport undertakings face. Pune nurtured and piloted three successful solutions, one of which led to the creation of the Apli PMPML app. Building on the multi-modal integration, this app offers digital services to PMPML users, including live tracking, ticket booking, route planning, and more. It also integrates with Maha Metro’s online booking portal, advancing the digital integration of Pune’s public transport system. The Apli PMPML App marks a significant achievement for PMPML considering the popularity and positive reviews of the app, hinting its successful implementation. The same is backed by the staggering 10 Lakh+ downloads of the app in a span of only 6-7 months. 

The Apli PMPML app includes live tracking, ticket booking, bus schedules, and more features

Way forward

Pune and Pimpri Chinchwad have consistently proven themselves as leaders in public and sustainable transportation, setting a benchmark for cities across India. But as these cities grow, so too must their public transport systems. Maintaining ridership alone is no longer sufficient—the goal must be to significantly grow ridership. This calls for scaling up the fleet, upgrading service quality, and ensuring that capacity matches the region’s growing demand. 

To truly meet the mobility needs of the future, operational efficiency must improve, and the passenger experience must be reimagined—with greater comfort, convenience, and safety at its core. Public transport must evolve from being merely a mode of mobility to becoming a seamless, enjoyable part of daily life for all residents. 

As of 2025, in an industry-first, PMPML is set to incorporate qualitative benchmarks into its tendering process—prioritising service quality, operational efficiency, and commuter satisfaction. This strategic shift aims to elevate the passenger experience and reflects PMPML’s growing commitment to excellence. ITDP’s collaborative support has contributed to this evolution, providing technical insights and guidance throughout the journey. 

Having supported PMPML since its early stages, ITDP remains a committed partner in this transformation—working together to deliver innovations and strategies that will help Pune Metropolitan Region emerge as one of the world’s most efficient, accessible, and environmentally responsible public transport systems. 
As PMPML enters its third decade, can it keep up with Pune’s and Pimpri Chinchwad’s growing demands—and bring more people back to public transport? Stay tuned for the next part. 

Written by Jagdish Temkar, Associate, Transport Systems, ITDP India
With Technical Inputs from Aditya Rane, Senior Associate – Transport Systems and Electric Mobility, ITDP India
Edited by Donita Jose, Senior Associate, Communication and Development, ITDP India