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Parking Reimagined: Chennai’s Parking Policy is Paving the Way for Better Streets

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Commuting in Chennai’s streets often feels like a game of Would You Rather?—except that the choices aren’t fun. 

Would you rather drive in circles for 20 minutes looking for a parking spot, only to settle for an informal parking space with an arbitrary fee? Or walk on the roadside, dodging parked bikes and cars, weaving through traffic, and hoping for a safe path? 

In Chennai, these aren’t just hypothetical scenarios, with a population of 15.37 million and 9.2 million registered vehicles, the Chennai Metropolitan Area (CMA) faces a severe parking crunch as there’s nearly two vehicles for every three people in the city. A driver struggling to park in a narrow lane, while a pedestrian—with an elderly companion or child—undertaking challenging obstacles on a short 500-meter walk, dodging haphazard parking one side and speeding vehicles on another- are common scenes we all encounter. 

Sadly, neither choice makes the city easy to move around and aren’t working for anyone, just like how a would-you-rather game has no correct response. 

But can the new parking policy and on-ground parking management be the answer, that can lead to a win-win situation for everyone using the street?  
 
That’s exactly what Chennai has set course for. This year, the city took a historic step toward better parking management by launching a progressive Parking Policy for the entire 5,904 sq. km of the Chennai Metropolitan Area, which includes four corporations – Chennai, Tambaram, Avadi, Kancheepuram, 12 municipalities, 13 town panchayats, 22 panchayat unions and one special grade town panchayat. The policy was developed by the Chennai Unified Metropolitan Transport Authority (CUMTA), which will not only plan, design and strategise, but also oversee its implementation and monitoring. 

Since April 2022, ITDP India has been a key technical partner, supporting CUMTA in shaping this landmark policy.  

Stakeholder Meeting with GCC and GCTP in September 2022

This policy not only addresses the city’s growing parking challenges through area-level parking plans, Travel Demand Management measures, but also brought together key stakeholders—including Greater Chennai Corporation (GCC), Avadi and Tambaram Corporations, Traffic Police, Highways, and Chennai Metropolitan Development Authority (CMDA)—through extensive consultations. 

CUMTA’s Parking Policy: Transforming Urban Mobility  

CUMTA’s newly adopted Parking Policy 2025 is more than just a set of regulations—it’s a transformative approach to managing limited parking space efficiently, reducing congestion, and improving mobility. Here’s a look at its key highlights of the policy: 

1. Managing parking at the area level and creating neighbourhood wide solutions, to prevent spillovers  

What does the policy say?
With the new policy, Chennai is shifting from scattered parking management in isolated streets, to a structured, Area-Level Parking (ALP) Management plan with demand-based pricing, clear regulations, and smart enforcement. The plan allocates parking spots in every street, based on the demand, and uses both ground teams and technology to manage parking efficiently across the neighbourhood. 

Why is it important? 
Managing parking in a few streets isn’t effective and can make the problem worse by causing spillover and more traffic in the adjoining streets. But when we look at a whole area and its network of streets together, we can address the neighbourhood’s need for parking more effectively. This also ensures that street space is used efficiently and is accessible to all street users. By using a demand-based pricing system, we can discourage unnecessary car/bike use and encourage people to choose more sustainable options, like public transport or cycling. 

Site Visit in Anna Nagar Chennai towards preparation of ALP (CUMTA x ITDP India x Street Matrix)

2. Prioritising Pedestrians, Cyclists, and Public Transport users, Before Parking

What the policy says? 
The policy ensures that the city agencies build safe, continuous footpaths and well-integrated NMT infrastructure. The policy gives precedence to footpath allocation over parking.  The policy ensures that parking space is allocated to a street, only after sufficient footpaths and carriageway space is available.    

Why is it important?
More than 60% of trips starts and ends on foot. Poor footpaths/no footpaths push pedestrians onto carriageways, increasing their exposure to moving vehicles and reducing safety. Presence of NMT infrastructure reduces vehicle dependence, easing parking demand, and optimising street space, ensuring safer, more inclusive streets. This way parking plans will also nudge the city agencies to ensure walkable footpath are available, leading to wider footpath coverage. 

Pedestrian Plaza at T.Nagar with On-Street Parking Management.

3. Demand-Based Dynamic Pricing and Smart Enforcement to Shape People’s Parking Behaviour 

What does the policy say?
Parking rates under the new policy will be dynamic based on the area. It will vary, by vehicle size, location of the parking spot, time of day, and demand. On-street parking will be priced higher than off-street options (government or private MLCPs, parking lots, etc.). This will nudge those wanting to park their vehicles for long term (more than 2 hours) to look for off-street options and allowing the on-street parking lots to be open for short terms users. Prepaid parking will replace postpaid models to encourage planned usage.  
As per the parking policy, enforcement measures will be taken up for the following kind of violations: double parking, parking in no-parking zone, parking on footpath, non-payment of parking fees etc. These violations will be discouraged with the use of technological interventions through sensors, cameras, etc. and on-ground parking teams. 

Why is it important?  
Pricing strategies help manage demand for parking, reduce congestion, and discourage personal vehicle user. Only those willing to pay end up coming in cars and bikes, while the rest may turn to other sustainable options.  
For example, T. Nagar, a bustling commercial area, has a higher parking charge of Rs. 60 per hour for cars, while in other areas, the charge is Rs. 20 per hour.  
In contrast, the proposed parking charges for Anna Nagar are Rs. 40 per hour. These rates have been set based on factors such as, how majority of the people commute while visiting the area, availability of public transport, land use, and considerations for traffic management. 
Enforcement strategies are an important tool for behaviour change. The focus of the policy is to not penalise the violator but discourage the violations. By adding penalties and punitive actions to the violations, people’s parking habits can be modified for the better. 

Comprehensive on-street and off-street parking fee strategy at Pedestrian Plaza at T.Nagar

4. Chennai to take a centralised approach to parking management with a Parking Management Unit (PMU) 

What does the policy say?  
The policy establishes the need for a single authority to manage parking holistically. The Parking Management Unit (PMU) will be this single authority and will function under CUMTA. It will be responsible for planning, pricing, enforcement, and implementation across agencies. 

Why is it important?  
A single authority streamlines decision-making, prevents fragmented implementation across agencies, and ensures consistency in pricing, enforcement, and monitoring. In many other cities, this was a critical reason why parking policies failed to bring the results as expected, as the implementation and enforcement were split among multiple agencies. 

5. Policy allows for Legal & Policy Amendments to other key legislations 

What does the policy say?  
For on-street parking spaces: As per the policy, Traffic Police, Urban Local Body, and Road Owning Agency can pass an official order to delegate parking responsibility and enforcement to CUMTA’s PMU. This will ensure seamless management across agencies.  
For off-street parking spaces: The policy recommends amendments to TNCDBR (Development Control Regulations of TN). This will help redefine how much off-street parking must be made provided in any property development. For example, in areas with high coverage of public transport, the overall number of permissible parking lots is reduced. This follows the concept of parking maximums, to ensure people use the public transport that is easily available and are not dependent on personal vehicles. 

Meeting at CUMTA with CEPT-CRDF (TNCDBR Consultant) in August 2023

Why is it important?
Contextualising the existing legal framework is critical for effective enforcement, regulatory clarity, and integrating parking seamlessly into urban planning frameworks.  As per the current legal framework, the parking management roles are fragmented with Traffic Police and Urban Local Bodies on planning, pricing, implementation and enforcement. The new policy allows CUMTA to take up the responsibility from different agencies and be the sole management unit- through the PMU. 

6. Parking Fee collected from the area to be re-invested back in the area 

What does the policy say?
Surplus parking revenue will be ring-fenced for local improvements, including better footpaths, cycling infrastructure, and public spaces. This approach ensures that the benefits of effective parking management are directly felt by the community, enhancing the quality of life and encouraging more sustainable modes of transport. 

Why is it important?
Unlike traditional models where parking fees is looked at as a general pool of revenue, not linked to any one location, Chennai’s Parking Policy ensures that the revenue collected is re-directed to prioritise improvements in that specific location. 
Currently, the annual parking revenue in Anna Nagar is approximately Rs. 35 lakhs. However, with effective parking management, it is estimated that this could increase to Rs. 3.3 crore per year. This is because, the current practice in Anna Nagar involves pricing per parking slot, rather than, an hourly basis, and not all streets have designated parking slots, resulting in an isolated approach. In contrast, the proposed plan adopts a cluster approach with hourly pricing, ensuring a more organised and efficient system. This revenue will be reinvested into improving Anna Nagar’s mobility, streets, green spaces, etc. 

Future-Proofing Chennai’s Streets

The policy also allows for some future-proof strategies like Urban Freight Management, EV charging integration, Travel Demand Management.

  1.   Urban Freight Management: This is a structured city-level and area-level approach to regulate the  movement of goods. This ensures dedicated loading/unloading zones are allocated on the streets  to reduce congestion and improve last-mile logistics. 
  2.  EV Charging Integration: To ensure that streets can accommodate the growing number of electric vehicles (EVs), the parking policy emphasises the need to integrate both on-street and off-street e-charging infrastructure. By planning for EV charging within parking spaces, the policy supports the shift to cleaner mobility. 
  3. Travel Demand Management (TDM): The policy also allows to create customised strategies for schools, workplaces, and commercial hubs by promoting sustainable commuting options, staggered work hours, and shared mobility to reduce peak-hour congestion.  

How will CUMTA ensure this policy is implemented well and monitored? 

Currently CUMTA has kickstarted the implementation of the policy through Area Level Plan in Anna Nagar. They will roll it out by hiring parking service providers who will manage collection of fees, enforcement etc. This will be a pilot intervention, learnings from which will inform future implementation. Since this is a technology driven parking management plan, CUMTA has also initiated the development of a parking app and a centralised command center for monitoring. The implementation of this pilot will be monitored through 14 robust Key Performance Indicators (KPIs).  

Conclusion 

Chennai’s streets, once vibrant corridors of life, now prioritise metal over people. And for years, moving through the city has felt like a never-ending game of Would You Rather?—drive in circles hunting for parking or weave through a maze of parked vehicles on foot. 

The Parking Policy changes that. It doesn’t force citizens to choose between driving and walking or taking public transport. Instead, it ensures that everyone gets their fair share of space on the road. 

This policy isn’t just a document—it’s the end of a bad game and the beginning of a better city. And that’s a milestone worth celebrating. 

By Sangami Nagarajan, Associate Urban Planning,
With Inputs from Venugopal AV, Programme Manager

Edited by Donita Jose

ZEV Mandates: The Missing Supply-Side Policy Push for India’s EV Revolution

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Read time- 10 minutes

As cleaning up India’s air becomes more crucial than ever, is the lack of strong policies to electrify buses a critical piece missing in the puzzle? Being the world’s second-largest automotive market in both vehicle production and consumption (OICA, 2024), India’s transition to electric mobility is pivotal for achieving its climate targets. Most critically, buses will play a crucial role in reducing carbon emissions by 1 billion tonnes by 2030 and reaching net zero by 2070. 

But why are buses so critical to India’s story of reducing footprint? Road transport contributes over 10% of India’s total CO₂ emissions, with heavy-duty vehicles (HDVs) like buses and trucks accounting for nearly 40% of transport emissions despite representing only 2% of the vehicle fleet (ICCT, 2021). This disproportionate footprint highlights the urgent need to prioritise the decarbonisation of buses and trucks. Despite this, the current pace of electrification remains slow. 
 
In FY2024-25, only 3% of total bus sales in India were electric, with just 3,400 e-buses sold compared to over 1 lakh Internal Combustion Engine (ICE) buses. This is starkly insufficient against India’s commitment under the EV30@30 campaign, which targets 40% of all new bus sales to be electric by 2030. This is barely five years from now. 

Projections by ITDP India under the business-as-usual scenario estimated that India will only achieve 11% e-bus sales by 2030, far below the target of 40% under the EV30@30 initiative for buses. At this rate, only around 10,000 e-buses would be produced annually by 2030, whereas achieving the 40% target necessitates scaling production to 40,000 units per year—a four fold increase. Compounding this challenge is the limited manufacturing capacity of Indian e-Bus Original Equipment Manufacturers (OEMs), which collectively produce just 3,000 units per year as of 2025. Bridging this gap requires a paradigm shift—one that moves beyond demand-side incentives to a comprehensive policy framework anchored in Zero Emission Vehicle (ZEV) mandates. 

What are ZEV Mandates?

A Zero Emission Vehicle (ZEV) mandate is a regulatory policy that requires automakers to sell a certain percentage of zero-emission vehicles — such as battery electric vehicles (BEVs), hydrogen fuel cell vehicles (FCEVs), or plug-in hybrid electric vehicles (PHEVs) — each year relative to their total sales. 

In many regions, ZEV mandates are also extended to fleet operators, requiring them to procure a defined percentage of zero-emission vehicles within their fleet procurement cycles. 

Manufacturers that fail to meet these quotas must purchase credits from compliant companies or face penalties. ZEV mandates are designed to accelerate the transition away from internal combustion engine (ICE) vehicles and help countries meet their climate and clean air goals. 

How ZEV Mandates Helped EU and China

India’s EV penetration rate currently stands at 12.9%, driven largely by three-wheelers leading at 53.3% of sales, the adoption of larger vehicles such as buses and heavy-duty trucks has been considerably slower. 
 
Currently, electric buses account for only 3% of total new bus sales in India, despite the country being the world’s second-largest bus market with annual sales averaging over 1 lakh units. In comparison, China introduced its New Energy Vehicle (NEV) mandate in 2017. Within just six years of cumulative efforts, the mandate has led China to achieve a stock of over 6,70,000 e-buses on its roads as of 2024. The share of electric buses in new sales in China became over 20% by 2023 (Source: IEA Global EV Outlook 2023). Meanwhile, the European Union (EU) has also progressed steadily, with 8% of electric buses in new sales in 2023, amounting to around 12,000 e-buses. In contrast, India lags significantly behind these global leaders, with only 10,500 e-buses on the road as of 2025, despite ambitious national targets. This highlights the urgent need for India to shift from a demand-side incentive approach to a supply-side mandate framework like the ZEV and Zero-Emission Buses (ZEB) mandates adopted internationally. 

Globally, ZEV mandates have proven effective in accelerating EV adoption in: 

  • China: The New Energy Vehicle (NEV) mandate introduced in 2017 resulted in a 90% compound annual growth rate (CAGR) for EV sales, making China the largest EV market with over 670,000 electric buses. 
  • EU: The EU’s fleet CO₂ regulations have spurred a significant shift toward zero-emission buses, with 36% of new city bus sales being electric in 2023. 
  • California: The state’s ZEV mandate has led to 7.8% of new vehicle sales being zero-emission, supported by credit trading mechanisms to ensure compliance. 


Why E-Bus Adoption is Slow in India Despite Several Incentives 

Despite numerous government incentives and policies, several structural and operational challenges impede the widespread deployment of e-buses in the country.  

Over the past eight years, India’s push toward electric mobility has relied heavily on demand-side incentives through schemes like FAME I, FAME II, the PM E-Bus Sewa, and the proposed PM E-Drive scheme. These initiatives have successfully spurred EV adoption in two- and three-wheelers. However, in the critical heavy-duty segment — specifically buses — the progress is fragmented, tender-driven, and lacks long-term certainty. 

Below are the key factors hindering the growth of the e-bus sector: 

  1. State Road Transport Undertaking (STU) Centric Policies and Incentives: The existing policy framework for e-buses heavily prioritises STUs, which account for only 8% of the total bus fleet in India. Meanwhile, the private sector, operating a staggering 92% of the buses, remains largely neglected.  
  2. The Private Sector Missed the Electrification Bus: The private sector faces multiple challenges that hinder its participation in the e-bus transition. High upfront cost of e-buses, combined with inadequate financial incentives, makes e-buses prohibitively expensive for private operators who are managing nearly 21.50 lakh buses in India. (Vahan Dashboard, MoRTH Road Transport Book). Furthermore, the lack of robust charging infrastructure exacerbates operational inefficiencies and range anxiety, i.e how far the vehicle will go in a single charge. Despite accounting for 86% of total bus purchases annually, private operators are largely excluded from policies and incentives, leaving them reluctant to make large-scale investments in e-bus adoption.  
  3. Delay in E-Bus Delivery: OEMs struggle to scale e-bus production due to fragmented and uncertain demand from STUs, which dominate the e-bus market with large but ad hoc orders. In the ICE bus market, OEMs have a sustained demand from private bus operators, which has enabled them to scale their production. For example, 95,000 new diesel and CNG buses were added to the roads last year alone. Due to this, unlike the ICE bus market, where large orders of 1,000 buses are typically delivered within six months and annual production reaches 10,000–15,000 units per manufacturer, e-bus orders of the same scale often take over a year or even two years to fulfill, with production capacities limited to just 500–600 units annually. This monopsony market, where there is only one buyer for a product or service, but many sellers, is heavily reliant on government procurement, restricts Original Equipment Manufacturers (OEMs) from diversifying their customer base or achieving economies of scale, thereby contributing to delivery delays.  
  4. Overburden of responsibilities on OEMs: Most e-buses in India procured by STUs are being brought in under the Gross Cost Contract (GCC) model. In this model, OEMs not only manufacture but also act as operators for e-buses, as traditional private bus operators lack the capacity to procure and supply e-buses on GCC to STUs due to financial constraints. While this model has been instrumental in the past, launching the e-bus market for STUs, it is not sustainable in the long term for OEMs. The dual role burdens OEMs with operational responsibilities that require significant upfront capital, and operational expertise, including staff management, which many manufacturers lack. As a result, scaling production? Sales? Operations? under the GCC model remains a significant challenge for OEMs. 
  5. Targets Without Mandates: Although national and state-level policies have established electrification targets for STUs, these targets are not supported by robust mandates or a clear roadmap for implementation. The lack of enforcement mechanisms leads to inconsistent adoption and undermines the efficacy of these policies. Without mandatory guidelines for both public and private operators, the transition to e-buses remains fragmented and slow. 
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ZEV Mandates: The Missing Supply-Side Policy Push for India’s EV Revolution

Need for Supply-Side Mandates in India

To meet its EV30@30 and net-zero targets, India must explore alternative measures beyond demand-side incentives to boost manufacturing. While initiatives like FAME-I, FAME-II, State schemes, and PM E-Bus Sewa have spurred initial growth, they are insufficient alone. Without a shift toward supply-side mandates, such as Zero Emission Vehicle (ZEV) mandates, the country risks falling short of its goals.  These mandates would compel manufacturers to scale up production significantly, addressing the current gap in manufacturing capacity and ensuring a steady supply of electric buses to meet the ambitious targets. They can ensure that clean mobility is no longer voluntary or incentive-dependent, but a legal and scalable requirement. 
According to the Economics of Energy Innovation and System Transition (EEIST) assessment, which evaluated the effectiveness of various policy instruments across four regions worldwide, mandates consistently emerged as the most effective tool for driving the transition to electric vehicles (EVs). According to the report: 

  1. Mandates ensure a shift to zero-emission technology, leaving nothing to chance. They compel manufacturers to produce a certain percentage of zero-emission vehicles, thereby guaranteeing a steady supply of EVs in the market.  
     
    This approach is crucial for India, where the current manufacturing capacity of electric buses is significantly below the required levels to meet the EV30@30 targets. Sales must increase by atleast four times. 
  2. Subsidies and taxes, when used without the support of regulations or mandates, are relatively ineffective due to limited consumer awareness and access.  
     
    While financial incentives like FAME-I, FAME-II, State schemes, and PM E-Bus Sewa have spurred initial growth, they are insufficient alone to meet India’s ambitious electrification goals. These incentives often fail to create a sustained market demand for EVs, as they do not address the supply-side constraints. 
  3. Regulations are generally more cost-effective than financial incentives for driving the transition to electric vehicles. By setting clear targets and compliance requirements, mandates provide a predictable and stable policy environment that encourages investment in EV manufacturing and infrastructure. This regulatory certainty is essential for scaling up production and achieving the necessary economies of scale. 

Supply-side mandates, such as Zero Emission Vehicle (ZEV) mandates, will be crucial in bridging the gap in manufacturing capacity and ensuring a steady supply of electric buses. These mandates will compel manufacturers to significantly scale up production, addressing the current shortfall and ensuring that India remains on track to meet its electrification goals. 

Key Takeaways: 

  • Subsidies and tax benefits provide only limited progress, as seen in the US, Europe, and India where EV deployment remains low without regulatory backing. 
  • Regulations and supply-side policies drive higher adoption, particularly in China and Europe, where emission limits and industry obligations accelerate electrification. 
  • ZEV mandates are the single most effective policy tool, ensuring that EV adoption continues consistently and at scale across all major regions. 
  • India lags significantly in EV adoption under its current policy structure, reinforcing the need for legally binding mandates to drive large-scale transformation. 

Driving Toward a Sustainable Future 

India’s journey toward zero-emission transportation represents not just an environmental imperative but a transformative opportunity for the nation’s mobility sector. By adopting comprehensive Zero Emission Vehicle (ZEV) mandates, the country can overcome long-standing challenges such as limited private sector participation, insufficient manufacturing capacity, and fragmented policy frameworks. Learning from global leaders like China, the EU, and California, India has the potential to scale up electric vehicle adoption across high-impact segments like buses and trucks. 

Supply-side ZEV mandates, combined with prioritising local manufacturing, targeting commercial fleets, and fostering market-driven compliance, will enable India to achieve its ambitious EV30@30 and net-zero targets. With the right policies and collaborative efforts, India can lead the way in creating a cleaner, greener, and more equitable future for mobility.  

Written by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
With inputs from Vaishali Singh, Programme Manager, Transport Systems and Electric Mobility
Edited by Donita Jose, Senior Associate, Communications

Low emission zones: A roadmap to cleaner air in India

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As published in IDR Online

Air pollution has escalated from an environmental issue into a full-blown health crisis, impacting people of all ages. Its far-reaching effects are evident in the rising cases of respiratory disorders, chronic illnesses, and even increased mortality.  

In North India, stubble burning, especially during the cooler months, is often considered to be the leading cause of air pollution. However, data indicates that year-round vehicular emissions are a more significant contributor to air pollution than stubble burning, construction, or firecrackers. According to the Emissions Inventory (2020), vehicles accounted for 46 percent of total PM2.5 emissions—harmful to human health—in Pune as well. Vehicles were also the largest source of harmful gaseous pollutants such as nitrogen oxides (73 percent) and carbon monoxide (66 percent). Between 2012 and 2019, PM2.5 emissions from transport in Pune surged by 91 percent, driven by rapid vehicle growth and the widespread use of highly polluting vehicle models.

Cleaner vehicle technology is not enough

To reduce emissions from vehicle tailpipes, the central government introduced Bharat Stage (BS)-VI standards in 2020 for internal combustion engine (ICE) vehicles, which run on fuels such as petrol, diesel, and CNG. These standards set limits on pollutants that vehicles are allowed to emit per kilometre. At the same time, schemes such as FAME India, along with various state and city initiatives, actively promote the adoption of electric vehicles (EVs).

However, ICE vehicles currently outnumber EVs on the road, nullifying any gains in emissions reductions from the latter. What’s more, there continue to be far too many pre BS–VI vehicles in circulation to make any real dent in vehicular pollution. A case in point is a 2023 study conducted by Institute for Transportation and Development Policy (ITDP) India and International Council on Clean Transportation (ICCT). The study found that approximately 70 percent of the vehicles plying in Pune and Pimpri-Chinchwad are pre-BS or BS-I to -IV, all of which are more polluting than BS-VI vehicles. Estimates show that one pre-BS car pollutes as much as 11 BS-VI cars, while one pre-BS truck pollutes as much as 14 BS-VI trucks.

To further complicate matters, a real-world vehicular emission study in Delhi and Gurugram revealed that BS-VI vehicles also exceed approved laboratory limits. Additionally, emission levels varied by vehicle type. For instance, BS-VI taxis and light goods vehicle fleets emitted 2.4 and 5 times more nitrogen oxides, respectively, compared to BS-VI cars used for personal purposes.

The long-standing mandate for Pollution Under Control (PUC) certification also falls short. The test is ineffective because it does not measure PM and nitrogen oxide emissions, testing only for carbon monoxide, hydrocarbons, and smoke. Furthermore, PUC assesses pollutants when the vehicle is stationary, not when it is in actual use. Hence, PUC certificates are not reliable indicators of a vehicle’s fitness with regard to its real-time driving emissions.

Low emission zones could be the answer

While encouraging cleaner vehicle technology is one part of the solution, there is also a need to simultaneously restrict the use of highly polluting vehicles.

Low emission zones (LEZs) are designated zones in a city where the use of polluting vehicles is restricted or discouraged. Such zoning aims to improve local air quality and health by reducing vehicle tailpipe emissions. Many cities—including London, Seoul, Paris, Lima, Brussels, and Beijing—have implemented LEZs. 

Cities typically make policies regarding which categories of polluting vehicles to restrict and where to impose these restrictions. Once an area is identified, signages and road markings are mounted to let drivers know that they are entering an LEZ. The rules are enforced by automatic number plate recognition (ANPR) cameras that read a vehicle’s number plate and identify whether it’s compliant or not. Cities like Paris mandate that every vehicle should have a sticker indicating their emission standard (Crit’Air sticker). In addition to these technologies, traditional traffic wardens visually identify violators as well.

But can LEZs be a silver bullet for vehicular pollution? Data from their implementation in London suggests they can in fact provide relief.

London’s LEZ—launched in 2008—now spans the Greater London Area, with approximately 1500 sq km demarcated as an Ultra Low Emission Zone (ULEZ). Its emissions standards are stringent and discourage the use of highly polluting or non-compliant vehicles by charging a heavy daily LEZ fee.

According to Transport for London’s six-month report published in July 2024, the ULEZ has helped reduce harmful roadside nitrogen dioxide (NO2) concentrations across the city. Over the years, the number of non-compliant vehicles driving within the LEZ has gone down as well. Now, a larger proportion of vehicles recorded in the LEZ are cleaner—96.2 percent, up from 39 percent in 2017. Further, a 2023 study by the University of Bath found that pollution reductions from the LEZ led to a 4.5 percent drop in long-term health problems and an 8 percent decline in respiratory issues.

At ITDP, we conducted a similar study in Pimpri-Chinchwad Municipal Corporation (PCMC) to determine the reduction in vehicular pollution as a result of restricting highly polluting vehicles in an LEZ and shifting users to the least polluting vehicles. Our study estimates that if the city government restricted pre-BS and BS-I to -IV vehicles in a designated LEZ and if vehicle users shifted to BS-VI vehicles instead, PM 2.5 emissions from vehicles could decrease by 80 percent by 2030.

Planning and implementing LEZs in India

LEZs are not new to India. Matheran, a holiday town in Maharashtra, restricts motor vehicle use to preserve clean air. Farther north, highly polluting vehicles are restricted around Taj Mahal to protect the monument from the corrosive effects of greenhouse gases. Delhi imposes an environment compensation (EC) charge on polluting trucks to discourage them from entering the city en route to neighbouring states, compelling them to take bypasses instead.

Over the last year and a half, ITDP India and ICCT have been supporting three cities in Maharashtra—Pimpri-Chinchwad, Pune, and Chhatrapati Sambhaji Nagar—in planning and implementing LEZs. The plan includes identifying highly polluting vehicle categories, defining LEZs, estimating benefits, and recommending complementary measures such as improving public transport connectivity and establishing enforcement systems.

In August 2024, the PCMC included LEZ in its Graded Response Action Plan (GRAP), a comprehensive strategy to reduce pollution across different sectors, including but not limited to vehicles. As per GRAP, the city will discourage the use of pre-BS and BS-I to -III private cars, two-wheelers, and light- and heavy-goods vehicles—which contribute approximately 90 percent of the total annual vehicular emissions—when the air quality falls to the moderate to poor category. The city will not ban such vehicles but will impose an Environment Protection Fee ranging from INR 100 to INR 750 daily for entry and movement inside the city.

LEZs must be accompanied with complementary measures like parking management, footpath, cycle tracks and public transport

However, translating policy into practice will require several key actions. Here are some of them:

1. Coordination between government departments

Implementation of LEZ measures will require the city government to set up robust enforcement mechanisms. For one, they will need to engage a variety of stakeholders, including the traffic police, Regional Transport Office (RTO) authorities, environmental agencies, and road departments, and establish seamless systems for coordination and communication. Additionally, the municipal corporation will need to deploy cost-effective and scalable IT-based solutions, such as ANPR cameras, to monitor and enforce rules, for which it will require dedicated funds.

But while city governments are responsible for designing and implementing LEZ frameworks, they often lack the legal authority, resources, or enforcement capacity needed for large-scale changes. State governments can provide the necessary legal frameworks, policy support, and regulatory backing to enable cities to effectively enforce these zones. It is equally important for the central government to be involved in drafting overarching policies, establishing national standards, and providing financial support to ensure that cities have the resources to implement the required infrastructure. The push towards transport electrification offers an example of such multi-tiered governance. The FAME-II policy, for instance, incentivises electric two- and three-wheelers (including e-rickshaws), commercial electric four-wheelers, and electric buses nationwide. At the state level, 21 Indian states have notified EV policies, with 15 offering direct incentives to EV buyers. These policies promote adoption through various consumer-facing incentives, such as purchase subsidies, exemptions from road tax and registration fees, reimbursements, and scrapping incentives.

2. Designing complementary infrastructure

Complementary infrastructure must be designed and funded to provide residents with viable, non-polluting alternatives to private vehicles. These include expanding public transport networks, widening or repaving footpaths, and installing charging stations for compliant vehicles. Barcelona’s Superblocks initiative is an example of an urban planning approach designed to reallocate public space from vehicular use. It reorganises traffic flow within a 3×3 grid of city blocks, prioritising pedestrians and community activities over vehicles. Within each superblock, traffic and non-residential parking are redirected to perimeter roads, significantly reducing vehicle movement inside. Streets within the superblocks are repurposed into pedestrian-centric spaces, with strict speed limits and an emphasis on accessibility. The reclaimed areas are enhanced with green spaces, bike lanes, playgrounds, and public seating, fostering a more vibrant and communal urban environment.

3. Garnering citizen support

Apprehensions about transitioning to cleaner vehicles are common in cities worldwide. For private EVs, the primary concern is the higher upfront cost, while for EV buses, resistance often stems from long procurement and waiting periods. Low-income groups and businesses are particularly impacted by the costs associated with this shift, which may lead to resistance against the policy. Delayed communication about the transition can exacerbate this issue. For instance, if potential buyers are unaware of upcoming restrictions on ICE vehicles, they might unknowingly invest a significant portion of their income in them, only to face policy changes later. This can create frustration and opposition to the transition.

Recognising this, many cities around the world announce such plans at least a year in advance, allowing residents and businesses to make informed choices. Paris, for example, supports small businesses in making the switch by offering financial incentives for cleaner alternatives. Brussels offers information on cleaner vehicle alternatives and financial assistance through its dedicated LEZ website. This website also features a mobility coach, a service that provides personalised advice on mobility options in the city.   

As India advances its efforts to combat air pollution and environmental degradation, LEZs can be a viable solution. By curbing vehicular emissions, these zones can play a crucial role in improving air quality, easing congestion, and reclaiming urban spaces for healthier, more liveable cities. However, their success depends on integrating them within a multi-pronged strategy that includes strengthening public transport, enhancing pedestrian infrastructure, and supporting a just transition for affected communities. LEZs can serve as a starting point for reimagining India’s cities—where clean air is a right and sustainable mobility the norm, with urban spaces that prioritise people over pollution.

Written by Parin Visariya, Deputy Manager at ITDP India

Tamil Nadu Budget 2025: Public Transport Gains, but Walking and Cycling Need More Attention

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On March 14, the Tamil Nadu (TN) government announced the much-awaited budget outlay for the financial year 2025-26. At the state assembly the Honourable Finance Minister Thangam Thennarasu announced the state budget to have an outlay of Rs.57,231 crore. This is nearly 20% more than the 2024-25 budget when Rs.47,681 crore was the total capital expenditure outlay.  

We at ITDP India analysed the budget outlay across sectors to understand how much allocations was given for sustainable urban transport and urban development this year. This is a critical exercise to see whether the budgets are in line with the state’s overall commitment to Sustainable Development Goals and its other forward-looking policies like Tamil Nadu EV Policy, city level Non-Motorised Transport Policy and Comprehensive Mobility Plans  

Here are some of the key highlights of the allocations, along with our insights and recommendations: 

1. Improving Public Transport- Rs.170 crores

The 2025-26 budget provides dedicated allocation for the enhancement of public transport service, operations, and ridership. 

  1. The budget features two Multimodal Transport Terminals to integrate rail, metro and bus transport, at Guindy and Washermanpet , at a cost of Rs.100 crore, featuring “state of the art” passenger amenities. This project shows its commitment to ensuring seamless connectivity across transit modes.  
  2. There is a focus on creating clean and green buses, where the State Transport Corporations will be converting 700 diesel buses to CNG buses at Rs.70 crore and 1125 e-buses will be deployed across Chennai (950), Coimbatore (75), and Madurai (100) for public use starting in 2025-26.  
  3. The Mini-bus scheme is being expanded with revised rules and regulations in around 2,000 routes. 

Why we are glad!
With 28.2% of Chennai’s citizens relying on buses, metro, and rail— covering first- and last-mile distances on foot—the investment in two multimodal hubs is a timely and welcome move. These hubs will expand public transport coverage, improve accessibility, reduce travel distances, and times. They will also ensure seamless transfers, integrate information across modes, and provide standardised wayfinding facilities.

Tamil Nadu converting 700 diesel buses to CNG, is a good move as compared to diesel, CNG reduces particulate emissions by up to 70%, improving public health in areas where air quality often exceeds safe limits. Additionally, it aligns with the state’s climate goals, cutting greenhouse gas emissions by 20-25% per bus. This initiative lays the groundwork for scaling up cleaner public transport.

Electric buses further support sustainability efforts. The addition of 1,125 electric buses will save diesel fuel costs and cut down carbon emissions.

However, Tamil Nadu still faces a significant shortfall. Based on MoHUA’s benchmark of 60 buses per lakh population, the state’s eight major cities require 12,900 more buses. Despite this gap, Tamil Nadu is leading the way in electric bus adoption, demonstrating how strategic infrastructure planning can support sustainable transit.

The Mini-bus scheme expansion addresses last-mile connectivity issues in suburban and rural areas, where residents often depend on private vehicles or informal transport. By extending the scheme to 2,000 routes with updated regulations, Tamil Nadu aims to improve service quality and coverage. These regulatory changes are expected to resolve operational challenges, enhancing feeder bus services and creating a more efficient system.

2. Providing Assistance to Transport Undertakings – Rs9,682 crore

The Tamil Nadu State Transport corporations are allocated budget for various kinds of subsidies and funds this year. 

  1. Rs.3,600 crore for Magalir Vidiyal Payanam, for free bus rides for women. 
  2. Rs.1,782 crore for free student bus pass scheme. 
  3. Rs.1,157 crore for diesel subsidy. 
  4. Rs.2,000 crore performance-based incentive fund will also be provided to Transport Corporations in Tami Nadu. 
  5. Over and above these subsidies, Rs.646 crore has also been allocated for MTC Chennai as a viability gap fund. 

Why we are glad 
This comprehensive allocation addresses multiple challenges facing Tamil Nadu’s public transport system. The free bus passes for women have already shown remarkable success, with women ridership increasing from 40% to 61% since implementation. The economic impact is substantial, with women saving roughly Rs800 monthly through this scheme. The diesel subsidy component helps mitigate fuel price volatility, ensuring transport corporations can maintain service levels. 
Viability Gap Funding is crucial for developing new infrastructure projects that might otherwise lack financial sustainability. This holistic approach to transport financing , sets a national precedent for how states can support public transportation through multiple financial mechanisms while addressing social equity and operational sustainability. 

Pic: Students await their bus in Chennai

3.Pushing for Electrification – Rs.4 crores

The TN state budget also includes allocation to nudge the adoption of EV by the private sector. 

  1. The Tamil Nadu Platform-Based Gig Workers Welfare Board has been established to promote the welfare of workers. A new scheme has been initiated to support the livelihood of workers registered with the welfare board by providing a subsidy of Rs.20,000 each to 2,000 internet-based service workers for purchasing a new electric vehicle (e-scooter). 
  2. Roadside facilities at 10 selected locations on state highways, including power supply facilities for Electric Vehicles, food stalls, accommodation, rest rooms, first-aid and basic medical facilities, along with shopping malls have been proposed.   

Why we are glad:
Tamil Nadu government supports the growing gig economy by addressing transportation challenges for platform-based workers. High upfront costs have been a barrier to e-scooter adoption, but this subsidy shortens the payback period, making EVs more viable. Research indicates that a 1% increase in purchase subsidies can boost EV sales by 1.36%. While this allocation covers 2,000 workers, it lays the groundwork for scaling incentives, reducing the carbon footprint of last-mile deliveries and personal transport.
Additionally, new roadside facilities fill critical infrastructure gaps for long-distance travelers and commercial drivers. By integrating EV charging stations, Tamil Nadu is tackling range anxiety, a key barrier to EV adoption. This initiative aligns with the state’s EV goals, combining amenities with economic opportunities to create a sustainable highway service model. As Tamil Nadu expands its EV network, these facilities set a precedent for boosting electric mobility while enhancing highway infrastructure.

4. Allocating for Climate Resilient and Healthier Public Spaces – Rs.582 crores

The Tamil Nadu government has shown commitment to invest on climate resilient spaces by announcing multiple projects. These include: 

  1. Creation of Climate Resilient Sponge Parks in seven places in Chennai Metropolitan area with allocation of Rs.88 crore. 
  2. A Riverside Development Works project which includes creation of sewage treatment plants, footpaths, streetlights etc. has been announced for Trichy, Madurai, Erode, Coimbatore, and Tirunelveli Corporations. An allocation of Rs.400 crore has been made for the same.  
  3. Blue Flag Certification for six beaches has been announced with allocation of Rs.24 crore. 
  4. Eco Park to be created in the heart Udhagamandalam in Nilgiris district. It will cover an extent of 52 acres and will be established in the Racecourse area. Allocation of Rs.70 crore has been made for the project. 

        Why we are glad: 
        Tamil Nadu’s continued focus on flood resilience, climate adaptation, and public health is a step in the right direction! Investments like these also create opportunities to transform public spaces, boost local economies, and create safer, healthier, and more vibrant neighborhoods. When designed well, these spaces can encourage walking, cycling, and community engagement, making cities more livable and sustainable. 
        Additionally, integrating walking and cycling infrastructure, universal street design, and traffic calming measures as a standard in road improvement projects as per our earlier recommendation, will ensure equitable accessibility for such public spaces, promote modal shift to sustainable transport and help minimise carbon emissions. 

        5. Investing more in Urban Highways – Rs.4193 crore

        The TN State Budget continues to support the expansion of its highway network and industrial corridors. Notably among them are,  

        1. The Tamil Nadu State Highways Authority (TANSHA) has been allocated Rs.2,100 crore for a 14.2 km long four-lane elevated road from Thiruvanmiyur to Uthandi along the East Coast Road.  
        2. Rs.380 crore have been allocated for flyovers in Chennai under the Kalaignar Nagarpura Membattu Thittam. 
        3. Rs.1713 crore of allocation for the construction of 14 bypasses across cities in Tamil Nadu including Coimbatore and Tirunelveli. 

        What we recommend: 
        Data shows that widening of roads does not reduce traffic congestion, rather increases it. Wide roads attract more vehicles and high speeds-the biggest reason for road crash deaths in Tamil Nadu. Beyond road engineering solutions, this is an opportunity to prioritise road equity by ensuring a balanced Right of Way for all users—pedestrians, cyclists, and public transport commuters alike.  
        The funding should therefore support the implementation of traffic calming elements in these corridors with well-designed footpaths and cycle lanes, safer crossings with refuge islands and other facilities for universal access. This is necessary to ensure that the urban highways, flyovers and bypasses are safe and comfortable for everyone to use. 
        As the State continues to expand its road infrastructure, the focus should shift from merely adding more lanes for private vehicles to building an efficient and reliable public transport system. Dedicated bus lanes have been proven to significantly cut travel times by 20-30% during peak hours, ensuring that buses can move efficiently even in high-traffic corridors. This not only makes public transport more attractive, also boosts ridership and revenue. A great example is Bengaluru’s NIMBUS project, where the introduction of dedicated bus lanes led to a 64% increase in ticketing revenue—a clear indicator of how prioritising buses can transform urban mobility.  

        6. Making Investments for Road Infrastructure Upgrades – Rs.13,952 crore

        In 2025-26 budget as well, TN government continued to invest in multiple road development and road expansion projects. Notably among them were:

        1. Under the Kalaignar Nagarpura Membattu Thittam scheme a total outlay of Rs2000 crore was seen for various development work. Of this, road works worth Rs.816 crore have been allocated for infrastructure upgrades. These will be taken up across Chennai, Coimbatore and Madurai. 
        2. Road upgradation work got a focus, additionally, under the Nagarpura Salai Membattu Thittam, at a cost of Rs.550 crore.
        3. The budget also provides a substantial allocation of Rs.9,476 crore under the Comprehensive Road Infrastructure Development Programme to improve roads and bridges, state-wide.
        4. The city of Chennai is set to receive another allocation of Rs.2,910 crore towards the development of the Peripheral Ring Road Project, a stretch of 132.87km connecting Ennore Port in the north to Poonjeri in the south.
        5. The budget also provides allocations to the tune of Rs.200 crore for Urban Highways, to implement suitable improvements in high-risk and accident-prone areas, including narrow curves and road junctions.

        What we recommend: 
        Continued investment in road infrastructure upgrades is a positive step towards improving urban mobility.  
        To make our streets truly inclusive and efficient, it is essential that the government invests not just in carriageway improvements, but beyond. As mentioned above, integrating walking and cycling infrastructure and following universal design practices should be non-negotiable in all road development work initiated by the state. 
        Including features such as raised crossings, refuge islands, and designated parking can help ensure safer access for all users. We recommend that these critical design elements are integrated into all new road projects. 

        Other Highlights

         

        It is worth mentioning that there are recurring investments in key areas of urban mobility as well as creation of new projects to enhance urban sustainability and safety:. 

        1. Chennai Metro Rail Project – Phase II gets continued allocation of Rs.4,807 crore.
        2.  Singara Chennai 2.0 – Continued allocation for urban development projects for Chennai city under this scheme with an outlay of Rs.850 crore.
        3. Global City in Chennai- A new city will be developed near Chennai spread over an extent of 2,000 acres. TIDCO will soon commence the works for the first phase of the ‘Global City’ project, which will offer world-class facilities.
        4. Safety for Women- The budget has shown a continued commitment towards women safety with this year’s budget earmarking Rs.75 crore for the same in Chennai and four other cities across Tamil Nadu.

        By Varsha Vasuhe (Associate Urban Development), Sanchana Sathyanarayan (Associate Healthy Street)
        With Inputs from Sooraj EM, Deputy Manager & Venugopal AV, Programme Manager

        Edited by Donita Jose and Aangi Shah (Communications)

        Are Indian Cities Budgeting Enough for Sustainable Transport? The Tale of Pune and Pimpri Chinchwad

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        (Part 2 of Municipal Budget Analysis Series)

        As cities across India gear up to draft their 2025-26 municipal budgets, the question looms: How well are they prioritising sustainable transport this time around? A good way to determine this is by analysing the municipal budget documents published yearly. This is an important exercise, after all, budgets don’t just outline the finances of the city but also reflect their vision. 

        In this context, we delve into the findings from a municipal budget analysis of Pimpri Chinchwad Municipal Corporation (PCMC) and Pune Municipal Corporation (PMC). While our previous blog focused on PCMC, this one also highlights Pune, posing a key question: How do these twin conjoined cities which share mobility services like the metro, Pune Mahanagar Parivahan Mahamandal Ltd (PMPML) bus system, and interconnect streets, allocate municipal budget to sustainable transport initiatives? 

        Budgetary Overview of Pune and Pimpri Chinchwad: Neighbouring Cities with Divergent Approaches 

        To understand how Pune and PCMC prioritise sustainable transport, it is essential to consider their population, size, and 2024-25 budget allocations. 

        Pune, a tier-1 city with 44 lakh Population (Projected for 2024) and 518 sq. km of area, contrasts with Pimpri Chinchwad, a tier-2 city with a population of 25 lakh (Projected for 2024) and one-third the size of Pune. The table below highlights their budget allocations. 

        Key Highlights from Pune and Pimpri Chinchwad’s Budgets (2024-25) 

        The team meticulously examined the city’s annual budgets for the past three years, scrutinising each line item related to transport and categorising them into ‘sustainable and non-sustainable modes’ of transport. Sustainable modes include projects that encourage walk, cycle, and use of public transport. Non-sustainable modes include items which encourage use of private motor vehicles and prioritise private vehicle movement over other sustainable modes. 

        IndicesPunePimpri Chinchwad
        Total Budget₹11,601 crore ₹8,676 crore 
        Total Transport budget allocation₹2,320 crores (20% of total budget) ₹1,475 crore (17% of total budget) 
        Total Sustainable transport budget:  ₹918 crores (~40% of the transport allocations)  ₹818 crores (~55% of the transport allocations) 
        Allocations for non-motorised transport ₹351 crores (15% of the transport allocations) ₹459 crores (31% of the transport allocations) 
        Allocations for Public transport (Buses and infra) ₹567 crore (24% of the transport allocations) ₹359 crore (24% of the transport allocations) 
        2024-25 Budget Highlights

        What were the key observations?

        The analysis of budgetary allocations reveals contrasting approaches toward urban transport priorities, offering valuable lessons for other cities. 

        1. Pune and Pimpri Chinchwad’s allocation for sustainable transport see slight differences  

        In 2024-25, PMC and PCMC allocated significant portions of their municipal budgets to transport—₹2,320 crore (20% of total budget) for PMC and ₹1,475 crore (17% of total budget) for PCMC.  

        Over the past three years, both cities have consistently spent about 16%-20% of their total budgets on transport initiatives. 

        While Pune’s transport budget grew by 40% compared to last year and Pimpri Chinchwad’s by 31%, how they allocated these budgets tells a different story. 

        Chart showing the annual trend of the percentage of transport budget allocated under the total municipal budget.

        While PMC allocated a higher absolute amount for sustainable transport (₹918 crore vs. ₹818 crore for PCMC), a closer look at the percentage reflects a different reality. Sustainable transport makes up only 40% of Pune’s transport budget, whereas Pimpri Chinchwad allocated 55.5% of its transport budget to sustainable initiatives. 

        Chart showing the annual trend of the percentage of transport budget allocated to ‘sustainable mobility’ initiatives by Pune and Pimpri Chinchwad

        2. The curious case of missing allocations for cycle tracks in Pune 

        The budgets for Non-Motorised Transport (NMT) infrastructure, which includes building footpaths and cycle tracks, were a mixed bag for Pune in 2024.  

        The city allocated ₹351 crore for NMT (15% of its overall transport budget). However, what is concerning is that there is no dedicated fund allocated for cycle tracks.  


        This is surprising, given that since 2018, Pune has had a dedicated budgetary allocation for building cycle tracks in alignment with the Pune Bicycle Plan (2017), which set an ambitious goal of increasing cycling’s modal share from 3% in 2017 to 25% by 2031. At one stage, PMC allocated ₹75 crore in 2018-19 to gradually declining it to ₹3.3 crore 2023-24. However, this year, there was no dedicated fund towards this. Pune has projects like ‘Pune Streets Program (PSP) which gets dedicated funding every year through which city can develop footpaths and cycle tracks.  

        Glimpses of Pune’s vibrant cycling culture. With no sustained and dedicated investment, this community is at risk

        In comparison, Pune’s transport budget in 2024 saw a sizeable amount to build more flyovers! ₹93.5 crore is allocated for grade separators, including flyovers, in Pune budget. This marks a concerning trend as flyover are known to only offer temporary relief from congestion. 

        On the other hand, Pimpri Chinchwad has adopted a more balanced approach, allocating 31% of its overall transport budget for NMT. They allocated ₹459.4 crore in 2024-25 for NMT. This accounts for 31.1% of Pimpri Chinchwad’s overall transport budget—double Pune’s share for NMT.  

        PCMC has projects like the ‘Urban Streetscapes’ and the ‘Harit Setu’ program which gets dedicated funding every year through which city develops footpaths and cycle tracks. 

        In terms of funds for flyover, PCMC has dedicated ₹27.7 crore to flyovers in 2024-25 budgets, which as mentioned above only offers temporary relief from congestion. 

        3. Both cities commit VGF for PMPML, but not so committed to allocating for new buses 

        In the 2024-25 municipal budget, Pune allocated ₹567 crore, (24% of the transport allocations) towards PMPML bus services while Pimpri Chinchwad allocated ₹358.6 crore (24.3% of transport allocations).  This is the overall allocations for public transport; however, a closer look shows that the majority of this went towards Viability Gap Funding (VGF). 

        VGF is a specific component given by both cities to PMPML to operate buses and cover PMPML’s operational costs. As agreed by the cities, this VGF is distributed in specific proportions, with PMC covering 60% of the amount sought by PMPML, and PCMC contributing the remaining 40%. 

        PMPMPL needs funds beyond VGF to procure new buses

        In this context, Pune allocated ₹536.43 crore of the ₹567 crore in 2024-25 as VGF for PMPML. Pimpri Chinchwad provided ₹290.4 crore out of the ₹358.6 crore in 2024-25 as VGF for PMPML. These budget allocations are to keep the service afloat for day-to-day operations.  

        However, the budget allocation for new buses and improvement of the Rainbow Bus Rapid Transport (BRT) infrastructure, while critical, is negligible.   

        PMC set aside just ₹58 lakh while PCMC allocated ₹4.27 crore towards the BRT service improvement and infrastructure.  

        4. Both cities dip into central funds  

        Beyond municipal budgets, central and state schemes significantly shape urban mobility. 

        Both cities maintain separate lists for central and state funds, such as NCAP, AMRUT, and JNNURM. Pune allocated ₹103 crore under NCAP for sustainable mobility, including ₹38 crore for NMT-friendly streets. Pimpri Chinchwad on the other hand, allocated ₹77 crore under NCAP for sustainable mobility, with ₹23 crore for NMT-friendly streets. 

        Under the 15th finance commission, both the cities have tapped into national funds. Through these funds, Pune allocated ₹25 crore for last-mile metro connectivity, ₹30 crore for e-bus procurement, and ₹10 crore for six e-bus depots. Pimpri Chinchwad, allocated ₹42 crore for last-mile metro connectivity and ₹12 crore for EV charging stations.  

        PCMC took a more integrated budgeting approach for transport related projects, allocating ₹262.5 crore through the Urban Transport Fund (UTF). Of this, 48% was dedicated for NMT and public transport, with the rest for carriageway, and bridges etc. 

        With its newly formed Urban Mobility Department, PCMC plans to increase UTF allocations for sustainable transport in 2025-26, reflecting a stronger on sustainable mobility and integration. PMC has had no such dedicated UTF budgets. 

         In a Nutshell

        Overall, it is evident that Pune, despite a larger allocation for transport than in the previous years in terms of absolute numbers, was not successful in improving their percentage share for sustainable transport.  

        PCMC is steadily increasing its investment in sustainable transport, a positive trend that must continue to meet its NMT and public transport goals. Meanwhile, Pune must significantly boost its allocations to reverse its declining trajectory and stay on track with its mobility vision. 

        Six key lessons for other cities when developing ‘Annual Municipal Transport Budget’ documents and strategies 

        The analysis of Pune and Pimpri Chinchwad’s transport budgets reveals critical best practices that other cities can adopt to create effective, transparent, and sustainable urban mobility strategies. Here are six actionable takeaways: 

        1. Uniform format and transparency:  Municipal budgets should follow a consistent, detailed format to track trends and enable comparative analysis. Both Pune and PCMC use uniform budget templates annually, making it easier to track allocations. They also stand out as cities that publish budget documents online each year in local/regional languages. 
        2. Follow a detailed template consistently: Cities should use detailed templates for project-wise budget allocations instead of lump sums. This improves transparency by listing total project costs, yearly allocations, and expenditures, ensuring accountability. Both Pune and Pimpri Chinchwad follow project-based budgeting. Pune traditionally allocates funds under initiatives like road safety, pedestrian policy, and bicycle tracks, while Pimpri Chinchwad focuses on programmes like Harit Setu, Urban Streetscapes, and the Parking Policy.  
        3. Align transport budgets with city goals: Municipal budgets allocations should reflect/align with the transport goals identified in the city’s plans and policies. Regular sustainable transport budget analysis help identify shortcomings, while providing opportunities for course corrections. 
        4. Ensure a diverse revenue streams: Cities should diversify revenue sources, including land value capture, revenue from parking management, international sources, and even municipal bonds, if possible, to reduce reliance on state or central allocations. This ensures consistent funding for transport projects boosting the municipal allocations. Both cities are looking at Municipal bonds for funding mobility projects. PCMC has also participated in national and international competitions for fetching additional funding.  
        5. Create dedicated budget heads for priority projects: Cities should establish dedicated budget heads for priority sustainable transport projects, like implementing footpaths, junction improvement, bus augmentation, bus infra upgradation, etc. Part of the allocation should be for implementation of policies and plans, research, capacity development of staff, road safety initiatives, etc. Each project should have a clear line item in the budget. This approach ensures targeted and continuous funding and ensures accountability. 

        The budget analysis of Pune and Pimpri Chinchwad tells a clear story that while these twin cities share mobility networks, their financial commitments to sustainable transport differ significantly. This will eventually reflect in the way they set out to achieve their sustainable transport goals. 
         
        As cities across India prepare their 2025-26 municipal budgets, ensuring a consistent and transparent approach to transport funding will be key to creating accessible, efficient, and sustainable urban mobility. After all, where cities put their money today will shape how people move tomorrow. 

        Written by Pranjal Kulkarni, Programme Manager- Healthy Streets and Compact Cities, Rutuja Nivate, Associate, Urban Development, and Siddhartha Godbole, Senior Associate- Urban Development

        Edited by Donita Jose, Senior Associate Communications

        Seen These Bus Stops in Indian Films? Well, They Need an Upgrade

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        Analysing Bus Stops in Indian Films and What Cities Can Learn about Designing Them

        What do the 2000s Tamil classic Alaipayuthey (remade in Hindi as Saathiya), the 2014 Malayalam gem Bangalore Days, the 2019 Bollywood classic Photograph, and the 1994 Tamil favourite Kadhalan have in common? 

        They all celebrate the unassuming yet iconic presence of humble buses and public transit in Indian cities. From chance meetings to quiet reflections, the buses and bus stops often become a beautiful backdrops for emotional moments in these films. 

        So, while Alaipayuthey features rendezvous on Chennai’s MTC buses between the lead couple after their secret wedding. In Bangalore Days, Dulquer Salmaan’s character earns Parvathy Thiruvothu’s trust, who is a wheelchair user, by ensuring a BMTC bus halts for her. Photograph and Gully Boy use Mumbai’s BEST buses as settings for the tender moments in their love story. 

        But while buses take centre stage, the bus stops in these films—and in real life—tell a less flattering story. Often portrayed as shabby structures with crumbling roofs, no seating, and little to no information, they barely meet basic commuter needs. 

        What if these bus stops were designed better? What if they offered ramps for wheelchair users, real-time route information, and a safe, welcoming environment, both in reel and real life?

        This got us thinking—what if bus stops were designed better? Wouldn’t that improve the overall bus commute experience? Around the world, transit infrastructure is increasingly recognised as essential social infrastructure—one that connects urban and rural communities and fosters social interactions. To serve this purpose effectively, it must be consciously designed.

        With over 5.6 crore public transport passengers in India relying on buses, well-designed bus stops are crucial for safe and efficient mobility. Poorly planned stops lead to confused passengers, poor patronage, ultimately weakening the public transport system. Investing in better bus stop design is essential to creating safer, more efficient, and accessible transport systems that meet the needs of all—especially the elderly, women, children, and people with disabilities.

        So, here’s ITDP India analysing what’s missing in some of the iconic Indian bus stops in Indian cinema, from the lens of four aspects: Information, Accessibility, Essential Features, and Safety. 

        1. Availability of Information

        A bus stop must provide essential details to guide passengers. Without route maps, helplines, and connectivity details, a bus stop serves little purpose. 

        In this Telugu comedy Pelli Choopulu (2016), the protagonist, Vijay Devarakonda, is seen recording a fake video at the bus stop, to garner views on social media. While the comic timing is impeccable, we couldn’t help but notice what was wrong with the bus stop. 

        The bus stop lacks a bilingual or trilingual board with essential information such as bus routes, a helpline, or a local map missing. Without this, the purpose of the bus stop is negated, leaving passengers unable to access all transport options easily. 

        Some key information we recommend all bus stops to have are-  

        1. Name of the bus stop  
        2. Route maps showing bus routes and connections 
        3. Real-time information with real-time updates on bus arrival times 
        4. Type of buses that stop there, for example- Ordinary, Express etc.
        5. Concession-related information like, ‘Free tickets for women can be availed in pink ordinary services only’ or ‘Show local address proof to avail free ticket for women” etc.  
        6. Helpline information 
        Elements that this bus stop from the film Pelli Choopulu is missing

        2. Ease of Access

        Bus stops should be accessible to all, including young children, the elderly, and people with disabilities. If a stop is designed for the most vulnerable, it benefits everyone. 

        In Bangalore Days (2014), Parvathy Thiruvothu’s character, a wheelchair user, is seen waiting on the road instead of at the bus stop which is right next to her. This is likely due to the absence of a ramp, highlighting a critical gap in accessibility. 

        The lack of ramps and the inability of buses to stop closer to the platform make it difficult for wheelchair users to board safely. 

        To achieve this, we recommend, a ramped platform should be designed to align with the centre entrance of low-floor buses. Such ramps must ensure: 
        1.Connectivity from the footpath: Level changes between 6 mm and 15 mm should be accommodated, with a slope not exceeding 1:2 for ease of use. 
        2. Visibility and guidance: Level changes should be marked with contrasting colour strips or distinct flooring materials for clear visibility. 

        For visually impaired users, we recommend tactile blocks for navigation: 
        1. Tactile guiding blocks (line-type): These indicate a clear path or route to follow, ensuring smooth movement. According to the Accessibility Guidelines issued by MoRTH, one or two rows of tactile guidance tiles should be installed along the entire accessible route.  
        2. Tactile warning (dot blocks): These act as alerts for approaching hazards or changes in direction. 

        Critical design aspects that this bus stop from Bangalore Days gets wrong

        3. Essential Infrastructure

        A well-designed bus stop is more than just a shed. Basic features like seating, a maintained roof, and a demarcated waiting area are essential. 

        In the film Photograph (2019), Sanya Malhotra, the female protagonist waits at a bus stop before meeting the male lead. The setting mirrors her nervous, sweet, and wistful emotions, but the bus stop itself leaves much to be desired. 

        The character—and countless others in real life—deserved a better public transport experience. The bare-bones bus stop, devoid of basic amenities like seating, WiFi, or even a dustbin, reflects the typical state of many bus stops in Indian cities. Similar issues were seen in this shot from Bommarillu (2006), a Telugu hit, and Om Shantu Oshana (2014), a Malayalam hit, where a basic shed-like structure doubles up as a bus stop, leaving us wishing for more. 

        Some essentials we identified are-  

        1. Ensure the bus shelter roof has a clear height of 3 meters from the pavement. 
        2. Provide a waiting space of 1.2 meters (excluding seating) as per IRC:70-2017 guidelines. 
        3. Maintain a height difference of 12-15 cm for a single step, highlighted with a different color. 

        4. Passenger Safety at Bus Stop

        The perception of safety plays a crucial role in influencing public transport users, particularly vulnerable groups such as children, women, and seniors, in their decision to use transit.  

        This is evident in a scene from the film Kakha Kakha (2003), where the film shows Jyothika and Suriya meet for the first time at a bus stop. Unfortunately, however, at the bus stop a woman is being harassed by some men to which Suriya who is passing by stops and intervenes.  

        Apart from the miscreants themselves, the bus stop’s design adds to the feeling of being unsafe here. It is dim lit and has dead space behind.  

        In Karnan (2021), a teenage girl’s father escorts her to a bus stop in another village, warning her about potential harassment. The lack of a nearby stop forces women to travel long distances in unsafe conditions. 

        We recommend that all bus stop owning agencies given particular focus on designing bus stops from lens of safety. For instance, the Transport for London guidelines emphasises that the perception of crime can significantly impact the desirability and usability of bus stops, making thoughtful design important. Oftentimes, dim lit spaces, dead space behind the stop can make it unsafe for women travellers and elderly. We recommend that not only should bus stops be close to where most users use them but also have thought put into while designing the transit infrastructure to eliminate dark spots or unsafe areas.  

        Conclusion

        Bus stops are more than just waiting areas; they shape how people experience public transport. From their portrayal in films to their real-world impact, they influence accessibility, safety, and the confidence of the commuters in the transport system. While movies may romanticise bus journeys, the reality of inadequate bus stops is the first nail in the coffin that discourages people from choosing buses over other modes of transport. 

        Towards addressing this, ITDP India recently conducted an audit of 100 bus stops in Chennai. They highlight the need for better infrastructure that is user friendly. By assessing gaps, the study provides a roadmap for improving bus stops across cities. Fixing these issues isn’t just about ensuring convenience—it’s about giving citizens an inclusive and preferred choice of public transport. 

        If cities want to make sustainable transport work, they must start with these basics. Better bus stops mean comfortable waits, informed journeys, and a stronger public transport system. It is time for Indian cities to rethink and redesign bus stops—not just in movies, but in real life. 

        Written by Donita Jose, Senior Associate Communications
        With inputs from Smrithi Prasad (Ex-ITDP), Aishwarya Soni (Ex-ITDP)
        Edited by Kashmira Dubhash, Senior Programme Manager, Communications, Partnerships and Development

        Five e-Mobility Trends to Watch Out for in 2025! 

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        The future of mobility is electric – will 2025 be the year that accelerates the transition in India? The Indian electric vehicle (EV) market is roughly valued at INR 20 lakh crore, as per the Union Minister Nitin Gadkari, with close to 55 lakh EVs on our roads today. The Minister also announced that by 2030 India’s electric vehicle market could grow to INR 20 trillion, with annual sales reaching 1 crore units, and create five crore jobs! In the next five years we can expect India to become the third largest automobile industry given the increasing demand for electric vehicles. This growth in EVs is driven by rising fuel costs, supportive regulations to meet climate targets, and incentives that are boosting manufacturing and affordability at both national and state levels. 

        The next five years are crucial for India to meet its EV penetration target of 30% of the market share by 2030.  Building on the progress of 2024, 2025 has great potential if the momentum continues. If the India Union Budget 2025-2026 is any indication, the future looks bright for EV. The PM E-Bus Sewa Scheme saw a 160% increase in funding, offering bus subsidies and incentives for Original Equipment Manufacturers (OEMs) to boost manufacturing, particularly in tier-2 and tier-3 cities. This growth is likely to create new manufacturing and job opportunities, fueling the industry’s expansion. Schemes supporting the development of charging infrastructure are also progressing steadily. However, maintaining year-on-year momentum is essential, which will require ongoing government support through robust policies, regulations, and better incentives. 

        From the rising demand for electric vehicles to a greener public transport, let’s reflect on 2024’s key achievements and explore how 2025 is set to build on these efforts with five electrifying trends you won’t want to miss: 

        1. Expansion of e-Bus Fleet with Maharashtra Leading the Way

        With 9,700 public electric buses (e-bus) on the road as of December 2024, India has witnessed a mixed bag of achievements and challenges in the e-bus sector. While the funding for FAME II stopped, the national PM E-Bus Sewa Scheme gained momentum. The Scheme was launched by the Ministry of Housing and Urban Affairs (MoHUA) in 2023, aiming to deploy 10,000 e-buses across tier-2 and tier-3 cities through a Public-Private Partnership (PPP) model. Of the INR 983 crore sanctioned for 14 states, nearly half—INR 437 crore—was allocated to eight states in 2024, with Maharashtra receiving the largest share of INR 200 crore. 20 cities across Maharashtra will reap its benefits.  

        Under the same initiative, in September 2024, the PM E-Bus Sewa Payment Security Mechanism (PSM) was approved, with a total outlay of INR 3,435.33 crore. This initiative was designed to support Public Transport Authorities (PTAs) in procuring and operating over 38,000 e-buses between FY 2024-25 and FY 2028-29. The scheme protects bus operators and manufacturers by guaranteeing they will still get paid even if PTAs fail to make their payments on time.  

        With the scheme approved for 14 states and payment security mechanisms in place, Maharashtra could become a frontrunner in e-bus adoption. In addition, the Maharashtra State Road Transport Corporation (MSRTC) is set to add 5,500 e-buses to its fleet, enhancing connectivity while reducing emissions. In Mumbai, the Brihanmumbai Electric Supply and Transport (BEST) aims to achieve a 100% electric fleet by 2030, demonstrating a strong commitment to clean mobility. Additionally, under the PM E-Drive initiative, Mumbai and Pune are slated to receive over 2,000 e-buses, further strengthening their public transport systems.  

        While Maharashtra’s efforts to procure e-buses through various central schemes are crucial and should be strategically scaled, a 2024 study by ITDP highlighted that the state severely lacks urban buses. This presents a significant opportunity for Maharashtra to bridge the gap by prioritising sustainable e-buses. 

        In 2025, the state could see a substantial increase in e-bus procurement, enhancing public transport, reducing pollution, and setting a precedent for other states in India’s e-mobility journey. 

        2. Gradual Transition of the Private Sector to e-Buses

        The transition to electric private sector buses has been slow, but it’s essential. While public buses often get the spotlight, private operators own 93% of India’s 20 lakh buses. By 2030, demand for stage-carriage non-urban buses is projected at 7 lakh and urban buses at 3 lakh. To meet this, both public and private fleets need to grow, and private buses can help bridge the gap. 

        In 2024, ITDP India worked with cities in Tamil Nadu and private operators to explore the market for electric buses.  The preliminary consultants showed that 60% of operators are open to leasing e-buses, provided low-cost financing, charging infrastructure, and policy reforms are in place. If these leasing reforms are implemented, Tamil Nadu could replace 1,500 old diesel buses with e-buses over three years, advancing its sustainable transport goals. 

        Some progress was made at PRAWAAS 4.0 in 2024. The International Finance Corporation (IFC) showed interest in financing the private sector’s shift to e-mobility, while Sundaram Finance was keen on supporting the leasing model. Additionally, BasiGo, a well-established leasing company in Kenya, expressed interest in leasing e-buses in India, provided there are policy reforms in place. 

        A private sector demand aggregation workshop in Erode

        In 2025, if Tamil Nadu private operators, with the support of the state, successfully implement the leasing model, it could set a precedent for other states to drive private-sector electrification. 

        3. Surge in EV Production and Tamil Nadu’s Emergence as the Hub 

        India is going all in on EV manufacturing! Backed by the 2021 Production Linked Incentive (PLI) scheme for the automobile sector (PLI) with a budget of ₹25,938 crore (in 2023), 257 facilities have been approved across 17 states. Maharashtra leads with 77 facilities, followed by Tamil Nadu’s 46, with states like Haryana, Karnataka, and Gujarat also stepping up—showcasing India’s nationwide push for EV production.  

        Though PLI funds are yet to be disbursed (as of Nov 2024), Tamil Nadu is already a magnet for EV manufacturers, producing 40% of India’s EVs, including two-wheelers, three-wheelers, and cars. In September 2024, Tata Motors launched its Ranipet plant, set to create 5,000 jobs, upskill the local community, and run operations entirely on renewable energy. Vietnamese EV manufacturer VinFast has also announced plans for a USD 2 billion plant in the state. Meanwhile, passenger vehicle manufacturers such as Hyundai (with an investment of INR 20,000 crore) and Stellantis (with INR 2,000 crore) are already laying the groundwork for their expansion in Tamil Nadu. 

        In 2025, watch out for Tamil Nadu’s rise as India’s leading EV hub, with six cities—Coimbatore, Trichy, Tirunelveli, Madurai, Salem, and Chennai—set to become key centers for EV development. Backed by a skilled workforce, a strong network of suppliers, and a thriving auto manufacturing ecosystem, the state is well-positioned to lead the charge in India’s EV revolution. 

        4. Expanding Charging Infrastructure to Keep Pace with the Demand

        The increasing demand and supply of EVs also necessitates a parallel expansion of charging infrastructure across the country. To maintain an optimal ratio of one charger for every 40 electric vehicles, India will have to install over 4,00,000 charging stations annually, aiming for a cumulative total of 13.2 lakh by 2030, as per the Confederation of Indian Industry (CII). 

        At the national level, the PM E-Drive initiative also places a strong emphasis on expanding charging infrastructure. With plans to install over 72,300 chargers nationwide, the scheme aims to ensure seamless accessibility for all EV users in urban and rural areas alike. It also focuses on creating a network of chargers in strategic locations, including highways, cities, and transport hubs, facilitating long-distance travel and encouraging EV adoption.  

        Adding to this momentum, the Ministry of Power’s comprehensive guidelines for battery swapping and charging stations (issued in January 2025) are paving the way for innovative models like “Battery as a Service” (BaaS). By enabling quicker battery replacement options and promoting safety and efficiency standards, these guidelines aim to streamline operations and attract investments in the EV ecosystem. 

        At the state level, incentives are crucial for developing charging infrastructure. Each state’s Electric Vehicle (EV) policy offers incentives for charging infrastructure, which may include capital subsidies, building regulations, tariff concessions, renewable energy sources, and consumer interface of the EV network. As a result, India currently has 25,202 EV public charging stations, with Karnataka, Maharashtra, and Uttar Pradesh leading the way. Notably, the charging network is expanding rapidly into Tier 2 and 3 cities, seeing a 96% growth in FY24. Interestingly, 59% of the fast-charging points are now located in these cities, with over half positioned near national highways, improving connectivity and enabling long-distance travel. ITDP has been actively supporting states like Tamil Nadu in their efforts to developing roadmaps to implement robust charging infrastructure across the state. 

        In 2025, India will expand its EV charging infrastructure through government initiatives like PM E-Drive and state-level incentives, encouraging both demand and supply growth. These efforts, along with private sector involvement, are making EV adoption more accessible and advancing sustainable transport across the country. 

        5. Scaling Up E-Bus Production through Zero- Emission Vehicle (ZEV) Mandates

        In 2024, ITDP conducted consultations with OEMs to address the need for scaling up e-bus production in India. A key finding revealed that most manufacturers can currently produce only up to 500 e-buses (per OEM) annually, compared to 15,000–20,000 Internal Combustion Engine (ICE) buses. With the current demand-side incentives and a 32% CAGR for e-bus sales (2021–2023), India is projected to achieve only 15% e-bus sales by 2030, as compared to the target of 40% by 2030. To meet the 2030 e-bus sales target, annual e-bus production and sales need to increase three times, requiring an average of 25,000 e-buses to be produced and sold each year. This highlights significant gaps in the supply chain and the need for regulatory changes to boost production capacity.  

        India needs a ZEV mandate with a framework that should also include sales targets, incentives, penalties, and monitoring mechanisms for manufacturers. As India moves beyond subsidies, ZEV mandates are crucial for scaling up electrification. They can drive production, ensure accountability, and create a robust pathway to meet the country’s electrification goals. In 2025, adopting ZEV mandates could set the stage for transformative growth in the electric vehicle ecosystem. 

        As India continues its electrification journey in 2025, the road ahead looks promising, with charging infrastructure, e-bus fleets, and private sector adoption all gearing up for a greener future. Key developments include Maharashtra’s push for e-buses, the nationwide expansion of charging stations, and Tamil Nadu emerging as a hub for EV production. With strong policy support, private sector involvement, and innovations like battery swapping and Zero Emission Vehicle (ZEV) mandates, 2025 is poised to accelerate India’s shift to sustainable electric mobility. Get ready—India’s EV revolution is accelerating fast! 

        Written by Kashmira Dubash, Senior Programme Manager

        Low Emission Zones: Breathing Life into Chennai’s Future

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        As appeared in the The New Indian Express

        Chennai – from the bustling markets of T Nagar to the IT parks in OMR, is a city constantly on the move. But with every step forward, we seem to drag the weight of traffic and pollution along with us. Every day, hundreds of thousands of vehicles clog its arteries, choking the city with pollution, noise and traffic. Chennai’s roads see an addition of nearly 1.5 lakh vehicles every year. The result? Some days, the air we breathe in Chennai feels like smoking almost nine cigarettes every day. But what if we could create spaces where the air feels lighter, the roads free of traffic, and the sky a little clearer? One piece to this puzzle might lie in the concept that cities around the world, including some in India, are experimenting with – Low Emission Zones (LEZ), also often known as Clean Air Zones.
        These zones typically limit highly polluting vehicles by either charging non-compliant ones or restricting the worst polluters, with penalties for violators. International cities like London, Milan, Seoul, Paris, Lima, and Beijing, have already embraced LEZs and Indian cities are not far behind

        India’s LEZ Experiment: Hope on the Horizon

        India is already exploring strategies to reduce urban pollution. Delhi’s Environment Compensation Charge (ECC) on commercial vehicles, Agra’s Zero Emission Zones (ZEZs) around the Taj Mahal, and Kevadiya’s restrictions on non-electric vehicles demonstrate proactive steps. Matheran banned all motor vehicles
        to protect its ecosystem, while pedestrian zones (not classified as LEZs) in Delhi’s Chandni Chowk and Bengaluru’s Church Street show air quality improvements. Further, cities like Pune, Pimpri Chinchwad, and Chhatrapati Sambhaji Nagar are trialling LEZs, prioritising area-wide interventions.

        Why LEZs matter for Chennai

        Staggering numbers on the Air Quality Index from cities like Delhi often overshadow narratives and make headlines, creating an impression that cities like Chennai do not have pressing air quality concerns. According to the Urban Emissions Report 2021, Chennai ranked among the top 10 cities in India with the worst air quality. Our everyday commute, especially through heavy traffic hotspots like T Nagar, Anna Salai, Kathipara junction, or Poonamallee High Road is not just stressful—it’s hazardous to our health, with exposure to dangerous levels of particulate matter (PM) and nitrogen dioxide (NO2). Imagine the impact a LEZ could have in this situation. London’s ULEZ, launched in 2019, reduced nitrogen dioxide by 44% and traffic by 30%, with a 21% increase in cycling. Barcelona’s LEZ cut traffic by 30%, NO2 levels by 24%, and increased cycling by 15%. Santiago’s LEZ reduced central traffic by 20%, with particulate matter and NO2 levels dropping by 40% in some areas. What if Chennai could experience a similar transformation?

        Encouragingly, Tamil Nadu’s State Planning Commission, in collaboration with the British Deputy High Commission, Chennai, recently came out with a report on Low Emission Zoning – A Toolkit for Chennai. It integrates best practices from the UK with a customised roadmap for Chennai, balancing community engagement with the city’s unique priorities and the complexities of rapid urbanisation.

        This report further states that LEZs in Chennai could cut NO2 and PM2.5 levels by over 20%, significantly improving public health. LEZs go beyond cleaner air—they improve street efficiency by cutting congestion, especially during peak hours, making commutes more reliable and fast. Fewer vehicles also mean fewer accidents, a problem that Chennai’s packed roads know all too well. They also offer cities a chance to step-up and enhance streets for walking and cycling.

        For LEZs to truly succeed, the city will also need reliable and improved public transport services. Collaborations with the Metropolitan Transport Corporation (Chennai) Ltd (MTC) and the Chennai Metro Rail Limited (CMRL) are crucial to ensure that these zones are supported with high-quality and high-frequency services to encourage people to choose sustainable and affordable alternatives while reducing resistance to these zones. By using enforcement mechanisms, whether through priced or non-priced LEZs, implementing these zones in Chennai would support the state-wide goals to boost the adoption of electric vehicles as outlined in its EV Policy. The change doesn’t have to happen overnight, but with the right policies and action, it could be gradually phased in.

        A Roadmap for Chennai  

        Turning this vision into reality requires a clear roadmap.

        1. Designing the Zones with Data:  

        LEZs must be backed by data-driven insights. Use vehicle emission surveys across the city, air quality sensors and real-time traffic data to identify the most polluted and congested zones to deliver visible improvements. Clear policies and regulations: State and city level administrators should leverage the recent Low Emission Zoning Toolkit, to create clear policies that enable enforceable measures and plans.

        2. Engaging People:

        Involving communities and creating champions amongst health care professionals and local community leaders and others to support the cause is important.

        3. Political Will

        In addition to frameworks and policies, LEZs need elected officials to champion implementation. They must align stakeholders and ensure these ideas are prioritised in budgets and planning.

        4. Phased Rollout

        Begin by implementing Low Traffic Neighbourhoods (LTNs) around areas like hospitals and schools.
        As the improvements register in public consciousness, gradually, these zones can be expanded over a period of time, while encouraging the use of non-motorised mobility and making public transport more efficient

        5. Measure Impact for Scale- Up

        Track key metrics like air quality improvements, traffic reduction, and public transport adoption to evaluate success and expand programme.

        LEZs offer a powerful, practical way to clear the air—figuratively and literally.
        Let’s give Chennai the fresh breath it deserves.

        Written by

        Aswathy Dilip, Managing Director ITDP India, South Asia Director, Institute for Transportation and Development Policy

        Sanjiv Gopal, Chief Strategy Officer, Asar

        Union Budget 2025: Encouraging Push for Public Transport and E-Mobility, But Is It Enough? 

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        The latest Union Budget 2025-26 announcement by Finance Minister Nirmala Sitharaman on February 01, 2025 has shown continued support for public transport and e-mobility. This reflects the government’s commitment to sustainability.  

        Here are the highlights in terms of allocations to promote more buses and electric mobility: 

        Key Budget Allocations

        1. PM e-Bus Sewa Scheme: This scheme received Rs 1,310 crore (up from Rs 500 crore in 2024). This scheme aims to improve urban bus transport in India by providing nearly 10,000 urban buses to cities.  
        2. PM e-Drive Scheme: This new flagship scheme received an increased allocation from Rs 1,870 crore in 2024 to Rs 4,000 crore this year. This is a two-fold increase! The scheme will support in procuring 14,000 new e-buses, 1,10,000 e-rickshaws, e-trucks, and e-ambulances.  
        3. Production Linked Incentive (PLI) for Battery Storage: Under the overall push for PLI scheme, the National Programme on Advanced Chemistry Cell (ACC) Battery Storage, received a small share with an allocation of Rs 155.76 crore. This helps reduce battery costs and promote EVs but could have been higher. 

        However, when we compare these allocations to actual needs, the gap remains significant. 

        A Huge Gap in Urban Buses

        India needs 2,00,000 urban buses, but only 35,000 are operational (inclusive of e-buses). To bridge this, the union government scheme provides just 24,000 buses (10,000 from PM e-Bus Sewa and 14,000 from PM e-Drive throughout the duration of the entire scheme over multiple years). This is far below than what is required.  

        Pic: A crowded bus in Bhubaneshwar. Owing to no major investments in public transport over the years, the passenger experience has been deteriorating

        Metro Rail Funding vs Bus Funding

        In the 2025 budget, one standout was how the metro rail funding increased significantly from Rs 24,000 crore to Rs 31,000 crore, with Rs 649 crore in grants. We at ITDP India wish a similar allocation was done for PM e-Bus Sewa to make a big impact on bus services in alignment with the actual need for buses.  

        The budget supports public transport and e-mobility, but to truly transform urban mobility, more investment and better execution of schemes are needed. Over and above this, sustainable mobility also requires investment in walking and cycling infrastructure as well and we hope this happens soon! 

        By Vaishali Singh, Programme Manager, ITDP India

        With inputs from Parin Visariya, Venugopal AV, Donita Jose

        A Marathon, Not a Sprint — Lessons from India’s Walking and Cycling Challenges

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        As published in the Sustainable Transport Magazine

        As we close the chapter on two of India’s landmark mobility initiatives, the India Cycles4Change (C4C) and Streets4People Challenges (S4P), there is much to celebrate from this transformative four-year journey. Four years is also the time it takes to prepare for the Olympics, and just as the world has witnessed the spirit of the 2024 Paris Summer Games, these efforts share many things in common. Just like Olympic athletes need consistent training and resources to shine on the global stage, Indian cities received continuous support and guidance to shine throughout these Challenges. With help from national and local experts, they built a network of partners, engaged with their community, and strengthened their capacity through open dialogue and collaboration, ensuring they had everything they needed to create safer and more accessible streets for all. 

        In 2020, India’s Smart Cities Mission, Ministry of Housing and Urban Affairs (MoHUA), and ITDP India collaboratively launched the India Cyles4Change and Streets4People Challenges with a vision to transform Indian cities with improved walking and cycling infrastructure. Many of India’s streets have become increasingly dangerous for the most vulnerable, with pedestrians accounting for 20% of road fatalities in 2022, according to the Ministry of Road Transport and Highways. This is a staggering 32,800 lives lost. Also, India’s air pollution and quality ranks among the worst in the world. To combat this, we need more people to choose walking and cycling over private vehicles where possible. Cities must create a safer and more conducive environment for both new and existing pedestrians and cyclists for this shift to happen.  

        However, at the onset of the two Challenges, the team began to realize that expecting quick on-ground transformation was fairly ambitious. While 117 cities signed up for the Challenges, they were all at different points in their journeys, with respect to their understanding of sustainable mobility, resources, infrastructure, geography, and institutional ecosystems. Even though this was a friendly and healthy competition, fairness would be compromised if the participants started from different points. Thus, the team went back to the drawing board and changed the rules of the game itself. It was no longer just about the scale of on-the-ground transformations; equally important would be promoting the dialogue around walking and cycling, improving community engagement, and building a stronger foundation for capacity building and institutional reform. Over the next few years, these programs became a marathon, rather than a sprint. 

        The Streets4People Challenge reimagined city streets as places for civic engagement. Image: Smart Cities Mission / ITDP India


        The government and ITDP India began by channeling the focus on three aspects that ensured our efforts were sustained throughout the four years. One, by creating an ecosystem of champions from city leaders to local communities for support; two, by encouraging cities to engage with citizens to get their buy-in at the onset; and three, by building their technical capacities at regular intervals in the most innovative way possible.  The true success of these Challenges came from lasting lessons that have set the cities on a course for change for years to come.

        At the beginning of the Challenges, cities were required to pilot interventions locally and gather community feedback before making them permanent interventions. Many successfully implemented changes using tactical urbanism to test designs that could be adjusted based on how people engaged with spaces. For instance, the city of Kohima transformed an old parking lot into a vibrant community space for pedestrians and cyclists, featuring food vendors, pop-up seating, colorful artwork, and new landscaping. They also programmed street carnivals and engagement activities to activate the community within the space. Some cities that lacked such expertise connected with support from partners such as civil society organizations, design experts, resident groups, and cycling advocates. The success of these partnerships underscored the importance of creating local communities of champions as knowledgeable stakeholders who could guide cities through the design and implementation process, ensuring that efforts were both sustainable and impactful. 

        While this was happening at the city-level, a burgeoning ecosystem was also taking shape at the national level with these Challenges. The commitment to promoting active mobility had full support from the national Ministry, driven by strong leadership that believed in the cause. It became evident that many city leaders were inspired to become champions after seeing the dedication of the Ministry. The national ecosystem was further strengthened by the collaboration with organizations  like ITDP India, which played a crucial role in providing technical expertise. This guaranteed that, while cities had the financial and national support to implement the Challenges, they could also benefit from strong technical guidance to ensure their concerns were addressed throughout the process.  

        Of course, no best practice can be formed without citizen and  public engagement. Cities initially faced challenges in motivating their people, shifting perceptions, and breaking stereotypes  
        around cycling and walking. Many residents did not view these as practical alternatives to personal vehicles and resistance to streetscape changes made progress challenging. However, as the  
        programs progressed, engaging communities in decision-making was crucial to fostering a sense of ownership, leading to greater acceptance and behavior change. Take the city of Davanagere,  
        for example. They ran a creative campaign that made cycling ‘cool’ again with themed merchandise, bike rallies, and citywide promotions. Local residents soon embraced cycling en masse,  
        rallying behind the vision for safer, more sustainable mobility. That is the power of bringing people along for the ride.

        The Cycles4Change Challenge encouraged cities to improve safe, connected cycling infrastructure. Image: Smart Cities Mission / ITDP India

        Each city’s own growth remained at heart of this work, which is why building capacity was crucial for the success of these Challenges. Having the right support to build expertise and skillsets for cities was part of a winning strategy. Throughout the Challenges, ITDP India helped host 18 sessions for cities, including national Healthy Streets and Public Spaces workshops in cities like Bengaluru, Chandigarh, and Pimpri Chinchwad, and interactive design clinics for city leaders to receive input from experts. Over 85 toolkits and technical resources on planning, budgeting, and infrastructure were developed and disseminated during these workshops.

        To make capacity building even more engaging, ITDP India also introduced an innovative game during these workshops. This fun and interactive approach helped city leaders learn how to  
        develop a Healthy Streets Plan, map out a multi-year action plan, and identify key interventions in three crucial areas: action, foundation, and communication. This ‘gamification’ strategy  
        helped the leaders immerse themselves in a hands-on learning experience, moving beyond traditional presentations to explore the complexities of sustainable mobility. 

        By January 2024, 15 cities emerged as leaders, with many others making great strides in changing their streets. Across 33 cities, over 350 kilometers of improved footpaths and more than 220 kilometers of cycle tracks were developed, while 48 cities launched projects to revamp over 1,400 kilometers of streets. Plus, 15 cities adopted Healthy Streets Policies, 18 set up dedicated Healthy Streets groups, and 17 developed their three-year action plans. To top it off, 33 cities formed Apex Committees to keep the momentum going with future collaboration.

        As we close the transformative chapter of the Cycles4Change and Streets4People Challenges, these initiatives have set the stage for long-term change nationwide. Success was not merely about achieving quick wins; it was about laying the groundwork for resilience by mainstreaming dialogues, building capacity, and fostering an ecosystem of walking and cycling champions.

        Like coaches preparing a team for victory, the Ministry and ITDP India helped lay a solid foundation for scaling walking and cycling options across India. Now, it is important for the national government to capitalize on this momentum by allocating more budgets and strengthening policies and institutional reforms in favor of safe, equitable streets for everyone. Let the next  Challenge begin!  

        Written by Kashmir Medhora Dubhash, Senior Programme Manager – Communications, Partnerships and Development

        Technical inputs Smritika Srinivasan, Senior Associate – Urban Development