This blog is part 2 of the ‘Communicating Public Transport’ series. Check out part 1 here.

As part of ITDP India’s ongoing public transport communications and marketing research, we visited Bhubaneswar to experience and learn from Capital Region Urban Transport’s (CRUT) MOBus System. One of India’s most appreciated bus systems, the efforts by CRUT have been recognised globally, and the agency recently received the prestigious Sustainable Transport Award – Honourable Mention. Check out Aishwarya Soni’s account of her learnings from CRUT about their policies and practices to be a genuinely people-centric public transport service. In her words, the visit was “a pivotal experience, one that has left a lasting impression on me.”

On 27th July 2023, the ITDP India team was delighted to organise a visit to the Pondy Bazaar Pedestrian Plaza for Ms. Steffi Lemke, Minister of the Environment, Nature Conservation, and Nuclear Safety of Germany, along with a delegation from the Ministry. 

The ITDP India team presented our work on promoting sustainable mobility in India, with specific focus on the journey of the street transformation work across the country, starting in Chennai, Tamil Nadu, and the subsequent scale-up to 100+ cities through three national programmes with the Smart Cities Mission, Ministry of Housing and Urban Affairs—Cycles4Change, Streets4People, and Transport4All.

Since 2015, with support from the International Climate Initiative (IKI) under the India Sustainable Mobility Initiative project, the Institute for Transportation and Development Policy (ITDP) has been supporting the Greater Chennai Corporation and the Chennai Smart City Limited to work on transforming the city’s streets into safe and comfortable spaces for pedestrians and cyclists and improving its public transport system. 

Over the years, Chennai has been a pioneer with multiple ambitious steps towards this vision—adopting the country’s first Non-Motorised Transport Policy prioritising walking and cycling; creating an award-winning Streets for People Initiative redesigning more than 100 km of streets; creating the city’s first pedestrian plaza in Pondy Bazaar, a historic shopping area in the heart of the city; launching a visionary Mega Streets programme to scale up work to over 250 km of streets in six neighbourhoods across the city; operationalising the Chennai Unified Metropolitan Transport Authority (CUMTA) to consolidate and coordinate all transport projects being implemented in the city; and setting up the country’s first Gender and Policy Lab, to mainstream gender-inclusive transport planning.

Following the presentation, the Minister and delegation walked with the ITDP India team through the Pondy Bazaar Pedestrian Plaza to experience the project first-hand. Through the visit, the ITDP India team highlighted key successes of the project—the wide and accessible walkways, trees and green areas, comfortable seating, designated parking areas and well-managed on-street parking, children’s play areas, and integrated utilities—making it a unique space in the city, and a role model for other cities.

We look forward to working with cities across the country to transform their streets into Healthy Streets—safe and comfortable for walking and cycling—and improve their public transport systems to move together towards a sustainable and inclusive future.

Building the capacity of bus operators across India

Part 1 of the Communicating Public Transport Series

Public transport plays a crucial role in reducing traffic congestion, cutting emissions, and enhancing the overall quality of urban life. Achieving a significant shift towards increased bus usage, however, is no easy feat. It requires a thoughtful combination of infrastructure development, better operations, and, most importantly, effective communications and targeted marketing strategies. As the first step towards improving public transport communications, ITDP India joined hands with the Association of State Road Transport Undertakings (ASRTU) to build the capacity of bus operators across the country on effective communications to improve passenger experience.

^{Factors impacting passenger experience: Marketing and communications are an integral part of ensuring the services reach the passengers}

Bridging the Gap between Passengers and Public Transport Services: The Role of Communication

Reliability, frequency, and connectivity are key aspects that influence passenger decisions when choosing public transport. Ensuring buses are convenient and run on time builds confidence and trust among passengers. Yet, even with efficient operations planning and management, effective communication between the bus operator and passengers is a vital link in the chain to ensure these services reach the people they serve. Marketing, communications, and passenger information play an indispensable role in bridging this gap. 

There are two broad groups that bus operators should reach—existing passengers who travel by public transport and potential passengers who can shift from private modes if they can be convinced.

Car manufacturers know this. They know making a good car is only the start. They invest in selling, and in selling them well. 4600 crore INR (560 million USD) is what car manufacturers spent on marketing, just in one year. That’s what buses and public transport are up against. And hence, they need to invest in marketing and communications, in addition to improving their services.

Public transport service providers should ensure that existing passengers have updated and easy-to-understand information that can empower them to continue to commute comfortably. Additionally, through targeted marketing campaigns, they can also attract new passengers and expand the number of bus users.

Building the capacity of State Transport Undertakings 

As a first step towards making public transport service providers in India understand the importance of of communications, ITDP India collaborated with the Association of State Road Transport Undertakings (ASRTU) to conduct a series of capacity building workshops for depot managers from public bus operators across the country. Held at the Central Institute for Road Transport (CIRT), Pune, these sessions aim to train over 150 depot managers in two specific areas—effective communications to improve passenger experience and planning & operating electric buses.

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Promote would include building a vision-driven brand, and ensuring that passengers are aware of existing services, schemes, and offers. Inform would include providing passengers with accurate and up-to-date information—on stops, services, and routes, including any changes. Engage would include listening to their passengers— getting their input and feedback to address any concerns and improve the services provided.

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By understanding passengers, their needs, challenges, and preferences, bus operators could provide better services that cater to their needs and successfully retain them.

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Drawing inspiration from international success stories, this session emphasised how enabling these staff to engage empathetically with passengers can help improve passenger experience.

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Ensuring depot managers are trained in effective communication will not only ensure that they can improve our public transport systems today but also create life-long champions who will go on to accelerate this transformation across the country. We look forward to continuing to support ASRTU in working towards a sustainable and inclusive public transport future for the country.

Written by Varsha Jeyapandi

Bogotá, Colombia, stands as a beacon of sustainable transport, earning the prestigious Sustainable Transport Award not once but twice—first in 2005 and again in 2022. The city’s remarkable commitment to active mobility and resilient planning led to its selection as the host city for MOBILIZE Learning Lab.

ITDP’s MOBILIZE program originated as an annual Summit to celebrate the winners of the Sustainable Transport Award and expanded to include the MOBILIZE Learning Lab—focused on cultivating knowledge exchange between these cities and relevant stakeholders. MOBILIZE aims to showcase cities that have implemented successful mobility projects so that others can learn from these experiences and utilise technical acumen that qualifies as best practices in regional contexts. 

In June 2023, the first in-person session of the MOBILIZE Learning Lab brought together practitioners and academics in Bogotá, Colombia, to see and experience first-hand the potential of resilient and equitable public transport and to discuss a collective vision for the future. Here are some transformative initiatives the ITDP India team witnessed in Bogotá that can inspire us all. 

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One fine breezy evening in Pune, on my way back from work, I reached Sambhaji Park bus stop on JM road to catch my bus home. My bus was due 10 minutes later, but I didn’t mind waiting. The view from my seat on the wide footpath was vibrant, with people, including women, children, and the elderly, all comfortably lingering and enjoying the greenery of the street space. Soon it was time to go home, but I carried this happy sight. Places like JM Road and moments like this remind me of the impact even small achievements in improving mobility in a city can have on the well-being of its people. 

And Pune’s achievements aren’t very small.

Pune, India, received the Sustainable Transport Award in 2020 for its remarkable efforts in promoting sustainable mobility. The city aimed to achieve over 90% of non-motorized and public transport trips by 2031, setting an example for other cities. Pune adopted Urban Street Design Guidelines and a Walk-Smart policy, created a Bicycle Plan, and initiated an ambitious Pune Streets Programme  transforming 45 km of streets and improving over 500 km with improved footpaths. Impressive investments back these initiatives, with almost 50% of the transport budget allocated to sustainable transport since 2016. Pune also made history in 2021 by celebrating Pedestrians’ Day, fully pedestrianizing a 500m stretch on Laxmi road for a day.

Over the years, Pune has been proactive in creating initiatives and infrastructure for better streets, but how impactful have they been in improving the well-being of citizens? What has worked? And what more needs to be done? 

These questions led the city and its leaders to take up the Walk and Cycle Analysis—an assessment of the city’s streets—conducted by ITDP India with the Pune Municipal Corporation (PMC). The report was launched during the city’s second Pedestrians’ Day celebrations in December 2022.  

Here are some insights—challenges, lessons, and opportunities—from the process of conducting the analysis. 

Why do we need a Streets Assessment?

Despite Pune’s efforts to improve safety and comfort for pedestrians and cyclists, it was not an uncommon sight to see them still using the carriageway and not the footpaths or the cycle tracks. Despite spaces being allocated for parking, vehicles still haphazardly encroached on road space. People also had trouble accessing the city’s public transport infrastructure. 

In August 2022, as preparations began for the city’s second Pedestrians’ Day celebrations, officials at PMC organised a meeting focused on identifying areas that needed improvement to ensure the availability of the required investment. ITDP India highlighted the importance of conducting an assessment of Pune’s streets to identify and address issues. 

A street assessment would

• help identify any gaps in execution that may be barriers to the infrastructure being used as planned
• provide a comparative analysis of the conditions and impact of street design works across the city
• help identify the right interventions needed to improve the streets to adapt to the needs of their users, 
• inform the budgets prepared for street projects
• create a data-based mapping for streets
• be an effective communication tool to showcase the impact of street projects taken up

Reframing the study: From an Impact Assessment to a Situation Analysis

The study was initially conceived of as an impact assessment—which typically considers data from both before and after an intervention to understand the advantages and disadvantages comprehensively. But since pre-execution data was unavailable for most street projects, the study primarily focused on identifying gaps in the current situation of walking and cycling infrastructure and providing recommendations. 

The study assessed streets on four fundamental principles to effectively communicate with both city officials and citizens: 

1. Ease of movement – how comfortable are the streets to walk and cycle on.
2. Safety – how safe are they for pedestrians and cyclists.
3. Universal accessibility – how accessible are they to different user groups, including the elderly and persons with disabilities.
4. Liveability – how comfortable are the streets for all user groups (including children, elderly, and persons with disabilities) to spend time.

To gather data for these three principles, three types of surveys were conducted, each providing valuable insights into the street’s condition:

1. Design surveys: to evaluate how well the street adhered to established guidelines in terms of its design.
2. Observation surveys: to provide insights into the street usage patterns by observing how pedestrians and cyclists used the street.
3. Perception surveys: to understand subjective opinions and feelings about the street.

The cumulative data gathered from these surveys were analysed and scores were assigned to assess how well the streets address the needs of pedestrians and cyclists. 

Preparing the Assessment Action Plan with the Pune Municipal Corporation

From the start of the project, PMC was invested in the research, and the city’s involvement and ownership of the study was critical to ensure that it would be impactful in informing decisions about future street projects. With the methodology in place, the ITDP India team worked with officers and engineers from PMC to mobilise resources, select the streets to be assessed, and schedule the surveys. City engineers also assigned trainees to support with the surveys of the streets from their respective zones. The city also decided to launch the report during a big event on the second Pune Pedestrians’ Day celebration, showing their ownership of the project. 

Subsequently, we prepared an action plan to seamlessly implement the survey. Each survey was carefully mapped out—specifying the time required, resources allocated, and the location. The surveyors were provided with a comprehensive half-day training to ensure their understanding of the plan. It was also important for the plan to be adaptable to changes on-ground during the surveys. 

Here’s what we learnt from conducting the surveys on the ground.

Lessons from conducting the study on ground

1 | It is important to test the survey on ground before rolling out across all identified streets.
We initiated a pilot study of the survey on one street, to test the process to ensure things go smoothly when we rolled out the surveys for all the streets. The pilot gave us useful insights.

For example, we needed more surveyors on the ground. Considering the varying character of the street, we divided the street into 500-meter segments and assigned three surveyors to conduct the design, observation, and perception surveys. The design and observation surveys could be efficiently managed by one person each, but the perception surveys required significantly more time to complete. This situation led us to make a decision: either we had to increase the number of personnel dedicated to the perception survey, or we had to extend the timeline for completing the survey. Due to the limited availability of personnel, we opted to allocate extra time to ensure the successful completion of the survey.

2 | The timing and location of surveys is important to get context-specific insights. 
Capturing the situation during various times (school hours, peak hours in morning and evening, weekends and weekdays)and various locations (such as high footfall areas, different building uses—residential, commercial etc.— and near bus stops) can provide context-specific insights into street use. For example, surveys near bus stops can help capture the number of public transport users dependent  on non-motorised transport.

3 | Training of surveyors is crucial.
The surveyors need proper training on street design fundamentals before conducting fieldwork. Throughout the study, we developed a matrix that outlined the surveyors and the time required to complete surveys for every kilometer of a street. The matrix was as follows:

Design surveys	1 surveyor per street Time required: 1 hour – 1 hour 15 minutes per survey
Observation surveys	1 surveyor per street Time required: 1 hour – 1 hour 15 minutes per survey
Perception surveys	4 surveyors per street Time required: 1 hour for 50 surveys

The presence of a supervisor and/or a survey coordinator was necessary to ensure the authenticity of the collected data and provide guidance to the surveyors. Additionally, a technical person had the responsibility of monitoring data quality and ensuring a balanced representation in terms of gender and age demographics. 

Insights from the surveys

The study yielded significant insights into the street design process, with the top three insights being:

1. Streets designed according to the Pune Urban Street Design Guidelines (USDG) performed better in all three surveys. This highlights the importance of adopting and adhering to design standards and guidelines in creating user-friendly streets. The streets that followed Pune USDG had better walking and cycling spaces, organised parking, placemaking and appropriate road safety measures.

2. Despite 70% of the surveyed streets having footpaths, only 30% of pedestrians actually used them. This indicates that a majority of the footpaths were unusable or face issues that force pedestrians to use the carriageway. There is a clear need to address these shortcomings and improve the functionality of footpaths.

3. Enforcement needs improvement. Encroachments of various kinds, such as illegal structures or obstructions, make footpaths and cycle tracks inaccessible. This emphasises the need for better enforcement mechanisms to ensure the proper use and maintenance of pedestrian and cycling infrastructure.

Check out the full analysis report here. 

What’s next?

The report received high praise from the city’s leadership. During its unveiling on Pedestrians’ Day, the Commissioner also emphasised the importance of conducting more studies like this in the future. The officials and engineers embraced the idea of data-driven making, with the collection of information on street usage and people’s perceptions of the streets they had implemented.

The study validated their efforts and motivated them to build on the existing work going forward. They embraced the action points highlighted in the report and have already started working on the ground to make improvements. The officials stressed the significance of conducting such studies periodically to monitor progress and ensure continuous enhancements in street design and infrastructure.

Similar studies, when done right, could be an eye-opener—for city officials as well as citizens. To begin with, cities that have been implementing walking- and cycling-friendly streets for more than five years can benefit from a similar assessment to evaluate the usability of their streets and make necessary improvements. Cities that are embarking on new Healthy Streets programmes should ensure they collect data for the streets before implementing new infrastructure to enable a true impact assessment by comparing with data collected after the transformation. It can also help create a user inventory for each street, and as cities assess more streets, they can create a city-wide database to inform their priorities while making decisions.
Cities keep arguing that streets don’t have enough pedestrians and cyclists to justify allocating space as per regulations—which is usually not the case at all. But pedestrians and cyclists have always been invisible street users, and a holistic street assessment can make them and their needs visible. It can help cities understand the needs of the most vulnerable street users and ensure that our streets and our cities work for everyone, not just for cars.

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In New Delhi on May 11th, Sustainable Energy for All (SEforALL), in collaboration with the Alliance for an Energy Efficient Economy (AEEE), the Energy and Resources Institute (TERI), and ITDP India, organised the Energy Efficient LiFE Charette. This unique event served as a platform to convene a diverse group of energy efficiency experts across 3 sectors – building, industry and transport, along with professionals specializing in communications and marketing, with the goal of transforming the narrative surrounding energy efficiency.

The event aimed to reframe key messages and communication strategies targeting the key emotions that drive the audiences to transition towards making energy efficient choices. The audiences identified included decision makers, businesses, and individuals. Energy efficiency communication is generally technical, without a focus on creating messages that resonate with diverse stakeholders and effectively drive behavior change. The event aimed to address this gap by emphasizing the benefits, experiences, and feelings associated with energy efficiency. Humanising the messaging can help build trust, credibility, and influence among the audience, facilitating their adoption of energy-efficient practices.

The event had two sessions: presentations from various partners, followed by a design charette—a hands-on workshop that brings people from different disciplines and backgrounds together with members of the community to explore design options for a particular topic—to develop key messages targeting certain emotions for multiple sectors and to multiple audiences.

Nudging energy efficiency in Transport and Cities

Aishwarya Soni, Deputy Manager – Communications at ITDP India presented on how different nudges can ensure energy efficiency in sustainable mobility by not solely focussing on efficiency, but leverage various other aspects—like health, cost savings, community and social impact, and climate action.

Brainstorming impactful narratives

The second session aimed to brainstorm innovative, emotion-driven energy efficiency narratives targeting different audiences across three sectors–buildings, business and industry, and transport. The participants delved into the persona of different target audience groups—individuals, policymakers, and the private sector—to understand the emotions to nudge transformation. This made way for tailored messages for each target group and also helped identify the right communications tools and approaches for effective outcomes.

From the above-mentioned sessions, key takeaways included: 

• Collaboration and audience aspirations: Change does not happen in isolation – communication is a catalyst for collaboration and collective action. Communication approaches need to be tailored to meet audiences where they are: focusing on building trust, bridging information gaps, and tapping into experiences. There is a need for a deeper understanding of the audience’s aspirations to address their needs effectively. 
• Changing the attitude about efficiency: Energy efficiency is about abundance—having more energy and doing more with it.  Even crises can be channelled in a positive and solution-oriented manner, for instance, by shifting the communication focus from “saving to survive” to “acting to thrive.” 
• Tapping into emotions: When crafting messages, there is a need to move from solutions and benefits to experiences and finally to emotions. The following emotions resonate with the various categories of audiences:
  • Optimism, Pride – Business. 
  • Lead, Pride, Confident, Hope, Proving – Government. 
  • Unity, Status, Ego, Pride, Satisfaction, Desire for a better life – Individual. 
• Simplifying the message and calling people for action: Good messages must be simple, personal, and beneficial. Great messages can connect to people, evoke emotion, and make them want to act. There is a need to democratise messages and let people feel that they are part of the solution to spur people to take more significant action within their context. 
• Reaching the people: Using the right technology is vital in disseminating messages and enabling innovative two-way communications. 

Launch of E-Bus Basics, an illustrated guide to planning for, procuring, and operating e-buses.

India has taken significant strides towards embracing electric mobility to reduce transport-related emissions and dependence on fossil fuels, paving the way for a greener and more efficient transport future. By focusing on the electrification of buses, cities can offer a more environmentally friendly option to a significant number of passengers while simultaneously reducing long-term operational expenses.

ITDP India’s latest publication in collaboration with the Association of State Road Transport Undertakings (ASRTU)—E-Bus Basics—provides a step-by-step guide for bus operators to transition to electric buses. It will help the reader deepen their understanding of the essential aspects to plan, procure, and operate electric buses in India. The publication was launched at a national workshop hosted by ASRTU and ITDP India for state transport undertakings on ‘Accelerating Procurement and Operations of Buses through Public Private Partnership’.

Download your copy here!

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COP-26 witnessed a historic moment when India committed to achieving Net Zero by 2070, and the Ministry of Road Transport and Highways announced a target of EV30@2030—30% of newly registered private cars, 40% of buses, 70% of commercial cars, and 80% of 2-wheelers and 3-wheelers  will be electric by 2030. The states have a critical role in accelerating the transition to electric vehicles, and it was with this goal that the Government of Tamil Nadu launched its first Electric Vehicle Policy in 2019.

The policy envisioned attracting INR 500 billion in investments with an opportunity to create 150,000 new jobs and outlined several measures to support them. However, even after three years of policy adoption, the uptake for electric mobility is fairly low. Data from the Vahan Portal shows that in 2022 only about 3.9% of vehicles registered in the state were EVs, and this number was just 2% in 2021. One key reason was the policy’s focus on non-fiscal demand-side incentives, such as tax exemption and registration fees, whereas it lacked upfront capital subsidies for vehicle purchases. 

Taking proactive steps to improve the low electrification rate,  the state government started the process of revising the policy in 2021, to plug the gaps in the 2019 policy and address EV adoption with a more comprehensive approach. The state launched the revised EV policy in February 2023. We take a look at why the revised policy is important, how it compares with other states, and the way forward for the effective implementation of the policy.

Why is the 2023 EV Policy important?

The Industries Department, which anchored the creation of the 2019 EV Policy, took up its subsequent revision through a consultative process with various stakeholders—including original equipment manufacturers (OEM), charging point operators (CPO), private bus operators, and financial institutions. As part of the consultations, ITDP India also provided recommendations to the Industries Department on various aspects of the policy, including fiscal incentives for all buses, EV charging tariffs and demand-based energy pricing, and incentives for public charging infrastructure to cover commercial vehicles, including buses.

The revised policy gives the state an edge over others by attracting investments in manufacturing, revolutionising it as an EV hub for the nation and, at the same time, encouraging the shift of commercial fleets to EVs by giving upfront capital subsidies. For consumers to shift to EVs, the availability of charging infrastructure is critical. The aspect of public charging infrastructure was not addressed in the previous policy, but the current policy incentivises investment and the setting up of public charging and swapping stations.

In addition to the provisions of the 2019 Policy, the revised policy looks at the following aspects:

• Supply-side incentives – the policy aims to bring in investment in the state and offers more subsidies and incentives than the previous policy (such as Turnover-based Subsidy, Green Industry Incentive, Quality Certification Incentive etc.).
• Special demand-side incentives – To focus on the electrification of public transport and shared mobility, the policy seeks to incentivise only commercial vehicles.

• Retrofitting incentives – The policy facilitates the shift of existing internal combustion engine (ICE) commercial 2- and 3-wheelers to electric by offering retrofitting incentives. This incentive is one of a kind, and 3-wheeler fleets would especially benefit from this. Currently, the cost of retrofitting 2-wheelers is INR 25,000-65,000 and for 3-wheelers, it is INR 50,000-125,000. The incentives will reduce the retrofitting cost by 20-25%.

• Tariff revision to support EV charging stations – To foster the growth of public charging, the policy mandates the revision of energy tariffs by reducing existing charges by 75% for the first two years and by 50% for the subsequent two years. The energy tariff for public chargers falls under LT Tariff VII, and the energy charges vary from INR 8-12/kWh, bringing the reduced rates to INR  2-3/kWh. This will bring down the cost of operating EVs and, in turn, accelerate adoption.
• Incentives for charging infrastructure –  One of the most critical drivers for electrification is the availability of charging infrastructure. While the previous policy lacked incentives to facilitate initial momentum, the revised policy addresses this gap and provides a mix of support measures and incentives. With these incentives, the initial cost of setting up a charging station can be reduced by 20-25%. The EV Policy is also supporting private e-aggregators providing e-mobility solutions by providing incentives for setting up fast chargers for the first 50 applicants.

How does the 2023 EV Policy compare with the policies of other states leading electrification in India?

The above comparison shows:

• Tamil Nadu is amongst the states offering the highest incentives in terms of kWh of battery capacity. However, the number of vehicles incentivised is lower than in other states. These fiscal incentives would provide initial impetus for electrification, but the low vehicle cap could reduce momentum.
• While most states focus on scrapping incentives, Tamil Nadu has taken the lead in offering retrofitting incentives for 2-wheelers and 3-wheelers. This will not only support the conversion of ICE vehicles to EVs but also foster startups working on retrofitting in the state.
• All the demand incentives are tied only to commercial vehicles and not to private vehicles, thus strengthening the importance of electrifying public transport and shared mobility.

The above comparison shows that Tamil Nadu provides the highest incentives to charging point operators, but the number of beneficiaries is restricted. This low number could reduce the momentum.  

How does the policy address implementation?

Policies without clear implementation plans often do not result in on-ground transformation. The 2023 EV Policy addresses this by mandating the creation of institutional structures and implementation plans.

• EV Cell to be set up at GUIDANCE
  GUIDANCE is a nodal agency under the aegis of the Department of Industries and Commerce, Tamil Nadu, for investment promotion and single window facilitation. The EV Cell will be instrumental in implementing the policy and monitoring the state’s progress.
  Delhi’s experience shows that a dedicated Cell can play a critical role in catalysing electrification. The EV Cell in Tamil Nadu can put policy implementation on the fast track by facilitating investments, ensuring effective communication and outreach to build awareness, facilitating interdepartmental coordination, deploying public charging infrastructure on a public-private model, and guiding cities to create implementation plans.
• 6 EV cities designated: Chennai, Coimbatore, Tiruchirappalli, Madurai, Salem, and Tirunelveli are designated as EV cities of Tamil Nadu wherein the Smart City Corporation/Municipal Corporation will act as the nodal agency to steer the electrification drive. These cities will work with the state EV cell to implement the policy, implement charging infrastructure, and develop roadmaps to meet the target of 100% electrification of three-wheelers.

Way forward

The Government of Tamil Nadu should capitalise on the momentum of the 2023 EV Policy. 

• The policy has mandated the creation of an EV Steering Committee and an EV Cell. The policy mentions that the Steering Committee would include representatives from various state departments, city agencies in the EV cities, academic institutions, and technical experts. Additionally, it is crucial for the EV Cell to also include these representatives from various stakeholders to ensure faster coordination, conflict resolution, and implementation.
• The EV Cell would develop a state-level roadmap for scaling up charging infrastructure and electrification of 3-wheelers and public/private buses. This document should address the various aspects of policy implementation in an integrated manner, to become the guiding document for all the cities in the state.
• Based on the state-level roadmap, each city should create city-level implementation plans with inputs from local stakeholders and the public. This plan should include required infrastructure development, such as public charging and battery swapping stations, along with effective communications and outreach to support fleet electrification.

The EV Policy 2023 is a great next step by the Government of Tamil Nadu towards accelerating transitioning to electric mobility across the state. We look forward to supporting the state and the EV Cell on the implementation of the policy.  

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International Women’s Day (March 8) is a global day celebrating women’s social, economic, cultural, and political achievements. The day also marks a call to action for accelerating women’s equality.

For more than a hundred years, International Women’s Day has been a beacon of hope and a call to action for millions of people worldwide. From its humble beginnings in 1911, when over a million people came together to demand women’s rights, IWD has become a global movement that belongs to all of us.

But despite our progress, the fight for gender equality is far from over. As we look to 2023, women still face daunting challenges simply stepping outside their homes. The obstacles can seem insurmountable as women still don’t find equal access to opportunities because of difficulties in commuting and lack of safety.

So how can we make our public spaces better? What works for women and what doesn’t? These are the questions we’re asking ourselves today, and we’re starting by listening to the experiences of the women on our team.
These women are part of the lucky 47% of urban women who are able to venture out into public spaces without fear or hesitation. We’ve asked them to share their stories and their experiences so that we can learn from them and make our work better.

Join us in this conversation as we explore what works and doesn’t for women in public spaces. Let’s work together to create a world where women can thrive, reach their full potential, and feel safe and secure every step of the way.

Favourite memory from an urban space (anywhere in the world)

We asked about a favourite memory and the aspects of the space that shaped their experience to be memorable.

Based on the responses we received: 

Eyes on the street are crucial for enhancing experiences in urban spaces as they promote safety and community engagement. 

An active street edge with family-friendly activities can attract diverse people and encourage natural surveillance, reducing crime rates and people feeling more secure in their surroundings. 

Well-lit environments discourage undesirable activities, further enhancing the sense of personal safety.

By prioritising pedestrians, streets can promote social interaction among residents and visitors, leading to a stronger sense of community and reducing the risk of road crashes.

Car-free streets are also an effective way to enhance the safety and freedom of urban spaces. 

Water bodies with active edges have so much potential as urban spaces that they can offer openness and visibility while encouraging ownership through interaction with these water features. 

Favourite mode of transport

We asked about the most preferred mode of transport they take and why!

Based on the responses we received: 

Trains seemed to be a popular choice and we wondered why that could be! Some features make it tick all the right boxes such as 

Adequate lighting: Being well-lit vehicles and stations can help women feel more secure and aware of their surroundings at all times.

Reliable and rapid: With frequent, on-time service with dedicated rapid transit routes, they are quick and reliable.

Clear signage: Clear maps and directions can boost women’s confidence in navigating the public transportation system and decrease the chance of getting lost or stranded. Train stations are usually easier to spot than bus stops, which often suffer from inadequate signage and infrastructure that cause buses to not stop at their designated stops.

Accessible facilities:  Train stations are equipped with accessible restrooms and waiting areas that make them convenient and comfortable for women. Having well-maintained and accessible facilities near stops for other modes of public transportation can also increase women’s comfort and sense of security while using these services.

Gender-sensitive design: One big plus in trains, when compared to other public transport systems, are the separate seating areas or women-only carriages, which can provide an added layer of security and comfort.

Are these enough? What more do we need?

Encouraging respectful behaviour towards women by drivers, staff, and other passengers can help create a safer and more welcoming environment. The capacity building of passenger-facing staff in this aspect can help develop an inclusive experience for all users, including women. 

As the commissioner of the city…

We asked for a crazy/innovative idea for a technology that could enhance women’s experiences in public spaces or transportation but with a twist. 

A solution that aligns with the theme of this International Women’s Day: “DigitALL: Innovation and technology for gender equality”. Here are some quirky and insightful answers!

Based on the responses we received: 

The solutions provide insight into the challenges that women often encounter, particularly in urban areas. They make it clear that addressing these challenges go beyond just digital interventions but also involves utilising digital innovations as tools to tackle some of these issues.

Access: While solutions can be digital, even accessing them can be a challenge due to various societal pressures that lead to women discontinuing basic education. Through awareness and education, women can attain the literacy they need for equal access. 

Basic facilities:  Providing basic facilities, such as restrooms, changing rooms, and access to sanitary products, is essential to help women maintain their health and hygiene without having to risk harassment by using unsafe or unsanitary areas.

Safety: Identifying problem areas in urban spaces with hostile environments with lack of insufficient light, with poor visibility and remedying that by installing bright, even lighting in public areas, designing safer spaces with clear sightlines, and pathways that are easily navigable can make women feel safer and reduce risk of harassment when walking around at night.

Enforcement: Patrolling problem spots frequently and making channels easy to access for women to reach out for help can improve women’s sense of safety and lower the risk from perpetrators.  Training law enforcement officers on how to respond to incidents of violence and harassment against women can help to ensure that they are equipped to handle these situations in a sensitive and effective manner.

Empowerment: By having more women in the workforce, the representation encourages women to speak out more about their issues, be confident in asserting their rights, and stand up against harassment or violence. This also leads to more inclusive decision-making that can improve their safety.

In conclusion, International Women’s Day reminds us of the importance of empowering women and promoting gender equality in all spheres of life. Women’s participation and representation in decision-making processes concerning urban development and public transport are crucial for creating cities that cater to the needs of not just women, but all individuals, regardless of gender. Gender-sensitive policies and practices ensure that women can access opportunities, services, and spaces that are safe, inclusive, and accessible. As we celebrate Women’s History Month, let us pledge to continue advocating for gender equality and creating a world where women can thrive and reach their full potential. Together, we can build a brighter and more equitable future for all.

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In an effort to improve public transport ridership in India, the Ministry of Housing and Urban Affairs, along with the Smart Cities mission, launched the #Transport 4All🚍Challenge in April 2021, envisioned as a three-stage campaign.

In successful stage 1, which saw 46 cities conduct the country’s largest public transport data exercise with surveys with more than 2 lakh citizens, 15,000 bus drivers and conductors, and 22,000 informal public transportdrivers. These cities—who qualify for Stage 2 of the Challenge—used the surveys findings to develop more than 165 problem statements, that is now curated into a final list of 8 problem statements by the Challenge team.

The Challenge recently stepped into Stage 2—the Solution Generation stage—and the cities will work with shortlisted startups across the country; city governments will work towards innovative and impactful digital solutions to revolutionise public transportation and enhance the overall mobility experience for their citizens. These solutions would be geared at the eight problem statements identified through the stage 1 surveys.

A nationwide call for startups was announced to realise this, inviting applications to address the solutions for eight problem statements.

Shortlisting Startups

A team of experts shortlisted 70 startup applications from over 160 applications received for the Challenge from startups across the country based on three verticals: a) Relevance b) Solution Maturity c) Team Capability.

Find the list of 70 Shortlisted Startups Applications that will develop the solutions at this blog’s end.

Way Forward

Following this, in Stage-3, the winning startups will receive an award of up to ₹20 lakhs per solution and be eligible to pilot their digital solutions with the cities. The winning solutions are envisaged to be innovative, context-specific and profoundly transformative for the public transport system. We congratulate all the shortlisted startups and look forward to seeing their ideas improve the efficiency, convenience, and comfort of informal and formal public transport across Indian cities. .

We want to acknowledge the leadership of the Ministry of Housing and Affairs Smart Cities Mission and Urban Transport and the Association for State Road Transport Undertakings (ASRTU)—hosts for the Transport4All Digital Innovation Challenge. We thank our knowledge partner, the World Bank, for bringing their global technical expertise to digital innovation and guiding startups and cities. We also thank the technology platform partners—Cix and Startup India—for engaging with startups and providing a platform for cities and startups to collaborate efficiently. 

As Co-host and Coordinator for the Challenge, ITDP India provides technical and communication expertise to cities, facilitates capacity-building workshops and one-on-one sessions, and sets up peer-learning platforms so cities can learn from one another.

S. No.	Application Number	Applicant Profile Name	Problem Statement Title
1	Tc00088	Amiraj Wahan Private Limited	1. Route Rationalization
2	Tc00166	Arms 4 Ai Private Limited	1. Route Rationalization
3	Tc00105	Auklr Technologies Private Limited	1. Route Rationalization
4	Tc00044	Flyby Business Solutions Private Limited	1. Route Rationalization
5	Tc00014	Redmond Techno Service (Opc) Private Limited	1. Route Rationalization
6	Tc00130	Salasar Ecommerce Total Solutions Private Limited	1. Route Rationalization
7	Tc00090	Amiraj Wahan Private Limited	2. Network Digitisation
8	Tc00038	Anamar Technologies Private Limited	2. Network Digitisation
9	Tc00049	Flyby Business Solutions Private Limited	2. Network Digitisation
10	Tc00150	Giskernel Technologies Llp	2. Network Digitisation
11	Tc00022	Kicktrans Technologies Private Limited	2. Network Digitisation
12	Tc00027	Redmond Techno Service (Opc) Private Limited	2. Network Digitisation
13	Tc00072	V Robotics Passenger Information Systems Private Limited	2. Network Digitisation
14	Tc00179	Yatri Buddy	2. Network Digitisation
15	Tc00195	Digiit Business Services Private Limited	3. Bus & Staff Scheduling
16	Tc00188	Innoctive Technologies Private Limited	3. Bus & Staff Scheduling
17	Tc00128	Salasar Ecommerce Total Solutions Private Limited	3. Bus & Staff Scheduling
18	Tc00156	V Robotics Passenger Information Systems Private Limited	3. Bus & Staff Scheduling
19	Tc00183	Yatri Buddy	3. Bus & Staff Scheduling
20	Tc00192	Aiq Connect Private Limited	4. Transit Performance Monitoring
21	Tc00051	Flyby Business Solutions Private Limited	4. Transit Performance Monitoring
22	Tc00046	Greatpelican Digital Systems Private Limited	4. Transit Performance Monitoring
23	Tc00110	Ravi Kumar	4. Transit Performance Monitoring
24	Tc00119	Ravity	4. Transit Performance Monitoring
25	Tc00029	Redmond Techno Service (Opc) Private Limited	4. Transit Performance Monitoring
26	Tc00164	Ushva Clean Technology Private Limited	4. Transit Performance Monitoring
27	Tc00180	Vrishchik Technologies Llp	4. Transit Performance Monitoring
28	Tc00191	Yatri Buddy	4. Transit Performance Monitoring
29	Tc00017	Aloha Tech Ventures Private Limited	5. Passenger Information & Ticketing
30	Tc00093	Amiraj Wahan Private Limited	5. Passenger Information & Ticketing
31	Tc00039	Anamar Technologies Private Limited	5. Passenger Information & Ticketing
32	Tc00003	Appentus Technologies Private Limited	5. Passenger Information & Ticketing
33	Tc00136	Bhuvaneshwari K	5. Passenger Information & Ticketing
34	Tc00194	Digiit Business Services Private Limited	5. Passenger Information & Ticketing
35	Tc00041	Hw Design Labs Private Limited	5. Passenger Information & Ticketing
36	Tc00034	Joyride	5. Passenger Information & Ticketing
37	Tc00007	Mots (Metro Online Transit System) Private Limited	5. Passenger Information & Ticketing
38	Tc00144	Opulance Technologies Private Limited	5. Passenger Information & Ticketing
39	Tc00135	Prectech	5. Passenger Information & Ticketing
40	Tc00139	Purelectron Innovation India (Opc) Private Limited	5. Passenger Information & Ticketing
41	Tc00030	Redmond Techno Service (Opc) Private Limited	5. Passenger Information & Ticketing
42	Tc00134	Salasar Ecommerce Total Solutions Private Limited	5. Passenger Information & Ticketing
43	Tc00151	Splenor Computers Private Limited	5. Passenger Information & Ticketing
44	Tc00056	Teer Mobility Solutions Private Limited	5. Passenger Information & Ticketing
45	Tc00152	Thinkseed Systems Pvt Ltd	5. Passenger Information & Ticketing
46	Tc00023	V Robotics Passenger Information Systems Private Limited	5. Passenger Information & Ticketing
47	Tc00169	Yatri Buddy	5. Passenger Information & Ticketing
48	Tc00026	Aloha Tech Ventures Private Limited	6. Grievance Redressal
49	Tc00196	Digiit Business Services Private Limited	6. Grievance Redressal
50	Tc00055	Flyby Business Solutions Private Limited	6. Grievance Redressal
51	Tc00098	Amiraj Wahan Private Limited	7. Bus Maintenance Scheduling
52	Tc00103	Qed Analyticals Limited Liability Partnership	7. Bus Maintenance Scheduling
53	Tc00100	Ravity	7. Bus Maintenance Scheduling
54	Tc00129	Salasar Ecommerce Total Solutions Private Limited	7. Bus Maintenance Scheduling
55	Tc00061	V Robotics Passenger Information Systems Private Limited	7. Bus Maintenance Scheduling
56	Tc00153	Vrishchik Technologies Llp	7. Bus Maintenance Scheduling
57	Tc00074	Agnibhu Technologies Private Limited	8. Ipt Aggregator
58	Tc00002	Chalbo India Private Limited	8. Ipt Aggregator
59	Tc00048	Flyby Business Solutions Private Limited	8. Ipt Aggregator
60	Tc00076	Jm Fleet Operations Private Limited	8. Ipt Aggregator
61	Tc00040	Kevolution Technologies Private Limited	8. Ipt Aggregator
62	Tc00024	Meiro Mobility	8. Ipt Aggregator
63	Tc00133	My Taxi India Private Limited	8. Ipt Aggregator
64	Tc00047	Onedi Smart Mobility Private Limited	8. Ipt Aggregator
65	Tc00165	Palmgini Softwares Private Limited	8. Ipt Aggregator
66	Tc00057	Paripalana Associates Private Limited	8. Ipt Aggregator
67	Tc00137	Pulpit Mobility Private Limited	8. Ipt Aggregator
68	Tc00059	Thinkcrazy Technologies Private Limited	8. Ipt Aggregator
69	Tc00125	Wizzride Technologies Private Limited	8. Ipt Aggregator
70	Tc00159	Yatri Buddy	8. Ipt Aggregator

Background

With a decline in public transport ridership in Indian cities, we need to invest in public transport as a social good, completely revamp informal transit services, and prioritise digital innovation to improve user experience. The Transport4All Challenge aims to bring together cities, citizen groups, and startups to develop solutions that improve public transport to better serve the needs of all citizens.

At the core of the Challenge are citizens who will not only define the problems for which solutions shall be created but also help startups and cities to refine the solutions to meet their needs. The first edition of the Challenge focuses on digital innovation. Cities and startups will receive guidance to develop and test various solutions, learn from them, and scale them to build people’s trust in public transport and enhance mobility. The solutions will make public transport—formal and informal— safe, convenient, and affordable for all. All the Smart Cities Mission cities, capitals of states and union territories (UTs), and all cities with a population of over five lakhs—are eligible for the Challenge.

Three Stages of the Challenge

The Transport4All through Digital Innovation Challenge comprises three stages: