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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

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)

        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

        Union Budget 2024: Key highlights for sustainable transport

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        Estimated time to read- 6 minutes

        The Union Budget for the financial year 2024-25 was released on July 23.​ Here are some of the key highlights on sustainable urban transport and development and what we feel about these proposals.​

        1. Continued support for National Clean Air Program   

        The National Clean Air Program continues to receive robust support, with INR 858.5 crores allocated for 131 cities. As part of this initiative, 100 cities are preparing detailed City Action Plans, and these same cities are actively implementing air quality improvement measures in accordance with their plans, supported by the allocated funds.  

        What we feel 

        We appreciate the continued commitment for implementation of the National Clean Air Program. The key component in the implementation roadmap for NCAP must include policy, technical, and budgetary support to states and cities. The support should be towards adopting parking policies, implementing parking management measures, and setting up low emission zones that focus on restricting polluting vehicles.  

        2. Taxonomy for Climate Finance  

        This budget spoke about the development of a taxonomy for climate finance for enhancing the availability of capital for climate adaptation and mitigation. This will support achievement of the country’s climate commitments and green transition. 

        What we feel 

        It is heartening to see the intent to create a Taxonomy for Climate Finance. The taxonomy must identify all sectors of sustainable mobility including walking and cycling which is usually overshadowed by the glamours of e-mobility. The taxonomy must also align with allocated budgets to support implementation and policies to ensure the longevity of the intervention. 

        It is also important to adopt a result-oriented approach for both NCAP and taxonomy so that tracking and reporting mechanisms can ensure that funds allocated for sustainable mobility are used effectively. This helps in identifying gaps and making necessary adjustments to improve project outcomes. 

        3. PM EBus Sewa Scheme: Boosting Electric Buses 

        The budget set aside INR1,300 crores specifically for the PM e-Bus Sewa scheme to introduce 1,000 e-buses in FY 2024-25 across various cities, taking it to a total of 1,500 e-buses under the scheme since its inception.  

        What we feel 

        It is heartening to see the increased commitment to electric buses and sustainable urban transport from last year’s allocation of only ₹20 crores. However, considering the acute shortage of urban buses in India, there is a need for a 15-fold scale-up of national programs like the PM-eBus Sewa scheme to ensure More Buses, Better Buses, and Green Buses in all cities. 

        4. Promotion of Electric Mobility 

        The Lithium has been fully exempted from customs duties as compared to the 2.5% – 10% custom duty rate in the previous financial year.  

        What we feel 

        Exempting custom duties on critical minerals like lithium and cobalt is a welcome step as it will lower the production costs of battery cells. This cost reduction directly translates into more affordable electric vehicles for consumers, supporting the goal of widespread EV adoption in India. 

        5. FAME Scheme: A Mixed Bag 

        The Faster Adoption and Manufacturing of Electric Vehicles (FAME) program has been a key driver for EV adoption. The program received INR 2,600 crores to promote the adoption of electric vehicles and enhance the manufacturing ecosystem for EVs in India. However, the scheme is ending in 2024.  

        What we feel 

        It is essential to note that while FAME received funding of INR 2,600 crores it is only to cover the remaining liabilities of Fame II. The funding allocation is for the conclusion of the scheme in 2024 with no announcement of FAME III in the budget. This shows the shift in the national government’s approach to subsidise overall electric mobility going forward and keep the focus on prioritized sectors like public transport.  

        6. Transit Oriented Development 

        Transit Oriented Development (TOD) was spotlighted in the budget. It mentioned that TOD plans for 14 large cities with a population above 30 lakhs were to be formulated, along with an implementation and financing strategy. 

        What we feel 

        We also welcome the TOD plans as these will create compact, walkable communities centered around high-quality public transport systems. It will maximise accessibility and convenience of public transportation, reduce reliance on private vehicles, and promote sustainable urban growth. To ensure the TOD plans are developed and implemented in coordination with all city agencies, it will be important to empower these cities with an operational Unified Metropolitan Transport Authority (UMTA) or a Green Mobility Cell. These entities should be empowered legally and financially to facilitate coordination, planning, and execution of sustainable transport initiatives among various agencies.   

        7. Creative redevelopment of cities & Cities as Growth Hubs 

        Towards the creative brownfield redevelopment of existing cities with a transformative impact, the budget stated that the government will formulate a framework for enabling policies, market-based mechanisms, and regulation. 

        The budget also highlighted working with states to facilitate development of ‘Cities as Growth Hubs’. This will be achieved through   economic   and   transit   planning, and orderly development   of   peri-urban   areas   utilising   town   planning schemes.  

        What we feel 

         The commitment to creative brownfield redevelopment and the development of ‘Cities as Growth Hubs’ is a commendable step towards sustainable urban transformation. The proposed framework for enabling policies, market-based mechanisms, and regulations will provide a solid foundation for revitalising existing urban areas, fostering economic growth, and improving living conditions. 

        ITDP India’s Sustainable Transport Wishlist

        Read now

        The budget also captured the following-

        1. Street Markets : Building   on   the   success   of   PM   SVANidhi   Scheme   in transforming   the   lives   of   street   vendors, our   Government envisions a scheme to support each year, over the next five years, the development of 100 weekly ‘haats’ or street food hubs in select cities. 
        1. Infrastructure investment by state governments : Encourage states to provide support of a similar scale for infrastructure, subject to   their development priorities. A provision of INR 1.5 lakh crores for long-term interest-free loans has been made this year also to support the states in their resource allocation.   
        1. Continued support for Smart cities : The budget has shown a continued commitment towards Smart Cities Mission by allocating a capital outlay of INR 2237 crores. 

        The Union Budget 2024 is demonstrating a clear commitment to decarbonization through initiatives like the climate taxonomy and Transit-Oriented Development (TOD) measures, as well as continued support for the PM-eBus Sewa scheme.  

        While acknowledging these positive strides, we recommend that further attention be devoted to laying the foundational groundwork for pedestrian-friendly, cycling-friendly, and public transport-oriented cities. We hope the government will build upon the announced sustainable policies by implementing Low Emission Zones (LEZs), parking policies, and granting greater autonomy to Urban Metropolitan Transport Authorities (UMTAs). Higher support to electrification of public transport fleets is also a need of the hour. 

        By refining these finer details, we can collectively work towards a more comprehensive and effective sustainable transport framework.

        Written by ,

        Vaishali Singh, Programme Manager, E-mobility and Public Transport Systems and

        AV Venugopal, Programme Manager, Healthy Streets and Partnerships

        Edited by Donita Jose, Senior Associate Communications and Development

        Understanding the BRT Standard and if Hubballi-Dharwad can strike Gold

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        When the Hubballi-Dharwad bus-rapid transit system (HDBRTS) began its trial run in October 2018, it offered a great sense of relief and excitement to commuters in the twin cities. Another group which welcomed the launch was of transport experts and enthusiasts, who had been anticipating the launch with bated breaths.

        The 22-km project, which extends high-quality transit services between Hubballi and Dharwad, saw a four-year delay due to various reasons. Now months after the system’s trial run, doubts are being slowly put to rest as the HDBRTS inches closer to the coveted ‘Gold’ ranking — conferred as per the BRT Standard.

        The BRT Standard and why it matters

        BRT systems help in the fight to reduce transport-sector emissions and offer affordable, comfortable and convenient transit to all. The BRT Standard, an expert-reviewed scorecard, was developed to create a common definition of BRT. Considered a magnum opus in BRT design, the Standard is an evaluation tool based on international best practices. It looks to ensure corridors can uniformly deliver world-class passenger experiences.

        Start with the Basics

        As cities rush to develop bus-based rapid transit systems, many remain unaware of the characteristics of BRT corridors and how it can match metro systems. Hence, it is essential to get the basics right and then add features to improve the system’s high-quality. Here are the five basics that are fundamentals to a BRT system:

        1. Dedicated right-of-way – A dedicated right-of-way ensures buses can move quickly and unimpeded by congestion.
        2. Busway alignment – The busway is best located in the central section of the carriageway where conflicts with other traffic is minimal, especially from turning vehicles, on-street parking, property entrances, street vendors, etc.
        3. Off-board fare collection – Off-board fare collection improves reliability and reduces dwell time at station. The system can employ either ‘barrier-controlled’ or ‘proof of payment’ to collect fares.
        4. Intersection treatments – Since free-flowing bus movement is essential, intersection priority is a must. Improved signal phasing for the bus-only lanes ensures better bus movements.
        5. Platform-level boarding – Having the bus station platform level with the bus floor is key in reducing boarding and alighting times per passenger. It even ensures accessibility for all.

        Beyond Basics: how BRTs can strike gold

        The BRT Standard establishes best practices and features cities and systems which are exemplary in bus-rapid transit. The intention is to guide other cities and help them create their own identity and push the standards. So how does a city set the benchmark beyond just creating a basic BRT system? Here are supplemental elements which can help set a mark:

        • Service matters, a lot

        Like any service system, what matters the most is the BRT system’s ability to serve people. Hence, factors evaluated are based on how well it meets the demand, efficiency of service, and the extensive coverage it offers. Passengers can be served best when the system offers multiple routes within and beyond the corridor(s); has in place services such as express and limited stops; creates control center(s) to ensure smooth sailing; serves high-demand areas; and has extended hours of operations.  

        • Infrastructure which last longer, ensure sustainability

        At the heart of it, BRT networks are infrastructure development projects which are weighed by how they stand the test of time. Add to it, operational efficacy and sustainability. BRT systems which look to improve mobility and decrease carbon footing use buses with minimised emissions; build smart infrastructure such as median stations to serve buses on either side and overtaking lanes to reduce dwell time and emission at stations; build and maintain roads which have extended lifespan.  

        • Stations, where comfort meets efficiency

        Comfort, safety and efficiency ensure rapid transit systems (BRT included) are in high demand among the public. Stations can guarantee safety with well-lit, transparent structures with additional measures such as sliding doors and also being wide enough to accommodate passengers. The same goes for buses, with the addition of providing more doors to ease boarding and deboarding.  

        Seating sections in Pune’s Rainbow BRT ensure a comfortable dwell time
        • Communication for a seamless experience

        Studies show that customer satisfaction is linked to knowing when the next bus will arrive. Giving customers information, through passenger information systems (PIS), is critical to a high quality of service and a positive overall experience. That along with branding enables more footfall and awareness of the facilities and the system’s capabilities. A BRT system which has its communication game on board would have more passengers aboard.  

        The Guangzhou BRT, China, has real-time passenger information systems
        Source: ITDP Flickr
        • Complete BRT’s offer universal access, transit integration

        The most important factor of a public transit system is universal accessibility. And then how it furthers that experience by way of integration with other sustainable transit means. BRT systems must complement universal access with integration to pedestrian and cycle infrastructure and other rapid transit forms.

        Pedestrian crossing at the Guangzhou BRT in China
        Source: ITDP Flickr

        Why Hubbali-Dharward BRT is making the right noise

        Though Indian BRT networks have not fared as well as their international counterparts, the system has a chance at redemption with the Hubballi-Dharwad BRT. Still on a trial run, HDBRTS has been working its way across the twin cities and through people’s travel needs in a phased manner.


        • Getting the basics right

        The project includes segregated bus ways with stations in the median; accessible and comfortable bus stations with level boarding and external ticketing by way of automated fare gates, smart card, and QR code; two kinds of control centres, one which monitors the operations and the other for traffic management to ensure intersection priority.

        • Expansion through integration a priority

        The system’s initial priority is to ensure route rationalisation. They aim to achieve this by creating a strong network of feeder and trunk bus services. In fact, every bus plying in tandem with the system will be GPS-fitted, to provide real-time information that extends beyond the system and eases integration.

        • Hit the ground running

        Within six months of the trial run, HDBRTS is recording footfalls of around 70,000 passengers daily with 100 operational buses – operating till midnight. This figure is only bound to increase as the full strength of the system is reported to be 400 air-conditioned buses.   

        HDBRTS is recording 70,000 passengers during its trial run phase

        These factors along with the high-quality pedestrian infrastructure and universal accessibility are putting the HDBRTS on the world map. It even makes sense for other fast-growing Indian cities to draw inspiration from and use the BRT system to tackle their transit demands. It makes the case that though the system hasn’t succeeded as expected in India, there is enough cause and reason to tweak it to the BRT Standard.

        To get more information on the ITDP BRT Standard, please click here.

        Written by : Rohit James

        Edited by : Kashmira Medhora Dubash

        Read more on these series-

        Part One: Far from global standards, here’s what went wrong with Delhi BRT




        Challenges of a Bus-Rapid-Transit System in Indian Cities: The Rainbow case study

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        Over the past decade, cities across India have dared to dream of reimagining bus transit, most famously known as the Bus-Rapid-Transit, or the BRT. The concept of having buses ply in the centre of the road, on dedicated bus-only lanes, has gradually mulled into our urban transport systems with a tenacious aim of mobilizing people rather than cars.

        India’s first high-quality bus-rapid-transit system was inaugurated in 2009 in Ahmedabad — the Janmarg bus-rapid-transit. Janmarg set a national benchmark and inspired systems across India, including the Rainbow bus-rapid-transit in the twin cities of Pune and Pimpri-Chinchwad that was launched in 2015.

        The Rainbow bus-rapid-transit offers convenient commute, as efficient as a metro or a train without the cost of acquiring land, laying tracks, building large scale stations, and the pedestrian foot-over-bridge to get to them. The ITDP India Programme assisted Pune Municipal Corporation, Pimpri-Chinchwad Municipal Corporation, and Pune Mahanagar Parivahan Mahamandal Limited create physical designs and operational plans for the system.

        Today, the Rainbow operates along a 43 km network of bus-only lanes, with 58 stations along four corridors. However, this was Pune’s second attempt at perfecting a system that would help address the pressing issue of transport needs for the influx of population. Back in 2006, Pune piloted a 13 km bus-rapid-transit corridor but failed to meet BRT Standards.

        A good bus-rapid-transit system requires dedicated bus-only-lanes, high quality bus fleet at regular frequency, a matching height of the station and bus fleet for easy step-less passenger boarding, off-board fare collection, and adequate passenger information for seamless travel. Unfortunately, the pilot bus-rapid-transit was short of meeting these basic standards.

        The initial set back was not detrimental to the city regaining momentum to construct a successful bus-rapid-transit. Learning from this experience, and from the systems later commissioned in India and around the world, leaders were determined to get Rainbow right.

        The Rainbow bus-rapid-transit was faced with a challenge of retrofitting a high-quality system on an existing bus network. The ITDP India programme assisted with route rationalization to deliver frequent service and ensure efficiency of the system’s fleet.

        Soon after it’s launch, Rainbow was awarded the ‘Outstanding Contribution to Sustainable Mobility’ at the Volvo Sustainable Mobility Awards 2015. The award was attributed to it’s efficiency of mobilizing thousands of commuters, and travel time savings. Dedicated bus lanes ensured that commuters reach their destinations 10 to 15 minutes earlier than usual.

        Rainbow bus-rapid-transit started off well but has failed to achieve its full potential. Ridership has only increased by 12-17 percent over the three years while the number of personal motor vehicles on the road has been growing unabated due to infrequency of buses. Considered a first for any urban area in India, Pune’s total number of vehicles has surpassed the human population!

        Lack of cleanliness of stations areas attributed to the public’s demeaning perception of the system. Walking and cycling access to bus-rapid-transit stations is the dire need of the hour but yet to be developed along most corridors.  

        In an era where financial resources are sparse but population growth is inevitable, large-scale public transport systems are difficult to conceive. An expansion of the the Rainbow system is being planned for an additional 45 km network. This is because the twin cities strongly believe that the Rainbow can provide a solid backbone to the urban transit system.

        A major limitation to the bus-rapid-transit system is also the stigma that comes with being a ‘bus’. This can be addressed through better system design, well-maintained stations, and most importantly bus-only lanes to make the users feel like it worth leaving the car back at home.

        Finally, for the success of any bus-rapid-transit system it is essential to periodically assess the infrastructure and operations of each corridor, and set benchmarks to ensures its longevity. Pune and Pimpri-Chinchwad can aim for a ‘Rainbow’ future, learn from its shortfalls, and get back on the wheel to move its citizens.

         

         

        MOBILIZE Dar es Salaam: Making space for Mobility in Booming Cities

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        ANNOUNCEMENT: MOBILIZE is the annual sustainable transport summit of ITDP, which brings together urban transport and development practitioners alongside world-class researchers to celebrate best practices and accelerate implementation of sustainable transport projects.

        Each year, ITDP and the Sustainable Transport Award Committee select a city that has implemented innovative sustainable transportation projects in the preceding year. These strategies improve mobility for all residents, reduce transportation greenhouse and air pollution emissions, and improve safety and access for cyclists and pedestrians. The winning city and honorable mentions are honored at a ceremony in Washington, DC in January.  The winning city hosts MOBILIZE later on that year.

        Leaders from Dar es Salaam receiving the Sustainable Transport Award in Washington, D.C (PC ITDP Africa)

        Over the last year, Dar es Salaam has launched a series of transformative improvements to transit, cycling and walking, the most important of which is the Dar es Salaam Bus Rapid Transit (BRT) system, or DART. These efforts have made Dar es Salaam the first African city to win the prestigious Sustainable Transport Award in its 14-year history. The city will host the Mobilize Summit from 26-28 June 2018.

        Dar es Salaam Bus Rapid Transit system (PC: itdp.org)

        What makes MOBILIZE unique is its structure. The summit gives transport professionals and researchers from around the world an opportunity to experience the STA winning city as a learning lab with lessons on how to get world class projects implemented. Interaction between researchers and practitioners foster greater global resource allocation toward the goals of making streets, transport systems, and cities the best possible places for people.  

        Learn more about MOBILIZE agenda, speakers, and registration details at mobilizesummit.org.

        Chennai’s journey to reclaim city streets for its people

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        Chennai, a thriving South Indian metropolis and the capital of the state of Tamil Nadu, is at the cusp of turning into one of the world’s megacities. While it historically had the image of being somewhat insular, the Chennai of today is a cosmopolitan hub where the old meets the new.

        Transportation is the focus of many pressing issues facing Chennai today—decisions about whether to build highways or bus corridors have a great impact on our health and our environment.

        ITDP India Programme initiated collaboration with Chennai City Connect in 2009 to improve cycling and walking conditions across the city. Change isn’t easy in cities where the car is a symbol for status.

        But within five years of ITDP’s engagement with the city, Chennai took the bold move of adopting the Non Motorised Transport (NMT) Policy—first in India. The policy mandates that a minimum of 60 percent of of transport funding to create and maintain walking and cycling infrastructure in the city.

        Having retrofitted over 50 km of walkable streets over the years, Chennai has initiated the next phase of redesigning an additional 50 km of street network. Chennai’s policy has inspired many national and international cities—from Chandigarh to Nairobi—to adopt similar policies. The comprehensive approach undertaken by Chennai, was awarded the Sustainia Award in 2015.

        Watch how ITDP India has supported, and continues to support Chennai transform its streets for a better city, and better lives.

         

        Our Cities Ourselves

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        Over the recent decades, the impact of our city’s population growth has lead to a whole slew of transportation issues that we as citizens experience daily. Car-centric approaches continue to fail, and the need for solutions that improve people’s freedom to move is the dire need of the hour. Cities across the globe were provided the opportunity to not only shape their future — but to design it for its people.

        Our Cities Ourselves: The Future of Transportation in Urban Life, kicked off a world-wide tour to exhibit the vision of ten major global cities along with the world’s leading Architects. The exhibit focused on eliminating the 21st century car-dependant model of urban sprawl by replacing it with a more sustainable, equitable, and liveable urban future with walking, cycling, and public transit.

        Organised by ITDP to commemorate its 25th anniversary in 2010, the exhibition addressed urban solutions for ten major global cities: Ahmedabad, Budapest, Buenos Aires, Dar es Salaam, Guangzhou, Jakarta, Johannesburg, Mexico City, New York City and Rio de Janeiro. The various approaches offered distinct takes that were shaped to fit the city’s different urban cultures.

        In Ahmedabad, where the Indian edition of Our Cities Ourselves was launched, in partnership with Environmental Planning Collaborative and six leading Architects, initiated conversation about the city’s future over a four-month engagement. ITDP, along with its partners facilitated discussion on visioning Ahmedabad by organising an advisory committee of ten members from various local sectors.

        The result – a vision that embraced the unique character of Ahmedabad and seeked a more equitable and environmentally sustainable future.

        To bring this vision to life, the Architects—Kamal Mangaldas, Parul Zaveri & Nimish Patel, Rajeev Kathpalia, Bimal Patel, Aniket Bhagwat, and Apurva Amin—re-designed six sites across the city to transform them into streets and public spaces that were safe, comfortable, and accessible by all members of the society.

        Central to the Our Cities Ourselves programme were the principles of transport in urban life: walk, cycle, connect, transit, mix, densify, compact and shift. These principles guided the design and the overall vision of the city.  The designs were also prepared in consultation with a Citizens Council formed by a group of eminent Ahmedabad residents, to reflect what the people of the city desired.

        Visioning of a city is incomplete without the views of its citizens. Awareness and engagement of citizens can mean the difference between a city that withers under the presence of growing traffic & pollution and one that approaches these challenges with a proactive, determined response.

        In this regard, the Our Cities Ourselves exhibition was a grander affair that showcased life-sized renderings of the six re-designed sites to reflect the vision of urban Ahmedabad. Thousands flocked to CEPT University to not only witness, but also be part of this journey that would change the face of their city.

        The month long exhibition included a series of activities to engage with local citizens, Architects and Planners, and civic bodies. The exhibition included a series of activities: day-long design charrette with local architects, workshops on envisioning ‘a better Ahmedabad’ with key stakeholders such as Ahmedabad Urban Development Authority, cycle-day for school student, a painting competition for school kids, and a movie night on street films.

        The success of the exhibition was unparalleled, and resulted in two key wins for the city: the underlying principles and the vision of the city informed the revision of Ahmedabad’s Master Plan 2021, and it led way for citizen engagement for the much awaited Sabarmati Riverfront Project – the pride of the city.

        Furthermore, the exhibit inspired decision-makers from many cities like Pune, Chennai, and Indore to initiate such thought-provoking discussions in their cities and kickstart various sustainable transport projects. With the widely positive response, the programme drove home the Our Cities Ourselves motto: ‘Livable today, sustainable for the future.’

        Cities like Ahmedabad have started off well to meet the challenges of sustainability because “we simply can’t sustain the sort of automobile-dominated transportation systems that we have today”, Walter Hook, former Chief Executive Officer of ITDP. The successful city of the 21st century is one that is replete with travel choices, including walking, cycling, and public transit.  These cities will leap ahead of others by attracting people who demand a healthy and culturally rich lifestyle.

        The Janmarg Story

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        India, one of the most populous countries in the world, has experienced almost a fourfold increase in its population since independence 70 years ago. Urban India alone is expected to accommodate nearly 125 million new inhabitants in the next 15 years; that is roughly the size of Japan.

        However, urban transport services and facilities have not kept pace with this unprecedented population growth. In recent decades, more and more people have welcomed private motor vehicles into their homes as cities fail to provide quality public transport infrastructure.

        Short-sighted solutions such as building flyovers and widening roads increase dependence on personal motor vehicles for daily travel needs. The damage caused by this approach can be measured in rising road fatalities, degrading air quality, and unhealthy livelihoods.  

        In an effort to curb these adverse impacts, Ahmedabad, the largest city in the state of Gujarat, welcomed ITDP and other experts to reimagine bus-based transit in 2005.

        The introduction of a bus system was not unconventional for the city; on the contrary, local buses plied on the streets of Ahmedabad but the quality of infrastructure and service conditions were dubious. Insufficient supply forced daily commuters to inch for room in overcrowded buses.

        The city recognised the need for a quality bus-rapid-transit—ultimately buses are the most affordable, sustainable, and efficient way to carry a large number of people in the compact amount of street space. ITDP India’s partnership with Environment Planning Collaborative, and thereafter with CEPT University and the Ahmedabad Municipal Corporation, resulted in the launch of Janmarg —India’s first high-quality bus-rapid-transit system.

        Janmarg or ‘the people’s ways’, started operations in 2009, and has grown from a 12 km corridor to an 88 km network of bus-only-lanes. From its initial days, passenger numbers have increased from 18,000 to nearly 1.5 lakh people per day.

        ITDP India along with other partners assisted the Ahmedabad Municipal Corporation with physical designs, operational planning, and system contracting. To its merit, the system won six national and international awards in its first two years of operations; these included the Sustainable Transport Award in 2010 and ‘Best Intelligent Transport System from the Ministry of Urban Development’ by the Government of India in 2011.

        The system adhered to bus-rapid-transit standards and principles. Dedicated bus-only-lanes were constructed in the centre of the road to ensure buses were not delayed due to traffic congestion and kept away from the busy kerbsides where vehicles were parked.

        The journey on the Janmarg is much quicker because the BRT enjoys centre-aligned, bus-only lanes

        Janmarg’s stations and bus fleet have a matching height for quick and easy step-less passenger boarding. This makes the system fully accessible to everyone, especially wheelchair-bound passengers and mothers with strollers. Off-board fare collection eliminates delays caused by passengers waiting to pay on board. With the right features in place, Janmarg has scored a Silver rating on the BRT Standard.

        Since the station floor is at the same level as the bus floor, Janmarg BRT is easily accessible to individuals with limited mobility.

        Janmarg set a national benchmark and inspired many Indian cities which, with guidance from ITDP, have created over two hundred kilometres of high-quality BRT to date. Janmarg itself was inspired by Bogotá’s TransMiIenio, one of the best in the world.

        ITDP organised study tours for key public officials as well as future system operators to Bogotá. Public officials realised that a bus-rapid-transit system can bring many of the benefits of rail-transit systems — speed, convenience, comfort, image — while costing a fraction of the capital investment.

        Janmarg started off well but has failed to achieve its full potential. Ridership has remained stagnant while the number of personal motor vehicles on the road has been growing unabated due to an absence of any steps to curb their ownership and usage. Enforcement of bus lanes is weak in some areas. Not enough steps have been taken to rationalise integrate informal public transport services provided by auto rickshaws.  

        Ahmedabad took bold steps to make the Janmarg bus-rapid-transit the backbone of its urban transport system. It won fame but lost some. The city can learn from its shortfalls and get back on the wheel.  

        Indian cities that dream of providing mobility to their citizens, boosting the local economy, and caring for the natural environment, must not miss the bus! Across the globe, citizens take pride in well-implemented bus-rapid-transit systems because of the convenience and efficiency it has to offer. The people of India deserve it too!