ITDP India

Promoting sustainable and equitable transportation worldwide

Tamil Nadu’s 2026-27 Budget Puts Streets, Buses and Charging on the Agenda

by

The Tamil Nadu Chief Minister, C. Joseph Vijay, announced the state’s latest budget on August 05 and has unravelled what’s being called a new chapter for urban mobility taking shape in Tamil Nadu.  

The 2026–27 budget is being called a pioneering one for sustainable mobility, for not one, but two of its significant announcements. Firstly, the Chief Minister’s Integrated Urban Development Mission (CMIUD), has 11 sub-missions, includes the City Roads, Mobility and Transport as a dedicated sub-mission within a five-year framework. With ₹2,117 crore allocated this year and recurring funding envisioned, mobility gets a more focused place in the state’s urban development agenda.  Municipal Administration and Water Supply (MAWS) also ranked as the third highest-funded department of this year’s budget with a ₹29863 Crore allocation – a 12% increase compared to last year’s ₹26678 Crores, following School Education and Rural Development departments. 

The shift is also clear in the state’s approach to electric mobility. For the first time, the budget has committed dedicated funding for public EV charging, with ₹50 crore allocated this year with a target of having 20,000 charging stations over five years. 

 Alongside this, the investments in 1,000 AC e-buses for Chennai and charging infrastructure at MTC depots, the message is clear: Tamil Nadu is putting money behind a cleaner, more people-centred urban mobility future.  

Interestingly, it is not just the budget, this shift towards a sustainable mobility future is being reflected even in the MAWS policy note, which mentions concepts like complete streets, further reiterating that the state is walking the talk. The Vetri Tamizhagam Vision 2031, which is similar to a state-wide vision document, reinforces this direction, calling for citizen-friendly roads with footpaths, cycle tracks and storm water drains, alongside urban greening, climate resilience, and improved public transport infrastructure. 

Here are some of the key highlights from the budget that reiterate this 

Healthy Streets 

Key highlights:  

  1. The Chief Minister’s Integrated Urban Development Mission – A 5-year umbrella mission with a current financial year outlay of ₹2,117 crore. The 11 sub-missions are: 
  • City Infrastructure Development Plan. 
  • Urban Water Supply. 
  • Urban Underground Sewerage. 
  • Integrated Solid Waste Management. 
  • City Roads, Mobility and Transport. 
  • Urban Greening, Recreation and Open Spaces. 
  • Urban Water Bodies Development. 
  • Social Infrastructure. 
  • Safety and Security Mission. 
  • Digital Urban Governance. 
  • Public Health Mission. 

Why we are glad: Unlike traditional budgets in which urban investments are fragmented across departments and schemes, this year’s mission recognises that cities function as interconnected systems. Integrating transport, water, public spaces, and governance under a single programme creates opportunities for more coordinated planning and implementation. If operationalised well, this mission could improve project delivery while reducing duplication across agencies. 

2. a. People-friendly streets – The Chief Minister’s special announcement highlighted a dedicated budget of ₹165 Crores for this financial year to implement People-friendly streets initiatives across all municipal corporations excluding Chennai. This will include, transforming streets into modern urban thoroughfares with proper road connectivity, dedicated pedestrian pathways, separate cycling lanes, well-connected cross-streets, junction improvements, safe school access networks, and modern LED street lighting.  

b. What’s in it for Chennai: This year, two special announcements were additionally made by the hon. Chief Minister,  

  • Safe Routes to Schools: Piloting safer, child-friendly streets across Tondiarpet, Royapuram, Washermenpet and K.K. Nagar. 
  • Improvement of Traffic Islands/Junctions: 105 junctions to be transformed in Chennai under this initiative. 

These will be executed with a dedicated budget of ₹110 Crores for this financial year. 

It may be noted, under the overarching theme of “People-Friendly Modern Streets” the Greater Chennai Corporation is already pioneering the following initiatives, 

  • 200 km of footpaths: Expanding the pedestrian network to strengthen intra- and inter-neighbourhood connectivity, alongside parking management and transit integration. 

Complete Streets: Transforming streets across six key neighbourhoods with World Bank support under the Chennai City Partnership. 

Why we are glad: Last year, we noted that walking and cycling infrastructure have always received short shrift, but this year’s budget changes that, not only for metropolitan cities in Tamil Nadu but for all municipal corporations. This is a truly encouraging shift that prioritises the silent majority of street users who walk or use public transport for their daily commute.

What we recommend: Measurable targets and best-practice standards at the State level for planning, design, and implementation of these initiatives will be important to ensure that these commitments translate into high-quality streets across cities.  

3. Performance-based Maintenance Contracts and Namma Salai app: A dedicated allocation of ₹250 crores have been earmarked for Operations and Maintenance of roads. Encouraging user ownership, this announcement comes along with the  ‘Namma Salai’ mobile application, where citizens can report any road repairs to enable prompt rectification. 

Why we are glad: Operations and Maintenance, which is often a second thought, has become a priority line item in the State budget. Pre-defined Key Performance Indicators (KPIs) ensures greater accountability, quality implementation/restoration standards thereby lowering lifecycle costs of road assets. 

What we recommend: Roads often mean only carriageways. What we would like to see is regular maintenance of walking and cycling infrastructure (footpaths and cycle tracks), above-ground utilities (pillar boxes, streetlights, uneven manhole levels, hanging cables, street furniture etc.), which form an integral part of our Right of Way (RoW). Standardised KPIs shall be created specifically for these street elements to track maintenance measures and ensure that they are also timely repaired and well- maintained.  

  1. Climate resilience becomes urban and public infrastructure in this budget:  
  • Greening and Beautification as a part of CM’s Integrated Urban Development Mission: To expand Chennai’s green canopy and create people-centric public spaces, footpaths along major routes, and residential zones will also undergo greening and beautification. 
  • Blue-green infrastructure: Projects around Chennai’s water bodies to mitigate urban flooding, protecting environmental resources while creating sustainable spaces for community use. 
  • Cooum and Adyar river restoration: Global tenders and DPR for river rejuvenation, with boating facilities, riverfront promenades, and recreational spaces. 

Why we are glad: The budget recognises that climate resilience is increasingly inseparable from urban development. By integrating it into mainstream urban investments like streets and public space improvements, Tamil Nadu moves beyond conventional engineering approaches towards more nature-based solutions that can improve flood resilience, public health, and urban liveability. 

What we recommend: While these are significant policy commitments thought through a climate resilience intersectionality lens, mobility and street design should also be integrated. We’d like to see these translate into street-level specifics: minimum tree canopy cover along footpaths and cycle tracks as a heat-mitigation standard, and stormwater drainage channels built into every road/access created for the blue-green infrastructure.  Attaching dedicated, published allocations to each of these announcements will also be key to timely, accountable delivery. 

EV Charging  

  1. EV Charging Infrastructure Rollout: ₹50 crore has been allocated in 2026-27 towards developing public EV charging stations, with a target of establishing 20,000 public EV Charging Stations across Tamil Nadu over the next five years. 

Why we are glad: Charging availability is one of the biggest factors shaping EV adoption, and a clear five-year target signals a strong, sustained commitment to building out that network at scale. A wider public charging network also goes a long way in easing range anxiety – the hesitation many potential EV buyers feel about running out of charge with nowhere nearby to top up – making EVs a more confident, practical choice for everyday use. Setting a public, numeric goal like 20,000 stations gives citizens, industry, and charge point operators a concrete benchmark to plan around, rather than incremental, unclear expansion.

What we recommend: As the rollout progresses, publishing a phased plan will make the five-year journey easy to follow. This plan could cover districts and corridors which are to be prioritised first, explore how urban versus highway placement is sequenced, and what charger types (based on the interoperability standards and charging rate) are deployed where.  

  1. Residential EV Charging Incentive: ₹5 crore has been earmarked to incentivise the installation of EV charging stations. This supports Resident Welfare Associations (RWAs) in setting up charging infrastructure within housing societies and apartment complexes. 

Why we are glad: This initiative recognises that public charging infrastructure alone isn’t enough, a lot of EV charging naturally happens at home, overnight. By supporting RWAs directly, the government is making it easier for EV owners living in apartments and gated communities to access convenient charging where they live.

What we recommend: Creating a simple, standardised process and platform for RWAs to apply for and access this incentive would help more housing societies take it up smoothly. Sharing a few early success stories or model implementations from participating RWAs could also help other communities see how straightforward the process can be, encouraging wider adoption across the state. 

Public Transport 

  1. State Transport Undertaking (STU) subsidies and performance-linked funding: The budget provides a total allocation of ₹13,561 crore for the Transport Department. Within this,  ₹7,675 crore in allocated for operating subsidy to STUs statewide, along with ₹2,650 crore in performance gap funding, and ₹1,005 crore as share capital assistance. 

Why we are glad: What stands out here is the structure of the funding, not just the total. Separating an operating subsidy (₹7,675 crore) from the performance gap funding pool (₹2,650 crore) points toward outcome-linked support. This kind of disaggregation is useful because it makes it possible to track whether STUs are meeting service targets and to direct funding, accordingly, adding a layer of accountability alongside the base subsidy.

What we recommend: For performance gap funding, publishing the specific metrics used to define the “gap” – such as occupancy, route coverage, or fleet efficiency – would help make the outcome-linked intent of this funding fully visible and give each STU clarity on what improvements are being recognised and supported.  

For share capital assistance, structuring allocations around each STU’s actual capital needs such as fleet age, planned route expansion, or procurement targets would help the funding go further. Pairing both funding streams with a simple, public utilisation update showing funds released and used over the year would help showcase the impact of this investment as it reaches STUs across the state. 

  1. MTC Chennai: 1,000 electric buses for Chennai and a Gross Cost Contract ( GCC) model: The Budget commits to 1,000 new air-conditioned electric buses for Chennai’s Metropolitan Transport Corporation (MTC), procured and operated under GCC model, where private operators are paid per kilometre operated. Furthermore, a dedicated ₹500 crore has been earmarked for depot infrastructure to support this expanded electric fleet. 

Why we are glad: A fleet order of this scale, 1,000 buses in a single commitment, is a meaningful step toward decarbonising Chennai’s public transport and improving air quality across the city. Pairing the vehicle order with an upfront, dedicated depot infrastructure allocation is especially welcome: charging bays, grid connections, and maintenance yards are what determine whether an electric fleet runs reliably day to day, and developing this requires large investments. Funding them alongside the buses sets the rollout up to work in practice.

What we recommend: Depot selection could weigh proximity to high-frequency routes, grid capacity near substations and available land for charging and parking requirements. A mix of greenfield and brownfield depots would help – greenfield sites accommodate future network expansion, while upgrading brownfield depots lets the rollout prioritise existing high-demand routes early on.  
Strict service-level KPIs are best written directly into the GCC tenders. On route selection, underserved corridors depend on opportunity-charging infrastructure at layover points, not just the depot, so full coverage may need to be phased – starting with routes ready today while charging infrastructure is extended to underserved areas over time. 

  1. Diesel to Electric Bus Conversion: Around 100 diesel buses belonging to MTC Chennai, approximately 7 years old and in good condition, will be converted into electric buses and operated under the GCC Model. The necessary charging facilities and electrical infrastructure will be established at the depot, at an estimated cost of ₹13.6 crore. 

Why we are glad: Retrofitting existing, well-maintained buses into electric ones is an efficient way to go electric faster, it makes use of buses already in good shape while still delivering the emissions and air quality benefits of going electric. Alongside the depot-level charging and electrical infrastructure investment, this shows a practical, infrastructure-ready approach to expanding the electric fleet.  

What we recommend: Once these buses are running, sharing how they perform in terms of range, charging time and maintenance needs comparing to newly manufactured electric buses would be valuable in assessing conversion as a scalable model for the rest of the fleet. If it does, a clear plan for scaling up conversions across other ageing-but-serviceable buses in MTC’s fleet could offer a cost-effective complement to new electric bus procurement. 

  1. Special Buses for School Students: Special buses will operate during peak morning and evening hours for school students in rural, hilly, and interior areas where public transport service is currently inadequate. These buses will serve 140 schools, benefiting approximately 19,000 students.  

Why we are glad: This targets some of the hard-to-reach areas for public transport – rural, hilly, and interior regions, where students often face the biggest gaps in safe, reliable commuting options. Addressing this at the student level also has a ripple effect on families, easing the burden on parents who might otherwise need to arrange or accompany daily commutes themselves.  

What we recommend: Ensuring safe, walkable access to bus stops – especially in hilly terrain where road conditions can be challenging – would help students reach these buses safely on both ends of their commute. Reliability will also be key, since these buses need to align closely with school start and end times; clear, consistent scheduling would help both students and parents plan their day with confidence. 

With inputs from Varsha Vasuhe, Janani V, Vedavalli, Bezylal Praysingh, Sooraj EM, Venugopal AV
Edited by Donita Jose

Less Carriageway, Less Parking, Higher Costs. Debunking the Myths around PCMC’s Harit Setu Project

by

Harit Setu in Pimpri Chinchwad is a one-of-a-kind streets project that moves away from the usual approach of pedestrianising isolated roads. Led by the Pimpri Chinchwad Municipal Corporation, it is designed to create accessible neighbourhoods with safer, more efficient, and a network of well-connected streets, while establishing new green links in the city. Harit Setu is also India’s first active mobility project to be financed through municipal green bonds, making it the city’s most ambitious investment towards Non-Motorised Transport (NMT) so far.  
 
In Pimpri Chinchwad’s locality of Pradhikaran, the project pilot has transformed 20 km of streets. Residents now use these streets for their morning and evening walks; grandparents stroll with their grandchildren; and children have more space to walk and cycle on the way to school. What was once just a road has slowly started becoming a public space. 

Photo 1: A stretch of Pradhikaran redone under Harit Setu

But despite its pioneering vision and positive impact, the project has received mixed responses. Since work began in 2024, concerns about its Rs 200-crore budget and claims about wide footpaths reducing space for vehicle movement have sprung up in public discourse. 

On a rainy September afternoon, two colleagues at ITDP India, Tejesvini and Rutuja, set out to unpack the curious situation of Harit Setu: a people-centric streets project that has left some local residents with more questions than answers. 

Tejesvini (TJ): Why was this streets project not welcomed by a few? And what can other Indian cities learn from this as they pursue similar efforts?  
 
Rutuja (RN): Okay…these are loaded questions! Let’s start with the first one.

It is understandably difficult for some people, who might have used these streets in a certain way for decades, to adapt to this change. But have you noticed that three concerns seem to come up repeatedly in every Harit Setu discussion? Some say that footpaths are unnecessarily wide and have taken away road space, some claim that parking has been sacrificed, and many call this just an expensive beautification project.

TJ: Yes, I’ve noticed it too, and I kind of get where they are coming from! At the outset, this project can seem like only a cosmetic exercise with improved streetlights, street furniture, and wide footpaths. But there is more to the picture than this, no?  
 
RN: Exactly, there is! Every street element has a purpose, and we have the data to back this up. I’ll take you through them one by one. 
 
TJ: Okay, let’s start with the one criticism that seems to come up the most often.

Claim 1. “The carriageway has become narrower because of wide footpaths”

RN: Yeah, this is an interesting one. If you look at the street conditions before and after the transformations, the whole story changes. Take Babasaheb Ambedkar Road for instance. Earlier, there were stretches of the road with no continuous footpaths. Other stretches were partially occupied by food vendors. Pedestrians had no choice but to walk on the road instead, dodging vehicles going at 50 kmph speeds. Commuters going to Akurdi Railway Station had a really tough time!

TJ: So, what are you suggesting? 

RN:  Before the intervention, haphazard parking, unorganised vending, and pedestrians walking on the carriageway occupied a significant portion of the street edge, reducing the effective carriageway for moving traffic by 43%. 

But after the space re-organisation under Harit Setu, around 13% of the carriageway was reclaimed for moving traffic. By fixing the footpath and creating dedicated cycle tracks, pedestrians and cyclists got their dedicated space, and vehicles got theirs. Pedestrians, in particular, got safe, continuous walking spaces with streetlights, and seating areas. The city officials also noted that the usable carriageway has also increased on some streets.

TJ: I guess that’s a nuance that gets lost in public discussions.  
 
RN: The reality is that the project improved the overall efficiency of the street by designating street space for every street user group, making the streets safer and more accessible for everyone  

TJ: Also, when upto 50% of Pimpri Chinchwad’s residents still depend on walking and cycling, it makes complete sense to me that the project prioritises pedestrians over vehicles. In fact, I heard that the project is designed around the idea that once a neighbourhood has a walkable, easy-to-use, and shaded network of footpaths, people will not need to use personal vehicles anymore for short local trips within the neighbourhood. Instead, they can just walk down to their local barber, grocery store, or park! 
 
RN: That is correct! Which also brings us to the next problem at hand.

Claim 2. “Parking has reduced” 

TJ:  I heard this is the issue that is raised the most. And I can relate to their pain, because how can a home built in the 80s suddenly be expected to have its own parking lot? So where are all these vehicles supposed to go?  
 
RN: Like I said before, these private residential vehicles had encroached a lot of space on the streets earlier, forcing people to walk on the road.  

Harit Setu isn’t removing parking entirely; rather, it manages it more efficiently. Haphazard, perpendicular, and double parking becomes organised, parallel parking. This way, road space is better utilised, and the safety of the street improves drastically. And wherever possible, the city is also looking at building parking areas off the street. So, the conversation is less about losing parking and more about managing it efficiently. 
 
TJ: I’ve also heard about these bulb-outs along the footpath edges. Some residents feel they’re just taking away parking spaces.  

RN: Oh yes, the bulbouts – those 2-metre-wide green buffers you see along the footpath in the multi-utility zone. At first glance, they might look like one lost parking spot, but they are designed to improve the overall street functioning. These buffers accommodate essential street furniture like signage, streetlights, utility boxes, and trees without obstructing pedestrian movement.  More importantly, they also provide the necessary clearance near property entrances, making it easier for vehicles to turn in and out safely without hitting parked vehicles. At the same time, they prevent parked vehicles from spilling onto the carriageway, helping traffic move smoothly.  

The green buffers along Harit Setu corridors, known colloquially as ‘kaan’ as they resemble the human ear in geometry.

TJ: There’s also a larger question here about how our public space should be utilised. And I recall this line from one of our older ITDP publications: “Parking is a commodity, not a right.”  
 
RN: That statement is a great reminder that parking comes at a cost! Every parking space occupies valuable public land, so it must be managed carefully. The problem here is that only 15% of the city’s households own personal vehicles, yet a significant share of street space is being occupied by this vehicle-owning minority.  

To address the growing demand for on street parking, Pimpri Chinchwad Municipal Corporation (PCMC) is in the process of adopting a new, comprehensive Parking Policy which will help ensure that parking is managed better within the city. The policy focuses on managing parking in the city more efficiently by organising on-street parking, creating off-street alternatives where feasible, and ensuring that our limited road space is shared more fairly between all user groups. 

TJ: Parking management is a difficult but necessary conversation that many Indian cities are now having to confront.   
 
Speaking of difficult conversations, another point of contention about Harit Setu was its Rs 200-crore budget. People have been asking why so much money was spent on what they perceive as a mere beautification project. 
 
RN: I understand the public sentiment that a cost as high as ₹200 crores seems unjustifiable at first, so let me break it down.

Claim 3. “The project is an expensive beautification exercise”

RN: While the most visible changes on the street are its street furniture, and paving, there is more to the picture than just beautification. 
 
TJ: Yes, like the creation of: 

  • Accessible footpaths,  
  • Reorganisation and addition of new underground utilities including water supply, sewerage, stormwater drainage, gas, electrical, telecom, optical fibre, street lighting, irrigation and CCTV infrastructure,  
  • Use of high-quality and long-lasting materials such as precast kerb blocks, 
  • Installation of pedestrian lights to make streets safe and functional for children and elderly alike.

As a brownfield project, utilities are a major component, accounting for nearly 28% of the total project cost. I heard that existing utility networks are being reorganised, relocated, and upgraded as part of the street redevelopment, with provisions made to meet the city’s projected requirements for the next 20 years. So, the budget clearly goes towards more than aesthetics!

RN: Exactly. Creating a high-standard, pedestrian-friendly street in India would cost roughly ₹10 crore per kilometre. This is proven by street design projects across the country, such as Linear Garden Street, Pimpri Chinchwad (₹29 crores), Smart Janpath Street, Bhubaneswar (₹80 crores), Wardha Road, Nagpur (₹57 crores), and Ernakulam Smart Streets, Kochi (₹52 crores).  
 
So, when you multiply that 10-crore figure by the 21 kilometres being developed under Harit Setu’s pilot in Pradhikaran, the ₹200 crore budget starts to make a lot of sense. 
 
When cities prioritise vehicle-centric projects, which they often do, more traffic gets created, and along with it, an endless demand for more flyovers and wider roads. But well-designed footpaths are great investments that actually future-proof our cities by reducing congestion.  

TJ: Well then, I think we have our verdict! Harit Setu is a clear investment in a safer and more resilient city, rather than just a beautification project. And evidently, this project reflects the larger vision that PCMC is building towards. Its work on Harit Setu has won the Bloomberg initiative for cycling infrastructure global challenge in 2023, and the Urban Mobility India award for City with the Most Innovative Financing Mechanism in 2025. I hope this project is explained to citizens as carefully as it has been designed.

Pimpri-Chinchwad Municipal Corporation wins the Urban Mobility India award for City with the Most Innovative Financing Mechanism at UMI, 2025.

RN: I agree, and that’s something PCMC has been working on. They have responded to these concerns by conducting 30+ consultations with different user groups on the significance and vision of this project. Citizen groups, stakeholders, elected representatives, Resident Welfare Associations (RWAs), political leaders, and the media have been engaged.  
 
TJ: That’s nice to know. Perhaps the silver lining here is that Harit Setu has created a learning opportunity for not just PCMC, but also other Indian cities trying to follow suit. Which brings me back to my other question…

What can Indian cities learn from Harit Setu?

RN: The most important step would be to engage citizens and stakeholders early and throughout the process. Without clear communication on urban projects, misinformation spreads quickly. This can be done through citizen forums, one-on-one meetings, workshops, media outreach, awareness drives to curb encroachment on footpaths, and hosting public events such as Vehicle-Free Days. Complementary measures, such as behaviour change campaigns to nudge good parking behaviours, can shift public perception towards street space, and encourage people to use streets equitably and efficiently.

TJ: There’s a clear lesson here for us all – the success of a street transformation project is also based on how well the project is understood and accepted by citizens, rather than just the kilometres completed or the crores spent.

RN: Yes! And successful urban transformations happen, not when cities build for people, but when they build with people.

Authored by Tejesvini Saranga Ravi, with technical inputs from Rutuja Nivate
Project team: Pranjal Kulkarni
Edited by: Donita Jose

Frequently Asked Questions
  1. What is the Harit Setu project in Pimpri –Chinchwad? Harit Setu is Pimpri Chinchwad’s neighbourhood level NMT street transformation project, based on the 15 minute city concept. Unlike conventional street projects, it focuses on creating a connected citywide network of streets with dedicated spaces for different users, encouraging walking and cycling while reducing dependence on motorised transport, one neighbourhood at a time. 
  2. How does the Harit Setu project improve walking, cycling, and street safety in Pimpri –Chinchwad? Harit Setu improves walking, cycling, and street safety by providing safer, continuous, and accessible, spaces for pedestrians and other street users. Before the intervention, pedestrians often had to walk on the carriageway because of discontinuous footpaths, parked cars, and vendors. But under Harit Setu, street space is reorganized to give each street user their own designated space. It also encourages people to walk and cycle more as it focusses on not one or two streets, but a network of interconnected streets so people can walk and cycle, freely to their local destinations. 
  3. How much does the Harit Setu project cost, and what is the money used for? The Harit Setu project is funded through a ₹200 crore municipal green bond. The budget covers accessible footpaths, reorganising of underground street utilities, improved streetlights, street furniture, paving, and other infrastructure required to create safer streets for citizens of Pimpri –Chinchwad.  

The Right to Walk in India Must Not End in the Courtroom – Why India needs a Bharat Janpath Yojana

by

Every day, millions of Indians begin and end their journeys on foot. Yet our cities continue to treat walking as an afterthought. The consequences are measured not just in inconvenience, but also in the lives lost.   

The Supreme Courts’s landmark judgement in Maniyar Iliyaz v. P. Ayyappan in June 2026 marks a clear break from this reality. By recognising the right to walk on safe, well demarcated footpaths as a fundamental right under Article 19(1)(d) and 21 of the Constitution, the Court has fundamentally changed the way India’s streets must be planned and governed.   

More importantly, the Court has established a new hierarchy for urban mobility: the movement of people on foot takes priority over the movement of vehicles. The judgement has made clear that footpaths are no longer optional urban amenities, but essential public infrastructure. Wherever a road exists, municipal authorities have an enforceable duty to provide and maintain a safe footpath.   

While the judgement settles an important constitutional question, the answer to a practical question remains: how do we ensure that every Indian can exercise the right to walk?   

Because rights alone do not build safe footpaths.

What is Missing in the System to Deliver Better Streets?  

Across India, cities have demonstrated that people-first streets are possible. The challenge is that these remain isolated successes because the systems needed to plan, fund, and sustain them at scale are still missing.

  1. No long-term vision: Firstly, cities continue to operate without a long-term vision for connected pedestrian networks, resulting in isolated projects rather than continuous walking infrastructure. This is compounded by the absence of a strong legislative framework that makes safe footpaths and pedestrian infrastructure a mandatory part of every road project. Existing policies and guidelines encourage better streets, but they are largely advisory and often ignored.  
  2. Lack of funding and misallocation of resources: Even where the intent exists, cities struggle to implement Healthy Streets because the problem is not just one of limited funding, but of how funding is prioritised. Transport budgets continue to favour infrastructure for vehicles, while walking infrastructure receives only a fraction of the investment it needs.  
  3. Frequent changes in administrative leadership and lack of technical capacity: This imbalance of funding is compounded by frequent changes in political and administrative leadership, weak technical capacity, and poor coordination between multiple road-owning agencies. Tier II and III cities face even greater constraints, with limited municipal finances and little access to specialised expertise for planning and delivering high-quality streets.  
  4. Public perception tilted in favour of vehicles: Finally, transforming streets also requires changing public perception. For decades, road space has been designed almost exclusively around vehicles. When projects seek to rebalance streets in favour of pedestrians and cyclists, they are often met with resistance because the vehicle owners see this as taking road space away from vehicles. Without sustained public engagement to communicate the wider benefits—for safety, mobility, health, and local economies—cities will continue to face pushback that slows or derails meaningful street transformation.  

What’s Needed to Make the Constitutional Right a Public Reality?

The next task for decision-makers is to redefine how Indian streets are planned and delivered. The Supreme Court has recognised the right to walk; translating that right into everyday reality requires pedestrian infrastructure to be treated with the same priority as every other mode of transport. The proposed Bharat Janpath Yojana, as elaborated in the recent report: The Healthy Street Dividend, offers a framework to achieve this through three interconnected actions.

  1. Legislative Framework: The first is a legislative framework that formally recognises and protects the right to walk while making safe, continuous, and universally accessible pedestrian infrastructure a mandatory part of every road project. While a comprehensive national framework is the long-term aspiration, states are well placed to lead this reform in the near term by enacting legislation that reflects the Supreme Court’s principles. Just as the Motor Vehicles Act provides a statutory framework for improvement of vehicular movement, India now needs a legislation that makes safe, continuous, and universally accessible footpaths mandatory in every road. Karnataka’s proposed Active Mobility Bill offers one such pathway.   
  2. National Streets Programme: India also needs a dedicated national programme to support implementation at scale. The second action is a National Streets Programme to help cities move beyond isolated street improvement projects and build connected walking networks at scale. Beginning with a target of 10,000 kilometres of Healthy Streets across 100 cities, the programme would prioritise continuous footpaths, safe at-grade crossings, traffic-calmed streets, protected cycling infrastructure, shade, lighting, and universal accessibility. More importantly, it would create complete networks that connect homes with schools, healthcare, markets, workplaces, and public transport hubs, closing the critical first- and last-mile gap while making streets safer and more inclusive for everyone.    
  3. Creating an enabling ecosystem: The third action is to build the institutional and financialecosystem needed to sustain this transformation. Delivering better streets cannot depend on individual champions or one-time funding. States should establish dedicated Urban Transport Cells, while cities create Active Mobility Cells to coordinate agencies, build technical expertise, and oversee implementation. This must be backed by dedicated funding for Healthy Streets, regular monitoring of outcomes, and sustained public engagement to build support for people-first streets. Together, these reforms can ensure that India’s walking networks are not only built, but maintained, expanded, and continuously improved. 

The Case for Investing in Better Streets  

The proposed Bharat Janpath Yojana is more than a roadmap for implementing the Supreme Court’s Judgement. It is a compelling public investment. The strongest argument for better footpaths and well-designed streets will always be that they save lives; this alone is reason enough to act. However, the benefits don’t end there. Streets designed for people determine who can access the city, how healthy neighbourhoods become, how resilient cities are to extreme weathers, and even how local economies grow.  

This is the central finding of The Healthy Street Dividend, a multi-city, multi-indicator assessment launched by the Ministry of Housing and Urban Affairs (MoHUA) and GIZ India, prepared by ITDP India. The study examined Healthy Streets across 10 cities and compared it with streets in the same city where basic pedestrian infrastructure is lacking. The findings make a compelling case.  

The most immediate dividend is social. A well-designed street gives people confidence to step out, especially those who have historically been excluded from public spaces. Women are 1.5 times more likely to walk on Healthy Streets, and nearly nine in ten women report feeling safe after dark. Older adults and children also use these streets significantly more. Healthy Streets allow for independence, dignity, and equal access.  

The benefits extend to the environment we live in. Healthy Streets improve air quality by 27%, reducing people’s exposure to harmful pollutants such as PM1, PM2.5, and PM10 by 23%. They also help cities cope with rising heat street through shaded trees. As Indian cities grapple with extreme heat and worsening air pollution, pedestrian infrastructure must be recognised as climate and public health infrastructure too.  

The economic dividend is equally compelling. Streets that are safer and easier to walk on attract more customers and increase spending at local shops. Shopkeepers on Healthy Streets reported a 20% increase in annual turnover, while street vendors saw 50.6% higher daily sales. The benefits extend beyond individual businesses. Walkable, people-friendly streets make neighbourhoods more desirable, contributing to 10–60% higher real estate values across cities, strengthening the local tax base. They also unlock the value of India’s massive investments in public transport by making the first and last leg of every journey safer and more convenient. In other words, the same investment that protects lives also supports businesses, strengthens city finances, and makes existing transport systems work better.  

The Stars Have Aligned. We Must Act Now!

In May 2026, the Prime Minister of India, called on Indians to rely more on public transport and reduce dependence on private vehicles, recognising the strategic importance of reducing fuel consumption in an uncertain geopolitical landscape. The Supreme Court has affirmed safe footpaths as a fundamental right. With political intent and constitutional backing moving in the same direction, what remains is decisive implementation. The time to redesign India’s streets is not sometime in the future, it is now. 

Written by Shreesha Arondekar, Senior Associate, Development and Communications | With inputs from Venugopal AV, Programme Manager, Healthy Streets and Partnerships, ITDP India 

Frequently Asked Questions

  1. What does the Supreme Court judgement on walkability say? 

The Supreme Court’s judgment recognises the right to walk safely on a footpath as a fundamental right under the Constitution of India. The Court held that the right to walk is an essential part of a person’s right to life, dignity, and freedom of movement. 

The judgment makes five important points: 

  • People walking on footpaths should be given priority over motor vehicles. 
  • Footpaths are a legal responsibility. Wherever there is a road, local authorities such as municipal corporations, municipalities, development authorities, and panchayats have a duty to provide and maintain safe, well-demarcated footpaths. 
  • Current laws are not enough, such as the Motor Vehicles Act, which focuses on vehicles, and does not protect the rights of pedestrians. 
  • India needs a dedicated legal framework that clearly protects the right to walk, defines the responsibilities of governments, and creates systems to ensure this right is implemented. 
  • Citizens can seek legal remedy, if authorities fail to provide safe walking infrastructure, and a person’s right to walk is violated. 
  1. What is the proposed Bharat Janpath Yojana? 

The Prime Minister’s Bharat Janpath Yojana is a proposed national mission, recommended by ITDP India, to help cities build safe, accessible, and people-friendly streets across India. Its vision is to reclaim India’s streets as vibrant, equitable, and sustainable public spaces that prioritise people over vehicles, recognising that the right to walk safely is an integral part of the Right to Life under Article 21. 

To make this vision a reality, the proposed Yojana brings together three key elements: 

  • A legislative framework to protect the right to walk and make safe pedestrian infrastructure a mandatory part of every road project. 
  • A National Streets Programme to create 10,000 kilometres of Healthy Streets across 100 cities, building connected walking and cycling networks instead of isolated pilot projects. 
  • An enabling ecosystem that provides dedicated funding, strengthens state and city institutions, builds technical capacity, and establishes monitoring and accountability mechanisms to support long-term implementation. 
  1. What is Healthy Street? 

A Healthy Street is defined as a thoroughfare designed with pedestrian-oriented infrastructure that prioritises people and social activity over the movement of motorised vehicles. Unlike conventional “Unwalkable Streets” which lack dedicated pedestrian space, Healthy Streets are reimagined as equitable public spaces that support economic growth, social interaction, and environmental health. 

The key characteristics and design components of a Healthy Street include: 

  • Wide, continuous footpaths 
  • Traffic-calming measures 
  • Universal accessibility 
  • Green buffers and shade to improve thermal comfort and manage stormwater 
  • Street amenities 
  • Integrated underground utility corridors 

Once a cycling and walking city, Erode’s mobility infrastructure leaves much to the imagination

by

One day. Three commuters. 

5:30 AM: Selvi, a 23- year-old walks 20 minutes to a bus stop with no light as streetlights are not planned to illuminate walking paths. 

8:00 AM: A few hours later, Rajeshwari, a 35-year-old  is dropping her son to school by foot. She’s seen walking on a tightrope of the dusty road edge as large trucks zoom by, as school streets are also commercial and industry access streets. 

5:00 PM: Muthusamy is exhausted by the end of his work shift. However now a longer wait awaits him, for a bus that may not come. He’s seen squatting on the road, as the narrow concrete bench at the shelter is already occupied. 

Erode’s mobility crisis is not abstract. It is lived, daily, by hundreds of thousands. 

Figure 1: A mobility baseline of Erode

Erode is a city presenting a striking paradox. While on one hand, 63% of daily trips rely on sustainable modes of transport, in sharp contrast, city lacks essential pedestrian infrastructure, adequate public transport coverage, and safe, comfortable access to transit. At the same time, vehicle ownership continues to rise, intensifying competition for limited road space and contributing to congestion, pollution, and increasing urban heat. 

These challenges are not unique to Erode. Across many Tier-2 cities in Tamil Nadu, decades-old road networks are struggling to accommodate rapid motorisation, often at the expense of pedestrians, bus users, women, and other vulnerable groups. In one of India’s hottest cities, the impacts are compounded by rising temperatures and climate risks. 

To better understand these gaps and identify targeted solutions, ITDP India, under the UK PACT-supported Climate-Resilient, Sustainable and Inclusive Urban Mobility project, undertook a detailed assessment of Erode’s streets, bus stops, and transit accessibility. The findings reveal not only where the city is falling short, but also how it can build a more inclusive, climate-resilient, and sustainable mobility future.  

Where are the pedestrians of Erode?

Figure 2: Footpath network of Erode city

People like Rajeshwari walk in Erode to the bus stops, markets, schools, temples and other public places –  either as a primary mode or as a last-mile mode of travel. However, this walk is unsafe as there’s no footpath. 

Figure 3: Analysis framework to assess pedestrian access 

At least 40 kms of the road network in Erode has a width greater than 12m RoW, making it feasible to implement adequate footpath infrastructure; however, the city has currently built only around 10.7 kms of footpaths, serving just 3 of 74 Corporation schools and 42 out of 225 bus stops. 

The nature of the footpath was assessed using a framework of analysis, combining infrastructure audits, user perception surveys with 300 citizens, as well as speed surveys. The data revealed that  the existing infrastructure hardly helps where needed most. 

Figure 4: From top to bottom: 1. Absence of defined footpath,  2. Obstructed footpath, 3. Absence of footpath on most roads

Figure 5: Results from perception surveys and footpath audits

Walking should be the easiest and most natural way to get around a city. Yet, for many people in Erode, the lack of continuous, safe, and comfortable footpaths leaves them with little choice but to walk on the carriageway, exposing people to speeding traffic, air pollution, and extreme heat.

Residents are clear about what they want: safer, cooler streets and well-connected footpaths linking homes, schools, workplaces, and bus stops. Their aspirations highlight an opportunity to reimagine Erode’s streets around people, creating a comprehensive pedestrian network that is safer, more inclusive, and climate-resilient.

Is bus transport a better option?

If walking is difficult, perhaps the bus offers relief—but ITDP India’s analysis suggests otherwise. As shared above, bus users like Muthuswamy and Selvi almost end up waiting for prolonged times in unsafe and unprotected situations.

Although the Erode bus network boasts a daily ridership of 6 lakh passengers, the city’s public transit network is currently limited to major arterial corridors totalling 55.56 km, supported by 225 bus stops, 725 TNSTC buses, and 38 private buses. But this means that there are only 25 buses per lakh population, as against the 60 prescribed by MoHUA, indicating a significant overall deficit in the bus network.

Access to public transport was assessed using an analytical framework that combined PNT, bus stop infrastructure audits, and user perception studies. How was this done?

Figure 6: Analysis framework to assess access to public transport

The PNT Analysis is an overlay of the city’s transit network, its land uses and population. This revealed that the bus network is accessible within a 5-minute walking distance only for 44% of the population!  However, if we consider access to Frequent Transit (FT), that is, routes that consist of buses every 5 minutes, only 14% of the population can access it within walking distance. This percentage is much less when it comes to access to buses for schools, institutional areas, or slums, at just 18.6%, 9.3% and 1.7%, respectively.    

Left Figure 7: Bus transit shed (only TNSTC) and Right Figure 8: Frequent transit shed (only TNSTC)

Figure 9: From left to right: 1. Absence of safe crossing at bus stops, 2. Absence of bus shelter, 3. Inadequate seating at bus shelters 

Figure 10: Results from bus user surveys and bus stop audits

The results of the survey and audits reveal a lack of, as well as poor quality infrastructure provided at bus stops, resulting in 99% of audited bus stops falling under Level of Service (LoS) C, which is the lowest scoring category used in the study. 

Therefore, bus shelter infrastructure and buses require comprehensive upgrades to improve safety, comfort, accessibility, and information. Bus users have highlighted the need for panic buttons, help lines, and CCTV in buses and bus stops; low-floor buses; better lighting and more seating; and an increase in bus frequency as top priorities.  

These findings also establish the need for optimising existing routes, developing secondary and tertiary routes served by mini-buses or Intermediate Public Transport (IPT) services like autos, physical integration of bus stops with IPT stops, adding modern buses (Electric and petrol/diesel/CNG) to the fleet, and installing modern bus shelters connected to the footpath, enabling pedestrian access. 

How can Erode move towards sustainable transport?

Erode’s upcoming Master Plan 2041 presents a unique opportunity to build a city that works for everyone. Safe footpaths, comfortable bus stops, reliable and affordable public transport, and essential amenities such as lighting, seating, shade, drinking water, and restrooms are not just infrastructure investments—they are the foundations of dignity, inclusion, and resilience. 

Ultimately, Erode’s progress will be measured not by the roads it builds, but by how safely and comfortably its people can move. The choices made today can help create a more equitable, connected, and climate-resilient city for the future because for Rajeshwari, for Selvi waiting in the dark, for every child who nearly gets hit—there is no more time to waste.  

Those who wish to read through detailed insights, kindly refer to the publication. 

Written by Sanchana S, Senior Associate, Healthy Streets 

Edited by Donita Jose, Deputy Manager, Communications

Frequently Asked Questions

  1. What is PNT analysis? 
    People Near Transit (PNT) Analysis is a method that overlays a city’s public transport network with land-use and population data to understand how many people can access public transport within a walkable distance. In Erode, it was used to identify areas and population groups that lack sufficient access to bus services and frequent transit. 
  1. How extensive is Erode’s public transport network? 

Erode’s public transport network currently consists of: 

  • 55.56 km of bus corridors along major arterial roads
  • 225 bus stops  
  • 725 TNSTC buses  
  • 38 private buses  

Around 6 lakh daily passenger trips . However, the PNT analysis found that only 44% of Erode’s population can access the bus network within a 5-minute walk, and only 14% can access Frequent Transit services (buses every 5 minutes) within walking distance. 

  1. How many roads in Erode have footpaths? 

Erode currently has only 10.7 km of roads with footpaths, despite having at least 40 km of roads wider than 12 metres where adequate footpath infrastructure could be provided. 

  1. How many schools in Erode have access to footpaths? 

Out of 74 Corporation schools in Erode, only 3 schools are currently served by footpaths. Additionally, among the 10 most populated Corporation schools, where 40% of students and teachers walk to school, footpaths adequately serve only 2 schools. 

  1. What are GEDSI principles? 

GEDSI stands for Gender Equality, Disability and Social Inclusion. GEDSI principles ensure that transport and urban infrastructure are designed to be: 

  • Safe and accessible for women, children, older adults, and persons with disabilities  
  • Inclusive of marginalised and vulnerable communities  
  • Equitable in providing access to mobility, services, and opportunities  
  1. What is the UK PACT Project about in Erode? 

The UK PACT-supported Climate-Resilient, Sustainable and Inclusive Urban Mobility Project in Erode aims to improve walking and public transport conditions while supporting low-carbon urban development. As part of the project, ITDP India: 

  • Conducted a People Near Transit (PNT) Analysis  
  • Audited 21 km of footpaths and 30 bus stops  
  • Surveyed 300 pedestrians (including 150 students)

Cycling Isn’t Disappearing from Indian Cities. We’ve Just Made Cyclists Invisible

by

Walk down a busy arterial road in an Indian city and you might conclude that cycling is a thing of the past. But look closer, especially during peak hours, and a different story emerges. On wide streets in Pune, industrial corridors in Pimpri-Chinchwad, and arterial streets in Nagpur, cyclists are very much present. They are just easier to miss because our streets are no longer designed to see them. 

A recent study conducted by ITDP India across these three Maharashtra cities (Pune, Pimpri Chinchwad, and Nagpur) found visibly high cycle volumes at peak hours, even on streets where cycling infrastructure is incomplete or poorly enforced. The data challenges a popular myth: cycling hasn’t disappeared. It has simply been pushed to the margins. 

Who Are India’s Cyclists Today?

India’s cyclists are not a homogenous group. Some ride to work, some to school, some to save money, and some for health or the environment. According to the survey of over 600 residents in three cities, nearly half of all cyclists use their cycles for daily, non-recreational trips—to jobs, colleges, markets, and homes. 

58% of responses from male cyclists said they cycle for recreation and fitness, but women, in particular, seem to rely on cycling as a mode of necessity. Nearly 60% of women cyclists reported using cycles for commuting, education, or errands. This distinction matters because it reframes cycling not as a lifestyle choice, but as essential urban mobility—especially for those with limited access to private vehicles or public transport. 

Children, too, are a critical yet overlooked group. Among cyclists under 18, two-thirds cycle primarily to reach schools and colleges, and 84% said they prefer dedicated cycle tracks over mixed traffic conditions. Their message is clear: safety, not speed, determines whether young people cycle. As one student cyclist put it, “Sometimes it gets too hot when I cycle back from school. I wish there were more trees or shade on the way.” Infrastructure, for them, is not just concrete—it is comfort, dignity, and protection. Some also said that their parent didn’t allow them to cycle to school as it was perceived to be unsafe.  

Infrastructure Exists. But Is It Working?

Over the past decade, Indian cities have invested in cycling infrastructure. Pune alone has built over 90 km of cycle tracks, Pimpri-Chinchwad more than 50 km, and Nagpur has begun developing an early-stage network.  

On paper, the city is making progress—cycle tracks have been built, and space has been allocated. But the reality on the ground tells a different story. 

Nearly 60% of cyclists rate segregated cycle tracks as ‘bad’ for comfort, pointing to fundamental design and maintenance issues. More than 60% report that these tracks are frequently obstructed by parked vehicles and vendor encroachments, while 44% highlight discontinuity—tracks that simply disappear mid-route. 

Faced with these challenges, cyclists are making a pragmatic choice. Instead of using unreliable and blocked infrastructure, many prefer riding in regular traffic lanes, even if it feels less safe. Ironically, shared streets with traffic calming measures receive better feedback, with 53% rating them as ‘good’ for comfort. 

The takeaway is clear: infrastructure alone is not enough. If cycle tracks are not continuous, unobstructed, and comfortable, they fail to serve their purpose—leaving cyclists to navigate the very traffic they were meant to be protected from. 

The single biggest complaint across all three cities? Obstructions.

Over 56% of cyclists cited parked vehicles and vendors blocking cycle tracks, while 54% pointed to weak enforcement as a key deterrent. One respondent asked bluntly: “What’s the use of a cycle track if it’s always full of parked vehicles?” 

 For women, the stakes are even higher. Half reported speeding vehicles and lack of enforcement as major deterrents, and more than 60% flagged poor road conditions and potholes as serious safety concerns. It is no surprise, then, that 87% of women cyclists said they prefer physically segregated cycle tracks.  

Regarding surface materials, 52% of respondents preferred asphalt(blacktop) as the ideal material for cycle tracks. Paver clocks are strict no-no as surface materials. 

The Silent Majority Waiting to Cycle 

Perhaps the most striking finding is not about those who already cycle, but those who don’t. 

Among non-cyclists and infrequent cyclists, 72% said they would consider cycling if safe, continuous cycle tracks were available, and 61% said strict enforcement of traffic rules would make a difference. These are not ideological opponents of cycling; they are pragmatic urban residents responding to risk.  

With Comprehensive Mobility Plans in these cities ambitiously targeting ~35% of trips by walking and cycling by 2030, there is a clear need for reliable, safe, and high-quality cycling infrastructure—not just to support existing cyclists, but to encourage new users and a broader section of citizens to adopt cycling. 

A Way Forward: From Token Lanes to People-Centred Streets

If we really want to see the cyclist back on the streets, we will need to provide dignity, safety and convenience to the users through nuanced design and strict enforcement.  

  1. First, continuity matters more than length. Fragmented cycle tracks that disappear at junctions or merge into traffic are worse than none at all.  
  1. Second, enforcement is infrastructure. Without managing parking, vending, and vehicle speeds, even well-designed tracks fail.  
  1. Third, cities must prioritise vulnerable users—women, children, and older adults—by providing shaded routes, smooth surfaces like asphalt, and traffic calming near schools and neighbourhood streets. 
  1. Finally, shared streets deserve renewed attention. When designed with narrow carriageways, speed tables, and pedestrian priority, they offer inclusive mobility without excessive segregation—an approach that many European cities have embraced and Indian cities can adapt. 

Cycling in India is not dying. It is waiting. Waiting for streets that acknowledge its users, protect their journeys, and recognise that a cycle is not a symbol of the past—but a vehicle for a more equitable urban future. 

Written by Pranjal Kulkarni, Programme Manager, Healthy Streets, ITDP India 

Edited by Kashmira Dubash, Deputy Director, ITDP India 

Why Liveable Cities, Not Flyovers, Will Win Urban Votes

by

As published in The Hindu(Tamil)

For decades now, the opening of a new flyover has been the ultimate symbol of political progress. These towering structures of concrete and steel were marketed as the ultimate solution to congestion and a promise of modernity and speed.  

But ask any commuter on any major artery in our cities, and the answer is clear: the promise has expired. The congestion returns, often worse than before, while the immense investment delivers only fleeting relief for a small segment of commuters. 

The larger public sees very little benefit. 

The core problem here lies in an old belief in city planning: that we can build our way out of traffic. In reality, new roads encourage more people to use private vehicles. When driving becomes slightly easier, more cars and two-wheelers come onto the road. Soon, congestion returns. This cycle keeps repeating and cities keep spending huge public money on projects that are both environmentally and fiscally unsustainable.  

Globally, most forward-thinking cities have begun to question this approach. One famous example is Seoul in South Korea. The city famously dismantled a massive elevated highway through its centre, over the Cheonggyecheon stream. Many feared traffic chaos. Instead, Seoul gained a six-kilometre public park, better air quality, a 15% increase in public transport use, and rising property values. Traffic did not increase. The city became healthier and more liveable. 

San Francisco, Portland, and Paris have followed suit, removing urban highways to reclaim space for people, not just vehicles. These cities recognised that the competition for the future isn’t about which city is fastest to drive through, but which is the most desirable to live in. 

So, what is the political alternative in Tamil Nadu? It’s a platform that addresses the actual anxieties of the 21st-century voter: the crushing cost of living, the daily drain of the time-tax commute, and the health burden of toxic air. 

1. Fiscal Responsibility: Better Use of Public Money 

Flyovers are extremely expensive. One kilometre of flyover can cost ₹200 crore or more. This money serves a limited number of private vehicles. In contrast, the same amount can fund solutions that help far more people. 

For example, well-planned Bus Rapid Transit (BRT) corridors can move seven to eight times more people per hour than a flyover. The same budget can also buy around 100 electric buses or build over 100 kilometres of safe footpaths and pedestrian-friendly streets. 

The real question for governments should be: how can public money help the maximum number of people? Flyovers benefit a minority. Strong public transport systems benefit everyone—office workers, students, elderly citizens, women, and low-income families. From a financial point of view, investing in buses, walking, and cycling gives far better returns for taxpayers. 

2. The Daily “Time Tax” on Citizens 

For city residents, time has become a hidden tax. Hours are lost every week in traffic jams. This affects work, family life, health, and mental well-being. For professionals, small business owners, and gig workers, time lost is income lost. 

A city with frequent, reliable buses and good last-mile connectivity gives people back their time. Shorter and predictable commutes improve productivity and reduce stress. Today, many employees value an easy commute as much as salary hikes. Real estate prices already show this—areas close to good public transport are in high demand. 

When governments invest in strong public transport, they are not just improving mobility. They are strengthening the economy. Reduced travel time means more efficient cities and happier citizens. 

3. Public Health and Quality of Life 

Our cities are struggling with pollution, noise, and unsafe streets. Transport is one of the biggest contributors to air pollution and climate emissions. Every new flyover encourages more vehicle use, which worsens air quality. 

The alternative is cities designed for people. Safe footpaths, cycle tracks, shaded streets, and green spaces make cities healthier. These changes reduce respiratory illness, traffic accidents, and stress. Children can walk safely. Elderly citizens can move around without fear. Neighbourhoods become connected instead of divided by large concrete structures. 

This is not a luxury idea. It is about basic health, safety, and dignity in everyday life. 

What Voters Want Today

The voter is no longer impressed by a photo-op on an empty flyover. They are counting the hours lost in their week, calculating the fuel burning a hole in their pocket, and worrying about the air their children breathe. They are choosing quality of life. 

The winning manifesto will not list flyovers. It will pledge a statewide transit revolution – a commitment to doubling bus fleets, digitizing payments, and integrating schedules and ticketing so that a seamless multi-modal journey is a reality. It will promise to reclaim street space for people, turning dangerous corridors into complete streets. It will frame mobility not as a civic engineering challenge, but as the backbone of a prosperous, healthy, and efficient Tamil Nadu. 

The world’s most admired cities  have learned that you cannot build your way to prosperity with more concrete. Tamil Nadu has the chance to leapfrog the mistakes of the past and build truly smart, sustainable cities. The question is not whether we can afford to make this shift, but whether we can afford not to. The voter on the crowded bus, the parent worried about polluted air, and the citizen tired of traffic jams are waiting for an answer. And their votes will reflect it. 

Authored by A V Venugopal is a Program Manager at ITDP India, based in Chennai, where he leads sustainable mobility projects focused on street transformation and parking management. His work spans Tamil Nadu and extends nationally, in close collaboration with a multidisciplinary team. 

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

by

9 minutes read time

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

And guess what? We found a clear winner. 

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

Why is Wardha Road A the best street in Nagpur? 

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

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

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

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

Just next door, but a whole different world

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

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

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

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

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

For instance: 

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

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

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

How Did the Study Get These Insights? 

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

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

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

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

Key Takeaways from Nagpur Street Audit:

1. Speeds are high on Nagpur roads 

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

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

2. All redesigned streets are not performing well 

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

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

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

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

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

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

4. Obstructions is a big issue 

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

5. Construction should be improved

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

So, How Can Nagpur Improve its Streets?

 1. Adopt a Network Planning Approach 

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

This thought process has numerous benefits.  

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

2. Focus on school zones 

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

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

3. Create Urban Street Design Guidelines 

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

These guidelines will further help to: 

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

5. Adopt the right policies

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

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

How Pimpri Chinchwad Bust Five Myths by Hosting Vehicle Free Days

by

As published in The Economic Times

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

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

Myth 1: Vehicle-free days cause traffic chaos

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

What’s next? 

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

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

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

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

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

by

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

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

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

Karl Dubash, 7 years old, Chennai 

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

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

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

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

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

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

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

Saba Serkhel, 29 years old, Mumbai

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

 

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

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

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

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

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

Kasim Bammanalli, 33 years old, Panaji

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

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

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

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

Karthik, 43 years, Chennai

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

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

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

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

M Nagalakshmi, 58 years, Hyderabad

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

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

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

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

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

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

by

As published in the Sustainable Transport Magazine

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

Technical inputs Smritika Srinivasan, Senior Associate – Urban Development