ITDP India

Promoting sustainable and equitable transportation worldwide

How Chennai and Coimbatore City Budgets are Championing Walkable Streets

by

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

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

A Historic Leap for Walkability in Chennai 

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

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

Chennai’s journey: From marginal to meaningful investments!

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

Citizens walking safely on Pedestrian Plaza

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

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

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

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

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

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

A renewed push: Bringing safety and equity to the forefront 

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

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

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

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

Bringing It All Together: CUMTA as the institutional backbone  

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

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

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

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

Coimbatore Steps Up: Scaling Sustainable Mobility Initiatives 

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

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

A Decade of Partnership: ITDP’s Ongoing Commitment 

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

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

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

Capacity Development Workshop for Bus Routes Roads Department in 2024

A Win Worth Celebrating—and Building On 

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

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

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

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

By Varsha Vasuhe, Senior Associate, ITDP India

Edited by Kashmira Dubash, Deputy Director, ITDP India

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

by

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

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

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

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

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

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

Stakeholder Meeting with GCC and GCTP in September 2022

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

CUMTA’s Parking Policy: Transforming Urban Mobility  

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Future-Proofing Chennai’s Streets

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

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

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

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

Conclusion 

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

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

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

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

Edited by Donita Jose

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

by

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

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

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

1. Improving Public Transport- Rs.170 crores

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

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

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

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

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

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

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

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

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

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

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

Pic: Students await their bus in Chennai

3.Pushing for Electrification – Rs.4 crores

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

        Other Highlights

         

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

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

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

        Edited by Donita Jose and Aangi Shah (Communications)

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

        by

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

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

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

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

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

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

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

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

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

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

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

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

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

        A private sector demand aggregation workshop in Erode

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

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

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

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

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

        4. Expanding Charging Infrastructure to Keep Pace with the Demand

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

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

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

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

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

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

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

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

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

        Written by Kashmira Dubash, Senior Programme Manager

        Low Emission Zones: Breathing Life into Chennai’s Future

        by

        As appeared in the The New Indian Express

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

        India’s LEZ Experiment: Hope on the Horizon

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

        Why LEZs matter for Chennai

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

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

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

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

        A Roadmap for Chennai  

        Turning this vision into reality requires a clear roadmap.

        1. Designing the Zones with Data:  

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

        2. Engaging People:

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

        3. Political Will

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

        4. Phased Rollout

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

        5. Measure Impact for Scale- Up

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

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

        Written by

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

        Sanjiv Gopal, Chief Strategy Officer, Asar

        Learning from Play: Designing an Urban Street Design Game (Part 2) 

        by

        For everyone who thinks managing urban transport is serious business, and not fun and games, we are back to say it can be both! 

        A few months ago, we wrote a blog on how to design an urban transport game. In the blog, we captured our learnings of gamifying the process of developing long-term plans for Healthy Streets. We did this so others can learn from the process and build on it. Well, this is our way of giving back, having learned from and built upon the expertise and experience of many other organisations in this field.  

        This is another such attempt to document our journey with a new game – Getting Your Street Design Right. In this blog, we elaborate on how we gamified the process of developing good street designs. 

        This game was played on 31st May, 2024, with 70 engineers of Greater Chennai Corporation at an inter-departmental workshop. Here’s how it was developed.

        Engineers from the Greater Chennai Corporation playing the game during the Inter-departmental workshop

        Drawing Inspiration from Experts

        In our quest to strategise the next game on getting street design right, we came across Global Designing Cities Initiative’s (GDCI) work. In 2023, GDCI hosted an interactive workshop with nearly 40 participants from Renca and Cerrillos (municipalities in Chile). During this workshop, city officials redesigned an intersection using puzzle pieces that represented key street sections such as bus lanes, cycle tracks, curb extensions for play, commerce, and pedestrian crossings. What a great idea! Inspired by their approach and drawing from our own experience, we started out designing our next game.

        Crafting a Clear Intent

        Having designed multiple games and hands-on exercises in the past, we knew that getting our intent right was key to designing this game. Street design is a vast subject, and with limited time, we had to focus on specific areas and key takeaways for the participants—the city engineers. Here’s what we wanted them to take away from the game:

        1. Grasp the basics of street design – Our participants were city engineers who were familiar with street design. However, they needed guidance on the right principles that would make their projects more impactful and long-lasting. Hence, we decided to focus on the basics, which could then be incorporated even in their ongoing projects for better impact.  
        2. Understand the reasoning behind the standards – Simply sharing information was not enough. Without understanding why certain street design standards are recommended, there’s always resistance to change. Hence it was necessary to establish the reasoning through the game, making it easier to grasp.
        3. Foster collaboration across departments – Different departments involved in street design have their own perspectives and processes. It was important to bring them together and get them to collaborate.  

        In short, we designed the game to simplify street design while making it fun, insightful, and collaborative.  

        Establishing Gaming Principles 

        To understand the design of street elements—footpaths, carriageway, landscaping, bus stops, street furniture, utilities, etc.—better, we wanted participants to explore redesigning a street. With this as the base, we structured the game on the following principles: 

        • Allow for mistakes and fixes – We wanted the participants to see how their current approach to street design wasn’t effectively addressing on-ground challenges. Hence, the game was structured in two rounds—one, where they design the street as usual, and two where they rectify their design based on the best practices. 
        • Evaluate the design and learn – To get participants to fix their designs, we needed them to understand the design gaps and why it was considered so. For this, we introduced a design evaluation round for them to understand the reasoning behind the street design standards.  
        • Reward players – It was established up-front that this game would have no winners. But where’s the fun in that? To keep the excitement going and to celebrate the teams for getting some aspects of street design right, we introduced badges! Each badge represented a key element to street design and winning that badge meant they designed that element well. Each team needed to win all six badges to unlock a “Healthy Streets Badge”.
        The different kind of badges awarded to the participants after each round of play

        Detailing the Game

        From our past experience, playing the game in groups, especially smaller ones, is most effective to hear different ideas. We decided to play this game in groups of 6-8 participants, creating an interactive approach for participants to learn by doing. Here’s how the game played out:

        1. The Playing Board

        We started by creating a fictional street, Malgudi Salai (Malgudi Street, in Tamil) and developed a plan view of an 80m stretch of this street, on the playing board. To keep it as realistic as possible, we depicted broken footpaths, varying carriageway widths, parking encroachments, large intersections, etc. on the playing board. Common pedestrian issues were also identified on the board to make it easier for the participants to understand the context and resolve them through design. 

        2. Context Sheets

        To help participants visualise the street , we developed additional information for Malgudi Salai. We included street photographs (of streets with similar character), land-use, and it’s location in the city.  

        A sample of the context sheets provided to the participants
        A sample of the context sheets provided in the form of photos

        3. The Game Pieces

        The elements of street design were our game pieces. Since we wanted players to learn from their mistakes, we developed the street elements of varying dimensions, including some that did not meet standards. This way the players had a variety of pieces of the same street element to choose from. We were also curious to know which ones they would pick in an ideal design scenario.

        A list of street-element cutouts handed over to the participants as game pieces

        4. The evaluation matrix and characters

        To make the game more engaging, we introduced two fictional pedestrian characters—Thangavel, a person with disability, and Kamala, a caregiver—who frequently used Malgudi Salai. Through their journey, we highlighted specific street issues, such as Thangavel struggling to navigate a broken footpath with his wheelchair. These scenarios helped participants understand the street issues from the characters’ perspectives. We shared an evaluation matrix which helped the teams evaluate their designs, keeping in mind the needs of Thangavel and Kamala. The evaluation matrix was a set of questions to check if a particular street design element was designed correctly. 

        The two game characters and a sample of the evaluation sheet

        5. The right process

        After the players designed the street and evaluated their designs, it was time to fix it. For this, they needed guidance on best practice of street design. So, before the teams modified their designs, we provided a step-by-step guide on how to redesign their streets. This was followed by another round of evaluation, and then the awarding of the Healthy Streets Badges.  

        Rolling out the Game 

        The capacity-building workshop had representatives from departments including the Bus Route Roads, Stormwater Drains, and Special Projects, along with Zonal engineers. We split them into groups of 10, making sure each group had representatives from different departments.  
         
        And then, game on! The team dived right into Round 1, working together to come up with a design solution for Malgudi Salai. We witnessed participants engage in healthy debates over minimum standards of the street elements.  
         
        After 15 minutes of play, the designs were complete and then came the moment of truth—the evaluation and handing over of badges. All groups got a minimum of two aspects of street design right, qualifying for atleast two badges. However, since they did not incorporate all elements of street design, they did not qualify for the Healthy Streets badge. This quickly made them realise that just fixing one or two aspects of the street doesn’t yield the impact they expect.  We eventually informed them that they had an opportunity to win the Healthy Streets badge in Round 2 by following a secret recipe! The energy in the room shifted—they were now pumped to pay attention to the guidance (the secret recipe) we provided on the right street design practices.  

        As the participants worked on Round 2, following the guidance provided, they even remembered to add access ramps for Thangavel’s wheelchair, without our nudges! They also realised that by making small modifications to their approach, like starting off with identifying the centreline of the street and fixing uniform carriageway widths, they were able to accommodate wider pedestrian infrastructure. They could do all this without compromising on other elements.  

        As a result, all teams qualified for a Healthy Streets badge by following the not-so-secret-anymore recipe! The players actively referred to the evaluation matrix and the guidance to ensure they got their designs right. This went on to show us that even a simple game like this can be so impactful.  

        Glimpses from the game play at the workshop

        Conclusion 

        Just like our game play in 2023, we once again saw how powerful and transformative games can be. The process of developing the game and especially the positive response of city officials to the game makes us hopeful about the future of streets in our cities. Through such continued engagements, we hope to make Healthy Streets a reality and enable our cities to create impactful transformations on the ground. 

        We leave you with this – there is hope for the streets in our cities. The game is far from over. 

        Written by Smritika Srinivasan, Senior Associate – Urban Development

        Edited by Donita Jose, Senior Associate – Communications

        Chennai’s Streets for People initiative wins the Ashden Awards

        by

        Over the last five years, Chennai’s Streets for People initiative has been instrumental in transforming over hundred kilometres of the city’s streets for more accessible and equitable mobility. An initiative of the Greater Chennai Corporation with technical support from the Institute for Transportation and Development Policy (ITDP) India Programme, the Streets for People initiative has been selected as the winner of the acclaimed international Ashden Awards 2020 in the Sustainable Mobility (International) category.

        Rethinking Urban Mobility

        With citywide lockdowns and the suspension of public transport systems, COVID-19 has forced cities to rethink urban mobility. The pandemic has illustrated what streets without cars could look like, and people around the world have reclaimed their street spaces for mobility or access to essentials and services among others. More importantly, the lockdown has amplified the importance of walking and cycling as affordable, equitable, and sustainable modes of transport for a large section of the urban population. 

        The Streets for People initiative in Chennai was aimed at improving walking and cycling infrastructure and enables people to move safely through the city. In Chennai, these streets proved extremely effective during the lockdown, enabling physical distancing and safe movement in neighbourhoods. As cities reopen and physical distancing becomes the new normal, the importance of such people-friendly initiatives for pedestrians and cyclists grows manifold.

        The Ashden Award celebrates the city and its citizens for accomplishing such an amazing feat. In essence, the award recognises ITDP India Programme’s objectives to improve the quality of life in cities so that future generations inherit urban spaces that are liveable, equitable, and sustainable. The awards highlight sustainable solutions that tackle global issues such as climate change and create equitable societies. Chennai’s Streets for People initiative is among the 11 winners at the annual Ashden Awards, which was held on July 2nd 2020 in a virtual ceremony. The winners were chosen from over 200 applicants working on creating resilience, green growth, and fairer societies. 

        The Chennai Streets for People Initiative

        Since 2013, Chennai has been transforming its streets for safety, comfort, and inclusivity. In 2014, the city adopted the Non-Motorised Transport (NMT) Policy, to dedicate 60 percent of its budget towards NMT. Chennai was the first Indian city to adopt a policy of this kind. Since then, with the support of the ITDP India Programme, the city has – 

        [baslider name=”PEDPLAZA”]

        Impact of the work 

        Lauded as making Chennai the “walking capital of the country” by L. Nandakumar, Chief Engineer, Greater Chennai Corporation, these interventions have led to wider footpaths, cycle-sharing systems, and last-mile connectivity in the city of Chennai. The initiative has helped in transforming over 120 kilometres of streets to be safe and accessible for pedestrians across the city. The project has improved access to roughly 300 bus stops and over 60 schools. Moreover, it has also helped in the effective implementation of parking management systems in approximately 500 kilometres of streets. 

        [baslider name=”Streetsforpeople”]

        Globally, cities like Paris, Milan, and London have allocated significant portions of their budgets towards creating walking and cycling-friendly infrastructure. Chennai has taken similar action through the Mega Streets programme, to create a city-wide network of streets with a lifespan of at least 30 years thereby prioritising ‘Liveability, Mobility, and Utility’. Launched earlier this year, the project aims to transform 1000 kilometres of streets in the city. The Government of Tamil Nadu, in its annual budget speech in February 2020, has expressed its intent to invest over USD $500M to replicate Chennai’s success in ten other cities, which will transform over 1600 kilometres of streets across the state.

        A shining example for Indian cities

        Chennai’s Streets for People initiative is a gamechanger in terms of transforming India’s cities into more equitable and people-friendly urban spaces. Moreover, the government’s intention to expand the project represents its potential to transform streets across Tamil Nadu for future generations. The Ashden award recognises and celebrates the success of Chennai’s Streets for People project done by the Greater Chennai Corporation supported by ITDP India Programme as not just the first step in scaling up across Tamil Nadu, but also as a lighthouse for urban development across the country. 

        Written by Avishek Jha

        Edited by Keshav Suryanarayanan

        Chennai’s Streets for People: The journey

        by

        Infographic Blog

        In an era of vanishing footpaths and widening carriageways, the Greater Chennai Corporation (GCC) has been introducing a host of initiatives prioritising pedestrians, cyclists and public transport users — giving these social heroes their due. From adopting a progressive policy that makes walking and cycling its priority in 2014, to rigorously implementing the policy through its Chennai Street Design Project and the Smart City Mission over the last five years, the city has been transforming itself from a car-centric to a people-friendly city.

        Scaling up the street transformation work in Chennai, the Greater Chennai Corporation launched the Chennai Mega Streets Programme to create a city wide network of streets with a lifespan of at least 30 years – prioritising Liveability, Mobility and Utility. The success of the street transformation works and the Mega Streets launch was reflected in the Tamil Nadu Budget announcement in February 2020, with the allocation of funds for the preparation of DPRs and commencement of work.

        With the Mega Streets Programme now set in motion, Chennai is now gearing up to become the “Walking Capital of the Country”. Learn more about the city’s journey of making Streets for People in the infographic below.

        Conceptualized by: Aswathy Dilip, A V Venugopal, Santhosh Loganaathan

        Making Places for People: The Launch of the Pondy Bazaar Pedestrian Plaza

        by

        The Pondy Bazaar Pedestrian Plaza, one of Greater Chennai Corporation’s most anticipated projects, was launched with much pomp and show on the 13th November, 2019, by the Hon. Chief Minister of Tamil Nadu, Thiru Edappadi K. Palaniswami. Spanning over 700m on Sir Thyagaraya Road, the plaza has successfully transformed one of Chennai’s busiest and car-centric shopping streets into a pedestrian promenade by prioritising people over vehicles, and opening up new ways of experiencing the space. With wide and safe pedestrian walkways on both sides, ample shaded seating, beautiful landscape, and colourful play elements, the plaza was designed as a space accessible for all, including women, children, senior citizens and people with disabilities. 

        Pondy Bazaar Pedestrian Plaza takes off !

        A couple with a stroller walks past the parade of shops, the infant’s eyes light up at the brilliant display of wares. A group of young women store-hop, hands full with bulging shopping bags bursting at their seams, but they still want to shop more. An elderly man on a wheelchair swiftly moves through the teeming crowd, pausing at places to enjoy the sights and sounds of the promenade. Musicians take over the streets as people walking by stop to listen, curious and pleasantly surprised. Two generations of family converse over fresh filter coffee, while the third-and the youngest- runs around and plays on the see-saw by the footpath.

        Vibrant, attractive, lively, with spaces to walk, run, play, socialize, sit, linger and observe.

        A street full of people. A street for people.

        This is the New Pondy Bazaar Pedestrian Plaza! 

        [baslider name=”pedplazathree”]

        [baslider name=”pedplazafour”]

        The Pedestrian Plaza project was conceived with the intent of enhancing the unique shopping experience that Pondy Bazaar offers, by reclaiming public space for the shoppers. For the first time, Chennai is looking at a street as not just a mobility corridor, but as a social, public space for everyone, be it families, children, and the elderly.

        An open-air mall in the heart of the city! 

        Before and after conceptual street sections highlighting the space reclaimed for the pedestrians

        [baslider name=”pedplazaone”]

        [baslider name=”pedplazatwo”]

        With the success of the pedestrian plaza, the city now plans to scale up the work by redesigning and developing streets in Chennai to be future-ready and Non-Motorised Transport (NMT) friendly incorporating various aspects of mobility, utility and livability.

        The first phase of the Mega Streets project envisions the creation of a network plan and redesign of over 110 km of streets spread across six different neighbourhoods. The network plan will prioritise shaping spaces accommodating the needs of all road users.

        G.Prakash, IAS – Commissioner, Greater Chennai Corporation is all praise for namma Pedestrian Plaza!

        With more neighbourhoods set to see a similar transformation, Chennai is surely moving towards better and livelier streets for all!

        Written by Aishwarya Soni
        Sketch by AV Venugopal
        Videos created by Aishwarya Soni, Kawin Kumaran.
        Photographs by TD Achuthan, Santhosh Loganaathan

        Edited by Keshav Suryanarayanan

        Check out our previous blog on how the Pedestrian Plaza reclaims the street for pedestrians and shoppers.