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

4th September 2026 by admin

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 an aims to create 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 our 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 PCMC (₹29 Cr), Smart Janpath Street Bhubaneswar (₹80 Cr), Wardha Road Nagpur (₹57 Cr), and Ernakulam Smart Streets (₹52 Cr).

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

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.
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.
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.

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

15th July 2026 by admin

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

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.

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.

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.

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.

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

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)

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

17th February 2025 by admin

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

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

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

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

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

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

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

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

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

1. Availability of Information

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

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

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

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

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

Elements that this bus stop from the film Pelli Choopulu is missing

2. Ease of Access

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

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

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

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

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

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

3. Essential Infrastructure

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

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

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

Some essentials we identified are-

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

4. Passenger Safety at Bus Stop

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

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

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

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

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

Conclusion

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

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

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

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

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

16th January 2025 by admin

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

10 things that make a Healthy Street!

16th August 2022 by admin

An illustrated tour

We all need #HealthyStreets to ensure that everyone—regardless of age, gender, race, or physical ability—can move #safely, #comfortably, and #breathe clean air. 🚸What makes a #HealthyStreet? This illustrated poster shows exactly that!

Get your hi-res copy here, now available in these languages!

English | Hindi | Tamil | Marathi | Odia(Oriya) | Punjabi | Malayalam

Designed by Suvetta Lakshminarayanan
With inputs from Aswathy Dilip, Sivasubramaniam Jayaraman, Kashmira Dubash, Pranjal Kulkarni, Parin Visariya, Venugopal AV, Aangi Shah, Smritika Srinivasan, Santhosh Loganaathan, Bala Nagendran M, Naveenaa Munuswamy, Aishwarya Soni, Aditi Subramanian