ITDP India

Promoting sustainable and equitable transportation worldwide

One Challenge, Five Startups, Better Public Transport for All 

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“Where is my bus?” Ask any Indian commuter, and chances are they have asked this before. The long waits and uncertainty often push people to simply give up and hail a rickshaw. Over time, what should be a city’s most reliable service — public buses — caninstead drive people towards private vehicles. This frustration is not unique to India, and innovation is needed to improve today’s bus systems across the board. 

History shows that significant challenges like this can often be solved by breaking them into more manageable parts. That is how ‘hackathons’ began in the 1990s — computer programmers fixing one glitch at a time until entire systems are improved. The lesson was simple: solve more minor problems first, and the larger system benefits. 

In April 2021, India embarked on a collaborative journey to solve issues with its urban bus systems. The Ministry of Housing and Urban Affairs (MoHUA) and the Smart Cities Mission launched the Transport4All (T4A) Challenge — India’s first and largest digital transport challenge. Co-hosted by ITDP India, with support from the World Bank, Startup India, and CiX, the program brought together over 240,000 citizens, 130 cities, and 28 startups. This collective effort aimed to tackle a single mammoth problem, divided intoseven clearly defined challenges. The outcome? Of the 10 pilot projects born from the Challenge, several are already helping to ease commuters’ daily challenges through digital innovation. 

The Concept and Challenge Design 

The T4A Challenge used a dynamic, three-stage process to bring together cities, citizens, and startups to co-create solutions for public transport.  

Stage 1: Identifying Problems  

The first stage in 2021 involved a comprehensive assessment of the realities on-the-ground. Ninety-nine cities formed a Transport4All Task Force, a multi-stakeholder collective, to guide decision-making. This collective included city bus authorities, traffic police, metro rail operators, and NGOs. Since T4A was a digital innovation challenge driven by data at its core, a massive data collection exercise — the largest of its kind in India — was undertaken. Over 200 NGOs supported a city survey that involved more than 200,000citizens, 17,000 bus drivers and conductors, and 25,000 informal public transport drivers. Their inputs helped shape eight core problem statements. 

Stage 2: Solution Generation  

With the problem statements defined, the Challenge shifted its focus to finding solutions by reaching out to startups in 2022. From over 160 applicants, 45 startups with 70 proposals were shortlisted to develop and refine digital solutions through mentoring and workshops. After another round of screening, the top ten winning startup solutions were selected. They each received a reward of up to ₹20 lakhs (USD $22,000) per solution, along with the chance to proceed to the next stage of implementation. 

Stage 3: Pilot Testing  

This was where theory met practice. In 2023, the winning startups received pilot orders to engage with public bus operators for large-scale testing of their digital solutions. This stage was crucial for refining the solutions based on four mentorship rounds, in which the startups ironed out their selling points, business models, and prototypes. At the end of this stage, eventually, two problem statements were dropped due to a lack of robust solutions. Five startups ultimately took on the following six problem areas:  

  • Route Rationalization 
  • Network Digitization 
  • Bus and Staff Scheduling 
  • Transit Performance Monitoring 
  • Passenger Information and Ticketing 
  • Bus Maintenance Scheduling 

The Impacts and Innovations

Years of effort finally came to fruition when these five startups rolled out their ten pilot projects in six cities — Pune, Pimpri Chinchwad, Mira Bhayandar, Belagavi, Kalyan-Dombivli, and Davanagere. Each pilot started with a simple question that needed to be answered.  

Take bus route planning, for instance. In Pune and Pimpri Chinchwad (two neighboring cities with one public bus operator) and Mira Bhayandar, bus operators asked: “Why can’t bus networks be viewed and planned digitally, instead of being scattered across paper files and Excel sheets?” One startup, Anamar Technologies, digitized 1,100 routes in Pune and Pimpri Chinchwad into General Transit Feed Specification (GTFS) formats, enabling multiple digital solutions for the bus operators at Pune Mahanagar ParivahanMahamandal Limited (PMPML). Meanwhile, the startup Amiraj Wahan did the same in Mira Bhayandar for three routes. Now, staff can update routes in minutes, and passengers can see them directly on Google Maps. 

There has also always been an issue of planning staff and vehicle schedules dynamically based on passenger demand and traffic. Drivers and conductors have long asked: “Why can’t our shifts be planned reasonably and efficiently?” In Belagavi, the startupInnoctive Technologies (CargoFL) introduced a scheduling tool that reduced scheduling time from 1410 minutes to just 120 minutes. In addition to improving scheduling, it also saved up to ₹13 lakh (USD $15,000) per depot annually and increased vehicle utilizationfrom 25 to 80 percent. 

For many city bus operators, another frustration was: “Why don’t we have a dashboard to see how buses are performing?” The startup, Vrishchik Technologies LLP, stated that in Davanagere, they created digital dashboards that track operations with 95% accuracy and generate up to 30 actionable reports on various operational aspects.  

Even bus maintenance was reimagined. Instead of waiting for breakdowns, bus operators asked: “Why can’t repairs be predicted and planned?” QED Analyticals and ApnaWahan piloted predictive maintenance in Pune, using on-board devices and digital platforms. The result: repair turnaround times dropped by 50% from 3 hours to 1.5 hours, and overall costs fell by 16 percent. 

And what about the passengers who often wonder: “Why don’t the buses go through the areas where people actually live and work?” As cities grow, routes get outdated, which means some buses run nearly empty while others are overcrowded. The startup, AmirajWahan Pvt Ltd, helped three cities — Belagavi, Kalyan-Dombivli, and Mira Bhayandar — redesign their networks. In Kalyan-Dombivli alone, 84 routes were rationalized, expanding coverage from 280,000 to 720,000 people.  

Lastly, one issue is persistent for many of India’s modern bus users: “Why can’t bus information be at our fingertips, and why can’t fares go cashless?” In Pune and Mira Bhayandar, Anamar Technologies and Aloha Tech, respectively, launched mobile apps offering live arrival times, multimodal journey planning, and cashless ticketing.  

Going Digital is Now Essential

T4A’s four-year journey, culminating in these ten pilots across six Indian cities, underscores the power of collective action. It shows what is possible when citizens ask the right questions, innovators create freely, mentors guide, and cities open their doors to change. Data and digital tools tied it all together. From dashboards that track fleet performance, to predictive systems that flag maintenance needs, to apps that display live bus information and tickets — these pilots have proven that technology and public transport can work together. They also sent a clear message to India’s 100+ bus operators: going digital is no longer optional, it is essential. 

The next step is to ensure that these solutions do not remain short-lived pilots but become part of daily operations. That means building the capacity within public bus operators and, just as importantly, investing in them in the long term. Innovation needs funding to survive and scale. The T4A Challenge has shown us that it is attainable. Now it is about making it the norm, so that bus riders across India no longer need to keep asking, “Where is my bus?”  

By Donita Jose, ITDP India and Varsha Jeyapandi, ITDP India 

How the Safety of our Children is Nudging Indian Cities to Rethink Safe Streets for All

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In wildlife conservation, there’s a familiar problem: charismatic megafauna—the big, beautiful, crowd-pulling mammals—soak up attention and conservation efforts, while countless other species struggle to survive unnoticed. Logic tells us the most endangered species deserve priority, but emotion usually wins. Cute creatures move hearts, budgets, and policies in ways that less glamorous animals simply can’t. 

Urban transport in India suffers from the same bias. 

Flyovers—the “charismatic megafauna” of our cities

Flyovers, foot-over-bridges, and wide roads are the “charismatic megafauna” of our cities—high-visibility, headline-grabbing symbols of development and aspiration. Footpaths, signage, and pedestrian crossings are their overlooked cousins. Not  visually unappealing perhaps, but certainly less exciting, harder to champion, and rarely the first choice in infrastructure conversations. 

That’s why knowing there is demand for footpaths isn’t enough. People-centric mobility must become aspirational. It needs to be the popular narrative, the default choice, and the shared vision of how cities should move. To get there, we must focus on behaviour change of society at large—and one of the strongest catalysts for change in any society is children. 

Children don’t just represent the future; they influence the present. Some of the most successful road safety campaigns are rooted in schools because their impact extends far beyond classrooms. Children take lessons home, start conversations at the dinner table, and —most powerfully, —hold adults accountable. We may ignore posters and policies, but we rarely ignore our children. We change habits, make safer choices, and strive to be better role models for them. 

At the same time, children are among the most vulnerable users of our streets. Their physical and cognitive development limits their ability to judge speed, distance, and risk. As vehicle ownership rises and streets grow more hostile, children face increasing danger simply navigating their neighbourhoods. This makes the case for safer, child-friendly street design not just compelling, but urgent. 

If we want cities that truly work for everyone, we must start building streets that protect, empower, and prioritise our smallest citizens.  

The Rise of Safe School Zones 

It’s a widely accepted principle in urban design: when we design for the most vulnerable, we design for everyone. Yet, despite this common wisdom, our cities still lack sufficient evidence of street designs that meaningfully respond to children’s specific needs. 

Creating Safe School Zones is a critical first step in addressing this gap and the beginning of a much longer journey toward truly child-friendly streets across the city and not just the school zones. 

In Tamil Nadu, two cities have taken promising strides in this direction. Chennai and Coimbatore have announced Safe School Zone projects aimed at transforming the streets children use every day. 

In Chennai, the initiative covers two major interventions: 

Avvai Shanmugam Salai, Teynampet (2.5 km) 
A network of streets in K.K. Nagar (19.5 km) 

    Together, these improvements are expected to benefit 31 schools (both private and corporation) across the city and impact nearly 4000 students from city corporation schools. 

     In Coimbatore, the projects include: 

    Trichy Road and Kamarajar Road (2.5 km) 

    School Streets at ten prominent locations across the city (4 km) 

      These efforts will support 24 schools (both private and corporation) and impact nearly 6,300 children from city corporation schools alone. 

      ITDP India has been supporting both cities in the rollout of these projects. However, from the very start, we took a slightly different approach with these two projects. We kept children and their voices at the heart of it! This is because any public project built on stakeholder consultations ensures inclusivity and democracy.  So, if we are designing streets for children, it is only natural that children themselves become part of the conversation. Yet their voices are rarely heard in urban planning unless we deliberately seek them out. Recognising this gap, we set out to design an ambitious—but fun activity created entirely for children. The goal was simple: to engage them in meaningful dialogue and understand, in their own words, what a truly safe school zone should look and feel like. 

      If our streets are meant for children, then their perspectives should help shape them.  

      Taking the Engagement into Classrooms 

      In Chennai’s K.K. Nagar neighbourhood, six schools and 268 students came together to reimagine their everyday streets. In Coimbatore, the voices of 280 students from four schools added depth to this collective vision. These young citizens became active participants in shaping safer, more inclusive school neighbourhoods. 

      Three thoughtfully designed activities were– 

      Love it, Like it, Don’t Want it – My School Street Edition  

      Designing My School Street
       

      Map My Journey To School


      Through this students reflected on their daily journeys, calling out safety concerns, moments of discomfort, and gaps in pedestrian infrastructure. The engagement culminated in an exercise where children articulated, in their own words, the design elements they wished to see on their school streets. Their responses offered a powerful qualitative lens into what truly defines a child-friendly street.  

      Beyond insights, the process also produced a tangible outcome: a children-led walking route map, highlighting streets that need urgent improvement, based on the routes they walk every day. Such maps can directly inform the creation of a priority network for implementing safe school street infrastructure. 

      Perhaps most striking was what children already knew. Their reflections on “good” and “bad” streets revealed a strong awareness of safety and accessibility, even if they did not know the terminology to explain them. Across both cities, their top priorities were clear: road safety and traffic management, street maintenance, and pedestrian infrastructure. Listening to them reminds us that the path to safer streets begins by seeing the city through the eyes of its youngest pedestrians. 

      Seeing the success of this approach, we at ITDP India are now striving to ensure that working with children is embedded within the scope of all “Safe Streets to School” design projects. As part of this resolution, design consultants are required to conduct surveys and interviews with students to ensure that street designs are sensitive, inclusive, and scaled to the needs of young users. 

      School streets or school zones envisioned through this process are places of calm and care: slow-moving traffic, interactive street edges, brightly coloured pedestrian crossings, clear and attractive wayfinding, reflectorised signage (that glow in the dark), and wide, comfortable walkways with dedicated pick-up and drop-off bays. While colours and motifs can be standardised citywide, each street is carefully contextualised to its surroundings. 

      School Zones as a Planning Paradigm for the Whole City 

      While school streets are daily lifelines for children, caregivers, and communities, Safe School Zones could be more than a safety intervention – they could be the strategic lens we need to reimagine truly accessible streets. When designed thoughtfully, a network of pedestrian pathways around a dense cluster of schools can do far more than serve students. It can seamlessly overlap with neighbourhood markets, bus termini, and other civic anchors, creating a walkable ecosystem that benefits everyone. 

      This idea closely mirrors the promise of first- and last-mile connectivity (FLMC) to public transport. Yet, in our planning priorities, the footpath is profoundly underrated as an FLMC service. It is often sidelined in favour of the more “charismatic” mini-buses or other forms of Intermediate Public Transport, despite being the most universal and inclusive mode of access. 

      Footpaths are the city’s quiet first responders—used by every road user, every day, often without notice, yet indispensable to the functioning of urban life. Investing in them, especially through the lens of Safe School Zones, is not just about mobility. It is about dignity, safety, and building cities that place people first. It may not be the most glamorous piece of infrastructure, but it is definitely the one needing collective attention and support.   

      By Sanchana S, Senior Associate, ITDP India

      Edited by Donita Jose, Senior Associate, ITDP India

      25 Wins from 2025 that Shaped Urban Mobility

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      At ITDP India, everything we do is guided by three goals: Increase public transport ridership, electrify urban transport systems, and secure funding at scale, to make the former two goals possible.
      And what’s our grand vision? People-first, low-emission cities. In 2025, every win was shaped by these three goals, and this shared vision.
      Some wins may look small on their own like a humble brick: a policy here, a budget allocation there, a guideline approved. But stack them together and you start to see the city being built to enable people moving smoothly, one sustainable decision at a time. Check out our crisp listicle on 25 wins from 2025 that Shaped Urban Mobility. This captures the winning moments of everyday work towards the big picture.

      Brick by Brick: 25 Milestones that Shaped Our Cities

      Chennai’s First Situational Analysis Reveals What’s Wrong with the Footpaths and How to Fix Them

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      Assessments are a part of everyone’s life. Ask a student, a professional, or even a patient, almost everyone is put through a series of tests, to check whether their performance is upto the mark or not. In the same way, don’t you think our cities need a thorough assessment, once every few years? 

      Assessments and analysis can help a lot, as if holding a report card up the face of city decision makers to assess what works and what doesn’t. It is with this thought that in 2023-2024, ITDP India’s team, embarked on an ambitious journey to assess and score the situation of the city’s streets and how walkable they are! 

      But why assess walkability?

      Walking is the most fundamental and natural mobility for most people in the city. It is a birthright for everyone to have and own, and to move, and access different parts of the city, that often gets taken for granted. 

      Picture this in fact! Almost 23% of trips in Chennai are made by ‘walking’, as per the Comprehensive Mobility Plan for Chennai Metropolitan Area (CMP), 2023. However, walking on arterial and sub-arterial (internal) streets continues to pose a high risk for pedestrians.  

      And these risks are translating into fatalities. Between 2019 and 2023, for instance, while Chennai took extraordinary measures to reduce the total number of accidents and fatalities, pedestrian fatalities still constituted a significant number. As per data assessed and analysed by ITDP India, pedestrian deaths made up 43% of all road accident deaths in Chennai. Furthermore, of all pedestrian related accidents in Chennai in 2023, 30% ended up as fatalities. This is an increase from 11% and 22%, respectively in 2019.  

      The above data point is crucial to delve into given that the city adopted the Non Motorised Transport (NMT) Policy in 2014, and it followed through by developing over 170 km of footpaths on key Bus Route Roads. This begs the question; what happened to those footpaths? Are they intact? Are they being utilised as was once imagined? Do they need improvements? These are some of the questions that ITDP India’s latest study, called Situational Analysis of Chennai’s Footpaths, attempts to answer.  

      What is a Situational Analysis?

      A situational assessment aims to understand the current condition of infrastructure in detail, highlighting the merits and demerits of footpaths in comparison to standards. It also builds a good database of the infrastructure and develops a scoring system to prioritise streets where footpaths require immediate attention. The study in Chennai identified 14 streets across different zones of Chennai, in which 32 km of footpaths were mapped and observed, and over 1700 user perception surveys were conducted.  More importantly, this study also provides a framework to analyse the impact of this humble piece of infrastructure on its users, for the future as well.   

      How was Situational Analysis done? What parameters were used?

       Every pedestrian infrastructure was viewed from three dimensions:

      Design Mapping

      How efficient is the design and how well it has adhered to the standards. This was done by using the MerginMaps which uses 14 performance indicators  

      User Perception Survey
      Gathering insights from vulnerable groups (young, elderly pedestrians, cyclists, public transport users) on footpath experience, using 8 indicators. 

      Observation Surveys
      Analyzing traffic volume and user behavior based on 9 indicators of optimal street usage. 

      The data collected was then analysed through the lens of 4 key parameters of Healthy Streets:   

      1. Ease of Mobility – The ease with which pedestrians can walk on wide, seamless, continuous footpaths free of obstructions.  
      1. Safety—The availability of dedicated pedestrian crossing infrastructure, traffic calming elements, a buffer between carriageway and footpath, street lighting, and active property edges ensures pedestrians’ personal and physical safety.   
      1. Universal Accessibility – Inclusion of the vulnerable sections of society, such as the elderly, children, pregnant women, and persons with other physical challenges, through design.  
      1. Livability – A sense of comfort and belonging created by the presence and integration of street play, street commerce, and other socio-economic activities, in addition to providing functional footpaths.   

      What were the key findings of the Situational Analysis?

      The study provides insights into the importance of footpaths as well as having good footpaths to improve their usability.    

      Footpath Design User PerceptionObservation Survey
      Ease of Mobility & Universal Accessibility 55% of footpaths across all streets were found to be of inadequate width.  58% of those who reported that the footpaths are not walkable are women Only 40% of the pedestrians are seen walking on footpaths. Most prefer walking on the carriageway due to obstructions and inadequate design.  
      40% of the total length of all streets lacked a footpath. 
             		76% of respondents found the streets had several obstructions on the footpath. On average, only 13.21% of modes of commute during peak hours on streets is walking.  
      On average 10 obstructions per 100m and parking constitutes 40% of all the types of obstructions, followed by encroachments like commercial spillover, advertisements, construction debris etc. 
      Safety & Livability Street lights illuminate only 61% of the streets. 
       
      The total number of pedestrian crossing points provided is 50% below the required number per IRC standards.       		57% of respondents who reported having difficulty crossing the street, and who found it unsafe at night are women 
       
      73% of respondents find streets unsafe to cross, and 71% of them are concerned about speeding vehicles while crossing.       		Speeds in neighbourhood-level streets are able to go as high as 60kmph. 
      Speed breakers followed by pedestrian crossing points are most effective traffic calming measures observed.  
      48% of all pedestrians are women, showing the need for inclusive design.  

      How did individual streets perform?

      To further make the analysis granular, a scoring framework was used which helped rate the performance of the footpath infrastructure across all 14 streets on all 31 indicators of performance. It also helped identify the nature of intervention required, based on varying performance:  

      1. A street with a rating of 25 or more can be improved through strict enforcement and minor repairs and interventions.   
      1. Streets rated 19 to 25 would require enforcement to remove obstructions, improve footpath surfaces, and introduce accessible crossing infrastructure.  
      1. Streets with a rating of 14 to 19 would require repairs to improve the continuity of footpaths, remove obstructions, and introduce safe midblock crossing infrastructure.  
      1. Streets with ratings below 14 should be redesigned and restructured completely. 

      Here the winning street was Pedestrian Plaza, scoring a brilliant 25.71, whereas the poorest performing street was CP Ramaswamy Road scoring just 12.72 on 30.

      The following inferences can be drawn from the studies, as well as the score card. 

      1. Streets prioritising pedestrians are safer, more accessible, and liveable: Pedestrian Plaza, CSIR, and Wallajah Road have exceeded basic footpath requirements, catering comprehensively to pedestrian needs. 
         
      • Pedestrian Plaza
      • Pedestrian Plaza
      • Pedestrian Plaza
      • Pedestrian Plaza
      1. Continuous and consistent footpath standards across the entire street length are crucial for ensuring ease of pedestrian mobility. Streets such as Sardar Patel Road and Peter’s Road demonstrate that design and perception scores do not align with each other.  
      • Peter’s Road
      • Peter’s Road
      • Peter’s Road
      1. Pedestrian crossings and traffic calming measures should be prioritised alongside footpath provision: Despite adequate pedestrian infrastructure, streets like Perambur High Road, Peter’s Road, and Sardar Patel Road show moderate performance.  
      • Perambur High Road
      • Perambur High Road
      • Perambur High Road
      1. In streets without formal footpaths, stormwater drains double as walking zones but lack pedestrian safety and comfort. This necessitates efficient drainage design for clear walking zones, as is evident in streets such as C.P. Ramaswamy Salai, Anna Main Road, Eldams Road, and Broadway.  
      • Eldams Road
      • Eldams Road
      • oplus_2
      1. The absence of an enforcement/O&M framework results in footpath encroachment, diminishing clear walking zones for pedestrians. Streets that perform fairly, such as Old Jail Road, Thirumalai Pillai, Gandhi Irwin, and Thiru Vi Ka High Road, illustrate this issue as they were all once refurbished under the 170km of BRR road transformation project, benefits of which did not continue due to poor maintenance. 
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road
      • Gandhi Irwin Road

      Recommendations for Chennai to improve its network of streets

      Good footpaths are a win-win for all citizens. On one hand it can reduce travel costs for low-income households, on the other hand, it boosts physical health and improves inclusivity by encouraging more women, elderly, children, and vulnerable people to use public spaces. An overarching benefit for all sections is also that it lowers emissions by promoting walking and cycling and can address congestion. The results of the study helped identify key priorities to improve footpaths:  

      Way Forward

      An assessment is good as long as the feedback is implemented on. At ITDP India we are happy to share that the results and recommendations of the study were showcased to the city engineers. This was presented during a workshop organized by ITDP India, focusing on the significance of Healthy Street Design guidelines to enhance footpath design and usability in the city.  

      Capacity Development Workshop for Bus Routes Roads Department in 2024

      Since then, the Greater Chennai Corporation has committed to several initiatives aimed at strengthening pedestrian infrastructure. These initiatives include identifying new networks for footpath repairs and reconstruction, conducting audits to assess the condition of existing street infrastructure, and creating a Standard Operating Procedure (SOP) for the operations and maintenance of the city’s footpaths. To boost these initiatives further, the state allocated a Rs 200 crore budget to build and improve over 200 km of footpaths in Chennai in 2025, which is the first dedicated budget for pedestrian infrastructure. This work is being carried out with technical assistance from ITDP India. 

      It is also pertinent to note that this exercise has been replicated in multiple cities by ITDP India, showcasing a powerful methodology that can be embraced by many more.  

      This isn’t just about rating pavements; it’s about reimagining streets as spaces of safety, accessibility, and shared humanity. The path ahead is clear: Chennai’s footpaths need more than repairs, the city does need to prioritise the scale-up of footpaths across the city. They demand a collective awakening—to see sidewalks not as afterthoughts, but as lifelines. The data is here. The solutions exist. Now, will we walk the talk? 

      By Sanchana S, Senior Associate, ITDP India

      Edited by Donita Jose, Senior Associate, ITDP India

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

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      9 minutes read time

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

      And guess what? We found a clear winner. 

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

      Why is Wardha Road A the best street in Nagpur? 

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

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

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

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

      Just next door, but a whole different world

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

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

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

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

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

      For instance: 

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

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

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

      How Did the Study Get These Insights? 

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

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

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

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

      Key Takeaways from Nagpur Street Audit:

      1. Speeds are high on Nagpur roads 

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

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

      2. All redesigned streets are not performing well 

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

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

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

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

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

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

      4. Obstructions is a big issue 

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

      5. Construction should be improved

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

      So, How Can Nagpur Improve its Streets?

       1. Adopt a Network Planning Approach 

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

      This thought process has numerous benefits.  

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

      2. Focus on school zones 

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

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

      3. Create Urban Street Design Guidelines 

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

      These guidelines will further help to: 

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

      5. Adopt the right policies

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

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

      How Pimpri Chinchwad Bust Five Myths by Hosting Vehicle Free Days

      by

      As published in The Economic Times

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

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

      Myth 1: Vehicle-free days cause traffic chaos

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      What’s next? 

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

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

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

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

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

      by

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

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

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

      Karl Dubash, 7 years old, Chennai 

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

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

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

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

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

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

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

      Saba Serkhel, 29 years old, Mumbai

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

       

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

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

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

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

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

      Kasim Bammanalli, 33 years old, Panaji

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

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

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

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

      Karthik, 43 years, Chennai

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

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

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

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

      M Nagalakshmi, 58 years, Hyderabad

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

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

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

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

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

      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

      Pimpri Chinchwad’s Low Emission Zone Strategy Explained

      by

      For centuries, the idea of running a mile (approximately 1.6km) in under four minutes seemed impossible. This milestone mocked human limits—until 1954, when Roger Bannister, an English athlete, redefined what’s possible. He cleverly broke down the mile into smaller segments, put in rigorous training, aced each sprint, and combined with an unshakable belief in his goal, eventually shattered the record with a three-minute, 59-second mile! Bannister’s feat didn’t just break records; it sparked a revolution, inspiring countless others to follow. Today, breaking the four-minute mile has become routine for elite runners.  

      All it took was for someone to believe and champion the process. 

      Now, let’s fast forward to the present. Can such an impossible belief — of restricting polluting vehicles across a city by creating Low Emission Zones (LEZs) – help change the way we work towards achieving cleaner air?  

      You’ve likely heard the doubts: “How would we even start?” “Which vehicles should we restrict and where?” Yet, just like Bannister proved sceptics wrong, Pimpri Chinchwad is showing us that this too can be achieved by trusting the process. The city, since 2023, has been breaking down the challenge, taking it sprint by sprint, and proving that even ambitious goals for clean air are within reach through LEZs. In PCMC’s case, it is being done through the Graded Response Action Plan (GRAP).  

      Welcome to Pimpri Chinchwad’s inspiring LEZ journey, one step at a time, supported by ITDP India and International Council on Clean Transportation (ICCT). These steps were developed collaboratively by both the teams in discussion with city officials, and we strive to learn and refine the process as we move forward. While there’s still a long way to go, the city’s commitment to walking this path shows that meaningful progress is possible with sustained effort.  

      Step 1: Assessing Vehicle Inventory to Identify High-Polluting Vehicles 

      Every city has vehicles plying on its streets but not many cities are aware of the characteristic of vehicle fleet that is in use, such as their age, engine types as per Bharat Stage (BS) standards, fuel type, number of kilometre they travel within the city, and other information.  The first step towards implementing LEZs is to know the above information through a primary survey or referring the recent vehicle emissions inventory reports.  

      Action: Pimpri Chinchwad began its journey surveying about 4000 vehicles across all vehicle types at six petrol pumps and two parking lots, from September to October 2023.  

      Image 1: Snapshots from the vehicle inventory survey

      Outcome: The study revealed that about 70% are equipped with pre-BS, BS 1, BS 2, BS 3 & BS 4 engines, which are considerably more polluting than the Bharat Stage 6 standard – mandated in India since April 2020. Additionally, it highlighted that about 5% of heavy goods vehicles, light motor vehicles, heavy passenger vehicles and two wheelers are older than 15 years old—beyond the age deemed fit for use due to the release of excessive emissions. Upon further analysis, it was found that 85% of particulate matter (PM), nitrogen-di-oxide (NO2) emissions are coming from two wheelers, light motor vehicles, and goods vehicles. Such findings eventually informed the vehicle restriction strategy for the city’s LEZ. 

      Image 2: Findings of the Vehicle- inventory survey. Nearly 70% of the vehicles were pre- BS 6

      Image 3: Pollution load of different kinds of vehicles

      Step 2: Identifying the Priority LEZ Areas to Restrict Vehicles  

      Once the vehicle inventory is computed, the next step is to identify priority areas where vehicles can be restricted. These areas can gradually be expanded to form larger LEZs, with the potential for citywide implementation in the long term. 

      Action: Pimpri Chinchwad, with support from ITDP India and ICCT, divided the city into a grid of two-km by two-km. Each of the four-km square areas were then evaluated through GIS mapping, against several criteria including existing pollution levels, population density, and street network density. Further, the presence of alternate modes of commuting such as public transport and improved walking and cycling infrastructure also made certain areas more suitable to initiate the implementation of LEZs. Grids with more schools and hospitals were prioritised to ensure that cleaner air was available for the vulnerable populations first. 

      Outcome: After a detailed, data-driven GIS analysis, 15 grids were identified as potential LEZ areas in Pimpri Chinchwad. The shortlisted grids were further delineated into a boundary, based on the road network and other physical geographical factors. However, the city has now announced a city-wide LEZ, where highly polluting vehicles will be restricted across the city for greater impact. 

      Image 4: Map of Pimpri Chinchwad with 15 potential grids where LEZs can be implemented.

      Step 3: Defining the LEZ Goal and Estimating the Potential Impact on Air Quality 

      The next step is to analyse the vehicle inventory data and assess the potential improvements in the city’s air quality from implementing the proposed LEZ in the prioritised area. 

      Action: Pimpri Chinchwad conducted an in-depth analysis of the vehicle inventory survey data. Initially considering the scenario of restricting all pre-Bharat Stage 6 vehicles in priority area by 2026 with certain exceptions, the team developed forward-looking LEZ scenarios to evaluate the potential improvements in the city’s air quality if these restrictions are implemented. The analysis revealed that by 2026, if the city restricted vehicles which were pre-Bharat Stage 6 standards within the identified LEZ areas it could lead to a dramatic 80% – 90% reduction in PM2.5 emissions from vehicles. 

      Image 5: Comparative analysis of how the city’s pollution levels will fare in different scenarios

      Outcome: After carefully assessing the potential and impact of vehicle restrictions, the city is now setting its sights on introducing Environmental Protection Fees for highly polluting vehicles if they wish to enter or move in the city, instead of an outright ban. This game-changing move would ensure that fees are proportionate to the pollution each vehicle type generates, creating a powerful incentive for citizens to start making greener choices at the same time, boosting alternate modes of transport such as walking, cycling and public transport within Pimpri Chinchwad.  

      Image 6: Various measures to be taken now and in the future by the city

      Step 4: Conducting Stakeholder Discussions and Identifying Legal Pathways 

      Large-scale initiatives like this require collaboration across stakeholders and the identification of legal pathways for successful implementation. It is pertinent to bring together all the relevant stakeholders and collate their input and ideas. 

      Action: Pimpri Chinchwad began this process by engaging stakeholders from various departments of the Municipal Corporation, the RTO, and the Traffic Police. These discussions aimed to gather their insights, identify gaps, and explore tools and strategies for effective LEZ implementation.  

      Outcome: This stakeholder engagement led to a pivotal breakthrough: the idea of integrating LEZs into the city’s existing institutional framework for combating air pollution – Pimpri Chinchwad’s Graded Response Action Plan (GRAP). This has provided the city with a legal instrument to swiftly activate Low Emission Zones when the air quality surpasses ‘moderate AQI’ (101-300). As per Pimpri Chinchwad’s GRAP, a highly polluting vehicle entering the LEZ area can only do so upon payment of an environment protection fee (EPF) ranging between Rs 100-750 depending on the category/type of vehicle. This applies to pre-BS-4 of goods vehicles, 2-wheelers, and personal cars. The Standing Committee approval was received in in September 2024. 

      Step 5: Creating Enforcement Strategies for On-Ground Implementation 

      Successful LEZ implementation requires a deep understanding of suitable enforcement technologies (including systems for collecting payments/fines) to identify violators and collection of EPF and establishing robust monitoring systems to measure vehicle tail-pipe emissions. The next step is to identify context-appropriate technologies and ensure their effective deployment. 

      Action: Pimpri Chinchwad has been conducting expert roundtables and in-depth discussions to develop practical enforcement strategies and select suitable technologies for monitoring vehicle tail-pipe emissions.  

      Outcome: After thorough deliberation and a detailed assessment of various enforcement and monitoring technologies, the city has decided to adopt Automatic Number Plate Recognition (ANPR) for enforcement, complemented by on-ground personnel. Efforts are now underway to procure and implement this advanced system, ensuring efficient and reliable monitoring on city streets. 

      What’s next? 

      As Pimpri Chinchwad progresses toward on-ground implementation of LEZs, with support from ITDP India and ICCT, the city will focus on key steps to implement the LEZ, including engaging with state government officials, traffic police, and technocrats to strengthen enforcement systems and policy reforms. The city will also identify complementary interventions, conduct stakeholder workshops and public consultations to gather feedback, and work towards officially notifying the LEZ. A communication plan and media engagement will ensure citizens understand the measures and support the transition towards clean air. 

      Conclusion

      The journey to establish LEZs in Pimpri Chinchwad is much like Roger Bannister’s historic four-minute mile—breaking down a seemingly impossible goal into achievable steps. Through meticulous data collection, strategic planning, and collaborative efforts, the city is in the process of paving the way toward cleaner, healthier air for its residents. While the road ahead is long, Pimpri Chinchwad is demonstrating that persistence and belief can turn ambitious goals into tangible realities. 

      What’s even more inspiring is that, just as Bannister’s feat motivated countless others to push the boundaries of human endurance, Pimpri Chinchwad’s LEZ journey has the potential to ignite a movement across Indian cities. By encouraging cleaner vehicle technology, investing in walking, cycling, and public transport initiatives, and restricting polluting vehicles, Pimpri Chinchwad is setting an example of how ambitious steps can lead to cleaner air and healthier, more liveable cities. This journey could redefine what’s possible for cities across India, paving the way for a more sustainable future. Here’s a starting guide to all things LEZs.

      Written by Aangi Shah, Senior Associate, ITDP India
      With technical inputs from Siddhartha Godbole, Senior Associate, ITDP India
      Edited by Donita Jose, Senior Associate, Communications, ITDP India

      PMPML’s Journey Through Time: How Pune and Pimpri Chinchwad Got Better Public Transport

      by

      Every single day, nearly 11 lakh citizens rely on Pune Mahanagar Parivahan Mahamandal Limited (PMPML) buses to move across Pune and Pimpri Chinchwad. For a service that’s just under 20 years old, this is no small feat. Despite fierce competition from private vehicles, the occasional pushback against dedicated bus lanes, PMPML has managed to carve out its space as a reliable, sustainable transport option. 

      Picture this: today, a Pune resident can board a PMPML bus, ride an electric bus on a dedicated BRTS lane, and pay a fraction of what other modes would cost. Few Indian cities can claim such progress. But this hasn’t happened overnight—over the last two decades, a series of strategic moves have strengthened PMPML’s presence, shaping Pune’s public transport network into what it is today. 

      However, the very gains that took years to build now face the risk of being undone. The city’s rapid growth demands more buses, better services, and continued investment—without which, PMPML’s ability to serve Pune’s people will weaken. 

      So, what were the key milestones in PMPML’s journey? Let’s dive in. 

      Here’s a look at this journey: 

      2007: PMPML Formed with BRTS 

      PMPML was formed in 2007 through the amalgamation of Pune Municipal Transport (PMT) and Pimpri Chinchwad Municipal Transport (PCMT), which previously operated as separate public transportation entities for Pune and Pimpri-Chinchwad, respectively. Pune and Pimpri-Chinchwad are sister cities with growing urban populations and expanding boundaries. This geographical proximity led to a significant overlap in bus routes and services offered by PMT and PCMT, often causing operational inefficiencies and commuter inconvenience. To address these challenges, PMPML was established as a unified public transport body to serve both cities as well as nearby towns and villages. 

      The formation of PMPML was further strengthened with streamlining the BRTS operations. Implementation of the Pune BRTS began in 2006, with Pune being the first city in the nation to adopt BRTS. The project was implemented on pilot stretches from Katraj to Swargate and Swargate to Hadapsar. The project was partially funded under JnNURM, which also led to development of footpaths and cycle tracks as part of the mandates for the funding. ITDP supported Pune Municipal Corporation (PMC) and Pimpri Chinchwad Municipal Corporation (PCMC) with the design of the BRTS corridors, as well as by creating awareness about the advantages of BRTS. 

      2015: Rainbow BRTS expands to more routes

      After the success of BRTS in initial pilot routes, additional corridors were inaugurated in 2015. These were the Yerwada-Wagholi and Sangamwadi-Vishrantwadi in Pune, and Sanvi Phata-Kiwale and Nashik Phata-Wakad for Pimpri Chinchwad inaugurated in 2015.

      ITDP was involved as a technical partner, guiding PMC and PCMC with refinements in the overall system, leading to consolidation of these corridors under the ‘Rainbow BRTS’ brand. This strategic branding created a unified identity for BRT services across the metropolitan region. 

      Rainbow BRTS since has been ahead of the curve as it introduced advanced features, including dedicated BRTS stations with automatic gates, GPS-enabled bus tracking (AVLS), level boarding, passenger information systems, off-board ticketing, and speed tables for pedestrian crossings. PMPML also established a state-of-the-art Transport Command and Control Centre to monitor performance and service levels. Today, the Rainbow BRTS network spans slightly over 60 kms. Its hybrid operational model enabled buses to bypass traffic congestion along dedicated trunk routes while maintaining route flexibility across non-BRTS corridors.

      Aerial view of the Phule Nagar Station and Rainbow Bus on the Sangamwadi-Vishrantwadi Corridor (Source: Rainbow Bus, PMPML)

      2018

      Pioneer in Electric Buses

      The next big milestone for PMPML was scripted in the year 2018 when PMPML further enhanced its service with the introduction of electric buses, setting a benchmark for sustainable urban mobility in India.  
      They were able to do this with financial support from the Pune Smart City Development Corporation who enabled the procurement of 150 e-buses, making Pune the city with one of highest number of e-buses in India back in 2018. This achievement was particularly noteworthy, as PMPML was not among the various transport undertakings selected under the FAME-I scheme. However, the experience gained paved the way for PMPML to secure financial support for 450 additional electric buses under the FAME-II scheme in 2019. ITDP has been actively assisting PMPML by providing technical support as required for the procurement of electric buses. 

      As it is well established now, e-buses are significantly more energy-efficient than Internal Combustion Engine (ICE) buses, with a 12-meter e-bus consuming just 1.3 kWh per km, compared to 2.82 kWh/km for diesel buses and 2.89 kWh/km for CNG buses. This makes electric buses nearly twice as fuel-efficient as their diesel and CNG counterparts. 

      In addition to efficiency, e-buses have matched the performance of CNG buses while recording fewer canceled kilometers. A passenger survey revealed that 75% preferred commuting on e-buses due to their superior ride quality, air conditioning, and reduced noise levels. Owing to these factors, PMPML is the only State Transport Undertaking (STU) offering air-conditioned services at standard fares. Since the operating cost of AC e-buses is lower than that of AC CNG buses, PMPML has been able to pass these cost savings on to its passengers. PMPML charges a fare of Rs 5 per km for both non-AC and AC buses. In comparison BEST which provides city buses services in Mumbai has a 20% higher fare for AC buses. (Rs 5 per km for non-AC Buses and Rs 6 per km for AC Buses. The daily passes also vary in fares, with Rs 50 and Rs 60 for non-AC and AC Buses, respectively.

      Comparison of Energy Consumption between Electric, CNG, and Diesel Buses

      One of the First STU to embrace Gross Cost Contract as way forward 

      Speeding up the electrification of fleet was adoption of Gross Cost Contract model by PMPML. The STU did so as a key component of its electric bus procurement strategy. Under this model, PMPML pays operators on a per-kilometer basis, while the operators provide buses, drivers, charging infrastructure, and maintenance. This arrangement shifts financial and operational risks away from PMPML, facilitating the rapid adoption of electric buses without significant capital expenditure. Pune’s pioneering implementation of the GCC model accelerated its transition to electric mobility and served as a reference for other Indian cities.  Furthermore, PMPML continues refining its GCC framework, integrating lessons from past experiences.

      2022: Integration with Metro 

      PMPML hosted a Foundation Week from 18th to 23rd April 2022, celebrating 15 years of its service. In the months following the Foundation Week, both Pune and Pimpri Chinchwad saw the introduction of Metro services. PMPML has since been actively collaborating with Maha Metro to integrate their services and enhance accessibility for citizens. BRTS stops along the Metro corridor were relocated near Metro stations, aligning with the exit points to facilitate seamless transfers for passengers between the two services. Additionally, PMPML introduced feeder routes to Metro stations to expand the Metro catchment area, further improving access. Information panels were installed at Metro stations to help passengers easily identify and use the feeder services.  In fact it continues to support the citizens of Pune region as an analysis by ITDP India on how the Nigdi-Dapodi BRTS corridor and Pune Metro services, compliment each other’s service found that, despite presence of Metro, the Nigdi-Dapodi BRTS corridor serves 1.5 lakh passengers daily, with 37 buses per hour during peak times, one bus every 1.6 minutes. About 47% of users were students (18-25 years).

      Vallabh Nagar BRT Station relocated closer to the Sant Tukaram Nagar Metro Station exit for easier access to passengers.

      2024: All-in-One Transit App for Commuting and Seamless Ticketing Across any Public Transport mode 

      PMPML has consistently demonstrated a proactive approach to improving its services by collaborating with various agencies and stakeholders. One such collaboration which reaped productive results was through the Transport4All (T4A) challenge. As part of this, PMPML supported startups in developing innovative solutions for modern day challenges which state transport undertakings face. Pune nurtured and piloted three successful solutions, one of which led to the creation of the Apli PMPML app. Building on the multi-modal integration, this app offers digital services to PMPML users, including live tracking, ticket booking, route planning, and more. It also integrates with Maha Metro’s online booking portal, advancing the digital integration of Pune’s public transport system. The Apli PMPML App marks a significant achievement for PMPML considering the popularity and positive reviews of the app, hinting its successful implementation. The same is backed by the staggering 10 Lakh+ downloads of the app in a span of only 6-7 months. 

      The Apli PMPML app includes live tracking, ticket booking, bus schedules, and more features

      Way forward

      Pune and Pimpri Chinchwad have consistently proven themselves as leaders in public and sustainable transportation, setting a benchmark for cities across India. But as these cities grow, so too must their public transport systems. Maintaining ridership alone is no longer sufficient—the goal must be to significantly grow ridership. This calls for scaling up the fleet, upgrading service quality, and ensuring that capacity matches the region’s growing demand. 

      To truly meet the mobility needs of the future, operational efficiency must improve, and the passenger experience must be reimagined—with greater comfort, convenience, and safety at its core. Public transport must evolve from being merely a mode of mobility to becoming a seamless, enjoyable part of daily life for all residents. 

      As of 2025, in an industry-first, PMPML is set to incorporate qualitative benchmarks into its tendering process—prioritising service quality, operational efficiency, and commuter satisfaction. This strategic shift aims to elevate the passenger experience and reflects PMPML’s growing commitment to excellence. ITDP’s collaborative support has contributed to this evolution, providing technical insights and guidance throughout the journey. 

      Having supported PMPML since its early stages, ITDP remains a committed partner in this transformation—working together to deliver innovations and strategies that will help Pune Metropolitan Region emerge as one of the world’s most efficient, accessible, and environmentally responsible public transport systems. 
      As PMPML enters its third decade, can it keep up with Pune’s and Pimpri Chinchwad’s growing demands—and bring more people back to public transport? Stay tuned for the next part. 

      Written by Jagdish Temkar, Associate, Transport Systems, ITDP India
      With Technical Inputs from Aditya Rane, Senior Associate – Transport Systems and Electric Mobility, ITDP India
      Edited by Donita Jose, Senior Associate, Communication and Development, ITDP India