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Pimpri Chinchwad’s Low Emission Zone Strategy Explained

30th April 2025 by admin


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

Filed Under: Low Emission Zones Tagged With: Air Pollution, ANPR, Electric bus, electric mobility, GNSS, Health crisis, India, London, Low Emission Zones, Maharashtra, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy, Vehicular Pollution

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

21st April 2025 by admin


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

Filed Under: Public transport, Pune, Uncategorised Tagged With: Electric bus, electric mobility, India, Maharashtra, MORTH, MSRTC, nutp, Public Transport, Rural bus, Sustainable Transport, Sustainable Transport Policy

Low emission zones: A roadmap to cleaner air in India

26th March 2025 by admin

As published in IDR Online


Air pollution has escalated from an environmental issue into a full-blown health crisis, impacting people of all ages. Its far-reaching effects are evident in the rising cases of respiratory disorders, chronic illnesses, and even increased mortality.  

In North India, stubble burning, especially during the cooler months, is often considered to be the leading cause of air pollution. However, data indicates that year-round vehicular emissions are a more significant contributor to air pollution than stubble burning, construction, or firecrackers. According to the Emissions Inventory (2020), vehicles accounted for 46 percent of total PM2.5 emissions—harmful to human health—in Pune as well. Vehicles were also the largest source of harmful gaseous pollutants such as nitrogen oxides (73 percent) and carbon monoxide (66 percent). Between 2012 and 2019, PM2.5 emissions from transport in Pune surged by 91 percent, driven by rapid vehicle growth and the widespread use of highly polluting vehicle models.

Cleaner vehicle technology is not enough

To reduce emissions from vehicle tailpipes, the central government introduced Bharat Stage (BS)-VI standards in 2020 for internal combustion engine (ICE) vehicles, which run on fuels such as petrol, diesel, and CNG. These standards set limits on pollutants that vehicles are allowed to emit per kilometre. At the same time, schemes such as FAME India, along with various state and city initiatives, actively promote the adoption of electric vehicles (EVs).

However, ICE vehicles currently outnumber EVs on the road, nullifying any gains in emissions reductions from the latter. What’s more, there continue to be far too many pre BS–VI vehicles in circulation to make any real dent in vehicular pollution. A case in point is a 2023 study conducted by Institute for Transportation and Development Policy (ITDP) India and International Council on Clean Transportation (ICCT). The study found that approximately 70 percent of the vehicles plying in Pune and Pimpri-Chinchwad are pre-BS or BS-I to -IV, all of which are more polluting than BS-VI vehicles. Estimates show that one pre-BS car pollutes as much as 11 BS-VI cars, while one pre-BS truck pollutes as much as 14 BS-VI trucks.

To further complicate matters, a real-world vehicular emission study in Delhi and Gurugram revealed that BS-VI vehicles also exceed approved laboratory limits. Additionally, emission levels varied by vehicle type. For instance, BS-VI taxis and light goods vehicle fleets emitted 2.4 and 5 times more nitrogen oxides, respectively, compared to BS-VI cars used for personal purposes.

The long-standing mandate for Pollution Under Control (PUC) certification also falls short. The test is ineffective because it does not measure PM and nitrogen oxide emissions, testing only for carbon monoxide, hydrocarbons, and smoke. Furthermore, PUC assesses pollutants when the vehicle is stationary, not when it is in actual use. Hence, PUC certificates are not reliable indicators of a vehicle’s fitness with regard to its real-time driving emissions.

Low emission zones could be the answer

While encouraging cleaner vehicle technology is one part of the solution, there is also a need to simultaneously restrict the use of highly polluting vehicles.

Low emission zones (LEZs) are designated zones in a city where the use of polluting vehicles is restricted or discouraged. Such zoning aims to improve local air quality and health by reducing vehicle tailpipe emissions. Many cities—including London, Seoul, Paris, Lima, Brussels, and Beijing—have implemented LEZs. 

Cities typically make policies regarding which categories of polluting vehicles to restrict and where to impose these restrictions. Once an area is identified, signages and road markings are mounted to let drivers know that they are entering an LEZ. The rules are enforced by automatic number plate recognition (ANPR) cameras that read a vehicle’s number plate and identify whether it’s compliant or not. Cities like Paris mandate that every vehicle should have a sticker indicating their emission standard (Crit’Air sticker). In addition to these technologies, traditional traffic wardens visually identify violators as well.

But can LEZs be a silver bullet for vehicular pollution? Data from their implementation in London suggests they can in fact provide relief.

London’s LEZ—launched in 2008—now spans the Greater London Area, with approximately 1500 sq km demarcated as an Ultra Low Emission Zone (ULEZ). Its emissions standards are stringent and discourage the use of highly polluting or non-compliant vehicles by charging a heavy daily LEZ fee.

According to Transport for London’s six-month report published in July 2024, the ULEZ has helped reduce harmful roadside nitrogen dioxide (NO2) concentrations across the city. Over the years, the number of non-compliant vehicles driving within the LEZ has gone down as well. Now, a larger proportion of vehicles recorded in the LEZ are cleaner—96.2 percent, up from 39 percent in 2017. Further, a 2023 study by the University of Bath found that pollution reductions from the LEZ led to a 4.5 percent drop in long-term health problems and an 8 percent decline in respiratory issues.

At ITDP, we conducted a similar study in Pimpri-Chinchwad Municipal Corporation (PCMC) to determine the reduction in vehicular pollution as a result of restricting highly polluting vehicles in an LEZ and shifting users to the least polluting vehicles. Our study estimates that if the city government restricted pre-BS and BS-I to -IV vehicles in a designated LEZ and if vehicle users shifted to BS-VI vehicles instead, PM 2.5 emissions from vehicles could decrease by 80 percent by 2030.

Planning and implementing LEZs in India

LEZs are not new to India. Matheran, a holiday town in Maharashtra, restricts motor vehicle use to preserve clean air. Farther north, highly polluting vehicles are restricted around Taj Mahal to protect the monument from the corrosive effects of greenhouse gases. Delhi imposes an environment compensation (EC) charge on polluting trucks to discourage them from entering the city en route to neighbouring states, compelling them to take bypasses instead.

Over the last year and a half, ITDP India and ICCT have been supporting three cities in Maharashtra—Pimpri-Chinchwad, Pune, and Chhatrapati Sambhaji Nagar—in planning and implementing LEZs. The plan includes identifying highly polluting vehicle categories, defining LEZs, estimating benefits, and recommending complementary measures such as improving public transport connectivity and establishing enforcement systems.

In August 2024, the PCMC included LEZ in its Graded Response Action Plan (GRAP), a comprehensive strategy to reduce pollution across different sectors, including but not limited to vehicles. As per GRAP, the city will discourage the use of pre-BS and BS-I to -III private cars, two-wheelers, and light- and heavy-goods vehicles—which contribute approximately 90 percent of the total annual vehicular emissions—when the air quality falls to the moderate to poor category. The city will not ban such vehicles but will impose an Environment Protection Fee ranging from INR 100 to INR 750 daily for entry and movement inside the city.

LEZs must be accompanied with complementary measures like parking management, footpath, cycle tracks and public transport

However, translating policy into practice will require several key actions. Here are some of them:

1. Coordination between government departments

Implementation of LEZ measures will require the city government to set up robust enforcement mechanisms. For one, they will need to engage a variety of stakeholders, including the traffic police, Regional Transport Office (RTO) authorities, environmental agencies, and road departments, and establish seamless systems for coordination and communication. Additionally, the municipal corporation will need to deploy cost-effective and scalable IT-based solutions, such as ANPR cameras, to monitor and enforce rules, for which it will require dedicated funds.

But while city governments are responsible for designing and implementing LEZ frameworks, they often lack the legal authority, resources, or enforcement capacity needed for large-scale changes. State governments can provide the necessary legal frameworks, policy support, and regulatory backing to enable cities to effectively enforce these zones. It is equally important for the central government to be involved in drafting overarching policies, establishing national standards, and providing financial support to ensure that cities have the resources to implement the required infrastructure. The push towards transport electrification offers an example of such multi-tiered governance. The FAME-II policy, for instance, incentivises electric two- and three-wheelers (including e-rickshaws), commercial electric four-wheelers, and electric buses nationwide. At the state level, 21 Indian states have notified EV policies, with 15 offering direct incentives to EV buyers. These policies promote adoption through various consumer-facing incentives, such as purchase subsidies, exemptions from road tax and registration fees, reimbursements, and scrapping incentives.

2. Designing complementary infrastructure

Complementary infrastructure must be designed and funded to provide residents with viable, non-polluting alternatives to private vehicles. These include expanding public transport networks, widening or repaving footpaths, and installing charging stations for compliant vehicles. Barcelona’s Superblocks initiative is an example of an urban planning approach designed to reallocate public space from vehicular use. It reorganises traffic flow within a 3×3 grid of city blocks, prioritising pedestrians and community activities over vehicles. Within each superblock, traffic and non-residential parking are redirected to perimeter roads, significantly reducing vehicle movement inside. Streets within the superblocks are repurposed into pedestrian-centric spaces, with strict speed limits and an emphasis on accessibility. The reclaimed areas are enhanced with green spaces, bike lanes, playgrounds, and public seating, fostering a more vibrant and communal urban environment.

3. Garnering citizen support

Apprehensions about transitioning to cleaner vehicles are common in cities worldwide. For private EVs, the primary concern is the higher upfront cost, while for EV buses, resistance often stems from long procurement and waiting periods. Low-income groups and businesses are particularly impacted by the costs associated with this shift, which may lead to resistance against the policy. Delayed communication about the transition can exacerbate this issue. For instance, if potential buyers are unaware of upcoming restrictions on ICE vehicles, they might unknowingly invest a significant portion of their income in them, only to face policy changes later. This can create frustration and opposition to the transition.

Recognising this, many cities around the world announce such plans at least a year in advance, allowing residents and businesses to make informed choices. Paris, for example, supports small businesses in making the switch by offering financial incentives for cleaner alternatives. Brussels offers information on cleaner vehicle alternatives and financial assistance through its dedicated LEZ website. This website also features a mobility coach, a service that provides personalised advice on mobility options in the city.   

As India advances its efforts to combat air pollution and environmental degradation, LEZs can be a viable solution. By curbing vehicular emissions, these zones can play a crucial role in improving air quality, easing congestion, and reclaiming urban spaces for healthier, more liveable cities. However, their success depends on integrating them within a multi-pronged strategy that includes strengthening public transport, enhancing pedestrian infrastructure, and supporting a just transition for affected communities. LEZs can serve as a starting point for reimagining India’s cities—where clean air is a right and sustainable mobility the norm, with urban spaces that prioritise people over pollution.


Written by Parin Visariya, Deputy Manager at ITDP India

Filed Under: Low Emission Zones Tagged With: Air Pollution, ANPR, Delhi, Electric bus, electric mobility, GNSS, Health crisis, India, London, Low Emission Zones, Maharashtra, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy, Vehicular Pollution

Are Indian Cities Budgeting Enough for Sustainable Transport? The Tale of Pune and Pimpri Chinchwad

26th February 2025 by admin

(Part 2 of Municipal Budget Analysis Series)


As cities across India gear up to draft their 2025-26 municipal budgets, the question looms: How well are they prioritising sustainable transport this time around? A good way to determine this is by analysing the municipal budget documents published yearly. This is an important exercise, after all, budgets don’t just outline the finances of the city but also reflect their vision. 

In this context, we delve into the findings from a municipal budget analysis of Pimpri Chinchwad Municipal Corporation (PCMC) and Pune Municipal Corporation (PMC). While our previous blog focused on PCMC, this one also highlights Pune, posing a key question: How do these twin conjoined cities which share mobility services like the metro, Pune Mahanagar Parivahan Mahamandal Ltd (PMPML) bus system, and interconnect streets, allocate municipal budget to sustainable transport initiatives? 

Budgetary Overview of Pune and Pimpri Chinchwad: Neighbouring Cities with Divergent Approaches 

To understand how Pune and PCMC prioritise sustainable transport, it is essential to consider their population, size, and 2024-25 budget allocations. 

Pune, a tier-1 city with 44 lakh Population (Projected for 2024) and 518 sq. km of area, contrasts with Pimpri Chinchwad, a tier-2 city with a population of 25 lakh (Projected for 2024) and one-third the size of Pune. The table below highlights their budget allocations. 

Key Highlights from Pune and Pimpri Chinchwad’s Budgets (2024-25) 

The team meticulously examined the city’s annual budgets for the past three years, scrutinising each line item related to transport and categorising them into ‘sustainable and non-sustainable modes’ of transport. Sustainable modes include projects that encourage walk, cycle, and use of public transport. Non-sustainable modes include items which encourage use of private motor vehicles and prioritise private vehicle movement over other sustainable modes. 

IndicesPunePimpri Chinchwad
Total Budget₹11,601 crore ₹8,676 crore 
Total Transport budget allocation₹2,320 crores (20% of total budget) ₹1,475 crore (17% of total budget) 
Total Sustainable transport budget:  ₹918 crores (~40% of the transport allocations)  ₹818 crores (~55% of the transport allocations) 
Allocations for non-motorised transport ₹351 crores (15% of the transport allocations) ₹459 crores (31% of the transport allocations) 
Allocations for Public transport (Buses and infra) ₹567 crore (24% of the transport allocations) ₹359 crore (24% of the transport allocations) 
2024-25 Budget Highlights

What were the key observations?

The analysis of budgetary allocations reveals contrasting approaches toward urban transport priorities, offering valuable lessons for other cities. 

1. Pune and Pimpri Chinchwad’s allocation for sustainable transport see slight differences  

In 2024-25, PMC and PCMC allocated significant portions of their municipal budgets to transport—₹2,320 crore (20% of total budget) for PMC and ₹1,475 crore (17% of total budget) for PCMC.  

Over the past three years, both cities have consistently spent about 16%-20% of their total budgets on transport initiatives. 

While Pune’s transport budget grew by 40% compared to last year and Pimpri Chinchwad’s by 31%, how they allocated these budgets tells a different story. 

Chart showing the annual trend of the percentage of transport budget allocated under the total municipal budget.

While PMC allocated a higher absolute amount for sustainable transport (₹918 crore vs. ₹818 crore for PCMC), a closer look at the percentage reflects a different reality. Sustainable transport makes up only 40% of Pune’s transport budget, whereas Pimpri Chinchwad allocated 55.5% of its transport budget to sustainable initiatives. 

Chart showing the annual trend of the percentage of transport budget allocated to ‘sustainable mobility’ initiatives by Pune and Pimpri Chinchwad

2. The curious case of missing allocations for cycle tracks in Pune 

The budgets for Non-Motorised Transport (NMT) infrastructure, which includes building footpaths and cycle tracks, were a mixed bag for Pune in 2024.  

The city allocated ₹351 crore for NMT (15% of its overall transport budget). However, what is concerning is that there is no dedicated fund allocated for cycle tracks.  


This is surprising, given that since 2018, Pune has had a dedicated budgetary allocation for building cycle tracks in alignment with the Pune Bicycle Plan (2017), which set an ambitious goal of increasing cycling’s modal share from 3% in 2017 to 25% by 2031. At one stage, PMC allocated ₹75 crore in 2018-19 to gradually declining it to ₹3.3 crore 2023-24. However, this year, there was no dedicated fund towards this. Pune has projects like ‘Pune Streets Program (PSP) which gets dedicated funding every year through which city can develop footpaths and cycle tracks.  

Glimpses of Pune’s vibrant cycling culture. With no sustained and dedicated investment, this community is at risk

In comparison, Pune’s transport budget in 2024 saw a sizeable amount to build more flyovers! ₹93.5 crore is allocated for grade separators, including flyovers, in Pune budget. This marks a concerning trend as flyover are known to only offer temporary relief from congestion. 

On the other hand, Pimpri Chinchwad has adopted a more balanced approach, allocating 31% of its overall transport budget for NMT. They allocated ₹459.4 crore in 2024-25 for NMT. This accounts for 31.1% of Pimpri Chinchwad’s overall transport budget—double Pune’s share for NMT.  

PCMC has projects like the ‘Urban Streetscapes’ and the ‘Harit Setu’ program which gets dedicated funding every year through which city develops footpaths and cycle tracks. 

In terms of funds for flyover, PCMC has dedicated ₹27.7 crore to flyovers in 2024-25 budgets, which as mentioned above only offers temporary relief from congestion. 

3. Both cities commit VGF for PMPML, but not so committed to allocating for new buses 

In the 2024-25 municipal budget, Pune allocated ₹567 crore, (24% of the transport allocations) towards PMPML bus services while Pimpri Chinchwad allocated ₹358.6 crore (24.3% of transport allocations).  This is the overall allocations for public transport; however, a closer look shows that the majority of this went towards Viability Gap Funding (VGF). 

VGF is a specific component given by both cities to PMPML to operate buses and cover PMPML’s operational costs. As agreed by the cities, this VGF is distributed in specific proportions, with PMC covering 60% of the amount sought by PMPML, and PCMC contributing the remaining 40%. 

PMPMPL needs funds beyond VGF to procure new buses

In this context, Pune allocated ₹536.43 crore of the ₹567 crore in 2024-25 as VGF for PMPML. Pimpri Chinchwad provided ₹290.4 crore out of the ₹358.6 crore in 2024-25 as VGF for PMPML. These budget allocations are to keep the service afloat for day-to-day operations.  

However, the budget allocation for new buses and improvement of the Rainbow Bus Rapid Transport (BRT) infrastructure, while critical, is negligible.   

PMC set aside just ₹58 lakh while PCMC allocated ₹4.27 crore towards the BRT service improvement and infrastructure.  

4. Both cities dip into central funds  

Beyond municipal budgets, central and state schemes significantly shape urban mobility. 

Both cities maintain separate lists for central and state funds, such as NCAP, AMRUT, and JNNURM. Pune allocated ₹103 crore under NCAP for sustainable mobility, including ₹38 crore for NMT-friendly streets. Pimpri Chinchwad on the other hand, allocated ₹77 crore under NCAP for sustainable mobility, with ₹23 crore for NMT-friendly streets. 

Under the 15th finance commission, both the cities have tapped into national funds. Through these funds, Pune allocated ₹25 crore for last-mile metro connectivity, ₹30 crore for e-bus procurement, and ₹10 crore for six e-bus depots. Pimpri Chinchwad, allocated ₹42 crore for last-mile metro connectivity and ₹12 crore for EV charging stations.  

PCMC took a more integrated budgeting approach for transport related projects, allocating ₹262.5 crore through the Urban Transport Fund (UTF). Of this, 48% was dedicated for NMT and public transport, with the rest for carriageway, and bridges etc. 

With its newly formed Urban Mobility Department, PCMC plans to increase UTF allocations for sustainable transport in 2025-26, reflecting a stronger on sustainable mobility and integration. PMC has had no such dedicated UTF budgets. 

 In a Nutshell

Overall, it is evident that Pune, despite a larger allocation for transport than in the previous years in terms of absolute numbers, was not successful in improving their percentage share for sustainable transport.  

PCMC is steadily increasing its investment in sustainable transport, a positive trend that must continue to meet its NMT and public transport goals. Meanwhile, Pune must significantly boost its allocations to reverse its declining trajectory and stay on track with its mobility vision. 

Six key lessons for other cities when developing ‘Annual Municipal Transport Budget’ documents and strategies 

The analysis of Pune and Pimpri Chinchwad’s transport budgets reveals critical best practices that other cities can adopt to create effective, transparent, and sustainable urban mobility strategies. Here are six actionable takeaways: 

  1. Uniform format and transparency:  Municipal budgets should follow a consistent, detailed format to track trends and enable comparative analysis. Both Pune and PCMC use uniform budget templates annually, making it easier to track allocations. They also stand out as cities that publish budget documents online each year in local/regional languages. 
  2. Follow a detailed template consistently: Cities should use detailed templates for project-wise budget allocations instead of lump sums. This improves transparency by listing total project costs, yearly allocations, and expenditures, ensuring accountability. Both Pune and Pimpri Chinchwad follow project-based budgeting. Pune traditionally allocates funds under initiatives like road safety, pedestrian policy, and bicycle tracks, while Pimpri Chinchwad focuses on programmes like Harit Setu, Urban Streetscapes, and the Parking Policy.  
  3. Align transport budgets with city goals: Municipal budgets allocations should reflect/align with the transport goals identified in the city’s plans and policies. Regular sustainable transport budget analysis help identify shortcomings, while providing opportunities for course corrections. 
  4. Ensure a diverse revenue streams: Cities should diversify revenue sources, including land value capture, revenue from parking management, international sources, and even municipal bonds, if possible, to reduce reliance on state or central allocations. This ensures consistent funding for transport projects boosting the municipal allocations. Both cities are looking at Municipal bonds for funding mobility projects. PCMC has also participated in national and international competitions for fetching additional funding.  
  5. Create dedicated budget heads for priority projects: Cities should establish dedicated budget heads for priority sustainable transport projects, like implementing footpaths, junction improvement, bus augmentation, bus infra upgradation, etc. Part of the allocation should be for implementation of policies and plans, research, capacity development of staff, road safety initiatives, etc. Each project should have a clear line item in the budget. This approach ensures targeted and continuous funding and ensures accountability. 

The budget analysis of Pune and Pimpri Chinchwad tells a clear story that while these twin cities share mobility networks, their financial commitments to sustainable transport differ significantly. This will eventually reflect in the way they set out to achieve their sustainable transport goals. 
 
As cities across India prepare their 2025-26 municipal budgets, ensuring a consistent and transparent approach to transport funding will be key to creating accessible, efficient, and sustainable urban mobility. After all, where cities put their money today will shape how people move tomorrow. 

Written by Pranjal Kulkarni, Programme Manager- Healthy Streets and Compact Cities, Rutuja Nivate, Associate, Urban Development, and Siddhartha Godbole, Senior Associate- Urban Development

Edited by Donita Jose, Senior Associate Communications

Filed Under: Low Emission Zones, sustainable-transport-magazine, Transportation budget Tagged With: Electric bus, electric mobility, India, Maharashtra, Municipal Budget, Parking, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy

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

10th February 2025 by admin


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

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

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

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

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

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

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

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

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

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

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

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

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

A private sector demand aggregation workshop in Erode

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

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

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

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

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

4. Expanding Charging Infrastructure to Keep Pace with the Demand

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

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

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

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

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

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

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

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


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


Written by Kashmira Dubash, Senior Programme Manager

Filed Under: Public transport Tagged With: Charging infrastructure, Chennai, Electric bus, electric mobility, Guidance, India, Maharashtra, Manufacturing, PM e-BUS SEWA, Public Transport, Sustainable Transport

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

16th January 2025 by admin

As published in the Sustainable Transport Magazine


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

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

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

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


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

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


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

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

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

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

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

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


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

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

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

Technical inputs Smritika Srinivasan, Senior Associate – Urban Development

Filed Under: sustainable-transport-magazine, Walking and cycling Tagged With: Complete Streets, Cycle4Change, Healthy Streets, India, Maharashtra, Parking, Pimpri chinchwad, Public Transport, Pune, Smart Cities Mission, Streets4People, Walking and Cycling

10 Impactful Solutions to Improve India’s Air Quality

10th December 2024 by admin


Air pollution in India has reached a tipping point, threatening the health and well-being of millions. Amid this growing crisis, one promising solution is the implementation of Low Emission Zones (LEZs)—designated areas where polluting vehicles are restricted to curb emissions and improve air quality. To help cities across India tackle this issue, ITDP India recently launched Low Emission Zone Basics, a comprehensive guide for creating cleaner, healthier urban environments. 

At the launch, experts from global organisations shared crucial insights on how LEZs can play a pivotal role in addressing air pollution, while also offering policy recommendations to guide India’s path to cleaner air. From improving data collection to enhancing public transport and promoting localised climate action, these strategies provide a roadmap for urgent and effective change. Read on for key takeaways from the experts who are shaping the future of India’s air quality. 

The experts include, Shashi Verma, Chief Technology Officer, Transport for London (TfL); Dr. Anju Goel, Associate Director at The Energy and Resources Institute (TERI); Parin Visariya, Deputy Manager at ITDP India; Dr. Sandra Wappelhorst, Senior Researcher at The International Council on Clean Transportation (ICCT), Berlin;  Sree Kumar Kumaraswamy, Program Director at World Resources Institute (WRI); and Dr. Vivek Vaidyanathan, Program Manager at Artha Global. 

1. Better research on sources of air pollution

Central government must invest in better collection and dissemination of data and research on the sources of pollution. To date, the public debate around pollution in India is clouded in fog with some suggesting it is because of Diwali and some suggesting is because of crop burning, which is fundamentally not true. Air pollution in Gangetic plains is far more complex and getting better evidence is something central government can work on – Shashi Verma, Chief Technology Officer, Transport for London (TfL)    

2. Need for multiple interventions

London’s air quality success stems from a series of cumulative interventions since the 1950s, starting with banning coal burning, introducing clean diesel programmes, and expanding LEZs. A major contributor to improvement was increasing the mode share of sustainable transport, which reduced overall vehicle numbers. The broader lesson is to have a comprehensive approach in addressing multiple sources of pollution. – Shashi Verma, Chief Technology Officer, Transport for London (TfL) 

3. State government must approve LEZs 

Pimpri Chinchwad, in Maharashtra has decided to implement an Environmental Protection Charge ranging from ₹100-750, for polluting vehicles entering the LEZs. But the enforcement of this requires collaboration with the Road Transport Officials (RTOs) and traffic departments. Currently, there is no provision within the transport department to address such violations, making the need for an enforcement mechanism essential. State-level approvals and notifications are also necessary to formally designate the area as a LEZ. State governments must play a supportive role by bringing all stakeholders together to develop a clear, actionable plan. – Parin Visariya, Deputy Manager at ITDP India 

4. Improve public transport

Public transport connectivity in most cities remains inadequate and requires significant upgrades. State support is crucial to ensure there is an increase in the number of buses and improvement in the overall network. – Parin Visariya, Deputy Manager at ITDP India

5. Package LEZs for health

One way to get faster acceptance of concepts like LEZs is to make the stakeholders focus on how it will improve health. Talking about its benefits in sensitive areas in terms of schools, places of worship, hospitals, works well in convincing city authorities to take this up. – Dr. Vivek Vaidyanathan, Program Manager at Artha Global 

6. Focus on funding clean air in rural areas

Currently the National Clean Air Programme funds go only to urban local bodies, where the concerns are more about road dust, vehicular emissions etc. But when it comes to rural areas, these funds are not applicable. Here the sources of pollution are also different like biomass burning. This is when state governments need to pitch in. Having only NCAP as a funding source won’t solve the problem. We need various other state level schemes.  – Dr. Anju Goel, Associate Director at The Energy and Resources Institute (TERI) 

7. Budget for climate at municipality levels

Cities must explore ways to tap into their existing municipal budget to start climate works. If all departments commit some amount to climate, it can be a starting point with no need to look outside for funds. For instance, in most municipalities, the roads budget is the highest- so it can be leveraged to implement action to create clean air. – Sree Kumar Kumaraswamy, Program Director at World Resources Institute (WRI) 

8. Develop state-level schemes

States must come up with innovative mechanisms like the Majhi Vasundhara initiative in Maharashtra where the state has decentralised climate action. Now be it a village or a city, through their own means, they can take up small ticket projects that work towards climate action. This kind of model of sourcing innovation from the ground up is an excellent example and state can play a facilitating role to enable thinking innovatively. – Sree Kumar Kumaraswamy, Program Director at World Resources Institute (WRI) 

9. Focus on creating a good narrative

Create a phased and gradual LEZ plan with clear timelines to allow citizens and businesses to have time to adapt. Offer financial assistance to low-income groups and small businesses to transition to compliant vehicles. Develop mobility programs like air bonuses to encourage alternatives to car ownership. Speak to all stakeholders and communicate the programme. – Dr. Sandra Wappelhorst, Senior Researcher at The International Council on Clean Transportation (ICCT), Berlin 

10. Start with CPCBs and non-attainment cities

When working with state governments, the Central Pollution Control Board is a good entry point, wherein they can enact some of the state-wide regulations and laws that’s applicable to all non-attainment cities. – Dr. Vivek Vaidyanathan, Program Manager at Artha Global

Low Emission Zone Basics


Written by Donita Jose, Senior Associate, Communications and Development, ITDP India

Filed Under: Low Emission Zones Tagged With: Air Pollution, ANPR, Delhi, Electric bus, electric mobility, GNSS, Health crisis, India, London, Low Emission Zones, Maharashtra, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy, Vehicular Pollution

Are Indian Cities Budgeting Enough for Sustainable Transport? A Case from Pimpri Chinchwad

20th November 2024 by admin

(Part 1 of Municipal Budget Analysis Series)


Annual municipal budgets shape how the city’s resources- the taxpayers’ money- are allocated to shape the city and in turn serve its residents. However, the question arises: do the city’s annual budgets reflect investments in mobility for cleaner air and congestion-free streets, which have been challenging for most cities? Such budget allocations are even more critical for rapidly urbanising Indian cities. 

Pimpri Chinchwad is one of India’s fastest-growing tier-2 cities. Through its ambitious policies, plans, and projects, Pimpri Chinchwad has been actively striving to build a robust sustainable urban mobility system in the city.  Pimpri Chinchwad Municipal Corporation’s (PCMC) bold policies, including the Non-Motorised Transport Policy (2021) and Pune Metropolitan Region’s Comprehensive Mobility Plan (2018), aim for 90% of trips to be made by walking, cycling, or public transport by 2036. PCMC also aims to reduce private vehicle trips by 18%, focusing on a fair distribution of road space between all users and a shift towards sustainable urban transport modes such as walking, cycling, and public transport. However, as per Parivahan data, with nearly 90 vehicles per 100 residents, congestion, road safety, and air quality remain major challenges.  

PCMC is well aware of this alarming figure and is making every effort to address it. With the further expansions of the existing 54 km of Bus Rapid Transit and the 7 km of Metro, along with 16 km of suburban rail, and more than 100+ km of redesigned healthy streets, the city is reshaping how people move.  

While in the last decade, the city has made strides with its sustainable transport initiatives, how can we ensure it remains committed to creating safer streets, reducing congestion and improving air quality? 

One key indicator of the city’s commitment to its sustainable transport goals is how much allocation of the municipal funds goes to various transport modes, especially the sustainable ones – walking, cycling, and public transport.  

PCMC collaborated with ITDP India to analyse the city’s annual budget allocations from 2022-23 to 2024-25 (across a period of three years) focusing on mobility projects in the city. In June 2024, ITDP launched the ‘PCMC Municipal Budget Analysis Report’ capturing the insights from this research project. 


Why was the study conducted?

The study was conducted to gain a nuanced understanding of historical budget allocation trends, assess current allocation patterns, and identify gaps and opportunities for future provisions towards urban mobility. It aimed to establish a detailed report of funding requirements through projections and provide informed recommendations to enhance the upcoming annual mobility budget allocations. Additionally, this study was undertaken in response to the lack of such detailed case studies in India, highlighting the need for more structured approaches to urban mobility budgeting and planning. 

How did we do it?

The team meticulously examined the city’s annual budgets for the past three years, scrutinising each line item related to transport and categorising them into ‘sustainable and non-sustainable modes’ of transport. Sustainable modes include projects that encourage walk, cycle, and use of public transport. Non-sustainable modes include items which encourage use of private motor vehicles and prioritise private vehicle movement over other sustainable modes. 

What were the key observations?

1. Transport allocations inching towards its sustainable transport goals 

With a total municipal budget of ₹8,676 crore, PCMC has one of the highest per capita budgets allocated in the state. In 2024-25, 17% (₹1475.4 crore) of the annual budget was allocated to transport– an increase in proportion to the overall increase in municipal budget as compared to the previous year. Additionally, over half of the current transport budget is now allocated to sustainable transport infrastructure, up from 48% (₹540 crore) to 56% (₹818 crore) as compared to the previous year. 

Graph showing an upward trend in PCMC’s annual transport allocations, along with the sustainable and non-sustainable allocation split 

2. Significant increase in allocation towards walking-cycling infrastructure 

The non-motorised transport (NMT) budget allocation of ₹439.7 crore accounts for more than half of the sustainable transport budget and one-third of the entire transport budget! As compared to the previous years, the city has more than doubled its allocation towards NMT from ₹217.9 crore in 2023-24 to ₹439.7 crore in 2024-25 which is a move in right direction. This shift is mainly due to the allocations for the ambitious ‘Harit Setu’ project that aims to make PCMC a 15-minute walking-cycling neighbourhood city and ‘Urban Streetscapes Programme’ (USP). In addition, this also includes allocations for initiatives like cycle sharing systems, parking management, and maintenance of infrastructure. 

Sankey graph showing the detailed transport allocations for the year 2024-25

However, PCMC needs to allocate a similar amount consistently every year towards creation of footpaths and cycle tracks to achieve the goal of 90% of all trips by sustainable modes by 2036. This budget will support the transformation of 25 km of major streets and 100 km of minor streets each year. Only by maintaining this aggressive pace, can PCMC systematically transform its streets over time and move closer to achieving the NMT Policy’s targets. 

3. Need for more investment in public transport 

While there have been significant efforts to improve walking and cycling, there is a gap in funding for more public buses. There is still a need to make buses more accessible to everyone. The city funds its public bus system by providing Viability Gap Funding (VGF) to the city’s transport undertaking – Pune Mahanagar Parivahan Mahamandal Ltd (PMPML). However, the city’s budget allocation for buses has seen a slower increase, rising from ₹231 crore in 2022-23 to ₹359 crore in 2024-25 for buses over the four years. According to PMPML’s Vision 2027, the city currently has around 26 buses per lakh population, which is half of the national guideline of 60 buses per lakh population and an exponential increase is needed to meet these goals. In addition to the operational expenditures, PCMC needs to allocate an estimated ₹730 crore annually to achieve target bus fleet of 2850 size (as per the recommended MoHUA standards) by 2030. 

Comparative chart showing the non-sustainable and public transport allocation trends 

4. Car-centric investments still dominate the budget 

As one of the fastest-growing cities, Pimpri Chinchwad has also prioritised the development of new streets to ensure connections to the new villages. As a result, the private motor-vehicle-centric road expenditure is reasonably high. It is critical for such cities to ensure this new development is equitable and caters to the needs of pedestrians, cyclists, and public transport. The allocation of budget for car-centric infrastructure, such as flyovers and multi-level car parks, is consistently high. At ₹657 crore, PCMC is allocating twice as much for non-sustainable transport than that for public transport. Surprisingly, some programs, like Sustainable Urban Transport Projects (SUTP) and Urban Transport Funds (UTF), earmarked for sustainable development have budgetary provisions for car-centric projects. A 100% of the ₹4.5 crore under SUTP and 51.6% of the ₹262.5 crore under UTF are allocated towards non-sustainable transport projects like carriageway and flyover development. 

In a Nutshell

The substantial doubling of funding for walking and cycling projects highlights PCMC’s commitment to its NMT Policy goals. However, public transport remains underfunded with a visible shortfall of buses and a dire need for improved quality of service in the city. On the contrary, car-centric projects continue to receive disproportionately high funding. To achieve its goals, PCMC should not only increase funding for sustainable transport initiatives but also simultaneously reduce the allocations for high-value car-centric infrastructure. This can be achieved through reallocation of existing budgets towards sustainable transport projects. 

The study also provides recommendations for a sustainable transport-focused budget, exploring innovative revenue sources like parking management, municipal bonds, national and international grants. It also emphasises the need to consistently allocate budgets for walking, cycling, and public transport projects to help PCMC maintain its status as a leader in sustainable transport in India.  

Since presenting the findings at the Smart Cities Mission’s National Conference in January 2024, the team has also been focusing on helping cities with securing additional funding through this data-driven approach. In the next blog in the series, we’ll take a deep dive into the process of the budget analysis including methodology, limitations, and the challenges faced while conducting the study. Stay tuned! 


Written by Donita Jose, Senior Associate Communications

Edited and technical inputs by Rutuja Nivate, Associate- Urban Development and Pranjal Kulkarni, Programme Manager – Healthy Streets and Compact Cities

Filed Under: Low Emission Zones, sustainable-transport-magazine, Transportation budget Tagged With: Electric bus, electric mobility, India, Maharashtra, Municipal Budget, Parking, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy

Three Things Indian Cities Need to do Now to Start the Fight Against Vehicular Pollution 

4th November 2024 by admin


“Winter is coming”—a phrase made famous by the sitcom series Game of Thrones—has found an eerie resonance in India. Much like how the people of Winterfell dreaded the arrival of winter and the mythical evil creatures- the White Walkers, in India, it is not a creature, but the polluted air itself, that is dreaded.  

Though it’s barely November, a thick layer of pollutants is already blanketing the skies, and all eyes are searching for the culprits. Is it construction waste, crackers, or crop burning? However, one source, which remains largely overlooked, and often slides through the cracks, while continuing to remain the biggest challenge- is vehicular pollution. A recent study by the Indian Institute of Tropical Meteorology confirms this. Conducted in the month of October 2024, the study revealed that stubble burning contributed only 1-2% of Delhi’s total air pollution in the month, while vehicular emissions accounted for a significant 11.2% – 14.2%. This makes vehicle emissions the single biggest identifiable, yet silent contributor to poor air quality, which affects the Indian cities not just in winter but year-round—making it the most urgent problem to address. 

Infact, studies being released year after year all indicate how rapidly the situation is deteriorating. The latest report reiterating this, is the Greenpeace report, which spotlights the alarming situation in South Indian cities specifically, which conventionally were believed to have cleaner air. The data from this report suggests the PM2.5 level in these cities is also no better for living standards, with a few like Hyderabad, Chennai, and Visakhapatnam, seeing levels up to 9- 10 times higher than WHO standard. As explained above, a significant part of these rising pollution levels is contributed by the growing population of vehicles.  

While the sustainable transport sector has long advocated for walking, cycling, public transport, and clean vehicle technology as solutions, it is clear that combating vehicular pollution requires a multifaceted approach beyond that. This blog outlines three key Mantras (strategies) that cities can adopt right now to tackle this growing menace. Some of these have already been implemented/ in the process of implementation in our lighthouse city, Pimpri Chinchwad, which stands as a good example for many other growing Indian cities. 

1. Shift to sustainable modes such as walking, cycling, and public transport  

First, cities should focus on creating not just isolated stretches but comprehensive networks of footpaths and cycle tracks. A well-connected network makes sustainable transport options more convenient and accessible, encouraging people to shift to these modes.  

However, providing just infrastructure may not be enough in most cases. Cities must invest in raising awareness through campaigns to nudge behavior change. Policies and legislative reforms are also crucial to embedding these practices into the city’s fabric. 

What’s a good model to emulate? Many global cities, such as Singapore, have initiated the concept of 15-minute cities. Some Indian Cities have had the chance to adopt this concept, leveraging existing initiatives like the Harit Setu project in Pimpri Chinchwad, which aims to enhance walking and cycling infrastructure in the city. Here, the plan is to make a localised network of connected footpaths and cycling tracks within smaller neighbourhoods, across the city so that people can simply opt to walk or cycle for short distances. Through such interventions, they also get sustainable options for last- mile connectivity. 

A glimpse of Linear Garden street, one of the ideal streets in PCMC which prioritises pedestrians and cyclists

However, while walking and cycling provide a sustainable alternative for short trips, they alone will not reduce congestion or pollution. For longer trips, more and better buses which connect the many networks of roads are the need of the hour to alleviate pollution and congestion. Moreover, improving bus services, including their frequency, reliability, and coverage, is crucial. Buses should seamlessly integrate with other transport modes, such as metro systems, footpaths, and cycle tracks, creating a comprehensive and efficient transport network. This interconnectedness enables commuters to make longer journeys more conveniently, thus making public transport a more attractive option. 

While these suggestions might shift a chunk of road users to sustainable modes, there will still be a section who would opt to use personal/private vehicles for travel because of its convenience. To address the emission concerns for that segment, incentivising cleaner vehicles will be an option.  

2. Incentivise people to use cleaner vehicles

Alongside promoting sustainable modes of transport, cities need to encourage the use of cleaner vehicles. This can be done in three ways: transitioning to cleaner technologies, scrapping older polluting vehicles, and building robust electric vehicle (EV) infrastructure. 

India has already taken a step in this direction by adopting Bharat Stage-VI (BS-VI) emission standards, which significantly reduce emissions from new vehicles. However, cities can push this further by promoting electric vehicles (EVs). Local governments should implement strong scrappage policies that incentivise owners of older, polluting vehicles to retire and scrap them in exchange for financial benefits or rebates on EVs.  

Cities also need to upscale their EV infrastructure, particularly by setting up widespread charging stations. A comprehensive EV Readiness Plan can guide cities in developing this infrastructure and ensuring that the transition to EVs is smooth and well-supported. 

For example, Pimpri Chinchwad’s Electric Vehicle Readiness Plan 2023 outlines some of these, by setting a goal of having 30% of the new vehicle registrations in city shift to EV by 2026.  They are doing so by establishing 100 EV charging stations and offering incentives for e-auto drivers. Property tax rebates are also being offered to those setting up charging point in their properties. Furthermore, the PCMC’s and Pune’s shared bus service, Pune Mahanagar Parivahan Mahamandal Ltd (PMPML), already operates 473 e-buses—India’s third-largest fleet—and is continuing to expand its fleet. These efforts – both on the front improved vehicle technology and on the front of emission reduction through improved public transport, not only reduce emissions but also set the stage for a future where EVs become the primary mode of motorised transport. 

Cities infact can go a step further, to effectively promote the use of cleaner vehicles. They can go for a dual approach of simultaneously making it more challenging to rely on personal vehicles.  

An electric bus from PMPML fleet

3. Discourage the use of personal vehicles through pricing parking and LEZs 

Cities must make it harder for people to rely on private vehicles, especially older, polluting models. Two effective ways to achieve this are by pricing parking and establishing Low Emission Zones (LEZs). 

Proper parking management can reduce the number of vehicles on the road by making it expensive to park in public spaces. When parking fees are levied, people think twice before using their cars, potentially avoiding the trip, opting for shorter trips, using public transport or finding other alternative solutions instead. This approach not only discourages unnecessary vehicle use but also frees up critical street space for creating vibrant public spaces on street. When authorised designated spots are demarcated by the city on the streets, it further reduces the time and fuel wasted in searching for a parking spot.  

Effective parking management can deter vehicle use, while LEZs take it a step further by restricting the most polluting vehicles from entering key areas. Together, they provide a strong mechanism to reduce vehicular emissions. 

In an LEZ, only vehicles with low or zero emissions—such as electric vehicles or those that meet the recommended emission standards (BS-VI)—are allowed to enter. LEZs can be city-wide or focused on strategically selected areas, making them an effective tool for cutting emissions in densely populated regions. 

For instance, in cities like London there has been a drastic reduction. As per the Mayor’s report, London’s Ultra Low Emission Zone (ULEZ), launched in 2019, has led to a 44% reduction in nitrogen dioxide levels and a roughly 30% decrease in traffic in central areas, alongside a 21% increase in cycling. 

In India, a study by ITDP India and ICCT in Pimpri Chinchwad found that restricting pre-BS-VI vehicles in a designated LEZ could reduce PM 2.5 emissions by up to 91% within a year (if all the pre-BS-VI users switch to EVs). Without such measures, pollution levels will decrease by only 50% in the next five years, under current practices (which involves the expected business as usual gradual natural transition to BS-VI). 

Designated parking spaces created on a street in PCMC

While these three Mantras provide a holistic approach to combat vehicular emissions, acknowledging the issue is the first step.  We urge cities and policymakers not to let air pollution caused by vehicles fade into the background or be treated as a seasonal issue. Addressing vehicular emissions requires year-round effort—mode shift, cleaner vehicle technologies, and Low Emission Zones must work in tandem to tackle pollution from all angles. 


Written by Donita Jose, Senior Associate, Communications and Development, ITDP India

With technical inputs from Parin Visariya, Deputy Manager at ITDP India

Filed Under: Low Emission Zones Tagged With: Air Pollution, ANPR, Delhi, Electric bus, electric mobility, GNSS, Health crisis, India, London, Low Emission Zones, Maharashtra, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy, Vehicular Pollution

Answers to Some Common Questions About Low Emission Zones

26th September 2024 by admin

With the idea of Low Emission Zones (LEZs) gaining steam in India, here are a few concepts on the Legal, Institutional, and Technological aspects of vehicular emission.


A recap of Urbanlogue 4.0 Episode 2

LEZs are the need of the hour to arrest the invisible yet harmful impact of vehicular pollution. However, the entire subject can be challenging to grasp. Alongside figuring out the enforcement technology and monitoring, in India, data quality and impacts on marginalised communities add to the complexity. 

On September 18, ITDP India and ICCT hosted a webinar featuring six experts, moderated by Amit Bhatt, India Managing Director, ICCT, wherein they unwrapped these concepts by sharing their journeys from managing air/vehicular pollution in cities like Delhi, Pimpri Chinchwad, and Surat, alongside insights from Brussels and Seoul. You can watch the full webinar here. 

Here are seven frequently asked questions around Low Emission Zones, which were answered during  the webinar. 

1. What are the technologies available to enforce Low Emission Zones and which is best suited for Indian context? 

Parin Visariya, Deputy Manager at ITDP India, highlighted two key enforcement methods for India: Automatic Number Plate Recognition (ANPR) and Global Navigation Satellite System (GNSS). 

“What’s currently feasible in India is ANPR, which uses cameras to read vehicle number plates and deduct fees for entering Low Emission Zones,” Visariya explained. GNSS, an alternative, connects to an on-board unit inside the vehicle via a cellular network to charge fees, though the unit costs INR 8,000-10,000. 

Srinivas Ganji, Solution Delivery Director (Urban Transport), Arcadis, discussed the challenges of both. ANPR faces issues like low visibility due to weather, traffic congestion, and low-light conditions. However, due to improved algorithms and infrared cameras, the efficacy of ANPR system is close to 90%.  

Regarding GNSS, Ganji pointed out a few concerns. “A lot of incentives will have to be given to maintain the onboard unit. Privacy is also a concern as all movements can be tracked and it’s still a question on who will bear the charges of transmission of the data.”  

2. Are our vehicle emissions measuring methods robust enough? 

Vaibhav Kush, Researcher at ICCT, highlighted the importance of accurately monitoring emissions for implementing LEZs. Currently, India measures pollution at two stages: during vehicle prototype testing before the production and through Pollution Under Control (PUC) checks. However, these methods only reflect emissions under controlled conditions, either in labs or when vehicles are stationary. Neither show actual pollution levels emitted. Factors like load, maintenance, driving habits, road surface, traffic congestion impact emissions. 

ICCT’s 2022 study in Delhi using the roadside sensors revealed a significant gap between tested and real-world emissions.   

3. What are the various legal routes to implement LEZs  

Vaibhav Kush, further elaborated on the legal routes to establish LEZs. He explained that LEZs require legal backing for notifying the LEZ area, restricting polluting vehicle type, imposing fines and more. There are legal provisions available at national, state and city level. It depends on which government is initiating it. Vaibhav highlighted the cases of vehicle restrictions implemented in Delhi, Taj Trapezium Zone in Agra, Kevadia in Gujarat. He also highlighted a case where judiciary (Supreme Court) ordered the Delhi government to levy the environment compensation charge. 

He highlighted that the Air Act of 1981, Central Motor Vehicle Act of 1988 and state laws like Maharashtra Municipal Corporation Act 1949, can enable LEZ implementation. 

4. How robust should the city’s pollution monitoring network be? 

Ronak Sutaria, Founder and CEO, and Kevin Joshi, Product Engineer and Researcher, from Respirer Living Sciences, emphasised the need for robust and dense pollution monitoring networks to implement LEZs. For Surat Municipal Corporation (SMC), they deployed low-cost monitoring machines to measure PM 2.5 and 10 across 20 locations, focusing on densely populated areas. The data was shared with SMC and revealed nuanced results—PM 2.5 levels spiked during morning rush hours at certain junctions, while industrial areas peaked in the evening, and commercial zones showed higher levels during weekends. Regular analysis enabled tailored decisions and actions. 

“We need data analytics specialists, to help city corporations make informed decisions,” Joshi stated. 

On data accuracy, Ronak also highlighted that it is important to understand the purpose of using the data. Based on technologies and their cost, data accuracy can vary between 70%-90%.  

5. Is crowdsourcing of pollution data the way ahead for monitoring and predicting pollution levels in micro levels? 

Dr Suraj Ghosh, Associate Counsellor from CII- ITC Centre of Excellence for Sustainable Development, shared that their pollution monitoring and forecasting model was built on crowdsourced data. Their new model integrates emission inventories, meteorological data, live traffic, ambient air quality, and sensor data. By applying the Chemical Transport Model, they can predict pollutant levels for the next 72 hours, which aids measures like the Graded Response Action Plans. 

Their model achieves a resolution of 1 km x 1 km down to zone and ward levels, with the potential to enhance accuracy to 200 meters, though data quality remains a concern. “To improve accuracy of forecasts, we need good data,” he shared. 

6. What can cities in India learn from international cities like Brussels, Seoul, and London? 

Anindita Ghosh, Senior Researcher, UITP, shared several insights from different cities’ LEZ experiences. In Brussels, citizens were proactive in pushing the government to implement LEZs. In Seoul, LEZs were introduced only in the Business Zone, a model that could work in India as well. 

In all these cities, including London, effective communication played a vital role. “Engaging citizens consistently is key. Making them part of the process is essential,” Ghosh said. Various tools such as leaflets, videos, and advertisements were used extensively, with communication beginning 2-3 years before implementation. Efforts were also made to include marginalised communities, a practice that should be adopted in India. 

7. How can we address equity issues on marginalised communities while implementing LEZ? 

Globally, cities have provided incentives to encourage the transition to cleaner vehicles. Cities have provided free public transport passes for two years. Financial incentives are priortised for e-cycles and small freight vehicles for businesses, subject to polluting vehicles being scrapped. Incentives for personal cars are avoided to reduce congestion. All cities invest heavily in improving public transport, walking and cycling infrastructure. Indian cities, similarly, must priortise to improve public transport (especially bus transport) and offer target incentives after analysing the budget. 

Watch this space for more on Low Emission Zones! Join our Whatsapp group now for more webinars and talks!


Team Urbanlogue 


Written by Donita Jose, Senior Associate, Communications and Development, ITDP India

With technical inputs from Parin Visariya, Deputy Manager at ITDP India

Filed Under: Low Emission Zones Tagged With: Air Pollution, ANPR, Delhi, Electric bus, electric mobility, GNSS, Health crisis, India, London, Low Emission Zones, Maharashtra, Pimpri chinchwad, Public Transport, Pune, Sustainable Transport, Sustainable Transport Policy, Vehicular Pollution

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