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

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

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

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

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

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

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

Stakeholder Meeting with GCC and GCTP in September 2022

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

CUMTA’s Parking Policy: Transforming Urban Mobility  

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Future-Proofing Chennai’s Streets

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

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

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

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

Conclusion 

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

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

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

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

Edited by Donita Jose

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

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

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

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

1. Improving Public Transport- Rs.170 crores

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

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

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

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

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

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

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

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

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

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

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

Pic: Students await their bus in Chennai

3.Pushing for Electrification – Rs.4 crores

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

        Other Highlights

         

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

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

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

        Edited by Donita Jose and Aangi Shah (Communications)

        Union Budget 2025: Encouraging Push for Public Transport and E-Mobility, But Is It Enough? 

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        The latest Union Budget 2025-26 announcement by Finance Minister Nirmala Sitharaman on February 01, 2025 has shown continued support for public transport and e-mobility. This reflects the government’s commitment to sustainability.  

        Here are the highlights in terms of allocations to promote more buses and electric mobility: 

        Key Budget Allocations

        1. PM e-Bus Sewa Scheme: This scheme received Rs 1,310 crore (up from Rs 500 crore in 2024). This scheme aims to improve urban bus transport in India by providing nearly 10,000 urban buses to cities.  
        2. PM e-Drive Scheme: This new flagship scheme received an increased allocation from Rs 1,870 crore in 2024 to Rs 4,000 crore this year. This is a two-fold increase! The scheme will support in procuring 14,000 new e-buses, 1,10,000 e-rickshaws, e-trucks, and e-ambulances.  
        3. Production Linked Incentive (PLI) for Battery Storage: Under the overall push for PLI scheme, the National Programme on Advanced Chemistry Cell (ACC) Battery Storage, received a small share with an allocation of Rs 155.76 crore. This helps reduce battery costs and promote EVs but could have been higher. 

        However, when we compare these allocations to actual needs, the gap remains significant. 

        A Huge Gap in Urban Buses

        India needs 2,00,000 urban buses, but only 35,000 are operational (inclusive of e-buses). To bridge this, the union government scheme provides just 24,000 buses (10,000 from PM e-Bus Sewa and 14,000 from PM e-Drive throughout the duration of the entire scheme over multiple years). This is far below than what is required.  

        Pic: A crowded bus in Bhubaneshwar. Owing to no major investments in public transport over the years, the passenger experience has been deteriorating

        Metro Rail Funding vs Bus Funding

        In the 2025 budget, one standout was how the metro rail funding increased significantly from Rs 24,000 crore to Rs 31,000 crore, with Rs 649 crore in grants. We at ITDP India wish a similar allocation was done for PM e-Bus Sewa to make a big impact on bus services in alignment with the actual need for buses.  

        The budget supports public transport and e-mobility, but to truly transform urban mobility, more investment and better execution of schemes are needed. Over and above this, sustainable mobility also requires investment in walking and cycling infrastructure as well and we hope this happens soon! 

        By Vaishali Singh, Programme Manager, ITDP India

        With inputs from Parin Visariya, Venugopal AV, Donita Jose

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

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        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

        Are 15 minute cities, the pathway to sustainable urban mobility?

        by

        As India’s cities expand and urban challenges like congestion, pollution, and inequitable access intensify, the concept of 15-minute cities offers a promising vision for the future. Imagine a city where basic amenities, work opportunities, and recreational spaces are all accessible within a short 15-minute walk or bike ride.

        But how realistic is this vision for India? What steps are needed to turn it into reality? Cities like Pimpri Chinchwad, Surat, and Srinagar are already making strides to improve equitable access, but scaling this idea nationally requires more than just ambitious plans. It demands thoughtful implementation, community buy-in, and a focus on high-quality infrastructure.

        At the 17th Urban Mobility India Conference and Expo, held in Gandhinagar on October 26, experts came together in a panel discussion organised by ITDP India and Arcadis to explore Building 15-Minute Cities: Pathway to a Sustainable Urban Mobility Future.

        Moderated by Aswathy Dilip, Managing Director, ITDP India, the roundtable underscored a crucial point: making cities walkable and cyclable isn’t enough—those options must be implemented at a standard that genuinely encourages people to use them.

        Check out this infographic blog for a detailed overview of the session and the main insights from the speakers:

        Conceptualised and Designed by Varsha Jeyapandi

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

        by

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

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

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

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

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

        Drawing Inspiration from Experts

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

        Crafting a Clear Intent

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

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

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

        Establishing Gaming Principles 

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

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

        Detailing the Game

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

        1. The Playing Board

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

        2. Context Sheets

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

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

        3. The Game Pieces

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

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

        4. The evaluation matrix and characters

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

        The two game characters and a sample of the evaluation sheet

        5. The right process

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

        Rolling out the Game 

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

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

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

        Glimpses from the game play at the workshop

        Conclusion 

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

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

        Written by Smritika Srinivasan, Senior Associate – Urban Development

        Edited by Donita Jose, Senior Associate – Communications

        Budget 2024: A Wishlist for Sustainable Transport by ITDP India

        by

        As the Finance Minister of India prepares to announce the new budget for the country shortly, our diverse team has brainstormed a list of budgetary interventions we wish to see in the upcoming budget and beyond.  

        In a post-pandemic world, as our cities grow more rapidly than ever, facing various climate change impacts, our wishlist aims to put ‘sustainability’ at the forefront of our transport and urban policies. Here is a list of five action areas where we seek to see increased focus and budget prioritisation. 

        1. Ensuring allocation of Transport Budgets towards Sustainable Mobility  

        What we want: At least 50-60% of the total transport budget to be allocated for sustainable mobility projects including public bus transport, e-buses, walking, cycling, micro-mobility, e-shared passenger and freight across Indian cities. 

        Why: As per 2011 Census, nearly 72% of trips in India are on foot, cycle, and public transport. It is only fair that the transport budget reflects this proportion, ensuring that sustainable transport receives the attention and funding it deserves. 

        2. Prioritising More Buses, Better Buses, Greener Buses 

        What we want:  A 15-fold scale-up of national programs like the PM E-Bus Sewa Scheme to ensure More Buses, Better Buses, and Green Buses in all cities with financial support. Financial support should be provided to public bus operators in the form of viability gap funding on Gross Cost Contracts (GCC). 

        Electrification of private sector buses, which make up for 93% of buses in India, presents an opportunity for reducing emissions that can be facilitated through lower interest rates for loans, longer loan tenure, and a leasing model. 

        Why: Public and private bus transport forms the backbone of Indian transportation, catering to 30 crore daily passenger trips. It is crucial to improve both the quality and quantity of both the public and private buses through prioritised investments in better and greener options.  

        With ~20 lakh public and private buses in India. Even if just one-fifth of these buses go electric, it could reduce 85 lakh tonnes of CO2 emissions per year– helping India achieve its 2070 Net Zero vision.  

        3.Creating Walking and Cycling Friendly Indian cities  

        What we want: Specific budgetary allocation and a national commitment towards creating walking and cycling-friendly streets across Indian cities. All states should be guided towards adopting state-level street design guidelines, policies, and action plans. These must be followed when taking up upgradation or street development work.  

        Why: A robust walking and cycling infrastructure provide a highly cost-effective means of mitigating greenhouse gas emissions, improving public health, saving money for residents, increasing access to opportunities and improving public safety in cities. For this very reason, world over attempt is being made to increase walking and cycling. But in India, already 48% of the population commutes by walking or cycling, as per Census 2011. This goes to show that we have a strong demand for walking and cycling. 

        Despite the clear and significant benefits that investments in walking & cycling infrastructure bring to pedestrians, cyclists, and society at large, this is not adequately reflected in the transport budgets or actions of national, state, and city agencies. The lack of prioritisation for safe walking and cycling infrastructure has been a persistent issue across Indian cities and should be a key focus moving forward.

        4.Connecting the Dots: Seamless Integration

        What we want: Budget allocation for cities with ongoing and upcoming metro projects to ensure seamless physical, information, and fare integration. The integration should be based on the local area plans, between different modes of transportation including bus, metro, suburban rail, walk, and cycle within a 500m radius of any station area, to encourage a modal shift to sustainable modes of transport.  

        Why: Seamless integration plays a crucial role in making people shift to sustainable transport.  The journey must be convenient, seamless, and connected right from planning, boarding, alighting, payments etc. Unless these are integrated, private vehicle users may not shift to sustainable transport modes. 

        5. Pricing Pollution

        What we want: Provide policy, technical, and budgetary support to states and cities towards adopting parking policies, implementing parking management measures, and setting up low emission zones with a mobility component. These measures can discourage the use of polluting vehicles through pricing and reduce traffic congestion. The national government could encourage cities to develop newer revenue sources by pricing parking and polluting vehicles. 

        Why: As per the World Air Quality Report 2023, India is the third most polluted country in the world. Several Indian cities like Delhi, feature in the infamous list of most polluted places in the world. There is an urgent need for separate budget allocation to implement strategies that tackle vehicular pollution and congestion which can lead to lower costs related to road maintenance, healthcare, and fuel consumption. 

        Cities can also generate new revenue sources by pricing parking and implementing charges for polluting vehicles. This revenue can be reinvested in sustainable urban mobility projects. 

        But how can these be effectively rolled out ensuring accountability for cities? Well, here are some suggestions:  

        a. Set up a National Sustainable Mobility Mission, empowered to allocate funds under an Urban Transport Fund, monitor projects, and fastrack sustainability mobility projects across state/cities.  

        b. Adopt a result-oriented approach for every project undertaken via the National Sustainable Mobility Mission. For every project, a framework is to be adopted, and budget should be specifically allocated within project costs for ‘Impact assessment of infrastructure’ and performance audit of programs to ensure public money is spent wisely benefitting large masses. 

        c. Empower those cities that have an operational Unified Metropolitan Transport Authority (UMTA) or a Green Mobility Cell to avail the budgetary support from the national mission. These entities should be empowered legally and financially to facilitate coordination, planning, and execution of sustainable transport initiatives among various agencies.  

        d. Set up a Green Mobility Data Centre for data-driven decision-making. These data-centres can collect granular and gender-disaggregated mobility data, analyse the same. The collected data can be used for planning, design, budgeting, management, enforcement, and performance evaluation of all mobility interventions and initiatives. 

        e. Empower the states and cities to revise existing Motor Vehicle Acts, Municipal and District Acts with rules for prioritising pedestrian-friendly infrastructure to avail the budgetary support. Cities will have to ensure that all upgraded or newly laid out street development will be completed with the provision of safe, continuous, and comfortable pedestrian infrastructure as per the national street design guidelines. 

        f. Create a national platform for technical experts who can especially support Tier 2 and Tier 3 cities in piloting and scaling up infrastructure projects. This will ensure high quality planning, design, and implementation of the projects across India. 

        g. Mandate state and city transport to make allocations in transport budgets that benefit women, gender minorities, and vulnerable users. It’s enforcement can be done by setting up Inclusive Mobility Committee and/or Inclusion officers. Initiatives such as women-led transport cooperatives for ride sharing services, measures to ensure travel safety, training for these users in roles like drivers, mechanics and engineers should be explored 

        As we began compiling our wish list, we realised that what we truly desire is a return to prioritising the basics. We seek strong national commitment to fulfil the 2030 sustainable mobility vision for India, where all cities have: 

        A– Accessible and safe streets for all. 

        B– Buses near everyone, everywhere, on time. 

        C– Congestion and pollution free cities. 

        Written by

        Team ITDP India

        Accelerating Urban Transport Reforms for Effective City Level Action

        by

        As published in Observer Research Foundation

        In the last decade, as India’s urban population surged by 26 percent,1 the use of personal motor vehicles (PMV) grew by 138 percent.2 India took 60 years (1951-2008) to reach 105 million registered vehicles and added the same number of vehicles in the subsequent six years (2009-2015), which put pressure on existing road networks and transport systems.3 The current urban transport governance framework is fragmented, with different agencies managing different aspects of the sector; in Delhi alone, over ten agencies handle transport, including three municipal corporations, the Public Works Department (PWD), national and state highways, the Delhi Transport Corporation (DTC), and the Delhi Integrated Multi-Modal Transit System Limited (DIMTS).4  Such fragmentation leads to a lack of coordination and inefficiencies in project implementation and timelines.

        There is an urgent need for reforms in India’s urban transport governance frameworks to ensure effective city-level action that can keep pace with the rapid population growth and its evolving needs. Such reforms will also require interventions at the national, state, and city levels.

        National-Level Interventions: Setting the Vision and Funding Mandates 

        The National Urban Transport Policy (NUTP), issued by the Ministry of Urban Development (MoUD) in 2006,5 was aimed at bringing about comprehensive improvements in urban transport services and infrastructure. The NUTP transformed India’s transport priorities, focusing on the mobility of people rather than vehicles and paving the way for schemes and programmes to support states and cities in improving urban mobility, such as the Jawaharlal Nehru National Urban Renewal Mission (JNNURM),6 the Smart Cities Mission, 7 and Faster Adoption & Manufacturing of Hybrid and Electric Vehicles (FAME I and II).8 However, the NUTP lacked a definitive vision with specific goals as well as a mandate to enable the funding of state- and city-level initiatives. Consequently, many states and cities struggled to meet the increasing demand for mobility. The approximately 30,000 buses that were introduced across India’s urban districts through schemes like JNNURM 9 10and FAME11 fell significantly short of the 200,000 requirement.12 Therefore, the NUTP highlights the need to establish a clear vision for urban mobility and mandate sufficient funding allocations in order to accelerate reforms.

        The Cycles4Change,13 Streets4People,14 and Transport4All15 projects, which were initiated at the national level by the Ministry of Housing and Urban Affairs (MoHUA) in 2021, demonstrated a welldefined vision for urban mobility. The programmes have sought to address funds allocation, peer learning, and institutional synergy.

        Utilising a participatory approach, the initiatives provided step-bystep guidance to cities to improve their walking, cycling, and public transport infrastructures. They also included a funding component to test solutions in top-performing cities, fostering intra-state competition and enabling city governments to effectively scale up transformation. The effort led to Healthy Streets Apex Committees being formed in over 30 cities, which set goals for projects and programmes to promote walking and cycling.16

        Simultaneously, Transport4All Taskforces comprising government and non-government stakeholders were created in 100 cities to improve public transport systems.17 The projects also facilitated knowledge exchange among cities, enabling them to learn from the experiences of others within and outside their state. This collaborative approach led to a rapid improvement in urban mobility infrastructure and services. 

        Consequently, 15 cities adopted Healthy Streets Policies to establish a framework towards prioritising walking and cycling. Nineteen cities also developed three-year action plans that laid out goals and strategies to achieve the Healthy Streets vision.18 The plans included strategies and budgets for the city-wide expansion of walking and cycling initiatives, and clearly identified roles and responsibilities of various city agencies towards implementing these strategies. By fostering competition and knowledge exchange as well as providing cities with a clear roadmap and budget for improving sustainable mobility, the initiatives have inspired more than 100 cities to take proactive action towards transforming urban transport in their jurisdictions.19

        State Level: Need for State Funding and City-Level Action Mandates

        Some states have attempted to address specific aspects of mobility through policies—for example, on electric vehicles or those for transit-oriented development—which have independent agendas and visions. A holistic approach to sustainable mobility through a state-level Sustainable Urban Transport Policy (SUTP) that can guide city-level policies and projects could help these policies be more effective. Such an overarching policy can standardise regulations, allocate the required financial resources to ensure on ground implementation, and facilitate knowledge exchange to drive sustainable mobility initiatives. It can also mandate and monitor city-level actions, ensuring accountability and consistency across jurisdictions.

        A few states in India are paving the way for effective urban transport initiatives in cities. In 2017, the Maharashtra Urban Development Department released the draft Maharashtra Urban Mobility Policy.20 Applicable to all urban areas in the state, the policy envisioned modes of transport that are safe, reliable, sustainable, and accessible for all citizens. The policy also included tangible metrics for infrastructure implementation that could measure its success.

        To support cities in implementing sustainable mobility projects on ground, the Government of Karnataka set up the State Urban Transport Fund (SUTF),21 administered by the Directorate of Urban Land Transport. Mobilised from three sources—a 1-percent cess on Motor Vehicle Tax (MVT), a 2-percent cess on property tax, and budgetary support from the state—the fund promotes the public transport system in cities by assisting in the construction of city transit infrastructure, implementing non-motorised transport (NMT) systems, and developing projects and feasibility study reports, among others. In 2021, the Tamil Nadu Transport Department secured a loan of INR 1,600 crore (approx. US$200 million) from the KfW Development Bank to procure 2,000 e-buses by 2025 for three cities, including the capital, Chennai, to improve the quality of public transport in these cities.22 Large procurements of electric buses, which are expensive and often beyond the budgets of many cities, could be challenging without state support.

        City Level: Need for an Institutional Framework, Policies, and Funding

        1. Setting up robust institutional frameworks The NUTP recommended setting up a Unified Metropolitan Transport Authority (UMTA)23 in all cities with a population of over one million. UMTAs were envisioned as nodal agencies for all mobility initiatives in a city in order to oversee timely implementation even with the involvement of multiple agencies. They can ensure transparency of decisions across different departments and the accountability of agencies responsible for project delivery. However, very few cities have established a functional UMTA due to the lack of regulatory mandates to form such an entity. 24The Chennai Unified Metropolitan Transport Authority (CUMTA) Act, which was passed in 2010 25and has been operational since 2019, has brought key agencies and stakeholders together under a single roof, ensuring the seamless integration and implementation of all transport projects across various modes in the city. As a coordinating body, it has helped integrate transport planning and decision-making in Chennai. Karnataka also formed a Non-Motorised Transport Agency (KNMTA) in 2019 to implement a public bicyclesharing system in Bengaluru, alongside undertaking other NMT activities in the state.26 Similarly, Pune has set up taskforces and cells to oversee the planning, implementation, and maintenance of various NMT initiatives, including27 a participatory NMT Cell to support the transformation of streets across the city.28
        2. Adopting progressive policies and plans There is a need for specific policies and roadmaps that address various aspects of sustainable mobility in cities, including active transport infrastructure for walking and cycling, public transport, parking management, transit-oriented development, low-emission zones, and electrification. These policies must embed the principles of sustainable mobility into the city’s transport-related decision making. At present, Indian cities lack the processes that could enable data-based decision-making. Well-designed policies and roadmaps with clear, actionable, measurable targets can help cities monitor their successes and shortcomings, hold relevant stakeholders accountable for implementation, and ensure data-driven decision-making. For instance, Chennai and Pune have adopted urban mobility policies that prioritise walking, cycling, and public transport. Starting in 2014, Chennai adopted India’s first NMT policy, which inspired Pune and Pimpri-Chinchwad to adopt the same.29 In 2016, Pune adopted India’s first progressive parking policy,30 inspiring Chennai to also start a similar exercise. These policies have initiated a move towards sustainable mobility, created best practices and benchmarks, and inspired other cities
        3. Setting the right budget Cities remain at the forefront of implementing transport policies and projects, as they have a better understanding of their unique challenges and opportunities compared to other levels of government. Therefore, they are best positioned to efficiently allocate resources to meet ever-changing urban demands. City-level budgets are critical for public transport services. City-level budget allocation also reduces the burden on state and national governments. For example, the twin cities of Pune and PimpriChinchwad have consistently allocated at least 25 percent of their annual transport budget for the last five years towards improving walking, cycling, and public transport infrastructure.31 Similarly, the Greater Chennai Corporation launched the Chennai Mega Streets Programme 32 in 2020 to create a city-wide network of streets that have a lifespan of at least 30 years, with funds allocated in the 2020 Tamil Nadu budget for the preparation of detailed project reports (DPRs) and commencement of work. 33

        Addressing the complex challenges of urban transport governance demands concerted efforts at multiple levels of governance, from overarching national policies to city-level initiatives. The national government needs to set the right vision, backed by strong funding mandates for states and cities, while facilitating peer-topeer learning between cities and states to accelerate transformation. As demonstrated in Maharashtra, Karnataka, and Tamil Nadu, it is critical for states to support cities in implementation through policy and funding and mandating city-level action. Additionally, cities need to set up strong institutions such as CUMTA, adopt progressive policies as in the case of Pune, and allocate financial resources to meet ever-changing urban demands to ensure effective action.

        Learning from successful experiences can pave the way for sustainable, efficient, and inclusive urban mobility systems. The journey to transform urban transport is long, but with the right policies, funding, and city-level action, it is a goal that could prove to be within reach.

        Written by

        Sivasubramaniam Jayaraman, National Lead and Senior Programme Manager in charge – public Transport system and TDM

        Vaishali Singh, Manager – Transport Systems and Electric Mobility

        1. World Bank, “Urban Population (% of Total Population) – India,” 2022,
          https://data.worldbank.org/indicator/SP.URB.TOTL.IN.ZS?locations=IN ↩︎
        2. Ministry of Road Transport and Highways, Government of India, “Road Transport Yearbook(s), 2008,
          2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016,” https://morth.nic.in/road-transport-year-books ↩︎
        3. Ministry of Road Transport and Highways, Government of India, “Road Transport Yearbook(s), 2008,
          2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016” ↩︎
        4. “Too Many Agencies Monitoring Public Transport in NCR, Need Revamp: Panel,” The Indian Express,
          August 29, 2013,
          https://indianexpress.com/article/cities/delhi/too-many-agencies-monitoring-public-transport-inncr-need-revamp-panel/ ↩︎
        5. Ministry of Urban Development, Government of India, National Transport Policy, Ministry of Urban
          Development, New Delhi, 2006, https://mohua.gov.in/upload/uploadfiles/files/TransportPolicy.pdf ↩︎
        6. Ministry of Urban Development and Ministry of Urban Employment and Poverty Alleviation,
          Government of India, Jawaharlal Nehru National Urban Renewal Mission, Overview, New Delhi,
          https://mohua.gov.in/upload/uploadfiles/files/1Mission%20Overview%20English(1).pdf ↩︎
        7. Smart Cities Mission, “Vision of Smart Cities Mission,” Ministry of Housing and Urban Affairs,
          https://smartcities.gov.in/ ↩︎
        8. Ministry of Heavy Industries, Government of India,
          https://pib.gov.in/PressReleaseIframePage.aspx?PRID=1942506 ↩︎
        9. K.C. Sivaramakrishnan, “Urban Transport: A Bus to Nowhere,” The Economic Times, April 20, 2009,
          https://economictimes.indiatimes.com/view-point/urban-transport-a-bus-to-nowhere/
          articleshow/4422393.cms?from=mdr; Ministry of Urban Affairs, Government of India, “Procurement
          of 10,000 Buses and Ancillary Infrastructure,” 2013. ↩︎
        10. Ministry of Urban Development, Government of India, “Recommendatory Urban Bus Specifications –
          II,” 2013, https://mohua.gov.in/upload/uploadfiles/files/Urban-Bus-Specifications-II.pdf ↩︎
        11. Ministry of Heavy Industries, Government of India, “Status of Sanction of Electric Buses Under FAME
          India Scheme II,’ Ministry of Heavy Industries, https://dash.heavyindustries.gov.in/dhieb ↩︎
        12. Calculated by ITDP India ↩︎
        13. Ministry of Housing and Urban Affairs, Government of India, “India Cycles for Change (IC4C) Challenge,”
          https://smartcities.gov.in/India_Cycles_for_Change ↩︎
        14. Ministry of Housing and Urban Affairs, Government of India, “Streets for People Challenge,”
          https://smartcities.gov.in/Streets_for_People_Challenge ↩︎
        15. Ministry of Housing and Urban Affairs, Government of India,
          https://www.pib.gov.in/PressReleasePage.aspx?PRID=1874732 ↩︎
        16. ITDP India, “10 Things that Shaped Out 2022,” https://www.itdp.in/itdp-indias-year-end-roundup/ ↩︎
        17. Ministry of Housing and Urban Affairs, Government of India,
          https://www.pib.gov.in/PressReleasePage.aspx?PRID=1874732 ↩︎
        18. Ministry of Housing and Urban Development, Streets for People, Pathways of Change from India’s Smart
          Cities, New Delhi, 2023,
          https://smartcities.gov.in/sites/default/files/2024-03/Street%20Compendium%202023%2018-12.pdf ↩︎
        19. Ministry of Housing and Urban Affairs, Government of India,
          https://pib.gov.in/PressReleaseIframePage.aspx?PRID=1739905; Ministry of Housing and Urban
          Affairs, Government of India, https://pib.gov.in/PressReleasePage.aspx?PRID=1790637; Ministry of
          Housing and Urban Affairs, Government of India,
          https://www.pib.gov.in/PressReleasePage.aspx?PRID=1874732 ↩︎
        20. ITDP India, “Maharashtra Urban Mobility Policy,”
          https://www.itdp.in/maharashtra-urban-mobility-policy/ ↩︎
        21. Directorate of Urban Land Transport, “State Urban Transport Fund (SUTF),” Urban Development
          Department, Government of Karnataka,
          https://dult.karnataka.gov.in/69/state-urban-transport-fund-%28sutf%29/en#:~:text=The%20
          Directorate%20of%20Urban%20Land,support%20from%20Government%20of%20Karnataka. ↩︎
        22. Julie Mariappan, “Tamil Nadu Receives Rs 1600 Crore from German Aid Agency,” The Times of India,
          September 27, 2019,
          https://timesofindia.indiatimes.com/city/chennai/tamil-nadu-receives-rs-1600crore-loan-fromgerman-aid-agency/articleshow/71319544.cms ↩︎
        23. Ministry of Urban Development, Government of India, National Transport Policy 2006. ↩︎
        24. Dhaval Desai, “Lost in Transit: Unified Metropolitan Transport Authority (UMTA),” Observer Research
          Foundation, January 8, 2022,
          https://www.orfonline.org/research/lost-in-transit-unified-metropolitan-transport-authority-umta ↩︎
        25. Government of Tamil Nadu, “Chennai Unified Metropolitan Transport Authority Act 2010,”
          https://www.indiacode.nic.in/bitstream/123456789/13110/1/cumta_act.pdf ↩︎
        26. Directorate of Urban Land Transport, “Karnataka Non-Motorised Transport Agency (KNMTA),” Urban
          Development Department, Government of Karnataka, https://dult.karnataka.gov.in/127/knmta/en ↩︎
        27. ITDP India, “Chennai Non-Motorised Transport Policy,” ITDP India,
          https://www.itdp.in/maharashtra-urban-mobility-policy/https://www.itdp.in/resource/chennainon-motorised-transport-policy/#:~:text=The%20Chennai%20Corporation’s%20Council%20
          adopted,greenways%20and%20other%20NMT%20facilities ↩︎
        28. Pune Municipal Corporation, Pune Smart City, Pune’s Sustainable Transport Journey, Pune, 2021,
          https://www.itdp.in/wp-content/uploads/2021/02/Punes-Sustainable-Transport-Journey.pdf ↩︎
        29. ITDP India, “Chennai Non-Motorised Transport Policy,”
          https://www.itdp.in/maharashtra-urban-mobility-policy/https://www.itdp.in/resource/chennainon-motorised-transport-policy/#:~:text=The%20Chennai%20Corporation’s%20Council%20
          adopted,greenways%20and%20other%20NMT%20facilities ↩︎
        30. Pune Municipal Corporation, “Public Parking Policy 2016,”
          https://www.pmc.gov.in/sites/default/files/project-glimpses/PMC-public-parking-policy-Englishrevised-March2016-Final.pdf ↩︎
        31. Keshav Suryanarayan, “Pune Leads India Towards a Sustainable Future,” ITDP India, January 2020,
          https://www.itdp.org/wp-content/uploads/2020/01/Pune-Leads-India-Toward-a-SustainableFuture-ITDP.pdf ↩︎
        32. Komal Gautham, “Greater Chennai Corporation Fast Tracks Mega Streets Project,” The Times of India,
          July 15, 2022,
          https://timesofindia.indiatimes.com/city/chennai/corpn-fast-tracks-mega-streets-project/
          articleshow/92885712.cms ↩︎
        33. “Chennai’s Streets for People: The Journey,” ITDP India, February 29, 2020,
          https://itdp.in/chennais-streets-for-people-the-journey/ ↩︎

        How to create impactful national programmes – Lessons from the India Cycles4Change and Streets4People Challenges

        by

        Four years. 

        Three steps—Test, Learn, Scale.

        Two national Challenges. 

        One mission—to support cities across India to create Healthy Streets—streets that prioritise walking, cycling, and public transport.

        With the wrap-up of the India Cycles4Change and Streets4People Challenges with the Smart Cities Mission (SCM), Ministry of Housing and Urban Affairs (MoHUA) in January 2024, we look back at the origin and impact of the two programmes. We also present five key lessons from the experience which can help shape any similar efforts to transform our cities at scale. 

        Let’s go back to where it all began. 

        When the COVID-19 pandemic hit, all our lives turned upside down, and people HAD to adapt to survive. Amidst this chaos and uncertainty, we noticed something remarkable—people flocked to the streets to escape the four walls of their homes. Not only were they reclaiming their streets for fun and socialising, but people were now walking and cycling to access essential goods and services!

        And that got us thinking—can we use this moment to get cities to create people-centric streets that could enable healthy lifestyles, and pave the way for a green recovery from the pandemic? 

        The birth of the Challenges and its impact

        Enter series two of the Urbanlogue webinars, launched by ITDP India in collaboration with the SCM, to provide expertise and spur conversations on best practices for travel and health in a post-COVID era. Over 5500 city officials attended these sessions to understand topics including COVID-safe public transport solutions, the need for street interventions to expand space for cycling and walking, and digital innovations for formal and informal public transport.

         

        But talking wasn’t enough. We needed to see on-ground action.  And so, the India Cycles4Change and Streets4People Challenges were born. Launched by the SCM and ITDP India, these two Challenges aimed to support cities in transforming their streets into Healthy Streets in a holistic step-by-step manner. Cities were excited about this initiative and to our pleasant surprise, we had a whopping 117 cities signing up for these Challenges! There began India’s Healthy Streets Revolution.

        Fast forward four years, 15 cities have displayed exemplary efforts and innovative solutions in their Challenge journey, and emerged as the Challenge Champions! These cities pushed boundaries and implemented unique ideas across three pillars—Action (infrastructure pilots), Foundation (institutional changes like policies, committees, and cells), and Communication (campaigns, consultations, and outreach). But the true force behind the success of the Challenges—every single participating city who contributed in different ways, from small-scale ideas to large-scale implementation, doing whatever they could do given their context.

        To check out the entire journey of these cities, the impressive work done by them, and their way forward, check out our recent publication ‘Transforming Lives With Healthy Streets: Unravelling The Journey Of Creating Healthy Streets In Indian Cities’

        Our learnings from the process

        This journey, however, brought a lot of uncertainties that our core team—a six-member team doing the technical and coordination work—had to adapt to constantly. In such moments, as Dory from the movie ‘Finding Nemo’ said, we just kept swimming, and kept our eyes on the prize—supporting cities in creating Healthy Streets! 

        Here’s what we learnt from the process: 

        1. Set the right expectations – We quickly realised that a nationwide Challenge approach was an effective tool to mainstream the conversation about a topic—Healthy Streets in this case. But, when it comes to implementation, cities were at different starting points with respect to their understanding, capacity, infrastructure, ecosystem etc. So, expecting the same level of results from all of them would have been unfair. Our goal was to get city officials to understand the concepts to at least start talking about Healthy Streets and the importance of prioritising them in their cities. By calibrating the expectations, we were able to achieve this by the end of the Challenges.
        2. Enable the right ecosystem – No matter how great the ambition to drive change, nothing is possible without the right kind of support. We saw how committed and proactive city leaders inspired action and were instrumental in getting things done. Not just that, the cities with a network of strong local partners—civil society organisations, non-governmental organisations, resident welfare associations, Bicycle Mayors, etc—consistently surpassed expectations because of their unwavering support in driving the work forward.
        3. Ensure collaboration between multiple departments – Through the Challenges, we actively worked with the Municipal Corporation and Smart City Limited who took the lead in each city. Across the country, cities that stood out and implemented great infrastructure had one secret ingredient—engaging with multiple departments to ensure coordinated action and support for the project. Building the support and capacity of these various departments—including others like the Traffic Police and the Planning and Development Authority—is the only way Healthy Streets projects can be implemented holistically. 
        4. Establish a robust data collection and monitoring system – While cities worked towards the actions expected of them through the Challenges, they faced a major gap in setting up processes for data collection and monitoring. In addition to the technical guidance and resources we provided, supporting cities was crucial—to prioritise this action, identify a nodal staff person, and build their capacity to work with data.
        5. Promote behaviour change – Through the Challenges, cities were introduced to the power of campaigns. Cities went all out in hosting social media campaigns, Open Street events, and other events like walkathons, cyclothons, cycle rallies, etc. to mainstream walking and cycling among the public. But this by itself is not enough to get more people cycling. While one-off events are great for garnering public support, long-term campaigns with a lens of behaviour change, like the Cycle2Work campaign initiated by some cities, are the only way to nudge people to take up walking and cycling as a mode of commute. This is also necessary to ensure the infrastructure implemented by cities are used well—infrastructure and campaigns go hand-in-hand in ensuring successful Healthy Streets initiatives. 

        Way Forward

        We believe that the IndiaCycles4Change and Streets4People Challenges are an innovative step towards the larger vision of creating sustainable cities of the future. Cities have committed to continuing their efforts by identifying their short-term and long-term goals for the next three years, including plans to allocate budgets for Healthy Streets. We hope we can see many more cities embrace Healthy Streets and become lighthouse cities in the coming years!

        Just like the Challenge cities, we also applied the TEST-LEARN-SCALE mantra in strategizing and developing the Challenges. We tested out this new format and gathered our learnings. Now, we can’t wait to strategize the next step—SCALE. We also hope that this format inspires other agencies and organisations, within the country and across the world. Stay tuned to see what comes next!  

        Written by Smritika Srinivasan

        Edited by Keshav Suryanarayanan

        Persuade and they will do: Creating persuasive national programmes for cities

        by

        The title of this article is a play on “Build it and they will come”, a phrase commonly used to describe the idea that if you create good projects, people will come to use them. This applies to much of the infrastructure cities create—well-designed Healthy Streets and vibrant public spaces can in turn bring more people to use them. Back in 2020, we launched two ambitious and experimental national programmes with the Smart Cities Mission—the India Cycles4Change and Streets4People Challenges. And we started by asking ourselves—how do we effectively persuade cities to do exactly that – build better streets?

        In his pathbreaking work on persuasion, psychologist Robert Cialdini laid out six principles we can use to understand the two Challenges—as a national effort to persuade cities, their leaders, and their people to change their minds and their actions. We can then use this understanding to inform the design of other innovative programmes going forward. But first, we can start by seeing what the Challenges managed to achieve.

        The impact of the Challenges

        We wrapped up this four-year experiment in January this year. Of over 110 participating cities, 15 cities have emerged as champions of the two Challenges. While these cities have made the most progress across various factors, the efforts of the other cities have been nothing short of inspiring.

        33 cities implemented over 350 km of improved footpaths and over 220 km of cycle tracks. Projects are underway to transform over 1400 kilometres of streets in 48 cities. In addition to implementing projects, cities have also institutionalised this change by setting up Healthy Streets Apex Committees and Design Cells, adopting Healthy Streets Policies, and developing detailed three-year action plans to continue this momentum.

        We launched a comprehensive publication that documents detailed case studies of street transformation projects completed under the Smart Cities Mission, and learnings from their implementation. We’re very hopeful that this momentum will continue beyond the Challenges and that cities will go on to scale up their efforts rapidly in the coming years. 

        As we brought the two programmes to a close at a national workshop last month and look back at the journey, one aspect stands out—the sheer scale of the effort from so many cities, their decision makers, engineers, urban designers, technical experts, and most importantly the people of these cities. How did the Challenges manage to make this happen? And how can this inform other programmes which also target city-level action? 

        Using the six principles of persuasion

        The psychologist Robert Cialdini published a book called ‘Influence: The Psychology of Persuasion’ in which he lays out six principles which can be used to be more effective when trying to persuade others to take a specific action.

        The six key principles Cialdini identified are Authority, Reciprocity, Consistency, Social Proof, Liking, and Scarcity. Let’s see how each of them plays out in the context of the Challenges.

        Authority 

        Right from the get-go, the Challenges had the full support of the national Mission behind them. This was crucial to ensure cities took up the opportunity and maintained their momentum across the different stages of the Challenges. Having strong technical experts like ITDP India as a partner anchoring the programmes and several other experts as jurors also ensured the cities had access to credible and concrete guidance throughout the process. This helped build trust with the cities and helped get their active participation. 

        Expert roundtables as part of national capacity building workshops

        Reciprocity

        At every step of the journey, we started by asking not what the cities could do, but asking ourselves what we could do for the cities, to make it easier for them to take action. We gave the cities various resources—bite-sized guides on various topics, easy-to-use templates, even a game to help cities understand how to create action plans—before asking the cities to act. In addition to all this, we also had the more tried and tested method of offering prize money to the top cities selected. Each of these had a role to play in how much effort the cities put in. 

        Library of resources

        Consistency

        Expecting immediate and dramatic transformation from cities is asking to be disappointed. The goal was not to start sprinting and stop within a few feet gasping for breath, but to run a marathon. We broke down the actions cities needed to take, with monthly workshops along with resources to guide them on specific actions—one action after each workshop. In the spirit of an experiment, we urged cities to adopt a Test-Learn-Scale approach—try temporary and inexpensive solutions to improve their streets, learn from their experience and that of other cities, and scale these lessons into permanent infrastructure. With regular Open Street events and campaigns, the cities also gradually got their citizens on board with reimagining their streets. 

        Actions in various stages

        Social Proof

        This principle was crucial. The Challenges were a unique mix of competition and collaboration. While cities were technically competing with each other to be selected as the top cities, we ensured that the cities build a strong culture of peer-to-peer learning by spotlighting the efforts of various cities through our workshops and site visits where other cities could learn from successful tests. We also created a progress dashboard of the cities so that cities and citizens could also look at how well their city was performing in comparison to others. 

        Progress dashboard of cities

        Liking

        We can’t help it—we’re more likely to listen to the people we like. One of the main results of the programmes has been the creation of a strong community of champions for sustainable mobility. We heard heartening stories of officials from different cities reaching out to each other with questions, coming together to discuss ideas during workshops and in WhatsApp groups. We hope these relationships grow and they continue to inspire and motivate each other to make all our cities better. 

        Creating a community of champions

        Scarcity

        Through a time-bound and stage-wise process, we also emphasised the urgency of action to the cities. Only the best of the cities could move to the next stages and continue to receive detailed technical guidance and support. This incentivised the cities to attempt all the necessary steps in each stage to make sure they could progress.

        Persuasion is necessary, not optional

        We designed the Challenges to get them to act quickly. And this is what we need as the nation grapples with the complex challenges of urbanisation, pollution, and climate change. Without persuasion, we risk momentum towards a greener future slowing down in the face of inertia and inaction. In India’s journey towards sustainable mobility, persuasion is not just desirable—it is a necessity. It can catalyse action, transform mindsets, and pave the way for a brighter, more sustainable tomorrow.

        The journey of the cities will continue. Other national, state, and city-level programmes will be developed to prioritise sustainable mobility. And when they do, we hope they can build on these learnings and find other innovative ways to persuade and inspire cities to accelerate action.

        Written by Keshav Suryanarayanan