ITDP India

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Tamil Nadu’s 2026-27 Budget Puts Streets, Buses and Charging on the Agenda

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The Tamil Nadu Chief Minister, C. Joseph Vijay, announced the state’s latest budget on August 05 and has unravelled what’s being called a new chapter for urban mobility taking shape in Tamil Nadu.  

The 2026–27 budget is being called a pioneering one for sustainable mobility, for not one, but two of its significant announcements. Firstly, the Chief Minister’s Integrated Urban Development Mission (CMIUD), has 11 sub-missions, includes the City Roads, Mobility and Transport as a dedicated sub-mission within a five-year framework. With ₹2,117 crore allocated this year and recurring funding envisioned, mobility gets a more focused place in the state’s urban development agenda.  Municipal Administration and Water Supply (MAWS) also ranked as the third highest-funded department of this year’s budget with a ₹29863 Crore allocation – a 12% increase compared to last year’s ₹26678 Crores, following School Education and Rural Development departments. 

The shift is also clear in the state’s approach to electric mobility. For the first time, the budget has committed dedicated funding for public EV charging, with ₹50 crore allocated this year with a target of having 20,000 charging stations over five years. 

 Alongside this, the investments in 1,000 AC e-buses for Chennai and charging infrastructure at MTC depots, the message is clear: Tamil Nadu is putting money behind a cleaner, more people-centred urban mobility future.  

Interestingly, it is not just the budget, this shift towards a sustainable mobility future is being reflected even in the MAWS policy note, which mentions concepts like complete streets, further reiterating that the state is walking the talk. The Vetri Tamizhagam Vision 2031, which is similar to a state-wide vision document, reinforces this direction, calling for citizen-friendly roads with footpaths, cycle tracks and storm water drains, alongside urban greening, climate resilience, and improved public transport infrastructure. 

Here are some of the key highlights from the budget that reiterate this 

Healthy Streets 

Key highlights:  

  1. The Chief Minister’s Integrated Urban Development Mission – A 5-year umbrella mission with a current financial year outlay of ₹2,117 crore. The 11 sub-missions are: 
  • City Infrastructure Development Plan. 
  • Urban Water Supply. 
  • Urban Underground Sewerage. 
  • Integrated Solid Waste Management. 
  • City Roads, Mobility and Transport. 
  • Urban Greening, Recreation and Open Spaces. 
  • Urban Water Bodies Development. 
  • Social Infrastructure. 
  • Safety and Security Mission. 
  • Digital Urban Governance. 
  • Public Health Mission. 

Why we are glad: Unlike traditional budgets in which urban investments are fragmented across departments and schemes, this year’s mission recognises that cities function as interconnected systems. Integrating transport, water, public spaces, and governance under a single programme creates opportunities for more coordinated planning and implementation. If operationalised well, this mission could improve project delivery while reducing duplication across agencies. 

2. a. People-friendly streets – The Chief Minister’s special announcement highlighted a dedicated budget of ₹165 Crores for this financial year to implement People-friendly streets initiatives across all municipal corporations excluding Chennai. This will include, transforming streets into modern urban thoroughfares with proper road connectivity, dedicated pedestrian pathways, separate cycling lanes, well-connected cross-streets, junction improvements, safe school access networks, and modern LED street lighting.  

b. What’s in it for Chennai: This year, two special announcements were additionally made by the hon. Chief Minister,  

  • Safe Routes to Schools: Piloting safer, child-friendly streets across Tondiarpet, Royapuram, Washermenpet and K.K. Nagar. 
  • Improvement of Traffic Islands/Junctions: 105 junctions to be transformed in Chennai under this initiative. 

These will be executed with a dedicated budget of ₹110 Crores for this financial year. 

It may be noted, under the overarching theme of “People-Friendly Modern Streets” the Greater Chennai Corporation is already pioneering the following initiatives, 

  • 200 km of footpaths: Expanding the pedestrian network to strengthen intra- and inter-neighbourhood connectivity, alongside parking management and transit integration. 

Complete Streets: Transforming streets across six key neighbourhoods with World Bank support under the Chennai City Partnership. 

Why we are glad: Last year, we noted that walking and cycling infrastructure have always received short shrift, but this year’s budget changes that, not only for metropolitan cities in Tamil Nadu but for all municipal corporations. This is a truly encouraging shift that prioritises the silent majority of street users who walk or use public transport for their daily commute.

What we recommend: Measurable targets and best-practice standards at the State level for planning, design, and implementation of these initiatives will be important to ensure that these commitments translate into high-quality streets across cities.  

3. Performance-based Maintenance Contracts and Namma Salai app: A dedicated allocation of ₹250 crores have been earmarked for Operations and Maintenance of roads. Encouraging user ownership, this announcement comes along with the  ‘Namma Salai’ mobile application, where citizens can report any road repairs to enable prompt rectification. 

Why we are glad: Operations and Maintenance, which is often a second thought, has become a priority line item in the State budget. Pre-defined Key Performance Indicators (KPIs) ensures greater accountability, quality implementation/restoration standards thereby lowering lifecycle costs of road assets. 

What we recommend: Roads often mean only carriageways. What we would like to see is regular maintenance of walking and cycling infrastructure (footpaths and cycle tracks), above-ground utilities (pillar boxes, streetlights, uneven manhole levels, hanging cables, street furniture etc.), which form an integral part of our Right of Way (RoW). Standardised KPIs shall be created specifically for these street elements to track maintenance measures and ensure that they are also timely repaired and well- maintained.  

  1. Climate resilience becomes urban and public infrastructure in this budget:  
  • Greening and Beautification as a part of CM’s Integrated Urban Development Mission: To expand Chennai’s green canopy and create people-centric public spaces, footpaths along major routes, and residential zones will also undergo greening and beautification. 
  • Blue-green infrastructure: Projects around Chennai’s water bodies to mitigate urban flooding, protecting environmental resources while creating sustainable spaces for community use. 
  • Cooum and Adyar river restoration: Global tenders and DPR for river rejuvenation, with boating facilities, riverfront promenades, and recreational spaces. 

Why we are glad: The budget recognises that climate resilience is increasingly inseparable from urban development. By integrating it into mainstream urban investments like streets and public space improvements, Tamil Nadu moves beyond conventional engineering approaches towards more nature-based solutions that can improve flood resilience, public health, and urban liveability. 

What we recommend: While these are significant policy commitments thought through a climate resilience intersectionality lens, mobility and street design should also be integrated. We’d like to see these translate into street-level specifics: minimum tree canopy cover along footpaths and cycle tracks as a heat-mitigation standard, and stormwater drainage channels built into every road/access created for the blue-green infrastructure.  Attaching dedicated, published allocations to each of these announcements will also be key to timely, accountable delivery. 

EV Charging  

  1. EV Charging Infrastructure Rollout: ₹50 crore has been allocated in 2026-27 towards developing public EV charging stations, with a target of establishing 20,000 public EV Charging Stations across Tamil Nadu over the next five years. 

Why we are glad: Charging availability is one of the biggest factors shaping EV adoption, and a clear five-year target signals a strong, sustained commitment to building out that network at scale. A wider public charging network also goes a long way in easing range anxiety – the hesitation many potential EV buyers feel about running out of charge with nowhere nearby to top up – making EVs a more confident, practical choice for everyday use. Setting a public, numeric goal like 20,000 stations gives citizens, industry, and charge point operators a concrete benchmark to plan around, rather than incremental, unclear expansion.

What we recommend: As the rollout progresses, publishing a phased plan will make the five-year journey easy to follow. This plan could cover districts and corridors which are to be prioritised first, explore how urban versus highway placement is sequenced, and what charger types (based on the interoperability standards and charging rate) are deployed where.  

  1. Residential EV Charging Incentive: ₹5 crore has been earmarked to incentivise the installation of EV charging stations. This supports Resident Welfare Associations (RWAs) in setting up charging infrastructure within housing societies and apartment complexes. 

Why we are glad: This initiative recognises that public charging infrastructure alone isn’t enough, a lot of EV charging naturally happens at home, overnight. By supporting RWAs directly, the government is making it easier for EV owners living in apartments and gated communities to access convenient charging where they live.

What we recommend: Creating a simple, standardised process and platform for RWAs to apply for and access this incentive would help more housing societies take it up smoothly. Sharing a few early success stories or model implementations from participating RWAs could also help other communities see how straightforward the process can be, encouraging wider adoption across the state. 

Public Transport 

  1. State Transport Undertaking (STU) subsidies and performance-linked funding: The budget provides a total allocation of ₹13,561 crore for the Transport Department. Within this,  ₹7,675 crore in allocated for operating subsidy to STUs statewide, along with ₹2,650 crore in performance gap funding, and ₹1,005 crore as share capital assistance. 

Why we are glad: What stands out here is the structure of the funding, not just the total. Separating an operating subsidy (₹7,675 crore) from the performance gap funding pool (₹2,650 crore) points toward outcome-linked support. This kind of disaggregation is useful because it makes it possible to track whether STUs are meeting service targets and to direct funding, accordingly, adding a layer of accountability alongside the base subsidy.

What we recommend: For performance gap funding, publishing the specific metrics used to define the “gap” – such as occupancy, route coverage, or fleet efficiency – would help make the outcome-linked intent of this funding fully visible and give each STU clarity on what improvements are being recognised and supported.  

For share capital assistance, structuring allocations around each STU’s actual capital needs such as fleet age, planned route expansion, or procurement targets would help the funding go further. Pairing both funding streams with a simple, public utilisation update showing funds released and used over the year would help showcase the impact of this investment as it reaches STUs across the state. 

  1. MTC Chennai: 1,000 electric buses for Chennai and a Gross Cost Contract ( GCC) model: The Budget commits to 1,000 new air-conditioned electric buses for Chennai’s Metropolitan Transport Corporation (MTC), procured and operated under GCC model, where private operators are paid per kilometre operated. Furthermore, a dedicated ₹500 crore has been earmarked for depot infrastructure to support this expanded electric fleet. 

Why we are glad: A fleet order of this scale, 1,000 buses in a single commitment, is a meaningful step toward decarbonising Chennai’s public transport and improving air quality across the city. Pairing the vehicle order with an upfront, dedicated depot infrastructure allocation is especially welcome: charging bays, grid connections, and maintenance yards are what determine whether an electric fleet runs reliably day to day, and developing this requires large investments. Funding them alongside the buses sets the rollout up to work in practice.

What we recommend: Depot selection could weigh proximity to high-frequency routes, grid capacity near substations and available land for charging and parking requirements. A mix of greenfield and brownfield depots would help – greenfield sites accommodate future network expansion, while upgrading brownfield depots lets the rollout prioritise existing high-demand routes early on.  
Strict service-level KPIs are best written directly into the GCC tenders. On route selection, underserved corridors depend on opportunity-charging infrastructure at layover points, not just the depot, so full coverage may need to be phased – starting with routes ready today while charging infrastructure is extended to underserved areas over time. 

  1. Diesel to Electric Bus Conversion: Around 100 diesel buses belonging to MTC Chennai, approximately 7 years old and in good condition, will be converted into electric buses and operated under the GCC Model. The necessary charging facilities and electrical infrastructure will be established at the depot, at an estimated cost of ₹13.6 crore. 

Why we are glad: Retrofitting existing, well-maintained buses into electric ones is an efficient way to go electric faster, it makes use of buses already in good shape while still delivering the emissions and air quality benefits of going electric. Alongside the depot-level charging and electrical infrastructure investment, this shows a practical, infrastructure-ready approach to expanding the electric fleet.  

What we recommend: Once these buses are running, sharing how they perform in terms of range, charging time and maintenance needs comparing to newly manufactured electric buses would be valuable in assessing conversion as a scalable model for the rest of the fleet. If it does, a clear plan for scaling up conversions across other ageing-but-serviceable buses in MTC’s fleet could offer a cost-effective complement to new electric bus procurement. 

  1. Special Buses for School Students: Special buses will operate during peak morning and evening hours for school students in rural, hilly, and interior areas where public transport service is currently inadequate. These buses will serve 140 schools, benefiting approximately 19,000 students.  

Why we are glad: This targets some of the hard-to-reach areas for public transport – rural, hilly, and interior regions, where students often face the biggest gaps in safe, reliable commuting options. Addressing this at the student level also has a ripple effect on families, easing the burden on parents who might otherwise need to arrange or accompany daily commutes themselves.  

What we recommend: Ensuring safe, walkable access to bus stops – especially in hilly terrain where road conditions can be challenging – would help students reach these buses safely on both ends of their commute. Reliability will also be key, since these buses need to align closely with school start and end times; clear, consistent scheduling would help both students and parents plan their day with confidence. 

With inputs from Varsha Vasuhe, Janani V, Vedavalli, Bezylal Praysingh, Sooraj EM, Venugopal AV
Edited by Donita Jose

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

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One day. Three commuters. 

5:30 AM: Selvi, a 23- year-old walks 20 minutes to a bus stop with no light as streetlights are not planned to illuminate walking paths. 

8:00 AM: A few hours later, Rajeshwari, a 35-year-old  is dropping her son to school by foot. She’s seen walking on a tightrope of the dusty road edge as large trucks zoom by, as school streets are also commercial and industry access streets. 

5:00 PM: Muthusamy is exhausted by the end of his work shift. However now a longer wait awaits him, for a bus that may not come. He’s seen squatting on the road, as the narrow concrete bench at the shelter is already occupied. 

Erode’s mobility crisis is not abstract. It is lived, daily, by hundreds of thousands. 

Figure 1: A mobility baseline of Erode

Erode is a city presenting a striking paradox. While on one hand, 63% of daily trips rely on sustainable modes of transport, in sharp contrast, city lacks essential pedestrian infrastructure, adequate public transport coverage, and safe, comfortable access to transit. At the same time, vehicle ownership continues to rise, intensifying competition for limited road space and contributing to congestion, pollution, and increasing urban heat. 

These challenges are not unique to Erode. Across many Tier-2 cities in Tamil Nadu, decades-old road networks are struggling to accommodate rapid motorisation, often at the expense of pedestrians, bus users, women, and other vulnerable groups. In one of India’s hottest cities, the impacts are compounded by rising temperatures and climate risks. 

To better understand these gaps and identify targeted solutions, ITDP India, under the UK PACT-supported Climate-Resilient, Sustainable and Inclusive Urban Mobility project, undertook a detailed assessment of Erode’s streets, bus stops, and transit accessibility. The findings reveal not only where the city is falling short, but also how it can build a more inclusive, climate-resilient, and sustainable mobility future.  

Where are the pedestrians of Erode?

Figure 2: Footpath network of Erode city

People like Rajeshwari walk in Erode to the bus stops, markets, schools, temples and other public places –  either as a primary mode or as a last-mile mode of travel. However, this walk is unsafe as there’s no footpath. 

Figure 3: Analysis framework to assess pedestrian access 

At least 40 kms of the road network in Erode has a width greater than 12m RoW, making it feasible to implement adequate footpath infrastructure; however, the city has currently built only around 10.7 kms of footpaths, serving just 3 of 74 Corporation schools and 42 out of 225 bus stops. 

The nature of the footpath was assessed using a framework of analysis, combining infrastructure audits, user perception surveys with 300 citizens, as well as speed surveys. The data revealed that  the existing infrastructure hardly helps where needed most. 

Figure 4: From top to bottom: 1. Absence of defined footpath,  2. Obstructed footpath, 3. Absence of footpath on most roads

Figure 5: Results from perception surveys and footpath audits

Walking should be the easiest and most natural way to get around a city. Yet, for many people in Erode, the lack of continuous, safe, and comfortable footpaths leaves them with little choice but to walk on the carriageway, exposing people to speeding traffic, air pollution, and extreme heat.

Residents are clear about what they want: safer, cooler streets and well-connected footpaths linking homes, schools, workplaces, and bus stops. Their aspirations highlight an opportunity to reimagine Erode’s streets around people, creating a comprehensive pedestrian network that is safer, more inclusive, and climate-resilient.

Is bus transport a better option?

If walking is difficult, perhaps the bus offers relief—but ITDP India’s analysis suggests otherwise. As shared above, bus users like Muthuswamy and Selvi almost end up waiting for prolonged times in unsafe and unprotected situations.

Although the Erode bus network boasts a daily ridership of 6 lakh passengers, the city’s public transit network is currently limited to major arterial corridors totalling 55.56 km, supported by 225 bus stops, 725 TNSTC buses, and 38 private buses. But this means that there are only 25 buses per lakh population, as against the 60 prescribed by MoHUA, indicating a significant overall deficit in the bus network.

Access to public transport was assessed using an analytical framework that combined PNT, bus stop infrastructure audits, and user perception studies. How was this done?

Figure 6: Analysis framework to assess access to public transport

The PNT Analysis is an overlay of the city’s transit network, its land uses and population. This revealed that the bus network is accessible within a 5-minute walking distance only for 44% of the population!  However, if we consider access to Frequent Transit (FT), that is, routes that consist of buses every 5 minutes, only 14% of the population can access it within walking distance. This percentage is much less when it comes to access to buses for schools, institutional areas, or slums, at just 18.6%, 9.3% and 1.7%, respectively.    

Left Figure 7: Bus transit shed (only TNSTC) and Right Figure 8: Frequent transit shed (only TNSTC)

Figure 9: From left to right: 1. Absence of safe crossing at bus stops, 2. Absence of bus shelter, 3. Inadequate seating at bus shelters 

Figure 10: Results from bus user surveys and bus stop audits

The results of the survey and audits reveal a lack of, as well as poor quality infrastructure provided at bus stops, resulting in 99% of audited bus stops falling under Level of Service (LoS) C, which is the lowest scoring category used in the study. 

Therefore, bus shelter infrastructure and buses require comprehensive upgrades to improve safety, comfort, accessibility, and information. Bus users have highlighted the need for panic buttons, help lines, and CCTV in buses and bus stops; low-floor buses; better lighting and more seating; and an increase in bus frequency as top priorities.  

These findings also establish the need for optimising existing routes, developing secondary and tertiary routes served by mini-buses or Intermediate Public Transport (IPT) services like autos, physical integration of bus stops with IPT stops, adding modern buses (Electric and petrol/diesel/CNG) to the fleet, and installing modern bus shelters connected to the footpath, enabling pedestrian access. 

How can Erode move towards sustainable transport?

Erode’s upcoming Master Plan 2041 presents a unique opportunity to build a city that works for everyone. Safe footpaths, comfortable bus stops, reliable and affordable public transport, and essential amenities such as lighting, seating, shade, drinking water, and restrooms are not just infrastructure investments—they are the foundations of dignity, inclusion, and resilience. 

Ultimately, Erode’s progress will be measured not by the roads it builds, but by how safely and comfortably its people can move. The choices made today can help create a more equitable, connected, and climate-resilient city for the future because for Rajeshwari, for Selvi waiting in the dark, for every child who nearly gets hit—there is no more time to waste.  

Those who wish to read through detailed insights, kindly refer to the publication. 

Written by Sanchana S, Senior Associate, Healthy Streets 

Edited by Donita Jose, Deputy Manager, Communications

Frequently Asked Questions

  1. What is PNT analysis? 
    People Near Transit (PNT) Analysis is a method that overlays a city’s public transport network with land-use and population data to understand how many people can access public transport within a walkable distance. In Erode, it was used to identify areas and population groups that lack sufficient access to bus services and frequent transit. 
  1. How extensive is Erode’s public transport network? 

Erode’s public transport network currently consists of: 

  • 55.56 km of bus corridors along major arterial roads
  • 225 bus stops  
  • 725 TNSTC buses  
  • 38 private buses  

Around 6 lakh daily passenger trips . However, the PNT analysis found that only 44% of Erode’s population can access the bus network within a 5-minute walk, and only 14% can access Frequent Transit services (buses every 5 minutes) within walking distance. 

  1. How many roads in Erode have footpaths? 

Erode currently has only 10.7 km of roads with footpaths, despite having at least 40 km of roads wider than 12 metres where adequate footpath infrastructure could be provided. 

  1. How many schools in Erode have access to footpaths? 

Out of 74 Corporation schools in Erode, only 3 schools are currently served by footpaths. Additionally, among the 10 most populated Corporation schools, where 40% of students and teachers walk to school, footpaths adequately serve only 2 schools. 

  1. What are GEDSI principles? 

GEDSI stands for Gender Equality, Disability and Social Inclusion. GEDSI principles ensure that transport and urban infrastructure are designed to be: 

  • Safe and accessible for women, children, older adults, and persons with disabilities  
  • Inclusive of marginalised and vulnerable communities  
  • Equitable in providing access to mobility, services, and opportunities  
  1. What is the UK PACT Project about in Erode? 

The UK PACT-supported Climate-Resilient, Sustainable and Inclusive Urban Mobility Project in Erode aims to improve walking and public transport conditions while supporting low-carbon urban development. As part of the project, ITDP India: 

  • Conducted a People Near Transit (PNT) Analysis  
  • Audited 21 km of footpaths and 30 bus stops  
  • Surveyed 300 pedestrians (including 150 students)

Why Liveable Cities, Not Flyovers, Will Win Urban Votes

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As published in The Hindu(Tamil)

For decades now, the opening of a new flyover has been the ultimate symbol of political progress. These towering structures of concrete and steel were marketed as the ultimate solution to congestion and a promise of modernity and speed.  

But ask any commuter on any major artery in our cities, and the answer is clear: the promise has expired. The congestion returns, often worse than before, while the immense investment delivers only fleeting relief for a small segment of commuters. 

The larger public sees very little benefit. 

The core problem here lies in an old belief in city planning: that we can build our way out of traffic. In reality, new roads encourage more people to use private vehicles. When driving becomes slightly easier, more cars and two-wheelers come onto the road. Soon, congestion returns. This cycle keeps repeating and cities keep spending huge public money on projects that are both environmentally and fiscally unsustainable.  

Globally, most forward-thinking cities have begun to question this approach. One famous example is Seoul in South Korea. The city famously dismantled a massive elevated highway through its centre, over the Cheonggyecheon stream. Many feared traffic chaos. Instead, Seoul gained a six-kilometre public park, better air quality, a 15% increase in public transport use, and rising property values. Traffic did not increase. The city became healthier and more liveable. 

San Francisco, Portland, and Paris have followed suit, removing urban highways to reclaim space for people, not just vehicles. These cities recognised that the competition for the future isn’t about which city is fastest to drive through, but which is the most desirable to live in. 

So, what is the political alternative in Tamil Nadu? It’s a platform that addresses the actual anxieties of the 21st-century voter: the crushing cost of living, the daily drain of the time-tax commute, and the health burden of toxic air. 

1. Fiscal Responsibility: Better Use of Public Money 

Flyovers are extremely expensive. One kilometre of flyover can cost ₹200 crore or more. This money serves a limited number of private vehicles. In contrast, the same amount can fund solutions that help far more people. 

For example, well-planned Bus Rapid Transit (BRT) corridors can move seven to eight times more people per hour than a flyover. The same budget can also buy around 100 electric buses or build over 100 kilometres of safe footpaths and pedestrian-friendly streets. 

The real question for governments should be: how can public money help the maximum number of people? Flyovers benefit a minority. Strong public transport systems benefit everyone—office workers, students, elderly citizens, women, and low-income families. From a financial point of view, investing in buses, walking, and cycling gives far better returns for taxpayers. 

2. The Daily “Time Tax” on Citizens 

For city residents, time has become a hidden tax. Hours are lost every week in traffic jams. This affects work, family life, health, and mental well-being. For professionals, small business owners, and gig workers, time lost is income lost. 

A city with frequent, reliable buses and good last-mile connectivity gives people back their time. Shorter and predictable commutes improve productivity and reduce stress. Today, many employees value an easy commute as much as salary hikes. Real estate prices already show this—areas close to good public transport are in high demand. 

When governments invest in strong public transport, they are not just improving mobility. They are strengthening the economy. Reduced travel time means more efficient cities and happier citizens. 

3. Public Health and Quality of Life 

Our cities are struggling with pollution, noise, and unsafe streets. Transport is one of the biggest contributors to air pollution and climate emissions. Every new flyover encourages more vehicle use, which worsens air quality. 

The alternative is cities designed for people. Safe footpaths, cycle tracks, shaded streets, and green spaces make cities healthier. These changes reduce respiratory illness, traffic accidents, and stress. Children can walk safely. Elderly citizens can move around without fear. Neighbourhoods become connected instead of divided by large concrete structures. 

This is not a luxury idea. It is about basic health, safety, and dignity in everyday life. 

What Voters Want Today

The voter is no longer impressed by a photo-op on an empty flyover. They are counting the hours lost in their week, calculating the fuel burning a hole in their pocket, and worrying about the air their children breathe. They are choosing quality of life. 

The winning manifesto will not list flyovers. It will pledge a statewide transit revolution – a commitment to doubling bus fleets, digitizing payments, and integrating schedules and ticketing so that a seamless multi-modal journey is a reality. It will promise to reclaim street space for people, turning dangerous corridors into complete streets. It will frame mobility not as a civic engineering challenge, but as the backbone of a prosperous, healthy, and efficient Tamil Nadu. 

The world’s most admired cities  have learned that you cannot build your way to prosperity with more concrete. Tamil Nadu has the chance to leapfrog the mistakes of the past and build truly smart, sustainable cities. The question is not whether we can afford to make this shift, but whether we can afford not to. The voter on the crowded bus, the parent worried about polluted air, and the citizen tired of traffic jams are waiting for an answer. And their votes will reflect it. 

Authored by A V Venugopal is a Program Manager at ITDP India, based in Chennai, where he leads sustainable mobility projects focused on street transformation and parking management. His work spans Tamil Nadu and extends nationally, in close collaboration with a multidisciplinary team. 

What Indian Cities can Learn From Chennai’s New Mobility Playbook

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As published in The Times of India

Indian cities do not suffer from a lack of transport plans; they struggle to turn those plans into coordinated action on the ground. Over the past two decades, most large cities have articulated similar ambitions—prioritising public transport, integrating land use and mobility, improving safety, and reducing dependence on private vehicles. Yet congestion has worsened, road fatalities remain high, and private vehicle ownership continues to rise across urban India. The problem has not been a lack of vision, but the difficulty of translating that vision into aligned implementation across agencies. 

Chennai reflects this broader national challenge. The city has planned for mobility before: a Comprehensive Traffic and Transportation Study in 2010 and a Comprehensive Mobility Plan in 2019, both aligned with national policy priorities around public transport, non-motorised travel, and land-use integration. Yet the outcomes fell short. This pattern is familiar across urban India: mobility plans do not fail because their goals are wrong, but because the institutional conditions required to implement them are weak. 

What’s Changed This Time 

For context, Chennai’s latest Comprehensive Mobility Plan (CMP) for 2023–2048 must be understood in this context. It is not the city’s first attempt at mobility planning, nor does it radically depart from earlier goals. 

But the key shift is institutional. With the operationalisation of the Chennai Unified Metropolitan Transport Authority (CUMTA) in 2022, Chennai now has a coordinating body for transport decisions across agencies and jurisdictions—something most Indian cities still lack in practice. Mandated under the CUMTA Act, the preparation of the Comprehensive Mobility Plan is a statutory requirement, marking a move away from ad-hoc planning towards a formally instituted process. This matters because fragmented decision-making, rather than a lack of projects, has fundamentally shaped poor mobility outcomes in Indian cities. 

Planning at the Right Scale, with the Right Evidence 

The CMP reflects the scale at which Chennai’s mobility challenges now operate. While earlier plans were anchored to a smaller planning area—1,189 square kilometres, the current CMP adopts a much broader metropolitan lens, covering 5,904 square kilometres. This expanded boundary brought rapidly urbanising suburban regions into the mobility planning framework, recognising that travel patterns, commuting pressures, and infrastructure demand today extend well beyond the city core and municipal limits. 

Planning at this scale required being backed by a stronger evidence base. The CMP draws on large-scale household surveys covering over 50,000 households and approximately two lakh citizens, complemented by fifteen primary surveys on traffic, parking, road conditions, freight movement, and travel behaviour. This shifts planning away from assumptions and corridor-level fixes towards a clearer understanding of how people travel across the region. 

Additionally, the planning process was participatory from the outset. Multiple government departments responsible for roads, public transport, planning, utilities, and finance, and public stakeholders, were engaged throughout, contributing to problem framing as well as solution design. By involving these agencies and the public from the outset, the CMP seeks to build shared ownership, an essential condition for implementation that earlier mobility plans often lacked. 

Where the Real Test Lies: Governance 

If evidence and participation explain why this CMP is different in its preparation, governance will determine whether it changes outcomes. Across Indian cities, mobility failures arise from projects implemented without alignment—often cancelling out each other’s benefits. Roads are widened while bus fleets stagnate for decades; metro and rail systems are built without reliable last-mile access; and parking supply continues to expand even as public transport struggles for priority. Each decision may appear defensible in isolation, but together they undermine the city’s mobility goals. 

Chennai’s CMP is explicit about this failure—and about what must change. At the centre of this shift is the role envisaged for the CUMTA. Unlike earlier arrangements that relied on goodwill or ad-hoc coordination, CUMTA is positioned as a reviewing authority for transport and mobility proposals initiated by different departments. The intent is straightforward: major transport interventions should proceed only if they align with the metropolitan mobility vision set out in the CMP. 

This is more than a procedural adjustment. It signals a shift in how transport decisions are expected to be made. Cities that have built high-performing urban mobility systems such as London and Singapore—have done so by consolidating authority, standardising dataand design systems, and enforcing alignment across agencies through institutions like Transport for London and the Land Transport Authority. Chennai’s CMP moves in this direction through proposals for standardised right-of-way design, region-wide data systems, parking management as a demand-management tool, and the exploration of a dedicated urban transport fund. 

Early Gains and the Test Ahead

This institutional experiment is already showing signs of traction. As the CMP is being integrated with the city’s Third Master Plan, its priorities are beginning to acquire statutory force through land-use planning. This alignment has the potential to significantly strengthen implementation—anchoring mobility decisions within the city’s formal planning framework and reducing the risk of fragmented or competing interventions. 

That said, it would be premature to treat this as a settled outcome. The durability of this shift will depend on consistent enforcement of alignment, the ability to resolve inter-agency conflicts, and the extent to which the coordinating institution’s role is sustained through administrative practice over time. 

What Could Change on the Ground 

If the CMP holds through implementation, its most visible impact will be a different everyday experience for commuters. Commutes become more predictable. Public transport becomes a reliable first choice rather than a reluctant compromise. Streets acquire clearer priorities, reducing conflict between buses, pedestrians, cyclists, and private vehicles. 

For residents in the metropolitan periphery—where growth has outpaced services—the plan’s metropolitan lens is especially significant. Better alignment of suburban rail, bus services, and regional connectivity with where people live and work can reduce dependence on two-wheelers and long, expensive commutes. Safer, more legible transport systems expand access for women, older adults, and children. Businesses benefit from more reliable labour access and logistics. 

A Test Case for Indian Cities 

Chennai’s CMP does not offer a shortcut, nor does it guarantee success. What it offers is a clearer diagnosis of why mobility planning has struggled in Indian cities—and a credible attempt to address those weaknesses through governance, coordination, and evidence-led decision-making. 

The lesson here is not that cities need better plans. Most cities already have them. The lesson is that without empowered institutions, shared ownership across departments, and mechanisms to enforce alignment, even the most technically sound plans will struggle to change outcomes. Chennai has begun to test that proposition. Other Indian cities would do well to pay attention. 

About the Authors 

I. Jeyakumar, is an retired officer of the Indian Railway Traffic Service (IRTS) from the 1997 batch, has been serving on deputation to the Government of Tamil Nadu as Member Secretary, Chennai Unified Metropolitan Transport Authority (CUMTA) since August 2022. He has been instrumental in building the organization and driving transformative initiatives such as the Comprehensive Mobility Plan, City Logistics Plan, Journey Planner cum QR-based Integrated Ticketing System, Parking Policy and Management for Chennai, Street Design for Safe Commute to School, and several other Multimodal Integration projects.  

Aswathy Dilip is the Managing Director of ITDP India. She is a sought-after expert in raising support for sustainable mobility from key decision-makers, governments, and stakeholders. With support from her team, she works with the National, State, and City governments; providing them with technical assistance on sustainable, inclusive, and equitable urban mobility. Her work has contributed to creating streets safe for walking and cycling, implementing parking reforms, accelerating transition and building support for high-quality, sustainable mass transit. She has a degree as an urban designer from Cardiff University, UK, with a bachelor’s in architecture. 

Making Tamil Nadu’s Cities Future-Ready:  Mobility Priorities By 2031

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Everyone talks about the future like it is all about gadgets and AI, with Robo dogs manning our cities, flying cars helping us cut the traffic at grade, and everything becoming ‘smart’ to save time.  

And while having some of these would actually make the future of cities more exciting and optimised, there is one uncomfortable truth that we can’t ignore: 
If we can’t fix the city’s mobility, by fixing the buses networks and fleet, footpaths, and the city’s air pollution — 2031 won’tfeel futuristic at all! 

And this degenerated version of future is already in play in many of our cities, where while we have summits on AI, the basic transport facilities are still tied to private vehicles and unsafe roads, forcing even the smartest minds feel humbled in front of the infrastructure. 

So, we asked a simple question: 
What does a realistic future-ready Tamil Nadu really look like? 

To answer this, it is crucial to acknowledge that transport is no longer a basic service issue for Tamil Nadu’s (TN) citizensthat simply moves people from point A to point B. It has become an issue of safety, women’s rights, and family livelihood. Increasingly, it has gone even beyond these fundamentals and become a climate issue as well, with the state’s GHG emissions growing by between 2005–2019. In major cities of TN, transport contributes up to one-third of total emissions. 

In this context, the Sustainable Mobility Network (SMN) has developed the Tamil Nadu (TN) Urban Mobility Priorities, 2031, which lists out four priority areas we wish to see addressed. These are built on the principle that safe transport and healthy cities are fundamental rights.  
 
While drafting the priority areas, the attempt was to ensure that these build on the existing schemes like TN road safety policy, TN EV Policy, Chennai parking policy, Chennai climate action plans, and CMPs, and doesn’t require for the state to reinvent the wheel. 

More and Convenient Public Transport for All!

Despite MoHUA’s recommendation of 60 buses per lakh urban population, major cities in TN operate with only 18 buses per lakh, totalling 7,909 buses across the state. To add to this, in Chennai, 50% residents lack access to a bus stop within walking distance inside the Chennai Metropolitan Area.  

Owing to this shortage of buses on the whole, even well-intended schemes like the Vidiyal Payanam scheme, which led to female ridership increasing from approximately 40%to 61.78%, has had a stunted impact. Inadequate fleet strength has led to overcrowding and long wait times for existing users, highlighting the need for more buses. 

What should be prioritised? 

First and foremost, to meet the current demand, at least 15,800 more buses are needed. This is to ensure that there is a ride for every 5-minutes by bus/ public transport in urban areas and a bus stop within 5-minute walking distance for all residents. While buses increase, it is crucial to ensure these new buses are low-floor, wheelchair friendly with ramps, automatic doors and emergency buttons. To further make it futuristic, enabling digital payments for all services, having real time passenger information and ensuring smooth transfer between various modes is crucial. 

Cleaning Up Urban Mobility

The average mode share of private vehicles is 35% in major TN cities; with Chennai Metropolitan Area alone reaching 63,413 private vehicles per lakh population! These are staggering numbers which not only leave the road networks choked with congestion, but also rapidly worsen air quality! Road transport is a major contributor to air pollution, with 4 million high-emissions vehicles in Chennai alone. This causes serious health concerns amongst citizens. 

What should be prioritised? 

When it comes to cleaning up air, every effort matters. 

Both pull and push measures. As pull measures, starting with 100% electrification of vehicles and buses in Chennai could be a start, with 50% target for other five largest cities. To further bolster cleaning up the air, ensuring smooth EV transition in private vehicles is key. For this, having one charger for every 20 EVs is crucial, along with incentivising scrapping vehicles older than 15 years.  

While EVs get promoted, disincentivising polluting vehicles is equally crucial. Here come the push factors. The state should also prioritise having a green tax on polluting vehicles along with implementation of Low Emission Zones in cities with population over 10 lakhs. 

A Pedestrian First Initiative! 

As per an analysis of Accident Data from Tamil Nadu State Transport Authority (TNSTA) and Traffic Police, 2022-2024 by ITDP IndiaIn Chennai and Coimbatore, pedestrians account for 30-50% of all road crash fatalities, highlighting the urgent need for safer streets. A school-going child in Chennai would encounter about 10 obstructions every 100 metres on a footpath, with parking being the leading contributor. The elderly and the differently-abled suffer the most. 

What should be prioritised? 

First and foremost, pedestrian- and cycle-friendly street design guidelines must be formally adopted and embedded into the Tamil Nadu Combined Development and Building Regulations (TNCDBR) and city masterplans. This can be the foundation of all future efforts. Next, all roads must be designed or redesigned in accordance with Indian Roads Congress codes, ensuring at least two-metre-wide, well-lit, continuous footpaths and accessible pedestrian crossings. 

Building on this foundation, speed-calmed zones should be implemented around hospitals, educational institutions, and markets to prioritise safety in high-footfall areas. There should also be a simultaneous focus on a Safe Routes to School programme, with a need to be rolled out in at least 50% of all government schools to protect children’s daily journeys. 

Finally, cities with populations above 10 lakhs must implement comprehensive parking policies and Area Level Parking Management plans to manage demand and reinforce safer, people-first streets. 

Urban Transport Planning to be Holistic and Coordinated!

Despite strong public demand for better buses and safer footpaths, nearly 70% of city budgets in Chennai, Coimbatore, and Erode are spent on flyovers and road development, which are vehicle-centric (as per a study on budgets of the three cities by ITDP India). This contradiction caters to only vehicle users, resulting in transport challenges. 

What should be prioritised? 
 
First, urban laws under the Tamil Nadu Motor Vehicle Rules (TNMVR) must be strengthened to explicitly protect pedestrians, cyclists, and public transport users. 

Next, a state-level Unified Transport Authority and an Urban Transport Fund should be established, along with Gender and Policy Labs in all cities to institutionalise inclusive and evidence-based decision-making. 

With governance structures in place, at least 60% of transport budgets must be allocated to public transport, clean mobility, walking, and cycling. 

All urban projects should then be aligned with city-level Comprehensive Mobility Plans, Road Safety Plans, and Climate Action Plans to ensure coherence and long-term impact. Finally, local public meetings and community audits must be conducted through city mobility forums to ensure transparency, accountability, and continuous citizen engagement. 

Will this future become the reality? 

The future of mobility in TN can’t be limited to a gadget, or an app, or a code. 

The future is whether a child can walk to school safely. 

Whether a woman can board a bus without fear. 

Whether an elderly citizen can cross the street without risking their life. 

Whether a young professional can breathe clean air on their commute. 

And encouragingly, Tamil Nadu is beginning to act on this vision, not just in words, but in budgets. 

In Chennai, a historic Rs 200 crore allocation for Safe Routes to Schools in the 2026 city budget, covering 50 km, marks the first-ever dedicated SRTS budget. This year also marks the second consecutive year of large-scale funding (Rs 250 crore) for walking and cycling infrastructure. The city has further committed Rs 50 crore for 25 km of Non-Motorised Transport corridors, Rs 110 crore for bus terminal redevelopment through PPP, Rs 40 crore for multimodal integration at Washermenpet and Chepauk–Marina, Rs 10 crore for junction improvements, and a citywide Smart Parking Management programme across 20 locations. Institutional reforms, including the strengthened Quality Control and Project Development Department, indicate that implementation capacity is being built alongside vision. 

In Coimbatore, the FY 26–27 budget allocates Rs 60 crore to build 26 km of footpaths by converting storm water drains into usable walkways, which is a transformative shift in reclaiming space for people. This is complemented by Rs 10 crore for Safe Streets on Trichy Road, Rs 5 crore for public EV charging infrastructure at 25 locations, and funding to operationalise the Diwan Bahadur (DB) Road multi-level car park (MLCP), opening opportunities for behaviour change campaigns. 

Alongside MTC’s phased induction of e-buses, the Bus First campaign, and CUMTA’s push for unified mobility guidelines, Tamil Nadu is increasingly aligning policy, funding, and governance structures toward a people-first mobility transition. 

If Tamil Nadu continues on this path – strengthening bus fleets, cleaning the air, prioritising pedestrians, and coordinating institutions, 2031 will not just be futuristic, it will feel equitable, breathable, and safe. 

The opportunity is here. The budgets are beginning to reflect intent. Now the task is to stay the course! 

Inputs from Sanchana S, Tejesvini Ravi, AV Venugopal, Sooraj EM, Bezylal Praysingh and Donita Jose, ITDP India

One Challenge, Five Startups, Better Public Transport for All 

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As appeared in the Sustainable Transport Magazine

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

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

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

The Concept and Challenge Design 

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

Stage 1: Identifying Problems  

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

Stage 2: Solution Generation  

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

Stage 3: Pilot Testing  

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

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

The Impacts and Innovations

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

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

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

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

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

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

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

Going Digital is Now Essential

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

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

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

Why Tamil Nadu Should Electrify Private Buses via Leasing to Improve Public Transport

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Conventional bus ownership model vs recommended dry lease model for e-bus

Read time ~7 minutes

Tamil Nadu is one of the few states in India where both public and private bus services have long coexisted as a system that once struck the perfect balance between coverage, affordability, and reliability. This partnership ensured that buses reached deep into neighbourhoods and mofussil routes while keeping fares affordable and services reliable. 

But today, the system finds itself in a catch-22 situation leading to long waits for passengers. Government-run bus services are struggling to keep pace with growing demand and limited fleets, while private operators, are constrained by limited permits and soaring diesel costs, leading to challenges in operations and expansion. The result — commuters have fewer buses to rely on, forcing them to be dependent on personal vehicles leading to worsening air quality and congestion. 

But there is a silver bullet, which can help salvage the situation. 

A new study by ITDP India, Accelerating Sustainability: Electrifying Tamil Nadu’s Private Bus Sector, offers a way out of this deadlock. By electrifying private stage carriage buses through a leasing model, the state could bridge its bus deficit and curb emissions but also help private operators expand profitably, all at once — turning this catch-22 into an opportunity for cleaner, more reliable public transport. 

But how bad is the bus problem in Tamil Nadu to begin with? 

The Bus Shortage Problem 

Buses are the backbone of Tamil Nadu’s urban mobility. There is a total of 28,500 stage carriage buses (private and government operated). These are the buses which run on fixed routes, stop to pick up and drop off passengers, and charge per head. Of these 28,500 stage carriage buses, 30%, i.e 8,600 odd are privately owned. Of these, only 7,500 buses are currently operational on the road every day. 

Relying on these 7,500 odd private buses every single day, are a whopping, 48 lakh passengers! 

What’s worse? There are 63 urban cities in TN with populations over one lakh, but of the 63, only 12 cities operate city-bus services, using a combined fleet of 7,909 buses (public and private).  

To meet current demand of 48 lakh passengers, Tamil Nadu would need at least 15,000 buses—roughly double what’s available (8000 odd).  

Projections for 2030 and 2040 show the gap widening further, making urgent action essential. 

  • By 2030, demand will rise to 20,300 buses across 63 cities. 
  • By 2040, nearly 23,300 buses will be required across 74 cities. 

These numbers show that we need more buses – not necessarily private. That said, private operators are better positioned to step in and bridge this gap, given their already vast fleets provided the right incentives are in place. The latest ITDP India study proposes that this can be taken up in most sustainable way by issuing fresh permits for private buses, with a clause of using just e-buses. 

Why expand through Private Buses? The Case for New Permits 

So, it is clear, urban areas in Tamil Nadu need at least 15,000 additional buses. Expanding the government fleet alone would be slow and costly. By issuing 7,000 new permits, all exclusively for electric buses, Tamil Nadu could see substantial improvements within the next 5 years. Further more, e-buses are not just good for urban air quality but also for exploring innovative financing options. 

It is crucial to note that a major roadblock to this expansion is that no new permits for private stage contract buses have been issued since 1972.    

But electrification can be costly upfront, so how can it be made affordable? 

One of the biggest barriers to electrification is the high upfront cost of e-buses. A leasing model can be allowed in Tamil Nadu to eliminate this challenge, making it easier for private operators to switch to electric buses. 

Leasing will enable operators to access e-buses at lower costs, allowing for faster electrification. The government could also include leasing provisions in new permits, along with financial incentives.  

How this works is that, typically, instead of spending crores to buy an e-bus for upward of ₹ 1 crore, leasing allows the operator to run buses in just ₹ 3-3.5 lakhs every month. In this, only ₹ 1.8-2 lakh will be given to “Fleet Aggregators” or “Rolling Stock Supply Company (ROSCO),” as fixed lease charge. There will be no other additional cost, interest, or EMIs only security deposit which is equivalent of down payment around ₹ 10–12 lakh which is refundable at the end of the lease period. This will make electric buses more lucrative for markets and increase electrification. By transitioning to e-buses, an operator can save at least ₹ 13 lakh per bus annually on rising diesel costs.  

Leasing also ensures higher service quality, as the government can set clear benchmarks for leasers—such as: air-conditioned buses, wheelchair accessibility, National Common Mobility Card (NCMC) compatibility etc. 

Tamil Nadu operates over 7,500 private stage carriage buses serving both cities and mofussil routes. Electrifying this fleet can reduce fuel costs by 30–40% while introducing modern, state-of-the-art buses for our commuters. This transition will strengthen the private sector’s role in delivering sustainable and high-quality mobility.” D.R. Dharmaraj, Secretary, Bus and Car Operators Confederation of India (BOCI) and Secretary, Tamil Nadu Stage Carriage Association. 

Private Operators Support the Shift to E-Buses

To gauge industry response, ITDP India conducted a survey with 250+ private bus operators in Tiruchirappalli, Erode, Cuddalore, Tiruvannamalai, and Dindigul. The findings revealed that 60% of operators are willing to adopt e-buses, provided the government supports them with necessary support like: dry leasing options, lower interest rates, financial aid for electrification, charging infrastructure etc. They stated that they can transition around 1500 old diesel buses to electric in next 3 years.  

A key driver behind this interest is the soaring cost of diesel, which accounts for 60% of total operating expenses for private buses. 

Electrification: A Game Changer for Emissions Reduction 

Beyond transport benefits, electrifying 8,500 private buses could drastically cut Tamil Nadu’s carbon footprint. ITDP India’s analysis estimates that full electrification would: 

  •  Save ₹ 1.6 crore in fuel costs per bus over 12 years; 
  •  Prevent 87.83 lakh tonnes of CO₂ emissions over 12 years, equivalent to planting 39 crore trees; 
  •  Cut daily CO₂ emissions by 2,033 tonnes, accelerating Tamil Nadu’s net-zero targets. 

This transition also aligns with India’s Sustainable Development Goals (SDGs), particularly SDG 7 (Affordable Clean Energy) and SDG 13 (Climate Action). 

Way Forward: Policy Action for a Greener Future 

ITDP India has prepared a detailed report with technical analysis on how to bring in this shift. The report recommends several key steps like- 

1. Regulatory reforms such as recognising the lease model in the stage carriage permit condition, 
2. Establishing leasing framework for e-buses 
3. Establishment of e-bus leasing company 
4. Piloting e-buses across various cities to evaluate energy and operational efficiency. 
5. Expanding charging infrastructure, with special tariff for e-buses.
6. Policy for new permits exclusively for e-Buses  
7.Provide scrappage incentives to operates to scrap old diesel vehicle 

By following such recommendations, Tamil Nadu can ensure that its public transport system which has long thrived on the partnership between state-run and private buses can prosper in years to come, sustainably. Going forward, electrifying private stage carriage buses through innovative leasing models can allow the state, to not only expand bus availability rapidly, but cut emissions, and make services more sustainable and reliable. Supporting private operators to modernise their fleets isn’t just a policy option, it’s a necessary step to future-proof Tamil Nadu’s mobility and air quality. 

If acted upon, this approach could once again position Tamil Nadu as a leader in public transport, where government and private players work hand-in-hand, commuters move without compromise, and the state streets hum with cleaner, quieter, and more efficient e-buses.

Written by Aditya Rane, Senior Associate, Transport Systems and Electric Mobility and Donita Jose, Senior Associate, Communications.

What do the new proposed CAFE norms for Heavy Duty Vehicles Mean for Buses?

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~ 6 minutes read time

Here’s a number we cannot ignore – heavy vehicles make up just 4% of all vehicles on Indian roads, yet they are responsible for nearly 60% of transport-related emissions. That one number alone shows why the newly announced Fuel Efficiency norms – Corporate Average Fuel Efficiency (CAFE) norms, by Bureau of Energy Efficiency (BEE) are so critical. 

First introduced in 2017, these were originally just fuel efficiency norms requiring all BS-VI heavy-duty vehicles (HDVs) (HDVs are vehicles above 12 tonnes) to meet minimum fuel efficiency levels based on their model’s requirement  when tested at 40 km/h and 60 km/h. These were known as Minimum Energy Performance Standards (MEPS). 

Building on this, BEE is now planning to tighten the regime further and is moving into the second stage. A new draft released on 28 July 2025 proposes taking fuel efficiency norms into Phase 2, where in model specific fuel efficiency norms will be replaced by CAFE norms. The proposed implementation window is from 2027 to 2032. 

What really makes Phase 2 stand out is also the introduction of Super Credits—a mechanism designed to reward cleaner zero-emission vehicles. 

Before diving into these details of proposed Phase 2, let’s step back and understand the basics: what exactly are CAFE norms? 

CAFE norms is a type of fuel-efficiency norm levied on manufacturers of all vehicles like cars, buses, and trucks. Under this, they have to improve the efficiency of the entire fleet they manufacture by a certain percentage by improving the engines of the vehicles. Instead of judging each model separately for fuel efficiency, regulators look at the average efficiency of an entire fleet produced by a manufacturer. This means that instead of judging each model separately, regulators look at the average efficiency of an entire fleet produced by a manufacturer.   

What is proposed now in Phase 2 for fuel efficiency of HDVs?

  1. Shift from per-vehicle Minimum Energy Performance (MEP) to fleet-wide CAFE standard: Previously, every type /mode of vehicle had different efficiency requirement. But the new proposal says, efficiency targets need to be met on an average across all models sold by the manufacturer cumulatively.  
  2. Stricter target: OEMs will now have to ensure 30% fleet-wide improvement in fuel efficiency compared to 2022–23 levels. Earlier fuel efficiency varied by models.  
  3. Scope expanded: Covers light, medium, and heavy duty vehicles, across all fuels and not just diesel which was the case until now. Previously, it covered only medium and heavy-duty vehicles. 
  4. Super-credits introduced: under this concept, for every Hydrogen and EV vehicle sold, the manufacturer gets a certain number of credits, which are considered equivalent to fuel efficient vehicles sold. For instance:
    • Sale of One Fuel Cell Electric Vehicles (FCEVs) also known as Hydrogen vehicles = ×4 Credits  
      Each of these four credits will be considered as selling 4 fuel-efficient buses while calculating fleet-average compliance. 
    • Sale of One Battery Electric Vehicles (BEVs): ×3credits- ×2 credits (diminishing multiplier over the years) 
      This means that if OEM sells 1 BEV bus initially, it will get 3 credits, which will be initially counted as selling 3 fuel efficient vehicles, and later as 2 fuel efficient vehicles giving bonus weightage to accelerate electrification in the early years. 

This gives bonus credit for each clean bus (EV or hydrogen) sold, making it easier for OEMs to meet compliance targets. For operators like the various state transport undertakings, this will eventually translate into more availability and choice of zero-emission buses in the market. For BEE, it ensures that fuel efficiency norms also linked to electrification. 

Why are these norms important in the context of India’s buses and trucks? 

  1. Targets all types of trucks and buses: All types of fuels be it t diesel or CNG will be covered under the new norms. 
  2. Cuts CO2 emission: Though these two categories of vehicles have a small share, they have a big impact on emissions. That is, though they are only ~4% of all vehicles they contribute nearly 60% of transport CO₂ emissions. 
  3. Fuel = biggest operating cost: STUs and private operators spend 50–60% of their budgets on fuel. Improving efficiency directly reduces costs. 
  4. Energy security: Cutting diesel and CNG use reduces oil imports, saving national resources and reducing exposure to global fuel price shocks. 

What does 30% better fuel efficiency mean for buses? 

ITDP India based on available data, calculated what the 30% better fuel efficiency will mean for buses. Following are the findings:   

1. City bus (diesel) – These are the most common type of bus operations in cities. Assuming a single city bus operates 250km/day, following is the savings it will bring in with fuel efficiency improved:

Efficiency improvement: A fuel-efficient bus can cover 4.55km in one litre fuel as compared to 3.5km on a normal bus. 
Fuel saved: ~6,000 litres/year/bus 
Cost saved on fuel: ~₹5.7 lakh/year/bus (based on fuel rates in September 2025) 
Emission reduction: ~16 tonnes CO₂/year/bus 

2. Mofussil / Intercity bus (diesel)- Assuming these buses operate 400km per day, following is the kind of saving it will bring in if fuel efficiency improved: 

Efficiency improvement: A fuel-efficient bus can cover 5.85km in 1 litre fuel as compared to 4km/litre on normal bus 
Fuel saved: ~7,500 litres/year/bus 
Cost saved on fuel: ~₹7.1 lakh/year/bus (based on fuel rates in September 2025) 
Emission reduction: ~20 tonnes CO₂/year/bus  

3. City bus (CNG)- Assuming these CNG city buses operate 250km.day, following are the saving they will bring in fuel efficiency. 

Efficiency improvement: A fuel efficient bus can cover 3.9km on one kg of CNG as compared to 3 km/kg on a normal bus. 
Fuel saved: ~7,000 kg/year 
Cost saved on fuel: ~₹6.5 lakh/year (based on CNG rates in September 2025) 
Emission reduction: ~13 tonnes CO₂/year  

Impacts & Benefits for Buses at large 

  1. Medium-duty buses (M2): These are the 7-9 meter long buses. Making them fuel efficient will require, moderate-high effort which may drive OEMs to withdraw inefficient models. 
  2. City-transit buses (M3): These are the regular 12m buses and used widely across major cities. Since making them fuel efficient would be challenge two outcomes are possible: 
  3. OEMs would strongly prefer electrification to meet targets over, achieving 30% efficiency. Hence, manufacturers of these will need both efficiency upgrades + partial electrification to comply. 
  4. ~30% reduction in emissions and air pollution in urban areas. 
  5. Affordability: Fuel efficiency + electrification make bus services less vulnerable to fossil fuel price shocks. 

National-scale impact

On an avg. 80,000 new ICE buses registered every year. If these norms apply on all 80,000 of them, the benefits are massive: 

  • Fuel savings: ~42 crore litres of diesel + 11 crore kg of CNG saved annually. 
  • Cost savings: ~₹50,000 crore per year across operators. 
  • Emission reduction: ~13.4 lakh tonnes CO₂ avoided annually. 

Why should State Transport Undertakings and bus operators support? 

  • Direct cost savings: Each bus saves ₹6–7 lakh/year. For large fleets, this is hundreds of crores. 
  • Cleaner fleets: Major reduction in CO₂, NOx, and PM → healthier cities, as buses contribute around 40% total emissions in passenger vehicle category.  

Written and researched by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
Edited by Donita Jose, Senior Associate, Communications

Chennai Hops on the E-bus Trend, Marks Tamil Nadu’s Clean Transport Leap 

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Read time- 6 minutes

Chennai is on the brink of a clean mobility revolution. The Tamil Nadu Chief Minister, MK Stalin inaugurated over 120 electric buses on June 30—marking the city’s first major deployment of zero-emission buses. This will be the first time that the city bus operator- Metropolitan Transport Corporation (MTC) will operate e-buses! These 120 e-buses, all being non-AC, have been rolled out as part of a larger plan to electrify the fleet, with total of 625 buses expected to be introduced later this year in Phase 1. In Phase 2, which is slated for next year, another 600 are expected, taking the total to 1250 e-buses.

For a metropolis that moves lakhs of people daily, this is not just a fleet upgrade, it is a powerful signal that Tamil Nadu is serious about decarbonising transport and building climate-resilient cities. 

Transport: A Key Lever in Tamil Nadu’s Climate Action 

One of the key reasons why this move to go electric is a milestone for the state, is that transport is one of the growing contributors to greenhouse gases in rapidly urbanising state of Tamil Nadu. As per data from the recent report Tamil Nadu’s Greenhouse Gas Inventory and Pathways for Net-Zero Transition, GHG emissions from the transport sector in Tamil Nadu almost tripled between 2005 and 2019, from 10 million tonnes of carbon dioxide equivalent (MtCO2Eq) to 27 MtCO2Eq. The report also found that the share of transport sector emissions in the overall emissions has grown from 12% to 19% in the same period.  

The situation is likely to have not improved post 2019 as well, as data from the official Vahan dashboard shows that EV adoption is still in the nascent stages in Tamil Nadu.  

This slow uptake makes electrifying state-operated public transport fleets an important and high-leverage opportunity. With direct control over these fleets, the government has led by example. This one move has also enabled the broader EV ecosystem, including charging infrastructure, maintenance networks, and local manufacturing, to scale up! 

How things will pan out from July onwards

MTC currently operates 3420 buses in the Chennai Metropolitan Region. As per estimates from other Indian cities, each bus running on diesel, emits tail pipe carbon emissions to the tune of 755 gm CO2 per kilometre. While public buses still generate lower emissions per passenger-kilometre compared to private vehicles like cars and two-wheelers, the absolute emissions from diesel buses remain detrimental to the environment, especially considering the daily operations of thousands of kilometres. 

As per MTC’s current plans, the incoming e-buses will be introduced in phases. Initially these e-buses will be new additions to the fleet and will not be replacing the diesel buses. This will help in expanding the service of MTC to more parts of the city.  

By doing so, MTC will nudge more people to choose public transport over personnel vehicles. This shift will help bring down not just tail-pipe emissions from private vehicles but also ease the everyday issue of traffic congestion. After all, a single bus that carries about 50 passengers can replace nearly 30 cars on the road. What’s more, buses take up less than 2% of the total road length, but serve over 30–40% of all urban commuters. So, every new bus added to the fleet doesn’t just clean up the air—it also frees up road space, making the city move better and breathe easier. 

Additionally, MTC is exploring retrofitting older diesel buses with Compressed Natural Gas (CNG) technology. This parallel move will further lower tailpipe emissions from the remaining conventional fleet, ensuring that even non-electric buses contribute to a cleaner urban environment. 

In subsequent phases, these electric buses will begin replacing ageing diesel buses, leading to a gradual but sustained reduction in the carbon emission intensity of Chennai’s public transport system. This strategy balances both immediate service expansion and long-term decarbonisation.  

Funding Support Electric Buses 
KfW 500
World Bank- GCC based buses for MTC  625
World Bank- GCC based buses for MTC 600
KfW Phase 3 750
KfW Phase 4 650
KfW Phase 5 100
Table 1: Total no. Of electric buses expected to arrive in Tamil Nadu over next few years and their sources of funding. Source: TN Transport Department Policy Note 2025-26 

From Policy to Practice: Tamil Nadu Walks the Talk

In 2023, Tamil Nadu launched its updated EV policy, setting a clear goal, to make at least 30% of all buses run by State Transport Undertakings (STUs) electric by 2030.

The policy has stated that ‘The STUs run a large share of public buses in Tamil Nadu. The government will switch to electric buses in a phased manner and aim to make 30% of the fleet electric by 2030’

The current rollout of e-buses is a direct reflection of this commitment. With a total fleet of 20,508 buses across eight STUs, including MTC, the State Express Transport Corporation (SETC), and Tamil Nadu State Transport Corporation (TNSTC) divisions in Coimbatore, Madurai, Tirunelveli and others, the state would need to procure over 6,100 electric buses in the next five years to meet this goal.

While this target is ambitious, the state is already making decisive moves. Tamil Nadu has begun procurement of total of 2500+ e-buses through World Bank-supported Gross Cost Contract (GCC) models and KfW funding. Officials have also indicated that based on lessons from this initial tranche, the state will continue expanding the fleet by 500 to 750 buses annually. This steady, phased approach allows the state to scale up capacity on e-bus operations, while building on operational experience.

Beyond its state goals, this effort also contributes meaningfully to India’s national EV30@30 ambition, which aims to electrify 40% of all buses by 2030.

But in 2024–25, only 3% of all new buses sold in the country were electric. That’s just 3,400 e-buses, compared to more than one lakh diesel buses. In this situation, every effort, including that of Tamil Nadu is a step in the right direction.

Along with buying new buses, the state is also investing in depots and charging stations. This ensures the system is ready to support the growing e-bus fleet.

Through it all, ITDP India has been providing technical support to the state, helping shape procurement plans and training programmes. With the right support and strong leadership, Tamil Nadu is building a path that other states can follow to make public transport clean, efficient, and future-ready. 

Written by Donita Jose, Senior Associate, Communications, with inputs from Sooraj EM, Deputy Manager, Transport Systems and Electric Mobility

Edited by Aangi Shah, Senior Associate, Communications

Pimpri Chinchwad’s Low Emission Zone Strategy Explained

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Summary: Pune and Pimpri Chinchwad are taking a structured approach to improve air quality through a city-wide Low Emission Zone (LEZ) strategy. The cityies began by surveying around 4,000 vehicles to understand the types of vehicles on its roads and identify major sources of pollution. The study found that many vehicles still use older, more polluting engine technologies. Using GIS mapping and data analysis, the cities have identified priority areas based on pollution levels, population density, and the presence of schools, hospitals, and public transport options. The analysis showed that restricting older, high-polluting vehicles could significantly reduce harmful emissions. In case of Pimpri Chinchwad, instead of imposing a complete ban, the city has introduced Environmental Protection Fees for highly polluting vehicles entering the LEZ when GRAP is in force. Stakeholder consultations, legal integration through the Graded Response Action Plan (GRAP), and the use of Automatic Number Plate Recognition (ANPR) technology will support enforcement. This phased strategy aims to create cleaner air and healthier communities. In case of Pune, the city is in the process of planning the LEZs thgough daily-pollution charge that high polluting vehicles must pay to enter the LEZ area.

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

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

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

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

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

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

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

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

Image 1: Snapshots from the vehicle inventory survey

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

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

Image 3: Pollution load of different kinds of vehicles

Step 2: Identifying the Priority LEZ Areas to Restrict Vehicles  

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

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

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

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

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

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

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

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

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

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

Step 4: Conducting Stakeholder Discussions and Identifying Legal Pathways 

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

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

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

Step 5: Creating Enforcement Strategies for On-Ground Implementation 

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

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

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

What’s next? 

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

Conclusion

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

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

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

Frequently Asked Questions (FAQs)

  1. What is a Low Emission Zone (LEZ)? A Low Emission Zone is an area where highly polluting vehicles are restricted or charged a fee to reduce air pollution and improve public health.
  2. Are Pune and Pimpri Chinchwad implementing Low Emission Zones? Pune and Pimpri Chinchwad have shown commitment to reduce vehicle-related air pollution, improve air quality, and create a healthier environment for residents. Pune city has announced its intent to introduce Low Emission Zones (LEZs) in Shivajinagar and the Core city areas, signalling a shift toward lowering vehicular emissions and adopting cleaner transport.
  3. Which vehicles are targeted under the Low Emission Zone (LEZ) strategy? Older and more polluting vehicles, especially those that do not meet newer Bharat Stage emission standards, are the primary focus of the LEZ strategy.
  4. How will the Low Emission Zone (LEZ) be enforced? Cities can plans to use Automatic Number Plate Recognition (ANPR) technology along with on-ground enforcement teams to monitor and manage compliance
  5. What are the expected benefits of the Low Emission (LEZ)? The LEZ is expected to reduce harmful emissions like PM 2.5, PM 10 and NoX emitted from old polluting vehicles, encourage cleaner transport choices, support public transport use, and improve overall urban air quality. This directly helps with positive health outcomes.