Frequently Asked Questions
Everything you need to know about active mobility in India
Basics & Overview
Active mobility refers to human-powered transportation including walking, cycling, using wheelchairs, and other non-motorized forms of movement. In India, it accounts for 40-60% of all trips but receives less than 10% of transport infrastructure budgets. Active mobility is essential for health, environmental sustainability, and equitable urban development.
India records 1.5 lakh (150,000) road deaths annually according to Ministry of Road Transport and Highways data. Of these, 60% are pedestrians and cyclists who are vulnerable road users lacking proper infrastructure. This makes India's roads among the most dangerous in the world for people walking and cycling.
The National Active Mobility Bill (NAMo Bill) is a proposed legislative framework by the Council for Active Mobility to mandate comprehensive pedestrian and cycling infrastructure across all Indian cities with population over 1 lakh (100,000). It includes 10 chapters covering footpaths, cycle lanes, intersections, transit integration, accessibility, school routes, maintenance, enforcement, institutional framework, and funding mechanisms.
Protected cycle lanes in India cost ₹20-40 lakh per km ($25,000-50,000 USD). A city of 1 crore (10 million) population needs approximately ₹400-600 crore ($50-75 million) for a comprehensive 300-500 km network. This investment delivers a 4:1 to 7:1 return on investment within 5-7 years through healthcare savings, reduced congestion, and environmental benefits.
Active mobility infrastructure delivers 4:1 to 7:1 ROI within 5-7 years. Benefits include: reduced healthcare costs from fewer accidents and improved public health, decreased traffic congestion saving economic productivity, reduced air pollution and associated health costs, lower infrastructure maintenance compared to motor vehicle roads, increased property values along cycling and walking routes, and economic benefits from local business growth.
Several Indian cities have begun developing cycling infrastructure: Bangalore has 45 km of cycle lanes (12 km protected), Delhi-NCR has cycle tracks along metro lines, Pune has dedicated cycle lanes in some areas, Bhubaneswar has integrated cycling with public transport, Chandigarh has some recreational cycling paths, and Indore has experimented with painted bike lanes. However, most infrastructure is fragmented and doesn't meet international safety standards.
Hejje Gala (meaning 'Footsteps' in Kannada) is a corporate active mobility challenge that engages companies in promoting walking and cycling among employees. As of 2026, 882 companies with 9,156 users have participated, tracking 2,12,339 activities and offsetting 5,09,953 kg of CO₂. Leading participants include Qualcomm and Novo Nordisk. The challenge uses the Altmo app for tracking.
Altmo is a GPS-based activity tracking app for walking, cycling, and active commuting. Features include: automatic activity detection and GPS tracking, integration with Strava for existing users, personal impact dashboard showing CO₂ saved and calories burned, employer dashboard for corporate challenges, leaderboards for individual and team competitions, and ESG reporting for sustainability metrics. Available on iOS and Android.
IRC (Indian Roads Congress) provides standards for active mobility: IRC:103-2012 for cycle track design (minimum 2m width per direction, physical separation from traffic), IRC:11-1962 for footpaths and pedestrian facilities (minimum 1.8m clear width, 2.5m in commercial areas), IRC:SP:84-2014 for urban road design including active mobility considerations. These standards are often not implemented or enforced in practice.
According to IRC:11 standards: Minimum 1.8m clear width for basic pedestrian movement, 2.5m in commercial areas for higher pedestrian volumes, 3.0m on arterial roads and major destinations, additional width required for street furniture, trees, utilities, wheelchair passing space of 1.5m x 1.5m every 30 meters, and unobstructed height clearance of 2.3m minimum.
A protected cycle lane (also called separated or segregated cycle lane) is a bicycle facility physically separated from motor vehicle traffic by vertical elements such as bollards, planters, concrete barriers, or parked cars. Protection provides: significantly higher safety compared to painted lanes, increased user confidence encouraging more cycling, accommodation of cyclists of all ages and abilities (8-80 principle), and reduced conflict with pedestrians through clear demarcation.
Vehicular cycling is the practice of cyclists riding in general traffic lanes following the same rules as motor vehicles. This approach is inappropriate for India because: it only appeals to confident, experienced cyclists (typically young males), it excludes children, elderly, women, and risk-averse users, it doesn't reduce traffic fatalities, and international evidence shows protected infrastructure is necessary for mass cycling adoption. Countries with high cycling rates (Netherlands, Denmark) reject vehicular cycling.
Vision Zero is a road safety philosophy originating in Sweden that accepts zero traffic deaths and serious injuries as the only acceptable goal. Key principles: human life takes priority over mobility, humans make mistakes and are fragile, system designers are responsible for safety not individual users, and speed management is critical (impact at 50 km/h is often fatal, at 30 km/h most survive). Vision Zero cities redesign streets with protected infrastructure, lower speed limits, and safer intersections.
Active mobility reduces air pollution through: direct reduction in vehicle trips (1 km cycled instead of driven saves 150g CO₂), improved public health reducing pollution-related healthcare burden, compact urban development reducing travel distances, reduced parking demand freeing land for green spaces, and supporting transition to public transit for longer trips. Studies show 10% mode shift to cycling can reduce urban PM2.5 by 5-8%.
Regular cycling provides: cardiovascular fitness and reduced heart disease risk, reduced risk of type 2 diabetes and obesity, improved mental health and reduced depression, lower cancer risk (especially colon and breast cancer), improved bone density and muscle strength, and increased longevity (cycling to work associated with 40% lower mortality). For India, shifting 10% of trips to cycling could prevent 50,000 premature deaths annually.
Cycling saves approximately 150g CO₂ per km compared to driving. For India: If 10% of urban trips shifted to cycling, annual CO₂ savings would exceed 30 million tonnes. The Hejje Gala challenge alone has offset over 500 tonnes of CO₂ with just 9,000+ participants. A person cycling 5 km to work daily (250 working days) saves 375 kg CO₂ annually.
Modal share (or mode share) is the percentage of trips made using different transportation modes. In Indian cities: Walking: 20-35% of trips, Cycling: 5-15% (declining in most cities), Public transit: 15-30%, Two-wheelers: 20-35%, Cars: 10-20%, Auto-rickshaws: 5-10%. Copenhagen has 49% cycling modal share, Amsterdam 48%, demonstrating what's achievable with proper infrastructure.
Active mobility is measured through: modal share surveys (household travel surveys), infrastructure inventory (km of footpaths and cycle lanes, quality ratings), usage counts (pedestrian and bicycle counts at key locations), safety metrics (fatalities and injuries per capita or per km traveled), accessibility analysis (coverage within 500m of cycling network), and user perception surveys (level of traffic stress, feeling of safety).
Level of Traffic Stress (LTS) is a 1-4 scale measuring how comfortable a cycling facility is: LTS 1 - Suitable for children (fully protected paths), LTS 2 - Suitable for most adults (protected lanes on moderate traffic streets), LTS 3 - Suitable for confident cyclists (painted lanes or mixed traffic on busy streets), LTS 4 - Suitable only for 'strong and fearless' cyclists (no infrastructure). Research shows LTS 1-2 infrastructure is needed to achieve 30%+ cycling modal share.
Accessible design for people with disabilities requires: footpaths with 1.8m minimum clear width for wheelchair passage, smooth, slip-resistant surfaces (no broken tiles or steep cross-slopes), curb ramps at all intersections with 1:12 maximum slope, tactile paving for visually impaired users at crossings, no obstacles (poles, signs, vendors) blocking the pathway, accessible pedestrian signals with audio cues, level boarding at transit stops, and adequate rest areas with seating every 100-150m.
Universal design creates infrastructure usable by everyone: Equitable use (same means for all users), Flexibility (accommodates wide range of preferences and abilities), Simple and intuitive (easy to understand regardless of experience), Perceptible information (communicates effectively regardless of conditions), Tolerance for error (minimizes hazards and consequences of accidents), Low physical effort (efficient and comfortable to use), and Size and space for approach and use (appropriate regardless of body size or mobility).
Safe cycling for children requires: physically protected cycle lanes (not painted lanes), traffic-calmed residential streets (maximum 30 km/h), protected intersections with clear sight lines, safe routes to school free of high-speed traffic, bicycle training and safety education in schools, age-appropriate bicycle infrastructure design, parental confidence in infrastructure safety, and separation from heavy goods vehicles which pose highest risk.
Safe Routes to School (SRTS) is an approach ensuring children can walk and cycle to school safely. Components include: designated walking and cycling routes with protected infrastructure, traffic calming around schools (school zones with 30 km/h limits), crossing guards and safe crossing facilities, bicycle parking at schools, walking school buses (groups of children walking together), bicycle training programs, and community engagement to build support. Benefits include improved child health, reduced traffic congestion, and enhanced independence.
Effective cycle parking design includes: location within 50m of destinations, weather protection (covered or sheltered), secure locking (ability to lock frame and wheels), adequate capacity (1 space per 10 employees minimum), accessibility (ground-level, no stairs), visibility for security, short-term parking (Sheffield stands for shopping), long-term parking (enclosed lockers for transit stations), and integration with public transit hubs.
Bike-share systems provide public bicycles for short-term rental. Types include: docked systems (stations with fixed bicycle parking), dockless systems (GPS-tracked bicycles parked anywhere), e-bike share (electric-assisted bicycles for longer distances). Indian examples: Yulu (Bangalore, dockless e-bikes), Yaana (Mysore, docked system). Success factors: high-quality cycling infrastructure for safety, dense station network (300m spacing), affordable pricing, integration with public transit.
Maintenance requirements include: regular sweeping to remove debris and broken glass (weekly in high-use areas), pothole repair and surface maintenance (smooth surfaces critical for cycling), vegetation management (trim overhanging branches), drainage cleaning to prevent flooding, signage and marking maintenance, winter maintenance where applicable (snow clearing), encroachment removal (vendors, parked vehicles), and rapid repair protocols (48-hour response for major defects).
Footpath best practices: minimum 1.8m clear pedestrian zone (3.0m in high-traffic areas), smooth, slip-resistant paving (concrete or quality tiles), maximum 1:20 cross-slope for drainage, no obstacles in pedestrian zone (utilities in separate furniture zone), accessible curb ramps at all crossings, adequate lighting for night-time safety, street trees for shade and urban heat island reduction, separate zones for pedestrians, street furniture, and utilities, and continuous routes without gaps or barriers.
Monsoon-resistant cycle path design: proper cross-slope (1-2% towards drainage), linear drainage channels alongside cycle path (not across it), permeable paving in low-traffic areas, raised cycle paths above flood level where needed, adequate drainage capacity for peak rainfall, regular cleaning of drainage grates, debris deflection systems, and emergency signage for flood-prone areas. Poorly drained paths become unusable and dangerous during monsoons.
Suitable materials for Indian conditions: high-quality asphalt (smooth surface, good drainage, requires regular maintenance), concrete (durable, low maintenance, can be expensive), colored concrete (red/green for visibility, maintains smoothness), interlocking concrete pavers (permeable options available, can shift without proper base). Avoid: loose materials like gravel or brick pavers (uncomfortable for cycling), materials requiring frequent repair, surfaces that become slippery when wet.
Encroachment prevention strategies: physical barriers (bollards, planters) preventing vehicle parking, clear demarcation with colored surfacing and signage, regular enforcement with fines for violations, community awareness campaigns, alternative parking and vending spaces, institutional responsibility assigned to specific agency, rapid removal protocols, surveillance cameras in chronic encroachment areas, and political commitment to maintain infrastructure. Bangalore's protected lanes reduced encroachment significantly compared to painted lanes.
Effective institutional framework requires: designated agency responsible for active mobility (ideally Urban Mobility Authority), coordination across departments (roads, transport, health, environment), dedicated budget allocation (minimum 10% of transport budget), technical capacity and training for engineers and planners, citizen participation mechanisms, monitoring and evaluation systems, political leadership and commitment, and legal mandate through policy or legislation (like the proposed NAMo Bill).
Responsibility varies by city: typically Roads and Infrastructure Department or Public Works Department (PWD), sometimes Urban Development Authority or Municipal Corporation, newer cities may have Unified Metropolitan Transport Authority (UMTA), Smart Cities Mission projects handled by Special Purpose Vehicles (SPVs). Challenge: fragmented responsibility across multiple agencies without clear accountability. NAMo Bill proposes unified institutional framework.
Funding sources include: municipal budgets (10-20% of transport budget allocation), state government grants, central government schemes (Smart Cities Mission, AMRUT), Green Climate Fund and international climate finance, World Bank and development bank loans, corporate CSR funding (companies can adopt routes), parking revenue reinvestment, congestion pricing or vehicle taxation, land value capture (increased property values), and public-private partnerships for maintenance.
Corporate Social Responsibility opportunities: adopt-a-route programs (sponsor construction and maintenance), employee active commuting incentives and facilities, school route safety improvements, public bicycle sharing systems, safe routes to school programs, awareness campaigns and community events, bicycle training and education programs, and research and innovation grants. Companies like Qualcomm and Novo Nordisk are leaders in Hejje Gala corporate challenge.
Corporate benefits include: improved employee health reducing healthcare costs and absenteeism, increased productivity (active commuters show higher productivity), reduced parking demand (saving ₹2-5 lakh per space), enhanced employer brand for talent attraction, ESG and sustainability reporting compliance, reduced carbon footprint toward Net Zero goals, team building through challenges like Hejje Gala, and cost savings on employee transportation.
Environmental, Social, and Governance (ESG) reporting for mobility tracks: Scope 3 emissions from employee commuting, percentage of employees using active or sustainable transport, investment in cycling facilities and incentives, carbon offset achievements through modal shift, health and wellbeing metrics, gender equity in mobility access, and contribution to UN Sustainable Development Goals. Active mobility programs like Hejje Gala provide measurable ESG data for corporate reporting.
Effective advocacy strategies: build coalitions with health, environment, and citizen groups, collect data on cycling demand and safety issues, engage media with stories and visuals, participate in public consultations and master planning, organize community rides and events, engage elected representatives with constituent concerns, present economic case (ROI, job creation), showcase international best practices, use social media for awareness, and participate in CFAM's advocacy campaigns.
Steps to engage councillors: find your ward and councillor using CFAM's councillor database, attend ward committee meetings, submit written requests highlighting local infrastructure issues, organize delegations with fellow residents, share data on accidents and safety concerns, present solutions with cost estimates and benefits, build personal relationships through regular communication, invite them to community rides, and follow up persistently. Councillors respond to organized constituent pressure.
Political advantages include: visible infrastructure improvements voters notice, improved public health reducing healthcare burden, addressing traffic congestion and air pollution, cost-effective compared to flyovers and metros, quick implementation (months vs years), job creation in construction and maintenance, appeal to young and progressive voters, international recognition and awards, alignment with climate commitments, and success stories from global leaders like Paris Mayor Anne Hidalgo and Bogotá's Enrique Peñalosa.
Organizing successful community rides: choose safe, scenic routes away from heavy traffic, announce widely through social media and community groups, provide route maps and safety briefing, welcome all ages and abilities (keep pace slow), arrange marshals for traffic management, include rest stops with water and snacks, end at a destination (park, cafe) for socializing, document with photos and share on social media, collect feedback for improvements, and build regular rides to create community.
Essential safety equipment: helmet (mandatory, properly fitted), front white light and rear red light (especially for evening), bell or horn for alerting pedestrians, reflective clothing or accessories for visibility, rear-view mirror for traffic awareness, puncture repair kit and pump, and lock for parking security. Additional items: gloves for comfort, water bottle, and smartphone mount for navigation. Remember: infrastructure safety is more important than personal protective equipment.
Copenhagen's success factors: 382 km of protected cycle lanes (physically separated), dedicated traffic signals for cyclists (green wave timing), bridge and underpass connections across barriers, extensive bicycle parking (including multi-story facilities), integration with public transit (bikes on trains), traffic calming in residential areas (30 km/h), protected intersections reducing conflict, winter maintenance (snow clearing priority), and 50 years of consistent political commitment. Result: 49% of trips by bicycle.
Bogotá's transformation under Mayors Peñalosa and Mockus: 550+ km of Ciclovía (recreational streets closed to cars on Sundays), 540+ km of permanent protected cycle lanes (Ciclorrutas), TransMilenio BRT with bicycle integration, recovered public space from cars, traffic calming and pedestrian zones, bicycle parking at transit stations, and political will to prioritize people over cars. Cycling modal share increased from 1% to 7%. Lessons: rapid implementation possible with political commitment.
Amsterdam's comprehensive approach: 500+ km of protected cycle paths, residential streets designed for cycling priority (30 km/h, traffic calming), multi-level bicycle parking (including underwater garage at Central Station), protected intersections and Dutch junctions, bicycle streets (fietsstraat) where cars are guests, extensive bicycle parking throughout city, flat terrain and compact urban form, integration with regional cycling network, and cultural acceptance of cycling as normal transport. Result: 48% of trips by bicycle.
The 8-80 principle states that cities should be designed for people aged 8 to 80 to safely walk and cycle. If infrastructure is safe for children and elderly, it serves everyone. Requirements: protected cycling infrastructure (not painted lanes), low-speed traffic (30 km/h in residential areas), protected intersections with clear sight lines, accessible design (no stairs, gentle slopes), safe crossings with adequate crossing time, continuous networks without gaps, and intuitive wayfinding. Infrastructure safe only for 'strong and fearless' cyclists fails this test.
Tactical urbanism uses low-cost, temporary interventions to test ideas: pop-up protected lanes using planters and paint, parklets (seating in former parking spaces), temporary pedestrian plazas, open streets events (roads closed to cars), tactical traffic calming with paint and bollards, temporary bicycle parking corrals, and community-led street improvements. Benefits: low cost to test before permanent investment, rapid implementation, community engagement, and demonstration of demand. Cities can formalize successful experiments.
Protected intersections (Dutch junctions) include: corner refuge islands separating modes, setback crossing points improving sight lines, forward stop bars for cyclists ahead of cars, protected waiting areas for cyclists, dedicated signal phases where needed, tight corner radii slowing turning vehicles, continuous protection through intersection, and clear sight triangles. These designs virtually eliminate right-hook and left-cross collisions, the most common cyclist fatality types.
A Dutch junction (also called protected intersection) is an intersection design protecting cyclists and pedestrians: cyclists wait in protected corner refuge islands, cycle crossings set back 5m from motor vehicle crossing, tight corner radii force drivers to slow, excellent sight lines between all users, separate signal phases where needed, and continuous physical protection. Developed in Netherlands, now adopted globally. Reduces cyclist injuries at intersections by 70-90% compared to conventional designs.
Two-stage left turn (also called Copenhagen left) allows cyclists to turn left without crossing multiple traffic lanes: cyclist goes straight through intersection in right-side cycle lane, stops in designated waiting area on far side, waits for signal to change, then proceeds straight in new direction (completing the left turn). Safer than merging across traffic lanes, suitable for all ages and abilities, requires protected waiting area design, and commonly used in Netherlands, Denmark, and increasingly worldwide.
AADT (Annual Average Daily Traffic) is the average number of vehicles passing a point over 24 hours, averaged over a year. Used for: road capacity planning, infrastructure investment decisions, before/after studies of interventions, and environmental impact assessment. For cycling: AADT counts essential to demonstrate demand, justify infrastructure investment, and evaluate success. Cities with high cycling rates may have bicycle AADT of 10,000-20,000 on major routes.
IRC (Indian Roads Congress) develops road design standards for India. Key documents: IRC:103-2012 for cycle tracks, IRC:11-1962 for footpaths. UTTIPEC (Unified Traffic and Transportation Infrastructure Planning and Engineering Centre) develops guidelines for Delhi NCR. Their 'Street Design Guidelines' and 'Pedestrian and Cyclist Facilities' provide detailed design standards. Challenge: standards exist but are poorly implemented and lack enforcement mechanisms.
No. When people can safely walk and cycle, fewer cars are on the road. Cities like Copenhagen and Amsterdam have less traffic congestion despite having fewer car lanes, because 40-50% of trips are made by bicycle. Copenhagen has 45% cycling modal share and less congestion than before. When safe alternatives exist, people choose them. Evidence from 14 global cities shows reduced traffic.
The bill requires shaded footpaths with tree cover. Cities like Singapore and Bogotá (both tropical) have successful cycling programs. Most trips are short (under 5km) and can be done in early morning or evening. Many people already walk/cycle out of necessity — this bill makes it safer. Furthermore, 14% modal share in Tokyo (also hot and humid) proves it's achievable.
The bill mandates phased implementation. Priority corridors (near schools, hospitals, transit) would be built first. Full city-wide networks take 5-10 years, but you'll see improvements in your neighborhood within 1-2 years of the bill passing.
You can still drive! The bill doesn't ban cars. It just ensures that people who walk, cycle, or use wheelchairs have safe infrastructure too. Many people find they can walk/cycle for 50% of their trips and drive only when necessary — saving money and time.
No. Active mobility infrastructure delivers 238% annual ROI — it pays for itself in under 6 months through health savings and economic benefits. Bogotá spent $130M on 500km and saves $310M annually. This is fiscally smart. For context, building 1 km of flyover costs ₹30-50 crore, while 1 km of protected cycle lane costs ₹20-40 lakh — 10-20 times cheaper.
People don't cycle because it's unsafe, not because they don't want to. Bengaluru had 20% cycling share in 2000 before infrastructure deteriorated. Build it safely, and people will use it. Even Tokyo, which is also hot and humid, has 14% cycling modal share. The evidence is clear: when you build safe infrastructure, people use it.
The opposite. 60% of road deaths are pedestrians and cyclists — the poorest residents who can't afford cars. This bill protects the vulnerable. It's social justice. The wealthy can afford cars and are protected in metal boxes; the poor walk and cycle on dangerous roads. Active mobility infrastructure levels the playing field.
This is a priority. 1.5 lakh annual deaths, air pollution killing thousands, climate crisis, economic drain from congestion and poor health — these aren't separate issues. Active mobility addresses all of them simultaneously. It's not either-or; it's a solution that tackles multiple urgent problems at once.
Didn't find your answer?
Contact us at contact@cfam.in or join our Discord community to ask questions.