Bhubaneswar Integrated Mobility Plan

BHUBANESWAR

INTEGRATED MOBILITY PLAN

IMPRINT Published by the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH Registered offices Bonn and Eschborn, Germany B-5/2, Safdarjung Enclave New Delhi-110029, India T 011-49495353 F 011-49495391 E giz-indien@giz.de As at June 2026, New Delhi Prepared under Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility (SUM-ACA) Commissioned by Federal Ministry for Economic Cooperation and Development (BMZ), Germany Political Partner Ministry of Housing and Urban Affairs (MoHUA), Government of India Implementation Partners Housing & Urban Development Department (HUDD) Bhubaneswar Municipal Corporation (BMC) Capital Region Urban Transport (CRUT)

Responsible Manjunath Sekhar, Project Director, SUM-ACA Project Coordinator Rana Anwar Amani, Technical Advisor, SUM-ACA Project Team Hendrik Jaschob, Project Backstopper Zohra Mutabanna, Team Lead Astha Malhotra, Technical Expert Design and Layout Studio POD Photo and Map Credits GIZ; GFA Citation GIZ (2026). Integrated Mobility Plan for Bhubaneswar. SUM-ACA. New Delhi, India.

Disclaimer Maps in this document are for informational purposes only and do not imply recognition of boundaries or regions. GIZ does not guarantee their accuracy or completeness and accepts no liability arising from their use.

Copyright All rights reserved German Federal Ministry for Economic Cooperation and Development (BMZ) On behalf of the German Federal Ministry for Economic Cooperation and Development (BMZ)

4

INTEGRATED MOBILITY PLAN FOR BHUBANESWAR

5

Acknowledgements We would like to express our sincere gratitude to the Housing and Urban Development Department (HUDD), Government of Odisha, Bhubaneswar Municipal Corporation (BMC), Bhubaneswar Development Authority (BDA), Capital Region Urban Transport (CRUT), and all stakeholder agencies for their valuable guidance, support, and cooperation during the preparation of the Bhubaneswar Integrated Mobility Plan.

We also acknowledge the contributions of technical experts, consultants, academic institutions, and community stakeholders who participated in consultations and provided important insights for strengthening the recommendations presented in this report.

Special thanks to the SUM-ACA Project team for their continuous support, coordination, and technical assistance throughout the study. Their efforts have been instrumental in shaping a comprehensive and integrated mobility vision for Bhubaneswar.

6

Foreword Bhubaneswar is a city with a rich cultural heritage and a strong tradition of planned urban development. Over the years, it has emerged as a major administrative, educational, and economic centre, attracting rapid urban growth and increasing travel demand. At the same time, like many growing urban centres, the city is facing evolving mobility challenges arising from rapid motorisation, congestion, changing travel patterns, and expanding urban areas.

These challenges require mobility solutions that are sustainable, inclusive, and responsive to the city’s unique context.

The Integrated Mobility Plan for Bhubaneswar has been prepared as a strategic framework to guide the city towards a more accessible, efficient, safe, and peoplecentric mobility system. The plan seeks to strengthen public transport, improve walking and cycling infrastructure, enhance road safety, and promote inclusive mobility options that respond to the needs of all residents and visitors.

Importantly, the plan reflects a shift towards integrated urban mobility planning, where transport is viewed not as a standalone sector, but as an essential part of the city’s social, economic, environmental, and spatial

development. It brings together ongoing initiatives, policy directions, and future strategies into a coordinated framework that supports Bhubaneswar’s long-term vision for sustainable, resilient, and low-carbon urban growth.

The preparation of this plan has been made possible through the collective efforts of government departments, institutions, technical experts, stakeholders, and partner organisations. Their continued cooperation and commitment will be essential for the successful implementation of the proposed initiatives.

The Government of Odisha remains committed to promoting sustainable and inclusive urban develcpment. This Integrated Mobility Plan marks an important step towards building cl more liveable, resilient, accessible, and futureready Bhubaneswar.

Ms. Usha Padhee, IAS Additional Chief Secretary Housing & Urban Development Department, Government of Odisha

7

Preface Urban mobility plays a critical role in shaping economic efficiency, environmental sustainability, and overall quality of life in cities.

As the capital city of Odisha and a rapidly growing administrative, educational, and economic centre, Bhubaneswar is experiencing increasing travel demand, urban expansion, and rising motorisation.

The Integrated Mobility Plan (IMP) for Bhubaneswar provides a comprehensive and action-oriented roadmap for transforming the city’s transport system. It moves deliberately away from piecemeal interventions, bringing coherence to existing policies, ongoing initiatives, and future proposals alike, all anchored around the goals of inclusion, safety, and climate resilience. The IMP provides a unified roadmap that aligns infrastructure development, mobility services, policy direction, and institutional coordination to support sustainable urban mobility in the city.

Prepared under the Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility (SUM-ACA) project, as part of the Indo-German Green Urban Mobility Partnership, the plan aligns with national priorities on sustainable urban transport and supports broader goals related to climate action, accessibility, and improved public health outcomes.

The preparation of the IMP has followed a structured and evidence-based approach involving mobility assessments, review of

8

existing plans and policies, field observations, identification of system-level gaps, and extensive stakeholder consultations.

Engagement with the Housing and Urban Development Department (HUDD), Capital Region Urban Transport (CRUT), Bhubaneswar Municipal Corporation (BMC), Bhubaneswar Development Authority (BDA), traffic police, planners, engineers, and other agencies has ensured that the recommendations are both context specific and institutionally relevant.

The plan builds upon Bhubaneswar’s strengths while addressing challenges related to congestion, multimodal integration, road safety, non-motorised transport infrastructure, and environmental sustainability.

The plan follows a clear result-driven approach, translating mobility challenges into prioritised interventions across immediate, short-term, and long-term horizons. As a dynamic planning tool, the IMP supports coordinated implementation and continuous improvement, providing a roadmap towards a more liveable, equitable, resilient, and people centred mobility future for Bhubaneswar.

Manjunath Sekhar Project Director, SUM-ACA GIZ

9

10

“Envisioning

Bhubaneswar as a people-centric and climate-resilient capital city

with an integrated mobility system that prioritises public transport, walkability, safe and inclusive streets, and connected neighbourhoods and enhance everyday quality of life.”

11

12

EXECUTIVE SUMMARY Bhubaneswar, the capital city of Odisha, is experiencing rapid urban growth, increasing travel demand, and expanding spatial development. While the city has made significant progress in planned urban development and public transport initiatives, rising motorisation, traffic congestion, safety concerns, fragmented walking and cycling infrastructure, and climate-related challenges continue to impact the overall mobility system. The Bhubaneswar Integrated Mobility Plan (IMP) has been prepared to provide a comprehensive and strategic framework for developing a safe, inclusive, sustainable, and integrated urban mobility network for the city.

The assessment undertaken under the IMP highlights that Bhubaneswar performs relatively well in areas such as climate resilient urban growth, governance structures, and inclusion through initiatives like the Ama Bus system and electric mobility adoption. However, critical gaps remain in road safety, digital integration, multimodal connectivity, active mobility infrastructure, parking management, and integrated transport planning. The city also faces increasing dependence on private vehicles, especially two wheelers, resulting in congestion, higher emissions, and reduced public transport share.

The IMP adopts a nine pillar framework covering climate resilient urban growth, public transport, active mobility, equity and inclusion, environmental sustainability, parking and demand management, governance, road safety, and digital integration. Based on detailed assessments, stakeholder consultations, field observations, and review of existing plans and policies, the report proposes strategic interventions aimed at strengthening public transport systems, improving pedestrian and cycling infrastructure, enhancing road safety measures, supporting electric mobility, improving institutional coordination, and promoting integrated digital mobility systems.

The recommendations are structured across short term and medium term implementation horizons with a focus on practical, scalable, and people centric solutions. The plan emphasises the importance of integrated governance, multimodal accessibility, climate responsive infrastructure, and data driven decision making to support Bhubaneswar’s long-term mobility vision. Overall, the IMP aims to guide the city towards a more connected, accessible, low-carbon, and liveable urban future.

13

SUM-ACA IMPACTS AT A GLANCE Comprehensive Bus Network Optimisation including wayfinding

Last-Mile Connectivity Integration

Fare System Optimisation & Smart Ticketing Adoption Programme

Gender Responsive Transit Infrastructure Audit

15min Neighbourhood Pilot

Nature-Based Solutions for Climate Hazard Response

14

70% REDUCTION

in PM estimated

through BS VI compliance and mobility improvements

4.1 ACRES

of green cover increased estimated

through project implementation

23 KM

of active mobility infrastructure planned for implementation

10 MIN

average reduction in commute times

120 TRANSPORT JOBS generated for women and vulnerable groups

2400 CHILDREN to benefit from improved accessibility to schools

1.3 CRORES PER MONTH potential revenue increase demonstrated

7000+ PERSONS

direct beneficiaries consulted in planning activities

15

16

CONTENTS

1 | Introduction

22

SUM-ACA Project Background

24

Need for Integrated Mobility plans in Indian Cities

26

Aim and Objectives of the Integrated Mobility Plan

28

2 | City Profile & Urban Mobility Context

30

About Bhubaneswar

32

Urban Mobility Challenges

34

Institutional Framework and Stakeholder Roles

36

3 | Methodology

38

4 | Review Of Existing Plans And Initiatives

40

Review of Existing Plans and Initiatives

40

IMP Assessment Parameters

43

City Assessment Against IMP Parameters

44

Overall Inferences from the Assessment

54

5 | Goals and Targets

57

6 | Identified Strategies

58

Gap Assessment for the 5 identified goals

58

Intervention Strategy by Time Horizon

60

7 | Project Prioritization And Funding Mechanism

62

Stakeholder Consultation and Project Prioritisation

62

Funding Mechanism for Priority Projects

63

Outcome of Consultation - Priority Projects

64

8 | Priority Project Details

74

Project Brief on Priority project under SUM-ACA

74

Project Brief on projects beyond SUM-ACA

114

9 | Way Forward

136

10 | Annexure

140

17

LIST OF FIGURES Fig. 1. Janpath Streetscape designed as a Complete Street Project. 22

Fig. 2. Map showing Bhubaneswar context.

23

Fig. 3. Stakeholder consultation exercise focused on enhancing universal accessibility within the city

24

Fig. 4. SUM-ACA Objectives and Outcomes

25

Fig. 5. Interactive consultation with school children, gathering their perspectives and experiences to inform child-friendly mobility interventions 26 Fig. 6. Vision of IMP Bhubaneswar

28

Fig. 7. Picture of the city

30

Fig. 8. Bhubaneswar Municipal Corporation Boundary

31

Fig. 9. Visual of janpath Road, Bhubaneswar

33

Fig. 10. Bhubaneswar’s Mode Share

34

Fig. 11. Footpath obstructed by the foot overbridge structure, limiting pedestrian movement and accessibility.

35 Fig. 12. Unauthorized vehicle parking on the footpath obstructing pedestrian movement.

36

Fig. 13. Stakeholders Mapping

37

Fig. 14. IMP Methodology

38

Fig. 15. Ama E-Rickshaw feeder services providing first- and last-mile connectivity to the Ama Bus network.

42 Fig. 16. Nine Pillars of the IMP Assessment Framework

43

Fig. 17. Consultation session with key stakeholders in the design of complete streets 44 Fig. 18. Overall score of 9 pillars of IMP Framework

54

Fig. 19. Capacity-building initiative for improving operational efficiencies

58

Fig. 20. Stakeholder Engagement for Complete street design

60

Fig. 21. Stakeholder Consultation on Route Optimization

74

Fig. 22. Proposed Pilot Study Area for Feeder Network

77

Fig. 23. Visually intuitive 200 neighbourhood maps highlighting AMA Bus Network prepared as part of Bus Stop Wayfinding Initiative 79 Fig. 24. Comparative analysis of card sales across CRUT's service areas and increase in smart card transaction in Capital Region Area and Rourkela 81 Fig. 25. Focus Group Meetings & Stakeholder Discussion for Transit Infrastructure Audit 83

18

Fig. 26. Women Driver Training Programme for HMV Training

85

Fig. 27. Women Driver Training Programme for HMV Training

85

Fig. 28. Road Safety Assessment Dashboard highlighting pedestrian and bicyclist safety 87 Fig. 29. Capacity building workshop on complete streets.

87

Fig. 30. Existing and proposed linear park with dedicated cycle track and organized parking as part of IRC - 15min neighbourhood

89

Fig. 31. Proposed Safe Route to School Interventions near IRC Village High School 91 Fig. 32. Proposed Safe Intersection Improvements integrated with the Safe Route to School corridor 92 Fig. 33. Public Plazas at Transit Nodes

95

Fig. 34. Proposed Urban Mobility Dashboard for Bhubaneswar Integrating Air Emissions Monitoring 101 Fig. 35. Stakeholder Meeting for sharing insights on Air Emissions

101

Fig. 36. Climate Dashboard for Bhubaneswar highlighting climate risk

103

Fig. 37. IRC Village watershed and existing drainage network and proposed Area-level Nature based solutions 105 Fig. 38. State-level consultation on Odisha’s Draft Parking Policy in Bhubaneswar 107 Fig. 40. Multi-Stakeholder Mobility Project Steering Committee reviewing the implementation status of the Safe Route to School 109 Fig. 41. Specialised Trainings as part of Organizational Strengthening

113

Fig. 42. M0 Bus survey on 21/02/2023

113

LIST OF TABLES Table. 1. Sustainability Mobility in Indian Context

27

Table. 2. Scoring for each parameter under 9 pillars of IMP Framework

55

Table. 3. Gap Assessment Matrix

59

Table. 4. Proposed Interventions for Bhubaneswar IMP

61

19

ABBREVATIONS

20

Abbreviation

Definition

ABMZs APIs BBIN BS-VI CCTV CMP DAU DPR ETMs EV FAME FSI GCC GHG GIS GIZ

Area-Based Mobility Zones

GoM GTFS GUMP IMP IPT KPI LEZs LOS LVC MaaS MoHUA MTC MUDA NCAP NCC NDCs NEHU NHAI NIP NMT NUDM NUTP

Government of Meghalaya

Application Programming Interface Bangladesh-Bhutan-India-Nepal Bharat Stage 6 Closed Circuit Television Comprehensive Mobility Plan Directorate of Urban Affairs Detailed Project Report Electronic Ticketing Machine Electric Vehicle Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles Floor Space Index Gross Cost Contract Greenhouse Gasses Geographic Information System Deutsche Gesellschaft für Internationale Zusammenarbeit (German Society for International Cooperation) General Transit Feed Specification Green Urban Mobility Partnership Integrated Mobility Plan Intermediate Public Transport Key Performance Indicator Low Emission Zones Level of Service Light Commercial Vehicle Mobility as a Service Ministry of Urban and Housing Affairs Meghalaya Transport Corporation Meghalaya Urban Development Authority National Clean Air Programme Net Cost Contract National Determined Contributions North-Eastern Hill University National Highway Authority of India Neighbourhood Improvement Plan Non-Motorised Transport the National Urban Digital Mission National Urban Transport Policy

O&M PM E-Drive PPP PT PWD RFPs RTPI SASCI SDG SMB SRTS SUM-ACA TCO TOD TU UAD UMC UMTAs

Operation and Maintenance PM Electric Drive Revolution in Innovative Vehicle Enhancement Public Private Partnership Public Transport Public Works Department Request for Proposal Real Time Passenger Information Special Assistance to States for Capital Investment Sustainable Development Goal Shillong Municipal Board Safe Routes to School Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility Total Cost of Ownership Transit Oriented Transportation Tactical Urbanism Urban Affairs Department Urban Mobility Cell Unified Metropolitan Transport Authorities

21

1 | Introduction Bhubaneswar’s urban mobility system is under increasing pressure due to rapid motorisation, expanding urban boundaries, and rising travel demand linked to new employment, institutional, and residential growth areas. While the city has undertaken multiple studies, plans, and pilot initiatives to improve public transport, walking, and cycling, these efforts have often progressed in parallel, resulting in fragmented implementation and limited system-level integration. The absence of a unifying, outcome-driven framework has constrained the city’s ability to prioritise investments, sequence interventions, and align institutions toward a common mobility goal. In this context, an Integrated Mobility Plan (IMP) is critical for Bhubaneswar to bring together

projects, policies, and agencies under a shared vision, enabling coordinated, people-centric, and climate-responsive mobility planning that reflects the city’s evolving spatial and economic realities.

The Integrated Mobility Plan for Bhubaneswar has been conceived as a dynamic and evolving strategy document, serving as a guiding framework for mobility investments, policy decisions, and institutional coordination. The IMP brings together ongoing initiatives, sanctioned projects, and future proposals into a unified mobility vision, ensuring that interventions across sectors are complementary, sequenced, and mutually reinforcing.

Fig. 1. Janpath Streetscape designed as a Complete Street Project.

22

Introduction

To NIRG

To C

AY LW AI

R

UNDI

T AS O

C

UTT AC

K

ST EA

CHANDAKA FOREST

Municipal Boundary Administrative Boundary

AI

National Highway - 16

NN

To

E CH

Ring Road Alignment Proposed MRTS Alignment Railway Station

0km

1km

2km

4km N

Biju patnaik International Airport

Fig. 2. Map showing Bhubaneswar context.

23

SUM-ACA Project Background Initiated under the framework of Indo-German Development Cooperation, the Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility (SUMACA) initiative, aligns with India’s National Determined Contributions (NDCs) under the Paris Agreement and the 2030 Agenda for Sustainable Development, and particularly aims at the SDGs of Sustainable Cities and Communities, and Climate Action. SUM-ACA employs a multi-actor, multi-pronged strategy, working with local governments to develop contextually relevant, socially equitable, climate-friendly, and innovative solutions. This collaborative approach emphasizes capacity development, knowledge sharing, and

24

the formalization of best practices once technical cooperation concludes.

Furthermore, SUM-ACA seeks to strengthen linkages between environmental quality and climate change concerns by establishing clear connections between existing transport and environmental policies, institutional and individual capacities, data collection methodologies, and potential health outcomes.

The performance of the SUM-ACA project is evaluated against five module indicators and respective output indicators as listed below:

Fig. 3. Stakeholder consultation exercise focused on enhancing universal accessibility within the city

Introduction

MODULE OUTCOMES M1 | SUM Strategies

Support cities and states in creating sustainable, low carbon urban mobility strategies

M2 | Data

Improve use of integrated climate, air quality, and mobility data for evidence-based planning

M3 | National Guidelines

Develop national guidelines for integrated, climate-resilient urban mobility planning Train decision-makers and professionals in

M4 | Capacity Development sustainable and inclusive mobility practices M5 | Air Quality and CO2

Reduce transport emissions and improve urban air quality through sustainable mobility measures

Output 1: The Indo-German Green Urban Mobility Partnership (GUMP) is supported Position GUMP as a global platform for advancing green urban mobility

Develop three city/state-level sustainable mobility strategies

Output 2: Evidence-based data on climate action, air pollution control and access to urban mobility has been improved Create a national framework for collecting air quality and mobility behaviour data

Establish 15 digital tools for integrated mobility planning and data management

Output 3: Processes for the implementation of integrated mobility plans are demonstrated Prepare 8 integrated mobility plans through stakeholder-led planning processes

Pilot interdepartmental coordination models in 5 selected cities

Output 4: The institutional and personal capacities of national, state, and local actors for the realisation of integrated mobility, including green recovery, are strengthened Train 30 professionals through climate and mobility-focused capacity-building programs

Equip 3,000 professionals with practical sustainable mobility implementation skills

Fig. 4. SUM-ACA Objectives and Outcomes

25

The duration of the SUM-ACA project is for four years (2022-2026). The project is being implemented across five Indian states and respective cities namely, Kerala (Kochi & Trivandrum), Karnataka (Hubli-Dharwad & Mysore), Odisha (Bhubaneswar & Rourkela), Meghalaya (Shillong) and Gujarat (Surat & Rajkot). The implementation of output indicator 3 “Processes for the implementation of integrated mobility plans”, aim to strengthen the competence of urban actors for the planning

and implementation of IMPs. The primary pillar of the output indicator is to enhance the capacity of urban stakeholders to effectively plan and implement IMPs. The project aims to support intersectoral transport planning which emphasizes on the inclusion of vulnerable groups such as women and people with disabilities Intended outcomes serve the purpose of restoring the attractiveness of public transport and increase accessibility through intermodality.

Need for Integrated Mobility plans in Indian Cities India’s national transport related policies and programmes consistently emphasise the need for integrated, people-centred and climate-aligned mobility planning, providing a clear foundation for cities to prepare Integrated Mobility Plans.

The National Urban Transport Policy (NUTP) sets the core direction by promoting public transport, non-motorised mobility and land-use integration principles that directly align with an integrated planning approach.

Complementing this, the CMP Toolkit provides the technical framework, data

standards and evaluation methods that guide cities toward holistic, multimodal planning rather than isolated sectoral projects. National programmes like FAME I/II, PM e-Bus Sewa, and PM E-Drive reinforce this direction by supporting electrification, modern bus systems, and charging infrastructure, all of which require coordinated planning across transport, energy and urban systems. Together, these policies signal that India expects cities to adopt comprehensive, integrated mobility planning.

Fig. 5. Interactive consultation with school children, gathering their perspectives and experiences to inform child-friendly mobility interventions

26

Introduction

Table. 1. Sustainability Mobility in Indian Context

Program / Guideline

National Urban Transport Policy (NUTP)

Comprehensive Mobility Plan (CMP) Toolkit / Guidelines

FAME I & II

PM e-Bus Sewa

PM E-Drive National Infrastructure programmes

Objective / Focus • Promote people-centred mobility • Prioritises public transport, walking & cycling as the backbone of urban mobility • Encourages integrate land-use & transport • Advocates for clean & sustainable mobility • Pushes for institutional strengthening • Provide standard methodology for mobility planning, including data collection, modelling, LOS benchmarks, and scenario analysis • Focuses on shifting trips from private vehicles to public transport, walking, and cycling • Details project prioritisation framework for short-, medium-, and longterm interventions

Influences / Supports for Integrated Mobility Plan (IMP) Establishes the core philosophy for IMPs. Cities are encouraged to shift from vehicle-centric projects to integrated, multimodal solutions, embedding PT, NMT, safety, and demand management into every planning stage.

To be consider as the technical backbone of IMPs by defining the process, required datasets, modelling tools, and prioritisation framework; ensures uniformity and evidence-based decision-making across cities.

• Strong national push for EV adoption, especially in public & shared transport • Focus on demand incentives • Support for charging infrastructure • Promotes energy-efficient, low-emission mobility

Encourages IMPs to integrate EV transition strategies, including fleet conversion plans, charging infrastructure needs, depot readiness, and TCO-based financial evaluation for e-mobility investments.

• Introduce 10,000+ electric buses via PPP models with central support for operations & depots • supports depot infrastructure, charging and power infrastructure (behind-the-meter power, substations etc.)

Shapes IMPs to address modern e-bus deployment needs such as route rationalisation, depot electrification, accessibility standards, operational contracting structures, and cost optimisation.

• Scale up public charging networks and enable widespread EV use.

• Encourage private-sector participation in charging infrastructure • Demand incentives for EV adoption, Subsidy for e-2W/e-3W buyers (on battery capacity)

Emphasize IMPs to plan for charging corridors, public charger locations, grid augmentation, energy demand projections & private sector participation models, thus making electrification a structured part of city mobility.

27

Aim and Objectives of the Integrated Mobility Plan The Integrated Mobility Plan for Bhubaneswar aims to create a safe, equitable, and future-ready mobility ecosystem for Bhubaneswar that prioritises people over vehicles, integrates all modes of transport seamlessly, and ensures every resident can move sustainably, affordably, and with dignity, supporting the city’s growth as a liveable and smart urban centre.

Integrated Mobility plan for Bhubaneswar, supports the city’s transition toward a network of 15-Minute Neighbourhoods by enabling safe, accessible, and low-carbon mobility for everyday life.

VISION

1

2

3

Policy to practice

Strengthen Integrated Planning & delivery

Promote Safe, Inclusive & Low Mobility

Translate national & state mobility goals into city-and neighbourhood-level actions that support 15-minutes access to everyday needs.

Coordinate projects, timelines & institutions to delivery cohesive mobility improvements at neighbourhood and corridor scales.

Prirorities public transport, walking & cycling to create streets that are safe, accessible, and low carbon, making 15-minute living practical & desirable.

Fig. 6. Vision of IMP Bhubaneswar

28

Introduction

Establish an integrated mobility vision aligned with urban development, climate action, and public health goals.

Prioritise people-centric mobility, with walking, cycling, and public transport as the backbone of the city’s transport system.

Scale neighbourhood & corridor-level pilots into replicable citywide solutions.

Improve road safety and street design standards through safe street design, traffic calming, and junction improvement.

Strengthen public transport service quality, accessibility, and multimodal integration.

Strengthen institutional coordination and implementation capacity for integrated mobility delivery.

Ensure Monitoring and Adaptability: Provide a mechanism for regular review, data updates, and course correction keeping the IMP a living document responsive to evolving urban realities.

29

2 | City Profile & Urban Mobility Context Bhubaneswar is the capital of Odisha and a major administrative, educational, healthcare, and economic centre in eastern India. With a municipal population of approximately 1.1 million and forming the core of the Bhubaneswar– Cuttack–Khordha–Puri urban region, the city serves a much larger regional catchment. Bhubaneswar is strategically located along key national transport corridors and functions as an important intra-state and inter-state mobility hub. Its planned urban structure, combined with rapid economic and spatial growth, has resulted in increasing travel demand, making mobility planning central to the city’s

Fig. 7. Picture of the city

30

long-term liveability and sustainability.

The city is well connected to major cities across India through road, rail, and air networks, with Biju Patnaik International Airport serving as the primary aviation gateway for the state. Urban governance is led by the Bhubaneswar Municipal Corporation, along with the Bhubaneswar Development Authority for planning and development functions. Public transport services in the city are operated by Capital Region Urban Transport, a Special Purpose Vehicle responsible for planning and managing the city’s bus-based transit system.

City Profile & Urban Mobility Context

BMC Boundary Ward Boundary

Fig. 8. Bhubaneswar Municipal Corporation Boundary

31

About Bhubaneswar Planned in the post-independence period, Bhubaneswar has evolved from an administrative capital into a multi-functional metropolitan centre. Over time, Bhubaneswar has also become the nucleus of the Bhubaneswar–Cuttack urban corridor, driving regional economic growth and attracting a young and mobile workforce. In parallel, large-scale institutional and residential developments in new urban growth areas, such as Chandrasekharpur extensions, northern and western expansion zones, and planned development pockets along key

corridors, are redefining the city’s spatial structure and travel patterns. The rapid residential development on the urban periphery, driven by relatively affordable land and housing, has resulted in longer commute distances and increasing reliance on motorised transport.

As Bhubaneswar continues to expand spatially and economically, ensuring safe, inclusive, and efficient mobility becomes central to sustaining its liveability and competitiveness.

8%

1498 km

40 km

Mode share for

Total road network

public transport

(BMC)

Lenght of cycle paths

10.8% Annual Growth of private Registered Vehicles

49.7 km

road network covered Annual groeth ofdiesel fuleconsumption by foothpath

Source: Low Carbon Mobility Plan (LCMP) 2040 for Bhubaneswar

32

6.7%

City Profile & Urban Mobility Context

Fig. 9. Visual of janpath Road, Bhubaneswar

33

Urban Mobility Challenges Bhubaneswar has experienced rapid demographic, economic, and spatial growth over the past two decades. While its planned urban structure and expanding institutional capacity provide a strong foundation, the city’s mobility systems are increasingly under pressure. Rising motorisation, dispersed urban expansion, infrastructure gaps, and fragmented governance collectively shape the current mobility challenges.

A key concern is the steady increase in private vehicle ownership, particularly two-wheelers, which account for nearly 55% of all trips. The addition of nearly one lakh vehicles annually has intensified congestion across major corridors and junctions. Although average travel speeds remain moderate, peak-hour

Cycle 3%

congestion significantly reduces efficiency and contributes to higher emissions, fuel consumption, and road safety risks.

Public transport, while operational, remains underutilised, accounting for only about 8% of trips. In contrast, intermediate public transport (IPT), such as auto-rickshaws, plays a critical role in bridging last-mile gaps but operates with limited integration into the formal transport system. Bus services operated by CRUT have expanded; however, service coverage remains uneven, particularly in peripheral and newly developing areas. Gaps in frequency, reliability, and multimodal integration, along with the absence of unified ticketing, continue to limit a shift toward public transport.

Car 10%

Walk 12% Bus 49% Modal Share of Bhubaneswar

Auto 7%

Fig. 10. Bhubaneswar’s Mode Share

34

Two Wheeler 19%

City Profile & Urban Mobility Context

The road network presents additional constraints. A significant proportion of roads are less than 20 metres wide, and in older areas, encroachments and on-street parking further reduce effective capacity. Street design has traditionally prioritised vehicular movement, with limited attention to pedestrians and cyclists.

Intersection design, traffic calming, and safe crossing infrastructure are inconsistent, contributing to delays and safety concerns. The absence of a complete bypass or ring road further increases through-traffic within the city.

Walking and cycling infrastructure remain fragmented and inconsistent. While select corridors feature improved footpaths and cycle tracks, these are often discontinuous, encroached, or poorly maintained. Intersection safety is a major concern, and compliance with pedestrian priority measures is weak. The discontinuation of the Mo Cycle public bicycle-sharing system has further reduced structured support for cycling. Limited funding and weak integration with public transport reduce the effectiveness of non-motorised transport networks.

Fig. 11. Footpath obstructed by the foot overbridge structure, limiting pedestrian movement and accessibility.

Environmental pressures are also significant. While the city has made progress in electrifying its bus fleet and promoting electric vehicles, charging infrastructure remains limited. Despite improvements in air quality rankings, particulate pollution levels often exceed WHO guidelines, driven by vehicular emissions and road dust.

Institutionally, mobility planning is fragmented across multiple agencies, leading to coordination challenges. Data systems are not integrated, resulting in duplication and inefficiencies. Limited funding for NMT, safety, and integrated planning, combined with weak public participation, further constrains effective implementation.

35

Fig. 12. Unauthorized vehicle parking on the footpath obstructing pedestrian movement.

Overall, Bhubaneswar’s mobility challenges are not due to a lack of policy intent but stem from gaps in integration, enforcement, and system-wide

scaling. Addressing these will be critical to achieving a safe, inclusive, and sustainable urban mobility system.

Institutional Framework and Stakeholder Roles The Institutional Framework for the IMP is structured to ensure effective coordination among agencies based on their levels of influence and interest. High-influence stakeholders such as Ministry of Housing and Urban Affairs and Housing and Housing & Urban Development Department, Odisha play a strategic oversight role, guiding policy alignment and funding priorities. City-level implementation and day-to-day execution are led by agencies requiring active engagement, including Bhubaneswar Municipal Corporation, Capital Region Urban Transport, Bhubaneswar Smart City Limited, Public Works Department, Odisha, and the Odisha Traffic Police. Regulatory and supporting institutions, including

36

environment, disaster management, utilities, and transport bodies, are monitored to ensure compliance and coordination. Academic institutions, private sector partners, vendors, and civil society organisations are engaged as implementation partners, capacity builders, and innovators. This structured stakeholder approach enables integrated decision-making, reduces institutional silos, and supports phased, outcome-driven delivery of mobility interventions across Bhubaneswar.

City Profile & Urban Mobility Context

HIGH

HIGH

STAKEHOLDER MAPPING KEEP SATISFIED

ACTIVELY ENGAGE

BMC MoHUA

CRUT

HUDD Traffic

INFLUENCE

PWD

LOW

BSCL

BMRCL

OSPCB

OSDMA

OSRTC

TPCODL

OMFED

NHAI

ASRTU

IRC

corpo-

Vendo

School

rators

Assoc.

Automicle

QLS

Odisha yatri

KEEP SATISFIED

police

ACTIVELY ENGAGE

HIGH

INTEREST

LEGEND: STAKEHOLDER TYPE CENTRAL GOVERNMENT

ACADEMIA/TRAINING INSTITUTION

STATE/PARASTATAL AGENCIES

INTERNATIONAL AGENCIES

LOCAL GOVERNMENT

CIVIL SOCIETY/THINKTANKS

PRIVATE SECTOR

Fig. 13. Stakeholders Mapping

37

3 | Methodology The preparation of the IMP for Bhubaneswar followed a systematic and evidence-based approach. The methodology integrates national and international best practices while remaining grounded in Bhubaneswar’s spatial structure,

1

2

Review of Existing

Assessment through IMP framework

plans and initiatives

3

4 Gap Identification

5

Stakeholder Consultations for Prioritization

Fig. 14. IMP Methodology

38

travel behaviour, institutional context, and emerging 15-Minute Neighbourhood vision. The key stages are outlined below:

Development of strategic projects

6 Strategy formulation & recommendations

Methodology

1. Review of Existing Plans and Initiatives A comprehensive review was undertaken of city, state, and national mobility-related documents, including development plans, transport studies, NMT and parking policies, Smart City proposals, road safety strategies, and public transport initiatives.

2. Assessment through IMP Framework The city’s current mobility system was evaluated using a structured pillar-based IMP framework covering multimodal integration, accessibility, safety, sustainability, governance, and land use integration.

3. Gap Identification Existing projects and policies were mapped against defined mobility pillars and performance indicators. This process highlighted missing links, institutional bottlenecks, spatial inequities, infrastructure deficiencies, and areas requiring reform or investment.

4. Development of Strategic Projects Based on identified gaps, a portfolio of strategic interventions was developed. Projects were designed to support integrated, low-carbon, and people-centric mobility, aligned with neighbourhood-level improvements and corridor-scale upgrades.

Emphasis was placed on practicality, scalability, and phased implementation.

5. Stakeholder Consultations for Prioritisation Structured consultations were conducted with key agencies, including BMC, CRUT, HUDD traffic police, and other stakeholders. Feedback was incorporated to refine proposals, ensure institutional ownership, and prioritise projects based on urgency, feasibility, and impact.

6. Recommendations and Implementation Roadmap The final stage translated strategies into actionable recommendations, categorised into immediate, short-term (2–3 years), and medium-term (3–5 years) actions. Clear institutional responsibilities, sequencing logic, and measurable indicators were defined to guide implementation and monitoring.

39

4 | Review Of Existing Plans And Initiatives Review of Existing Plans and Initiatives To understand the current policy and institutional landscape shaping urban mobility in Bhubaneswar, a review of relevant state and city-level plans, policies, and strategic initiatives was undertaken. These documents provide important insights into the city’s planning priorities,

regulatory frameworks, and ongoing interventions related to transport, land use, climate resilience, and urban development. Following are the documents that have been referred to for understanding Bhubaneswar’s context.

KEY STATE & CITY POLICY DOCUMENTS: ODISHA & Bhubaneswar STATE DOCUMENTS ODHISA Comprehensive Action Plan for clean air for non-attainment cities of odisha

Odisha development Authorities (Planning & building standards) Rules,2020

Odisha Urban Parking policy, 2013

E-Vehicle Policy, 2021

Heat Action Plan 2020 for odisha

Odisha climate change action plan 2021-2030

40

Review Of Policies And Assessment Of The City

Odisha vision 2036-2047 (Policy framework - Govt of Odisha)

Integrated road saftey action plan (Odisha), 2021

CITY DOCUMENTS (Bhubaneswar)

Draft report GIS based comrehensive development plan for bhubaneswar 2040

Street design guidelines for bhubaneswar, 2021

Bhubaneswar Smart City proposal (SCP), 2016

Low carbon mobility plan(LCMP), 2040

Parking area management plan, Bhubaneswar

41

Fig. 15. Ama E-Rickshaw feeder services providing first- and last-mile connectivity to the Ama Bus network.

42

Review Of Policies And Assessment Of The City

IMP Assessment Parameters The Integrated Mobility Plan for Bhubaneswar is structured around a nine-pillar framework that reflect the full spectrum of urban mobility - from land-use integration and street design to public transport, safety, clean mobility, governance, and digital systems - ensuring that planning moves beyond isolated projects towards a cohesive, outcome-driven strategy. Each pillar is defined through

a set of measurable parameters that guide assessment and decision-making.

Together, these parameters establish a clear understanding of Bhubaneswar’s current mobility performance, identify critical system gaps, and highlight areas where targeted interventions can deliver maximum impact.

Integrating land use, street networks, service proximity, disaster resilience, and low-carbon growth into a compact, walkable, and climate-resilient urban form

Public & Shared Transport Systems

Delivering high-coverage, frequent, affordable, safe, and integrated public and shared transport services for all users

Active Mobility (Walking & Cycling)

Equity, Inclusion & Informal Sector

Climate & Environmental Sustainability

Parking & Travel Demand Management

Climate-Resilient & Compact Urban Growth

Ensuring inclusive access to mobility for low-income communities, informal workers, women, children, and persons with disabilities

Governance, Financing & Monitoring

Strengthening institutions, financing, data systems, and capacity for long-term mobility delivery and accountability

Building continuous, safe, accessible, and well-lit walking and cycling networks as the foundation of everyday mobility

Transitioning to low-emission, energy-efficient, air-quality-sensitive, and climate-resilient transport systems

Managing private vehicle use through parking reform, pricing, regulation, and demand restraint measures

Road Safety

Digital Integration

Achieving safe streets through crash reduction, black spot treatment, and child-safe school access

Enabling integrated digital mobility through open data, MaaS platforms, smart payments, and real-time information

Fig. 16. Nine Pillars of the IMP Assessment Framework

43

City Assessment Against IMP Parameters To translate the nine pillars into a measurable planning framework, Bhubaneswar’s mobility system was assessed through a structured, indicator-based evaluation approach. Each pillar is defined through a set of carefully selected parameters that reflect infrastructure readiness, service quality, institutional capacity, safety performance, environmental impact, and digital maturity. These parameters were assigned appropriate weightages based on their

relevance to Bhubaneswar’s urban form, terrain, travel behaviour, and policy priorities. The city’s performance was then evaluated against each indicator using a combination of primary surveys, departmental data, field audits, and stakeholder consultations. This approach enables an objective assessment of current conditions, identifies critical gaps and strengths across the mobility ecosystem.

Fig. 17. Consultation session with key stakeholders in the design of complete streets

44

Review Of Policies And Assessment Of The City

Climate-Resilient & Compact Urban Growth Bhubaneswar’s performance under Climate-Resilient & Compact Urban Growth reflects strong statutory planning intent but uneven on-ground implementation.

Instruments such as the LCMP, Draft CDP 2040, Street Design Guidelines, TOD discussions, parking reforms, and disaster frameworks (City Disaster Management Plan 2024; Heat Wave Action Plan 2025) demonstrate commitment to resilience and sustainable growth. However, peripheral expansion and limited

optimisation of existing developed areas indicate that compact growth principles are not consistently operationalised.

While land use–mobility integration is formally acknowledged, coordination across agencies remains moderate.

Central and planned areas show better infrastructure and service proximity, whereas emerging and peripheral zones continue to face gaps in accessibility and multimodal connectivity.

Assessment Highlights: • Strong Policy Foundation for Resilient Growth: LCMP and Draft CDP 2040 recognise protection of water bodies, ecological systems & contained urban expansion.

• Formal Land Use-Mobility Alignment: Integration is acknowledged through CDP 2040, Street Design Guidelines, TOD discussions, and parking reform proposals.

• Defined Street Hierarchy & Arterial Connectivity: The city has a structured road hierarchy with relatively strong arterial connectivity.

• Disaster Risk Integration in Planning: City Disaster Management Plan (2024) and Heat Wave Action Plan (2025) incorporate resilience considerations into urban planning.

• Initial Climate Mitigation Measures in Transport: Promotion of electric buses, electric IPT, and public transport strengthening aligned with state and national EV agendas.

Key Gaps: • Peripheral Expansion Over Compact Optimisation: Urban growth continues at the edges, with limited prioritisation of optimising existing developed land.

• Limited Neighbourhood-Level Connectivity: Large block sizes, gated developments, and uneven bus penetration reduce permeability and network efficiency.

• Weak Transport-Climate Monitoring Framework: Absence of clearly defined transport emissions baselines, carbon budgets, and measurable reduction targets.

45

Public & Shared Transport Systems Bhubaneswar’s public transport system demonstrates meaningful progress, anchored by CRUT’s operational mandate and the Ama Bus network. Coverage along major corridors is reasonable, with a substantial share of the population living within 500 metres of a bus stop.

Affordability is a notable strength, with low minimum fares and accessible pass options. Gender-sensitive measures,

commuter-responsive planning, and digital ticketing adoption further strengthen the system’s performance. However, physical multimodal integration at terminals remains limited, peripheral coverage is uneven, and real-time information accuracy requires improvement to build consistent user confidence.

Assessment Highlights: • Strong Commuter-Responsive Planning: CRUT undertakes regular route rationalisation and service adjustments based on ridership data, operational performance, and passenger feedback, reflecting institutionalised responsiveness.

• Affordable Fare Structure: Distance-based fares start at ₹5, with City Pass options (₹40/day; ₹550/month non-AC) ensuring affordable and equitable access.

• Gender & Safety Measures Institutionalised: Women conductors/guides, CCTV coverage, improved lighting at select terminals, helplines, and grievance redress mechanisms strengthen safety perception.

• Moderate Network Coverage: A substantial share of the population lives within 500 m of bus stops along major corridors and planned areas.

Key Gaps: • Uneven Spatial Coverage: Peripheral wards, low-density settlements, and newly urbanising areas continue to face service gaps and weaker reliability.

• Limited Physical Multimodal Integration: Major bus terminals and select stops provide partial integration (e.g., Ama E-Ride), but citywide multimodal station design, including seamless walking, cycling, feeder, and parking integration, is limited.

• Service Frequency Variability: Headways of 10–15 minutes on core corridors are reasonable, but peak reliability and off-corridor frequency require strengthening.

• Partial Digital & Fare Integration: Real-time systems exist but lack consistent accuracy. Full fare integration (unified ticketing across services) remains incomplete.

46

Review Of Policies And Assessment Of The City

Active Mobility (Walking & Cycling) Bhubaneswar’s performance in Active Mobility reflects a city with visible corridor-level improvements but limited network-level transformation. The city has implemented continuous footpaths and cycle tracks along select arterial roads, particularly in planned areas, and has adopted Street Design Guidelines aligned with universal accessibility principles.

However, active mobility infrastructure remains fragmented and unevenly distributed. Older market areas, mixed-traffic corridors, and peripheral growth zones lack continuous and accessible pedestrian networks. Junction design, mid-block

crossings, and traffic calming measures are inconsistently implemented, limiting safety for vulnerable road users.

Cycling infrastructure, while present in segments, lacks full network continuity and effective last-mile integration with bus stops and transit nodes. Maintenance, encroachments, and on-street parking reduce functional usability. Overall, Bhubaneswar shows moderate policy presence and partial implementation, but active mobility has not yet transitioned into a fully connected, citywide system capable of supporting the 15-Minute Neighbourhood vision.

Assessment Highlights: • Dedicated Walking & Cycling Corridors: Continuous footpaths and cycle tracks have been developed along select arterial roads and pilot stretches.

• Street Design Guidelines in Place: Universal accessibility principles are formally embedded in the guidelines.

• Good Street Lighting Coverage: Approximately 77,000 operational streetlights enhance pedestrian safety and night-time visibility.

• Policy Recognition of NMT Importance: Walking and cycling are acknowledged within mobility and planning frameworks.

• Pilot-Based Implementation Experience: The city has implementation experience through corridor-level upgrades.

Key Gaps: • Fragmented Network Connectivity: Walking and cycling corridors exist but are not fully interconnected. Breaks at intersections and inconsistent transitions between old and planned areas reduce usability.

• Intersection & Crossing Safety Weaknesses: Limited raised crossings, refuge islands, signal timing adjustments, and pedestrian-priority junction designs increase conflict points.

• Encroachments & Parking Conflicts: Footpaths and cycle tracks are frequently obstructed by vendors, utilities, and parked vehicles, reducing effective width and accessibility.

• Partial Universal Accessibility Implementation: While guidelines exist, tactile paving continuity, curb ramps, and barrier-free design standards are inconsistently executed.

• Limited Integration with Public Transport: Walking and cycling networks are not systematically designed as feeder systems to bus stops and terminals.

47

Equity, Inclusion & Informal Sector Bhubaneswar demonstrates moderate progress in embedding equity within its mobility ecosystem, but performance remains uneven across dimensions.

A significant share of informal settlements and low-income neighbourhoods are connected to the city bus network, indicating reasonable spatial inclusion in public transport planning. Affordable mobility is further strengthened through AMA Bus services and structured intermediate public transport (IPT) systems such as Ama E-Ride and Odisha Yatri, which enhance last-mile connectivity.

However, institutional integration of informal sector dynamics remains partial.

While the Street Vendors Act framework exists and vending zones have been identified, implementation and enforcement are inconsistent. Accessibility for persons with disabilities remains a critical gap, with limited standardisation of universal design features across bus stops and transit infrastructure. Overall, the city reflects strong intent toward inclusive mobility but requires deeper standardisation, enforcement, and infrastructure-level upgrades to achieve equitable outcomes citywide.

Assessment Highlights: • Public Transport Coverage in Low-Income Areas: Many informal settlements and peripheral neighbourhoods are linked to the bus network.

• Affordable Fare Structures: AMA Bus pricing and city passes maintain affordability for lower-income households.

• Improved Safe IPT Options: Ama E-Ride and app-based services provide safer and structured alternatives, especially for women.

• Formal Policy Framework for Street Vendors: City operates under the Street Vendors Act with identified vending zones in select neighbourhoods.

• Gender-Sensitive Mobility Measures: CCTV, helplines, and structured services improve perceived safety.

Key Gaps: • Limited Data on Informal Area Mobility Needs: No systematic monitoring of service quality in informal settlements.

• Fragmented Integration of IPT and Formal PT: Physical and fare integration across modes remains partial.

• City buses lack accessibility features: buses are high-floor, shelters have partial ramps and tactile elements, but universal design standards are inconsistently implemented citywide.

48

Review Of Policies And Assessment Of The City

Climate & Environmental Sustainability Bhubaneswar’s performance under Climate & Environmental Sustainability reflects a city in transition, moving toward low-emission mobility but not yet systemically decarbonised. The induction of electric buses and electric IPT services marks meaningful progress in reducing transport-related emissions, supported by state-level EV policies and the Clean Air Action Plan framework. Post-2022 BS-VI compliance for new vehicle registrations further strengthens regulatory alignment.

However, diesel buses still form a substantial share of the fleet, and renewable energy integration remains limited to select depots. City-level transport emissions monitoring, carbon budgeting, and climate-resilient design integration across corridors are not yet institutionalised. Overall, Bhubaneswar requires deeper systemic integration, monitoring mechanisms, and infrastructure-level resilience mainstreaming to achieve long-term climate-aligned mobility outcomes

Assessment Highlights: • Growing Low-Emission Public Fleet: Significant induction of electric buses and electric IPT (Ama E-Ride) demonstrates a shift toward cleaner mobility.

• State-Level Clean Air Policy Alignment: Bhubaneswar is covered under Odisha’s Clean Air Action Plan for non-attainment cities.

• Early Adoption of EV Policy Frameworks: State EV policy provides regulatory support and fiscal incentives for e-mobility adoption.

• Public Transport as Emission Strategy: Strengthening bus services supports modal shift from private vehicles.

Key Gaps: • Diesel Fleet Still Substantial: A large share of buses continues to operate on diesel, limiting overall fleet decarbonisation.

• Limited Renewable Coverage Across Assets: Renewable energy integration remains confined to select depots; citywide transition is limited.

• Weak Transport Emissions Monitoring: No dedicated city-level transport GHG inventory or regular emissions tracking framework.

• Congestion & V/C Pressures on Arterials: Increasing motorisation and trunk corridor congestion undermine emission reduction gains.

• Low Resilient Infrastructure Coverage: Climate-resilient design (heatresistant materials, flood-proof corridors, raised infrastructure) is not mainstreamed.

49

Parking & Travel Demand Management Bhubaneswar has acknowledged the importance of parking reform and travel demand management as tools for sustainable mobility. Policy-level articulation exists, and preliminary groundwork such as parking inventories and digital mapping exercises has begun. However, the transition from regulatory intent to behavioural change mechanisms

remains limited. The current system continues to accommodate rising private vehicle ownership without strong economic or spatial signals to moderate demand. Parking reform is recognised strategically, but demand management is not yet embedded as a core mobility lever.

Assessment Highlights: • Formal Recognition of Parking as a Mobility Tool: Draft Parking Policy is in progress where parking is no longer treated as a standalone engineering issue but linked to broader transport objectives.

• Opportunity for Phased Rollout: Parking Area plans have been prepared for pilot corridors & commercial areas that offer controlled environments for implementation.

• Scope for Digital Enforcement Integration: ITS systems and smart city infrastructure provide a technical backbone for future enforcement.

Key Gaps: • No Active Demand Suppression Tools: Congestion pricing, peak-hour charges, and regulatory disincentives are absent.

• Parking Supply Often Prioritised Over Demand Control: Infrastructure responses still focus on accommodating vehicles rather than reducing dependence.

• Limited Revenue Reinvestment Mechanism: No structured framework ensures parking revenues are earmarked for public transport or NMT improvements.

• Inconsistent On-Street Management: Encroachment, informal parking, and weak enforcement dilute regulatory effectiveness.

• Institutional Fragmentation in Enforcement: Coordination between traffic police, municipal bodies, and planning authorities remains limited.

50

Review Of Policies And Assessment Of The City

Governance, Financing & Monitoring Bhubaneswar demonstrates relatively strong institutional maturity in urban mobility governance. The presence of CRUT as a statutory SPV with operational autonomy provides structural clarity in public transport planning and execution. Inter-agency coordination between BMC, BDA, Traffic Police, and state departments occurs regularly, and capacity-building initiatives through national and international partnerships

have strengthened technical depth.

However, financing mechanisms remain partially institutionalised. Dedicated, ring-fenced transport funds are not yet fully operational, and land value capture tools lack systematic monetisation frameworks. Overall, governance structures are comparatively strong, but financial sustainability and public transparency mechanisms require strengthening.

Assessment Highlights: • Dedicated SPV with Clear Mandate (CRUT): CRUT functions with statutory backing, operational autonomy, and defined responsibilities for planning and operating public transport.

• Regular Inter-Agency Coordination: Functional coordination between BMC, BDA, HUDD, Traffic Police, and state departments enables cross-sector dialogue.

• Internal Performance Monitoring Systems: ITS-based tracking of ridership, fleet utilisation, reliability, and ticketing supports operational decision-making.

• Capacity Building Through National & International Partnerships: Engagement with technical agencies (GIZ, ITDP, etc.) has strengthened planning and implementation capacity.

• Regulatory Preparedness for TOD & FAR-Based Instruments: Building regulations incorporate premium FAR and TDR provisions, indicating readiness for land-linked financing tools.

• Expanding Digital Governance Infrastructure: Smart systems and control centres enhance transparency and operational responsiveness.

Key Gaps: • No Fully Ring-Fenced, Dedicated Urban Transport Fund: Long-term financial sustainability for PT and NMT is not secured through predictable revenue streams.

• Partial Operationalisation of Land Value Capture (LVC): FAR differentiation exists, but systematic monetisation to finance mobility infrastructure is limited.

• Absence of Public Mobility Dashboard with KPIs: Performance data is internally monitored but not transparently disclosed citywide.

• Fragmented Data-Sharing Frameworks Across Agencies: Mobility data is not standardised or integrated across departments.

• Dependence on State Support and Project-Based Funding: Revenue streams are diversified but not structurally secured for long-term resilience.

• Lack of Integrated Multi-Modal Governance Structure: While CRUT leads bus operations, broader mobility functions remain institutionally distributed.

51

Road Safety Road safety outcomes remain a concern.

Fatalities and serious injuries continue to be reported at significant levels, with limited disaggregated city-specific crash data publicly available. While black spots are identified at the state level and corrective measures are undertaken, systematic tracking of treatment coverage within Bhubaneswar is limited.

School safety initiatives and Safe Route to School interventions are in early pilot stages, indicating growing awareness but limited citywide scaling. Road safety engineering improvements, enforcement, and speed management require deeper institutional integration. Overall, road safety remains reactive rather than systemically embedded.

Assessment Highlights: • State-Level Black Spot Identification Mechanism: Hazardous locations are identified and corrective measures are undertaken at the state level.

• Emerging Safe Route to School Initiatives: Initial pilots reflect growing focus on child and pedestrian safety.

• Street Design Guidelines Support Safer Streets: Recent corridor improvements incorporate pedestrian crossings, traffic calming, and NMT elements.

• ITS-Enabled Traffic Monitoring: Signalised junctions and CCTV coverage improve enforcement and incident response capacity.

• Institutional Awareness of Safety Challenges: Road safety is recognised within mobility planning discussions.

Key Gaps: • High Fatalities and Serious Injuries: Road crash outcomes remain significant, with limited disaggregated city-level data transparency.

• Limited Black Spot Treatment Coverage: No clear evidence of systematic tracking of treated vs. untreated high-risk locations within the city.

• Absence of a Vision Zero or Target-Based Framework: No measurable, time-bound fatality reduction strategy.

• Weak Speed Management on Arterials: High operating speeds on major corridors increase crash severity.

• Limited Data-Driven Safety Analytics: Crash data integration with planning, enforcement, and design interventions is weak.

• Reactive Rather Than Preventive Approach: Safety interventions are often response-based instead of systemically embedded in project design.

52

Review Of Policies And Assessment Of The City

Digital Integration Bhubaneswar shows early-stage digital integration in public transport operations. CRUT operates digital ticketing, live tracking, and mobile applications, and has expanded ticket sales through ONDC integration. Approximately 30% of public transport users engage with digital platforms, indicating moderate adoption.

However, interoperability remains partial. There is no unified MaaS platform

integrating multiple transport modes.

Open data standards (GTFS/GTFS-RT, open APIs) are not publicly available for third-party innovation. Digital payment, fare capping, and integrated trip planning systems remain limited in scope.

Overall, digital foundations are present, but ecosystem-level integration is incomplete.

Assessment Highlights: • Operational ITS Backbone in Public Transport: Real-time vehicle tracking, digital ticketing, and internal fleet monitoring systems are operational.

• Multi-Channel Ticketing Access: Tickets available via mobile app, smart cards, WhatsApp-based services, and ONDC integration.

• Moderate Digital Adoption Among Riders: A meaningful share of users (~30%) engage with digital platforms for planning and ticketing.

• Centralised Control Centre Operations: Technology-enabled monitoring improves operational efficiency and service adjustments.

• Integration of Digital Payments in PT Ecosystem: Supports cashless mobility transition and improved transaction traceability.

Key Gaps: • No Unified MaaS Platform: Absence of an integrated, multimodal journey planning and fare integration system.

• Lack of Open Data Ecosystem: No publicly available GTFS/GTFS-RT feeds or open APIs to enable third-party mobility innovation.

• Limited Cross-Modal Integration: IPT, parking, NMT, and other mobility services are not digitally interoperable.

• No Public Mobility Dashboard with KPIs: Citizens lack access to performance metrics on reliability, ridership, or emissions.

53

Overall Inferences from the Assessment To present a consolidated view of Bhubaneswar’s mobility performance, the city was assessed across the nine pillars of the Integrated Mobility Framework using a weighted, indicator-based scoring methodology. Each pillar was evaluated based on policy readiness, institutional capacity, infrastructure coverage, service quality, and implementation

maturity. The resulting scores are normalised on a scale of 0 to 1, where higher values indicate stronger system readiness and delivery capability. The composite assessment provides a structured snapshot of strengths, gaps, and priority areas, forming the analytical foundation for projects under IMP.

Digital Integration Equity, Inclusion & Informal sector

Road Safety 0.65

Climate-Resilient & Compact Urban Growth 0.63

Governance, Financing & Monitoring

0.20

Active mobility (walking & cycling)

0.27 0.40

0.40 0.53

Climate & Environmental sustainability

0.40

0.43 Public & Shared Transport system

Parking and travel demand Management

Fig. 18. Overall score of 9 pillars of IMP Framework

From the visual assessment, Bhubaneswar demonstrates relatively stronger performance in Equity, Inclusion & Informal Sector (0.65) and Climate-Resilient & Compact Urban Growth (0.63), reflecting progress in policy frameworks, service coverage in planned areas, and structured urban planning instruments.

Governance, Financing & Monitoring (0.53) also performs comparatively well, supported by the presence of CRUT as a dedicated SPV and established coordination mechanisms across agencies.

Moderate performance is observed in Public & Shared Transport Systems

54

(0.43), Parking & Travel Demand Management (0.40), Climate & Environmental Sustainability (0.40), and Active Mobility (0.40). These scores indicate policy intent and ongoing initiatives but highlight the need for stronger citywide implementation, integration, and demand management mechanisms.

Lower scores in Road Safety (0.27) and Digital Integration (0.20) reveal structural gaps in outcome-based safety management, open data ecosystems, multimodal digital integration, and system-wide performance transparency.

Review Of Policies And Assessment Of The City

Overall, the radar chart serves as a diagnostic instrument within the IMP framework, providing an evidence-based overview of Bhubaneswar’s mobility system.

It highlights the city’s institutional and planning strengths while underscoring

the need to prioritise road safety, digital integration, demand management, and network-level active mobility improvements to advance towards 15-Minute Neighbourhood vision.

Table. 2. Scoring for each parameter under 9 pillars of IMP Framework

Pillars

Climate-Resilient & Compact Urban Growth

Public & Shared Transport Systems

Active Mobility (Walking & Cycling)

Equity, Inclusion & Informal Sector

Climate & Environmental Sustainability

Parameter

Score (1-5)

Resilient urban growth

3

Integration of Mobility with City Planning

3

Service Proximity

4

Street Network Structure & Connectivity

3

Disaster Risk Management

4

Climate Mitigation

2

Network Coverage

3

Service Frequency & Reliability

3

Real-Time Service Integration

3

Affordability

4

Gender & Safety

4

Physical Integration

2

Commuter Responsive Planning

5

Continuity & Connectivity of Active Mobility networks

2

Universal Access

3

Personal security

3

Low-Income Access

3

Alternative Mobility

4

Street Vendors & Informal Use Policy

2

Accessibility for Differently Abled (% compliant fleet/stations)

1

Low-Emission Public Fleet Share

4

Renewable Integration (% depots, stations with green power)

2

Air Quality Integration

3

Emission Compliance & Congestion

3

Resilient Infrastructure

1

55

Parameter

Score (1-5)

Parking Policy (existence, demand-based pricing)

3

Private Vehicle Restraint (congestion pricing, levies)

1

Institutional Framework (UMTA/SPV existence)

5

Funding & O&M Mechanisms (dedicated revenue streams)

3

Land Value Capture/TOD-based financing

3

Monitoring & Data (mobility dashboard, KPIs)

3

Institutional and Stakeholder Coordination

4

Capacity Building

4

Fatalities & Serious Injuries (per 100k population)

3

Black Spot Management (% treated)

1

School & Child Safety (% schools with Safe Access)

2

Policy & Regulatory Readiness (data-sharing, payments)

1

Digital System Integration (unified platform availability & adoption)

2

Data Infrastructure & Availability (open APIs, GTFS feeds)

1

Digital Travel Behaviour (% users using digital tools weekly)

3

Pillars Parking & Travel Demand Management

Governance, Financing & Monitoring

Road Safety

Digital Integration

56

Goals And Targets

5 | Goals and Targets The assessment of the nine mobility pillars for Bhubaneswar indicates that while several foundational elements, such as institutional structures, planning frameworks, and service coverage, are reasonably established, significant gaps remain in key areas that directly influence sustainable and people-centric mobility outcomes. The analysis shows comparatively stronger performance in Governance, Financing & Monitoring, Climate-Resilient & Compact Urban Growth, and Equity, Inclusion & Informal Sector, reflecting the presence of policy frameworks, institutional coordination through CRUT, and basic service coverage across large parts of the city.

However, several pillars continue to demonstrate moderate to low performance and therefore require greater strategic attention. In particular, Active Mobility (Walking & Cycling), Climate & Environmental Sustainability, Parking & Travel Demand Management, Road Safety, and Digital Integration exhibit structural gaps in implementation,

system integration, and infrastructure coverage. These challenges are reflected in fragmented walking and cycling networks, limited climate-resilient transport infrastructure, the absence of strong demand management tools to restrain private vehicle use, insufficient treatment of road safety black spots, and limited interoperability of digital mobility systems and open data platforms.

Recognising these priorities, the Integrated Mobility Plan adopts a focused strategic approach that concentrates on a set of pillars capable of delivering the greatest mobility, safety, and environmental benefits for the city. This prioritisation ensures that investments are directed toward interventions with the highest potential impact on improving accessibility, enhancing public transport efficiency, strengthening multimodal integration, and creating safer and more inclusive streets. Based on this strategic assessment, the IMP defines the following priority goals for sustainable urban mobility in Bhubaneswar:

Stakeholder Consultations for Prioritisation Goal 1: Strengthen Public Transport as the Backbone of Mobility enhance the efficiency, reliability, and coverage of public transport systems to enable a shift away from private vehicle and increase the Public Transport Mode Share to 25–30% Goal 2: Enable Safe, Inclusive, and Gender-Responsive Mobility SystemsCreate a safe, accessible, and inclusive mobility system that prioritises the needs of women, children, and vulnerable users, while achieving a 40% reduction in road fatalities.

Goal 3: Develop Walkable, Connected, and People-Centric Urban Spaces (15-Minute Neighbourhoods)Promote compact urban development by creating safe, continuous walking and cycling networks, aiming to increase walking and cycling mode share to 35–40% Goal 4: Transition to Climate-Responsive and Resilient Mobility SystemsIntegrate climate resilience and low-carbon strategies to achieve a 30% reduction in transportrelated emissions and transition to 80–100% electrification of public transport.

Goal 5: Strengthen Governance, Data Systems, and Demand ManagementImprove institutional capacity, data-driven decision-making, and regulatory tools to manage travel demand and optimise system performance.

57

6 | Identified Strategies Gap Assessment for the 5 identified goals The gap assessment shows that Bhubaneswar’s mobility challenges are centred around system integration and implementation gaps rather than policy absence. Public transport is operational but lacks strong multimodal and lastmile integration. Walking and cycling networks remain fragmented, especially at intersections and in peripheral areas. Weak parking management and absence of demand-side measures

continue to encourage private vehicle use. Road safety remains a concern with limited black spot treatment and outcome-based monitoring. Digital systems are present but not fully integrated or open. While institutions like CRUT are strong, gaps in data sharing, financing, and citywide monitoring persist, requiring targeted interventions aligned with the five priority goals.

Fig. 19. Capacity-building initiative for improving operational efficiencies

58

Identified Strategies

Services & Operations

Governance & Systems

Policy & Planning

Infrastructure

Strengthen LCMP and Draft Public Transport CDP 2040 as Backbone

Weak multimodal hubs, inadequate stop infrastructure

Moderate coverage, gaps in lastStrong CRUT SPV mile connectivity, but lacks unified PT inconsistent service authority functions reliability

Safe, Inclusive & GenderResponsive Mobility

Gender initiatives, Street Vendor Policy

Poor universal accessibility, limited safe crossings, unsafe school zones

IPT partially regulated, safety measures uneven, limited child-focused mobility planning

No institutionalised gender lab; weak safety monitoring & grievance systems

Walkable & 15-Min Neighbourhood Development

Street Design Guidelines, TOD & CDP 2040

Fragmented footpaths, discontinuous cycle tracks, weak intersection

Unsafe, encroached corridors, poor last-mile walkability

No citywide NMT implementation framework; pilot-led approach

ClimateResponsive & Low-Emission Mobility

EV Policy, Clean Air Plan, LCMP

Limited renewable integration, low climate-resilient infrastructure

No city-level emisGrowing e-bus fleet sions inventory, but diesel depencarbon targets, or dency persists climate monitoring system

Governance, Data & Demand Management

Parking policy, TOD/LVC provisions, smart city vision

Predominantly unmanaged on-street parking, limited ITS integration across systems

No unified mobilWeak enforcement, ity platform, no no congestion pricpublic dashboard, ing, partial digital fragmented data adoption systems

Goals Identified

Table. 3. Gap Assessment Matrix

59

Intervention Strategy by Time Horizon The project portfolio under the Integrated Mobility Plan has been developed as a direct response to the citywide gap assessment across the 5 goals. Rather than proposing standalone or isolated interventions, the IMP adopts a

Scaling proven pilots and tactical interventions into permanent city programmes

system-building approach - where neighbourhood pilots, corridor upgrades, institutional reforms, and digital systems are scaled into citywide programmes. The strategy focuses on three parallel tracks:

Strengthening core mobility systems such as public transport, walkability, safety, and parking management

Interventions are categorised into ShortTerm, and Long-Term phases based on readiness, impact potential, and implementation feasibility. Together, these

form a coherent roadmap for Bhubaneswar’s transition towards a people-centric, low-carbon, and inclusive urban mobility system.

Fig. 20. Stakeholder Engagement for Complete street design

60

Building long-term institutional and digital capacity to sustain service delivery and performance monitoring

Identified Strategies

Table. 4. Proposed Interventions for Bhubaneswar IMP

Goals identified

Short-Term Interventions

Long-Term Interventions

Strengthen Public Optimise existing bus network, improve service reliability, and strengthen lastTransport as mile connectivity.

Backbone

Develop a fully integrated, high-capacity and regional public transport system supported by seamless multimodal integration.

Safe, Inclusive & GenderResponsive Mobility

Undertake safety, gender, and accessibility audits; implement pilot interventions for safe school zones, safer bus stops, and inclusive infrastructure standards.

Institutionalise citywide safety and inclusion frameworks with universal accessibility, gender-responsive systems & a zero-fatality approach.

Walkable & 15-Min Neighbourhood Development

Improve pedestrian and cycling infrastructure on priority corridors, and establish planning guidelines for compact, accessible development.

Develop a citywide connected NMT network and integrate 15-minute neighbourhood principles into statutory planning, enabling pedestrianised zones & green corridor

ClimateResponsive & Low-Emission Mobility

Establish emissions baseline, initiate EV infrastructure rollout, and pilot climate-responsive interventions.

Transition to a low-carbon, climate-resilient mobility system with large-scale electrification, renewable energy integration & regional mobility.

Governance, Data & Demand Management

Strengthen institutional structures through dedicated mobility cells, initiate KPI-based monitoring systems, and begin data integration.

Establish MaaS platforms, and citywide demand management tools including parking pricing and enforcement, supported by real-time data and predictive analytics.

61

7 | Project Prioritization And Funding Mechanism Stakeholder Consultation and Project Prioritisation Project prioritisation under the Integrated Mobility Plan for Bhubaneswar was shaped by a structured stakeholder consultation process, with the substance of these engagements directly informing the scope, sequencing, and design of proposed interventions.

Early consultations with CRUT centred on the need for support in expanding bus services across the city, particularly as new funding channels were becoming available. As the project progressed and CRUT’s operational purview expanded, its priorities evolved from broad network growth toward more specific institutional and technical challenges, including the integration of digital technologies to support scheduling and route optimisation; technical support and audits of e-bus charging infrastructure; and measures to address road safety and accident reduction along bus corridors. These inputs directly shaped the public transport interventions under the Plan.

Consultations with BMC deliberated on how mobility improvements could be integrated within the corporation’s local mandate areas, with a focus on neighbourhood-level infrastructure. Several thematic areas were discussed, including

62

last-mile connectivity, footpath upgrades, and cycling facilities within residential neighbourhoods. Reflecting the SUMACA project’s emphasis on integrated, testable interventions, it was agreed that mobility improvements be designed for pilot testing and implementation within a single representative neighbourhood, enabling learning, course correction, and eventual scale-up.

State-level engagements, led by the H&UD Department, surfaced cross-cutting policy concerns that sit above the operational remit of individual city agencies. Key themes included the need for a structured parking management framework, which subsequently informed the development of the Odisha Parking Policy, and the importance of gender-responsive planning across transport infrastructure, including lighting, safety audits, and equitable access to public spaces. Together, these consultations ensured that the Plan’s project priorities are not only technically sound but institutionally grounded, reflecting the mandates, capacities, and evolving priorities of the agencies responsible for implementation.

Project Prioritization And Funding Mechanism

Funding Mechanism for Priority Projects The Bhubaneswar Integrated Mobility Plan adopts a multi-tiered funding approach that combines central, state, and city-level support to ensure financial feasibility, institutional ownership, and phased implementation of mobility interventions. This framework enables the city

to align strategic priorities with available funding streams while supporting both capital-intensive projects and on-ground pilot initiatives.

Central Government Funding Channel A significant share of priority projects under the IMP are aligned with centrally sponsored schemes and national urban mobility programmes. Funding and technical assistance are leveraged through initiatives such as PM e-Bus Sewa, FAME, the National Clean Air Programme (NCAP), and the Scheme for Implementation of the Rights of Persons with Disabilities Act, 2016

(SIPDA) under the Ministry of Social Justice and Empowerment. These programmes support electric mobility, accessible infrastructure, air quality improvement, and capacity building.

Central funding plays a catalytic role by reducing upfront capital costs, standardising technical frameworks, and accelerating the implementation of large-scale mobility reforms.

State Government Funding Channel The Government of Odisha provides strategic and policy-level support for mobility initiatives through state budget allocations and departmental programmes. State funding plays a critical role in enabling regulatory reforms, institutional strengthening,

and implementation of city-level mobility strategies. It ensures alignment with broader state development priorities while supporting sustained investments in urban transport systems, infrastructure improvements, and governance mechanisms.

Local Funding Channel At the city level, funding is supported through municipal budgets, convergence with national schemes, and local revenue mechanisms.

Key sources include the MUKTA (Mukhyamantri Karma Tatpara Abhiyan) scheme, revenue streams such as rent from OMFED kiosks and commercial activities, and allocations from the municipal budget. These funding

channels enable the implementation, operation, and maintenance of mobility and public space improvements. Local funding also supports community-level engagement and on-ground execution, ensuring continuity, adaptability, and long-term sustainability of interventions across the city.

63

Outcome of Consultation - Priority Projects Based on the outcomes of stakeholder consultations, the following priority projects have been defined to

GOAL 1

translate strategic goals into actionable interventions.

STRENGTHEN PUBLIC TRANSPORT AS THE BACKBONE

IMMEDIATE (0–2 YEARS)

P1. 1. Comprehensive Bus Network Optimisation Undertake a comprehensive review of existing Ama Bus routes using ridership data, origin-destination surveys, and coverage gap analysis. Restructure underperforming routes, introduce new connections to peripheral areas, and eliminate service overlaps to improve network efficiency and passenger utility.

Secondary goals: Goal 2 (inclusive access), Goal 5 (data and governance)

P1. 2. Last-Mile Connectivity Integration Map last-mile gaps at all major Ama Bus stops and terminals. Deploy Ama E-Ride, e-rickshaws, and feeder services at identified nodes through structured operational agreements with CRUT and develop designated pick-up and drop-off zones at priority stops.

Secondary goals: Goal 2 (gender-responsive access), Goal 3 (walkable neighbourhoods)

P1. 3. Bus Stop Wayfinding and Passenger Information System Develop and implement a comprehensive wayfinding system across key Ama Bus stops to improve passenger navigation, accessibility, and ease of use. The project aims to provide clear, consistent, and user-friendly information to help passengers understand routes, transfers, and nearby destinations, thereby enhancing overall system usability and ridership.

Secondary goals: Goal 2 (universal accessibility), Goal 5 (open data)

P1. 4. Fare System Optimisation and Smart Ticketing Adoption Programme Undertake a comprehensive review of existing Ama Bus routes using ridership data, origin-destination surveys, and coverage gap analysis. Restructure underperforming routes, introduce new connections to peripheral areas, and eliminate service overlaps to improve network efficiency and passenger utility.

Secondary goals: Goal 2 (inclusive access), Goal 5 (data and governance)

All projects highlighted in

64

are identified as Priority Projects.

Project Prioritization And Funding Mechanism

MEDIUM TERM (2–5 YEARS) P1. 5. Expansion and Electrification of Bus Fleet with Service Coverage Enhancement Procure additional electric buses to achieve a minimum fleet ratio of 50 buses per lakh population. Commission renewable-powered charging infrastructure at all depots and retire the remaining diesel fleet on a defined timeline.

Secondary goals: Goal 4 (low-emission mobility)

P1. 6. Unified Fare and Ticketing System Design and implement a common mobility card and integrated fare framework covering Ama Bus, Ama E-Ride, and Odisha Yatri. Include fare capping, concessional passes for students, women, and senior citizens, and interoperability with national payment systems.

Secondary goals: Goal 2 (inclusive access), Goal 5 (MaaS readiness)

P1. 7. Multimodal Mobility Hub Development Design and construct integrated mobility hubs at major transit nodes, combining Ama Bus, Ama E-Ride, cycle parking, and pedestrian access within a single, well-designed interchange. Include unified ticketing, passenger amenities, and wayfinding systems.

Secondary goals: Goal 2 (gender-responsive design), Goal 3 (active mobility integration)

LONG TERM (5–10 YEARS)

P1. 8. Regional Transit Integration Project Undertake a comprehensive review of existing Ama Bus routes using ridership data, origin-destination surveys, and coverage gap analysis. Restructure underperforming routes, introduce new connections to peripheral areas, and eliminate service overlaps to improve network efficiency and passenger utility.

Secondary goals: Goal 2 (inclusive access), Goal 5 (data and governance)

P1. 9. Transit-Oriented Development Corridor Identify and notify TOD zones along three to five high-frequency public transport corridors.

Develop area-level TOD plans with mixed-use zoning, density incentives, and public realm improvements to align urban growth with transit investment and generate long-term ridership.

Secondary goals: Goal 3 (walkable neighbourhoods), Goal 4 (climate-responsive growth)

All projects highlighted in

are identified as Priority Projects.

65

GOAL 2

SAFE, INCLUSIVE & GENDER-RESPONSIVE MOBILITY

SHORT TERM (0–2 YEARS)

P2. 1. Gender-Responsive Transit Infrastructure Audit Conduct a gender and safety audit of high-footfall bus stops and major terminals. Implement immediate improvements including adequate lighting, CCTV, clean and functional women’s toilets, clear sightlines, and emergency call points. Develop replicable design standards from the pilot.

Secondary goals: Goal 1 (ridership growth), Goal 5 (data and monitoring)

P2. 2. Gender-Disaggregated Data Platform Establish a gender-disaggregated data collection and analysis system to inform transport planning across all modes and infrastructure types. This will support evidence-based planning, improve inclusivity in transport systems, and ensure that policies and infrastructure respond to the needs of women and vulnerable users.

Secondary goals: Goal 1 (operational diversity), Goal 5 (data and monitoring)

P2. 3. Women in Transport Programme Develop a structured programme to expand women’s participation in the transport sector by building on existing initiatives such as women bus driver training and extending into areas like last-mile cargo and e-commerce logistics. Positioned as a scale-up initiative, it links data-driven planning with targeted workforce inclusion and employment opportunities.

Secondary goals: Goal 1 (operational diversity), Goal 5 (data and monitoring)

P2. 4. City-Level Road Safety Assessment Conduct a comprehensive road safety assessment across Bhubaneswar’s transport network using internationally recognised frameworks including iRAP and the Safe System approach.

Identify high-risk corridors, unsafe road design elements, and systemic safety gaps, providing a data-driven foundation for reducing fatalities and improving road safety across the city.

Secondary goals: Goal 3 (neighbourhood safety), Goal 5 (monitoring and data)

All projects highlighted in

66

are identified as Priority Projects.

Project Prioritization And Funding Mechanism

MEDIUM TERM (2–5 YEARS)

P2. 5. Gender-Responsive Public Transport System Design Using gender-disaggregated travel data established under P2.2, redesign routes, schedules, and feeder services to reflect women’s specific mobility needs, including trip chaining, offpeak travel, and access to care, education, and employment destinations.

Secondary goals: Goal 1 (network optimisation), Goal 5 (data-driven planning)

P2. 6. Gender-Responsive Infrastructure Retrofit Action Plan Develop and implement a phased infrastructure retrofitting programme across all public transport stops, terminals, and street-level facilities, based on findings from the gender and safety audits conducted under P2.1. Address lighting, sanitation, signage, sightlines, and emergency response systems. Establish design standards for universal application in all future infrastructure contracts.

Secondary goals: Goal 3 (public realm quality), Goal 5 (institutional standards)

P2. 7. Low-Floor Accessible Bus Induction Procure and induct low-floor, wheelchair-accessible buses progressively across all Ama Bus routes. Develop driver and conductor training modules on assisting differently-abled passengers as part of the induction process.

Secondary goals: Goal 1 (fleet upgrade), Goal 5 (institutional capacity)

LONG TERM (5–10 YEARS)

P2. 8. Citywide Inclusive Mobility Standards Embed universal accessibility and gender-responsive design as mandatory procurement, design, and operational requirements across all future transport infrastructure contracts.

Develop a compliance monitoring and certification mechanism for all new projects.

Secondary goals: Goal 5 (governance and standards)

P2. 9. Women’s Safety and Grievance Redressal Enhancement Strengthen the existing women’s safety helpline by integrating it into the CRUT app, establishing defined response time benchmarks, and training all frontline staff in gender-sensitive conduct. Publish quarterly safety performance reports to ensure accountability.

Secondary goals: Goal 5 (monitoring and accountability)

All projects highlighted in

are identified as Priority Projects.

67

GOAL 3

WALKABLE & 15-MINUTE NEIGHBOURHOOD DEVELOPMENT

SHORT TERM (0–2 YEARS)

P3. 1. 15-Minute Neighbourhood Pilot (Test Bed) Plan, design, and implement a 15-minute neighbourhood test bed in one selected ward or neighbourhood in Bhubaneswar. This is explicitly experimental in nature, the test bed is intended to trial design approaches, test institutional coordination mechanisms, generate learnings, and produce a replicable model for programme rollout.

Secondary goals: Goal 2 (safe routes, public plazas), Goal 5 (adaptive management)

P3. 2. Safe Routes to School Programme Identify high-footfall schools within the city and design school safety corridors with traffic calming measures, raised pedestrian crossings, drop-off management, reduced speed limits, and clear signage. Implement in phases beginning with a pilot on a high-traffic road.

Secondary goals: Goal 2 (child safety), Goal 1 (last-mile integration)

P3. 3. Public Plazas at Transit Nodes and Intersections Survey and map top transit-adjacent locations and intersections. Beginning with a pilot, develop public plazas with children’s play areas, rest zones, designated vending zones with utilities, shade, and waste management, while maintaining pedestrian and NMT access.

Secondary goals: Goal 2 (gender-responsive public space), Goal 1 (transit legibility)

P3. 4. Parking and Vending Management Plan Pilot Design and implement Parking and Vending Management Plan in a pilot area such as the old city market, major transit nodes, and hospital clusters. The project will test demand-based parking pricing, organise designated vending zones, and reclaim street space to improve pedestrian movement and support NMT users.

All projects highlighted in

68

are identified as Priority Projects.

Project Prioritization And Funding Mechanism

MEDIUM TERM (2–5 YEARS)

P3. 5. 15-Minute Neighbourhood Planning Programme Develop and operationalise a city-level programme for creating 15-minute neighbourhoods across Bhubaneswar, building on learnings from the pilot test bed. The programme will define principles, design standards, and an implementation framework, and explore PPP structuring to support delivery at scale.

Secondary goals: Goal 4 (climate-resilient urban form), Goal 5 (institutional programming)

P3. 6. Citywide NMT Network Development Develop a comprehensive, connected walking and cycling network plan covering all arterial and sub-arterial streets. Begin phased implementation prioritising transit-adjacent corridors, school routes, and commercial areas. Establish design standards for footpaths, cycle tracks, crossings, and street furniture.

Secondary goals: Goal 2 (safe mobility), Goal 4 (low-emission transport)

LONG TERM (5–10 YEARS) P3. 7. 15-Minute Neighbourhood Planning Programme Scale the 15-minute neighbourhood approach to two priority areas – Janpath area & Nayapalli, each with a tailored intervention mix. In the Janpath area, implementation will be integrated with the Lake Neutral project, expansion of the cycling and pedestrian network, and safe routes to school. In Nayapalli, the focus will be on walkability, traffic calming, and public realm improvements suited to its residential character. Learnings from both areas will inform citywide rollout under P3.4.

Secondary goals: Goal 2 (public realm safety, safe routes to school), Goal 4 (low-emission zones)

P3. 8. Urban Centre Pedestrianisation Project Progressively pedestrianise high-footfall commercial and cultural streets in the key neighbourhood centres. Develop car-free or car-light zones with street furniture, public art, vendor integration, and event programming to activate streets as public spaces.

Secondary goals: Goal 4 (low-emission zones), Goal 2 (public realm safety)

P3. 9. Greenway and Ecology Trail Network Plan and develop a city-level network of green corridors, waterfront promenades, and ecological trails connecting major parks, water bodies, heritage sites, and residential areas as dedicated, shaded, safe, and scenic active mobility routes.

Secondary goals: Goal 4 (nature-based solutions), Goal 2 (inclusive public space)

All projects highlighted in

are identified as Priority Projects.

69

GOAL 4

CLIMATE-RESPONSIVE & LOW-EMISSION MOBILITY

SHORT TERM (0–2 YEARS)

P4. 1. Transport Emissions Baseline and Monitoring Commission a city-specific transport emissions inventory covering all motorised modes, using vehicle registration data, traffic counts, and fleet composition analysis. Establish a baseline and develop a monitoring protocol to track annual progress against reduction targets.

Secondary goals: Goal 5 (data and governance)

P4. 2. EV Charging Infrastructure Development Develop a citywide EV charging network at bus depots, public parking areas, transit hubs, and key commercial destinations. Establish charging standards, operator agreements, and a phased rollout plan aligned with fleet electrification.

Secondary goals: Goal 1 (fleet electrification), Goal 5 (infrastructure governance)

P4. 3. Climate Risk Dashboard Develop and operationalise a dedicated Climate Risk Dashboard for Bhubaneswar, providing real-time and predictive intelligence on climate hazards, infrastructure vulnerability, and mobility disruption risk to support proactive planning, emergency response, and long-term climate-resilient investment decisions. Positioned in the short term as a foundational tool to guide sequencing and design of subsequent climate interventions.

Secondary goals: Goal 5 (data and decision support)

MEDIUM TERM (2–5 YEARS)

P4. 4. Low-Emission Zone Pilot Designate and operationalise low-emission zones in two or three high-pollution, high-footfall areas including the old city market, major educational hubs, and hospital clusters. Restrict high-emission vehicles, enforce clean mode access, and monitor air quality improvements.

Secondary goals: Goal 2 (health and safety), Goal 3 (pedestrianisation)

All projects highlighted in

70

are identified as Priority Projects.

Project Prioritization And Funding Mechanism

P4. 5. Nature-Based Solutions for Climate Hazard Response Drawing on hazards and vulnerability areas identified through the Climate Risk Dashboard (P4.3), design and implement a portfolio of nature-based solutions to reduce climate risk across Bhubaneswar’s mobility network. Interventions may include urban tree canopy expansion along key corridors, permeable surfaces and bioswales to manage surface flooding, and green buffers integrated into street design.

Secondary goals: Goal 3 (greenways and ecology trails), Goal 5 (climate governance)

LONG TERM (5–10 YEARS)

P4.6. State Parking Policy Alignment and Implementation Support the Government of Odisha in operationalising the State Parking Policy within Bhubaneswar, developing the statutory, regulatory, and financing framework within which the city can implement effective, demand-responsive parking management aligned with sustainable mobility and low-emission goals.

Secondary goals: Goal 3 (street space management), Goal 5 (policy and governance)

P4.7. Renewable Energy Integration and Alternative Fuel Transition Programme Develop and implement a comprehensive renewable energy and alternative fuel strategy for Bhubaneswar’s public transport system.

Secondary goals: Goal 1 (fleet transition), Goal 5 (institutional planning)

All projects highlighted in

are identified as Priority Projects.

71

GOAL 5

GOVERNANCE, DATA & DEMAND MANAGEMENT

SHORT TERM (0–2 YEARS)

P5.1. Integrated Mobility Planning and Steering Cell Establish a dedicated Integrated Mobility Planning and Steering Cell to provide the permanent institutional core needed to drive, coordinate, monitor, and adaptively manage the implementation of Bhubaneswar’s Integrated Mobility Plan across all agencies, goals, and project timelines.

Secondary goals: All goals

P5.2. Gender Cell for Inclusive Mobility Design Establish a dedicated Gender Cell to institutionalise gender-responsive and inclusive mobility planning across all transport projects, programmes, and operations in Bhubaneswar.

Secondary goals: Goal 2 (gender-responsive planning), Goal 1 (inclusive operations)

P5.3. Odisha Yatri MaaS Readiness Review Support the assessment of the Odisha Yatri platform for Mobility-as-a-Service (MaaS) readiness, reviewing its technical architecture, data interoperability, and potential for integration with Ama Bus, Ama E-Ride, and other city mobility services.

Secondary goals: Goal 1 (integrated ticketing), Goal 4 (demand management)

MEDIUM TERM (2–5 YEARS) P5.4. Organisational Strengthening for Public Transit Agency and Safety Reforms Strengthen CRUT’s institutional capacity and operational efficiency by restructuring its organisational framework, organising training and capacity-building initiatives, and establishing a formal safety governance mechanism.

Secondary goals: Goal 1 (operational performance), Goal 2 (safety governance)

P5.5. Open Data and GTFS Publication Publish CRUT’s operational data as open, standardised GTFS and GTFS-Realtime feeds.

Develop an open data policy governing data sharing, update frequency, and third-party access to enable app developers, researchers, and MaaS platforms to build on city transit data.

Secondary goals: Goal 1 (network planning), Goal 5 (MaaS enablement)

All projects highlighted in

72

are identified as Priority Projects.

Project Prioritization And Funding Mechanism

LONG TERM (5–10 YEARS)

P5.6. Comprehensive Regional Mobility Plan for the Bhubaneswar Metropolitan Region Develop a Comprehensive Regional Mobility Plan establishing a unified, long-term transport planning framework for the Bhubaneswar Metropolitan Region, integrating the mobility needs of Bhubaneswar, Cuttack, Khordha, Puri, and their peri-urban and rural hinterlands.

Secondary goals: Goal 1 (regional transit), Goal 4 (low-emission regional growth)

P5.7. Unified MaaS Platform Development Procure or develop a Mobility-as-a-Service platform integrating Ama Bus, Ama E-Ride, parking, and shared mobility into a single interface for trip planning, booking, payment, and passenger feedback.

Secondary goals: Goal 1 (integrated ticketing), Goal 4 (demand management)

P5.8. Citywide Digital Parking Management and Enforcement Develop a citywide system using smart meters, sensors, and mobile apps. Implement demandbased pricing, real-time availability tracking, and digital payments. Strengthen enforcement through automated monitoring and penalties, optimise kerb space use, reduce congestion, and generate revenue to support sustainable mobility improvements across Bhubaneswar.

Secondary goals: Goal 3 (street space management), Goal 4 (low-emission zones)

All projects highlighted in

are identified as Priority Projects.

73

8 | Priority Project Details Following the identification of priority projects, this section provides a detailed overview of each project, outlining its scope, objectives, and implementation approach across different time horizons.

Project Brief on Priority project under SUM-ACA Immediate projects are being implemented by GIZ in partnership with the Government of Odisha under the SUM-ACA programme. These initiatives focus on on-ground delivery, pilot implementation, and demonstration projects, providing proof-of-concept for priority mobility interventions. The immediate projects are designed to address critical gaps in

public transport planning, street design, active mobility, road safety, parking management, and digital systems, while simultaneously strengthening institutional capacity within the city. These projects help build technical confidence, establish operational models, and generate evidence to inform scaling up.

Fig. 21. Stakeholder Consultation on Route Optimization

74

Priority Project Details

P1.1 Comprehensive Bus Network Optimisation Classification

Short Term (0–2 Years)

Description

This project focuses on optimising the Ama Bus (MoBus) network in Bhubaneswar through a data-driven restructuring of routes, schedules, and fleet deployment. The intervention builds on CRUT’s detailed route performance assessment, which highlights inefficiencies such as low-occupancy routes, disproportionately long routes, and ad-hoc service extensions. The optimisation aims to improve operational efficiency, enhance service reliability, and maximise ridership by aligning supply with actual travel demand patterns.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

• Conducted route performance evaluation using key indicators such as Occupancy Ratio (OR), Earning per Kilometre (EPKM) & RL/ATL ratioIdentified and rationalised low-performing routes (bottom 25%) and optimised or redeployed services • Strengthened high-demand corridors (top 25%) through increased frequency and fleet allocation • Redesigned routes by addressing over-extended alignments and inefficient coverage patterns • Undertook Origin–Destination analysis and passenger load mapping to optimise route segments and schedules • Deployed a pilot digital route optimisation tool to support data-driven planning, scheduling, and continuous performance monitoring • Developed standard guidelines for periodic route review and optimisation

Completed Submitted to CRUT in June 2024 CRUT Implementation through data analytics, operational restructuring, and technical advisory support Technical assistance under SUM-ACA

75

P1.2 Last-Mile Connectivity Integration Classification

Short Term (0–2 Years)

Description

This project aims to bridge the critical gap between Ama Bus stops and final destinations by systematically mapping and deploying last-mile solutions at key transit nodes. By integrating Ama E-Ride, e-rickshaws, and structured feeder services with the existing bus network, the project seeks to enhance the overall utility and attractiveness of public transport for daily commuters, especially those in underserved peripheral areas.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

76

• Conducted a gap analysis to identify last-mile connectivity deficiencies at the three pilot zones - Zone 1: Infocity–Patia–KIIT Knowledge Hub; Zone 2: Secretariat–Unit 1 to Unit 6–Bapuji Nagar; and Zone 3: Nayapalli–Jayadev Vihar–IRC Village • Developed GIS-based mapping of origin–destination patterns to prioritise nodes for last-mile interventions • Created business plan to deploy Ama E-Ride and e-rickshaw services at identified priority nodes.

• Identified dedicated pick-up and drop-off zones with clear signage and passenger information at priority stops • Developed a monitoring and feedback mechanism to assess last-mile service performance and ridership uptake.

Ongoing Target: Year 6–9 months CRUT Implementation through operational agreements, infrastructure development, and service coordination Technical assistance under SUM-ACA

Priority Project Details

Fig. 22. Proposed Pilot Study Area for Feeder Network

77

P1.3 Bus Stop Wayfinding and Passenger Information System Classification

Short Term (0–2 Years)

Description

This project targets the physical and informational quality of the Ama Bus network’s public interface, its stops and shelters. By upgrading bus queue shelters (BQS) with improved passenger navigation, accessibility, and ease of use. The project aims to provide clear, consistent, and user-friendly information to help passengers understand routes, transfers, and nearby destinations, thereby enhancing overall system usability and ridership.

Scope of work

• Designed clear, walkable, and graphical maps in both English and Odia, covering CRUT’s entire bus route network (200 bus queue shelters).

• Ensured the maps are visually intuitive, featuring color-coded routes, bus schedules, and key landmarks to improve first- and last-mile connectivity with estimated walking and cycling times.

• Included symbols, legends, and text-based information designed to cater to the needs of differently abled users, senior citizens, and non-native speakers.

• Optimized maps for visibility and ease of interpretation at Bus Queue Shelter (BQS) locations, ensuring bilingual content to enhance accessibility.

• Developed digital integration with mobile apps and QR-based information access • Organized a training session for CRUT staff to ensure they are equipped to maintain and update the digital maps as needed.

• Established maintenance and update protocols for signage and information systems

Status/ Timeline Key Agencies & Implementation Mode Funding

78

Completed Submitted to CRUT in June 2025 CRUT; BQS Advertisement Management Agency

Technical assistance under SUM-ACA + Implementation under CRUT’s Budget

Priority Project Details

Fig. 23. Visually intuitive 200 neighbourhood maps highlighting AMA Bus Network prepared as part of Bus Stop Wayfinding Initiative

79

P1.4 Fare System Optimisation and Smart Ticketing Adoption Programme Classification

Short Term (0–2 Years)

Description

Bhubaneswar’s public transport system has significant untapped potential for digital fare adoption. A fragmented fare structure, cash dependency across most transactions, and limited integration between modes continue to impose friction on everyday journeys, particularly for low-income users, women, and occasional riders. This project addresses these barriers through a structured, phased programme beginning with a one-month Smart Card and fare restructuring proposal.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

80

• Designed and implemented a pilot Smart Card promotional campaign to increase adoption • Streamlined the pass system and revising pass prices to incentivise migration to smart cards • Reviewed the existing data analytics and suggest data points to be captured for pass users, supporting route optimisation and service planning • Undertook fare restructuring to improve affordability and optimise ridership • Expand digital ticketing options including Smart Card, mobile, and WhatsAppbased ticketing • Integrate fare systems under a unified digital payment ecosystem Completed Submitted to CRUT in June 2024 CRUT

Technical assistance under SUM-ACA + Implementation under CRUT’s Budget

Priority Project Details

Ridership By Payment Mode 25th - 31st March 2024; Capital Region Mobile pass Smart card

9% 7%

UPI

Physical pass

55%

9%

Cash

5%

Total Pax: 11,93,543

Ridership By Payment Mode 25th - 31st March 2024; Rourkela UPI Smart Card 8%

0% Mobile Tkt 7% Cash 85%

Total Pax: 2,15,337 Fig. 24. Comparative analysis of card sales across CRUT's service areas and increase in smart card transaction in Capital Region Area and Rourkela

81

P2.1 Gender-Responsive Transit Infrastructure Audit Classification

Short Term (0–2 Years)

Description

This project establishes a systematic, evidence-based foundation for making Bhubaneswar’s public transport infrastructure safer and more inclusive for women and other vulnerable groups. Through a structured gender and safety audit of high-footfall bus stops and terminals, it identifies deficiencies in lighting, surveillance, sanitation, and sightlines that discourage women’s use of public transport.

Scope of work

• Developed a framework for assessing the inclusiveness of transit infrastructuredepot and terminal considering the requirements of women and other vulnerable groups. The framework included parameters of safety, inclusion and accessibility for first and last mile connectivity • Conducted audits at high-footfall bus stops, interchange terminals, and major transit nodes, involving women users and community representatives • Conducted key informant interviews and discussions with women officials to understand the policy initiatives undertaken by the authority towards women safety and retention • Mapped and prioritised deficiencies in lighting, CCTV coverage, sightlines, toilet provision, and emergency call points • Developed a recommendations report based on the above assessment and discuss the findings with the concerned authorities • Developed replicable gender-responsive design standards and guidelines for bus stops and transit facilities across Bhubaneswar

Status/ Timeline Key Agencies & Implementation Mode Funding

82

Completed Submitted to CRUT in March 2026 CRUT; Housing and Urban Development Department, Odisha Technical advisory support

SUM-ACA technical assistance

Priority Project Details

Fig. 25. Focus Group Meetings & Stakeholder Discussion for Transit Infrastructure Audit

83

P2.3 Women in Transport Programme Classification

Short Term (0–2 Years)

Description

A structured programme to expand women’s participation in the transport sector by building on existing initiatives such as women bus driver training and extending into areas like last-mile cargo and e-commerce logistics. Positioned as a scale-up initiative, it links data-driven planning with targeted workforce inclusion and employment opportunities for women and transpersons.

Scope of work

• Conducted a pilot women driver training programmes for HMV training and support induction into bus operations • Expanded employment opportunities into last-mile services, cargo delivery, and e-commerce logistics • Developed structured skill development and certification programmes in partnership with training institutes • Develop support systems including safety protocols, infrastructure, grievance mechanisms, and mentoring networks for women • Conduct awareness and outreach campaigns to encourage women’s participation in non-traditional roles • Monitor and evaluate programme outcomes through KPIs on employment, retention, and performance

Pilot initiated for women driver training and employing them in e-commerce logistics.

Status/ Timeline

Key Agencies & Implementation Mode Funding

84

Scale-up under Medium Term (2–5 years)

CRUT; Housing and Urban Development Department, Odisha; Skill Development, Private Logistics Partners Implementation through training partnerships, public-private collaboration, and programme-based rollout

SUM-ACA technical assistance; Scale-up funding to be sought from national skilling missions (Pradhan Mantri Kaushal Vikas Yojana) and private sector partnerships.

Priority Project Details

Fig. 26. Women Driver Training Programme for HMV Training

Fig. 27. Women Driver Training Programme for HMV Training

85

P2.4 City-Level Road Safety Assessment Classification

Short Term (0–2 Years)

Description

Conducts a comprehensive road safety assessment across Bhubaneswar’s transport network using internationally recognised frameworks including iRAP (International Road Assessment Programme) and the Safe System approach. By systematically identifying high-risk corridors, unsafe road design elements, and systemic safety gaps, the assessment provides a data-driven foundation for prioritising investments.

Scope of work

• Established the assessment methodology and data collection framework based on iRAP star rating protocols • Conducted iRAP-based road attribute surveys across the primary and secondary road network, capturing data on road geometry, speed environment, pedestrian and cyclist provisions, and intersection design • Applied iRAP star rating models to generate risk ratings for all surveyed roads, identifying high-risk corridors • Developed a prioritised safer roads investment plan using iRAP’s costed countermeasure analysis, identifying cost-effective infrastructure treatments • Produced a comprehensive Road Safety Assessment Report and dashboard presenting hotspot maps, star rating results, systemic gap findings • Conducted a capacity building workshop for BMC, BDA, PWD, and Traffic Police engineers and planners on iRAP methodology, Safe System principles, and integration of road safety assessment findings into project planning and design Completed

Status/ Timeline Target: Year 1–2

Key Agencies & Implementation Mode

Funding

86

Bhubaneswar Municipal Corporation (BMC); Public Works Department (PWD), Odisha; Bhubaneswar Traffic Police; Bhubaneswar Development Authority (BDA) Implementation through technical consultancy, road safety survey, data analysis, and inter-agency capacity building

State road safety budget; MoRTH road safety schemes; SUM-ACA technical assistance

Priority Project Details

Fig. 28. Road Safety Assessment Dashboard highlighting pedestrian and bicyclist safety

Fig. 29. Capacity building workshop on complete streets.

87

P3.1 15-Minute Neighbourhood Pilot (Test Bed) Classification

Short Term (0–2 Years)

Description

This project translates the 15-Minute Neighbourhood Planning Guidelines (P3.3) into a tangible, on-the-ground demonstration by implementing a comprehensive pilot in one selected neighbourhood in Bhubaneswar. The pilot will test the practical application of the guidelines across physical design, service provision, and community engagement, generating documented evidence, replicable templates.

Scope of work

• Selected the pilot ward or neighbourhood through a transparent, criteria-based process considering walkability potential, service gap, community diversity, and political feasibility • Conducted a detailed baseline assessment of the pilot area covering existing land use, pedestrian and cycling infrastructure, service locations, public space quality, and resident mobility behaviour • Prepared a 15-Minute Neighbourhood Plan for the pilot area applying the standards and frameworks from P3.3, with community co-design as a central methodology • Implemented physical interventions including footpath upgrades, crossing improvements, cycle parking, street furniture, and public realm enhancements aligned with the neighbourhood plan • Worked with sectoral agencies to improve local access to essential services, identifying gaps in healthcare, education, retail, and green space provision and initiating corrective actions • Activated local streets through programming – markets, plazas, and public art, to demonstrate the social value of pedestrianised environments • Established a community monitoring group to track pilot outcomes including modal shift, perceived safety, service accessibility, and public space usage • Documented the pilot process and outcomes comprehensively to produce a replicable implementation guide Designs have been submitted to BMC; implementation is in progress.

Status/ Timeline Target: Year 1–2

88

Key Agencies & Implementation Mode

Bhubaneswar Municipal Corporation (BMC); CRUT; Ward-level community organisations; Bhubaneswar Development Authority (BDA)

Funding

National Clean Air Programme (NCAP); State urban development budget; SUMACA technical assistance

Implementation through participatory planning, civil works, inter-agency coordination, and community engagement

Priority Project Details

SPONGE OPEN SPACES EXISTING IMAGE

SPONGE OPEN SPACES PROPOSALS – OPT 01

Fig. 30. Existing and proposed linear park with dedicated cycle track and organized parking as part of IRC - 15min neighbourhood

89

P3.2 Safe Routes to School Programme Classification

Short Term (0–2 Years)

Description

This project creates safe, well-managed environments around high-footfall schools in Bhubaneswar by implementing Safe Route to Schools Programme package of traffic calming and pedestrian safety measures. By beginning with a pilot at IRC School, IRC Village on a high-traffic road and expanding in phases, the programme aims to reduce road accidents involving school children, improve the quality of the pedestrian environment, and instil safe mobility habits through education and infrastructure working in tandem.

Scope of work

• Conducted a survey to identify high-footfall schools in Bhubaneswar & mapped associated road safety risks and conflict points • Prioritised IRC school for intervention based on traffic volume, recorded incident data, and proximity to major arterials • Designed school safety zone layout for the polit area – IRC School incorporating raised pedestrian crossings, speed tables, rumble strips, and tactile pedestrian paths • Implemented drop-off and pick-up management plans including designated parent waiting zones and staggered departure protocols • Installed reduced speed limit signage (20–30 kmph zones) with visual delineation and road markings within school zones • Deployed traffic wardens and school safety volunteers during peak school hours at pilot locations • Evaluated pilot outcomes and develop a replicable implementation template for phased citywide rollout

Ongoing. Designs have been completed and submitted to BMC in December 2025.

Status/ Timeline

Key Agencies & Implementation Mode

Funding

90

Target: Years 1–2 BMC; Works Department, Traffic Police, WATCO Implementation through civil works, regulatory enforcement, community engagement, and phased rollout

SUM-ACA technical assistance; National Clean Air Programme (NCAP)

Priority Project Details

Fig. 31. Proposed Safe Route to School Interventions near IRC Village High School

91

Fig. 32. Proposed Safe Intersection Improvements integrated with the Safe Route to School corridor

92

Priority Project Details

93

P3.3 Public Plazas at Transit Nodes or Intersections Classification

Short Term (0–2 Years)

Description

This project creates high-quality, inclusive public spaces at the high-footfall transit-adjacent locations or Intersections in Bhubaneswar, transforming underutilised or poorly managed spaces into vibrant, safe, and functional plazas. These plazas are designed to serve diverse users, including women, children, the elderly, and informal vendors, while maintaining and improving pedestrian and non-motorised transport (NMT) connectivity.

Scope of work

• Surveyed and mapped transit-adjacent public spaces across the city and identify the pilot locations based on footfall, land availability, and equity criteria • Designed public plazas incorporating children’s play areas, rest zones with seating and shade structures, and landscaping • Ensured all plazas maintain clear, accessible pedestrian and NMT passageways with no obstruction to through movement • Incorporate waste management infrastructure including segregated bins and landscaping to maintain the microclimate.

• Develop a maintenance and management framework with defined responsibilities Ongoing. Designs have been submitted to BMC; implementation is in progress.

Status/ Timeline Target: Years 1–2

Key Agencies & Implementation Mode

Funding

94

BMC; PWD Implementation through participatory design, civil works contracting, and multi-agency maintenance agreements

SUM-ACA technical assistance; National Clean Air Programme (NCAP); City urban development budget

Priority Project Details

Fig. 33. Public Plazas at Transit Nodes

95

P3.4 Parking and Vending Management Plan Pilot Classification

Short Term (0–2 Years)

Description

Prepare a detailed Parking and Vending Management Plan for a selected pilot area in Bhubaneswar and provide structured implementation support to demonstrate an integrated, people-centred approach to kerb space management that balances parking demand, vendor livelihoods, and pedestrian priority.

Scope of work

• Conducted a parking demand and supply survey in the IRC - 15-min Neighbourhood as pilot area covering on-street occupancy rates, parking duration, pricing practices, enforcement gaps, and revenue leakage across all major streets and junctions • Commissioned a street vendor census documenting vendor location, profiles, operating hours, livelihood dependency, and conflicts with pedestrian movement and NMT flows • Developed a Parking Management Framework covering demand-based, time-restricted pricing zones, supply regulation, kerb space reallocation principles, digital enforcement protocols, and a revenue management and ringfencing mechanism • Developed a Vending Zone Framework designating formal vending spaces with defined dimensions, utility connections, shade structures, waste management provisions, and clear coexistence standards with pedestrian footpaths and cycling infrastructure • Support BMC and Traffic Police in operationalising the parking management framework, including procurement and deployment of digital payment systems, real-time occupancy display boards, mobile payment integration, and signage across all designated parking zones in the pilot area

Plans have been submitted to BMC

Status/ Timeline Target: Years 1–2

Key Agencies & Implementation Mode

Funding

96

BMC; PWD Implementation through participatory design, civil works contracting, and multi-agency maintenance agreements

SUM-ACA technical assistance; National Clean Air Programme (NCAP); City urban development budget

Priority Project Details

97

P3.5 15-Minute Neighbourhood Planning Programme Classification

Medium term (2–5 years)

Description

This project develops the foundational planning framework that will guide Bhubaneswar’s transition towards 15-minute neighbourhoods, urban environments where residents can access essential daily needs within a 15-minute walk or cycle from their homes. The guidelines will define the principles, spatial standards, and implementation mechanisms that planners, urban local bodies, providing design backbone for all subsequent 15-minute neighbourhood interventions across the state.

Scope of work

• Reviewed international and Indian precedents for 15-minute city and neighbourhood planning frameworks • Defined the core principles for a 15-minute neighbourhood, covering CARES framework - Connect, Access, Reside, Engage, and Sustain • Developed quantitative standards for proximity, land use mix, density, street permeability, and frontage activation within designated neighbourhood units • Articulated design guidelines and pilot projects for street-level conditions – active frontages, walkable block sizes, mixed-use ground floors, and NMT-first street design • Incorporated social equity considerations ensuring 15-minute principles apply equitably across income groups and peripheral areas, not only to affluent neighbourhoods • Consulted with planners, urban designers, community representatives, and sectoral agencies in developing and validating the guidelines before finalisation Ongoing

Status/ Timeline

Key Agencies & Implementation Mode

Funding

98

Target: Year 1–2

Bhubaneswar Development Authority (BDA); Housing and Urban Development Department, Odisha; Bhubaneswar Municipal Corporation (BMC) Implementation through technical consultancy, multi-stakeholder consultation, and planning policy development

SUM-ACA technical assistance

Priority Project Details

5 PRINCIPLES FOR 15 MINUTE NEIGHBOURHOOD

CONNECT

ACCESS

RESIDE

Ensure proximity and seamless connectivity to essential services via safe, inclusive, and integrated walking, cycling, and public transport networks.

Design mobility systems that serve the needs of all genders, ages, and abilities.

Align transport with land use, housing, and economic development for compact, connected growth.

ENGAGE Activate public spaces through mobility-accessible recreation zones that foster social connection, health, and culture.

SUSTAIN Encourage sustainable, low-carbon travel patterns and integrate green infrastructure into streetscapes to build climate-resilient neighbourhoods.

99

P4.1 Transport Emissions Baseline and Monitoring Classification

Short Term (0–2 Years)

Description

This project establishes the evidentiary foundation for Bhubaneswar’s low-emission mobility transition by commissioning a rigorous, city-specific transport emissions inventory across all motorised modes. The project also develops a durable monitoring protocol to track annual emission trends, ensuring that the city can hold itself accountable against reduction commitments over time.

Scope of work

• Commissioned a city-specific transport emissions inventory using vehicle registration data, classified traffic counts, fleet composition surveys, and fuel consumption data across all motorised modes • Apply a recognised emissions estimation methodology calibrated to Bhubaneswar’s vehicle fleet characteristics and driving conditions • Disaggregated emissions by mode, vehicle type, fuel type, and key corridors to identify the highest-impact sources and geographies for intervention • Established a transport emissions baseline year and calculate CO2, NOx, PM2.5, and other key pollutant levels as the reference point for target-setting • Developed an annual monitoring protocol specifying data sources, update frequency, responsible agencies, and reporting formats for tracking emission trends • Built institutional capacity within BMC to sustain the emissions monitoring system independently beyond the initial project period Ongoing

Status/ Timeline Target: Year 1–2

Key Agencies & Implementation Mode

Funding

100

CRUT; Bhubaneswar Municipal Corporation (BMC); Odisha State Pollution Control Board (OSPCB); Transport Department, Odisha Implementation through technical consultancy, data collection, emissions modelling, and institutional capacity building

State climate and transport budget; SUM-ACA technical assistance

Priority Project Details

Bhubaneswar Dashboard Descriptive & Distributional Summaries

ARAI / Activity-based Exhaust Emissions

Non-Exhaust Emissions

View Vehicle registrations by type

Gridded Emission Inventory Kerbside LCS (Low Cost Sensors)

Fuel mix by vehicle type

Cumulative vehicle registration share 100

1M 1M

Non-Exhaust

All Pollutants Vehicle type

25% 80

0.8M 3%

3% 0.6M 1%

Share (%)

Pollutant

Registrations

Exhaust

21%

Analysis type

71%

2%

81%

60

93%

93%

40

99%

100%

Bus

HCV

70%

0.4M

All Vehicles

311k

Show map labels

20

11%

0.2M 0

47k

45k

10k

0

2W

3W

4W

LCV

2W

Bus

Bharat Stage mix by vehicle type

4W

LCV

3W

HCV

7%

8%

4%

2W

3W

4W

Average daily VKT by vehicle type

100

VKT share by road hierarchy 100

70

25% 39%

40% 59%

Share (%)

59% 60

25% 40

34%

24% 20%

20

0

25%

24%

2W

3W

46 38

40

34 30

26

24%

16%

24%

15%

16%

22%

23%

14%

60

13%

28%

15%

14%

14%

48%

46%

3W

4W

20%

12%

11%

52%

52%

50%

LCV

Bus

HCV

40

20

44%

10

9% 3%

4W

16%

20

21% 18%

4%

24%

23%

80

50

22

31%

3%

60

42%

Percent of VKT

47%

km/day/vehicle

80

5%

LCV

Bus

LCV

Bus

HCV

0

0

2W

3W

4W

Road length by road type

LCV

Bus

2W

VKT share by road type

9%

4%

2%

% 25

85%

45%

14%

16%

Local

Collector

Arterial

S-Arterial

Arterial

Local

Collector

S-Arterial

Signed in as

bmc.gizsumaca@ceew.in

Sign Out

Fig. 34. Proposed Urban Mobility Dashboard for Bhubaneswar Integrating Air Emissions Monitoring

Fig. 35. Stakeholder Meeting for sharing insights on Air Emissions

101

P4.3 Climate Risk Dashboard Classification

Short Term (0–2 Years)

Description

This project develops and operationalises a dedicated Climate Risk Dashboard for Bhubaneswar that integrates real-time and predictive climate hazard data with transport infrastructure vulnerability mapping and mobility disruption modelling. The dashboard equips city planners, transport agencies, and emergency responders with actionable intelligence to proactively manage climate risks, protect transport assets, and make long-term resilient investment decisions.

Scope of work

• Commissioned a transport-specific climate vulnerability assessment identifying which infrastructure assets, corridors, and services are most exposed to flooding, extreme heat, cyclones, and other climate hazards relevant to Bhubaneswar • Developed a data architecture and integration framework connecting real-time feeds from meteorological services, flood sensors, traffic management systems, and CRUT operations into a unified climate risk intelligence platform • Designed and built the Climate Risk Dashboard interface providing real-time hazard alerts, infrastructure vulnerability maps, mobility disruption risk scores, and historical climate event data for transport decision-makers • Integrated predictive analytics capabilities, including flood inundation modelling, heat stress mapping, and service disruption forecasting, to support proactive rather than reactive responses • Conducted stakeholder meetings with CRUT, BMC, OSDMA and BDA operational staff in dashboard use and integration of climate risk intelligence

Ongoing. Climate Dashboard is prepared; Data sharing agreement will be taken up

by BMC or BSCL

Status/ Timeline Target: Years 2–5

Key Agencies & Implementation Mode

Funding

102

CRUT; Bhubaneswar Municipal Corporation (BMC); Odisha State Disaster Management Authority (OSDMA); India Meteorological Department (IMD) Bhubaneswar Smart City Limited Implementation through technical development, data integration, inter-agency coordination, and operational training Smart City Mission; National Adaptation Fund for Climate Change (NAFCC); Technical Assistance under SUM-ACA

Priority Project Details

Fig. 36. Climate Dashboard for Bhubaneswar highlighting climate risk

103

P4.5 Nature-Based Solutions for Climate Hazard Response Classification

Medium Term (2–5 Years)

Description

Drawing on hazards and vulnerability areas identified through the Climate Risk Dashboard (P4.3), design and implement a portfolio of nature-based solutions to reduce climate risk across Bhubaneswar’s mobility network.

Scope of work

• Use Climate Risk Dashboard outputs to map mobility infrastructure most exposed to heat stress, flooding, and waterlogging • Develop a nature-based solutions strategy identifying priority corridors and nodes for intervention, with co-benefits for active mobility and urban cooling • Implement urban tree canopy expansion along high-heat arterial corridors; permeable surfaces and bioswales at identified flood-prone sections of the street network; integrate green buffers into street redesign projects.

• Develop design guidelines and standards for NBS integration in future mobility projects • Coordinate with BMC, BDA, and environmental agencies for implementation and maintenance • Establish a monitoring protocol tracking canopy cover, flood incidence, surface temperature, and user comfort along treated corridors • Promote community engagement and stewardship for maintenance and longterm sustainability

To be initiated

Status/ Timeline Strategy and priority corridor mapping in Year 3, using Climate Risk Dashboard

data. Pilot interventions on two to three corridors in Year 4. Full programme rollout in Years 4–5

Key Agencies & Implementation Mode

Funding

104

BMC; BDA, Odisha State Disaster Management Authority (OSDMA), Forest Department

State environment and transport budget; National Clean Air Programme (NCAP); AMRUT 2.0 green infrastructure streams as primary funding sources; Integration with UCF programme under P3.3 for co-financing

Priority Project Details

Fig. 37. IRC Village watershed and existing drainage network and proposed Area-level Nature based solutions

105

P4.6 State Parking Policy Alignment and Implementation: Classification

Long term (5–10 years)

Description

This project focuses on strengthening and updating the existing Odisha Urban Parking Policy (2013) to address current mobility challenges and align with sustainable urban transport goals. While the 2013 policy provides an initial framework, it requires revision to incorporate demand-based parking management, pricing mechanisms, digital systems, and integration with public transport. The project will support the Government of Odisha in revising and operationalising the policy to provide a robust statutory, regulatory, and financial framework for effective parking management across Bhubaneswar and other cities.

Scope of work

• Undertook a diagnostic assessment of parking supply, demand, pricing, and management practices in Bhubaneswar and key Odisha cities • Reviewed and evaluated the 2013 Odisha Parking Policy to identify gaps and areas for revision • Benchmarked against best practices from Indian cities (e.g., Pune, Bengaluru, Kerala) • Facilitated consultations with H&UD Department, Transport Department, ULBs, and private operators • Prepared a revised Odisha Parking Policy incorporating demand-based pricing, maximum parking standards, and regulatory mechanisms • Defined digital parking management & enforcement frameworks • Established a revenue reinvestment strategy linking parking income to public transport and NMT improvements • Supported policy notification and initial implementation in Bhubaneswar

Ongoing

Status/ Timeline Target: Years 2–5

Key Agencies & Implementation Mode

Funding

106

Housing and Urban Development Department, Odisha; Transport Department, Odisha; Bhubaneswar Development Authority (BDA); Bhubaneswar Municipal Corporation (BMC) Implementation through policy research, inter-departmental consultation, legal drafting, and statutory notification State government budget; SUM-ACA technical assistance

Priority Project Details

Fig. 38. State-level consultation on Odisha’s Draft Parking Policy in Bhubaneswar

107

P5.1 Integrated Mobility Planning and Steering Committee Classification

Short Term (0–2 Years)

Description

This project establishes a dedicated Integrated Mobility Planning and Steering Committee as the institutional core responsible for driving, coordinating, monitoring, and adaptively managing the implementation of Bhubaneswar’s Integrated Mobility Plan. The Steering Committee addresses this structural gap by creating the institutional home that the Integrated Mobility Plan requires to move from document to implementation.

Scope of work

• Defined the mandate, governance structure, composition, and operating procedures of the Integrated Mobility Planning and Steering Committee through a government order or equivalent formal notification • Established the Committee with representation from CRUT, BMC, BDA, PWD, Traffic Police, and other key transport agencies, chaired at a sufficiently senior level to command inter-agency authority • Developed the Committee’s core functions: plan implementation coordination, inter-agency issue resolution, project monitoring, stakeholder engagement, and adaptive management • Established a regular governance rhythm, quarterly inter-agency coordination meetings with defined escalation pathways for unresolved issues • Developed a public engagement and communication function within the Committee to maintain visibility of plan progress and create channels for ongoing community feedback

Formed

Status/ Timeline Target: Year 1–2

Key Agencies & Implementation Mode

Funding

108

Bhubaneswar Municipal Corporation (BMC); Bhubaneswar Development Authority (BDA); CRUT; PWD; Traffic Pollice; Bhubaneswar Smart City Limited Implementation through government order

SUM-ACA Technical Assistance and capacity building support

Priority Project Details

Fig. 40. Multi-Stakeholder Mobility Project Steering Committee reviewing the implementation status of the Safe Route to School

109

P5.2 Gender Cell for Inclusive Mobility Design Classification

Short Term (0–2 Years)

Description

This project establishes a dedicated Gender Cell within Bhubaneswar's transport governance architecture to institutionalise gender-responsive and inclusive mobility planning as a permanent, embedded function — not a one-off audit or standalone project.

Scope of work

• Launch the Gender Lab and establish the Gender Cell through a formal institutional mandate, defining its role, authority, and integration across CRUT, BMC, and BDA • Set up a dedicated team with expertise in gender-responsive planning and inclusive mobility • Develop a Gender & Inclusion Assessment Framework and make it mandatory for all major transport projects and procurements • Create gender-disaggregated data systems on ridership, safety, and user experience to inform decision-making • Prepare standard design guidelines for inclusive infrastructure (bus stops, terminals, vehicles, public spaces) • Engage with Mission Shakti, SHGs, and civil society to incorporate community perspectives • Publish an annual Gender & Mobility Report to track progress and ensure accountability

Ongoing

Status/ Timeline Target: Year 1–2

Key Agencies & Implementation Mode

Funding

110

Housing and Urban Development Department, Odisha; Mission Shakti (Women and Child Development Department) Implementation through institutional design, staff recruitment, framework development, and inter-agency coordination

State urban governance and gender budget; SUM-ACA technical assistance; potential support from UN Women or international gender and mobility programmes

Priority Project Details

P5.3 Odisha Yatri MaaS Readiness Review Classification

Short Term (0–2 Years)

Description

Support the assessment of the Odisha Yatri platform for Mobility-as-a-Service (MaaS) readiness, reviewing its technical architecture, data interoperability, and potential for integration with Ama Bus, Ama E-Ride, and other city mobility services.

This project captures review of the platform’s MaaS potential and identifying preparatory steps needed before full integration can be pursued.

Scope of work

• Reviewed Odisha Yatri’s existing technical architecture against MaaS integration requirements, including API readiness, data standards, and payment interoperability • Assessed compatibility with GTFS and GTFS-Realtime feeds being developed under P5.5 • Identified gaps in data sharing, user experience, and backend integration that would need to be addressed for the platform to function as a MaaS interface • Produced a MaaS readiness assessment report with prioritised recommendations for platform development • Advised on governance and data-sharing arrangements between Odisha Yatri and CRUT required to enable integration

Status/ Timeline Readiness report and recommendations submitted to CRUT

Key Agencies & Implementation Mode

Funding

CRUT; Department of Housing & Urban Development

SUM-ACA technical assistance

111

P5.4 Organisational Strengthening and Safety Reform Classification

Medium Term (2–5 Years)

Description

This project focuses on strengthening CRUT’s institutional capacity, operational efficiency, and safety performance through a comprehensive approach combining organisational restructuring, structured safety governance, and large-scale capacity building. With increasing system scale and complexity, the project aims to institutionalise performance-driven operations, reduce accidents, and build a skilled, gender-inclusive workforce to support long-term mobility goals.

Scope of work

• Undertook organisational restructuring to align roles, reporting structures, and operational responsibilities • Established dedicated units for bus planning, scheduling, and performance monitoring • Implemented KPI-based performance management systems for operations, safety, and service delivery • Formed a multi-stakeholder Accident Committee across depots for systematic investigation and root cause analysis • Developed standardised protocols for accident reporting, review, and corrective action • Integrated safety learnings into regular training and operational improvements • Conducted capacity building for Captains, Guides and Revenue Assurance Team (RAT) • Delivered specialised training modules for drivers and depot staff such as fire safety, protocols during accidents, etc.

• Implemented women driver training programme to support induction of women drivers as bus captains • Developed training modules, SOPs, and continuous learning systems with periodic evaluation

Status/ Timeline Key Agencies & Implementation Mode

Funding

112

Completed.

Submitted to CRUT in Phases

CRUT; Department of Housing & Urban Development

SUM-ACA technical assistance and CRUT internal budget

Priority Project Details

Fig. 41. Specialised Trainings as part of Organizational Strengthening

Fig. 42. M0 Bus survey on 21/02/2023

113

Project Brief on projects beyond SUM-ACA P1.5 Expansion and Electrification of Bus Fleet with Service Coverage Enhancement Classification

Medium Term (2–5 Years)

Description

This project addresses the critical need to scale and green the Ama Bus fleet to meet growing urban mobility demand. By procuring additional electric buses to achieve a minimum fleet ratio of 50 buses per lakh population, and by developing renewable-powered charging infrastructure at all depots, the project positions Bhubaneswar as a leader in sustainable urban public transport. It also involves the phased retirement of the existing diesel fleet on a defined timeline to reduce emissions and operating costs.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode

Funding

114

• Assess current fleet size, age profile, and coverage gaps to determine procurement targets by route and zone • Procure additional electric buses to achieve a minimum ratio of 50 buses per lakh population • Commission renewable energy-powered charging infrastructure at all existing and new depots • Develop a phased diesel fleet retirement plan with a defined timeline and asset management strategy • Expand service coverage to underserved peripheral areas and new growth corridors using the augmented fleet • Negotiate procurement and financing frameworks including FAME subsidies, state viability gap funding, and green bonds • Develop driver and maintenance crew training programmes aligned with EV operations • Establish depot-level energy management systems and performance monitoring dashboards

To be initiated Target: Years 2–5 CRUT; BMC; Department of Housing & Urban Development Implementation through competitive procurement, PPP modalities, and inter-agency coordination

FAME India scheme; State transport budget; green bonds; viability gap funding

Priority Project Details

P1.6 Unified Fare and Ticketing System Classification

Medium Term (2–5 Years)

Description

This project aims to create a seamless, integrated fare and ticketing ecosystem across Bhubaneswar’s public transport modes. By designing and implementing a common mobility card and unified fare framework covering Ama Bus, Ama E-Ride, and Odisha Yatri, the project will significantly reduce friction in multimodal journeys, enhance system attractiveness, and promote equitable access through fare capping and concessional passes for vulnerable groups.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode

Funding

• Design a common mobility card architecture interoperable across Ama Bus, Ama E-Ride, and Odisha Yatri services • Develop a unified fare framework with appropriate transfer discounts and journey-based fare capping • Introduce concessional pass schemes for students, women, senior citizens, and persons with disabilities • Ensure interoperability with national payment systems including UPI, RuPay, and NCMC • Procure and deploy integrated ticketing hardware (validators, gates) across all modes and terminals • Develop back-end data infrastructure for revenue sharing, reconciliation, and reporting across operators • Conduct public communication and user education campaigns for adoption of the new ticketing system • Establish a grievance redressal mechanism for fare disputes and card-related issues

Ongoing Target: Years 2–5 CRUT; Department of Housing and Urban Development, Odisha; National Payments Corporation of India (NPCI) Implementation through technology procurement, policy design, and inter-agency coordination

State urban development budget; potential support under MoHUA’s NCMC rollout programme

115

P1.7 Multimodal Mobility Hub Development Classification

Medium Term (2–5 Years)

Description

This project focuses on designing and constructing integrated mobility hubs at major transit nodes in Bhubaneswar, enabling smooth interchange between Ama Bus, Ama E-Ride, cycle parking, and pedestrian access within a single, well-planned interchange environment. These hubs will serve as anchor points of the city’s public transport network, combining operational efficiency with high-quality passenger experience and unified wayfinding.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode

Funding

116

• Identify and prioritise two or three major transit nodes for mobility hub development based on ridership volumes and multimodal convergence • Design integrated interchange facilities combining bus bays, E-Ride zones, cycle parking, pedestrian plazas, and retail amenity spaces • Incorporate unified ticketing infrastructure, real-time information displays, and comprehensive wayfinding systems • Ensure universal accessibility compliance across all hub facilities and access routes • Engage commercial operators for retail and service concessions to support hub financial sustainability • Establish hub-level operations and maintenance protocols with defined service standards

To be initiated Target: Years 2–5 CRUT; Bhubaneswar Development Authority (BDA); Department of Housing and Urban Development, Odisha; Implementation through design-build contracts, public investment, and commercial concession arrangements

State capital budget; potential PPP contributions from commercial concessions

Priority Project Details

P1.8 Regional Transit Integration Project Classification

Long Term (5–10 Years)

Description

This project envisions the development of a unified metropolitan transport framework for the Bhubaneswar – Cuttack – Puri urban region, integrating Ama Bus, intercity buses, rail, and shared mobility services under a common operational and ticketing structure. By extending network coverage to peri-urban growth areas, satellite settlements, and regional employment centres, the project aims to support polycentric regional development and reduce dependence on private vehicles.

Scope of work

Status/ Timeline

• Commission a comprehensive origin-destination and travel demand study for the Bhubaneswar – Cuttack – Puri metropolitan region • Develop a regional transit network plan integrating Ama Bus, intercity buses, Indian Railways suburban services, and shared mobility • Establish a regional mobility authority or coordination mechanism with representation from all relevant agencies • Design and implement a unified ticketing and fare integration framework across all regional transport modes • Extend bus network coverage to peri-urban growth corridors, satellite townships, and major employment nodes • Identify and develop regional multimodal interchange facilities at key rail and bus junctions • Develop service agreements and revenue-sharing frameworks among participating operators and agencies • Integrate regional transport with land use and economic development planning for employment centres

To be initiated Target: Years 5–10 CRUT; Odisha State Road Transport Corporation (OSRTC); Indian Railways; Department of Housing and Urban Development, Odisha; State Transport Authority

Key Agencies & Implementation Implementation through inter-agency coordination, institutional reform, and longterm infrastructure investment Mode

Funding

State and Central government transport budget; potential multilateral bank financing; PPP structures

117

P1.9 Transit-Oriented Development Corridor Classification

Long Term (5–10 Years)

Description

This project aims to align urban growth with transit investment by identifying, notifying, and planning Transit-Oriented Development (TOD) zones along three to five high-frequency public transport corridors in Bhubaneswar. By developing area-level TOD plans with mixed-use zoning, density incentives, and public realm improvements, the project seeks to generate long-term ridership, capture land value uplift to cross-finance transit operations, and create vibrant, walkable neighbourhoods anchored by public transport.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode

Funding

118

• Identify and delineate TOD influence zones along three to five high-frequency Ama Bus and future BRT or mass transit corridors • Formally notify TOD zones under relevant state urban planning legislation and development control regulations • Prepare area-level TOD Master Plans for each zone incorporating mixed-use zoning, density incentives, and public realm design standards • Establish land value capture mechanisms such as development charges, TDR, and joint development to fund transit infrastructure • Integrate TOD plans with city-level master planning documents and infrastructure investment programmes • Design and implement public realm improvements including footpaths, cycle tracks, plazas, and green spaces within TOD zones • Engage private developers and landowners through transparent and structured development frameworks • Establish a monitoring and review mechanism to track ridership growth, development activity, and land value trends within TOD zones

To be initiated Target: Years 5–10 Bhubaneswar Development Authority (BDA); Housing and Urban Development Department, Odisha Implementation through statutory planning, regulatory reform, developer engagement, and public investment

Land value capture revenues; State urban development budget

Priority Project Details

P2.2 Gender-Disaggregated Data Platform Classification

Short term (0–2 years)

Description

Establish a gender-disaggregated data collection and analysis system to inform transport planning across all modes and infrastructure types. This will support evidence-based planning, improve inclusivity in transport systems, and ensure that policies and infrastructure respond effectively to the needs of women and vulnerable users.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

• Define a comprehensive data architecture identifying key indicators (ridership, trip purpose, safety incidents, accessibility, travel patterns, time-of-day usage) disaggregated by gender, age, and user groups • Conduct an audit of existing data systems (CRUT ticketing, ITS, GPS, grievance systems, police records) to assess data availability and gaps • Develop standardised data collection protocols including survey formats, digital inputs, and integration with existing systems • Establish baseline indicators for women’s mobility and safety across all transport modes • Undertake primary surveys (on-board, stop-based, household, and perception surveys) to capture gender-specific travel behaviour and safety concerns • Establish analytical tools for processing, visualisation, and interpretation of gender-disaggregated data • Design and deploy interactive dashboards for real-time and periodic monitoring of gender inclusion indicators • Integrate datasets across CRUT, BMC, BDA, Traffic Police, and other relevant agencies for a unified data platform • Develop a regular reporting cycle tied to the Gender Cell (P5.2) To be initiated Target: Years 0 – 1 CRUT; BMC; BDA; Traffic Police Implementation through digital platform development, technical consultants, and inter-agency coordination

State/city budget

119

P2.5 Gender-Responsive Public Transport System Design Classification

Medium term (2–5 years)

Description

Using gender-disaggregated travel data established under P2.2, redesign routes, schedules, and feeder services to reflect women’s specific mobility needs, including trip chaining, off-peak travel, and access to care, education, and employment destinations.

Scope of work

• Analyse gender-disaggregated origin-destination data to identify underserved trip patterns, time-of-day gaps, and destinations critical to women’s mobility • Redesign selected bus routes and schedules to improve coverage of care economy destinations – health centres, schools, markets, and informal employment clusters • Introduce or strengthen feeder services connecting low-density residential areas with the main network, prioritising routes with high women’s trip demand • Integrate women staff into frontline operations on redesigned routes as a service design and safety measure • Develop a monitoring framework to track women’s ridership, satisfaction, and safety perceptions on redesigned routes To be initiated

Status/ Timeline Commence following availability of baseline data from P2.2. Route redesign pilots operational by Year 4, with evaluation and network-wide rollout by Year 5.

Key Agencies & Implementation Mode

Funding

120

CRUT; Gender Cell (P5.2)

Capital costs for service expansion to be integrated into CRUT’s fleet and operations budget.

Priority Project Details

P2.6 Gender-Responsive Infrastructure Retrofit Action Plan Classification

Medium term (2–5 years)

Description

Develop and implement a phased infrastructure retrofitting programme across all public transport stops, terminals, and street-level facilities, based on findings from the gender and safety audits conducted under P2.1. Address lighting, sanitation, signage, sightlines, and emergency response systems. Establish design standards for universal application in all future infrastructure contracts.

Scope of work

• Prioritise stops and terminals for retrofitting based on audit findings, footfall data, and safety incident records • Upgrade lighting to meet minimum lux standards at all bus stops, terminals, and surrounding footpaths • Install or rehabilitate clean, functional, and accessible women’s toilets at all major terminals and high-footfall stops • Improve sightlines, remove visual obstructions, and add CCTV and emergency call points at priority locations • Develop a standardised gender-responsive design guide for bus stops, terminals, and interchange facilities for mandatory use in all future procurement • Establish a compliance monitoring mechanism, linked to the Gender Cell (P5.2), to track retrofitting progress and quality To be initiated Action plan and design standards developed in Year 2–3. Phased retrofitting of pri-

Status/ Timeline ority stops and terminals from Year 3, with full network coverage targeted by Year 5.

Key Agencies & Implementation Mode

Lead: BDA, CRUT | Support: Gender Cell (P5.2); BMC

Funding

Retrofitting costs through BMC capital budget and CRUT

121

P2.7 Low-Floor Accessible Bus Induction Classification

Medium term (2–5 years)

Description

Building on the findings of the Universal Accessibility Audit (P2.2), this project progressively procures and inducts low-floor, wheelchair-accessible buses across all Ama Bus routes. It also establishes a comprehensive training programme for drivers and conductors to ensure that accessible vehicles are operated in a manner that genuinely serves passengers with mobility impairments, the elderly, and caregivers with young children.

Scope of work

• Define technical specifications for low-floor, wheelchair-accessible electric buses aligned with MoHUA and AIS (Automotive Industry Standard) norms • Develop a phased induction plan prioritising high-demand routes and those serving hospitals, rehabilitation centres, and educational institutions • Procure low-floor accessible buses through competitive tendering, leveraging FAME and PM e-Bus Sewa scheme benefits • Retrofit existing stops and terminals along inducted routes with compatible boarding infrastructure including raised kerbs and tactile guidance • Develop and deliver structured training modules for all drivers and conductors on assisting PwDs, elderly passengers, and caregivers • Integrate accessibility performance indicators into CRUT’s regular service monitoring and reporting framework

To be initiated

Status/ Timeline Target: Years 2–5

Key Agencies & Implementation Mode

Funding

122

CRUT; Department of Social Security and Empowerment of Persons with Disabilities (SSEPD), Odisha; State Transport Department, Odisha

PM e-Bus Sewa; State transport budget; viability gap funding

Priority Project Details

P2.8 Citywide Inclusive Mobility Standards Classification

Long Term (5–10 Years)

Description

This project institutionalises universal accessibility and gender-responsive design as non-negotiable requirements across all future transport infrastructure procurement, design, and operations in Bhubaneswar. By embedding these standards into contracts, regulations, and institutional processes, and by establishing a robust compliance monitoring and certification mechanism, it ensures that inclusivity is systematically built into the city’s transport future rather than retrofitted as an afterthought.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

• Develop a comprehensive Inclusive Mobility Standards framework covering procurement specifications, design guidelines, and operational requirements for all transport infrastructure • Integrate universal accessibility and gender-responsive design criteria as mandatory conditions in all future transport contracts and project approvals • Establish a compliance monitoring mechanism with defined roles for CRUT, BDA, BMC, and an independent technical review body • Develop a certification process for new transport infrastructure projects verifying compliance with inclusive mobility standards prior to commissioning • Create a training and capacity building programme for transport planners, engineers, and contractors on inclusive design principles • Publish an annual Inclusive Mobility Report tracking performance across the network against agreed benchmarks • Align Bhubaneswar’s standards with national RPwD Act obligations and MoHUA Harmonised Guidelines, ensuring legal compliance

To be initiated Target: Years 5–10 CRUT; BDA; BMC; Housing and Urban Development Department, Odisha Implementation through policy reform, regulatory embedding, institutional capacity building, and civil society engagement

State urban governance budget; technical assistance from national and international development partners

123

P2.9 Women’s Safety and Grievance Redressal Enhancement Classification

Long Term (5–10 Years)

Description

This project strengthens Bhubaneswar's existing women's safety mechanisms within the public transport system by integrating the safety helpline into the CRUT app, establishing clear response time benchmarks, and building frontline staff capacity in gender-sensitive conduct. Regular public reporting on safety performance will create accountability and signal institutional commitment to making public transport a safe space for all women.

Scope of work

Status/ Timeline Key Agencies & Implementation Mode Funding

124

• Conduct a baseline assessment of the existing women’s safety helpline, coverage, response times, resolution rates, and user awareness • Integrate the safety helpline functionality directly into the CRUT Ama Bus app with one-tap SOS, live location sharing, and incident tracking features • Define and publish response time benchmarks for different categories of safety incidents reported through the helpline and app • Develop and deliver a gender-sensitivity and safe conduct training programme for all CRUT frontline staff — drivers, conductors, and control room operators • Introduce quarterly women’s safety performance reports published publicly, covering incident volumes, response times, and resolution outcomes • Set up a dedicated safety audit sub-committee with representation from women’s organisations to review performance and recommend improvements • Explore integration with city-level safe city platforms and police emergency response systems for seamless escalation

To be initiated Target: Years 5–10 CRUT; Odisha Police / Bhubaneswar Traffic Police; Mission Shakti (Women and Child Development Department); Smart City Bhubaneswar Implementation through technology integration, training programme delivery, inter-agency protocol development, and public accountability mechanisms State budget; Nirbhaya Fund

Priority Project Details

P3.5 Citywide NMT Network Development Classification

Medium Term (2–5 Years)

Description

This project develops and begins implementing a comprehensive, connected non-motorised transport (NMT) network across Bhubaneswar’s arterial and sub-arterial street system. Moving beyond isolated pilots, it establishes a coherent, legible network of footpaths and cycle tracks that prioritise connectivity to transit nodes, schools, and commercial areas, supported by citywide design standards that ensure quality, consistency, and accessibility across all interventions.

Scope of work

• Commission a city-level NMT network plan identifying a priority walking and cycling network across all arterial and sub-arterial streets based on demand, connectivity gaps, and destination access • Develop unified design standards for footpaths, protected cycle tracks, pedestrian crossings, street furniture, and wayfinding applicable across all implementing agencies • Prioritise network implementation on transit-adjacent corridors, school routes, and major commercial areas in the first implementation phase • Undertake phased civil works for footpath construction and upgradation, cycle track installation, junction redesign, and crossing improvement across priority corridors • Integrate NMT infrastructure design with street drainage, utility ducts, tree planting, and street lighting to ensure coordinated, durable implementation • Install a citywide NMT wayfinding system with pedestrian and cycling signage, maps at key nodes, and distance markers to major destinations • Establish a formal inter-agency NMT coordination committee to align implementation across BMC, BDA, PWD, and CRUT To be initiated

Status/ Timeline Target: Years 2–5 Key Agencies & Implementation Mode

Bhubaneswar Municipal Corporation (BMC); Bhubaneswar Development Authority (BDA); Public Works Department (PWD), Odisha; CRUT

Funding

AMRUT 2.0; State urban infrastructure budget; potential multilateral bank financing

Implementation through network planning, phased civil works, design standard development, and inter-agency coordination

125

P3.6 15-Minute Neighbourhood Implementation Classification

Long term (5–10 years)

Description

Scale the 15-minute neighbourhood approach to two priority areas –Janpath and Nayapalli, each with a tailored intervention mix. In the Janpath area, implementation will be integrated with the Lake Neutral project, expansion of the cycling and pedestrian network, and safe routes to school. In Nayapalli, the focus will be on walkability, traffic calming, and public realm improvements suited to its residential character. Learnings from both areas will inform citywide rollout under P3.4.

Scope of work

• Prepare detailed neighbourhood mobility and public realm plans for Janpath and Nayapalli, aligned with the 15-minute neighbourhood programme framework (P3.3) • In Janpath: coordinate with the Lake Neutral project to integrate water-sensitive design, green corridors, and active mobility infrastructure; design safe routes to school on high-risk corridors; progressively pedestrianise key commercial streets • In Nayapalli: undertake footpath upgrades, introduce traffic calming on residential streets, improve cycling connectivity to key destinations, and develop public realm improvements at neighbourhood nodes • Across both areas: introduce car-free or car-light zones on selected streets, activated through street furniture, vendor integration, public art, and event programming • Document implementation learnings through a structured monitoring and evaluation framework for programme replication

Detailed area plans to be developed, building on test bed learnings (P3.2) and pro-

Status/ Timeline gramme guidelines (P3.3). Physical implementation from Year 4, phased over three to four years per neighbourhood.

Key Agencies & Implementation Mode

Funding

126

BMC; BDA; CRUT; Traffic Police

BMC capital budget and Smart Cities Mission legacy funds; Integration with UCF programme.

Priority Project Details

P3.7 Urban Centre Pedestrianisation Project Classification

Long Term (5–10 Years)

Description

This project progressively reclaims Bhubaneswar’s high-footfall commercial and cultural streets from vehicular dominance, transforming them into vibrant, safe, and economically active pedestrian environments. By creating car-free or car-light zones integrated with street furniture, public art, formal vendor spaces, and event programming, the project repositions key neighbourhood centres as public places that generate social life, economic activity, and civic pride.

Scope of work

Status/ Timeline

Key Agencies & Implementation Mode

Funding

• Survey and map high-footfall commercial and cultural streets across key neighbourhood centres, assessing pedestrian volumes, vehicular conflict, vendor activity, and public space potential • Prioritise streets for pedestrianisation based on footfall intensity, cultural significance, transit accessibility, and parking displacement feasibility • Develop detailed urban design and traffic management plans for each priority pedestrianisation zone, including alternative routing for displaced vehicles • Implement street redesign works including removal of through traffic lanes, high-quality paving, street furniture, shading structures, and accessible pedestrian surfaces • Integrate designated, serviced vendor zones with utilities into pedestrianised streets, formalising existing informal trade and maintaining economic activity • Commission public art installations, landscaping, and cultural programming to activate pedestrianised streets as destinations in their own right • Monitor economic, social, and environmental outcomes – footfall, retail turnover, air quality, and public space usage

To be initiated Target: Years 5–10 Bhubaneswar Municipal Corporation (BMC); Bhubaneswar Development Authority (BDA); Bhubaneswar Traffic Police Implementation through urban design, civil works, traffic management, vendor engagement, and cultural programming

State urban development budget; Commercial concession revenues; potential urban regeneration grants

127

P3.8 Greenway and Ecology Trail Network Classification

Long Term (5–10 Years)

Description

This project plans and develops a city-level network of green corridors, waterfront promenades, and ecological trails that connect Bhubaneswar’s major parks, water bodies, heritage sites, and residential neighbourhoods as dedicated, shaded, safe, and scenic active mobility routes. The greenway network serves the dual purpose of enhancing urban ecology and biodiversity while providing residents with high-quality walking and cycling infrastructure.

Scope of work

Status/ Timeline

Key Agencies & Implementation Mode

Funding

128

• Commission a city-level greenway network plan identifying potential trail alignments along nallas, lake edges, heritage precincts, and green corridors using GISbased analysis.

• Prioritise greenway segments based on ecological connectivity value, residential catchment, proximity to transit, and feasibility of land assembly or right-of-way access • Develop design standards for greenway trails covering minimum widths for shared pedestrian and cycle use, surface materials, shading through tree planting, drainage, lighting, and safety features • Prepare detailed project reports for priority greenway segments and initiate land acquisition or right-of-way clearance processes in coordination with relevant agencies • Implement greenway trail construction incorporating ecological restoration measures, native planting, riparian buffer management, and biodiversity habitat creation • Develop waterfront promenade designs for key lakesides and water body edges, integrating seating, viewpoints, public art, and ecological interpretation • Connect greenway network to the formal NMT network, transit stops, and public destinations through clear wayfinding and safe crossing infrastructure at road intersections • Establish a greenway maintenance and stewardship framework engaging residents’ welfare associations

To be initiated Target: Years 5–10 Bhubaneswar Development Authority (BDA); Bhubaneswar Municipal Corporation (BMC); Odisha Forest Department Implementation through network planning, environmental design, land coordination, civil works, and community stewardship

State urban infrastructure budget; Green Climate Fund or AIIB green urban financing; AMRUT 2.0 green space components

Priority Project Details

P4.2 EV Charging Infrastructure Development Classification

Short Term (0–2 Years)

Description

This project develops the physical and regulatory infrastructure backbone required to support Bhubaneswar's accelerating fleet electrification across public transport, shared mobility, and private vehicles.

Scope of work

• Conduct a citywide EV charging demand assessment modelling current and projected charging needs by location type – bus depots, public parking, transit hubs, commercial destinations • Develop a citywide EV charging network master plan identifying priority installation locations, charging technology types (AC slow, DC fast), and phased rollout sequencing aligned with fleet electrification timelines • Establish technical standards for charging infrastructure covering connector types, power ratings, interoperability protocols, and metering requirements consistent with BIS and CESL standards • Commission and install charging infrastructure at all Ama Bus depots in Phase 1, supporting the immediate electric bus fleet and enabling depot-level energy management • Deploy public EV charging points at identified transit hubs, public parking facilities, and key commercial destinations in coordination with BMC and BDA • Develop operator agreements and concession frameworks for private charging network operators, ensuring open access, interoperability, and minimum service standards • Integrate renewable energy supply, rooftop solar and grid green power, into depot and public charging infrastructure to maximise emissions reduction benefits • Establish a real-time EV charging availability and utilisation monitoring system

To be initiated

Status/ Timeline Target: Year 1–2

Key Agencies & Implementation Mode

Funding

CRUT; Bhubaneswar Municipal Corporation (BMC); GRIDCO / TPCODL; Bhubaneswar Development Authority (BDA) Implementation through master planning, civil works, technology procurement, concession agreements, and utility coordination

FAME India scheme; PM e-Bus Sewa; CESL national EV charging programme; State energy and transport budget; private investment through concession frameworks

129

P4.4 Low-Emission Zone Pilot Classification

Medium Term (2–5 Years)

Description

This project designates and operationalises low-emission zones (LEZs) in two or three of Bhubaneswar’s highest-pollution, highest-footfall areas, targeting old city markets, major educational clusters, and hospital precincts, where the concentration of high-emission vehicles causes the greatest public health harm.

Scope of work

• Commission air quality and traffic composition surveys at pilot LEZ locations to establish pre-intervention baselines for PM2.5, NOx, and traffic volumes by vehicle type and emission standard • Develop the legal and regulatory framework for LEZ designation under applicable state transport and municipal legislation, including vehicle access criteria, exemption categories, and enforcement powers • Define LEZ boundaries, access rules, and phased restriction schedules for each pilot zone, covering vehicle age, emission standard, and fuel type thresholds • Design and install physical and digital enforcement infrastructure including entry signage, camera-based automatic number plate recognition (ANPR) systems, and barrier management at key access points • Develop a public communication and stakeholder engagement plan for residents, traders, commuters, and vehicle owners • Establish alternative clean mode access, enhanced Ama Bus services, Ama E-Ride feeder connections, and cycle parking, to ensure mobility for LEZ residents and visitors without private vehicles • Operationalise LEZs in a phased manner, beginning with awareness and soft enforcement before transitioning to full penalty • Monitor air quality, traffic composition, and mode shift outcomes within and around LEZ boundaries before and after implementation

To be initiated

Status/ Timeline Target: Years 2–5

Key Agencies & Implementation Mode

Funding

130

CRUT; Bhubaneswar Municipal Corporation (BMC); Odisha State Pollution Control Board (OSPCB); Bhubaneswar Traffic Police; Transport Department, Odisha Implementation through regulatory development, enforcement infrastructure, clean mobility integration, and stakeholder engagement

State environment and transport budget; National Clean Air Programme (NCAP)

Priority Project Details

P4.7 Renewable Energy Integration and Alternative Fuel Transition Programme Classification

Long Term (5–10 Years)

Description

This project develops and implements a comprehensive renewable energy and alternative fuel strategy for Bhubaneswar’s public transport system, accelerating the decarbonisation of bus operations, depot infrastructure, and shared mobility fleets beyond electric vehicles alone. By integrating rooftop solar, green hydrogen feasibility, and grid decarbonisation pathways, the programme positions CRUT and the city’s transport ecosystem to achieve deep, long-term emissions reductions

Scope of work

Status/ Timeline

Key Agencies & Implementation Mode

Funding

• Commission an energy audit of all CRUT depots, terminals, and operational facilities to quantify current energy consumption, costs, and emission profiles • Develop a Renewable Energy Master Plan for CRUT infrastructure covering rooftop solar deployment, battery storage, green power procurement, and grid connection optimisation • Design and implement rooftop solar installations at all major depots and terminals, prioritising sites with the highest energy demand and best solar yield potential • Develop a green hydrogen feasibility study assessing the potential for hydrogen fuel cell buses and hydrogen refuelling infrastructure as a complementary technology to battery electric vehicles for long-range routes • Extend renewable energy and clean fuel transition support to Ama E-Ride and other shared mobility operators through structured incentive and technical assistance programmes • Develop a carbon accounting and reporting framework for CRUT enabling annual measurement, verification, and public reporting • Engage with national and international carbon finance mechanisms, including carbon credits and green bonds to mobilise additional financing for renewable energy transition investments

To be initiated Target: Years 5–10 CRUT; Odisha Renewable Energy Development Agency (OREDA); GRIDCO / TPCODL; Bhubaneswar Municipal Corporation (BMC); Ministry of New and Renewable Energy (MNRE) Implementation through energy auditing, solar procurement, green power contracting, feasibility studies, and carbon finance engagement

State renewable energy budget; Green Climate Fund; potential green bond issuance; carbon credit revenues

131

P5.5 Open Data and GTFS Publication Classification

Medium Term (2–5 Years)

Description

This project establishes Bhubaneswar as an open transit data city by publishing CRUT’s operational data as standardised General Transit Feed Specification (GTFS) and GTFS-Realtime feeds, and by developing the open data policy and technical infrastructure to sustain this publication. Open transit data enables app developers, researchers, urban planners, and Mobility-as-a-Service platforms to build services on top of city transit data.

Scope of work

• Conduct a data audit of CRUT systems (ticketing, ITS, GPS, scheduling) to assess readiness for GTFS and real-time data publication • Develop and publish GTFS static and GTFS-Realtime feeds covering routes, stops, schedules, fares, and live vehicle data • Establish an Open Data Policy defining licensing, access, update frequency, and data standards • Launch a dedicated open data portal with APIs, documentation, and developer support • Integrate data with platforms like Google Maps, ONDC, and OpenStreetMap • Engage developers through hackathons and innovation challenges • Set up continuous data quality monitoring and update mechanisms To be initiated

Status/ Timeline Target: Years 2–5

Key Agencies & Implementation Mode Funding

132

CRUT; Bhubaneswar Smart City Limited Implementation through data audit, GTFS development, open data policy drafting, portal development, and developer community engagement

Potential support from MoHUA’s Open Data Initiative; ONDC integration support

Priority Project Details

P5.6 Comprehensive Regional Mobility Plan for the Bhubaneswar Metropolitan Region Classification

Long Term (5–10 Years)

Description

This project develops a Comprehensive Regional Mobility Plan (CRMP) that establishes a unified, long-term transport planning framework for the Bhubaneswar Metropolitan Region, integrating the mobility needs of Bhubaneswar, Cuttack, Khordha, Puri, and their peri-urban and rural hinterlands.

Scope of work

Status/ Timeline

Key Agencies & Implementation Mode

Funding

• Commission a comprehensive regional travel demand study covering origin-destination patterns, modal split, and mobility needs across Bhubaneswar, Cuttack, Khordha, Puri, and peri-urban areas • Develop a regional transport network model integrating road, rail, bus, and shared mobility to evaluate current performance and simulate future demand scenarios under different growth and investment trajectories • Establish a regional mobility governance framework, including institutional arrangements, decision-making protocols, and funding sharing mechanisms • Prepare a long-term Regional Mobility Vision (2050) and a medium-term Regional Mobility Investment Plan (2035) with prioritised project pipelines, cost estimates, and financing strategies • Develop integrated land use and transport planning recommendations aligning regional growth management with transit investment and TOD principles • Identify and plan strategic regional transit corridors, including potential BRT, railbased rapid transit, and express bus networks, connecting major urban centres and employment zones • Conduct extensive stakeholder consultation across all districts and municipalities of the metropolitan region throughout plan preparation, and facilitate formal adoption

To be initiated Target: Years 5–10 Capital Region Development Authority (CRDA); Housing and Urban Development Department, Odisha; Transport Department, Odisha; District Administrations of Bhubaneswar, Cuttack, Khordha, and Puri Implementation through regional planning consultancy, inter-agency coordination, transport modelling, and multi-government adoption process

State government budget; potential ADB or World Bank regional urban development financing

133

P5.7 Unified MaaS Platform Development Classification

Long Term (5–10 Years)

Description

This project procures or develops a Mobility-as-a-Service (MaaS) platform that integrates Ama Bus, Ama E-Ride, parking, and shared mobility services into a single digital interface for trip planning, booking, payment, and passenger feedback. MaaS represents the culmination of Bhubaneswar’s digital mobility journey, making the city’s entire sustainable transport ecosystem as seamless and convenient for users.

Scope of work

• Conduct a MaaS feasibility study to assess user demand, technology readiness, and institutional requirements • Define platform architecture and interoperability standards aligned with GTFS, NCMC, and UPI • Develop a procurement and legal framework covering data sharing, revenue models, and operator agreements • Build or procure a MaaS platform with trip planning, real-time information, booking, payment, and feedback features • Integrate services such as Ama Bus, Ama E-Ride, Odisha Yatri, and parking under a unified interface • Develop an analytics dashboard for operators to support data-driven decision-making • Launch through a phased pilot, followed by citywide rollout • Establish a governance framework with SLAs, monitoring, and continuous improvement mechanisms

To be initiated

Status/ Timeline Target: Years 5–10

CRUT; Bhubaneswar Smart City Limited; private mobility operators

Key Agencies & Implementation through feasibility study, procurement or development, operator Implementation onboarding, and platform governance establishment Mode

Funding

134

State urban technology budget; potential PPP investment from mobility platform operators; ONDC mobility integration support

Priority Project Details

P5.8 Citywide Digital Parking Management and Enforcement Classification

Long Term (5–10 Years)

Description

This project develops and deploys a unified Digital Parking Management Tool for Bhubaneswar, integrating smart sensors, digital payment systems, real-time availability information, and a centralised management platform to modernise on-street and off-street parking operations across the city. The project improves enforcement efficiency, reduces revenue leakage, minimises cruising traffic, and generates the operational data needed to support evidence-based parking policy.

Scope of work

• Commission a city-level parking inventory & technology readiness assessment, mapping all on-street and off-street parking locations • Define the Digital Parking Management Tool architecture covering sensor technology (IoT ground sensors or camera-based detection), central management software, payment gateway integration, enforcement mobile application, and data analytics modules • Procure and deploy smart parking sensors at priority on-street locations and offstreet facilities, providing real-time occupancy data • Implement digital payment infrastructure including UPI-enabled smart meters, QR code payment points, and a mobile parking payment app • Deploy an ANPR-based digital enforcement system enabling enforcement officers to verify payment status, issue digital challans, and upload violation records in real time • Develop and operationalise a centralised Parking Management Control Centre providing a real-time city-level dashboard • Integrate the Digital Parking Management Tool with the CRUT app and MaaS platform (P5.4) to provide real-time parking availability • Deploy variable message signage and digital parking guidance boards at key city entry points and major junctions City level study to be initiated. A pilot is being implemented.

Status/ Timeline Target: Years 5–10 Bhubaneswar Municipal Corporation (BMC); Bhubaneswar Traffic Police; BhuKey Agencies & baneswar Development Authority (BDA) Implementation Implementation through policy adoption, technology procurement, enforcement infrastructure deployment, revenue management, and public communication Mode

Funding

SUM-ACA Technical Assistance; State urban transport budget; parking revenue reinvestment (self-sustaining over time); potential PPP with parking technology operators

135

9 | Way Forward The Integrated Mobility Plan for Bhubaneswar establishes a strong strategic foundation across five interlinked priorities – public transport strengthening, inclusive and gender-responsive mobility, walkable neighbourhoods, climate-responsive infrastructure, and governance reform. Translating this vision into on-ground outcomes will require disciplined execution, sustained institutional commitment, and consistent use of data-driven decision-making across all partner agencies.

The immediate priority is to operationalise the Integrated Mobility Planning and Steering Committee and institutionalise the Gender Cell as a permanent function.

Together, these will anchor inter-agency coordination across CRUT, BMC, BDA, HUDD, and the Traffic Police, ensuring convergence and preventing fragmented implementation. In parallel, mobility performance systems, such as the Climate Dashboard and Road Safety Assessment Dashboard, should be launched to establish a robust accountability framework for tracking progress.

Focus must also be placed on consolidating and scaling ongoing initiatives. Ama Bus network rationalisation, last-mile connectivity integration, and the Safe Routes to School programme should be advanced as immediate delivery priorities, demonstrating tangible improvements in everyday mobility. At the neighbourhood scale, the 15-minute neighbourhood pilot should be progressed as a flagship model for integrating land

136

use, active mobility, and transit access in a replicable manner. A time-bound transition towards low-emission and climate-resilient mobility is essential. This includes completing fleet electrification of Ama Bus services, expanding EV charging infrastructure, and upgrading depot facilities with renewable energy and safety systems.

Demand management measures, particularly the Parking and Vending Management Plan, should be prioritised to optimise street space, reduce congestion, and create sustainable revenue streams for reinvestment in mobility.

Strengthening the city’s digital mobility ecosystem through open data platforms, GTFS integration, a unified MaaS system, and integrated ticketing, will further enhance user experience, operational efficiency, and planning intelligence. In the medium term, the Comprehensive Regional Mobility Plan should be initiated to align city-level investments with regional growth dynamics and inter-city connectivity.

Finally, the success of the Integrated Mobility Plan will depend not only on the strength of its proposals, but on the consistency, coordination, and accountability of its implementation. A governance framework that is inclusive, data-driven, and financially sustainable will ensure that Bhubaneswar’s mobility system evolves into an equitable, resilient, and future-ready urban asset.

137

Annexure 0 INTEGRATED MOBILITY PLAN (IMP) Evaluation Framework

A Diagnostic and Strategy-Enabling Tool for Indian Cities

Developed under:

GIZ SUM-ACA Project Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility GIZ India | Ministry of Housing and Urban Affairs (MoHUA)

2025

138

139

10 | Annexure Context India’s cities face compounding mobility challenges: rapid urbanisation, worsening air quality, rising motorisation, and deepening inequities in access to transport.

Planning instruments such as Comprehensive Mobility Plans (CMPs) are extensively prepared, yet implementation has frequently been constrained by an over-reliance on travel demand forecasting and infrastructure-led approaches that do not adequately address systemic inefficiencies, institutional fragmentation, or emerging climate imperatives.

National-level policies have progressively widened the mandate for urban mobility planning. The National Clean Air Programme (NCAP, 2019) requires 122 nonattainment cities to prepare action plans linking mobility interventions to air quality targets. The Indo-German Green Urban Mobility Partnership (GUMP), signed in 2019 is a collaboration between the Ministry of Housing & Urban Affairs (MoHUA) and the German Federal Ministry for Economic Cooperation and Development (BMZ) to support and encourage environment friendly sustainable urban transport projects — supported by EUR 1 billion in concessional KfW lending for sustainable mobility infrastructure. It is in this context that the Integrated Mobility Plan (IMP) Evaluation Framework has been developed under the GIZ’s SUM-ACA project (Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility), implemented in partnership with MoHUA. The framework is a diagnostic and strategy-enabling tool designed to shift city planning from predicting future demand to understanding current system performance and enabling cities to identify targeted, implementable interventions that serve equity, climate, and air quality objectives simultaneously.

Framework Development Methodology This chapter documents the methodological basis of the IMP Evaluation Framework — the principles that shaped its design, the structured process through which it was developed, and the logic by which its nine dimensions and forty parameters were derived. Transparency of methodology is central to the credibility of the framework as a comparative assessment instrument.

Guiding Principles The development of the IMP Framework is anchored in four core principles that define its scope, structure, and applicability:

Methodological Flow The framework was constructed through a seven-step process that moves from a review of global and national frameworks through to validation against real city conditions. Each step produced a discrete methodological output that informed the next stage of development.

140

Goals And Targets

conditions. Each step produced a discrete methodological output that informed the next stage of development.

Table 2.1 Guiding Principles of the IMP Evaluation Framework

Guiding Principle

Description

City-Scale Measurability

Indicators are designed to be measurable using secondary datasets — CMPs, Smart City systems, ITMS data, GIS layers, and administrative rds — ensuring applicability across cities without requiring primary data collection.

Outcome-Oriented Structure

The framework focuses on mobility outcomes — accessibility, safety, inclusion, and emissions reduction — rather than isolated infrastructure provision.

Systems-Based Approach

Urban mobility is evaluated as an integrated system linking land use and urban form, public and informal transport systems, active mobility networks, digital ecosystems, and governance and financing structures.

Alignment with Policy and Practice

Indicators and scoring logic are derived from the CMP Toolkit and Service Level Benchmarks (MoHUA), SUMP Guidelines (EU), ITDP, WRI, and World Bank toolkits, and the GIZ MaaS Readiness Framework.

Table 2.2 Methodological Flow for Development of the IMP Evaluation Framework

Step

Description

Key Output

Step 1

Review of global and national frameworks (SUMP, CMP, SLB, ITDP, WRI, World Bank, GIZ)

Identification of core mobility outcomes

Step 2

Translation of outcomes into system-level dimensions

Definition of 9 functional mobility pillars

Step 3

Identification of parameters within each dimension

Distinct performance areas and intervention levers

Step 4

Development of measurable indicators for each parameter

City-scale, coverage-based metrics

Step 5

Integration of cross-cutting themes (climate, inclusion, digital)

Mainstreamed across all parameters

Step 6

Development of scoring system (1–5 maturity scale)

Standardised evaluation framework

Step 7

Validation and iteration using real city data

Refinement for applicability and robustness

141

On Framework Review (Step 1)

The review encompassed the EU Sustainable Urban Mobility Plan (SUMP) Guidelines (2nd ed., 2019); MoHUA’s Comprehensive Mobility Plan (CMP) Toolkit (2014) and Service Level Benchmarks (2012); ITDP’s Complete Streets Workbook and Women & Transport toolkit; World Bank Urban Transport Benchmarking; WRI India Low Emission Zones toolkit; GIZ MaaS Readiness Level for India (MRLI, 2021); and India’s National Clean Air Programme (2019), ClimateSmart Cities Assessment Framework 2.0 (2020), and National Disaster Management Authority guidelines. This breadth of review ensures that the framework captures global best practice while remaining grounded in India’s regulatory and institutional context.

Derivation of the Nine Dimensions The nine dimensions (pillars) of the IMP Framework are derived through a structured translation of SUMP thematic areas, CMP Toolkit guidance, and complementary practitioner frameworks into operational system components relevant to the Indian city context. Each dimension represents a distinct system lever — a domain where targeted interventions can produce measurable improvements in mobility outcomes.

Together, the nine dimensions ensure that the framework captures both physical and institutional aspects of urban mobility.

The table below summarises how each dimension was derived, the source frameworks it draws on, its conceptual basis, and how it was adapted for the Indian context.

Table 2.3 Derivation of the Nine IMP Framework Dimensions and Their Adaptation to the Indian Context

IMP Dimension

142

Derived From

Conceptual Basis

Adaptation for Indian Context

Climate-Resilient & Compact Urban Growth

SUMP (Accessibility, Environment), CMP Toolkit, TOD Policy

Integration of land use and mobility to enable accessibility

Expanded to include climate resilience and ecological continuity

Public & Shared Transport Systems

SLBs, CMP Toolkit, SUMP (Efficiency)

Service performance, accessibility, and reliability of PT systems

Includes fare integration, MaaS, and multimodal performance

Active Mobility (Walking & Cycling)

SUMP (Accessibility, Quality of Life), ITDP

Walking and cycling as core modes

Includes universal access, child safety, and gender-sensitive design

Equity, Inclusion & Informal Systems

SUMP (Inclusion), World Bank, ITDP

Inclusive mobility across all user groups

Explicit inclusion of IPT and the informal sector

Goals And Targets

Climate & Environmental Sustainability

SUMP (Environment), NCAP, CSCAF

Emissions reduction and environmental performance

Includes EV transition, air quality zones, and resilience

Parking & Travel Demand Management

SUMP measure packages, ITDP, WRI

Demand management and behaviour change

Focus on parking pricing and vehicle restraint mechanisms

Governance, Financing & Monitoring

SUMP implementation steps, NUTP

Institutional and financial capacity

Includes UMTA, funding mechanisms, and data systems

Road Safety

SUMP (Safety), MoRTH, IRC

Reduction of fatalities and injuries

Includes school safety and gender safety perception

Digital Integration

GIZ MaaS, DMAF, NCMC

Digital enablement of mobility systems

Elevated as standalone dimension for Indian Smart City context

Three cross-cutting themes — gender and social inclusion, climate and air quality, and digital integration — are mainstreamed across dimensions rather than isolated as standalone topics. Gender and inclusion considerations appear within Pillars II, III, IV, and VII. Climate and air quality objectives are embedded in Pillars I, V, and VI. Digital integration is both elevated as a standalone dimension (Pillar IX) and referenced within governance and monitoring parameters (Pillar VII).

Parameter Derivation by Dimension For each of the nine dimensions, parameters were selected on the basis of three criteria: city-scale measurability using secondary datasets; conceptual alignment with the dimension’s mobility outcomes; and policy grounding in at least one national or international reference standard. This section documents the derivation logic and source frameworks for each parameter set, providing a traceable audit trail from source frameworks to adopted metrics.

143

Pillar I: Climate-Resilient & Compact Urban Growth This dimension was designed to assess the scale, intensity, and pattern of urban development, and the extent to which these dynamics are aligned with sustainable mobility and climate resilience objectives across six parameters. The selected parameters examine three interrelated concerns: (i) urban form and its interface with mobility systems, (ii) the accessibility outcomes of that urban form, and (iii) the resilience of the city’s development and mobility systems to climate and disaster risks. The parameter set was intentionally limited to aspects assessable at city scale using statutory plans, GIS-based land use and network data, CMPs, and state policy documents.

Table 2.4 Parameter Derivation Framework for Pillar I: Climate Resilient and Compact Urban Growth

144

Parameter

Derived From

Conceptual Basis

Adopted Metric

Resilient Urban Growth

SUMP (Accessibility, Environment); NDMA; CSCAF; CMP Toolkit

Whether urban growth is being contained and directed toward existing serviced areas, while safeguarding ecological systems and reducing unsustainable outward expansion

Policy intent and evidence of contained growth

Integration of Mobility with City Planning

CMP Toolkit; SUMP; TOD Policy

Extent to which statutory land use planning and mobility planning are mutually reinforcing

Policy alignment

Service Proximity

SUMP; CMP Toolkit; accessibility planning approaches

Degree to which populated areas have essential services (schools, markets, healthcare) within walking distance, reducing motorised trip dependence

Coverage (%) – services within 15 min / 1 km walk

Street Network Structure & Connectivity

ITDP Complete Streets; CMP Toolkit; walkability and permeability principles

Whether the city has a coherent street hierarchy and interconnected network that supports walkability, permeability, and bus penetration

Composite – policy presence + % coverage indicators

Disaster Risk Management

NDMA; CSCAF; SUMP environment/resilience logic

Whether mobility infrastructure planning is aligned with flood, heat, and emergency access considerations

Policy / coverage

Climate Mitigation

NCAP; FAME; climate action and low-carbon mobility frameworks

Whether the city has adopted targets and measures for transport-related GHG reduction through modal shift, electrification, and low-carbon strategies

Policy / coverage – GHG targets, EV, modal shift

Goals And Targets

Pillar II: Public & Shared Transport Systems This dimension was designed to assess the scale, intensity, and pattern of urban development, and the extent to which these dynamics are aligned with sustainable mobility and climate resilience objectives across six parameters. The selected parameters examine three interrelated concerns: (i) urban form and its interface with mobility systems, (ii) the accessibility outcomes of that urban form, and (iii) the resilience of the city’s development and mobility systems to climate and disaster risks. The parameter set was intentionally limited to aspects assessable at city scale using statutory plans, GIS-based land use and network data, CMPs, and state policy documents.

Table 2.5 Parameter Derivation Framework for Pillar II: Public and Shared Transport Systems

Parameter

Derived From

Conceptual Basis

A d o p t e d Metric

Network Coverage

Service Level Benchmarks (MoUD, 2012); CMP Toolkit (2014)

Accessibility to public transport – ensuring spatial equity of coverage

% population within 500m bus stop / 1km rail station

Service Frequency & Reliability

SLBs (2012); Urban Bus Specifications UBS-II, MoUD (2013)

Service quality as a primary driver of ridership – frequency and on-time performance

Average headway; % on-time; buses per lakh population

Real-Time Service Integration

AIS-140 ITS Standard, MoRTH (2018); GIZ MaaS Readiness Level for India (2021)

Seamless and informed journeys through real-time passenger information and fare integration

% fleet with RTPI; fare / service integration presence

Affordability

SLBs (2012); World Bank Urban Transport Benchmarking (2014–16)

Economic access – ensuring public transport is financially accessible to lower-income households

Monthly pass as % of bottom-40% household income

Gender & Safety

World Bank Gender Responsive Urban Mobility Toolkit (2022); ITDP Women & Transport (2017)

Inclusive mobility – creating environments where women feel safe and can travel independently

Policy presence + user perception of safety

Physical Integration

National TOD Policy, MoHUA (2017); UMI Multimodal Integration resources (2016–18)

Seamless multimodal transfers – ensuring stations function as connected mobility hubs

% major transit stations with multimodal access planning

Commuter Responsive Planning

World Bank Urban Bus Toolkit; CMP Toolkit (2014)

Adaptive service planning – routing and scheduling adjusted to actual ridership and equity needs rather than fixed forecasts

Policy / process presence – route review mechanisms

145

Pillar III: Active Mobility (Walking & Cycling) This dimension assesses the extent to which cities support walking and cycling as primary modes for short-distance travel, recognising their critical role in improving accessibility, reducing emissions, and enhancing public health. Parameters focus on network continuity, inclusivity, and safety rather than isolated infrastructure provision.

The emphasis on universal access and personal security reflects the need to create environments usable by all user groups, including children, elderly persons, and women. Together, these parameters evaluate whether active mobility is treated as a systematic, network-level priority.

Table 2.6 Parameter Derivation Framework for Pillar III: Active Mobility (Walking and Cycling)

146

Parameter

Derived From

Conceptual Basis

Adopted Metric

Continuity & Connectivity of NMT Networks

ITDP Complete Streets Workbook (2016)

Network continuity – walking and cycling infrastructure must be uninterrupted to be usable, especially for commuting and school trips

% arterial corridors with continuous footpath / cycle lane ≥1 km

Universal Access

Harmonised Accessibility Guidelines, MoHUA (2021); World Bank Gender Toolkit (2022)

Inclusive design – streets must be usable by children, elderly, and differently abled persons

Programme existence / coverage of barrier-free infrastructure

Personal Security

World Bank Gender Responsive Urban Mobility Toolkit (2022)

Safety and comfort – lighting and active frontages are essential for women, children, and vulnerable groups to use streets at all hours

% streets with adequate lighting + eyes-on-street proxy

Goals And Targets

Pillar IV: Equity, Inclusion & Informal Systems This dimension recognises that urban mobility in Indian cities is deeply shaped by socio-economic disparities and the prevalence of informal systems. Parameters were selected to assess whether mobility systems are inclusive of low-income populations, informal settlements, and non-formal transport services such as intermediate public transport (IPT). The inclusion of street vending policy and universal accessibility reflects the need to balance mobility efficiency with livelihoods and equitable access to public space. These parameters evaluate whether cities are moving towards a mobility system that is socially inclusive and reflective of ground realities.

Table 2.7 Parameter Derivation Framework for Pillar IV: Equity, Inclusion and Informal Systems

Parameter

Derived From

Conceptual Basis

Adopted Metric

Low-Income Access

CMP Toolkit (2014); World Bank Accessibility & Inclusion (2015–22)

Spatial equity – ensuring informal settlements and low-income areas are not mobility-excluded

% informal settlements linked to public transport services

Alternative Mobility (IPT)

National TOD Policy (2017); UMI Multimodal Integration (2016–18)

First / last mile access – IPT fills the gap where formal PT does not penetrate

Availability – safe, affordable, app-accessible IPT services

Street Vendors & Informal Use Policy

Street Vendors Act (2014); National Policy on Urban Street Vendors (2009)

Livelihood inclusion – vending around transit hubs must be regulated to coexist with pedestrian and NMT flows

Policy presence / enforcement and designated vending zones

Accessibility for Differently Abled

Harmonised Accessibility Guidelines (2021); World Bank Toolkit (2022)

Universal mobility – fleet and stations must be compliant with accessibility standards

% compliant fleet and stations

147

Pillar V: Climate & Environmental Sustainability Across five parameters this dimension evaluates the extent to which urban mobility systems contribute to climate mitigation, air quality improvement, and environmental sustainability. Parameters focus on measurable transitions such as fleet electrification, renewable energy integration, and emission control, while capturing broader policy responses such as low-emission zones and congestion management. The inclusion of resilient infrastructure ensures that environmental sustainability encompasses not only mitigation but adaptation to climate risks such as flooding and extreme heat.

Parameters collectively reflect the dual objective of reducing environmental impact while ensuring system continuity.

Table 2.8 Parameter Derivation Framework for Pillar V: Climate and Environmental Sustainability

148

Parameter

Derived From

Conceptual Basis

Adopted Metric

Low-Emission Fleet Share

FAME II (2019); EV Charging Guidelines, MoP (2022)

Clean mobility transition – fleet electrification is the primary lever for transport-related air quality improvement

% fleet on low-emission technology (e-bus, CNG, hybrid)

Renewable Integration

CSCAF 2.0 (2020); EV Charging Guidelines (2022)

Energy sustainability – depots and stations powered by renewables reduce the life-cycle carbon of transit assets

% depots and stations powered by renewable energy

Air Quality Integration

NCAP (2019); WRI Low Emission Zones Toolkit (2021)

AQ improvement – mobility plans must explicitly target hotspot areas with clean mode priorities and vehicular restrictions

Policy / coverage – LEZ, pedestrianisation, vehicular restrictions

Emission Compliance & Congestion

NCAP (2019); WRI LEZ Toolkit (2021)

Emission compliance and traffic performance as joint indicators of fleet quality and network efficiency

BS-VI compliance (%) + peak V/C ratio on arterial corridors

Resilient Infrastructure

NDMA Urban Flooding Guidelines (2010); CSCAF 2.0 (2020)

Climate resilience – transport infrastructure must be designed / retrofitted to withstand flooding, heat, and storms

% corridors, depots, and terminals with climate-resilient design

Goals And Targets

Pillar VI: Parking & Travel Demand Management This dimension addresses the need to manage travel demand rather than continuously expand road capacity. Parameters were selected to evaluate whether cities are adopting policy instruments that discourage excessive private vehicle use and promote sustainable modes. Parking management is treated as a primary lever given its direct influence on travel behaviour. Broader vehicle restraint measures capture regulatory and fiscal interventions such as congestion pricing and lowemission zones. Together, these parameters assess whether cities are treating demand management as a core mobility strategy rather than an optional add-on.

Table 2.9 Parameter Derivation Framework for Pillar VI: Parking and Travel Demand Management

Parameter

Derived From

Conceptual Basis

Adopted Metric

Parking Policy

ITDP On-Street Parking Management Toolkit (2016); GIZ Parking Management for Small & Medium Towns (2023)

Demand management – parking supply and pricing directly shape private vehicle use decisions

Policy presence / demand-based pricing enforcement

Private Vehicle Restraint

ITDP Taming Traffic (2021); WRI India Low Emission Zones Toolkit (2021)

Behaviour change – fiscal and regulatory instruments must disincentivise car use alongside PT improvement

Policy presence / coverage – congestion pricing, LEZ, levies

149

Pillar VII: Governance, Financing & Monitoring This dimension evaluates the institutional and financial foundations required to deliver sustainable mobility systems across six dimensions. Parameters were selected to assess whether cities have the institutional structures, funding mechanisms, and monitoring systems necessary for effective planning and implementation. Given the fragmented governance landscape in Indian cities, particular emphasis is placed on the presence of coordinated authorities such as UMTAs or SPVs. The inclusion of financing tools and data systems reflects the importance of long-term financial sustainability and evidence-based decision-making.

Table 2.10 Parameter Derivation Framework for Pillar VII: Governance, Financing and Monitoring

150

Parameter

Derived From

Conceptual Basis

Adopted Metric

Institutional Framework (UMTA / SPV)

NUTP (2014); Metro Rail Policy (2017)

Coordination capacity – empowered, cross-agency authority is the prerequisite for integrated planning

Policy presence – statutory authority with financial autonomy

Funding & O&M Mechanisms

Value Capture Finance Policy (2017); NUTP (2014)

Financial sustainability – dedicated revenue streams ensure longterm operation without annual budget uncertainty

Finance mechanism presence – dedicated revenue streams

Land Value Capture / TOD Financing

TOD Policy (2017); Value Capture Finance Policy (2017)

Financing integration – land-based instruments recover mobility investment costs from development that transit enables

Finance mechanism presence – LVC instruments in use

Monitoring & Data

DMAF 2.0 (2020); SUMP Guidelines (2019)

Evidence-based planning – a mobility dashboard with KPIs enables adaptive management and performance accountability

Monitoring system and dashboard presence

Institutional & Stakeholder Coordination

SUMP Guidelines (2019)

Multi-agency coordination – regular forums with PT agencies, civic bodies, and civil society are necessary for integrated planning

Process / outcome – number of inter-institutional meetings per year

Capacity Building

SUMP Guidelines (2019)

Institutional capacity – staff competency in transport planning directly affects quality of plan preparation and implementation

Process / outcome – proportion of staff with transport planning competency

Goals And Targets

Pillar VIII: Road Safety This dimension treats road safety as a core outcome of urban mobility systems rather than a standalone sectoral issue. Parameters focus on measurable safety outcomes — fatalities and serious injuries — as well as proactive measures such as black spot treatment and school safety programmes. The inclusion of both outcome and intervention-based indicators ensures that cities are evaluated on their current safety performance as well as their efforts to improve it. This approach aligns with global Vision Zero frameworks while remaining grounded in Indian data availability and institutional practice.

Table 2.11 Parameter Derivation Framework for Pillar VIII: Road Safety

Parameter

Derived From

Conceptual Basis

Adopted Metric

Fatalities & Serious Injuries

Road Accidents in India, MoRTH (2023); IRC SP:88 (2010)

Safety outcomes – the ultimate measure of a city’s road safety performance is the rate of death and serious injury among road users

Annual fatalities per 100,000 population, disaggregated by mode

Black Spot Management

MoRTH Circular (2015 / 2019); IRC 131 (2022)

Risk reduction – targeted treatment of identified crash hotspots is the most cost-effective safety intervention

% identified black spots treated through infrastructure or enforcement

School & Child Safety

WRI India Safe Access to Schools (2016–21); World Bank Gender Toolkit (2022)

Child safety – school zones require dedicated measures because children are among the most vulnerable road users

% schools with Safe Access to School plans implemented

151

Pillar IX: Digital Integration This dimension captures the growing role of digital systems in enabling integrated, user-centric mobility services. Parameters were selected to evaluate not only the availability of digital infrastructure but its integration, governance, and adoption by users. This includes policy readiness for data sharing, platform integration through MaaS and NCMC, and the availability of open data systems such as GTFS. Digital Integration is elevated as a standalone dimension — rather than embedded within governance — to reflect the central role of ITS and MaaS platforms in India’s Smart Cities Mission context and the GIZ MaaS Readiness framework.

Table 2.12 Parameter Derivation Framework for Pillar IX: Digital Integration

152

Parameter

Derived From

Conceptual Basis

Adopted Metric

Policy & Regulatory Readiness

NDSAP (2012); NCMC Guidelines (2019–20)

Digital governance – enabling policies on open data, interoperability, and secure payments are prerequisites for MaaS and ITS at scale

Policy presence – open data mandates, interoperability frameworks, digital payment standards

Digital System Integration (MaaS)

GIZ MaaS Readiness Level for India (2021); NCMC (2019–20)

Platform integration – a unified MaaS platform aggregating modes for trip planning, booking, payment, and feedback

Platform existence and rate of adoption by users

Data Infrastructure & Availability

DMAF 2.0 (2020); NDSAP (2012)

Data availability – open, standardised datasets (GTFS, GTFS-RT, open APIs) are the foundation of third-party and MaaS platform access

% transport operators providing open, standardised data feeds

Digital Travel Behaviour

GIZ MaaS Readiness Level for India (2021); ITDP Transport4All (2023)

User adoption – digital infrastructure is only effective if users actively use it for trip planning and ticketing

% PT riders using digital tools (apps, smart cards) at least weekly

Goals And Targets

Framework Architecture: 9 Pillars, 40 Parameters The IMP Evaluation Framework comprises nine thematic pillars and forty parameters.

Each pillar captures a distinct system lever required to achieve sustainable mobility outcomes, collectively encompassing both physical and institutional dimensions of urban mobility. The table below provides a summary view; detailed parameter derivation is presented in Section 2.4.

Table 3.1 Framework Architecture: Distribution of Parameters Across the Nine IMP Pillars

Pillar

Thematic Dimension

Parameters

I

Climate-Resilient & Compact Urban Growth

6

II

Public & Shared Transport Systems

7

III

Active Mobility (Walking & Cycling)

3

IV

Equity, Inclusion & Informal Systems

4

V

Climate & Environmental Sustainability

5

VI

Parking & Travel Demand Management

2

VII

Governance, Financing & Monitoring

6

VIII

Road Safety

3

IX

Digital Integration

4

Parameter Coverage

The 40 parameters span infrastructure coverage, service performance, policy adoption, institutional mechanisms, financing arrangements, and digital maturity — ensuring that no critical system component is overlooked. Each parameter is assessed on a standardised 1–5 maturity scale documented in Section 4.

153

Scoring Methodology The IMP Evaluation Framework adopts a five-point maturity scale (1–5) to assess each parameter in a consistent and comparable manner across all dimensions.

The scoring system is designed to capture the progression from intent to fullscale implementation, recognising that cities may be at different stages of policy development, pilot implementation, and system-wide adoption.

Table 4.1 Five Point Maturity Scale for IMP Framework Assessment

Score

Stage

Description

1

No Intent

The parameter is absent from policy, planning documents, or implementation. There is no evidence of consideration in the city’s mobility framework.

2

Only Intent

The parameter is acknowledged in plans, policies, or strategies, but there is no evidence of implementation or operationalisation.

3

Progressing

Initial implementation has begun through pilots or limited interventions, typically covering ≤30% of the city or system.

Efforts are fragmented or not yet institutionalised.

4

Partly Achieved

The parameter is institutionalised and implemented across a significant portion of the city (~30–70% coverage), but gaps remain in consistency, quality, or system integration.

Achieved

The parameter is fully implemented and mainstreamed across the city (≥70% coverage or system-wide adoption), supported by robust institutional, operational, and monitoring mechanisms.

5

Calibration by Parameter Type While the scoring scale is standardised, assessment thresholds are calibrated to the type of metric used for each parameter: • Coverage-based parameters: Evaluated using percentage thresholds — population coverage, network extent, or fleet share. The score 3 / Progressing threshold corresponds to ≤30% coverage; score 5 / Achieved requires ≥70%.

• Policy-based parameters: Evaluated based on the existence, statutory integration, and enforcement of policies. Score 2 reflects a drafted or notified policy with no evidence of implementation; score 5 requires policy fully embedded in regulatory and planning systems.

• Performance-based parameters: Evaluated using benchmarks — headways, on-time performance, affordability ratios, or fatality rates — derived from Service Level Benchmarks, SUMP Guidelines, and sector-specific standards.

• Process-based parameters: Evaluated based on institutional mechanisms, frequency of stakeholder engagement, and evidence of decision-making structures. Score 5 requires regular, institutionalised forums with demonstrated outcomes.

154

Goals And Targets

Pillar Score Aggregation Each pillar score is calculated as the sum of its constituent parameter scores expressed as a proportion of the maximum possible score for that pillar. This produces a normalised pillar score (0–1) that enables cross-pillar comparison and radar chart visualisation: Pillar Score = Σ (Parameter Scores) / (Number of Parameters × 5) Pillar scores above 0.70 indicate broad achievement of that dimension’s objectives.

Scores between 0.40 and 0.70 indicate partial achievement. Scores below 0.40 signal significant system gaps requiring priority attention in the city’s Integrated Mobility Plan.

Evidence and Documentation Each score must be supported by evidence from secondary data sources. The ‘Comments / Notes of Evidence’ column in the framework spreadsheet captures the specific data source, document reference, or contextual note underpinning each score. Typical sources include: • Statutory plans — Development Plans, Master Plans, zoning regulations, notified mobility policies • Public transport authority records — service data, fleet registers, ridership, operational performance • GIS and spatial data — accessibility analysis, network coverage, land use patterns • Government reports — air quality data (CPCB / SPCB), accident records (MoRTH), disaster management plans • ITS and digital systems — GPS tracking data, GTFS feeds, ticketing systems, RTPI platforms • User surveys and studies — perception of safety, affordability assessment, gender-disaggregated travel data

Evidence Standard

Detailed scoring examples for each parameter — translating the generic 1–5 scale into context-specific thresholds and source references — are provided in the Scoring Examples sheet accompanying the IMP Evaluation Framework spreadsheet tool.

155

Key Innovations of the Framework The IMP Evaluation Framework departs from conventional transport planning approaches in five important respects, each of which directly addresses a documented gap in the current practice of urban mobility planning in Indian cities.

Table 5.1 Key Innovations of the IMP Evaluation Framework

156

Innovation

Description

Supply-Led Diagnostic Approach

Rather than forecasting future demand and sizing infrastructure accordingly, the framework diagnoses existing system performance and identifies where current supply falls short of equitable, sustainable service delivery. This enables faster and more targeted interventions without requiring years of primary data collection.

Mainstreaming of Climate and Air Quality Objectives

Air quality improvement and climate resilience are integrated as core planning objectives across multiple pillars, directly linking mobility interventions to NCAP targets, GHG reduction commitments, and climate adaptation requirements. This makes the framework uniquely suited to cities preparing Clean Air Action Plans alongside Comprehensive Mobility Plans.

Recognition of Informal Mobility Systems

The framework explicitly incorporates intermediate public transport (IPT), street vending, and informal sector workers as integral components of the mobility ecosystem rather than peripheral elements. This reflects the operational reality of Indian cities and ensures that planning responses are grounded in existing travel patterns.

Gender and Accessibility as Structural Requirements

Gender-sensitive design, safety measures, and accessibility for differently abled users are embedded across multiple pillars rather than treated as add-on considerations. This reflects the SUM-ACA project’s commitment to socially balanced mobility planning and aligns with GUMP’s equity objectives.

Scalable, Comparable Assessment

The standardised 1–5 scoring system enables comparison of mobility system maturity across cities and over time.

This supports evidence-based prioritisation, benchmarking against peer cities, and monitoring of progress towards national and GUMP targets.

Goals And Targets

References The IMP Evaluation Framework draws on the following primary policy, technical, and practitioner references: 1. MoHUA (2014) National Urban Transport Policy. Government of India.

2. MoUD (2012) Service Level Benchmarks for Urban Transport – Methodology & Manual. Government of India.

3. MoHUA (2014) Comprehensive Mobility Plan (CMP) Toolkit. Government of India.

4. MoHUA (2017) National TOD Policy. Government of India.

5. MoEFCC / CPCB (2019) National Clean Air Programme (NCAP). Government of India.

6. MoHUA (2021) Harmonised Guidelines and Standards for Universal Accessibility in India. Government of India.

7. MoHUA (2020) ClimateSmart Cities Assessment Framework 2.0. Government of India.

8. MoRTH (2018) AIS-140 Intelligent Transport Systems (Vehicle Tracking).

Government of India.

9. MoRTH (2023) Road Accidents in India. Government of India.

10. EU / Rupprecht Consult (2019) Guidelines for Developing and Implementing a Sustainable Urban Mobility Plan, 2nd Edition. ELTIS. 11. ITDP (2016) Complete Streets: Planning & Design Workbook. ITDP India.

12. ITDP (2017) Women and Transport in Indian Cities. ITDP India.

13. WRI India (2021) Creating Low-Emission Zones in Indian Cities. WRI India.

14. World Bank (2022) Toolkit for Enabling Gender Responsive Urban Mobility and Public Spaces in India. World Bank.

15. GIZ (2021) MaaS Readiness Level for India (MRLI). Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH. 16. GIZ (2023) On-Street Parking Management for Small and Medium Towns. GIZ GmbH. 17. NDMA (2010) National Guidelines on Urban Flooding. National Disaster Management Authority.

18. MoHUA (2017) Metro Rail Policy. Government of India.

19. MoUD (2017) Value Capture Finance Policy Framework. Government of India.

20. Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act (2014). Government of India.

21. MoRTH Circular: Protocol for Black Spot Identification and Rectification (2015 / 2019). Government of India.

22. IRC 131 (2022) Guidelines for Identifying and Treating Blackspots. Indian Roads Congress.

23. WRI India (2016–2021) Safe Access to Schools. WRI India.

24. NPCI (2019–2020) National Common Mobility Card (NCMC) Specifications.

National Payments Corporation of India.

157

6 References The IMP Evaluation Framework draws on the following primary policy, technical, and practitioner references: 1. MoHUA (2014) National Urban Transport Policy. Government of India.

2. MoUD (2012) Service Level Benchmarks for Urban Transport – Methodology & Manual. Government of India.

3. MoHUA (2014) Comprehensive Mobility Plan (CMP) Toolkit. Government of India.

4. MoHUA (2017) National TOD Policy. Government of India.

5. MoEFCC / CPCB (2019) National Clean Air Programme (NCAP). Government of India.

6. MoHUA (2021) Harmonised Guidelines and Standards for Universal Accessibility in India. Government of India.

7. MoHUA (2020) ClimateSmart Cities Assessment Framework 2.0. Government of India.

8. MoRTH (2018) AIS-140 Intelligent Transport Systems (Vehicle Tracking).

Government of India.

9. MoRTH (2023) Road Accidents in India. Government of India.

10. EU / Rupprecht Consult (2019) Guidelines for Developing and Implementing a Sustainable Urban Mobility Plan, 2nd Edition. ELTIS. 11. ITDP (2016) Complete Streets: Planning & Design Workbook. ITDP India.

12. ITDP (2017) Women and Transport in Indian Cities. ITDP India.

13. WRI India (2021) Creating Low-Emission Zones in Indian Cities. WRI India.

14. World Bank (2022) Toolkit for Enabling Gender Responsive Urban Mobility and Public Spaces in India. World Bank.

15. GIZ (2021) MaaS Readiness Level for India (MRLI). Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH. 16. GIZ (2023) On-Street Parking Management for Small and Medium Towns. GIZ GmbH. 17. NDMA (2010) National Guidelines on Urban Flooding. National Disaster Management Authority.

18. MoHUA (2017) Metro Rail Policy. Government of India.

19. MoUD (2017) Value Capture Finance Policy Framework. Government of India.

20. Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act (2014). Government of India.

21. MoRTH Circular: Protocol for Black Spot Identification and Rectification (2015 / 2019). Government of India.

22. IRC 131 (2022) Guidelines for Identifying and Treating Blackspots. Indian Roads Congress.

23. WRI India (2016–2021) Safe Access to Schools. WRI India.

24. NPCI (2019–2020) National Common Mobility Card (NCMC) Specifications.

National Payments Corporation of India.

158

159

160

ABOUT SUM-ACA Sustainable Urban Mobility - Air quality, Climate Action, Accessibility (SUM-ACA) is a project jointly implemented by Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH and the Ministry of Housing and Urban Affairs (MoHUA), Government of India, commissioned by the German Federal Ministry for Economic Cooperation and Development (BMZ). The project objective is to enable national, state and municipal institutions to promote climate and environmentally friendly, low emission and socially balanced urban mobility systems. The project is part of the Green Urban Mobility Partnership between Germany and India.

Deutsche Gesellschaft für Internationale Zusammenarbeit GmbH A-2/18, Safdarjung Enclave New Delhi, 110029, India T: + 91 11 49495353 E: info@giz.de W: www.giz.de/India

161

162