Exploring the profound impact of active mobility, this article delves into how enhancing walkability and cycling can significantly reduce transport sector emissions. Amidst rapid urbanisation, creating pedestrian-friendly cities emerges as a sustainable solution, complementing the shift towards electric vehicles and challenging the automobile’s dominance in urban development.
My doctor recently prescribed walking in the morning sunlight for my Vitamin D deficiency. It’s a similar story for many living a sedentary lifestyle in cities. Walking doesn’t just have health benefits for people, but for the planet as well. Walking is the original green transport, causing zero emissions. But considering the sheer volume of emissions from the transport sector (the second-highest producer of GHG gases), is it even possible to reduce a sizeable chunk of emissions by improving active mobility (walking and cycling)?
Non-motorised transport
The transport sector contributes 21 per cent to the total Greenhouse Gas (GHG) emissions, with road transport accounting for threequarters of these emissions. The electrification of vehicles is being promoted by governments all over the world as a one-stop solution to reduce transport emissions. But the data tells us that it is not enough. According to the International Energy Agency, even after decreasing carbon emissions by 75 per cent, transport would still account for the greatest portion of energy-related emissions in 2070 due to emissions from its subsectors. Decarbonising the transport sector is a formidable task that requires work across multiple sectors simultaneously. Improving the active mobility of cities would have to be accompanied by a reduced reliance on motorised transport in order for it to be successful.
Walking, although the oldest and most sustainable form of transport, cannot keep up with the pace of the city. You would think that in big cities, walking isn’t feasible or that distances are simply too far to walk. But the 2011 Census data suggests that those walking to work formed the largest proportion in the biggest cities, followed by those in small cities. The walkers to work are the smallest in proportion in medium-sized cities, as presumably two-wheelers offer the needed mobility over short distances there. It has also been reported that roughly less than half (44%) of intraurban travellers in Mumbai commuted on foot. This data also suggests that walking is to be seen as complementary to cars and buses.
Urban design for walkability
The 2011 Census provides interesting data with respect to walkability. Half of all journeys are walked or cycled, one-fifth use some type of public transportation—IPT, bus, or train, a quarter use MTW, and 5 per cent use cars. More than 60 per cent of all journeys are shorter than 5 km, and less than one-third are longer than 10 km. In western settings, 86 per cent of work trips in the US, 64 per cent in the UK, and 62 per cent in the Netherlands were conducted in vehicles. Developing countries have an edge over the western nations here. And yet the infrastructure for walking is the last one on our priority.
There are many reasons for the marginalisation of walking. Safety of the roads, absence of dedicated walkways, lack of shade, etc. Amit Bhatt, India Managing Director, International Council of Clean Transportation, Has 20 years of Experience in the Field. According to Him, “One of the Biggest challenges Is street design; our Streets are designed Like highways. You should have Continuous and Uninterrupted Space to walk. Creating elements that make people feel safe while Walking. Street design, land-use planning, activity, And vibrancy are the top three aspects to be Taken care of.”
Most of the cities are designed for cars. Road safety is one of the main reasons people don’t walk. Large cities like Kolkata, New Delhi, and Bengaluru have pedestrian death rates above 40 per cent, which is far higher than the 13 per cent average for all of India (Clean Air Asia Initiative Centre 2013).
Economic and social advantages
Local green initiatives, like safe routes to school and car-free days, thrive globally. Times Square’s car ban initially raised concerns among traders, but only 15 per cent reported negative impacts on business within a year. Pedestrian traffic surged by 6 per cent in the first year, with an 11 per cent increase in foot traffic. Similarly, Guangzhou, China boasts high pedestrian rates, notably with sixty miles of greenways linking tourism spots. Madrid addresses heat with pedestrian-friendly water fountains. These success stories underscore the global momentum towards pedestrianfriendly urban spaces, showcasing economic and environmental benefits while enhancing public life. Copenhagen, famed for its walkability, exemplifies urban development intertwined with sustainable transportation planning. Emphasizing green transit, the city integrates mixed land use along rail lines, promotes bicycling through infrastructure investment and supportive regulations, and fosters a pedestrian-friendly environment in traditional neighborhoods. These initiatives, bolstered by a burgeoning ‘bicycle culture,’ have transformed Copenhagen into an ecological metropolis.
The push for pedestrian-friendly and bikefriendly cities requires significant urban redesign. Expanding sidewalks, creating bike lanes, and developing green spaces are vital steps that demand both vision and capital.
Maximum number of daily commuters are those who walk, followed by cyclists, then two-wheelers and then car owners. Public transport is the least preferred mode of transport for people in India.