The Supreme Court’s right-to-walk judgment should change how Indian cities build roads

The Supreme Court of India recently issued a landmark ruling recognizing the "right to walk" as an integral part of the fundamental right to life under Article 21 of the Constitution. This decision, made on June 19, signals a significant shift in how urban planning and infrastructure development are approached in Indian cities. The ruling emphasizes that safe and accessible pedestrian pathways are essential components of a livable urban environment.

The court's judgment highlights the growing importance of walking as a primary mode of transportation in Indian cities. According to the Institute for Transportation and Development Policy India, walking accounts for approximately one-quarter to one-third of all trips within urban areas. Despite its prevalence, pedestrian infrastructure has historically received minimal attention in both planning and public investment. Urban development efforts have largely focused on constructing highways, flyovers, expressways, and metro corridors, with less emphasis placed on the design and upkeep of pavements, crossings, bus stops, and other elements that constitute daily urban life.

The distinction between roads and streets is crucial. Roads are primarily designed to facilitate vehicular movement, whereas streets encompass the full spectrum of public spaces that support daily activities such as commuting, shopping, and socializing. Streets also play a vital role in accommodating public transport, utilities, drainage, vending, and greenery. However, these multifunctional spaces are often neglected in planning processes, leading to fragmented and inadequate infrastructure.

In Delhi, for instance, residents have long faced challenges due to poor urban planning. Metro construction has left certain areas with exposed construction materials and accumulated dust, making walking uncomfortable and unsafe. Pavements, when present, are frequently obstructed by electric poles, transformers, utility trenches, or encroachments. These issues reflect a broader governance challenge, as responsibility for maintaining and managing streets is distributed among multiple agencies, each focusing on specific components rather than the overall system.

The lack of coordinated planning results in a disjointed approach to urban development. Road projects are often conceived with a focus on the carriageway, leaving pedestrian infrastructure to be addressed later, if at all. This leads to roads being constructed without adequate pavements, shade, drainage, accessible crossings, or organized space for utilities, parking, and vending. The consequence is a patchwork of incomplete and often hazardous environments for pedestrians.

The Supreme Court's ruling underscores the need for a paradigm shift in urban planning. Instead of merely building more roads, the focus must now be on creating "complete streets" that integrate all necessary elements into a cohesive public infrastructure. This includes designing streets that are safe, accessible, and conducive to the diverse needs of all users, including pedestrians, cyclists, and public transport passengers.

In response to the ruling, some cities have already begun taking steps to improve pedestrian conditions. In Bengaluru, for example, a recent initiative known as the "Safe Footpath" drive has cleared over 61 kilometers of encroached space, aiming to restore and enhance existing footpaths. Such efforts highlight the potential for positive change if local governments align their policies with the principles outlined in the Supreme Court's judgment.

Looking ahead, the implementation of the court's directive will require sustained commitment from municipal authorities, urban planners, and various stakeholders. Effective collaboration among different agencies will be essential to ensure that streets are planned, maintained, and managed as integrated systems. Only then can Indian cities truly fulfill the promise of providing safe and inclusive environments for all citizens.