Himalayan towns need alternative mobility solutions

The current transportation hierarchy often favours motorised vehicles over pedestrians, cyclists, and public transit, which reflects and reinforces social inequities. This must change

The Indian Himalayan region has experienced significant urban growth in recent years. Between 2011 and 2021, urban populations grew by over 40 per cent and currently, about 30 per cent of the region’s 50 million inhabitants live in urban areas. This rapid urbanisation brings mounting challenges, particularly concerning mobility needs. A recent experience illustrates this issue.

A few days ago, travelling from Shimla to Chandigarh by taxi took 5:45 hours, thanks to the long traffic jams and incremental increase in motorised transport. Not long ago, senior bureaucrat Amandeep Garg, Shailender (a friend), and we authors completed the same route on bicycle in 5:15 hours.

This raises questions about the effectiveness of current infrastructure developments in the Himalayan states. Both the chief minister and the PWD minister of Himachal Pradesh have competed to secure large investments for road widening and four-lane conversions. However, it remains to be seen whether these initiatives genuinely improve mobility or merely increase the volume of motorised traffic. Additionally, the sustainability of such infrastructure, both ecologically and from a mobility standpoint, needs careful consideration.

The two main highways — Chandigarh to Shimla and Chandigarh to Manali — remain unstable. Recently, the NHAI faced penalties for dumping waste into the Beas River.  The Chandigarh-Solan stretch is being reworked, with a new project report focused on curve reduction. This prompts the question: What direction is mobility in the mountains taking? Is expanding four-lane roads sustainable for the region, and does it genuinely improve travel times? A more strategic approach to infrastructure that accounts for ecological and traffic conditions may be more beneficial.

Exploring sustainable solutions

The concept of ‘fast mobility’ warrants scrutiny. We must ask ourselves: Do we aim for auto mobility or human mobility? Often, these are considered synonymous, but they are not. Prioritising mobility for people can encompass both motorised and non-motorised means, including efficient public transportation.

Leadership can drive change

Change must begin with everyone, especially those in leadership positions — chief ministers, governors, chief secretaries, chief justices, and bureaucrats. Here are two potential steps forward:

One: Designate a ‘No Private Vehicle Day’: For example, in Shimla or other hill towns, a ‘no private vehicle day’ could be implemented every Wednesday. On that day, everyone, including top officials, would forgo private vehicles, relying instead on walking or public transportation. Shimla already sees around 50% of people walking to work; this initiative could further encourage the trend. Let’s try it for a few weeks and observe the results.

Two: Restrict Private Vehicles During Peak Hours: During peak traffic periods, such as 9-10:30 am and 4:30-6 pm, private vehicles could be restricted. Commuters would either walk or use public transport, while bureaucrats, many of whom travel from the Kusumpti area in Shimla, could share pooled transport. Those who prefer private vehicles could commute outside of peak times, improving both traffic flow and efficiency.

Just imagine the difference it would make. We have already seen the difference of no motorised transport in the Sanjaulli, and Solan regions during morning and evening hours, and how that has helped the people in the locality. The no-traffic zone around Mall Road and Ridge provides a glimpse into how limited vehicle access (only public utility vehicles) can create more pleasant and sustainable urban spaces.

Just in case someone still wants to use a private car during those peak hours, well, then they should pay, say, Rs 500 or more, as congestion tax to the city government or the traffic police, most of whom work under precarious conditions.

Social hierarchies on roads

The current transportation hierarchy often favours motorised vehicles over pedestrians, cyclists, and public transit, which reflects and reinforces social inequities. This auto-dominated model leads to congestion, worsens air quality, and exacerbates urban heat issues. For those without private vehicles, this system limits accessibility and increases dependency on fossil fuels, further driving environmental and climate challenges.

As urban populations continue to grow, reliance on motorised transport becomes increasingly unsustainable. A shift toward an inclusive, multimodal system that prioritises walking, cycling, and public transit can address congestion, promote equitable access, and foster healthier communities. Sustainable transport solutions reduce environmental impacts, build resilience, and support a more balanced urban future.

Reflecting on our past cycle trips to Chandigarh, such journeys have become nearly impossible due to increased motorised traffic, and diminished consideration for cyclists. Embracing alternative mobility options and revisiting infrastructure priorities will be crucial for creating a sustainable, people-centric approach to transportation in Himalayan towns.

(Tikender Singh Panwar is former deputy mayor of Shimla, and member of the Kerala Urban Commission. Raja Awasthi a Delhi-based senior journalist.)

Disclaimer: The views expressed above are the author's own. They do not necessarily reflect the views of DH.