Nagpur’s ₹147.2 Cr Pedestrian Plan Risks Repeat of Past Infrastructure Failures

thenewsdirt
May 28
6 min read

Nagpur’s municipal authorities have announced a ₹147.2 crore project to improve pedestrian infrastructure under the city’s Comprehensive Mobility Plan (CMP).

The initiative includes 156 kilometres of new footpaths, 32 at-grade crossings, and 17 grade-separated facilities like subways and foot overbridges. Officials claim this will enhance pedestrian safety and promote greater use of public transport.

The plan arrives at a time when Vidarbha’s urban spaces are under pressure to modernise transport networks without repeating earlier mistakes. However, the city’s history with such projects has not always led to lasting outcomes.

Over the last decade, several pedestrian-oriented efforts in Nagpur have fallen short. Earlier attempts to develop walkable streets, foot overbridges, and subways revealed significant issues in planning, execution, and public acceptance. The new plan faces similar risks if implementation follows the same patterns.

Past Issues with Footpath Development

Multiple footpath development projects have encountered difficulties in Nagpur. In 2020, the Dharampeth footpath upgrade came under scrutiny after the Nagpur Municipal Corporation (NMC) issued show-cause notices to contractors and consultants.

The project, which used paver blocks, was found to be substandard, with activists pointing out premature installations and poor material choices. Inspections revealed that the curing period for concrete had been ignored, leading to rapid wear and surface damage.

Another example emerged from the so-called "walkable street" project along Central Bazaar Road, stretching from VNIT–Bajaj Nagar to Kachipura. Initiated to provide an uninterrupted pedestrian experience, this project faced delays and quality complaints.

Contractors failed to meet multiple deadlines, and the NMC imposed penalties of ₹25,000 per day. Local reports documented how cobblestones began dislodging shortly after completion. Despite investment, the area quickly reverted to its earlier state with vendors occupying footpaths, limiting usability.

Encroachment has remained a consistent obstacle. In both projects, there was little follow-up enforcement. The Central Bazaar footpath, in particular, lost pedestrian utility as hawkers returned to reclaim space.

Although designated as a “model street,” it struggled to maintain clear pathways, despite having dedicated lanes, signboards, and bollards. This highlighted the broader problem of footpaths being viewed as temporary interventions rather than permanent civic amenities.

Underused Infrastructure and Poor Design

Grade-separated pedestrian infrastructure has also had limited success. A foot overbridge constructed at Law College Square attracted criticism shortly after opening. It was built under a Build-Operate-Transfer model that also included advertising rights. However, usage remained low. Locals described the footbridge as ill-placed and physically demanding, especially for senior citizens.

With 30 to 35 steep steps, the structure deterred users who preferred ground-level crossings despite the risks. The location had little natural footfall, which raised questions about whether the structure was necessary in the first place.

Several pedestrian subways constructed near major intersections have been similarly underutilised.

While these facilities were promoted as safe alternatives to street-level crossings, poor lighting, limited access for people with disabilities, and maintenance neglect led to poor public reception. In some cases, these spaces became informal shelters or unused corridors, offering neither safety nor convenience.

Another issue emerged with the Butibori Flyover on the Nagpur–Wardha Highway. Designed to ease traffic flow, it was constructed without pedestrian footpaths. The omission drew public attention when cracks appeared in the structure, prompting a review.

The National Highways Authority of India later decided to retrofit narrow 1.5-metre sidewalks. Engineers acknowledged that the absence of footpaths not only endangered pedestrians but also compromised the flyover’s stability due to load imbalances.

Delays, Coordination Gaps, and Financial Disputes

A common pattern across past infrastructure projects has been extended delays, unclear responsibilities, and insufficient oversight.

The Pardi flyover and rail underpass project, with a sanctioned cost of ₹665 crore, was flagged multiple times over incomplete work and safety hazards. Launched in 2014, it remained unfinished over a decade later.

The underpass area continues to face issues with drainage and pipeline leakages, keeping it unusable. In this case, disputes between departments about pipeline ownership contributed to delays. The Public Works Department, NMC, and rail authorities failed to coordinate adjustments and relocations effectively.

The Manish Nagar underpass, connecting to Somalwada–Besa Road, also faced delays despite being structurally ready.

Residents grew frustrated as permissions and approvals lagged. Some citizens attempted to open the underpass informally due to inaction. This highlighted the lack of synchronisation between project construction and operational planning.

In the case of the Central Bazaar walkable street, despite being a short stretch, the project required multiple extensions. The contractor was penalised, but the problems extended beyond timelines.

Reports noted that the implementation lacked adequate community consultation, leading to design choices that didn’t match pedestrian behaviour or local needs.

Budgetary inefficiencies have been visible in several projects. While funds were sanctioned and spent, questions were often raised about the quality delivered. The foot overbridge network, especially those constructed near Koradi Road, came under scrutiny for being overbuilt relative to demand.

These structures were funded through public money but saw limited use. Activists and residents challenged the decision-making process, citing a mismatch between actual pedestrian patterns and proposed infrastructure locations.

Public transport remains another factor that affects pedestrian usage. Nagpur’s CMP acknowledges that the city currently has only 436 Aapli buses in service.

The estimated requirement, according to the plan, is over 2,068. This gap affects last-mile connectivity and pedestrian reliance on formal transit. When feeder services are unavailable or irregular, people opt for private vehicles, reducing the effectiveness of pedestrian routes that feed into public transport systems.

Attempts to expand this network are ongoing. The city has floated tenders for 300 additional buses under MahaMetro, specifically aimed at improving last-mile reach.

However, the timeline for these changes remains uncertain. In the absence of a robust public transport base, pedestrian infrastructure alone may not lead to significant behaviour change. Without reliable transit access, even well-designed footpaths and crossings could go underused.

CMP Provisions and Recurring Risks

The new ₹147.2 crore pedestrian project is positioned as a large-scale improvement. Of the total outlay, ₹131 crore is earmarked for footpaths. These will be constructed with a width of 1.8 metres and are expected to be free from encroachments.

The remaining budget will fund 32 at-grade crossings and 17 grade-separated pedestrian facilities, including foot overbridges and subways equipped with lifts and drainage. The project is being framed as part of a broader CMP developed by MahaMetro and RITES.

Despite the scale, many of the identified risks from earlier efforts remain relevant. For instance, enforcement mechanisms for keeping walkways free of vendors have been limited in the past.

Promises of clear sidewalks were made during the Central Bazaar project but failed in practice. Maintenance planning, including regular audits and prompt repairs, has not been detailed in the new plan. Without dedicated budgets and protocols, long-term quality remains uncertain.

The grade-separated facilities under the CMP also raise concerns. While lifts and drainage systems are planned, user adoption will depend on accessibility and design. If stairs remain steep or crossings are placed without considering footfall, the structures may not achieve their intended purpose.

Previous experiences with underused foot overbridges show that design without usability often leads to abandonment.

Another area that may affect the new plan is inter-departmental coordination. Infrastructure projects in Nagpur have frequently been delayed due to unclear jurisdiction and shifting responsibilities.

Drainage pipes, electric poles, and road alignments have caused disruptions in earlier efforts. If such elements are not addressed before construction, the CMP could encounter similar delays.

The ₹147.2 crore investment into Nagpur’s pedestrian infrastructure marks a significant commitment on paper. However, its execution will have to overcome several persistent challenges seen in past projects.

These include construction quality, design utility, public acceptance, and institutional coordination. The city’s previous efforts have shown that infrastructure alone does not ensure long-term success.

Unless these issues are acknowledged during planning and execution, Nagpur may continue to face the same setbacks that have affected pedestrian development for years.