The world’s best pedestrian-friendly countries have one thing in common. They don’t simply build footpaths. They build complete walking networks. That is where India continues to struggle.
Ironically, the problem isn’t a lack of knowledge. India already has detailed guidelines that explain exactly what a good footpath should look like. The Indian Roads Congress (IRC:103-2022) recommends that pedestrian infrastructure should focus on safety, security, continuity, comfort and liveability. It also covers everything from tactile paving and crossings to street furniture, landscaping, bus stops and facilities for persons with disabilities.
The challenge begins after the guidelines are written.
Good plans, poor execution
Walk through any Indian city and the problem becomes obvious.
Many roads technically have footpaths, but they are rarely usable from start to finish. Motorcycles occupy walking space, shop extensions spill onto pavements, utility poles stand in the middle, drainage covers remain broken and construction material blocks the route. In several places, the pavement suddenly ends, forcing pedestrians onto busy roads without a safe crossing.
This is why experts say India’s footpath problem is not about engineering alone—it is about maintenance, enforcement and governance.
Recent reports from Ahmedabad highlight these challenges, with footpaths affected by missing paving blocks, encroachments, parked vehicles, poorly positioned trees and abrupt endings. These issues show that even well-built infrastructure can fail if it is not protected after construction.
Mumbai offers another important example. The city has begun investing heavily in upgrading footpaths with ramps, tactile surfaces, improved signage and universal design features under its “Pedestrian First” approach. While these developments are encouraging, the real measure of success will be whether these footpaths remain accessible years after they are built.
A footpath is more than a place to walk
Countries like the Netherlands and Singapore have shown that successful pedestrian infrastructure is connected with public transport.
A person walks because they want to reach somewhere—not simply because they enjoy walking.
This is where India can make a significant difference. Every Metro station, railway station and bus stop should be connected through continuous, obstruction-free pedestrian routes. Safe crossings should become as important as the pavement itself because even the best footpath becomes useless if crossing the road at the end is dangerous.
Another area where India needs improvement is climate-responsive design.
Unlike many European countries, Indian cities experience extreme summer temperatures and heavy monsoon rains. Shade from trees, covered walkways, proper drainage, seating areas and drinking water facilities can make walking far more comfortable, especially for senior citizens and children.
Walking should be safe for everyone
The success of a footpath should not be judged by whether a healthy adult can use it.
It should be judged by whether everyone can.
That includes elderly citizens, wheelchair users, parents pushing prams, children walking to school and people with visual impairments.
Tactile paving, dropped kerbs, ramps and accessible crossings are important, but they only work when the entire pedestrian route remains continuous. A tactile path leading into a parked motorcycle or a broken pavement defeats its purpose.
Experts also argue that cities should stop depending entirely on foot overbridges. While useful in certain locations, forcing pedestrians—especially senior citizens—to climb long flights of stairs simply to keep vehicles moving places convenience above safety. Well-designed surface crossings with proper traffic management are often a more pedestrian-friendly solution.
The future belongs to people-first cities
The world’s leading cities have changed the way they think about roads.
Instead of asking how many vehicle lanes can fit, they first ask how people will move safely.
That simple shift in thinking has transformed cities across the Netherlands, Singapore, Japan, Denmark and Switzerland.
India does not need to copy another country’s pavements or street furniture. It needs to adopt the same philosophy—treat walking as an essential mode of transport rather than the leftover space beside a road.
A good footpath benefits everyone, regardless of age or income. It connects people to schools, workplaces, hospitals, markets and public transport while making cities healthier, safer and more inclusive.
Perhaps the simplest way to judge any city is to ask one question:
Can a child, an elderly person and a wheelchair user walk the same route safely and comfortably?
If the answer is yes, the city has built more than a footpath.
It has built a city that truly puts people first.
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