Hyderabad’s Footpath Dilemma: A Walk for Rights and Safety

Exiting from a Metro station in Hyderabad, a seemingly routine one-kilometre stroll quickly transforms into a challenge. Within moments, walkways are obstructed by an array of parked SUVs and uneven pavement forces pedestrians to tread carefully. Along the route, poles, cable wires, signboards, and construction materials further complicate the journey. As a result, walkers are often forced to choose between navigating the chaos or stepping onto busy streets.

This inconvenient stretch between the Jubilee Hills Checkpost Metro Station and the entrance of KBR National Park exemplifies a larger issue where a simple walk morphs into a balancing act. Regular interruptions by metro structures, overhead utilities, commercial encroachments, and debris often render the footpath nearly unusable. Near the junction, a tangled mess of poles, cables, and scaffolding allows very little space for passage. Barricades, food trucks, public toilets, and overhanging trees only exacerbate the problem, while interruptions in the pathway culminate near the park entrance where sites for a new flyover, aimed at alleviating traffic congestion, further reduce pedestrian space.

Supreme Court Recognition of Walking Rights

This scenario is particularly disheartening in light of the Supreme Court’s recent ruling, which recognizes the ‘Right to Walk’ as a fundamental right. The apex court affirmed that the freedom to walk on designated and well-maintained footpaths takes precedence over the movement of vehicles. Justice P.S. Narasimha emphasized that walking without fear of hazards is among the most basic of human rights and is fundamentally linked to life itself.

The court has recommended several policy measures, including the creation of a regulatory body equipped with a legal framework to safeguard pedestrian rights. For the Telangana government to honor this judgment, a reevaluation of urban mobility priorities may be essential, particularly in prioritizing pedestrian infrastructure in road development planning.

Current Urban Infrastructure Challenges

Currently, pedestrian facilities and footpaths are glaringly absent from the city’s key infrastructure projects. Many roads, including those surrounding Hyderabad’s legislative and administrative centers, lack basic pedestrian amenities, risking the lives of numerous individuals daily. An example can be seen in the route from Lakdikapul Metro Station to Aranya Bhavan in Saifabad, where pedestrians must navigate a cramped, unpleasant space sandwiched between heavy traffic and the elevated grounds of Ravindra Bharathi, the State’s cultural hub.

Across the junction, the footpath adjacent to the Assembly remains obstructed under the guise of VVIP security, while a well-known restaurant has effectively converted a sidewalk into a parking area for two-wheelers. Citizen-activist Natasha Ramarathnam expressed her frustration, stating, “I walk well over two kilometres daily, and less than 20% of that distance has usable footpaths. Much of Hyderabad’s roads lack anything resembling a footpath.”

Footpaths: An Overarching Shortfall

Problematically, this issue extends beyond specific sections of the city. Within what was once the Greater Hyderabad Municipal Corporation (GHMC) area, more than **800** kilometers of four-lane roads were expected to include pedestrian walkways. Despite a requirement for around **1,600** kilometers of footpaths, only about **430** kilometers were operational, many of which are too narrow or encroached to be functional. An initiative was launched in **2019** to develop footpaths along major roads, but the outcomes were disappointing.

Since then, Hyderabad has expanded to include the Outer Ring Road (ORR), and the civic body has been divided into three. Currently, the city has **886 km** of four-lane roads, **242 km** of six-lane roads, and **65 km** of eight-lane roads, all of which necessitate well-designed pedestrian infrastructure.

Expert Perspectives on Urban Mobility

Prashanth Bachu, an urban transport specialist, counters the notion that there isn’t enough space in Hyderabad for improving pedestrian infrastructure. He points out that wider walkways and enhanced public transport could actually alleviate traffic issues rather than exacerbate them. “We have such wide roads that we can land aeroplanes on them,” he remarks. The increased width allows for more traffic, creating congestion. “Constraining road space actually encourages greater public transport use, which in turn drives demand for better service.”

Bachu suggests that measures like closed junctions for U-turns and barricading medians have complicated crossings, suggesting instead that carriageways should be narrowed to two lanes per direction, coupled with wider medians for safety. He expresses concern that much of the current infrastructure has been developed based on flawed projections and often flouts established guidelines.

A Hopeful Model: Bengaluru’s Tender SURE Initiative

An alternative approach has been adopted in Bengaluru’s Tender SURE initiative, which developed street design guidelines in **2011**. The initiative implemented several pilot projects between **2014** and **2017**, featuring organized spaces for walking, cycling, vending, public areas, and utility corridors. This model has proven effective and has been adapted for further road projects under the Smart Cities Mission by the Centre.

In contrast, pedestrian infrastructure in Telangana largely remains overlooked in urban layout regulations. The TS-bPASS Act of **2020** mentions footpaths solely in relation to underground utility ducts without explicitly mandating them for pedestrian safety.

Future Measures for Pedestrian Rights

Enforcement of pedestrian rights is generally limited to periodic efforts by the Traffic Police and GHMC to clear encroachments. Officials indicate that changes could be on the horizon with the proposed CURE Act, which includes provisions for urban local bodies to establish and maintain paths, pedestrian crossings, and additional amenities. This act also anticipates designated corridors for pedestrians and non-motorized transport, along with inclusive alternatives as per the Persons with Disabilities Act, **2016**.