In 1954, more than 57% of people living in cities in India used to commute on bicycles, according to data published by The Energy and Research Institute. Two decades ago, one-third of the commuting in 80 Indian cities was by bicycle. Today, less than 6%-8% of people use cycles to commute in urban areas.
Despite being the most environment-friendly mode of transportation, cycles have gradually disappeared, as motorised transport has taken their place. Of course, our cities have changed radically in the decades since: public transport is more widely available and accessible, and cities have expanded dramatically in the last two decades, making cycling to work less viable.
But there are still a great number of benefits to promoting cycling. A recent report by the not-for-profit policy research organisation TERI has some ideas about how to do this.
Better infrastructure in urban areas
TERI says that people in cities are keen on riding bicycles to school and office, but are apprehensive because of the lack of cycling corridors and the increasing number of road accidents. The report suggests providing cycle tracks on all new and existing arterial and sub-arterial roads. It recommends that road design and city mobility networks include cycle tracks as a key element.
City-wide cycle-sharing schemes
The Ministry of Urban Development could provide incentives to state and city governments to introduce and promote cycle-sharing systems. Linking the provision of bicycle-sharing systems to funding schemes or programmes like the Jawaharlal Nehru National Urban Renewal Mission could be effective.
Awareness programmes will be important once the infrastructure of Indian cities is made more bicycle-friendly. Campaigns can then be introduced to educate people on the goods of cycling: its health, environmental and mobility benefits.
Cycles helping women literacy in rural areas
Cycles have played a vital role in enhancing social development of low-income communities.
In Bihar, the free cycle distribution scheme to girls by the state government in 2007 led to an increase of 5% in female enrollment in secondary schools. It also reduced the gender gap in enrollment by 25%. In Chhattisgarh, the enrollment of girl students in secondary schools doubled over a period of five years due to the Saraswati Bicycle Supply Scheme for girls.
Such schemes could be implemented by every state, and not just for women.
Waive taxes on cycles
One reason more than 50% rural households in India don’t own cycles is because they do not have the financial resources. TERI-led focus group discussions in five villages in Uttar Pradesh and Bihar and a survey of 1,200 cyclists in six cities – Meerut, Jhansi, Jaipur, Surat, Bangalore and Delhi – and found that low-income households find it extremely difficult to buy a cycle.
The government should consider waiving taxes on cycles that cost less than Rs 5,000 to promote cycle-ownership in the country, the study recommended.
Taxes, including excise duty, central sales tax and value-added tax constitute 12% of the total price of a cycle and are passed on to the consumer.
While the report estimates that exemption of taxes will cost the central and state government Rs 260 crore, this is a relative pittance when compared to the subsidies given to users of motor vehicles, such as the fuel subsidy. In 2012–'13, the Government of India shelled out nearly Rs 92,000 crore as its petroleum subsidy.
Easy finance schemes
Loans for cycles are not currently dispersed under the priority sector lending scheme, on account of the small ticket price of the loan and the failure to recognise cycles as productive assets for low income households.
Cycles are an income-generating asset for many low-income individuals in cities, towns and villages. It is used to transport farm products from villages to markets, to sell and deliver a variety of products, clothes, food items, plants, milk, newspapers, liquid petroleum gas cylinders and others.
An easy finance scheme would substantially boost the demand for cycles, especially among low-income groups, who often cannot consider buying a second cycle.
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Despite being the most environment-friendly mode of transportation, cycles have gradually disappeared, as motorised transport has taken their place. Of course, our cities have changed radically in the decades since: public transport is more widely available and accessible, and cities have expanded dramatically in the last two decades, making cycling to work less viable.
But there are still a great number of benefits to promoting cycling. A recent report by the not-for-profit policy research organisation TERI has some ideas about how to do this.
Better infrastructure in urban areas
TERI says that people in cities are keen on riding bicycles to school and office, but are apprehensive because of the lack of cycling corridors and the increasing number of road accidents. The report suggests providing cycle tracks on all new and existing arterial and sub-arterial roads. It recommends that road design and city mobility networks include cycle tracks as a key element.
City-wide cycle-sharing schemes
The Ministry of Urban Development could provide incentives to state and city governments to introduce and promote cycle-sharing systems. Linking the provision of bicycle-sharing systems to funding schemes or programmes like the Jawaharlal Nehru National Urban Renewal Mission could be effective.
Awareness programmes will be important once the infrastructure of Indian cities is made more bicycle-friendly. Campaigns can then be introduced to educate people on the goods of cycling: its health, environmental and mobility benefits.
Cycles helping women literacy in rural areas
Cycles have played a vital role in enhancing social development of low-income communities.
In Bihar, the free cycle distribution scheme to girls by the state government in 2007 led to an increase of 5% in female enrollment in secondary schools. It also reduced the gender gap in enrollment by 25%. In Chhattisgarh, the enrollment of girl students in secondary schools doubled over a period of five years due to the Saraswati Bicycle Supply Scheme for girls.
Such schemes could be implemented by every state, and not just for women.
Waive taxes on cycles
One reason more than 50% rural households in India don’t own cycles is because they do not have the financial resources. TERI-led focus group discussions in five villages in Uttar Pradesh and Bihar and a survey of 1,200 cyclists in six cities – Meerut, Jhansi, Jaipur, Surat, Bangalore and Delhi – and found that low-income households find it extremely difficult to buy a cycle.
The government should consider waiving taxes on cycles that cost less than Rs 5,000 to promote cycle-ownership in the country, the study recommended.
Taxes, including excise duty, central sales tax and value-added tax constitute 12% of the total price of a cycle and are passed on to the consumer.
While the report estimates that exemption of taxes will cost the central and state government Rs 260 crore, this is a relative pittance when compared to the subsidies given to users of motor vehicles, such as the fuel subsidy. In 2012–'13, the Government of India shelled out nearly Rs 92,000 crore as its petroleum subsidy.
Easy finance schemes
Loans for cycles are not currently dispersed under the priority sector lending scheme, on account of the small ticket price of the loan and the failure to recognise cycles as productive assets for low income households.
Cycles are an income-generating asset for many low-income individuals in cities, towns and villages. It is used to transport farm products from villages to markets, to sell and deliver a variety of products, clothes, food items, plants, milk, newspapers, liquid petroleum gas cylinders and others.
An easy finance scheme would substantially boost the demand for cycles, especially among low-income groups, who often cannot consider buying a second cycle.
