Green Mobility Zone-Planning Guidebook by SUMACA

Green M Mobility obility Z Zone one Planning Guidebook

Imprint Published by

Implementation Partners

Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH Registered offices Bonn and Eschborn, Germany B-5/2, Safdarjung Enclave New Delhi-110029 India

Surat Municipal Corporation (SMC): Dharmesh Bhagwakar (ACE); Kamlesh Vasava (XEN); Anil Bhojawala (Dy. Eng.); Mudassir Shirgar (Dy. Eng.)

T 011-49495353 F 011-49495391 E giz-indien@giz.de As at June, 2026, New Delhi

Prepared under Sustainable Urban Mobility- Air Quality, Climate Action and Accessibility (SUM-ACA)

Commissioned by Federal Ministry for Economic Cooperation and Development (BMZ), Germany

Political Partner Ministry of Housing and Urban Affairs (MoHUA), Government of India

Responsible

Gujarat Metro Rail Corporation Limited (GMRCL) Kochi Metro Rail Limited (KMRL): Lokanath Behera, IPS (Retd.), MD; Gokul T G, Deputy (AGM, Urban Transport); Sajith V G (DGM, Urban Transport); Joe Paul (GM, Civil); Prasant Kumar (SDGM, Civil) Kochi Water Metro Limited (KWML): Shaji P J (CGM); Nishanth N (SDGM)

Project Team Zohra Mutabanna, Nilesh Prajapati, Swapna-Ann Wilson GFA Consulting GmBH

Reviewers KfW

Design and Layout Rutul Joshi, Maulik Chauhan, Daniel DSouza, Tanvi Garg

Photo and Map Credits GIZ, StudioPOD, Arcadis

Citation

Manjunath Sekhar Project Director, SUM-ACA

GIZ (2026). Green Mobility Zone Planning Guidebook. SUMACA. New Delhi, India.

Project Advisor

Disclaimer

Krishna Desai, Shirish Mahendru GIZ Technical Advisor

Any maps used in the document are for informational purposes only and do not constitute recognition of international boundaries or regions; GIZ makes no claims concerning the validity, accuracy or completeness of the maps nor assumes any liability resulting from the use of the information therein. GIZ is responsible for the content of this publication.

I II contents

III

Introduction and Context

Core Principles

Planning and Implementation Roadmap

IV Way Forward

Foreword

Project Director, SUM-ACA (GIZ India) The Green Mobility Zone (GMZ) concept was developed under the Indo-German Urban Mobility Partnership to help Indian cities translate the ambitions of the Metro Rail Policy into on-ground results. It focuses on the most dynamic spaces in our cities — the one-kilometre catchment around mass transit stations — where targeted interventions can make the greatest impact on accessibility, emissions, and liveability. This GMZ Planning Guidebook, prepared through the Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility (SUM-ACA) project, draws upon the experience of the pilot in Surat and learnings from Kochi, Bengaluru, and other partner cities. It provides a step-by-step roadmap — from delineation and data collection to design, implementation, and scaling — for city agencies to plan and operationalise Green Mobility Zones. By combining “push” measures such as parking management and emissions control with “pull” strategies like walkability, electrified feeder fleets, and green infrastructure, the guidebook helps cities prioritise quick-win solutions that yield visible change within existing urban frameworks. We extend our gratitude to the Ministry of Housing and Urban Affairs for its continued leadership, and to partner institutions and city agencies for their collaboration. We hope this guidebook will enable cities to accelerate the transition toward cleaner, safer, and more equitable mobility — turning every transit hub into a nucleus for sustainable urban growth.

Foreword | 02

Introduction & Context Indian cities are witnessing a transformative phase in urban mobility, driven by significant investments in metro rail and other mass transit systems. These networks are reshaping how cities move, offering citizens safer, faster, and cleaner travel choices. As urban transport continues to evolve, there is growing recognition that the areas surrounding mass transit stations hold immense potential to become vibrant, low-emission, people-centric hubs. By enhancing accessibility, strengthening multimodal connectivity, and prioritizing sustainable transport modes, cities can amplify the benefits of metro investments—creating compact, inclusive, and climate-resilient urban centres. Building on this vision, the concept of Green Mobility Zones (GMZs) offers cities a practical pathway to accelerate progress towards sustainable mobility. A GMZ is envisioned as a designated area—typically within a one-kilometre radius of a metro or rapid transit station—where coordinated interventions encourage walking, cycling, shared, and electric mobility while discouraging high-emission travel. By integrating the principles of Transit-Oriented Development (TOD), multimodal integration, and low-emission zone strategies, the GMZ approach empowers cities to achieve measurable improvements in accessibility, air quality, and quality of urban life—turning every transit hub into a catalyst for green and inclusive growth.

Key Features of a GMZ A Green Mobility Zone (GMZ) is a designated area around a major public transit hub like a metro or bus station. Its purpose is to transform urban mobility by making sustainable travel the most attractive and convenient option. The core of a GMZ strategy involves two interconnected approaches:

“Pull” Measures: Attract and encourage people to

use sustainable modes of transport. Making walking, cycling, and using public transit more accessible and appealing. “pull”-ing people towards greener options.

“Push” Measures: Discourage the use of high-

emission vehicles. Making it less convenient or more costly to drive polluting vehicles within the zone. “Push”-ing people to consider alternatives. Combining “pull” and “push” strategies, creates a comprehensive ecosystem providing sustainable alternatives and reducing reliance on private, highemission vehicles.

“Push”-ing people to consider

alternatives.

“Pull”-ing people towards greener options.

Introduction | 04

Core Principles Encouraging Public Transit: Urban design and planning strategies conducive to the use of public transit (various modes) People-Centric Design: Prioritizing the safety and accessibility of PT commuters, pedestrians and cyclists. Multimodal Integration: Creating seamless connections between all transport modes. Data-Driven Planning: Using evidence to inform all decisions. Esp. monitoring of air-quality

Demand Management for Private Vehicles and deploying EV infrastructure: All private vehicles compete for limited spots based on pricing, the EV vehicles will get priority and discounts while accessing the charging infrastructure in these zones. Phased Implementation and inter-agency coordination: Acknowledging the complexity of urban projects and suggesting a step-by-step approach, starting with a pilot. Financial Sustainability: Explore innovative funding models, such as Transit-Oriented Development (TOD) levies, value capture financing, and public-private partnerships, to support the GMZ initiatives.

Core Principles | 06

Encouraging Public Transit

All Roads lead to Transit

Urban design and planning strategies that are conducive to the use of various modes of public transit. It goes beyond adding bus routes. It involves creating a city where it is significantly easier to use a bus, metro or any other mode of public transport than a private car. To make it easier, physical access has to be improved Supported by both time savings and cost savings infavour of public transport modes. the transit should be responsive to and grow and evolve with the surrounding built form.

People Centric Design

Our City Our Space

This Principle shifts the focus from vehicles to people. It focuses on prioritizing the safety, comfort, and accessibility of Public Transport commuters, Pedestrians and Cyclists. This is a fundamental change in how the cities are built, prioritising wider well-maintained sidewalks, protected bike lanes and safe intersections as key mobility interventions. Spaces should also be provided for the street vendors, who also play an important role in Indian cities. Street vendors offer people a reason to pause and enjoy the city, while also providing access to the daily critical needs ”on-the-way” that help in “avoiding” additional trips to a large chain store. Moreover, they help in slowing down traffic and help pedestrians reclaim the street.

Core Principles | 08

Multimodal Integration

All Modes, One Network

Creating a seamlessly connected multi-modal system needs strategic design-based thinking that always positions each individual mode and project to work in synergy with all other public and shared transport options.. The goal is to treat every mode as a critical link and not just the first or last mile, through physical connections, integrated ticketing and information sharing. These include placing bike-sharing stations or e-rickshaw stands at metro exits, using a single card of app across different modes and real time information of all modes in one place. A cohesive brand identity for all formal and informal modes forming the multimodal system can also help in creating a non-competitive and legible identity for the system.

Data Driven Planning

Plan with Purpose and Clear Targets

Using evidence to inform all decisions. Using real time data and the historical data to support informed decision-making. This includes among others, air quality monitoring, travel pattern analysis and traffic flow analysis. This could include many applications such as using travel cards to understand movement patterns, and identifying congestion hotspots. Placing sensors to track pollution levels and making them visible to make people aware of the same.

Core Principles | 10

Demand Management

Price the car, not the city

All vehicles compete for limited space in our city for parking. Pricing these spaces dynamically, to impose higher charges on polluting vehicles, will discourage their use. Congestion pricing concepts could also be used to charge tolls to polluting vehicles on specific roads or to enter specific areas. At the same time provision of infrastructure and preferential pricing for EVs will encourage their use.

Phased Implementation

Acknowledging the complexity of urban projects, a phased and coordinated effort is essential for successful implementation of the GMZ goals.

One Step at a Time

Phasing is critical in ensuring that small successes are visible to garner support for long-term reform-based actions. Starting with a small scale pilot project to gather feedback is one way to start before scaling up. Close cooperation between various government bodies is another important need. Creating an inter-department or inter-sectoral task force can help in quick implementation.

Consulting public and community stakeholders to get their buy-in and feedback at different stages can ensure long-term ownership and acceptance. Tactical urbanism projects can be utilised as a low cost and temporary approach to test design ideas and garner community feedback.

Core Principles | 12

Financial Sustainability

Create Value then Capture

Explore innovative funding models, such as Transit-Oriented Development (TOD) levies, value capture financing, and public-private partnerships, to support the GMZ initiatives. Innovative funding models, such as Transit-Oriented Development (TOD) levies, value capture financing, and public-private partnerships, to support the GMZ initiatives. It could include capturing a portion of the increase in the property value that occur due to the proximity to the transit line and partnering with private companies to finance and operate services like E-bike rental and EV charging stations.

Core Principles | 14

III

Planning & Implementation Roadmap Phase 1: Delineate and Organise The delineation of the GMZ should focus on defining the radius of transit impact, which is overlaid with major road network, congestion and polluting hotspots, along with the major points of interest. Phase 2: Assess and Analyse It involves quick assessment and analysis of the selected neighborhoods which could help identify multiple locations for further screening. Phase 3: Detail Planning and Design The core planning phase. This is where a comprehensive “mobility planning” is carried out, and the specific “push” and “pull” intervention

packages are designed to meet the project’s goals. Phase 4: Implementation and Pilot Project The action phase. This section covers creating an implementation plan, launching a pilot project, and executing a public awareness campaign to drive behavior change. Phase 5: Monitoring, Evaluating and Upscaling The final, crucial phase that ensures long-term success. It focuses on tracking key performance indicators (KPIs) and using the data to justify replication and upscaling of the GMZ model.

Planning & Implementation | 16

01.

Delineate & Organise

This process will involve screening potential locations and conducting high-level assessments to determine viability. Creation of a multi-stakeholder task force will be a critical step in this phase before the full investments in the zone. 1 Identify priority nodes and corridors for creating GMZ

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Identifying complete street loops and natural features within a 500-800m radius of the Transit Node

Consider various parameters such as existing and potential pollution hotspots and transit availability to identify locations where transit connectivity can be used to contain transportdriven emissions.

2 Delineate the study area of the pilot GMZ nodes and corridors For the GMZ nodes, delineate areas upto 1km surrounding the transit station, including as far as possible all neighbourhood blocks that would potentially benefit from transit connectivity. For the GMZ corridors, identify road corridors that can be prioritized for high-capacity passenger movement. This may include the metro corridors themselves or other intersecting corridors. 2 types of GMZ corridors may be identified: 1 - fully green corridors or 2 - green priority corridors..

Decmarcating secondary GMZ zone along the transit corridor

3 Onboard stakeholders

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Establish an institutional coordination mechanism—a crossagency task force or special cell including the metro authority, municipal corporation, traffic police, PWD, and local transport agencies—to coordinate planning and implementation. Identify a lead agency or “anchor institution” (e.g., the ULB or Unified Metropolitan Transport Authority) responsible for implementation.

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Decmarcating green corridors

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The primary GMZ zone with possible interventions

Bringing together metro construction and LEZ efforts in Surat The Gujarat Metro Rail Corporation is developing two metro corridors spanning 40.35 km, marking a major step toward transforming mobility in Surat. Over the past decade, the city’s Bus Rapid Transit (BRT) network has already established a strong foundation for reliable, bus-based public transport. In parallel, the Surat Municipal Corporation (SMC) has launched several clean air initiatives, including the Green Vehicle Policy 2025. With support from the GIZled SUM-ACA project, SMC aims to pilot Green Mobility Zones (GMZs) around metro stations to integrate these initiatives and maximize their combined impact. The first GMZ pilot has been identified along LP Savani Road near Adajan Gam station, an area that features a diverse land-use mix, a high residential catchment, and opportunities for improving future development patterns. The study area was delineated through an overlay of the existing urban fabric with road and transit networks, resulting in two focus areas — a primary GMZ zone for spot-level interventions and a secondary GMZ zone for broader corridor-based initiatives.

02.

Assess & Analyse

Detailed Site Audit and Data Collection

Gather hard data on current usage and physical constraints. This moves beyond high-level observation to technical feasibility. This data will form the basis for the urban planning and urban design strategies to implement GMZ.

Site Assessment Approach

Start with a preliminary survey (reconnaissance) to quickly grasp the study area’s layout: how land is used, the built environment, existing infrastructure, and how people move. Clearly define the study boundaries using relevant factors like how accessible the area is, population or building density, intensity of activity, or environmental concerns. The assessment must establish a benchmark condition against which you can measure the impact of future changes or projects.

What to assess?

The assessment must establish a benchmark condition against which you can measure the impact of future changes or projects

Primary Data

Secondary Data

Traffic/Movement Counts: Evaluate flow patterns, the mix of transport modes (mode share), and congestion levels.

Spatial and Infrastructure Data: land use maps, road networks, transit routes, park locations

Activities: Record where social interactions, commercial activity, and informal uses are concentrated along streets and in public spaces. User Perception: Understand travel habits, what users prefer, and their readiness to adopt new modes or practices. Stakeholder surveys: Get perspectives from service providers, vendors, or other key parties who influence how the space is used.

Institutional and Policy Data: current mobility plans, regulations, zoning rules Environmental Data: air quality indices, emissions inventories, heat island mapping Socioeconomic/ Demographic Data: from census reports or local government sources Other proposals: such as parking policies, MMI proposals, and DCRs

Required data collection typologies for existing situation assessment

Creating a data-driven baseline for the Surat Adajan Gam GMZ To create the baseline for the Surat Adajan Gam GMZ, activity-based surveys complemented the physical topographical surveys that were conducted by the GMRC for metro construction. These included activity mapping, user behaviour surveys, willingness to shift surveys, shared mobility operator surveys. Other types of secondary data that supported creation of a baseline included mapped transport infrastructure data, land use data, traffic operating rules, active policies such as parking policy, green vehicle policy, development regulations, and measured air quality data. Putting this data together helped in understanding what the prevalent travel behaviour was, and how it was shaped by the existing infrastructure. Planning & Implementation | 20

02.

Assess & Analyse

Data Synthesis and Interpretation Integrate the primary and secondary information using spatial mapping tools, statistical techniques, and cross-verification methods. Analyze the linkages between things like land use, mobility patterns, behavior, and the environment to clearly identify recurring issues, knowledge gaps, and potential solutions. Visualize the findings using informative thematic maps, flow charts, and summary performance indicators to facilitate informed decision-making. Summarize the conclusions within a SWOT (Strengths, Weaknesses, Opportunities, Threats) framework or similar analytical tools for strategic planning.

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Issue Identification

The Surat Adajan Gam GMZ data analysis revealed that 2-Wheelers dominated the mode share, and there was high willingness to shift to metro, if comforatable last mile connectivity is provided. It also revealed high willingness to walk provided challenges to walking infrastructure were addressed. Outcome of the Analysis at Surat GMZ

Planning & Implementation | 22

03.

Detailed Planning & Design

The most critical step - is the detailed planning and design stage. Define the interventions - ensuring a mix of “Push” interventions along with “Pull” interventions.

Process of GMZ Plan creation in Surat

Plan Focused on establishing the foundations of policy, vision, and regulatory frameworks for the GMZ.

Improve Aimed at enhancing existing facilities and optimizing mobility systems.

Reform Implementing policy changes, regulations, and management strategies.

Design Focused on infrastructure development and creating inclusive, pedestrian friendly urban spaces.

Incentivise Providing incentives to encourage sustainable mode choice behaviours.

Institutionalise Expanding successful measures to a city-wide level for a broader impact.

Short Term Strategies identified for Surat GMZ

Plan

Design

Improve

Incentivise

Reform

Mixed and Diverse Land use

Transit and Pedestrian Priority Streets

Multimodal Integration

Commercial Employees using PT and NMT

Off Street Parking Management (Subsidies & Reforms)

Improve Pedestrian Lighting

Electric Vehicle Charging Infrastructure

Location based requirements Feeder Planning

Time Based Car Free Zone Integrated Wayfinding System

PBS System

Augment Public Transport Service Coverage

Public Transport Fare Discounts for Regular Users Multimodal Fare Regulation Strategy

Institutionalise

Regulated Freight Movement On Street Parking Management

Mobility-as-aService City-wide low emission purchase subsidies/ tax credits and scrappage incentives Institutionalize cooperation measures for longterm commitment

Transit Oriented Development

Feeder Routes Slow Street Network Increase Blue and Green Areas

Short Term Strategies identified for Surat GMZ

Planning & Implementation | 24

3a.

Plan

Mixed and diverse land uses This intervention focuses on integrating mobility planning with land-use policies, specifically through planning outputs, such as Master Plans or Development Plans.

Location-based requirements Mandate Context-Specific Location-Based Planning: Ensure all Multi-Modal Integration (MMI) plans are dictated by the surrounding area’s unique character (e.g., heritage, market, administrative). This requires planning to reconcile infrastructure needs (e.g., security fencing) with the local aesthetic by requiring visually porous and welcoming architectural elements. The MMI area design must strategically dedicate zones for all modes (such as low-emission feeders and Non-Motorized Transport) to provide seamless first- and last-mile connectivity directly aligned with the key trip-attracting landmarks.

Mattancherry MMI Plan The Kochi Water Metro’s Mattancherry terminal serves as a key example of location-based planning by making the “heritage Plaza connecting the Dutch palace museum with the Water Metro” the core strategic intervention. Given that Mattancherry and Jew Town are designated Heritage and market hubs attracting significant tourist footfall, the entire design is focused on capitalizing on this unique context. The physical planning translates this focus into strict on-site zoning and architectural requirements. For instance, the plan mandates the creation of both a Palace Plaza and a Waterfront Plaza to manage pedestrian flow and enhance the public realm experience for tourists. Furthermore, while security requirement are met (such as incorporating fencing or compound walls in line with CRPF guidelines), the design is specifically required to ensure these barriers are visually porous and welcoming, thus preserving the heritage aesthetic. The design then systematically assigns spaces for a Bus Parking, 4-wheeler Parking, 2-wheeler Parking, E-Auto, and Cycle Stand to achieve seamless multimodal connectivity at this high-value tourist destination. Planning & Implementation | 26

3a.

Plan

Feeder planning IIdentify potential routes for running feeder services to metro or similar trunk services; either feeder buses or shared auto rickshaw services. Where demand is likely to be more consistent, mini buses or midi buses may be considered depending on the volume of potential use. Mini buses are viable for less populated areas. Midi buses are financially viable if the feeder routes can be structured to connect multiple metro lines, bus stations, and other transit hubs if the lines are in proximity, enabling a route length of upto 10 km, allowing constant ridership throughout the route. Where demand is likely to be inconsistent with high peak usage shared auto-rickshaw routes may also work. In general, feeder network planning should ideally be conducted for larger catchments, beyond the GMZ boundaries, covering upto 4-5km around metro strations.

Surat Adajan Gam feeder plan

The Surat Adajan Gam GMZ plan proposes feeder services to strengthen last-mile connectivity within the Green Mobility Zone. A potential feeder network is identified to guide future planning, indicating corridors where feeder services can operate and locations where passenger pick-up and dropoff (PUDO) points can be created. The IPT feeder fleet could start with CNG autos and then eventually be converted to EVs, to align with the objectives of a low emission zone. Proposed E-Rickshaw Network at Adajan, Surat GMZ

Integration of feeder services

Planning & Implementation | 28

3b.

Design

Transit and Pedestrian Priority Streets

Identify streets that are or will become primary walking routes to the transit stations. Design such streets with wide footpaths, safe crossings, and dedicated cycle tracks. This includes improving pedestrian lighting along all the main access streets. The goal is to reduce the dominance of vehicles and ensure safer pedestrian movement and greater activity within the GMZ. Ideally, this must be included as part of the transit infrastructure capital cost to ensure seamless access.

Slow Streets and Car-free Streets

Other neighbourhood streets that are not transit or pedestrian priority, but connect people to the inner neighbourhoods, must be designed as “Slow Streets” with traffic calming measures. Organising temporary car-free event days and time-restricted vehicular access could be effective in select areas and will significantly enhance the pedestrian and cyclist experience.

Slow-Streets

Green infrastructure, Lighting, and Wayfinding

Increased blue-green areas can significantly enhance urban ecology, improve the microclimate and provide pedestrian friendly public spaces. This can be done by providing shade-providing tree cover, passive cooling elements, and resting spots in public spaces. This strategy should address environmental issues and improve comfort through the development of green corridors, urban forestry and the reduction of heat island effects. Livability can further be improved through the establishment of pocket parks and urban plazas in high footfall areas. Implement a cohesive, multi-layered wayfinding and signage system that seamlessly integrates metro station information with area-level maps and directional signs, explicitly prioritizing pedestrian and cycling routes to encourage the efficient use of sustainable transport modes. Integrate a comprehensive public realm safety strategy, ensuring dedicated funding for smart lighting, surveillance, and design features to improve safety, particularly for women and vulnerable users.

Reimagining Wayfinding in Fort Kochi “Kochi Ithile” wayfinding solution was guided by the principles of being Accessible, Legible, Equitable, and ensuring Continuity of movement throughout the area. The system utilizes map-based signages, combining physical printed panels that display a map of a 500-meter walkable radius, with digital signages and a companion application/website that provide real-time information. By providing contextualized information, the system aims to improve the city’s legibility, help users develop their own “mental maps,” and actively promote walking and cycling as reliable modes for shorter trips. The success of this integrated approach demonstrates a high potential for the model to be scaled up to other parts of the city or replicated in different urban environments.

Planning & Implementation | 30

3c.

Improve

Electrification Electrified Feeder Fleets Electrification is a desired objective of the GMZ, aiming to promote higher rates of electrification for all modes providing connectivity to metro or other rapid transit services. Priority permits and contracts for e-rickshaws and e-autos. Implement a phased transition for the IPT fleet by instituting mandatory contracts and permits that include a clear timeline for electrification. This may be supported with financial subsidies and dedicated EV charging infrastructure to ensure a seamless transition towards a zero emission zone. EV Charging Infrastructure Prioritize the strategic expansion of compact EV charging infrastructure, integrated into commercial and public spaces, to ensure seamless digital access and comprehensive service coverage for e-autos and feeder vehicles within the GMZ. Implement a scaled, split-responsibility Model for EV Charging: Designate the main transit authority to assume responsibility for providing the E-charging location and full infrastructure for small, last-mile feeder vehicles (e.g., e-autos) to lower entry barriers. For larger fleets (e-buses), the authority should provide the charging location and power supply while mandating that the licensee/operator establish the charging infrastructure itself. In both cases, the utility costs are borne by the operator on an actuals basis, and any additional infrastructure development by the operator on transit land must secure prior written approval. All proposed EV charging stations within the GMZ should be digitally integrated with the unified journey planning and ticketing application to enable the full impact of MaaS (Mobility as a Service).

Multimodal Integration

Identify opportunities of system-wide multimodal integration by creating (1) seamless physical links to other near-by transit stops such as railway stations, bus stops, ferry terminals; and (2) synergizing operational timings to enable convenient and faster transfers for those making multi-modal trips. Implement a unified passenger information system that provides seamless, real time tracking data for all multimodal options through integrated digital platforms and physical station displays to enable efficient journey planning.

Electrification of Feeder Bus Operations in Kochi The electrification of the feeder bus service by Kochi Metro Rail Limited (KMRL) marked a significant step toward achieving a sustainable urban mobility transition in the region. The planning phase was rigorous, focusing on technical specifications for charging infrastructure, including optimizing the charging network, scheduling routes, and ensuring regulatory and safety compliance. KMRL’s operational strategy included strict Key Performance Indicators (KPIs) for the bus operator, requiring a minimum of 98% punctuality, 100% schedule efficiency, and an energy consumption ceiling of 1.1Kwh/kms on a monthly fleet average to ensure service reliability and energy discipline. The new electric feeder bus system quickly demonstrated success in enhancing urban connectivity and achieving mode shift. Passenger feedback analysis revealed a strong integration with the wider public transit network, particularly the Kochi Metro and the Water Metro, where a significant majority of passengers used these services before or after their feeder bus trip. Importantly, the introduction of the e-buses successfully replaced private modes of transport, such as auto-rickshaws and online taxis, especially on routes like Aluva–CIAL. As the primary users are working professionals, the service has proven reliable for daily commuting. To further maximize the environmental and ridership benefits, future recommendations focus on improving integration through the introduction of integrated ticketing systems and dedicated passes for professionals and students.

Planning & Implementation | 32

3d.

Incentivise

Commercial and Green Incentives

Establish targeted Corporate and Commercial Incentives, such as subsidies for EV fleet purchases and financial benefits for employee EV transportation, to accelerate the transition of business operations and delivery services to zero-emission mobility within the GMZ. Create or modify existing policies to provide commercial occupants with incentives, such as reduced minimum parking requirements, in exchange for commitments to sustainable access features like dedicated bike parking, employee shuttles, and proximity to transit.

Fare Discounts

Develop an integrated fare management system and multi-modal passes that bundle metro, bus, feeder, and Public Bicycle Sharing (PBS) services at discounted rates to incentivize regular public transport use and ensure seamless, affordable last-mile connectivity.

Encouraging Mode Shift

Reducing Demand for Private Vehicles

Encouraging Improving Transport Equity

Optimizing PT Utilization

First and Last-Mile Connectivity

Lower costs make public transport a more economical alternative to private vehicles, nudging people toward buses, metro, and shared mobility

With fare incentives, commuters are more likely to choose public transport, especially for daily commutes to workplaces and educational institutions

Discounts make mobility more affordable for lowincome groups, students, and daily wage workers, ensuring better access to job opportunities and essential services.

Higher ridership leads to better revenue collection, allowing reinvestment in service improvements, such as higher frequency and better infrastructure.

If feeder routes, PBS systems, or shared mobility options are included in discounted fare plans, multi-modal integration becomes seamless

Global Examples of Incentive Strategies Tauranga City Council, New Zealand Commercial/Green Incentive: Employer-supported e-bike purchase scheme (encourages employees to buy e-bikes for commuting). San Francisco Bay Area, USA Green Incentive: Points-based reward system (BART Perks pilot) that provides incentives for off-peak travel.

Singapore Fare Discounts: Public Transport Fare Discounts offered to regular users (e.g., early morning travel discounts).

Brussels, Belgium Regulatory/Green Incentive: Low Emission Zone (LEZ), which acts as a disincentive for polluting vehicles and encourages the use of cleaner/electric vehicles. Also includes Mobility Packages. San Francisco (SF Park) Commercial Incentive: Dynamic Parking Pricing (demand-based tariffs), which incentivizes drivers to shift modes or park in less congested areas, thereby reducing cruising for parking. Rio de Janeiro, Brazil Green Incentive: LEZ Pilot focused on expanding cycling and promoting Electric Vehicles (EVs).

Planning & Implementation | 34

3e.

Reform

Parking Management - on and off-street

Implement dynamic parking pricing (demand-based tariffs) with rates variable by time and proximity to transit, while integrating emission-based regulations to actively discourage private vehicle use and prioritize sustainable modes within the GMZ. Actively manage parking supply by reducing parking requirements and immediately repurpose nonessential surface parking areas for dedicated Non-Motorized Transport (NMT) infrastructure, Electric Vehicle (EV) charging hubs, and seamless transit PUDO zones.

Corridor-based Management - restricting freight vehicles or congestion pricing

Implement time-based entry charges for fossil-fuel vehicles within GMZs. Develop and notify a formal regulatory framework for Emissions-Based Vehicle Restrictions, initially piloting time-based entry charges or restrictions on high-polluting fossil-fuel vehicles during high Air Quality Index (AQI) days. Restrict older autos, two-wheelers, and delivery vans. Implement a mandatory, phased phase-out of high-emission vehicles (BS-I to BS-IV) using a formal regulatory framework, while providing owners with financial scrappage incentives and mobility packages redeemable for clean public and shared transport services.

Reduces Traffic Congestion

Encourages Sustainable Mobility

Optimizes Road Space

Improves Safety & Accessibility

Generates Revenue for Transport

Unregulated parking leads to random vehicle stoppages, double parking, and lane blockages, increasing travel times for all road users

By reducing cheap or free parking availability, people are incentivized to shift to public transport, cycling, or walking

Instead of catering to private vehicles, wellmanaged parking policies allow better space allocation for bus lanes, cycle tracks, and pedestrian pathways.

Uncontrolled onstreet parking often leads to haphazard pedestrian movement and unsafe road crossings

Paid parking fees can be reinvested into sustainable mobility infrastructure, such as bicycle lanes, public transport enhancements, and NMT facilities.

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Proposing parking and demand management plan with appropriate parking charges

High Demand - No parking charge High Demand - High parking charge Appropriate parking charge Planning & Implementation | 36

3f.

Institutionalise

Institutionalize cooperation measures for long-term commitment Formalize Long-Term Institutional Alignment and Policy Mandates: Institutionalise lasting cooperation by establishing a formal Institutional component within the core multimodal strategy. This requires high-level political alignment and a formalized Policy Mandate for Feeder Vehicle Integration that defines the legal relationship between the main transit operator and third-party transport providers. This mandate must clearly outline mechanisms for: - Granting licenses or permits to qualified third-party operators (Aggregators/OEMs). - Committing to providing institutional support (e.g., integrated information, unified branding, and digital ticketing) from the main transit agency. This approach shifts from ad-hoc agreements to legally binding frameworks, ensuring operational continuity and long-term commitment from all necessary stakeholders, including governmental bodies at multiple levels and the main transport agencies.

City-wide low emission purchase subsidies/ tax credits and scrappage incentives

Incentives for EV Adoption: The long-term strategy includes providing purchase subsidies for electric vehicles (EVs) to make them more affordable for individuals and fleet operators. Scrappage Policy: The reform mechanism requires implementing a scrappage policy offering financial benefits for phasing out high-emission vehicles (BS-I to BS-IV) and replacing them with electric or hybrid alternatives.

Mobility-as-a-Service

Establish a Unified Digital and Operational Framework for Mobility-as-a-Service (MaaS): Mandate the immediate implementation of an integrated/mobile/web based ticketing/fare collection mechanism to provide a single payment system across all modes (Metro, Water Metro, Feeder Vehicles). Simultaneously, institutionalize the use of a unified passenger information system to provide seamless, real-time tracking data for all transport options. These technical integrations, supported by unified brand association under the KMRL umbrella, are critical for achieving full Operational, Information, and Institutional convergence necessary to deliver a seamless MaaS experience to commuters.

KMRL Feeder Policy Snapshot

KMRL Feeder Policy Framework The Kochi Metro Rail Ltd (KMRL) designed its Feeder Vehicle Policy to function as a core extension of its public transport system, moving beyond ad-hoc arrangements to a formalized, regulated, and branded ecosystem. The planning explicitly sets electrification targets, requiring the share of autos and buses/vans running on fossil fuels/CNG to be not more than 20% of the total fleet. This policy applies to autos/e-rickshaws, which cover distances up to 5km on a shared basis, and to e-buses/e-minivans, which cover around 20km. Operationally, KMRL issues one-year licenses to qualified Aggregators or OEMs, which are strictly renewable based on past performance. Licensees are bound by an obligation to achieve a 90% service level and are mandated to comply with KMRL’s IT initiatives, including installing GPS and providing all operational and fare collection data at no cost. In return, KMRL provides essential support, including designated pick-up/drop-off points, brand association (via the KMRL sticker), and promotion, while working towards the introduction of an integrated, web-based ticketing system. Planning & Implementation | 38

04.

Implement & Pilot Project

The action phase. This section covers creating an implementation plan, launching a pilot project, and executing a public awareness campaign to drive behavior change. Start with Public Awareness Campaign

Inform the public about the changes, the new traffic flow, and the benefits of the integrated system to drive behavior change.

Develop Implementation Strategies

Break down the proposals into phased construction steps, secure necessary approvals and permits, and coordinate with all relevant agencies (e.g., transport, public works, police).

Launch Pilot Projects - different ones simultaneously

The initial implementation of the GMZ interventions at the selected priority location(s) serves as the pilot. This may involve a tactical urbanism approach for rapid testing.

Coordination

Frequent coordination meetings between implementation agencies and relevant stakeholders

Creating convergence through GMRC’s MMI initiatives The Surat Adajan Gam GMZ identified short term strategies for immediate implementation. This includes converting the major streets within the GMZ into Transit and Pedestrian Priority Corridors. These initiatives are being merged into the GMRC’s plans for supplementary MMI improvements around the proposed metro station entries and exits.

Planning & Implementation | 40

04.

Impact

Kochi Metro Rail Ltd. Managing Director Shri Loknath Behera (November 2025)

“Kochi is a unique city where land and water transport seamlessly

come together to shape its distinct mobility landscape, strengthened by Metro Rail and India’s first Water Metro. At KMRL, our focus is on integrating these modes and enhancing first- and last-mile connectivity through e-autos and e-buses, which has already led to a 10% rise in Water Metro ridership on the Vyttila–Kakkanad route and record Metro ridership of 34 lakh in August. With a balanced push-and-pull strategy, we remain committed to building a people-centric, sustainable and accessible mobility ecosystem for Kochi.

From policy to on-ground implementation Kochi Metro Rail Limited demonstrates how integrated feeder services, electrification targets, and institutional frameworks can be operationalised at scale — offering a tested reference for cities planning Green Mobility Zones.

Kochi Metro Rail Ltd. Branding

https://ifdesign.com/en/winner-ranking/project/kochi-metro-rail/206203

Additional City Engineer, Surat Municipal Corporation Dharmesh Bhagwakar

“As the first city in India to conceptualize and prepare Existing Road

Proposed street with complete street improvement

a detailed plan for the Green Mobility Zone, Surat is setting the foundation for a new era of sustainable urban transport. The GMZ initiative envisions cleaner air, safer streets, and more accessible neighbourhoods around our metro and transit corridors. This marks an important step toward integrating land use, mobility, and climate action in a holistic manner. By promoting walking, cycling, and public transport, the GMZ will not only improve quality of life but also reduce emissions and congestion. Surat intends to take this concept from planning to implementation and progressively scale it across the city — making sustainable mobility a defining feature of its future growth.

Gujarat Metro Rail Corporation Limited

“The Green Mobility Zone reflects an integrated planning approach that aligns the Local Area Plan with the Multi-Modal Integration (MMI) features of the Surat Metro Project along the LP Savani corridor, serving both Adajan Gam and Aquarium Metro Stations. Through a series of structured stakeholder consultations, Gujarat Metro Rail Corporation (GMRC) and Surat Municipal Corporation (SMC) jointly identified opportunities to integrate the Green Mobility Zone framework with the broader urban streetscape vision.

This collaborative exercise facilitated the incorporation of several complementary urban mobility interventions within the ongoing project, including traffic-calming measures to promote safer cycling movement, continuous pedestrian pathways and enhanced green public spaces. Together, these initiatives aim to strengthen seamless first and last-mile connectivity while improving the overall commuter experience along the corridor. The Surat Metro corridor supported through financing from KfW Development Bank, GMRC will be undertaking these interventions to transform the corridor into a more inclusive, accessible, and sustainable urban mobility corridor for pedestrians, cyclists, and metro users. Planning & Implementation | 42

05.

Monitoring, Evaluation & Upscaling

The final, crucial phase that ensures long-term success. It focuses on tracking key performance indicators (KPIs) and using the data to justify replication and upscaling of the GMZ model. Monitor Key Performance Indicators Collect data on changes in mobility patterns and user satisfaction before and after the pilot implementation. Share it with the line agencies and stakeholders. Evaluate and Document Lessons Learned Analyze KPI results to determine the success of the “push and pull” interventions and identify areas for improvement. Share it with the line agencies and stakeholders. Co-create Scaling Strategy with all the stakeholders Use the validated designs and successful KPIs to create a plan for replicating the GMZ model across other transit nodes.

Data-driven justification for implementing the Green Mobility Zone (GMZ) interventions Scenario simulations for the Green Mobility Zone (GMZ) report were conducted by the project team for Sustainable Urban Mobility – Air Quality, Climate Action and Accessibility (SUMACA). The scenarios are evaluated using a microsimulation model (PTV VISSIM) to forecast traffic, congestion, and emissions for the year 2031. The primary pollutants analyzed are Carbon Monoxide (CO), Nitrogen Oxides (NOx), and Volatile Organic Compounds (VOC).

Scenario based simulation outcomes from the Surat GMZ

Key Findings GMZ provides the crucial final layer of benefit. Mode shift alone is not enough to manage flow. GMZ strategies deliver a 68% queue reduction over BAU.

51%

79%

reduction

GMZ is essential for hitting air quality targets.

The most balanced, safe, and sustainable approach.

BAU

Business as usual

1Addition of metro

Green Mobility Zone

Scenario 1 shows the Metro is necessary, but Scenario 2 proves the GMZ interventions are necessary to unlock the full potential of the Metro/MMI investment. The added interventions provide an average 79% emission reduction while also integrating critical pedestrian safety infrastructure. Planning & Implementation | 44

IV Way Forward

GIZ, as part of the Indo-German Urban Mobility Partnership (GUMP) and through the SUM-ACA project, has developed this Green Mobility Zone (GMZ) Guidebook. The goal of this guidebook is to provide cities with a practical and action-oriented framework to enhance the impact of metro investments by improving last-mile connectivity, encouraging mode shift, and reducing emissions in the immediate station influence areas. While Transit-Oriented Development (TOD) remains a long-term strategy for compact, connected urban growth, its implementation is often delayed by challenges related to land use, institutional coordination, and regulatory processes. The GMZ approach offers a complementary pathway to accelerate results by focusing on streetlevel, transport-focused interventions that can be implemented within the existing built environment.

This guidebook serves as a tool to support the Ministry of Housing and Urban Affairs (MoHUA) in operationalizing its Metro Rail Policy mandates on multi-modal integration, sustainable mobility, and air quality improvement. It also provides guidance to cities and project developers on structuring near-term investments and policy actions that maximize metro ridership and emissions reduction. Additionally, the guidebook will help development banks and financial institutions assess the co-benefits of metro financing and integrate sustainability indicators into project design and monitoring frameworks.

Way Forward | 46