Context

This article focuses on the significance and need of cycling in India that should not just be considered as decarbonising transport but a matter of social justice with a transformative impact on people’s lives.

Cycling in India: Data on Cycling Ownership and Use

• Marginal Increase with Regional Variation: As per National Family Health Surveys (from 1998-99 to 2019-21), cycling ownership has increased only marginally, from 48% to 55%. However, in some States, the growth has been phenomenal. 
  • Example: In Madhya Pradesh and Rajasthan, the increase was from 30% to more than 75%, in Uttar Pradesh, it was from 26% to 71% and in West Bengal, from 53% to 79%. 
• On Usage: As per data by the Transportation Research and Injury Prevention Centre at the Indian Institute of Technology Delhi, analysed from the three rounds of National Sample Survey Organisation surveys on household consumption on education (2007-17), the increase in ownership of cycles also translates to higher use. 
• Usage by School Children: This data also reported how children go to school — walking, by cycle, bus or other. Nationally, cycling to school increased from 6.6% in 2007 to 11.2% in 2017. 
  • In rural areas, the levels nearly doubled (6.3% to 12.3%) while, in urban areas, the levels have remained stable (7.8% to 8.3%).
• Role of Bicycle Distribution Schemes (BDS): Under BDS, different State governments provide free bicycles to children using either in-kind or in-cash transfers and those states where BDS had been implemented, saw the greatest decadal increase in cycling to school. 
  • Examples: In Bihar, BDS was launched in 2006, and the level of cycling to schools quadrupled from 3.6% in 2007 to 14.2% in 2017. 
  • The Sabooj Saathi scheme in West Bengal started in 2015, and the levels there increased from 15.4% in 2014 to 27.6% in 2017. 

Cycling in India as a Social Justice: Significant Social Outcomes

• High Enrolment of Girls in School: Evaluations from Bihar and Karnataka suggest that the BDS is associated with the enrolment of girls in class nine and girls appearing for secondary school certification exams. 
• High Acceptance: For many, owning a cycle remains a luxury. Cycling keeps the body and environment healthy and hence, has a high acceptance.
  • Case Study: In Bengaluru, a NGO provided free bicycles to 170 low-income women working in garment factories and found that two-thirds of those who were given a bicycle, along with some training, switched to cycling to go to work. 
    • Earlier, they either walked long distances or took a bus as many of them could not afford it.

Way Forward

• Cyclists’ Manifesto: In the parliamentary elections, political parties in India have the opportunity to promise a cyclists’ manifesto. 
• Action by State Governments: More State governments should implement BDS schemes, and these should be broadened in their coverage (remove the restriction to rural areas and extend them to urban areas). Further, there is a need to provide subsidies or GST concessions too.
• Provide Free Bicycles to Labourers: There are rare cases of States that have schemes for adults, such as Uttar Pradesh, that provide free bicycles to labourers. These should be considered for large-scale implementation.
• Development of Dedicated Cycling Infrastructure: Cities could invest in dedicated cycling infrastructure such as cycle tracks, safe and secure parking, and repair shops.
  • In urban areas, multi-lane roads, flyovers and wide junctions make it extremely risky for cyclists. Also, for the same distance traveled, a cyclist is 40 times more likely to be involved in a traffic fatality than a car occupant.

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