The story so far: Transforming constitutional mandates into actionable urban governance, Andhra Pradesh has become the first State in India to notify a comprehensive framework for pedestrian safety and universal accessibility.
For millions of people who walk to bus stops, schools, markets, workplaces and other public places every day, Andhra Pradesh’s new Pedestrian Safety and Universal Accessibility Policy could bring a fundamental change in the way streets and roads are designed and used.
What does the new pedestrian policy entail?
The Andhra Pradesh Cabinet, at its meeting held on August 6, approved the Andhra Pradesh Pedestrian Safety & Universal Accessibility Policy, 2026. The Municipal Administration and Urban Development Department subsequently issued G.O.Ms. No. 166 on August 7, formally notifying the policy along with detailed operational guidelines.
The policy seeks to translate the Supreme Court’s directions in S. Rajaseekaran v. Union of India, decided on October 7, 2025, into enforceable standards at the State level.
The urgency for such a framework is underlined by national road accident data. As many as 35,221 pedestrians were killed in road accidents across India in 2023, accounting for 20.4% of all road fatalities. Against this backdrop, the Andhra Pradesh policy represents a shift away from the traditional vehicle-centric approach to road development towards people-centric urban spaces.
What does the new policy mean for ordinary citizens?
For the ordinary citizen, this could mean wider, safer and more usable footpaths. The policy prescribes a minimum clear walking space of two metres and lays down standards to ensure that pedestrian movement is not disrupted by uneven surfaces, obstructions or poorly designed driveways. At entrances to buildings and other properties, vehicles will be expected to negotiate ramps rather than forcing pedestrians to repeatedly climb up and down.
The policy gives particular attention to senior citizens and persons with disabilities. Tactile ground indicators are proposed to help visually impaired persons identify hazards, while Braille signage and audible pedestrian signals are among the accessibility measures envisaged. Traffic signal timings will also take into account to slower walking speeds, especially those of elderly persons. Kerb ramps and other universal design features are intended to make roads easier to negotiate for wheelchair users and people with mobility limitations.
Another significant feature concerns road crossings. Pedestrians are frequently compelled to climb foot-over-bridges or use subways even when safer crossings could be provided at road level. The policy gives preference to safe at-grade crossings. Where foot-over-bridges or subways are unavoidable, elevators or lifts will be mandatory to ensure access for senior citizens and persons with disabilities. Such facilities are also expected to have LED lighting, CCTV surveillance and panic buttons linked to local police.
The framework applies across Andhra Pradesh and is not confined to major cities. Urban local bodies, rural and peri-urban areas and satellite towns will all come within its scope. Significantly, it covers not only new infrastructure projects but also the retrofitting of existing roads, raising the possibility that unsafe or inaccessible streets could gradually be redesigned.
How does the Andhra Pradesh Govt plan to implement this policy?
Keeping footpaths free for pedestrians will be another major test. Across towns and cities, pavements are often occupied by illegal parking, commercial activity and other encroachments, leaving pedestrians to walk amid traffic. The implementation framework envisages scientific road audits, GIS mapping, drone surveys, geo-tagged monitoring and digital dashboards, besides stricter action against obstructions. Citizens will also have a role through mobile applications for reporting problems.
The policy seeks to bring greater accountability to road construction and maintenance. Designated authorities, contractors and consultants could face penalties of up to ₹1 lakh if failure to comply with prescribed safety or accessibility standards results in death or disability. This is intended to ensure that pedestrian safety is treated as an enforceable responsibility rather than merely an advisory guideline.
The government also plans to identify accident-prone stretches and high-footfall areas for priority intervention. Scientific audits are proposed to cover 20 per cent of road networks during the first year, with particular attention to accident hotspots and locations with heavy pedestrian movement.
There is an environmental dimension as well. Non-structural pedestrian infrastructure such as pavement tiles, paver blocks, seating and protective bollards is proposed to use processed construction and demolition waste, linking safer streets with recycling and sustainable urban development.
Ultimately, the policy attempts to redefine the purpose of a public road. Instead of viewing it primarily as a corridor for moving vehicles, it recognises the street as a shared public space and safe, dignified and obstruction-free mobility as part of the right to life and personal liberty.
Its success, however, will depend entirely on implementation. For the public, the real measure of the policy will be simple: whether a child can walk to school safely, an elderly person can cross a busy road without fear, a wheelchair user can move without barriers, and an ordinary pedestrian can finally use a footpath without being pushed into traffic.
Published – August 26, 2026 01:22 pm IST
