Unless urgent steps are taken to protect and promote cycling, Guwahati risks alienating an entire segment of its population that is choosing health and sustainability over convenience and pollution
The humble bicycle, long considered the most eco-friendly and affordable mode of transport, continues to face an uphill battle for legitimacy on the roads of Assam’s capital. In Guwahati, a city reeling under vehicular congestion and rising pollution, the cyclist remains an ignored participant of urban mobility—mocked, marginalised, and dangerously exposed.
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While cycling is gradually gaining traction among fitness enthusiasts and budget-conscious commuters, the infrastructure and legal framework necessary to support this green alternative remain woefully underdeveloped. Instead of being celebrated as a part of the sustainable transport solution, cyclists in Guwahati are treated as a nuisance—both by motorists and policy-makers alike.
In the absence of dedicated cycling lanes, riders are forced to jostle for space with motor vehicles, often leading to near misses and daily confrontations. City roads such as GS Road, Zoo Road, and the Beltola-Khanapara stretch witness a steady flow of cyclists during morning and evening hours, yet their presence seems neither acknowledged nor accommodated.
“It’s as if we don’t exist,” said a college student from Bhangagarh who cycles to class daily. “Most motorists either honk relentlessly or overtake dangerously close to us. We’re seen as obstacles, not fellow road users.”
This sentiment is echoed widely among the city’s cycling community. Motorists frequently rant about cyclists slowing down traffic, particularly in narrower lanes or during peak hours. “They ride in the middle of the road without any discipline. It’s frustrating, especially when you’re in a rush,” complained a delivery bike driver in Ulubari.
However, cyclists counter this blame with frustration of their own. “Where do we go if there’s no space left for us?” asked a local delivery worker. “The leftmost side of the road is often filled with parked vehicles, vendors, or open drains. We either ride in the middle or risk falling.”
Under the Motor Vehicles Act (MVA), 1988, and its subsequent amendments, bicycles are not classified as motor vehicles and thus lie outside much of the legal protection provided to drivers or pedestrians. In Assam, while the Assam Motor Vehicles Rules do include some guidelines on the movement of non-motorised vehicles, they remain toothless in practice.
Rule 18 of the Assam Motor Vehicles Rules, 2003, for instance, merely suggests that bicycles should keep to the left and not obstruct traffic. There is no provision for dedicated lanes, traffic signals adapted for cyclists, or penalties specific to motorists who endanger cyclists.
Moreover, enforcement of even these minimal rules is rare. Cyclists often fail to follow basic traffic norms—riding against the flow, ignoring signals, or riding in groups that obstruct traffic. “Lack of awareness is a problem,” admitted a traffic constable posted near Paltan Bazar. “But honestly, we barely have time or resources to regulate cycle traffic.”
The sight of schoolchildren cycling to coaching classes or tuition centres is not uncommon in Guwahati. Many of these students are under 18 years old and often ride without any supervision, helmet, or reflective gear.
In areas like Khanapara and Panjabari, teenagers are seen cycling in groups, sometimes engaged in dangerous stunts or riding double-seat. While such scenes may reflect youthful exuberance, they also reveal a serious gap in road safety education.
“Parents let their children ride without understanding the risks,” said a teacher at a private school in Dispur. “There’s no formal road safety training for students, nor any guidance on where or how to cycle safely.”
According to the amended Motor Vehicles Act, electric cycles with a speed capacity of more than 25 km/h fall under the purview of motor vehicles and require registration and licensing. But most students ride conventional bicycles, which, while exempt from these requirements, still need to abide by general traffic norms—something seldom observed.
Cycling at night in Guwahati is particularly dangerous. With long stretches of city roads—especially in outskirts like Saukuchi, Patharquarry, and parts of Basistha—lacking functional street lighting, riders become virtually invisible in the dark. Reflective gear or bicycle-mounted lights are rarely used.
“Riding after dusk is almost suicidal,” said a cyclist from Geetanagar. “There are no lights, people drive recklessly, and you can’t even see the potholes.”
The problem worsens during monsoons when waterlogging obscures road edges, and power cuts plunge entire localities into darkness. In such conditions, even motorcyclists struggle to navigate, let alone a lone cyclist.
While wearing helmets or protective gear is not mandatory for cyclists under Indian law, it remains strongly recommended. However, in Guwahati, such practices are virtually non-existent. Few cyclists wear helmets, and fewer still use indicators or mirrors.
“Most of the time, I don’t see any safety gear—not even a rear reflector,” observed a traffic police official near Six Mile. “And if we try to stop them, they often argue that the law doesn’t apply to cycles.”
Ironically, despite this legal vacuum, cyclists are sometimes penalised under broader clauses of the Motor Vehicles Act such as Section 177 (general offence) or Section 184 (dangerous driving) if their actions are considered reckless.
The Guwahati Smart City Limited (GSCL) had once proposed a Public Bicycle Sharing (PBS) scheme, with docking stations across key points in the city. While the initiative was launched with much fanfare, it failed to gain traction and was quietly discontinued, reportedly due to poor maintenance, lack of user interest, and no dedicated cycling tracks.
Urban planning in Guwahati continues to prioritise flyovers, expressways, and multi-lane roads with scant regard for non-motorised transport (NMT). Even recent infrastructure upgrades have failed to incorporate basic cycle lanes or mixed mobility zones.
“There’s no political or administrative will to promote cycling as a serious mode of transport,” said a cycle enthusiast based in Guwahati. “Until cycling is integrated into city planning with proper lanes, parking spots, and awareness programmes, it will remain a marginal and dangerous practice.”
Frequent users suggest a multi-pronged approach to address this growing urban challenge:
- Dedicated cycle lanes on arterial and secondary roads.
- Mandatory safety gear awareness campaigns, especially in schools and colleges.
- Road safety education as part of school curriculum.
- Strict penalties for motorists who endanger cyclists, and vice versa.
- Street lighting improvements on all major and minor roads.
With the government of Assam pushing for smart urban growth and sustainable transport models, cycling should ideally occupy centre stage. Yet, in the current scheme of things, the city’s cyclists remain relegated to the roadside—literally and metaphorically.
Unless urgent steps are taken to protect and promote cycling, Guwahati risks alienating an entire segment of its population that is choosing health and sustainability over convenience and pollution. As one cyclist aptly put it: “We ride for the planet, but no one seems to care if we get crushed along the way.”
