The Newroad initiative offers several key lessons for urban planning in Kathmandu. One, it establishes that transformation is possible if there is political will and commitment
Kathmandu's historic Newroad-Indrachowk road, which has long been defined by congestion and chaos, has undergone a significant transformation over the past year. Introduced in mid-2024 by the Kathmandu Metropolitan City (KMC), it represents a bold move to reclaim public space by widening footpaths and removing on-street parking for the two-wheelers along this busy corridor.
This initiative reflects KMC's growing approach to urban planning that prioritises people over vehicles and forms part of a broader vision to gradually pedestrianise the Newroad area.
The Newroad area is not just a commercial district but one of Kathmandu's most vibrant economic and cultural hubs. Thousands of pedestrians visit the area every day and use its narrow sidewalks, often struggling to find enough room for walking due to congestion and encroachments. As a response, KMC envisioned a pedestrian-oriented environment where walking is safe, convenient, and even enjoyable. The initiative aligns with recent global trends in urban design, where cities are rethinking mobility and how people use street spaces.
The project was also promoted as an economic intervention by the KMC officials, making an argument that a more walkable urban environment would lead to people spending more time in the area, and thus, benefit local businesses.
It is not surprising to see, however, that the project faced significant hurdles in implementation. Local business owners and some residents expressed strong opposition, mainly to the removal of two-wheeler parking. The critics of the initiative argued that the proposed changes would reduce foot traffic and hurt sales. Stakeholders also raised concerns about the lack of consultation and the sudden nature of the intervention.
Despite the resistance, the KMC officials continued to argue that short-term inconvenience was inevitable, highlighting the long-term benefits, such as improved accessibility, reduced congestion, and enhanced street spaces.
The main highlight of the change has been the widening of footpaths with improved pavements along the Newroad-Indrachowk road. The footpaths now appear more spacious and continuous with no obstructions previously caused by informal encroachments by the shopfronts, allowing pedestrians to move freely and thus improving walkability.
The removal of two-wheeler parking has significantly improved the visual quality of the streetscape. The positive impact on urban aesthetics is evident in clearer sight lines and a sense of order that was previously lacking. The transformation is also seen in improved street design, with the addition of seating, lighting, greenery, and signage, contributing to the enhanced pedestrian environment.
The improved streetscape also offers an enhanced appeal to tourists, who will enjoy a walkable environment as they navigate the urban heritage of the city core. This is a significant benefit for a historic city like Kathmandu, where built heritage, culture, and commerce intersect in the making of city spaces.
Kathmandu is not alone in reimagining and reclaiming its street spaces. Cities worldwide have successfully embraced pedestrianisation, often following phases of public protest and resistance. One of the earliest examples of pedestrianisation of the city's main street is Strøget in Copenhagen. Introduced in 1962, it is the world's longest pedestrian street, envisioned as an experimental transformation of a congested road into a vibrant and people-oriented street space.
In Tokyo, the introduction of weekend pedestrian-only zones in the Ginza district has enhanced both tourism appeal and retail activity. Similarly, Barcelona's superblocks (superilla) initiative has significantly reduced vehicular traffic within neighbourhoods, promoting pedestrian and cycling movement.
Closer to home, cities like Delhi have experimented with car-free zones in markets such as Chandni Chowk, indicating that even dense, historic cores can be modified for pedestrian use.
The Newroad initiative offers several key lessons for urban planning in Kathmandu. First, it establishes that transformation is possible if there is political will and commitment even when there is resistance and prevailing administrative ambiguity. Second, it highlights the importance of communication and stakeholder engagement in public initiatives like this. While the project was successfully implemented, the process revealed significant gaps in community consultation. It is of outmost importance to involve local communities and stakeholders from the outset to build trust and improve project outcomes.
Third, the success of the project highlights the value of pilot interventions that focus on small-scale interventions. The Newroad-Indrachowk corridor, although not a full pedestrianisation yet, has proven to be an experimental case of a street improvement project that has laid the foundation for a car-free zone in a larger area. It should, therefore, inform future pedestrianisation efforts across the city.
The Newroad initiative is a promising start, yet there is much to be done. Moving ahead, KMC should focus on expanding on what has been achieved. For instance, areas such as Ason and Thamel could benefit from similar initiatives, but tailored to their unique contexts. In fact, since April this year, the Ason area has already been made vehicle free on Saturdays, representing another significant move by the KMC.
While the two-wheeler parking space has gone, it is important to provide alternative parking solutions and improve public transport access to the area.
Equally important is enforcement of the proposed changes and preventing the reoccurrence of illegal parking and encroachments through constant monitoring and institutional capacity building.
Finally, KMC should consider developing a comprehensive pedestrianisation strategy for the city, with clear ambitions and mechanisms for stakeholder engagement.
The current transformation of Newroad, although partial in nature, is more than just a local intervention. It offers a reassuring outlook of Kathmandu's urban future by setting a successful model of reclaiming the streets for people. KMC needs to build on this momentum and ensure that the streets of Kathmandu truly belong to its people.
Chitrakar is a lecturer in Architecture in Australia