The United Nations defines the “sustainable energy transition” as a structural shift away from fossil fuels toward a system centered on renewable energy. Crucially, the UN emphasises that a truly “just transition” must prioritise equity and inclusion—ensuring that clean energy systems are accessible to all segments of society, leaving no one behind. 

When discussing the transition from fossil fuels to clean energy, international or national policies discussions often focus on massive infrastructure investment or regulations that mandate the change. However, an equal catalyst for the green transition may be simpler than we often assume: the power of choices.

Authors Richar Thaler and Cass Sunstein in their book, Nudge, introduced the concept of ‘Choice Architecture” and ‘Nudge Theory’, argued that people do not make choices randomly rather, the way options are presented within our environment heavily influences the decisions we make. In urban design, a well-designed city ‘nudges’, people towards healthier or more sustainable behaviors, such as walking, cycling, or recycling, by making those choices the default, easiest, most intuitive and most accessible options without restricting individual’s freedom to choose otherwise (Thaler and Sunstein, 2008).

This principle is particularly relevant to urban transport. Populations are more likely to move away from traditional carbon-intensive modes of transportation when cities provide multiple sustainable alternatives that fit into their daily routines, accessibility, travel-time, and cost. Indeed, transitioning from Internal Combustion Engine (ICE) to Electric Vehicle (EV), or to public transport, may not be as simple as policymakers assume, especially if one has to make significant sacrifices. For instance, a commuter may be reluctant to adopt a greener transport option if doing so requires walking a mile from home or work simply to access it.

After spending nearly two months in Delhi during my internship with the Urban Team at the Centre for Policy Research (CPR), I have witnessed this behavioral design principle in practice. Delhi does not just tell commuters to “be sustainable”, it provides a wide range of alternatives. Depending on destination and preferences, I can reduce the emissions associated with my daily commute by taking Delhi Metro, boarding an electric bus, using an electric auto-rickshaw, or completing the last mile on an app-based at times on electric two wheelers. Sustainability is not presented as an obligation; it is increasingly becoming a convenient choice.

While writing this blog from the premises of the CPR, imagine what my transport choices would look like if I were in Niamey, the capital of Niger. As someone who is aware of the growing risk of climate change, particularly for developing countries, I would not have access to the same range of low-emission transport options available in Delhi. This is not because Niger lacks climate ambitions. On the contrary, Niger’s National Adaptation Plan (NAP, 2022) identifies transport as a key sector impacted by climate change and establishes several strategic objectives for mitigation and adaptation. Similarly, the National Transport Strategy (NTS), aligned with the country’s long-term development vision (SDDCI-Niger 2035), seeks to provide transport services that are sustainable and environmentally responsible. Furthermore, Niger’s Renewable Energy Action Plan (PANER) identifies neem oil as a potential energy source while the Sustainable Energy for All (SEforAll) investment prospectus highlights the production and use of liquid and gaseous biofuels for the transport sector.

Although ″Société des transports urbains du Niger‶ (SOTRUNI) remains the main public urban transport operator, the Nigerien government recently took a significant step forward. On May 18 2026, during a Council of Ministers meeting, it adopted two draft decrees establishing the Nigerien Urban Transport Company (SONITU). Beyond the formal public transport system, urban mobility in Niamey relies heavily on the informal transport sector. This includes shared taxi, private minibuses, three-wheelers (primarily used for transporting goods and furniture), and, in some neighborhoods, motorcycle taxi. However, Niamey’s urban transport system remains constrained by limited infrastructure and lack of diverse mobility options. As a result, citizens continue to rely on the conventional combustion-engine vehicles out of necessity rather than preference.

Beyond the availability of diverse transport choices, financial and regulatory incentives can also accelerate the shift from fossil fuels to clean energy. A recent article by Shivam published by Adda24/7 Current Affairs, titled Delhi EV Policy 2.0 Explained: New Rules, Subsidies, Tax Benefits and Petrol Vehicle Deadlines from July 1, 2026, provides an overview of the Delhi Government’s approval of the Delhi EV Policy 2.0, which is scheduled to run from July 1 2026, to March 31 2030. The policy aims to accelerate the adoption of electric vehicles through subsidies, tax exemptions, scrappage incentives, and the gradual phase-out of petrol and compressed natural gas (CNG) vehicles. Backed by an estimated budget of ₹15,000 crore, it seeks to improve Delhi’s air quality, reduce vehicular emissions, and expand EV infrastructure. Among its most attractive measures is a 100% exemption from road tax and registration fees for electric vehicles with an ex-showroom price of up to ₹30 lakh, generating potential savings of ₹1.5 lakh to ₹2 lakh for buyers. Such measures demonstrate how financial incentives can complement consumer choice by making the transition to clean mobility both economically and practically appealing.

Despite these efforts and the various solutions offered to facilitate urban mobility, Delhi continues to face severe air pollution during certain periods of the year. Although electric buses, metro systems, and other low-emission transport options have expanded considerably, significant persistent air quality challenges remain.

According to data from the Government of India’s Decision Support System (DSS), stubble burning can account for 35–45% of Delhi’s air pollution during peak farm-fire periods. Delhi’s air pollution crisis is influenced by both local sources and external factors, highlighting the complexity of air quality management in the National Capital Region (NCR). DSS data reported by Hindustan Times showed that 67.89% of Delhi’s total PM2.5 pollution originated from external sources, while the remaining 32.11% was attributed to sources within the capital. Among local sources, vehicular emissions accounted for the largest share, contributing 16.43% (Gandhiok, 2025).

Addressing transport-related challenges associated with increasing use of private vehicles will be crucial for Delhi’s sustainable development. A continued shift toward private motorization risks exacerbating, deteriorating air quality, increasing energy demand, and raising carbon emissions. Strengthening public transport and promoting low-carbon mobility options will be essential for aligning Delhi’s urban development trajectory with the objectives of Viksit Bharat 2047 and India’s Net Zero 2070 commitment.

Ultimately, Delhi’s experience suggests that the success of a sustainable urban transport transition depends not only on infrastructure investments and environmental regulations, but also on the choices available to citizens. When sustainable options become convenient, affordable, and accessible, people are more likely to adopt them voluntarily. For cities such as Niamey, the challenge may therefore be less about convincing citizens to embrace greener mobility and more about creating the conditions that allow them to choose it in the first place.

Acknowledgment: The author would like to thank Dr. Pushpa Pathak for her valuable guidance and helpful feedback during the preparation of this blog.

(The author is an intern at CPR and MBA Candidate in Sustainable Development and Management at Nalanda University.)