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Transforming City Bus Transport in India through

Financial Assistance for Bus Procurement under

JnNURM

Ministry of Urban Development

1

Prologue

India is one of the emerging urban economies in the world. The growth is characterized by a specific shift in contribution to Gross Domestic

Product (GDP) from agriculture to manufacturing and tertiary sectors, thus bringing urban areas to the centre stage of development process. It is

estimated that roughly, 60% of India’s Gross State Domestic Product is generated in urban areas. 1

The pace of urbanization continues to be rapid. In 2001, India’s total population was 1027 million, 28% of which lived in urban areas. The

projections are that by 2026, the total population will be 1.4 billion, and urbanization level will rise to 38%. By 2050 at least five states are expected

to be predominantly urban with Tamil Nadu leading the list; with over 75% of its population living in urban areas.

In 2001, 35 metropolitan areas had population exceeding one million. Of these Mumbai, Kolkata and Delhi each had a population of more than 10

million. The other four megacities Chennai, Hyderabad-, Bengaluru and Ahmedabad, each had a population of more than 4 million.

Rapid urbanization has generated corresponding increase in the demand for travel as seen in the sharp rise in ownership of private vehicles. From

1981 to 2001, the number of registered vehicles went up by 7.75 times. However, transport infrastructure development has not kept pace with the

increase in travel demand. On the other hand, the share of public transport vehicles has declined in the same period.

As a result, the problem of congestion and its consequences in the form of travel delays, loss of productivity, deterioration in the quality of air,

noise pollution and mounting number of road fatalities are the debilitating downsides of life in the urban areas. Non-motorized mode of transport

seems to have lost its earlier importance in the larger metropolises. The increased consumption of fossil fuels also has adverse impact on the

energy security of the nation.

National Urban Transport Policy (NUTP)

With this as the backdrop, GoI in April 2006 announced a National Urban Transport Policy (NUTP). The policy focuses on the need to “move

people – not vehicles” and ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents.

The emphasis is on encouraging greater use of public transport, establishing effective regulatory, institutional and enforcement mechanisms, and

1 http://urbanindia.nic.in

2

improve planning and management of transport systems. The

policy recommends greater involvement of the private sector and

innovative financing mechanisms to enhance efficiency and

reduce the impact on the public budget. It seeks to reduce travel

demand by encouraging better integration of land use and

transport planning. NUTP encourages capacity building, both at

the institutional and individual level.

Jawaharlal Nehru National Urban Renewal Mission

(JnNURM)

In 2005, Ministry of Urban Development, MoUD, Government

of India (GoI) launched the Jawaharlal Nehru National Urban

Renewal Mission (JnNURM). The Mission was launched with an aim

to encourage urban level reforms and fast track planned infrastructure development of identified “mission cities”. These cities were selected on the

basis of population or them being State capitals, or having certain additional features. A cluster of 63 mission cities was identified each having a

minimum of one million population including the seven metropolitan cities with more than four million population and twenty eight cities that

were State capitals or had historic, religious or tourist importance. Later on two more cities were added to the set of mission cities taking the total

to 65. The duration of JnNURM has been kept as 7 years beginning from 2005-06.

Under JnNURM, financial assistance is being provided to each of the cities for specific project planning, development and implementation for

projects of water supply, sewerage, drainage, solid waste, urban transport, urban renewal, heritage preservation and slum improvement. However,

amongst all other infrastructure sectors, urban transport demanded special consideration, as indicated by the extraordinary growth in urban traffic

conditions, depleting public transport services and the impact of road pollution to the urban environment. This brought about the convergence of

NUTP and transport related JnNURM projects

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5000

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15000

20000

25000

30000

35000

40000

45000

1951 1961 1971 1981 1991 2001

(In

'0

00

)

2- wheelers Cars/ Jeeps/ Taxis

Figure 1 - Decadal Growth in Personal Motor Vehicles in India

3

SECTION I Urban Transport Scenario in India

4

Status of Bus Transport in the JnNURM Mission Cities

Although circumstances differ across cities in India, certain basic trends which determine transport demand (such as substantial increase in urban

population, household incomes, and industrial and commercial activities) are the same. These changes have exacerbated the demand for transport

– a demand that most Indian cities have been unable to meet. The main reason for this is the prevailing imbalance in modal split besides

inadequate transport infrastructure and its suboptimal use.

Public transport systems have not been able to keep pace with the rapid increase in demand over the past few

decades. Bus services in particular have deteriorated and passengers have turned to personalized modes and

intermediate public transport (IPT) (such as auto rickshaws, jeeps, taxi, tempos, mini buses etc.), adding to

traffic congestion which impacted on bus operations to a large extent.

The legislation available to regulate bus operations in Indian cities i.e. Motor Vehicle Act 1988, modified by the

Motor Vehicles (Amendment) Act, 1994 does not lay enough emphasis on Public Private Partnership (PPP)

operations. Accordingly in most states, the State Transport Undertakings (STUs) continue to dominate the road

transport sector. However, with their priorities set towards inter state and inter city operations, in most cases

city bus operations have taken a backseat and STUs either do not provide service or only offer limited services or

provide service with buses which are not considered fit for long distance operations. Besides, city bus operations

are considered to be loss making and hence claim least priority. Further, in medium and small size cities, fleet

availability by STUs has steadily declined with a sharp decline in patronage. The vacuum created by is being

filled by IPT modes, which are fragmented and poorly regulated private sector operations.

From amongst 49 mission cities having buses as a mode of public transport it was found that in 15 cities, the bus

services available were part of the overall interstate operations and only 12 cities, had gone ahead and set up a

city specific Special Purpose Vehicle2 (SPV) (Refer Figure 2). Meanwhile PPP which is the preferred option for

other urban infrastructure projects has been scarcely explored for providing bus operations in cities. Figure 2 also highlights that only 10 mission

cities had sought private expertise in providing organized public transport services.

2 Organized Public Transport may be identified as that which is run by a company or SPV formulated specifically for the operation of public transport within the city or under

concession agreement. It is desired that an SPV has representation from the ULB and all other organizations related to urban transport.

Figure 2 – Organization Structure

and PPP in Bus Operations in

JnNURM Mission Cities

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Table 1 - Status of Bus Transport and SPV in cities

S.No State City

Availability of Bus Based Public

Transport

City Specific

SPV

City Specific Division/

Organization Service Provider

Operations on PPP

1

Andhra Pradesh

Hyderabad

Andhra Pradesh State Road Transport Corporation

2 Tirupati

3 Vijaywada

4 Vishakapatnam

5 Arunachal Pradesh

Itanagar

Arunachal Pradesh State Transport Services

6 Assam Guwahati

Assam State Transport Corporation

7 Bihar

Bodhgaya

-

8 Patna

Bihar State Road Transport Corporation

9 Chhattisgarh Raipur

Raipur city bus Ltd.

10 Delhi Delhi

Delhi Transport Corporation

11 Goa Panaji

Kadamba Transport Corporation

Ltd.

12

Gujarat

Ahmedabad

Ahmedabad Municipal Transport Services

13 Rajkot*

Rajkot City Bus

14 Surat*

Surat City Bus

15 Vadodara*

Vadodara City Bus

16 Porbandar*

-

17 Haryana Faridabad

Haryana State Transport

18 Himachal Pradesh

Shimla

Himachal Road Transport Corporation

19 J&K Jammu

J&K State Road Transport

6

S.No State City


Transport

City Specific

SPV



Operations on PPP

20 Srinagar

Corporation

21

Jharkhand

Dhanbad

-

22 Jamshedpur

-

23 Ranchi

-

24 Karnataka

Bengaluru

Bengaluru Metropolitan Transport Corporation

25 Mysore

Karnataka State Road Transport Corporation

26 Kerala

Kochi

Kerala State Road Transport Corporation

27 Thiruvananthapuram

28

Madhya Pradesh

Bhopal

Bhopal City Transport Service Ltd.

29 Indore

Atal Indore City Transport Service Ltd.

30 Jabalpur

Jabalpur City Transport Service

Ltd. 31 Ujjain

Ujjain City Transport Service Ltd.

32

Maharashtra

Mumbai

BEST

MMR-Navi Mumbai

Navi Mumbai Municipal Transport Undertaking

MMR-Thane

Thane Municipal Transport MMR-Mirabhayandar

Mira Bhayandar Municipal Transport Corporation

MMR-Kalyan Dombivili

Kalyan Dombivili Municipal Transport Undertaking

33 Nagpur

-

34 Nanded

-

7

S.No State City


Transport

City Specific

SPV



Operations on PPP

35

Pune

PMPML

Pimpri Chinchwad

36 Maharashtra Nashik

Maharashtra State Road Transport Corporation

37 Manipur Imphal

-

38 Meghalaya Shillong

-

39 Mizoram Aizwal

Mizoram State Transport

40 Nagaland Kohima

-

41 Orissa

Bhubaneswar

Orissa State Road Transport Corporation

42 Puri

43 Punjab

Amritsar

Amritsar City Transport Services Ltd.

44 Ludhiana

Ludhiana City Bus Services Ltd (LCBSL)

45 Rajasthan

Ajmer

-

46 Jaipur

Jaipur City Transport Services Limited (JCTSL)

47 Sikkim Gangtok

-

48

Tamil Nadu

Chennai

State Express Transport Corporation (Tamil Nadu) Ltd./ Metropolitan Transport Corporation (Chennai) Ltd.

49 Coimbatore

T.N.S.T.C. ( Coimbatore ) Ltd.

50 Madurai

T.N.S.T.C. (Madurai )

51 Tripura Agartala

Tripura State Road Transport Corporation

8

S.No State City


Transport

City Specific

SPV



Operations on PPP

52

UP

Agra

U.P.State Road Transport Corporation

53 Allahabad

54 Kanpur

55 Lucknow

56 Mathura

-

57 Meerut

-

58 Varanasi

-

59 UT

Chandigarh

Chandigarh Transport Undertaking

60 Puducherry

Puducherry Tourism & Transport Development Corporation

61

Uttarakhand

Dehradun

Uttaranchal Transport Corporation

62 Nainital

-

63 Haridwar

-

64

West Bengal

Asansol

-

65 Kolkata

West Bengal Surface Transport Corporation Ltd. / The Calcutta Tramways Co. (1978) Ltd/ South Bengal State Transport Corporation/ Calcutta State Transport Corporation

Total 49 9 15 10 * Did not seek funding under JnNURM

The information provided is as per the latest updates received from the cities till 20th November, 2009.

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SECTION II Purchase of Buses for Urban Transport Systems under JnNURM: Scheme Overview

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Funding for Purchase of Buses for Urban Transport Systems under JnNURM

GoI, on 03.01.2009 announced that as part of the second stimulus package, funding for buses for urban transport would be given under the

JnNURM as an incentive to cities and states across the country to implement bus based public transport systems. Detailed guidelines for availing

funding under this scheme were issued on 12.01.2009 by MoUD.

Scheme Guidelines - General

The financing pattern for procurement of buses shall be as per para 18.13 of the JnNURM Guidelines for Submission of Urban

Infrastructure and Governance.

The Central Financial Assistance shall be in the form of grant as specified in para 19.14 of JnNURM Guidelines.

The funds will be released in installments as per para 19.25 of JnNURM Guidelines.

In order to ensure that the buses procured under JnNURM are utilized exclusively for urban transport, the States/UTs/ULBs/para-statals

shall set up a city specific SPV/umbrella public body for controlling and managing the city bus service/BRTS.

Proposals for operation on PPP would be given priority while sanctioning.

3 As per the guidelines all cities with population more than 4 million, as per Census 2001, would get central assistance equivalent to 35% of the project cost. For

cities with population range 1 to 4 million the Central grant available was 50% of the project cost and for cities less than 1 million the share was 80%. Special

exception was made for North Eastern states and Jammu and Kashmir where the central grant available was 90%. The balance in all cases is to be provided by

the state government or ULB. 4 Funds would be released as Additional Central Assistance (100% Central Grant in respect of central share) to the State Government or its designated State

Level Nodal Agency. The nodal agency will disburse central assistance to ULBs or para-statal agencies as the case may be as soft loan or grant-cum-loan or

grant. 5 The first installment of 25% will be released on signing of Memorandum of Agreement by the State Government/ULB/Para-Statal for implementation of

JnNURM projects. The balance amount of assistance shall be released as far as possible in three installments upon receipt of Utilization Certificates to the extent

of 70% of the grants (Central & State)

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Wherever the bus services are introduced on public private partnership basis, it should be in the form of setting up of professional

umbrella public bodies that have the capacity to make scientific assessment of the demand on various routes and contract services that can

be properly monitored. These umbrella public bodies should also manage common facilities like bus stations, bus depots, terminals,

Central office and control center etc. and provide for the maintenance facilities which the private players can use on payment basis. Such

umbrella bodies should have representation from all the major operators and stake holders including traffic police.

All buses procured would conform to the Urban Bus Specifications circulated by MoUD (Refer to Annexure 1)

Emphasis is to cover all JnNURM cities and to start organized city bus service in cities which do not have any organized city bus service at

present.

The buses to be in line with the Auto Fuel Policy approved by GoI in 2002 i.e. introduction of Bharat Stage-III and Stage-IV vehicles.

The JnNURM Scheme guidelines are placed at Annexure 2

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Scheme Guidelines – Reforms in Urban Transport

Since the aim of the Central Government is to make its one time inputs to be carried forward on a sustainable basis, all of the Central assistance is

tied to following reforms in the field of urban transport.

State level

i. Setting up of a city-level Unified Metropolitan Transport Authority (UMTA) for all one million plus cities, duly backed by a legislation to

facilitate coordinated planning and implementation of projects relating to urban transport and their integrated management.

ii. Setting up of a Dedicated Urban Transport Fund at the State level

iii. Change in bye-laws and Master Plan of cities to integrate land-use and transport by densification along with the MRTs corridors and areas

around the stations.

iv. Nominating a single department at the State level to deal with all urban transport issues as against different departments at present.

v. Setting up of a regulatory/ institutional mechanism to periodically revise fares of all public and intermediate public transport systems.

vi. The State government and ULB waiving off / reimbursing its taxes on urban buses & city bus service/BRTs.

Citv level

i. Setting up of a Dedicated Urban Transport Fund at the city-level.

ii. An advertisement policy which taps advertisement revenue on public transport intermediate public transport and public utilities for public

purposes subject to relevant legislations.

iii. Parking policy wherein parking fee represents the true value of land of the land occupied which is used to make public transport more

attractive banning of parking on arterial/ring roads, multi-level parking centres in the city centre with park-and-ride facility etc.

iv. A well organized and efficient city bus system by using ITS through city specific SPV preferably on PPP, under well structured contracts.

v. Multimodal integration including urban railways (by involving MoR) to provide network-connectivity in the region and single ticketing to

provide seamless travel.

vi. Setting up of a Traffic Information Management Control Centre for effective monitoring and enforcement of traffic as well as data-

generation and data-collection for future planning.

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Scheme Response

As soon as the scheme was launched in January 2009, as many as 61 out of the 65 mission

cities came forward with their requirement for financial assistance for buses for their urban

transport systems. The list included cities which already had dedicated bus services and

aspired to increase their fleet or replace their existing fleet to meet the increasing demand,

as also cities which were nascent and had no organized public transport. By 7th September,

2009 the MoUD had already released Rs 1,041 crore as the first installment for procurement

of 15260 buses. The details of buses are given in the table 2 below.

Criteria for Sanction

While population of a city was one of the definitive criteria, availability of existing city bus system and the age of the fleet if any also contributed in

deciding the number of new buses to be sanctioned. Cities which had a population of more than a million and did not have any organized public

transport system were sanctioned new buses on priority after having carefully considered the carrying capacity of the roads for allocating a suitable

bus size and type for each city. A standard norm of 40 buses per lakh of population was considered as guiding principle for assuming the

requirement of buses for large metropolitan cities. A multiplier was however used for calculating the bus requirement for cities which were newly

being introduced to public transport assuming a lesser demand in the foundation years.

Funds were to be released in three installments. 50% of the total sanctioned amount was released to cities which submitted their demand in the

form of a Detailed Project Report Stage I (except few where only 25% of he total sanctioned amount was released). The 1st installment was meant

for placing bus purchase orders to the manufacturers. 40% of the sanctioned amount was considered to be released as the II installment. The

conditions laid down for release of second installment was the submission of DPR II, route permission by Regional Transport Authorities (RTA),

operations and loan tie ups along with the commitment by each city to adhere to the mandatory reforms as indicated in the guidelines. The III

installment, which was 10% of the total amount, was to be released on commencement of satisfactory service operations and implementation of the

reforms.

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Table 2 - Type of Buses Sanctioned

S. No

State City Total Fleet sanctioned.

Total Approximate

cost

900/850 mm

650 mm

650 mm AC

400/ 350 mm

400 mm AC

Mini/ Midi

Sanctioned

1

Andhra Pradesh

Hyderabad 1000 284.00 800 200

2 Tirupati 50 11.00 50

3 Vijayawada 240 65.60 200 40

4 Vishakhapatnam 250 71.00 200 50

5 Arunachal Pradesh

Itanagar 25 4.15 20 5

6 Assam Guwahati 200 52.55 120 15 15 50

7 Bihar

Bodhgaya 25 6.75 25

8 Patna 100 39.90 70 30

9 Chhattisgarh Raipur 100 14.85 35 65

10 Delhi Delhi 1500 765.00 1500

DMRC Feeder 100 20.00 100

11 Goa Panaji 50 7.70 20 30

12 Gujarat Ahmedabad 730 251.99 585 145

13 Haryana Faridabad 150 54.60 105 45

14 Himachal Pradesh

Shimla 75 6.75 75

15 J&K

Jammu 75 13.20 45 30

16 Srinagar 75 13.20 45 30

17

Jharkhand

Dhanbad 100 14.30 30 70

18 Jamshedpur 50 5.50 50

19 Ranchi 100 17.50 20 10 70

20 Karnataka

Bengaluru 1000 341.43 700 100 200

21 Mysore 150 49.43 79 41 30

22 Kerala

Kochi 200 71.00 120 50 30

23 Thiruvananthapuram 150 53.40 120 30

24 Madhya Pradesh

Bhopal 225 88.75 125 50 50

25 Indore 175 59.75 125 30 20

15

S. No


Total Approximate

cost

900/850 mm

650 mm

650 mm AC

400/ 350 mm

400 mm AC

Mini/ Midi

Sanctioned

26 Madhya Pradesh

Jabalpur 75 31.00 50 25

27 Ujjain 50 14.20 10 40

28

Maharashtra

MMR-BEST 1000 284.00 800 200

MMR-Navi Mumbai 150 40.50 120 30

MMR-Thane 200 47.80 160 30 10

MMR-Mirabhayandar

50 11.00 50


50 9.00 30 20

29 Nagpur 300 63.60 240 60

30 Nanded 30 7.60 10 20

31 PMPML-Pune 500 233.43

450

200

PMPML-PCMC 150

32 Nashik 100 22.00 100

33 Manipur Imphal 25 6.75 25

34 Meghalaya Shillong 120 16.40 20 100

35 Mizoram Aizwal 25 3.25 25

36 Nagaland Kohima 25 3.00 25

37 Orissa

Bhubaneswar 100 16.50 50 50

38 Puri 25 3.30 5 20

39 Punjab

Amritsar 150 33.30 60 30 60

40 Ludhiana 200 65.20 80 40 40 40

41 Rajasthan

Ajmer 35 7.70 35 0

42 Jaipur 400 142.82 320 60 20

43 Sikkim Gangtok 25 3.00 25

44

Tamil Nadu

Chennai 1000 295.92 800 200

45 Coimbatore 300 88.78 240 60

46 Madurai 300 88.78 240 60

47 Tripura Agartala 75 16.28 12 10 53

16

S. No


Total Approximate

cost

900/850 mm

650 mm

650 mm AC

400/ 350 mm

400 mm AC

Mini/ Midi

Sanctioned

48

UP

Agra 200 48.73 75 30 10 10 75

49 Allahabad 150 28.70 60 20 10 60

50 Kanpur 304 65.25 100 30 10 10 154

51 Lucknow 300 75.05 90 40 30 15 125

52 Mathura 60 6.00 60

53 Meerut 150 31.33 70 30 10 40

54 Varanasi 146 27.17 50 20 10 0 66

55 UT

Chandigarh 100 54.00 60 40

56 Puducherry 50 16.15 40 10

57 Uttarakhand

Dehradun 60 11.40 30 30

58 Nainital 60 12.90 40 20

59 Haridwar 25 2.88 25

60 West Bengal

Asansol 100 22.00 100

61 Kolkata 1200 384.00 900 300

Total 15260 4723.94 8576 821 320 2095 1655 1793

Figure 3 - Share of Sanctioned Bus Types Figure 4 - Statewise Classification of Number of Buses Sanctioned

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`

Technical Specification

The key technical specifications for the 4 categories of buses i.e.

400 mm AC/Non AC, 650mm, 900 mm and Mini buses being

provided by the manufacturers have been placed below. In all cases

except 400 mm AC and Mini buses where Volvo and Swaraj Mazda

and Volvo Eicher respectively are also key players, the buses in

most of the categories have been made available by Ashok Leyland

and Tata Motors. The key bus specifications are in accordance to

the supplies made by the manufacturers and conform to the Urban

Bus Specifications issued by the MoUD.

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Table 3 - Technical Specifications of Low Floor (up to 400 mm) Fully Built Non AC Buses S No. Description Ashok Leyland Tata Motors

1 Wheel base 6320mm 6300mm

2 Bus Width mm 2600mm

3 Bus Height (Unladen) mm: 3800 mm 2900 +/-25mm

1900 mm minimum in low floor area (1700 mm in case of rear saloon area of Rear Engine bus)

4 Chassis/ body

All steel ladder type Chassis frame or Monocoque design body shall confirm to Urban Bus Specifications, latest revision of state Motor Vehicle Rules, 1990 and CMVR Regulations prevailing at the time of supply in all respects. Chassis shall comprise of chassis frame, Engine, Air Compressor, Self starter, Alternator, Radiator, Transmission including Clutch, Gear Box(Manual/ automatic ) and Propeller Shafts, Front axle assembly, Rear axle assembly, Air suspension, Power Steering Assembly, Six Wheels with tyre Assembly, Full air brake system with DDU/Air drier and parking brake, 12/24V Heavy Duty electrical Wiper Assembly/pneumatic wiper motor, Head and Tail Lamp Assemblies, Electrical Horns, Aesthetically designed Instrument panel and minimum four way pneumatically adjustable type Driver Seat Assembly with safety belt or driver seat conforming to CMVR requirements, Engine Bonnet with proper insulation, CMVR kit.

5 Engine & FIP

Rear Engine The Rear Engine 6 - cylinder, vertical, in line, water-

cooled with Turbo Charger and Inter Cooler

180 HP (123 kW) 177HP

67.3 mkg 69 Mkg

6 Cooling System The System includes Radiator, Water pump and Fan of adequate capacity with thermostat to

control the coolant temperature 85 C to 95 C.

7 Pollution & Exhaust gas BS-III emission norms

8 Transmission & Clutch. Automatic Transmission

9 Front Axle load carrying capacity 5400 Kgs/ 33% of GVW 6000kg/ 37.03% of GVW

10 Rear Axle load carrying capacity 10200 Kgs/ 67% of GVW 10200 kg/ 62.96% of GVW

11 Wheels & Tyres Tyres – 6 nos + 1 Spare 11Rx20 Radial tyres

12 Suspension System Full air suspension both front and rear

13 Details of Brake System

Dual line Full Air Brake system with Auto Slack Adjusters and quick release exhaust valve. Graduated type hand control valve for Hand Brake system with actuators operating on rear

Dual circuit full air brakes, with disc type arrangements for front and drum at rear brakes. Gradual hand controlled, spring actuated parking brakes acting on rear wheels. Auto slack adjusters, control valve, as specified will be provided.

19

S No. Description Ashok Leyland Tata Motors

wheels.

14 Electrical System Electrical isolator switch with On-OFF control on RH side of the driver. Battery capacity 200Ah

The system shall be of 24 Volt DC.

A battery-isolating switch (main cable cut off switch) at the rear end of the bus & an operating switch provided on dashboard instrument panel. Batteries -12Vx2 nos.- 150AH

15 Alternator & Self Starter

Dynamically balanced Alternator with built in regulator of minimum 75 Amps. The Starter Motor rating of 4.50 KW.

Dynamically balanced Alternator with built in regulator of minimum 90 Amps. The Starter Motor rating of 4.50 KW.

16 Electronics/ telematics

Public address system (microphone). 4 No. LED The bus architecture compatible with ITS and vehicle tracking system.

Public address system (microphone). 4 No. LED The bus architecture compatible with ITS and vehicle tracking system. Multiplex wiring system not provided

17 Door Closing requirements for Bus movement

Pneumatically operated

18 Floor Height from the ground (unladen):

400 mm (50 % of total floor area min.)

19 Panels GI Sheets

Front- FRP Rear- FRP External Panel stretch- GI External panel skirting -

Al External Panel roof- Al inner Panel Side- Prepainted GI with ABS/FRP trim on window pillar

Inner Pannel Roof- Prepainted GI

20 Fuel tank Capacity 165 ltrs 150 ltrs

20

Table 4 - Technical Specifications of 400mm AC Buses

S No. Description Ashok Leyland Volvo Tata Motors 1 Wheel base 6200mm 5940mm 6300mm 2 Bus Width mm 2550mm 2525mm 2600mm

3 Bus Height (Unladen) mm: 3800mm 2995mm 3800mm


4 Chassis/ body

All steel ladder type Chassis frame or Monocoque design body shall confirm to Urban Bus Specifications, latest revision of Motor Vehicle Rules, 1990 and CMVR Regulations prevailing at the time of supply in all respects. Chassis shall comprise of chassis frame, Engine, Air Compressor, Self starter, Alternator, Radiator, Transmission (Manual but automatic preferred option) and Propeller Shafts, Front axle assembly, Rear axle assembly, Air suspension, Power Steering Assembly, Six Wheels with tyre Assembly, Full air brake system with DDU/Air drier and parking brake, 24V Heavy Duty electrical Wiper Assembly/pneumatic wiper motor, Head and Tail Lamp Assemblies, Electrical Horns, Aesthetically designed Instrument panel and minimum three way pneumatically adjustable type Driver Seat Assembly with safety belt or driver seat conforming to CMVR requirements, Engine Bonnet with proper insulation, CMVR kit.

5 Engine & FIP

D7E , in line, 6 cylinder, direct- injected diesel engine with turbocharger, intercooler and electronically controlled fuel injection (EMS)

Rear Engine, diesel , 6 - cylinder, vertical, in line, water-cooled with Turbo Charger and inter cooler confirming to BS III emmisions

225 HP (123 kW) 290HPronic 240 HP

81.5 mkg

70 Mkg

6 Cooling System

The System shall include Radiator, Water pump and Fan of adequate capacity with thermostat to control the coolant temperature 85 C to 95 C. The thermostat shall be of fail-safe type.

Liquid cooling system

The System shall include Radiator, Water pump and Fan of adequate capacity with thermostat to control the coolant temperature 85 C to 95 C. The thermostat shall be of fail-safe type.

7 Pollution & Exhaust gas BS-III emission

8 Transmission & Clutch. Automatic transmission Automatic transmission with

retarder Automatic Transmission System

with fluid coupling

9 Front Axle load carrying capacity

5400 Kg Standard make 6000kg

10 Rear Axle load carrying capacity

10200kg Standard make (final drive ratio

b5.63:1) 10200 kg

11 Wheels & Tyres Tyres – 6 nos + 1 Spare

11Rx22.5 tube less Radial Michelin make XZU 2T 295/80 R

22.5" Rim size 8.25"x 22.5" 6 nos.+ 1 spare. 11R22.5 radial

tubeless tyres

21

S No. Description Ashok Leyland Volvo Tata Motors

12 Suspension System Full air suspension (Both front and rear)

Full air suspension (2 air bellows in the front and 4 in the rear)

Full air suspension (both front and rear)


Dual line Full Air Brake system with Auto Slack Adjusters, and quick release exhaust valve. Graduated type hand control valve for Hand Brake system with actuators operating on rear wheels. Auxiliary tank for utilizing air for air suspension etc.

Full air, disc brakes on all wheels

A Dual line Full Air Brake system with Auto Slack Adjusters, and quick release exhaust valve. Graduated type hand control valve for Hand Brake system with actuators operating on rear wheels. Auxiliary tank for utilizing air for air suspension etc.s per specifications

14

Electrical System Battery capacity 200 AH Battery capacity - 2 nos. 24V, 165 AH

Battery capacity -12Vx2 nos.- 180AH

15 Alternator & Self Starter

Dynamically balanced Alternator with built in regulator of minimum 75 Amps. Starter Motor rating of 4.50 KW.

Dynamically balanced Alternator with built in regulator of 2x100 Amps. Starter Motor rating of 4.50 KW.

Dynamically balanced Alternator with built in regulator of minimum 90 Amps Starter Motor rating of 4.50 KW.


Public address system (microphone). 3 No. LED Bus architecture compatible with ITS and vehicle tracking system.

4 LED screens, camera with monitor, auto ticketing machine at dash board

Electronic route destination board- LED based as per specifications. Audio messaging through vehicle mounted speakers. Bus architecture compatible with ITS and Vehicle tracking system


Pneumatically operated

18 Steps Entry +0 step



350 mm. Sunken types wrap over ramp to be fitted on the floor at

rear entrance door used for wheel chair.

400mm (35% of floor area min)

20 Panels GI Sheets Stainless steel, aluminum,

galvanized panels Body Panels - stainless steel/

Alu/ sheets/ GI sheets 21 Air Conditioning main engine driven AC with minimum rated cooling capacity of 96000 BTUs/ hr 22 Fuel Tank Capacity 165 lts 310 ltrs 150 ltrs

22

Table 5 - Technical Specifications of Semi Low Floor (up to 650mm) Fully Built Non-AC Buses



2 Bus Width mm 2600mm

3 Bus Height (Unladen) mm: 3800mm


4 Chassis/ body

All steel ladder type Chassis frame or Monocoque design body shall confirm to Urban Bus Specifications, latest revision of Motor Vehicle Rules, 1990 and CMVR Regulations prevailing at the time of supply in all respects. Chassis shall comprise of chassis frame, Engine, Air Compressor, Self starter, Alternator, Radiator, Transmission (Manual but automatic preferred option) and Propeller Shafts, Front axle assembly, Rear axle assembly, Air suspension, Power Steering Assembly, Six Wheels with tyre Assembly, Full air brake system with DDU/Air drier and parking brake, 24V Heavy Duty electrical Wiper Assembly/pneumatic wiper motor, Head and Tail Lamp Assemblies, Electrical Horns, Aesthetically designed Instrument panel and minimum three way pneumatically adjustable type Driver Seat Assembly with safety belt or driver seat conforming to CMVR requirements, Engine Bonnet with proper insulation, CMVR kit.

5 Engine & FIP

Rear Engine The Rear Engine diesel shall be 6 - cylinder, vertical, in line, water-cooled with Turbo Charger and inter cooler confirming to BS III emissions

165 HP (123 kW) 180 HP

55 mkg 67 Mkg

6 Cooling System The System includes Radiator, Water pump and Fan of adequate capacity with thermostat to

control the coolant temperature 85 C to 95 C.


8 Transmission & Clutch. Manual transmission with power assisted

clutch with 5 synchromesh forward and one reverse gear will be provided

Automatic Transmission System with fluid coupling, suitably designed for all terain city

operations

9 Front Axle load carrying capacity 5400 Kg 6000 Kg

10 Rear Axle load carrying capacity 10200 kg

11 Wheels & Tyres Tyres – 6 nos + 1 Spare 10Rx20 Radial tyres 6 nos. 2 at front and 4 rear + 1 spare. 11R22.5

radial tubeless tyres

12 Suspension System Full air suspension both front and rear


Dual line Full Air Brake system on all four wheels with Auto Slack Adjusters, and quick release exhaust valve. Graduated type hand control valve for Hand Brake system with actuators operating on rear wheels.

23


Auxiliary tank for utilizing air for air suspension etc.

14

Electrical System Electrical isolator switch with On-OFF control on RH side of the driver

The system shall be of 24 Volt DC.

A battery-isolating switch (main cable cut off switch) near driver seat on the RH side. Batteries -12Vx2 nos.- 180AH

15 Alternator & Self Starter Dynamically balanced Alternator with built in regulator of minimum 90 Amps output. The Starter Motor rating of 4.50 KW.


Public address system (microphone). 3 No. LED Bus architecture compatible with ITS and vehicle tracking system.

Electronic route destination board- LED based as per specifications. Audio messaging through vehicle mounted speakers. Bus architecture compatible with ITS and Vehicle tracking system


Pneumatically operated Pneumatically operated with sensors



19 Panels GI Sheets Body Panels - stainless steel/ Alu/ sheets/ GI

sheets

20 front Wind shield Front wind shield- single piece curved PVB laminated glass. As per CMVR Rules

21 Fuel Tank Capacity 150 ltrs

24

Table 6 - Technical Specifications of Semi Low Floor 900mm Non AC



2 Bus Width mm 2550mm minimum 2570mm

3 Bus Height (Unladen) mm: 3800mm


4 Chassis/ body

All steel ladder type Chassis frame or Monocoque design body shall confirm to Urban Bus Specifications, latest revision of State Motor Vehicle Rules, 1990 and CMVR Regulations prevailing at the time of supply in all respects. Chassis comprises of chassis frame, Engine, Air Compressor, Self starter, Alternator, Radiator, Transmission including Clutch, Gear Box(Manual/ automatic ) and Propeller Shafts, Front axle assembly, Rear axle assembly, Air suspension, Power Steering Assembly, Six Wheels with tyre Assembly, Full air brake system with DDU/Air drier and parking brake, 12/24V Heavy Duty electrical Wiper Assembly/pneumatic wiper motor, Head and Tail Lamp Assemblies, Electrical Horns, Aesthetically designed Instrument panel and minimum four way pneumatically adjustable type Driver Seat Assembly with safety belt or driver seat conforming to CMVR requirements, Engine Bonnet with proper insulation, CMVR kit.

5 Engine & FIP

Front Engine The Engine 6 - cylinder, vertical, in line, water-cooled

with Turbo Charger and Inter Cooler

165 HP (123 kW) 125 HP

55 mkg 41.8 Mkg

6 Cooling System The System includes Radiator, Water pump and Fan of adequate capacity with thermostat to control

the coolant temperature 85 C to 95 C. The thermostat shall be of fail-safe type.


8 Transmission & Clutch. Manual Transmission with 5 forward and

one reverse gear

Manual Transmission. GBS 40. 5 speed gear box with 5 forward sysnchro meash gears and 1 reverse gears

constant mesh gear suitably designed for all city operations with clutch booster.


33% GVW 6000kg/ 37% of GVW


67% of GVW 10200 kg/ 62.96% OF GVW

11 Wheels & Tyres 6 nos. + 1 spare. 10R20 radial tyres

12 Suspension System Mechanical (Weveller) suspension at front and Air suspension at rear

Front Weveller and rear air suspension

13 Details of Brake System Dual line Full Air Brake system on all four wheels with Auto Slack Adjusters, and quick

Dual line Full Air Brake system. Graduated hand controlled, spring actuated parking

25


release exhaust valve. Graduated type hand control valve provided for Hand Brake system with actuators operating on rear wheels. Auxiliary tank for utilizing air for air suspension etc.

brakes acting on rear wheels. Auto slack adjusters, control valve. Auxiliary tank for utilizing air for air suspension etc.

14 Electrical System Battery capacity - 150 AH 24 Volt DC.

Batteries -12Vx2 nos.- 150AH

15 Alternator & Self Starter Dynamically balanced Alternator with built in regulator of minimum 75 Amps output. Starter Motor rating of 4.50 KW.

Dynamically balanced Alternator with built in regulator of minimum 60 Amps output. Starter Motor rating of 4.50 KW.


Public address system (microphone) 4 No. LED The bus architecture will be compatible with ITS and vehicle tracking system.

4 electronic route destination board- LED based LED displays synchronizing with audio messaging through vehicle mounter speakers. Bus architecture compatible with ITS, A single controller compatible with ticketing machine and smart card reader able to control PIS (Audio & Visual), VTS, Driver bus route guidance


pneumatically operated in swing doors


Standard- 900mm.

19 Panels GI Sheets

Front- FRP Rear- FRP External Panel stretch- GI External panel skirting - Al External Panel roof- Al inner Panel Side- Prepainted GI with ABS/FRP trim on window pillar

Inner Pannel Roof- Prepainted GI

20 Fuel tank Capacity 165 ltrs

26

Table 7 - Technical Specifications of Mini Bus

S No. Description Ashok Leyland Swaraj Mazda Volvo Eicher

(VECV) TATA Motors

1 Wheel base 3600mm 3940mm 4050mm 4200mm

2 Bus Width mm 2150-2200mm 2100mm 2125mm 2150mm

3 Overall height 3400mm 2750mm 2865mm

4 Chassis/ body Ladder type steel chassis

with LEAF spring suspension

The all steel ladder type Chassis frame or Monocoque design body shall confirm to Urban Bus Specifications, latest revision of State MV and CMVR Regulations prevailing at the time of supply in all respects. Chassis shall comprise of chassis frame, Engine, Air Compressor, Self starter, Alternator, Radiator, Transmission (Manual), Front axle assembly, Rear axle assembly, Air suspension, Power Steering Assembly, Six Wheels with tyre Assembly, Full air brake system with DDU/Air drier and parking brake, 12/24V Heavy Duty electrical Wiper Assembly/pneumatic wiper motor, Head and Tail Lamp Assemblies, Electrical Horns, Aesthetically designed Instrument panel and Four/ three way adjustable type Driver Seat Assembly with safety belt or driver seat confirming to CMVR requirements, Engine Bonnet with proper insulation, CMVR kit.

5 Engine & FIP

4 cylinder vertical in line, water cooled with turbo charger and inter cooler conforming to BS -III emission norms

120 HP engine 90 HP 95 HP power 125 HP

40 Kgm 30 Mkg

40.8mkg

6 Cooling System water cooled Tata Toyo water cooled

7 Pollution & Exhaust gas

Bharat Stage-III

8 Transmission & Clutch.

Manual Transmission Manual transmission. 5 fwd and 1 reverse gear, in house assly.

single plate dry friction type booster assisted 5 fwd, 1 reverse -GBS 40 syncromesh


33% of GVW min 2500kgs load carrying capacity


67% of GVW. min 4990kgs load carrying capacity for rear axle

27

S No. Description Ashok Leyland Swaraj Mazda Volvo Eicher

(VECV) TATA Motors

11 Tyres 7.5 x 16 tyres- 6 nos. +1 spare tyre (crossply) nylon will be provided

6+1 wheels. wheel rim size 6.00 GS X 16 SDC (Front and rear)

Wheels India, Kalyani Lemerz MRF, CEAT, JK, Apollo, Birla

6 nos (radial)+1 ; tyres of size 7.50 x 16PR 16 approved makes only

12 Suspension System Mechanical (leaf spring) suspension will be provided at font and rear

semi elliptical type multiple leaf spring hydraulic dampers

Semi Elliptical Laminated Leaf

Spring (6 leaves))

Front and Rear semi elliptical leaf spring,

hydraulic double acting telescopic shock

absorber with anti roll bars


as air suspension is not provided, auxilliary air tank for air suspension is not provided. Quick release valve is not provided

dual circuit full air brakes air brakes Dual circuit Full Air S

cam Brake system

14 Door Closing requirements

Doors will be operated with pneumatic control mechanism and beeper will be provided for audio sound if door is open

Pneumatic door closing pneumatic JK door

closing


900mm 868mm 890mm 875mm

16 Destination Boards 3 nos LED electronic destination board

Day light viewable LED route display system with PC interface.

3 nos LED electronic destination board

Daylight viewable LED route display system with PC interface & visibility from 50 mtrs

17 Fuel Tank Capacity 90 ltrs 200 ltrs 160lts

28

SECTION III Transformation in Urban Transport

29

Status of Urban Transport Reforms

Background

GoI, through the NUTP, 2006, outlined the requirement of setting up of Unified

Metropolitan Transport Authorities (UMTA’s) in all million plus cities, to facilitate

more co-ordinated planning and implementation of urban transport programs and

an integrated management of urban transport systems. Additionally, the NUTP

also recognized the need to have a dedicated Urban Transport Fund, at the city

level for all million plus cities and a State level UTF for the remaining urban areas.

The NUTP also laid emphasis on, the need to carve out new parking spaces near

areas having public transport connectivity with a view to promote the “Park and

Ride” concept, restructuring of parking tariff for recovering the true cost of land

and amendment in building bylaws for creating more parking spaces in

multistoried buildings.,

With launch of the scheme for Funding for Purchase of Buses for Urban Transport Systems under JnNURM, urban transport has come into sharp

focus at the mainstream planning level for the very first time in India. The scheme while providing financial assistance to ULBs in procuring state

of the art and ergonomically designed rolling stock for their city bus systems also ensures that the reforms required at the ULB level, for

sustainable operations are implemented leading to a better living environment..

Unified Metropolitan Transport Authority

Since the NUTP guidelines were introduced, 4 out of the 65 mission cities moved

ahead with setting up of UMTA.. While Hyderabad set up an UMTA at the city level

in March 2008 through a legislation, the city of Bengaluru created the Bengaluru

Metropolitan Land Transport Authority, BMLTA in March 2007 with an objective

of coordinating all land transport matters within the metropolitan region of

Bengaluru. Mumbai on the other hand went ahead and set up a Regional level

Figure 5 - Impact of JnNURM Scheme in Setting up of UMTA

30

UMTA for coordinating all urban transport activities within the Mumbai Metropolitan Region (MMR). Similarly, Rajasthan set up a State level

UMTA responsible for its mission cities like Jaipur and Ajmer together.

The JnNURM initiative in the form of Bus Funding Scheme has resulted in an increase from 4 to about 47 in the cities that are moving toward

setting up an UMTA for looking after urban transport matters in a comprehensive manner.

Urban Transport Fund

Three mission cities namely Ahmedabad, Bengaluru and Jaipur were the pioneers

in implementing the guidelines of NUTP for setting up a UTF. However, there is

some difficulty in identifying dedicated sources of revenue for the UTF.

Setting up of an Urban Transport Fund further got a thrust with the launch of the

current scheme. Nearly 50 cities have moved forward for setting up a city /state

specific UTF

Special Purpose Vehicle for City Bus Operations

Till the launch of the Scheme, very few cities had given emphasis to reforming their

operations of bus services in urban areas. While some cities like those in Uttar

Pradesh and Andhra Pradesh etc. still had their STUs operating urban bus services,

others like Mumbai and Pune had city specific transport undertakings running bus

operations. Indore took the lead of setting up a Special Purpose Vehicle, for city bus

operations, encompassing the Municipal Corporation, Development Authority and

franchising bus operations to private partners.. A unique partnership thus emerged

which ensured good quality, high efficiency and sustained public services. Other

cities like Bhopal, Jabalpur, Ujjain and Raipur also followed the Indore model by

setting up city specific SPVs for operating bus services in each of the cities.

Figure 6 - Impact of JnNURM Scheme in Setting up of UTF

31

The initiative taken by MoUD in the form of providing financial assistance to all JnNURM mission cities further strengthened the requirement of

setting up city specific SPVs for operating bus services in urban areas. A comparative of status of SPVs before and after the Scheme was launched is

given in Table 8 below.

Parking and Advertisement Policy

Cities like Delhi, Bengaluru and few others first took the initiative of

creating a new Parking Policy for their urban areas, in consonance

with guidelines of the NUTP. However, this trend did not prove to be

effective enough in causing a ripple effect over the remaining mission

cities.

The Bus Funding Scheme of JnNURM looked at mandatory

implementation of a Parking and Advertisement policy in each of the

mission cities. Emphasis was laid on each city to develop a parking

policy, which would assist the local government to provide parking

facilities near public places and at the same time, the parking fee to be

structured in such a way that could make public transport more

popular amongst the users. The requirement of an Advertisement

Policy on the other hand was linked to better city aesthetics and road

safety and at the same time, identifying newer sources of revenue for

public transport initiatives.

Figure 7 - Impact of JnNURM Scheme in Creation of Parking &

Advertisement Policy

32

Table 8 - Comparative Matrix of Reforms in Urban Transport as an Impact of JnNURM Bus Funding Scheme

S.No State City

UMTA - Existing

UMTA - Proposed

UTF - Existing

UTF - Proposed

City Specific SPV/

Organization - Existing

City Specific SPv

Proposed

Parking Policy - Existing

Parking Policy -

Proposed

Adv Policy - Existing

Adv Policy -

Proposed

1

AP

Hyderabad

NA

City Division

2 Tirupati

NA

3 Vijayawada

City Division

4 Vishakhapatnam

City Division

5

Arunachal Pradesh

Itanagar

NA

NA

6 Assam Guwahati

7

Bihar Bodhgaya

NA

NI

8 Patna

NA

NI

9 Chhattisgarh Raipur

SPV NA

10 Delhi Delhi

NI Organization NA

NA

11 Goa Panaji

NA

12 Gujarat Ahmedabad

NA Organization NA

13 Haryana Faridabad

14

Himachal Pradesh

Shimla

NA

NI

NI

15 J&K

Jammu

SPV NA

16 Srinagar

NA SPV NA

17

Jharkhand

Dhanbad

NA

18 Jamshedpur

NA

19 Ranchi

NA

20

Karnataka Bengaluru

NA

Organization NA

21 Mysore

City Division

22

Kerala Kochi

23 Thiruvananthapuram

33

S. No State City

UMTA - Existing

UMTA - Proposed

UTF - Existing

UTF - Proposed

City Specific SPV/


City Specific SPV/

Organization - Proposed


Parking Policy -

Proposed


Adv Policy -

Proposed

24

MP

Bhopal

SPV NA

25 Indore

SPV NA

26 Jabalpur

SPV NA

27 Ujjain

SPV NA

28 Maharashtra

Mumbai

NA

Organization NA

NA MMR-Navi Mumbai

Organization NA

MMR-Thane

Organization NA MMR-

Mirabhayandar

Organization NA


Organization NA

29 Nagpur

NA

NA

NA

30 Nanded

NA

31

Pune

Organization NA Pimpri Chinchwad

Organization NA

32 Nashik

NI

NI

NI

NI

33 Manipur Imphal

NA

34 Meghalaya Shillong

NI NA NI

NI

NI

35 Mizoram Aizwal

NI

NI

NI

NI

36 Nagaland Kohima

NI NA NI

NI

NI

37 Orissa

Bhubaneswar

38 Puri

39

Punjab Amritsar

SPV NA

NA

40 Ludhiana

SPV NA

NA

41 Rajasthan Ajmer

NA

NI

NA

NI

NI

34

S.No City

UMTA - Existing

UMTA - Proposed

UTF - Existing

UTF - Proposed

City Specific SPV/


City Specific SPV/

Organization - Proposed


Parking Policy -

Proposed


Adv Policy -

Proposed

42 Jaipur

NA

NA SPV NA

43 Sikkim Gangtok

NI

NI NA NI

NI

NI

44

Tamil Nadu

Chennai

NI

NI Organization NI

NI

NI

45 Coimbatore

NI

NI

NI

NI

NI

46 Madurai

NI

NI

NI

NI

NI

47 Tripura Agartala

NA

NA

48

UP

Agra

49 Allahabad

50 Kanpur

51 Lucknow

52 Mathura

NA

53 Meerut

NA

54 Varanasi

NA

55 UT

Chandigarh

Organization NA

56 Puducherry

Organization NA

57

Uttarakhand

Dehradun

58 Nanital

NA

59 Haridwar

NA

60

WB Asansol

NA

61 Kolkata

NA

Total 3 47 3 52 26 24 2 53 9 48 Table only includes cities which were sanctioned buses under the JnNURM Scheme.

NA – Not Applicable

NI – No Information

35

Modal Shift in Urban Areas

Till date, barring few, the existing share of public transport in most of the Indian cities has been quiet low. Excluding cities like Delhi, Mumbai

(including Navi Mumbai and Thane), Hyderabad, Vijayawada, Vishakhapatnam and Bengaluru, the average share of public transport is about 10%

only. This indicates that since the quality and availability of public transport in most cities has shown a downward trend, the reliance on

personalized modes of transport is increasing.

Recognizing the value of carrying a greater share of the travel market on public transport and to achieve a significant modal shift from private to

public modes, the MoUD launched the scheme that would encourage a greater public transport modal share. Before the scheme was launched,

although, a large number of cities had public transport, the services available were merely incidental, as part of the larger interstate services,

without any focus on urban transport demand, resulting in below average i.e. less than 10% share of public transport in 70% of the cities.

With this initiative towards improving the availability and quality of buses in Indian cities, it is expected that by 2011 there would be a significant

shift towards public transport. The average modal share is expected to increase significantly and only 40% of the cities would have a below average

usage of buses. Most of these cities (90%) are those which did not have buses for urban transportation earlier

36

Table 9 - Impact of JnNURM Scheme on Public Transport Share in Cities

City Current PT Share Expected PT Share by 2011

Hyderabad 32% 34%

Tirupati 10% 13%

Vijayawada 34% 37%

Vishakhapatnam 42% 45%

Itanagar NA 3%

Guwahati 8% 11%

Bodhgaya NA 3%

Patna NA 3%

Raipur 2% 5%

Delhi 43% 45%

Panaji 5% 7%

Ahmedabad 11% 13%

Faridabad 1% 4%

Shimla 16% 21%

Jammu 6% 11%

Srinagar 30% 32%

Dhanbad NA 5%

Jamshedpur NA 2%

Ranchi NA 5%

Bengaluru 35% 37%

Mysore 9% 19%

Kochi 21% 30%

Thiruvananthapuram 22% 28%

37


Bhopal 15% 19%

Indore 7% 13%

Jabalpur 4% 10%

Ujjain NA 6%

Mumbai 45% 48%

MMR-Navi Mumbai 41% 45%

MMR-Thane 31% 33%

MMR-Mirabhayandar 11% 16%

MMR-Kalyan Dombivili 2% 4%

Nagpur 8% 15%

Nanded NA 5%

Pune 12% 19%

Pimpri Chinchwad 11% 13%

Nashik 4% 10%

Imphal NA 5%

Shillong 3% 10%

Aizwal NA 4%

Kohima NA 11%

Bhubaneswar 10% 13%

Puri NA 5%

Amritsar NA 6%

Ludhiana 3% 13%

Ajmer NA 4%

Jaipur 22% 26%

38


Gangtok NA 8%

Chennai 31% 35%

Coimbatore 3% 5%

Madurai 16% 20%

Agartala 9% 12%

Agra 2% 8%

Allahabad 10% 12%

Kanpur 9% 14%

Lucknow 1% 4%

Mathura NA 6%

Meerut NA 3%

Varanasi NA 4%

Chandigarh 18% 22%

Puducherry 7% 12%

Dehradun 6% 10%

Nanital NA 7%

Haridwar NA 3% Asansol NA 11% Kolkata

54% 58%

39

a Introduction of organized city bus system in 34

mission cities

Transition from truck chassis to bus chassis

Manufacturing complete bus for utmost public

convenience

Ergonomically designed buses

Complete image makeover of urban buses in India

An impetus to urban transport planning

Sustainable services with better organizational

backup

Improved passenger convenience

Most visible programme of JnNURM

Encouraging setting up of a Nationwide Public

transport helpline - 155220

Improved safety through automated doors

Improved safety features with on board cameras

Introduction of ITS on public transport system-

Audio/Visual Passenger Information System (PIS)

Laying foundation for introduction of Smart Card

Ticketing System

On board diagnostics/computerized systems

SCHEME SPIN OFF

40

TRANSFORMATION GALLERIA

41

42

43

APSRTC -400mm CNG Non AC

West Bengal 900mm Diesel

APSRTC 900mm Diesel

Nanded Mini Bus Diesel

BMTC 900mm Diesel

Uttarakhand 900mm Diesel

Ujjain 900mm Diesel

UPSRTC 400mm Diesel Non AC

PMT 400mm CNG AC

BMTC 400mm AC Nagpur 900mm Diesel

UPSRTC 400mm CNG AC

44

Chennai 400mm LF

Nagpur FESLF Diesel

PMPML FESLF Diesel

Chennai FESLF Diesel

Jaipur RESLF Diesel

CSTC, WB FESLF Diesel

KESRTC RESLF Diesel

IRT (TN) FESLF Diesel

KESRTC Mini Bus

45

Bus Released by the Hon. Transport Minister, Govt. of

Karnataka (GoK) Mysore on 03-06-09, Mysore, Karnataka

Launch of APSRTC buses by Shri. Jaipal Reddy, Honourable

Minister, Urban Development GoI, and Late Shri Y.S.R.

Reddy, Hon. Chief Minister of Andhra Pradesh , 24-02-09

Flagging off Ceremony of BMTC City buses by Shri. Jaipal

Reddy, Honourable Minister, Urban Development, GOI at

Bangalore on 14-11-09

Flagging off Ceremony of New Buses in Chennai by Hon. Dy

Chief Minister, Shri MK Stalin, Govt. of Tamil Nadu

46

Government of India,

Ministry of Urban Development,

Urban Transport Division

RECOMMENDATORY URBAN BUS SPECIFICATIONS

Sl.

No. Parameters Details Recommended Specifications

Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses

1 Doors Minimum Width of

Service Doors

1. At least one door will be 1200 mm ( to

facilitate easy access for physically

challenged persons) and the other door

could be 650mm

2. Doors mandatory

3. Type of Door opening : Preferably in

swinging

Mini 650mm

Midi 800 mm ( length 8 m)

Layout to maximise the standee passenger

Doors mandatory

Type of Door opening : Preferably in

swinging

2 Windows

Minimum Width of

Windows (clear vision

zone)

550 mm 450 mm

Minimum Height of

Windows

550 mm 450mm

Type of Window

The window panes shall be sliding type for

all buses accept AC buses. In AC buses there

shall be provision for adequate ventilation in

case of AC failure

The window panes shall be sliding type for all

buses accept AC buses. In AC buses there shall

be provision for adequate ventilation in case of

AC failure

3 Guard Rails

All School buses shall be provided with

minimum of two guard rails

The first guard rail shall be provided at a

height of 75 mm from the lower window sill

The distance between two guard rails shall

be 75 to 100 mm.

Guard rail for other types of buses may not

be provided if the lower edge of the window

sill is at least 200 mm above the

uncompressed top of the seat cushion

All School buses shall be provided with

minimum of two guard rails

The first guard rail shall be provided at a

height of 75 mm from the lower window sill

The distance between two guard rails shall be

75 to 100 mm.

Guard rail for other types of buses may not

be provided if the lower edge of the window

sill is at least 200 mm above the

uncompressed top of the seat cushion

ANNEXURE 1

47

Sl.



Guard Rails are not applicable for ACX

buses

Guard Rails are not applicable for ACX

buses

4 Emergency

Exits

No. of Emergency

Exits &

Dimension(min.)

At least 1 Emergency doors/ Exits or apertures

Dimension –1250 mm x 550 mm

(for emergency window –

- min 4000 cm2

At least 1 Emergency doors/ Exits or apertures

Dimension –1250 mm x 550 mm

(for emergency window - - min 4000 cm2

5 Steps

Maximum Height of

first step from ground

400 mm 400 mm

Maximum Height of

Other Steps

250 ( 300 if door behind rear axle) mm max

for Type – I 250 ( 300 if door behind rear axle) mm

6

# Maximum

Floor Height

The floor height shall

be measured at any one

of the service doors of

the vehicle in unladen

condition ( reference

point to be specified by

the manufacturers)

650 mm ( 35 % of total floor area min. ) or

400 mm ( 35 % of total floor area)

650 mm in the entrance area (35 % of

standee area of floor area)

7 Gangway

Minimum Height

1900 mm

1750 mm (for standee)

1500 mm (for non-standee)

Minimum Width

450 mm

450 mm

300 mm (for non-standee)

8 Seats

Seat Layout

1x 1 or 2x0 in low floor area

2x2 in the higher floor area

2 x 1

2x2 for non-standee bus)

Seating Area/Space Per

Passenger (Total Width

X Depth)

400x350 mm (AIS 052)

400x350 mm (AIS 052)

Seat spacing

( AIS 023 ) 650 mm - Type I

As per AIS 023

# For special applications like Bus Rapid Transit System where “closed system of operation is planned, high floor buses may be used with

the overall aim of providing level boarding and alighting by raising the floor height of bus stations.

48

Sl.



9 Destination

Board

Minimum No. of

Destination Board

in line with AIS 052

Illumination of

destination board

Min. Height of Destination Board: 220 mm

Min. width of Destination Board : 1800 mm

for front & 900 mm for rear and service door

side.

Min Height of Character: 200 mm

Display of Text: Fixed, Scroll and Alternate

mode.

–Location front top left hand corner

Required: Alphanumeric Dual Display

Technology Amber coloured LED based

electronic route display system of High

intensity illumination with automatic

brightness control (minimum 50 steps) along

with audible and display system in English

and Regional Indian Languages via windows

based software package. The Sign Boards

shall be preferably non-multiplexed design,

Amber Coloured (Dominant wavelength

between 590 to 595 nm), Diffused Type for

Better Visibility, and UV Resistant Type

with viewing angle of 120 degree Horizontal

/ 60 degree vertical. Equipment to be 'E'

Marked. Front Sign display shall be clearly

visible in all weathers at a distance of 50

meters. Side and Rear Sign display shall be

clearly visible in all weathers at a distance of

15 meters. The system shall be of rugged

construction, vibration proof and shall be

able to operate efficiently at ambient

temperatures of approximately 0 deg to 50

deg C, relative humidity level of 5% to 100%

Min. Height of Destination Board: 220 mm

Min. width of Destination Board : 800 mm

Min Height of Character: 200 mm

Display of Text: Fixed, Scroll and Alternate

mode.

–Location front top left hand corner

Required: Alphanumeric Dual Display

Technology Amber coloured LED based

electronic route display system of High

intensity illumination with automatic

brightness control (minimum 50 steps) along

with audible and display system in English and

Regional Indian Languages via windows based

software package. The Sign Boards shall be

preferably non-multiplexed design, Amber

Coloured (Dominant wavelength between 590

to 595 nm), Diffused Type for Better

Visibility, and UV Resistant Type with

viewing angle of 120 degree Horizontal / 60

degree vertical. Equipment to be 'E' Marked.

Front Sign display shall be clearly visible in all

weathers at a distance of 50 meters. Side and

Rear Sign display shall be clearly visible in all

weathers at a distance of 15 meters. The

system shall be of rugged construction,

vibration proof and shall be able to operate

efficiently at ambient temperatures of

approximately 0 deg to 50 deg C, relative

humidity level of 5% to 100% non-condensing,

49

Sl.



Internal Destination

Board

non-condensing, without direct contact with

water

Required: Behind the driver partition

The Display size: at least 800mm X 100 mm

size Amber Colour.

Programming for minimum 150 number of

Routes (300 nos of destinations) and

minimum 50 nos of bus stops on each route.

Next Bus stop/ Destination display

synchronised with Voice announcement is

essential.

without direct contact with water

Required: Behind the driver partition

The Display size: at least 800mm X 100 mm

size Amber Colour.

Programming for minimum 150 number of

Routes (300 nos of destinations) and minimum

50 nos of bus stops on each route. Next Bus

stop/ Destination display synchronised with

Voice announcement is essential.

10 Pad Material In line with AIS 052 : preferably no padding

(plastic moulding seats )

In line with AIS 052 : preferably no padding


11 Upholstery In line with AIS 052 : preferably no padding


In line with AIS 052 : preferably no padding


12 Other

Features

Headrest

Not required Not required

Stanchion As per ECE R 36 ( AIS 046 to be aligned) As per ECE R 36 ( AIS 046 to be aligned)

Seat Arm


Magazine Pouch


Individual Seat Row

Fans


Air Conditioning

Optional Optional

Reading Lights


50

Sl.



Cabin Luggage Carrier


Audio visual system in

line with AIS 052 Required Required

13 Standing

Capacity

To be determined on the basis of seat layout

as per the bus code

14

Sitting /

Standing

Ratio


15 Power

Steering Required Required

16

Transmission

i.e.

Automatic /

Manual

Automated manual gear shift / power

assisted gear shift / automatic transmission /

manual-Optional

Automated manual gear shift / power assisted

gear shift / automatic transmission / manual -

Optional

17 Seat Belts

Requirement Not required other than driver Not required other than driver

18

Anti Lock

Breaking

System

(ABS)


19

Suspension

type for Front

/ Rear

Air suspension

(In BRT buses the level of floor should be

same irrespective of load using any

technology )

Normal suspension

20 Acceleration

Acceleration – 1 m/sec in full load (Max for

passenger, min for design)

0-30 kmph in 10 sec or less

Max Speed : 30-90 kmph

Acceleration – 1 m/sec in full load (Max for

passenger, min for design)

0-30 kmph in 10 sec or less.

Max Speed: 30-90 kmph

51

Sl.



21 Engine

Location

Optional ( can be decided by the

manufacturer)

Optional (can be decided by the

manufacturer)

22 Side Facing

Seats Optional Optional

23

Door Closing

Requirements

for Bus

Movement

Mandatory

Mandatory

24 Fire

Extinguisher Required Required

25 Gear Shifting

Position Column / Floor Column or floor Column or floor

26 Kneeling

requirements

Optional (where provided, kneel down height

– 200 mm) Not required

27 Approach

Angle (Min Min 8

O Min 8

O

28 Departure

Angle(Min) Min. 8

O Min. 8

O

29

Passenger

Compartment

Internal

Height (Rear

Axle Floor

Area)

1900 mm in non low floor area

(1700 mm in case of rear saloon area of Rear

Engine bus)

1750 mm (for standee)

1500 mm (for non standee)

30 Type of Floor Sloping / Plain Sloping or plain

(Plain – not applicable to low floor buses)

Sloping or plain

(Plain – not applicable to low floor buses)

31 Steps on

Floor Yes / No optional optional

32 Maximum

Floor Slope Max. 6% Max. 6%

52

Sl.



33 Low Floor

Area

(% of total floor area)

35 % 35 %

34 Floor Surface Anti Skid floor surface Anti Skid floor surface

35

Requirement

for passenger

with limited

mobility

Wheel Chair Anchoring In bus with 400 mm floor height Not required

Priority Seats At least 2 At least 2

Stop Request On every pillar On every pillar

Manual Ramp

1. Required for bus with 400 mm floor

height

2. For 650 mm floor height ramp

required to enable wheel chair entry

from BRT station at 400 mm

platform

For 650 mm floor height ramp required to

enable wheel chair entry from BRT station at

400 mm platform

36 Life cycle

Requirements

Drive Train Life of bus – 10 or as mandated by local

legislation

-AMC by Manufacturers / as per

manufacturer’s recommendations

- Refurbishing of body every 5 years

- Change of drive train at 500, 000 km

Life of bus – 10 years or as mandated by local

legislation

- AMC by Manufacturers/ as per

manufacturer’s recommendations

- Refurbishing of body every 5 years

- Change of drive train at 500, 000 km

Body Structure

37 ITS Related

Requirements

Ticketing

Bus architecture should be compatible with

ITS

Required


ITS

Smart Card Required

Passenger Information

Systems

Required

(Audio-visual)

Required

(Audio-visual)

Vehicle Tracking

Systems


vehicle tracking system


vehicle tracking system

53

* The System on the Bus should be such that a single controller/ on board computer, compatible with Ticketing machine and

Smart Card reader , should be able to control Passenger Information Systems ( Audio & Visual), and integrate with on board

computer which shall control Vehicle Tracking System, Drivers bus route guidance and Multiplex wiring system, and Two Cameras

on the Bus. The Camera recording for at least 48 hours should be available either on the Bus or Recorded in the back office system

(To be downloaded at least once a day via WLAN or Class 1 Blue Tooth interface). The controller / on board computer should have

inbuilt GPS, GPRS capability (GSM or CDMA or Private Radio Network), to be able to integrate with the Back office ITS

Requirements and Signs on Bus Stops and BRT's. Equipment to be 'E' Marked. The controller / on board computer memory size should

be minimum 64 Mega Byte. Communication interface in the controller / on board computer should include RS485 & RS232 (at least 2

ports) & CAN2B & USB Host.

Sl.



38 Lighting (Fog lamp to be categorically provided in

Northern region buses ) As per AIS 052

(Fog lamp to be categorically provided in

Northern region buses ) As per AIS 052

39

Crash-

worthiness

Requirements

As per CMVR As per CMVR

40 Warning

Triangle As per CMVR As per CMVR

41

Driver’s

working

space

As per Bus Body Code AIS:052 As per Bus Body Code AIS:052

42 Rear View

Mirrors

As per CMVR

(AIS:001 & AIS:002)

As per CMVR

(AIS:001 & AIS:002)

43 Safety Glass As per CMVR As per CMVR

44 Electrical

System

The Chassis and Bus Body shall have a Master Type Multiplexed Wiring System with onboard

Diagnostic Display panel. The Multiplex Wiring System shall have Current Measurement of

each output and Automatic Trip Facility. The Multiplex Wiring System shall be integrated with

the controller / on board computer to enable Back Office Monitoring and Control Centre to

Monitor and analysis Vehicle Health.

54

Detailed guidelines for financing purchase of buses for urban transport systems under JnNURM

1.0 Introduction

1.1 Under the second Stimulus Package announced by the Government on 02nd January, 2009, it has been

stated that "States, as a one time measure upto 30.06.2009, will be provided assistance under the JNNURM

for the purchase of buses for their urban transport systems. A scheme towards this end will be announced

shortly".

2.0 Guidelines for extending Additional Central Assistance

1.2 In pursuance of the stimulus package, Additional Central Assistance shall be provided as a one time

measure upto 30.06.2009 for procurement of buses for urban transport systems under JnNURM as per the

existing procedures and the following guidelines:

i. All JnNURM cities will be eligible for Additional Central Assistance (ACA) for procurement of buses

for urban transport.

ii. The financing for buses under JnNURM is exclusively for urban transport i.e. city bus service and/or

BRTS for the city/urban area for which buses are procured. In order to ensure that the buses

procured under JnNURM are utilised exclusively for urban transport, the States/UTs/ULBs/para-

ANNEXURE 2

55

statals shall set up a city specific wholly owned SPV/umbrella public body for controlling and

managing the city bus service/BRTS.

iii. Detailed Project Report shall have to be submitted by State Government/SLNA including details

about city bus service/BRTS planning, financing arrangements, sustainability, user charges,

operation, maintenance, the ultimate benefit which will become available to the urban commuters.

(Annexure - II )

iv. The cost of preparation of DPRs shall also be reimbursed as per the guidelines for reimbursing the

cost of DPRs under JnNURM subject to the actual or 1% normally, and with exceptional justifications

up to a maximum of 2% of the overall project cost.

v. The financing pattern for procurement of buses shall be as per para 18.1 of the JnNURM Guidelines

for Submission of Urban Infrastructure and Governance.

vi. The Additional Central Assistance (ACA) shall be in the form of grant as specified in para 19.1 of

JnNURM Guidelines. ACA will be available to ULB/para-statal only.

vii. The funds will be released in installments as per para 19.2 of JnNURM Guidelines.

viii. Proposals for public private partnership would be given priority while sanctioning. However, the

ownership of buses will remain with the para-statals/ULBs.

56

ix. The para-statal/ ULBs shall commit to maintenance of these buses in top most condition throughout

their useful life and put them in operation immediately.

x. All million plus cities should procure buses as per the Urban Bus Specifications (as available on

MoUD website and as circulated to all States/UTs/ULBs). In case of less than one million population

cities, standard ordinary buses may also be procured, but the mini/midi buses to be procured should

conform to Urban Bus Specifications.

xi. At least 20% of the buses procured under JnNURM for all million plus cities should be low floor

buses.

xii. All the buses procured under JnNURM shall carry distinct JnNURM logo on both sides, the details of

which will be advised in due course.

xiii. The buses procured shall be in line with the Auto Fuel Policy approved by Government of India in

2002 which lays down roadmap of tighter emission norms upto 2010 i.e. introduction of Bharat Stage-

III and Stage-IV vehicles.

xiv. The procurement by para statals/SPVs/such umbrella bodies for the buses has to be focused not only

on the initial price but the life cycle cost so as to encourage modern buses.

xv. The project cost shall be arrived at after deducting the state and ULB taxes. These taxes shall either

be waived off or reimbursed by the State Government/ULB.

57

xvi. To improve the average speed of buses and their efficiency, all the million plus cities would be

required to have either dedicated bus lane or demarcated bus lane on all the arterial roads.

xvii. While sanctioning the projects, the overall Statewise allocation/additional city wise allocation as

indicated by Planning Commission in their letter No.PC/H/8/5/26/2008-HUD dated 24.12.2008 (copy

enclosed) would be kept in view.

xviii. The procurement of buses should promote products with chasis and buses from manufacturing

facilities in India.

3.0 Reforms in Urban Transport

3.1 The Additional Central Assistance would be tied to following reforms in the field of urban transport as part of

structural reforms under JnNURM:

State level

i. Setting up of a city-level Unified Metropolitan Transport Authority (UMTA) for all one million plus cities, duly

backed by a legislation, to facilitate coordinated planning and implementation of projects relating to urban

transport and their integrated management.

ii. Setting up of a Dedicated Urban Transport Fund at the State level(Refer Annexure-A).

iii. Change in bye-laws and Master Plan of cities to integrate land-use and transport by densification along with the

MRTS corridors and areas around the stations.

58

iv. Nominating a single department at the State level to deal with all urban transport issues as against different

departments at present.

v. Setting up of a regulatory / institutional mechanism to periodically revise fares for all public and intermediate

public transport systems.

vi. The State government and ULB waiving off / reimbursing all its taxes on urban Buses & city bus service/BRTS.

City level

i. Setting up of a Dedicated Urban Transport Fund at the city-level (refer Annexure-B).

ii. An advertisement policy which taps advertisement revenue on public transport, intermediate public transport

and public utilities for public purposes subject to relevant legislations.

iii. Parking policy wherein parking fee represents the true value of the land occupied, which is used to make public

transport more attractive; banning of parking on arterial/ring roads, multi-level parking centres in City Centres

with park-and-ride facility etc.

iv. A well organized and efficient city bus system by using ITS through city-specific SPV for bus services,

preferably on PPP, under well structured contracts where the umbrella institution of the government

professionally does the role of planning, coordination, contracting, monitoring, supervision as well as

management of common infrastructure and services etc .

59

v. Multimodal integration, including suburban railways (by involving MoR) to provide network-connectivity in the

region and single ticketing to provide seamless travel.

vi. Setting up of a Traffic Information Management Control Centre for effective monitoring and enforcement of

traffic as well as data-generation and data-collection for future planning.

3.2 The para-statals/ULBs/SPVs shall enter into MoA with the Mission Directorate to undertake above reforms in

addition to reforms as per Annexure-II of UIG guidelines. There shall be a time bound plan for

implementation of all these reforms within the mission period.

4.0 Sanctioning procedure:

4.1 The DPRs shall be appraised by Urban Transport Division in the Ministry of Urban Development,

Government of India keeping in view the above guidelines.

4.2 After the appraisal, the proposals for Additional Central Assistance shall be considered and approved by the

Central Sanctioning and Monitoring Committee under the Chairmanship of Secretary (Urban Development)

which shall also have a representative of DoRTH and Department of Heavy Industries also as special

invitees.

60

Annexure-A

The possible sources of Dedicated Urban Transport Fund at State Level

At the State level, additional sales tax on petrol, additional registration fee on four-wheelers and two-wheelers, high

registration fee for personal vehicles running on diesel, annual renewal fee on driving license and vehicle registration,

congestion tax, green tax etc. may be used to draw sources for the Dedicated Urban Transport Fund at the State level.

The inelastic demand of petrol with respect to price in a short run would ensure sufficient accruals to the funding and

which would, in the long run, incentivize such people to shift to the public transport system. The funds so generated by

the States can be used for new projects in urban transport, compensate towards exemption of tax on urban buses and

replacement of assets of public transport companies and, towards meeting the cost of various other concessions

extended to encourage public transport by the State Government.

61

Annexure-B

The possible sources of Dedicated Urban Transport Fund at city Level

The cities can generate fund out of betterment levy on land in areas which benefit by investment in urban transport

projects; rationalization of parking-fee, property development tax, property development on the land banks with para-

statals, advertisement revenue on transit corridors, employment tax (as done in France) etc. This fund at the city level

can be used for establishing a fare contingency fund to meet the difference between the 'public fare' (paid by the

commuters) and the 'technical fare' (payable to the private operators) to sustain the operations and; to provide ULBs'

share for funding the urban transport projects.

……….

62

Annexure-II

Guidelines for detailed DPR-Phase II

Scientific determination of bus network, routes, frequencies, bus stops.

Details of infrastracture arrangement being made to accord priority to the operation of buses; and other infrastructure

improvement required including dedicated bus lane or demarcated bus lane on all the arterial roads.

Details of city specific wholly owned SPV/umbrella body being set up or already set up controlling and managing city bus

service/BRTS.

Details of the institutional arrangements being put in place for introduction/improvement of the public transport system;

Details of how the buses shall be maintained through their entire useful life;

Concessioning strategy for operation of buses and involvement of private sector in public bus transportation, wherever

applicable;

Details of the ITS facilities regarding fare collection system; operation and maintenance system proposed to be put in place;

Mechanism for implementation of passenger information system and management; scientific management control/management

information system;

Integration of the services with other public transport systems and the multimodal integration;

System of performance evaluation, incentives and penalties for performance efficiency;

Institutional mechanism for periodic studies and assessment of travel pattern;

Institutional mechanism of periodic revision of fares, but not only city bus service, but other modes of public transport and

intermediate transport;

Strategy for making bus operations financially self sustainable;

63

Details of the proposed UMTA structure, composition, legal backing, functions, manpower requirements and staffing plan, etc

alongwith time lines for implementation.

Details of the Urban Transport Fund proposed to be set up the State and City level, along with the sources of funding,

estimates of funds that will be raised, management plan for the fund, eligible claims from the fund, appraisal and approval

mechanism for claims from the fund, etc., alongwith time lines.

Advertisement policy statement which taps advertisement revenue orn public transport, intermediate public transport and

public utilities for public purposes subject to relevant legislations and time lines for implementation.

Parking policy statement wherein parking fee represents the true value of land occupied, banning of parking on arterial/ring

roads, multilevel parking centres in city centres with park and ride facility etc. and time lines for implementation.

Mechanism to enforce the parking policy that has been formulated along with restrictions on parking proposed to be

implemented as well as new parking spaces to be created.

Transit Oriented Development (TOD) policy and amendments proposed in the byelaws to encourage TOD.

Details of the coordination department in the State Government and the measures proposed to strengthen the concerned

department to deal with the subject of urban transport.

Details of the Traffic Information and Management Control Centre proposed to be set up giving its

Objectives / Functions

Structure

Reporting Channel

Staffing

Information systems

Control systems

Control-cum-Information Centre to be set up and should have a Toll Free No.

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