JnNURM Bus Policy for City Bus

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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
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
1951 1961 1971 1981 1991 2001
(
I
n


'
0
0
0
)
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 Vehicle
2
(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

5

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
Availability
of Bus
Based
Public
Transport
City
Specific
SPV
City Specific
Division/
Organization
Service Provider
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
Availability
of Bus
Based
Public
Transport
City
Specific
SPV
City Specific
Division/
Organization
Service Provider
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
Availability
of Bus
Based
Public
Transport
City
Specific
SPV
City Specific
Division/
Organization
Service Provider
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 20
th
November, 2009.

9

SECTION II

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


10

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 18.1
3
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 19.1
4
of JnNURM Guidelines.
The funds will be released in installments as per para 19.2
5
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)

11

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


12

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.

13

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 7
th
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 1
st
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.


14

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
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
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
MMR-Kalyan
Dombivili
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
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
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

17


`
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.

18

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
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 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)
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 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.
16 Electronics/ telematics
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
17
Door Closing requirements for
Bus movement

Pneumatically operated
18 Steps Entry +0 step
19
Floor Height from the ground
(unladen):
400 mm (50 % of total floor
area min.)
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
S No. Description Ashok Leyland Tata Motors
1 Wheel base 6200mm 6300mm
2 Bus Width mm 2600mm
3 Bus Height (Unladen) mm:
3800mm
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 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.
7 Pollution & Exhaust gas BS-III emission norms
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
13 Details of Brake System
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

S No. Description Ashok Leyland Tata Motors
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.
16 Electronics/ telematics
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
17
Door Closing requirements for
Bus movement
Pneumatically operated Pneumatically operated with sensors
18
Floor Height from the ground
(unladen):
650 mm (50 % of total floor area min.)
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
S No. Description Ashok Leyland Tata Motors
1 Wheel base 5639mm 5545mm
2 Bus Width mm 2550mm minimum 2570mm
3 Bus Height (Unladen) mm:
3800mm
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 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.
7 Pollution & Exhaust gas BS-III emission norms
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.
9
Front Axle load carrying
capacity
33% GVW 6000kg/ 37% of GVW
10
Rear Axle load carrying
capacity
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

S No. Description Ashok Leyland Tata Motors
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.
16 Electronics/ telematics
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
17
Door Closing requirements for
Bus movement
pneumatically operated in swing doors
18
Floor Height from the ground
(unladen):
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
9
Front Axle load
carrying capacity
33% of GVW
min 2500kgs load
carrying capacity
10
Rear Axle 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
13
Details of Brake
System
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
15
Floor Height from the
ground (unladen):
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.N
o 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/
Organization
- Existing
City Specific
SPV/
Organization
- Proposed
Parking
Policy -
Existing
Parking
Policy -
Proposed
Adv
Policy -
Existing
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
MMR-Kalyan
Dombivili



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/
Organization
- Existing
City Specific
SPV/
Organization
- Proposed
Parking
Policy -
Existing
Parking
Policy -
Proposed
Adv
Policy -
Existing
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

City Current PT Share
Expected PT Share by 2011
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

City Current PT Share
Expected PT Share by 2011
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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
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 cm
2

At least 1 Emergency doors/ Exits or apertures
Dimension –1250 mm x 550 mm
(for emergency window - - min 4000 cm
2

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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses



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
(plastic moulding seats )
11 Upholstery
In line with AIS 052 : preferably no padding
(plastic moulding seats )
In line with AIS 052 : preferably no padding
(plastic moulding seats )
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

Not required Not required
Magazine Pouch

Not required Not required
Individual Seat Row
Fans

Not required Not required
Air Conditioning

Optional Optional
Reading Lights

Not required Not required

50

Sl.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
Cabin Luggage Carrier

Not required Not required
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
Not required Not required
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)
Not required Not required
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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
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

Bus architecture should be compatible with
ITS

Smart Card Required


Passenger Information
Systems
Required
(Audio-visual)
Required
(Audio-visual)
Vehicle Tracking
Systems
Bus architecture should be compatible with
vehicle tracking system
Bus architecture should be compatible with
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.
No.
Parameters
Details
Recommended Specifications
Standard Bus( Type I Bus as per AIS 052 ) Mini / Midi Buses
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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