Financial Assistance for Bus Procurement under JnNURM Ministry of Urban Development
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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 Indias Gross State Domestic Product is generated in urban areas. 1
The pace of urbanization continues to be rapid. In 2001, Indias 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
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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
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SECTION I
Urban Transport Scenario in India
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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
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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
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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
-
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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
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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.
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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 18.1 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)
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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 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.
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.
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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
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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
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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
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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.
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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
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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
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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
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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
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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
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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 (UMTAs) 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
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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
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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
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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
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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
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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
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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
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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%
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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%
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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%
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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
'' '' '
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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
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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
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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
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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
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%
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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 manufacturers 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 manufacturers 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
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* 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 Drivers 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.
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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
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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.
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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.
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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.
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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 .
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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.
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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.
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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.
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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;
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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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