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URBAN BUS SPECIFICATIONS
Ministry of Urban Development
Government of India
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MINISTER F O
U R B A ND E V E L O P M E N T
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G O V E R N M E NO F I N D I A
M ESSAGE
An efficient, effective, eco-and consumer-friendlyUrban
t
T r a n s p o r t a t i o n - w i t h o uw h i c h c i t i e s c a n b e c o m e i m m o b i l e - i s
t h e n e e d o f t h e c o u n t r y i n t h i s c e n t u r y .I f t h e l o o k a n d f e e l o f
p u b l i ct r a n s p o r ti s n o t i m p r o v e ds u b s t a n t i a l l a n d o n a n u r g e n t
y
b a s i s a c r o s sv a r i o u s c i t i e s ; t o a l e v e l t h a t i t c a n b e s o l d t o
p u b l i c a s a b r a n d e d p r o d u c t ,u r b a n m o b i l i t y s h a l l b e c o m e a
g
serious ampener o the economic rowth,
d t
,
W e , i n t h e M i n i s t r yo f U r b a nD e v e l o p m e n ta r e c o n s t a n t l y
s
e x p l o r i n gd i f f e r e n t p o s s i b i l i t i e t o i m p r o v e t h e u r b a n m o b i l i t y
o
a n d a c c e s s i b i l i tw h i c h w o u l d m a k e c o m m u t i n gf o r r e s i d e n t s f
y
c i t i e s w i t h p o p u l a t i o no f f i v e l a k h p l u s a n d s t a t e c a p i t a l s ,t o
s t a r t w i t h , e a s ya n d s m o o t h .
I a m c o n f i d e n tt h a t t h i s h a n d y r e f e r e n c eo n u r b a n b u s -
specifications ould serve the purposeof educatingpeople
w
a b o u t e f f o r t s c o l l e c t i v e l yb e i n g m a d e b y t h e G o v e r n m e n t ,
Industry and Academia to improve urban bus- based
transportation.
I s i n c e r e l yc o m p l i m e n tt h o s e w h o w e r e i n s t r u m e n t a li n
s h a p i n gt h i s r e f e r e n c eb o o k l e t ,w h i c h I e a r n e s t l yh o p e w o u l d
a s s i s t u s i n t r a n s f o r m i n g h e c i t y b u s - s e r v i c e sn c i t i e s i n o u r
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country.
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N P
PREFACE
T ra n sp o rts a ma j o ri ssu ein m ostcities India. ith onlyabout25 of the
i of W
large cities offeringsome form of organized city bus service,most other cities
d e p e r r do n i n fo rma li n te rme d i atepublictr anspor l facilities. the lar ge cities ,
In
limitecJ supplyand poor qualityof servicehas resultedin declinein patronage of
Publicl-ransport and led to largescalemotorization, a result,the
As problerns of
congestion,safety and pollutionhave become acute, besides adding global
w a r m i n gth ro u g hi n cre a se d G em issions.
GH Despiteincr easing investm ents in
road infrastructure, clean fuel policies,and the construction flyovers,lravel
of
c o n d i t i o n s r a n a ve ra g e ci ti z en r em ain a concer n.Fur ther ,planningand
fo
of
development road infrastructure, regulations private or public vehicles,
for
licensing procedures, and operations statetrarrsport
of undertakingscontinueto
be d o n e i n p i e ce -me a l ra n n e a nd in isolation,
n r whichalsoadd to the pr oblem.
2. Inrprovedpublic transportservices are necessaryto anreliorate tl-rese
problerns bus systemplaysa majorrole in all the motorized
as trips in any c;ityas
per the global experience.However,most of tlre City/ State Road Transport
LJndertakings operating a fare based revenuemodel have neitherbeett in a
on
positionto meet the demand nor the servicequality. They have also nr:t set
ratesat a levelto meettheircost of operations.Accordingly, city bus service,
for
the buses are procuredor permittedwhich can be sustainedfrom fare box
revenuealone, resulting buses that are not passenger
in friendly.The dernand
from tlre averagepassengeris in terms of qualityof service,safety, reliability,
efficiencyand comfort.Thus there is a mismatchbetweenthe expectations and
the actual availability publictransport. Therefore, would be essentialthat
of it
qualitybuses are introduced city trarrsport.
for This would not only change the
mind set of peopleaboutbusesbut also help in improving imageof the city.
the
3" U n fo rtu n a te li y In d i a ,th er e is har dlyany advancem ent this fieldeven
n in
after 60 years of indepenclence.The present city buses (public or private)
c o n t i n u eto su ffe r fro m p o o r b rand im age, m ostly r em ain non user fr iendly,
c o n t i n u eto b e e rg o n o mi ca l lp oor ly designed,unfit for physically
y challenge d
persons,fuel inefficient, non ITS enabledand low on passengercomfort.\A/ith
t h e f o c u s o n h a vi n g a re sp o nsivepublic tr anspor tand passengerfr iendly
facilities,through these urban bus specifications, is intendedto lay down
it
minimumrecommended specifications irrtroduction
acrossthe countryto facilitate
of ITS enabledmoderncity bus servicein citiesso that the idea can be sold to
the publicas a brandedproductand peoplecatt take pride in travelingby ptrblic
t r a n s p o r t.B ro a d l y d e rnb u sesshouldbe sleekand er gonomically
mo designed,
slrould facilitatelevel boarding and alighting,have comfortableseating and
suspension, advancedpassengerinformation system, vehicle information and
trackingsystems, shouldbe passenger and disabledfriendlyand have electronic
fare collection, amongotherrequirements.
l'age I of 3
tl One of the immediate questionswhichworildcome to everybody's mind is
whethersuch specifications wouldturn out to be costlyand henceunsustainable.
W h a ti s pe rh a p s q u i re ds, a par adigm
re i shiftin the wholethinking towar dspubli c
transport.While the fares needto be reasonable, intention not to
the is int;rease
the fares. In fact a two prongedstrategyis required introduce
to such modern
b u s e so n su sta i n a b l b a si s, n e to augment evenue om
e o r fr sour ces far
besides e s
and second, re(.uce costof thesebusesas well as publictransport
to the through
eitlrer waivingoff or drastically reducing taxesat the
the Stateleveland city level.
The State Governments and the urban local bodiesshould set up a dedicated
urban transport fund as envisaged the NationalUrbanTransportPolicy-2006
in
to not only meet the investment needsfor urbantransport br-rt
infrastruciure also
to help in keepingthe fares low. In fact,the city leveldedicated urbantransport
fund can also be used to set up a fare contingency fund to meet the difference
betweenpublicfare and the technical fare payable the privateoperator(for the
to
su
o p e r a t io n a l sta i n a b i l i ty).
5. T h e reh a s to b e a p a ra digm shiftin the institutional echanism well a s
m as
for the operation and managementsystem for the city bus service. The
investrnent requirements introduction modernITS enabledbuses are of the
for of
o r d e ro f R s. 3 8 ,0 0 0cro re i n th e 11il'Five Year Plan. As such,while continued
participation the said transportundertakings
of could be envisagedto some
extent,considering the magnitude investment
of requirement, ottly way to
the
establishan adequate and efficientmodern ITS enabled bus transportation
system in the city is to make investments such a system attractive the
in for
privatesector and to rely on public-private partnership.This can be done by
setting standards serviceand layingdown tfrefar,es
the of that are affordable and
biddingout the routes. The publicprivatepartnership should be irr the form of
settingup of professional umbrella publicbodiesthat have the capacityto make
scientific assessment the demandon variousroutesand contract
of services that
can be properlynronitored.These umbrellapublicbodies should also manage
common facilitieslike bus stations,bus depots, terminals,central office and
controlcentre etc. and providefor the maintenance wl-tich
facilities, the private
p l a y e r s ca n u se o n p a yme nt basis. Such um br ellabodies should hav e
representation from all the major operatorsand stake holders includingtraffic
police.
'fhe
6. presentpermitsystemonly promotespennywar on the road and has
n6 in-builtmechanism qualitycontrol,adherence safetystandards,
for to taking
care of passenger comfort etc. As such, the bus operations need to be
corporatisedthrough concessionsbeing awarded to bidders whcl have a
minimumfleet size, say 25 buses. For efficientoperationsas well as cross
s u b s i d iza ti o n , n u mb e r o f ro utes need to be bundledfor bidding. Sm al l
a
operators can participate forming cooperatives, that they can fr'rlfill
by so the
or public
criterion minimumsize of ileet. Whetheronpublicprivatepartnership
of
sectormodel,the city transportshouldbe managed by a SPV which looks after
I'age2 of 3
only the city transport. The existingroutes will also need
to rationalizecl
and
freslr time table got prepared. All ihese information
would need to be made
a v a i l a b l e p u b l i cth ro u g l rd ynamicand staticpassenger
to infor m ationsysr em .
There shorrldalso be an effectiveand ongoing mechanism
of getting regular
feedbackfrom the bus passengers ,eruices,quality,
on need for irnprovernent
etc The studiesfor any routerationalization, preparation DpRs etc. would be
of
eligible supportup to B0% of the total "ori "r grant (so%
for
in case of DpRs)
from Ministry of Urban Development, Governrnentof India under the new
.
s c h e n r e f u rb a ntra n sp o rt l a n ning.
o p
T Thoughthese bus specifications envisageonly low floor/semi floor buses
low
to facilitatelevel boardingand alighting cas" tr "ity bus service
in and tsRTS,
certainBRTS may have specificrequirements which may permiteven high floor
buses,if the BRTS is a closedsystemand is similarto
the metro railwaywnere
the rollingstock movesonly in the fixedcorridors.
B' A s a l re a d yb ro u g h to u t i n m y D.o. letterNo.K- 14011/3g/2a07- uT dated
25'10'2007to all Chief Secretaries, these specificationshave been drafteclby
M o U Di n co n su l ta ti ow i th S IA M,llT Delhi,
n nnnt Pune,M/s Ur banMassTr ansit
Contpany,and some of the companies/ corporations associatedwith bus
o p e r a t i o n s, z. IC T S L /In d o re , IM TS/Delhi, gM fClgangalor e
vi D and all t6e bus
manufacturers India.While,framingthesespecificationrl
in .rru has been taken
thal Bus Body code framedby Minisiryof Road -fransport
and Highwaysis not
violated.
'I
9' he commentsreceivedfrom variousStatesand stake holders,in writing
as well as during the Conference 16thJanuary,2008 in Delhi, Ministry
on of
Heavy Industries,Governmentof India, Departrnent Road Transporl
of and
Highways,Governmentof India have also been suitably incorporated. Some
commonstandardspecifications urbanbusesurouldhelp in bringing
for down the
cost of modern buses to enable providinghigh quality publiJ trinsport
at
affordable cost.
10' We do hope and expect that these Urban Bus Specificatiorrs though
recommendatory nature,will be adoptedby all the Statesand citiesfor city
in
bus serviceand also for all new procurements view of the need to provide
in
q u a l i t y u b l i c n sp o rt
p tra syste ms n all cities
i .
n
IL-"----^'.-,--,4'*-.
1
( Dr .M. Ram achar r dr an)
Secretary(UrbanDevelopment)
D a t e d1 t t - 1 1 - 0 8 Gover nm ent India
of
l)age of 3
3
Government of India
Ministry of Urban Development
Urban Transport Division
-------
RECOMMENDATORY URBAN BUS SPECIFICATIONS
Sl. Parameters Details Recommended Specifications
No.
Standard Bus( Type I Bus as Mini / Midi Buses
per AIS 052 )
1 Doors Minimum Width of 1. At least one door will Mini 650mm
Service Doors be 1200 mm ( to Midi 800 mm ( length 8
facilitate easy access m)
for physically Layout to maximise the
challenged persons) standee passenger
and the other door • Doors mandatory
could be 650mm • Type of Door
2. Doors mandatory opening :
3. Type of Door Preferably in
opening : Preferably swinging
in swinging
2 Windows Minimum Width of 550 mm 450 mm
Windows (clear vision
zone)
Minimum Height of 550 mm 450mm
Windows
Type of Window The window panes shall be The window panes shall be
sliding type for all buses sliding type for all buses
except AC buses. In AC except AC buses. In AC
buses there shall be provision buses there shall be
for adequate ventilation in provision for adequate
case of AC failure ventilation in case of AC
failure
RECOMMENDATORY URBAN BUS SPECIFICATIONS
3 Guard Rails − All School buses − All School buses
shall be provided shall be provided
with minimum of two with minimum of
guard rails two guard rails
− The first guard rail − The first guard rail
shall be provided at a shall be provided at
height of 75 mm from a height of 75 mm
the lower window sill from the lower
− The distance between window sill
two guard rails shall − The distance
be 75 to 100 mm. between two guard
− Guard rail for other rails shall be 75 to
types of buses may 100 mm.
not be provided if the − Guard rail for other
lower edge of the types of buses may
window sill is at least not be provided if
200 mm above the the lower edge of
uncompressed top of the window sill is
the seat cushion at least 200 mm
− Guard Rails are not above the
applicable for ACX uncompressed top
buses of the seat cushion
− Guard Rails are not
applicable for ACX
buses
4 Emergency No. of Emergency At least 1 Emergency doors/ At least 1 Emergency
Exits Exits & Exits or apertures doors/ Exits or apertures
Dimension(min.) Dimension –1250 mm x 550 Dimension –1250 mm x
mm 550 mm
(for emergency window – (for emergency window -
- min 4000 cm2 - min 4000 cm2
5 Steps Maximum Height of 400 mm 400 mm
first step from ground
Maximum Height of 250 ( 300 if door behind rear 250 ( 300 if door behind
Other Steps axle) mm max for Type – I rear axle) mm
2
RECOMMENDATORY URBAN BUS SPECIFICATIONS
6 # Maximum The floor height shall 650 mm ( 35 % of total floor 650 mm in the entrance
Floor Height be measured at any one area min. ) or 400 mm ( 35 area (35 % of standee
of the service doors of % of total floor area) area of floor area)
the vehicle in unladen
condition ( reference
point to be specified by
the manufacturers)
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 2x1
2x2 in the higher floor area 2x2 (for non-standee bus)
Seating Area/Space Per 400x350 mm (AIS 052) 400x350 mm (AIS 052)
Passenger (Total Width
X Depth)
Seat spacing 650 mm - Type I As per AIS 023
( 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.
9 Destination Minimum No. of Min. Height of Destination Min. Height of Destination
Board Destination Board Board: 220 mm Board: 220 mm
in line with AIS 052 Min. width of Destination Min. width of Destination
Board : 1800 mm for front & Board : 800 mm
900 mm for rear and service
door side. – Location front top left
– Location front top left hand corner
hand corner
Illumination of Required Required
destination board
Internal Destination Required Required
Board
10 Pad Material In line with AIS 052 : In line with AIS 052 :
preferably no padding (plastic preferably no padding
moulding seats ) (plastic moulding seats )
3
RECOMMENDATORY URBAN BUS SPECIFICATIONS
11 Upholstery In line with AIS 052 : In line with AIS 052 :
preferably no padding (plastic preferably no padding
moulding seats ) (plastic moulding seats )
12 Other Headrest Not required Not required
Features
Stanchion As per ECE R 36 ( AIS 046 As per ECE R 36 ( AIS 046
to be aligned) to be aligned)
Seat Arm Not required Not required
Magazine Pouch Not required Not required
Individual Seat Row Not required Not required
Fans
Air Conditioning Optional Optional
Reading Lights Not required Not required
Cabin Luggage Carrier Not required Not required
Audio visual system in Required Required
line with AIS 052
13 Standing To be determined on the basis
Capacity of seat layout as per the bus
code
14 Sitting / Not required Not required
Standing
Ratio
15 Power Required Required
Steering
16 Transmission • Automated manual • Automated manual
i.e. gear shift / power gear shift / power
Automatic / assisted gear shift / assisted gear shift /
Manual automatic automatic
transmission / transmission /
manual-Optional manual - optional
17 Seat Belts Not required other than driver Not required other than
Requirement driver
4
RECOMMENDATORY URBAN BUS SPECIFICATIONS
18 Anti Lock Not required Not required
Breaking
System
(ABS)
19 Suspension Air suspension Normal suspension
type for Front (In BRT buses the level of
/ Rear floor should be same
irrespective of load using any
technology )
20 Acceleration Acceleration – 1 m/sec/sec in Acceleration – 1 m/sec/sec
full load (Max for passenger, in full load (Max for
min for design) passenger, min for design)
0-30 kmph in 10 sec or less 0-30 kmph in 10 sec or
less
Max Speed : 30-90 kmph Max Speed: 30-90 kmph
21 Engine Optional ( can be decided by Optional (can be decided
Location the manufacturer) by the manufacturer)
22 Side Facing Optional Optional
Seats
23 Door Closing
Requirements Mandatory Mandatory
for Bus
Movement
24 Fire Required Required
Extinguisher
25 Gear Shifting Column / Floor Column or floor Column or floor
Position
26 Kneeling Optional (where provided, Not required
requirements kneel down height – 200 mm)
27 Approach Min. 8O Min. 8O
Angle (Min)
28 Departure Min. 8O Min. 8O
Angle(Min)
29 Passenger
Compartment 1900 mm in non low floor 1750 mm (for standee)
Internal area 1500 mm (for non standee)
Height (Rear (1700 mm in case of rear
Axle Floor saloon area of Rear Engine
Area) bus)
5
RECOMMENDATORY URBAN BUS SPECIFICATIONS
30 Type of Floor Sloping / Plain Sloping or plain Sloping or plain
(Plain – not applicable to low (Plain – not applicable to
floor buses) low floor buses
31 Steps on Yes / No optional optional
Floor
32 Maximum Max. 6% ( As per AIS 052) Max. 6% ( As per AIS 052)
Floor Slope
33 Low Floor (% of total floor area) 35 % 35 %
Area
34 Floor Surface Anti Skid floor surface Anti Skid floor surface
35 Requirement Wheel Chair Anchoring In bus with 400 mm floor Not required
for passenger height
with limited Priority Seats At least 2 At least 2
mobility Stop Request On every pillar On every pillar
Manual Ramp 1. Required for bus with For 650 mm floor height
400 mm floor height ramp required to enable
2. For 650 mm floor wheel chair entry from
height ramp required BRT station at 400 mm
to enable wheel chair platform
entry from BRT
station at 400 mm
platform
36 Life cycle Drive Train Life of bus – 10 years or as Life of bus – 10 years or as
Requirements Body Structure mandated by local legislation mandated by local
-AMC by Manufacturers / as legislation
per manufacturer’s - AMC by Manufacturers/
recommendations as per manufacturer’s
- Refurbishing of body every recommendations
5 years - Refurbishing of body
- Change of drive train at every 5 years
500, 000 km - Change of drive train at
500, 000 km
37 ITS Related Ticketing Bus architecture should be Bus architecture should be
Requirements compatible with ITS compatible with ITS
Smart Card Required Required
Passenger Information Required Required
Systems (Audio-visual) (Audio-vidual)
Vehicle Tracking Bus architecture should be Bus architecture should be
Systems compatible with vehicle compatible with vehicle
tracking system tracking system
6
RECOMMENDATORY URBAN BUS SPECIFICATIONS
38 Lighting (Fog lamp to be categorically (Fog lamp to be
provided in Northern region categorically provided in
buses ) As per AIS 052 Northern region buses ) As
per AIS 052
39 Crash- As per CMVR As per CMVR
worthiness
Requirements
40 Warning
As per CMVR As per CMVR
Triangle
41 Driver’s
As per Bus Body Code As per Bus Body Code
working
AIS:052 AIS:052
space
42 Rear View As per CMVR As per CMVR
Mirrors (AIS:001 & AIS:002) (AIS:001 & AIS:002)
43 Safety Glass As per CMVR As per CMVR
7
TRANSFORMING CITY
