ITDP India

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Why Tamil Nadu Should Electrify Private Buses via Leasing to Improve Public Transport

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Conventional bus ownership model vs recommended dry lease model for e-bus

Read time ~7 minutes

Tamil Nadu is one of the few states in India where both public and private bus services have long coexisted as a system that once struck the perfect balance between coverage, affordability, and reliability. This partnership ensured that buses reached deep into neighbourhoods and mofussil routes while keeping fares affordable and services reliable. 

But today, the system finds itself in a catch-22 situation leading to long waits for passengers. Government-run bus services are struggling to keep pace with growing demand and limited fleets, while private operators, are constrained by limited permits and soaring diesel costs, leading to challenges in operations and expansion. The result — commuters have fewer buses to rely on, forcing them to be dependent on personal vehicles leading to worsening air quality and congestion. 

But there is a silver bullet, which can help salvage the situation. 

A new study by ITDP India, Accelerating Sustainability: Electrifying Tamil Nadu’s Private Bus Sector, offers a way out of this deadlock. By electrifying private stage carriage buses through a leasing model, the state could bridge its bus deficit and curb emissions but also help private operators expand profitably, all at once — turning this catch-22 into an opportunity for cleaner, more reliable public transport. 

But how bad is the bus problem in Tamil Nadu to begin with? 

The Bus Shortage Problem 

Buses are the backbone of Tamil Nadu’s urban mobility. There is a total of 28,500 stage carriage buses (private and government operated). These are the buses which run on fixed routes, stop to pick up and drop off passengers, and charge per head. Of these 28,500 stage carriage buses, 30%, i.e 8,600 odd are privately owned. Of these, only 7,500 buses are currently operational on the road every day. 

Relying on these 7,500 odd private buses every single day, are a whopping, 48 lakh passengers! 

What’s worse? There are 63 urban cities in TN with populations over one lakh, but of the 63, only 12 cities operate city-bus services, using a combined fleet of 7,909 buses (public and private).  

To meet current demand of 48 lakh passengers, Tamil Nadu would need at least 15,000 buses—roughly double what’s available (8000 odd).  

Projections for 2030 and 2040 show the gap widening further, making urgent action essential. 

  • By 2030, demand will rise to 20,300 buses across 63 cities. 
  • By 2040, nearly 23,300 buses will be required across 74 cities. 

These numbers show that we need more buses – not necessarily private. That said, private operators are better positioned to step in and bridge this gap, given their already vast fleets provided the right incentives are in place. The latest ITDP India study proposes that this can be taken up in most sustainable way by issuing fresh permits for private buses, with a clause of using just e-buses. 

Why expand through Private Buses? The Case for New Permits 

So, it is clear, urban areas in Tamil Nadu need at least 15,000 additional buses. Expanding the government fleet alone would be slow and costly. By issuing 7,000 new permits, all exclusively for electric buses, Tamil Nadu could see substantial improvements within the next 5 years. Further more, e-buses are not just good for urban air quality but also for exploring innovative financing options. 

It is crucial to note that a major roadblock to this expansion is that no new permits for private stage contract buses have been issued since 1972.    

But electrification can be costly upfront, so how can it be made affordable? 

One of the biggest barriers to electrification is the high upfront cost of e-buses. A leasing model can be allowed in Tamil Nadu to eliminate this challenge, making it easier for private operators to switch to electric buses. 

Leasing will enable operators to access e-buses at lower costs, allowing for faster electrification. The government could also include leasing provisions in new permits, along with financial incentives.  

How this works is that, typically, instead of spending crores to buy an e-bus for upward of ₹ 1 crore, leasing allows the operator to run buses in just ₹ 3-3.5 lakhs every month. In this, only ₹ 1.8-2 lakh will be given to “Fleet Aggregators” or “Rolling Stock Supply Company (ROSCO),” as fixed lease charge. There will be no other additional cost, interest, or EMIs only security deposit which is equivalent of down payment around ₹ 10–12 lakh which is refundable at the end of the lease period. This will make electric buses more lucrative for markets and increase electrification. By transitioning to e-buses, an operator can save at least ₹ 13 lakh per bus annually on rising diesel costs.  

Leasing also ensures higher service quality, as the government can set clear benchmarks for leasers—such as: air-conditioned buses, wheelchair accessibility, National Common Mobility Card (NCMC) compatibility etc. 

Tamil Nadu operates over 7,500 private stage carriage buses serving both cities and mofussil routes. Electrifying this fleet can reduce fuel costs by 30–40% while introducing modern, state-of-the-art buses for our commuters. This transition will strengthen the private sector’s role in delivering sustainable and high-quality mobility.” D.R. Dharmaraj, Secretary, Bus and Car Operators Confederation of India (BOCI) and Secretary, Tamil Nadu Stage Carriage Association. 

Private Operators Support the Shift to E-Buses

To gauge industry response, ITDP India conducted a survey with 250+ private bus operators in Tiruchirappalli, Erode, Cuddalore, Tiruvannamalai, and Dindigul. The findings revealed that 60% of operators are willing to adopt e-buses, provided the government supports them with necessary support like: dry leasing options, lower interest rates, financial aid for electrification, charging infrastructure etc. They stated that they can transition around 1500 old diesel buses to electric in next 3 years.  

A key driver behind this interest is the soaring cost of diesel, which accounts for 60% of total operating expenses for private buses. 

Electrification: A Game Changer for Emissions Reduction 

Beyond transport benefits, electrifying 8,500 private buses could drastically cut Tamil Nadu’s carbon footprint. ITDP India’s analysis estimates that full electrification would: 

  •  Save ₹ 1.6 crore in fuel costs per bus over 12 years; 
  •  Prevent 87.83 lakh tonnes of CO₂ emissions over 12 years, equivalent to planting 39 crore trees; 
  •  Cut daily CO₂ emissions by 2,033 tonnes, accelerating Tamil Nadu’s net-zero targets. 

This transition also aligns with India’s Sustainable Development Goals (SDGs), particularly SDG 7 (Affordable Clean Energy) and SDG 13 (Climate Action). 

Way Forward: Policy Action for a Greener Future 

ITDP India has prepared a detailed report with technical analysis on how to bring in this shift. The report recommends several key steps like- 

1. Regulatory reforms such as recognising the lease model in the stage carriage permit condition, 
2. Establishing leasing framework for e-buses 
3. Establishment of e-bus leasing company 
4. Piloting e-buses across various cities to evaluate energy and operational efficiency. 
5. Expanding charging infrastructure, with special tariff for e-buses.
6. Policy for new permits exclusively for e-Buses  
7.Provide scrappage incentives to operates to scrap old diesel vehicle 

By following such recommendations, Tamil Nadu can ensure that its public transport system which has long thrived on the partnership between state-run and private buses can prosper in years to come, sustainably. Going forward, electrifying private stage carriage buses through innovative leasing models can allow the state, to not only expand bus availability rapidly, but cut emissions, and make services more sustainable and reliable. Supporting private operators to modernise their fleets isn’t just a policy option, it’s a necessary step to future-proof Tamil Nadu’s mobility and air quality. 

If acted upon, this approach could once again position Tamil Nadu as a leader in public transport, where government and private players work hand-in-hand, commuters move without compromise, and the state streets hum with cleaner, quieter, and more efficient e-buses.

Written by Aditya Rane, Senior Associate, Transport Systems and Electric Mobility and Donita Jose, Senior Associate, Communications.

EV Charging Infrastructure in India: What is Slowing Down States?

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Read time ~8 minutes

India’s streets are buzzing with new EVs — but plugging them to charging isn’t always easy. Charging points are still too few, often hard to find, and sometimes unreliable. While this is a concerning gap, it is also an opportunity to create space for innovation and leadership to boost the number of charging stations. 
 
This is a critical piece in the puzzle as India has set out an ambitious goal of having 30% of all new vehicles sales to be electric by 2030. In order to support this growth, complementary infrastructure support, such as charging infrastructure, is the urgent need of the hour.   

  • Snapshots of growing charging infrastructure in the country
  • Snapshots of growing charging infrastructure in the country
  • Snapshots of growing charging infrastructure in the country
  • Snapshots of growing charging infrastructure in the country

Current scenario and progress made so far 

A recent report by CareEdge Ratings, puts the growth and the challenges in perspective. The report found that between FY22 to early FY25, there have been a surge from approximately 5,151 public charging stations to 26,367 public charging stations in India. This marks a 72 per cent Compound Annual Growth Rate (CAGR) in a three-year period. 
 
However, the reports also contextualises how this growth isn’t exactly sufficient. The same, CareEdge report highlights that despite this accelerated growth, there is still just one public charging station per 235 EVs, which can be quite an unpleasant experience for the users with long wait times and range anxiety. 

This makes it clear that the charging ecosystem, while growing, is still lagging behind the pace of EV adoption. But why this delay? 

The bottlenecks 

From identifying available land parcels, to site selections, to approvals, state and cities have to tackle many challenges in order to create a suitable environment for the private charge point operators to set up charging stations. Unless a basic record of land available, feasible sites, grid preparedness, low electric establishment costs, etc is created, having charging stations come up at scale is a challenge. Many of these steps are interconnected and difficult to tackle- 

  1. Identifying Land parcels- One of the foremost challenges for states is finding suitable land, especially for public charging stations. In most Indian cities, land is controlled by multiple government bodies—municipal corporations, revenue departments, schools, transport undertakings, etc. For this, there is need for the nodal agency to coordinate among all and find parcels for establishing infrastructure. Even if there is a nodal agency to coordinate this, it is often the Chief Secretary’s office, which has the powers and authority to seek such information. However, land-owning agencies may not prioritise allocation of land for EV charging, due to a lack of awareness or competing priorities.
  2. Selecting the right locations- Even when land parcels are identified, determining where to place charging stations requires careful feasibility studies. National guidelines recommend having at least one charging station within every 1 km × 1 km grid in urban areas and one every 20 km on highways.  These locations have to be carefully identified keeping in mind a combination of factors like land use, traffic flow patterns, building density, vehicle population, popular hotspots etc. But often times, such data is readily unavailable and constantly evolving making it a challenge for states to empirically choose sites. In reality, states are depending on three types of feasibility studies- Operational feasibility studies, financial feasibility studies, and technical feasibility. In terms of operational feasibility- aspects like whether there are any active drain lines/water bodies etc are taken into account and in technical viability aspects like availability of sufficient electricity supply are looked into. At the same time in financial viability, how soon the charging station can break even is examined.  
  3. Coordination with Land Owning Agencies – In most Indian states, land-owning agencies lack effective tools to estimate the revenue potential of a charging station on their land. As a result, they often show little interest in allocating key land parcels or investing in basic electricity infrastructure. This undermines the concept of a plug-and-play model. In such cases, CPOs (Charging Point Operators) must take on the responsibility of establishing upstream infrastructure themselves, leading to additional delays and more complex implementation steps.  
  4. Creating a financially viable ecosystem: A big challenge for states in growing EV charging is making it a viable business for Charge Point Operators (CPOs). Right now, the high cost of setting up power connections and the high electricity tariffs make it hard for CPOs to recover their investment. Unless states reduce these power connection costs and make tariffs more reasonable, private players will hesitate to invest, slowing down the expansion of charging stations. 
  5. Ensuring electricity girds can support the plan– It has been observed in Indian cities that there is a lack of regional EV load assumptions, which further limits planning at the state and DISCOM levels. Without these, states could hit roadblocks eventually. This information is crucial as existing grids may be able to support EV load, but not for a future demand. Eventually, the DISCOM’s need to plan for the growing demand especially in charging hubs and highway corridors where high speed charging will be utilised for implementing infrastructure upgrades and grid readiness. 
  6. Data and monitoring– To tie together all efforts and ensure they are well monitored to make improvements in future, tracking is crucial. Not only should states track location and counts of charger, but also utilisation and performance, so building an EV Dashboard is critical, which is yet another task for the states to take up.
  7. Lack of quality gird infrastructure along highways- This is one of the reasons, the DISCOMS find it difficult to electrify highways for EV Charging. 

Why states matter 
The above mentioned bottlenecks are all for the states and cities to tackle, making them the crucial anvils around which EV ecosystems are to be built.  Most states have appointed Nodal agencies or EV cells to take up this list of exhaustive tasks, however things have been slow. 

National programmes like FAME, CESL’s initiatives, and the PM e-Drive scheme are helping set the stage. For instance, PM e-Drive, launched in 2024, allocates ₹2,000 crore to roll out 72,000 fast chargers nationwide, with subsidies covering up to 100% of upstream infrastructure costs such as transformers, cabling, and installation. It also covers the charging equipment cost. 

But these schemes don’t directly extend support to state governments in taking on any preparatory work. The scheme reduces capital costs for operators, but the real enabling conditions — land allocation, fast-tracked approvals, reduction in electricity tariff, and local matchmaking platforms — must come from states.   

How Front-Runner States Have Been Doing It 

1. Tackling Land Availability 

 Delhi has addressed land bottlenecks by offering concessional land rates for charging and swapping stations, while also mapping high-utilisation sites to minimise delays that usually arise from dealing with multiple land-owning agencies. Singapore has taken a similar approach by leveraging public housing (HDB) car parks, where it floated large-scale tenders that added 22,600 charging points across 1,964 sites. Both cases highlight how proactive land allocation can rapidly expand charging networks. 

2. Making Charging Affordable 

 Singapore has reduced the cost of charging by providing up to 50% rebates for chargers in public car parks and private residences, making it easier for both operators and users to transition. Delhi has complemented this by introducing one of the lowest EV tariffs in the country, which brings down operational costs for charge point operators (CPOs) and supports wider affordability. 

3. Streamlining Coordination 

Delhi has created a State Charging Infrastructure Committee (SCIC) headed by the Vice Chairman of the Dialogue and Development Commission (DDC). This committee brings together government agencies, utilities, and energy operators under one roof, ensuring that approvals and decisions are not held up by fragmented responsibilities. 

4. Ensuring Financial Viability for CPOs 

 To improve financial returns, Delhi has offered capital subsidies for charger installation and provided 100% SGST reimbursements on advanced batteries. These measures reduce upfront costs for operators while encouraging investment. Similarly, Karnataka and Singapore have worked with utilities and private partners to expand charging coverage, ensuring that financial viability is not left entirely to the market. 

5. Developing Green Corridors 

 Karnataka has gone beyond city-level interventions by developing charging stations along high-demand travel routes such as the Bangalore–Mysore Expressway and the Bangalore–Chennai Highway. This has ensured that intercity EV travel becomes more practical, reducing range anxiety for users. 

More such case studies of frontrunner cities and states like Delhi, Karnataka, Singapore can be found here in the Status Report for Public Charging Infrastructure in Tamil Nadu. 

What Next? Unlocking the Next Wave of EV Charging
Ambitious policies have shown what’s possible, but in most states the rollout of charging infrastructure is still slow and fragmented. The way forward lies in making it easier for Charge Point Operators (CPOs) to invest and expand. Single-window clearances can cut red tape, digital platforms can match land with operators and track progress, state incentives can complement central schemes, and joint EV load planning with DISCOMs can prepare the grid for rising demand. By taking these steps, states can move from scattered efforts to a coordinated ecosystem that makes EV charging viable, scalable, and future-ready. 

Written by Donita Jose, Senior Associate, Communications, with inputs from Bezylal Praysingh, Senior Associate, Transport Systems and Electric Mobility and Sooraj EM, Deputy Manager, Transport Systems and Electric Mobility

What do the new proposed CAFE norms for Heavy Duty Vehicles Mean for Buses?

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~ 6 minutes read time

Here’s a number we cannot ignore – heavy vehicles make up just 4% of all vehicles on Indian roads, yet they are responsible for nearly 60% of transport-related emissions. That one number alone shows why the newly announced Fuel Efficiency norms – Corporate Average Fuel Efficiency (CAFE) norms, by Bureau of Energy Efficiency (BEE) are so critical. 

First introduced in 2017, these were originally just fuel efficiency norms requiring all BS-VI heavy-duty vehicles (HDVs) (HDVs are vehicles above 12 tonnes) to meet minimum fuel efficiency levels based on their model’s requirement  when tested at 40 km/h and 60 km/h. These were known as Minimum Energy Performance Standards (MEPS). 

Building on this, BEE is now planning to tighten the regime further and is moving into the second stage. A new draft released on 28 July 2025 proposes taking fuel efficiency norms into Phase 2, where in model specific fuel efficiency norms will be replaced by CAFE norms. The proposed implementation window is from 2027 to 2032. 

What really makes Phase 2 stand out is also the introduction of Super Credits—a mechanism designed to reward cleaner zero-emission vehicles. 

Before diving into these details of proposed Phase 2, let’s step back and understand the basics: what exactly are CAFE norms? 

CAFE norms is a type of fuel-efficiency norm levied on manufacturers of all vehicles like cars, buses, and trucks. Under this, they have to improve the efficiency of the entire fleet they manufacture by a certain percentage by improving the engines of the vehicles. Instead of judging each model separately for fuel efficiency, regulators look at the average efficiency of an entire fleet produced by a manufacturer. This means that instead of judging each model separately, regulators look at the average efficiency of an entire fleet produced by a manufacturer.   

What is proposed now in Phase 2 for fuel efficiency of HDVs?

  1. Shift from per-vehicle Minimum Energy Performance (MEP) to fleet-wide CAFE standard: Previously, every type /mode of vehicle had different efficiency requirement. But the new proposal says, efficiency targets need to be met on an average across all models sold by the manufacturer cumulatively.  
  2. Stricter target: OEMs will now have to ensure 30% fleet-wide improvement in fuel efficiency compared to 2022–23 levels. Earlier fuel efficiency varied by models.  
  3. Scope expanded: Covers light, medium, and heavy duty vehicles, across all fuels and not just diesel which was the case until now. Previously, it covered only medium and heavy-duty vehicles. 
  4. Super-credits introduced: under this concept, for every Hydrogen and EV vehicle sold, the manufacturer gets a certain number of credits, which are considered equivalent to fuel efficient vehicles sold. For instance:
    • Sale of One Fuel Cell Electric Vehicles (FCEVs) also known as Hydrogen vehicles = ×4 Credits  
      Each of these four credits will be considered as selling 4 fuel-efficient buses while calculating fleet-average compliance. 
    • Sale of One Battery Electric Vehicles (BEVs): ×3credits- ×2 credits (diminishing multiplier over the years) 
      This means that if OEM sells 1 BEV bus initially, it will get 3 credits, which will be initially counted as selling 3 fuel efficient vehicles, and later as 2 fuel efficient vehicles giving bonus weightage to accelerate electrification in the early years. 

This gives bonus credit for each clean bus (EV or hydrogen) sold, making it easier for OEMs to meet compliance targets. For operators like the various state transport undertakings, this will eventually translate into more availability and choice of zero-emission buses in the market. For BEE, it ensures that fuel efficiency norms also linked to electrification. 

Why are these norms important in the context of India’s buses and trucks? 

  1. Targets all types of trucks and buses: All types of fuels be it t diesel or CNG will be covered under the new norms. 
  2. Cuts CO2 emission: Though these two categories of vehicles have a small share, they have a big impact on emissions. That is, though they are only ~4% of all vehicles they contribute nearly 60% of transport CO₂ emissions. 
  3. Fuel = biggest operating cost: STUs and private operators spend 50–60% of their budgets on fuel. Improving efficiency directly reduces costs. 
  4. Energy security: Cutting diesel and CNG use reduces oil imports, saving national resources and reducing exposure to global fuel price shocks. 

What does 30% better fuel efficiency mean for buses? 

ITDP India based on available data, calculated what the 30% better fuel efficiency will mean for buses. Following are the findings:   

1. City bus (diesel) – These are the most common type of bus operations in cities. Assuming a single city bus operates 250km/day, following is the savings it will bring in with fuel efficiency improved:

Efficiency improvement: A fuel-efficient bus can cover 4.55km in one litre fuel as compared to 3.5km on a normal bus. 
Fuel saved: ~6,000 litres/year/bus 
Cost saved on fuel: ~₹5.7 lakh/year/bus (based on fuel rates in September 2025) 
Emission reduction: ~16 tonnes CO₂/year/bus 

2. Mofussil / Intercity bus (diesel)- Assuming these buses operate 400km per day, following is the kind of saving it will bring in if fuel efficiency improved: 

Efficiency improvement: A fuel-efficient bus can cover 5.85km in 1 litre fuel as compared to 4km/litre on normal bus 
Fuel saved: ~7,500 litres/year/bus 
Cost saved on fuel: ~₹7.1 lakh/year/bus (based on fuel rates in September 2025) 
Emission reduction: ~20 tonnes CO₂/year/bus  

3. City bus (CNG)- Assuming these CNG city buses operate 250km.day, following are the saving they will bring in fuel efficiency. 

Efficiency improvement: A fuel efficient bus can cover 3.9km on one kg of CNG as compared to 3 km/kg on a normal bus. 
Fuel saved: ~7,000 kg/year 
Cost saved on fuel: ~₹6.5 lakh/year (based on CNG rates in September 2025) 
Emission reduction: ~13 tonnes CO₂/year  

Impacts & Benefits for Buses at large 

  1. Medium-duty buses (M2): These are the 7-9 meter long buses. Making them fuel efficient will require, moderate-high effort which may drive OEMs to withdraw inefficient models. 
  2. City-transit buses (M3): These are the regular 12m buses and used widely across major cities. Since making them fuel efficient would be challenge two outcomes are possible: 
  3. OEMs would strongly prefer electrification to meet targets over, achieving 30% efficiency. Hence, manufacturers of these will need both efficiency upgrades + partial electrification to comply. 
  4. ~30% reduction in emissions and air pollution in urban areas. 
  5. Affordability: Fuel efficiency + electrification make bus services less vulnerable to fossil fuel price shocks. 

National-scale impact

On an avg. 80,000 new ICE buses registered every year. If these norms apply on all 80,000 of them, the benefits are massive: 

  • Fuel savings: ~42 crore litres of diesel + 11 crore kg of CNG saved annually. 
  • Cost savings: ~₹50,000 crore per year across operators. 
  • Emission reduction: ~13.4 lakh tonnes CO₂ avoided annually. 

Why should State Transport Undertakings and bus operators support? 

  • Direct cost savings: Each bus saves ₹6–7 lakh/year. For large fleets, this is hundreds of crores. 
  • Cleaner fleets: Major reduction in CO₂, NOx, and PM → healthier cities, as buses contribute around 40% total emissions in passenger vehicle category.  

Written and researched by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
Edited by Donita Jose, Senior Associate, Communications

Chennai Hops on the E-bus Trend, Marks Tamil Nadu’s Clean Transport Leap 

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Read time- 6 minutes

Chennai is on the brink of a clean mobility revolution. The Tamil Nadu Chief Minister, MK Stalin inaugurated over 120 electric buses on June 30—marking the city’s first major deployment of zero-emission buses. This will be the first time that the city bus operator- Metropolitan Transport Corporation (MTC) will operate e-buses! These 120 e-buses, all being non-AC, have been rolled out as part of a larger plan to electrify the fleet, with total of 625 buses expected to be introduced later this year in Phase 1. In Phase 2, which is slated for next year, another 600 are expected, taking the total to 1250 e-buses.

For a metropolis that moves lakhs of people daily, this is not just a fleet upgrade, it is a powerful signal that Tamil Nadu is serious about decarbonising transport and building climate-resilient cities. 

Transport: A Key Lever in Tamil Nadu’s Climate Action 

One of the key reasons why this move to go electric is a milestone for the state, is that transport is one of the growing contributors to greenhouse gases in rapidly urbanising state of Tamil Nadu. As per data from the recent report Tamil Nadu’s Greenhouse Gas Inventory and Pathways for Net-Zero Transition, GHG emissions from the transport sector in Tamil Nadu almost tripled between 2005 and 2019, from 10 million tonnes of carbon dioxide equivalent (MtCO2Eq) to 27 MtCO2Eq. The report also found that the share of transport sector emissions in the overall emissions has grown from 12% to 19% in the same period.  

The situation is likely to have not improved post 2019 as well, as data from the official Vahan dashboard shows that EV adoption is still in the nascent stages in Tamil Nadu.  

This slow uptake makes electrifying state-operated public transport fleets an important and high-leverage opportunity. With direct control over these fleets, the government has led by example. This one move has also enabled the broader EV ecosystem, including charging infrastructure, maintenance networks, and local manufacturing, to scale up! 

How things will pan out from July onwards

MTC currently operates 3420 buses in the Chennai Metropolitan Region. As per estimates from other Indian cities, each bus running on diesel, emits tail pipe carbon emissions to the tune of 755 gm CO2 per kilometre. While public buses still generate lower emissions per passenger-kilometre compared to private vehicles like cars and two-wheelers, the absolute emissions from diesel buses remain detrimental to the environment, especially considering the daily operations of thousands of kilometres. 

As per MTC’s current plans, the incoming e-buses will be introduced in phases. Initially these e-buses will be new additions to the fleet and will not be replacing the diesel buses. This will help in expanding the service of MTC to more parts of the city.  

By doing so, MTC will nudge more people to choose public transport over personnel vehicles. This shift will help bring down not just tail-pipe emissions from private vehicles but also ease the everyday issue of traffic congestion. After all, a single bus that carries about 50 passengers can replace nearly 30 cars on the road. What’s more, buses take up less than 2% of the total road length, but serve over 30–40% of all urban commuters. So, every new bus added to the fleet doesn’t just clean up the air—it also frees up road space, making the city move better and breathe easier. 

Additionally, MTC is exploring retrofitting older diesel buses with Compressed Natural Gas (CNG) technology. This parallel move will further lower tailpipe emissions from the remaining conventional fleet, ensuring that even non-electric buses contribute to a cleaner urban environment. 

In subsequent phases, these electric buses will begin replacing ageing diesel buses, leading to a gradual but sustained reduction in the carbon emission intensity of Chennai’s public transport system. This strategy balances both immediate service expansion and long-term decarbonisation.  

Funding Support Electric Buses 
KfW 500
World Bank- GCC based buses for MTC  625
World Bank- GCC based buses for MTC 600
KfW Phase 3 750
KfW Phase 4 650
KfW Phase 5 100
Table 1: Total no. Of electric buses expected to arrive in Tamil Nadu over next few years and their sources of funding. Source: TN Transport Department Policy Note 2025-26 

From Policy to Practice: Tamil Nadu Walks the Talk

In 2023, Tamil Nadu launched its updated EV policy, setting a clear goal, to make at least 30% of all buses run by State Transport Undertakings (STUs) electric by 2030.

The policy has stated that ‘The STUs run a large share of public buses in Tamil Nadu. The government will switch to electric buses in a phased manner and aim to make 30% of the fleet electric by 2030’

The current rollout of e-buses is a direct reflection of this commitment. With a total fleet of 20,508 buses across eight STUs, including MTC, the State Express Transport Corporation (SETC), and Tamil Nadu State Transport Corporation (TNSTC) divisions in Coimbatore, Madurai, Tirunelveli and others, the state would need to procure over 6,100 electric buses in the next five years to meet this goal.

While this target is ambitious, the state is already making decisive moves. Tamil Nadu has begun procurement of total of 2500+ e-buses through World Bank-supported Gross Cost Contract (GCC) models and KfW funding. Officials have also indicated that based on lessons from this initial tranche, the state will continue expanding the fleet by 500 to 750 buses annually. This steady, phased approach allows the state to scale up capacity on e-bus operations, while building on operational experience.

Beyond its state goals, this effort also contributes meaningfully to India’s national EV30@30 ambition, which aims to electrify 40% of all buses by 2030.

But in 2024–25, only 3% of all new buses sold in the country were electric. That’s just 3,400 e-buses, compared to more than one lakh diesel buses. In this situation, every effort, including that of Tamil Nadu is a step in the right direction.

Along with buying new buses, the state is also investing in depots and charging stations. This ensures the system is ready to support the growing e-bus fleet.

Through it all, ITDP India has been providing technical support to the state, helping shape procurement plans and training programmes. With the right support and strong leadership, Tamil Nadu is building a path that other states can follow to make public transport clean, efficient, and future-ready. 

Written by Donita Jose, Senior Associate, Communications, with inputs from Sooraj EM, Deputy Manager, Transport Systems and Electric Mobility

Edited by Aangi Shah, Senior Associate, Communications

ZEV Mandates: The Missing Supply-Side Policy Push for India’s EV Revolution

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Read time- 10 minutes

As cleaning up India’s air becomes more crucial than ever, is the lack of strong policies to electrify buses a critical piece missing in the puzzle? Being the world’s second-largest automotive market in both vehicle production and consumption (OICA, 2024), India’s transition to electric mobility is pivotal for achieving its climate targets. Most critically, buses will play a crucial role in reducing carbon emissions by 1 billion tonnes by 2030 and reaching net zero by 2070. 

But why are buses so critical to India’s story of reducing footprint? Road transport contributes over 10% of India’s total CO₂ emissions, with heavy-duty vehicles (HDVs) like buses and trucks accounting for nearly 40% of transport emissions despite representing only 2% of the vehicle fleet (ICCT, 2021). This disproportionate footprint highlights the urgent need to prioritise the decarbonisation of buses and trucks. Despite this, the current pace of electrification remains slow. 
 
In FY2024-25, only 3% of total bus sales in India were electric, with just 3,400 e-buses sold compared to over 1 lakh Internal Combustion Engine (ICE) buses. This is starkly insufficient against India’s commitment under the EV30@30 campaign, which targets 40% of all new bus sales to be electric by 2030. This is barely five years from now. 

Projections by ITDP India under the business-as-usual scenario estimated that India will only achieve 11% e-bus sales by 2030, far below the target of 40% under the EV30@30 initiative for buses. At this rate, only around 10,000 e-buses would be produced annually by 2030, whereas achieving the 40% target necessitates scaling production to 40,000 units per year—a four fold increase. Compounding this challenge is the limited manufacturing capacity of Indian e-Bus Original Equipment Manufacturers (OEMs), which collectively produce just 3,000 units per year as of 2025. Bridging this gap requires a paradigm shift—one that moves beyond demand-side incentives to a comprehensive policy framework anchored in Zero Emission Vehicle (ZEV) mandates. 

What are ZEV Mandates?

A Zero Emission Vehicle (ZEV) mandate is a regulatory policy that requires automakers to sell a certain percentage of zero-emission vehicles — such as battery electric vehicles (BEVs), hydrogen fuel cell vehicles (FCEVs), or plug-in hybrid electric vehicles (PHEVs) — each year relative to their total sales. 

In many regions, ZEV mandates are also extended to fleet operators, requiring them to procure a defined percentage of zero-emission vehicles within their fleet procurement cycles. 

Manufacturers that fail to meet these quotas must purchase credits from compliant companies or face penalties. ZEV mandates are designed to accelerate the transition away from internal combustion engine (ICE) vehicles and help countries meet their climate and clean air goals. 

How ZEV Mandates Helped EU and China

India’s EV penetration rate currently stands at 12.9%, driven largely by three-wheelers leading at 53.3% of sales, the adoption of larger vehicles such as buses and heavy-duty trucks has been considerably slower. 
 
Currently, electric buses account for only 3% of total new bus sales in India, despite the country being the world’s second-largest bus market with annual sales averaging over 1 lakh units. In comparison, China introduced its New Energy Vehicle (NEV) mandate in 2017. Within just six years of cumulative efforts, the mandate has led China to achieve a stock of over 6,70,000 e-buses on its roads as of 2024. The share of electric buses in new sales in China became over 20% by 2023 (Source: IEA Global EV Outlook 2023). Meanwhile, the European Union (EU) has also progressed steadily, with 8% of electric buses in new sales in 2023, amounting to around 12,000 e-buses. In contrast, India lags significantly behind these global leaders, with only 10,500 e-buses on the road as of 2025, despite ambitious national targets. This highlights the urgent need for India to shift from a demand-side incentive approach to a supply-side mandate framework like the ZEV and Zero-Emission Buses (ZEB) mandates adopted internationally. 

Globally, ZEV mandates have proven effective in accelerating EV adoption in: 

  • China: The New Energy Vehicle (NEV) mandate introduced in 2017 resulted in a 90% compound annual growth rate (CAGR) for EV sales, making China the largest EV market with over 670,000 electric buses. 
  • EU: The EU’s fleet CO₂ regulations have spurred a significant shift toward zero-emission buses, with 36% of new city bus sales being electric in 2023. 
  • California: The state’s ZEV mandate has led to 7.8% of new vehicle sales being zero-emission, supported by credit trading mechanisms to ensure compliance. 


Why E-Bus Adoption is Slow in India Despite Several Incentives 

Despite numerous government incentives and policies, several structural and operational challenges impede the widespread deployment of e-buses in the country.  

Over the past eight years, India’s push toward electric mobility has relied heavily on demand-side incentives through schemes like FAME I, FAME II, the PM E-Bus Sewa, and the proposed PM E-Drive scheme. These initiatives have successfully spurred EV adoption in two- and three-wheelers. However, in the critical heavy-duty segment — specifically buses — the progress is fragmented, tender-driven, and lacks long-term certainty. 

Below are the key factors hindering the growth of the e-bus sector: 

  1. State Road Transport Undertaking (STU) Centric Policies and Incentives: The existing policy framework for e-buses heavily prioritises STUs, which account for only 8% of the total bus fleet in India. Meanwhile, the private sector, operating a staggering 92% of the buses, remains largely neglected.  
  2. The Private Sector Missed the Electrification Bus: The private sector faces multiple challenges that hinder its participation in the e-bus transition. High upfront cost of e-buses, combined with inadequate financial incentives, makes e-buses prohibitively expensive for private operators who are managing nearly 21.50 lakh buses in India. (Vahan Dashboard, MoRTH Road Transport Book). Furthermore, the lack of robust charging infrastructure exacerbates operational inefficiencies and range anxiety, i.e how far the vehicle will go in a single charge. Despite accounting for 86% of total bus purchases annually, private operators are largely excluded from policies and incentives, leaving them reluctant to make large-scale investments in e-bus adoption.  
  3. Delay in E-Bus Delivery: OEMs struggle to scale e-bus production due to fragmented and uncertain demand from STUs, which dominate the e-bus market with large but ad hoc orders. In the ICE bus market, OEMs have a sustained demand from private bus operators, which has enabled them to scale their production. For example, 95,000 new diesel and CNG buses were added to the roads last year alone. Due to this, unlike the ICE bus market, where large orders of 1,000 buses are typically delivered within six months and annual production reaches 10,000–15,000 units per manufacturer, e-bus orders of the same scale often take over a year or even two years to fulfill, with production capacities limited to just 500–600 units annually. This monopsony market, where there is only one buyer for a product or service, but many sellers, is heavily reliant on government procurement, restricts Original Equipment Manufacturers (OEMs) from diversifying their customer base or achieving economies of scale, thereby contributing to delivery delays.  
  4. Overburden of responsibilities on OEMs: Most e-buses in India procured by STUs are being brought in under the Gross Cost Contract (GCC) model. In this model, OEMs not only manufacture but also act as operators for e-buses, as traditional private bus operators lack the capacity to procure and supply e-buses on GCC to STUs due to financial constraints. While this model has been instrumental in the past, launching the e-bus market for STUs, it is not sustainable in the long term for OEMs. The dual role burdens OEMs with operational responsibilities that require significant upfront capital, and operational expertise, including staff management, which many manufacturers lack. As a result, scaling production? Sales? Operations? under the GCC model remains a significant challenge for OEMs. 
  5. Targets Without Mandates: Although national and state-level policies have established electrification targets for STUs, these targets are not supported by robust mandates or a clear roadmap for implementation. The lack of enforcement mechanisms leads to inconsistent adoption and undermines the efficacy of these policies. Without mandatory guidelines for both public and private operators, the transition to e-buses remains fragmented and slow. 
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ZEV Mandates: The Missing Supply-Side Policy Push for India’s EV Revolution

Need for Supply-Side Mandates in India

To meet its EV30@30 and net-zero targets, India must explore alternative measures beyond demand-side incentives to boost manufacturing. While initiatives like FAME-I, FAME-II, State schemes, and PM E-Bus Sewa have spurred initial growth, they are insufficient alone. Without a shift toward supply-side mandates, such as Zero Emission Vehicle (ZEV) mandates, the country risks falling short of its goals.  These mandates would compel manufacturers to scale up production significantly, addressing the current gap in manufacturing capacity and ensuring a steady supply of electric buses to meet the ambitious targets. They can ensure that clean mobility is no longer voluntary or incentive-dependent, but a legal and scalable requirement. 
According to the Economics of Energy Innovation and System Transition (EEIST) assessment, which evaluated the effectiveness of various policy instruments across four regions worldwide, mandates consistently emerged as the most effective tool for driving the transition to electric vehicles (EVs). According to the report: 

  1. Mandates ensure a shift to zero-emission technology, leaving nothing to chance. They compel manufacturers to produce a certain percentage of zero-emission vehicles, thereby guaranteeing a steady supply of EVs in the market.  
     
    This approach is crucial for India, where the current manufacturing capacity of electric buses is significantly below the required levels to meet the EV30@30 targets. Sales must increase by atleast four times. 
  2. Subsidies and taxes, when used without the support of regulations or mandates, are relatively ineffective due to limited consumer awareness and access.  
     
    While financial incentives like FAME-I, FAME-II, State schemes, and PM E-Bus Sewa have spurred initial growth, they are insufficient alone to meet India’s ambitious electrification goals. These incentives often fail to create a sustained market demand for EVs, as they do not address the supply-side constraints. 
  3. Regulations are generally more cost-effective than financial incentives for driving the transition to electric vehicles. By setting clear targets and compliance requirements, mandates provide a predictable and stable policy environment that encourages investment in EV manufacturing and infrastructure. This regulatory certainty is essential for scaling up production and achieving the necessary economies of scale. 

Supply-side mandates, such as Zero Emission Vehicle (ZEV) mandates, will be crucial in bridging the gap in manufacturing capacity and ensuring a steady supply of electric buses. These mandates will compel manufacturers to significantly scale up production, addressing the current shortfall and ensuring that India remains on track to meet its electrification goals. 

Key Takeaways: 

  • Subsidies and tax benefits provide only limited progress, as seen in the US, Europe, and India where EV deployment remains low without regulatory backing. 
  • Regulations and supply-side policies drive higher adoption, particularly in China and Europe, where emission limits and industry obligations accelerate electrification. 
  • ZEV mandates are the single most effective policy tool, ensuring that EV adoption continues consistently and at scale across all major regions. 
  • India lags significantly in EV adoption under its current policy structure, reinforcing the need for legally binding mandates to drive large-scale transformation. 

Driving Toward a Sustainable Future 

India’s journey toward zero-emission transportation represents not just an environmental imperative but a transformative opportunity for the nation’s mobility sector. By adopting comprehensive Zero Emission Vehicle (ZEV) mandates, the country can overcome long-standing challenges such as limited private sector participation, insufficient manufacturing capacity, and fragmented policy frameworks. Learning from global leaders like China, the EU, and California, India has the potential to scale up electric vehicle adoption across high-impact segments like buses and trucks. 

Supply-side ZEV mandates, combined with prioritising local manufacturing, targeting commercial fleets, and fostering market-driven compliance, will enable India to achieve its ambitious EV30@30 and net-zero targets. With the right policies and collaborative efforts, India can lead the way in creating a cleaner, greener, and more equitable future for mobility.  

Written by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
With inputs from Vaishali Singh, Programme Manager, Transport Systems and Electric Mobility
Edited by Donita Jose, Senior Associate, Communications

Seen These Bus Stops in Indian Films? Well, They Need an Upgrade

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Analysing Bus Stops in Indian Films and What Cities Can Learn about Designing Them

What do the 2000s Tamil classic Alaipayuthey (remade in Hindi as Saathiya), the 2014 Malayalam gem Bangalore Days, the 2019 Bollywood classic Photograph, and the 1994 Tamil favourite Kadhalan have in common? 

They all celebrate the unassuming yet iconic presence of humble buses and public transit in Indian cities. From chance meetings to quiet reflections, the buses and bus stops often become a beautiful backdrops for emotional moments in these films. 

So, while Alaipayuthey features rendezvous on Chennai’s MTC buses between the lead couple after their secret wedding. In Bangalore Days, Dulquer Salmaan’s character earns Parvathy Thiruvothu’s trust, who is a wheelchair user, by ensuring a BMTC bus halts for her. Photograph and Gully Boy use Mumbai’s BEST buses as settings for the tender moments in their love story. 

But while buses take centre stage, the bus stops in these films—and in real life—tell a less flattering story. Often portrayed as shabby structures with crumbling roofs, no seating, and little to no information, they barely meet basic commuter needs. 

What if these bus stops were designed better? What if they offered ramps for wheelchair users, real-time route information, and a safe, welcoming environment, both in reel and real life?

This got us thinking—what if bus stops were designed better? Wouldn’t that improve the overall bus commute experience? Around the world, transit infrastructure is increasingly recognised as essential social infrastructure—one that connects urban and rural communities and fosters social interactions. To serve this purpose effectively, it must be consciously designed.

With over 5.6 crore public transport passengers in India relying on buses, well-designed bus stops are crucial for safe and efficient mobility. Poorly planned stops lead to confused passengers, poor patronage, ultimately weakening the public transport system. Investing in better bus stop design is essential to creating safer, more efficient, and accessible transport systems that meet the needs of all—especially the elderly, women, children, and people with disabilities.

So, here’s ITDP India analysing what’s missing in some of the iconic Indian bus stops in Indian cinema, from the lens of four aspects: Information, Accessibility, Essential Features, and Safety. 

1. Availability of Information

A bus stop must provide essential details to guide passengers. Without route maps, helplines, and connectivity details, a bus stop serves little purpose. 

In this Telugu comedy Pelli Choopulu (2016), the protagonist, Vijay Devarakonda, is seen recording a fake video at the bus stop, to garner views on social media. While the comic timing is impeccable, we couldn’t help but notice what was wrong with the bus stop. 

The bus stop lacks a bilingual or trilingual board with essential information such as bus routes, a helpline, or a local map missing. Without this, the purpose of the bus stop is negated, leaving passengers unable to access all transport options easily. 

Some key information we recommend all bus stops to have are-  

  1. Name of the bus stop  
  2. Route maps showing bus routes and connections 
  3. Real-time information with real-time updates on bus arrival times 
  4. Type of buses that stop there, for example- Ordinary, Express etc.
  5. Concession-related information like, ‘Free tickets for women can be availed in pink ordinary services only’ or ‘Show local address proof to avail free ticket for women” etc.  
  6. Helpline information 
Elements that this bus stop from the film Pelli Choopulu is missing

2. Ease of Access

Bus stops should be accessible to all, including young children, the elderly, and people with disabilities. If a stop is designed for the most vulnerable, it benefits everyone. 

In Bangalore Days (2014), Parvathy Thiruvothu’s character, a wheelchair user, is seen waiting on the road instead of at the bus stop which is right next to her. This is likely due to the absence of a ramp, highlighting a critical gap in accessibility. 

The lack of ramps and the inability of buses to stop closer to the platform make it difficult for wheelchair users to board safely. 

To achieve this, we recommend, a ramped platform should be designed to align with the centre entrance of low-floor buses. Such ramps must ensure: 
1.Connectivity from the footpath: Level changes between 6 mm and 15 mm should be accommodated, with a slope not exceeding 1:2 for ease of use. 
2. Visibility and guidance: Level changes should be marked with contrasting colour strips or distinct flooring materials for clear visibility. 

For visually impaired users, we recommend tactile blocks for navigation: 
1. Tactile guiding blocks (line-type): These indicate a clear path or route to follow, ensuring smooth movement. According to the Accessibility Guidelines issued by MoRTH, one or two rows of tactile guidance tiles should be installed along the entire accessible route.  
2. Tactile warning (dot blocks): These act as alerts for approaching hazards or changes in direction. 

Critical design aspects that this bus stop from Bangalore Days gets wrong

3. Essential Infrastructure

A well-designed bus stop is more than just a shed. Basic features like seating, a maintained roof, and a demarcated waiting area are essential. 

In the film Photograph (2019), Sanya Malhotra, the female protagonist waits at a bus stop before meeting the male lead. The setting mirrors her nervous, sweet, and wistful emotions, but the bus stop itself leaves much to be desired. 

The character—and countless others in real life—deserved a better public transport experience. The bare-bones bus stop, devoid of basic amenities like seating, WiFi, or even a dustbin, reflects the typical state of many bus stops in Indian cities. Similar issues were seen in this shot from Bommarillu (2006), a Telugu hit, and Om Shantu Oshana (2014), a Malayalam hit, where a basic shed-like structure doubles up as a bus stop, leaving us wishing for more. 

Some essentials we identified are-  

  1. Ensure the bus shelter roof has a clear height of 3 meters from the pavement. 
  2. Provide a waiting space of 1.2 meters (excluding seating) as per IRC:70-2017 guidelines. 
  3. Maintain a height difference of 12-15 cm for a single step, highlighted with a different color. 

4. Passenger Safety at Bus Stop

The perception of safety plays a crucial role in influencing public transport users, particularly vulnerable groups such as children, women, and seniors, in their decision to use transit.  

This is evident in a scene from the film Kakha Kakha (2003), where the film shows Jyothika and Suriya meet for the first time at a bus stop. Unfortunately, however, at the bus stop a woman is being harassed by some men to which Suriya who is passing by stops and intervenes.  

Apart from the miscreants themselves, the bus stop’s design adds to the feeling of being unsafe here. It is dim lit and has dead space behind.  

In Karnan (2021), a teenage girl’s father escorts her to a bus stop in another village, warning her about potential harassment. The lack of a nearby stop forces women to travel long distances in unsafe conditions. 

We recommend that all bus stop owning agencies given particular focus on designing bus stops from lens of safety. For instance, the Transport for London guidelines emphasises that the perception of crime can significantly impact the desirability and usability of bus stops, making thoughtful design important. Oftentimes, dim lit spaces, dead space behind the stop can make it unsafe for women travellers and elderly. We recommend that not only should bus stops be close to where most users use them but also have thought put into while designing the transit infrastructure to eliminate dark spots or unsafe areas.  

Conclusion

Bus stops are more than just waiting areas; they shape how people experience public transport. From their portrayal in films to their real-world impact, they influence accessibility, safety, and the confidence of the commuters in the transport system. While movies may romanticise bus journeys, the reality of inadequate bus stops is the first nail in the coffin that discourages people from choosing buses over other modes of transport. 

Towards addressing this, ITDP India recently conducted an audit of 100 bus stops in Chennai. They highlight the need for better infrastructure that is user friendly. By assessing gaps, the study provides a roadmap for improving bus stops across cities. Fixing these issues isn’t just about ensuring convenience—it’s about giving citizens an inclusive and preferred choice of public transport. 

If cities want to make sustainable transport work, they must start with these basics. Better bus stops mean comfortable waits, informed journeys, and a stronger public transport system. It is time for Indian cities to rethink and redesign bus stops—not just in movies, but in real life. 

Written by Donita Jose, Senior Associate Communications
With inputs from Smrithi Prasad (Ex-ITDP), Aishwarya Soni (Ex-ITDP)
Edited by Kashmira Dubhash, Senior Programme Manager, Communications, Partnerships and Development

PT InFocus: This month in Public Transport

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Cover Image by Biswarup Ganguly
Collated by Sai Ratna Chaitanya Gurugubelli

This week’s InFocus brings to you news in the public transport sector from October, from around the world including Indian cities. How does the FIFA U-17 World Cup affect Kolkata’s bus system? Can public transport generate profits? Read on to find out more.

Special service for FIFA U-17 World Cup in Kolkata

A treat for football fans and public transport users – Kolkata will see at least 600 buses, including 430 air-conditioned coaches, servicing the FIFA Under-17 World cup matches from October 8. “While the West Bengal Transport Corporation (WBTC) will ply 480 buses of its own, it has given permits to app-cab service provider Ola for 130 buses to Salt Lake Stadium from different parts of the metropolis on match days”, said Transport minister Suvendu Adhikari to newspersons at The Indian Express.

 

Kochi’s buses under one umbrella soon

London successfully managed to bring private and public rail operators under one entity – Transport for London. Singapore is taking similar steps for its buses. The latest to join the bandwagon is Kochi – efforts are underway to bring all private buses operating under the six limited liability partnership (LLP) companies and Kochi Metropolitan Transport Cooperative (KMTC) Society, under one umbrella. The Hindu explains the benefits and other details of this move.

 

Public transport for profits?

“One issue that everyone must come to terms with is the matter of unprofitability of public transport systems. Only in rare instances is urban public transport turning a profit around the world. A true public transport system requires subsidy, provided by the state or municipalities, with the rationale that a good system makes the metropolis efficient and dynamic. It will be hard to be profitable working under public transport standards (running early and late, running even with low occupancy, keeping to labour standards, etc.).” Read more about ‘the myth of public transport profitability’ on Nepali Times

 

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PT InFocus: Women in Public Transport

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Collated by Sai Ratna Chaitanya Gurugubelli

Transportation plays a key role in women upliftment, by allowing them access to opportunities both outside the transport sector and within. It is pivotal to integrate women’s concerns in urban transport programmes and projects. However, our urban transportation system and facilities are only gradually becoming women-friendly, with much more left to be done. This week’s PT InFocus brings to you news about public transport from the woman’s perspective.


Lactation Rooms soon in Bengaluru bus stands

Breastfeeding mothers who use public transport regularly in Bengaluru can heave a sigh of relief – women’s lounges with lactation rooms are soon to be set up in BMTC bus stops, on a Rs.2.25 Crore budget under the Nirbhaya fund. “We had received several suggestions for a space for breastfeeding at bus stations. Many travelling women wait at bus terminals for long hours, but there are no facilities at most places for them to be able to feed their babies privately. Tamil Nadu has it. It is a good plan and appreciated by many. So, we have decided to set it up in Bengaluru,” a senior BMTC official told The News Minute.


No relief: basic amenities lacking for women bus conductors of TSRTC

Despite Corporation’s efforts to bridge gender gaps in employment, basic amenities such as toilets and drinking water remain lacking. “Padma (name changed), a conductor with the Greater Hyderabad zone of Telangana State Road Transport Corporation (TSRTC) has made a mark in a male-dominated professional space. However, relieving herself while on board is still a challenging part of her job. With no toilet facilities available at any of the city bus stops or change-over-points, not just Padma, but all the 1,670 women bus conductors have no choice but to wait till they reach the respective bus depots before using the toilets”, reports The New Indian Express.


PT in Canada – Women in front-line jobs on the rise

The public transport industry that has been heavily male-dominated until now is witnessing changes in its organisational structure – the biggest transit agencies in Canada have made major strides in recent years bringing on female staff. “Half the senior leadership of the government agency that runs Toronto-area commuter transit is female…From a rarity to a substantial presence, women are now more common on the front lines and especially in executive boardrooms.” However, a lot is left to be done – “if you visit the washrooms in the executive wing of the head office, the guys [still] get twice the facilities and at least three times as much space.” Find out more on The Globe and Mail.

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PT InFocus: Tech Savvy Bus Services

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Cover Image Source: Society of Cyberabad Security Council
Collated by Sai Ratna Chaitanya Gurugubelli

PT InFocus is a weekly series presenting to you news about public transport from around the world, including Indian cities. Ride-hailing has been growing in popularity due to the convenience it entails. Now, private entities like Shuttl and government organisations like the Land Transport Authority in Singapore have joined the bandwagon to experiment with on-demand bus services.

“SAFE” travels with Shuttl: Facial recognition now on buses

Biometric sensors have been popularly used at banks, big businesses, houses, etc to increase security and protection. Shuttl, an Indian app-based bus service, is the latest to incorporate biometrics: in buses! “Shuttl says this service has been launched to ensure safety for urban commuters, especially women. The bus will offer face-based check-in where a camera will be placed at the entrance and all you have to do is walk in and the bus will recognise you as a registered passenger. It ensures that only validated, genuine commuters board the bus. The bus will have a physical panic button in case of emergencies and also the Shuttl app will come with an SOS and panic button to help commuters trigger an emergency response when in danger. There will also be live CCTV recording which will have an auto alert feature”, reports the Quint.

 

SHE shuttle(s) between LB Nagar and Pocharam in Hyderabad

The latest addition to the shuttle fleet launched by the Society for Cyberabad Security Council (SCSC), is a SHE shuttle, meant to improve transportation for women commuters. “More than 1600 users utilize the shuttle services in a day and at least 1200 users are present during the peak hours at any given day in the week…All five shuttles are being monitored continuously in Cyberabad Police commissionerate command control centre. We are also in discussions with the state government to launch a shuttle service to provide last-mile connectivity in Cyberabad, based on the SHE shuttle’s model,” said SCSC general secretary Aroll to The Times of India.

 

On-demand public bus services soon in Singapore

A mobile application could make public transit a breeze for commuters in Singapore, by allowing them to request pick-ups and drop-offs at any bus stop within an operating area, instead of relying on fixed timetables or routes. The Land Transport Authority (LTA) has called a tender to develop bus services based on commuters’ demand via a mobile application in real time, and trials will start in the second half of next year. Group director of Public Transport at LTA, Mr Yeo Teck Guan, said the tender will allow the authority to explore data analytics and mobile technology which have “revolutionised the way that we travel, as we have seen in the success of ride-hailing”. Find out more on Channel News Asia.

PT InFocus: Public-private partnerships for better PT

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Cover Image – Source: BOMBMAN

This new series PT InFocus presents to you news about public transport from around the world, including Indian cities. With governments across the globe aiming to strengthen their public transport networks, public-private partnerships are being encouraged in order to meet the resource demand. This fortnight’s InFocus focuses on such partnerships – measures being taken to invite private investments and some initiatives by PPPs.

 

New Metro Rail Policy approved – encourages compact urban development, multi-modal integration and private investments

In this age when Indian Cities are aspiring to develop effective mass rapid transit systems, the new Metro Rail Policy approved by the Cabinet serves as a guiding light.  To encourage private investments to meet the huge demand of a metro project, the policy makes the PPP component mandatory to avail central assistance. Prior to the selection of the Metro, an Alternate Analysis evaluating other modes of mass transit like BRTS, Regional Rail, etc, has been mandated by the policy.To improve usage, the new policy seeks to ensure that States provide necessary last mile connectivity through feeder services, Non-Motorised Transport infrastructure like walking and cycling pathways and introduction of para-transport facilities. The Press Information Bureau – Govt. of India states other key points of the policy.


KTC partners with Scania: buses powered by alternate fuel ply in Goa

“Goa has always been known as India’s leading tourist hub. Our beaches, churches, and culture have attracted tourists from across the world. Now is the time to preserve the natural beauty this state is known for, by switching to non-polluting transport solutions. We are excited to partner with Scania Commercial Vehicles, and look forward to working closely with them to transition our beautiful state to a cleaner, greener and better future”, said ­­­­Derick P Neto, managing director, Kadamba Transport Corporation, at the launch of the green buses on August 15, as reported in Autocar Professional.


A TRANSIT PROBLEM : DART’s focus on rail hurts those who need transit most

“Now that DART has completed the lion’s share of its light rail build-out, it’s time for the agency to focus much more on buses, at least until it can develop a service plan that adequately serves the riders who most depend on it. That means a tougher look at some of the light-rail plans already on DART’s books, and it will mean money for more buses, more stops and more routes. Without these investments, and without at least a temporary reordering of priorities, the working poor in Dallas are going to continue to have their backs up against the wall as they attempt to work themselves out of poverty. Dallas News compares ridership and other parameters to make a case for DART’s bus service.