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

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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.

PT InFocus: Increasing public transport usage

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ITDP brings you news about public transport from around the world in this new series PT InFocus. From BEST’s new public transit route to London’s night buses,  this fortnight’s InFocus looks at the different attempts by cities around the world to increase its public transport mode share.

“The idea is to change the mindset of commuters and encourage him or her to travel by public transport buses.”
– BEST general manager Surendrakumar Bagde

 

BEST’s South Bombay ring route a hit, eats into share taxi business

BEST’s recent experiment to run buses along the busy Crawford Market-CST- Churchgate route on which share kaali-peeli taxis ply seems to have come out with flying colours. Two weeks after BEST introduced ring route number 113, it has found more than 2,000 takers and this, in turn, has led to 500 less taxi trips on south Mumbai roads. Bagde further stated that the Crawford Market-Churchgate-CST ring route will be taken as an ‘ideal route’ and replicated elsewhere.
Published on July 07 in TOI
 

Coming soon to India: Electric buses that can swap batteries at petrol pump-like facilities

The primary roadblock was the high cost of batteries for EVs, which could not be offset without subsidies, he explained. But interacting with the automotive and EV industry, Jhunjhunwala realised that there was an opportunity to build volumes if EVs could be separated from the single most expensive component: batteries. “We said we’ll start buying vehicles without battery,” he said. “For example, if I want to buy a bus or a three-wheeler, I’ll buy it without (the) battery but with enhanced (vehicle) efficiency.”
Published on July 19 in Quartz
 

Citymapper announces first licensed bus service for London

Licensed by Transport for London (TfL), the ‘CM2 – Night Rider’ route will operate night buses between Aldgate East and Highbury and Islington, passing through the popular East London nightlife haunts of Shoreditch and Dalston. The service will launch in late August or early September, between 9pm and 5am on Fridays and Saturdays. Citymapper chose the route based on experiments using their “SimCity” simulation software, which models transport networks in cities and is informed by data collected by the Citymapper app.
Published on July 20 in Wired

 

*Cover image from Wikemedia Creative Commons