WHITE PAPER
Enhancing Accessibility for the Visually Challenged Bus Commuters
WhitePaper
Enhancing Accessibility for the Visually Challenged Bus Commuters
Policy Brief
Executive Summary
Equitable access to public transport is a fundamental requirement for inclusive urban mobility. India’s national frameworks, including the Rights of Persons with Disabilities (RPwD) Act, 2016, the Accessible India Campaign (Sugamya Bharat Abhiyan), and the National Urban Transport Policy (NUTP), recognise the importance of mobility systems that enable persons with disabilities to travel independently, safely, and with dignity. India is home to an estimated 6 million blind and over 60 million visually impaired persons, underscoring the scale of the population that requires accessible mobility solutions.
Over the past decade, significant progress has been made in improving the physical accessibility of public buses. Features such as low-floor buses, wheelchair ramps, priority seating, and grab rails have increasingly become standard elements of urban bus systems. However, a critical aspect of accessibility remains inadequately addressed: access to travel information and independent navigation for persons with visual impairments. This creates a clear gap between India’s policy commitments to inclusive mobility and the on-ground travel experience of visually impaired commuters.
Unlike sighted passengers, persons with visual impairments are often unable to independently identify approaching buses or read route numbers and destination displays. Consequently, they must rely on assistance from fellow passengers, conductors, or bystanders, resulting in longer waiting times, reduced independence, anda loss of dignity. These challenges frequently discourage visually impaired persons from using public bus services, limiting their access to education, employment, healthcare, and other opportunities.
A recent welcome innovation has demonstrated how this barrier can be overcome. The “Assistive On Board Bus Identification and Navigation System” enables visually impaired commuters to independently identify buses and locate the correct boarding door through audiobased interaction between the user and the bus. Pilot deployments and field trials have demonstrated its effectiveness. Research trials recorded boarding success rates exceeding 90 percent, while city-level pilots in Mysuru and Bengaluru have demonstrated that assistive technologies can be integrated into operational bus fleets as plug and play, without disrupting routine operations The system can be deployed at a relatively low cost, requiring only a small fraction of the investment typically made in Intelligent Transport Systems (ITS) and Passenger Information Systems (PIS), making it a practical and scalable accessibility intervention for public transport agencies.
India is currently undergoing a major transformation in its public transport systems through initiatives such as the PM e-Bus Sewa Scheme, CESL’s National E-Bus Programme, and investments under the Smart Cities Mission. These programmes present a unique opportunity to integrate accessibility technologies within new bus fleets and ensure that inclusive mobility becomes a standard feature of public transport infrastructure.
This white paper proposes the integration of assistive bus identification technologies within national bus procurement frameworks. Key policy recommendations include:
• Incorporation as a performance parameter in Urban Bus Specifications to include assistive technologies, onboard and off-board.
• Incorporating accessibility requirements within CESL’s procurement framework.
• Facilitating retrofit programmes to equip existing bus fleets and Q-shelters with accessibility technologies
• Institutionalising training and operational guidelines for transport staff on disabilityinclusive service delivery
A national implementation roadmap for 2027–2032 is proposed to support gradual scaling across cities while enabling operational learning and standardisation.
1. Policy Context and Accessibility Gap
India’s commitment to inclusive urban mobility through national policies, legal frameworks, and programmes recognise that accessible transport systems are essential to ensuring the social and economic participation of persons with disabilities (PwDs). The Rights of Persons with Disabilities Act, 2016 establishes accessibility as a legal entitlement. The Act mandates that appropriate governments take measures to ensure that persons with disabilities have access to transportation systems on an equal basis with others. This includes both physical accessibility and access to information that enables independent mobility. Complementing this legislative framework is the Accessible India Campaign (Sugamya Bharat Abhiyan), which aims to enhance accessibility in the built environment, transportation systems, and information and communication technologies. The programme seeks to remove barriers that limit the mobility and participation of persons with disabilities across urban spaces.
In the transport sector specifically, the National Urban Transport Policy (NUTP) emphasizes equitable access to mobility services and prioritizes public transport as a means to achieve inclusive urban development. Subsequent policy frameworks and mission-driven programs supporting public transport modernization, including bus fleet expansion, electric mobility adoption, and urban transport reforms have incorporated accessibility considerations. Urban bus procurement and design standards across Indian cities are heavily influenced by national-level technical specifications and procurement frameworks. Two key instruments in this context are:
● Urban Bus Specifications issued by the Government of India, which provide guidance on bus design elements such as low-floor configuration, wheelchair ramps, priority seating, and other accessibility features.
● Procurement frameworks developed through the Convergence Energy Services Limited (CESL), which play an increasingly influential role in enabling large-scale bus procurement under national electrification programmes. These specifications have successfully institutionalised several accessibility provisions that primarily address the needs of persons with reduced mobility. These include low-floor bus designs, kneeling mechanisms, wheelchair spaces, and grab rails. Such features represent important progress in making public buses physically accessible. However, a critical gap remains. Current specifications and procurement frameworks do not mandate assistive technologies that address the accessibility needs of visually impaired commuters. While physical accessibility has received policy attention, information accessibility; particularly the ability to independently identify buses and boarding points remain largely unaddressed. This omission is significant because access to reliable travel information is a fundamental component of independent mobility for persons with visual impairments.
International experience shows that accessible public transport systems integrate multisensory information systems, including audio announcements, tactile interfaces, and digital navigation tools. However, the challenge of identifying and boarding buses for visually impaired commuters in India is significantly different from contexts such as Europe, Canada, or the United States. Factors such as high passenger volumes, informal boarding practices, inconsistent bus docking, limited stop-level infrastructure, and the absence of standardized onboard accessibility systems require India-specific technology solutions and a dedicated regulatory framework. While several global cities have mandated onboard audio
announcements, real-time passenger information systems, and assistive technologies for visually impaired passengers, Indian cities require contextualized solutions that address operational realities and support independent navigation throughout the travel journey. These international examples demonstrate that policy frameworks can play a decisive role in mainstreaming accessibility technologies, ensuring that inclusion becomes a standard feature of public transport systems rather than an optional add-on. India’s existing policy commitments therefore create a strong foundation. However, translating these commitments into meaningful accessibility outcomes requires addressing the current policy gap in bus specifications and procurement frameworks.
2. Accessibility Challenges for Visually Impaired Bus Users
Despite policy commitments to inclusive mobility, visually impaired commuters continue to face significant barriers when attempting to use public bus systems in Indian cities. One of the most critical challenges is information asymmetry.
Unlike sighted passengers, visually impaired commuters cannot independently identify approaching buses or read route numbers displayed on the vehicle. As a result, they must rely heavily on assistance from other commuters, conductors, or drivers. This dependence introduces uncertainty and often results in missed buses, incorrect boarding, or extended waiting times. Research and field observations consistently highlight the difficulty visually impaired commuters experience in identifying the correct bus among multiple vehicles arriving at a stop.
In cities, buses may occasionally arrive simultaneously (bus bunching), stop at variable locations, or move unpredictably within the bus bay. Without accessible information systems, identifying the correct bus becomes extremely difficult.
The second major barrier relates to boarding and navigation safety. Without auditory cues or directional guidance, visually impaired commuters must rely on environmental cues such as engine sounds or physical contact with the bus body to locate the entry door. This practice exposes them to safety risks, particularly in crowded bus stops where vehicles, pedestrians, and other obstacles compete for space. Evidence from field studies indicates that visually impaired commuters frequently report:
● Difficulty locating the correct bus door
● Confusion when multiple buses arrive simultaneously
● Missed buses due to delays in identifying vehicles
● Discomfort when repeatedly requesting assistance from strangers
These challenges are compounded by the absence of standardised audio announcements or assistive technologies integrated into bus operations. A further dimension of the accessibility challenge lies in the systemic policy gap. Existing urban bus specifications focus largely on physical accessibility features as mentioned in the previous section. However, no formal requirement exists for technologies that enable visually impaired passengers to independently identify buses or navigate boarding processes.
Similarly, structured driver and conductor sensitisation programs on disability inclusion are rarely embedded within operational guidelines. While many drivers and conductors assist passengers informally, the absence of institutionalised training limits consistency and effectiveness. This gap creates a clear misalignment between India’s stated national commitments to inclusive mobility and the accessibility experience on the ground. The
consequences extend beyond transportation. When public transport systems remain inaccessible, visually impaired individuals face limitations in accessing employment, education, healthcare, and social opportunities.
According to the Rights of Persons with Disabilities (RPwD) Act, 2016, visual impairment includes both blindness and low vision, while the World Health Organization (WHO) recognises visual impairment as a spectrum ranging from moderate vision loss to severe visual impairment and blindness. India has one of the largest populations of persons with visual impairment globally, making the scale of exclusion from public transport both substantial and urgent. The solution described in this note has been specifically designed to support commuters across this spectrum of visual impairment by enabling independent identification, navigation, and boarding of buses through RF-based communication and voice-assisted interaction.
While the system is designed primarily to address the mobility barriers faced by persons with visual impairment, its benefits extend beyond this user group. Features such as audio-based passenger information, assisted boarding support, and alerts to onboard staff can improve the usability of public transport for older adults, passengers with temporary or permanent mobility limitations, and unfamiliar users navigating complex bus networks. The solution therefore reflects the principles of universal design, where accessibility interventions introduced for a specific user group contribute to a more inclusive and user-friendly public transport system for all commuters.
In this context, improving accessibility in public bus systems should not be viewed solely as a disability-focused intervention, but as a broader urban mobility and safety measure that enhances inclusivity, usability, and operational responsiveness for multiple vulnerable user groups.
3. Evidence from Pilots
Technological innovations can play a critical role in addressing accessibility challenges in public transport systems. One such innovation is the OnBoard Bus Identification and Navigation System, designed to assist visually impaired commuters in independently identifying and boarding buses.
The system was developed through collaborative research and field testing by assistive technology researchers at Indian Institute of Technology Delhi. It was specifically designed to address the information and navigation barriers faced by visually impaired passengers in public transport systems. The underlying technology was subsequently patented, and the rights transferred to Raised Lines Foundation (RLF), a not-for-profit organisation incubated at IIT Delhi, to enable wider deployment and implementation for accessibility initiatives.
an OnBoard system should include amongst others, two components:
1) A bus-mounted module paired with a bus-stop device
2) An interface module used by the visually impaired commuter
When a PVI commuter hears the bus approaching a stop, the user can trigger a query through the handheld device. Nearby buses equipped with the system respond by transmitting their
route numbers, which are announced through the user module. Once the desired bus is identified, the user can trigger an auditory signal from a speaker mounted near the bus entrance, enabling them to navigate directly toward the correct door. This communication between the user device and bus device happens using radio frequency (RF) on frequencies that are open for public use.
3.1.Trials with Pilots
Field trials conducted on public buses demonstrated promising results. In one pilot study, the system was deployed on five public buses operating on a major route (Route 507) in Delhi. Twelve visually impaired participants tested the system across multiple boarding attempts over a three-month period. The results showed a 94 percent successful boarding rate across 100 attempts, indicating that the technology can significantly improve independent access to public buses. Following the Delhi pilot, the OnBoard Bus Identification and Navigation System was subsequently tested on buses operated by Brihanmumbai Electric Supply and Transport Undertaking (BEST) in Mumbai between January and April 2015 to evaluate its usability in real urban conditions. The pilot was conducted on BEST bus routes 121 and 134 operating from Backbay Depot. In the first phase, 16 buses were equipped with the system and 35 visually impaired users participated in more than 100 supervised boarding trials to test reliability and usability. In the second phase, the pilot expanded to 24 buses operating on the same routes, with around 20 visually impaired participants undertaking approximately 350 unsupervised boardings under real operating conditions.
Several important operational insights emerged from the trials:
● Users could identify buses from a distance, allowing sufficient time to prepare for boarding.
● Audio cues emitted from speakers near the bus entrance enabled users to navigate toward the correct door without trailing the bus body with a cane.
● The system allowed multiple users to simultaneously interact with a single bus module without interference.
The pilot generated positive feedback from both users and bus drivers and highlighted the potential for wider deployment of the system to improve accessibility in public transport systems across Indian cities.
Subsequent deployments in Mysuru and Bengaluru, covering approximately 200 buses operated by KSRTC and 500 buses operated by BMTC respectively, have further demonstrated the feasibility of integrating assistive technologies within operational public transport fleets. These deployments were undertaken under real-world operating conditions and showed that accessibility solutions can be incorporated into existing bus services without significant disruption to routine operations. The experience from these cities highlights an important principle: technologies that support independent bus identification, navigation, and boarding for persons with visual impairment can be deployed at scale within Indian public transport systems. While the specific technological approach adopted may vary across cities and operators, the pilots demonstrate that accessibility-focused interventions can be successfully integrated into urban bus
operations, including in environments characterised by high passenger volumes and complex service networks.
Collectively, these experiences provide evidence that assistive technologies for visually impaired commuters are both technically feasible and operationally viable, offering a practical pathway for public transport agencies seeking to advance inclusive and equitable mobility. Supporting documentation and feedback from participating public transport authorities are provided in the Annexure.
3.2.Mysuru Deployment: Operational Deployment in a Medium-Sized City
The city of Mysuru provided an opportunity to demonstrate how assistive accessibility technology can be integrated within an operational bus fleet in a mid-sized Indian city, offering insights for replication in similar urban contexts. The city-wide deployment was funded by GIZ India under its Sustainable Urban Mobility, Air Quality, Climate Action and Accessibility (SUMACA) Project and implemented by Raised Lines Foundation (RFL) for Karnataka State Road Transport Corporation (KSRTC) Mysuru city buses. This was supported by the Directorate of Urban Land Transport (DULT) and Swamy Vivekananda Youth Movement (SVYM) and Enable India, the Disability NGO Partners.
The project involved the installation of the OnBoard system on 200 (Mysuru has a total of 340 city buses) select city buses operating on key routes used by visually impaired commuters. In parallel, training and awareness sessions were conducted with over 400 (140 women and 260 men) visually impaired user groups to familiarise them with the technology and gather feedback on system usability. Since October 2025 there have been 7900 unsupervised boardings in Mysuru city buses.
The Mysuru deployment was undertaken to assess three key dimensions relevant to the introduction of accessibility technologies in public transport systems:
• Technical feasibility of integrating assistive technologies into operational bus fleets.
• Usability and acceptance among persons with visual impairment.
• Compatibility with existing public transport operations and service delivery processes.
The deployment provided an opportunity to evaluate how technologies supporting independent bus identification and boarding assistance could function within real-world operating conditions. The exercise demonstrated that accessibility interventions can be integrated into existing bus services without requiring significant modifications to vehicle infrastructure or operational procedures.
A key finding from the deployment was the importance of providing accessible passenger information in a format that enables greater independence for persons with visual impairment. The experience also highlighted the role of user training, stakeholder engagement, and iterative feedback in ensuring that accessibility solutions are effectively adopted and integrated into public transport systems.
From an operational perspective, the deployment indicated that accessibility-focused technologies can be incorporated into routine bus operations with limited impact on service
delivery. The modular nature of such systems allows installation and maintenance without major changes to vehicle design or fleet management practices.
Overall, the Mysuru experience illustrates a broader principle: accessibility technologies can be integrated into public transport systems in a manner that supports independent travel for persons with visual impairment while remaining compatible with the operational requirements of transport agencies. The specific technological approach may vary across cities and operators, but the underlying objective of enabling more inclusive and equitable access to public transport remains consistent.
3.3.Bengaluru Pilot Deployment: High Density Urban Environment
Building on the successful implementation in Mysuru, the technology was subsequently expanded to Bengaluru, a far larger and operationally more complex urban transport environment, with support from Continental, Bangalore Metropolitan Transport Corporation (BMTC), and Enable India.
Bengaluru’s bus network is among the largest in India, with a high volume of buses, dense passenger flows, and highly dynamic traffic conditions. OnBoard was deployed in 500 BMTC buses and 400+ users were trained to use the device. Deploying accessibility technology in such an environment provided an opportunity to evaluate the system’s performance under more demanding operational conditions.
The Bengaluru pilot sought to examine:
● System performance in high-frequency bus corridors
● Usability in crowded urban bus stops
● Scalability potential for large metropolitan transport networks
User trials conducted in Bengaluru indicated that the system remained effective even in environments where multiple buses arrived simultaneously. The pilot also demonstrated that assistive technology solutions could coexist with other passenger information systems, including electronic route displays and public announcement systems. This interoperability is an important consideration for future large-scale deployments. Feedback from transport operators indicated that integrating accessibility technologies could enhance the overall passenger experience while reinforcing the public transport system’s commitment to inclusive mobility.
3.4.Key Insights from the Mysuru and Bengaluru Deployments
The deployments in Mysuru and Bengaluru provide several important insights for policymakers.
• Assistive technologies for visually impaired commuters are technically feasible within Indian public transport systems. The system performed effectively across both medium-sized and large metropolitan bus networks.
• Demonstrate strong user acceptance among visually impaired commuters. Participants consistently reported increased confidence and independence when accessing bus services equipped with the system.
• Technology can be integrated into operational bus fleets without significant disruption to existing transport services. The modular design enables straightforward installation and maintenance.
• Showcases importance of combining technology deployment with user training and operational awareness among transport staff.
• Potential for assistive technologies to generate broader benefits for the public transport system by improving boarding efficiency and enhancing the inclusiveness of mobility services.
Together, the Mysuru and Bengaluru case studies provide strong evidence that accessibility technologies can play a transformative role in making public transport systems more inclusive. These findings support the case for policy-level integration of assistive technologies within national bus procurement specifications and operational frameworks.
4. Policy-Ready Technology Solution
The OnBoard assistive systems should fulfil a policy-ready solution that can be integrated into public bus fleets through both new procurements and retrofit installations. The system provides two core capabilities:
• real-time bus identification
• directional audio guidance toward the boarding door
The technology may, preferably, adopt a Bluetooth or RF-based communication system between the user device and the onboard bus device, combined with a voice-based interface designed specifically for visually impaired commuters. As a bus approaches, the system enables automatic detection and communication between the passenger’s handheld device and the onboard unit, helping users identify the correct bus in real time without relying on visual cues. Audio prompts and voice-based interactions guide the commuter through key stages of the journey, including bus identification, boarding, and destination-related information, thereby eliminating dependence on visual displays or complex smartphone interfaces. From a policy perspective, integration can occur through two pathways.
⮚ First, assistive technology can be included as a mandatory feature in new bus procurements, ensuring that accessibility becomes a standard component of vehicle design.
⮚ Second, existing buses can be upgraded through retrofit installations, enabling transport authorities to progressively improve accessibility across operational fleets. Standardised technical specifications would ensure interoperability across cities and enable manufacturers to scale production efficiently.
The OnBoard assistive technology platform represents a policy-ready solution that can be integrated into public bus systems with minimal disruption to existing operations. At its core, the system provides two critical capabilities:
• Real-time bus identification
• Directional audio guidance toward the bus entrance
From a policy perspective, the solution can be integrated into urban bus systems through two pathways.
• The technology can be mandated in all new bus procurements through amendments to Urban Bus Specifications and CESL procurement frameworks. Incorporating
assistive technology at the design and manufacturing stage ensures cost efficiency and standardisation across fleets.
• Second, the system can be deployed through retrofit programs for existing buses. The modular design allows installation without major modifications to bus infrastructure, enabling scalable deployment across operational fleets.
Standardisation will be critical for nationwide adoption. A uniform specification would ensure interoperability across cities and enable technology providers to scale manufacturing efficiently. Cost-benefit analysis indicates that the investment required for onboard accessibility technology is modest relative to the broader social and operational benefits.
Social returns include:
• increased independence for visually impaired commuters
• improved access to employment and education
• enhanced dignity and inclusion in urban mobility systems
Operational returns include:
• smoother passenger boarding processes
• reduced service disruptions at bus stops
• improved public perception of public transport services
5. Cost Estimates and Retrofit Considerations
A key consideration for policymakers and transport authorities when evaluating accessibility technologies is the cost of deployment and the feasibility of integrating such systems within existing procurement and operational frameworks.
The OnBoard Bus Identification and Navigation System has been designed as a modular and scalable solution, enabling both integration in newly procured buses and retrofit installation in existing fleets. This flexibility significantly reduces barriers to adoption and allows transport authorities to progressively improve accessibility across their fleets.
5.1.Estimated
Costs
The Assistive On-Board Bus Identification and Navigation System comprises of a busmounted communication unit, audio interface components, control electronics, and associated installation and integration requirements. Based on pilot deployments and market assessments undertaken during project implementation, the indicative deployment cost is estimated to be in the range of ₹24,000–₹36,000 per bus.
However, these figures should be treated as indicative estimates rather than standardised costs. Actual deployment costs will be determined through competitive procurement processes and may vary depending on factors such as procurement volumes, technical specifications, supplier ecosystem maturity, system architecture, integration with existing Intelligent Transport Systems (ITS) and Passenger Information Systems (PIS), and provisions for maintenance, software updates, and lifecycle support. As an accessibility layer within a broader ITS/PIS ecosystem, the solution represents a relatively small incremental investment compared to the overall cost of deploying and operating passenger information and intelligent transport systems. Experience from pilot deployments suggests that assistive technologies for visually impaired commuters can be
integrated into existing bus operations at a modest cost while delivering substantial benefits in terms of independent mobility, social inclusion, and equitable access to public transport.
5.2.Retrofit Cost for Existing Bus Fleets
Given that a large proportion of buses currently operating in Indian cities will remain in service for several years, retrofitting existing fleets is an important pathway for improving accessibility in the near term. Accessibility technologies can be integrated through modular installations requiring minimal modifications to vehicle infrastructure and can often be deployed during routine maintenance cycles.
Implementation will require collaboration between public transport authorities, bus operators, technology providers, and organisations representing persons with disabilities. Experience from deployments in Mysuru and Bengaluru suggests that retrofit costs may be in the range of ₹26,000–₹37,000perbus, including hardware, installation, and commissioning. These figures are indicative and intended only to provide an order-of-magnitude estimate; actual costs will depend on procurement volumes, technical specifications, integration requirements, and lifecycle maintenance arrangements.
Pilot deployments suggest that accessibility features can be incorporated as a relatively small addition to broader ITS and passenger information system investments. Potential funding sources include public transport modernisation programmes, accessibility initiatives, urban mobility funding schemes, and city-level ITS/PIS investments. Integrating accessibility requirements into standard procurement processes can further support cost-effective deployment at scale.
5.3.Cost Efficiency Through Scaled Procurement
If integrated into national procurement frameworks such as CESL’s aggregated bus procurement programs, economies of scale can further reduce the cost of accessibility technology. Centralised procurement mechanisms could:
• standardise device specifications
• reduce per-unit manufacturing costs
• simplify maintenance and spare part management
• ensure interoperability across cities
Given the scale of bus procurement planned under India’s urban transport modernization initiatives, incorporating assistive technology specifications at the national level would enable cost-effective deployment across thousands of buses.
5.4.Socio-Economic Returns
While the direct financial cost of the technology is modest, the social benefits are significant. Improved accessibility enables visually impaired commuters to independently access employment, education, healthcare, and public services. In addition, improved passenger information systems can benefit multiple user groups, including:
• elderly passengers with declining vision
• passengers unfamiliar with local routes
• individuals with temporary mobility limitations
These broader benefits strengthen the case for integrating assistive technologies within standard bus design specifications.
6. Policy Recommendations
To scale pilot learnings into systemic adoption, a set of targeted policy interventions is essential:
Revision of Urban Bus Specifications
The Ministry of Housing and Urban Affairs should update national Urban Bus Specifications to formally incorporate assistive technologies that enhance accessibility for visually impaired passengers.
Amendment to AIS:052
The AIS:052 should be revised to embed clear and enforceable provisions for accessibility features, including onboard assistive systems, ensuring uniform compliance across bus manufacturers.
· Integration within CESL Procurement Frameworks
Accessibility requirements, including mandatory onboard assistive technologies, should be embedded within procurement guidelines issued by Convergence Energy Services Limited, to ensure that all electric buses procured under national programmes are inclusive by design.
6.1.Proposed Amendments to Urban Bus Specifications -II
The integration of an Onboard Bus Identification and Navigation System (ONBOARD device) is fully aligned with Objective 1 and 3 under Chapter 10 of the ITS specifications, which calls for harnessing currently available technologies with convergence and long-term relevance and Enhance commuter experience and quality/ substance of visual displays respectively.
The proposed system adds to the existing ITS infrastructure and Passenger Information Systems (PIS) and requires only a functional integration layer to enable enhanced accessibility.
Critically, this amendment addresses a key gap in the current framework. While UBS-II provides for physical accessibility, it does not adequately address information accessibility, particularly for visually impaired commuters. The absence of standardized non-visual passenger information systems limits independent access to public transport and results in continued reliance on external assistance.
The proposed inclusion is consistent with the mandate of the Rights of Persons with Disabilities Act, 2016, which requires transport systems to be accessible through appropriate information and communication technologies. Integrating assistive systems within ITS ensures that accessibility is embedded at the systems level rather than treated as an add-on.
6.1.1. Amendment under Section 17.1 – ITS Architecture
Proposed Inclusion
Insert the following under Section 17.1 (Architecture):
“vi. Onboard Bus Identification and Navigation System (Assistive OnBoard Bus Module)”
The ITS architecture shall include an onboard assistive system designed to enable independent access for visually impaired passengers. The system shall be integrated within the On-board ITS (OBITS) framework and shall interface with the System Control Unit (SCU), Passenger Information System (PIS), AVL system, and communication modules.
6.1.2. Amendments under Section 17.2 – Passenger Information System (PIS)
While Section 17.2 provides for passenger information dissemination, existing provisions are primarily visual or internally focused and do not fully address accessibility requirements. The following amendments are proposed to ensure multimodal and inclusive information delivery.
New Clause – 17.2.1(d): External Audible Route Announcement
Insert the following:
17.2.1(d) – External Audible Route Announcement System (New Inclusion)
In addition to visual destination signage, buses shall be equipped with an external audible route announcement system capable of:
i. Announcing route number in audio format when triggered by users
ii. Providing directional audio output near front service doors
iii. Supporting multi-language output in accordance with Clause 17.2.1(g)
Amendment to Clause 17.2.1(g)
17.2.1(g) (Amended):
Passenger information shall be provided through display and voice announcements in English and local languages. These systems shall be integrated with assistive technologies, including the Onboard Bus Identification and Navigation System, to enable both internal and external audio dissemination for accessibility.
Amendment to Clause 17.2.1(h)(ii)
17.2.1(h)(ii) (Amended):
GPS-triggered next stop information shall be displayed and announced through synchronized voice output. This functionality shall be integrated with the Onboard Bus Identification and Navigation System and shall support accessibility through real-time audio dissemination to users · Addendum to Clauses 17.2.1(h)(iii) and (vii)
Insert the following provision under Section 17.2.1(h):
The functionalities under Clauses (iii) (multi-language announcements) and (vii) (locationbased synchronized announcements) shall be extended to ensure compatibility with assistive technologies, enabling:
• Sequential multi-language audio output tailored for visually impaired users
• Contextual, location-based announcements accessible through onboard systems and personal assistive devices
Amendment to Clause 17.2.1(h)(ix) – Stop Request System
17.2.1(h)(ix) (Amended):
The stop request system shall include:
i. Auditory confirmation to passengers indicating successful registration of the stop request
New Clause – 17.2.1(h)(x): Accessibility Audio Alerts
Insert the following:
17.2.1(h)(x) – Accessibility Audio Alerts (New Inclusion)
Buses shall be equipped with audio-based assistive alerts, including:
i. Door opening and closing announcements
ii. Stop request confirmation announcements
iii. Safety alerts related to boarding and alighting
These alerts shall be integrated with the Passenger Information System and aligned with assistive functionality under Clause 17.2.1(h)(ix).
6.1.3. Amendments under Chapter 2 - Specifications for Standard size bus
New Clause – 15.7.2.(f)
Insert the following:
15.7.2.(f) – Tactile Floor Guidance Paths (TGSI) (New Inclusion)
Tactile Floor Guidance Paths (TGSI) shall be provided from entry service door to priority seating and exit service door.
6.1.4. Amendments under Clause 9.4 – Electric System
Amendment to Clause –9.4.1.a Usability/Functionality/Capability
Insert the following:
9.4.1.a (Amended)
Control power supply to and monitor status (voltage, current, faults) of all external and internal fixtures like passenger/driver compartment illumination, fans, buzzer, horn and ITS equipments including OnBoard Bus Identification and Navigation System. Power to ITS equipments will be available even when the engine is not running. This will be provided by putting the “Ignition- ON” Switch followed by switch for ITS equipments.
The above amendments ensure that ITS provisions under UBS-II evolve from being primarily operational tools to inclusive service delivery systems, enabling equitable access to public transport for all users, including persons with visual impairments.
6.2. Proposed Amendments to AIS:052
Amending AIS-052 (Bus Body Code) is critical because it directly governs bus design and type approval in India, making any inclusion mandatory for manufacturers. Without its incorporation, assistive systems like the OnBoard Bus Identification and Navigation System remain optional and inconsistently implemented. AIS-052 effectively determines what is physically built into buses, and its current absence of assistive interface requirements creates a gap between policy intent and on-ground accessibility.
Embedding such systems in AIS-052 ensures standardized, design-stage integration across all buses, avoiding inefficient retrofitting and enabling regulatory enforcement through certification processes. It also aligns with the mandates of the Rights of Persons with Disabilities Act, 2016 by translating accessibility requirements into enforceable engineering specifications. Ultimately, this amendment is essential to move assistive technologies from pilot initiatives to scalable, nationwide deployment.
6.2.1. Amendment under Chapter 2 - General Requirements of Bus Body Design
Amended Clause 2.2.2.6: Windows
The window aperture (clear vision zone) in case of ACX buses shall be at least 550 mm wide and 700 mm high. In addition, an Onboard Bus Identification and Navigation System (assistive device) shall be installed in proximity to the passenger entry area to enable accessibility for visually impaired users. The preferred mounting location for this system shall be on or adjacent to the window panel above the front service door, ensuring unobstructed outward audio transmission. In cases where installation at this location is not feasible due to design constraints, the system shall be installed on the front corner window panel closest to the front service door.
6.3.Proposed Amendments to CESL
The CESL bus specification document serves as a key driver of large-scale bus procurement across cities and State Transport Undertakings. Through its aggregated demand model, Convergence Energy Services Limited standardizes technical requirements that are widely adopted in tendering processes. As a result, any feature included in CESL specifications is rapidly translated into fleet-level deployment, whereas exclusions often lead to inconsistent or minimal adoption.
In this context, integrating assistive systems such as the OnBoar d Bus Identification and Navigation System ensures that accessibility features are treated as core procurement requirements, rather than optional add-ons. While AIS-052 governs what manufacturers can build, CESL specifications determine what is procured and deployed at scale, making them a critical lever for achieving uniform and nationwide implementation of inclusive mobility solutions.
6.3.1. Amendment under Volume 3 – Technical Specification of Type I Buses
· New Clause: Table – 1 – Technical specifications of Electrical Bus, 19.4 (F) Floor Type
Insert the following:
19.4.(F) – Tactile Floor Guidance Paths (TGSI) (New Inclusion)
Tactile Floor Guidance Paths (TGSI) shall be provided from entry service door to priority seating and exit service door
· Amended Clause: Table – 1 – Technical specifications of Electrical Bus, 25 ITS Enabled Bus
Insert the following:
25 – ITS Enabled Bus: The Contractor shall procure buses as defined by the Authority which shall also include various but not limited to ITS System as defined in AIS:153, AIS:140 specifications and any amendments issued thereof.
Specifically, requirements but not limited to, include:
Front, Left Side, and Rear 2
4 Fully ITS Compliant 1
As per IS:16490 specifications and amendment 2 or latest. 5 DDU 4
As per IS:16833 annexure C Amendment 2 or latest.
Internal and External with minimum 15 days backup storage as per IS:16833
6 CCTV Camera with 4G/5G 4
As per IS:16833 annexure C
4 or 8 channel
minimum 2 TB NVR for recording
7 OnBoard Bus Identification and Navigation System 1
7. Alignment with National Programmes
India is currently undergoing a significant transformation in its urban mobility systems through a series of national programmes focused on public transport expansion, electrification, and urban infrastructure modernization. These initiatives present a timely opportunity to integrate accessibility technologies for visually impaired commuters into public bus systems at scale. Aligning accessibility interventions with ongoing national programmes can enable widespread
adoption with minimal additional institutional effort, ensuring that inclusive mobility becomes an integral component of India’s public transport transition.
7.1.PM e-Bus Sewa Scheme
The PM e-Bus Sewa Scheme, launched by the Government of India to support the deployment of thousands of electric buses across cities, represents one of the largest public transport modernization efforts in the country. The scheme aims to improve urban mobility while simultaneously advancing climate and environmental objectives. As cities procure new electric buses under the programme, there is a unique opportunity to embed accessibility technologies directly within vehicle specifications. Integrating assistive systems for visually impaired commuters within the PM e-Bus Sewa procurement framework would ensure that newly deployed fleets are designed to be inclusive from the outset. Doing so would avoid the need for costly retrofits later and would align infrastructure investments with the principles of universal accessibility.
7.2.CESL Aggregated Bus Procurement
The Convergence Energy Services Limited (CESL) has emerged as a key national platform for aggregated procurement of electric buses under the National E-Bus Programme. By pooling demand across multiple cities, CESL has been able to reduce procurement costs while accelerating fleet electrification. Because CESL specifications influence the design and configuration of buses procured for multiple cities, integrating accessibility requirements within CESL procurement guidelines would have a multiplier effect across the country. Including assistive technologies for visually impaired commuters within CESL tender specifications would ensure that accessibility features are standardized across fleets deployed in different urban areas. This approach would also enable economies of scale in manufacturing accessibility devices, further reducing costs.
7.3.Accessible India Campaign (Sugamya Bharat Abhiyan)
The Accessible India Campaign aims to create a barrier-free environment for persons with disabilities across transportation systems, public infrastructure, and information services. While significant progress has been made in improving accessibility within government buildings and digital platforms, accessibility in transportation systems, particularly in urban bus networks remains uneven. Integrating assistive technologies within bus procurement standards would represent a concrete step toward advancing the goals of the Accessible India Campaign. It would demonstrate how accessibility commitments can be translated into operational solutions that improve daily mobility for persons with disabilities.
7.4.Smart Cities Mission and Digital Public Infrastructure
Many Indian cities have invested in Intelligent Transport Systems (ITS) and real-time passenger information platforms under the Smart Cities Mission. These systems already collect and process large volumes of transport data, including vehicle location and route information. Assistive technologies such as the OnBoard system can complement these digital platforms by providing accessible interfaces that translate transport information into audio
guidance for visually impaired users. Leveraging existing ITS infrastructure reduces the complexity of integrating accessibility technologies and allows cities to expand the benefits of digital public transport systems to a broader user base.
7.5.Advancing Inclusive and Sustainable Urban Mobility
India’s urban mobility agenda increasingly emphasizes sustainability, efficiency, and inclusivity. However, accessibility for persons with disabilities must be explicitly embedded within infrastructure and technology standards to ensure that these goals are realized in practice. The convergence of large-scale bus procurement programmes, digital mobility initiatives, and accessibility commitments creates a unique policy window. By incorporating assistive technologies into national bus specifications today, India can ensure that the next generation of public transport systems is designed to serve all citizens equitably. Integrating accessibility technologies at this stage of transport system modernization will help ensure that public buses remain a truly inclusive mobility option for millions of passengers, including those with visual impairments India’s ongoing urban transport initiatives provide a timely opportunity to integrate accessibility technologies at scale.
8. Implementation Roadmap (2027–2032)
Scaling assistive accessibility technologies across India’s urban bus systems requires a structured rollout aligned with bus procurement cycles, urban transport modernisation programmes, and the operational capacities of state transport undertakings (STUs). Deployments in Mysuru and Bengaluru have already demonstrated that assistive technologies can be successfully integrated within operational bus fleets and used by visually impaired passengers in real service conditions. Building on this experience, the following roadmap outlines a phased strategy to standardise, scale, and mainstream accessibility technologies across India’s urban bus systems between 2027 and 2032.
8.1.Phase 1: Standardisation and Expanded Demonstration (2027–2028)
Successful deployments in Karnataka, including operational implementations in Mysuru and Bengaluru, demonstrate that assistive accessibility technologies can function reliably within regular public bus operations. These deployments provide strong proof of concept and generate valuable insights on device performance, user training, and operational integration. Building on this foundation, this phase should focus on establishing national technical standards while expanding demonstrations to additional cities. Key activities
• Targeted fleet deployments:
Equip approximately 50–150 buses per city with the onboard assistive system to assess operational performance and user experience.
• User training and engagement:
Conduct training programmes in collaboration with organisations representing visually impaired communities.
• Development of national technical standards: Use insights from the Karnataka deployments and additional demonstrations to
establish technical specifications covering communication protocols, audio interface requirements, installation guidelines, and interoperability with passenger information systems.
8.2.Phase 2: Integration with National Procurement Frameworks (2028–2030)
Once standards are established, accessibility technologies should be integrated into national bus procurement frameworks to enable large-scale adoption. Key activities
• Amendment of Urban Bus Specifications:
The Ministry of Housing and Urban Affairs should incorporate accessibility provisions for visually impaired commuters into national urban bus specifications.
• Integration into procurement programmes:
Accessibility requirements should be included in aggregated bus procurement tenders managed by Convergence Energy Services Limited so that new buses are equipped with these features at the manufacturing stage.
• Capacity building:
Training programmes should support STUs and city transport agencies in the installation, operation, and maintenance of accessibility technologies.
• Scaling deployments:
Accessibility-enabled buses could expand to 20-30 cities, covering a significant portion of India’s urban bus networks.
8.3.Phase
3: Nationwide Deployment and System Integration (2030–2032)
The final phase focuses on mainstreaming accessibility technologies across urban bus systems and integrating them with broader digital transport platforms.
Key activities
● Expansion across bus fleets:
Accessibility technologies should become a standard feature of newly procured buses nationwide, with retrofit programmes implemented where feasible.
● Integration with Intelligent Transport Systems:
Accessibility devices should be integrated with existing Intelligent Transport Systems, automated vehicle location systems, and real-time passenger information platforms.
● Monitoring and evaluation:
A national framework should track implementation through indicators such as the number of buses equipped, system reliability, and the number of visually impaired users benefiting from the technology.
This phased approach supports systematic scale-up while embedding accessibility technologies within national transport programmes and procurement systems.
9. Going Forward
Accessible public transport is fundamental to ensuring equitable participation in urban life. Although India has made significant policy commitments toward inclusive mobility, visually impaired commuters continue to face persistent barriers when accessing public bus services. In the absence of accessible information systems, many passengers are unable to independently identify approaching buses or confidently navigate the boarding process, limiting their ability to use public transport safely and reliably.
Field trials and operational deployments of assistive technologies demonstrate that these barriers can be effectively addressed through practical and scalable solutions. Evidence from pilots and real-world deployments indicates that onboard bus identification and audio guidance systems significantly improve boarding success rates, enhance passenger confidence, and enable visually impaired commuters to travel more independently.
India’s policy and legal frameworks already recognise the importance of accessible mobility. The next critical step is to translate these commitments into operational practice by embedding accessibility technologies within national bus procurement standards and public transport operations. Integrating assistive systems into Urban Bus Specifications issued by the Ministry of Housing and Urban Affairs and incorporating them within procurement programmes managed by Convergence Energy Services Limited would represent a decisive step toward mainstreaming accessibility in urban bus fleets.
By aligning technology deployment with national procurement frameworks and urban transport programmes, India can move beyond pilot initiatives and establish accessibility as a standard feature of public bus systems. Such an approach would contribute significantly to building a public transport network that is accessible, inclusive, and equitable for all citizens