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Tracking Public Expenditure Priorities for Low Carbon Strategies for
Transport Sector in India: Policy and Budgetary Analysis
Authors:Gyana Ranjan Panda, Jyotsna Goel and Amar Chanchal
Editorial inputs: Sona Mitra and Saumya Srivastava
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contents1. Context 2
2. Methodological Framework for 4
Tracking Public Expenditure for
Low Carbon Transport
3. Description of 8
Avoid/Reduce-Shift-Improve
Framework
4. Categorisation of Various 11
Public Policies, Programs and
Schemes aiding A-S-I Framework
5. Budget and Strategy Analysis 16
6. References 18
Annexures
Annexure 1 19
Annexure 2 23
Annexure 3 27
Annexure 4 29
Annexure 5 33
A sustainable and efficient transportation system is important to ensure sustained economic growth, social
progress and environmental protection. The global transport sector is currently responsible for 13 percent of
Green house gas (GHG) emissions (IPCC, 2007) and 23 percent of CO₂ emissions (International Energy Agency,
2009). As per India's GHG inventory, the share of transport sector has increased from 6.4 percent in 1994 to 7.5
percent in 2007. Amongst all modes, road transport alone emits 87 percent of the total GHGs emissions.
This research paper intends to map the various interventions by relevant ministries/departments at the Union
Government level under the low carbon framework, in order to provide policy-makers, researchers,
international organisations and other stakeholders a reference document for tracking low carbon transport in
the context of climate change. To finance low-carbon transport under Avoid (Integration of better land use
planning and transport networks or strengthening of public transportation system) – Shift (shifting from
motorized transport to more energy efficient non-motorized transport system) – Improve (promotion of clean
fuel) framework, several funding mechanisms are available within public policy settings. This super tracks the
Union policies and schemes in the last seven years, i.e. the period after implementation of National Action Plan
on Climate Change (NAPCC), 2008 and attempts to make policy recommendations for Low Carbon Strategies
for Transport Sector.
Transportation, planning and policy has direct linkage with the concept of sustainable development in the context of
its impact on reducing oil imports, improvement of air quality, reducing traffic congestions and improving travelling
facilities (Intergovernmental Panel on Climate Change, 2007).¹ Further, the predominance use of petroleum in the
transport sector, which limits the potential or reduced of Green House Gases (GHGs), poses multiple environmental
risks such as loss of biodiversity, land degradation and conflict with food production².
The Government of India recently announced Intended Nationally Determined Commitments (INDCs) which
declared a voluntary goal of reducing the emissions intensity of its GDP by 20–25 percent, over 2005 levels by 2020.
Given this announced target, it is of utmost importance to opt for low carbon transport as it accounts for nearly 18
percent of the total energy consumed in India, second only to the industrial sector. Besides, the transport sector is
highly energy intensive and its share has increased from 6.4 percent in 1994 to 7.5 percent in 2007 as per India's
GHGs inventory.³ The global transport sector is currently responsible for 13 percent of GHG emissions (IPCC, 2007)
and 23 percent of CO₂ emissions (International Energy Agency, 2009). Amongst all modes, road transport alone
emits 87 percent of the total GHGs emissions (123.6 million tonnes of CO₂e), followed by civil aviation sector with
emission of 10.2 million tonnes of CO₂e and the Railways with emission of 6.8 million tonnes of CO₂e.⁴
Opting for low carbon transport is likely to generate significant co-benefits⁵. Low carbon public transport reduces
traffic congestion, and hence have a positive impact on air and noise pollution and xxxxxxxxxxxxx on the overall
¹ Advancing Sustainable Low-Carbon Transport through the GEF- A STAP Advisory Document, available: http://www.thegef.org/gef/sites/thegef.org/files/publication/STAP-Sustainable%20transport.pdf (accessed on May 20, 2013)
² IPCC (2007), Climate Change 2007 synthesis report, available: http://www.ipcc.ch/pdf/assessment-report/ar4/syr/ar4_syr.pdf (accessed on May 20, 2013)
³ This represents the 2007 baseline figure of GHGs inventory of India. Source: Ministry of Environment and Forest, (2010. Alternative information is also provided by India’s Second National Communication to UNFCCC (2012: 48) with the 2000 baseline data. As per the report, the total GHG emission from the transport sector in 2000 was 98,104.12 Gg CO₂ eq. This is 9.6% of the total CO₂ eq. emissions from the energy sector and is 6.3% of the total GHG emission from the country, in 2000. Of the total CO₂ eq. emissions from the transport, 95,976.8 Gg was emitted as CO₂, 9.5 Gg as CH₄, and 6.2 Gg was emitted as N₂O.4 Arora S., Vyas and L.R. Jhonson (2011) Projections of highway vehicle population, energy demand and CO₂ emissions in India to 2040. Natural Resources Forum 35(1). pp.49-62
⁵ Dubashet al (2013:51), “Indian Climate Change Policy: Exploring a Co-Benefits based Approach, Economic & Political Weekly, Vol XLVIII, No.22 (June 1, 2013) articulate that “the co-benefits analysis is intended to provide a framework to analyse the impact of any policy objective under consideration on the full range of outcomes across economic , social and environmental goals. The intent is to compel explicit consideration of these impacts, both positive and negative, into policy consideration.”
1. Context
2
environment and human health. Such interventions in the metros can also open up opportunities for generating
additional funding under Clean Development Mechanisms (CDM) and carbon related funding schemes. Supply side
interventions like integrated land-use and transport planning in cities, policy priorities on strengthening public
transport system and increasing its usability, the shift in freight transportation from road to rail and waterways, and
use of non-motorised public transport (Metro, Monorail, Inland Shipping, etc.) would add to those co-benefits.
According to NAPCC “several studies have estimated that policy and technological measures can lead to significant
energy and thereby emission savings in the transport sector. The estimates of the Planning Commission indicate that
by increasing the share of railways and improving efficiencies of different modes of transport, there can be the
possibility of energy saving of 115 million tonnes of oil equivalent (mtoe) in the year 2031-32. Similarly, The Energy
Research Institute (TERI, 2006) estimates indicate an energy saving of 144 mtoe in 2031 by including efficiency
improvement across modes as well as considering enhanced use of public transportation and rail based movement,
use of bio-diesel as compared to business-as-usual (BAU) trends. The corresponding CO₂ emissions reduction is
estimated at 433 million tonnes in 2031.”
Low carbon economy (LCE) in the transport sector can be broadly examined in the context of enforcing certain
measures pertaining to regulation, execution and enforcement of policy or fiscal instruments such as budgetary
spending and incentivizing research and development (R&D) support for enhancing fuel efficiency standards, or
promoting alternative fuels, strengthen and enhance public infrastructure so as to ensure that transportation
system in the country becomes less energy intensive and generates fewer GHGs to the country's inventory.
In the above context, this paper intends to track the various interventions by relevant ministries/departments at the
Union Government level under the low carbon frameworks, in order to provide a reference document for tracking
sustainable transport in the context of climate change policy-makers, researchers, international organizations and
other stakeholders. To finance low-carbon transport under Avoid (Integration of better land use planning and
transport networks or strengthening of public transportation system) –Shift (shifting from motorised transport to
more energy efficient non-motorised transport system) –Improve (promotion of clean fuel) framework, several
funding mechanisms are available within the domestic and international policy settings.
In this paper, the scrutiny of budget entails largely the extent of public provisioning to mitigate the effects of climate
change and also measures the magnitude of budgetary outlays needed to embark on a low-carbon economy path.
The present assessment of public expenditure can also be the starting point for the prioritisation between
alternative applications of the scare resources. This study makes an assessment of the alignment of public finance
resources with stated policy objectives. This can serve as an input to the planning and budget process, contributing
to the selection, prioritisation and allocation of resources to expenditure programmes. Further, it can also highlight
policy objectives that require additional financing and generating resources by opening up dialogue with
development partners.
3
The paper maps the various interventions by relevant ministries/departments at the Union Government level under
the low carbon framework. To finance low-carbon transport under A-S-I framework, several funding mechanisms are
available within the domestic and international policy settings. However, the study limits its scope only on assessing
domestic policy and spending priorities in the country.
The methodological framework for assessing expenditure priorities for low carbon transport is based on certain
considerations discussed in previous section. The assessment period is set from 2009-10 to 2015-16 due to two
reasons. First, being the onset of a comprehensive policy initiative undertaken by the country in the form of NAPCC,
which also include focus on low carbon transport within the A-S-I framework; Second, several interventions are being
implemented since 2007-08 after the formulation of first ever National Urban Transport Policy (NUTP) in India.
Although these two policy initiatives are of recent origin, Government has been spending on key transport sectors
like Railways and Shipping (IWT). The assessment of budgetary allocation by the Union Government over this period
attempts a comprehensive estimation of low carbon transport expenditures in the country.
Several classifications of expenditure are attempted in the methodological framework, while looking into supply side
interventions by various departments and ministries having any component under the A-S-I frameworks (See
Annexure I). This led to the classification of expenditures as Directly Related and Indirectly Related. Directly related
expenditures are considered to be all those expenditures which have all the inputs of low carbon transport measure,
for example budgetary allocation for various Metro-rail projects (shift), budgets for electrification of railways
traction (improve), budgets for National Mission on Sustainable Habitats (Avoids). However, certain interventions
are partially related to the A-S-I framework and are categorised as indirectly related expenditures. For instance, the
JNNURM as a flagship scheme has urban development components like construction of sewerage, sanitation,
drinking water facilities besides developing transport facilities. This classification is an attempt to bracket
expenditures under “Liberal” and “Conservative” estimates, in the context of their direct and indirect impacts on
promoting low carbon transportation.
The budget tracking of transport sector can be undertaken by looking into the expenditures made out of the Revenue
Account, Capital Account and expenditures made as Loans for transport and related projects. Revenue Expenditures
are those expenditures which do not have anything to do with creation of assets or reduction of liabilities of the
government. These are mostly recurring expenditures that the government incurs periodically. Capital Expenditure
is usually meant for increasing the government's assets or reducing its liabilities (non-recurring expenditures). It is
generally used to create infrastructure facilities. Loans and external aided projects are also classified as Capital
Expenditures.
Another important classification is the Plan and Non-Plan expenditure. Plan Expenditure refers to government
expenditure which is meant for financing the programmes and schemes framed under the ongoing Five Year Plan or
the unfinished programmes and schemes of the previous Five Year Plans. All kinds of expenditure on any programme
under a specific Five Year Plan in its duration, whether revenue or capital in nature, is treated as plan expenditure.
However, once a Plan programme or scheme completes its duration, the expenditure towards the maintenance of
the assets/ infrastructure created (if any) and a salary of staff running the programme is no longer treated as Plan
Expenditure. In short, all expenditure by the government which are not included in the Plan Expenditure are called
Non-Plan Expenditure. A scrutiny of Detailed Demands for Grants on specific programme as identified under
Annexures 1-4 provides key components of expenditures in both Plan and Non-Plan heads.
Finally a broad level observation can be made about the magnitude of budgets going for the low carbon transport
under A-S-I framework. A trend analysis of budgetary data since 2008-09 till 2013-14 may reflect the overall priority
4
Methodological Framework for Tracking Public Expenditure for Low Carbon Transport
2.
attached to the sector. A closer scrutiny of budgets of key ministries pertaining to transport set the sectoral
expenditure priorities based on the objectives and deliverables of the interventions that promote low carbon
transportation. Interventions translated into spending in budgetary heads may not have similar nomenclatures in
the budgets documents; hence attempts have been made to look critically at the budgets of the programmes.
2.1 Significance of Public Expenditure in Low Carbon Transport Sector in India
Public spending is considered as an important and necessary source of financing low carbon measure in key sectors
like transport. While developing countries are not bound by emission reduction targets, they are encouraged to
adopt low carbon development policies which have economic cosequences as well. Early investment in low carbon
sector avoids locking-in an environmentally destructive long-term development path.
At the institutional level, the responsibilities of transport system in India are divided between the Union and State
Governments. In broad terms, the Union Government is responsible for railways, national highways, major ports &
international shipping, civil aviation and national inland waterways. State Governments are responsible for state and
rural roads, minor ports and coastal shipping, inland water transport, urban transport, trucking and intercity bus
services. This division of responsibility is not absolute as the Union Government also plays a role in coastal shipping,
motor vehicle transport, and urban transport through policy formulation, regulations, and financial support. (See
Annexure I for various interventions initiated by the Union Government in this sector after 2005-06).
As road transport is a State subject, most of public provisioning is incurred through respective state budgets.
However, it can well be assumed that significant interventions under A-S-I (specifically the modal shifting) have inter-
state implications and hence can fall under the Union Government's jurisdiction. While 'urban transport', 'rural road
and bridges' subjects fall within the purview of the State List, other important inter-state transportation such as
Railways, Shipping, Inland Water Transport, Aviation, and other transport measures fall under the jurisdiction of the
Union List⁶. Pertaining to Union jurisdiction, the responsibility for each mode resides in a specific ministry within the
Union Government. Convergences of interventions of these ministries take place while formulating policies and
executing policy decisions.
The fact that not only larger policy mandate lies with the Union Government on transport sector, but also the
capacity of incurring huge expenditure to develop the sector is with Union Government. Given that the Centre
spends more than all the States put together, the assessment of expenditure priorities for the transport sector in the
Union Budgets become much more critical. The country has put in significant public investment in the core sectors
of economy since independence. From approximately Rs. 2000 crore in the First Plan, the plan outlays in the 11�� Plan
have gone upto Rs. 36,00,000 crore. Certain carbon-intensive core sectors of the economy such as Energy, Transport,
Industry and Minerals, Agriculture and Allied activities, Rural Development, etc. have attracted high public
investment and are at the forefront of national planning and budgeting (Table1). Energy and Transport sectors have
received approximately 23 percent and 15 percent budgetary spending respectively since 7�� Five Year Plan.
6 The Constitution of India mandates the Centre to mobilize revenue through levy of taxes on subjects listed in the Union List (97 subjects) and is also empowered to take policy decisions on the Concurrent List (47 subjects), leaving aside certain subjects in the public policy domain of the State (66 subjects).
5
Table 1: Central Government Expenditure for Transport Sector in India (in Rs. crore)
Note: * this includes the GBS and IEBR Components; ** The GDP estimates for the year 2011-12 is calculated on the first revised estimates (1RE) and the estimate for the year 2012-13 is the advanced estimate (AE) by the CSO. For the year 2013-14, Ministry of Finance projected GDP assuming growth at 14 percent over the previous year.
Source: Compiled from Expenditure Budget (Vol.1) of various years.
Similarly, while analyzing the last six annual budgets of the Union Government, it can be inferred that high priority
was given to the transport sector as 8.2 percent of total budget and 1.2 percent of GDP in FY 2013-14 was allocated
(see Table 2) to transport. Pertaining to public investments in key areas of transport sector, Railways and Road &
Bridges received higher public spending. On the other hand, sectors like shipping and inland water transport are
under-prioritised. While Railways, due to its separate budget and huge infrastructural layout and capacity, receive
nearly 46.6 percent of Central Plan budget on transport, the road and bridges component, which involve
investments on national highways, assistance to State under rural roads under the programme Pradhan Mantri
Gram Sadak Yojana (PMGSY) appropriates nearly 41 percent of the total budget of the transport sector.
Financial Non-Plan Plan Total Budget Plan Exp. Total Transport Total
Year Exp. (1) Exp.* (2) for as % of Exp. Transport
Transport Total as % of Exp. as %
(1+2) Central Plan Total Exp. of GDP**
2008-09 1910 78269 80179 20.2 8.9 1.44
2009-10 1720 86453 88173 21.2 8.6 1.35
2010-11 3139 94205 97344 20.3 8.1 1.27
2011-12 2382 107531 109913 21.1 8.4 1.22
2012-13 RE 2608 103023 105631 18.5 7.4 1.05
2013-14 BE 3541 133488 137029 19.6 8.2 1.20
Table2: Central Plan Expenditure in important Transport Sector in India (in Rs. crore)
Source: Compiled from Statement 13, Expenditure Budget (Vol-1) for various years.
2009-10 2010-11 2011-12 2012-13 RE 2013-14 BE
Railways 38867 39857 47001 51163 62261
Ports and Lighthouses 1261 1381 1920 2665 4749
Shipping 1119 3277 1908 2570 2034
Civil Aviation 11148 6142 3866 9268 8865
Road and Bridges 33842 43363 52654 37155 55304
Inland Water Transport 127 134 113 98 120
Other Transport Services 90 50 69 104 155
Total 86453 94205 107532 103023 133488
6
The allocation for low-carbon interventions under the overall transport budget, as provided above, needs a detailed analysis of various components of such interventions and their budgetary allocations under the Avoid/Reduce-Shift-Improve (A-S-I) framework. Even though some of the line ministries can be categorized as low-carbon, in hindsight, due to its overall mandate to formulate policies and jurisdictions for implementing measures towards low carbon transport measures, there is a requirement for the identification and scrutiny of only those measures which directly enforce A-S-I framework (See Annexure I for various interventions initiated by the Union Government in this sector after 2005-06).
2.2 Sources of Information
A mapping of the programme and scheme guidelines falling under low carbon transport sector can be captured from various budget documents. The policy guidelines provide information on the key objectives of such interventions. Besides, the study of Outcome Budgets and Annual Reports of relevant ministries also provide information on interventions of the programme, key deliverables of the intervention and progress made in a particular year.
Budgetary information at the aggregate level could be compiled from the Expenditure Budget (Vol-1 & 2). An analyses of the Detailed Demands for Grants of various ministries and departments have been used to capture the broad expenditure classification at the level of Plan and Non-Plan, Capital and Revenue, under various budgetary heads. Also to further classify expenditures at the Object Head level such as salary, administrative expenses, professional expenses, and budget for capital assets creation, Detailed Demands for Grant (DDGs) is used. This analysis can be case specific in order to show expenditure priorities within a specific intervention. Moreover, this paper also provides Actual Expenditure figures for some of the previous years. Aggregate level information on Gross Budgetary Support⁷ and Internal and Extra Budgetary Resources (IEBR)⁸ which is reflected in budgetary heads such as Investment in Public Enterprises is significantly relevant to trace LCE expenditures in the transport sector and have also been captured. Certain interventions under 'Improve' and 'Shift' frameworks are in terms of IEBR, hence a detailed scrutiny may not feasible due to lack of disaggregate level of budgetary information in the budget documents.
2.3 Limitations of the Study
While assessing the expenditure for low carbon transport sector, the methodology is subject to certain limitations. First, there are schemes and programmes which may not be defined under low carbon parameters but may possibly contribute to the growth of LCE in the transport sector. For instance, urban planning and development programmes is one such example. Besides, the investments on road and bridges which have been partially met through the Central Road cess may contribute to the growth of Low Carbon Transportation. Similarly all the policies analysed above may not have similar budgetary heads, hence its semblance may appear in some schemes and programme. Second, recurring expenses like housing for railways staff can be considered as low carbon expenditure; however, this may not fall within the methodological considerations.
Another important limitation is observed in terms of the scope of analysis at the Union Government level. In this, one is clearly overlooking the combined expenditures of States which is nearly 44 percent of the total public expenditure in the country. It also fails to capture some important ULBs in several metropolis including Brihan Mumbai Municipal Corporation and Municipal Corporation of Delhi, whose annual budgets are bigger than the budgets of some of the states in India. Moreover, there are private investments in the infrastructure sector in the country which are out of the purview of this analysis. Also, to capture the public expenditures for LCE in the transport sector, actuals figures have not been available in certain interventions. The study intends to refer to the Revised Estimates (RE) and Budget Estimates (BE) on a case-by-case basis. Finally, mere budget allocations do not translate into effective utilisation of funds. The study has not delved into issues of utilisation and implementation within these sectors.
7 Gross Budgetary Support (GBS) is the total size of the plan which includes Central Assistance to State and UTs, and Budget Support for the Central Plan. It can be traced at the level of departmental budgets and also at the overall Union Budget for a particular financial year. 8 IEBR is an important part of the Central Plan of the Government of India and constitutes the resources raised by PSUs through profits, loans and equity.
7
The policy decision for mitigation in transport sector is a complex exercise. Interventions in this area are
characterised by large and long term low carbon investments to enable major infrastructural changes, reducing
dependence on a single fuel source, involvement of a large number of stakeholders in the context of transport
planning, integration of technology and also ensuring large scale co-benefits for the green economy of the country.
This require huge public investment and adherence to careful planning based on certain key parameters, better
known as A-S-I framework in the discourse of low-carbon transportation⁹.
The A-S-I framework consists of a combination of policy measures aimed at (I) avoiding the need to travel, which can
be best achieved by the integration of better land use planning and transport networks or strengthening of public
transportation system which will instill adequate influence on the private (individual) fuel based vehicle users to shift
to public transportation system; (ii) shifting travel to the most efficient and sustainable mode, which in most cases
will be either non-motorized or public transport, and also shifting the freight transportation system to more energy
efficient and sustainable forms – viz. rail and water transportation system; and finally (iii) improving existing modes
of transport through technological improvements to make engines and fuels less carbon intensive (ADB, 2009:9).
Several studies have attempted to classify activities which can be considered as low carbon measures in the
transport sector (See Table 3 for detailed shift measures as analysed by other studies). Broadly, the following are the
key policy interventions have been suggested under several studies for the low carbon transportation under the A-S-I
framework:
3.1 Avoid Interventions
• Strengthening public transportation system such as Metro rail, monorails and shuttle bus services.
• Mixed land use planning in cities to bring residential areas and livelihood activities closer with opportunities of
low carbon transportation system such as walking and cycling, etc.
• Urban transport planning for expanded road connectivity, less traffic congestion, creation and renovation of
parking lots.
• Awareness creation against commuting in private vehicles and incentivising the use of public transport system.
• Development of cycle tracks and footpaths for encouraging pedestrians
3.2 Shift Interventions¹⁰
• Shifting the share of freight transportation from road to railways and waterways.
• Modal shift from passenger transport to public transport.
3.3 Improve Interventions
• Promotion of CNG, electric and LPG Vehicles.
• Explore the opportunities of developing hydrogen fuel vehicles.
• Promoting and enforcing fuel economy standards / labels in vehicles.
• R&D support for technical improvements to reduce tyre and engine friction.
• Lower vehicle weight and increase aerodynamics efficiency.
• Low carbon vehicle technologies need to be mainstreamed, through reduction of customs duties in importing
9 Daniel Bongardt, Manfred Breithaup and Felix Creutzig Eschborn (2011), Beyond the Fossil City: Towards Low Carbon Transport and Green Growth, Sustainable Urban Transport, Technical document # 6, Bonn: GIZ Transport Policy Advisory Services; K. Sakamoto, H. Dalkmann and D. Palmer (2010) , A Paradigm Shift towards Sustainable Low Carbon Transport, New York: Institute of Transportation & Development Policy.10 The Interim Report (2011) while citing McKinsey (2009) report, consider the two as key shift measures. See Annexure 1 for detailed shift measures as analysed in other studies.
3. Description of Avoid/Reduce-Shift-Improve (A-S-I) Framework
8
Table 3: Studies Identifying Low carbon Parameters in Transport Sectors under A-S-I Framework
highly efficient engines, hybrids, plug- in- hybrids and electric vehicles.
• Consumer awareness on development and dissemination of efficient tyre and tyre labeling program.
• Energy conservation awareness in commuting with private vehicles.
• Improving the tree canopies around the road to reduce suspended particulate matter and air pollution
Study � “Improve”“Shift” “Avoid / Reduce” �
Planning Commission (2011:48-55)
• Reducing the need for transport through policies to locate industries so as to minimise movement of raw materials and finished products, and urban planning to suit commuting needs.
• Promoting non-motorised transport (walking, cycling, cycle-rickshaws etc.)
• Shifting the share of freight transport to rail by making rail freight more attractive
• Increasing investment in rail infrastructure (including freight corridors)
• Introduce competition, provide time-tabled freight service, increase containerised cargo movement by rail, improve operation efficiency.
• Improving the efficiency of road freight.
• Promoting public transport system
• Opting for differential efficiencies and fuel taxation
• Label individual vehicles on a kmpl basis by either star rating or a mention of the worst and best fuel efficiencies or on the basis of weight
• Define a minimum efficiency standard for the country's vehicle fleet
Mckinsey Report (2009:28-29)
• Integrate urban planning across transport modes and within cities as transport infrastructure is built
• Modal shift-Shifting freight transport from road to railways and waterways
• Increased use of Public Transport-Shifting passenger transport to public transport in tier I, II and III cities
• Improving vehicle efficiency by lowering vehicle weight, reducing tryre and engine friction and improving fuel combustion
• Alternative fuel –using biofuels such as ethanol
• Introducing hybrid cars and electric two-wheelers
TERI Report (2006:39-58)
• Increased share of public transport and rail transport in passenger transport
• Increasing the share of rail in freight movement
• Increasing efficiency of vehicles
• Introducing cleaner fuels-biodiesels
• Increasing electrification of railway tracks
9
Study � “Improve”“Shift” “Avoid / Reduce” �
Confederation of Indian Industries (2008:100)
• Manage growth in vehicle use (with “carrots” and “sticks”
• Coordinate government strategies and activities (transport and land use, infrastructure investments, industrial policy and transport, etc.)
• High quality, affordable mass transit system
• Organise and emphasise freight transportation using waterways
• Improve technology (scooters, cars using advanced technologies, e.g. battery operated vehicles, fuel cell)
• Formulate and implement fuel economy standards for HMVs, LMVs at the maximum rate possible and available technology.
• Update/increase the standards on a regular basis.
• Improve fuel efficiency by reducing vehicle weight, horsepower or non-critical amenities or by developing step-out technologies
ADB (2009:15)
• Avoidance of growth in emissions through urban and rural development that maximises access to housing, jobs, shopping, services, employment, sales, and leisure activities without requiring traversing of long distances in individual light-duty vehicles.
• Shifting transport to modes with intrinsically low-carbon emission per unit of transport provided, e.g. from car or light truck to bus, rail or metro and maintaining high shares of those modes.
• Improving vehicles, fuels, and operators to mitigate emissions in existing and future vehicles and traffic by improving operational efficiency and traffic (transport measures), as well as by selecting different fuels, more efficient vehicle technologies and less powerful, lighter vehicles, which are true “CO₂” mitigation measures.
10
4.1 Policies aiding low carbon transport under A-S-I Framework
The transport policy landscape in India has evolved extensively with the implementation of several national and
sub-national transport policies with the objective of enhancing passenger mobility, improving logistics of freight
transport, improving efficiency, promoting penetration of cleaner fuels and vehicles, and reducing air pollution and
congestion. Most of these policies of Government of India fall under the A-S-I analytical framework (Chart 1). Inland
Water Transport Policy and National Auto Policy are amongst the earliest policies aiding the framework.
Chart 1: Policies under A-S-I Analytical Framework
National Urban Transport Policy (2006)
National Mission on Sustainable Habitat
under NAPCC (2011)
Avoid/Reduce Framework Improve FrameworkShift Framework
Ministry of Railways encourages energy efficiency,
better land use, environment safety,
connectivity with port & industrial clusters
National Electric Mobility Mission Plan (NEMMP)
( 2013)
Ministry of Shipping formulated Inland Water Transport Policy (2001)
National Auto Policy (2014 revised).
National Hydrogen Energy Policy (2006)
National Policy on Bio-Fuels (2007)
Green Highway Policy (2015)
Improving coastal shipping and inland water-based transport is now receiving some attention and has been
mentioned as one of the focus areas in the National Urban Transport Policy and INDC. Policies for alternate fuels,
such as the National Electric Mobility Mission Plan and the National Biofuels Policy (NBP) are aimed at increasing
penetration of low-carbon fuels and technologies in the country. The Auto Fuel Policy lays down the vision and
roadmap for advancing fuel quality and vehicle emission norms in the country.
Recently, Union Ministry of Road Transport and Highways, launched the Green Highways Policy 2015. The aim of the
policy is to promote greening of Highway corridors with participation of the community, farmers, private sector,
NGOs and Government institutions.
The NAPCC (2008) has proposed the following mitigation options for transport sector, whose reference are observed
in the above mentioned A-S-I framework:
• Promoting the use of coastal shipping and inland waterways, apart from encouraging the attractiveness of
rail-based movements relative to long-distance road based movement
• Encouraging energy R&D in the Indian Railways
• Introducing appropriate transport pricing measures to influence and use of vehicles in respect of fuel efficiency
and fuel choice
• Tightening of regulatory standards such as enforcing fuel-economy standards for automobile manufacturers
4. Categorisation of Various Public Policies, Programs and Schemes aiding A-S-I Framework
11
• Establishing mechanisms to promote investments in developing of high capacity public transport systems (e.g.
offer equity participation and/or viability gap funding to cover capital cost of public transport systems)
• Abandoning old vehicles to be made illegal with suitable legislation and fixing the responsibility of handing over
the end-of-life vehicle to collection centers on the last owner of the vehicle
• Setting up of a demonstration unit to take up recycling of vehicles. Especially two wheelers which require new
technology
• Setting up a combustion research institute to facilitate R&D in advanced engine design
• Providing tax benefits and investment support for recovery of materials from scrap vehicles
4.2 Various Programs and Schemes aiding A-S- I Framework
4.2.1 Policies and Programs aiding “Avoid/Reduce” Framework
Though urban transport is a State subject, several policy measures have also been initiated at the Union level. The
Ministry of Urban Development (MoUD) for the first time formulated a comprehensive National Urban Transport
Policy (NUTP) in 2006, which encouraged greater use of public transport and non-motorised modes and use of
cleaner technologies by offering financial assistance to the urban local bodies in the country¹¹. The NUTP suggested a
comprehensive strategy which included integrated land use and transport planning, equitable allocation of road
space, priority attached to the use of public transport, quality and pricing of the public transport system, and various
technologies for the public transport infrastructure.
Box 1: New initiatives such as Smart Cities Mission and Atal Mission for Rejuvenation and Urban
Transformation (AMRUT) and its component with respect to Transport sector
The objective of AMRUT is to provide basic services (e.g. water supply, sewerage, urban transport) to
households, build amenities in cities for improving the quality of life for all, especially the poor and the
disadvantaged.
Smart Cities Mission is an area-based development programme. Some of the strategic components of the
mission are city improvement (retrofitting), city renewal (redevelopment) and city extension (Greenfield
development) plus a pan-city initiative in which Smart Solutions are applied covering larger parts of the city.
Some of typical features of AMRUT schemes and Smart Cities Mission particularly with respect to transport
sector are as follows:
• Reduce pollution by switching to public transport or constructing facilities for non-motorised transport
(e.g. walking and cycling) under AMRUT scheme;
• Promoting a variety of transport options - Transit Oriented Development (TOD), public transport and last
mile para-transport connectivity under Smart Cities Mission;
• Creating walkable localities – reduce congestion, air pollution and resource depletion, boost local
economy, promote interactions and ensure security. The road network is created or refurbished not only
for vehicles and public transport, but also for pedestrians and cyclists, and necessary administrative
services are offered within walking or cycling distance under Smart Cities Mission.
11 The NUTP (2006) is available at http://moud.gov.in/sites/upload_files/moud/files/pdf/TransportPolicy.pdf
12
MoUD offers financial support for investments in public transport, infrastructure for greater use of non-motorized
modes, construction of parking facilities and demonstrative pilot projects. It encourages capacity building at
institutional and individual levels, innovative financing mechanisms, institutional coordination, association of the
private sector and need for public awareness and cooperation (See Annexure 2 for various interventions initiated
by the Union Government under “Avoid” strategy). The Ministry has also introduced service level benchmarks to
assess the progress and improve service delivery by ULBs in such programmes¹².
To boost urban infrastructure, two sub-missions - Urban Infrastructure & Governance (UIG) and Urban Infrastructure
Development Scheme for Small and Medium Towns (UIDSSMT) was launched under the flagship programme of
Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in 2005. The focus of this intervention was integrated
development of urban infrastructure. UIG had a focus on 65 major cities in the country whereas UIDSSMT covered
other smaller cities. The most important aspect of JNNURM is that it is a reform based Mission with union financial
assistance. Reforms envisaged under JNNURM were made conditional that should be met by the states and cities to
avail such assistance. Some of these conditions are preparation of the Comprehensive Mobility Plan integrating land
use and transport planning, setting up of Unified Metropolitan Transport Authority, setting up a Dedicated Urban
Transport Fund at State and city level, approval and implementation of transit oriented development policy, parking
policy and advertisement policy, setting up of a city specific Special Purpose Vehicle (SPV) for managing the city bus
operations, setting up of Traffic Information and Management Control Centre etc.
However, with the change of Government, Budget 2015-16 announced revamping of JNNURM program as three
Umbrella schemes which are, Atal Mission for Rejuvenation and Urban Transformation (AMRUT), Swachh Bharat
Abhiyan Shahari and Smart Cities Mission. Amongs these, AMRUT and Smart Cities Mission has core mission of
urban rejuvenation and inclusive urban development covering some features for development of transport sector
(See Box 1).
Besides interventions through JNNURM to implement various components of the NUTP, the MoUD has launched a
several schemes such as Capacity Building in Urban Transport, Urban Transport Planning Scheme and Sustainable
Urban Transport Project (SUTP) Scheme.
Other mission of relevance for low carbon transport development is the National Mission on Sustainable Habitat
(2011). This is one of the eight missions under the NAPCC. The mission has highlighted the need for a sustainable
urban transport system. An emphasis was put on integrated land use and transportation plans, achieving a modal
shift from private to public mode of transportation, encouraging the use of non-motorised transport, improving fuel
efficiency and encouraging use of alternate fuels.
4.2 2 Policies and Programs aiding “Shift” Framework
The policy measures under “Avoid/Reduce” component in the previous section are mostly administered by MoUD.
The “Shift” interventions require modal shifting from motorised transport to more energy efficient non-motorised
transport system such as using railways and waterways as preferred ways of freight movement¹³. The “Shift”
component requires long-term infrastructural planning and investment. The important ministries for such
interventions are the Ministry of Railways and Ministry of Shipping (See Annexure 3 for various interventions
initiated by the Union Government under “Shift”Strategy).
12 The Service Level Benchmarking (SLB) for Urban Transport have identified for the following areas of intervention: (a) Public transport facilities, (b) Pedestrian infrastructure facilities, (c) Non-Motorized Transport (NMT)facilities, (d) Level of usage of Intelligent Transport System (ITS) facilities, (e) Travel speed (Motorised and Mass Transit) along major corridors, (f) Availability of parking spaces, (g) Road safety, (h) Pollution levels, (i) Integrated land use transport system, (j) Financial sustainability of public transport.13 See Table 1 for changes in modal shifting from 1951 to 2008
13
The Indian Railways is the world's largest state-run railway establishment providing passenger and freight services. It
is a single system which consists of 64,410 km of track on which more than 19,186 trains ply, carrying more than 25
million passengers and hauling nearly 2.5 million tonnes of freight daily. The railway service is rendered through a
nationwide rail infrastructure covering tracks, stations, sidings, freight terminals, locomotives, coaches and wagons
and an array of infrastructure inputs like signaling, telecom, electrical installations, maintenance workshops, etc. As
compared to road transport, the railway is more efficient in energy consumption and land use and significantly more
superior from the standpoint of environment impact and safety.
Besides railways, Inland Waterways Transportation (IWT) is another cost effective and climate friendly mode of
transport. The IWT in India includes river systems, canals, back-waters, creeks and tidal inlets which can be
developed as commercially viable waterways. As the rail and road modes of transport are overburdened and
congested, IWT need to be actively developed to take reasonable share in the inter-modal mix of inland transport. An
optimal mix of road, rail and inland water transport can provide an efficient transport system with high mobility,
flexibility and cost effectiveness. The Ministry of Shipping formulated the IWT Policy (2001) with a major thrust on
increasing the coverage of National Waterways through creation of necessary infrastructure for shipping and
navigation.
4.2.3 Policies and Programs aiding “Improve” Framework
Fuel efficiency constitutes the core component of the Improve policy framework. This can be ensured with the
induction of cleaner alternative fuels; improving vehicle technologies through R&D, setting standards in fuel
efficiency of operational vehicles fleets, etc. (See Improve Section in Annexure 3). Several initiatives have been
undertaken by the Union Government to improve energy efficiency in transport sector since the unveiling of
National Auto Fuel Policy (2003) and subsequent revision in policy with the formation of a New Fuel Policy
Committee in January 2013. Broadly, the policy gives a roadmap for achieving various vehicular emission norms over
a period of time and the corresponding fuel quality upgradation requirements¹⁴. The starting point
recommendations for New Auto Fuel Policy Committee were; mandating 10ppm Sulphur fuel nationwide by 2020;
target to reach Bharat VI fuel quality standards by 2020.
Besides National Auto Policy, several policy initiatives have been unveiled to increase alternative fuels for the
transport sector. Specific reference can be made to the National Hydrogen Energy Roadmap (2006) and National
Policy on Bio-Fuels (2007). Hydrogen can be used directly as a fuel for producing mechanical / electrical energy
through internal combustion engines. It can also be used in fuel cells to generate electricity for stationary, portable
and transport applications. The National Hydrogen Energy Road Map has visualised that by 2020, one million
hydrogen fueled vehicles, mostly two and three wheelers and 1000 MW aggregate hydrogen based power
generation capacity would be established in the country. A total investment requirement of Rs. 25,000 crores has
been projected to create this capacity by 2020, including Rs. 1000 crores for R&D and demonstration activities¹⁵.
Fuel Cell Vehicles (FCV) fueled by hydrogen has high efficiency with zero CO₂ emission (zero tailpipe emissions)¹⁶. The
Ministry of New and Renewable Energy (MNRE), as the nodal ministry for this sector, has been implementing a broad
based Research, Development and Demonstration Programme on Hydrogen Energy and Fuel Cell Technologies for
more than two decades (See Annexure 4 for various interventions initiated by the Union Government under
“Improve”Strategy). To provide cleaner fuel for the transport sector and work towards climate change mitigation,
14 National Auto Policy Announced, PIB Press Release (06 October 2003), see URL http://pib.nic.in/archieve/lreleng/lyr2003/roct2003/06102003/r0610200313.html (As Accessed on 14 July 2013). 15 National Hydrogen Energy Roadmap, PIB Press Release on 01 June 2007. See URL http://www.pib.nic.in/newsite/erelease.aspx?relid=28385 (As Accessed on 14 July 2013)16 ‘National Mission on Sustainable Habitat’ in National Action Plan on Climate Change (page 31)14
MNRE has launched the National Policy on Bio-fuels (2007) to promote cultivation, production and use of biofuels to
substitute petrol and diesel. A target of 20 percent blending of biofuels, both for bio-diesel and bio-ethanol, by 2017
is proposed¹⁷.
Besides improving fuel efficiency, several initiatives by the Railways, especially in the traction sector, also falls under
the “Improve” framework. Electrification of railway tractions has increased particularly in the 11�� Five Year Plan
period, even though the electrification process of traction dates back to 1925. During the 11�� Plan period, originally
3,500 km of rail route was targeted for electrification which has been reset to 4,500 km route in the mid-term
appraisal of the Plan period¹⁸. By the end of the year 2010-11, around 30 percent of the total rail route kilometres
were electrified). Railways have also targeted to increase the electric locomotives and coaches for increasing
efficiency in the sector (see Fig.2).
Figure 2: Share of Electrified Route in Indian Railways since I�� Five Year Plan (in %)
0.0
20.0
40.0
60.0
80.0
100.0
99.3 98.7 95.9 93.0 92.3 89.8 85.4 79.2 74.7 71.9 69.6
0.7 1.3 4.1 7.0 7.7 10.2 14.6 20.8 25.3 28.1 30.4
1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 2010-11
Electrified RouteNon-Electrified Route
17 National Policy Bio-fuels is available with MNRE website, See URL http://mnre.gov.in/file-manager/UserFiles/biofuel_policy.pdf (As Accessed on 14 July 2013)m, (j) Financial sustainability of public transport.18 th Executive Summary of the Working Group Report on Railways for the 12 Plan.
15
Annexure 1-4 provides information on relevant program and schemes of various ministries with scope analogous to
the strategies defined on A-S-I methodological framework. Data on Budgetary allocation for various program and
schemes has been presented in Annexure 5 for last seven years (2009-10 to 2015-16). Following sections provide few
observations from an analysis of the budget for low carbon development of transport sector based on A-S-I
framework.
Need to Balance the Activities under A-S-I Strategies
The Ministry of Urban Development is predominant looking after the strategies under “Avoid” framework while the
Ministry of Petroleum & Natural Gas, the Ministry of Railways and the Ministry of Shipping are looking at the
strategies under “Improve”and “Shift” framework respectively.
The maximum expenditure incurred under each of the three strategies of A-S-I framework in the last three years, was
under the “Shift” strategy (See Figure 3). This is largely due to huge expenditures incurred by the Ministry of Railways
which is a dedicated ministry with a separate budget. There is relatively much less budgetary allocation for “Avoid”
and “Improve” Strategies. However there have been increasing policy attention as it appears from large number of
programmes and schemes under these two categories.
Need for Performance Review of JNNURM Programme
Within the “Avoid” strategy frame, JNNURM was the flagship program which had been roll backed recently with
launch of new programs such as “Smart Cities Mission” and “AMRUT”. Accordingly budgetary allocation has been
shifted towards these two newly launched programs in the last Union Budget. There is a drastic reduction in
budgetary allocation for JNNURM from Rs. 2381 crore in 2013-14 to merely Rs. 14 crore in Union Budget 2015-16
while budget of “Smart Cities Mission” has seen major allocation from Rs. 240 crore in 2014-15 to Rs. 2002 crore in
budget 2015-16. According to a media report, there is a loss of nearly Rs. 40 crore due to an abrupt roll back of the
Figure 3: Total Expenditure under each Strategy in the A-S-I Framework
0.0
5000.0
10000.0
15000.0
20000.0
25000.0
2013-14 2014-15 (RE) 2015-16 (BE)
Exp
en
dit
ure
in R
s. c
rore
s
Avoid Improve Shift
Source: Budget compilation presented in Annexure 5
5. Budget and Strategy Analysis
16
JNNURM program¹⁹. There is a need to have a mechanism of performance review and appraisal before rolling back of
a program so that learnings can be incorporated in future programs.
Need to Encourage Financial Allocation for Energy Conservation and Promotion of Clean Fuels and Electric
Vehicles
Under the “Improve” Strategy, fuel quality improvement, energy efficiency, encouraging clean fuels are the major
activities being implemented. Within these activities, it is observed that xxxxxx attention is being paid towards
improvement of fuel quality with maximum budgetary allocation as the Ministry of Petroleum and Natural Gas is the
dedicated ministry implementing fuel refining programs. There is also a need to allocate xxxxxxxx budget for other
programs related to energy efficiency and promotion of clean fuels/electric vehicles such as Research, Design and
Development program in New and Renewable Energy by MNRE; National Automotive Testing, R&D Infrastructure
Project, Scheme for Testing Infrastructure and R&D Projects for Electric Vehicles by the Ministry of Heavy Industries
and Small Enterprises, the current budget allocation for these interventions stand at merely few Rs.100 crores.
Coordination among the Implementing Ministries
Currently there are a number of ministries and agencies responsible for compliance and enforcement in India. There
is a clear lack of coordination among these institutions. There is also a need for a clear demarcation of roles and
responsibilities of various ministries. Figure 4 presents share of expenditure budgeted by various ministries in
2015-16 for low carbon development of transport sector under A-S-I framework. It shows that Ministries of Urban
Development and Railways are the largest spending ministries while the other ministries' share is comparatively
much less despite their significant role in the implementation of LCD strategies.
20 The Hindu Newspaper Article: Centre puts the brakes on JNNURM research projects, capacity building, September 2015, Available at http://www.thehindu.com/news/national/centre-puts-the-brakes-on-jnnurm-research-projects-capacitybuilding/article7686250.ece
MoS, 1.0 MNRE, 0.4
MOHI &ME, 0.5MOP, 0.1
MoUD, 57.5
MoR, 30.8
MPNG, 9.6
MoUD MPNG MOP MOHI & ME MoR MoS MNRE
Source: Estimates of budgetary allocation in year 2015-16 for various programs aiding to A-S-I framework (See Annexure 5)
Figure 4: Share of Exp. by various Ministries in 2015-16
17
Aggarwal, V.K. (2010), “Towards Greener Transport”, Rites Journal, Volume 12, Issue 2
ADB (2009), Rethinking Transport and Climate Change, ADB Sustainable Development Working Paper Series
ADB (2012), ADB and ADBI Study on Climate Change and Green Asia: Policies and Practices for Low Carbon Green
Growth in Asia (Highlights), ADBI Institute, Philippines
Central Statistics Office (2012), Energy Statistics, Ministry of Statistics and Programme Implementation,
Government of India
CII (2008), Building a Low Carbon Indian Economy, CII Discussion Paper, Gurgaon, Haryana
ITDP (2010), A Paradigm Shift Towards Sustainable Low-Carbon Transport, Institute of Transportation and
Development Policy, New York
Mckinsey and Co. (2007), A Cost Curve of Green House Gas Reduction, The McKinsey Quarterly
Mckinsey and Co (2009), Energy and Environmental Sustainability: An Approach for India, New Delhi
NATCOM (2007), India: Green House Gas Emissions 2007, Ministry of Environment and Forests,
Government of India
National Action Plan on Climate Change (2008), Prime Minister's Office, Government of India
Planning Commission (2011), An Interim Report on Low Carbon Strategies for Inclusive Growth,
Government of India
TERI (2006), National Energy Map for India, Technology Vision 2030, The Energy and Resource Institute, New
Delhi
UNDP / ODI Working Paper (August 2012), The Climate Change Expenditure and Institutional Review (CPEIR): A
Methodology to review Climate Policy, Institutions and Expenditures
UNDP (2009), Charting a New Low-Carbon Route to Development, New York.
UNEP (2010), Green Economy : Driving a Green Economy through Public Finance and Fiscal Policy Reform,
Working Paper v.1.0
World Bank (2010), Energy Intensive Sectors of the Indian Economy: Path to Low Carbon Development,
Washington D.C.
6. References
18
An
nex
ure
1: T
rack
ing
Low
Car
bo
n E
xpen
dit
ure
Hea
ds
in T
ran
spo
rt S
ecto
r
Shif
t in
th
e sh
are
of
pas
sen
gers
usi
ng
pri
vate
tra
nsp
ort
to
pu
blic
an
d n
on
-
mo
tori
sed
tra
nsp
ort
syst
em.
Exp
and
ing
road
an
d
veh
icle
s la
nes
Pro
mo
tin
g M
etro
,
ligh
t ra
il tr
ansi
ts
wit
hin
cit
y
Dev
elo
pin
g
wat
erw
ays
/sh
ipp
ing
for
pas
sen
gers
Min
istr
y o
f U
rban
Dev
elo
pm
ent
(Mo
UD
)²¹
Jaw
ahar
lal N
ehru
Nat
ion
al U
rban
Ren
ewal
Mis
sio
n
(JN
NU
RM
): S
ub
-Mis
sio
n f
or
Urb
an In
fras
tru
ctu
re a
nd
Go
vern
ance
(U
IG)
(JN
NU
RM
Gu
idel
ines
20
06
)
Co
mp
on
ents
wh
ich
are
cap
ture
d u
nd
er U
IG:
• U
rban
Tra
nsp
ort
, in
clu
din
g ro
ads,
hig
hw
ays/
exp
ress
way
s/
MR
TS/m
etro
pro
ject
s.
• Pa
rkin
g lo
ts/s
pac
es o
n P
ub
lic P
riva
te P
artn
ersh
ip b
asis
.
• C
entr
al P
lan
Ass
ista
nce
is p
rovi
ded
by
the
Min
istr
y o
f Fi
nan
ce t
o S
tate
s an
d
UTs
(O
utc
om
e B
ud
get
20
11
-12
, Mo
UD
)
Min
istr
y o
f U
rban
Dev
elo
pm
ent
(Mo
UD
)
Inve
stm
ent
thro
ugh
Pu
blic
En
terp
rise
s to
pro
mo
te M
etro
rai
l
in t
he
cou
ntr
y p
arti
cula
rly
in D
elh
i, C
hen
nai
, Ban
galo
re,
Ko
lkat
a an
d o
ther
cit
ies
(Ou
tco
me
Bu
dge
t 2
01
1-1
2, M
oU
D).
Bro
ad m
eas
ure
s fo
r Lo
w C
arb
on
Eco
no
my
in t
he
Tra
nsp
ort
Se
cto
r
Imp
lem
en
tin
g M
inis
trie
s²⁰
Pro
gram
me
s/Sc
he
me
sEx
pe
nd
itu
re C
lass
ific
atio
n a
nd
So
urc
e D
ocu
me
nt
20 T
he m
atr
ix in
tends
to c
aptu
re the e
xpenditu
re s
ide o
f depart
menta
l budgets
.21 U
nder
the B
udgets
of th
e M
inis
try
of U
rban D
eve
lopm
ent, the M
atr
ix in
tends
to c
aptu
re the tra
nsp
ort
com
ponents
of th
e J
NN
UR
M p
rogra
mm
e
• C
entr
al E
qu
ity
inve
stm
ent
for
asse
ts
crea
tio
n (
cap
ital
ou
tlay
)
• Lo
ans
and
Ad
van
ces
to
Del
hi M
etro
Rai
l Co
rpo
rati
on
, Ban
galo
re M
etro
Rai
l
Co
rpo
rati
on
, Ban
galo
re M
ass
Rap
id
Tran
sit
Syst
em,
Ko
lkat
a Ea
st W
est
Co
rrid
or
Pro
ject
, Ch
enn
ai M
etro
Rai
l
Co
rpo
rati
on
, oth
er M
etro
Pro
ject
s
(Ass
ista
nce
fro
m J
BIC
-Jap
anes
e B
ank
for
Inte
rnat
ion
al C
oo
per
atio
n)
• Su
bo
rdin
ate
Deb
t -
Inte
rest
fre
e lo
an t
o
Del
hi M
etro
Rai
l Co
rpo
rati
on
,
Ban
galo
re M
etro
Rai
l Co
rpo
rati
on
,
Ko
lkat
a M
etro
Rai
l Pro
ject
, Ch
enn
ai
Met
ro R
ail C
orp
ora
tio
n, o
ther
Met
ro
Pro
ject
s
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Mo
UD
)
19
Min
istr
y o
f U
rban
Dev
elo
pm
ent
(Mo
UD
)
Urb
an T
ran
spo
rt P
lan
nin
g: T
he
sch
eme
aim
s to
co
ver
a w
ide
gam
ut
of
urb
an t
ran
spo
rt m
atte
rs f
or
pro
mo
tin
g
com
pre
hen
sive
& in
tegr
ated
urb
an t
ran
spo
rt p
lan
nin
g,
inte
grat
ed la
nd
use
an
d t
ran
spo
rt p
lan
nin
g, c
om
pre
hen
sive
mo
bili
ty p
lan
s, p
rep
arat
ion
of
DP
R, c
lean
dev
elo
pm
ent
mec
han
ism
(C
DM
). T
he
sch
emes
del
iver
able
s ar
e Tr
affi
c &
Tran
spo
rtat
ion
Stu
die
s; C
om
pre
hen
sive
mo
bili
ty p
lan
;
Det
aile
d P
roje
ct R
epo
rt (
DP
R)
for
MR
TS P
roje
cts;
Reg
ion
al
Rap
id T
ran
sit
Syst
em (
RR
TS)
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
oU
D).
• C
entr
al A
ssis
tan
ce t
o S
tate
s an
d U
Ts f
or
tran
spo
rt p
lan
nin
g
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
oU
D).
Min
istr
y o
f U
rban
Dev
elo
pm
ent
(Mo
UD
)
Nat
ion
al M
issi
on
on
Su
stai
nab
le H
abit
at:
The
Mis
sio
n
ob
ject
ive
is t
o p
rom
ote
su
stai
nab
ility
of
hab
itat
s th
rou
gh
imp
rove
men
t in
eff
icie
ncy
in b
uild
ing,
urb
an p
lan
nin
g,
imp
rove
d m
anag
emen
t o
f so
lid/l
iqu
id w
aste
incl
ud
ing
recy
clin
g an
d p
ow
er g
ener
atio
n, M
od
al s
hif
t to
war
ds
pu
blic
tran
spo
rt a
nd
co
nse
rvat
ion
.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
oU
D)
• A
dm
inis
trat
ive
Exp
ense
s
• P
rofe
ssio
nal
Ser
vice
s
• G
ran
ts-i
n-a
id-G
ener
al
• G
ran
t-in
-aid
-fo
r cr
eati
on
of
Cap
ital
asse
ts
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Mo
UD
)
Min
istr
y o
f
Rai
lway
s²²
Co
nst
ruct
ion
of
New
lin
es, D
ou
blin
g, C
on
vers
ion
to
Bro
ad
Gau
ge, M
ain
ten
ance
an
d R
epai
r o
f o
ld li
nes
an
d m
ach
ines
.
(Ra
ilwa
y B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Min
istr
y o
f
Rai
lway
s
Met
rop
olit
an R
ailw
ays
Pro
ject
s
(Ra
ilwa
y B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
22 In the a
bse
nce
of dis
aggre
gate
d d
ata
, attem
pt has
been m
ade to c
aptu
re o
nly
those
exp
ense
s w
hic
h p
rom
ote
the s
hift
of priva
te tra
nsp
ort
to r
ail
transp
ort
.
20
Mo
dal
sh
ifts
of
frei
ghts
fro
m r
oad
tran
spo
rt t
o o
ther
mo
des
su
ch a
s ra
il
and
wh
erev
er
req
uir
ed u
sin
g
wat
er/s
hip
pin
g
tran
spo
rt a
s m
ediu
m
of
incr
easi
ng
do
mes
tic
frei
ght
op
erat
ion
.
Min
istr
y o
f
Ship
pin
g²³
Inla
nd
Wat
er
Tran
spo
rt:
Th
is C
entr
ally
Sp
on
sore
d S
chem
e
has
pro
visi
on
of
fin
anci
al a
ssis
tan
ce o
f 9
0 t
o 1
00
per
cen
t
gran
t-in
-aid
fo
r va
rio
us
IWT
acti
viti
es –
su
rvey
s /
stu
die
s,
wat
erw
ay d
evel
op
men
t n
avig
atio
n a
ids,
ter
min
al f
acili
ties
,
pro
cure
men
t o
f ve
ssel
s fo
r d
evel
op
men
t an
d r
egu
lati
on
etc
.
Un
der
th
is t
her
e ar
e p
rovi
sio
ns
for
the
dev
elo
pm
ent
of
wat
er
Tran
spo
rt S
ervi
ces
–Gra
nts
to
Inla
nd
Wat
er T
ran
spo
rt
Au
tho
rity
of
Ind
ia (
IWA
I). I
WA
I is
imp
lem
enti
ng
pro
ject
s fo
r
pro
vid
ing
IWT
infr
astr
uct
ure
nam
ely
fair
way
, ter
min
als
and
nav
igat
ion
al a
ids
wit
h t
he
ob
ject
ive
of
mak
ing
them
fu
lly
fun
ctio
nal
. Wit
h t
his
infr
astr
uct
ure
in p
lace
th
ese
wat
erw
ays
are
in a
po
siti
on
to
act
as
'ded
icat
ed IW
T fr
eigh
t co
rrid
ors
'.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
inis
try
of
Ship
pin
g)
• Tr
ain
ing
and
Res
earc
h
• G
ran
ts t
o In
lan
d W
ater
Tra
nsp
ort
Au
tho
rity
of
Ind
ia a
nd
als
o f
or
the
crea
tio
n o
f C
apit
al A
sset
s
• Sa
lari
es a
nd
Wag
es
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Min
istr
y o
f Sh
ipp
ing
)
23 In
the M
inis
try
of S
hip
pin
g, attem
pt has
been m
ade to c
aptu
re those
budgeta
ry h
eads
whic
h faci
litate
dom
est
ic w
ate
r sh
ippin
g a
nd m
inor
and m
ajo
r port
s in
the c
ountr
y w
hic
h
incr
ease
d fre
ight opera
tions.
Min
istr
y o
f
Ship
pin
g
Dev
elo
pm
en
t o
f P
ort
s Se
cto
r: D
evel
op
men
t o
f th
e M
ajo
r
po
rts
wit
h t
he
ob
ject
ive
to p
rovi
de
nec
essa
ry a
nd
ad
equ
ate
carg
o h
and
ling
cap
acit
y to
mee
t In
dia
's E
XIM
tra
de
req
uir
emen
t, a
maj
or
po
rtio
n o
f w
hic
h is
bo
rne
by
the
sea
rou
te (
Ou
tco
me
Bu
dge
t 2
01
1-1
2, M
inis
try
of
Ship
pin
g).
Un
der
th
is t
he
follo
win
g p
ort
s ar
e co
vere
d
· R
ail C
on
nec
tivi
ty P
roje
ct o
f C
och
in P
ort
Tru
st
· C
apit
al D
red
gin
g P
roje
ct o
f C
och
in P
ort
Tru
st
· C
apit
al D
red
gin
g P
roje
ct o
f Pa
rad
ip P
ort
Tru
st
· Lo
ans
(Ex
tern
al A
ided
Pro
ject
- J
BIA
C )
to
Vis
akh
apat
nam
Port
Tru
st
· C
apit
al D
red
gin
g P
roje
ct o
f Tu
tico
rin
Po
rt T
rust
· C
apit
al D
red
gin
g P
roje
ct o
f En
core
Po
rt L
td.
· EA
P L
oan
to
Mo
rmu
gao
Po
rt T
rust
· D
red
gin
g an
d S
urv
ey O
rgan
isat
ion
· D
evel
op
men
t o
f M
ino
r Po
rts
· Ex
pen
dit
ure
fo
r R
esea
rch
an
d D
evel
op
men
t Sc
hem
es
(Dem
an
ds
for
Gra
nts
20
11
-12
, Min
istr
y o
f Sh
ipp
ing
)
• G
ran
ts-i
n-a
id G
ener
al
• Su
bsi
die
s
• D
red
gin
g an
d S
urv
eyin
g
• Sa
lari
es o
f th
e em
plo
yee
• D
irec
tio
ns
and
Ad
min
istr
atio
n
• R
esea
rch
an
d D
evel
op
men
t
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Min
istr
y o
f Sh
ipp
ing
)
21
Min
istr
y o
f
Rai
lway
s
De
dic
ate
d F
reig
hts
Co
rrid
ors
(Ra
ilwa
ys B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Min
istr
y o
f
Rai
lway
s
Ele
ctri
fica
tio
n P
roje
cts
(Ra
ilwa
ys B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Imp
rove
fu
el
effi
cien
cies
in t
he
tran
spo
rt s
ecto
rs.
Min
istr
y o
f N
ew
and
Ren
ewab
le
Ener
gy (
MN
RE)
Re
sear
ch, D
esi
gn a
nd
Dev
elo
pm
en
t in
New
an
d R
en
ewab
le
Ene
rgy:
Un
der
th
is p
rogr
amm
e,M
inis
try
is p
rom
oti
ng
new
tech
no
logi
es li
ke H
ydro
gen
En
ergy
, Fu
el C
ells
, Ele
ctri
c an
d
Hyb
rid
ele
ctri
c V
ehic
les,
Geo
ther
mal
En
ergy
are
th
e
emer
gin
g te
chn
olo
gies
th
at a
re r
elev
ant
to t
ran
spo
rt a
nd
po
wer
gen
erat
ion
sec
tors
.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
NR
E)
• G
ran
t-in
-aid
Gen
eral
• A
dm
inis
trat
ive
Exp
ense
s
• P
rofe
ssio
nal
ser
vice
s
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
MN
RE)
Min
istr
y o
f
Petr
ole
um
an
d
Nat
ura
l Gas
(MP
NG
)
Inve
stm
en
t in
Pu
blic
En
terp
rise
s fo
r O
il Ex
plo
rati
on
&
Pro
du
ctio
n, R
efin
ing
& M
arke
tin
g Se
cto
r: U
nd
er t
his
bu
dge
tary
hea
d, t
he
Go
vern
men
t is
pu
shin
g A
uto
Fu
el P
olic
y
(20
03
) p
arti
cula
rly
to c
on
tro
l veh
icu
lar
po
lluti
on
th
at c
om
ply
wit
h E
uro
III &
IV a
nd
Bh
arat
Sta
ge II
I (B
S) f
uel
em
issi
on
no
rms.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
PN
G)
• B
ud
gets
of
IOC
L, H
PC
L, B
PC
L an
d
o
ther
s to
imp
lem
ent
tho
se
n
orm
s.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
PN
G)
22
An
nex
ure
2: T
rack
ing
Low
Car
bo
n P
rogr
amm
e Ex
pen
dit
ure
fo
r th
e “A
void
s/R
edu
ce”
Inte
rven
tio
ns
in T
ran
spo
rt S
ecto
r
• M
ix la
nd
use
pla
nn
ing
in c
itie
s to
bri
ng
ho
usi
ng
com
ple
xes
and
act
ivit
ies
clo
ser
wit
h o
pp
ort
un
itie
s o
f lo
w c
arb
on
tra
nsp
ort
atio
n s
yste
m s
uch
as
wal
kin
g an
d
cycl
ing,
etc
.
• A
war
enes
s cr
eati
on
to a
void
/ re
du
ce th
e co
mm
uti
ng
in p
riva
te v
ehic
les
and
ince
nti
visi
ng
the
use
s o
f pu
blic
tran
spo
rtat
ion
sys
tem
.
•
Red
uci
ng
the
nee
d fo
r tr
ansp
ort
th
rou
gh p
olic
ies
to lo
cate
ind
ust
ries
so
as
to m
inim
ize
mo
vem
ent
of r
aw m
ater
ials
an
d fi
nis
hed
pro
du
cts,
an
d u
rban
pla
nn
ing
to c
om
mu
te n
eed
s.
• A
void
ance
of
gro
wth
in e
mis
sio
ns
thro
ugh
urb
an a
nd
ru
ral d
evel
op
men
t th
at m
axim
ises
acc
ess
to h
ou
sin
g, jo
bs,
sh
op
pin
g, s
ervi
ces,
em
plo
ymen
t, s
ales
, an
d
leis
ure
act
ivit
ies
wit
ho
ut t
rave
llin
g lo
ng
dis
tan
ces
in in
div
idu
al li
ght-
du
ty v
ehic
les.
Min
istr
y /
De
par
tme
nt
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gram
me
/ Sc
hem
e: J
awah
arla
l
Neh
ru N
atio
nal
Urb
an R
enew
al
Mis
sio
n (
JNN
UR
M):
• Su
b-M
issi
on
fo
r U
rban
Infr
astr
uct
ure
an
d G
ove
rnan
ce
(UIG
)
• U
rban
Infr
astr
uct
ure
Dev
elo
pm
ent
for
Smal
l an
d M
ediu
m T
ow
ns
(UID
SMT)
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
Sch
em
e s
ince
20
06
-07
Nat
ure
of E
xpe
nd
itu
re a
nd
So
urc
e D
ocu
me
nt
Cen
tral
Pla
n A
ssis
tan
ce i
s p
rovi
ded
by
the
Min
istr
y o
f
Fin
ance
to S
tate
s an
d U
Ts
SM-U
IG: A
ssis
tan
ce u
nd
er JN
NU
RM
is a
dd
itio
nal
cen
tral
assi
stan
ce,
wh
ich
wo
uld
be
pro
vid
ed a
s 1
00
per
cen
t
cen
tral
gra
nt t
o th
e im
ple
men
tin
g ag
enci
es.
UID
SMT:
Th
e sh
arin
g o
f fu
nd
s w
ou
ld b
e in
th
e ra
tio
of
80
:10
bet
wee
n C
entr
al G
ove
rnm
ent
& S
tate
Go
vern
men
t an
d t
he
bal
ance
10
per
cen
t co
uld
be
rais
ed b
y th
e n
od
al/i
mp
lem
enti
ng
agen
cies
fro
m t
he
fin
anci
al in
stit
uti
on
s. Im
ple
men
tin
g ag
enci
es m
ay
sub
stit
ute
inte
rnal
res
ou
rces
fo
r fu
nd
s to
be
rais
ed
fro
m f
inan
cial
inst
itu
tio
ns.
(Ou
tco
me
Bu
dg
et 2
01
2-1
3 M
oU
D).
Gu
ide
line
s
UIG
ad
min
iste
red
by
the
Mo
UD
as
Sub
-Mis
sio
n o
f
JNN
UR
M f
ocu
ses
on
in
fra
stru
ctu
re P
roje
cts
wh
ich
amo
ng
oth
er
also
r
ela
te t
o r
oad
ne
two
rk,
urb
an
tran
spo
rt a
nd
red
evel
op
men
t o
f o
ld c
ity
area
s w
ith
a
view
to
up
grad
ing
infr
astr
uct
ure
. U
rban
tra
nsp
ort
atio
n
pro
ject
s in
clu
din
g ro
ads,
hig
hw
ays,
exp
ress
way
s, M
RTS
,
and
met
ro p
roje
cts
are
elig
ible
fo
r fu
nd
ing
un
der
th
is
sub
-mis
sio
n.
UID
SMT
aim
s at
imp
rove
men
t in
urb
an in
fras
tru
ctu
re in
tow
ns
and
cit
ies
in a
pla
nn
ed m
ann
er.
Th
e Su
b-m
issi
on
has
co
mp
on
ents
su
ch a
s th
e c
on
stru
ctio
n /
up
grad
atio
n
of
road
s, h
igh
way
s/ex
pre
ssw
ays
and
op
po
rtu
nit
ies
for
de
velo
pin
g p
ark
ing
lo
ts/s
pa
ces
on
Pu
bli
c P
riva
te
Part
ner
ship
bas
is
23
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Urb
an
Tra
nsp
ort
Pla
nn
ing
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
(CS)
Sch
em
e s
ince
20
08
The
sch
eme
cove
rs t
he
wid
e ga
mu
t o
f u
rban
tra
nsp
ort
mat
ters
fo
r p
rom
oti
ng
com
pre
hen
sive
& i
nte
grat
ed
urb
an t
ran
spo
rt p
lan
nin
g, i
nte
grat
ed
lan
d u
se a
nd
tran
spo
rt p
lan
nin
g, c
om
pre
he
nsi
ve m
ob
ility
pla
ns,
pre
par
atio
n o
f D
PR
, cl
ean
dev
elo
pm
ent
mec
han
ism
(CD
M),
In
telli
gen
t Tr
ansp
ort
Sys
tem
(IT
S),
lau
nch
ing
of
aw
are
ne
ss c
am
pa
ign
in
lin
e w
ith
Nat
ion
al
Urb
an
Tran
spo
rt P
olic
y, 2
00
6. T
he
ob
ject
ive
of t
his
sch
eme
is to
faci
litat
e im
ple
men
tati
on
of
Nat
ion
al U
rban
Tra
nsp
ort
Polic
y 2
00
6 ri
ght f
rom
the
init
ial p
lan
nin
g st
age.
Nea
rly
80
per
cen
t C
entr
al A
ssis
tan
ce t
o S
tate
s an
d U
Ts
for
pla
nn
ing
to t
ake
up
tra
ffic
& t
ran
spo
rtat
ion
stu
die
s,
and
fo
r th
e p
rep
arat
ion
of
DP
Rs
of
MR
TS t
he
cen
tral
fin
anci
al a
ssis
tan
ce is
lim
ited
up
to
50
per
cen
t.
(Ou
tco
me
Bu
dg
et 2
01
2-1
3, M
oU
D)
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Na
tio
na
l
Mis
sio
n o
n S
ust
ain
ab
le H
ab
ita
t
(NM
SH)
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
Sch
em
e s
ince
20
11
-12
The
Mis
sio
n o
bje
ctiv
es o
f th
e N
MSH
are
to
ad
dre
ss t
he
issu
e o
f mit
igat
ing
clim
ate
chan
ge b
y ta
kin
g ap
pro
pri
ate
acti
on
wit
h r
esp
ect
to t
he
tran
spo
rt s
ecto
r su
ch a
s
evo
lvin
g in
tegr
ated
lan
d u
se a
nd
tra
nsp
ort
atio
n p
lan
s,
ach
ievi
ng
a m
od
al s
hif
t fr
om
pri
vate
to
pu
blic
mo
de
of
tran
spo
rtat
ion
, en
cou
ragi
ng
the
use
of
no
n-m
oto
rise
d
tran
spo
rt,
imp
rovi
ng
fuel
eff
icie
ncy
, an
d e
nco
ura
gin
g
use
of
alte
rnat
e fu
els,
etc
. Fu
rth
er,
the
ob
ject
ive
is t
o
evo
lve
stra
tegi
es fo
r ad
apta
tio
n in
term
s o
f rea
lign
men
t
and
relo
cati
on
, des
ign
sta
nd
ard
s an
d p
lan
nin
g fo
r ro
ads,
rail
and
oth
er in
fras
tru
ctu
re t
o c
op
e w
ith
war
min
g an
d
clim
ate
chan
ge.
(Ou
tco
me
Bu
dg
et 2
01
2-1
3, M
oU
D)
Exp
end
itu
re c
lass
ific
atio
n f
or
the
Mis
sio
n in
clu
de
Ad
min
istr
ativ
e Ex
pen
ses,
Pro
fess
ion
al S
ervi
ces,
Gra
nts
-in
-aid
-Gen
eral
,
Gra
nt-
in-a
id-f
or
crea
tio
n o
f C
apit
al a
sset
s
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2, M
oU
D)
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Dev
elo
pm
ent
of
Sate
llite
cit
ies
/ C
ou
nte
r M
ag
net
cit
ies
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
Mis
sio
n s
ince
20
07
-08
To d
eve
lop
urb
an
in
fra
stru
ctu
re f
aci
liti
es
such
as
tran
spo
rt a
nd
oth
er in
fras
tru
ctu
res
to c
han
nel
ize
thei
r
futu
re g
row
th s
o a
s to
red
uce
pre
ssu
re o
n m
illio
n p
lus
Urb
an A
gglo
mer
atio
ns
(UA
s).
(Ou
tco
me
Bu
dg
et 2
01
2-1
3, M
oU
D)
The
fin
anci
ng
pat
tern
fo
r th
e d
evel
op
men
t o
f sa
telli
te
tow
nsh
ips
shal
l be
Cen
tral
Gra
nts
80
per
cen
t, S
tate
10
per
cen
t an
d U
LBs
10
per
cen
t re
spec
tive
ly.
(Gu
idel
ines
fo
r sc
hem
e o
f u
rba
n in
fra
stru
ctu
re
Dev
elo
pm
ent
in s
ate
llite
to
wn
s /
cou
nte
r m
ag
net
s o
f
Mill
ion
plu
s ci
ties
, Mo
UD
)
24
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Ca
pa
city
Bu
ildin
g in
Urb
an
Tra
nsp
ort
Sec
tor
–
Ass
ista
nce
fro
m W
orl
d B
an
k
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
Sch
em
e s
ince
20
09
Th
e s
ch
em
e e
nv
isa
ge
s se
ttin
g u
p o
f U
nif
ied
M
etro
po
litan
Tra
nsp
ort
Au
tho
rity
an
d U
rban
Tra
nsp
ort
C
ell
in v
ario
us
citi
es/U
LBs
to c
arry
fo
rwar
d t
he
urb
an
tran
spo
rt a
gen
da.
Th
e s
che
me
has
co
mp
on
en
ts o
f tr
ain
ing
on
urb
an t
ran
spo
rt
pla
nn
ing
, ed
uca
tio
n o
n
tran
spo
rt p
lan
nin
g an
d i
nst
itu
tio
nal
bu
ildin
g o
n u
rban
tr
ansp
ort
.
(Ou
tco
me
Bu
dg
et 2
01
2-1
3, M
oU
D)
This
is 1
00
per
cen
t U
nio
n s
po
nso
red
.
(Ou
tco
me
Bu
dg
et 2
01
2-1
3, M
oU
D)
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Na
tio
na
l Ca
pit
al
Reg
ion
Pla
nn
ing
Bo
ard
(N
CR
PB
)
Imp
lem
en
ted
as
Ce
ntr
al S
ect
or
Sch
em
e s
ince
19
85
NC
RP
B w
as c
on
stit
ute
d fo
r th
e p
rep
arat
ion
of a
reg
ion
al
pla
n fo
r d
evel
op
men
t o
f NC
R a
s w
ell a
s fo
r co
ord
inat
ion
and
mo
nit
ori
ng
of
the
imp
lem
enta
tio
n o
f th
e p
lan
an
d
evo
lvin
g h
arm
on
iou
s p
olic
ies
for
con
tro
l of l
and
use
an
d
dev
elo
pm
ent
of
infr
astr
uct
ure
in t
he
NC
R s
o a
s to
avo
id
hap
haz
ard
dev
elo
pm
ent o
f th
e re
gio
n.
Th
e F
un
ctio
na
l P
lan
on
Tra
nsp
ort
pre
pa
red
an
d
app
rove
d b
y th
e N
CR
Pla
nn
ing
Bo
ard
in 1
99
5 e
nvi
sage
d
an o
rgan
ised
tra
nsp
ort
net
wo
rk t
o im
pro
ve a
cces
sib
ility
and
th
e m
ove
men
t o
f go
od
s an
d p
asse
nge
rs w
ith
in t
he
regi
on
. Th
e Fu
nct
ion
al P
lan
on
Tra
nsp
ort
su
gges
ted
con
stru
ctio
n o
f ro
ad a
nd
rai
l lin
kage
s al
on
g th
e h
igh
-
den
sity
ro
ute
s, in
an
d a
rou
nd
th
e C
apit
al a
nd
als
o in
th
e
Nat
ion
al C
apit
al R
egio
n.
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Pro
gra
mm
e /
Sch
eme:
Su
sta
ina
ble
Urb
an
Tra
nsp
ort
Pro
ject
(SU
TP)
Imp
lem
en
ted
as
Exte
rnal
Aid
ed
Pro
ject
mai
nly
su
pp
ort
ed
by
Glo
bal
Envi
ron
me
nta
l Fac
ility
(G
EF)
sin
ce
20
10
Mak
ing
citi
es d
epen
den
t on
su
stai
nab
le u
rban
tran
spo
rt
as o
pp
ose
d t
o p
riva
te v
ehic
les
has
bec
om
e a
pri
mar
y o
bje
ctiv
e o
f th
e S
UT
P. T
he
pro
ject
's d
eve
lop
me
nt
ob
ject
ive
(P
DO
) is
to
pro
mo
te e
nv
iro
nm
en
tall
y su
stai
nab
le u
rban
tra
nsp
ort
in In
dia
an
d t
o im
pro
ve t
he
usa
ge o
f en
viro
nm
ent-
frie
nd
ly tr
ansp
ort
mo
des
thro
ugh
d
emo
nst
rati
on
pro
ject
s in
sel
ecte
d c
itie
s. F
urt
her
, th
e o
bje
ctiv
e is
to
fo
ster
a l
on
g-te
rm p
artn
ersh
ip b
etw
een
G
oI
an
d s
tate
/lo
cal
gove
rnm
en
ts i
n p
lan
nin
g a
nd
im
ple
men
tati
on
of U
rban
Tra
nsp
ort
Pro
ject
s su
pp
ort
ing
This
is a
n E
xter
nal
Aid
ed P
roje
ct (
EAP
) w
hic
h is
sup
po
rted
by
Glo
bal
En
viro
nm
ent
Faci
lity
(GEF
), W
orl
d
Ban
k an
d U
ND
P.
(An
nu
al R
epo
rt 2
01
1-1
2, M
oU
D)
25
Ata
l Mis
sio
n f
or
Re
juve
nat
ion
an
d
Urb
an T
ran
sfo
rmat
ion
(A
MR
UT)
sin
ce
20
15
The
pu
rpo
se o
f Ata
l Mis
sio
n fo
r R
eju
ven
atio
n a
nd
Urb
an
Tran
sfo
rmat
ion
(A
MR
UT)
is
to (
i) e
nsu
re t
hat
eve
ry
ho
use
ho
ld h
as a
cces
s to
a t
ap w
ith
ass
ure
d s
up
ply
of
wat
er a
nd
a s
ewer
age
con
nec
tio
n;
(ii)
in
crea
se t
he
amen
ity
valu
e o
f ci
ties
by
dev
elo
pin
g gr
een
ery
and
wel
l m
ain
tain
ed
op
en
sp
ace
s (p
ark
s);
an
d (
iii)
re
du
ce
po
llu
tio
n b
y s
wit
ch
ing
to
pu
bli
c t
ran
spo
rt o
r co
nst
ruct
ing
faci
litie
s fo
r n
on
-mo
tori
zed
tra
nsp
ort
(e.
g.
wal
kin
g an
d c
yclin
g). F
ive
hu
nd
red
cit
ies
will
be
take
n u
p
un
der
AM
RU
T.
( htt
p:/
/mo
ud
.go
v.in
/sch
emes
_pro
gram
mes
)
Mo
UD
web
site
Smar
t C
itie
s M
issi
on
sin
ce 2
01
5In
th
e a
pp
roa
ch o
f th
e S
ma
rt C
itie
s M
issi
on
, th
e o
bje
ctiv
e i
s to
pro
mo
te c
itie
s th
at
pro
vid
e c
ore
in
fras
tru
ctu
re a
nd
giv
e a
dec
ent
qu
alit
y o
f lif
e to
its
ci
tize
ns,
a c
lean
an
d s
ust
ain
able
en
viro
nm
en
t an
d
ap
pli
cati
on
of
'Sm
art
' So
luti
on
s. T
he
fo
cus
is o
n
sust
ain
able
an
d in
clu
sive
dev
elo
pm
ent.
( htt
p:/
/mo
ud
.go
v.in
/sch
emes
_pro
gram
mes
)
Mo
UD
web
site
gree
ner
en
viro
nm
ent
in l
ine
wit
h p
rin
cip
les
of
NU
TP.
Effo
rts
to r
edu
ce o
r co
nta
in e
nvi
ron
men
tal r
isks
form
an
im
po
rtan
t co
mp
on
ent o
f SU
TP.
(An
nu
al R
epo
rt 2
01
1-1
2, M
oU
D)
26
An
nex
ure
3: T
rack
ing
Low
Car
bo
n P
rogr
amm
e /
Exp
end
itu
re H
ead
s fo
r th
e “S
hif
t” in
terv
enti
on
s in
Tra
nsp
ort
Sec
tor
• Sh
ifti
ng
the
shar
e o
f fre
igh
t tra
nsp
ort
to ra
il b
y m
akin
g ra
il fr
eigh
t mo
re a
ttra
ctiv
e
• In
crea
sin
g in
vest
men
t in
rail
infr
astr
uct
ure
(in
clu
din
g fr
eigh
t co
rrid
ors
)
• In
tro
du
ce c
om
pet
itio
n, p
rovi
de
tim
e-ta
ble
d fr
eigh
t ser
vice
, in
crea
se c
on
tain
eriz
ed c
argo
mo
vem
ent b
y ra
il, im
pro
vin
g o
per
atio
n e
ffic
ien
cy.
• Im
pro
vin
g th
e ef
fici
ency
of r
oad
frei
ght
• P
rom
oti
ng
pu
blic
tran
spo
rt s
yste
m
• In
crea
sed
use
of P
ub
lic T
ran
spo
rt- S
hif
tin
g p
asse
nge
r tra
nsp
ort
to p
ub
lic tr
ansp
ort
in ti
er I,
II a
nd
III c
itie
s
• H
igh
qu
alit
y, a
ffo
rdab
le m
ass
tran
sit s
yste
m
Min
istr
y o
f R
ailw
ays²
⁴C
on
stru
ctio
n
of
New
lin
es,
Do
ub
ling
, C
on
vers
ion
to
Bro
ad G
auge
, M
ain
ten
ance
an
d R
epai
r o
f o
ld li
nes
an
d
mac
hin
es.
(Ra
ilwa
y B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Min
istr
y o
f R
ailw
ays
Met
rop
olit
an R
ailw
ays
Pro
ject
s
(Ra
ilwa
y B
ud
get
20
11
-12
)
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Min
istr
y o
f U
rban
De
velo
pm
en
t
(Mo
UD
)
Inve
stm
en
t th
rou
gh P
ub
lic
Ente
rpri
ses
to p
rom
ote
Met
ro r
ail i
n t
he
cou
ntr
y p
arti
cula
rly
in D
elh
i, C
hen
nai
,
Ban
galo
re, K
olk
ata,
an
d o
ther
cit
ies
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
oU
D).
• C
en
tra
l E
qu
ity
inve
stm
en
t fo
r a
sse
ts c
rea
tio
n
(cap
ital
ou
tlay
)
• L
oa
ns
an
d A
dv
an
ce
s t
o D
elh
i M
etr
o R
ail
C
orp
ora
tio
n,
Ban
galo
re M
etr
o R
ail
Co
rpo
rati
on
, B
anga
lore
Mas
s R
apid
Tra
nsi
t Sy
stem
, K
olk
ata
East
W
est
Co
rrid
or
Pro
ject
, C
he
nn
ai
Me
tro
Ra
il
Co
rpo
rati
on
, oth
er M
etro
Pro
ject
s (A
ssis
tan
ce f
rom
JB
IC-J
apan
ese
Ban
k fo
r In
tern
atio
nal
Co
op
erat
ion
)
• Su
bo
rdin
ate
Deb
t- In
tere
st f
ree
loan
to
Del
hi M
etro
R
ail C
orp
ora
tio
n, B
anga
lore
Met
ro R
ail C
orp
ora
tio
n,
Ko
lkat
a M
etr
o R
ail
Pro
ject
, C
he
nn
ai M
etr
o R
ail
Co
rpo
rati
on
, oth
er M
etro
Pro
ject
s
(Det
aile
d D
ema
nd
s fo
r Gra
nts
20
11
-12
, Mo
UD
)
Nat
ure
of E
xpe
nd
itu
re a
nd
So
urc
e D
ocu
me
nt
No
su
ch e
xpen
dit
ure
cla
ss g
iven
in t
he
Rai
lway
Bu
dge
t
Min
istr
y /
De
par
tme
nt
Min
istr
y o
f R
ailw
ays
Gu
ide
line
s
Ded
icat
ed F
reig
hts
Co
rrid
ors
(Ra
ilwa
ys B
ud
get
20
11
-12
)
24 In the a
bse
nce
of dis
aggre
gate
d d
ata
, attem
pt has
been m
ade to c
aptu
re o
nly
those
exp
ense
s w
hic
h a
re p
rom
otin
g the s
hift
of priva
te tra
nsp
ort
to r
ail
transp
ort
.
27
Min
istr
y o
f Sh
ipp
ing²
⁵
• In
lan
d W
ater
Tra
nsp
ort
(A
Cen
tral
ly
Spo
nso
red
Sch
eme)
Inla
nd
Wat
er
Tra
nsp
ort
: T
his
Ce
ntr
ally
Sp
on
sore
d
Sch
eme
has
pro
visi
on
of f
inan
cial
ass
ista
nce
of 9
0 to
10
0
pe
rce
nt
gra
nt-
in-a
id f
or
vari
ou
s IW
T a
ctiv
itie
s –
surv
eys
/stu
die
s, w
ate
rway
de
velo
pm
en
t n
avig
atio
n
aid
s, t
erm
inal
fac
iliti
es,
pro
cure
me
nt
of
vess
els
fo
r
dev
elo
pm
ent
and
reg
ula
tio
n e
tc.
Un
der
th
is t
her
e ar
e
pro
visi
on
s fo
r th
e d
eve
lop
me
nt
of
wat
er T
ran
spo
rt
Serv
ices
–G
ran
ts t
o In
lan
d W
ater
Tra
nsp
ort
Au
tho
rity
of
Ind
ia (I
WA
I). I
WA
I is
imp
lem
enti
ng
pro
ject
s fo
r pro
vid
ing
IWT
in
fra
stru
ctu
re n
am
ely
fa
irw
ay,
term
ina
ls a
nd
nav
igat
ion
al a
ids
wit
h th
e o
bje
ctiv
e o
f mak
ing
them
fully
fun
ctio
nal
. W
ith
th
is i
nfr
astr
uct
ure
in
pla
ce t
he
se
wat
erw
ays
are
in a
po
siti
on
to
act
as
'ded
icat
ed I
WT
frei
ght c
orr
ido
rs'.
(Ou
tco
me
Bu
dg
et 2
01
1-1
2, M
inis
try
of S
hip
pin
g)
• Tr
ain
ing
and
Res
earc
h
• G
ran
ts t
o In
lan
d W
ater
Tra
nsp
ort
Au
tho
rity
of
Ind
ia
and
als
o fo
r th
e cr
eati
on
of C
apit
al A
sset
s
• Sa
lari
es a
nd
Wag
es
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Min
istr
y o
f Sh
ipp
ing
)
Min
istr
y o
f Sh
ipp
ing.
Dev
elo
pm
ent
of
Port
Sec
tor
De
velo
pm
en
t o
f P
ort
s Se
cto
r: D
eve
lop
me
nt
of
the
Maj
or
po
rts
wit
h t
he
ob
ject
ive
to p
rovi
de
nec
essa
ry a
nd
adeq
uat
e ca
rgo
han
dlin
g ca
pac
ity
to m
eet
Ind
ia's
EX
IM
trad
e re
qu
irem
ent,
a m
ajo
r p
ort
ion
of w
hic
h is
bo
rne
by
the
sea
rou
te (
Ou
tco
me
Bu
dge
t 2
01
1-1
2,
Min
istr
y o
f
Ship
pin
g). U
nd
er th
is th
e fo
llow
ing
po
rts
are
cove
red
• R
ail C
on
nec
tivi
ty P
roje
ct o
f Co
chin
Po
rt T
rust
• C
apit
al D
red
gin
g P
roje
ct o
f Co
chin
Po
rt T
rust
• C
apit
al D
red
gin
g P
roje
ct o
f Par
adip
Po
rt T
rust
• Lo
ans
(EA
P (
Exte
rnal
Aid
ed
Pro
ject
) -
JBIA
C )
to
V
isak
hap
atn
am P
ort
Tru
st
• C
apit
al D
red
gin
g P
roje
ct o
f Tu
tico
rin
Po
rt T
rust
• C
apit
al D
red
gin
g P
roje
ct o
f En
core
Po
rt L
td.
• EA
P L
oan
to M
orm
uga
o P
ort
Tru
st
• D
red
gin
g an
d S
urv
ey O
rgan
isat
ion
• D
evel
op
men
t of M
ino
r Po
rts
Exp
end
itu
re f
or
Res
earc
h a
nd
Dev
elo
pm
ent
Sch
emes
(D
ema
nd
s fo
r Gra
nts
20
11
-12
, Min
istr
y o
f Sh
ipp
ing
)
• G
ran
ts-i
n-a
id G
ener
al
• Su
bsi
die
s
• D
red
gin
g an
d S
urv
eyin
g
• Sa
lari
es o
f th
e em
plo
yee
• D
irec
tio
ns
and
Ad
min
istr
atio
n
• R
esea
rch
an
d D
evel
op
men
t
(Det
aile
d D
ema
nd
s fo
r G
ran
ts 2
01
1-1
2,
Min
istr
y o
f Sh
ipp
ing
)
25 In the M
inis
try
of S
hip
pin
g, attem
pt has
been m
ade to c
aptu
re those
budgeta
ry h
eads
whic
h faci
litate
dom
est
ic w
ate
r sh
ippin
g a
nd m
inor
and m
ajo
r port
s in
the c
ountr
y w
hic
h
incr
ease
d fre
ight opera
tions.
28
An
nex
ure
4: T
rack
ing
Low
Car
bo
n P
rogr
amm
e Ex
pen
dit
ure
Hea
ds
for
the
“Im
pro
ve”
Inte
rven
tio
ns
in T
ran
spo
rt S
ecto
r
• P
rom
oti
on
of C
NG
, ele
ctri
c an
d L
PG
Veh
icle
s .
• Ex
plo
re th
e o
pp
ort
un
itie
s o
f dev
elo
pin
g h
ydro
gen
fuel
, tyr
e an
d e
ngi
ne
fric
tio
n.
• Lo
wer
veh
icle
wei
ght,
an
d in
crea
se a
ero
dyn
amic
s ve
hic
les
.
• U
se o
f bio
-fu
els
in th
e ex
isti
ng
tran
spo
rtat
ion
fuel
str
uct
ure
s.
• P
rom
oti
ng
and
en
forc
ing
fuel
eco
no
my
stan
dar
ds
/ la
bel
s in
veh
icle
s.
• R
&D
su
pp
ort
for t
ech
nic
al im
pro
vem
ents
to re
du
ce e
ffic
ien
cy.
• Lo
w c
arb
on
veh
icle
tec
hn
olo
gies
nee
d t
o b
e m
ain
stre
amed
, th
rou
gh r
edu
ctio
n o
f cu
sto
ms
du
ties
in im
po
rtin
g h
igh
ly e
ffic
ien
t en
gin
es, h
ybri
ds,
plu
g- in
-
hyb
rid
s an
d e
lect
ric
veh
icle
s
• C
on
sum
er a
war
enes
s o
n d
evel
op
men
t an
d d
isse
min
atio
n o
f eff
icie
nt t
yre
and
tyre
lab
elin
g p
rogr
am
• En
ergy
co
nse
rvat
ion
aw
aren
ess
in c
om
mu
tin
g th
rou
gh p
riva
te v
ehic
les
Min
istr
y /
De
par
tme
nt
Min
istr
y o
f P
etro
leu
m a
nd
Nat
ura
l
Gas
(M
PN
G)
Soci
ety
for
Petr
ole
um
Lab
ora
tory
Follo
win
g in
terv
enti
on
s ar
e
imp
lem
ente
d a
s In
vest
men
t in
Pu
blic
Ente
rpri
ses-
(fo
r Ex
plo
rati
on
,
Pro
du
ctio
n, M
arke
tin
g b
y P
ub
lic
Sect
or
Un
der
taki
ngs
in In
dia
)
Gas
Au
tho
rity
of
Ind
ia L
td:
• Eq
uit
yin
vest
men
ts in
pro
ject
blu
e
sky
(JV
-G
GL,
CU
GL,
MN
GL
,BG
L,
AG
L, T
NG
Cl,
Raj
asth
an,V
od
od
ara)
&
CN
G d
isp
ensi
ng
faci
lity
• R
GP
PL
– R
atn
agir
i Gas
an
d P
ow
er
Pri
vate
Lim
ited
Ob
ject
ive
s /
Ou
tco
me
s
For
op
erat
ion
an
d m
ain
ten
ance
of
Soci
ety
for
Petr
ole
um
Lab
ora
tory
wh
ich
is e
nga
ged
in t
esti
ng
of
MS/
HSD
/SKO
sam
ple
s at
th
e
Fuel
Tes
tin
g La
bo
rato
ry,
Sup
ply
of
Pip
ed n
atu
ral g
as(P
NG
) an
d
Co
mp
ress
ed N
atu
ral G
as(C
NG
); R
edu
ctio
n o
f
po
lluti
on
leve
ls
Sup
ply
of
Pip
ed n
atu
ral g
as(P
NG
) an
d C
om
pre
ssed
Nat
ura
l Gas
(CN
G)
& A
uto
LP
G ;
Red
uct
ion
of
po
lluti
on
leve
ls in
th
e ci
ty o
f H
yder
abad
.
To b
uild
-up
th
e ca
pab
iliti
es in
th
e ar
eas
of
refi
nin
g
tech
no
logy
, pip
elin
es,
bio
fuel
s an
d a
lter
nat
e so
urc
es
of
ener
gy
Nat
ure
of E
xpe
nd
itu
re a
nd
So
urc
e D
ocu
me
nt
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
.36
cro
re u
nd
er O
utc
om
e
Bu
dge
t of M
PN
G (2
01
2-1
3).
Equ
ity
Inve
stm
ents
(It
is r
epo
rted
as
Pla
n B
ud
get
of
24
9 c
rore
in O
utc
om
e B
ud
get o
f MP
NG
20
12
-13
)
Pro
po
sed
as
Pla
n B
ud
get
of
20
8 c
rore
in
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 8
00
cro
re u
nd
er O
utc
om
e
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
5 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
5 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
5 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
29
Ind
ian
Oil
Co
rpo
rati
on
(IO
C):
Inve
stm
ent
in R
&D
Hin
du
stan
Pet
role
um
Co
rpo
rati
on
Lim
ite
d (
HP
CL)
:
• D
iese
l Hyd
ro t
reat
er a
t M
um
bai
Ref
iner
y
• C
lean
Fu
els
& E
mis
sio
n C
on
tro
l
Pro
ject
at
Vis
akh
Ref
iner
y
• D
iese
l Hyd
rotr
eate
r at
Vis
akh
Ref
iner
y
• H
PC
L: A
van
tika
Gas
Ltd
.
• C
RED
A-H
PC
L B
iofu
el L
td.
Bh
arat
Pet
role
um
Co
rpo
rati
on
Lim
ite
d (
BP
CL)
• R
efin
ery-
Fu
el q
ual
ity
up
grad
e at
Mu
mb
ai R
efin
ery.
• C
apac
ity
exp
ansi
on
cu
m
mo
der
nis
atio
n P
roje
ct –
Ph
ase
II in
Ko
chi R
efin
ery
• In
tegr
ated
ref
iner
y ex
pan
sio
n
pro
ject
at
Ko
chi R
efin
ery
• M
arke
tin
g –
Inve
stm
ent
in J
VC
;
Mah
aras
htr
a N
atu
ral g
as L
td
• M
arke
tin
g –
Inve
stm
ent
in J
VC
;
Cen
tral
UP
Gas
Ltd
• M
arke
tin
g –
Inve
stm
ent
in J
VC
fo
r
Cit
y ga
s p
roje
ct in
Kar
nat
aka
and
Ker
ala
Pro
du
ctio
n o
f EU
RO
IV c
om
plia
nt D
iese
l as
per
Au
to F
uel
Pro
du
ctio
n o
f Eu
ro-I
II/I
V c
om
plia
nt
MS
as p
er A
uto
Fu
el
Polic
y
Pro
du
ctio
n o
f EU
RO
IV c
om
plia
nt D
iese
l as
per
Au
to F
uel
Po
licy
Dis
trib
uti
on
an
d m
arke
tin
g o
f En
viro
nm
en
tal
frie
nd
ly fu
els
(gre
en F
uel
s) v
iz. C
NG
an
d A
uto
LP
G in
th
e
stat
e o
f Mad
hya
Pra
des
h in
JV w
ith
M/s
GA
IL.
Cu
ltiv
atio
n o
f Ja
tro
ph
a an
d o
ther
no
n-e
dib
le p
lan
ts i
n
the
Stat
e o
f C
hh
atti
sgar
h t
o f
acili
tate
pro
du
ctio
n o
f
envi
ron
men
tal f
rien
dly
en
ergy
'Bio
fuel
'.
To s
up
ply
Mu
mb
ai r
equ
irem
ent
of
EUR
O IV
Hig
h S
pee
d
Die
sel (
HSD
) / M
oto
r Sp
irit
(MS)
The
pro
ject
is fo
r im
pro
vin
g th
e q
ual
ity
of
MS
& H
SD t
o
mee
t Eu
ro II
I eq
uiv
alen
t n
orm
s an
d lo
w c
ost
exp
ansi
on
of t
he
refi
ner
y
To I
ncr
ease
th
e re
fin
ing
cap
acit
y an
d m
od
ern
ize
the
refi
ner
y to
pro
du
ce a
uto
fu
els
con
firm
ing
to E
uro
–IV
spec
ific
atio
n
To s
et u
p f
acili
ties
fo
r d
istr
ibu
tio
n C
NG
to
do
mes
tic
and
com
mer
cial
cu
sto
mer
s th
rou
gh p
ipel
ine
in t
he
city
of
Pu
ne
an
d i
nst
all
atio
n o
f C
NG
ou
tle
ts t
o f
ee
d t
he
auto
mo
bile
sec
tor.
To s
et u
p f
acili
ties
fo
r d
istr
ibu
tio
n C
NG
to
do
mes
tic
and
com
mer
cial
cu
sto
mer
s th
rou
gh p
ipel
ine
in t
he
city
of
Kan
pu
r an
d i
nst
alla
tio
n o
f C
NG
ou
tlet
s to
fee
d t
he
auto
mo
bile
sec
tor.
To s
et u
p f
acili
ties
fo
r d
istr
ibu
tio
n C
NG
to
do
mes
tic
and
com
mer
cial
cu
sto
mer
s th
rou
gh p
ipel
ine
in t
he
city
of
Kar
nat
aka
and
Ker
ala
and
inst
alla
tio
n o
f C
NG
ou
tlet
s to
feed
the
auto
mo
bile
sec
tor.
For
sup
ply
of
CN
G t
o t
he
ho
use
ho
ld a
nd
au
tom
ob
iles
sect
or
in t
he
cit
y o
f G
an
dh
ina
gar,
Me
hsa
na
an
d
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 2
0 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 4
0 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3).
Rep
ort
ed a
s B
ud
geta
ry E
stim
ate
(BE)
of
1 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
00
cro
re u
nd
er O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 3
30
cro
re u
nd
er O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s B
ud
get
Esti
mat
es (
BE)
of
0.1
0 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s B
ud
get
Esti
mat
es (
BE)
of
0.1
0 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s B
ud
get
Esti
mat
es (
BE)
of
0.1
0 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
20
12
-13
.
Rep
ort
ed a
s B
ud
get
Esti
mat
es (
BE)
of
0.1
0 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s B
ud
get
Esti
mat
es (
BE)
of
0.1
0 c
rore
un
der
O
utc
om
e B
ud
get o
f MP
NG
(20
12
-13
).
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 4
39
4 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3)
Re
po
rte
d a
s P
lan
Bu
dge
t o
f 1
02
.26
cro
re u
nd
er
Ou
tco
me
Bu
dge
t of M
PN
G (2
01
2-1
3)
30
Sab
arka
nth
a d
istr
icts
The
pro
ject
en
visa
ges
pla
nta
tio
n o
f Ja
thro
pa
in 1
mill
on
acre
s o
f was
te a
nd
fallo
w la
nd
wh
ich
has
the
po
ten
tial
of
cre
ati
ng
1 m
illi
on
to
nn
es
of
bio
-die
sel
wit
h a
n
inve
stm
ent o
f Rs
10
00
cro
res
in th
e n
ext 1
0 y
ears
.
Am
on
g o
ther
ob
ject
ives
, o
ne
ob
ject
ive
is t
o c
reat
e
add
itio
nal
fac
iliti
es t
o m
eet
Euro
III
/ Eu
ro I
V n
orm
s fo
r
MS
& H
SD
Ava
ilab
ility
of
add
itio
nal
val
ue
add
ed p
rod
uct
s lik
e LP
G,
Nap
tha,
SK
, HSD
mee
tin
g Eu
ro-I
V fu
el q
ual
ity
no
rms
Qu
alit
y o
f M
S D
iese
l m
ee
tin
g E
uro
IV
fu
el
no
rms.
• M
arke
tin
g –
Inve
stm
ent
in J
VC
fo
r
C
ity
gas
pro
ject
in S
abar
mat
i Gas
Lt
d
• In
vest
men
t in
JV
C –
Bh
arat
Ren
ewab
le E
ner
gy L
td
Man
galo
re R
efin
ery
an
d
Pet
roch
em
ical
s li
mit
ed
(M
PR
L):
• M
PR
L: R
efin
ery
up
-gra
dat
ion
co
m
exp
ansi
on
Ph
ase
III a
nd
Poly
pro
pyl
ene
Un
it
Ch
en
nai
Pet
role
um
Co
rpo
rati
on
Lim
ite
d (
CP
CL)
: R
evam
p o
f C
DU
/ V
DU
of
Ref
II –
to
incr
ease
th
e ca
pac
ity
of
refi
ner
y –I
I
• C
PC
L: A
uto
Fu
el P
roje
ct t
o m
eet
Euro
IV s
pec
ific
atio
n
Min
istr
y o
f P
ow
er
(MO
P)
Bu
reau
of
Ener
gy E
ffic
ien
cy –
Stan
dar
ds
& L
abel
ing
Pro
gram
me
Bu
reau
of
Ener
gy E
ffic
ien
cy -
Sta
te
Des
ign
ated
Age
ncy
(SD
A)
Stre
ngt
hen
ing
Pro
gram
me
Bu
reau
of
Ener
gy E
ffic
ien
cy -
HR
D
acti
viti
es
Ener
gy C
on
serv
atio
n
To r
edu
ce e
nd
use
co
nsu
mp
tio
n b
y ap
ply
ing
stan
dar
ds
/ la
be
ling
for
eq
uip
me
nt
/ ap
plia
nce
s. I
t al
so c
ove
rs
man
dat
ory
lab
elin
g.
To e
mp
ow
er th
e SD
As
as p
artn
ers
of B
EE a
s st
ate
leve
l to
im
ple
me
nt
En
erg
y C
on
serv
atio
n (
EC)
Act
20
01
lik
e p
ub
licit
y aw
aren
ess
in s
tate
s;
Org
aniz
ing
wo
rksh
op
s /
tra
inin
g p
rogr
am
me
s; C
reat
ing
awa
ren
ess
th
rou
gh
elec
tro
nic
med
ia a
nd
pri
nt m
edia
.
Cap
acit
y b
uild
ing
of
vari
ou
s st
akeh
old
ers
and
to
en
able
e
ne
rgy
sect
or
pro
fess
ion
als
to
un
de
rta
ke v
ari
ou
s a
ctiv
itie
s re
late
d t
o e
ne
rgy
eff
icie
ncy
an
d e
ne
rgy
con
serv
atio
n.
The
fun
ds
un
der
th
is p
rogr
amm
e w
ou
ld b
e u
tilis
ed f
or
carr
yin
g o
ut
the
Ener
gy C
on
serv
atio
n r
elat
ed a
ctiv
itie
s i.e
. Nat
ion
al le
vel a
war
enes
s ca
mp
aign
, Nat
ion
al E
ner
gy
Co
nse
rva
tio
n A
wa
rds
an
d N
ati
on
al
leve
l P
ain
tin
g C
om
pet
itio
n fo
r ch
ildre
n.
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 2
0 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
OP
(20
12
-13
)
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 4
5 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
OP
(20
12
-13
)
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 1
0.3
0 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
OP
(20
12
-13
)
Rep
ort
ed a
s P
lan
Bu
dge
t o
f 2
0 c
rore
un
der
Ou
tco
me
Bu
dge
t of M
OP
(20
12
-13
).
31
The
elec
trif
icat
ion
pro
ject
of
the
Min
istr
y o
f R
ailw
ays
can
be
con
sid
ered
as
fully
lo
w c
arb
on
mea
sure
s. S
ince
19
90
s, i
t h
as d
ou
ble
d u
p e
lect
rifi
cati
on
s o
f lin
es a
nd
mo
re s
ign
ific
antl
y in
th
e El
even
th F
ive
Year
Pla
n (
20
07
-
20
12
)
Min
istr
y o
f R
ailw
ays
Elec
trif
icat
ion
of
the
Rai
l Pro
ject
s
The
bu
dge
t fo
r ra
ilway
s el
ectr
ific
atio
ns
is r
efle
cted
in t
he
Cap
ital
exp
end
itu
re o
f th
e R
ailw
ays
Bu
dge
t.
Un
de
r th
is p
rogr
amm
e,
Min
istr
y is
pro
mo
tin
g n
ew
tech
no
logi
es l
ike
Hyd
roge
n E
ner
gy,
Fuel
Cel
ls,
Elec
tric
and
Hyb
rid
ele
ctri
c V
ehic
les,
Geo
ther
mal
En
ergy
are
th
e
emer
gin
g te
chn
olo
gies
th
at a
re r
elev
ant
to t
ran
spo
rt
and
po
wer
gen
erat
ion
sec
tors
.
(Ou
tco
me
Bu
dg
et ,
MN
RE)
Min
istr
y o
f N
ew
an
d R
en
ewab
le
Ene
rgy
(MN
RE)
Re
sear
ch, D
esi
gn a
nd
Dev
elo
pm
en
t in
New
an
d R
en
ewab
le E
ne
rgy
• G
ran
t-in
-aid
Gen
eral
• A
dm
inis
trat
ive
Exp
ense
s
• P
rofe
ssio
nal
ser
vice
s
(Det
aile
d D
ema
nd
s fo
r Gra
nts
, MN
RE)
A p
rovi
sio
n h
as b
een
kep
t in
th
e fo
rm o
f gr
ant
to
De
velo
pm
en
t C
ou
nci
l fo
r A
uto
mo
bil
e a
nd
All
ied
Ind
ust
ry f
or
the
com
ple
tio
n o
f el
ectr
ic m
ob
ility
pro
ject
and
fo
r th
e n
ew &
on
goin
g R
esea
rch
an
d D
evel
op
men
t
pro
ject
s re
late
d t
o s
etti
ng
up
fac
iliti
es f
or
test
ing
the
veh
icle
s as
per
ch
angi
ng
safe
ty a
nd
em
issi
on
sta
nd
ard
s
at
the
re
sea
rch
in
stit
ute
s i.
e.
AR
AI,
Pu
ne
, V
RD
E,
Ah
med
nag
ar a
nd
CIR
T, P
un
e an
d o
ther
R&
D in
stit
ute
s in
the
cou
ntr
y.
( Det
aile
d D
ema
nd
for G
ran
ts, M
oH
I&P
E)
Min
istr
y o
f H
eav
y In
du
stri
es
and
Pu
blic
En
terp
rise
s
Gra
nt
to D
evel
op
men
t C
ou
nci
l fo
r
Au
tom
ob
ile a
nd
Alli
ed In
du
stri
es
(DC
AA
I) s
ince
Bu
dge
t of M
oH
I&P
E
NAT
RIP
pro
ject
is a
co
mb
ined
init
iati
ve o
f go
vern
men
t of
Ind
ia a
nd
nu
mb
er
of
stat
e g
ove
rnm
en
ts t
o s
et
up
auto
mo
tive
tes
tin
g fa
cilit
ies
acro
ss t
he
cou
ntr
y th
at w
ill
be
com
pet
ent
for
test
ing
pro
po
sed
saf
ety
and
em
issi
on
regu
lati
on
s.
Min
istr
y o
f H
eav
y In
du
stri
es
and
Pu
blic
En
terp
rise
s
Nat
ion
al A
uto
mo
tive
Tes
tin
g an
d R
&D
Infr
astr
uct
ure
Pro
ject
sin
ce 2
01
0
Bu
dge
t of M
oH
I&P
E
Thro
ugh
th
is s
chem
e, D
epar
tmen
t h
as t
aken
in
itia
tive
for
intr
od
uci
ng
Elec
tric
/Hyb
ird
tra
nsp
ort
atio
n i
n t
he
cou
ntr
y u
nd
er N
atio
nal
Ele
ctri
c M
ob
ility
Mis
sio
n P
lan
(NE
MM
P)
Sch
em
e 2
02
0 t
o p
rovi
de
cle
an
mo
bil
ity
solu
tio
ns
to t
he
peo
ple
wh
ile r
edu
cin
g th
e co
un
try'
s
dep
end
ence
on
foss
il fu
el. A
pro
visi
on
has
bee
n k
ept
for
the
imp
lem
enta
tio
n o
f th
is S
chem
e.
Min
istr
y o
f H
eav
y In
du
stri
es
and
Pu
blic
En
terp
rise
s
Sch
eme
in A
uto
mo
tive
Sec
tor
- Te
stin
g
Infr
astr
uct
ure
an
d R
&D
Pro
ject
s fo
r
Elec
tric
Veh
icle
s si
nce
20
15
Bu
dge
t of M
oH
I& P
E
32
An
nex
ure
5: B
ud
geta
ry A
lloca
tio
n f
or
vari
ou
s P
rogr
ams
and
Sch
emes
rel
evan
t to
A-S
-I F
ram
ewo
rk
Cat
ego
ry
Un
ion
N
ame
of
G
ove
rnm
en
t
Sch
em
e/
M
inis
try
P
rogr
am
Pla
n
No
n
Pla
n
No
n
Pla
n
No
n
Pla
n
No
n
Pla
n
No
n
Pla
n
No
n
Pla
n
No
n
-P
lan
-Pla
n
-P
lan
-Pla
n
-P
lan
-Pla
n
-P
lan
Avo
id
Min
istr
y o
f
Sub
- 3
77
6.5
…
1
48
0.2
…
4
11
3.7
…
2
10
5.3
…
2
38
1.0
…
5
80
.0
…
14
.0
…
U
rban
M
issi
on
D
evel
op
men
t
for
Urb
an
Infr
astr
uct
ure
an
d
Go
vern
ance
(U
IG)
un
der
JN
NU
RM
Avo
id
Min
istr
y
New
…
…
…
…
…
…
…
…
…
…
2
40
.1
…
20
02
.0
…
of
Urb
an
Mis
sio
n
Dev
elo
pm
ent
in
clu
din
g
d
evel
op
men
t
o
f 1
00
sm
art
citi
es
Avo
id
Min
istr
y
Urb
an
27
5.9
…
1
22
3.4
…
1
13
4.6
…
1
31
4.8
…
2
92
1.3
…
8
2.0
…
1
00
.0
…
of
Urb
an
Infr
astr
uct
ure
D
evel
op
men
t
Dev
elo
pm
ent
for
Smal
l an
d
Med
ium
To
wn
s
(U
IDSM
T)
un
der
JN
NU
RM
Avo
id
Min
istr
y
Urb
an
13
.0
…
…
…
18
.9
…
14
.1
…
6.8
…
1
3.6
…
7
.3
…
of
Urb
an
Tran
spo
rt
Dev
elo
pm
ent
P
lan
nin
g
Avo
id
Min
istr
y o
f C
apac
ity
11
3.8
…
…
…
1
07
.0
…
10
0.0
…
9
1.6
…
1
25
.0
…
12
5.0
…
Urb
an
bu
ildin
g
Dev
elo
pm
ent
u
nd
er
Urb
an
Tran
spo
rt
20
09
-10
20
10
-11
20
11
-12
20
12
-13
20
13
-14
20
14
-15
(R
E)2
01
5-1
6 (
BE)
33
Avo
id
Min
istr
y
Nat
ion
al
…
…
…
…
…
…
1.0
…
0
.0
…
15
.0
…
5.0
…
o
f U
rban
M
issi
on
on
D
evel
op
men
t
Sust
ain
able
H
abit
at
(NM
SH)
Avo
id
Min
istr
y
Dev
elo
pm
ent
…
…
…
…
69
.6
…
30
.0
…
70
.0
…
82
.0
…
10
0.0
…
o
f U
rban
o
f Sa
telli
te
Dev
elo
pm
ent
ci
ties
/
Co
un
ter
Mag
net
cit
ies
Avo
id
Min
istr
y
Cap
acit
y 1
.0
…
…
…
0.2
…
0
.9
…
5.5
…
8
.0
…
7.7
…
o
f U
rban
B
uild
ing
in
Dev
elo
pm
ent
U
rban
Tr
ansp
ort
Se
cto
r –
Ass
ista
nce
fr
om
W
orl
d B
ank
Avo
id
Min
istr
y
Nat
ion
al
50
.0
…
50
.0
2.5
5
0.0
3
.0
55
.0
3.0
6
0.0
…
8
0.0
3
.9
84
.0
…
of
Urb
an
Cap
ital
Dev
elo
pm
ent
R
egio
n
Pla
nn
ing
Bo
ard
(N
CR
PB
)
Avo
id
Min
istr
y
Sust
ain
able
7
.0
…
…
…
…
…
…
…
…
…
…
…
…
…
of
Urb
an
Urb
an
Dev
elo
pm
ent
Tr
ansp
ort
P
roje
ct
(SU
TP)
Imp
lem
ente
d
as E
xter
nal
ly
Aid
ed P
roje
ct
mai
nly
su
pp
ort
ed
by
Glo
bal
En
viro
nm
enta
l
Fa
cilit
y (G
EF)
sin
ce 2
01
0
34
Imp
rove
M
inis
try
of
Soci
ety
for
…
1
.7
…
1.6
…
1
.6
…
1.5
1.4
…
2
.0
…
2.1
Pe
tro
leu
m
Petr
ole
um
and
La
bo
rato
ry
Nat
ura
l Gas
Imp
rove
M
inis
try
of
Su
pp
ly o
f 2
50
.0
…
…
…
15
0.0
…
2
49
.0
…
40
.0
…
15
7.0
…
…
2
74
.0
Petr
ole
um
P
iped
Nat
ura
l
and
G
as (
PN
G)
and
N
atu
ral G
as
Co
mp
ress
ed
Nat
ura
l Gas
(CN
G);
R
edu
ctio
n o
f
p
ollu
tio
n
leve
ls
Imp
rove
M
inis
try
of
Su
pp
ly o
f …
…
…
…
…
…
2
08
.0
…
26
.5
…
…
…
…
…
Petr
ole
um
P
iped
Nat
ura
l
and
G
as (
PN
G)
N
atu
ral G
as
and
C
om
pre
ssed
N
atu
ral G
as
(C
NG
) &
A
uto
LP
G ;
Red
uct
ion
of
po
lluti
on
le
vels
in t
he
city
of
Hyd
erab
ad
Imp
rove
M
inis
try
of
To
bu
ild-u
p
70
.0
…
…
…
15
8.0
…
1
30
.0
…
23
0.0
…
2
20
.0
…
19
8.9
…
Pe
tro
leu
m
the
an
d
cap
abili
ties
N
atu
ral G
as
in t
he
area
s
o
f re
fin
ing
tech
no
logy
,
p
ipel
ines
,
b
iofu
els
and
al
tern
ate
sou
rces
of
ener
gy
35
Imp
rove
M
inis
try
of
D
iese
l Hyd
ro
…
…
…
…
50
.0
…
80
0.0
…
5
13
.0
…
60
.0
…
27
.4
…
Petr
ole
um
tr
eate
r at
an
d
Mu
mb
ai
N
atu
ral G
as
Ref
iner
y-
Pro
du
ctio
n
of
EUR
O IV
co
mp
lian
t
D
iese
l as
per
A
uto
Fu
el
(HP
CL)
Imp
rove
M
inis
try
of
C
lean
Fu
els
12
5.0
…
…
…
1
25
.0
…
15
.0
…
10
.0
…
5.0
…
4
5.0
…
Pe
tro
leu
m
& E
mis
sio
n
and
C
on
tro
l
Nat
ura
l Gas
P
roje
ct a
t
V
izag
R
efin
ery
Imp
rove
M
inis
try
of
H
PC
L:
4.0
…
…
…
5
.0
…
0.0
…
0
.0
…
0.0
…
0
.0
…
Petr
ole
um
A
van
tika
and
G
as L
td.
N
atu
ral G
as
Imp
rove
M
inis
try
of
CR
EDA
-HP
CL
3
0.0
…
…
…
4
0.0
…
0
.0
…
0.0
…
0
.0
…
0.0
…
Pe
tro
leu
m
Bio
fuel
Ltd
.
and
Nat
ura
l Gas
Imp
rove
M
inis
try
of
B
PC
L …
…
…
…
5
.0
…
…
0
.3
…
0.0
…
0
.0
…
Petr
ole
um
-R
efin
ery
an
d
- Fu
el q
ual
ity
N
atu
ral G
as
up
grad
e at
M
um
bai
R
efin
ery.
Imp
rove
M
inis
try
of
IO
CL
- B
S-IV
…
…
…
…
5
.0
…
…
…
…
…
…
…
30
.0
…
Petr
ole
um
au
to f
uel
an
d
qu
alit
y
Nat
ura
l Gas
re
late
d
reva
mp
at
Gu
jara
t
36
Imp
rove
M
inis
try
of
B
PC
L -
0.2
…
…
…
1
50
.0
…
31
.8
…
20
.0
…
49
.6
…
…
…
Petr
ole
um
C
apac
ity
an
d
exp
ansi
on
N
atu
ral G
as
cum
m
od
ern
izat
ion
P
roje
ct –
P
has
e II
in
Ko
chi R
efin
ery
Imp
rove
M
inis
try
of
B
PC
L-
2.5
…
…
…
…
…
0
.1
…
0.1
…
0
.1
…
0.1
…
Pe
tro
leu
m
Mar
keti
ng
–
and
In
vest
men
t
Nat
ura
l Gas
in
JV
C;
Mah
aras
htr
a
N
atu
ral
gas
Ltd
Imp
rove
M
inis
try
of
B
PC
L-
0.1
…
…
…
0
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…
0.1
…
0
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…
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…
0
.1
…
Petr
ole
um
M
arke
tin
g –
an
d
Inve
stm
ent
N
atu
ral G
as
in J
VC
;
C
entr
al U
P
Gas
Ltd
Imp
rove
M
inis
try
of
B
PC
L 5
.0
…
…
…
0.1
…
0
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…
1
0.0
…
1
0.0
…
Pe
tro
leu
m
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keti
ng
–
and
In
vest
men
t
Nat
ura
l Gas
in
JV
C f
or
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ga
s p
roje
ct in
K
arn
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a
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d K
eral
a
Imp
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inis
try
of
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PC
L-
0.1
…
…
…
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…
0.1
…
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0
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…
0.1
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Pe
tro
leu
m
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and
In
vest
men
t in
N
atu
ral G
as
JVC
fo
r C
ity
gas
pro
ject
in
Sab
arm
ati
Gas
Ltd
37
Imp
rove
M
inis
try
of
B
PC
L -
0.1
…
…
…
3
.0
…
0.5
…
0
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…
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…
0
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…
Petr
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In
vest
men
t in
an
d
JVC
– B
har
at
Nat
ura
l Gas
R
enew
able
En
ergy
Ltd
Imp
rove
M
inis
try
of
M
RP
L-
…
…
…
…
46
15
.0
…
43
93
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…
18
65
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…
10
85
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17
48
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…
Petr
ole
um
R
efin
ery
an
d
up
-gra
dat
ion
N
atu
ral G
as
com
ex
pan
sio
n
Ph
ase
III a
nd
Po
lyp
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e
U
nit
Imp
rove
M
inis
try
of
C
hen
nai
5
.0
…
…
…
92
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…
92
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…
9.1
…
3
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…
….
…
Petr
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um
Pe
tro
leu
m
and
C
orp
ora
tio
n
Nat
ura
l Gas
Li
mit
ed
(CP
CL)
:
R
evam
p o
f
C
DU
/ V
DU
of
Ref
II –
to
in
crea
se t
he
cap
acit
y o
f
re
fin
ery
–II
Imp
rove
M
inis
try
of
B
ure
au o
f …
…
9
.0
…
39
.5
…
20
.0
…
33
.0
…
33
.0
…
3.3
…
Po
wer
En
ergy
Ef
fici
ency
–
Stan
dar
ds
&
Lab
elin
g
P
rogr
amm
e
Imp
rove
M
inis
try
of
B
ure
au o
f …
…
1
2.0
…
8
.9
…
45
.0
…
…
…
35
.1
…
10
.2
…
Pow
er
Ener
gy
Effi
cien
cy
(B
EE)
-
Stat
e
D
esig
nat
ed
Age
ncy
(SD
A)
Stre
ngt
hen
ing
Pro
gram
me
38
Imp
rove
M
inis
try
of
B
EE-
HR
D
…
…
…
…
…
1
0.3
…
4
.0
…
…
…
3.0
…
Po
wer
ac
tivi
ties
Imp
rove
M
inis
try
of
En
ergy
…
…
1
8.9
…
2
0.5
…
2
0.0
…
…
26
.5
…
16
.6
…
Pow
er
Co
nse
rvat
ion
Imp
rove
M
inis
try
of
R
esea
rch
, 5
8.9
…
1
11
.4
…
11
0.4
…
1
05
.2
…
11
1.3
…
5
9.0
…
9
0.0
…
N
ew a
nd
D
esig
n a
nd
R
enew
able
D
evel
op
men
t
Ener
gy
in N
ew a
nd
R
enew
able
En
ergy
Imp
rove
M
inis
try
of
G
ran
t to
…
…
…
…
…
1
8.3
…
8
.3
…
12
.0
…
21
.2
…
48
.0
Hea
vy
Dev
elo
pm
ent
In
du
stri
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Co
un
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or
an
d P
ub
lic
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tom
ob
ile
Ente
rpri
ses
and
Alli
ed
Ind
ust
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(D
CA
AI)
Imp
rove
M
inis
try
of
N
atio
nal
…
…
2
32
.1
…
35
5.4
…
3
41
.2
…
…
…
24
1.9
…
…
…
H
eavy
A
uto
mo
tive
In
du
stri
es
Test
ing
and
an
d P
ub
lic
R&
D
Ente
rpri
ses
Infr
astr
uct
ure
P
roje
ct
Imp
rove
M
inis
try
of
Sc
hem
e in
…
…
1
45
.5
…
…
…
…
…
…
…
…
…
75
.0
…
Hea
vy
Au
tom
oti
ve
Ind
ust
ries
Se
cto
r -
an
d P
ub
lic
Test
ing
En
terp
rise
s In
fras
tru
ctu
re
and
R&
D
Pro
ject
s fo
r
El
ectr
ic
Veh
icle
s
Shif
t
Min
istr
y o
f
Elec
trif
icat
ion
…
…
…
…
5
40
.0
…
…
…
12
00
.0
…
28
50
.0
…
75
00
.0
…
Rai
lway
s o
f th
e R
ail
Pro
ject
s
39
Shif
t
Min
istr
y o
f
Inve
stm
ent
63
62
.7
…
74
80
.6
…
76
68
.2
…
54
83
.2
…
82
48
.2
…
98
15
.3
…
11
55
5.7
…
U
rban
th
rou
gh
Dev
elo
pm
ent
Pu
blic
En
terp
rise
s to
p
rom
ote
M
etro
rai
l in
th
e co
un
try
par
ticu
larl
y in
D
elh
i,
C
hen
nai
,
B
anga
lore
,
K
olk
ata,
an
d
oth
er c
itie
s
Shif
t M
inis
try
of
In
lan
d W
ater
1
27
.7
…
13
4.1
4
1.1
1
12
.8
28
.1
14
4.1
2
8.0
1
28
.9
17
7.2
7
7.0
3
1.4
2
06
.7
43
.3
Ship
pin
g
Tran
spo
rt
(A C
entr
ally
Sp
on
sore
d
Sch
eme)
Sou
rce:
Var
iou
s B
ud
get
Do
cum
ents
men
tio
ned
in A
nn
exu
res
1-4
40
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the consequences of its use.
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