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Draft Water Metro Policy
DRAFT NATIONAL WATER METRO POLICY, 2026Draft Water Metro Policy
Contents
1. Background and Context: ......................................................................................... 1
1.1. Introduction: ...................................................................................................... 1
1.2. Concept of Water Metro/Water Buses/Water Taxi ............................................. 1
1.3. Key Features of Water Metro ............................................................................ 2
2. Rationale for a dedicated Water Metro Policy .......................................................... 2
3. Key Characteristics to be Emphasized in Water Metro ............................................ 3
3.1. Green, Zero or Low‑Emission Fuel‑Powered Vessels ................................... 3
3.2. Standardization of Vessel Design and Specification ...................................... 4
3.3. Enhanced Service Quality and Safety Standards .......................................... 4
3.4. Indigenization ................................................................................................ 4
3.5. Integration with Urban Transport and Mobility Networks ............................... 5
4. Planning and Implementation: .................................................................................. 5
4.1. Project Planning ............................................................................................ 5
4.2. Suitability of Cities and Circuits for Water Metro System ............................... 6
4.3. System‑Based Approach to Planning ............................................................ 7
4.4. Ecosystem Approach to Development ........................................................... 7
4.5. Coordination and Approvals .......................................................................... 9
5. Financing Models and Financial Prudence: ............................................................. 9
5.1. Funding Models: ............................................................................................ 9
5.2. Central Assistance Mechanisms .................................................................. 10
5.3. Indicative Operations and Maintenance Model ............................................ 11
5.4. Revenue Enhancement ............................................................................... 11
5.5. Cost Optimization and Sustainability ........................................................... 11
6. Fare Policy ............................................................................................................. 12
7. Legal Framework ................................................................................................... 12
8. Monitoring of Performance ..................................................................................... 13
9. Policy Review and Revision ................................................................................... 13Draft Water Metro PolicyDraft Water Metro Policy
1. Background and Context:
1.1. Introduction:
Rapid growth of Indian cities with increasing population, increased focus on economic
activity and rapid urbanization has resulted in transport problems. Urban transport in
India is struggling with congestion, air pollution, inadequate public transit options, and
high fossil-fuel dependence.Aligned with the objectives of the Harit Nauka Guidelines,
the Water Metro prioritizes green transportation by promoting clean‑fuel, low‑emission
vessels. By leveraging energy‑efficient inland waterways and adopting electric or hybrid
propulsion systems, the initiative aims to significantly reduce the carbon footprint of
urban transit.
Rapid growth requires various modes of transportation, but the availability of land for
new transport infrastructure is becoming increasingly constrained.The Water Metro
model addresses this limitation by utilizing existing navigable waterways to create a
robust, reliable, and environmentally sustainable urban transport network. It represents
an innovative shift in city mobility, offering safe, efficient, cost‑effective, and eco‑friendly
alternatives to conventional road‑based systems.
The Inland Water Transport (IWT) system in India plays a critical role in strengthening
urban mobility and regional connectivity. It enhances access to remote or water‑locked
areas, enables shorter and faster travel by bypassing long road corridors, and helps
decongest overburdened road networks. Beyond mobility, IWT contributes significantly
to economic growth by lowering transport costs, supporting local livelihoods, and
improving the movement of goods and people. It also unlocks substantial tourism
potential, particularly in states with rich cultural and natural waterways, thereby boosting
local economies. As a low‑emission, energy-efficient mode, IWT strongly aligns with
national goals for sustainable and environmentally responsible transportation. These
advantages underscore the Government’s continued emphasis on expanding and
modernizing inland water transport as a key pillar of future urban mobility.
1.2. Concept of Water Metro/Water Buses/Water Taxi
A Water Metro is a mechanically propelled, mass passenger transport system
operating on inland, coastal, or other water bodies, designed for systematic movement
of people and, where applicable, vehicles and may include passenger vessels and
Ro‑Pax.
Such systems may operate across intra‑city, inter‑city, coastal, and inter‑island
corridors, on rivers, canals, lakes, backwaters, estuaries, creeks and coastal
waters and are not restricted to National Waterways. Water Metro services use
modern, standardized vessel designs equipped with prescribed safety,
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accessibility, environmental‑protection features, and function as part of an
organized public transport network.
1.3. Key Features of Water Metro
1. Mass Transport Character
i. Services are open to the general public
ii. Operate on scheduled or regulated routes
iii. Intended primarily for public mobility
2. Vessel Types Included
Water Metro systems may includePassenger‑only vessels and Ro‑Pax
vessels(passengers + limited vehicles).Recognizing that Water Metro systems
are at a nascent stage of development, sustainability shall be embedded at the
planning and design stage itself. Accordingly, all Water Metro vessels are required
to operate on zero or low-emission vessels (Green Vessels) designed to provide
safe, reliable and sustainable mobility solution.
All vessels shall be mechanically propelled built to standardized, certified designs,
compliant with applicablenational maritime and inland vessel safety rules and
regulations.
3. Waterways Covered
Operations are not limited to notified National Waterways and may occur on
State or Union Territory or locally administered water bodies, subject to
applicable clearances.
4. Functional Use
May support daily commuting, recreational, tourism, mixed‑purpose travel and
general public mobility.
2. Rationale for a dedicated Water Metro Policy
At present, Mass Rapid Transit Systems (MRTS) frameworks primarily encompass
BRTS (Bus Rapid Transit System), LRT (Light Rail Transit), tramways, metro rail, and
regional rail systems, with inland waterway-based transport largely remaining outside
the formal public transport ecosystem.
A dedicated Water Metro Policy would provide a structured, coordinated
approach between the Centre and States, positioning waterways as a formal
component of urban public transport alongside existing MRTS modes. The policy
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would promote an ecosystem‑based framework focused on standardization, safety,
technical efficiency, and sustainable system design, including a transition to
low‑emission and green propulsion technologies.
At present the technical and operational expertise with respect to inland
water‑based transport involving project identification, appraisal, vessel specification
andsafety oversightlargely resides with IWAI. A common framework will help ensure
Water Metro systems develop in a coordinated and consistent manner, enabling
standardized safety practices, streamlined vessel designs, clear institutional
arrangements,scalable and replicable implementation across cities.
3. Key Characteristics to be Emphasized in Water Metro
3.1. Green, Zero or Low‑Emission Fuel‑Powered Vessels
Inland Waterways Transportation (IWT), by virtue of lower energy consumption per
passenger‑kilometer, has the potential to significantly enhance sustainability and cost
efficiency within the urban mobility and logistics ecosystem. However, a large proportion
of the existing inland vessel fleet in India continues to rely on conventional fossil fuels
such as diesel.Given that the Water Metro ecosystem is at a nascent stage,
systems should be designed from the outset as low‑emission alternatives, with
provisions for clean‑fuel or hybrid vessel configurations incorporated at the
planning and design stage itself.
Considering the current maturity of vessel designs, availability of proven
specifications, operating cost sustainability, and ease of deployment, electric
propulsion—including battery‑operated and solar‑assisted vessels—emerges as
the predominant option for Water Metro systems in the near term.While
electric‑powered vessels are presently prioritized, the policy framework provides for
periodic reviewsof technological developments, fuel availability, cost trends, and safety
considerations, enabling phased induction of other suitable clean‑fuel propulsion
technologies as they achieve operational readiness and commercial viability.
For specific operating conditions—such as longer trip lengths, higher power or range
requirements, challenging waterway characteristics or safety considerations—the
use of hybrid vessels may be permitted to ensure safe, efficient and reliable
operations.
While the integration of renewable energy sources with charging and refueling
infrastructure shall be encouraged, the policy does not mandate the sourcing of clean
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fuels/electricityexclusively from renewable sources in the initial phase. The progressive
greening of fuel supply is expected to be driven by broader national policies and
programs aimed at increasing the share of renewable energy in India’s overall energy
mix.
3.2. Standardization of Vessel Design and Specification
Water Metro vessels shall be based on standardized designs and specifications to
the extent feasible, to promote operational efficiency, safety, ease of
maintenance and scalability. Technical standards and specifications for Water
Metro vessels and, charging or bunkering infrastructurenotified by a Technical
Standards Committee constituted in this regard by the Inland Waterways
Authority of India, shall be mandatorily adhered to in order to ensure safety,
uniformity, and interoperability. The Technical Standards Committee shall
formulate and notify the standards within the time frame stipulated by MoPSW in
this regards.
Vessel designs shall be approved by the Indian Register of Shipping (IRS) or other
classification societies authorized by DG Shipping and shall facilitate
interoperability across different waterways, subject to local waterway
characteristics.
The choice of vessel materials—such as steel, aluminium or reinforced fibre‑plastic
(FRP)—and structural strength parameters shall be aligned with navigational
conditions, hydrological characteristics, draft restrictions, climatic conditions and safety
requirements of the concerned waterways.
3.3. Enhanced Service Quality and Safety Standards
Water Metro systems shall aim to significantlyimprovethe quality, reliability and
safety of inland water‑based passenger transport services. This shall be achieved
through a transition towards modern vessels, adoption of advanced navigational and
communication systems, compliance with prescribed technical and safety standards,
and professionalized operational and maintenance practices.
Emphasis shall be placed on passenger safety, comfort, accessibility, predictable
schedules and service reliability to position Water Metro systems as a credible and
preferred mode of urban public transport.
3.4. Indigenization
Vessels procured for Water Metro systems are to be indigenously designed and built
by Indian shipyards, in line with the objective of promoting domestic manufacturing
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and self‑reliance. Aggregation of demand through standardized designs and bulk
procurement is encouraged to achieve economies of scale, negotiate competitive costs,
and progressively enhance local content across the Water Metro ecosystem.
3.5. Integration with Urban Transport and Mobility Networks
Water Metro systems shall be planned and implemented as an integral part of the
broader urban mobility framework. Seamless integration with road networks, metro
rail systems, bus services and other urban transit modes shall be prioritized to
enable multimodal connectivity.
Adequate provision shall be made for last‑mile connectivity, including pedestrian
walkways, non‑motorized transport infrastructure, feeder services and intermodal
terminals, to ensure ease of access and maximize ridership potential.
4. Planning and Implementation:
4.1. Project Planning
1. Project Proponent
Water Metro systems constitute an urban mass transport intervention, requiring close
alignment with city‑level planning, land use and service delivery mechanisms. For
National Waterways, both the Inland Waterways Authority of India (IWAI) and
State Government may propose Water Metro projects with plans for joint
development. In cases where the State intends to undertake independent
development of Water Metro projects on National Waterways, it must obtain a
No Objection Certificate (NOC) from IWAI as per Chapter-IV ‘Functions And
Powers of the Authority’, section 14 ofthe IWAI Act. This NOC will be issued
subject to the project’s compliance with prescribed standards, specifications, and
applicable frameworks. For waterways other than National Waterways, the State
Government may initiate the development of Water Metro projects.
2. Institutional Support and Role of IWAI
Recognizing that many States currently possess limited institutional capacity and
technical expertise for inland water transport (IWT) project planning and
development, appropriate facilitation and technical support may be availed to
strengthen project preparation.
In this context, the IWAI, by virtue of its specialized domain knowledge and
experience, shall undertake the preparation of Detailed Project Reports (DPRs)
and other studies for projects located on National Waterways. For projects on
waterways other than National Waterways, States may seek technical support
from IWAI to ensure projects are technically sound, conform to prescribed technical
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and safety standards, and adopt a structured implementation approach that supports
timely delivery and efficient project turnaround.
3. Proposal Requirements
Proposals for Water Metro systems are to be supported by a comprehensive
assessment of transport alternatives, comparing different modes to establish the
suitability of Water Metro solutions for the identified corridor. In addition to the DPR,
proposals are expected to include Techno‑Economic Feasibility Report
(TEFR)as part of DPR, socio‑economic cost–benefit analysis, site and route
assessment, land acquisition and rehabilitation requirements and plans,
strategies for transit‑oriented development (TOD), integration with other urban
transport modes and last‑mile connectivity plansand identification of potential
non‑fare box revenue streams to enhance long‑term financial viability.
4.2. Suitability of Cities and Circuits for Water Metro System
Water Metro / Water Bus systems may be considered in cities, regions or specific urban
zones that demonstrate suitable geographic, demographic and mobility
characteristics.
1. Water Metro / Water Bus planning may be considered in urban or regional
contexts that demonstrate inherent geographic suitability – presence of
navigable waterways, availability of continuous or semi‑continuous navigable
circuits capable of supporting scheduled servicesand hydrological
conditions that can reasonably supportsafe and reliable operationsincluding
manageability of seasonal variations through appropriate design and operational
planning.
2. Water Metro systems are most suitable for cities and regions with concentrated
populations and directional travel patterns, in line with mass rapid transit planning
principles:
a. Urban agglomerations or metropolitan regions with populations
typically exceeding one million, where water‑based transport can operate
as a high‑capacity, high‑frequency public transport mode;
or
b. Cities with populations above one lakh where clearly defined demand or
seasonal corridors exist, particularly in tourism‑intensive areas or locations
with significant existing waterway passenger traffic, indicating established or
latent demand;
and
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c. Supported by minimum peak ridership levels of2000 per day that justify
mass‑transit operations.(To be discussed)
3. Water Metro / Water Bus systems should be positioned as a complementary
mode within the overall urban transport network, particularly in contexts where
they can deliver tangible mobility benefits. Planning priority or threshold
relaxations may be considered for:
a. Cities experiencing severe congestion on road networks, where water‑based
transport can offer congestion relief and improved travel reliability.
b. Corridors where water transport enables shorter, faster, or more direct
journeys by bypassing long, circuitous road or rail routes.
c. Regions where waterways provide critical connections across natural
barriers, access to remote water‑locked habitations reducing
dependence on bridges or limited crossing points.
d. Areas where water transport can meaningfully enhance resilience during
floods or infrastructure disruptions.
4.3. System‑Based Approach to Planning
Planning and development of Water Metro systems shall follow a system‑based,
integrated approach, rather than a stand‑alone interventions.
Wherever available, Water Metro planning shall be guided by the city’s
Comprehensive Mobility Plan (CMP), with a view to ensuring seamless integration
with the overall urban transport network. Water Metro circuits may be identified as part
of, or in consistency with, the CMP to promote:
1. Multimodal connectivity and interoperability,
2. Optimal modal share between road‑based, rail‑based and water‑based transport,
3. Reduction in congestion and emissions, and
4. Sustainable urban mobility outcomes
In cities where a CMP is not available, the State Government may undertake suitable
mobility assessments or studies to establish the role of Water Metro within the broader
urban transport framework prior to project approval.
4.4. Ecosystem Approach to Development
Water Metro systems require an end‑to‑end ecosystem approach for achieving
operational, financial and user‑centric success. Accordingly, planning and
implementation shall be undertaken with a long‑term perspective, encompassing both
vessel operations and requisite shore‑side infrastructure.
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1. Vessels
a. Water Metro vessels shall conform to the “Key Characteristics to be
Emphasized for Water Metro Systems” as prescribed in Section 3 of this
Policy, including technical compliance,safety, energy efficiency, accessibility and
passenger comfort.
For water metro routes exceeding certain duration, provision should be made for
onboard sanitary toilets and appropriate waste management systems.
b. Adequate provision shall be ensured for support vessels such as dredgers,
emergency response and rescue vessels, medical aid vesselsand patrolling
vessels to maintain navigability, operational safety, and security across the
corridor.
c. Fleet planning shall be integrated with service frequency, terminal capacity, and
energy infrastructure to ensure reliable operations.
2. Pontoons and Jetties
a. Pontoons and jetties shall be designed for appropriate structural strength and
buoyancy, accounting for peak passenger traffic, boarding and alighting dynamics
and local hydrological conditions.
b. Jetty height and interfacing shall be aligned with vessel freeboard to ensure
universal accessibility and safe passenger movement.
c. Selection of construction materials, including concrete, rubber, or composite
systems, shall consider durability, lifecycle costs, waterway characteristics, tidal
variation, and maintenance requirements
3. Bunkering and Charging Infrastructure
a. Depending on fleet configuration, suitable low‑emission fuel refuelling stations,
electric charging stations, or swappable battery systems shall be provided to
ensure service continuity.
b. Charging interfaces shall be standardized and sized to avoid queuing during
operating hours, with night‑time or off‑peak charging provisions encouraged.
c. Backup and resilience measures including DG sets, UPS (Uninterruptible Power
Supply) systems, APFC (Automatic Power Factor Controller) panels, shore power
supply, and energy management systems shall be incorporated to ensure
uninterrupted and efficient operations.
4. Terminal and other facilities
a. Terminals shall generally include ticketing facilities, waiting areas, Automatic Fare
Collection (AFC) systems, passenger information systems, medical aid facilities,
and integration with control and command centers.
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b. In areas with limited or non‑availability of land along the waterfront, innovative
solutions such as compact terminals, shared infrastructure, or demarcated
dedicated Water Metro jetties with AFC provisions are to be adopted in lieu of
conventional spread‑out terminal layouts.
c. Terminal design shall prioritize inter‑modal integration, universal accessibility,
safety, and efficient passenger circulation.
5. Navigational Aids
Navigation aids are essential for safety in water transport such as buoys, channel
markers, and signage for safe operations. Advancement in technology has combined
traditional markers (lighthouses, buoys) with modern digital technology (GPS, AIS,
smart buoys) to create an efficient, smooth maneuvering and to prevent accidents.
4.5. Coordination and Approvals
Given the multi‑sectoral nature of Water Metro systems, project planning and
implementation shall involve coordination with relevant agencies, including but not
limited to urban development authorities, transport departments, inland waterways
agenciesand environmental and safety regulators.
Appropriate institutional mechanisms may be established by State Governments to
facilitate inter‑departmental coordination, timely approvals, and efficient project
execution.
5. Financing Models and Financial Prudence:
While overall project costs are expected to be lower than rail‑based MRTS due to
limited land‑side construction, the induction of low‑emission vessels and the supporting
energy ecosystem (charging/bunkering, shore power, APFC, resilience) increases
upfront capex.
Ridership growth potential and modal shift may be comparatively modest relative to
metro rail, and several corridors will serve lower‑income users, warranting reasonable,
affordable fares to sustain mass‑transport utility.
To promote induction and accelerate adoption, Central assistance is envisaged as a
catalytic support alongside State resources and PPP participation.
5.1. Funding Models:
Various funding models that may be explored include:
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1. Joint State–Central funding:Under this model, eligible project capital expenditure
is shared equally between the Central Government and the State Government,
while operation and maintenance expenditure is borne by the State.
2. Fully State‑funded:Projects may be undertaken entirely by the State Government,
with both capital and operating expenditures financed through State resources.
States may also leverage multilateral funding, green finance instruments, or other
permissible sources to support project implementation.
3. PPP‑led development:Water Metro projects may be developed through private
participation under appropriate PPP structures. Such projects may, where justified,
be supported through Viability Gap Funding (VGF) from the State and/or Central
Government, in accordance with applicable Government of India guidelines.
4. Central-fundedmodel: for significant projects on National Waterways: In
exceptional cases, where a Water Metro project located on a National Waterway
demonstrates substantial socio‑economic impact, regional connectivity benefits, or
strategic public interest, the Central Government may consider providing assistance
for the entire eligible project capital cost, excluding land and rehabilitation‑related
expenditures.
Costs related to land acquisition, rehabilitation and resettlement, and other
State‑specific requirements are to be met by the State Government.
5.2. Central Assistance Mechanisms
The various options for central assistance for water metro projects may include:
1. VGF (GoI): Central financing aligned to the Government of India’s VGF
framework to improve bankability of eligible PPP components.
2. Central Sector Scheme (CSS) support: A dedicated assistance mechanism
may be notified under which project capex (excluding land, R&R, and other
ineligible items) is shared equally by Centre and State via an SPV with equal
ownership, with milestone‑linked disbursement and compliance to
technical/safety standards and scheme guidelines.
OPEX support (where justified): Time‑bound, performance‑linked support may be
considered by State Government for initial years to ensure service ramp‑up and
fare affordability.
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5.3. Indicative Operations and Maintenance Model
Operations and maintenance may be undertaken by an SPV, either through in‑house
arrangement or outsourcing to professional operators, or through an
O&M‑focused PPP model. Similar operational options may be adopted in fully
State‑funded projects, depending on institutional capacity and project scale.
O&M contracts, where adopted, may be structured under Gross Cost Contract (GCC),
Net Cost Contract (NCC), or cost‑plus‑fee arrangements.
Gross Cost Contract (GCC): Private operator paid a fixed/variable fee; revenue
risk retained by SPV; suitable for fare affordability and service control.
Net Cost Contract (NCC): Operator retains fare revenue and bears revenue
risk; SPV sets service and performance standards.
Cost‑plus‑Fee: Actual audited costs reimbursed with a management fee, used
where demand/technology risks are high.
Where projects are implemented under a PPP framework, end‑to‑end responsibilities,
including O&M, may be undertaken by the private concessionaire under models such as
DBFOT or BOT.
5.4. Revenue Enhancement
The Water Metro System shall strengthen its viability through:
1. Modal shift promotion through integrated ticketing, reliable frequencies, and
last‑mile connectivity
2. Non‑fare box revenues: Advertising, retail, event spaces, waterfront/commercial
development, value capture/TOD instruments, and ancillary services (parking,
feeders).
3. Public‑private development of shore‑side commercial assets to cross‑subsidize
operations where feasible.
4. Tourism or cruise related revenue
5.5. Cost Optimization and Sustainability
To enhance efficiency and long‑term viability, Water Metro projects are to explore
cost‑optimization measures across planning, infrastructure, and operations.
These include:
1. Fleet and service rationalization: Right‑sizing fleet, phased induction,
standardized vessel classes; context‑appropriate amenities (e.g., AC vs non‑AC on
specific routes).
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2. Efficient infrastructure: Modular terminals, shared facilities, energy‑efficient
systems and APFC‑enabled power management
3. OPEX management: Performance‑based contracts, energy procurement
optimization, predictive maintenance, and glide‑path reduction of subsidy through
periodic tariff/revenue reviews.
The objective is long‑term financial sustainability, with any operating losses
transparently managed and progressively reduced through efficiency gains, revenue
diversification, and targeted support.
6. Fare Policy
For projects seeking Central assistance, fare policies shall be formulated within the
existing relevant statutory framework and shall be guided by corridor‑specific
considerations including projected ridership, demand growth potential, affordability,
target user demographics and income profiles, and the intended end use of the
service—such as daily urban commuting or tourism‑oriented travel. The primary
objective shall be to ensure affordable, inclusive access to public transport
services, with operational sustainability being pursued without prioritizing
revenue maximization over user accessibility and affordability.
7. Legal Framework.
Shipping and navigation on National Waterways involving mechanically propelled
vessels fall under Entries 24 & 30 of the Union List in Schedule VII of the
Constitution. Therefore, the Inland Waterways Authority of India (“IWAI”), a
statutory authority constituted under the IWAI Act, 1985, is empowered for
development and regulation of infrastructure on National Waterways.
For waterways other than national waterways, IWAI has advisory functions with
respect to inland water transport under Section 14(2)(a) of the IWAI Act. Inland
waterways other than national waterways and mechanically propelled vessels
plying therein, falls under Entry Number 32 of the Concurrent List (in Schedule VII
of the Constitution).
Based on the above framework, the regulation of all mechanically propelled
inland vessels is governed by the provisions of the Inland Vessels Act, 2021 (“IV
Act”). Under this Act, the Central Government has, through the Rules, prescribed
standards relating to construction, design, manning, pollution control, and safety,
which all mechanically propelled vessels must comply with while plying on inland
waterways.List of Inland Vessel Rules is placed under Annexure I. In addition, the
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Rules framed under the IV Act address certain trade‑related aspects, including
minimum service standards and terms and conditions aimed at protecting both
service providers and service users.
The Central Government sets standards for inland vessels under the IV Act which
are implemented by the State Governments and their authorities.
Technical standards and specifications for Water Metro vessels and charging or
bunkering infrastructure notified by a Technical Standards Committee constituted
in this regard by the Inland Waterways Authority of India, shall be mandatorily
adhered toin order to ensure safety, uniformity, and interoperability. Where applicable,
relevant provisions and guidelines issued by the Ministry of New and Renewable
Energy (MNRE), Ministry of Power (MoP), and Ministry of Petroleum and Natural Gas
(MoPNG) relating to electric charging, alternative fuels, and bunkering infrastructure
shall also be complied with, in addition to all other applicable Central and State laws.
While determining the requisite standards, the Technical Standards Committee will
ensure due alignment with the current applicable standards per the rules drafted under
the Inland Vessels Act, 2021.
8. Monitoring of Performance
Projects shall be monitored against Key Performance Indicators relating to safety,
punctuality, ridership, service quality, environmental performance and on the indicators
decided by the administering authority. Independent audits, third‑party inspections, and
public disclosure of key performance information shall be undertaken.
9. Policy Review and Revision
This Policy shall be periodically reviewed, to ensure continued relevance and
effectiveness. The review process shall take into accountevolving alternative fuel and
propulsion technologies, changes in demand patterns and ridership behavior,
operational experience, cost and financing considerations, and developments
across the broader Water Metro ecosystem.
Based on such reviews, suitable revisions may be undertaken to adapt the policy
framework to emerging technologies, regulatory changes, best practices, and lessons
learnt from implementation, with the objective of enabling responsive, future‑ready, and
sustainable Water Metro systems.
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Annexure I : List of Inland Vessel Rules framed under Inland Vessel Act, 2021
1. Survey and Certification Rules, 2022
2. Registration and Other Technical Issues Rules, 2022
3. Manning Rules, 2022
4. Crew and Passenger Accomodation Rules, 2022
5. Safe, Navigation, Communication and Signals Rules, 2022
6. Life Saving Appliance Rules, 2022
7. Fire Fighting Rules, 2022
8. Prevention and Pollution Rules, 2022
9. Insurance, Limitation of Liability, Inquiry and Investigations Obligations of Service
Providers and Service Users Rules, 2022
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