(Adopted by the Standing Committee of the Government of the Northern Province of Lake Ontario on 13 January 2014, No. 368 of 18 January 2014 by the Order of the People's Government of the Northern Province of Lake Great Britain and Northern Ireland, issued as of 1 April 2014)

Chapter I General

Article 1, in order to prioritize the development of public transport in cities, regulate urban public transport order, guarantee public access and operational safety, preserve the legitimate rights and interests of passengers, operators and practitioners, play a catalytic role in urban public transport for resource-saving, environmental friendly societies and promote urban and rural integration and develop this approach in line with relevant laws, regulations and regulations.

Article 2

This approach refers to public transport in urban areas established by the Government of the urban population, using public transport vehicles, such as buses, electric vehicles, orbital transport and related accompanying facilities to provide services to the public in society in accordance with established lines, time, slots, tickets and shops.

Article 3. Public transport in cities is a public good cause and should be guided by the principles of government ownership, integrated planning, active support, accessibility, safety and well-being and green development.

Public greening.

Article IV. Governments of the urban population should prioritize the development of urban public transport in national economic and social development planning, organize transport, finance, tax, public safety, planning, housing and rural-urban construction, land-based resources in the areas of planning, financial inputs, fiscal tax policy, facilities construction, equipment upgrading, road safety, and build mobile exit systems that are dominated by urban public transport, and promote the upgrading of urban infrastructure and integrated management. The Government of the urban people should fully play a leading role in the development of public transport in urban areas, attract and encourage social funding to participate in urban public transport infrastructure construction, guide the operation and affordability of urban public transport enterprises, promote the application of new technologies, new equipment, implement industrial operating norms, service standards.

Article 5 Governments of the urban population should be integrated in the construction of ground transport systems such as rapid public vehicles, based on the actual development of cities, which are subject to the need for integrated construction of public vehicular (electronic) vehicles, with conditionality in mega-cities, in order to promote orbital transport systems, and in order to increase the level of public transport security in cities, operating speed, coverage and quasiphony rates. The centre's basic urban area is covered by 500 metres of public transport sites in the urban area, with the proportion of public transportation reaching more than 60 per cent.

The Government of the urban people should take steps to lead the public to choose the means of public transport.

Article 6. The Government of the urban people is the subject of responsibility for the development of public transport in cities.

The provincial Government's transport authorities and their associated road transport authorities are responsible for guiding the management of public transport throughout the province.

The Urban People's Government's Transport Authority and its associated road transport administration (including the separate urban public transport management body, under the same heading) are responsible for the development and monitoring of the management of public transport in the current administrative region. In line with the division of responsibilities, other relevant sectors are working together on public transport in cities.

Chapter II Planning and construction

Article 7. The Government of the Provincial People should mainstream priority in the development of public transport in urban areas into integrated transport development planning across the province. The Urban People's Government's transport authorities should prepare urban public transport planning based on urban overall urban planning, planning, public safety, land resources, environmental protection, with the approval of the Government of the current people, posting provincial transport authorities and making them public. Urban public transport planning should include the development goals and strategies of public transport in urban areas, the proportion and scale of transport modes, facilities and routeb offices, vehicle configurations, information-making, environmental protection, facilities-use security. Urban public transport planning should be widely consulted.

Article 8

Article 9. Public transport facilities in cities identified in urban public transport planning are in line with the Rotary List and should be made available in a manner that is allocated.

To ensure that urban public transport facilities are functional and scaled up, they encourage integrated use of urban public transport facilities to increase land-use efficiency. The benefits of the integrated development of urban public transport facilities are used for urban public transport infrastructure construction and repair of operating losses.

Any unit or person shall not illegally occupy the place of public transport facilities in urban areas.

Article 10. Governments of the urban population should arrange appropriate funding from fees and benefits such as public utilities, municipal utilities, land concessions, rental vehicle operation rights, and establish specific funds for public transport development in cities to ensure that urban public transport investments increase on a year-by-year basis, with priority being given to the acquisition, updating of integrated transport hubs, large-scale public transport, passenger stations and vehicles. Urban public transport management funds are included in the current financial budget.

Urban public transport development enjoys the following preferential policies:

(i) Remove the acquisition of taxes on vehicles acquired by new public transport enterprises in cities;

(ii) Reduce, by law, the tax on vehicle vessels for public transport vehicles in urban areas;

(iii) Removal of land-use taxes from urban public transport stations according to national provisions;

(iv) A preference for electricity for urban orbital transport operators and new energy transport vehicles;

(v) Implementation of national fuel price subsidies policies;

(vi) Other preferential policies developed by States and provinces.

Article 11. In the context of the development of new urban areas, the rehabilitation of the old city and the construction of air ports, railway passenger stations, water transport terminals, road passenger stations, orbital traffic, residential areas, commercial zones, etc., the Government of the urban people should organize the sector's transport impact evaluation of urban construction projects and build appropriate urban public transport facilities in line with national standards, as well as synchronization planning, synchronization design, synchronization and delivery.

Article 12. The establishment of a public vehicle and a ITU should be in line with national technical norms to meet the needs of the public.

Areas in line with the conditions should be established to build a parallel motor vehicle, non-moile car parking lot, to achieve the efficient interface between public transport and rail, roads, waterways, civil aviation and other integrated transport methods.

Article 13 encourages and directs urban public transport enterprises to establish a mini-cycle line for large communities, schools, industrial parks, to increase access to roads and transport routes, to collect sporadic passenger flows and to retransfer to the nearest regional public transport hubs or to the urban gateway, to reduce the distances and facilitate the movement of people.

Article 14. The Government of the urban population should ensure the priority of urban public transport, in accordance with the technical conditions of urban roads, transport flows, structure, noise and wind control.

Article 15. The Government of the urban population should promote the application of information technology in the areas of public transport management, service regulation and industry management in urban areas, the development of public access to information services systems, vehicle operation control management systems, safety control systems and emergency management systems, and the promotion of the right to development.

The Government of the urban population should improve the construction of the urban public transport mobility system, promote universal access to urban public transport “Ikato”, and gradually achieve inter-regional interconnections.

Article 16 Governments should vigorously develop urban public transport systems that are low-carbon, efficient and large-scale, support and encourage urban public transport enterprises to phase out old vehicles that do not meet emission standards in a timely manner, to prioritize the use of new energy, hybrid passenger vehicles and to increase their use in urban public transport vehicles, to use clean energy, advanced new technologies, to establish vehicle fuel-efficient nuclear mechanisms and to reduce emissions of pollutants.

Article 17 Government investment-building urban public transport facilities should determine day-to-day management units by solicitation or by designation. Urban public transport facilities constructed by social investment are managed on a daily basis by investors or by their clients.

Urban public transport facilities that are in use should be maintained in a good, integrated and clean manner and should not be stopped or converted to him.

No unit or individual may destroy or unauthorized movement, closure and dismantling urban public transport facilities. There is a need for occupancy, movement, removal of urban public transport facilities, and advice from road transport management authorities should be sought, as well as recovery, construction or compensation in accordance with the relevant provisions.

Chapter III Operational access and management

Article 19

(i) Good bank trust and corresponding debt-servicing capacity;

(ii) Operating funds consistent with the provisions;

(iii) Sound management systems such as operating services, safe production, emergency disposal;

(iv) Operational programmes to meet the operational requirements of the route, public transport vehicles, parking sites and accompanying facilities;

(v) Drivers and managers adapting to operating operations;

(vi) Other conditions set forth in laws, regulations and regulations.

Article 20

(i) In line with national, provincial technical standards and safety, environmental protection requirements for urban public transport vehicles;

(ii) The nature of the use is recognized by a mobile vehicle registration by public security authorities;

(iii) Technically sound and well-developed facilities.

Article 21 Drivers from urban public transport enterprises should have the following conditions:

(i) The possession of public transport vehicles for more than one year;

(ii) Physical health without occupational ban;

(iii) Not more than three years of accidental record of transport responsibility;

(iv) The regulation of urban public transport operation services, vehicle maintenance and safety emergency knowledge assessment through road transport management authorities or accredited urban public transport enterprises.

Article 2

Article 23 should be used by road transport authorities to award the right to operate urban public transport routes in a manner consistent with article 19, article 20, article 21, and to operate contracts with their urban public transport routes. In the absence of a suitability for tendering or for tendering, road transport management may determine the operational power of urban public transport routes in a direct manner.

Urban public transport routes operating contracts should contain a number of routes, moves, slots, terminal cars ( vessel) hours, quantity, tickets, tickets, service quality commitments, safety and security measures, default responsibilities.

The transfer or transfer of urban public transport routes, including through contracting, walling, is prohibited.

Article 24 states that urban public transport enterprises need to change the route to, point, time or reduce the course of operation, and should be given a social notice on 10 days before the date on which the road transport management agrees.

As a result of special circumstances such as municipal construction, large public service activities require temporary change routes, time, slots, public security authorities should inform the road transport management authorities by 7 years. Urban public transport enterprises are organized by road transport management agencies to publicize their social announcements three days ahead.

Article 25, without the approval of the road transport administration, urban public transport enterprises shall not be allowed to suspend and terminate the operation of urban public transport routes.

After the approval of the moratorium and the cessation of the operation of the urban public transport routes, urban public transport enterprises should be declared to society by 30 days before the date of suspension and termination.

When urban public transport enterprises are unable to operate properly for reasons such as insolvency, disbandment and removal of the right to operate, road transport management agencies should take timely measures to ensure continuity in urban public transport services.

Article 26 Periods of operation of the urban public transport line are determined by the Government of the urban people and are generally 4-8 years.

The duration of the operation of the urban public transport routes will require the continuation of the operation, and the contract shall be negotiated with the road transport administration prior to the expiration of three months. The road transport management body shall make a decision on whether to proceed in accordance with the conditions of operation, the quality of services, the credibility of the examination.

Article 27 introduces government pricing for public transport in urban areas, which is determined by the price authorities in conjunction with the same level of finance, transport authorities in accordance with the operational costs, and adjusted in accordance with operational cost changes, urban consumer price indices and income growth of the population.

The development of public transport tickets in cities should fully reflect the characteristics of the public good of society, facilitate the optimization of urban transport structures and lead the public to choose urban public transport.

The Government of the urban population should grant subsidies under article 28 on the practical application of tickets for public transport in urban areas, which is less than operational costs.

For urban public transport enterprises to implement government directives, they should pay compensation or subsidies to the urban people for reasons such as technological upgrading, energy efficiency, and the operation of remote routes. Reimbursement or subsidies are included in the current financial budget.

Transport authorities should conduct regular audit and performance evaluation of the costs, costs and costs of public transport enterprises in urban areas, with the financial, price, audit and other relevant sectors, with the conclusion that they serve as a basis for the Government of the urban population to compensate or subsidize public transport enterprises in urban areas.

Chapter IV Operational services and security

Article 29 should establish urban public transport services norms and travel rules.

Urban public transport enterprises should scientifically develop road safety plans, rationalize movement control and reduce waiting hours for passengers; maintain daily maintenance of operating equipment and update urban public transport vehicles consistent with environmental protection standards in a timely manner.

Article 31: Urban public transport enterprises shall operate according to urban public transport routes and shall comply with the following provisions:

(i) Implement the operation of vehicle inspection, maintenance and maintenance systems to ensure safe operation;

(ii) Implementing urban public transport services norms, building civilized windows and ensuring the quality of services;

(iii) Execution of tickets approved by the urban price authorities in accordance with the law and implementation of the policy of relief adopted by States and provinces;

(iv) Develop and implement training, management systems for practitioners;

(v) To receive the supervision of the passengers and to receive complaints from the passengers.

Article 31 Operational vehicles for public transport enterprises in cities should be in compliance with the following requirements:

(i) Harmonization of vehicles, in line with the relevant health standards, services and security facilities, emergency response devices;

(ii) The designation of enterprise name, route number, direction of route, operating price standards; and (iii) the location of the provision of instructions and complaint reports;

(iv) No sale of ticket vehicles with cash boxes, voices and electronic poster facilities, and the use of the vehicle test card facility in the IC card currency;

(v) The installation of vehicle dynamic monitoring equipment and regular use.

Article 32 states that:

(i) Harmony and civilization;

(ii) Provision of effective tickets in accordance with approved fees;

(iii) Implementation of the provisions relating to preferential or free passenger vehicles;

(iv) The right timely presentation of the name of the bus route, the direction and the name of the station, indicating security concerns and providing possible assistance for old, young, sick, maimed and pregnant passengers;

(v) In accordance with the approved operating routes, vehicle crossings, time trucks and operations, no stoppages, rushs, trajectorys, and inconclusive pathways shall be allowed to travel passengers and transit routes outside the site;

(vi) Carrying the relevant documents as required;

(vii) A reasonable movement control and the timely evacuation of passengers;

(viii) To adhere to other service norms in urban public transport.

Article 13. Urban public transport enterprises should strengthen the employment management of public transport vehicles drivers, death and equal responsibility for road traffic accidents, the lapse of transportation into the twelve-month period, as well as the driving of alcohol, over 50 per cent, or the recruitment of contracts by law for more than three ultra vires in 12 months.

Article 34 passengers have the right to secure and accessible services. The passengers may reject the cost of cars without charge of the approved ticket price, without the provision of valid ballots.

The passengers should comply with urban public transport rules, refer to civilization, subject to regulations, purchase orders; refrain from carrying dangerous goods such as fuel, suffrage, toxic or hazardous to the safety, health of others, from carrying out a futile vehicle, and from dietary, smoking, begging and other actions that may affect the normal operation of vehicles, passenger safety and passenger order.

In the event of failures in the operation of urban public transport vehicles, the urban public transport enterprises or their drivers should arrange passenger movement to follow-up vehicles along the lines, and the route follow-up vehicle will not be allowed to switch and repeat charges.

Article XVI should strengthen the leadership of urban public transport security management, and urge the relevant sectors to fulfil their urban public transport safety oversight responsibilities under the law and to coordinate and address critical issues in the management of safety monitoring in a timely manner.

Article 37 Governments of the urban population should strengthen the education of safe vehicles and safe emergency response knowledge, and promote public transport safety emergency response knowledge in cities.

Article 338 public transport enterprises in cities should implement the primary responsibility for safe production, establish, maintain a safe and safe production management system, develop and organize emergency preparedness cases, guarantee security financing, establish the necessary security management, provide dedicated security managers, strengthen the regulation of the safety dynamics of public transport operations in cities, conduct safety inspections and timely elimination of accidents.

Urban public transport enterprises should set up safety alert signs, safe evacuations and maintain safety emergency facilities, such as firefighting, safety smaching, and road blocks.

Article 39 Governments' transport authorities should prepare urban public transport emergency preparedness cases with the relevant sectors, with the approval of the Government.

Urban public transport enterprises should develop emergency scenarios for this business in accordance with urban public transport emergency response scenarios, organize a dedicated and functional security emergency response and conduct regular exercises.

The Government of the urban population should initiate emergency prestigation and take emergency response measures, following the incident of public transport in urban areas.

In situations such as disaster relief, sudden-onset incidents and major activities, urban public transport enterprises should be subject to the unity and command of the urban people.

Chapter V Oversight of inspections

Article 40 states that the Government should establish a performance evaluation system for urban public transport development, incorporating the level of urban public transport development into the annual target appraisal system of the urban people.

The top-level people's Government should evaluate performance, such as policy measures, subsidies, compensation and management for the priority development of public transport in urban areas, and the results of the evaluation are included in the annual objective appraisal.

Article 42 Transport authorities and their road transport authorities should enhance the supervision of public transport in cities.

The law enforcement officers of the transport authorities and their road transport management authorities should comply with the regulatory norms of transport administration law enforcement, which can inform and replicate relevant information to urban public transport enterprises or practitioners. Commercial secrets and personal privacy should be confidential.

The supervisory inspection units and individuals should be subject to oversight under the law, such as the provision of information.

Article 43 thirteenth should establish and regularly organize the implementation of the quality of urban public transport business services, which will serve as an important basis for measuring the operation of urban public transport enterprises, granting government subsidies, access and exit, and publicizing society.

The forty-fourth road transport management and urban public transport enterprises should establish a complaints acceptance system, open reporting and complaints telephones, newsletter addresses, e-mails and social oversight.

Urban public transport enterprises should respond within 15 days of receipt of passenger complaints. Unsatisfaction or an objection to the response, the passengers may lodge a complaint to the road transport management body, which shall respond within 15 days of receipt of the passenger complaint.

Chapter VI Legal responsibility

Article 42 Urban public transport practitioners do not operate on a front-line basis, staying, rushing, transiting, violating the provisions, warnings by the urban Government's transport authorities and fines up to $50 million.

Article 46, in violation of this approach, provides that one of the following acts is being changed by the urban people's Government's transport authorities for a period of time, with a fine of up to €50 million:

(i) The employment of public transport enterprises in urban areas who do not meet the prescribed conditions for the operation of public transport in urban areas;

(ii) The use by urban public transport enterprises of vehicles that are not in accordance with prescribed conditions for the operation of public transport in cities;

(iii) Urban public transport enterprises do not implement urban public transport services norms;

(iv) Urban public transport enterprises have been able to adapt their routes, sites, first cars and weekends and routes.

Article 47 undermines urban public transport facilities or the accompanying services facility, which is fined by the Ministry of Transport of the People's Government of the city for more than 500,000 dollars; causes losses and assumes liability under the law.

Removal, closure, removal of urban public transport facilities or misappropriation of him by the urban people's transport authorities are correct, unprocessarily corrected, with a fine of more than 30,000 dollars, resulting in loss and liability under the law.

In violation of this approach, article 48 provides that one of the following acts is converted by the Government of the Urban People's Government's transport authorities for a period of time and is not reformulated, with a fine of more than 30,000 dollars.

(i) The transfer of public transport enterprises in urban areas or the operation of urban public transport routes, including through contracting, walling;

(ii) Urban public transport enterprises are not authorized to do so, to do so or to stop the route;

(iii) The right to operate in urban public transport routes is not obtained.

In violation of this approach, article 49 national staff members have given administrative treatment under the law in the exercise of public transport management, abuse of authority, provocative fraud, and criminal responsibility under the law.

Chapter VII

Article 50 Urban orbital transport management approaches are further developed.

The management reference for urban crossings for public transport is implemented.

Article 50 of public transport transcends urban operations and is jointly agreed upon by the relevant urban people's governments to operate and manage models.

Article 52 is implemented effective 1 April 2014.