India has a vast bus network, yet last-mile connectivity remains a major challenge, particularly in crowded areas where traditional buses struggle to operate. This issue is further hindered by inconsistent service standards, limited comfort, and reliability concerns.
In many Indian cities, bus connectivity has failed to adequately serve daily commuters, especially for shorter travel distances. This challenge stems from multiple factors, including poor route planning, limited integration with other transport modes, and inadequate bus infrastructure. Additionally, the preference for large buses on trunk routes has left densely populated neighborhoods underserved.
A recent study conducted by the International Council on Clean Transportation (ICCT) found that 60 percent of daily journeys in Delhi are under four kilometers, yet many neighborhoods lack convenient access to public buses.
State of Bus Connectivity and Accessibility Across Major Cities
India’s major cities—Delhi, Mumbai, Bangalore, and others—have extensive bus networks, but accessibility varies significantly. While Bangalore boasts a 43 percent bus modal share, cities like Surat have as little as 3 percent. In Delhi, 31 percent of urban neighborhoods lack a bus stop within 500 meters, making short-distance travel inconvenient.
Delhi’s neighborhood public transit services face significant gaps. A study titled "Neighborhood public transit services: Situational analysis of bus-based public transport supply in Delhi," using Geographic Information System (GIS) data, ward-level statistics, and route details from the Delhi Transport Corporation (DTC) and Delhi Integrated Multi-Modal Transit System(DIMTS), found that 31 percent of Delhi’s urban neighborhoods lack a bus stop within 500 meters, the standard for walkable access under India's Transit-Oriented Development policy(TOD).
Despite Delhi’s extensive public transport network, many dense neighborhoods remain inaccessible, particularly where traditional 12-meter buses struggle to operate due to narrow streets. Government data highlights that 60 percent of daily trips in Delhi are under four kilometers, and 80 percent are under six kilometers, yet the bus fleet is mainly designed for trunk routes, leaving smaller, congested areas underserved. Neighborhoods such as Devli, Jaitpur, Sangam Vihar, Mustafabad, Ghonda, Sainik Enclave, Hari Nagar Extension, and Prem Nagar experience the most severe coverage gaps, with no buildings within 500 meters of a bus stop.
Mumbai has a well-established bus network operated by Brihanmumbai Electric Supply and Transport, covering more than 3,500 buses and 500 routes. However, challenges include traffic congestion, inconsistent frequency, and overcrowding. The city has been experimenting with electric buses to improve sustainability and reduce pollution.
Ahmedabad is known for its Bus Rapid Transit System, which has significantly improved urban mobility. The Janmarg BRTS covers 118 kilometers and serves 139 stations, making it one of India’s most efficient bus networks. However, connectivity in peripheral areas remains a challenge.
Surat also has a Bus Rapid Transit System, covering 114 kilometers with 148 stations. Despite this, the bus modal share is only 3 percent, indicating that many commuters still rely on private transport.
Pune’s Rainbow Bus Rapid Transit System spans 61 kilometers with 102 stations, but route optimization and integration with other transport modes remain areas for improvement.
Hyderabad has a proposed Bus Rapid Transit System covering 39 kilometers, but implementation has been slow. The city relies heavily on RTC buses, which face challenges such as traffic congestion and inconsistent service quality.
Chennai has a planned Bus Rapid Transit System spanning 70.3 kilometers, aiming to improve urban mobility. Currently, the Metropolitan Transport Corporation operates buses, but route inefficiencies and overcrowding remain key concerns.
Is the lack of buses the reason for failed connectivity?
Yes, the shortage of buses is a significant factor contributing to poor connectivity in India. Studies indicate that the country requires around 30 lakh buses to meet public transport demands, yet the number of state-run buses has declined to 1.47 lakh as of 2021-22.
As of 2025, the number of state-run buses has dropped from 1.52 lakh in 2018-19 to approximately 1.47 lakh in 2021-22, with revenue losses increasing by 68 percent, reaching ₹30,192 crore.
This shortage leads to overcrowding, long wait times, and inadequate coverage, particularly in rural areas and densely populated urban neighborhoods. In many urban areas, where bus stops are located hundreds of meters away, the lack of sufficient buses further worsens accessibility issues.
Additionally, the focus on large buses for trunk routes has left smaller, congested areas underserved, further limiting last-mile connectivity. While initiatives like the PM-eBus Sewa Scheme aim to introduce 10,000 electric buses, addressing the scale of the problem requires more extensive fleet expansion and better route optimization.
The shortage of buses remains a critical challenge, with estimates suggesting India needs approximately 30 lakh buses to meet demand. Efforts to introduce electric buses continue, but infrastructure limitations, including depot availability and charging facilities, have slowed implementation.
Is the lack of funding the reason?
Financial constraints remain a major obstacle to improving bus connectivity in India. State Transport Units are facing significant revenue losses, which have surged by 68 percent to ₹30,192 crore, limiting their ability to expand and modernize fleets.
A study suggests that India's 100 major cities require 1,50,000 new buses and infrastructure upgrades, demanding ₹15.4 billion. However, state transport corporations struggle with budget shortfalls, slowing procurement and service improvements.
To address this gap, the PM-eBus Sewa Scheme proposes ₹57,613 crore in funding, with ₹20,000 crore from central subsidies. However, states and urban local bodies must bridge the remaining financial gap, making large-scale fleet expansion difficult. The scheme aims to introduce 10,000 electric buses across 169 cities, particularly those with populations exceeding 3 lakh, to improve urban mobility. While this initiative marks progress, it still falls short of the estimated 30 lakh buses needed to meet overall demand.
Beyond funding shortages, inefficiencies in procurement—including low-cost bidding and anti-competitive practices—further hinder fleet expansion and service reliability. Smaller operators struggle to compete, leading to service inconsistencies.
Infrastructure limitations also play a role, as bus depots, charging stations, and maintenance facilities remain inadequate for large-scale fleet expansion. Even newly procured buses risk operational inefficiencies without proper support systems.
Addressing these challenges requires greater financial commitments, improved regulatory oversight, and long-term policy reforms to ensure seamless public transport accessibility. While schemes like PM-eBus Sewa provide a foundation, bolder investment strategies and stronger local coordination are needed to bridge the gap between demand and available resources.
Conclusion
Intercity bus travel remains the backbone of transportation in India, accounting for nearly 90 percent of all journeys. However, rural areas continue to face challenges such as infrequent services, poor road conditions, and outdated fleets, making travel unreliable. While private operators dominate intercity routes, State Road Transport Corporations handle regional connectivity. Despite the vast network, last-mile connectivity remains a significant issue, particularly in densely populated urban areas where traditional buses struggle to operate due to narrow roads and congestion. Many commuters find it difficult to reach bus stops because of poor pedestrian infrastructure, a lack of feeder services, and heavy traffic.
India’s bus network serves millions of commuters daily, with figures varying by region. In Delhi alone, the Delhi Transport Corporation transports approximately 3.5 million passengers daily, while across major cities, state-run buses collectively carry over 70 million people each day.
However, persistent shortages in the bus fleet and gaps in connectivity have forced many commuters to rely on private transport, metro systems, and shared mobility options. This shift is further impacted by rising metro fares, making affordable public transport increasingly inaccessible for lower-income travelers. Addressing these issues requires better route optimization, fleet expansion, and improved integration between different modes of transport to ensure seamless connectivity across urban and rural areas. While metro projects receive heavy funding, bus networks often remain underfunded, despite serving a larger commuter base. This imbalance leads to accessibility gaps, especially in lower-income areas.
Additionally, many buses still run on diesel, contributing to urban air pollution. While electric buses are being introduced, infrastructure limitations such as charging stations and depot availability slow their adoption. Ensuring a smooth transition to cleaner transport requires stronger policy initiatives, adequate funding, and better urban planning to support a more sustainable and inclusive mobility system.
Without urgent reforms, India risks deepening mobility inequities. Investing in sustainable transit solutions isn't just about connectivity—it’s about ensuring access, affordability, and inclusivity for millions of commuters.
References:
https://www.downtoearth.org.
60% of Delhi Journeys Under 4 km, Yet Adequate Last-Mile Bus Service Missing: ICCT Study | Autocar Professional
60% trips in Delhi under 4 km, No buses to serve first mile: ICCT
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