Mumbai’s iconic public bus network, BEST, is undergoing a strategic transformation. The transport utility is steadily reshaping its operations to serve as a feeder system to the city’s expanding Metro and suburban railway network.
While authorities argue this shift is essential for speed, efficiency, and sustainability, long-time commuters are expressing growing dissatisfaction over the shrinking availability of direct, long-distance bus routes that once defined BEST’s connectivity promise. In an urban landscape where rapid transit systems like the Metro are gaining dominance, BEST’s move towards shorter, more frequent routes is part of a broader route rationalisation initiative aimed at improving last-mile connectivity. The overhaul, however, has disrupted travel patterns for thousands of daily commuters who previously relied on the convenience and affordability of longer bus journeys across the city.
According to officials from the Brihanmumbai Electric Supply and Transport (BEST) undertaking, the aim is to align bus services with the commuting demands of a modernised transport ecosystem. The utility’s approach is to enhance bus availability outside major Metro stations and railway hubs, enabling smoother intermodal travel for shorter distances. Officials argue that the decision is both data-driven and environmentally sustainable. “We no longer want passengers stuck in congested traffic for hours. Our target is to ensure each trip is under 40 minutes,” said a senior BEST planner. “There’s no logic in running a bus from Borivali to Nariman Point when the same journey can be completed faster using the Metro or local trains.”
From the authority’s standpoint, trimming longer routes is a step towards cutting fuel use, reducing emissions, and deploying the limited fleet more efficiently. The new focus is on reducing average wait times to around 10–15 minutes while phasing out underperforming routes where buses ply nearly empty. However, for many in the working population, especially those in areas with limited rail access, the change has introduced financial and logistical strain. Several previously high-demand routes such as the 524 (Borivali to Vashi) and A-25 (Backbay depot to Kurla) have been curtailed or discontinued altogether, forcing commuters to switch between two or more services or rely on pricier alternatives like autos or app-based transport services.
Commuter advocacy groups argue that these decisions are being made without sufficient field consultation or public engagement. “This transition assumes everyone has access to the Metro or local trains, which is not true for many pockets in the city,” said a transport analyst from a civic group. “In pruning services, BEST risks alienating its core user base — low- and middle-income passengers who depend on it for affordable city-wide travel.” Activists have further highlighted the absence of mini-buses on narrower roads, which once served inner-city lanes where larger vehicles struggle. Their removal has widened mobility gaps, especially in older suburbs and lower-income neighbourhoods. Several citizens’ groups are now demanding a rollback of key route cuts and are calling for passenger surveys before further service discontinuations.
In response, BEST management maintains that the organisation’s choices are rooted in rider data analytics and evolving travel behaviours. “We are not seeking profit but better reach,” an official said. “We are seeing areas with no ridership still consuming resources, while other locations face shortages. This isn’t sustainable.” A recent collaboration between BEST and Google is also part of the shift to a more integrated, tech-driven mobility model. Through Google Maps, commuters can now plan multimodal trips based on real-time traffic conditions and transit options, combining buses with trains or Metro routes for optimal journey planning.
Despite these technological upgrades, the city’s mobility ecosystem is at a crossroads. While integrating with the Metro aligns with the long-term goal of building a low-emissions, multi-modal, and sustainable transport network, the absence of equitable access to all corners of the city risks leaving some behind. Experts warn that the ongoing rationalisation, if not carefully moderated, could further push the urban poor toward more expensive or unsafe alternatives. “Transport reform must not become an exclusionary tool. Affordability and accessibility must remain central to BEST’s public mandate,” said an urban policy expert.
With the Metro footprint expanding rapidly, BEST’s evolving strategy marks a decisive pivot from traditional trunk route operations to nodal connectivity. Whether this shift delivers tangible improvements in travel experience or deepens existing transport inequalities remains to be seen. As Mumbai aspires to become a greener and smarter city, public transport remains its backbone. The success of this transition will depend not just on data and technology, but on public dialogue, transparency, and inclusive mobility planning.
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