Mumbai’s already-stressed public transport system is set to face further disruption as the city’s primary bus operator, the Brihanmumbai Electric Supply and Transport (BEST), begins a significant scrapping drive this month.
A total of 170 full-sized buses procured under the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) are scheduled to be phased out in May, bringing the fleet size to below 2,700 buses—the lowest in recent years. According to senior officials within the undertaking, this move will result in the withdrawal of nearly 80% of full-sized buses that BEST currently owns. The few remaining such buses will be decommissioned by September or October, leaving just one in service for the next two years, symbolising the end of an era for the once-expansive in-house fleet.
While the phasing out is in line with vehicle life-cycle norms and ageing infrastructure, concerns over inadequate replacement measures have sparked criticism from commuter rights groups and urban mobility experts. The slow pace of electric bus deployment—expected to serve as a sustainable and long-term alternative—has only amplified the crisis. Currently, BEST operates a total fleet of approximately 2,800 buses. Of these, only around 750 are owned by the undertaking itself, while the rest operate under wet lease agreements with private contractors. Despite signing multiple contracts for fleet expansion—including 2,100 electric buses and another 2,400 from private operators—the full-scale induction of these vehicles onto Mumbai’s roads remains pending. A separate contract for 250 electric buses signed last year also awaits execution, with officials citing logistical delays and supply bottlenecks.
Public discontent has been brewing over the sharp dip in service frequency and increased waiting times at bus stops. Citizens participating in recent public consultations held by civic advocacy platforms have voiced frustration over the deteriorating reliability of bus services. Waiting times, which were around 10 to 20 minutes pre-pandemic, have now doubled to 30 to 40 minutes on many routes, affecting lakhs of daily commuters who depend on BEST services for last-mile connectivity. Experts have flagged the growing dependence on wet-leased buses as a root cause of inconsistency in service quality. These buses, though helping meet short-term demand, have been associated with operational issues including frequent breakdowns, occasional fires, and flash strikes by drivers employed by private firms. Unlike staff operating BEST-owned buses, these drivers are not under direct administrative control, complicating service management and accountability.
Transport policy specialists have reiterated the need for faster induction of electric buses—not just as replacements for ageing diesel vehicles but also to fulfil the city’s broader goals of carbon neutrality and clean mobility. As Mumbai attempts to transition into a zero-emission transport future, experts argue that delays in sustainable fleet augmentation could have long-term socio-environmental repercussions. Urban development observers have also urged the Mumbai Metropolitan Region Development Authority (MMRDA) and Brihanmumbai Municipal Corporation (BMC) to support BEST in implementing dedicated bus priority lanes, which could help optimise the use of a smaller fleet by reducing travel times and increasing trip frequency. Bus enthusiasts and heritage conservationists have lamented the shrinking number of double-decker buses in the city, recalling a time when over a hundred such vehicles were operational. Today, that number stands at just fifty.
Commuters have expressed concern not only over the shrinking fleet but also the lack of communication and transparency around public transport planning. Many have called on BEST to invest more in its own fleet instead of heavily relying on outsourcing arrangements, which, they argue, undermine both service quality and institutional accountability. The current crisis offers a critical lens into the city’s urban transport vulnerabilities. Mumbai, a city of over 20 million, relies heavily on public transport for daily commutes, with buses playing an essential role alongside local trains and emerging metro corridors. Any disruption in bus services—whether due to policy inaction, procurement delays, or poor fleet management—cascades into widespread commuter hardship, particularly for those living in underserved or peripheral areas.
In a city striving for equitable and sustainable urban growth, a robust and reliable bus network is indispensable. While the transition to electric mobility is necessary and commendable, it must not come at the cost of present-day accessibility. Public transport systems are not just mobility enablers—they are the backbone of inclusive urban development. As Mumbai navigates this challenging phase, the call for stronger institutional leadership, efficient execution of bus contracts, and commuter-centric planning grows louder. The city’s future as a livable, low-carbon metropolis depends not only on long-term policy vision but also on the everyday experience of its citizens—one bus ride at a time.
BEST to remove 170 more buses In May 2025
