 "Why the odds are stacked against DTC")
Recently, after a frustrating string of "nos" from autorickshaw drivers, I decided to take a Delhi Transport Corporation (DTC) bus. For my father and my friends, this was a rather shocking choice, one that was even deemed unsafe. A little less than a decade ago, this same mode of transport was considered safe and an accepted practice.
A large portion of this shift in perception of public transport in New Delhi came after the Delhi Metro increased its network in the city. Sections of the middle- and high-income households have found better, more comfortable modes of transport within the city.
As on date, DTC operates 4,344 buses - 1,275 air conditioned and 3,059 non-air conditioned - at 92 per cent capacity. Additionally, 1,400 cluster buses are operated under the Delhi Integrated Multi-Modal Transit System.
"The deficit has largely occurred because there are not enough cluster buses. DTC is close to completing its share of 5,500 buses," says DTC Managing Director Chokha Ram Garg.
DTC runs on the revenue it generates and government sanctions. It works on an average budget of Rs 2,000 crore, of which Rs 1,000 crore come from its own revenues. But unlike education or healthcare sanctions, DTC receives long-term loans from the Delhi government, which also increase its loss per kilometre, according to DTC spokesperson Ravinder Singh Minhas.
"Our fares are the lowest in the world and there has been no revision since 2009. Even though it is a public service, a lack of funds limits its opportunities for expansion," he says. Minhas cites DTC's objectives, as laid down in Section 22 of the Road Transport Corporation Act, 1950, which mandate it "to provide or secure or promote an efficient, economical, reliable and properly coordinated system of road transport in Union Territory of Delhi and any extended area. In doing so, it shall act on business principles".
"The 'business principle' aspect of this charter was never fully implemented," he says. This is clear from its average loss ratio - earning of Rs 36 per kilometre against an expenditure of Rs 50 - which has remained largely unchanged over the years.
Besides ticket sales, DTC earns revenue from advertising, which has gone down after the maintenance and upkeep of bus stop shelters were outsourced to Delhi Transport Infrastructure Development Corporation. "Our advertising revenues are now limited to uni-poles at depots. We are now contemplating bidding out boundary walls at depots to fully utilise sales from advertisements," says Minhas.
States such as Karnataka have successfully turned their bus terminals into commercial spaces, which are given out on rent. Land for several bus terminals in Bengaluru has been utilised to create offices, shops and even food courts, which not only add to the state transport corporation's revenue but also makes bus travel more attractive to commuters. Garg says this could be a model for Delhi to follow.
Beyond the bus
Almost all observers agree that there should be more buses on Delhi's roads. "Buses have to be given priority if this 'odd-even' gimmick has to work. But there seems no sign of new buses being rolled out anytime soon," says former chief minister Sheila Dikshit.
Though Gopal Rai, transport minister for Delhi, was unavailable for comment, DTC suggests that a lack of depot space prevents any rapid expansion of its fleet. There are currently 43 depots in Delhi and one in neighbouring Noida for DTC's buses, almost all of which are functioning at full capacity.
But Dinesh Mohan, distinguished professor, Shiv Nadar University and Volvo Chair Professor Emeritus (retired) at the Transportation Research & Injury Prevention Programme, points to another daunting task at hand for the DTC: buying buses in phases. "When the CNG rule was implemented, all the buses were converted in one go. Therefore, they are going out of service together. Instead of replenishing 10 per cent of the fleet every year, the system has to get a lot of buses suddenly and nothing for a few years after that. This is not a sustainable business practice."
There are two manufacturers which supply low-floor buses to DTC: Ashok Leyland and Tata Motors. According to Tata Motors, the last low-floor bus it supplied to DTC was in 2010.
The other major roadblock in DTC's daily operations is the high number of breakdowns. While it now has an annual maintenance contract which requires the manufacturer to maintain the buses for 12 years since the date of delivery, there continue to be nearly 400 breakdowns on Delhi roads every day.
The maintenance contract, according to Tata Motors, is "very unique". "States across the country maintain their own fleet, with the exception of Chandigarh, which is a successful public-private partnership. Other countries too have AMCs, however with variations in terms of the contract, for a win-win situation for all: the operator, manufacturer and end-customer," says a company spokesperson.
Tata Motors claims the turnaround time for buses that break down is two hours, and the breakdowns occur with such frequency because of the lack of a public infrastructure for buses to ply properly on Delhi roads. "With these buses being initially adopted and planned for Delhi's bus rapid transit (BRT) system, withdrawal of the system has resulted in increased tyre punctures, which is also considered to be a form of a breakdown," explains the spokesperson.
DTC has, in the past, tried several other public-private partnerships, including the "deadly" red- and blue-line buses, but has not been able to successfully leverage these in its favour. Even technological advancements, including GPS systems and CCTV cameras on buses for security, have been pilots that have remained just that. DTC was also mired in controversy over mismanagement of funds and the inflated rates at which the low-floor buses were bought in 2009-10, which was highlighted by the Comptroller & Auditor General.
Garg agrees with the idea of a BRT corridor and suggests that the only way forward to make Delhi residents take to buses is to create dedicated lanes for buses. He explains that the wear and tear of buses increases because of frequent braking amidst heavy traffic jams in the city.
"Additionally, for the routes that Delhi Metro operates on, there should be no need for DTC buses. Public transportation systems need to complement each other, not compete for passengers," he says. Today, 3.5 million commuters use buses in Delhi every day, while the Metro sees an average daily ridership of approximately 2.6 million.
Mohan adds that a mere increase in the number of buses will not make buses more attractive to commuters. "Pedestrians should be able to cross roads and this needs crossings at every 500 metres in the city," he says.
In this aspect, last-mile connectivity is another hurdle that prevents commuters from opting for public transport systems. To counter this, DTC is working towards a smart card that will allow commuters to travel in the Metro and a DTC bus with the same card, and an integrated passenger information system. So far, catching a bus on an unfamiliar route entails some guesswork and some help from fellow passengers.
But neither Dikshit nor DTC seems to have a straight solution to what would bring DTC back on the travel radar of an average Delhiite. "The Delhi government keeps talking about a shortage of funds, but I think there's just a lack of will to improve the state of affairs for DTC," says Dikshit.
While the right noises are being made, DTC is still some time away from catapulting itself as the preferred travel option for the residents of Delhi.
A large portion of this shift in perception of public transport in New Delhi came after the Delhi Metro increased its network in the city. Sections of the middle- and high-income households have found better, more comfortable modes of transport within the city.
As on date, DTC operates 4,344 buses - 1,275 air conditioned and 3,059 non-air conditioned - at 92 per cent capacity. Additionally, 1,400 cluster buses are operated under the Delhi Integrated Multi-Modal Transit System.
More From This Section
In 2010, it was felt by the Delhi government that the city needed 11,000 buses. Of this number, 5,500 were to be under the DTC and the rest under the cluster bus system. That ideal number, by DTC's own estimates, stands at 16,000 today. Delhi only has roughly 5,750 buses, provided both transport systems run on full capacity.
"The deficit has largely occurred because there are not enough cluster buses. DTC is close to completing its share of 5,500 buses," says DTC Managing Director Chokha Ram Garg.
DTC runs on the revenue it generates and government sanctions. It works on an average budget of Rs 2,000 crore, of which Rs 1,000 crore come from its own revenues. But unlike education or healthcare sanctions, DTC receives long-term loans from the Delhi government, which also increase its loss per kilometre, according to DTC spokesperson Ravinder Singh Minhas.
"Our fares are the lowest in the world and there has been no revision since 2009. Even though it is a public service, a lack of funds limits its opportunities for expansion," he says. Minhas cites DTC's objectives, as laid down in Section 22 of the Road Transport Corporation Act, 1950, which mandate it "to provide or secure or promote an efficient, economical, reliable and properly coordinated system of road transport in Union Territory of Delhi and any extended area. In doing so, it shall act on business principles".
"The 'business principle' aspect of this charter was never fully implemented," he says. This is clear from its average loss ratio - earning of Rs 36 per kilometre against an expenditure of Rs 50 - which has remained largely unchanged over the years.
Besides ticket sales, DTC earns revenue from advertising, which has gone down after the maintenance and upkeep of bus stop shelters were outsourced to Delhi Transport Infrastructure Development Corporation. "Our advertising revenues are now limited to uni-poles at depots. We are now contemplating bidding out boundary walls at depots to fully utilise sales from advertisements," says Minhas.
States such as Karnataka have successfully turned their bus terminals into commercial spaces, which are given out on rent. Land for several bus terminals in Bengaluru has been utilised to create offices, shops and even food courts, which not only add to the state transport corporation's revenue but also makes bus travel more attractive to commuters. Garg says this could be a model for Delhi to follow.
Beyond the bus
Almost all observers agree that there should be more buses on Delhi's roads. "Buses have to be given priority if this 'odd-even' gimmick has to work. But there seems no sign of new buses being rolled out anytime soon," says former chief minister Sheila Dikshit.
Though Gopal Rai, transport minister for Delhi, was unavailable for comment, DTC suggests that a lack of depot space prevents any rapid expansion of its fleet. There are currently 43 depots in Delhi and one in neighbouring Noida for DTC's buses, almost all of which are functioning at full capacity.
But Dinesh Mohan, distinguished professor, Shiv Nadar University and Volvo Chair Professor Emeritus (retired) at the Transportation Research & Injury Prevention Programme, points to another daunting task at hand for the DTC: buying buses in phases. "When the CNG rule was implemented, all the buses were converted in one go. Therefore, they are going out of service together. Instead of replenishing 10 per cent of the fleet every year, the system has to get a lot of buses suddenly and nothing for a few years after that. This is not a sustainable business practice."
There are two manufacturers which supply low-floor buses to DTC: Ashok Leyland and Tata Motors. According to Tata Motors, the last low-floor bus it supplied to DTC was in 2010.
The other major roadblock in DTC's daily operations is the high number of breakdowns. While it now has an annual maintenance contract which requires the manufacturer to maintain the buses for 12 years since the date of delivery, there continue to be nearly 400 breakdowns on Delhi roads every day.
The maintenance contract, according to Tata Motors, is "very unique". "States across the country maintain their own fleet, with the exception of Chandigarh, which is a successful public-private partnership. Other countries too have AMCs, however with variations in terms of the contract, for a win-win situation for all: the operator, manufacturer and end-customer," says a company spokesperson.
Tata Motors claims the turnaround time for buses that break down is two hours, and the breakdowns occur with such frequency because of the lack of a public infrastructure for buses to ply properly on Delhi roads. "With these buses being initially adopted and planned for Delhi's bus rapid transit (BRT) system, withdrawal of the system has resulted in increased tyre punctures, which is also considered to be a form of a breakdown," explains the spokesperson.
DTC has, in the past, tried several other public-private partnerships, including the "deadly" red- and blue-line buses, but has not been able to successfully leverage these in its favour. Even technological advancements, including GPS systems and CCTV cameras on buses for security, have been pilots that have remained just that. DTC was also mired in controversy over mismanagement of funds and the inflated rates at which the low-floor buses were bought in 2009-10, which was highlighted by the Comptroller & Auditor General.
Garg agrees with the idea of a BRT corridor and suggests that the only way forward to make Delhi residents take to buses is to create dedicated lanes for buses. He explains that the wear and tear of buses increases because of frequent braking amidst heavy traffic jams in the city.
"Additionally, for the routes that Delhi Metro operates on, there should be no need for DTC buses. Public transportation systems need to complement each other, not compete for passengers," he says. Today, 3.5 million commuters use buses in Delhi every day, while the Metro sees an average daily ridership of approximately 2.6 million.
Mohan adds that a mere increase in the number of buses will not make buses more attractive to commuters. "Pedestrians should be able to cross roads and this needs crossings at every 500 metres in the city," he says.
In this aspect, last-mile connectivity is another hurdle that prevents commuters from opting for public transport systems. To counter this, DTC is working towards a smart card that will allow commuters to travel in the Metro and a DTC bus with the same card, and an integrated passenger information system. So far, catching a bus on an unfamiliar route entails some guesswork and some help from fellow passengers.
But neither Dikshit nor DTC seems to have a straight solution to what would bring DTC back on the travel radar of an average Delhiite. "The Delhi government keeps talking about a shortage of funds, but I think there's just a lack of will to improve the state of affairs for DTC," says Dikshit.
While the right noises are being made, DTC is still some time away from catapulting itself as the preferred travel option for the residents of Delhi.