How the humble red bus became Mumbai’s soul
As BEST's motor buses turn 100 this July, urban historian Dr Mrunmayee Satam charts a century of sweat, steel and civic pride, and asks what the next hundred years demands of usThe story begins before the bus itself. On June 27, 1905, the Bombay Electric Supply and Tramways Company was established to supply electricity and operate tram services. In no time, it became a model enterprise: efficient, reliable, and remarkably affordable, with fares subsidised by electricity revenues. Transport and energy, thus, came to be tied into a civic vision that prioritised accessibility. However, by the early 20th century, tramways revealed their limits. Fixed routes and dependence on tracks constrained a growing city. From 1913 onwards, a debate unfolded: trolley buses or motor buses? Though concerns about cost and safety persisted, the advantages of motor buses proved decisive. They could move freely, adapt routes, and reach narrow roads. Flexibility became central to modern urban transport.
Contemporary voices reflected this shift — while some critics, frustrated by congestion, dismissed trams as slow and obstructive, others cautioned that faster-moving motor traffic might introduce new dangers on the roads.
1926 and the city boards
On February 10, 1926, the decision was made, and on July 15, Mumbai saw its first motor bus service. Beginning with a fleet of 24 buses on three routes — from Colaba's Afghan Church to Crawford Market, Opera Tram Terminus to Lalbaug and Dadar Tram Terminus to King's Circle — the experiment was an immediate success. Frequent service, clean interiors, and affordable fares drew commuters in large numbers — about 6,00,000 passengers in the first year, rising sharply by 1927.
Double-deck dreams
Innovation marked those early decades. The city saw India's first diesel bus, the introduction of double-deckers in 1937, and wider vehicles to increase carrying capacity. Fare concessions expanded access, while the "whole day ticket" anticipated modern demands. Administrative systems kept pace: the establishment of BEST house in 1936, a high-quality administrative office, fully air-conditioned, reflected organisational sophistication. This was matched by operational discipline, with buses disinfected daily, and run with notable regularity, all while maintaining affordable fares. Growth, however, brought pressure. The onset of World War II strained operations, as demand far outstripped supply, creating early tensions between commuters and the system. BEST responded with limited-stop services to improve efficiency.
A system goes public
A turning point came in 1947, when the Brihanmumbai Municipal Corporation took over, creating the BEST Undertaking — India's first municipal public enterprise managing transport and electricity. This coincided with rapid urban expansion. Mumbai's population surged, producing a distinct commuting pattern: a daily north-south flow. BEST adapted by reorganising routes, increasing capacity, and improving maintenance. By 1961, the fleet had crossed 1,000 buses, supported by an expanding depot network. Two decades later, in 1981, BEST buses were managing an impressive 42.95 lakh one-way passenger trips.
The human engine
Yet what truly distinguished BEST was its workforce. From the outset, the organisation cultivated a service-oriented culture. Incentives encouraged punctuality, while discussions on recruiting women conductors reflected early efforts towards a more inclusive workplace. Training emphasised both technical skill and conduct — clean buses, timely services, professionalism. As one retired conductor recalls, "We believed every passenger was our responsibility, from the moment they boarded till they stepped off." Initiatives like excursion services and flexible tickets reflected a sensitivity to the public's needs. And ventures such as luxury coaches and the "all-standee" concept demonstrated a willingness to experiment.
Cars and congestion
However, the pressures of a growing metropolis intensified. At the turn of the century, private vehicle ownership surged, while road space expanded only marginally. Congestion slowed buses drastically — in some areas to as little as 6 kilometres per hour.
Average daily ridership in 2007-2008 remained marginally below its 1981 peak of 42.95 lakh one way passenger trips. In fact, total annual ridership stood at 155.3 crore passengers, slightly lower than 156.77 crore recorded in 1980-81, before rising modestly to 159.86 crore in 2008-2009. This stagnation is striking when set against the city's demographic growth: the population within Mumbai city limits increased from about 82.4 lakhs in the early 1980s to around 1.2 crore by the 2001 census, and crossed 1.5 crore in the following decade.
Financial strain followed. Staff costs rose significantly, while fuel efficiency declined. Although accident rates remained under control, safety continued to be a concern. The staff-to-bus ratio also fell over time, raising questions about morale and working conditions.
Reinventing the ride
Now, as the BEST motor bus enters its second century, the focus has shifted to modernisation — electric buses, digital ticketing, and data-driven planning. These are essential. But the future of BEST lies as much in its culture as in its technology. Reviving training systems, investing in staff welfare, and reinforcing public service values are as crucial as upgrading fleets. This becomes particularly relevant as BEST now operates approximately 666 electric buses and plans to add 685 more. In a city grappling with congestion and pollution, strengthening systems like BEST is essential. A century ago, the motor bus was embraced for its flexibility, accessibility, and efficiency. Those promises still matter. The challenge is to renew them in a far more complex urban environment.
The red BEST bus remains a powerful symbol of a city in motion and a shared commitment to collective mobility. The question is not whether BEST can survive its next century, but whether Mumbai can afford a future without it.
The author is an urban historian and works as assistant professor of History at BITS Law School
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