Deteriorating state of Assam’s public transport: A call for urgent reform

Asish Sarma

(asishsarma95@gmail.com)

Assam State Transport Corporation (ASTC) was once the backbone of the transportation network of Assam, flawlessly connecting remote areas with major cities within the state and beyond. Known for its affordability and public-centred services, ASTC was vital for citizens’ accessibility. However, despite numerous government initiatives aimed at revitalizing public transportation, ASTC continues to struggle. The corporation faces mounting losses, forcing it to offer voluntary retirements to its staff as a cost-saving measure. This discussion explores the challenges ASTC is facing and the urgent need for its revitalisation.

In the Guwahati metropolitan area, ASTC has introduced 256 electric and 100 CNG buses, adding a total of 356 vehicles to the city’s transport system. While this is a commendable step toward modernizing public transport and reducing environmental impact, poor maintenance is likely to become a serious issue. Within months, many buses have shown signs of neglect, such as damaged exteriors, broken windscreens, and malfunctioning air-conditioning units. The lack of oversight raises critical questions about accountability. Who is responsible for the poor maintenance of these buses, and why is staff negligence being overlooked? As the public, are we properly protecting and valuing these assets? Neglect and mismanagement have already caused many ASTC buses to be abandoned or left to deteriorate at stations across Assam, with several remaining out of service due to poor upkeep. A similar fate befell the pink Bhraman Sarathi buses launched in 2021, with their fleet shrinking from 25 to just four within a year due to low passenger demand. To avoid repeating these mistakes, the new electric and CNG buses must be managed with better planning, regular maintenance, and a focus on long-term sustainability.

According to government records, over 480 buses are currently non-operational. Moreover, the buses that are still running are not being maintained properly. Interestingly, the government claims to spend Rs. 200 crore annually on bus repairs and upkeep, citing the rising cost of spare parts as a major factor. This raises an important question: why are these buses failing one by one despite such a significant expenditure?

Another concerning issue is the deterioration of ASTC stations, which were once well-equipped and well-maintained, serving both urban centres and remote areas effectively. Now, the buses have been reduced, and only a few prominent offices remain operational. In many areas, they are in ruins—broken and abandoned. In some places, the stations are unrecognisable, as the buildings have been completely demolished. This is a harsh and unfortunate reality.

Looking back at the history of ASTC, the stark contrast between its current state and its performance during Late Anjan Dutta’s tenure as Transport Minister (2001–2006) is evident.

Under his leadership, ASTC was transformed from a struggling, financially mismanaged entity into a profit-making organization. However, today, ASTC has become a shadow of its former self. The state government has introduced several initiatives over the years, but many have not been fulfilled. In 2017, plans were made to bring high-end Volvo,
Scania and Mercedes AC buses through a Public-Private Partnership (PPP). While
Volvo B8R and B11R buses were introduced in collaboration with Dadhwal Transports; the Scania and Mercedes buses never materialised, and the Volvo service was discontinued within a year. Other PPP projects also failed, often neglecting affordable services for the public. A notable exception is the ongoing partnership with Chartered Speed Ltd., but its high fares limit accessibility for the general public.

In 2020, ASTC introduced 20 BharatBenz 1617 minibuses to its fleet. Later on, more similar types of coaches were added. Unfortunately, like many past initiatives, ASTC failed to ensure the proper
maintenance and running of these buses. Today, their condition is deplorable with broken exteriors, water leaks patched with cello tape, and unhygienic interiors. These makeshift fixes, or jugaad, expose the lack of professionalism and accountability within ASTC. A similar fate has befallen the Volvo Low floor 8400 buses introduced under the JnNURM scheme.

These once-premium coaches are now also in poor condition, highlighting the systemic neglect that plagues ASTC’s fleet.

ASTC’s iconic red and white Hi-Tech semi-deluxe AC and non-AC buses, built by Unitech on Tata and Leyland platforms, were once the pillar of Assam’s public transport, known for their affordability, comfort, and efficiency. However, they are now in a dire state due to neglect and poor maintenance. Most of the white AC coaches have broken down, and the remaining non-AC buses are barely functional, relying on temporary repairs. The lack of proper upkeep and investment has severely affected the fleet, and immediate action is needed to revive the buses that can still be saved. To remain competitive, ASTC must adopt a customer-centric approach.

Unlike private operators who prioritize customer satisfaction, ASTC falls short in service quality and efficiency. Its partnership with RedBus is underutilised, with inconsistent updates and poor customer support.

Compared to other state-run transport corporations, ASTC lags far behind. States like Odisha, Karnataka, Kerala, Andhra Pradesh, and Tamil Nadu have excelled in managing public transport. Odisha recently added 80 Volvo buses to its fleet, while Karnataka introduced advanced Volvo 9600 multi-axle buses. Kerala and other states operate premium fleets, including Scania and Mercedes-Benz, ensuring passenger comfort and profitability. These states also successfully run buses under PPP models with regulated fares, demonstrating that with proper planning, investment, and accountability, public transport can thrive and be profitable.

As an automobile enthusiast, I am deeply saddened by the current state of ASTC. It has the potential to become a crucial part of Assam’s transport network again, but this requires a complete overhaul. The focus should shift from launching new projects to maintaining and improving the existing fleet. ASTC’s decline highlights systemic issues, particularly the lack of accountability at all levels. Proper fleet maintenance, staff training, and comprehensive monitoring are essential. The public should also respect and value these resources. Similar to private operators, ASTC should adopt a competitive approach by providing fast and customer-friendly services. Ultimately, the government must show a strong commitment to reviving ASTC. I urge the Honourable Chairman of ASTC and the transport minister to address these challenges with a long-term vision for sustainable revival.