SHILLONG, June 9: The launch of five new electric buses under the PM eBus Sewa Scheme, a few months after the launch of a fleet of 84 new buses, including 55 e-buses, has renewed hopes of improving public transport in Shillong.
However, experts and commuters believe the long-term success of the initiative will depend on addressing a key challenge that has persisted for years: last-mile connectivity.
While the state government has introduced new bus fleets under various schemes over the years, many residents continue to rely on private vehicles because reaching their final destination after getting off a bus remains difficult.
Unlike many cities across India where auto-rickshaws and e-rickshaws are readily available at bus stops and road junctions, Shillong offers limited feeder transport services within residential localities. Commuters often have to walk considerable distances from the nearest main road to reach their homes, making public transport less attractive despite improvements in bus services.
The problem is particularly evident in localities far from major roads, where buses cannot operate easily due to narrow streets and traffic congestion. As a result, even when buses are available on arterial routes, many commuters continue using private vehicles for the entire journey.
The challenge is not new. Shillong has witnessed multiple efforts to strengthen public transport over the years. Buses introduced under the Shillong Public Transport Service (SPTS) during the JNNURM era were expected to reduce dependence on private vehicles.
The system gradually declined, and many buses eventually became non-operational. In 2021, the Meghalaya Urban Development Authority auctioned 53 defunct SPTS buses.
Earlier this year, the government flagged off a fleet of 84 buses, including 55 electric buses under the PM eBus Sewa Scheme. The Chief Minister’s Regional Transport Scheme (CM-RTS) has also been introduced to improve connectivity in rural areas and support local transport entrepreneurs.
However, transport planners increasingly point to the need for an integrated transport model rather than relying solely on additional buses.
One possible solution could be feeder e-rickshaw services operating within residential areas while buses serve the main roads. Such a system is common in several Indian cities, where passengers use low-cost feeder transport to reach major bus corridors before continuing their journey on larger public transport vehicles.
A network of e-rickshaws charging fares of Rs 10-20 could provide affordable and convenient connectivity between neighbourhoods and bus stops. It would also reduce the need for smaller vehicles to compete with buses on already congested arterial roads.
Bike taxis currently provide some last-mile connectivity in Shillong, but these may not be suitable for elderly passengers, schoolchildren, families, or commuters carrying luggage, especially during the monsoon season.
The government’s shift to a Gross Cost Contract model, under which bus operators are paid based on service standards rather than passenger numbers, is expected to improve reliability. Yet observers say reliable bus services alone may not be enough to persuade people to leave their private vehicles at home.
For Shillong’s public transport system to become a viable alternative to private vehicles, buses may need to be supported by a network of feeder services that can connect residents from their doorsteps to major transport corridors.
As the city grapples with increasing traffic congestion, the real measure of success may not be the number of buses on the road, but how easily commuters can complete their entire journey using public transport.
