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BHPian vigsom recently shared this with other enthusiasts.
Transport corporations are the no.1 people mover across the country after the railways, offering connectivity to small towns and villages that are, for the most part, not connected by rail. Despite their importance in helping people reach lesser-known destinations safely and with backup arrangements in the event of a breakdown, they are often looked down upon as featuring rickety buses, unclean interiors, taking longer than normal, stopping at below-average rest stops etc. As a result, such corporations do not get the due or the patronage that they deserve.
Here is my small way of:
From this
To this
While I have resided in many cities and towns across states in India, the first time I stepped into a public transport bus was in the mid-70s in what used to be called the Pallavan Transport Corporation (PTC) in Chennai. This is now re-christened Metropolitan Transport Corporation (MTC). After moving up north, I don’t remember taking any public transport even in Delhi with the famed DTC. After moving back south in the 80s, I was amazed to see how well transport in TN was managed via the various zonal corporations named after kings, and the state express transport corporation named Thiruvalluvar Transport Corporation (TTC).
Fast forward to 1991 – I moved to Gujarat for work and was appalled to see the condition of most buses plying here; in stark contrast to what I had experienced in TN. Private players in Gujarat would offer sleeper coaches way back then, but the state corporation buses were just one type and generally in below-average shape. My first ride in a transport corporation bus was in a local bus in Surat in 1991 – the local buses were surprisingly quite new and featured the Leyland Hino engines that had their characteristic silent note. The outstation buses were, by and large, poorly kept barring some outstanding ones bound for far off places like Amreli. Good or bad, GSRTC had only one standard type of offering – the conventional 3+2 seater bus, with a lot of metal, but not-so-much mettle. Given the state of highways then, journeys were a nightmare.
This happened sometime in 2002 when I needed to travel to Vadodara at short notice. I had to choose between standing in the general coach of a train, with people already packed like sardines, or taking a bus. The bus would take approx. an hour and 45 minutes more than a superfast train for a 150km distance, but at least I could get to sit. This was a Surat-Dahod bus and very early into the journey, I realized that the bus wouldn’t cross 65 kmph. Having decided to travel, I just took the ride. The ride wasn’t anything great, with seats that had less foam and more fiber, a constantly rattling overhead metal luggage bin, a below-average rest stop, and the bus huffed and puffed, reaching Vadodara in 4 hours 15 mins; this, despite any traffic hold-ups.
My next outstation ride, again unplanned, was from Nasik to Surat, again in a standard bus sometime in 2006-07. This bus, was, however, in a much better state with a wall clock, better interiors, but then, would go through the various bus stations en route to eventually reach Surat in 7 hours.
One standard bus, average seats, lower frequency - all this was going to change, and change in style. This corporation, the GSRTC can now boast of the widest offering of buses to cater to various segments of travelers.
I did Surat-Ankleshwar a couple of times, and Surat – Bharuch once, and started seeing a huge change in offerings and quality of GSRTC. For the first time, I saw a GSRTC bus that was painted light red, and for the first time, I saw the bus sporting an entry door right in the front, unlike the hitherto center. The 3+2 seating remained, but the seats were a pleasant light brown. I was at Zadeshwar crossing Bharuch in approx. 1.5 hours, which was a cool 30 minutes shorter than my ride in 2002. I later discovered that these light red buses were called Gurjarnagari. My return ride was by a GSRTC AC seater bus that took about the same time but was super comfortable – 2+2 recliner seats with the ticket priced a mere 18 rupees more than the Gurjarnagari. By then longer routes had happened, and I remember seeing Ahmedabad – Pune AC seater buses too.
I was out of Gujarat for a few years, and when fate brought me back, I was amazed to see this huge transformation in GSRTC buses and was actually amazed at the variety – Ordinary, Express, Gurjarnagari, Sleeper seater, AC Sleeper, AC Seater, Volvo seater, Volvo Celeste Sleeper. From shying away from these buses some years ago to actually seeing the change, I decided to try them out for my intercity journeys.
My first ride in a renewed GSRTC was by a Volvo seater from Surat to Vadodara sometime in Sep-2018, and what an amazing experience it was. ₹286 for a 150km ride that took just 3 hours 10 mins, with one scheduled rest stop. I found the Volvo much better maintained than even private operators.
The ball was thus set rolling and I then almost forgot train rides for short distances, using GSRTC. In fact, in 2018-19, I lay claim to being one of the few who has ridden in ALL types of GSRTC buses except the AC seater. Sharing my experiences here:
Between Surat and Ankleshwar - one needs to keep switching lanes because both the right lanes are used up by truckers.
On the Narmada bridge
Inside the Volvo
Our bus resting alongside a Surat-Bhuj Volvo
GSRTC Express
Inside a GSRTC Express - even a trash can was provided
Pre-2017 Express - note the exterior shade
The latest BS6 Express - note the longish front
I'm not too sure but don't see new Gurjarnagaris having been introduced in the BS6 avatar.
Gurjarnagari beautifully decked
Gurjarnagari cabin
Gurjarnagari clicked in 2022 - still looks good
Continue reading vigsom's thread about GSRTC transformation for BHPian comments, insights and more information.