Following a review of recent reports, the government is in the final stages of preparing to launch a free ‘Blue Bus’ service exclusively for women starting this coming Ashad (mid-June to mid-July). While this initiative aims to enhance women’s safety and provide easier mobility in public transportation, questions remain about its long-term sustainability and effectiveness. Let me begin this narrative by sharing my personal experience traveling on a women-only bus route from Balkot to Kalanki a few years ago.
Although the buses on this route were extremely crowded during office hours, they ran relatively empty at other times, resulting in limited route permits issued for these services. The small mini-buses, locally known as ‘force’ buses, were unbearably crowded during peak office hours. Considering such issues, a separate service for women was launched around 2015. Due to a shortage of new vehicles, women-only shifts were allocated only during peak hours using the same buses on the route. However, this service was not free and charged passengers. I personally used the women’s bus a couple of times.
On the Balkot–Kalanki route during office hours, the buses used by women were extremely full by the time I reached the boarding point, often overcrowded with people hanging off the sides. Conductors would stuff even more passengers inside. Being visually impaired, I was told, “You cannot board this bus, please wait for the next one,” which felt as though I was being left behind. I had to miss 6–7 buses before I could board one. One day, when the bus was less crowded, I managed to travel somewhat comfortably. Only then did I realize it was meant exclusively for women. The experiences on that day and subsequent trips were quite different from the service’s intended goals.
Internationally, many countries have introduced dedicated public transport services for women. Initially, these buses were driven by male drivers and conductors, and they were often made fun of as ‘women’s buses’. Drivers, conductors, and even passengers mocked the concept. This ridicule persisted alongside the service’s early days. Drivers, conductors, and conductors’ assistants often treated these women’s buses disrespectfully. Female passengers often felt the journeys were more degrading than safe or comfortable. Although every seat was occupied, the number of passengers didn’t increase much since many had to be carried while hanging, leading to longer stop times and delayed arrivals at destinations. Though primarily targeted for office hours, delays meant women often reached late compared to regular buses. Due to the need to arrive on time, many chose other buses instead.
Despite high crowds, the hope was that other public buses would be faster and women wouldn’t face harassment there. For these reasons, the women’s bus service could not sustain and was eventually discontinued.
Now, once again, there is a plan to operate a free ‘Blue Bus’ service for women. There are concerns this might encounter the same fate as previous women’s buses, but lessons must be learned to make this service effective. Both the positives and challenges should be weighed carefully before final decisions and recommendations.
The government has allocated budget and management plans for the free women’s bus service. The daily operational cost of an electric bus is estimated between NPR 10,000 and 12,000, with annual operating costs for eight buses projected at around NPR 30 million. The public transport authority is finalizing preparations to operate these eight electric buses as ‘Blue Buses’ starting from Ashad.
This concept is not entirely new. Three years ago, Member of Parliament Rabi Lamichhane from Chitwan-2 launched a ‘Blue Bus’ service in Chitwan, which ceased operations within six weeks due to low ridership, high operating costs, and poor management.
Why is a women-only bus necessary? Sexual harassment against women on public transport remains a serious issue. Crowded public sections increase the risk of such abuse, leading many women and girls to avoid traveling altogether. The Blue Bus aims to create a safer experience and reduce harassment on board. Daily incidents of jeering, inappropriate touching, and lewd comments make commuting distressing. In this context, the Blue Bus can provide a respectful and comfortable environment for women riders.
Similar services exist worldwide: Pakistan’s Karachi runs ‘Pink Buses’, several Indian states provide women-only buses, and countries like Bangladesh, Egypt, Mexico, Guatemala, and Malaysia offer reserved buses, train carriages, or taxis for women.
From my viewpoint, the free service model is the Blue Bus’s biggest advantage. Public buses are mostly used by the middle and lower economic classes, so a free service greatly facilitates women’s mobility. Safe transportation for women is closely linked with their social, cultural, educational, and economic participation. The Blue Bus could increase female ridership, improving access to employment, education, and healthcare, while promoting social inclusion.
Is this a long-term solution or a temporary relief? The question remains whether women-only transport services truly advance gender equality. Having separate women’s buses does not guarantee that all public transport becomes women-friendly. The root causes of harassment include weak legal enforcement, poor regulation, lack of complaint mechanisms, and societal prejudices. While separating men and women on transport may reduce immediate risks, it does not create fully safe environments. Additionally, offering a free service requires long-term subsidies, raising challenges in ensuring organized, sustainable operations.
Safe transportation is a right for everyone, not exclusively a women’s issue. Planning for Blue Bus services must also consider accessibility for people with disabilities, senior citizens, and other vulnerable groups. Currently, the electric Blue Buses lack low-floor designs, which may pose difficulties for persons with disabilities. Clear passenger information systems and sensitivity training in accessibility and gender equality for staff are essential. Policies must ensure access and acceptance of individuals with diverse sexual and gender identities; otherwise, discrimination and exclusion may occur.
How should Blue Bus success be measured? Complaints should be registered through mobile and digital platforms; every bus must have CCTV cameras, emergency call buttons, and GPS monitoring. Drivers and staff should receive regular gender sensitivity and harassment prevention training. Bus stops, ticketing systems, and waiting areas must be accessible and secure. Success indicators should include not just the number of buses, but also passenger satisfaction, ridership growth, financial sustainability, reductions in sexual harassment, and increased trust among women riders.
In conclusion, the Blue Bus can provide an immediate sense of security but may also reinforce the notion that women require separate spaces for safety. This perspective warrants further discussion. True social justice and equality arise when everyone—women, men, diverse gender and sexual identities, persons with disabilities, children, and seniors—can travel safely with mutual respect on the same public transport. Public transportation must be equal, secure, dignified, and accessible for all. Nepal’s constitution guarantees equality, protection against discrimination, safe mobility, and social justice; therefore, transportation reforms must align with these constitutional ideals. The culture of mocking, teasing, or objectifying women’s buses unfortunately still persists.
