Many cities.
One way to find
your next bus.
India does not need every city to build the same integration again. It needs a shared interface between the bus on the road and the person waiting for it.
A GPS dot is not
a journey plan.
A commuter needs to know which stop to walk to, which direction the bus is going, whether they can catch it and when they will reach work.
That requires vehicle locations, trip assignments and timetables to agree. UTI makes that agreement explicit, using existing transit standards.
Operator trip assignments
GTFS + GTFS-Realtime
Operator tools · accessible apps
UPI made it possible for different apps and banks to work together. Public transport needs the same freedom: one shared interface that connects operators, cities and the products people choose to use.
Better information.
More reasons to take the bus.
Less uncertainty at the stop.
Clear walks, boarding points and transfers help people who do not already know the network. The same information could serve local-language apps, audio interfaces and station displays, not just one smartphone website.
Buy systems that work together.
Publish a stable data contract once. Let tracking vendors, routing engines and passenger displays connect through it. Procurement can specify the output and its quality instead of depending on one vendor's app.
Build a product, not another adapter.
A common feed lowers the integration work for campus travel, employer shuttles, accessibility tools and multimodal planners. Products can compete on usefulness without each negotiating a different data format.
Make public investment easier to use.
Bus and metro services become more useful when people can understand the complete journey. Better information could support public-transport adoption and access to jobs, alongside investment in frequency, safety and accessible streets.
The stakes are operational
and financial.
DTC's reported daily passenger journeys in Delhi's 2025–26 Economic Survey. At this scale, even small changes in usability matter to many people. [1]
March 2026 reporting. This is DTC, not all Delhi transport and not a unique-person count.
Avoidable expenditure from excess non-passenger kilometres at nine of ten BMTC depots sampled by the CAG. The audit also recorded incomplete ITS implementation. [2]
Audit period 2017–18 to 2021–22; tabled December 2024.
What could a small adoption change mean?
Assume an operator has 25 lakh daily boardings. A 2% increase in paid boardings is 50,000 additional fares a day.
50,000 × ₹15 × 365 ≈ ₹27.4 crore / year
Illustrative gross fare revenue before operating costs, not a measured UTI outcome. A pilot would need to account for capacity, concessions and service costs.
Revenue is only one measure. Concession journeys have public value too. A city should evaluate completed journeys, missed connections, information availability, integration cost and subsidy outcomes separately. A GPS feed cannot tell us ridership or revenue on its own.
Two parts of the same proof
Not just a new skin
for an old website.
A passenger tool people can understand
Search familiar places. See the whole walk–bus–walk journey, numbered points on the map, the approaching vehicle and intermediate stop times.
A data interface others can reuse
The planner consumes the same published GTFS and GTFS-Realtime feeds shown in the standards inspector. It does not depend on a proprietary BMTC request format or a custom routing shortcut.
Four cities, live.
Try a journey any time.
238 places, 800 routes and 2259 stops across 4 cities. Services run around the clock during the 2026–27 demo calendar. Every time is shown in India Standard Time, even if you visit from another country.
OpenStreetMap supplies streets and stop locations. OpenTripPlanner connects the walks, rides and transfers. Google Maps displays the journey. Open the standards inspector to see the feeds behind each moving bus.