The bus schedules of India vary hugely, and the government in charge of the system says it has been making them more efficient.
But critics say the government has been doing the opposite, putting too much emphasis on the buses, which can be a burden for some commuters and make the trip to work far more difficult.
A new study says India’s bus schedules are actually far too complex, and are a big hindrance to mobility.
Read moreHere are the main reasons for India’s buses’ complex schedules:The number of buses in the country has increased dramatically over the past decades, but the number of drivers has also increased.
In 2013, there were 2,746,819 drivers.
That year, the number went up to 3,064,904 in 2019.
As of September 2019, there are 6,934,735 drivers in India, according to the Ministry of Road Transport and Highways.
But the numbers are getting more complicated.
The number of hours a driver works has increased from three hours a day in 1993 to three hours every day in 2018.
There is also a need for drivers to have a vehicle insurance policy, which varies depending on where you live.
The policy is calculated based on age and the number or number of vehicles in your vehicle.
In India, there is no universal health insurance that covers all the health care costs, and only the government covers most of the costs.
But it has a plan in place to provide insurance for all those in need, including children and those who are under 55 years old.
The government has set aside Rs 5 lakh per person per year for those under 55 and another Rs 2 lakh for those aged 55 and over.
For some people, the cost of insurance will be prohibitive.
“In the last few years, there has been an increase in the number and quality of the health insurance policy in India.
The policies are cheaper but the quality of insurance has improved,” said Vinay K, who works in the financial sector.
But he said that he and his colleagues were not covered by the new policies.
“There is a lack of affordable coverage for our families.
I do not have the money to cover my wife and children, who live in the suburbs,” he said.
There is no national scheme of health insurance for Indians, but in some parts of the country, private insurers have been offering coverage for people who can’t afford it.
The average premium in India is around Rs 10,000 a month.
In some places, like Delhi, there have been plans to introduce a universal health care plan in the next few years.
But the plan is not yet ready for public testing and testing is only open to people who are currently insured.
“We are going to be able to offer universal coverage to everyone, including those who cannot afford the premium,” said Ramesh Prakash, a spokesperson for the National Health Insurance Scheme.
“But for people with a poor income or are not insured, it would be very difficult to get coverage.”
Many of the buses in India are owned by private companies.
And many of these private buses have been built with little public oversight or oversight by the government.
The buses in Delhi have been operating for decades, and they are still operating under the Delhi Municipal Corporation (DMCC).
“The DMCC and the Delhi Metro Rail Corporation (DMRRC) have been entrusted with the responsibility of running the buses and maintaining the routes,” said Dinesh Chandra, the DMCC spokesperson.
“It is their responsibility to make sure the buses operate in a safe manner and are safe for passengers and employees.”
But in some places like Chennai, where the bus system is run by the Chennai Metro Rail Corp, there was an attempt to improve the quality.
The government has a contract with DMCC to provide the buses with a brand new system.
However, in order to make the new buses operational, the government was forced to scrap some of the existing routes.
The new routes are also much more complicated, and there is more to the system than meets the eye.
“The system is too complex.
The quality of a bus is not up to scratch.
The drivers are not trained,” said Nandini Kumar, a bus driver in Chennai.
But despite the problems, the buses are popular with many commuters, especially younger people.
They are convenient to the bus stop and have easy access to amenities.
For example, the Delhi metro bus, the national standard, is very comfortable to ride and very convenient to use.
But some drivers say the buses don’t have enough amenities.
“Most of the amenities on the new Delhi Metro buses are not good.
The seats are too big.
The escalators are not adequate.
And the service is very slow,” said A. K. Ranganathan, who is currently a bus conductor in the city.
The Delhi Metro rail system has been operating without a driver since the beginning of 2017.
The new routes include new stations at Chandrapur and Rajpath. In the