NE Report

Report on – North East Karnataka Road Transport Corporation

Prof. T. Venkata RamanayyaProf. G. Ramesh

INDIAN INSTITUTE OF MANAGEMENT BANGALOREMarch 2008

Report on – North East Karnataka Road Transport Corporation______________________________________________________________________

Chapter 1

Introduction

The Karnataka State Road Transport Corporation (KSRTC) was set up in the year 1961

and it was bifurcated into three corporations for better management..

1. Bangalore Metropolitan Transport Corporation, Bangalore on 15th Aug 1997,2. North-west Karnataka Road Transport Corporation, Hubli on 1st Nov 1997 and

3. North-East Karnataka Road Transport Corporation, Gulbarga on 1st Oct 2000.

North-East Karnataka Road Transport Corporation (NE-KnRTC) has jurisdiction over 5

districts of Karnataka state Viz.

1. Bidar2. Gulbarga

3. Bellary

4. Raichur and

5. Koppal

Indian Institute of Management Bangalore 1

http://en.wikipedia.org/wiki/Karnataka_State_Road_Transport_Corporation


BMTC operations are limited to BHRUHAT Bangalore areas.

Each corporation enjoys functional autonomy. However, the MD of KSRTC provides

overall policy guidelines with respect to fares, purchases and over all seniority of

employees.

One of the compelling reasons, according to the officials of the corporation for

constituting three independent road transport corporations was to bring in competitive

efficiency in their functioning and transform them into profit making entities. But that

seems a non-achieving task as things stand now.

Private Operators are allowed to operate in few districts of Karnataka. The public

transport services have to provide better facilities and efficient services to detain their

revenue shares to keep the corporation financially in good health. However, it was

reported that private operators resort to reduced prices to the commuters to get

commuters into their fold. Though there may be some short time gains to commuters

with the services of the private operators, the total view of sustainable services and

facilities to the commuters will be at stake in the long run. This study has its focus on

these points. 1. Economic viability of the corporation and 2. Best service and facility

providing organization.

The objectives of the study are as follows.

1. Comparative analysis of NE-KnRTC and other sister organizations in public sector in respect of physical, financial and social aspects



2. Conducting state holders responses (Commuters, Opinion Makers and Employees) belonging to different groups

3. A Comparative analysis of facilities provided by the Public Transport and Private Operators to the commuters

4. Travel features of the public and their experiences and expectations of these public and private services.

5. Suggestions by the public to improve the existing services in terms of additional routes, controls



Chapter 2

Secondary Data Analysis

The operations of the corporation (NE-KnRTC) are compared with other three

corporations of Karnataka state (KSRTC, NW-KnRTC and BMTC) and two other

corporations of Punjab (PSRTC) and Maharashtra (MSRTC).

The comparison is done with respect to

- Fleet utilization- Bus utilization

- BSR and other productivity measures

- Quality of services in terms of accident rate per lakh km

- Traffic and Non Traffic Revenue in percentage terms

- Revenue and Cost per Km.

- Cost components of fuel, spare parts etc.

- Operations Ratio

2.1 Fleet utilization

The fleet utilization of NE-KnRTC, which is the proportion of buses put on road

to the buses held, has decreased from 100% to 95% over three year period and

this percentage of fleet utilization in other corporations is also varying over

periods too. Compared to some of the corporations viz. Mizoram ST (50.7%) and

Tripura RTC (54.4%) in 2006-07 those have around 50% fleet utilization, the

selected STRCTs are consistent over their fleet utilization efforts. These

variations are clearly presented in the Figure 2.1.



Table 2.1

Fleet Utilization (%)

YearPSRTC MSRTC KSRTC

NW-KnRTC

NE-KnRTC BMTC

2004-05 84.30 95.50 95.10 95.80 100.00 95.002005-06 85.00 94.40 94.70 94.90 95.50 95.602006-07 95.30 94.20 92.40 93.00 95.40 94.40

Figure 2.1

Fleet Utilisation (%)

75808590

95100105

PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

SRTC

Fle

et U

tilis

atio

n (

%)

2004-05 2005-06 2006-07

2.2 Bus utilization

Bus utilization indicates the extent of buses used for operating effective kms. The

daily bus utilization of NE-KnRTC has improved from 306 Kms/Bus in 2004-05 to 318

Kms/Bus in 2006-07.KSRTC has maintained consistency in its bus utilization and stands

in a better position even compared to other corporations in consideration. BMTC,

operating in urban and semi urban areas has values in the range of 217-219 in last three

years period. The Figure 2.2 vividly shows the variations among the SRTCs.



Table 2.2

Daily Bus Utilization(Kms/Bus)

Year PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC2004-05 206.50 308.70 348.10 377.90 305.60 219.102005-06 182.70 299.30 340.60 309.20 303.10 217.902006-07 325.40 309.60 334.40 307.80 317.60 217.40

Figure 2.2

Daily Bus Utilisation of buses held by the selected SRTCs

0

100

200

300

400


STRC

Dai

ly U

tilis

atio

n

(Km

s/B

us)

2004-05 2005-06 2006-07

2.3 Average age of bus (Yrs)

The age profile of the bus normally determines the optimum utilization of the bus in

public service. The rural STUs are reported having 5.19 years of average age in 2006-07.

NE-KnRTC has 5.58 lakh of kms of use in 2006-07, which is short of nearly one lakh

kms compared to its use in 2004-05.



Table 2.3

Average Age of Bus (Yrs)

Year MSRTC KSRTC* NW-KnRTC* NE-KnRTC* BMTC

2004-05 5.38 4.23 5.68 6.51 3.47

2005-06 4.78 4.1 6.04 5.56 4.47

2006-07 5.09 3.88 5.35 5.58 4.31

* in lakh kms



Figure 2.3

Average Age of buses(Yrs) in the selected SRTCs

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

SRTC

Ave

rag

e A

ge

of

Bu

ses

(Yrs

)

2004-05 2005-06 2006-07

2.4 Percentage of over aged buses

The percentage of over aged buses in NE-KnRTC and NW-KnRTC are 37.6 and 36.10 in

2006-07 respectively. This requires an immediate attention to improve the quality and

comfort of travel in the region. Other corporations in the study are having 4%-12% of

over aged buses. The frequent breakdowns and discomfort in the bus to the passengers

can force passengers shifting from public transport to alternative mode of transport in

their vicinity.

Table 2.4

Percentage of Over aged BusesYear MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

2004-05 9.40 12.10 29.20 37.10 1.792005-06 4.95 13.40 37.50 37.00 5.652006-07 4.41 11.70 36.10 37.60 5.04



Figure 2.4

Percentages of overaged buses in the selected SRTCs

0.00

5.0010.00

15.00

20.00

25.0030.00

35.00

40.00

MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

SRTC

Per

cen

tag

e

2004-05 2005-06 2006-07

2.5 BSR and other productivity measures

Fuel efficiency is measured in terms of average kms obtained per litre of HSD oii

and is denoted asd KMPL. In 2006-07, the average KMPL of the reporting STUs

is 4.97 and rural STUs have a value of 5.12 KMPL.

NW-KnRTC and NE-KnRTC have 5.23KMPL and 5.45 KMPL in 2006-07. NE-

KnRTC has improved the fuel performance (KMPL) over these three years

period. Figure 2.5 shows the comparison of fuel performance of various SRTCs

over these three periods.

Productivity measures like Staff per bus on-road, Effective Kms per staff per day,

and Fuel Performance (Km/pl) have shown that NE-KnRTC is good enough to

maintain comparable values with other corporations. Fuel performance of the

corporations – NW-KnRTC and NE-KnRTC buses is even better and consistent

when compared with other corporation figures.



Table 2.5Fuel Performance (KMPL) in selected STRC s

ParametersYear

PSRTC MSRTC KSRTCNW-KnRTC

NE-KnRTC BMTC

Staff per bus on-road

2004-05 6.58 6.71 5.75 6.51 4.25 5.032005-06 8.03 6.87 5.10 5.31 4.68 5.002006-07 5.19 7.00 5.22 5.53 4.69 5.19

Effective. Kms per

staff per day

2004-05 37.21 48.18 63.70 60.57 71.89 45.872005-06 26.75 46.13 70.43 61.40 67.87 45.592006-07 64.52 46.95 69.40 59.78 70.91 44.39

Fuel Performance

(Kmpl)

2004-05 4.30 4.85 5.28 5.36 5.44 4.742005-06 4.40 4.89 5.13 5.25 5.44 4.662006-07 4.69 4.93 5.07 5.23 5.45 4.55



Figure 2.5

Fuel Performance (KMPL) in selected STRCs

0.00

1.00

2.00

3.00

4.00

5.00

6.00

2004-05 2005-06 2006-07

Year

KM

PL

PSRTC

MSRTC

KSRTC

NW-KnRTC

NE-KnRTC

BMTC

2.6 Quality of services in terms of accident rate per lakh km

The average rate of accident in rural STUs is 0.17 and in urban STUs is 0.34 in 2006-07

for all STUs. The accident rate in Punjab has jumped to a higher value in 2006-07 and

Maharashtra continues with high rates through out these years. NE-KnRTC has an

accident rate of 0.13 per lakh km in 2006-07. The quality of service improves if STUs

can achieve zero accidents in their service operations.

Table 2.6

Accidents Per Lakh KmsYear PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

2004-05 0.07 0.18 0.16 0.13 0.09 0.192005-06 0.06 0.20 0.18 0.13 0.10 0.172006-07 0.24 0.19 0.16 0.15 0.13 0.14



2.7 Traffic and Non Traffic Revenue in percentage terms

The percentage of traffic revenue of NE-KnRTC to total revenues is 92.82 in 2006-07

and in contrast to KSRTC, it is constantly increasing this proportion of revenue from

traffic handling over the periods. Since this portion of revenue is an indicator of

popularity of the services, NE-KnRTC has to move in the direction of improving the

services in quality and quantity.

Table 2.7

Traffic and Other Revenues (%) to Total Revenues in the selected SRTCsYear PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC Traffic Others Traffic Others Traffic Others Traffic Others Traffic Others Traffic Others2004-

05 92.61 7.39 97.26 2.74 89.6 10.4 93.21 6.79 94.7 5.3 94.7 5.32005-

06 90.07 9.93 97.87 2.13 93.57 6.43 94.7 5.3 94.93 5.06 94.93 5.062006-

07 96.25 3.75 97.08 2.92 94.32 5.68 86.65 13.35 92.92 7.08 92.92 7.08



Figure 2.7

Traffic and other Revenues (%) to Total Revenue in the selected SRTCs

0

20

40

60

80

100

120

Traffic Others Traffic Others Traffic Others Traffic Others Traffic Others Traffic Others


2004-05 2005-06 2006-07

2.8 Cost components of Personnel, Fuel, and Spare parts etc

Even though NE / NW KRTC s are experiencing losses, the physical and financial

components analysis with respect to Parent KSRTC and with two other Transport

Corporations clearly indicate that they are efficiently running their buses. Poor financial

performance is attributable to competition from private operators and the low traffic

density routes. They can improve their financial performance by scientific Routing and

Scheduling, increasing the share of Inter District and Intra State through the addition of

Volves, deluxe buses etc.

The share of cost components to the total cost over three years for the NE-KnRTC is

presented in the Figure 2.8.



Table 2.8

Selected Corporations - Percentage of cost components to total costCost

Components (%)

Year PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC

Personnel 2004-05 43.60 35.78 33.82 31.85 26.14 34.642005-06 46.28 34.37 27.20 32.87 25.62 32.702006-07 33.58 33.93 25.47 29.67 25.25 32.55

Fuel & Lubricants

2004-05 22.03 34.81 33.58 32.08 24.39 29.312005-06 20.17 37.02 38.25 35.44 28.42 35.312006-07 30.91 37.60 40.74 40.48 32.86 39.32

Tyres & Tubes

2004-05 1.29 2.45 2.93 2.84 2.76 1.322005-06 0.94 2.14 3.04 2.90 2.39 1.472006-07 2.27 2.97 3.68 3.34 3.10 1.70

Spare Parts 2004-05 2.72 2.08 1.54 2.31 1.48 1.962005-06 2.47 1.78 1.70 1.78 1.35 2.682006-07 2.33 2.31 2.51 1.62 1.38 2.37

Interest2004-05 1.20 1.74 1.53 2.06 1.16 0.382005-06 1.41 1.77 2.09 1.41 1.06 0.492006-07 3.22 1.88 1.74 2.23 1.25 0.27

Depreciation2004-05 1.35 5.52 8.67 5.85 3.48 7.552005-06 1.28 5.39 8.90 5.39 3.58 6.792006-07 1.90 4.76 9.73 6.08 4.76 7.09

Total Taxes2004-05 21.13 13.86 7.12 5.40 2.22 5.722005-06 20.30 13.87 7.34 5.98 6.68 5.482006-07 15.26 13.65 7.52 6.04 6.65 6.15

Others2004-05 6.68 3.77 10.80 17.61 38.37 19.122005-06 7.14 3.66 11.48 14.22 30.92 15.092006-07 10.53 2.89 8.62 10.52 24.74 10.54

Total Cost (Paise/Km)

2004-05 2142.60 1720.70 1485.90 1359.00 1384.70 1655.202005-06 2693.30 1937.50 1623.30 1584.10 1518.10 1815.402006-07 1967.00 2031.90 1756.20 1600.00 1583.80 1958.20



2.9 Revenue and Cost per Km

The differences between revenue and cost per Km of Punjab and Maharashta RTCs and

NE-KnRTC over 2004-05 to 2006-07 are negative. KSRTC and BMTC are able to

maintain a healthy trend of relationship between revenue and cost over these periods.

These observations are presented in a graphical form (Figure 2.9)

Table 2.9

Revenue and Cost (Paise per Km) in selected State Road Transport Corporations

YearPSRTC MSRTC KSRTC NW-KnRTC NE-Knrtc BMTC

Rev. Cost Rev. Cost Rev. Cost Rev. Cost Rev. Cost Rev. Cost2004-05 1425 2143 1659 1721 1534 1486 1324 1359 1299 1385 1924 16552005-06 1796 2693 1902 1938 1652 1623 1439 1584 1436 1518 2173 18152006-07 1882 1967 2058 2032 1804 1756 1625 1600 1544 1584 2580 1958



Figure 2.9

Revenue and Cost (Paise per Km) in selected State Road Transport Corporations

0

500

1000

1500

2000

2500

3000

PSRTC MSRTC KSRTC NW-KnRTC NE-Knrtc BMTC

State Road Transport Corporation

2004-05 2005-06 2006-07



2.10 Operations Ratio

This ratio indicates the efficiency of management. The smaller the ratio the greater the

organization's ability to generate profit if revenues decrease. In railroading, an operating

ratio of 80 or lower is considered desirable. The corporation has values of 102.72% and

101.69% in 2005-06 and 2006-07 respectively. When compared to other corporations

with an exception of NW-KnRTC, this value is on higher side in 2006-07 as clearly

shown in the Figure 2.10

Table 2.10

Operating Ratio (%) of the selected SRTCs (2004-05 to 2006-07)Year PSRTC MSRTC KSRTC NW-KnRTC NE-KnRTC BMTC2004-05 113.1 80.09 77.69 76.08 61.66 65.372005-06 130.33 87.81 95.12 107.65 102.72 85.822006-07 88.52 85.9 93.68 104.24 101.69 83.64

Figure 2.10

Operating Ratio (%) of the selected SRTCs

0

20

40

60

80

100

120

140


SRTC

Pe

rce

nta

ge

2004-05 2005-06 2006-07



2.11 Summary and Conclusions

1) Fleet utilization of NE-KnRTC, which is the proportion of buses put on road to

the buses held, has decreased from 100% to 95% over three years and this

percentage of fleet utilization in other corporations is also varying over periods

too.

2) Daily bus utilization of NE-KnRTC has improved from 306 Kms/Bus in 2004-05

to 318 Kms/Bus in 2006-07.

3) The age profile of the bus normally determines the optimum utilization of the bus

in public service. NE-KnRTC has 5.58 lakh of kms of use in 2006-07 which is

short of nearly one lakh kms compared to its use in 2004-05.

4) Fuel efficiency of NW-KnRTC and NE-KnRTC are 5.23 and 5.45 KMPL in 2006-

07 respectively. NE-KnRTC has improved its fuel efficiency compared to NW-

KnRTC.

5) Productivity measures like Staff per bus on-road, Effective Kms per staff per day,



corporations – NW-KnRTC and NE-KnRTC buses is even better and consistent

when compared with other corporation figures.

6) The average rate of accidents in rural STUs is 0.17 and in urban STUs is 0.34 in

2006-07 for all STUs. NE-KnRTC has an accident rate of 0.13 per lakh km in

2006-07. The quality of service improves if STUs can achieve zero accidents rate

in their service operations.

7) The percentage of traffic revenue of NE-KnRTC to total revenues is 92.82 in

2006-07. Since this portion of revenue is an indicator of popularity of the

services, NE-KnRTC has to move in the direction of improving the services in

quality and quantity.



8) Poor financial performance is attributable to competition from private operators

and the low traffic density routes. They can improve their financial performance

by scientific Routing and Scheduling, increasing the share of Inter District and

Intra State through the addition of Volves, deluxe buses etc.

9) The differences between revenue and cost per Km of NE-KnRTC over 2004-05 to

2006-07 are negative like Punjab and Maharashta corporations.

10) The operation ratios of NEKSRT are 102.72% and 101.69% in 2005-06 and

2006-07 respectively. Compared to other corporation this value is on higher side

in 2006-07 and the efficiency of management will be higher if this value is below

80%.



Chapter 3

Stake Holders Responses

The opinion survey involves 1) Passengers, 2) Opinion Makers and 3 Employees of the

organization

Employee Survey ascertains the present employment conditions of the employees, the

existing state of the transport services and the possible improvements to compete with the

private transport services coexisting in the areas.

Opinion Makers Survey studies about the state of public transport services in comparison

with private transport services and possible suggestions to improve them along with the

socio-economic details of the opinion makers.

Passengers Survey elicits the experiences of regular public transport services in relation

with the private transport services highlighting the facilities and comforts provided by the

two services. The socio-economic status of the passengers is collected to qualify the

opinions expressed by them in the survey.

Table 3.1

Stakeholders and Sample sizes in the districts

StakeholdersDistricts

TotalGulbarga Bidar Bellary

Passengers 301 298 301 900Opinion Makers 102 101 109 312Employees 101 103 101 305



3.1 Passengers

3.1.1 Socio-economic Characteristics of the Passengers Passengers to the extent of 98% of 900 passengers are male members in the survey and

residential status wise 86% of them come from rural areas and 14% from urban areas.

A large number of passengers (57%) belong to 20-35 years age group followed by 30%

of them belonging to 35-50 years. Only 2% of the respondents are illiterate and 68% of

them have primary and high school level education. A good percentage of them (26%)

are graduates. The quality of the survey highly dependent on the ability of the

participants to express their opinions on various aspects of travel related issues well

supported by their experiences.

Income wise 59% of the respondents have Rs.2001-5000 monthly family earnings and

27% of them have Rs.5000-10000 monthly family earnings. Dependency on the public or

private transport services has a bearing on the occupation and location of the people. The

major occupations of the passengers are Agriculture (50%), Service (16%) and Business

(14%) and Students (6%). Please refer Appendix A3.1 for details.

3.1.2 Usage of Transport Services

Only 6% of the respondents are holding bus seasonal passes to commute regularly and

most of these pass holders are students.

The average distance traveled by the pass holders is 35 Kms and the average distances in

divisions are Gulbarga - 19 Kms, Bidar - 32 kms and Bellary – 56 Kms.

It is stated that normally they make use these passes for 2-3 years and 13% of the

respondents [11% in Gulbarga, 15%in Bidar and 12% in Bellary) have one family



member in possession of this pass and in general only 1% of them have more than one

pass in a family.

3.1.3 Travel Features

As reported by the passengers at the time of the interview, they have spent on an average

Rs. 23 to present trip (completed or in progress) and the related figures for divisions are

Rs.23 (Gulbarga), Rs.23 (Bidar) and Rs.24 (Bellary).

The frequency of travel in a month varies highly among divisions. About 41% of the

passengers have traveled less than 5 times in a month and 49% of them have traveled

between 6-10 times in a month. Only 4 % passengers have traveled more than 15 times in

a month. Passengers in Gulbarga and Bellary divisions have more movement in month.

The travel made by the passengers within city is mostly by NE-KnRTC services and only

2% of them have used private bus service for intercity travel. Very common mode of

travel is by ordinary Bus service (67%) and Express Bus (30%) and only 3% of the

respondents used ‘RAJAHAMSA’ bus service. 81% of respondents in Bellary frequently

use ordinary bus services.



Table 3.2

Frequency of traveling in a month

Frequency of traveling in a month

District TotalGulbarga Bidar Bellary

Less than 5 times N 108 155 104 367Col. % 35.88 52.01 34.55 40.78

6-10 times N 170 104 170 444Col. % 56.48 34.90 56.48 49.33

11-15 times N 12 11 16 39Col. % 3.99 3.69 5.32 4.33

More than 15 times N 10 16 10 36Col. % 3.32 5.37 3.32 4.00

NO Answer N 1 12 1 14Col. % 0.33 4.03 0.33 1.56

Total 301 298 301 900

Table 3.3

Traveled mostly in Intercity

Traveled mostly in Intercity

DistrictTotal Gulbarga Bidar Bellary

Ordinary N 173 189 243 605Col. % 57.48 63.42 80.73 67.22

Express N 119 102 47 268Col. % 39.53 34.23 15.61 29.78

Rajahamsa N 9 3 11 23Col. % 2.99 1.01 3.65 2.56

Iravata(Volvo) N 0 1 0 1Col. % 0.00 0.34 0.00 0.11

Pvt. Operator N 0 3 0 3Col. % 0.00 1.01 0.00 0.33

Total 301 298 301 900



3.1.4 Popularity of NE-KnRTC service

Since the passengers favor NE-KnRTC buses as indicated earlier, the passengers should

have some strong and valid reasons to make use of these services.

The important reasons mentioned to travel in NE-KnRTC in all divisions are 1. It is the safest, 2. It is run by a Government Corporation

The third reason in order of importance is they have no better alternative.

Cost of travel, Concessions offered and Travel timing do not find front positions among all passengers.

Table 3.4

Reasons why people travel in NE-KnRTC by DistrictsReasons to travel in NE-

KnRTCDistrict Total

Gulbarga Bidar BellaryNumber Rank Number Rank Number Rank Number Rank

1. They have no better alternative

177 3 164 4 240 1 5813

2. It is the safest 252 1 270 1 227 3 749 13. It is the most comfortable

92 6 201 3 118 6 4116

4. It is the most convenient in terms of timing

162 4 160 5 150 4 4724

5. It is the cheapest 141 5 133 6 141 5 415 56. It is run by a Government Corporation

244 2 217 2 232 2 6932

7. It offers concessions to the needy

22 7 70 7 62 7 1547



3.1.5 Importance given to some travel attributes The first 3 travel attributes as expected by the passengers are

1. Passenger Friendly behavior of the Staff2. Travel Duration (Journey time)3. Safety of the Journey

Though there are slight variation and order in divisions we state that safety of the journey

and friendly behavior of the crew are important travel attributes.

Table 3.5

Order of importance to travel attributes by passengers by districtTravel attributes District

Gulbarga Bidar Bellary1 Passenger Friendly behavior of the Staff 1 2 12 Travel Duration (Journey time) 2 3 23 Safety of the Journey 3 1 54 Reliability of Service 4 4 45 Facilities in Bus Shelter/Stand/Terminus) 5 6 36 Comfort in the Bus 7 5 67 Time of the Schedule 6 8 88 Fare (Cost of the Ticket) 8 7 7

3.1.6 Quality of NE-KnRTC Services

Listing a set of desirable attributes of quality of services from NE-KnRTC, the

passengers are asked to mark their opinion on 5 point scale (Very Poor, Poor, Average,

Good, and Very Good). Since the opinions on the extreme points account to less than

10% in the sample, the extremes are clubbed together and the attributes can be grouped

into three based on the percentage of responses.



A. Satisfied

Handling of Luggage Punctuality Speed

B. Comfortable

Frequency Facilities in Bus Shelter/Stand/Terminus Seat Availability Comfort in the Bus

C. Need Improvement

Fare (Cost of the Ticket) Reliability Convenient Timings

Table 3.6

Opinion about the attributes of the quality services

Sl. NoAttribute of the quality

serviceOpinion of the respondent

Poor Average Good1 Punctuality 15.89 37.67 46.442 Speed 23.45 36.56 403 Frequency 31.11 40.67 28.224 Seat Availability 31.78 34.78 33.445 Fare (Cost of the Ticket) 52.44 29.67 17.896 Reliability 44.33 34.89 20.787 Convenient Timings 46.22 32.67 21.118 Comfort in the Bus 31 37.56 31.45

9Facilities in Bus Shelter/Stand/Terminus 35.89 28 36.11

10 Handling of Luggage 22.22 25.89 51.89



3.1.7 Behavior of NE-KnRTC staff

The perception of passengers regarding the staff behavior in the working relationship

with them is above average.

Their opinion about the attitude of the staff related to

1. Courtesy,

2. Honesty: Returning small change and discipline in stopping when required are

above average.

It is desirable some improvement in staff behavior in respect of two aspects 1. Helpful to:

Women, Elderly and Children, and 2. Honesty: Diligently issuing Tickets

Study of apparent variations in these aspects of staff behavior within the divisions will be

helpful to address and improve for the betterment of relationships of NE-KnRTC with the

public.

Some notable improvements required in divisions are

Gulbarga division - Discipline in stopping when required are above average

Bellary division – 1) Courtesy, 2) Honesty: Returning small change, 3) Honesty: Diligently issuing Tickets, and 4) Helpful to: Women, Elderly and Children.



Table 3.7

Opinion about the behavior of NE-KnRTC Staff

No. Attributes of Staff behaviorOpinion

Poor Average Good1 Courtesy 13.67% 42.22% 44.11%2 Honesty: Returning small change 19.11% 34.67% 46.22%3 Honest: Diligently issuing Tickets 21.11% 37.78% 41.11%4 Helpful to: Women, Elderly and Children 29.00% 37.67% 33.33%5 Discipline in stopping when required 19.89% 37.56% 42.55%

3.1.8 Breakdowns of NE-KnRTC services

It is noticeable that breakdown of NE-KnRTC bus services are common experience of the

passengers both general observation and personal experience ways. The response is

assertive to a query whether they have noticed any breakdown of NE-KnRTC service and

the percentages are Gulbarga (36%), Bidar (36%) and Bellary (37%) in that direction.

The frequency of these bus breakdowns is largely noticed in Gulbarga.

About 15% of responses attribute that the breakdown occur most frequently. Even the

personal experience of the passengers regarding bus breakdowns is also alarming in all

divisions.

The most significant reasons for breakdown appear to be the poor maintenance of

vehicles and followed by bad condition of roads. This is equally true in all divisions.

The main factor influencing pilferage in collection is the nexus between the conductor

and passenger as revealed by the passengers. The pilferage continues without any

hindrance in the poor or reduced vigilance by NE-KnRTC.



Table 3.8

Whether noticed any breakdowns of NE-KnRTC

Response District

Total Gulbarga Bidar BellaryYes

N 108 108 110 326

Col. % 35.9% 36.2% 36.5% 36.2%No

N 193 190 191 574

Col. % 64.1% 63.8% 63.5% 63.8% N 301 298 301 900

Table 3.9

Frequency of breakdowns noticed

Frequency of breakdown


Most Frequently N 40 13 52 105Col. % 22.3% 6.1% 17.3% 15.2%

Sometimes N 136 199 242 577Col. % 76.0% 93.4% 80.4% 83.3%

Rarely N 3 1 7 11Col. % 1.7% 0.5% 2.3% 1.6%

Sample size N 179 213 301 693

Table 3.10

Did you face any Bus breakdowns

District

TotalGulbarga Bidar BellaryYes

N 108 110 111 329

Col. % 35.9% 36.9% 36.9% 36.6%No

N 193 188 190 571

Col. % 64.1% 63.1% 63.1% 63.4% Sample size N 301 298 301 900



Table 3.11

DivisionOrder of reasons for breakdown (Most significant to Least Significant)

1 2 3 4

GulbargaPoor Maintenance of Vehicle

Bad Conditions of Road

Aged Vehicle

Rude Handling by Driver

BidarPoor Maintenance of Vehicle


Aged Vehicle


BellaryPoor Maintenance of Vehicle


Aged Vehicle


AllPoor Maintenance of Vehicle


Aged Vehicle


Table 3.12

DivisionRanking of factors influencing pilferage in collection

1 2 3 4

GulbargaConductor’s behavior (not issuing tickets)

Poor vigilance by NE-KnRTC

Passenger’s attitude (not buying tickets)

Inadequate fines for ticket less travel

BidarPassenger’s attitude (not buying tickets)

Passenger’s attitude (not buying tickets



BellaryConductor’s behavior (not issuing tickets)




AllConductor’s behavior (not issuing tickets)






3.1.9 Patronage of NE-KnRTC buses over Private transport operators

Only 4% of passengers have not traveled in private buses and NE-KnRTC buses as well

as Private buses are equally availed by the passengers.

Private Operators score high reputation in respect of the following quality services 1. Better quality entertainment like music/video, 2. Cost effectiveness - Reasonable fare,

NE-KnRTC services are good in providing better facilities than the private operators in

respect of

1. Leg room between seats 2. Convenient places for boarding3. Convenient places for alighting4. Comfortable Seating 5. Courteous and well-mannered crew/staff6. Convenient stops during the journey for snacks/coffee/lunch/dinner7. Driving is smooth and safe and less of rash driving

There is no difference between the two agencies in providing the following facilities to

the passengers

1. Cleanliness of interior2. Cleanliness of exterior

Perception of the passengers is divided in respect of the following facilities. However,

NE-KnRTC appears to be well off over the private operators.

1. Convenient departure and arrival timings2. Easy ticketing facility3. Passengers need based stops for relaxation and attending toilet requirements4. Less travel time5. Easy placement of luggage

A. NE-KnRTC Buses



Variations exist among the divisions in respect of the following facilities provided by

NE-KnRTC Buses. Division name is mentioned where the particular facility significantly

differs from average value of the entire sample.

1. Passengers need based stops for relaxation and attending toilet requirements – Gulbarga and Bellary

2. Easy ticketing facility - Bellary3. Less travel time - Bellary4. Cleanliness of interior – Bellary 5. Cleanliness of exterior - Bidar6. Courteous and well-mannered crew/staff - Bidar

B. Private Buses

Variations exist among the divisions in respect of the following facilities provided by

Private Buses.

1. Passengers need based stops for relaxation and attending toilet requirements - Bidar2. Easy ticketing facility – Gulbarga3. Less travel time - Gulbarga4. Convenient departure and arrival timings – Gulbarga and Bellary5. Cleanliness of exterior - Gulbarga6. Easy placement of luggage - Gulbarga7. Driving is smooth and safe and less of rash driving - Gulbarga8. Courteous and well-mannered crew/staff – Gulbarga and Bellary

3.1.10 Functional freedom and autonomy

The desirable functional freedom and autonomy to NE-KnRTC to provide efficient and

cost-effective transport service in the opinion of the passengers are

1. Deciding the routes and their frequencies,2. Having differential services for various customer segments and 3. Deciding different fares for off-peak and other special services



43% in Bidar, 34% in Gulbarga and 23% in Bellary out of total responses of 549

responses, have registered a favorable opinion to a question related to a functional

freedom and authority to NE-KnRTC in deciding the routes and frequencies.

3.1.11 Summary and conclusions

1. A large number of passengers (57%) belong to 20-35 years age group followed by 30%

of them belonging to 35-50 years. Income wise 59% of the respondents have Rs.2001-

5000 monthly family earnings and 27% of them have Rs.5000-10000 monthly family

earnings. The major occupations of the passengers are Agriculture (50%), Service (16%)

and Business (14%) and Students

2. The average distance traveled by the pass holders is 35 Kms and the average distances

in divisions are Gulbarga - 19 Kms, Bidar - 32 kms and Bellary – 56 Kms.

3. The travel made by the passengers within city is mostly by NE-KnRTC services and

only 2% of them have used private bus service for intercity travel

4. The important reasons mentioned to travel in NE-KnRTC in all divisions are It is the safest It is run by a Government Corporation

5. The first 3 travel attributes as expected by the passengers are Passenger Friendly behavior of the Staff Travel Duration (Journey time) Safety of the Journey

6. Present status of attributes of quality of services from NE-KnRTC according to

passengers is

A. Satisfied: Handling of Luggage Punctuality Speed



B. Comfortable: Frequency Facilities in Bus Shelter/Stand/Terminal Seat Availability Comfort in the Bus

C. Need Improvement: Fare (Cost of the Ticket) Reliability Convenient Timings

7. It is desirable some improvement in staff behavior in respect of two aspects Helpful to: Women, Elderly and Children Honesty: Diligently issuing Tickets

8. Most significant reasons for breakdown appear to be the poor maintenance of vehicles

and followed by bad condition of roads. This is equally true in all divisions

9. The main factor influencing pilferage in collection is the nexus between the conductor

and passenger as revealed by the passengers.

10. NE-KnRTC services are good in providing better facilities than the private operators

in respect of

Leg room between seats Convenient places for boarding Convenient places for alighting Comfortable Seating Courteous and well mannered crew/staff Convenient stops during the journey for snacks/coffee/lunch/dinner Driving is smooth and safe and less of rash driving

11. Nearly 43% in Bidar, 34% in Gulbarga and 23% in Bellary out of total responses of

549 responses, have registered a favorable opinion to a question related to a functional

freedom and authority to NE-KnRTC in deciding the routes and frequencies.

3.2 OPINION MAKERS



3.2.1 Socio Economic Characteristics

Both male (59%) and female (41%) of 312 opinion makers in the study are natives of

rural (16%) and urban (84%) areas. Age wise, 48% of them belong to 20-35 years group,

48% to 35-50 years group and only 3% to 50-65 years group.

Occupation wise the respondents belong to government service (49%), Housewife (24%),

private service (24%) and elected representatives (2%). Education levels of the

respondents are reasonably high to enhance the quality of the survey. They have Primary

level (11%), High school level (17%), and college level (70%) education. Only 2% are

illiterate.

Family Income (Monthly) groups of the sample are less than Rs. 2000 (4%), Rs.2001-

5000 (28%), and Rs. 5001-10000 (62%) and above Rs.10000 (6%)

Division wise significant variations in socio economic characteristics of the sample are

listed below.

Gender: Male (67%) and Female (33%) in Bidar Nativity: Urban (74%) and Rural 26(%) in Gulbarga

Occupation: Govt. Service (29%) and School/Hospital (41%) in Gulbarga Govt. Service (57%) and School/Hospital (16%) in Bidar More Govt. service persons (60%) account in Bellary

Education: Graduation (60%) in Bidar, Post Graduation (25%) in Bellary

Family Income: Rs. 2001-5000 (32%) Gulbarga and (25%) in Bellary Rs.5000-10000 (67%) in Bellary and (53%) in Bidar

Appendix B3.1 presents the details.

3.2.2 Usage of NE-KnRTC services



The order of importance assigned by the respondents (multiple answers accepted) why

they prefer to travel by NE-KnRTC clearly shows that people highly value more because

1) It is being run by Government Corporation and 2) It is the safest through these

services. This attribute is consistent in all divisions.

1. Public sector,2. Safety, 3. Better time schedule,4. No better alternative,5. Cheapest,6. Most comfortable and 7. Concessions to the needy.

Table 3.13

Reasons why people travel in NE-KnRTC by Districts

Reasons to travel in NE-KnRTC

DistrictTotalGulbarga Bidar Bellary

Number Rank Number Rank Number Rank Number Rank1. They have no better alternative 36 5 46 5 51 3 133 42. It is the safest 87 2 75 1 76 2 238 23. It is the most comfortable 37 4 59 3 29 6 125 64. It is the most convenient in terms of timing

50 3 59 4 47 5 156 3

5. It is the cheapest 34 6 45 6 50 4 129 56. It is run by a Government Corporation

95 1 74 2 99 1 268 1

7. It offers concessions to the needy 3 7 21 7 28 7 52 7

3.2.3 Opinion of Public Transport Services

Half of the opinion makers support the two statements that convey the message of lesser

dependence on public services



1) Public should be encouraged to use personalized vehicles than relying on Public

Transport (50%) and 2) Because of shortage of Buses in NE-KnRTC people are forced to

use personalized vehicles (58%)

Mixed opinion emerges about the statements related to the road condition and the misuse

of bus passes.

1) The condition of Roads in my area is pathetic/very badResponses: Disagree (19%), Uncertain (36%) and Agree (45%)

2) There is a heavy misuse of Bus passes by passengersResponses: Disagree (12%), Uncertain (34%) and Agree (52%)

The necessity of introducing smaller vehicles in the rural areas is felt as revealed by their

opinion keeping the road conditions and lesser traffic in rural areas in view.

1) Smaller vehicles are better suited than normal buses for rural areasDisagree (10%), Uncertain (33%) and Agree (57%)

59% of responses from Bellary division agree with the suggestion to depend on

personalized vehicles whereas 45% of responses from Bidar division are uncertain with

the suggestion.

Responses from Gulbarga (25%) do not accept the statement about the pathetic condition

of the roads in their areas. Bidar division with 49% responses agrees with the above

opinion about the road condition.

Misuse of bus passes is a serious problem as opinions suggest in the analysis as only less

than 15% disagree with the opinion.

Smaller vehicles in their areas are equally felt highly beneficial in all divisions.



3.2.4 Important Attributes of Transport Systems

The preferences of attributes to a passenger in his travel are measured on 5 point scale

[Not at all important, Less important, Important, Very important, and Most important]

and based on responses the order of importance of travel attributes in the overall sample

is as given below

1 Passenger Friendly behavior of the Staff 2 Safety of the Journey 3 Travel Duration (Journey time)

4 Fare (Cost of the Ticket) 5 Facilities in Bus (Shelter/Stand/Terminus)6 Reliability of Service

7 Comfort in the Bus8 Time of the Schedule

Variations in these preferences exist among the divisions and the first three preferable

attributes are given below. Passenger Friendly behavior of the Staff, Safety of the journey

and Travel Duration (Journey time) are commonly stressed service attributes.

Table 3.14

Important Attributes of Transport Systems by districts Gulbarga Bidar Bellary

Passenger Friendly behavior of the Staff



Safety of the Journey Safety of the Journey Fare (Cost of the Ticket) Travel Duration (Journey time) Facilities in Bus

Shelter/Stand/Terminus) Travel Duration (Journey time)



Table 3.15

Responses about the importance NE-KnRTC Travel Attributes S.NO

NE-KnRTC Travel Attribute Importance

Not at all Important

Less Important Important

Very Important

Most Important

1 Time of the Schedule

N 1 24 151 111 25Row% 0.32 7.69 48.4 35.58 8.01

2 Fare (Cost of the Ticket) N 2 37 110 120 43

Row% 0.64 11.86 35.26 38.46 13.78

3 Comfort in the BusN 2 39 128 103 40

Row% 0.64 12.5 41.03 33.01 12.82

4Facilities in Bus Shelter/Stand/Terminus)

N 2 32 122 116 40Row% 0.64 10.26 39.1 37.18 12.82

5 Reliability of Service N 0 44 122 106 40

Row% 0 14.1 39.1 33.97 12.82

6 Safety of the Journey N 1 27 125 114 45

Row% 0.32 8.65 40.06 36.54 14.42

7Travel Duration (Journey time)

N 1 35 108 127 41Row% 0.32 11.22 34.62 40.71 13.14

8Passenger Friendly behavior of the Staff

N 2 20 124 110 56Row% 0.64 6.41 39.74 35.26 17.95

3.2.5 Quality of NE-KnRTC services experienced

The present quality of services of NE-KnRTC are mostly average and above average

levels as shown in the Table 3.16.

Some notable quality services could be Punctuality Handling of Luggage Facilities in Bus Shelter/Stand/Terminus Providing the best services to the public

Poorly rated services of NE-KnRTC from the respondents’ point view are

Fare (Cost of the Ticket) Convenient Timings Seat Availability



Reliability

Table 3.16

Perception of quality of NE-KnRTC services Figures in percentage

Sl. No NE-KnRTC Service Poor Average Good

1 Speed 18.00 44.90 7.50

2 Fare (Cost of the Ticket) 33.00 41.00 26.00

3 Seat Availability 26.30 47.40 26.30

4 Convenient Timings 27.20 45.80 26.90

5 Reliability 26.60 45.50 27.80

6 Comfort in the Bus 21.80 47.40 30.70

7 Number of Stops during the journey 18.00 48.10 34.00

8 Frequency 24.70 40.70 34.60

9 Providing the best services to the public 17.00 46.80 36.20

10 Facilities in Bus Shelter/Stand/Terminus 24.30 37.50 38.10

11 Handling of Luggage 19.20 41.00 39.70

12 Punctuality 13.80 42.90 43.20

3.2.6 Behavior of NE-KnRTC Staff

About one third of the responses qualify the behavior of NE-KnRTC staff as average in

the listed attributes. Honesty: Diligently issuing Tickets and Courtesy of the staff are

good and better services are expected in respect of

1. Discipline in stopping when required and

2. Helpful to: Women, Elderly and Children Honesty: Returning small change of the staff is above average.

The passengers look for some improvements in respect of

1.Honesty: Diligently issuing Tickets 2.Helpful to: Women, Elderly and Children



Table 3.17

Opinion about the attributes of Staff behavior

SL.NoAttributes of Staff behavior

Opinion Very Poor Poor Average Good

Very Good Total

1Courtesy N 6 22 119 144 21 312

Row% 1.92 7.05 38.14 46.15 6.73 100.00

2Honesty: Returning small change

N 5 46 139 97 25 312

Row% 1.60 14.74 44.55 31.09 8.01 100.00

3Honesty: Diligently issuing Tickets

N 6 71 103 104 28 312

Row% 1.92 22.76 33.01 33.33 8.97 100.00

4

Helpful to: Women, Elderly and Children

N 9 65 112 99 27 312

Row%2.88 20.83 35.90 31.73 8.65 100.00

5Discipline in stopping when required

N 7 57 114 107 27 312

Row%2.24 18.27 36.54 34.29 8.65 100.00

3.2.7 Breakdowns of Buses

Breakdown of buses is experienced by most of respondents (54%) and this is somewhat

less in Gulbarga division as only 46% have reported in the study.

Both Public and Private services do have this breakdown of buses on journey (29%). The

breakdown of NE-KnRTC services (70%) is more compared to private buses (1%).

Breakdown of buses is more in Bidar and Gulbarga divisions.

3.2.8 Comparison of service facilities of NE-KnRTC with Private Operators

Private operators do provide better quality entertainment like music / video films.

NE-KnRTC services have clear edge over the private operators in providing better

facilities. Safety travel, reliability of schedules and better bus shelters are assured by NE-



KnRTC services compared to private services and they are very important to any

passenger in general.

NE-KnRTC scores high in respect of the listed quality of services over the private

operators

1) Timings of bus/ convenient departure and arrival2). Reliability of service (on time Departure and Arrival)3.) Easy ticketing facility4). Facilities in Bus Shelter / Stand / Terminus5). Convenient places for boarding6) Convenient places for alighting7). Safety of the journey / lesser rash driving 8). Cleanliness of exterior

3.2.9 Improvements of NE-KnRTC services

Highly voted suggestions to make NE-KnRTC continue to provide efficient and cost-

effective transport services are

1). Cancellation of Schedules /Trips /Services when there is no patronage2). Needs support from Government to do better

The first suggestion has been equally weighted from all divisions – Bellary (39%), Bidar

(33%) and Gulbarga (27%). The second suggestion gets more support from Bellary

(44%) and less from Bidar (22%)

Next level suggestions are

3) Having differentiated services for various customer segments4) Deciding different fares for off-peak and special services

Bidar division lends more importance to these two suggestions compared to other

divisions.



Table 3.18

Importance of functional freedom for NE-KnRTC by district

SL.NOFunctional Freedom for

NE-KnRTCDistrict

TotalOrder of

ImportanceGulbarga Bidar Bellary

1Revising fares for reasons beyond its control (hike in diesel / input costs)

N 42 41 48 1315

Row% 32.06 31.30 36.64 100.00

2Deciding the routes and their frequencies

N 50 52 29 1316

Row% 38.17 39.69 22.14 100.00

3Having differentiated services for various customer segments

N 54 70 42 1663

Row% 32.53 42.17 25.30 100.00

4Deciding different fares for off-peak and special services

N 46 71 43 1604

Row% 28.75 44.38 26.88 100.00

5Cancellation of Schedules /Trips /Services when there is no patronage

N 52 62 74 1881

Row% 27.66 32.98 39.36 100.00

6Needs support from Government to do better

N 62 39 78 1792

Row% 34.64 21.79 43.58 100.00

7Should be privatized N 17 16 20 53

7Row% 32.08 30.19 37.74 100.00

3.2.10 Summary and Conclusions

The sample consists of 312 respondents spread over different villages covering the three

divisions (Gulbarga, Bidar, and Bellary) under study.

1. Age wise, 48% of them belong to 20-35 years group, 48% to 35-50 years group.

Occupation wise the respondents belong to government service (49%), Housewife (24%),

private service (24%) and elected representatives (2%). Education levels of the

respondents are reasonably high to enhance the quality of the survey. They have Primary

level (11%), High school level (17%), and college level (70%) education. Only 2% are

illiterate.



2. Preference to travel by NE-KnRTC comes as It is being run by Government Corporation It is the safest through these services.

This attribute is consistent in all divisions

3. Half of the opinion makers support the two statements that convey the message of

lesser dependence on public services

Public should be encouraged to use personalized vehicles than relying on Public Transport (50%)

Because of shortage of Buses in NE-KnRTC people are forced to use personalized vehicles (58%)

4. Passenger Friendly behavior of the Staff, Safety of the Journey and Travel Duration

(Journey time) are Important Attributes of Transport Systems.

5. The quality of most of services of NE-KnRTC is at average and/or slightly good levels.

Some notable quality services could be

Punctuality Handling of Luggage Facilities in Bus Shelter/Stand/Terminus Providing the best services to the public

6. The passengers look for some improvements in respect of Honesty: Diligently issuing Tickets Helpful to: Women, Elderly and Children

7. The perception of breakdown of NE-KnRTC services (70%) is more compared to

private buses (1%). Breakdown of buses is more in Bidar and Gulbarga divisions.

8. NE-KnRTC scores high in respect of the listed quality of services over the private

operators

Timings of bus/ convenient departure and arrival Reliability of service (on time Departure and Arrival) Easy ticketing facility Facilities in Bus Shelter / Stand / Terminus Convenient places for boarding



Convenient places for alighting Safety of the journey / lesser rash driving Cleanliness of exterior

8. Highly voted suggestions to make NE-KnRTC continue to provide efficient and

cost-effective transport services are 1). Cancellation of Schedules /Trips /Services

when there is no patronage and 2). Needs support from Government to do better.

3.3 EMPLOYEES

There are 13 Managers, 166 Drivers/Conductors and 126 technical and administrative

workers in the sample of 305 employees in this opinion survey.

3.3.1 Work Schedules

The average working hours of the staff is 56/week and the average is 60 / week in Bidar

district. Nearly 41% of the employees belong to 48 hours per week category, 35% of

them belong to 48-60 hours per week category and 24% of them belong to 60-72 hours

per week category. There are occasions when employees working nearly 12 hours in a

day. The average distance covered by the driver/conductor in a day works out 208 Kms

and the average passengers traveling in the buses does not exceed 30.



Table 3.19

Work Schedule of Employees

Details of Work ScheduleDistrict

TotalGulbarga Bidar Bellary

Total Working Hours /Week 54.4 60.3 54.16 56.31At a Stretch Maximum Number of Hours Worked in Last Month 13.62 14.9 11.27 13.28

Average Kilo Meters Covered Per Day 204.24 213.36 206.49 208.06

Average Number of Passengers traveling in Bus – Normal Day 24.5 20.49 28.04 24.32

Average Number of Passengers traveling in Bus – Peak Day 18.14 19.87 22.38 20.13 3.3.2 Work experience and Promotions in the services

Majority of the employees, 254 out of 305 (83%) under study do not have any promotion

in their entire service periods under KSRTC and NE-KnRTC Departmental experience

wise 16 % of the employees have up to 5 years of experience, 22% of them 5-10 years,

38% of them 10-20 years and 23% of them more than 20 years.

3.3.3 Condition of buses of NE-KnRTC

33% of the employees opine that the NE-KnRTC buses are in poor condition, 22%

attribute to average condition and 45% attribute to good condition. Buses condition in

Gulbarga is poor state according to 49% of the responses. Whereas buses condition in

Bellary is comparatively good according to 57% of responses. 69% of them [Gulbarga

(72%), Bidar (50%) and Bellary (85%)] are against the idea of introducing smaller

capacity buses in the region.



Table 3.20

Opinion about the condition of NE-KnRTC

Opinion


Very PoorN 20 15 10 45Col. % 19.80 14.56 9.90 14.75

PoorN 29 19 8 56Col. % 28.71 18.45 7.92 18.36

AverageN 14 29 25 68Col. % 13.86 28.16 24.75 22.30

GoodN 38 40 57 135Col. % 37.62 38.83 56.44 44.26

ExcellentN 0 0 1 1Col. % 0.00 0.00 0.99 0.33

Total 101 103 101 305

3.3.4 Factors for better KMPL (Kilometer per Lit)

The order of importance of the factors to achieve better KMPL are obtained after

assigning weights 1 to 5 to the ranks marked by the respondents.

The order of importance of the factors is

1. Road Condition2. Bus Condition3. Driving Habits4. Bus Maintenance and 5. Route



Table 3.21

Factors for better KMPL (Kilometer per Litre)

No. Factors Ranks assigned by respondents

1 2 3 4 5 Total

i Bus ConditionN 73 118 64 29 21 305% 23.93 38.69 20.98 9.51 6.89 100

ii Driving habitsN 34 64 114 68 25 305% 11.15 20.98 37.38 22.30 8.20 100

iiiBus

MaintenanceN 40 70 64 117 14 305% 13.11 22.95 20.98 38.36 4.59 100

ivRoad

ConditionN 156 43 37 52 17 305% 51.15 14.10 12.13 17.05 5.57 100

v RouteN 2 10 26 39 228 305% 0.66 3.28 8.52 12.79 74.75 100

Table 3.22

Ranking of factors towards achieving better KMPL (Kilometer per Lit)

Factors for better KMPLDistrict

TotalGulbarga Bidar Bellaryi Bus Condition 2 1 2 2ii Driving habits 3 3 4 3iii Bus Maintenance 4 4 3 4iv Road Condition 1 2 1 1v Route 5 5 5 5

3.3.5 Factors – Passengers expectations

Employee’s view that regular bus passengers expect a set of factors to enhance the

comfort of travel and providing them in order of their importance will help the

corporation to expand their business and preference of their services over private

transport services in the long run. Similar to the earlier analysis assigning 1-8 weights to

the responses the order of the factors is worked out.



The first set of the factors that have emerged are 1) Travel safety, 2) Fare, 3) Punctuality

and 4) Schedule timings and the next preferred factors are, 5) Facility of taking luggage,

6) Stopping points and 7) Crew behavior and 8) Availability of services

When we examine them division wise, Gulbarga and Bellary show slightly different

order for two factors – Schedule timings and Punctuality in the first set of factors.



Table 3.23

Travel Factors [Passengers Expectation] and Ranks assigned by respondents

No.Factors

Ranks 1 2 3 4 5 6 7 8 All

1Travel safety

N 123 91 44 22 11 5 0 9 305% 40.33 29.84 14.43 7.21 3.61 1.64 0.00 2.95 100.00

2Fare

N 73 66 55 55 16 9 15 16 305% 23.93 21.64 18.03 18.03 5.25 2.95 4.92 5.25 100.00

3Punctuality

N 39 48 73 50 34 19 21 21 305% 12.79 15.74 23.93 16.39 11.15 6.23 6.89 6.89 100.00

4Schedule timings

N 41 55 38 53 50 26 25 17 305% 13.44 18.03 12.46 17.38 16.39 8.52 8.20 5.57 100.00

5Facility of taking luggage

N 11 27 32 31 58 56 50 40 305% 3.61 8.85 10.49 10.16 19.02 18.36 16.39 13.11 100.00

6Stopping points

N 9 5 33 45 50 74 61 28 305% 2.95 1.64 10.82 14.75 16.39 24.26 20.00 9.18 100.00

7Crew behavior

N 4 5 24 27 57 64 86 38 305% 1.31 1.64 7.87 8.85 18.69 20.98 28.20 12.46 100.00

8Availability of service

N 5 8 6 22 29 52 47 136 305% 1.64 2.62 1.97 7.21 9.51 17.05 15.41 44.59 100.00

Table 3.24

Order of factors – Passengers’ ExpectationsFactors – Passenger

ExpectationDistrict

AllGulbarga Bidar Bellary

1.Travel safety 1 1 1 12.Fare 2 2 2 23.Punctuality 4 3 4 34.Schedule timings 3 4 3 45.Facility of taking luggage 5 5 6 56.Stopping points 6 6 5 67.Crew behavior 7 7 7 78.Availability of service 8 8 8 8



3.3.6 Governance Options for better services

Privatization is opposed by a large number of employees (99%) with a similar opinion

across the divisions. A major percentage of respondents prefer to run as departmental

(52%) and however 28% of them prefer better patronize from government. Full

autonomy is advocated by 20% of the respondents. Major variations of opinion in the

divisions are 1. Good to run as a departmental - Gulbarga (76%) and Bidar (45%), 2.

Better patronize from government - Bellary (57%) and 3. Full autonomy to NE-KnRTC -

Bidar (45%)

Table 3.25

Opinion about Privatization

ResponseDistrict


CompletelyN 1 0 0 1

Col. % 0.99 0 0.00 0.33

PartiallyN 0 2 0 2

Col. % 0.00 1.94 0.00 0.66

NON 100 101 101 302

Col. % 99.01 98.06 100.00 99.02Total 101 103 101 305

Table 3.26

Opinion about autonomy

Response District

AllGulbarga Bidar BellaryGood to run as a departmental

N 77 49 32 158Col. % 76.24 47.57 31.68 51.80

Better patronize from government

N 19 8 58 85Col. % 18.81 7.77 57.43 27.87

Full autonomy to NE-KnRTC

N 5 46 11 62Col. % 4.95 44.66 10.89 20.33

Total 101 103 101 305

3.3.7 Major drawbacks of NE-KnRTC



Very often stated drawbacks as reasons for the present ineffective services are 1)

Government interference, 2) Absence of professionalism at policy making level (Board,

3) Forced to offer services at rates lower than cost price 4) Functioning of private

operators and 5) Lack of control on illegal operations. They are presented to the

employees to understand their mind on these aspects.

No government interference into the affairs of the corporation according to 51% of

responses Division wise the percentages are Gulbarga (59%), Bidar (41%) and Bellary

(57%).

Absence of professionalism at policymaking level (Board) in the corporation is expressed

as major drawback by 48% of the respondents and 41% of them are uncertain and 17% of

them do not agree with that opinion. The opinion of absence of professionalism is very

strong from Bellary division (60%) and whereas 38% and 47% of the respondents agree

with the opinion in Gulbarga and Bidar divisions.

The corporation is forced to offer services at rates lower than cost price according to

44% of them and whereas 14% of them disagree and 42% of them are uncertain on that

point. The variations of opinion in divisions are given in a tabular form.

Table 3.27

Opinion about reduction of travel rates below cost price

Response Gulbarga Bidar Bellary AllDisagree 21% 11% 11% 14%Uncertain 40% 39% 47% 42%Agree 39% 50% 42% 44%



The presence of private transport services operating parallel to the public transport

service and lack of control on illegal operations appear to be other important problems to

the corporation. This opinion has emerged from 52% and 57% of the respondents

respectively in the survey.

Division wise 39% in Gulbarga, 60% in Bidar and 58% in Bellary share the opinion that

functioning of private operators as a drawback to the public transport corporation.

Division wise wide variation in agreement to the statement – lack of control on illegal

operations exists [Gulbarga (45%), Bidar (69%) and Bellary (58%)]

3.3.8 Public Transport

In the context of wide personal vehicles and private vehicles the role of public transport

systems needs significant changes to coexist with them and work efficiently. To

understand the reaction of the employees, a set of 5 statements broadly covering the idea

is presented to them.

To the extent of 71% of the responses disagree with the statement – Public should be

encouraged to use two/four wheeler than relying on NE-KnRTC and no division wise

variation,

Without significant differences among the divisions, 62% of the employees feel that the

conditions of roads in their areas are pathetic

The statement that till roads are improved, public should use their own transport than

asking for NE-KnRTC buses is not acceptable to 55% of the respondents and 39% of

them are uncertain on that opinion. Pooling the opinions expressed by the respondents,



the implication is that the services should not be curtailed and the roads should be

improved to improve the services of NE-KnRTC.

With respect to the statements about misuse of bus passes and suitability of smaller

vehicles to operate, there is a well-divided opinion as shown below.

Table 3.28

Opinion about travel facilities Statements Opinion Gulbarga Bidar Bellary All

There is a heavy misuse of bus passes

Agree 47% 63% 61% 57%Uncertain 30% 28% 28% 29%Disagree 23% 9% 11% 14%

Smaller vehicles are better suited than normal buses

Agree 45% 63% 70% 59%Uncertain 27% 28% 26% 27%Disagree 28% 9% 4% 14%

3.3.9 Breakdowns of Buses

Breakdown of NE-KnRTC buses are experienced by 56% respondents [Gulbarga (63%),

Bidar (52%) and Bellary (55%)] and the breakdown reasons may be ordered on the basis

of agreement of responses as

1. Bad conditions of road (91%)2. Poor maintenance of vehicles (87%)3. Aged vehicle (85%) and4. Rude handling by drivers (46%)

Bidar Division responses (64%) attributing the rude handling by drivers, as an important

reason is significant when compared the responses of Gulbarga (41%) and Bellary (36%)



Table 3.29

Opinion about the reasons of breakdowns of buses

Sl.NoReasons for

Break Downs Strongly

AgreeDisagree Uncertain Agree

Strongly Agree

Total

1 Poor maintenance of vehicles

N 9 2 29 94 171 305Row % 2.95 0.66 9.51 30.82 56.07 100.00

2 Bad conditions of road

N 1 3 22 110 169 305Row % 0.33 0.98 7.21 36.07 55.41 100.00

3 Aged vehicle N 2 8 35 82 178 305Row % 0.66 2.62 11.48 26.89 58.36 100.00

4 Rude handling by drivers

N 64 57 41 48 95 305Row % 20.98 18.69 13.44 15.74 31.15 100.00

3.3.10 Comparison of NE-KnRTC and Private Bus Operators services

A. Private Bus operators have edge over the public transport services in providing 1. Better quality entertainment like music / video films, 2. Cleanliness of interior and 3. Cleanliness of exterior

B. NE-KnRTC services provide facilities over private operators with respect to 1. Comfort in the bus / Comfortable seating 2. Easy ticketing facility

C. Fare (Cost of the Ticket) is competitive aspect between the two service provides.

D. NE-KnRTC services provide clearly better facilities in respect of 1. Timings of bus/ convenient departure and arrival 2. Convenient places for alighting 3. Convenient places for boarding 4. Facilities in Bus Shelter / Stand / Terminus 5. Safety of the journey / less rash driving

3.3.11 Contributing factors of Earnings per Km. (EPKM)

Based on ranks assigned to the contributing factors of earnings per Km by the

respondents, the order of importance of these factors works out as



1) Better services,2) Better traffic management, 3) Provision for luggage4) Appropriate fares and 5) Publicity

Among divisions there is a difference in order of importance for the first 3 factors.

Table 3.30

Ranking of factors to increase Earnings per km by their importance

Sl. No Factors Ranks

Importance1 2 3 4 5 Total

1Better traffic management

N 71 85 90 23 36 305 2Row % 23.28 27.87 29.51 7.54 11.80 100.00

2Better servicesN 80 94 76 51 4 305 1

Row % 26.23 30.82 24.92 16.72 1.31 100.00

3 Provision for luggage

N 63 61 55 79 47 305 3Row % 20.66 20.00 18.03 25.90 15.41 100.00

4 Appropriate fares

N 58 54 50 103 40 305 4Row % 19.02 17.70 16.39 33.77 13.11 100.00

5 Publicity N 33 11 34 49 178 305 5

Row % 10.82 3.61 11.15 16.07 58.36 100.00

Table 3.31

Ranks assigned to factors to increase Earnings per km by district

FactorsDistrict

AllGulbarga Bidar Bellary 1. Better traffic management 1 2 3 22. Better services 2 1 1 13. Provision for luggage 3 3 2 34. Appropriate fares 4 4 4 45. Publicity 5 5 5 5



3.3.12 Opinion on selected statements related to the organization

Proper perception of the employees over the existing operational practices and their

influences on the services of the corporation is important to rectify some of the negative

and real practices to build up a better image of the corporation over the private services

and provide more facilities to the public. The set of statements presented to the

employees to get their reactions address this need in the study.

The statements presented broadly cover three important aspects 1) Income generation, 2)

Administrative capability and 3) Reduction of pilferages

The statements related to the effective way of running the corporation to generate more

revenue are agreeable to the employees. This is a good state of industrial relationship

practices of the corporation.

1. This division is successful in meeting competition (72%)2. Higher revenue is possible through better traffic management (61%)3. Daily collection incentive is well thought out move (59%)4. My daily targets are achievable (52%)

Opinions on statements 1) My superiors are fair in duty allotment (61%) and 2) Our

procedures for dealing with administrative problems are fair and transparent (57%) have

mixed responses. It is an indication of some dissatisfaction of the employees in getting

fair workloads.

When the respondents have to react with the statements about effective vigilance,

passenger role in it and curbing pilferage, more than 50% responses are agreeable with

the statements. This is also true in all divisions as shown below.

1. Pilferage is still there in the division in spite of vigilance actions (48%)2. Vigilance is effective in curbing pilferage (61%)3. Passengers are mainly responsible for pilferage (56%)



40% of the respondents have disagreed with the truth of their role in pilferage and 37% of

them disagree with the existing of high absenteeism in their division.

Table 3.32

Opinion on selected statements related to the organization

StatementResponse

Disagree Neutral Agree1.This division is successful in meeting competition 10.16% 17.70% 72.13%

2.Higher revenue is possible through better traffic management 7.21% 32.13% 60.66%3.My daily targets are achievable 16.39% 31.48% 52.13%4.Daily collection incentive is well thought out move 14.75% 26.56% 58.69%5.My superiors are fair in duty allotment 12.79% 25.90% 61.31%6.Our procedures for dealing with administrative problems are fair and transparent 15.08% 27.87% 57.05%7.Vigilance is effective in curbing pilferage 13.77% 25.25% 60.98%8.Passengers are mainly responsible for pilferage 16.07% 28.20% 55.74%

9.Pilferage is still there in the division in spite of vigilance actions 28.52% 23.28% 48.20%10.Role of the crew in pilferage is true 39.67% 14.43% 45.90%11.Absenteeism in this division is high 37.38% 12.46% 50.16%

When we examine the variations in the divisions for these statements, Bellary responses

are more positive towards the statements and on the other hand Gulbarga responses show

more disagreement to the statements in these divisions.

Disagreement is more apparent in Gulbarga division towards the two statements 1.Role

of the crew in pilferage is true (56%) and 2. Absenteeism in this division is high (56%)



3.3.13 Summary and Conclusions

The sample consists of 305 respondents coming from 1) Gulbarga (101), 2) Bidar (103)

and 3) Bellary (101) districts.

There are 13 Managers, 166 Drivers/Conductors and 126 technical and administrative

workers who have participated in this opinion survey.

1. The average working hours of the staff is 56/week. The average distance covered by

the driver/conductor in a day works out 208 Kms and the average passengers traveling in

the buses does not exceed 30.

2. Majority of the employees, 254 out of 305 (83%) under study do not have any

promotion in their entire service periods under KSRTC and NE-KnRTC.

3. 33% of the employees opine that the NE-KnRTC buses are in poor condition

4. The order of importance of the factors to achieve better KMPL are Road Condition Bus Condition Driving Habits Bus Maintenance Route

5. The first set of the factors – Passengers expectations are Travel safety Fare Punctuality Schedule timings.

6. Privatization is opposed by a large number of employees (99%) with a similar opinion

across the divisions. A major percentage of respondents prefer to run as departmental

(52%) and however 28% of them prefer better patronize from government.

7. The presence of private transport services operating parallel to the public transport

service and lack of control on illegal operations appear to be other important problems to



the corporation. This opinion has emerged from 52% and 57% of the respondents

respectively in the survey.

8. Without significant differences among the divisions, 62% of the employees feel that

the conditions of roads in their areas are pathetic

9. Breakdown of NE-KnRTC buses are experienced by 56% respondents [Gulbarga

(63%), Bidar (52%) and Bellary (55%)] and the breakdown reasons may be ordered on

the basis of agreement of responses as 1.Bad conditions of road (91%), 2.Poor

maintenance of vehicles (87%), 3.Aged vehicle (85%) and 4.Rude handling by drivers

(46%)

10. NE-KnRTC services provide clearly better facilities in respect of

Timings of bus/ convenient departure and arrival Convenient places for alighting Convenient places for boarding Facilities in Bus Shelter / Stand / Terminus Safety of the journey / less rash driving

11. Factors contributing to Earnings per Km in order of their importance are

Better services Better traffic management Provision for luggage Appropriate fares Publicity

12. When the respondents have to react with the statements about effective vigilance,

passenger role in it and curbing pilferage, more than 50% responses are agreeable with

the statements. 40% of the respondents have disagreed with the truth of their role in

pilferage and 37% of them disagree with the existing of high absenteeism in their

division.



Chapter 4

Demand of passenger buses in NE-KnRTC and Investment

Requirement

4.1 Development of business plans

In this section a business plan containing the forecast of requirements of buses under each

sector is presented. This will determine what policy initiatives will be required to fulfill

the demand and financial package that would be required. A business plan seeks to make

a capacity planning keeping in view the future requirements for 10 or more years and the

present status. A sound methodology is required for making this forecast.

The demand is analyzed for the various sectors of: Urban Operations, Intra District and

Rural Services, Inter District Services and Inter State Operations. The characteristics of

each one of these services are quite different with respect to frequency of service, time of

service, service quality, willingness to pay and the expectations of the public etc. An

attempt is made to develop separate yardsticks and business plans for each of these

categories. Most of the State Road Transport Undertakings in India are incurring losses in

their operations under Category 1 and 2. Profits are generally made through the

operations under Category 3 and 4.

4.2 Business Plan for Urban Operations

For Urban operations, the norms used to estimate the requirements of buses are given

below. As per the estimates of the population in 2006, 2011 and 2016, none of the cities

among the cities of the NE region of Karnataka will have more than million populations

in 2016

Table 4.1



Norms for Bus Fleet size

Ranges Buses Required/LakhPop. Range Desirable Minimum> 80 Lakhs 100 80

60-80 Lakhs 80 6040-60 Lakhs 60 5020-40 lakhs 50 40

10-20 Lakhs 40 30

Scenario –1 considers the growth of urban sprawl, the resultant increase in trip lengths

and the number of trips a bus could make in a day between two places due to congestion

on many roads. Scenario-2 visualizes less urban sprawl and consequently reduced trip

lengths. These assumptions are discussed with the officials of BMTC, APSRTC and other

experts and the norms suggested in the above table are in line with their perceptions

Table 4.2

Cities in North East Districts of Karnataka

(More than one million persons in 2001) Population Estimated Population

No. City Censes 2001 2008 2012 20161 Bidar 172298 194559 208548 2235432 Gulbarga 427929 483217 517961 5552033 Bellary 317000 357956 383694 4112824 Raichur 205634 232202 248897 266793

4.3 Demands for Intra District and Rural Services

In any Road Transport undertaking, maximum number of buses operates as Intra District

and Rural Services. For example in the case of Andhra Pradesh, APSRTC is roughly

operating 50% of their total fleet (9000 buses out of 18,900) for this service. The

profitability of the undertaking depends critically upon how well these buses are

deployed and the operational efficiency of these services. These services provide two



categories of services. One, by providing accessibility to villages with administrative and

economic activity centers at district level Two, by providing service within the district

between and among the places of importance such as business locations, historical places,

linking taluk head quarters and district head quarters, and inter linking other major

economic activity locations. Thus, the demand for these services is linked to:

- Number of settlements in the state

- Number of economic activity centers in the state

However, it is difficult to estimate the number of activity locations in the state as their

number will be changing and grows with the development of the state. The proxy to this

is the size of the rural population undertaking journeys in the state. The number of trips in

a rural settlement will be much less compared to urban areas. One bus on an average will

be able to cater to four rural settlements. In addition, it is felt that six buses may be

required per lakh of population to link various economic activity centers in a state.

These norms are applied to the North East Districts of Karnataka (NE-KnRTC) to

validate the model. Demographic details of State and North West Districts of Karnataka

as per 2001 Census are provided in Table 4.3. Population Projections in State and North

West Districts of Karnataka are provided in Table 4.4.

Table 4.3



Demographic details of State and North East Districts of Karnataka as per 2001 Census

As per 2001 census Population 2001 Growth Rate

Blocks Towns Villages Persons Urban Rural 1991-2001

Karnataka State

State 175 200 29,406 52,850,562 17,961,529 34,889,033 17.51

North East Districts of Karnataka

1 Bidar 5 5 621 1,502,373 344,875 1,157,498 19.63

2 Gulbarga 10 13 1,437 3,130,922 852,621 2,278,301 21.25

3 Bellary 7 13 554 2,027,140 706,850 1,320,290 22.41

4 Raichur 5 7 883 1,669,762 420,837 1,248,925 23.52

5 Koppal 4 4 629 1,196,089 198,292 997,797 24.84

31 42 4,124 9,526,286 2,523,475 7,002,811

Table 4.4

Population Projections in State and North East Districts of Karnataka

All Population Projections Rural Population Projections

2008 2012 2016 2008 2012 2016

Karnataka State

State59,678,845 63,969,824

68,569,329 39,396,690 42,229,358

45,265,698

North East Districts of Karnataka

1 Bidar 1,721,377 1,860,572 2,011,022 1,326,229 1,433,471 1,549,385

2 Gulbarga 3,627,411 3,945,709 4,291,937 2,639,585 2,871,203 3,123,145

3 Bellary 2,367,333 2,586,781 2,826,572 1,541,860 1,684,788 1,840,966

4 Raichur 1,964,848 2,156,325 2,366,462 1,469,639 1,612,858 1,770,033

5 Koppal 1,420,221 1,566,680 1,728,242 1,184,772 1,306,950 1,441,728

Total11,101,190 12,116,067

13,224,235 8,162,084 8,909,269

9,725,256

Table 4.5Bus fleet for Intra and Rural Operations in North East Districts of Karnataka

Item 2001 2008 2012 2016Number of Settlements 4124 4124 4124 4124Buses@ 1 for 4 settlements 1031 1031 1031 1031Rural Population (Lakhs) 70 82 89 97Buses @ 6 per lakh 420 492 534 582Total Bus Fleet Needed 1451 1523 1565 1613



Thus, the demand for services as per the model suggested above works out to about 1499

buses, given the number of settlements at 4124 and estimated rural population of 78 lakh

as of 2006.

4.4 Inter District Services

The demand for Inter District Services depends upon major economic and administrative

places of importance in a state, the intensity of economic activity and linkages provided

by railways. The total population of a state also contributes the demand for services. The

demand for this category of services comprises of:

1. Number of economic activity centers in a state

In the absence of detailed information about economic activity centers and their growth

over a period of time, the number of towns in a state could be used as a proxy.

2. The total population of a state

At macro level, the number of buses required per town will be about 5. The number of

buses required per lakh of total population will be about 8. Applying this model to the

North East districts of Karnataka, the number of buses required is presented in Table 4.6

Table 4.6

Buses needed at different time periods in North East Districts of KarnatakaItem 2001 2008 2012 2016Population in lakh 95 111 121 132Buses @ 8 Per Lakh 760 888 968 1056Number of Census Towns 42 44 46 49Buses @ 5 Per Census town 210 221 232 243Total Fleet needed 970 1109 1200 1299

The number of buses required as per this model for the region has been worked out to be

about 1069. The actual number of buses deployed by NE-KnRTC is around



A number of private operators will be operating in this segment, as operation of the sector

is always profitable. It may be presumed that STUs may cater to 75% of the demand on

this sector and private operators the remaining 25%. It is in the interest of STU to cater to

as much percentage as possible, to offset the losses in rural operation. The requirement of

buses in this segment will also depend upon the penetration of Railways and number of

passenger trains linking different activity centers in the state.

4.5 Inter State Services

Inter State Services will be mostly buses plying to the neighboring state and places of

business centers, places of historical importance such as religious importance and tourist

locations. These services are always profitable and private operators mostly concentrate

on this segment. The demand for bus services depends upon how STU/private operators

provide comfortable and convenient to travel for long distances. After the introduction of

Volvo services, it is observed that the demand is increasing. However, the intensity of

railways operations will influence the demand for buses.

At macro level, the demand for the number of buses will be about 3 buses per lakh of

population. Applying this, the number of buses required in the region is around 318.

Most of the private operators will be operating in this segment; STU may cater to

approximately about 40% to 50% in any state. There is a necessity that STU should

operate as many buses as possible in this sector as it could help cross subsidize the other

non-profitable segments. The demand for inter-state services in India for different time

periods is tabulated in Table 4.7. However, this demand may vary with the services

offered by Railways.

Table 4.7



Buses Required at different time periods in North East Districts of KarnatakaItem 2001200820122016Total Population in Lakhs 95 111 121 132Bus Fleet @ 3 per lakh 285 333 363 396

4.6 Total Demand for Bus fleet in NE districts of Karnataka

The previous sections provided bus fleet requirements for different sectors for different

time periods. This information is consolidated to understand the requirement for total bus

fleet augmentation in Table 4.8. The participation of private operators varies in each

segment depending upon the profitability and government policies regarding freedom in

selection of routes.

Table 4.8

Total requirement of Bus Fleet in North East Districts of KarnatakaType of service 2008 2012 2016Urban Operations 236 322 342Intra District and Rural services 1523 1565 1613Inter District Services 1109 1200 1299Inter State Operations 333 363 396Total Requirements 3200 3450 3650

However, NE-KnRTC is currently running about 2425 buses to cater to all segments.

The demand is more than supply in these districts where NE-KnRTC operates its buses.

By 2016, the corporation needs to augment its fleet by another 1000 buses. It may be

noted that these additions are over and above the replacement of over aged buses.

4.7 Financial Investment

Investment will be needed mostly in two areas – for buying buses and building bus stands

at district headquarters and bus shelters. The short fall in busses in 2008, 2011 and 2016

is given below in Table 4.9 based on estimations above. This includes both additions and

replacement of buses. We are assuming that the average cost of bus will be Rs.17 lakhs,

which would include luxury as well as some Volvo buses. The age of the fleet is very

high and these need to be replaced and phased out. The replacement of old buses with



new one will itself improve the Occupancy ratio of the corporation. This will give them

an edge over the private operators. Studies have shown that better buses do help in

improving occupancy ration, especially in sectors in which competition is high. We have

proposed below the schedule of purchase of buses.

Another area of investment is bus stands. We would like to recommend modern bus

stands with good amenities at district headquarters at least. We are assuming each bus

stand will cost Rs.20 crores and couple of districts can be taken up each year for

modernization. So, for 2008-09 to 2011-12, the corporation would require Rs.105 crores.

Total financial requirement for the period from 2008-09 to 2011-12 is given in Table 4.9

below based on these projections and estimations.

Table 4.9

Requirement of additional buses and investment in 2008-09 to 2011-12

Items 2008-09 2009-10 2010-11 2011-12

Total Buses Required – Nos 400 300 300 200

Average value of bus (Rs. Lakhs) 17 18 18 19

Total Investment required for buses

(Rs Lakhs) 6800 5400 5400 3800

Investment on Bus stands (Rs. Lakhs) 4000 4000 2000 500

Total Investments required (Rs. Lakhs) 10800 9400 7400 4300

The financial support for the four years period comes to Rs.390 crores. This can be given

as part loans and part equity by the state government. Of these Rs.105 crores meant for

infrastructure can be obtained through JNURM. The balance Rs.285 crores can be funded

through equity to the extent of Rs.100 crores by state government and Rs.185 crores

through market borrowings. An Escrow account can be formed out of luxury and inter-

state and inter district buses, which can be used for servicing the loan. The new buses will



help in attracting more passengers and improving occupancy ratio. This will also help to

compete with private operators and wean away traffic from them in the inter- state and

long distances inter district segments.

4.8 Summary and Conclusions

None of the cities in these districts will have projected population of one million plus in

2016. To handle intra district and rural services, there will be a need of 1553 and 1613

buses in years 2011 and 2016 respectively. For inter district services the demand will be

1184 and 1299 buses for the years 2011 and 2016 respectively. Inter state operations

could be managed with 357 buses and 396 buses in the specified years 2011 and

2016.Thus, the total demand of 3094 buses for 2011 and 3308 buses for 2016 is projected

to service all segments of the region covered by NE-KnRTC bus services

NE-KnRTC is currently running about 2425 buses to cater to all segments. The

organization needs to plan additional buses to the extent of 1000 buses by 2016. These

additions are over and above the replacements needed for over aged fleet

Financial investment of Rs.108 crore during 2008-09 is estimated to increase the size of

the bus fleet and modernize the infrastructure facilities like bus stands etc. The mode of

augmenting the resources is suggested. During 2011-12 the required financial investment

would be to the tune of Rs.43 crore.



Chapter 5

Summary and Recommendations

1. Even though NE / NW KRTC s are experiencing losses, the physical and financial

components analysis with reference to parent KSRTC and with two other

Transport Corporations clearly indicate that they are efficiently running their

buses. Poor financial performance is attributable to competition from private

operators and the low traffic density routes. They can improve their financial

performance by systematic Routing and Scheduling, increasing the share of Inter

District and Intra State through the addition of Volves, deluxe buses etc.

2. The share of traffic revenue of NE-KnRTC to total revenues is 92.92 in 2006-07

and in contrast KSRTC is constantly increasing this proportion of revenue from

traffic handling over the periods. Since this portion of revenue is an indicator of

popularity of the services, NE-KnRTC has to move in the direction of improving

the services in quality and quantity.

3. Operations ratio indicates the efficiency of management. The smaller the ratio, the

greater is the organization's ability to generate profit if revenues decrease. In

railroading, an operating ratio of 80 or lower is considered desirable. The

corporation has values of 102.72% and 101.69% in 2005-06 and 2006-07

respectively, which is very high and unfavourable.

4. The differences between revenue and cost per km of Punjab and Maharashtra

RTCs and NE-KnRTC over 2004-05 to 2006-07 are negative whereas NW-

KnRTC could make it positive in 2006-07. KSRTC was able to maintain a healthy

trend of relationship between revenue and cost over these periods.

5. The daily bus utilization of NE-KnRTC has increased from 306 Kms/Bus in

2004-05 to 318 Kms/Bus in 2006-07.



6. The fleet utilization of NE-KnRTC has decreased from 100% to 95% over three

year period and this percentage of fleet utilization in other corporations is varying

over periods too. This could be because of age of the fleet, which is quite high.

7. Productivity measures like Staff per bus on-road, effective kms per staff per day,



corporation buses is even better and consistent when compared with other

corporation figures.

8. NE-KnRTC has an accident rate of 0.13 per lakh km in 2006-07, which is on

higher side over its own rate of 0.09 during 2004-05.

9. An opinion survey was conducted covering three segments of - Passengers,

Opinion Makers and Employees selected from three districts - Gulbarga, Bidar

and Bellary covered by NE-KnRTC services in the state.

10. A large number of passengers (57%) belong to 20-35 years age group followed

by 30% of them belonging to 35-50 years. Income wise 59% of the respondents

have Rs.2001-5000 monthly family earnings and 27% of them have Rs.5000-

10000 monthly family earnings. The major occupations of the passengers are

Agriculture (50%), Service (16%) and Business (14%) and Students

11. Age wise, 48% of opinion makers belong to 20-35 years group, 48% to 35-50

years group. Occupation wise the respondents belong to government service

(49%), Housewife (24%), private service (24%) and elected representatives (2%).

Education levels of the respondents are reasonably high to enhance the quality of

the survey. They have Primary level (11%), High school level (17%), and college

level (70%) education. Only 2% are illiterate.



12. There are 13 Managers, 166 Drivers/Conductors and 126 technical and

administrative workers among the employees sample. Majority of the employees,

254 out of 305 (83%) under study do not have any promotion in their entire

service periods under KSRTC and NE-KnRTC.

13. Only 6% of the respondents are holding bus seasonal passes to commute regularly

and most of these pass holders are students. The travel made by the passengers

within city is mostly by NE-KnRTC services and only 2% of them have used

private bus service for intercity travel

14. The important reasons mentioned to travel in NE-KnRTC in all divisions both by

Passengers and Opinion Makers are

It is the safest It is run by a Government Corporation

15. Half of the Opinion Makers support the two statements that convey the message

of lesser dependence on public services

Public should be encouraged to use personalized vehicles than relying on Public Transport (50%)

Because of shortage of Buses in NE-KnRTC people are forced to use personalized vehicles (58%)

16. Breakdown of vehicles has been experienced by a large percentage of passengers

in all divisions. Significant reasons appear to be the poor maintenance of vehicles

and followed by bad condition of roads.

17. Passengers have expressed their opinion about the quality of the services of the NE-KnRTC services and grouped into three categories.

A. Satisfied:



Handling of Luggage Punctuality Speed

B. Comfortable: Frequency Facilities in Bus Shelter/Stand/Terminus Seat Availability Comfort in the Bus

C. Need Improvement: Fare (Cost of the Ticket) Reliability Convenient Timings

18. Some improvement in staff behavior is desired by the Passengers Helpful to: Women, Elderly and Children Honesty: Diligently issuing Tickets

19. Passenger Friendly behavior of the Staff, Safety of the Journey and Travel

Duration (Journey time) are Important Attributes of Transport Systems according

to Opinion Makers.

20. The first set of the factors – Passengers expectations are Travel safety, Fare Punctuality Schedule timings

21. According to Passengers, NE-KnRTC services are good in providing better

facilities than the private operators in respect of

Leg room between seats Convenient places for boarding Convenient places for alighting Comfortable Seating Courteous and well mannered crew/staff Convenient stops during the journey for snacks/coffee/lunch/dinner Driving is smooth and safe and less of rash driving



22. The main factor influencing pilferage in collection is the nexus between the

conductor and passenger as revealed by the passengers.

23. The presence of private transport services operating parallel to the public

transport service and lack of control on illegal operations appear to be other

important problems to the corporation. More than 50% of the employees have

expressed this opinion in the survey.

24. Factors contributing to Earnings per Km in order of their importance as assigned

by the employees are

Better services, Better traffic management, Provision for luggage, Appropriate fares and Publicity

25. Privatization is opposed by a large number of employees (99%) with a similar

opinion across the divisions. A major percentage of respondents prefer to run as

departmental (52%) and however 28% of them prefer better patronize from

government.

26. 43% in Bidar, 34% in Gulbarga and 23% in Bellary out of 549 responses of

Passengers favor functional freedom and authority to NE-KnRTC in deciding the

routes and frequencies.

27. An attempt has been made to estimate the future requirements of buses. Based on

future populations of urban and rural areas of the districts covered under this

region incoming years 2011 and 2016, the requirement of passenger buses are

worked out on the basis of norms developed for different segments of the society.



28. To handle intra district and rural services, there will be a need of 1553 and 1613

buses in years 2011 and 2016 respectively. For inter district services the demand

will be 1184 and 1299 buses for the years 2011 and 2016 respectively. Inter state

operations could be managed with 357 buses and 396 buses in the specified years

2011 and 2016.

29. The total demand of 3094 buses for 2011 and 3308 buses for 2016 is projected to

service all segments of the region covered by NE-KnRTC bus services

30. However, NE-KnRTC is currently running about 2425 buses to cater to all

segments. The demand is more than supply in these districts where NE-KnRTC

operates its buses. By 2016, the corporation needs to augment its fleet by another

1000 buses. It may be noted that these additions are over and above the

replacement of over aged buses.

31. It is estimated that in 2008 – 09, 400 buses will be required for both additional

service and for replacement. For the next four years, 1200 buses will be required

in total considering the age of the fleet and proposed expansion. Investment will

be required for infrastructure also for building bus stands and it is proposed for

the next four years from 2008 -09 to 2011 – 12, the corporation would require Rs.

108 crore, Rs.94 crores, Rs.74 crore, and Rs.43 crore respectively.



APPENDIX

APPENDIX A

Table A3.1

Socio-economic characteristics of the respondents1. Residential StatusSl. No

Residential Status


1Urban N 28 72 22 122

Col. % 9.30 24.16 7.31 13.56

2Rural N 273 226 279 778

Col. % 90.70 75.84 92.69 86.442. Age Groups (Years)

1 Up to 20N 25 44 26 95Col. % 8.31 14.77 8.64 10.56

2 20-35N 171 182 157 510Col. % 56.81 61.07 52.16 56.67

3 35-50N 98 62 107 267Col. % 32.56 20.81 35.55 29.67

4 50-65N 7 10 11 28Col. % 2.33 3.36 3.65 3.11

3. Educational Qualification

1 IlliterateN 4 8 4 16Col. % 1.33 2.68 1.33 1.78

2Primary school

N 70 45 53 168Col. % 23.26 15.10 17.61 18.67

3 High SchoolN 139 139 164 442Col. % 46.18 46.64 54.49 49.11

4 GraduationN 82 89 62 233Col. % 27.24 29.87 20.60 25.89

5Post

GraduationN 6 17 18 41Col. % 1.99 5.70 5.98 4.56

Sample size N 301 298 301 900



4. OccupationSl. No

OccupationDistrict

Total Gulbarga Bidar Bellary

1Student N 17 22 17 56

Col. % 5.65 7.38 5.65 6.222 Housewife N 8 11 9 28

Col. % 2.66 3.69 2.99 3.113 Service N 53 41 54 148

Col. % 17.61 13.76 17.94 16.444 Agriculture N 148 136 164 448

Col. % 49.17 45.64 54.49 49.785 Labourer N 22 25 22 69

Col. % 7.31 8.39 7.31 7.676 Business N 41 51 31 123

Col. % 13.62 17.11 10.30 13.677

OthersN 12 12 4 28Col. % 3.99 4.03 1.33 3.11

5. Average Family Monthly Income

1 Less than Rs.2000N 39 15 27 81

Col. % 12.96 5.03 8.97 9.00

2 Rs.2001-5000N 187 179 167 533

Col. % 62.13 60.07 55.48 59.22

3 Rs. 5000-10000N 65 75 100 240

Col. % 21.59 25.17 33.22 26.67

4 Rs. 10000-15000N 7 4 7 18

Col. % 2.33 1.34 2.33 2.00

5 More than Rs. 15000

N 2 4 0 6Col. % 0.66 1.34 0.00 0.67

6 No AnswerN 1 21 0 22

Col. % 0.33 7.05 0.00 2.44 Sample size N 301 298 301 900



Table A3.2

S.NO

NE-KnRTC Travel Attribute Importance

Not at all Important

Less Important Important

Very Important

Most Important Total

1 Time of the Schedule N 10 53 194 508 135 900

Row %

1.11 5.89 21.56 56.44 15.00 100.00

2Fare (Cost of the Ticket)

N 24 79 156 453 188 900Row %

2.67 8.78 17.33 50.33 20.89 100.00

3 Comfort in the BusN 10 78 166 404 242 900

Row %

1.11 8.67 18.44 44.89 26.89 100.00

4Facilities in Bus Shelter/Stand/Terminus)

N 6 76 179 365 274 900Row %

0.67 8.44 19.89 40.56 30.44 100.00

5 Reliability of Service N 3 65 188 366 278 900

Row %

0.33 7.22 20.89 40.67 30.89 100.00

6 Safety of the Journey N 7 59 161 345 328 900

Row %

0.78 6.56 17.89 38.33 36.44 100.00

7Travel Duration (Journey time)

N 12 53 177 308 350 900Row %

1.33 5.89 19.67 34.22 38.89 100.00

8Passenger Friendly behavior of the Staff

N 11 61 174 237 417 900Row %

1.22 6.78 19.33 26.33 46.33 100.00



Table A3.3

Opinion of Passengers about the quality of NE-KnRTC Services by District

Sl.NoAttributes of NE-KnRTC Services

Opinion about the quality of NE-KnRTC Services

Very Poor Poor Average GoodVery Good Total

1 PunctualityN 15 128 339 396 22 900Row %

1.67 14.22 37.67 44.00 2.44 100.00

2 SpeedN 23 188 329 316 44 900Row %

2.56 20.89 36.56 35.11 4.89 100.00

3 FrequencyN 33 247 366 236 18 900Row %

3.67 27.44 40.67 26.22 2.00 100.00

4 Seat AvailabilityN 44 242 313 256 45 900Row %

4.89 26.89 34.78 28.44 5.00 100.00

5Fare (Cost of the

Ticket)

N 144 328 267 133 28 900Row %

16.00 36.44 29.67 14.78 3.11 100.00

6 ReliabilityN 72 327 314 167 20 900Row %

8.00 36.33 34.89 18.56 2.22 100.00

7 Convenient TimingsN 103 313 294 180 10 900Row %

11.44 34.78 32.67 20.00 1.11 100.00

8 Comfort in the BusN 82 197 338 268 15 900Row %

9.11 21.89 37.56 29.78 1.67 100.00

9Facilities in Bus

Shelter/Stand/Terminus

N 161 162 252 295 30 900Row %

17.89 18.00 28.00 32.78 3.33 100.00

10 Handling of LuggageN 73 127 233 392 75 900Row %

8.11 14.11 25.89 43.56 8.33 100.00



Table A3.4

Opinion about the behavior of NE-KnRTC Staff

Sl.No

Attributes of Staff behavior

OpinionVery Poor Poor Average Good

Very Good Total

1Courtesy N 25 98 380 340 57 900

Row % 2.78 10.89 42.22 37.78 6.33 100.00

2

Honesty: Returning small change

N 15 157 312 367 49 900

Row % 1.67 17.44 34.67 40.78 5.44 100.00

3

Honest: Diligently issuing Tickets

N 20 170 340 299 71 900

Row % 2.22 18.89 37.78 33.22 7.89 100.00

4

Helpful to: Women, Elderly and Children

N 53 208 339 245 55 900

Row % 5.89 23.11 37.67 27.22 6.11 100.00

5

Discipline in stopping when required

N 18 161 338 299 84 900

Row % 2.00 17.89 37.56 33.22 9.33 100.00



Table A3.5

Opinion about Attributes of Staff behavior in selected districts.

1. Courtesy

Response DistrictAllGulbarga Bidar Bellary

Poor 11.30% 7.05% 22.59% 13.67%Average 28.57% 52.35% 45.85% 42.22%

Good 60.13% 40.60% 31.56% 44.11%Total 100.00% 100.00% 100.00% 100.00%

2. Honesty: Returning small change


Poor 18.60% 6.71% 31.89% 19.11%Average 35.22% 33.89% 34.88% 34.67%

Good 46.18% 59.40% 33.22% 46.22%Total 100.00% 100.00% 100.00% 100.00%

3. Honesty: Diligently issuing Tickets


Poor 20.93% 10.07% 32.23% 21.11%Average 37.54% 32.21% 43.52% 37.78%

Good 41.53% 57.72% 24.25% 41.11%Total 100.00% 100.00% 100.00% 100.00%

4. Helpful to: Women, Elderly and Children


Poor 29.57% 18.46% 38.87% 29.00%Average 33.22% 35.91% 43.85% 37.67%

Good 37.21% 45.64% 17.28% 33.33%Total 100.00% 100.00% 100.00% 100.00%

5. Discipline in stopping when required


Poor 26.25% 9.06% 24.25% 19.89%Average 31.56% 36.91% 44.19% 37.56%

Good 42.19% 54.03% 31.56% 42.56%Total 100.00% 100.00% 100.00% 100.00%

Table A3.6



Rating of NE-KnRTC and Private Buses on selected set of service quality attributes

Sl. No. Service Quality

Transport Services NE-KnRTC

Private No Difference

Total

1 Comfortable Seating N 589 258 53 900

Row % 65.44 28.67 5.89 100.00

2 Leg room between seats N 635 211 54 900

Row % 70.56 23.44 6.00 100.00

3 Convenient places for boarding N 620 229 51 900

Row % 68.89 25.44 5.67 100.00

4 Convenient places for alighting N 590 245 65 900

Row % 65.56 27.22 7.22 100.00

5Convenient stops during the journey for snacks/coffee/lunch/dinner

N 464 266 170 900Row % 51.56 29.56 18.89 100.00

6Passenger need based stops for relaxation and attending toilet requirements

N 311 381 208 900Row %

34.56 42.33 23.11 100.00

7Better quality entertainment like music/video

N 143 670 87 900Row % 15.89 74.44 9.67 100.00

8 Easy ticketing facility N 426 372 102 900

Row % 47.33 41.33 11.33 100.00

9 Cost effectiveness - Reasonable fare N 243 617 40 900

Row % 27.00 68.56 4.44 100.00

10 Less travel time N 439 314 146 899

Row % 48.78 34.89 16.22 99.89

11Convenient departure and arrival timings

N 386 287 227 900Row % 42.89 31.89 25.22 100.00

12 Cleanliness of interior N 379 395 125 899

Row % 42.11 43.89 13.89 99.89

13 Cleanliness of exterior N 404 408 88 900

Row % 44.89 45.33 9.78 100.00

14 Easy placement of luggageN 422 276 202 900

Row % 46.89 30.67 22.44 100.00

15Driving is smooth and safe and less of rash driving

N 464 228 207 899Row % 51.56 25.33 23.00 99.89

16 Courteous and well mannered crew/staff

N 622 182 96 900Row % 69.11 20.22 10.67 100.00



Table A3.7

Desirable Functional freedom and autonomy in NE-KnRTC to provide efficient and cost-effective transport services

Sl. No.

Functional Freedom


1 They can revise fares for reasons beyond their control - like increase in diesel price/input costs

N 131 135 227 493Row

% 26.57 27.38 46.04 100.002

Deciding the routes and their frequencies N 185 237 127 549

Row % 33.70 43.17 23.13 100.00

3 Having differential services for various customer segments

N 151 194 192 537Row

% 28.12 36.13 35.75 100.004

Deciding different fares for off-peak and other special services

N 185 180 174 539Row

% 34.32 33.40 32.28 100.005

Cancellation of schedules/trips/services when there is no demand

N 92 125 82 299Row

% 30.77 41.81 27.42 100.00



APPENDIX B

Table B3.1

Socio-Economic Characteristics

1. Occupation


Number Percent Number Percent Number Percent Number PercentHousewife 26 25.49 23 22.77 27 24.77 76 24.36Govt. Service 30 29.41 58 57.43 65 59.63 153 49.04School/Hospital

42 41.18 17 16.83 17 15.60 76 24.36

Elected Representative

4 3.92 3 2.97 0 0.00 7 2.24

2. GenderMale 51 50.00 68 67.33 65 59.63 184 58.97Female 51 50.00 33 32.67 44 40.37 128 41.033. Age Groups (Years)Up to 20 Years 0 0.00 1 0.99 1 0.92 2 0.6420-35 Years 45 44.12 52 51.49 55 50.46 152 48.7235-50 Years 54 52.94 45 44.55 50 45.87 149 47.7650-65 Years 3 2.94 3 2.97 3 2.75 9 2.884. Residential StatusUrban 75 73.53 86 85.15 102 93.58 263 84.29Rural 27 26.47 15 14.85 7 6.42 49 15.715. Educational QualificationIlliterate 2 1.96 1 0.99 3 2.75 6 1.92Primary School 14 13.73 9 8.91 11 10.09 34 10.90High school 16 15.69 21 20.79 15 13.76 52 16.67Graduation 55 53.92 61 60.40 53 48.62 169 54.17Post Graduation

15 14.71 9 8.91 27 24.77 51 16.35

6. Family Monthly Income (Rs.)Less than 2000 3 2.94 1 0.99 9 8.26 13 4.1720001-5000 33 32.35 29 28.71 27 24.77 89 28.535000-10000 65 63.73 54 53.47 73 66.97 192 61.5410001-15000 0 0.00 16 15.84 0 0.00 16 5.13More than 15000

1 0.98 1 0.99 0 0.00 2 0.64



Sample Size 102 100.00 101 100.00 109 100.00 312 100.00

Table B3.2

Opinion Makers responses to the Public Transport Statements

S.NO Public Transport

Statement

Opinion

Strongly Disagree

Disagree Uncertain / Neutral

Agree Strongly Agree

1

Public should be encouraged to use personalized vehicles than relying on Public Transport

N 2 45 110 147 8

Row% 0.64 14.42 35.26 47.12 2.56

2The condition of Roads in my area is pathetic/very bad

N 20 41 111 116 24

Row% 6.41 13.14 35.58 37.18 7.69

3

There is a heavy misuse of Bus passes by passengers

N 3 35 107 143 24

Row% 0.96 11.22 34.29 45.83 7.69

4

Smaller vehicles are better suited than normal buses for rural areas

N 2 30 104 152 24

Row% 0.64 9.62 33.33 48.72 7.69

5

Because of shortage of Buses in NE-KnRTC people are forced to use personalized vehicles

N 6 24 100 164 18

Row% 1.92 7.69 32.05 52.56 5.77



Table B3.3

Opinion Makers responses to the Public Transport Statements by district

Statement ResponseDivision


1). Public should be encouraged to use personalized vehicles than relying on Public Transport

Disagree 16.67% 13.86% 14.68% 15.06%Uncertain 35.29% 44.55% 26.61% 35.26%Agree 48.04% 41.58% 58.72% 49.68%

2). Because of shortage of Buses in NE-KnRTC people are forced to use personalized vehicles


3). The condition of Roads in my area is pathetic/very bad


4). There is a heavy misuse of Bus passes by passengers


5). Smaller vehicles are better suited than normal buses for rural areas




Table B3.4

Opinion about the quality of NE-KnRTC Services

S.NoAttributes of NE-KnRTC Services

Opinion

Very Poor Poor Average GoodVery Good Total

1Punctuality N 5 38 134 133 2 312

Row% 1.60 12.20 42.90 42.60 0.60 100.00

2Speed N 4 52 140 103 13 312

Row% 1.30 16.70 44.90 33.00 4.20 100.00

3Frequency N 6 71 127 101 7 312

Row% 1.90 22.80 40.70 32.40 2.20 100.00

4Seat Availability N 11 71 148 74 8 312

Row% 3.50 22.80 47.40 23.70 2.60 100.00


N 39 64 128 78 3 312Row% 12.50 20.50 41.00 25.00 1.00 100.00

6Reliability N 11 72 142 85 2 312

Row% 3.50 23.10 45.50 27.20 0.60 100.00

7Convenient Timings N 15 70 143 80 4 312

Row% 4.80 22.40 45.80 25.60 1.30 100.00

8Comfort in the Bus N 8 60 148 90 6 312

Row% 2.60 19.20 47.40 28.80 1.90 100.00

9Facilities in Bus Shelter/Stand/Terminus

N 11 65 117 112 7 312Row% 3.50 20.80 37.50 35.90 2.20 100.00

10Number of Stops during the journey

N 8 48 150 100 6 312Row% 2.60 15.40 48.10 32.10 1.90 100.00

11Handling of Luggage N 9 51 128 117 7 312

Row% 2.90 16.30 41.00 37.50 2.20 100.00

12Providing the best services to the public

N 10 43 146 107 6 312Row% 3.20 13.80 46.80 34.30 1.90 100.00



Table B3.5

Rating of NE-KnRTC Buses and Private Operators on selected Service Quality Attributes

S.NoFacilities offered by

Bus Operators NE-

KnRTCPrivate

No Difference

Total

1Timings of bus/ convenient departure and arrival

N 245 46 21 312

Row%78.53 14.74 6.73 100.00

2Reliability of service (on time Departure and Arrival)

N 231 59 22 312

Row%74.04 18.91 7.05 100.00


N 154 134 24 312Row% 49.36 42.95 7.69 100.00

4Easy ticketing facility

N 211 66 35 312Row% 67.63 21.15 11.22 100.00

5Comfort in the bus / Comfortable seating

N 185 85 42 312Row% 59.29 27.24 13.46 100.00

6More legroom between seats

N 165 96 51 312Row% 52.88 30.77 16.35 100.00

7Easy placement of luggage

N 182 84 46 312Row% 58.33 26.92 14.74 100.00

8Facilities in Bus Shelter / Stand / Terminus

N 210 72 30 312

Row%67.31 23.08 9.62 100.00

9Convenient places for boarding

N 221 60 31 312Row% 70.83 19.23 9.94 100.00

10Convenient places for alighting

N 213 53 46 312Row% 68.27 16.99 14.74 100.00

11Safety of the journey / Lesser rash driving

N 211 50 51 312

Row%67.63 16.03 16.35 100.00

12Passenger friendly behavior of the staff

N 198 63 51 312Row% 63.46 20.19 16.35 100.00

13

Convenient stops during journey for snacks / Lunch / Dinner

N 183 72 57 312

Row%58.65 23.08 18.27 100.00

14 N 153 88 71 312



Passenger need based stops for relaxation / toilet requirements Row%

49.04 28.21 22.76 100.00

15Better quality entertainment like music / video films

N 61 173 78 312

Row%19.55 55.45 25.00 100.00

16Better value for money

N 146 115 51 312Row% 46.79 36.86 16.35 100.00

17Cleanliness of interior

N 179 108 25 312Row% 57.37 34.62 8.01 100.00

18Cleanliness of exterior

N 205 85 22 312Row% 65.71 27.24 7.05 100.00



APPENDEX C

Table C3.1

Rating of NE-KnRTC Buses and Private Operators on selected Service Quality Attributes

S.NoFacilities offered by Bus

Operators NE-KnRTC PrivateNo

Difference Total

1Timings of bus/ convenient departure and arrival

N 260 42 3 305Row % 85.25 13.77 0.98 100.00

2Reliability of service (on time Departure and Arrival)

N 240 57 8 305Row % 78.69 18.69 2.62 100.00

3 Fare (Cost of the Ticket) N 163 105 37 305

Row % 53.44 34.43 12.13 100.00

4 Easy ticketing facility N 198 76 31 305

Row % 64.92 24.92 10.16 100.00

5Comfort in the bus / Comfortable seating

N 193 81 31 305Row % 63.28 26.56 10.16 100.00

6 More legroom between seats N 212 66 27 305

Row % 69.51 21.64 8.85 100.00

7 Easy placement of luggage N 218 61 26 305

Row % 71.48 20.00 8.52 100.00

8Facilities in Bus Shelter / Stand / Terminus

N 250 39 16 305Row % 81.97 12.79 5.25 100.00

9 Convenient places for boarding N 254 31 20 305

Row % 83.28 10.16 6.56 100.00

10 Convenient places for alighting N 259 29 17 305

Row % 84.92 9.51 5.57 100.00

11Safety of the journey / Lesser rash driving

N 220 38 47 305Row % 72.13 12.46 15.41 100.00

12Passenger friendly behavior of the staff

N 205 41 59 305Row % 67.21 13.44 19.34 100.00

13Convenient stops during journey for snacks / Lunch / Dinner

N 176 31 98 305Row % 57.70 10.16 32.13 100.00

14Passenger need based stops for relaxation / toilet requirements

N 133 39 133 305Row % 43.61 12.79 43.61 100.00

15Better quality entertainment like music / video films

N 38 170 97 305Row % 12.46 55.74 31.80 100.00



16 Better value for money N 201 62 42 305

Row % 65.90 20.33 13.77 100.00

17 Cleanliness of interior N 139 152 14 305

Row % 45.57 49.84 4.59 100.00

18 Cleanliness of exterior N 143 149 13 305

Row % 46.89 48.85 4.26 100.00

Table C3.2

Comparison of quality facilities provided by Public and Private Operators Gulbarga Bidar Bellary AllA) Better facilities from Private Operators 1. Better quality entertainment like music / video films,

57.4% 59.2% 50.5% 55.7%

2. Cleanliness of interior and 66.3% 63.1% 19.8% 49.8% 3. Cleanliness of exterior 65.3% 64.1% 16.8% 48.9%

B) NE-KnRTC services provide facilities over private operators

1. Comfort in the bus / Comfortable seating 64.4% 67.0% 58.4% 63.3%

2. Easy ticketing facility 60.4% 72.8% 61.4% 64.9%

3. Fare (Cost of the Ticket 54.50% 54.40% 51.50% 53.40%C) NE-KnRTC unique facilities 1. Timings of bus/ convenient departure and arrival

72.3% 92.2% 91.1% 85.2%

2. Convenient places for alighting 79.2% 87.4% 88.1% 84.9% 3. Convenient places for boarding 79.2% 87.4% 83.2% 83.3% 4. Facilities in Bus Shelter / Stand / Terminus 78.2% 82.5% 85.1% 82.0% 5. Safety of the journey / less rash driving 59.4% 81.6% 75.2% 72.1%



Table C3.3

Opinion on selected statements related to the organization by district

Statement ResponseDistrict

Gulbarga Bidar Bellary All

1.This division is successful in meeting competition

Disagree 12.9% 14.6% 3.0% 10.2%Neutral 12.9% 28.2% 11.9% 17.7%Agree 74.26% 57.28% 85.15% 72.13%

2.Higher revenue is possible through better traffic management


3.My daily targets are achievableDisagree 31.7% 10.7% 6.9% 16.4%Neutral 32.7% 27.2% 34.7% 31.5%Agree 35.64% 62.14% 58.42% 52.13%

4.Daily collection incentive is well thought out move


5. My superiors are fair in duty allotment


6. Our procedures for dealing with administrative problems are fair and transparent


7.Vigilance is effective in curbing pilferage


8.Passengers are mainly responsible for pilferage


9.Pilferage is still there in the division in spite of vigilance actions


10. Role of the crew in pilferage is true


11. Absenteeism in this division is high



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