Lochan Gowda 007 (5)

A STUDY ON ADVANCEMENT OF OPERATIONS AAND SERVICES IN SATISFYING
PASSENGERS OF KSRTC AT CHICKBALLAPUR
CHAPTER - 1
INTRODUCTION
INTRODUCTION TO TRANSPORTATION
In looking the history of transport or transportation which means the movement of humans, animals

and goods from one location to the another. In other words to say which means the action of transport
is defined as a particular movement of an organism or thing from one point to another point.
Modes of transport include air, land ,water, cable, pipeline and space The field can be divided into
infrastructure, vehicles, and operations. Transport is very important because it enables trade between
the people, which is essential for the development of the civilizations.
Humans' first means of transport involved walking, running and swimming. The domestication of
animals introduced a new way to lay the burden of transport on more powerful creatures, allowing the
hauling of heavier loads, or humans riding animals for greater speed and duration. Inventions such as
the wheel and the sled helped make animal transport more efficient through the introduction
of vehicles. Water transport, including rowed and sailed vessels, dates back to time immemorial, and
was the only efficient way to transport large quantities or over large distances prior to
the establishment of the Industrial Revolution.
The first forms of road transport involved animals, such as horses (domesticated in the 4th or the 3rd
millennium BCE), oxen (from about 8000 BCE) or humans carrying goods over dirt tracks that often
followed game trails . Many early civilizations, including those in Mesopotamia and the Indus valley ,
constructed paved roads. The Industrial Revolution in the 19th century saw a number of inventions
fundamentally change transport. With telegraphy , communication became instant and independent of
the transport of physical objects. The invention of the steam engine, closely followed by its
application in rail transport, made land transport independent of human or animal muscles.
The 19th century also saw the development of the steam ship, which speed up global transport.With
the development of the combustion engine and the automobile around 1900, road transport became
more competitive again, and mechanical private transport originated.
BGS INSTITUTE OF MANAGEMENT STUDIES Page 1

The first "modern" highway were constructed during the19th century withmacadam . Later, tarmac
and concrete became the dominant paving materials. In 1903 the Wright brothers demonstrated the
first successful controllable airplane , and after the World War I (1914–1918) aircraft became a fast
way to transport people and express goods over long distances.
After World War II (1939–1945) the automobile and airlines took higher shares of transport, reducing
rail and water to freight and short-haul passenger services. Scientific spaceflight began in the 1950s,
with rapid growth until the 1970s, when interest dwindled. In the 1950s the introduction
of containerization gave massive efficiency gains in freight transport, fostering globalization
International air travel became much more accessible in the 1960s with the commercialization of
the jet engine . Along with the growth in automobiles and motorways, rail and water transport declined
in relative importance. After the introduction of the shinkansen in Japan in 1964, high-speed rail in
Asia and Europe started attracting passengers on long-haul routes away from the airlines.
TRANSPORTATION IN INDIA
Transportation system in India consists transport by land , water and air. Public transport remains as
the primary mode of transport for most Indian people and India's public transport systems are among
the most heavily used in the world.
Up to the middle of the 19th century, the means of transport in India were backward. They were
confined to bullock-cart, camel, and packhorse. The British rulers soon realized that a cheap and easy
system of transport was a necessity if British manufactures were to flow into India on a large scale and
her raw materials secured for British industries. The British rulers introduced steamships on the rivers
and set about improving the roads. Work on the Grand Trunk Road from Calcutta to Delhi began in
1839 and completed in the 1850's. Efforts were also made to link by road the major cities, ports, and
markets of the country.
Motor vehicle population in India is low as per international standards, with only 24.85 million cars on
the nation's road's as per 2013 records. In total, about 21 percent of households have two wheelers
whereas only 4.7 percent of households in India have cars/jeep/vans/as per 2011 census. Despite this,
the number of deaths caused by traffic is amongst the greater in the world and it is increasing . The
automobile sector in India is presently rigidly growing with an annual production of over 4.6million

vehicles, with an annually growing rate of 10.5% and vehicle volume is expected to rise more in the
future.India's rail network is the third-longest and the most heavily used system in the world,
transporting 8.225 billion passengers and over 970 million tonnes of annually, as of 2015. The
railways transport about 18 million citizens daily.
In 2015-16, Government of India, announced 106 National Waterways under inland waterways
authority of India to reduce the cost of transportation and lower the carbon footprint by moving the
traffic from the surface roads and railroads to waterways.
Despite ongoing improvements in the transport sector, several aspects of transportation are still riddled
with problems due to outdated infrastructure and lack of investments in less economically active parts
of the country. The demand for transportations infrastructure and services has been rising by around
10% a year with the current infrastructure being unable to meet these growing demands. According to
Goldmanssachs, India will need to spend US$ 1.7 trillion on projects over the decade to boost
economic growth.
MEANING OF TRANSPORTION
Transportation is the movement of goods and persons from one place to another and various means by
which such movement is achieved. The growth of the ability and the need to transport large quantities
of goods or numbers of people over long distances at high speeds in comfort and safety.
DEFINITION OF TRANSPORTATION
Transportation is the fundamental part of logistics and planning whenever vehicles are used to move
people or items from one location to another. They allow people to get to work on time using the local
bus or train.
MODES OF TRANSPORTATION IN INDIA
ROADS
India has the one of the largest road network across the world, spanning over a total of 5.5 million km.
The road network transport 64.5 percent of all goods in the country and 90 percent of India's total
passengers traffic uses road network to continue. Road transportation has gradually increased over the

years with the improvements in connectivity between cities, towns and villages in the country. The
Indian roads carry almost 90 percent of the country's passengers traffic. In India sales of automobiles
and movements of freight by roads is growing at a rapid rate.
RAILWAYS
Rail transport is a means of transferring of passengers and goods on wheeled vehicles running on rails,
also known as tracks. It is also commonly referred to as train transport. In contrast road transport,
where vehicles run on a prepared flat surface, rail vehicles are directionally guided by the tracks on
which they run. Tracks usually consist of steel rails, installed on ties and ballast, on which the rolling
stock, usually fitted with metal wheels, moves. Other variations are also possible, such as slab track,
where the rails are fastened to a concrete foundation resting on a prepared subsurface.
AIRLINES
An airline is a company that provides air transport services for travelling passengers and freight.
Airline utilize aircraft to supply these services and may form partnerships or alliances with other
airlines for code share agreements . Generally airline companies are recognized with an air operating
certificate or license issued by a governmental aviation body. Airlines vary in size, from small
domestic airlines to full service international airlines with double decker airplanes.
WATREWAYS
Water transportation is the process of transportation that a watercraft such as a barge, boat,
ship or sailboat makes over a body of water, such as a sea, ocean, lake, canal or river. If a boat or
other vessel can successfully pass through a waterway it is known as a navigable waterways. The need
for buoyancy unites watercraft, and makes the hull a dominant aspect of its construction, maintenance
and appearance. When a boat is floating on the water the hull of the boat is pushing aside water where
the hull now is, this is called as displacement.
SIGNIFICANCE OF TRANSPORTATION
1. INDUSTRIAL GROWTH:
Transportation and the Industrial development are interrelated. Without improved modes of
transportation it would have been harder for the industrial producers to produce and then sell their

goods to the wider markets. Transportation facilitates movement of raw material and other requirement
from the place of supply to the place of production. Efficient transport is indispensable to the
economic development of the nation.
2. CREATES EMPLOYMENT:
Transport also contributes to economic development through job creation. It creates both direct and
indirect employment opportunities. In India, a sizeable portion of the country’s working population is
directly or indirectly employed in the transport sector. It also facilitates movement of labours and
thereby encourages employment resulting into industrial development and thereby economic
development.
3. CREATES PLACE UTILITY:

Transportation enables movement of commodities from the producer to the final consumer whenever
and wherever they are demanded. It creates place utility. Transportation plays an essential role in the
agricultural sector. Agricultural requirements are made available to the farmer at a short span of time.
It is an integral part t of commerce. It gives place and time utility to goods by removing them from the
place of production to the places where they are to be consumed.
4. BRING COUNTRIES CLOSER:

No country in the world is self-sufficient. They have to depend on one another to fulfil their
requirements. Transportation has brought the countries closer. It not only caters to the need of mobility
but also provides comfort and convenience. ravelling is a part of our daily lives. People travel for
business purpose, education purpose I and vacation purpose etc. The transport system is doing a great
job by easing the pain of covering vast distance of land thereby bringing the countries closer.
5. SERVE SEVERAL PURPOSES:

Transportation provides access to natural resources and promotes trade, allowing a nation to
accumulate wealth and power. Transportation also allows the movement of soldiers, equipment, and
supplies during war. Hence transportation is vital to a nation’s economy as it serve several purposes. It
includes the manufacture and distribution of vehicles, the production and distribution of fuel, and the
provision of transportation services.

6. STABILITY IN PRICES:
Goods can be transported to places where there is scarcity and the prices are high from places where
there is surplus and the prices are low. Such transfer of goods from the place of surplus to the place of
scarcity enables to stabilise the prices of the commodity. Thus stability of prices restricts the local
producers to charge prices at their own will. This discourages monopoly and encourages competition.
7. SPECIALIZATION AND DIVISION OF LABOUR:

Transport increases the mobility of labour and capital, widens the market that leads to specialization
and division of labour, which helps in stabilizing prices. Specialization provides employment to a very
large number of persons. It is only due to transport that modern industrial system and large-scale
industries are in a position to develop. Without efficient transport it would not have been possible to
procure raw material, gather large number of workers and distribute the finished goods.
8. USE OF ECONOMIC RESOURCES:

Transportation enables society to enjoy advantages of specializations of resources, and the benefits of
labour by making it possible for products to be brought great distance, thus avoiding the necessity for
local production for all conceivable commodities of need. Each economic region can thus concentrate
upon the goods and services for which it is best adapted either through natural resources endowment or
through historical development. It, thus, leads to a better economic use of available resources.
9. STANDARD OF LIVING:
Transportation raises the standard of living, making possible improved housing, clothing, food and
recreation. And also wealth and prosperity of humans in their daily life. n and of itself, the use of
public transportation neither advances nor regresses a household’s standard of living. The
benefit of using public transit centres the likelihood that any particular public transit system
is cheaper than driving (and owning) a car, or some other mode of individual transportation
TRANSPORTATION SECTOR
The transportation sector is a group or combining of companies that avail services for moving people,
goods, and the infrastructure to do. Generally, transportation is an industry group under the industrials

stock sector according to the Global Industry Classification Standard (GICS). The transportation
industry group consists of several industries including air freight and logistics, airlines, marine, road
and rail, and transportation infrastructure. These industries are further broken down into the sub-
industries air freight and logistics, airlines, marine, railroads, trucking, airport services, highways and
rail tracks, and marine ports and services.
TRANSPORTATION SERVICE
Services given in order to access the individuals to gain access to other community services,
activities and resources specified in the plan of care. Transportation services under the program shall
be given in accordance with the individual's plan of care. Whenever possible, family, neighbours,
friends, or community agencies, which can provide this service without charge, will be utilized.
DEVELOPMENT OF TRANSPORTATION
A wide Perspective with concerning about the future development of transportation in India can be
projected against the background of the existing situation, the changes which have taken place in the
past and the developments which are taking place here and in other countries. Growing wouldn't be
automatic but efforts are require to that in nature. however there are many unpredictable factors that
is internal to the transportation system and external transportation to it. It is not possible to determine
with any forecasting of the future changes in these factors. It may be useful to sketch the broad
perspective of development of transportation on the basis of past and present trends. Transportation
development in India comprises railways, roads and road vehicles, inland waterways, shipping and
ports, pipelines, ropeways, air transport, and airports. The transportation scene has been gradually and
continuously changing and will change in the future
CHALLENGES OF TRANSPORATATION
1. TRAFFIC CONGESTION AND PARKING DIFFICULTIES
Congestion and parking are also interrelated since street parking consumes transport capacity,
removing one or two lanes for circulation. Further, looking for a parking space creates additional

delays and impairs local circulation. In central areas of large cities cruising may account for more than
10% of the local circulation as drivers can spend 20 minutes looking for a parking spot. This practice
is often judged more economically effective than using a paying off-street parking facility as the time
spent looking for a free parking space is compensated by the monetary savings.
2.LONGER COMMUTING
Simultaneously with congestion, people are spending an increasing amount oftime commuting

between their residence and the workplace. An important factor behind this trend is related to
residential affordability as housing located further away from central areas is more affordable.
Thereby, commuters are trading time for housing affordability. However, long commuting is linked
with several social problems, such as isolation as well as poorer health.
3. PUBLIC TRANSPORT INADEQUACY
Many of the public transporting systems are either over or under used. During peak hours,
crowdedness creates un comfort for the users as the system copes with a temporary surge in demand.
Low ridership makes many services financially unsustainable, particularly in suburban areas. In spite
of significant subsidies and cross-financing (e.g. tolls) almost every public transit system cannot
generate sufficient income to cover its operating and capital costs.
4. DIFFICULTIES FOR NON-MOTORIZED TRANSPORT
These difficulties are either the outcome of intense traffic, where the mobility of pedestrians, bicycles
and other non-motorized vehicles is impaired, but also because of a blatant lack of consideration for
pedestrians and bicycles in the physical design of infrastructures and facilities. On the opposite side,
the setting of bicycle paths takes capacity away from roadways as well as parking space.
5. LOSS OF PUBLIC SPACE
The majority of roads are publicly owned and free of access. Increased traffic has adverse impacts on
public activities which once crowded the streets such as markets, parades and processions, games, and

community interactions. These have gradually disappeared to be replaced by automobiles. In many

cases, these activities have shifted to shopping malls while in other cases, they have been abandoned
altogether. Traffic flows influence the life and interactions of residents and their usage of street space.
More traffic impedes social interactions and street activities.
6.HIGH INFRASTRUCTURE MAINTENANCE COST
Cities with an aging of their transport infrastructure are facing growing maintenance costs as well as
pressures to upgrade to more modern infrastructure. In addition to the involved costs, maintenance and
repair activities create circulation disruptions. Delayed maintenance is rather common since it conveys
the benefit of keeping current costs low, but at the expense of higher future costs and on some
occasion the risk of infrastructure failure. The more extensive the road and highway network, the
higher the maintenance cost and the financial burden.
7 .ENVIRONMENTAL IMPACTS AND ENERGY CONSUMPTION
Pollution, including noise, generated by circulation has become a serious impediment to the quality of
life and even the health of urban populations. Further, energy consumption by urban transportation has
dramatically increased and so the dependency on petroleum. These considerations are increasingly
linked with peak mobility expectations where high energy prices incite a shift towards more efficient
and sustainable forms of urban transportation, namely public transit.
8.ACCIDENTS AND SAFETY
Growing traffic in urban areas is linked with a growing number of accidents and fatalities, especially
in developing countries. Accidents account for a significant share of recurring delays. As traffic
increases, people feel less safe to use the streets. The diffusion of information technologies leads to
paradoxical outcomes. While users have access to reliable location and navigation information,
portable devices create distractions linked with a rise of accidents for drivers and pedestrians alike.

9. LAND CONSUMPTION
The territorial imprint of transportation is significant, particularly for the automobile. Between 30 and
60% of a metropolitan area may be devoted to transportation, an outcome of the over-reliance on some
forms of urban transportation. Yet, this land consumption also underlines the strategic importance of
transportation in the economic and social welfare of cities.
10. FREIGHT DISTRIBUTION
Globalization and the materialization of the economy have resulted in growing quantities of freight
moving within cities. As freight traffic commonly shares infrastructures with the circulation of
passengers, the mobility of freight in urban areas has become increasingly problematic. City logistics
strategies can be established to mitigate the variety of challenges faced by urban freight distribution.
PUBLIC TRANSPORTATION
Public transport is transport of passengers by group travel systems available for use by the general
public, which are managed on a schedule and operated on established routes, and that charge a fee
for each trip. An examples of public transport include city buses, trolleybuses, trams(or light rail) and
passengers, trains, rapid transit (metro/subway/underground, etc.) and ferries. Public transport between
cities is dominated by airline, coaches, and intercity rail. High-speed rail networks are being
developed in many parts of the world. Most public transport systems run along fixed routes with set
embarkation/disembarkation points to a prearranged timetable, with the most frequent services running
to a headway (e.g.: "every 15 minutes" as opposed to being scheduled for any specific time of the day).
However, most public transport trips include other modes of travel, such as passengers walking or
catching bus services to access train stations. Share taxis offer on-demand services in many parts of the
world, which may compete with fixed public transport lines, or compliment them, by bringing
passengers to interchanges. Para transit is sometimes used in areas of low demand and for people who
need a door-to-door service.
BGS INSTITUTE OF MANAGEMENT STUDIESPage 10

Urban public transit differs distinctly among Asia, North America, and Europe. In Asia, profit-driven,
privately-owned and publicly traded mass transit and real estate conglomerates predominantly operate
public transit systems In North America, municipal transit authorities most commonly run mass
transit operations. In Europe, both state-owned and private companies predominantly operate mass
transit systems, Public
transport services can be profit-driven by use of pay-by-the-distance fares or funded by government

subsidies in which flat rate fares are charged to each passenger. Services can be fully profitable
through high user ship numbers and high farebox recovery ratios, , or can be regulated and
possibly subsidised from local or national tax revenue. Fully subsidised, free of charge services
operate in some towns and cities.
PUBLIC TRANSPORTATION AND SERVICE
Public transportation as a bus service are generally based on regular operation of transit buses along a
route calling at agreed bus stops according to a published public transport timetable. The public
transportation helps in providing the service of buses to the people who are required. For the favour
and for the welfare in considering on the point of view of the society the service is given. Although a
fair amount is charged on the passengers who are travelling on it.
Moreover the service provided as on timely to the passengers who have to travel on an emergency and
to be on time as well. Keeping in the view the service motive the buses are allotted to them for their
own convenience and more as a means of flexibility, which is not available in all the transport system
the service and the transportation system runs smoothly thereby.
ROAD TRANSPORTATION ININDIA
The growth of public road transportation in India actually began in the early 1920s as a result of the
diversion of surplus army vehicles to civil market after the First World War. The growth was
unprecedented and by the end of 1920s there were the large number of vehicle operating in various
parts of the country. The mushrooming of private vehicles led to unhealthy competition and even route
cutting among operators. To control over this, The British Government in India appointed Mitchell-

Kirkness committee in 1932. It observed the evils of the public service motor transport suffering
largely due to the excessive competition and unemployment amongst buses and their concentration on
more popular routes. To put an end on this, the Government enacted a new legislation in 1939 entitled
‘The motor Vehicle Act’ of 1939. This act ensures the role of road transport on the basis of healthy
competition in the public bus transport system in India (Padam, 1990).
Before independence an attempt was made to nationalize bus transport industry in 1943 by bringing in
a Road Transport Corporation Act which caused the established of Bombay State Road Transport
Corporation. After independence the Road Corporation Act of 1950 was brought into force enabling
the state governments to form Road Transport Corporation within their jurisdiction (Padam, 1990).
Roads are the dominant mode of transportation in India today. They carry almost 85 percent of the
country’sIndia has been focusing in building roads since the ancient or early times as is evident from
the Harrapan civilisation. So as per 2017 estimates, the total road length in India is to be
5,603,293 km (3,481,725 mi);making the Indian road network the second largest road network in the
world next to the United States. At 0.66 km of highway per square kilometre of land the density of
India's highway network is higher than that of the United States (0.65) and far higher than that of
China's (0.16) or Brazil's (0.20).India has a network of National Highways connecting all the major
cities and state capitals, forming the economic backbone of the country. As of 2013, India has a total
of 70,934 km (44,076 mi) of National Highways, of which 1,205 km (749 mi) are classified
as expressways.
As per the data National Highways Authority of India, about 65% of freight and 80% passenger traffic
is carried by the roads. The National Highways carry about 40% of total road traffic, though only
about 2% of the road network is covered by these roads.[ Average growth of the number of vehicles
has been around 10.16% per annum over recent years.
Under National Highways Development Project (NHDP), work is under progress to equip national
highways with four lanes; also there is a plan to convert some stretches of these roads to six lanes. All
national highways are metalled, but very few are constructed of concrete, the most notable being the
Mumbai-Pune expressway. In recent years construction has commenced on a nationwide system of

multi-lane highways, including the Golden Quadrilateral and North-south and East-west

corridors which link the largest cities in India.
In 2000, around 40% of villages in India lacked access to all-weather roads and remained isolated
during the monsoon season. To improve rural connectivity, Pradhan Mantri Gram Sadak Yojana
(Prime Minister's Rural Road Program), a project funded by the Central Government with the help
of World Bank, was launched in 2000 to build all-weather roads to connect all habitations with a
population of 500 or above (250 or above for hilly areas).Generally, traffic in most of the cities in
India moves slowly, where traffic jams and accidents are very common, but in some cities
like Chandigarh, wide roads and less vehicles contribute to lesser traffic. India has very poor records
on road safely—around 90,000 people die from road accidents every year. At least 13 people die every
hour in road accidents in the country, also in the year 2007 road accidents claimed more than 130,000
lives, overtaking China.
BUS TRANSPORTATION
A bus is transport vehicle which is meant to carry the passengers or travellers meanwhile. Generally
buses are having the capacity as high as 300 passengers. And the most common type of bus are single
deck, rigid buses with larger loads carried by double decker and articulated buses, and smaller loads
carried by mid buses and minibuses; coaches are used for longer-distance services. There are many
types of buses for the convenience of the people, such as city transit buses and inter-city buses, charge
a fare.
Further there are also other types buses, such as elementary (or) secondary school buses (or) shuttle
buses within a post-secondary education campus do not charge a fare. In many jurisdictions with
considering the law, bus drivers are require a special licence above and beyond a regular driver
licence. Buses may be used for the transporting the people as on the scheduled bus transport, school,
coach, private hire, or tourism; and promotional buses may be used for political campaigns and others
are privately operated for a wide range of activities, including band tour transport

TYPES OF BUSES
STEAM BUSES:
Regular intercity bus services by steam-powered buses were pioneered in England in the 1830s
by Walter Hancock and by associates of Sir Goldsworthy gurney, among others, running reliable
services over road conditions which were too hazardous for horse-drawn transportation. The first
mechanically propelled omnibus appeared on the streets of London on 22 April 1833. Steam carriages
were much less likely to overturn, they travelled faster than horse-drawn carriages, they were much
cheaper to run, and caused much less damage to the road surface due to their wide tyres.
TROLLEY BUSSES:
With the growing development the bus was the invention of the electric trolleybus, typically fed with
trolley poles by overhead wires. The Siemens brothers, Williamin England and Ernst Werner in
Germany, collaborated on the invention of the trolleybus concept. Sir William first proposed the idea
in 1881 as an arrangement by which an ordinary omnibus would have a suspender thrown at intervals
from one side of the street to the other, and two wires hanging from these suspenders; allowing contact
rollers to run on these two wires, the current could be conveyed to the tram-car, and back again to the
dynamo machine at the station, without the necessity of running upon rails.
MOTAR BUSES
In 1895 using a six-passenger motor carriage developed from the 1893 Benz Victoria. Another
commercial bus line using the same model Benz omnibuses ran for a short time in 1898 in the rural
area around Llandudno Wales. Later Diamler also produced one of the motor-bus models in the year
1898,and selling a double-decker bus to the Motor Traction Company which was the first used on the
streets of London on 23 April 1898. The bus had a maximum speed of 18 km/h (11.2 mph) and which
was accommodated up to the 20 passengers in addition to the enclosed area below and on an open-air
platform above.

TYPES OF BUS SERVICES
1. URBAN TRANSPORT
1. Urban or suburban services is the most common type of public transport busservice and is
used to transport large numbers of people in urban areas, or to and from the suburbs to
population centres.
2.Express bus service are services that are intended to run faster than normal bus services, by
either operating as a "limited stop" service missing out less busy stops and/or travelling on faster
roads such as freeways rather than slower moving local roads.
3.Park and ride bus services are designed to provide an onward passenger journey from
a parking lot .These may be branded as shuttle or express services, or part of the standard bus
network.
4.Feeder bus services are designed to pick up passengers in a certain locality and take them to
a transfer point where they make an onward journey on a trunk service. This can be another bus,
or a rail-based service such as a tram, rapid transit or train. Feeder buses may act as part of a wider
local network, or a regional coach network.
5.Bus rapid transit (BRT) is the application of a range of infrastructure and marketing measures
to produce public transport bus services that approach the operating characteristics and capacity
of rapid transit systems.
2. LONG DISTANCE TRANSPORT
Long-distance coach services are bus services operated over long distances between the cities. These
services can form the mainstay of the travel network in countries with poor railway infrastructure.
Different coach operators may band together on a franchise or connecting basis to offer a branded
network that covers large distances, such as train ways and National Express. These networks can
even operate internationally, such as Euro lines of Europe. Interurban bus services are primarily aimed
at linking together one or more urban centres, and as such are often run as express services while

travelling in the intermediate rural areas, or even only call at two terminal points as a long distance
shuttle service. Some interurban services may be operated as high specification luxury services, using ,
in order to compete with railways, or link areas not rail connected. Interurban services may
often terminate in central bus stations bus stations rather than on street stops. Other interurban services
may specifically call at intermediate villages and may use slower transit buses or dual purpose buses.
3. SPECIALIST SERVICES
 School buses transport children to and from school. While many countries and school districts
organise their own services, as school buses or charter buses, in some areas.
 school bus services are implemented as special journeys on the normal public timetable,
specially timed and routed to arrive and depart in coordination with the school bell.
 Shuttle buses are any type of bus service intended primarily to shuttle passengers between two
fixed points. These can be bus or coach operated, but are usually short or medium distance
journeys taking less than an hour. Shuttle buses will usually link with other transport hubs, such as
airport shuttle buses. A common use of a shuttle bus is in towns or cities with multiple terminal
train stations or bus stations , for passenger interconnections. "Shuttle" as a brand name is applied
variously across several types of service.
 Post bus services are services that also carry mail, often on rural routes.
 Rail replacement bus services are often chartered by railway companies as alternate means of
transport for rail passengers. This can be pre-planned to cover for scheduled track maintenance or
other planned closures, or to cover for unplanned closures such as derailments.
OPERATION OF TRANSPORT SYSTEM:
SCHEDULING
public bus transportation services are run to a specific schedules allocated on the buses giving exact or
specific time of departure and arrival along the route. These buses are complex to manage in the
event of traffic, breakdowns, on/off bus incidents, road blockages or bad weather, technical problems
and any human made problems .

Predictable effects during the morning and evening hours and adjust to the traffic an these effects,
although this then prevents the opportunity for drafting a clock face timetable where the time of a bus
is predictable at any time through the day. Predictable short term increases in passenger numbers may
be dealt with by arranging for additional buses, where two or more buses operate the same time in
the schedule.
FIXED INFRASTRUCTURE
Bus services have led to the inclusion of different types of infrastructure now common in many urban
and suburban areas . The most prevalent example is the ubiquitous bus stop. Large interchanges are
necessary in building the bus stop . In the roads and streets of infrastructure for buses has resulted in
modifications to the kerb line such as protrusions and indentations, and even special kerb stones.
MANAGEMENT
While speaking the level and accuracy of bus services is often dependent on the quality and ability of
the local road network and levels of traffic congestion and the population of density. Services are
may be organised on tightly regulated networks with restrictions on when and where the services are
operating, while other services are operated on an ad hoc basis. Again with developing technology
buses are availed with vehicle tracking technology with an intention to assist with time scheduling.
OWNERSHIP
Public transport bus operation is differentiated from other bus operation by the fact the owner or driver
of a bus is employed by or contracted to an organisation whose main
public responsibility or duty is to provide a public transport service for passengers a better than of
private bus transportation. This would not only have good on passengers who are travelling but also
good impression on the organisation
REGULATION
In concerning all the situations in the growing economy of the world , public transport bus services
are usually subject to some form of legal control in terms of vehicle safety standards and method of
operation, and possibly the level of fares charged and routes operated. With increasing bus
transportation service are being given accessible, again in response to regulations laid out in disability

discrimination laws. This has led to introduction of flexible bus services and also low floor buses with
high features thereby.
SAFETY
In concerning the vehicles where safety is to be given a prior in travelling which occurs unexpectedly.
However the research conducted in Montreal in Canada showed that travelling by bus is safer than
travelling by car, for vehicle occupants but also for pedestrians and cyclists. There were 16 times
more injured car occupants than bus occupants. most pedestrians (95%) and cyclists (96%) were
injured by a car. So the bus transportation is reliably a better when compared other means of
transportation.
ADVANTAGES OF ROAD TRANSPORT
1. Road transportation is very much cost effective to the people.
2. It gives the rapid speed in transporting the goods from one place to another with immediate
effect.
3. It is more economic and quicker for carrying goods and people over short distances. Delays in
transit of goods on account of intermediate loading and handling are avoided.
4. Road transport has a great advantage over other modes of transport for its flexible services, its
routes and timings can be adjusted and changed.
5. One of the advantages is Ideal for sending by courier shortages to customers.
DISADVANTAGES OF ROAD TRANSPORTATION
1. Road transport is the subjected to traffic delays a many times.
2. Goods susceptible to damage through careless driving.
3. Motor transport is not as reliable as rail transport. During rainy or flood season, roads become
unfit and unsafe for use.

4. Driving regulations can cause delays.
5. The road transport is comparatively less organised also it is irregular and undependable.
ADVANCED TECHNOLOGY AVAILED IN PUBLIC TRANSPORTAION:
E-TICKETS:
With introduction of tickets the idea of the paper bus ticket has effectively disappeared in many cities.
In the U.K., for example, many bus companies allow travellers to pay for the ride the using a credit
card or through an app. Some apps give considerable flexibility; for instance the bus company Arriva
allows one person to send an unused bus ticket or credit to a friend.
CONNECTED TRANSIT
In terms of connected services, intelligent transport systems (can automatically adjust traffic signal
timings within a large urban area based on real time traffic information together with real-time
passenger information. Such technology, such as that manufactured by the French company Alstom
and use in Singapore, can significantly improve the capacity and quality of existing transport services.
OPEN SOURCE TRAVEL
When Connected with this and the idea of digitally integrated transport, is the use of open source
transport applications. Such technology, which is already used in Manila, helps to visualize public
transport accessibility. Visual displays can link together everything from bike share systems to trams.
As well as displays at major interfaces, consumers can access and input into transport apps. Data
collected from such applications can be used by planning authorities as effective planning tools.
Digitizing mass transport reflects changing consumer expectations; today's travellers, at least in
metropolitan areas, want to shift with speed and ease from trains and buses to other modes of transport
like car-sharing services or rental bicycles. As an example, Germany’s Ruhr region uses a cloud-based
intermodal transport control system, made by the telephonic company T-systems which enables the
management of the region's entire bus, train and tram network.The approach of the workforce will
need to change to accommodate the digital transformation of transport, according to a report by

Deloitte. Staff, for instance, will need adopt ‘digital uniforms’, so that they have the information to
support customers at hand. This means connected devices with real-time updates.
B2B OPPORTUNITY
In the B2B opportunity In terms of business-to-business opportunities, many transport companies use
advertising in waiting areas. Many of these areas now utilize digital display signs. As an example of
the popularity of this form of advertising, Jean-François Decaux, who is Co-Chief Executive Officer of
the French company JCDecaux, recently announced the 500th digital screen installation on the
Transport for London bus shelter network, which stretches across the U.K.'s capital city.
TRANSIT MODELLING
At last with introduction of digital technology, which is helping to build the more robust and logical
transport systems. In London their introduction of newest transport line. The Elizabeth Line was
designed by harnessing. Building Information Modelling, which is an intelligent 3D model-based
digital process that gives architecture, engineering, and construction.
PRIVATE TRANSPORTATION
Private transportation service which is not available for use by the general public. which is often public
transportation service providers are privately owned and notwithstanding, any and all services
provided by such companies that is available to the general public is considered public transport.
While private transportation may be used alongside nearly all modes of public transportation, private
transportation are rare. Private transport is the dominant form of transportation in most of the world.
In the United States of America for example, 86.2% ofpassengers miles are by passengers vehicles.
BEST PRIVATE BUS SERVICE PROVIDERS ARE
1. Praveen Travels.
2. VRL Travels.
3. SRS Travels.

4. Prasanna Travels.
5. Orange Travels.
6. KalladaTravel.
7. Jabbar Travels.
8. Jeppiaar Travels.
9. Neeta Travels.
10. Hans Travels.
ADVANTAGES OF PRIVATE TRANSPORTATION
1. Helps in the alternative way of travelling and no need of waiting for the other one.
2. Fair amount is charged for the travelling passengers meanwhile.
3. It is convenience at times of difficulty or emergency situation.
4. They are timely scheduled as a said of that even they considered the service motive.
5. It saves time and safety concerned.
DISADVANTAGES OF PRIVATE TRANSPORTATION
1. There would be no accident benefit like compensation.
2. Rash driving would have bad impression on the bus company.
3. They lack in comfort to the passengers.
4. Depreciated buses are not replaced.

COMPARISION BETWEEN PUBLIC AND PRIVATE
TRANSPORTATION:
PUBLIC TRANSPORTATION PRIVATE TRANSPORTATION
1. It is used by the members of 1. It is used by the owners of the vehicles .
a community.
It includes buses, railways and planes. 2.It includes private vehicles.

2.
It is cheap overall. 3.It can be expensive.
3.
public vehicles cannot be parked.
4. 4.It can be parked comfortably.
It wastes time. 5.It does not waste time.

5.

CHAPTER – 2
RESEARCH DESISN
TITLE OF THE STUDY:

"A STUDY ON ADVANCEMENT OF OPERATIONS AND SERVICES IN
SATISFYING PASSENGERS OF KSRTC WITH RESPECT TO
CHICKABALLAPUR REGION”.
STATEMENT OF THE PROBLEM
Karnataka State Road Transportation Corporation (KSRTC) is playing signifying role in providing bus
facility various parts of the state. From corner to corner but unexpectedly transport department is
unable to meet few places where there wouldn’t be proper way to meet the requirement. But there is a
quite gap between in bringing the up gradation in the development of the buses. In the growing
economy concerned the authority see to it that the providing busses to unreached places. Providing
services to the concerned passengers is biggest task so the transport department is hoping for better
development in transport system. The due reason for the service is that, focussing on the customers in
attracting for a better journey to the customers.
OBJECTIVES OF THE STUDY
1. To know the operational efficiency structured by the KSRTC.

2. To understand the various other services organised by department to enhance its operation.
3. To analyse the overall services reaching employees, passengers and other customers
4. To assess the obstacles that interferes the working system of the organisation.
5. To estimating effect on advancements of departmental operations.

SCOPE OF THE STUDY:
The study specially focused on KSRTC organisation where an analysis will help to get an idea of
finding out what actually required in order overcome the problem of providing the better service by the
KSRTC. And also the current project taken will also find out the true impact on the operational
efficiency the giving transportation facility as a means of service to the customers. Moreover besides
the report on customer perception on services provided by the KSRTC department. It assesses the
preference of choosing means of travelling by the respondents. This study can be used for other related
studies about Depots, Buses of KSRTC employees or online services.
METHODOLOGY OF THE STUDY;
RESEARCH DESIGN:
The research design is the analytic and descriptive with in which research is conducted. It constitutes
the blueprint of the collection, measurement and analysis of data. The research instrument involves in
collecting the data, and other required analysis and tools thereby considering the objecting of in
making the project successful.
SOURCES OF DATA COLLECT
SECONDARY DATA
The secondary data has been collected through the following:
1. References.
2. KSRTC Websites.
3. Bulletins.
4. Annual report.
5. Books.

DATA ANALYSIS TOOLS:
 Tables
 Graphs
 Percentages
PLAN OF ANALYSIS:
Statistical technique like classification, tabulation, percentage, weighted average etc. have been used to
analyse and interpret the data collect. Further, wherever possible and needed graphical and
diagrammatic representation of data has also been made.
LIMITATIONS OF THE STUDY:
1. This study only focussing on operational and services by KSRTC to assess their involvement in
development of transportation facility in Karnataka.
2. Taking up this project take time consuming with regard to data.
3. The secondary data is completely depended on KSRTC website.
2.LITERATURE REVIEW
LAURA EBOLI (2010) :
The quality of public transport system is covered by many factors, such as considerations relative to
comfort and safety within the vehicle, the time taken to cover the routes and the convenience and
existence of any supporting infrastructure, the desire quality is different from the perceived quality
because it doesn’t represent the daily experiences of the users, but rather what they desire, hope for or
expect from their public transport system.

BHIMARAYA:
Transportation organizations, particularly public transport corporations, followed the lead of

manufacturing or other services industries in adopting total quality management (TQM) in recent
years, quality as become an important competitive strategy in the global market. In near future , due to
world trade organization agreements, globalizations, and competitiveness, transport organizations have
no choice other than adopting (TQM) for their survival.
GABRIEL MAZZULLA (2013):
In this article a tool for measuring customer satisfaction in public transport is proposed. Specifically, a
structural equation model is formulation to explore the impact of the relationship between the global
customer satisfaction and service quality attributes. The public transport service analysed is the bus
habitually used by university of Calabria students to reach the campus from the urban area of
Cosenza(southern italy ). To calibrate the model, some data collected in a survey addressed to a sample
of students were used. The proposed model can be useful both to transport agencies and planners to
analyse the correlation between service quality attributes and identify the more convenient attributes
for improving the supplied service.
JAO-HONG CHENG, CHEIN YUAN LAI (2012):
To enhance transport efficiency and service quality, a lot of countries are actively promoting
intelligent transportation system (ITS) on public transportation today, the transport efficiency and
service quality that people concern mostly are less waiting time and the reliability of the system.
Dynamic bus information system is one kind of more efficiency transportation service intelligent
transportation system. Therefore the valuation of dynamic bus information system on public
transportation becomes an important issue.
DADASHPOOR AND ROSTAMI (2017)

found a link between the role of spatial proportionality to estimate the efficiency of public transport
accessibility. Study aimed to measure spatial parity based on service availability, accessibility and
mobility. Results shown that city (Gorgan) doesn't enjoy proper spatial proportionality. Central and

northern districts of the city have more facilitation of public transport than the eastern, southern and
western districts which causes difference between the supply and demand. Research suggested that
designing the network with appropriate relationship between spatial proportionality in all areas can
help the planners to reduce the effects of poor accessibility in certain areas causing inequality in the
service.
GAKENHEIMER AND ZEGRAS (2003).

Buses in Indian cities are doubly disadvantaged by congested conditions. Buses themselves are
seriously overcrowded, with some passengers forced to ride on the outsides of vehicles. In addition,
however, buses must negotiate extremely congested, narrow streets, with no separate rights-of-way at
all, having to fight with a mixed array of animal-drawn carts, minivans, cars, taxis, motorized two-
wheelers, auto rickshaws, pedestrians, cyclists, and street vendors. Severe roadway congestion has
slowed down most buses to a crawl during much of the day—as slow as 6 to 10 km per hour in many
large cities
ACHARYA (2000).
These congested conditions in public transport vehicles, stations, and rights-ofway not only slow down
travel but make it outright dangerous. Tens of thousands of public transport passengers are killed or
injured every year in accidents. Many buses and trams do not even have doors and windows that can
be closed, and that only encourages passengers to ride by protruding from inside the vehicle or by
hanging on from outside. Clearly, riding on the roofs or sides of buses and trains is inherently unsafe
and results directly from the severe under capacity of public transport systems in India. Slow,
uncomfortable, undependable, and unsafe conditions in the early 1990s led to riots of passengers
protesting these inhumane conditions, forcing some of the service expansion efforts described later in
this article
(WORLD BANK (2002); MINISTRY OF ROAD TRANSPORT AND

HIGHWAYS (2003).
One consequence of insufficient service quantity and terrible service quality is that public transport has
been losing market share in many cities. Dissatisfied public transport passengers are increasingly

turning to the private car, and even more dramatically, to the relatively low-cost motorized two-
wheelers, which have experienced a boom in ownership and use in the past 10 years. As shown in
Figure 3, the total number of private cars and motorized two-wheelers increased roughly four times
faster than the number of buses over recent decades

CHAPTER- 3
COMPANY PROFILE
INTRODUCTION TO K.S.R.T.C
Karnataka State Road Transport Corporation (K.S.R.T.C) is a Karnataka state government owned and
run bus facility to the public. With an intension to providing service to the society of the Karnataka
people, who are daily in need of the bus facility. which has an objective of service oriented in it.
Which seems to be the oldest bus facility providing company in the state besides which is having a
history in itself serving the lacks of the people and which is also upgrading the facility to the people of
the state. One of the greatest thing in KSRTC is that it innovates in bringing the buses in charging the
fair amount of price to the passengers who travel daily. In growing economy concern the KSRTC
department has drastic role in changing the perspective role thereby which means of having the
challenge of upgrading the bus facility, online services and other passenger services who are in need.
also there are varied services which are in possessive in nature.
In order to fulfil the need of the passengers the department and ministry has taken major challenge in
providing the facilities to the passengers of the state as measure of innovation in the service sector. The
operational service is not only within the state but also it extends the operation other states also to
other states. The current project will go through the efficiency and services which are really helpful
directly to the concerned people thereby.

HISTORY OF (KS.R.TC)
In order to cater to the transport needs of the travelling public of the then state of Mysore, Mysore
Government Road Transport Department (MGRTD) was inaugurated with 120 buses on 12th
September 1948.
The state Transport, which was being administered as a department of the Government of Mysore was
subsequently converted into an independent corporation under section 3 of the Road Transport
Corporation ct, 1950 on 1st of August 1961. The assets and liabilities of MGRTD except those of BTS
unit as on 01-08-1961 were passed on to the new corporation, which was named as MSRTC. The
assets and liabilities of the residual MGRTD i.e. of BTS unit were subsequently passed on to the
Corporation on 1st of October 1961. The central and state Government stake in the capital structure of
the corporation is in the form of equity and capital contribution. KSRTC is a public utility service with
the objective of providing adequate, economical, and properly coordinated passengers embarked on a
number of measures to improve its services provide to the commuting public. The financial position of
the corporation has improved by way of adopting new technologies, best management practices and
various cost exercise. Thus , a corporation was ultimately established for the entire state of Mysore.
KSRTC was a monolithic organisation till 1997 and it has been trifurcated into 4 corporations i.e.
Bangalore Metropolitan Transport Corporation (BMTC), North-West Karnataka Road Transport
Corporation (NWKRTC), North-East Karnataka Road Transport Corporation (NEKRTC), and the rest
is Karnataka state Road Transport Corporation (KSRTC). The trifurcation has resulted in optimization
of operational efficiency and enabling the corporation to respond quickly to the transport needs of the
people of the state.
At the beginning, the passenger transport service were operated in 6 Divisions - 5 Divisions operating
mofussil services and 1 Division operating city services of Bangalore.It had 37 Depots, 2 regional
workshops and a central office at Bangalore. There were 15 permanent and 30temporary bus stations
with 35 wayside shelters and 104 pick-up shelters. The total number of employees deployed was 9705
and the staff ratio per schedule was 9.43. The total number of routes operated was 1065 with 1029
schedules and route length of 32,134 miles, average daily by the corporation on a reciprocal basis with

the neighbouring states were 40 i.e., 29 in Maharashtra, 1 in Goa, 7 in Andhra Pradesh, 2 IN Tamil
Nadu and 1 in Kerala. The total number of vehicles held was 1518 with average vehicle utilisation of
123.8 miles. The average number of passengers carried per day was 4.35 lakh. The rate of breakdown
was 1.88 and that of accident was 1.19. Earning per Mile (EPM) realised WAS 161.6PS., and Cost
Per Mile (CPM) was 127.2 ps., resulting in net profit margin of 34.4 ps/mile.
GROWTH AND PROGRESS OF KSRTC
Along with the rapid progress of Karnataka in all spheres of activity, KSRTC has emerged as the best
organisation in meeting the aspirations of Kannadigas and the people of neighbouring states of
Karnataka. As at the end of 31-03-1997, the Corporation operated its services in 19 Divisions - 18
Divisions operating mofussil services and 1 Division operating city services of Bangalore. It had 108
Depots, 2 Regional Workshops and a Central Office at Bangalore. There were 281 permanent and 11
temporary bus stations with 337 wayside shelters and 1009 pick-up shelters. The total number of
employees deployed was 59033 and the staff ratio per schedule was 6.22. The total number of routes
operated was 13273 with 9493 schedules, route length of 9.49 lakh Kms. and average daily scheduled
kms of 27.95 lakh kms. The total number of inter-state routes operated by the Corporation on a
reciprocal basis with the neighbouring states were 602 ie., 282 in Maharashtra, 37 in Goa, 223 in
Andhra Pradesh, 33 in Tamilnadu and 27 in Kerala. The total number of vehicles held was 10476 with
average vehicle utilisation of 299.6 Kms. The average number of passengers carried per day was 57.82
lakh. The rate of breakdown was 0.23 and the rate of accident was 0.22. EPKM realized was 807.3 Ps.
and CPKM was 975.4 Ps., resulting in net loss margin of 168.1 Ps./Km.
BIFURCATION OF KSRTC
To increase operational efficiency, to provide quality transport service to the travelling public and to
have an effective supervision on the operations of the Corporation, the Government of Karnataka
ordered for bifurcation of KSRTC into 4 separate Corporations vide its order No.HTD 127 TRA 96
dated 22-02-1997.
Thus, KSRTC was a monolithic State Road Transport Undertaking till 1996-97. Thereafter, during the
year 1997-98, the State Government divided KSRTC and carved out two new Corporations, viz., the

Bangalore Metropolitan Transport Corporation (BMTC) with its corporate office at Bangalore and the
North West Karnataka Road Transport Corporation, with its corporate office at Hubli. The Bangalore
Metropolitan Transport Corporation which came into being on 15-08-1997 caters exclusively to the
city of Bangalore. And the North West Karnataka Road Transport Corporation which came into being
with effect from 01-11-1997 caters to the north western districts of Karnataka. NWKRTC became
financially independent w.e.f. 01-04-1998 under RTC Act 1982. One more new Corporation called the
North East Karnataka Road Transport Corporation was also established with effect from 15-08-2000
with its head quarters at Gulbarga to cater to the north eastern districts of Karnataka, which became
financially independent w.e.f. 01-10-2000.
PRESENT STATUS (AS ON 31-07-2018):

KSRTC has its Corporate office at Bangalore. Presently, it covers seventeen Districts (Bangalore
Urban, Bangalore Rural, Ramanagar, Kolar, Chickballapur, Tumkur, Chitradurga, Davanagere,
Shivamogga, Mangalore, Udupi, Chickmagalur, Hassan, Mysore, Mandya, Chamarajnagar, Coorg) in
the State under its operational jurisdiction. It has totally 17 Divisions - 16 operating Divisions viz.
Bangalore Central, Ramanagar, Tumkur, Kolar, Chickballapur, Mysore City, Mysore Rural, Mandya,
Chamarajnagar, Hassan, Chickmagalur, Mangalore, Puttur, Davanagere, Shivamogga, Chitradurga and
1 bus station division viz., KBS, 83 Depots, 2 Regional Workshops, 1 Central Training Institute, 3
Regional Training Institutes, 1 Printing Press and 1 Hospital. It has a workforce of about 38299
employees. It operates on an average 29.00 lakh kms daily with a fleet size of 8779 vehicles and earns
traffic revenue of Rs. 882.71 lakh daily by catering to 29.68 lakh passengers on an average. It stands
5th amongst STUs in the nation by size.
KSRTC SERVICES:
The Karnataka state road transport Corporation bus services covers 92% villages in Karnataka.KSRTC
operates with a total fleet of 23829 buses (KSRTC-8348,NEKRTC-4343,NWKRTC-4716,and BMTC–
6422). It transports, on an average, 74.57 lakh passengers per day. It also operates to the neighbouring
states of Maharashtra, Andhra Pradesh, Telangana, Tamil Nadu, Puducherry, Goa and Kerala. KSRTC
was the first state transport corporation to introduce Volvo B7RLE low floor city buses in India in
2005. At present, KSRTC operates TATA, Ashok Leyland, Eicher Motors are More, Also Volvo,

Mercedes Benz, Scania buses under the A/C (Airavat) services (Airavat means the mythical white
elephant in Kannada).
TYPES OF SERVICES:
1. FLYBUS
Fully air conditioned nonstop luxury, Volvo multi axle bus service between Bengaluru International
Airport and Mysuru, Madikeri, Manipal, Kundapura with pantry, chemical toilets, live display of flight timings,
GPS, wifi facilities and in-bus live entertainment.
2. AIRAVAT
Fully air conditioned luxury bus service operated using Volvo and Mercedes Benz buses with semi-
recliner seats.
3.AIRAVAT BLISS
Fully air conditioned luxury Volvo multi axle bus service with chemical toilets, wifi, pantry and
individual TV screens
4.AIRAVAT DIAMOND CLASS
Fully air conditioned luxury bus service operated using Scania multi-axle buses with hi-definition
night vision cameras for recording inside the bus and fleet management system for performance
monitoring in the bus.
5. AIRAVAT DIAMOND CLASS

Fully air conditioned luxury bus service operated using Scania multi-axle buses with hi-definition
night vision cameras for recording inside the bus and fleet management system for performance
monitoring in the bus.
6.RAJAHAMSA
Non air conditioned deluxe bus service with recliner seats in 2+2 configuration built
on Tata and Ashok Leyland chassis.

7.SUHASA
Fully air suspension non AC reclaimable seat bus, other than Raajahamsa which normally ply over
North eastern Karnataka regions.
8.CORONA AMBAARI
Fully air conditioned sleeper bus service.
9.AMBAARI NON A\C SLEEPER
Non air conditioned sleeper bus service built on Tata chassis.
10.CORONA
Fully air conditioned and air suspension bus with 2+2 reclinable seats. Can consider it to be
an alternate option for Airavat.
11.SHEETHAL
Fully air conditioned and air suspension vehicle with 3+2 non-reclinable seats built on Ashok Leyland
chassis. Mostly operates between Mysore and Bangalore, but now replaced with Volvo Airavat.
12. VAIBHAV
Non air conditioned deluxe bus service with recliner seats in 2+2 configuration built on Tata and
Ashoka Leyland chassis. The seats recline less when compared to Rajahamsa.
13.KARNATAKA SARIGE, SUVARNA SARIGE, VAYAVYA KARNATAKA
SARIGE AND ESHANYA KARNATAKA SARIGE
Widely abundant mode of bus service with 3+2 non reclining seats in KSRTC, NWKRTC and
NEKRTC found in red-white or green and red/orange – cream liveries respectively. These are built
on Ashok Leyland, Tata and Eicher chassis.
14.GRAMANTARA SARIGE
Buses which connects villages with ordinary fare (slightly costs lesser than suvarna sarige).
15.NAGARA SARIGE
These are intra city/town buses plying in Tier-2 cities and towns across Karnataka built on Ashok
Leyland, Tata and Eicher chassis.

K.S.R.T.C INFRASTRUCTURE AND FACILITY
KSRTC Key Statistics (as on 31-07-2018)
1 Depots 83
2 Divisions 17
3 Bus stations 165
4 Vehicles 8779
5 Schedules 8169
6 Effective Kms per day 29.00 lakh
7 Average traffic revenue per day Rs. 882.71 lakh
8 Average passengers travelled per day 29.68 lakh
9 Staff 38299
10 Staff ratio per schedule 4.69

INFORMATION TECHNOLOGY DEVELOPMENT IN K.S.R.T.C

Karnataka State Road Transport Corporation (KSRTC) has been working towards carving a niche in
the public transport system with a vision to be the best transport service provider in the World, which
is safe, reliable, courteous, economic and environment friendly to commuters. KSRTC is the first and
leading State Transport Undertaking in the country to adopt Information and Communications
Technology in its administrative and operational processes. KSRTC's primary objective is to adopt IT
in its day-to-day operations and bring every staff under the Information Technology net. KSRTC has
been deploying the IT tools in the best possible measures to optimize its efficiency and reduce
operational cost and at the same time, providing quality services to its customers.
MAJOR IT DEVELOPMENT PROJECTS IN KSRTC:

1. ELECTRONIC BUS TICKETING MACHINES:
KSRTC is the first public transport organization in India to deploy the Electronic Ticketing
Machine on August 15, 2004 with several applications embedded in it. The ETM records
information such as the ticketing, fuelling, kilometres of operation, checking etc. After completion
of route operation, it also makes available information on important performance parameters like
earning per km, kilometre per liter, percentage of cancelled kilometres, bus-checking details etc.
Electronic Ticketing Machine has just made beginning in India with KSRTC taking the lead, while
other corporations convinced by its efficient operations and benefits thereof, have started
implementing ETM operations.
BENEFITS OF ETM:
1. Reduction in costs relating to printing and stationary

2. Instant analysis of traffic pattern
3. Better decision making on account of generation of scientific information
4. Less or no fatigue to conductors
5. Better Labour relations.

6. Results have shown the increase in traffic revenue by 4 to 5% on account of introduction of

ETM, as the system provides no scope for revenue leakage.
7. ETM system has been of great help in case of services operated with just Driver cum
Conductor. Ticket through ETM is in Kannada.
8. Unlike the earlier pre-printed manual ticket system, All the information are available to
passengers like - depot name, place name, fare details etc.
9. Passengers can produce the ticket as a proof for documentary support.
2. ANY WHERE ANY TIME ADVANCED RESERVATION

SYSTEM (AWATAR)
KSRTC is the first State Transport Undertaking (STU) in India to have a web based passenger
seat reservation system since April 29, 2006. KSRTC is today providing any where to any
where booking at all of its counters and franchisee counters situated across Karnataka and also
in other prominent places wherever KSRTC operates. It is a win-win situation for both the
Corporation in realizing higher revenue and private franchisees in obtaining assured business
besides providing better facilities for travelling public
BENEFITS OF AWATAR
1. The number of passengers availing this facility is increasing gradually. The daily average
booking has gone up to 15000 tickets corresponding to revenue of Rs 60 lakhs with 346
counters across Karnataka and other prominent places outside Karnataka. On peak days, the
revenue realized has crossed Rs 90 lakh with the total bookings at 25,000 tickets.
2. KSRTC is also expanding the number of counters which ensures employment for the
unemployed graduates in turn providing them scope to become a KSRTC franchisee. With the
introduction of AWATAR systems, passengers have the opportunity to plan their journey and
book their tickets from any place to any place in advance. AWATAR has proved shifting of
passengers from other modes of transport to KSRTC which is evident from increase in
reservation revenue.

3. Now, KSRTC has offered the passenger to book the seat through – direct e booking using
debit/credit card. Also, recently KSRTC has introduced seat booking through mobile phones.
4. KSRTC AWATAR application has more than two lakh registered users including those
residing in other countries. Around 6 lakh site visits are recorded per month and 94 lakh page
views are recorded per month. On an average 16.08 pages per visit is viewed.
5. Value added services like hotel booking, integration with Bangalore One counters, courier and
parcel booking etc. are offered.
3. AUTOMATED DRIVING TRACK FOR THE SELECTION OF

SKILLED DRIVER:
KSRTC is the first state transport organization to introduce the total computerization of the
driver recruitment process. Safe driving is the assurance that any passenger expects from a
passenger transport company. This requires a highly skilled driver manning a passenger bus. A
rigorous driving test adopted for selecting drivers for a passenger transport company would
ensure the highest reliability and safety to the general public .In this regard Karnataka State
Road Transport Corporation has done an innovative work in adopting an automated electronic
driving system for selecting the drivers. The system is based on digitally addressable and
optical sensors. A digital Body Mass Index measuring machine is connected to the PC for
capturing the height and weight of the candidate and a web camera is used to capture his
photograph. The eligible candidate has to drive a bus through a rigid reverse S path, forward 8
paths, up gradient and reverse park. As a last test he has to match the traffic signal with the
correct descriptive answer on a computer kiosk. The application would generate a result sheet.
BENEFITS:
 The whole driver selection as a part of recruitment process unfolds an innovative method
wherein there is automated selection inducing transparency in each process.
 Large number of candidates are tested in short span of time. Also the test is uniform for all the
candidates as the candidate has to take all the sub-tests depicting real road conditions.

 Only the meritorious and skilled drivers would get selected. At the same time, since the drivers
selected are of very good quality, passenger safety is achieved. The whole process of driver
selection has attracted a huge appreciation from the whole public in general and public
transport corporations in particular.
NATIONAL AND INTRNATIONAL RECOGNITION:

 Union transport minister’s trophy for lowest accident during 1996-99,1997-00 and 1998-01.
Parisara Award 2001 by the state government.
 Safety Award for 2001-2002 by the charted institute of logistic and transport, India.
 IRTE Award Prince Michael International Road Safety Award 2001.
 PCRA Award 2001-2002 and 2002-2003.
 Golden Peacock International Award for 2002.
 Golden peacock environmental Management Award for 2003.
 Golden peacock Eco Innovation Award 2004.
GENERAL INFORMATION:
The KSRTC has deployed new advance reservation software, AWATAR covering advance
booking, cancellations, package tours etc. The new software will enable booking at all counters of
KSRTC and franchise (private booking agents) located in the state Karnataka and neighbouring
states and also through the internet.
To provide better facilities to the travelling public, various new features have been provided as
given below:
ADVANCE BOOKING:
 Advance booking can be made for all long distance services covered under KSRTC
reservation system at a single counter irrespective of the place of origin and destination of
the place of origin and destination of the services and journey starting place and journey
ending place of the passengers.

 Passengers can board the services at passenger pick up points at the start place and or
reroute bus stands at their convenience.
 Simultaneous booking of onward and return journey tickets is allowed.
 Passengers details (or group leader in case of a group) such as name, age, gender, address,
phone no., e-mail ID (optional) will be collected for creating passengers database and
communication in case of emergencies.
 Provisions is made to book tickets with concession to various categories of commuters like
family passes to employees, duty passes to employees, blind, fighters, police motor
warrants etc. However, bookings for these categories will be allowed at KSRTC counters
only to ensure
validation and verification of the concessions.
RESERVATION FEES:
 Advance reservation fee Rs.15/- per seat is charged for passengers booking seats in
advance.
 Reservation fee is non-refundable except in case of 100percent cancellation of tickets, (a) if

the services is cancelled by KSRTC for operational or any other reasons and (b) if the ticket
printed does not conform to the passengers requirements and is cancelled within 10 minutes
of booking.
 Reservation fee is exempted in respect of bookings made by KSRTC employees with duty
passes, family passes issued to the employees/officers and their family members and
honourable MLAs/ MLCs/ Ex-MLAs/ Ex-MLCs of Karnataka.
E-TENDERING IN KSRTC
The KSRTC has introduced electronic tendering since October 2003, in the tendering procedures
for all its purchases in order to achieve simplification of procedures, greater transparency, better
quality of work, fair competition, automation and adapting IT as the growth engine. The e-

tendering procedure complies with the provisions of the transparency Act and has approved by the
government of Karnataka, IT department.
THE PROCESS HAS:
1) Publication of noticed inviting tenders (NIT)/ Invitations for bids (IFB).
2) Approval of tender.
3) Issue of tender documents to prospective contractors with an option of E-payment for

tender fees.
4) Submission of tenders by renders.
5) Receipt of tenders to electronic tender box.
6) Online submission of EMD details.
7) Opening of technical, commercial and cost bids.
8) Announcements of tender results on the net.
The objective of KSRTC’s e-procurement/ e-tendering initiative is to develop a coordinate

approach.
To attain leading procurement practices across its operations. In order to achieve the objective, the
KSRTC is utilizing new technologies and applications to create a suitable e-procurement solution
that meets the requirements of various regions. The key objectives of the e-procurement solution
are:
1) ANYWHERE ANY TIME CITIZEN SERVICES:
The tenders need not visit KSRTC offices for procuring and submission of tender
document as the document sa the tender purchasing, opening and evaluation is online.
2) DEMAND AGGREGATION:
The ability to aggregate KSRTC demand to leverage buying power with the supply
market.
3) REDUCED INVENTORY COSTS:
Improved planning and management of inventory leads to lower levels of inventory.

4) INTERNAL ARBITRAGE:
Ensuring consistency is services cost at the best at item level.
5) CONSISTENT AND SUBSTAINABLE VENDOR DEVELOPMENT:
Enabling pre-qualified vendors the opportunity to access the system and bid.
6) TRANSAACTIONAL EFFECTIVENESS:
Eliminating or automating non-value adding steps within the procurements to enable

efficient and effective processes.
7) TOTAL COST OF OWNERSHIP:
Understanding the supply chain life cycle costs in procurement to establish value
adding supply relationships leading to reduced cost of doing business for both
government and industry.
8) EFFECTIVE TENDER PROCESSING:
Use of different types of e-tendering means to get better benefits.
9) OPEN PLATFORM:
Level playing field and fair competitive platform for the suppliers.
AWRDS AND ACCOLADES:

o KSRTC has got award for excellence in URBAN TRANSPORT PROJECTS UNDER JN-
NRUM INITIATIVES FOR THE YEAR 2009.
o Union transport minister’s trophy for the lowest Accident record in 1998-2001.
o Parisara Award Michael International Road safety Award 2002.
o IRTE prince Michael International Road Safety Award 2002
o Safety Award by charted institute of logistics and transport 2001-2002.
o Petroleum Conservation Research Association Award 2001-2002 and 2002-2003.
o Golden peacock Environment Management Award 2003.
o Received Prestigious Runner-up Award from PCRA for the best improvement in HSD KMPL
during 2001-2002.

o Golden peacock Eco Innovation Award 2004.
o KSRTC adjusted winner for the best improvements in HSD KMPL during and 2003-2004.
o OSHMS 18001, ISO 14001 and 9001 certification for conference towards occupational health
and safety management system standard.
o Safety innovation of 2006 for safety quality by institute of Eng. New delhi.
o EMPI – Indian express Indian innovation award 2006 for successful delivery of multiple end
results.
o National Greentech HR GOLD AWARD-2016.
o UITP- First Px2 Political Commitment Award -2011.
o Volvo Sustainable Mobility Award-2011.
o 1st National FIEO – Telecom Technology Award -2011 by Ministry of Commerce and
Industry , Govt. of India.
o Award for Excellence-2011 by Ministry Of Urban Development Govt. of India for Best
Practice for inclusive development.
o National e-Governance Award-2009 for Exemplary Usage of ICT among PSUs by Ministry
Personnel & Administrative Reforms, Govt. of India.
o Rajiv Gandhi National Quality Award-2009 Best Large Scale Service Industry in the Country
o India Pride Gold Award -2010 Infrastructure and Transportation.
o Award for Excellence-2010 by Ministry Of Urban Development Govt. of India for Best Clean
Development Mechanism.
o Award for Excellence-2009 by Ministry Of Urban Development Govt. of India for
implementing Automated Electronic Driving Test System.
o Award for Excellence-2008 by Ministry Of Urban Development Govt. of India for
implementing Electronic Driving Test System.
o Chief Minister’s Ratna Award for Best Performing State PSUs- 2010
o Golden Peacock Innovative Product/Service Award-2010.
o Golden Peacock Eco-Innovation Award- 2010.
o PRCI- Chanakya Corporate Leadership Award-2010.
o Apollo-CV Best Public Bus Operator of the year- 2010.

o IITK - Distinguished Alumnus Award -2011 for outstanding managerial skills in application of
e-technology for modernization of urban and rural transport system.
o Deccan Chronicle Green Warrior Award – 2010.
o m-Billionth South Asia Award-2010.
o Earth Care Award for Excellence -2010 in Climate Change Mitigation & Adaption.
o SKOCH The World is Open Award- 2010.
o IBM Great Mind Challenger for Business Award -2010.
o Manthan South Asia Award - 2010.
o IIMM Corporate Excellence Award – 2010.
o Best Employer Award-2010 Award for Innovation in Recruitment.
o Edward de Bone’s Award-2010 for Innovations in HR.
o IBM Great Mind Challenger for Business Award for travel and transport -2011.
o RASBIC Award-2010 Best Use of Technology for Recruiting & Staffing.
o PRCI- Corporate Collateral Best Public Service Campaign Award-2010.
o PRCI- Corporate Collateral Best Corporate Brochure Award- 2010.
o IBM Great Mind Challenger for Business Award for most innovative solution in automative-
2011.
o Asia’s Best Employer Award-2011.
o e-India Award-2010.
o Best Practice Catelogue-III-2010.
o Appreciation Letter – FESLF Buses.
o ASRTU (Association of State Road Transport Undertaking ) award-2011.
o D.M.A.I (Digital Marketing Association of India) Synergy Award for Excellent Public Service
towards its endless efforts in innovative marketing strategies.
o Digiratti Award-2012 for the successful marketing campaign that are benchmarked for
Connected Marketing, using innovative social media, video, mobile and digital technology to
increase marketing impact.

o SKOCH DIGITAL INCLUSION GOLD AWARD-2012 for Implementation of Intelligent

Transport System At Mysore City.
o KSRTC Managing Director N. Manjunatha Prasad IAS, bagged “Best Chief Executive Officer
of the year 2012 Award” Instituted by the Indian Institute of Materials Management (IIMM).
o KSRTC awarded as Bangalore’s Hot Brand.
o KSRTC has won India’s prestigious ‘’India Says Yes Award’’-2014 in the category of ‘’AC
BUS JOURNEY WITH KSRTC”.
o KSRTC bagged National Award, ''Award of Excellence'' by Ministry of Urban Development,
Govt. of India for the implementation of Intelligent Transport system at Mysore.
o KSRTC won 'Karnataka’s Best practice Award', 1st Prize with a cash prize of Rupees 1 lakh
and a trophy.

DIFFERENT TYPES OF TRANSACTIONS AND BOOKING MODES IN K.S.R.T.C

Transaction type KSRTC Franchisee Online Mobile Master franchisee Master
counters counters booking booking counters franchisee
websites
Advance booking YES YES YES YES YES YES
Cancellations YES YES YES YES YES YES
Partial cancellations YES YES YES YES NO NO
Preponement YES YES NO NO NO NO
Postponement YES YES NO NO NO NO
Modification of YES YES YES NO NO NO

boarding points
Duplicate tickets YES YES NA NA NA NA

The Board of Directors of KSRTC as on 01-03-2019.

Sl.No. Names Official/ Non-Official
1 SRI. B. SATHYANARAYANA,
Hon’ble MLA., and,
Chairman, KSRTC, CHAIRMAN
Central Offices, Bangalore 560027.
2 SRI. I.S.N. PRASAD, IAS

Additional Chief Secretary to Government, DIRECTOR
Finance Dept., Government of Karnataka, (Official)
Vidhana Soudha, Bangalore-560 001
3 DR: B. BASAVARAJU, IAS

Principal Secretary to Government, DIRECTOR
Transport Dept., Government of Karnataka, (Official)
M.S. Buildings, Bangalore-560 001
4 SRI. SHIVAYOGI C KALASAD, IAS

DIRECTOR
Managing Director, (Official)
KSRTC, Central Office,
Bangalore- 560 027
5 DR: N.V. PRASAD, IAS

Managing Director, DIRECTOR
BMTC, Central Office, (Official)
Bangalore -560 027
6 SRI. PARESH KUMAR GOEL

Director(Transport), DIRECTOR
Ministry of Road Transport & Highways, (Official)
Transport Bhavan, (Central Govt.
No.1, Parliament Street, Representative)
Government of India,
New Delhi 110 001.

Sl.No. Names Official/ Non-Official
7 Metropolitan Commissioner
INVITEE
BMRDA, (Official)
Govt.of Karnataka,
No.1, Ali Asker Road,
Bangalore-560001.

KSRTC:PROCUREMENT PROCEDURE & STATISTICS
1) KSRTC purchases various items required for the day to day operations of all the
corporations viz., KSRTC, BMTC, NWKRTC & NEKRTC. The major procurement is as
detailed:
Sl. Material Group Divisions Annual Purchase Value Rs. in Crores

No
KSRTC BMTC NWKRTC NEKRTC Total
1 HSD (Diesel) 647.57 344.43 452.14 283.98 1728.12
2 Spare Parts 24.06 13.13 17.50 15.31 70.00
3 Tyre, Tube & Flaps 30.17 13.42 19.06 13.60 76.25
4 Lubricants 10.98 5.25 8.41 5.06 29.70
5 Battery & other Consumables 54.60 36.40 19.50 15.60 126.10
6 Tyre Retreading Materials 18.33 5.22 13.80 7.70 45.06
7 Uniform , Line Equipment & Other 7.80 5.20 3.90 3.90 20.80
Stationery
Total 793.51 423.05 534.31 345.15 2096.03

2) Majority of purchases are made from Government firms, vehicle

manufacturers, suppliers to vehicle manufacturers and other reputed
suppliers in the country.
Diesel Indian Oil Corporation (I.O.C), Hindustan Petroleum Corporation (H.P.C) (Govt. of India
undertakings)
Steel Steel Authority of India Limited (SAIL) (Govt. of India undertaking)
Lubricants Hindustan Petroleum Corporation, Indian Oil Corporation (I.O.C), (Govt. of India
undertakings) Karol Lubricants ( Local industry)
Automobile TATA Motors, Ashok Leyland, Volvo, Mercedes Benz, Carona, Bosch, Swaraj Mazda,
Spares TVS Groups, and others
3) PROCUREMENT DETAILS:
 The Karnataka Transparency in Public Procurement Act, 2000 is implemented in all the
purchases.
 All purchases are through e-Procurement only.
 Procurement tenders are processed through the e-procurement portal of e-governance

department, Govt. Karnataka through websitewww.eproc.karnataka.gov.in
4) SCRAP DISPOSAL:
 Scrap buses, Tyres, Rubber, M.S., Aluminium etc., is disposed through public E-Tender cum
auction.

 Tender-cum-auction will be held every month alternatively at Bangalore, Hubli and

Gulbarga.
 The corporation has realized Rupees. 98 Crores through the sale of scrap materials &
buses for the financial year 2013-14.
 The corporation also sells buses in running condition to educational institutions at a

concessional rate. These are used to transport the students.
CHAPTER-4
DATA ANALYSIS AND INTERPRETATION.

Analysis of data is the care of the project report this chapter clearly presents the information
gathered from the company respondent in the sampling area and interprets it.
CLASSIFICATION AND TABULATION OF DATA:

CLASSIFICATION:
classification is a process of arranging the data into sequence and groups according to their
common characteristics on separating them into different related parts.
TABULATION:
It is the process, which involves combining, and totalling of the collected data tabulation means the
systematic representation of the information(data) in rows and columns features or characteristics.
ANALYSIS AND INTERPRETATION OF DATA:

After tabulation the data must be analyzed. Researcher often uses statistical interpretation, which
concentrates on what is average or what deviates from average. The data has been analyzed and
interpreted by using statistical tools. Then the analyzed data is converted to percentage form graphs
have been drawn followed by a table, which describes the number of the respondents from each
factor and their percentage.
This statistical interpretation shows how widely resources vary and how are distributed in relation
to the variable being measured.
TABLE NO.4.1

SHOWING THE EFFECTIVE KM OF CONSEQUTIVE 3 YEARS.
YEARS EFFECTIVE KMS PERCENTAGE OF

INCREASE/DECREASE
2015-2016 9683.57 32%
2016-2017 9848.78 33%
2017-2018 10,487.54 35%
ANALYSIS:
From the above table shows that the statement of the effective kms. In the year
2015-2016 it is 32% while it has constantly increased to 33% in the year 2016-
2017, then in the year 2017-2018 it is increased to 35%. so the effective kms is
increasing at a constant rate at an yearly basis.
GRAPH NO:4.1
SHOWING THE EFFECTIVE KMS OF CONSEQUTIVE 3 YEARS.

EFFECTIVE KMS
10600 10487.54
10400
10200
10000 EFFECTIVE KMS

9848.78
9800 9683.57
9600
9400
9200
2015-2016 2016-2017 2017-2018
INTERPRETATION:
In the above graph the effective kilometres are consistently increase due to expansion in increase in
the operation busses where it has increase in the routes, routes kms, inter-state routes, ordinary
services, express service, deluxe services and others and also which has reached various places due
to which has covered 1376 long distance routes were in operation with route length ranging from
120 Kilometres to 1048 kilometres was travelled.
TABLE NO.4.2
SHOWING THE AVERAGE VEHICLE UTILIZATION.
YEARS. AVERAGE VEHICLE PERCENTAGE OF

UTILIZATION. INCREASE/DECREASE.
2015-2016 358. 33%
2016-2017 363. 33%
2017-2018 363. 33%
ANALYSIS:-
From the above table shows that statement of the capacity of the average vehicle
utilization is constantly maintained for the past 3 years.
GRAPH NO:4.2
GRAPH SHOWING THE AVERAGE VEHICLE UTILIZATION.

AVERAGE VEHICLE UTILIZATION.

100%
90%
80%
70% AVERAGE VEHICLE
60% UTILIZATION.
358 363 363
50%
40%
30%
20%
10%
0%
2015-2016 2016-2017 2017-2018
INTERPRETATION:
In the above graph the K.S.R.T.C department has maintained consistency in utilization of vehicle
thereby while assessing other things there while looking back to the 2015-16 there is decrease but
after analysing the data of previous years there is increase in utilizing vehicle.
TABLE NO.4.3
TABLE SHOWING THE TYRE LIFE .

YEARS TYRE LIFE PERCENTAGE OF

INCREASE/DECREASE.
2015-2016 1,79,948. 31%
2016-2017 1,94,736. 33%
2017-2018 2,10,459. 36%
ANALYSIS:-
From the above table shows that statement of the average vehicle utilization. In the year 2015-2016
life of tyre expectancy has 31% and while coming in the next year there is gradual increase 2%
more than the previous year and in the year 2016-2017 it has again increased to 36% more than the
previous years thereby.
GRAPH NO:4.3
GRAPH SHOWING INCREASE AVERAGE TYRE LIFE

TYRE LIFE
220,000.00
210,000.00 210,459.00
200,000.00 194,736.00
190,000.00 TYRE LIFE
179,948.00
180,000.00
170,000.00
160,000.00
2015-
2016 2016-
2017 2017-
2018
INTERPRETATION:
In the above graph the efficiency the tyre life has been increased the due reason is that the
department has continuously made expenditure for the new life tyre and also beside the tyres has
been retreated as a measure of replace the tread on worn tires.
TABLE NO.4.4
TABLE SHOWING OPERATING FUEL KMPL
YEARS FUEL KMPL PERCENTAGE OF

INCREASE/DECREASE.
2015-16. 4.83 33%
2016-17. 4.84 33%
2017-18. 4.84 33%
ANALYSIS:-
From the above table shows that the statement of the fuel kmpl is constant for three years thereby.
Moreover fuel efficiency is slightly increased in the year 2017-18 which also inculcates increase in
the future years.
GRAPH NO:4.4
GRAPH SHOWING OPERATING FUEL KMPL

FUEL KMPL
2015-16. 2016-17. 2017-18.
33% 33%
33%
INTERPRETATION:
In the above graph the department has maintained consistency in fuel efficiency, as the department
of K.S.R.T.C has an intention in maintaining the fuel at risk of environmental criteria as a matter of
global extraction beside. But also it has increased in the previous year 2017-18.
TABLE NO - 4.5
TABLE SHOWING NO. BREAK DOWNS

SYSTEM 2015-2016 2016-2017 2017-2018

Electrical 289 231 236
Engine (power) 315 252 242
Transmission 725 805 741
Front Axle Steering 73 82 55
Rear Axle 125 111 74

Road Wheels 89 36 17
Brakes 213 191 159
Spring 94 68 43
Fuel 163 123 128
Tyre Puncture 244 179 127
Miscellaneous 490 466 444
TOTAL 2820 2544 2266
PERCENTAGE 37% 33% 30%
ANALYSIS:
From the above table it is clearly shown that no. of break downs has decreased from 30% in 2017-
2018.
GRAPH NO:4.5
GRAPH SHOWING NUMBER OF BREAK DOWNS.

TOTAL
2017-18
30% 2015-16
37%
2016-17
33%
INTERPRETATION:
From the above graph it is clearly shown that the number of break downs of the past 3 years is in
declining continuously as a reason for this is because in maintaining the efficiency in maintaining
the factors of the system but while considering the factors there is increase in the electrical factor
because of the of decrease in the engine power. To conclude this the department will take due care
in coming years.
TABLE NO.4.6
SHOWING TABLE RATE OF BREAK DOWN (10000 kms.)

YEARS RATE OF PERCENTAGE OF

BREAK DOWN INCREASE/DECREASE.
2015-16 0.03 37%
2016-17 0.03 38%
2017-18 0.02 25%
ANALYSIS:
From the above table shows that the statement of rate of break down 37% in the year 2015-16 with
continuing in the year 38% where it has increased in the year 2016-17. But in the year 2017-18 rate of
break down has decreased to 38% to 25%. thereby we can conclude that the rate of break down has
decreased.
GRAPH NO:4.6
SHOWING GRAPH RATE OF BREAK DOWN (10000 kms.)

RATE OF BREAK DOWN

2015-16 2016-17 2017-18
25%
38%
38%
INTERPRETATION:
In the above graph it is clearly shown that in the year 2015-2016 and 2016-2017 rate of break down is
constant but there is decrease in the year 2017-2018. That shows that the department has followed
efficiency in break down.
TABLE NO - 4.6
SHOWING TABLE RATE OF ACCIDENTS (10000 KMS)

YEARS. RATE OF PERCENTAGE OF

ACCIDENTS. INCREASE/DECREASE.
2015-16 0.11 35%
2016-17 0.11 34%
2017-18 0.10 31%
ANALYSIS:
From the above table shows that in the year 2015-2016 the rate of accidents has stood to 35% and
further in the year 2016-2017 the accidents rate slightly decreased to 34% moreover there is gradual
decrease in the year 2017-2018 is 31%. we can conclude that the department has taken greater
measures in controlling the accidents.
GRAPH NO.4.6
SHOWING GRAPH RATE OF ACCIDENTS (10,000 kms)

RATE OF ACCIDENTS.
2015-16 2016-17 2017-18
31%
34%
34%
INTERPRETATION:
From the above graph it is clearly shows that there is decrease in the 2017-2018 year as the due reason
is that of the department had taken a greater measure in the traffic controlling activities and also
efficient measures have been taken in implemented speed controlling measures.
TABLE NO - 4.7
SHOWING TABLE SCHEDULE KMS. OPERATED BY MOFUSSIL
SERVICES
TYPES OF 2015-2016 2016-2017 2017-2018

SERVICES

Ordinary services 870794 861729 895611

Express 1459352 1507690 1600192
Semi deluxe 1774 1774 1068
Rajahamsa 111285 105765 83293
Karnataka 22378 19401 15536
Vaibhav
A/c sleeper 21041 28485 28923
Non A/c sleeper 29952 33052 36738
Airavat 86581 77012 69323
(volvo/benz)
Airavat club class 86149 76835 127242
Fly bus 4354 4661 9074
TOTAL 2711242 2753515 2867000
ANALYSIS:
From the above table showing scheduled kms. operated by mofussil services given by the department
where services rendered in the year 2015-2016 is 33% and in the year 2016-2017 is 33% but in the
year 2017-2018 it has increased to 34% where the operations by the department in an increasing rate
thereby.
GRAPH NO:4.7
SHOWING GRAPH SCHEDULE KMS. OPERATED BY MOFUSSIL
SERVICES

TOTAL
100%
90%
80%
70%
TOTAL
60% 2711242 2753515 2867000
50%
40%
30%
20%
10%
0%
2015-16 2016-17 2017-18
INTERPRETATION:
From the graph showing the that it has increased slightly in the year 2017-2018 the due reason is
because that in rendering the service that it has given majority importance to Ordinary services,
Express services and Airavat club class. But also the department has given priority to other services at
an consistent rate.
TABLE NO - 4.8
TABLE SHOWING ADVANCE/ONLINE BOOKINGS.

YEARS ONLINE PERCENTAGE OF

BOOKINGS
INCREASE/DECREASE
2015-2016 10375 30%
2016-2017 11311 32%
2017-2018 13325 38%
ANALYSIS:
From the table showing advanced booking facilities availed during the last previous years that is in the
year 2015-2016 it was 30% while in the year 2016-2017 it was 32 % and at last in the year 2017-2018
it was 38%. Thereby online booking is increasing.
GRAPH NO:4.8
TABLE SHOWING ADVANCE/ONLINE BOOKINGS.
ONLINE BOOKINGS
14000 13325
12000 11311
10375
10000
8000
ONLINE BOOKINGS
6000
4000
2000
0
2015-2016 2016-2017 2017-2018
INTERPRETATION:
From the above line graph it is clear that the online booking trend has consistently increased so far
from 2017-2018 it has increased to 38% due to the reason that people are having fastest internet
connection and moreover people have all time bus convenience thereby. By this the online booking
facility will increase in the coming years.
TABLE NO - 4.9

TABLE SHOWING TOTAL BOOKINGS.
PERCENTAGE OF
YEARS TOTAL
BOOKINGS INCREASE/DECREASE.
2015-2016 21730 33%

2016-2017 20682 32%
2017-2018 22765 35%
ANALYSIS:
From the above table it is clearly shown the statistical data of total bookings of the past years that is
that in the year 2015-2016 it was 33% but there was a slight decrease in the year 2016-2017 it was
32% but in the year 2017-2018 it was 35%.

GRAPH NO:4.9
GRAPH SHOWING TOTAL BOOKINGS OF K.S.R.T.C.
Chart Title
25000
21730
22765
20682
20000
15000
10000
5000
0
0
YEARS
2015-2016
2016-2017
2017-2018
INTERPRETATION:
From the above graph it is clear that total bookings have been increased in the year 2017-2018 because
usage of bus facility has increased due to safe and secure. Beside there is also another reason that is
online bookings have been increased with people having due interest and comfortable given by the
department.

TABLE NO - 4.10
TABLE SHOWING ROUTE, ROUTE KMs, & SCHEDULED KMs.
FACTORS 2015-2016. 2016-2017. 2017-2018.

No. of routes 5855 5899 5774
Routes Kilometres 540165 553807 559058
Avg. route length(in kms) 92.3 93.9 96.8
No. of scheduled 7860 7860 8190
Daily scheduled kms. 2907752 2907752 3043926
TOTAL 3461724.3 3475411.9 3617044.8
ANALYSIS:
From the above graph it is clearly shown that the analysis of the kilometres taken by the department.
Where in considering the 2017-2018 the overall efficiency has increased thereby.

GRAPH NO:4.10
GRAPH SHOWING ROUTE, ROUTE KMs, & SCHEDULED KMs
OF K.S.R.T.C.
TOTAL
3650000
3617044.8
3600000
3550000
TOTAL
3500000
3475411.9
3461724.3
3450000
3400000
3350000
2015-16 2016-17 2017-18
INTERPRETATION:
From the above graph it is clearly shown that overall operating kilometres, route kms, scheduled kms
and average route length. There is constant maintained in the year 2015-16 and 2016-17 where in the
year 2017-18 the passengers level travelling are increased in the daily scheduled. Also the corporation
has increased in covering the areas which are left out in their daily travelling.
TABLE NO - 4.11

TABLE SHOWING CAPITAL EXPENDITURE.

YEARS 2015-2016 2016-2017 2017-2018
Land and building 6949.85 6910.10 14725.10

Passengers Buses 5656.02 17475.08 40017.29
and department
vehicles
Plant and 200.78 369.33 737.44
machinery
Computer 104.95 190.69 111.71
hardware, software,
ETMs etc.
GEF(Global 304.24 143.48 184.87
Environment
Facilities)
TOTAL 13215.84 25088.68 55776.41
PERCENTAGE 14% 27% 59%
ANALYSIS:
From the above table in conducting the operational efficiency the total expenditure incurred by the
corporation during the past has consistently grown higher the with increasing more than 10% from
2015-2016 to 2016- 2017. While in the year 2017-2018 the expenditure has raised to more than 30% of
the expenditure.

GRAPH NO:4.11
GRAPH SHOWING CAPITAL EXPENDITURE
TOTAL
2015-16 2016-17 2017-18
14%
27%
59%
INTERPRETATION:
From the above graph it is clearly shown that in each consecutive years the corporation has proposed
and made expenditure consistently at a higher rate as said of that it has given efficiency in the bus
services thereby however it has also given reliability in other factors of corporation.
TABLE NO - 4.12

TABLE SHOWING PASSENGERS CARRIED PER DAY (in LAKHS)

YEARS PASSENGERS PERCENTAGE OF
CARRIED INCREASE/DECREASE
2015-2016 27.61 33%
2016-2017 27.28 32%
2017-2018 29.68 35%
ANALYSIS:
From the above analysis the table clearly interprets the passengers carried per day. While observing
the data in the year 2015-16 passengers carried were 33%, but in the year 2016-17 it was 32% a slight
decrease but there is gradual increase in the year 2017-18 was 35%.

GRAPH NO : 4.12
GRAPH SHOWING PASSENGERS CARRIED PER DAY
PASSENGERS CARRIED
100%
90%
80%
70%
60% PASSENGERS CARRIED
27.61 27.28 29.68
50%
40%
30%
20%
10%
0%
2015-2016 2016-2017 2017-2018
INTERPRETATION:
From the above graph it is clearly shown that high increase in the year 2017-18 because of the multiple
of the buses and fast moving buses availed thereby. So with an intention to enable the more buses with
the due consideration given to the people.
TABLE NO - 4.13

TABLE SHOWING TRAFFIC REVENUE (Rs. in crores)
YEARS TRAFFIC PERCENTAGE OF

REVENUE INCREASE/DECREASE
2015-2016 2778.33 33%
2016-2017 2738.04 32%
2017-2018 2975.03 35%
ANALYSIS:
From the above analysis the table clearly interprets the traffic revenue earned from the corporation.
While observing the data in the year 2015-16 passengers carried were 33%, but in the year 2016-17 it
was 32% a slight decrease but there is gradual increase in the year 2017-18 was 35%.
GRAPH NO : 4.13

GRAPH SHOWING REVENUE EARNED FROM TRAFFIC
TRAFFIC REVENUE
3000
2950
2900
2850
2800
2017-2018;
2750 2015-2016; 2975.03
2700 2778.33 2016-2017;
2650 2738.04
2600
2015-2016
2016-2017
2017-2018
INTERPRETATION:
From the above graph it is clearly shown that the percentage of revenue from operations which are
conducted by the KSRTC. During the year 2017-18 it has raised to more than 3% the due reason for
this is in the past 5 years the corporation has maintained the passengers fare, control services, fines
collected have been overall increased more than 20%.
TABLE NO - 4.14
TABLE SHOWING REVENUE FROM OPERATION
YEARS REVENU FROM PERCENTAGE OF

OPERATIONS INCREASE/DECREASE
2015-2016 317878.99 32%
2016-2017 317351.17 32%
2017-2018 348828.85 36%
ANALYSIS:
From the above table it is clearly shown that revenue earned from the operations is clearly shown as a
said of that in the year 2015-16 it was 32 %, in the year 2016-17 it was 32% and in the year 2017-18 it
is 36%.
GRAPH NO : 4.14

GRAPH SHOWING REVENUE FROM OPERATIONS
REVENU FROM OPERATIONS

350000 348828.85
345000
340000
335000
330000
325000
317878.99
320000 317351.17 REVENU FROM OPERATIONS
315000
310000
305000
300000
2015-2016
2016-2017
2017-2018
INTERPRETATION:
From the above graph it has clearly shown the revenue from operations apart from the rise in the traffic
there seems to be increase in the rise of revenue from the operations that is because of adds, non-traffic
revenue, commercial establishment, financial income, sale of scrap, sale of land, and subsidy which
has gained an increase in the percentage of 17% from the past 2 consecutive years.
TABLE NO - 4.15

TABLE SHOWING VALUE OF LOAN AVAILED (Rs. in crores)
YEARS LOAN AVAILED PERCENTAGE OF

INCREASE/DECREASE
2015-2016 4.00 2%
2016-2017 43.00 18%
2017-2018 195.00 80%
ANALYSIS:
From the above table it is clearly shown that availed percentage of Loan has raised in the year 2017-18
80% but while in the year 2015-16 it is of only 2% loan was availed and in the year 2016-17 it was
18% of loan has been availed thereby.
GRAPH NO : 4.15

GRAPH SHOWING LOAN AVAILED TO K.S.R.T.C
LOAN AVAILED
2015-2016
2%
2016-2017
18%
2017-2018
81%
INTERPRETATION:
From the above graph it is clearly interpreted as a means of loan availed in 2017-18 is the percentage
as comparison from the 2016-17 the due reason for this in the corporation there is up liftment in the
technology by which additions in the innovative have been made. So to conclude there is need of more
loan thereby.
TABLE NO - 4.16
TABLE SHOWING NUMBER OF DEPOTS IN K.S.R.T.C

YEARS NUMBER OF PERCENTAGE OF

DEPOTS INCREASE/DECREASE
2015-2016 78 32%
2016-2017 80 33%
2017-2018 83 35%
ANALYSIS:
From the above table it clearly given that the percentage of increase in depots. In the year 2015-16
there was 32% and in the year it was 33% and in the year 2017-18 it was 35%.
GRAPH NO: 4.16

GRAPH SHOWING NUMBER OF DEPOTS TO K.S.R.T.C
NUMBER OF DEPOTS
2017-2018 2015-2016
34% 32%
2016-2017
33%
INTERPRETATION:
From the above graph it is clear that the there is comparatively rise in the number of depots from 2015-
16 to 2016-17 it was 2 depot. Further in the year 2017-18 it rose to 3 depots. The reason for this is that
setup of depots in Davangere, chikkamagaluru, shivamogga, puttur and rest others.
TABLE NO - 4.17

TABLE SHOWING NET WORTH OF K.S.R.T.C CORPORATION.
(Rs. in crores)
YEARS NET WORTH PERCENTAGE OF

INCREASE/DECREASE
2015-2016 543.68 46%
2016-2017 309.67 26%
2017-2018 329.32 28%
ANALYSIS:
From the table it is clearly shown that the net worth of the corporation. While observing the data given
in the year 2015-16 is 46%. Then in the year 2016-17 it is of 26% and in the year 2017-18 it is 28%.
GRAPH NO: 4.17
GRAPH SHOWING NET WORTHOF K.S.R.T.C

NET WORTH
100%
90%
80%
70%
60%
543.68 NET WORTH
50% 309.67
40% 329.32
30%
20%
10%
0%
2015-2016
2016-2017
2017-2018
INTERPRETATION:
From the above graph there is a clear view on the net worth of the past three years given as per the data
given where in the year 2015-16 a high net worth is achieved actually in comparing from among the 10
years and thereafter there is decline of more than 15% of net worth this is due to the lack of supportive
measures which have failed to adjust in the meanwhile or the responding methods that have lead to fall
in the year 2016-17. But still there is more than 5% increase with the slow rate.
TABLE NO - 4.18

TABLE SHOWING DEPRECIATION(in lakhs) OF K.S.R.T.C.
YEARS DEPRECIATION PERCENTAGE OF

INCREASE/DECREASE
2015-2016 158127.58 31%
2016-2017 169192.99 33%
2017-2018 183642.30 36%
ANALYSIS:
From the above table it is clear that the depreciation shown has an increase in value where in a
constant rate. In the year 2015-16 percentage of depreciation was 31% then in the year 2016-17 it was
33% and in the year 2017-18 it is 36%.
GRAPH NO: 4.18
GRAPH SHOWING DEPRECIATION(IN LAKHS)K.S.R.T.C

DEPRECIATION
158127.58
183642.3 2015-2016
2016-2017
2017-2018
169192.99
INTERPRETATION :
From the above graph it is clearly shown that increase in the depreciation amount gradually by year
wise in the year 2015-16 and 2016-17 there is consistent rise but in the year 2017-18 there is increase
in the depreciation amount the due reason for this is that with the increase in the land and building,
fixed assets, maintenance of technological upgraded buses and their repairs.
TABLE NO - 4.19
TABLE SHOWING PROFIT EARNED BY K.S.R.T.C.

(IN LAKHS)
YEARS PROFIT/LOSS PERCENTAGE OF

INCREASE/DECREASE
2015-2016 5095.14 22%
2016-2017 (17707.61) -76%
2017-2018 450 2%
ANALYSIS:
From the above table it is clearly shown the profit or loss during the past three years. In the year 2015-
16 the profit percentage was 22%, but in the year 2016-17 there was a loss of 76% but in the next
year it stood a profit of 2% rise as a measure of slow recovery thereby.
GRAPH NO: 4.19
GRAPH SHOWING PROFIT EARNED BY K.S.R.T.C

PROFIT/LOSS
10000 5095.14
5000
0 450
PROFIT/LOSS
-5000 2015-2016
2016-2017
2017-2018
-10000
-15000
-20000
-17707.61
INTERPRETATION
From the above graph it is clearly shown that the profit and loss from the past three years while
looking into the year 2016-17 there is huge loss in to the corporation the due reason for this overaged
vehicles was low it was only 25.5% , also revenue earned from the sale of scrap was less it was only
23% and besides competition from the private. But in the year 2017-18 there little bit rise in the profit.
CHAPTER - 5

FINDING, SUGGETIONS AND CONCLUSION.
This chapter is intended to draw
FINDINGS:

On the basis of the study conducted, the significant findings are listed
below:
 Effective kms. has acheived at a consistent rate from comparing the last 2 years
therefore.
 The average vehicle utilization capacity is consistent for the past 3years.
 The corporation has given keen focus on the break down and accidents in low
rate.
 The corporation has given less importance to ordinary services like operating to
scheduled time is not concentrated as given.
 The online booking is getting trend as a increased measure with due convenience
enjoyed by the people almost it shows more than expected.
 The normal booking is even high rate but not at the level it has increased.
 In considering route killometers it has constantly increasing as a change of
route kilometres.
 The daily schedules maintained is stable for the past 2 years but it is high in the
2017-18.
 Capital expenditure is doubling more than the past years but it seems to be high in
the 2017-18 year.
 Awareness of public transportation is given due consideration by the people and
comparitively increasing thereby passengers carried is high because of this.
 Traffic revenue and revenue from operations are increasing while comparing with
previous 2 years.

 The loan availed has initiatively high though the revenue is high.
 The K.R.T.C has setup depots at an increasing measure but with an increasing
kms.
 Net worth has decreased gradually at a steady rate with increasing capital
expenditure.
 Depreciation amount accounts at a greater change with an high increase.
 The profit percentage has decreased and while in the 2016-17 it has incurred loss
due which it regaining with very less consistency.
SUGGETIONS:

 The corporation should follow a consistency rate of charge for the passengers in
order to follow the efficiency.
 The organisation should also implement more safety technology besides the other
technological upgradation thereby.
 The average vehicle utilization has an constant rate from the past three years the
corporation has to implement measures not at the maximum level, because
increasing also would lead to gap in effective kms.
 The corporation has mainatain quality of buses frequently further often services,
repairs, technical aspects etc have taken oftenly by them with perfection in the
smooth running of the buses.
 Depreciated buses should be replaced by the organisation as it would cost more
amount in keeping depreciation reserve for the buses as for every five years the
buses would be change for better performance of the buses.
 There is increase in the number of depots but also as said before there is ineed of
maintainance of the depots should be taken massively thereby.
 The profit percentage is low during the past three years, but it is not that the profit
must be maximised as a welfare measure the people should be attracted to this
organisation and ultimately by maintainenc of quality service the profits will be
maximise beside.

CONCLUSION:
“A study on Advancement of Operations and services in satisfying passengers of

KSRTC, CHICKBALLAPUR” was undertaken to know and understand the efficiency
in providing the various services and quality of services in the organisation besides
which is also a great measure withholding the welfare objectives.
This study reveals that in the overall organisation with increasing the basic
requirement the other aspects are increasing but there are some of the circumstances
where the corporation is facing in the due consideration that should be taken as a
priority objective in the organisation. Though it is incurring losses but the study
describes it has maintained the efficiency in the technological quality of service thereby.
I would like to conclude my study stating that KSRTC should undertake initiatives
to promote more welfare measures, promotional policies and performance capability
thereby.
From the above objectives and major findings it can be seen that the researcher
was able to fulfil all the objectives of the study.

Lochan Gowda 007 (5)

Uploaded by

Copyright:

Available Formats

Lochan Gowda 007 (5)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Lochan Gowda 007 (5)

Uploaded by

Copyright:

Available Formats

A STUDY ON ADVANCEMENT OF OPERATIONS AAND SERVICES IN SATISFYING

PASSENGERS OF KSRTC AT CHICKBALLAPUR

In looking the history of transport or transportation which means the movement of humans, animals

BGS INSTITUTE OF MANAGEMENT STUDIES Page 1

BGS INSTITUTE OF MANAGEMENT STUDIES Page 2

MODES OF TRANSPORTATION IN INDIA

BGS INSTITUTE OF MANAGEMENT STUDIES Page 3

BGS INSTITUTE OF MANAGEMENT STUDIES Page 4

3. CREATES PLACE UTILITY:

4. BRING COUNTRIES CLOSER:

5. SERVE SEVERAL PURPOSES:

BGS INSTITUTE OF MANAGEMENT STUDIES Page 5

7. SPECIALIZATION AND DIVISION OF LABOUR:

8. USE OF ECONOMIC RESOURCES:

BGS INSTITUTE OF MANAGEMENT STUDIES Page 6

1. TRAFFIC CONGESTION AND PARKING DIFFICULTIES

BGS INSTITUTE OF MANAGEMENT STUDIES Page 7

Simultaneously with congestion, people are spending an increasing amount oftime commuting

3. PUBLIC TRANSPORT INADEQUACY

4. DIFFICULTIES FOR NON-MOTORIZED TRANSPORT

5. LOSS OF PUBLIC SPACE

BGS INSTITUTE OF MANAGEMENT STUDIES Page 8

community interactions. These have gradually disappeared to be replaced by automobiles. In many

6.HIGH INFRASTRUCTURE MAINTENANCE COST

7 .ENVIRONMENTAL IMPACTS AND ENERGY CONSUMPTION

8.ACCIDENTS AND SAFETY

BGS INSTITUTE OF MANAGEMENT STUDIES Page 9

10. FREIGHT DISTRIBUTION

BGS INSTITUTE OF MANAGEMENT STUDIESPage 10

transport services can be profit-driven by use of pay-by-the-distance fares or funded by government

PUBLIC TRANSPORTATION AND SERVICE

ROAD TRANSPORTATION ININDIA

BGS INSTITUTE OF MANAGEMENT STUDIESPage 11

BGS INSTITUTE OF MANAGEMENT STUDIESPage 12

multi-lane highways, including the Golden Quadrilateral and North-south and East-west

BGS INSTITUTE OF MANAGEMENT STUDIESPage 13

BGS INSTITUTE OF MANAGEMENT STUDIESPage 14

TYPES OF BUS SERVICES

2. LONG DISTANCE TRANSPORT

BGS INSTITUTE OF MANAGEMENT STUDIESPage 15

OPERATION OF TRANSPORT SYSTEM:

BGS INSTITUTE OF MANAGEMENT STUDIESPage 16

BGS INSTITUTE OF MANAGEMENT STUDIESPage 17

ADVANTAGES OF ROAD TRANSPORT

1. Road transportation is very much cost effective to the people.

5. One of the advantages is Ideal for sending by courier shortages to customers.

DISADVANTAGES OF ROAD TRANSPORTATION

1. Road transport is the subjected to traffic delays a many times.

2. Goods susceptible to damage through careless driving.

BGS INSTITUTE OF MANAGEMENT STUDIESPage 18

4. Driving regulations can cause delays.

ADVANCED TECHNOLOGY AVAILED IN PUBLIC TRANSPORTAION:

OPEN SOURCE TRAVEL

BGS INSTITUTE OF MANAGEMENT STUDIESPage 19

BEST PRIVATE BUS SERVICE PROVIDERS ARE

BGS INSTITUTE OF MANAGEMENT STUDIESPage 20

10. Hans Travels.

ADVANTAGES OF PRIVATE TRANSPORTATION

2. Fair amount is charged for the travelling passengers meanwhile.