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A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014

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CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION

Rural Transportation is crucial for development of the rural

parts of the country. Nearly seventy percent of the population

of India lives in rural areas. The rural areas should be well

connected by roads and also all the amenities like hospitals,

educational institutions, markets for selling their produce etc.,

should be provided in the rural areas so that the rural people

will not come to the city and there will be no congestion in the

cities.

1.2 OBJECTIVE OF THE STUDY

The objective is to study the rural transportation system of

two districts of Karnataka i.e., Mysore and Chamarajanagar

Districts and come out with suitable suggestions to improve

the rural transportation system in these two districts.

1.3 SCOPE OF THE STUDY

The scope of the study is limited to the study of rural

transportation system in two districts of Karnataka i.e.,

Mysore and Chamarajanagar Districts. The study aims to

understand the problems faced by rural people in reaching

their destinations because of lack of good rural transportation

system. These two districts have been considered based on

their backwardness and limited road network and low

frequency of public transport existing in these districts.

1.4 METHODOLOGY OF THE STUDY

The methodology of the study is given below,

Problem

Identification

Literature

Review

Collection of

Secondary Data

Design of

Questionnaire

Collection of

Primary Data

Data Analysis and

Interpretation

Compilation of the

Report


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Chapter 2.0

LAND USE & DEMOGRAPHICS

2.1 INTRODUCTION

The area of Mysore District is around 6854 sq. kms. The

increased urbanization and the growth of employment

opportunities has increased migration of people from rural

areas which has led to the growth of population and the

population of Mysore as per provisional results of the 2011

census is 2,994,744 persons. The city of Mysore is the second

largest city in the State of Karnataka, next to Bangalore. The

city is located at the base of the Chamundi Hills about 146 km

southwest of the State Capital – Bangalore. It is spread across

an area of about 128.42 sq.km (50 sq. mile). The city is known

for palaces and it is known as “City of Palaces”. The city has a

strong educational and technological base and pleasant

climate. There is tremendous increase in the number of

vehicles plying on the roads and the total number of vehicles

as of 31st March 2011 is 4,38,003.

The Chamarajanagar district is situated in the southern part of

the Deccan Peninsula and it is the southernmost district of

Karnataka State. The area of Chamarajanagar district is around

5101 sq. kms. The Chamarajanagar was one of the important

towns in Mysore District. But it was separated from Mysore

District on 15th August 1997 by the Government of Karnataka

by dividing 4 taluks from Mysore District and made

Chamarajanagar as a separate district. The Chamarajanagar

district is known for hill stations and pilgrim places. The river

Cauvery has a water fall namely Shivanasamudra which is one

of the important tourist attractions. The pilgrim places such as

Malai Mahadeshwara Hills, Biligiri Rangana (B.R.) Hills and

Himavat Gopalaswamy Hills are situated here. The oldest

National Park is situated in Gundlupet Taluk namely Bandipura

National Park which is now converted to as “Project Tiger”.

The Chamarajanagar has one of the oldest temples namely

“Chamarajeshwari Temple” in the heart of the town, which

has been worshipped by the earlier Wodeyar’s of Mysore

Kingdom and it is their hometown. The population of

Chamarajanagar district is increasing since the turn of the

century and has a population of 10,20,932 as per 2011 census.


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2.2 LAND USE PATTERN

The total geographical area of Mysore District is 6,76,382

hectares out of which 62,851 hectares constitutes the forest

land. The net cultivable land is 4,86,410 hectares and of this

1,14,010 hectares of land is irrigated. Mysore has two types of

forests and they are moist deciduous where the rainfall is 900-

1100 mm and dry deciduous where the rainfall is 700 – 900

mm and Mysore District has the third richest forest wealth in

the State.

Table 2.1 Area of Various Taluks of Mysore District

Sl. No.

Name of the Taluk Geographical Area (Sq.Km)

1. Piriyapatna 815

2. K.R. Nagara 605

3. Hunsur 897

4. H.D. Kote 1618

5. Nanjangud 982

6. T. Narsipura 599

7. Mysore 815

District Total 6331

Source: Mysore.nic.in/diststat

The Chamarajanagar District consists of four taluks with an

area of 5,69,901 hectares out of which 2,75,610 hectares

(48.36%) is covered with forest, cultivable area is around

1,72,335 hectares (30.24%), uncultivable area is around

43,994 hectares (7.72%), fallow land is around 41,977

hectares (7.37%) and other cultivable land accounts for 35,985

hectares (6.31%). The forest land is more concentrated in

Kollegal Taluk with an area of 1,93,259 hectares (69.08%),

Yelandur with an area of 10,589 hectares (40%), Gundlupet

with an area of 44,859 hectares (31.90%) and Chamarajanagar

itself has an area of 26,903 hectares (21.85%).

Table 2.2 Area of Various Taluks of Chamarajanagar District

Sl. No.

Name of the Taluk Geographical Area (Sq.Km)

1. Chamarajanagara 1226.67

2. Gundlupete 1392.88

3. Kollegal 2785.82

4. Yelandur 266.34

District Total 5101.00

Source: Chamarajnagar.nic.in/diststat

2.3 POPULATION GROWTH

The population of Mysore District as per 2001 census was

26,41,027 out of which male population was 13,44,670 and

female population was 12,96,357 and the population of


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Mysore District as per 2011 census was 29,94,744 out of

which male population was 15,11,206 and female population

was 14,83,538. The population in various taluks of Mysore

District is given below,

Table 2.4

Population in Various Taluks of Chamarajanagar District

Table 2.3 Population in Various Taluks of Mysore District

Sl. No. Name of the Taluk Population (As per 2001 Census)

1. Tirumakudal Narsipura 279005

2. Nanjangud 360223

3. Heggadadevankote 245930

4. Mysore 1038490

5. Krishnarajanagara 239199

6. Hunsur 253926

7. Piriyapatna 224254

District Total 2641027

Source: Mysore.nic.in/population

Source: Mysore.nic.in/population

The population of Chamarajanagar District as per 2001 census

was 5,68,684 and the population of Chamarajanagar District as

per 2011 census was 10,20,962 out of which male population

is 5,13,359 and female population is 5,07,603. The population

in various taluks of Chamarajanagar District is given below,

2.4 LITERACY

The literacy rate of Mysore District is quiet high when

compared with other districts of the State except Bangalore,

Udupi and Mangalore Districts. The total literates of Mysore

District is 19,65,492 out of which male literacy is 10,70,649

and female literacy is 8,94,843. The total literacy rate of

Mysore District is 72.56 percent which is more than the

national average as per 2011 census.

Sl. No.

Name of the Taluk Population (As per 2011 Census)

1. Chamarajanagara 3,58,084

2. Gundlupete 2,22,932

3. Kollegal 3,57,776

4. Yelandur 82,170

District Total 10,20,962


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Table 2.5

Literacy Rate by Gender (Mysore District)

Sl. No. Gender Literacy

1. Male 10,70,649

2. Female 8,94,843

Total 19,65,492

Source: Provisional Census 2011.

The literacy rate of Chamarajanagar District is low when

compared to other districts of the State. The total literates of

Chamarajanagar District is 5,66,076 out of which male literacy

is 3,15,321 and female literacy is 2,50,755. The total literacy

rate of Chamarajanagar District is 61.12 percent.

Table 2.6

Literacy Rate by Gender (Chamarajanagar District)

Sl. No. Gender Literacy

1. Male 3,15,321

2. Female 2,50,755

Total 5,66,076

Source: Provisional Census 2011.

2.5 Importance of Rural Transportation

A good rural road network with good bus transportation

system will go a long way in improving the economic lot of the

rural folks. Many rural areas remain backward due to lack of

connectivity and also due to lack of rural public transportation

system.

The average road length in Karnataka is 68.73 kms per 100

sq.km of geographical area. When the actual road length of

the taluks is compared with the state average, it is found that

90 taluks out of 175 taluks have road length less than the state

average of 68.73 kms per 100 Sq.kms. of geographical area.

Some of the taluks like Kollegal, Bijapura, Sindgi, Indi, Kodagu,

Jevargi etc., are way backward in road connectivity. More

importance should be given for these taluks in providing road

connectivity. Only when most of these taluks are well

connected by All Weather Roads (AWR) there are changes of

economic development in these regions. Karnataka should

follow the example of Kerala in providing road connectivity.

When there is good connectivity of roads bus transportation

can be provided either by public or private bus operators.


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Rural Bus Transportation on main corridors can be provided by

public bus operators like KSRTC and private bus operators can

provide bus service in rural areas thus acting as feeder service

to KSRTC buses. At present both the KSRTC and private bus

operators operate buses on main corridors due to which there

is competition among them which results in accidents.

Kerala has good road transport system. All the villages in

Kerala are connected by AWR or FWR and with such high

connectivity most of the people live in their villages and

commute to nearby towns for work. Due to this high

connectivity migration to towns is avoided. The whole state of

Kerala is a vast network of villages and small towns and there

are only few urban slums. Kerala’s high standard of living is

partly due to better roads and connectivity.

2.6 ECONOMIC IMPACTS OF RURAL PUBLIC TRANSPORTATION

There are many economic impacts of rural public

transportation. Some of these economic impacts are,

a) Employment and Business Activity

A good public transportation system in rural areas can lead to

increased employment and local business activity.

b) Increased Mobility

Ability to access education and training programs can

drastically increase rural people’s long-term employment

prospects.

c) Growth Impacts on Rural Economy

A good public transportation can offer tourists and visitors an

affordable way to visit rural communities and support small

and medium scale businesses.

d) Increased Income to Tourist Department and Local People

There are many tourist spots in rural areas but due to lack of

connectivity the tourists cannot visit these places. A well

connected public transportation system to tourist spots can

generate income to the local people and also to tourism

department. The money generated from this can be used for

the upkeep of the tourist spot by the tourism department.


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Chapter 3.0

CURRENT RURAL TRANSPORTATION

SCENARIO

3.1 INTRODUCTION

The districts of Mysore and Chamarajanagar are well

connected by road and railways. Public transportation is

provided by KSRTC buses and private buses in both the

districts. KSRTC in Mysore has introduced Intelligent

Transportation System (ITS).

3.2 HISTORY OF TRANSPORTATION

Public transportation was started in Mysore by Canara Public

Conveyance Company in 1914, with one bus plying between

Mangalore and Bantwal and making travel across miles

possible in Mysore State. The private bus service dominated

the roads before Independence, but in 1948, the Mysore

Government Road Transport Department (MGRTD) was

formed, with a fleet of 100 buses. The buses, with protruding

engines and clumsy-looking carriages, laid the foundation of

the KSRTC. The MGRTD came under the Road Transport

Corporation Act in 1961 and it was called KSRTC only in 1973.

KSRTC has a fleet of 10,400 buses till August 1997. In August

1997, KSRTC was split and a new corporation by the name of

Bangalore Metropolitan Transport Corporation (BMTC) came

into being. In November 1997, another new road transport

corporation named North Western Karnataka Road Transport

Corporation (NWKRTC) was formed to cater to the

transportation needs of the North Western part of Karnataka

with its corporate office in Hubli. In October 2000, the North

Eastern Karnataka Road Transport Corporation (NEKRTC) was

formed with its corporate office in Gulbarga. The state plans

for a separate transport corporation for Mysore City. The new

transport corporation will be modeled on the Bangalore

Metropolitan Transport Corporation (BMTC) and will remain a

division of the Karnataka State Road Transport Corporation

(KSRTC). KSRTC services almost all villages in Karnataka and at

present 92 percent of villages are serviced by KSRTC. KSRTC

operates 6463 schedules in a day covering an effective

distance of 23.74 Lakh Kms with total fleet of 7599 buses. It

transports on an average 24.57 lakh passengers per day.


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Figure 3.1 shows the transport corporations of Karnataka and

date of its formation.

Figure 3.1: Transport Corporations of Karnataka

Source: Information and Picture data by KSRTC website

3.3 ROAD CONNECTIVITY

3.3.1 Mysore District

Mysore is connected by NH 212 to the state border town of

Gundlupet where the road forks into the state of Kerala and

Tamilnadu. Mysore railway station has three lines, connecting

it to Bangalore, Hassan and Chamarajanagar. The length of

National Highways is 79 Kms, State Highways is 720.37 Kms

and Major District Roads is 2518.55 Kms in Mysore District.

Figure 3.2 shows the road connectivity in Mysore District.

Figure 3.2: Road Connectivity in Mysore District

Source: www.mysore.nic.in/road_map

3.3.2 Chamarajanagar District

State Highway (SH-17) connects Chamarajanagar with

Bangalore City. Chamarajanagar is at a distance of 65 kms

from Mysore. The distance from Chamarajanagar to Bangalore


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is 185 kms. The cities of Chamarajanagar and Gundlupet in the

district have road connectivity to major towns and remote

villages in the district. The total road network in

Chamarajanagar district is 4569.71 Kms. The road includes

National Highway (187 Km), State Highway (339.26 Km), Major

District Roads (913.02 Kms), Village Roads (2116.83 Kms),

Municipality Roads (235.81 Kms) and Minor Irrigation Roads

(290 Kms). The district has two National Highways which

passes through Gundlupet, Kollegal and Chamarajanagar.

Figure 3.3 shows the road connectivity in Chamarajanagar

District.

The number of habitations with all weathers roads as on 2010-

11 in various taluks of Chamarajanagar District is given in

Table 3.1. It shows that most of the habitations especially in

Kollegal Taluk are not covered by All Weather Roads (AWR).

More importance should be given for providing road

connectivity to all the habitations in Chamarajanagar District.

Since Chamarajanagar district has lot of tourist places

historical temples, forests, hills etc., a good road connectivity

will increase tourism in the area and it will also create job

opportunities for the local people.

Figure 3.3: Road Connectivity in Chamarajanagar District

Source: http://www.chamarajanagar.nic.in

A good network of roads connecting rural areas as well as

good rural transport network will help in the economic growth

of villages and avoid migration of rural people to urban areas

in search of jobs. Table 3.1 shows that only fifty percent of the

habitations have access to All Weather Roads (AWR) and there

is a need to connect all the habitations with All Weather Roads

(AWR) and also provide rural transportation system.


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Table 3.1 Access to Habitations in Chamarajanagar District

Sl. No. Name of the Taluk Total Number of Habitation (as per 2001 census)

Number of Habitations access to All Weather Roads (AWR)

1. Chamarajanagar 268 157

2. Gundlupet 195 142

3. Kollegal 461 135

4. Yelandur 54 45

Grand Total 978 479

Source: http://www.chamarajanagar.nic.in

3.4 CURRENT RURAL TRANSPORTATION SCENARIO

3.3.1 Mysore

KSRTC provides the intercity and intra city transport service in

Mysore. It provides services to about 179,000 commuters per

day by city service and provides service to about 128,000

commuters by mofussil services. KSRTC currently operates

about 4217 trips in Mysore through 282 schedules from 2

depots on 185 routes with a fleet strength of 258 resulting in

1.79 lakh passenger trips per day with a load factor of 72.8

percent.

3.3.2 Chamarajanagar

KSRTC runs buses from major cities to towns and villages in

the district.

3.5 COMPARISON BETWEEN PRIVATE AND KSRTC BUSES IN

CHAMARAJANAGAR AND MYSORE DISTRICTS

Table 3.2

Comparison between KSRTC and Private Buses

KSRTC Bus Private Bus

Fare is higher. Fare is Cheaper than KSRTC. Minimum fare is Rs.10/-. Minimum fare is Rs.2/-. Limited number of stops. More number of stops in rural

areas. Maintenance cost of bus and

staff is high.

Maintenance cost of bus and

staff is low. Helper is not provided for the

bus.

Helper is provided for easy

loading/unloading of

luggage’s. Runs on diesel. Runs on adulterated fuel for

cheaper cost. Only few routes are covered

in rural areas.

More and interior routes are

covered.

Only few routes are run by

KSRTC buses.

Chamarajanagar district has

majority of private bus

service.

Good and well maintained Old and scrap vehicles are


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buses are used. used.

No entertainment such as TVs

and movies are provided in

the bus.

Entertainment such as TVs

and movies are provided in

the bus.

Buses run on scheduled

routes.

Some of the buses are meant

for rural area service, but still

they run on main roads.

Pass facility for commuters. Concession for daily

commuters.

Buses provided only during

morning and evening peak

hours.

Convenient bus timings.

Train service are cheaper. Train service is cheaper when

compared with private bus

fares.

Competition between Kerala

and Tamil Nadu transport

service.

Competition between Kerala

and Tamil Nadu transport

service. Increase in fares when there is

an increase in fuel prices.

Sustain fares when there is an

increase in fuel prices for a

smaller period to attract

commuters.

Wait for few hours when there

is break down of buses.

Cleared within a short span of

time when there is breakdown

of buses.

Has speed breakers/speed

limit

Do not have speed

breakers/speed limit.

No proper plan of routes. Routes planned by them.

They can provide more bus

service to the hill and

pilgrimage centers within the

district from neighboring

Due to shortage of buses

they have different trip

service.

district and Bangalore district.

They have limited service for

interior and superior service

for interstate service.

They have nominal charge for

all types of buses.

To plan for bus service as per

the convenience of public.

They have convenient public

timings.

It runs as per the public

transport rules framed by the

Government of Karnataka.

Most of the bus routes are run

by the influential persons

without proper permits on

main roads.

With government rules and

with permits.

Some of the buses run without

permits.

Limited number of trips. Unlimited number of trips.

Emergency kit is available in

limited number of buses as a

safety measure.

No Emergency kit is kept.


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Chapter 4.0

DATA COLLECTION AND ANALYSIS

4.1 INTRODUCTION

A public opinion survey was conducted in Mysore and

Chamarajanagar Districts to assess the rural transportation

system provided by both private and public sector. Nearly 250

people were interviewed regarding the performance of

private and public transportation. The questionnaire was

divided into three parts. The first part consisted of general

questions, the second part consisted of basic travel

information and the third part consisted of questions

pertaining to various issues concerning the quality of

transportation provided. There were overall 36 questions.

4.2 GENERAL QUESTIONS

The general questions consisted of name, address, age group

and gender of respondents.

4.2.1 Gender of Respondents

The gender of majority of respondents was male as shown in

Figure 4.1.

Figure 4.1

4.2.2 Age Group of Respondents

The age group of majority of respondents was under 25 years

of age as shown in Figure 4.2.

Figure 4.2

63%

37%

Gender of Respondents

Male Female

41%

25%

17%

7%6% 2% 2%

Age Group of Respondents

Under 25

25 to 34

35 to 44

45 to 54

55 to 64

65 to 74

>75


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4.3 BASIC TRAVEL INFORMATION

The questions on travel information consisted of origin of

travel, destination of travel, travel distance, frequency of

travel, purpose of travel, fare per trip etc.,

4.3.1 Purpose of Travel

The purpose of travel of thirty six percent (majority) of

respondents was work, twenty four percent was for

education, twelve percent was for shopping and the remaining

28 percent were others as shown in Figure 4.3.

Figure 4.3

4.3.2 Frequency of Travel

The frequency of travel of forty two percent (majority) of the

respondents was daily, twenty two percent was weekly,

nineteen percent was monthly, six percent was fortnightly,

five percent was bi-weekly and the balance six percent were

others as shown in Figure 4.4.

Figure 4.4

4.3.3 Do you travel by KSRTC or Private Bus?

As per the survey majority (64 %) of the respondents travelled

by KSRTC bus, twenty nine percent travelled by private bus

and the balance seven percent travelled by both KSRTC and

Private bus as shown in Figure 4.5.

36%

24%

12%

28%

Purpose of Travel

Work

Education

Shopping

Others

42%

22%5%

6%

19%

6% Frequency of Travel

DailyWeeklyBi-WeeklyFornightlyMonthlyOthers


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Figure 4.5

4.4 PERFORMANCE

4.4.1 Frequency of Buses

To the question ‘Is the frequency of buses good?’

76 percent of KSRTC bus commuters said ‘Yes’ and 24

percent said ‘No’.

68 percent of private bus commuters said ‘Yes’ and 32


In comparison between KSRTC and Private Buses,

KSRTC buses have better frequency when compared to

private buses.

Figure 4.6

4.4.2 Connectivity of Buses

To the question ‘Is the connectivity of buses good?’

73 percent of KSRTC bus commuters said ‘Yes’ and 27


68 percent of private bus commuters said ‘Yes’ and 32


In comparison KSRTC buses have better connectivity

when compared to private buses.

64%

29%

7%

Do you travel by KSRTC or Private Bus?

Only KSRTC

Only Private

Both

0%

20%

40%

60%

80%

100%

KSRTC Private

76% 68%

24% 32%

Is the Frequency of Buses Good?

No

Yes


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Figure 4.7

4.4.3 Stops

To the question ‘Do the buses give enough stops?’

68 percent of the KSRTC bus commuters said ‘Yes’ and

32 percent said ‘No’.

76 percent of the Private bus commuters said ‘Yes’ and


In comparison private buses give more stops than

KSRTC buses.

Figure 4.8

4.4.4 Arrive on Scheduled Time

To the question ‘Do the buses arrive on Schedule Time?’





In comparison private buses arrive on scheduled time

when compared to KSRTC buses.

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

73% 68%

27% 32%

Is the Connectivity of Buses Good?

No

Yes

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

68% 76%

32% 24%

Do the Buses give Enough Stops?

No

Yes


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Figure 4.9

4.4.5 Depart on Schedule Time

To the question ‘Do the buses depart on Schedule Time?’





It shows that both the KSRTC buses and Private buses

depart on scheduled time.

Figure 4.10

4.4.6 Buses Overcrowded

To the question ‘Are the buses overcrowded all the time?’





It shows that the private buses are overcrowded all the

time.

0%

50%

100%

150%

KSRTC Private

61% 64%

39% 36%

Do the Buses arrive on Scheduled Time?

No

Yes

0%

20%

40%

60%

80%

100%

KSRTC Private

57% 57%

43% 43%

Do the Buses Depart on Scheduled Time?

No

Yes


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Figure 4.11

4.4.7 Buses Comfortable to Travel

To the question ‘Are the buses comfortable to travel?’





In comparison KSRTC buses is more comfortable to

travel when compared to private buses.

Figure 4.12

4.4.8 Buses are Clean and Well Maintained

To the question ‘Do you think that the buses are clean and

well maintained?’





It shows that both KSRTC and private buses are clean

and well maintained.

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

49% 61%

51% 39%

Are the Buses Crowded all the Time?

No

Yes

0%20%40%60%80%

100%120%

KSRTC Private

77% 66%

23% 34%

Are the Buses Comfortable to Travel?

No

Yes


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Figure 4.13

4.4.9 Seats in Buses Comfortable

To the question ‘Are the seats in the bus comfortable?’





In comparison the seats in KSRTC buses are more

comfortable than private buses.

Figure 4.14

4.4.10 Easy to getin/getoff buses

To the question ‘Are the buses are easy to getin/getoff?’





In comparison it is easy to getin/getoff in KSRTC buses


0%

20%

40%

60%

80%

100%

KSRTC Private

53% 54%

47% 46%

Do you think the buses are clean and well maintained?

No

Yes

0%

50%

100%

150%

KSRTC Private

62% 56%

38% 44%

Are the seats in the Bus Comfortable?

No

Yes


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Figure 4.15

4.4.11 Get seat in the bus

To the question ‘Do you get seat in the bus?’





In comparison it is easy to get seat in KSRTC buses


Figure 4.16

4.4.12 Buses are Safe

To the question ‘Do you think buses are safe?’





In comparison the commuters think that the KSRTC

buses are safer when compared to private buses.

0%

20%

40%

60%

80%

100%

KSRTC Private

71%58%

29%42%

Are buses are easy to getin/getoff?

No

Yes

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

61% 54%

39% 46%

Do you get seat to sit in the bus?

No

Yes


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Figure 4.17

4.4.13 Buses Overspeed

To the question ‘Do you think that the buses overspeed?’





It shows that the private buses over speed when

compared to KSRTC buses.

Figure 4.18

4.4.14 Do bus stop at bus stops

To the question ‘Do the buses stop at bus stops?’





It shows that both the KSRTC buses as well as private

buses stop buses at bus stops.

0%

50%

100%

150%

KSRTC Private

80% 64%

20% 36%

Do you think the buses are safe?

No

Yes

0%

20%

40%

60%

80%

100%

KSRTC Private

30%

56%

70%

44%

Do you think that the buses overspeed?

No

Yes


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Figure 4.19

4.4.15 Buses breakdown frequently

To the question ‘Do the buses breakdown frequently?’





It shows that the private buses breakdown frequently

when compared to KSRTC buses.

Figure 4.20

4.4.16 Alternate bus in case of breakdown of buses

To the question ‘Do they provide alternate bus in case of

breakdown?’





It shows that the private buses do not provide

alternate bus if there is any breakdown of buses.

0%

20%

40%

60%

80%

100%

KSRTC Private

71% 69%

29% 31%

Do the buses stop at bus stops?

No

Yes

0%

50%

100%

KSRTC Private

42% 51%

58% 49%

Do the buses breakdown frequently?

No

Yes


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Figure 4.21

4.4.17 Drivers friendly and helpful

To the question “Are drivers friendly and helpful?’





It shows that the drivers of both KSRTC buses and

private buses are friendly with commuters.

Figure 4.22

4.4.18 Drivers safe and competent

To the question ‘Are drivers safe and competent?’





In comparison it shows that the drivers of KSRTC buses

are more safe and competent when compared to

private bus drivers.

0%

20%

40%

60%

80%

100%

KSRTC Private

59%45%

41%55%

Alternate buses provided if there is any breakdown?

No

Yes

0%

50%

100%

150%

KSRTC Private

63% 67%

37% 33%

Are drivers friendly and helpful?

No

Yes


CiSTUP Page 23

Figure 4.23

4.4.19 Conductors friendly and helpful

To the question ‘Are conductors friendly and helpful?’





It shows that the conductors of both KSRTC buses as

well as private buses are friendly and helpful.

Figure 4.24

4.4.20 Conductors give ticket during travel

To the question “Do the conductors give ticket during travel?’





It shows that the conductors of both KSRTC buses as

well as Private Buses give tickets during travel, but the

percentage is higher in case of KSRTC buses.

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

79%67%

21%33%

Are drivers safe and competent?

No

Yes

0%

50%

100%

150%

KSRTC Private

69% 64%

31% 36%

Are conductors friendly and helpful?

No

Yes


CiSTUP Page 24

Figure 4.25

4.4.21 Drivers respond to request stop

To the question ‘Do the bus drivers respond to request stop?’





It shows that the drivers of Private Buses respond to

request stop better than KSRTC buses.

Figure 4.26

4.4.22 Other Suggestions given by Commuters

The following are the suggestions given for KSRTC buses by

commuters.

Provide more buses during morning and evening peak

hours.

Reduce bus fares.

Maintain cleanliness in buses.

Provide timely service.

0%

20%

40%

60%

80%

100%

120%

KSRTC Private

77% 68%

23% 32%

Do the conductors give ticket during travel?

No

Yes

0%

50%

100%

150%

KSRTC Private

50% 63%

50% 37%

Do the drivers respond to request stop?

No

Yes


CiSTUP Page 25

Provide cameras and fire fighting equipments in the

buses.

Provide environment friendly buses.

Make sure the conductors give ticket and change.

The following are the suggestions given for Private buses

by the commuters.

Maintain cleanliness in buses.

Reduce Speed.

Stop overcrowding in the buses.

Provide timely service.

Provide more buses during peak hours.

Tickets should be issued.

Speed breakers should be made compulsory for

private buses.


CiSTUP Page 26

Chapter 5.0

CONCLUSIONS AND RECOMMENDATIONS

5.1 CONCLUSIONS

It can be concluded from the study that,

1) The purpose of travel of majority of commuters is work and

then comes education, others and shopping.

2) Most of the commuters travel daily and most of the

commuters travel by KSRTC buses.

3) KSRTC buses have better frequency when compared to private

buses.

4) KSRTC buses have better connectivity when compared to

private buses.

5) Private buses give more stops when compared to KSRTC

buses.

6) Private buses arrive on scheduled time when compared to

KSRTC buses.

7) Private buses are overcrowded most of the time.

8) KSRTC buses are more comfortable to travel when compared

to private buses.

9) KSRTC bus seats are more comfortable to sit when compared

to private bus seats.

10) KSRTC buses are more comfortable to getin/getoff at

destinations when compared to private buses.

11) It is easy to get a seat in KSRTC buses when compared to

private buses.

12) KSRTC buses are perceived to be safer than private buses.

13) Private buses over speed when compared to KSRTC buses.

14) Private buses breakdown more frequently when compared to

KSRTC buses.

15) KSRTC buses provide alternate buses if there is any

breakdown, but private buses do not provide alternate buses

if there is any breakdown.

16) KSRTC bus drivers are perceived to be more safe drivers when

compared with private bus drivers.

17) Private buses respond to request stops better than the KSRTC

buses.


CiSTUP Page 27

5.2 RECOMMENDATIONS

5.2.1 GENERAL

1. There should be better road connectivity in these two

districts. All the villages should be connected by All Weather

Road (AWR) or Fair Weather Roads (FWR) so that the buses

can go to these villages. Even though Chamarajanagar District

has many tourist places, it is still backward because of lack of

connectivity and lack of transportation facilities. If the district

is provided with good connectivity and bus facilities it can

generate more income and become one of the richer districts

of Karnataka.

2. Bus stops should be provided at frequent intervals in rural

areas so that the passengers need not have to stand in the

sun. The bus stops can be used both by the Government and

Private buses. Once there is good road connectivity with bus

facilities there are fewer chances of rural people migrating to

cities in search of jobs.

5.2.2 PRIVATE BUSES

1. The private bus operators should be made to run on their

original approved routes with strict enforcement from the

Government.

2. Adulteration of fuel in private buses should be checked

periodically with the help of Karnataka State Pollution Control

Board (KSPCB).

3. The number of passengers who travel in private buses should

be restricted and overcrowding should be avoided for the

convenience and safety of commuters.

4. The RTO should strictly conduct fitness test for private buses

and check the driving license of the drivers periodically.

5. There should be regular check for emissions for the private

vehicles by KSPCB officials with the help of police.

6. Restrict the number of private buses to limited timings and

routes within the districts.

7. Private bus operators should also be brought under the speed

breakers rule in order to reduce accidents.

8. The 15 years old vehicles should be scrapped with permit with

immediate effect.


CiSTUP Page 28

5.2.3 KSRTC BUSES

1. Incentives should be given to KSRTC conductors and drivers

who make more collection on their routes or attract more

passengers to KSRTC buses.

2. New routes have to be planned for revenue generation by

connecting to new villages by KSRTC.

3. KSRTC should attract commuters by giving additional stops in

Hoblis, Gram Panchayats and Towns in the district.

4. KSRTC should provide more number of buses during peak

hours to district and taluk head quarters.

5. Emergency medical kit should be provided in all the KSRTC

buses.

6. More number of buses should be provided in weekends for

pilgrimage centers, forests, hills and dams such as Himavat

Gopalaswami Betta, Biligirirangana Betta, Malai

Mahadeshwara Betta, Chamundi Betta, Bandipur Forest,

Dubare Forest, and Nagarhole National Park, Madhu Malai

Forest, Talakadu, Srirangapatana, Krishna Raja Sagar Dam,

Balamuri Falls, Shimsha, Kushalnagar, Harangi Dam,

Dornahalli, Nanjangud etc.,

7. More number of buses should be provided where there are

educational institutions, offices, industries, next to cities and

towns in these two districts.


CiSTUP Page 29

BIBLIOGRAPHY

1) Kevin Majkut, ‘Rural Transportation Issues and

Strategies’, Queens School of Business, The Monieson

Centre-Transforming Business in the Knowledge

Economy, March 2011.

2) Ramaswamy N.S., ‘ Rural Transport in India’.

3) Chapter 13: Transport, Roads, Railways, Ports and

Highways.

4) http://www.mysore.nic.in/diststat

5) http://www.chamarajanagar.nic.in/diststat

6) http://www.flickr.com/photos

7) http://www.google.co.in

8) http://upload.wikipedia.org/wikipedia/common/e/e5/

old-photo-of-ksrtc-bus-station.jpg

9) http://www.business-standard.com/india/news/state-

plans-transport-corp-for-mysore-city/412926

10) http://www.mastmysore.com/mysore-to-have-

separate-transport-corporation

11) http://picasaweb.google.com/sunilkumar.nmit/ksrtc

buses

12) http://www.team-bhp.com/forum/commercial-

vehicles-india/47415-good-old-ksrtc-super-delux-

buses-3.html

13) http://karnatakartc.blogspot.in

14) http://www.ksrtcblog.com

15) http://www.facebook.com

16) http://www.daijiworld.com

17) http://en.wikipedia.org/wiki/mysore

18) http://www.census2011.co.in/census/district/263-

mysore.html

19) http://www.indiaonlinepages.com/population/karnata

ka-population.html

20) http://www.ksrtc.in/site/sites/all/themes/ksrtc/pdf/D

PR-ITS.pdf

21) http://www.123rf.com/photo_9061633_vector-

illustration-of-a-man-chasing-the-bus.html

http://www.mysore.nic.in/diststat

http://www.chamarajanagar.nic.in/diststat

http://www.flickr.com/photos

http://www.google.co.in/

http://upload.wikipedia.org/wikipedia/common/e/e5/old-photo-of-ksrtc-bus-station.jpg

http://upload.wikipedia.org/wikipedia/common/e/e5/old-photo-of-ksrtc-bus-station.jpg

http://www.business-standard.com/india/news/state-plans-transport-corp-for-mysore-city/412926

http://www.business-standard.com/india/news/state-plans-transport-corp-for-mysore-city/412926

http://www.mastmysore.com/mysore-to-have-separate-transport-corporation

http://www.mastmysore.com/mysore-to-have-separate-transport-corporation

http://picasaweb.google.com/sunilkumar.nmit/ksrtc

http://www.team-bhp.com/forum/commercial-vehicles-india/47415-good-old-ksrtc-super-delux-buses-3.html



http://karnatakartc.blogspot.in/

http://www.ksrtcblog.com/

http://www.facebook.com/

http://www.daijiworld.com/

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

http://www.census2011.co.in/census/district/263-mysore.html

http://www.census2011.co.in/census/district/263-mysore.html

http://www.indiaonlinepages.com/population/karnataka-population.html

http://www.indiaonlinepages.com/population/karnataka-population.html

http://www.ksrtc.in/site/sites/all/themes/ksrtc/pdf/DPR-ITS.pdf

http://www.ksrtc.in/site/sites/all/themes/ksrtc/pdf/DPR-ITS.pdf

http://www.123rf.com/photo_9061633_vector-illustration-of-a-man-chasing-the-bus.html

http://www.123rf.com/photo_9061633_vector-illustration-of-a-man-chasing-the-bus.html

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