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A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 1
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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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
percent said ‘No’.
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
percent said ‘No’.
68 percent of private bus commuters said ‘Yes’ and 32
percent said ‘No’.
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
24 percent said ‘No’.
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?’
61 percent of the KSRTC bus commuters said ‘Yes’ and
39 percent said ‘No’.
64 percent of the Private bus commuters said ‘Yes’ and
36 percent said ‘No’.
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?’
57 percent of the KSRTC bus commuters said ‘Yes’ and
43 percent said ‘No’.
57 percent of the Private bus commuters said ‘Yes’ and
43 percent said ‘No’.
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?’
49 percent of the KSRTC bus commuters said ‘Yes’ and
51 percent said ‘No’.
61 percent of the Private bus commuters said ‘Yes’ and
39 percent said ‘No’.
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?’
77 percent of the KSRTC bus commuters said ‘Yes’ and
23 percent said ‘No’.
66 percent of the Private bus commuters said ‘Yes’ and
34 percent said ‘No’.
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?’
53 percent of the KSRTC bus commuters said ‘Yes’ and
47 percent said ‘No’.
54 percent of the Private bus commuters said ‘Yes’ and
46 percent said ‘No’.
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?’
62 percent of the KSRTC bus commuters said ‘Yes’ and
48 percent said ‘No’.
56 percent of the Private bus commuters said ‘Yes’ and
44 percent said ‘No’.
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?’
71 percent of the KSRTC bus commuters said ‘Yes’ and
29 percent said ‘No’.
58 percent of the Private bus commuters said ‘Yes’ and
42 percent said ‘No’.
In comparison it is easy to getin/getoff in KSRTC buses
when compared to private 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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 19
Figure 4.15
4.4.11 Get seat in the bus
To the question ‘Do you get seat in the bus?’
61 percent of the KSRTC bus commuters said ‘Yes’ and
39 percent said ‘No’.
54 percent of the Private bus commuters said ‘Yes’ and
46 percent said ‘No’.
In comparison it is easy to get seat in KSRTC buses
when compared to private buses.
Figure 4.16
4.4.12 Buses are Safe
To the question ‘Do you think buses are safe?’
80 percent of the KSRTC bus commuters said ‘Yes’ and
20 percent said ‘No’.
64 percent of the Private bus commuters said ‘Yes’ and
36 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 20
Figure 4.17
4.4.13 Buses Overspeed
To the question ‘Do you think that the buses overspeed?’
30 percent of the KSRTC bus commuters said ‘Yes’ and
70 percent said ‘No’.
56 percent of the Private bus commuters said ‘Yes’ and
44 percent said ‘No’.
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?’
71 percent of the KSRTC bus commuters said ‘Yes’ and
29 percent said ‘No’.
69 percent of the Private bus commuters said ‘Yes’ and
31 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 21
Figure 4.19
4.4.15 Buses breakdown frequently
To the question ‘Do the buses breakdown frequently?’
42 percent of the KSRTC bus commuters said ‘Yes’ and
58 percent said ‘No’.
51 percent of the Private bus commuters said ‘Yes’ and
49 percent said ‘No’.
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?’
59 percent of the KSRTC bus commuters said ‘Yes’ and
41 percent said ‘No’.
45 percent of the Private bus commuters said ‘Yes’ and
55 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 22
Figure 4.21
4.4.17 Drivers friendly and helpful
To the question “Are drivers friendly and helpful?’
63 percent of the KSRTC bus commuters said ‘Yes’ and
37 percent said ‘No’.
67 percent of the Private bus commuters said ‘Yes’ and
33 percent said ‘No’.
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?’
79 percent of the KSRTC bus commuters said ‘Yes’ and
21 percent said ‘No’.
67 percent of the Private bus commuters said ‘Yes’ and
33 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
CiSTUP Page 23
Figure 4.23
4.4.19 Conductors friendly and helpful
To the question ‘Are conductors friendly and helpful?’
69 percent of the KSRTC bus commuters said ‘Yes’ and
31 percent said ‘No’.
64 percent of the Private bus commuters said ‘Yes’ and
36 percent said ‘No’.
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?’
77 percent of the KSRTC bus commuters said ‘Yes’ and
23 percent said ‘No’.
68 percent of the Private bus commuters said ‘Yes’ and
33 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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?’
50 percent of the KSRTC bus commuters said ‘Yes’ and
50 percent said ‘No’.
63 percent of the Private bus commuters said ‘Yes’ and
37 percent said ‘No’.
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
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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.
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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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.
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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.
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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.
A Study of Rural Public Transport System – A Case Study of Mysore and Chamarajanagar Districts 2014
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
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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