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Davanagere City Bus Service

Evaluation Report

August, 2013

Directorate of Urban Land Transport

Contents

1 INTRODUCTION 1

1.1 Background 1

1.2 Davanagere City at a Glance 2

1.3 Demographics of Davanagere City 3

1.4 Financing of City Bus Services in Davanagere 3

1.5 Davanagere City Transport Service 4

2 PERFORMANCE EVALUATION METHODOLOGY 6

2.1 Performance Review Methodology 6

2.1.1 Evaluation based on Service Level Benchmarks (As specified by the MoUD) 6

2.1.2 Evaluation based on various perspectives 7

3 PERFORMANCE EVALUATION 8

3.1 Performance Evaluation of Public Transportation System for a Medium sized city 8

3.1.1 City Perspective 9

3.1.1.1 Level of Service-City perspective 12

3.1.2 User perspective 14

3.1.2.1 Level of Service chart- User perspective 17

3.1.3 Operators perspective 20

3.1.3.1 Level of service chart- Operators perspective 24

4 BUS OPERATION IMPACTS 28

4.1 Passenger Convenience 28

4.2 Impact on the user 28

5 CONCLUSION 29

List of Table

Table 1-1: Demographic Details ............................................................................................................... 3

Table 1-2: Details of Bus Route ................................................................................................................ 4

Table 1-3: Route Details ........................................................................................................................... 5

Table 3-1: Level of service- City perspective .......................................................................................... 13

Table 3-2: Level of service- Commuters perspective ............................................................................. 19

Table 3-3: Performance Indicators ........................................................................................................ 22

Table 3-4: Operators perspective .......................................................................................................... 25

List of Figure

Figure 1-1: Davanagere Map .................................................................................................................... 2

Figure 1-2: Passengers Carried................................................................................................................. 4

Figure 3-1: Mode share before and after the introduction of City Service ........................................... 11

Figure 3-2: Mode Wise Trip Length........................................................................................................ 12

Figure 3-3: Photographs of passenger opinion survey .......................................................................... 15

Figure 3-4: Comparison of Various parameters ..................................................................................... 27

Davanagere City Bus Service Evaluation Report 2013

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1 Introduction

1.1 Background

Effective operation of urban bus system is vital for the development of any city. There is a

widespread reliance on public transport, providing mobility within urban areas throughout

the world. However, public prefer to use private vehicles due to the inefficient operation of

city bus service in most of the Indian cities. The private vehicles vying for limited road space

along with buses has resulted in congestion, accidents and vehicular pollution in most of the

Indian cities. The problem of pollution, safety and inefficiency have reached an alarming

level in most of the major cities in India due to the unabated growth of population - both

people and motor vehicles. Thus, there is an immediate need to improve the performance of

bus system to retain the passengers and discourage the use of private vehicles.

Buses can operate over existing roadway facilities with minimum construction cost, offer

transit services at a much lower cost per passenger. Furthermore, buses provide the greatest

flexibility in service routes to meet the current transport demand. Thus, improved

performance of urban bus service could essentially contribute to improved environmental

conditions in medium sized cities by shifting mobility from private modes towards more

efficient environmental-friendly and safer travel modes. However, improvement in City bus

system is not an easy task due to the fact that city bus systems are affected by socio-

economic, financial, environmental, and political factors along with technological factors and

physical problems. Performance of a bus system is affected by several criteria, such as

increase in the number of buses, bus stops, and passengers, and changes along roadways

and in land uses. Therefore, the various issues causing inefficient operation of bus services

needs to be identified and also appropriate techniques/measures should be formulated to

resolve these issues.

The Government of Karnataka created the Directorate of Urban Land Transport (DULT) under

the Urban Development Department to integrate and coordinate all land transport matter in

the State. Directorate of Urban Land Transport (DULT), Government of Karnataka, took up

the initiative of supporting the introduction of city bus services in Tier II cities. In this regard,


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Performance evaluation was conducted for the newly introduced City Bus Services partly

funded from State Urban Transport Fund through DULT for Davanagere City.

In the above context, this study identifies some of the important issues related with the

performance of newly introduced bus system in Davanagere city and also suggests some

solutions for improvement in the performance of the City bus system. Rapidly rising

operating cost in the City bus services have placed increasing emphasis on improved

management and better utilization of existing facilities. It is required to evaluate how well

the existing city bus system is providing services to the public. Therefore, new techniques to

assist the evaluation of performance of City bus services are needed. Thus, this study also

presents some indicators which can be used to evaluate efficiency and effectiveness of urban

bus service. It is expected that this study will be useful to improve the efficiency and

effectiveness of bus system in urban area.

1.2 Davanagere City at a Glance

Davanagere is considered to be the "Heart of

Karnataka". The city is 265 km away from Bangalore city.

Davanagere District is surrounded by Chitradurga,

Bellary, Shimoga, Chikmagalur and Haveri districts.

Davanagere city is the administrative headquarters of

Davanagere district and the Bangalore-Pune national

highway (NH4) which is the part of the Golden

Quadrilateral network passes through Davangere.

Davanagere became a separate district in 1997

separating from the district of Chitradurga for

Administration conveniences. This city is also famous for

tourist places like Kunduvada kere, Batti Gudda, Eshwara

temple at Anekonda, Soole Kere etc.

Figure 1-1: Davanagere Map


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1.3 Demographics of Davanagere City

Population growth in Davanagere City during 2001 to 2011 is about 19.61% as compared to

15.67% for Karnataka State. The registered vehicular population as per RTO office till May

2012 in the Davangere taluk is 1,45,726 of which 1,22,665 came from motorcycles alone.

Private buses and other Para-transits (auto-rickshaws) were the key mode of travel available

in Davangere city in the absence of the public transport. The Demographic details are as

shown in Table 1.1.

Table 1-1: Demographic Details

Sl. No. Year Davanagere District Davanagere City

Population Growth (%) Population Growth (%)

1 1981 1,266,938 32.44% 1,96,481 62.23%

2 1991 1,559,222 23.07% 2,66,082 35.42%

3 2001 1,790,952 14.86% 3,64,528 36.97%

4 2011 1,946,905 8.71% 4,35,128 19.61%

(Source: Census of India)

1.4 Financing of City Bus Services in Davanagere

The city faces certain key challenges with urban mobility especially with the lack of an

effective public transport which is hindering the smooth urban function. As a consequence,

the residents rely on personalized modes and Para-transits. With an unregulated Para-transit

the commuter ends up paying a high price for commute.

In this regard, a proposal for the induction of 20 buses in Davanagere was proposed by

Karnataka State Road Transport Corporation (KSRTC) in September 2010 and sent to

Government of Karnataka (GoK) seeking financial assistance. Considering the need and

demand of the city for a dedicated city service to cater the need of the sprawling urban

population in Davanagere, it was proposed to fund 50% of the sought amount for the rolling

stock. The remaining 50% of the amount was borne by KSRTC. Hence, the funding was done

for the augmentation of the rolling stock through Directorate of Urban Land Transport

(DULT), UDD, Gok, as per the “Scheme of utilisation of State Urban Transport Fund”.


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1.5 Davanagere City Transport Service

Davanagere City transport service was initiated on January 2012. Services on three routes

were started at first and gradually increased to four routes by May 2012. Presently, the

number of buses used for operation has increased to 22 from 21 in number due to the

addition of one new route. However, the interference of the Private bus operators and IPT is

a reason for less ridership in the city services.

The bus routes were selected by KSRTC considering the spatial configuration of city along the

key transportation networks and the key nodes of commuter transit. The origin and

destination of the bus routes operating inside the city are as shown in Table 1.2.

Table 1-2: Details of Bus Route

No. Routes Length (km)

1 Sriramnagar – Karur 13

2 Shamanur – University 16

3 Davangere – Harihara 14

4 Vidyanagara – Davangere University 16

(Source: Davangere KSRTC divisional office)

Currently, number of buses used for operation is 22. On the basis of preliminary surveys, it

was observed that on an average 900 passengers/day are using the City bus services in

Davanagere, leading to a significant modal shift of 16%.

Details of total number of commuters over a year are depicted in Figure 1.2.The route details

are shown in Table 1.3.The minimum fare charged is ₹ 6 and maximum fare in a route is ₹ 16

as per the stages.

Figure 1-2: Passengers Carried


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The details like kilometers operated, number of stages and fare of the 4 operating routes in

Davanagere had been collected from the divisional office.

Table 1-3: Route Details

No Routes Length

(km)

Bus Trips/

Day

No of

Buses

Fare

(Rs.)

Headway

(min)

Peak hour

(min)

1 Sriramnagar – Karur 13 124 9 8 10 – 15 7 – 8

2 Shamanur – University 16 100 / 83 7 / 6 9 10 – 15 7 – 8

3 Davanagere – Harihara 14 32 2 8 30 – 40 25 – 30

4 Vidyanagara –

Davanagere University 16 66 5 9 20 – 30 15 – 20

(Source: Davanagere KSRTC divisional office)


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2 Performance Evaluation Methodology

2.1 Performance Review Methodology

The evaluation assessment was initially done through a standard set of performance

benchmarks named as Service level benchmarks (SLB’s) framed by Ministry of Urban

Development (MoUD), Government of India, which in turn facilitates the development of

Performance improvement plans using information generated by the benchmarking and

ensures a long term sustainability of the Public transport. However, it is seen that the

parameters defined are on a generalized basis and quantifying them on a common scale is not

appropriate. Hence a methodology was proposed to classify the parameters under separate

categories and defining them separately to a Level of Service scale so as to identify the issues

related to each separately. The main benefits of an evaluation framework include:

1. Potential to improve the quality of investment and policy decisions.

2. Help the ‘value for money’ arguments for PT projects.

3. Identify affected groups and impacts.

4. Introduction of new routes and induction of new buses in phased manner.

In addition to this, a Performance Evaluation methodology for the tier II cities Bus Service has

been developed with respect to the city, the operator’s perspective and finally the end users

perspective towards the service.

2.1.1 Evaluation based on Service Level Benchmarks (As specified by the MoUD)

The growing challenges of the urban sector in India requires a sytem which can measure the

performance of urban transport activities and also address the performance monitoring for

internal decision making. With this perspective, Ministry of Urban Development (MoUD)

framed a standard set of performance benchmarks which can help Urban Local Bodies (ULBs)

and other agencies in identifying performance gaps and suggesting improvements through

the sharing of information and best practices, ultimately resulting in better services to the

people.Accordingly all JNNURM mission cities are advised to undertake the process of service

level benchmarking.


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Service level performance indicators have been identified for various areas like Quality and

financial sustainability of public transport, Pedestrian / NMT safety and infrastructure

facilities, ITS facilities in a city to name a few, by the Ministry of Urban Development (MoUD).

The service level benchmarks for the Public transport consists of two categories:

1. Public transport facilities.

2. Sustainability of Public transport.

1. Public transport facilities

i. Presence of organized public transport system in urban area (%).

ii. Extent of supply availability of public transport.

iii. Service coverage of public transport in the city.

iv. Level of comfort in public transport.

v. % of fleet as per urban bus specification.

vi. Average waiting time for public transport users (mins).

2. Financial Sustainability of public transport

i. Extent of Non-fare Revenue (%).

ii. Staff /bus ratio.

iii. Operating Ratio.

2.1.2 Evaluation based on various perspectives

A methodology was proposed to classify the parameters under separate categories and defining

them separately to a Level of Service scale so as to identify the issues related to each separately.

With this perspective, a performance evaluation for the Bus service had been conducted by

Directorate of Urban Land Transport (DULT) to improve the performance standards of the service.

The evaluation criterion was divided into three perspectives i.e., the User, Commuter and the

City. The proposed methodology identifies the key parameters under defined perspectives and

evaluates the contribution of each to the overall performance of the service, such that it can act

as a handy tool by all public transport operators to improve the service.


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3 Performance Evaluation

3.1 Performance Evaluation of Public Transportation System for a Medium sized city

There are different performance measurement methods and approaches for evaluating the

performance of a transit system. For a Tier II city like Davanagere the following

method/approach was adopted:

The performance evaluation is broadly classified into three perspectives:

1. City Perspective – Measurement obtaining the modal shift and transit coverage area for

a city as a whole.

2. User Perspective – Measurement evaluates the travel characteristics of the users.

3. Operators Perspective – Measurement evaluates the characteristics of the bus operation

in the city.

Data Source

Performance evaluation for the City bus service in Davanagere has been done based on the

Primary data collection through opinion survey and secondary data collected from the KSRTC

divisional office in Davanagere.

1. Primary survey - An opinion survey of bus passengers were collected using a

questionnaire having details like mode of travel, daily trip summary, travel expenses,

travel comfort, reasons for shifting to PT, behavior of bus crew, Bus arrival & departure

time at bus stops, etc.

Davangere City Bus Service Evaluation

City Perspective User Perspective Operator Perspective


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2. Secondary data collection- A detailed secondary data collection of operational

characteristics of city buses from KSRTC divisional office in Davanagere in a prescribed

format prepared by DULT.

3.1.1 City Perspective

Service level performance indicators have been identified for various areas like Quality and

financial sustainability of public transport, Pedestrian / NMT safety and infrastructure

facilities, ITS facilities in a city to name a few, by the Ministry of Urban Development (MoUD).

The Service level benchmarks (as per MoUD) for public transport system indicate the city

wide LOS provided by public transport system during peak hours. This would require

indicators such as presence of organized public transport system; bus route coverage, service

frequency, and percentage fleet as per urban bus specifications as far as the city perspective

is concerned. Therefore the parameters in context to the City perspective were identified

from the MoUD guidelines to assess the service initially.

1. Presence of organized public transport system in urban area (%)

Currently 22 buses are operated by Karnataka State Road Transport Corporation in

Davanagere.

A = Total Number of Buses in the City = 22 buses.

B = Total Number of Buses under the ownership of STU/SPV = 22

buses.

Presence of Public Transport System in Urban Area (%)

= (B/A)*100

=100%, Therefore LOS 1 = 1

LOS 1 Presence of

Organized PT

1 >= 60

2 40 - 60

3 20 - 40

4 < 20


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2. Extent of supply availability of public transport

The Population of Davanagere and harihara city is 5,12,128 Lakh.

A = Total Number of Buses in the City = 22 buses.

B = Total Population of the city (Davanagere + Harihara, as per

2011 Census) = 5,12,128 Lakh.

Availability of Public Transport / 1000 Population

= A/ (B/1000) = 0.04,

Therefore, LOS 2 = 4.

3. Service coverage of public transport in the city

A = Total Route length of the corridors on which the PT systems

ply in the city = 59 (in Road Kilometers).

B = Area of the Urban Limits of the City (Davanagere+

Harihara) = (68.63+7.84) = 76.47 (in Square Kilometers).

Service Coverage = (A/B) = 0.77

Therefore , LOS 3 = 2.

4. % of fleet as per Urban bus specification

A = Total Number of Buses in the City =22 buses.

B = Total number of buses as per the Urban Bus specifications in

the city = 22 buses.

% of fleet = (B/A)*100 = (22/22)*100 = 100%.

Therefore, LOS 4 = 1

LOS 2 Extent of supply

availability of

public transport

1 >= 0.6

2 0.4 – 0.6

3 0.2 – 0.4

4 < 0.2

LOS 3 Service

coverage of

public transport

1 >= 1

2 0.7 - 1.0

3 0.3 – 0.7

4 < 0.3

LOS 4

% of fleet as

per urban bus

specification

1 75 - 100

2 50 - 74

3 25 - 49

4 <=25

The computation clearly demands an increase in the fleet strength thereby creating an

opportunity to capture more commuters into the system by expanding the services even further.

As per the Urban Bus Toolkit the number of buses required typically lies between 0.5 and 1.2

/1,000 population.


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In addition to this, a Performance Evaluation methodology was developed including few more

important parameters concerning the City, Operator and the Commuters for the tier II cities

Bus Service.

The city perspective includes the service coverage of the Public transport and the percentage

of shift to the City bus service. Two wheelers are the main mode of transport which

constitutes 44%. The public transport share is 20% in total including city bus services, private

bus service.

The mode share of KSRTC in the Public Transport share is only 22.25% whereas the share of

private service is 39.06% and that of auto-rickshaw is 38.69%.

The mode share of travel in Davangere City before and after the introduction of the City

service is as shown in Figure 3.1.

Figure 3-1: Mode share before and after the introduction of City Service

Two wheelers are the main mode of transport which constitutes around 44%. The KSRTC

share is about 22.25% which is quite significant given that the bus operation only began in

2012.

The average trip length of two wheelers are about 4.08 km which is less than the public

transport users whose average trip length is around 6.86 km.

After Before


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(Source:- Household survey- CMP Davanagere 2011)

This graph indicates that shorter trips are made by two wheelers where comfort is not a

major concern whereas public transport and cars are preferred over longer trips indicating

preference for comfort.

3.1.1.1 Level of Service-City perspective

The performance of any system depends on a set of factors, thus it becomes necessary to

study all the parameters in detail and arrive to a set of indicators that are of prime

importance to the users, operators as well as the city. In order to arrive at a performance

benchmarks that can be commonly understood and used by all stakeholders, a methodology

was proposed to classify the parameters under separate categories and defining them

separately to a Level of Service scale so as to identify the issues related to each separately.

In the proposed Level of Service chart, the parameters related to the City, Users and

operators are categorized and evaluated separately and the measures required to improve

the quality and efficiency of the Bus service are recommended. The Level of Service chart

developed is on a generalized conception and the parameters were carefully selected with

reference to their importance to the Operators, transit planners as well as the commuters.

The sole purpose of the developed chart is to rank the various indicators to a scale which can

be easily understood and evaluated so as to identify the parameters which needs more

attention. This type of chart helps the Operator to identify the problem in specific and solve

them.

Figure 3-2: Mode Wise Trip Length

0

2

4

6

8

Wal

k

Cycle

Tw

o

Wheel

er

Car

Tax

i

KS

RT

C

Auto

Ric

ksh

aw

Trip

Len

gth

(k

m)

Mode of travel


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The following are the parameters considered for the city perspective:

1. Service coverage.

i. Average distance between the bus Stops within the Bus route coverage (m).

ii. Percentage of population accessing the bus stop within 500 meters (%).

2. Shift in Mode share (%) - It is the percentage of mode shift to the City bus service. It was

found to be 16%.

Table 3-1: Level of service- City perspective

Sl. No Service Coverage

I

< 500 2.5

500-800 2.0

800-1000 1.5

>1000 1.0

II

< 20 0.5

20-40 1.0

40-60 1.5

60- 80 2.0

>80 2.5

1 > 10 1.0

2 10-30 2.0

3 30-60 3.0

4 60-90 4.0

5 >90 5.0

Average distance between bus Stops within the route coverage (m)

Percentage of population accessing the bus stop within 500 metres (%)

2 Shift in Mode share (%)

TOTAL SCORE 5.5

LOS D

City Perspective (LOS)SL. NO DATA INPUT SCORE CHART

1

C

C

CC

C

C

C

C

C

C

C

C

C

C

CC

CCCCC

CCC

C

C

C

C

Inference

The level of service computed with respect to the city perspective indicates fair service

coverage with respect to the area of the city. However, the percentage of population

accessing the bus stops within 500 meters are of 45% only, which means that the rest of the

people have to walk more than 500 meters to access the bus stops. This is due to the fact that

the catchment of the selected routes has not been covered optimally in turn increasing the

LOS A B C D E F

SCORE >9<=10 >8<=9 >6<=8 >4<=6 >2<=4 <=2

Colour

Range of Scores for City Perspective

Rating Excellent Above

AverageAverage

Below

AveragePoor Very Poor


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walking distance for the people. And this is one of the reasons for bringing down the level of

service to D. Hence, if the spacing of the bus stops on some routes could be reduced to a

maximum spacing of 600 m between each bus stops, more people would be attracted

towards the bus service, specially aged over 45 years, many of who suffer with health

problems with reduced physical stamina and such commuter would rather prefer to travel by

bus if the quality of the service is good. Additionally, the only solution to increase the mode

share of public transport in Davanagere city is safe and convenient city bus service.

3.1.2 User perspective

The User Perspective included the Passenger opinion data base collected through primary

survey (200 samples) conducted on all the local bus stops targeting passengers using public

transport as their mode of travel. A Passenger Opinion survey format was prepared including

the details about trip purpose, earlier mode of travel, travel expenses, average income,

vehicle ownership details, trip details in a day, travel information etc. ( As shown in Annexure

I).

The survey reveals that the percentage of population accessing the city Bus

service in Davanagere within 500 meters is only 45% indicating that less than

half of the Public transport users have to walk more than 500 m to access the

service. Hence, the spacing of the bus stops should be within 500 m to a

maximum distance of 800 m to increase the patronage of the service.


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Work &

Business

50%

Education

33%

Shopping

9%

Others

8%

Comfor

t

31%

Safety

34%

Cost

Saving

13%

Time

Saving

7%

Directness of

Service

15%

Figure 3-3: Photographs of passenger opinion survey

The findings from the passenger opinion survey are as given below:

1. It is seen that 59% of public transport users in Davanagere have been using private

buses and 37% use IPT prior to the introduction of the city bus service.

2. 50% of people in Davanagere commute

for work and business, 33% for education,

9% for shopping and 8% for other

purposes.

3. 59% of people in Davanagere use city bus

service every day, 20% use only on

weekdays and 21% use occasionally.

4. 31% of people in Davanagere use city bus

for comfort, 34% for safety, 13% for cost

saving, 7% for time saving and 15% for

directness of service.

5. 75% of people in Davanagere think that the

buses arrive on time at the bus-stops.

6. 77% of people in Davanagere think that the

buses depart on time from the bus-stops.

7. 89% of people in Davanagere think that the bus stops at all the designated bus-stops.


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< 5 min

24%

5-10 min

57%

10-15

min

14%

15-30

min

5%

8. 65% of people in Davanagere think that the behaviour of bus conductor and driver is

good, 30% believes the behaviour is normal, 4% think the behaviour is very good and

1% think the behaviour is bad.

9. To increase the patronage of City Bus Service, 53% of people in Davanagere feel that

there must be a increase in the fleet strength, 31% feel that the frequency of buses

must be increased, 6% feel that bus fare has to be reduced and 10% feel that

maintaining proper time schedule will increase the patronage of City bus service.

10. 5% of people in Davanagere need

to travel for 15-30 min, 14% need

to travel for 10-15 min, 57% need

to travel for 5-10 min and 24%

people need to travel for less than

5 min to reach home from bus-

stop.

11. 40% of people in Davanagere prefer auto, 39% of people walk, 5% of people use bus

and 16% of people prefer own vehicle for the last-mile connectivity.

12. 88% of people in Davanagere feel that proper infrastructure facilities (propoer bus

shelters, seating facility, lighting, maps, dustbins and route information like bus

timings and bus numbers) need to be provided, 5% express the need of drinking water

in the bus-stop and 7% people think that the cleanliness of the bus stops are

mandatory.

13. The survey reveals a reduction of 7% monthly travel expenses of the people in

Davangere.

14. 45% of people in Davangere own two wheelers, 10% have cycle, 9% have four

wheelers, 1% have auto-rickshaws, 1% have other vehicles and 34% don’t have any

vehicle.

The parameters capturing the end users perception and satisfaction of the service in the

MoUD guidelines are:

1. Level of comfort in Public Transport.

2. Average waiting time for public transport users (mins).


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1. Level of comfort in public transport

B = Passenger count on bus at key identified routes.

C = Seats available in the bus is taken based on its type.

Passenger comfort – Load factor (passengers per seat)

= B/C.

=4857/ (124*43)

= 0.91, Therefore LOS 1= 1.

2. Average waiting time for public transport users (mins)

The Average LOS of the Waiting time for Public transport is 17.5

min, Therefore, LOS 2 = 4.

In addition to the above mentioned indicators, some indicators have been chosen and the

level of service is computed considering its importance to the commuters choice for Public

transport and are discussed below.

3.1.2.1 Level of Service chart- User perspective

Based on the above mentioned findings, various parameters were identified and are

considered important with respect to the commuters point of view. They are:

1. Walking time to Transit stop (Min)- The time taken by the commuters to reach the bus

stops were obtained from the opinion survey and its weighted average was computed.

It was found to be 13 min.

2. Average Waiting time (Min)- The average waiting time was found to be 17.5 min.

3. Load factor or Passenger density (%)-It is the percentage of passenger density inside

the bus, measured as total passenger kms to that of the seat kms in lakhs. The load

factor was computed to be 83.51%.

LOS 1 Level of comfort in public transport

1 <=1.5

2 1.5 – 2.0

3 2.0 – 2.5

4 >2.5

LOS 2 Average waiting

time for public

transport

1 <=4

2 4 - 6

3 6- 10

4 > 10


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4. Travel Cost ratio (KSRTC Bus to Private bus)- A comparison of the travel cost was made

for the fare of City bus to that of the Private bus, as they are found to be the next

competing mode in the city. It was found that there is significant difference in fare for

a longer distance travelled in KSRTC bus to that of a Private bus, which is one of the

reason to which people opt for the Private buses within the city.

5. Infrastructural facilities.

i. Bus shelters, seating facility.

ii. Lighting.

iii. Footpath connectivity to the bus stop.

iv. Route information (Bus timings, numbers)


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Table 3-2: Level of service- Commuters perspective

1 Sl. No

1 < 5 2.0

2 5 - 10 1.0

3 10-15 0.5

4 >15 0.25

2

1 <5 2.0

2 5-15 1.0

3 15-20 0.5

4 >20 0.25

3

1 0-20 2.00

2 20-40 1.5

3 40-60 1.0

4 60-80 0.5

5 80-100 0.25

4

1 > 0.2 2.0

2 0.2-0.4 1.5

3 0.4-0.6 1.0

4 0.6-0.8 0.5

5 >1 0.25

5

1 Bus shelters, seating facility YES 0.5

NO 0

2 Lighting YES 0.5

NO 0

3 Footpath connectivity to the bus stop YES 0.5

NO 0

4 Route information (Bus timings, numbers) YES 0.5

NO 0

E

Load factor or Passenger density (%)

Average Waiting time (Min)

Commuter Perspective (LOS)

SL.NO DATA INPUT SCORE CHART

Walking time to Transit stop (Min)

Infrastructural facilities

Travel Cost ratio (KSRTC Bus to Private bus)

3.0TOTAL SCORE

LOS

C

CC

C

C

CC

CC

C

CC

CCC

C

C

C

C

C

C

C

C

C

C

C

CC

CCCCC

C

CCCC

C

C

C

C

CC

C

CC

C

C

CCCC

Inference

In a commuter’s point of view, the transit service provided must be reliable and efficient. The

level of service computed indicates a poor performance of the transit in the commuter’s

perspective.

LOS A B C D E F

SCORE >9<=10 >8<=9 >6<=8 >4<=6 >2<=4 <=2

Colour

Range of Scores for User Perspective


AverageAverage

Below



20 | P a g e

It is a common tendency of the commuters to expect the transit service the moment they

arrive at the stop. And the average waiting time is found to be 17.5 min during the peak

hours, indicating a long waiting time. Thus there is a need to introduce more number of buses

along the following routes as there is an additional demand along these routes:

1. Bhagath singh nagar to Market.

2. KSRTC Bus stand to Davanagere University.

3. Anjaneya Badavane to University.

4. RTO to KSRTC new Bus Stand.

5. Aralimare Yele Bethur Road to Bapuji Institute of Technology College.

6. Aralimare Yele Bethur Road to University (Via KSRTC new Bus stand).

7. KR Market to KSRTC bus stand.

An effective management of the fleet strength during peak and off peak hours can satisfy the

passenger need to a great extent.

Additionally, the city needs an improvement in the infrastructural facilities like bus shelters,

Route information etc.

3.1.3 Operators perspective

A detailed secondary data collection of operational characteristics of city bus was obtained in

a prescribed format from KSRTC (Karnataka State Road Transport Corporation) divisional

office, which served as the database for Operators perspective. A performance monitoring

format was prepared by DULT to carry out the evaluation process on a monthly basis with a

view to monitor the Operators efficiency of the cities.

The survey reveals that there is a simultaneous increase in the ridership for

bus from the day of the implementation of the bus service in Davanagere

City. However, the main concern raised by the commuters was the long

waiting time to board a bus indicating a poor reliability.

Additionally, the infrastructural facilities like provision of bus shelters,

lighting and the passenger information system at the bus stops are almost

absent. An improvement in the facility could encourage more passengers.


21 | P a g e

The major aspects involved in are physical requirement, daily bus utilisation, staff position of

the operator, fuel performance, accidents and financial revenue returns. All these aspects are

finalised through a set of indicators like Quality of services, Economy & Profitability and

Operation Performance. The qualtiy of service depends upon accidents, breakdowns, percent

of buses departed and arrived in time, waiting time, condition of the vehicle, scheduled trips,

capacity of bus station, crew behaviour, subsidies given etc. Economy depends upon the

revenue cost, net profit, working expenses, turn over, passenger earning, vehicle kms, tyre

kilometer etc. The operation performance depends upon fleet utilization, vehicle utilization,

scheduled kilometers, operated kilometers, fleet age, fleet strength, routes operated etc.

Presently there are 22 buses in operation on four routes with a a load factor of 83.51%

earning a revenue of 27.40 lakhs in July 2013 at Rs 24.83/Km.

Vehicle utilization can be measured as the mileage of each bus or as the percentage of fleet

being operated. The vehicle utilization (in Km) is low as of July 2013 when compared to

Bangalore Metropolitan Transport Corporation (BMTC) where the vehicle utilization per day is

225 kms.

Although the congestion is much higher in Bangalore the vehicle utilization attained is high

hence there is a scope to improve the vehicle utilization in Davanagere City service also by 10-

20%, which in turn has the potential to improve the revenue with the current rolling stock.

The passenger density is found to be high during the peak hour indicating a large number of

commuters depending on the transit service. However, the operators cannot assure a seat for

each of the passengers especially during the peak hours. A study of the passenger arrival

pattern will help analyze the number of commuters using the service so as to calculate the

required fleet strength.


22 | P a g e

Performance indicators and Monitoring thereof (up to July-13)

From the secondary data collected, the following parameters were analysed and computed

which are of the prime concern with respect to the Operators point of view. The computation

formulas are shown in Annexure II.

Table 3-3: Performance Indicators

Types of Indicators Jan 2012 to July 2013

1.Breakdowns/1000000 vkm 0

2. Accidents/ 1000000 vkm 0

3. Percent buses departed in time (%) 92

4. Percent buses arrived in time (%) 95

Minor

1. Average Passenger Waiting time 17.5 min

2. Condition of vehicle/time good

3. No. of buses on route/day 22

4. No. of Scheduled trips cancelled 3742

5. Fatal accidents/100000 vkms 0

Supplementary

1. No. of bus station provided Nil

Economy & profitability

1. Total cost/vkm ₹ 24.83

2. Revenue/cost ratio 0.78

3. Net profit/km -5.45

4. Working expenses/vkm 28.40

Minor

1. Turnover/Capital Ratio 1.20

2. Working Expenses/ capital 0.24

3. Earning/ vkm ratio 24.83

4. Average gross earning/bus ₹ 4062

5. Passenger earning/vkm 19.07

Supplementary

1. Vehicle kms performed litre of fuel 4.37

2. vkm performed/bus/crew 43

3. Average tyre kilometer 1.20 lakh

Operation Performance

1. Fleet utilization 100%

2. vehicle utilization (effective) 169.0

3. vehicle utilization (Gross) 179.1

4. Average passenger kms/bus/day -

Minor

1. Scheduled kms/day (Avg) 4108.0

2. Operated kms/day (Avg) 3718.7


23 | P a g e

3. Operated kms/scheduled kms ratio 0.03

4. Revenue kms (Lakhs) 3.71

5. Average number of passenger carried/bus/held/day

786

6. Dead kms/ Operated kms ratio 0.06

Supplementary

1. Total Fleet strength 22

2. Per cent capital invested/ fleet 14.75 lakhs

3. Number of days operated 578

4. Number of fraud detection checks exercised -

5. Number of routes operated 4

6. Routes kms operated 59

(Source:- Davanagere KSRTC divisional office)

The evaluation of the utilization of the fleet and the service was done through the parameters

from the MoUD guidelines as given below.

1. Extent of Non fare Revenue (%)

From the collected secondary data, Operational performance

and financial performance of KSRTC had been calculated.

A = Revenue collections per annum from non-fare related

sources (From June 2012 to July 2012) (i.e. excluding tariff

box collections) – Rs. 0

B = Total revenue per annum from all the sources – Rs. 285.8

lakhs (From Aug 2012 to July 2013).

Extent of non-fare revenue (%)

= A/B * 100

= 0 %, Therefore LOS 1 = 1.

2. Staff /bus ratio

A = Total staff of bus operation and maintenance – 97

B = Total number of buses – 22 (in number)

Staff / Bus Ratio (ratio) = A/B= 4.4

LOS 1

Extent of Non

fare Revenue

(%)

1 >40

2 40 – 20

3 20 – 10

4 <=10

LOS 2 Staff /bus ratio

1 <=5

2 5.5 – 8

3 8 – 10

4 >10


24 | P a g e


3. Operating Ratio

A = Cost/ vkm = Rs. 24.83

B = Earning/vkm = Rs.19.07

Operating Ratio (ratio) = A/B= 1.30.


3.1.3.1 Level of service chart- Operators perspective

There are various factors which affect the performance of the urban bus transit. Based on the

data obtained from the KSRTC divisional office and the operator’s point of view, the following

parameters were considered of utmost importance for the performance effectiveness of the

public transit:

1. Earnings per km/ Cost per km- The ratio of the earning to the cost per km is an

indication of the service incurring a loss or attaining a profit.

2. Vehicle Utilization (km/vehicle/day) - It is measured as the total no. of kilometer run

per bus per day.

3. Load factor- It is the percentage of passenger density inside the bus, measured as total

passenger kms to that of the seat kms in lakhs.

4. Operational efficiency- It is the ratio of actual km to the scheduled km. This indicator

keeps a check on the effective and efficient level of performance of the transit facility

provided.

LOS 3 Operating Ratio

1 <0.7

2 0.7 – 1.0

3 1.0 - 1.5

4 >=1.5


25 | P a g e

Table 3-4: Operators perspective

Sl. No

1 0-0.25 0.5

2 0.25-0.50 1.0

3 0.50-0.75 1.5

4 0.75-1.0 2.0

5 > 1.0 2.5

1 > 150 1.0

2 150-180 1.5

3 180-200 2.0

4 >200 2.5

1 0-20 0.5

2 20-40 1.0

3 40-60 1.5

4 60-80 2.0

5 80-100 2.5

1 0-0.2 0.5

2 0.2-0.4 1.0

3 0.4-0.6 1.5

4 0.6-0.8 2.0

5 0.8-1 2.5

3 Load factor

OPERATOR Perspective (LOS)SL. NO DATA INPUT SCORE CHART

1 EPKM/CPKM

2 Vehicle Utilisation ( Km/day)

4 Operational effeciency

TOTAL SCORE 8.5

LOS B

C

C

C

C

C

C

C

CC

CC

C

CC

C

CCC

CCC

CCC

CCCC

C

CCCCC

C

C

C

C

Inference

The level of service obtained includes all the important indicators that are likely to affect the

service. It identifies the problem in specific and helps the operator to come up with effective

and efficient corrective measures.

LOS A B C D E F

SCORE >9<=10 >8<=9 >6<=8 >4<=6 >2<=4 <=2

Colour

Range of Scores for Operators Perspective


AverageAverage

Below



26 | P a g e

The most important factor affecting the operator is earnings per Km (EPKM) and cost per km

(CPKM). In operator’s perspective, the EPKM must be higher than the CPKM which saves

them from incurring a loss. However, it is always not possible to make a profit unless effective

vehicle utilization is done.

In order to evaluate the operational performance of the service, it has been compared to the

city bus services running under NWKRTC (Hubli-Dharwad), NEKRTC (Gulbarga), KSRTC

(Hassan) jurisdictions as shown in the Figure 3.5.


27 | P a g e

Also the vehicle utilization (in Km) is low as of June 2012 when compared to Gulbarga which is

a similar sized city. Hence there is a scope to improve the vehicle utilization in Davanagere

City service also by 10-20%, which in turn has the potential to improve the revenue with the

current rolling stock.

There is a scope of increasing the vehicle utilization of the City Bus Service in

Davanagere by 10-20%, which in turn has the potential to improve the revenue

with the current rolling stock.

Figure 3-4: Comparison of Various parameters


28 | P a g e

4 Bus Operation Impacts

4.1 Passenger Convenience

By introducing city bus service the people in Davanagere who have been using

IPT/Private bus service now has another service for their travel. Although there is cost

saving, people tend to use which-ever service comes first reducing the waiting time at

the bus-stop.

4.2 Impact on the user

1. The monthly travel expenses of people have been reduced by 12% by shifting to city bus

service thus increasing their personal savings.

2. The total savings in fuel due to the shift, ( assuming a two wheeler will give 40 Kmpl)

works out to be 2500 litres per day, which is very significant saving given that the bus

operation use only about 1000 litres/day of HSD.


29 | P a g e

5 Conclusion

1. There is a requirement of increasing the Vehicle utilization of the Davanagere City service

also by 10-20%, which in turn has the potential to improve the revenue with the current

rolling stock.

2. City bus service is convenient, cheaper and safer mode of travel where the travel cost of

people has been reduced by 12%.

3. KSRTC needs to provide proper infrastructure facilities in each bus-stop which include bus

timings and bus numbers to help the people using city bus service.

4. The load factor of city bus service is 83.51% which shows that the buses are operating

with good capacity.

5. KSRTC should increase the fleet strength to increase the patronage of existing city bus

services.

6. The maximum spacing of the bus stops should be within 800 m which in turn will

encourage people to use City service on a larger scale.

7. There should be an efficient management of the fleet operation during peak and off peak

hours.

8. Fare box structure should be re-calculated based on Private Bus fare as it is the main

competing mode to the Public Transport system in Davanagere city.


30 | P a g e

ANNEXURE I

5.1.1 EVALUATION OF CITY BUS SERVICE - DAVANAGERE:

PASSENGER OPINION SURVEY: Questionnaire for users (ಬಳಕದಾರರಗ ಪರಶ): 1. Name (ಹಸರು):.......................................................... 2. Age (ವಯಸುು):...................... 3. Location ( ):................................................................................................................ 4. Gender (ಲಂಗ): Male (ಪುರುಷ) : Female (ಸತರೀ): 5. Origin ( ಸಥಳ): ………………………………Destination ( ಸಥಳ): …………...………

6. Travel distance from Origin to Destination ( ): ……………………………………………………………………………………….

7. Do city Buses Arrive on scheduled time? (ಈ )?

Yes No If late, approximately by how many minutes? ……….

8. Do city Buses Depart on scheduled time? (ಈ )?

Yes No If late, approximately by how many minutes? ……….

9. Is there a proper Bus Stop? ( )? Yes No

10. If yes, do Buses stop on them? ( , )?

Yes No

11. Behaviour of Bus Conductor / Driver: (ಬಸ ಕಂಡಕಟರ / ಚಾಲಕ ನಡವಳಕ): Ranking Very good

( ) Good

) Normal

( ) Bad

) Very bad

)

12. How often do you use Public Transport ?( ,

)? Every day (ಪರತದನ) Only on weekdays (ವಾರದ ದನಗಳು ಮಾತರ) Occasionally ( )

13. Would you like any Routes to be added to the existing system? ( )?

………………………………………………………………………………………………………

14. What is the purpose of your travel? (ನಮಮ ಪರಯಾಣದ ಉದದೀಶ )?

Work (ಕಲಸ) Education (ಶಕಷಣ) Shopping (ಶಾಪಂಗ) others (ಇತರ)

15. Earlier Mode of travel of the person: (ವಯಕತಯ ಪರವಾಸ ಮೊದಲನ ಕರಮ) …………………………….

16. Earlier Cost of Travel of the person: (ವಯಕತಯ ಪರಯಾಣ ಮೊದಲನ ವಚಚ): ……………………….

17. Do you use private buses/IPT for commuting within the city? Why? ( / ? )? .............................................................................


31 | P a g e

18. What do you think must be done to increase the patronage of city bus service? ( )?

………………………………………………………………………………………………………

19. How many minutes do you walk to reach Bus Stop: ( ):

< 5min 5-10min 10-15 min 15-30 min

20. Reason for using Public Transport: (ಸಾವವಜನಕ ಸಾರಗ ಉಪಯೀಗಸಲು ಕಾರಣ):

Reasons(ಕಾರಣಗಳು)

Comfort (ಆರಾಮದಾಯಕ)

Safety (ಸುರಕಷತ)

Cost Saving ( )

Time Saving ( )

Directness of Service ( )

21. If not walking, which mode do you choose to reach bus stop: ( ,

ಆಯಕ ): …………………………………………………………………………………………

22. How many different modes of transport do you use every day to commute? ( )? 1 2 3

23. What other facilities you need in the bus stop: ( )?:

..................................................................................................................................

24. Any other suggestions / Comments about the bus service/ ( / )

………………………………………………………………………………………………………

………………………………………………………………………………………….…………...

………………………………………………………………………………………………………

25. Number of Vehicles Owned (ಮಾಲೀಕತವದಲರುವುದು ವಾಹನ ಎಷುಟ): Type of Vehicle

ವಾಹನ

Cycles

ಸೖಕಲಸು

Scooters/MCs/Mopeds

ಸಕಟರ

Cars/Vans/Jeep

ಕಾರುಗಳು Auto rickshaws

(owned)

ಆಟಕೀ ರಕಷಾಗಳು

Other Vehicles

(pl.specify)

ಇತರ ವಾಹನಗಳು

26. Average Travel Expenses / Month (at present) : ಸರಾಸರ ಪರಯಾಣ ವಚಚ / ತಂಗಳು ………………………………………………………………………………………………………

27. Are you satisfied with the Current Bus fare system? If not, suggest the changes you would like to

implement: ( ? ,

): ……………………………………………………………………………………………………

28. Average Income of the person (per month): (ವಯಕತಯ ಸರಾಸರ ವರಮಾನ) (ಪರತ ತಂಗಳು): 1000-5000 5000-10000 10000-25000 25000- 50000


32 | P a g e

ANNEXURE II

Total Eff. Kms Per bus held * no. of buses held * no of days

% Fleet Utilisation (Average no. of buses on-road / Average no. of buses held) * 100

Pass. Kms. (Lakhs) Traffic Revenue(in Lakhs) / .85

Seat Kms. (Lakhs) 42(no of seat) * Total Eff. Kms.(in Lakhs)

% Load Factor (Pass. Kms. (Lakhs) / Seat Kms. (Lakhs)) * 100

Pass. Carried/bus on road/day Passanger Carried / no of bus on road / no of days

Gross Kms.(Lakhs) Total Eff. Kms + Total Dead Kms

Staff on Workshop & Maintenance 0.9 * Average no. of buses held

Staff on Administration & Accounts

0.1 * Average no. of buses held

Staff per bus on-road Total Staff / Average no. of buses on-road

Eff.kms per staff per day Total Eff. Kms.(in Lakhs) * 100000 / no of days / Total Staff

Passenger Tax(in Lakhs) Traffic Revenue(in Lakhs) * 0.056

Total Revenue Traffic Revenue + Other Revenue

(paise/km) (Total Revenue (in Lakhs) / Total Eff. Kms.(in Lakhs)) * 101

% Cancel Kms (Cancel Kms / Schedule Kms) * 100

EPKM Traffic Revenue / Eff. Kms

Passenger per bus Total passengers / Schedule

Load Factor EPKM / 42(no of seat) / 0.85 * 100

Operational effeciency Eff. Kms / Schedule

KMPL Gross Kms / Hour Schedule per day(HSD)

CPKM Cost / Eff. Kms

Total Cost per Vehicle Kms CPKM / no. of vehicles

HSD Cost HSD * 45.7

Spare 0.28 * Eff. Kms

Tyres and Tubes 0.70 * Eff. Kms

Lubricants 0.10 * Eff. Kms

Others 0.06 * Eff. Kms

Dep on vehicle 2.81 * Eff. Kms

MV Tax Traffic Revenue * 0.056

Recondition 0.05 * Eff. Kms

Staff 1900 * Operation schedule

Dep / other assests 0.15 *Eff. Kms

Central overhead 0.50 * Eff. Kms

Interest 0.23 * Eff. Kms

Mact 0.10 * Eff. Kms

Miscellaneous 1.45 * Eff. Kms

Cost HSD Cost + Spare + Tyres and Tubes + Lubricants + Others + Dep on vehicle + MV Tax + Recondition + Staff + (Dep/other assests) + Central overhead + Interest + Mact + Miscellaneous


33 | P a g e

Margin Traffic Revenue - Cost

Net Profit (Total Revenue - Total Cost) / Eff. Kms

Turnover/Capital Total Revenue / (14.75(Cost of bus) * no of bus)

Vehicle Kms performed litre of fuel Gross Kms / KMPL

Scheduled Kms/day Per bus held * no of buses

Operated Kms/day Eff. Kms / no of days

Vehicle utilization (effective) Per bus held

Vehicle utilization (Gross) Dead Kms per day + Eff. Vehicle utilisation


34 | P a g e

ANNEXURE III: SLBs for Urban Transport- MoUD, Government of India

Overall LOS

Calculated LOS

Comments

1 < 12 The City has a good public transport system which is wide spread and

easily available to the citizens. The system provided is comfortable.

2 12 - 16 The City has public transport system which may need considerable

improvements in terms of supply of buses/ coaches and coverage as

many parts of the city are not served by it. The frequency of the

services available may need improvements. The system provided is

comfortable.

3 17 - 20 The City has a public transport system which may need considerable

improvements in terms of supply of buses / coaches and coverage as

most parts of the city are not served by it. The frequency of the

services available needs improvements. The system provided is not

comfortable as there is considerable over loading.

4 21-24 The city has very poor/no organized public transport system.

Level of Service

1. Presence of Organized Public Transport System in Urban Area (%)

2. Extent of Supply Availability of Public Transport

3. Service Coverage of Public Transport in the city

4. Average waiting time for Public Transport users (mins)

5. Level of Comfort in Public Transport

6. % of Fleet as per Urban Bus Specification

1 >= 60 >= 0.6 >= 1 <=4 <= 1.5 75 - 100

2 40- 60 0.4 - 0.6 0.7- 1 4 - 6 1.5 - 2.0 50 - 75

3 20 - 40 0.2 - 0.4 0.3 - 0.7 6 - 10

2.0 - 2.5 25 - 50

4 < 20 < 0.2

< 0.3

> 10 >2.5 <= 25


35 | P a g e

ANNEXURE IV: Financial Sustainability of Public Transport, MoUD, Government of

India.

Level of Service 1. Extent of Non fare Revenue (%) 2. Staff /bus ratio 3.Operating Ratio

1 > = 40 < = 5.5 <= 0.7

2 20 - 40 5.5 - 8.0 0.7 - 1

3 10- 20 8 - 10 1 - 1.5

4 < 10 > 10 > 1.5

Overall LOS

Calculated LOS

Comments

1 < = 4 The public transport of a city is financially sustainable.

2 5 - 7 The public transport of a city is financially sustainable but needs some

improvements.

3 8- 9 The public transport of a city is financially sustainable but needs

considerable improvements.

4 10 - 12 The public transport of a city is not financially sustainable.


36 | P a g e

Daily Bus Utilization


Staff Position

Staff position of the

operator Traffic

Workshop & maintenance

Administration & Accounts

Total Staff Staff per bus

on-road

Eff.kms per staff per

day

Jan-12 65 20 4 89 4.24 34.20

Feb-12 65 20 4 89 4.24 36.39

Mar-12 68 20 4 92 4.38 37.45

Apr-12 68 20 4 92 4.18 34.59

May-12 68 20 4 92 4.18 38.61

Jun-12 68 20 4 92 4.18 40.56

July-12 68 20 4 92 4.18 40.93

Aug-12 82 20 4 106 4.82 30.03

Sep-12 82 20 4 106 4.82 35.40

Oct-12 82 20 4 106 4.82 36.55

Nov-12 82 20 4 106 4.82 37.81

Dec-12 82 20 4 106 4.82 37.25

Jan-13 71 20 4 95 4.32 40.31

Feb-13 71 20 4 95 4.32 51.92

Mar-13 71 20 4 95 4.32 39.63

Daily Bus Utilizaion

Per bus held(kms)

Per Bus on Road (km)

% Load Factor

Passenger carried (lakhs)

Passenger carried/bus on road/day

Gross kms(Lakhs)

Jan-12 181 143 72.58 2.57 396 156860

Feb-12 181 147 74.86 3.41 560 137837

Mar-12 159 157 80.80 4.52 663 150381

Apr-12 163 140 84.52 4.85 736 160320

May-12 183 161 81.34 4.77 700 165664

Jun-12 183 170 85.64 4.57 693 160320

July-12 183 171 84.32 4.66 684 165664

Aug-12 183 145 87.81 5.09 748 167121

Sep-12 185 171 72.96 5.44 824 170790

Oct-12 199 176 77.90 6.22 912 176483

Nov-12 199 182 80.52 6.56 995 169740

Dec-12 197 179 87.80 7.50 1100 188945

Jan-13 217 174 83.69 7.31 1072 166191

Feb-13 184 224 85.46 5.53 899 150108

Mar-13 184 171 80.83 5.27 773 171554

Apr-13 192 169 80.05 5.75 872 166020

May-13 192 145 87.40 5.19 762 171554

Jun-13 192 177 87.51 5.64 828 166020

Jul-13 192 182 90.23 5.06 743 171554


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Staff position of the

operator Traffic

Workshop & maintenance

Administration & Accounts

Total Staff Staff per bus

on-road

Eff.kms per staff per

day

Apr-13 71 20 4 95 4.32 37.91

May-13 71 20 4 95 4.32 33.69

Jun-13 73 20 4 97 4.41 40.14

Jul-13 73 20 4 97 4.41 41.29

(Source: Davanagere KSRTC divisional office)

Fuel Performance


Financial aspects

Fuel performance Kms. Per litre of Diesel (KMPL)

Jan-12 4.16

Feb-12 4.16

Mar-12 4.18

Apr-12 4.24

May-12 4.29

Jun-12 4.33

July-12 4.40

Aug-12 4.42

Sep-12 4.47

Oct-12 4.57

Nov-12 4.54

Dec-12 4.59

Jan-13 4.59

Feb-13 4.75

Mar-13 4.74

Apr-13 4.74

May-13 4.75

Jun-13 4.79

Jul-13 4.65

Financial Traffic Revenue

(in Lakhs)

Passenger Tax (in Lakhs)

Other Revenue (in Lakhs)

Total Revenue (in Lakhs)

Jan-12 16.74 0 0 16.74

Feb-12 17.19 0 0 17.19

Mar-12 21.1 0 0 21.1

Apr-12 19.74 0 0 19.74


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(Source: - Davanagere KSRTC divisional office)

May-12 21.9 0 0 21.9

Jun-12 23.45 0 0 23.45

July-12 24.07 0 0 24.07

Aug-12 21.19 0 0 21.19

Sep-12 20.09 0 0 20.09

Oct-12 22.88 0 0 22.88

Nov-12 23.68 0 0 23.68

Dec-12 26.28 0 0 26.28

Jan-13 24.29 0 0 24.29

Feb-13 28.86 0 0 28.86

Mar-13 23.07 0 0 23.07

Apr-13 21.86 0 0 21.86

May-13 21.21 0 0 21.21

Jun-13 24.99 0 0 24.99

Jul-13 27.4 0 0 27.4

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