Davanagere City Bus Service Evaluation Report

Directorate of Urban Land Transport

August, 2013

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

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 Figure 1-1: Davanagere Map temple at Anekonda, Soole Kere etc.

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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 Davanagere District Davanagere City Sl. No. Year 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 Bus Trips/ No of Fare Headway Peak hour (km) Day Buses (Rs.) (min) (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 – 16 66 5 9 20 – 30 15 – 20 Davanagere University (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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Davanagere City Bus Service Evaluation Report 2013

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:

Davangere City Bus Service Evaluation

City Perspective User Perspective Operator Perspective

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.

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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. Presence of A = Total Number of Buses in the City = 22 buses. LOS 1 Organized PT B = Total Number of Buses under the ownership of STU/SPV = 22 1 >= 60 buses. 2 40 - 60 Presence of Public Transport System in Urban Area (%) 3 20 - 40 = (B/A)*100 4 < 20 =100%, Therefore LOS 1 = 1

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2. Extent of supply availability of public transport Extent of supply The Population of Davanagere and harihara city is 5,12,128 Lakh. LOS 2 availability of A = Total Number of Buses in the City = 22 buses. public transport 1 >= 0.6 B = Total Population of the city (Davanagere + Harihara, as per 2 0.4 – 0.6 2011 Census) = 5,12,128 Lakh. Availability of Public Transport / 1000 Population 3 0.2 – 0.4 = A/ (B/1000) = 0.04, 4 < 0.2

Therefore, LOS 2 = 4.

3. Service coverage of public transport in the city Service A = Total Route length of the corridors on which the PT systems LOS 3 coverage of ply in the city = 59 (in Road Kilometers). public transport 1 >= 1 B = Area of the Urban Limits of the City (Davanagere+ 2 0.7 - 1.0 Harihara) = (68.63+7.84) = 76.47 (in Square Kilometers). 3 0.3 – 0.7 Service Coverage = (A/B) = 0.77 4 < 0.3 Therefore , LOS 3 = 2.

4. % of fleet as per Urban bus specification % of fleet as

A = Total Number of Buses in the City =22 buses. LOS 4 per urban bus B = Total number of buses as per the Urban Bus specifications in specification the city = 22 buses. 1 75 - 100 % of fleet = (B/A)*100 = (22/22)*100 = 100%. 2 50 - 74

Therefore, LOS 4 = 1 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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Davanagere City Bus Service Evaluation Report 2013

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.

Before After

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.

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8

6

4

2

(km) Length Trip 0

Car

Taxi

Walk

Cycle

Two Two

Auto KSRTC

Wheeler Rickshaw Mode of travel

Figure 3-2: Mode Wise Trip Length

(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.

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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 City Perspective (LOS) SL. NO DATA INPUT SCORE CHART 1 Sl. No Service Coverage I Average distance between bus Stops within the route coverage (m) < 500 2.5 C C 500-800 C 2.0 C 800-1000 C 1.5 C >1000 C 1.0 C II Percentage of population accessing the bus stop within 500 metres (%) < 20 C 0.5 C 20-40 C 1.0 C 40-60 C 1.5 C 60- 80 C 2.0 C >80 C 2.5 C 2 Shift in Mode share (%) 1 > 10 1.0 C C 2 10-30 2.0 C C 3 30-60 C 3.0 C 4 60-90 C 4.0 C 5 >90 C 5.0 C TOTAL SCORE 5.5

LOS D

Range of Scores for City Perspective LOS A B C D E F

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

Below Rating Excellent Above Average Poor Very Poor Average Average Colour 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 13 | P a g e

Davanagere City Bus Service Evaluation Report 2013 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.

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.

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).

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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, Others Shopping 8% Work & 9% for shopping and 8% for other 9% Business 50% purposes. 3. 59% of people in Davanagere use city bus Educatio service every day, 20% use only on n 33% weekdays and 21% use occasionally.

4. 31% of people in Davanagere use city bus Directne ss of Comfor for comfort, 34% for safety, 13% for cost Service t 15% 31% saving, 7% for time saving and 15% for Time Saving directness of service. 7%

5. 75% of people in Davanagere think that the Cost Saving Safety buses arrive on time at the bus-stops. 13% 34% 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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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 10-15 15-30 to travel for 15-30 min, 14% need min min 14% 5% < 5 min to travel for 10-15 min, 57% need 24% to travel for 5-10 min and 24% people need to travel for less than 5-10 min 5 min to reach home from bus- 57% 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 LOS 1 Level of comfort in B = Passenger count on bus at key identified routes. public transport C = Seats available in the bus is taken based on its type. 1 <=1.5 Passenger comfort – Load factor (passengers per seat) 2 1.5 – 2.0 = B/C. 3 2.0 – 2.5 =4857/ (124*43) 4 >2.5

= 0.91, Therefore LOS 1= 1.

2. Average waiting time for public transport users (mins) LOS 2 Average waiting time for public The Average LOS of the Waiting time for Public transport is 17.5 transport 1 <=4 min, Therefore, LOS 2 = 4. 2 4 - 6

3 6- 10 4 > 10

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%.

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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 Commuter Perspective (LOS)

SL.NO DATA INPUT SCORE CHART

1 Sl. No Walking time to Transit stop (Min) 2.0 1 < 5 C C 2 5 - 10 C 1.0 C 3 10-15 C 0.5 C 4 >15 C 0.25 C 2 Average Waiting time (Min) 1 <5 C 2.0 C 2 5-15 C 1.0 C 3 15-20 C 0.5 C 4 >20 C 0.25 C 3 Load factor or Passenger density (%) 1 0-20 C 2.00 C 2 20-40 C 1.5 C 3 40-60 C 1.0 C 4 60-80 C 0.5 C 5 80-100 C 0.25 C 4 Travel Cost ratio (KSRTC Bus to Private bus) 1 > 0.2 C 2.0 C 2 0.2-0.4 C 1.5 C 3 0.4-0.6 C 1.0 C 4 0.6-0.8 C 0.5 C 5 >1 C 0.25 C 5 Infrastructural facilities 1 Bus shelters, seating facility YES C 0.5 C NO C 0 C 2 Lighting YES C 0.5 C NO C 0 C 3 Footpath connectivity to the bus stop YES C 0.5 C NO C 0 C 4 Route information (Bus timings, numbers) YES C 0.5 C NO C 0 C TOTAL SCORE 3.0

LOS E

Range of Scores for User Perspective LOS A B C D E F SCORE >9<=10 >8<=9 >6<=8 >4<=6 >2<=4 <=2 Below Rating Excellent Above Average Poor Very Poor Average Average Colour

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.

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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.

 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.

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.

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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.

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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 17.5 min 1. Average Passenger Waiting time good 2. Condition of vehicle/time 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

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3. Operated kms/scheduled kms ratio 0.03 4. Revenue kms (Lakhs) 3.71 5. Average number of passenger 786 carried/bus/held/day 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 (%) Extent of Non From the collected secondary data, Operational performance LOS 1 fare Revenue and financial performance of KSRTC had been calculated. (%)

A = Revenue collections per annum from non-fare related 1 >40 sources (From June 2012 to July 2012) (i.e. excluding tariff 2 40 – 20 box collections) – Rs. 0 3 20 – 10 B = Total revenue per annum from all the sources – Rs. 285.8 4 <=10 lakhs (From Aug 2012 to July 2013).

Extent of non-fare revenue (%) = A/B * 100

= 0 %, Therefore LOS 1 = 1. LOS 2 Staff /bus ratio 1 <=5 2. Staff /bus ratio 2 5.5 – 8 A = Total staff of bus operation and maintenance – 97 3 8 – 10 B = Total number of buses – 22 (in number) 4 >10 Staff / Bus Ratio (ratio) = A/B= 4.4

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Therefore, LOS 2 = 1.

3. Operating Ratio LOS 3 Operating Ratio A = Cost/ vkm = Rs. 24.83 1 <0.7 B = Earning/vkm = Rs.19.07 2 0.7 – 1.0 Operating Ratio (ratio) = A/B= 1.30. 3 1.0 - 1.5 Therefore, LOS 3 = 3. 4 >=1.5

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.

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Table 3-4: Operators perspective OPERATOR Perspective (LOS) SL. NO DATA INPUT SCORE CHART 1 Sl. No EPKM/CPKM 1 0-0.25 C 0.5 C 2 0.25-0.50 C 1.0 C 3 0.50-0.75 C 1.5 C 4 0.75-1.0 C 2.0 C 5 > 1.0 C 2.5 C 2 Vehicle Utilisation ( Km/day) 1 > 150 C 1.0 C 2 150-180 C 1.5 C 3 180-200 C 2.0 C 4 >200 C 2.5 C 3 Load factor 1 0-20 C 0.5 C 2 20-40 C 1.0 C 3 40-60 C 1.5 C 4 60-80 C 2.0 C 5 80-100 C 2.5 C 4 Operational effeciency 1 0-0.2 C 0.5 C 2 0.2-0.4 C 1.0 C 3 0.4-0.6 C 1.5 C 4 0.6-0.8 C 2.0 C 5 0.8-1 C 2.5 C TOTAL SCORE 8.5

LOS B

Range of Scores for Operators Perspective LOS A B C D E F

SCORE >9<=10 >8<=9 >6<=8 >4<=6 >2<=4 <=2 Below Rating Excellent Above Average Poor Very Poor Average Average

Colour

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.

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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.

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Figure 3-4: Comparison of Various parameters 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.

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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.

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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.

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ANNEXURE I

5.1.1 EVALUATION OF CITY BUS SERVICE - DAVANAGERE:

PASSENGER OPINION SURVEY: Questionnaire for users (ಬಳಕೆದಾರರಿಗೆ ಪ್ರಶ್ೆೆ): 1. Name (ಹೆಸರು):...... 2. Age (ವಯಸುು):...... 3. Location ( ):...... :(ಗ): Male (ಪ್ುರುಷ) : Female (ಸ್ತ್ರೀﲂGender (ಲ .4 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

:(ಡಕಟ샍 / ಚಾಲಕ ನಡವಳಿಕೆﲂBehaviour of Bus Conductor / Driver: (ಬ ಕ .11 Ranking Very good Good Normal Bad Very bad ( ) ) ( ) ) )

12. How often do you use Public Transport ?( , )? Every day (ಪ್ರ邿颿ನ) Only on weekdays (ವಾರದ 颿ನಗಳು ಮಾತ್ರ) Occasionally ( ) 13. Would you like any Routes to be added to the existing system? ( )? ……………………………………………………………………………………………………… 14. What is the purpose of your travel? (ನಿಮ್ಮ ಪ್ರಯಾಣದ ಉದೆದೀಶ )? (峍) others (ಇತ್ರೆﲂWork (ಕೆಲಸ) Education (�ಕ್ಷಣ) Shopping (ಶ್ಾಪ 15. Earlier Mode of travel of the person: (ವಯಕ್ತಿಯ ಪ್ರವಾಸ 룊ದಲನ ಕರಮ್) ……………………………. 16. Earlier Cost of Travel of the person: (ವಯಕ್ತಿಯ ಪ್ರಯಾಣ 룊ದಲನ ವೆ棍ಚ): ………………………. 17. Do you use private buses/IPT for commuting within the city? Why? ( / ? )? ......

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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: (ಸಾವವಜನಿಕ ಸಾರಿಗೆ ಉಪ್ಯೀ岿ಸಲು ಕಾರಣ):

Reasons(ಕಾರಣಗಳು)

Comfort (ಆರಾಮ್ದಾಯಕ)

Safety (ಸುರಕ್ಷತೆ)

Cost Saving ( )

Time Saving ( )

Directness of Service ( )

21. If not walking, which mode do you choose to reach bus stop: ( , ಆಯ್ಕೆ ): ………………………………………………………………………………………… 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 (ಮಾಲೀಕತ್ವದಲಿರುವುದು ವಾಹನ ಎಷುಟ): Type of Vehicle Cycles Scooters/MCs/Mopeds Cars/Vans/Jeep Auto rickshaws Other Vehicles (owned) (pl.specify) ವಾಹನ ಸೆೈಕಲ್ಸು ಸಕೆಟ샍 ಕಾರುಗಳು ಆಟೆಕೀ ರಿಕ್ಷಾಗಳು ಇತ್ರೆ ವಾಹನಗಳು

ಗಳುﲂAverage Travel Expenses / Month (at present) : ಸರಾಸರಿ ಪ್ರಯಾಣ ವೆ棍ಚ / 邿 .26 ……………………………………………………………………………………………………… 27. Are you satisfied with the Current Bus fare system? If not, suggest the changes you would like to implement: ( ? , ): …………………………………………………………………………………………………… :(ಗಳುﲂAverage Income of the person (per month): (ವಯಕ್ತಿಯ ಸರಾಸರಿ ವರಮಾನ) (ಪ್ರ邿 邿 .28 1000-5000 5000-10000 10000-25000 25000- 50000

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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 & 0.1 * Average no. of buses held Accounts 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

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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

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

Level 1. Presence of 2. Extent of 3. Service 4. Average 5. Level of 6. % of Fleet as of Organized Supply Coverage of waiting Comfort in per Urban Bus Service Public Availability Public time for Public Specification Transport of Transport in Public Transport System in Public the Transport Urban Area (%) Transport city users (mins) 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

Overall Calculated Comments LOS LOS 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.

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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 Calculated Comments LOS LOS 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.

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Daily Bus Utilization

Daily Bus Per bus Per Bus % Load Passenger Passenger Gross Utilizaion held(kms) on Road Factor carried carried/bus kms(Lakhs) (km) (lakhs) on road/day

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 (Source:- Davanagere KSRTC divisional office)

Staff Position

Staff position Eff.kms per Workshop & Administration Staff per bus of the Traffic Total Staff staff per maintenance & Accounts on-road operator 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

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Staff position Eff.kms per Workshop & Administration Staff per bus of the Traffic Total Staff staff per maintenance & Accounts on-road operator 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

Kms. Per litre of Fuel performance 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 (Source:- Davanagere KSRTC divisional office)

Financial aspects

Passenger Traffic Revenue Other Revenue Total Revenue (in Financial Tax (in (in Lakhs) (in Lakhs) Lakhs) 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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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 (Source: - Davanagere KSRTC divisional office)

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