chapter -iii profile of msrtc and kmtu

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CHAPTER -III

PROFILE OF MSRTC AND KMTU

3.1 Profile of MSRTC in Western Maharashtra.

3.2 Meaning and Nature of Transport.

3.3 Profile of KMTU in Western Maharashtra.

3.4 Kolhapur Municipal Transport Activity.

3.5 Physical performance of MSRTC .

3.6 Physical performance of KMTU.

3.7 Organization Structure of MSRTC .

3.8 Organization Structure of KMTU.

3.9 SWOT analysis of MSRTC .

3.10 SWOT analysis of KMTU.

3.11 Total Quality Management

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CHAPTER -III

PROFILE OF MSRTC AND KMTU

3.1 Profile of Maharashtra State Road Transport Corporation:

Maharashtra State Road Transport Corporation was established in

1950, under the RTC Act. It was then known as Bombay State Road

Transport Corporation. It commenced its transport operations on 6th

Dec.1950.

Maharashtra State Road Transport Corporation operates passenger

services throughout the entire state and also operates several interstate

services on reciprocal basis in the adjoining states. The road transport

revolves around the People and Roads.

Maharashtra State Road Transport Corporation has made great

stride in the sphere of passenger transport over a period of four decades

when the process of nationalization of passenger transport started in

Maharashtra .From the angle of sheer magnitude of operation, it has

emerged as the single largest passenger transport organization not only in

India but all over the World. Among the factors which have contributed to

the extensive growth of the corporation within comparatively such a small

period, the prominent one is the hundred percent nationalization of

passenger transport achieved in the state and the service approach of the

corporation expressed through its principal slogan “Where there is road

there will be bus services.”

MSRTC is an autonomous corporate body set up under the Road

Transport Corporation Act 1950.The prime objectives of establishing such

a corporation in the state as per Section 3 of the Road Transport

corporation Act is the desirability of extending and improving the facilities

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for Road Transport in any area and of providing an efficient ,coordinated

and economical system of road transport service therein ,resulting into

advantages offered to the public ,trade and industry by the development of

Road Transport.

MSRTC has time and again played vital role in the rural

development of Maharashtra .Important steps have been taken in providing

better passenger amenities at the bus stations .Introducing deluxe coaches

acquiring more air conditioned coaches and semi-luxury buses. The

corporation has also adopted modern techniques like wireless system,

Depot computerization, cleaning buses by automatic washing machine.

Traffic operations of state transport services are carried out on 903

routes in Kolhapur divisions by operations daily 52269.3kms throughout

Maharashtra as on 31st March 2006-07.For comfortable journey by the

passenger ,the state transport corporation has acquired semi-Luxury ,

Luxury and Deluxe buses in it’s fleets. For expansion of services and

Replacement of old vehicles ,the corporation had acquired vehicles

during the year 2006-07 with a view to make long distance transport

services more comfortable .The corporation has plans to operate more

deluxe, Semi-Luxury and A/C coaches during 2006-07.The corporation

has plans to acquire new buses and will commission72deluxe coaches and

15 A/C coaches in the same period.

Constant effort is being made to have better accessibility of state

transport services to the village. During the year 2006-07more villages

have been directly connected by ST services making total numbers of

villages directly in the previous year .The state transport is making

concerned effort to connect all the villages by ST services in the state

wherever roads are motor able.

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Various safety measures are implemented so as to have safe

journey by state transport services. Effort is made to give rigorous training

to the drivers for which induction as well as refresh training courses is

regularly conducted in the corporation Human Resource Development has

been given much importance in the organization. To motivate schedule

Tribes Adivasi and other backward class candidates, drivers training

centre’s at Chandrapur, Shahada and Kinwat have been started during the

year 1994 and the corporation had received the safety award amongst all

the state road transport undertakings for minimum incidence of accidents

in the previous year. However inspite of various safety measures in case of

fatal accidents, the corporation has recently enhanced the amount of

compensation to the victims of the accident .Constant effort is made to

fulfill social obligations by providing services to the remote villages and

granting various concessions to different categories in the society such as

students, TB, Cancer, Leprosy patients, disabled and handicapped persons

and journalist’s.

As part of safety promotion MSRTC observe safety drive at

periodical intervals. The safety drive was observed. Such type of drives

were observed about eleven times till now, meeting of the staff were

conducted at each depot during 2006 to 2007 for propaganda of and also

for safety drive to discuss various safety measures and to educate the staff

.Effort is made to inculcate in the minds of the staff the necessity of safe

driving and defensive driving .Persons from various walks of life were

engaged to deliver lectures to the staff at each depot on safe and defensive

during the safety drive period. Special attention was given to the drivers

who are accident prone and also of the consequences of over speeding,

violation of traffic rules, regulations, dangerous driving and damages due

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to the accidents. Road patrolling on all roads in the state was carried out by

the line checking squads, security squads, inspection staff and officers

during the safety period.

3.1.1 Kolhapur Division of Maharashtra State Road Transport

Corporation:-

The Kolhapur division was established in 1950 since the inception

of the Kolhapur division, it has been working effectively to cater for the

needs of the people of Kolhapur district in terms of passenger services and

transportation problems mostly in the remote areas and beyond municipal

limits where’re the roads is mortorable. As on 31st March 2006-07,

Kolhapur division’s position was,

1) Staff Position:-

Kolhapur division of MSRTC has total staff strength as

on31st March 2006- 2007was 4986 that of entire corporation.

2) Number of routs being operated:

The Kolhapur division has got 903 routes spread in the

entire district and beyond.

3) Number of passenger carried in lakhs.

The Kolhapur division has carried 1356.65passenger during

the year 2006-2007.

4) Routes Kilometers:-

The total route kilometers being operated by the division is

52269.3kms during the year 2006-07.The average route distance is

57.88 in kms.

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5) Number of Buses held:-

Number of busses held by the Kolhapur division is 708 and

8 Scrape during the year 2006-2007 as on 31st March.

6) Number of Pickup shades:-

The Kolhapur division has 220 pickup shades in the

district. These shades are being maintained properly for the

travelling public.

7) Number of Bus Stations:-

There are 24 bus stations in the district under the

jurisdiction of Kolhapur division. These bus station are situated in

strategic places in order to mitigate the sufferings of the people

.These bus stations have access to the corporations buses.

8) Clock Room:-

The Kolhapur division has got a clock room situated in

Kolhapur Bus station. This Clock room has been assisting the

numerous passengers and the public to safeguard their valuables

for safe keeping. But this clock room now not in operation.

9) Number of Depot:-

The Kolhapur division of Maharashtra State Road

Transport Corporation has twelve depots from where the bus

operates and is properly maintained. These are as under

Kolhapur,Sambhajinagar,Malkapur,Kurundwad,Ichalkaranj

i,Kagal,Gaganbawada,Radhanagari,Gargoti,Gadhinglag,Ajra,Chan

dgad.

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10) Tyre retreading plants:-

The division has got two tyre retreading plants. The

division retreads its tyres through in-house facilities. This means

that the division has got own arrangement to retread its tyres

through its own retreading plants. These retreading plants are hot

and cold processes.

11) Training Centre:-

The Kolhapur division of Maharashtra State Road

Transport Corporation has got one training centre in Kolhapur to

impart knowledge to its staff members .The division also sends its

staff to the Central Institute of Road Transport ,Bhosari,Pune for

short term courses regarding transport management to enhance

their performance.

Chart No:3.1 : Depot Chart of MSRTC

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Organization Structure of MSRTC

The first three consists of board of directors, chairman, vice

chairman and managing director followed by their deputies. The second

tier consists the regional manager and his groups such as executive

Engineer, regional statistics, research development, controller etc. The

third tier consists the divisional controller and his subordinates such as

divisional statistics department, labour officer etc.

The fourth tier which happens to be the last rung in the four time

system is the depot manager from where the entire transport operations

take place. The depot manager is under the control of divisional controller.

Each division is under a Divisional controller who is a Class I officer .He

works immediately under the General Manager who is the administrative

head of the central office .The divisional controller, Kolhapur division is

assisted by the following departments and branches,

viz.1]Administration2]Traffic 3]Mechanical Engineering 4]Accounts and

audits5] Statistics 6] Security 7]Stores 8] civil Engineering 9] Secretarial

10]Legal 11] Central Workshop .The divisional controller ,Kolhapur is

responsible for the State Transport operations in Kolhapur Division and is

assisted by 13 Class II officers who undertake the following functional

responsibilities The divisional traffic officer who is in charge of all officer

who looks after all matters relating to labour relations with the

administration .Matters relating to publicity in the division are looked after

by the labour officer .

These branches are managed by three officers .The accounts

officer, the divisional auditor and the divisional statistician. The technical

side of the division is looked after by the divisional mechanical engineer

assisted by the divisional works superintendent. Besides there are twelve

depot manager .They are wholly responsible for the working of the

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respective depots .For the convenience of the travelling public, Regular

,daily and weekly servicing and check up for maintenance are carried out

in these depots .The light and heavy repairs of the buses are carried out at

the divisional workshop Kolhapur .

3.1.3 Origin, Growth and Expansion Of MSRTC.

The Road Transport Corporation Act [henceforth known as RTC

Act] was passed by the Parliament in India in 1950.This Act advocated the

nationalization of passenger road transport services in state of the union.

Under the provision of the above Act ,many states nationalized their

passenger road transport services and thus state Road Transport

Corporation[SRTCs]came into being .Section 18 of the RTC Act States

that “it shall be general duty of the corporation to exercise its power as

progressively to provide or secure or promote an efficient ,adequate

,economical and properly co-ordinate system of road transport services

“Further Section 22 of the same Act States that the Corporation shall act

on “Business Principles”. Following on the heels of the RTC Act was the

Industrial Policy Resolution of 1956, which included the passenger road

transport industry in Schedule B. The industry was included in such a

category that was marked for being progressively brought under

Government control with the expectation that the state would take the

initiative in establishing new undertakings.

The process of nationalization of passenger road transport services

in the state of Maharashtra began in July 1948 when, initially a

departmental undertaking of the Provincial Government with a fleet of

buses started operating on the Poona-Ahmednagar and allied routs, which

were later handed over to a Statutory Corporation viz,Bombay State Road

Transport Corporation.[BSRTC]

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Consequent to the bifurcation of the erstwhile Bombay State with

effect from May1,1960 ,the Bombay Reorganization Act,1960 made

provision for the corresponding bifurcation of the erstwhile Bombay State

Road Transport Corporation into the Maharashtra State Road Transport

Corporation[MSRTC] and the Gujarat State Road Transport Corporation.

After bifurcation and with the approval of the Central Government ,a

notification was issued in June 1961 merging the Maharashtra State Road

Transport Corporation, State Transport, Marathwada and Provincial

Transport services, Nagpur formally with effect from July

1,1961.Simultaneously ,the jurisdiction of the Maharashtra State Road

Transport Corporation[MSRTC].was extended to cover the entire State of

Maharashtra.

Since its inception, Maharashtra State Road Transport

Corporation[MSRTC] carried out an ambitious expansion plan by laying

down the principal of linking each and every village by bus services.

Maharashtra State Road Transport Corporation’s [MSRTC] principal

slogan has been “Where there is a Road, there must be a bus service.”This

approach has been responsible for the extensive passenger transport route

network that has evolved over a period of time in the entire State of

Maharashtra. Thus MSRTC can be said to have made a significant

contribution by creating good road transport service infrastructure for

linking and upgrading the rural economy in the state. Maharashtra is one

of the few states where passenger transportation has been completely

nationalized. All routes in Vidarbha in 1974 when the corporation took the

bold step of nationalizing all private routs in Vidarbha by injecting 800

new buses in the region [Patankar Report,1986] Thus ,there was a marked

expansion in the operations and allied activities of the corporation Since its

formation in 1961.

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3.1.4 Load Factor:

The load factor is a demand and a supply parameter and it plays an

important role in the revenue-earnings of any State Road Transport

Corporation. The Load Factor [LF] or the “occupancy ratio”[or] is defined

as the ratio of passenger kilometers to capacity kilometers. The load factor

in MSRTC has been declining during the past decade. Some SRTCs have

made attempts to improve their fleet utilization [FU] in the past few years.

But this has meant only a better utilization of the fleet, which does not

necessarily imply a high load factor that ultimately determines the

revenues that can be generated by the expansion of bus service through

higher “Fleet Utilization”.

The load factor and fleet utilization for MSRTC Corporation for

the year 1997-98 to 2006-2007 are given in the following table no.3.1

Table No: 3.1

Load Factor and Fleet Utilization For Selected MSRTC For The Year

1997-2007.

Year Load

factor[%]MSRTC

Fleet

Utilization[%]MSRTC

1997-1998 46.02 91.92

1998-1999 45.98 90.75

1999-2000 44.97 90.59

2000-2001 62.75 94.71

2001-2002 63.53 94.31

2002-2003 60.57 93.63

2003-2004 57.24 94.40

2004-2005 57.16 96.39

2005-2006 59.29 94.60

2006-2007 58.65 95.73

Source: A Quarterly review of STUs [1997-2007], CIRT.

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As seen from the above table, the load factor for MSRTC is the

lowest .The following Table gives the comparison of the load factor and

fleet utilization of MSRTC Corporation for the period of 1997-2007.

3.1.5 Amenities to the Passengers in MSRTC:

In Maharashtra State Road Transport Corporation, it is said that

human being is a most difficult thing to be transported. The reason mainly

is that he refuses to be treated as a piece of commodity. The need for

passenger amenities would have been the minimum in traffic industry.In

Maharashtra State Road Transport Corporation ,there is no special fund

created for the provision of passenger amenities. Out of the capital grants

received from the Government the corporation allots certain amounts for

construction of Bus stations and bus shelters The corporation has already

constructed bus Stations at almost all major towns and district head

quarters various Amenities are as under,

1. Bus Station

2. Pickup Shades

3. Clock Rooms

4. Refreshment Rooms and Tea stalls

5. Book Stalls

6. Other Stalls including soft drinks, eatables etc.

3.2 Meaning and Nature of Transport:

Transport is a general sence of the term, means a carrying men and

material from one place to another, thereby resulting in a creation of place

and time utilities .It also involves movement of goods and services from

places where their marginal utility is less to the place where their marginal

utility is high.Being a medium of enhancing the marginal utilities of scarce

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economic resources, it affects the productive and services sector of the

economy, ultimately influencing the customs, habits, traditions and the

social organizations. The demand for transport is a derived demand,

because the demand for transport arises only after the raising of the

demand for goods and services.

On the other hand, production and consumption patterns in

different sectors of economy decide the fortunes of the transport sector.

The demand for an organized transport system opens up new avenues for

capital investments and employment .At the same time ,the fiscal and

monetary policies of the government may accelerate or decelerate the

demand for transport services .Transport eliminates natural as well as

artificial barriers between places ,regions and countries for moving

resources.

3.3 KOLHAPOUR MUNICIPAL TRANSPORT CORPORATION

3.3.1 Kolhapur Municipal Transport Corporation:

Kolhapur Municipal Corporation established its public transport

unit, Kolhapur Municipal Transport on 1st April, 1962.Since then for about

four decades now, KMT has been providing valuable city transport

services to the citizens of Kolhapur as well as to the people in the

adjoining predominantly rural areas within a radius of 15 kilometers. It

daily carries thousands of students to and from their schools, hundreds of

factory and office workers to and from their workplaces .It also takes

small businessmen and traders on their visits around city and the nearby

villages, housewife to and from market places. It also enables small

farmers in the surrounding villages to bring their produce to the city’s

wholesale and retail markets and then again takes them back to their

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villages.In fact ,within Kolhapur city, KMT is a life line for thousands of

people engaged in different pursuits .On the rare occasions like Bandhs or

the river Panchaganga’s floods that the KMT is forced to curtail it’s

operations. The plight of the Bus –users is has to be seen to be believed.

The city bus services offered by the KMT is cheaper compared to

other modes of intra city private passenger transport like

autorickshows.KMT not only renders efficient services to the traveling

public but also offers concessional fares to students and physically

handicapped .It also offers free travel on city Buses to freedom –fighter’s

and press –Reporters, which are unique only to the KMT in the whole of

Maharashtra

3.3.2 Profile of Kolhapur City and Kolhapur Municipal Transport:

The historicity of Kolhapur city has been reliable traced back to

antiquity .In fact ,the town is so old that it’s origin attributed to the creator

Brahma himself in Puranas,after Brahmapuri,the old nucleus of settlement

that had prospered on the high banks of the river Panchaganga.In

Puranas,it is also known as Kar-Veer,after the legend that the goddness

Mahalaxmi used her mace(kar)to lift and save her favourite retreat from

the waters of the great beluga.According to the folklore the names

Kolhapur and karveer have been derived after two demons .Kolhasura and

Karaveera ,that were slain by the goddness Mahalaxmi .Yet another

analogy is that the name Kolhapur has been taken from the city’s one time

king ,Srigala(Fox in Sanskrit, converted to kolha in Prakrit)According to

noted historian R.Rajawade,Kalla was the deity of kols or kolas the

aboriginal inhabitants of the settlement and the place of her shrine was

known as Kolhapur.The name eventually degenerated in to its Marathi

form Kolhapur.

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In 1659, Shivaji, the great wrestled the control of Panhala Fort

(about 20 kms, North West of city) and of Kolhapur town along with it

from Bijapur.Mughals and successfully defended it’s recapture by the

Mughals and English. The period of 100 or so years after Shivaji’s demise

is replete with Marathas fratricidal wars to retain the control of the

Maratha Empire. After much palace intrique and repeated realignments of

mighty sardars,the grand son of Shivaji who was utterly discomfited by his

cousin, Shahu in 1731 accepted the principality of Kolhapur as a district

and an independent sovereignty, comprehending with certain restrictions

,the tract of country between the Warana and the Krishna rivers on the

north and the east and the Tungabhadra on the south, containing about

40,000 sq. miles and yielding a revenue of rupees 2800,000.However,the

internecine strife and bloodshed of the Marathas around Kolhapur town

could get over only in 1843when the British appointed their minister to

Kolhapur Darbar.It was in 1782 that queen Tarabai shifted to Maratha

capital from Panhala Fort to Kolhapur.The garrison transit town of yore

thus changed into a seat of Royalty and started to prosper as a religious

,trading and military centre.

In the sepoy Mutiny of rebels of the 27th native. Infantry Batallion

killed at least 15 English officers on 31st and liberated the city for two

weeks from the foreign yoke. The English returned with reinforcement and

ruthlessly suppressed the uprising publicity as a deterrent to others. The

effects of the trauma lasted for about half a century and held the populace

in submission to the might of the Whiteman’s military machine. No

significant historical development took place during the later period and

the town continued to flourish under successive rulers. The Princely state

of Kolhapur merged into the Indian union on 31st March 1949and become

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a district in the Bombay Province and Kolhapur city become the district

headquaters.On 1st May 1960 the state of Maharashtra came into being and

Kolhapur become it’s southern most district with it’s headquarters situate

at Kolhapur city. In 1991

The district consisted of 12 talukas (Ajra, Bhudargad, Chandgad,

Gadhinglaj, Gaganbavada, Hatkanangale, Kagal, Karveer, Panhala,

Radhanagiri, Shahuwadi, and shiroli) with 1203 village (including 15

uninhabited villages) and 12 towns.

3.3.3 Genesis and Growth of KMTU:

Since, 1952, Kolhapur Municipality was representing to the state

Government to transfer the MSRT Corporations city Bus operations in

Kolhapur to it. In 1961,The Municipality formed an ad-hoc committee

under the chairmanship of Shri Shreepatrao Bondre,then president of the

Municipality, to present it’s case to the Government .The committee

succeeded in it’s efforts and the Government issued orders to handover the

city Bus operations to the Kolhapur Municipality with effect from 1st April

1962.The Municipality,thereupon formed the KMT Undertakings to take

over the city bus transport operations from the MSRTC.Kolhapur

Municipality thus became the first Municipality to start a city bus service

through a Municipal transport undertaking under the provisions of the

State Road Transport Corporation Act.1948

According to the provisions of the Municipal Boroughs Act of

1925 ,applicable to the Kolhapur Municipality a committee of seven

elected Municipal members under the chairmanship of the Municipal

President was formed to supervise the day to day administration of the

KMTU.The Municipality also extended a loan of Rs.11,45,947 to the

KMTU for purchasing new buses and meeting preliminary expenses .The

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KMTU purchased 16 new Bus chassis (8 Bedford make and 8 Mercedes

make) and built bus bodies on them .The brand new fleet of 16 buses

began operating on the same old 22 routes earlier serviced by the MSRTC.

The MSRTC ,While handling over the city bus operations to the

KMTU,had also loaned to it an initial staff of 173 employees for running

the departments of administration ,works and traffic .Being local people

none of these employees went back to the MSRTC and were confirmed in

the Kolhapur Municipal Transport Units Employment.

The operations and the business of the Kolhapur Municipal

Transport Unit has grown progressively over the last three decades.

3.3.4 Working and Administration of KMTU:

3.3.4.1 Transport Committee:

According to the provisions of Section 25 of the amended Bombay

Provisional Municipalities Act of 1949,a Municipality for its transport

committee of 13 elected Municipal member out of which one member is

co-opted from the Municipality’s standing committee. The chairman of the

Transport committee is elected every year .six members of the committee

retire every two years while the members can remain on the Transport

committee for maximum period of four years. The meetings of the

committee are held every fifteen days through out the year.

Transport committee is responsible for policy making and taking

decisions about the various aspects of the transport operations .It is

particularly charged with the performance of following functions. To

consider and sanction tenders for purchases above Rs: 3000

To prepare city bus fare structure according to the norms laid down by the

Government.

1. To modify the working procedure according to the requirements.

2. To raise outside loans according to the requirements.

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3. To prepare budget for the next year and present it to the fully body

of the Municipal members for approval.

4. To start new bus routs according to the public demand.

5. To select and appoint the required staff.

6. To consider punishments of staff, above and beyond the

punishment of suspension. For performing these functions

effectively, the committee is assisted by an additional transport

manager and the departmental heads.

3.3.4.2 Transport Manager

According to section 40 of the amended Bombay Provisional

Municipalities Act of 1949, the commissioner of the Municipal

Corporation is deemed to the transport manager of it’s transport

undertakings .He is responsible for the administration and the

implementation of the transport policies framed by the transport

committee. He is assisted in his duties by the additional transport manager.

KMC vide it’s order No.PA.78 dated 31-01-1995 invested the deputy

Municipal Commissioner with the rights and responsibilities of the

transport manager.

3.3.4.3 Additonal Transport Manager

Assisted by various departmental heads. It is the additional

transport manager who actually looks after the day to day operations of

Municipal Transport Corporation Units.

ATM is expressly charged with the performance of the following

functions.

1. To implement the policies framed by the transport committee.

2. To be responsible for the day to day administration and the co

ordination between the entire working of the Municipal Transport

Corporation Units.

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3. To consider and sanction the purchase below Rs.3000/

4. To give proper guidance to the departmental Heads in the day to

day working of the undertaking.

5. To take proper action against the erring Employees and give

punishment up to stopping of one annual increment.

6. KMT undertakings organizational set up, headed by the additional

transport manager is divided into three departments namely,

- General Administration.

- Works.

- Traffic.

3.3.4.3.1 General Administration Department:

The department is headed by an administrative office who is

assisted by various officers and section Superintendents e.g internal

auditor ,Labour officer, Establishment officer, Stores superintendent,

Security officer ,Purchase officer, Cash issue officer, Statistical Incharge

and Accounts officer ,the departments cumulative staff strength being 246.

3.3.4.3.2 Works Department:

The smooth working of the traffic department and the efficiency of

the bus service are fully dependent on the efficiency of the works

department. Initially the KMTU had established its bus depot on the

Municipal stores plot available on Subhash road and hence the depot came

to be called as Subhash Stores Depot. Lator on ,as the operations expanded

and the bus fleet increased the Municipal corporation granted to the

Kolhapur Municipal corporation unit plot of land measuring 13 acres near

Buddha Garden ,on which a modern bus depot was constructed with the

availability of the additional space ,all single Decker buses are parked

overnight and maintained at the new Buddha Garden Depot. While all

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double Decker buses are parked overnight and maintained at the old

Subhash Stores Depot. The works manager has under him a staff of 226

Employees working in three-Eight hour shifts and one overlapping shifts.

The first shift 4am-12 noon begins at four in the morning. Between four

and eight am the vehicle examiner and the vehicle allocator working

together, deliver the buses that were serviced and repaired overnight to the

10 bus termini all over the city. The buses are driven to these termini by

the drivers, electricians and helpers to test .drive them after repairs and

attend to the minor problems found then.

The first shift, the overlapping shift (8am to 5.30pm) and second

shift (12noonto8pm) attend to the repairs and the breakdowns on the buses

that were not passed by the vehicle examiner at the beginning of the day

and also on the buses that returned to the depot during the day.

It is the 3rd shift 8am to 4pm that the maximum number of

technical staff is on duty to prepare the buses for yet another day. It is

during the opening hours of the 3rd shift that most of the buses playing on

the road throughout the day return to the depot for the night and are

available for preventive and routine maintenance.

The buses are regularly sent to the central workshop for yearly

maintenance as well as for maintenance after certain kilometers run when

items like oil, air filter acid, grease cups, tyres etc are needed to be

replaced for meeting the manufacturer’s warranty conditions.

Following type of work is generally carried out in the central

workshop.

1. Engine work with overhauling.

2. Body work [Repairing the accident damage].

3. Black smithy and Fabrication work.

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4. Cushion work.

5. RTO passing.

6. Docking.

3.3.4.3.3 Traffic Department:-

This is the main arm and an important department of the Kolhapur

Municipal Transport Undertaking. The department renders direct customer

services through its ten bus termini located on the western side of

Kolhapur city. The chief traffic officer is responsible for the working of

this department. He is assisted in his work by various officers like assistant

traffic officer, public relations officer, traffic inspectors, assistant traffic

inspectors and the crews of the drivers and the conductor’s .A total of 717

employees in the department work in three convenient shifts for about 20

hours a day.

Functions of Traffic depots

1. Preparing survey.

2. Line checking [preventing revenue leakages].

Bus and crew scheduling that is operating regular bus schedule

according to the time table with the help of the terminus in charge and the

crews of the drivers and conductors.

1. Assessment of traffic demand.

3. Monitoring route performance.

4. Safety and accident prevention.

5. Co-ordination of bus timings with railway and ST bus timings.

6. Public relations.

7. Arranging bus services according to traffic demand.e.gYatra

Special, Festival Special etc.

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3.3.5. Early Ventures in City Bus Transport in Kolhapur:

A meter-guage railway line joining Kolhapur with the nearby

55kms.Railway junction at Miraj became operational on 20-04-

1891.Kolhapur railway station was situated about one and half kilometer

away from the old city’s eastern ramport. Chh.Shahu Maharaj of

Kolhapur saw in the railway line an opportunity to give an impetus to the

states trading economy and invited out of state traders to set up a jaggery

(Gur)market on the freehold land between the railway station and the old

city. On royal patronage, the market eventually prospered and the city’s

commercial and residential areas began to grow around the newly set up

market. Kolhapur Darbar brought the first private motor car to Kolhapur

around 1899-1900.Soon many Darbaris and British officials followed the

suit. The prosperous among the larger population used the hourse-driven

Tonga for running their errands in and around the city, but the majority of

the people continued to walk, covering sometimes quite large distances.

The people also had largely patronized the railway line for their travels out

of city. It was however only in 1930, that one Shri Velhal started a private

bus service starting from Binkhambi Ganesh Temple meandering through

a few main roads for collecting railway passengers and ultimately

delivering them at the railway station .On its return journey, the bus

likewise delivered railway passengers at different shops.

It was a one bus ,one man show operating to the railway time table,

but it acquainted the people of Kolhapur to the notion of city bus transport

service .

Shri Tayyabali started another bus service starting from Mahalaxmi

Temple to Venus cinema located somewhat away from the main city. His

main interest in running the bus service was to attract people to the cinema

68

house owned by him but his buses obliged other passengers also .In 1948

,Shri R.B.Patil ,with his fleet of buses started offering multi –schedule

intra city bus services as well as plying to the nearby villages. At around

this time, elsewhere in Kolhapur state and also in India, Passenger bus

transport connecting villages, towns and cities has emerged as a dominant

economic activity and many private operators were offering their services

to the travelling public. As a whole was wholly exploitative of the

travelling public .The govt. of free India, therefore decided to nationalize it

and according enacted the state road transport corporation act, 1948,

establishing there under an all India road transport co-ordination Board

and ordering the provincial and state governments to establish their

respective state road transport corporations.

The Act created four types of agencies-

1. Government undertaking (state transport corporation)

2. Government Public transport companies.

3. Government Public transport departments.

4. Municipal transport undertakings.

The first three of these are engaged in providing transport services

to inter –village, inter city and interstate travelling public. The operational

area of the Municipal transport undertakings ,however is kept limited

strictly to the city’s municipal jurisdiction and the semi-urban and rural

areas adjoining it. The Bombay state Road Transport

Corporation commenced its city bus services in Kolhapur city with

effect from 1st December 1953.Eventually the Bombay state was

reorganized along linguistic lines and on 1st May 1960.The state of

Maharashtra with Marathi as the dominant language came into being .On

the 1st July 1961.the name of the Bombay state Road Transport

69

Corporation was changed to the Maharashtra State Road Transport

Corporation ,together with its jurisdiction over the entire state of

Maharashtra with this change over ,the Maharashtra State Road

Transportation also operated over 22 intercity routes and 1 route outside

the city limits to the nearby partition refugee township of Ghandhinagar .

3.4.1 Kolhapur Municipal Corporation Transport Activity :

According to provisions under Maharashtra Provincial Corporation

Act 1949 Section 20 , KMC Transport Department was established on 1st

April 1962. The bus service was started under this department to provide

economical, timely and reliable travel facility to citizens of Kolhapur. The

transport department provides city bus service in Kolhapur city, nearby

suburban area and rural area within 15 km from city limits.

There are 133 buses with transport department as on October 2006

and 127 buses are on the road for daily service. These buses traveling of

different routes are controlled by 5 transport control centers in the city.

The central transport control centre is at Chh. Shivaji square. There are

pass issuing centres at Maharana Pratap Chowk, Gangavesh and Shri

Shahu Maidan and open on all week days from 8.00 Morning to 8.00 at

night.

The main office of transport department is at Shri. Shahu cloth

market, North wing, First Floor, 'C' ward, Somwar peth, Kolhapur-

416002. The telephone numbers are (0231) 2644566 to 2644571 and Fax

number is (0231) 2644608. Maintenance and repairs of the KMC transport

buses are done in Main Workshop at Shastrinagar.

Transport department of KMC provides bus services on following routes .

70

Table No: 3.2

ROUTE NO. ROUTE NAME

1 Gandhinagar, Valivade, Koyana Colony, Chinchwad

2 Rajopadhyenagar, Krantisinha Nana Patil nagar, Jivaba

Nana

3 Jadhav park,

4 Aptenagar, Sane Guruji Vasahat

5 Sahiroli, Nagaon

6 Kalamba, Katyayani

7 Rukadi, Mangaon

8 Jatharwadi, Bhuye, Bhuyewadi, Vadanage

9 Sugar Mill, Kasba Bavada

10 Bhavani Mandap

11 R. K. Nagar

12 Kadamwadi

13 Shivaji University

14 Mudshingi, Uchgaon

15 Kagal

16 Hanamantwadi, Shinganapur

17 Peth Vadgaon

18 Fulewadi, Bondrenagar

19 Hanamantwadi, Shinganapur

20 Peth Vadgaon

21 Fulewadi, Bondrenagar

22 Vakare, Kuditre town

23 Lakshateerth vasahat

24 Market Yard, sant Gora Kumbhar Vasahat

25 Pachgaon

26 Morewadi, Kandalgaon

27 Lonar vasahat

28 Koge, Bahireshwar

29 Kaneri Math, Kogil

30 Khupire, Shindewadi, Yavaluj

31 Varanage Padali

32 Vashi

33 Mouje Vadagaon

71

Table No: 3.3

The KMTU Transport Bus Fare Rates as approved by Regional

Transport Authority: (Travel Distance in KM)

Travel

distance(inkm

Full fair Half fare

2 4.00 2.00

4 5.00 3.00

6 5.00 3.00

8 6.00 3.00

10 7.00 3.50

12 8.00 4.00

14 9.00 4.50

16 10.00 5.00

18 11.00 5.50

20 11.00 5.50

22 12.00 6.00

24 13.00 6.50

26 14.00 7.00

28 15.00 7.50

30 15.00 7.50

32 16.00 8.00

Table No:3.4

Concessions being given by KMC Transport Department for various

travel categories in the travel fare rates:

Sr.No Travel Category Concession Rate

1 Students of High school and College 50%

2 Students taking vocational training in

Computer, Typing, Tailoring, Private ITI,

Technical Institute etc.

25%

72

3 Freedom Fighters and Widows of

Freedom Fighters staying in Kolhapur

city limits

100%

4 Deaf and Dumb, Deaf, Mentally retarded

students and one accomplice staying

Kolhapur Municipal Corporation limits

100%

5 Handicapped, Deaf and dumb, Deaf and

mentally retarded people staying in

Kolhapur Municipal corporation Limits

50%

6 Reporters of newspapers having

reasonable sale

100%

3.4.2 Various Concession Pass Schemes of KMC Transport

Department are as under

Shri Mahalakshmi Concession Pass Schemes

One Day Pass Only Rs. 20/-

(Facility of anywhere, any time and unlimited travel in one day.

This pass is available with conductor in every bus and stop booking

conductor)

Monthly Pass Only Rs. 400/-

(Facility of anywhere, any time and unlimited travel in one month)

Three Month Pass Only Rs. 1,100/-

Facility of anywhere, any time and unlimited travel in three

months)

3o day travel in 22 days fare

(Applicable to regular travelers on their requested route) Place for

getting monthly and Three month Passes - Gangavesh, Maharana Pratap

Chowk, and Shri Shahu Maidan Pass Issuing Centre. On all week days

73

from morning 8.00am to night 8.00 pm. (It is necessary to have KMT

identity card for Monthly and three month Pass) .During Sharadiya

Navaratrotsava in Kolhapur city and for group booking

Shri Durga Darshan and Kolhapur Darshan tour by special bus will be

provided if minimum 40 tourists are available. The Durga darshan Bus

service ticket is Rs. 75 per person and half ticket charges are Rs. 40/-

Kolhapur Darshan Bus Service Ticket Rs. 50 per person.

3.5 Physical Performance of MSRTC From 1997-98 To 2006-07.

The Physical Performance of Sate Transport undertakings between

the period 1997-98 to 2006-07 are indicated in Table. Certain important

Physical performance parameters such as Fleet Utilization, Bus Utilization,

Average seating capacity, Passengers carried per bus per day, Load factor,

Breakdowns ,Accidents ,Bus Staff Ratio, Fuel performance ,Tyre

performance [New] in KM and Fleet Strength[Vehicle]have been

analyzed here for the period 1997-98 to 2006-07.

3.5.1 Fleet Strength:

Fleet Strength indicates the total number of buses held by all

MSRTC together. The buses held by MSRTC consists of buses on road,

buses held in spare ,buses in workshops, buses under routine inspection,

buses off road, idle buses and buses in transit.

Figure shows the fleet strength of MSRTC between 1997-98 to

2006-2007.Through in absolute terms, the fleet strength has been showing

a steady progressive decline in the bus fleet with MSRTC Kolhapur

division during the study period.

Maximum fleet strength in the year 2001-02 is 839 and minimum

fleet strength in the year 2006-07 is 708 during the study period.

74

Table No:3.5

Fleet Strength of Maharashtra State Road Transport Corporation

during the Period 1997-98 To 2006-07 are indicated in Table.

Year Fleet Strength in Number

1997-98 NA

1998-99 NA

1999-00 NA

2000-01 828

2001-02 839

2002-03 825

2003-04 762

2004-05 769

2005-06 714

2006-07 708

[Source: MSRTC Statistics department, Kolhapur Division]

Graph No:3.1

Graphical Representation of Fleet Strength in Maharashtra State

Road Transport Corporation during the Period 1997-98 To 2006-07


75

3.5.2 Bus Utilization in Kms Per Bus Per Day on Road:

Bus utilization indicates the effective kilometers operated by

MSRTC per bus on road per day. Since 80% of the capital in MSRTC i.e.

in the form of buses it is essential that buses are made to log more and

more kilometers per day .Optimizing the use of buses available with

MSRTC, thus becomes the prime responsibility of the management.

Properly set fleet maintenance systems supported by latest techniques will

ensure significant contribution in improving bus utilization.

Figure shows average KMS covered by a MSRTC buses on the road per

day between the period 1997-98 to 2006-07. Bus utilization has shown

improvement between 2004-05 to 2006-07 i.e.302.30 to 319.08.However

in the year 2002-03 has shown a slight declining trend i.e. 279.27 kms. Per

bus per day on road. To register net maximum bus utilization is 319.08 and

minimum bus utilization is 279.20 in the year2006-07 to 2002-03.

Table No: 3.6

Bus Utilization in KMS of Maharashtra State Road Transport

Corporation during The Period 1997-98 To 2006-07 are Indicated in

Table.

Year Bus utilization in KMS per

bus per day on Road

1997-98 282.03

1998-99 280.60

1999-00 279.53

2000-01 282.62

2001-02 279.20

2002-03 279.27

2003-04 292.57

2004-05 302.30

2005-06 305.87

2006-07 319.08


76

Graph No: 3.2

Graphical Representation of Bus Utilization in KMS Per Bus Per Day

on road in Maharashtra State Road Transport Corporation during

the Period 1997-98 to

2006-07 .


3.5.3 Fleet Utilization:

Fleet Utilization [FU] is the ratio of the number of buses on road to

the fleet held by a MSRTC .Through this ratio would depend mainly on

the availability of buses fit for operation, other factors like availability of

crew and availability of traffic load are also some of the determining

factors for deciding the ratio of fleet utilization. Further optimal

77

performance of fleet utilization is to be considered, taking into account the

vehicles sent for major repairs, overhaul and the spare vehicles earmarked

for traffic demand on special occasions. Fleet Utilization is mainly the

outcome of the internal efforts, especially the upkeep and maintenance of

the fleet and is thus dependent upon the productivity and skill of the

workshop staff of a MSRTC.

When the Fleet Utilization is higher the fixed costs are distributed

among a larger number of kilometers which reduce the total cost of

operation per kilometer.

Figure shows the trend of fleet utilization in MSRTC between the

period 1997-98 to 2006-07.Fleet utilization has shown a improvement in

the year 2004-05i.e. 96.39% .However it slightly declined from 96.39% in

2004 - 05 to 94.60% in 2005-06.Overall improvement during the period

under consideration with reference to the base year 1997-98.Highest fleet

utilization was 96.39% in the year 2004-05 and lowest fleet utilization

was 90.59% in the year1999-2000.

Table No:3.7

Fleet Utilization in KMS of Maharashtra State Road Transport

Corporation during the Period 1997-98 To 2006-07 are indicated in

Table .

Year Fleet Utilization %

1997-98 91.92

1998-99 90.75

1999-00 90.59

2000-01 94.71

2001-02 94.31

2002-03 93.63

78

2003-04 94.40

2004-05 96.39

2005-06 94.60

2006-07 95.73


Graph No:3.3

Graphical Representation of Fleet Utilization in KMS in Maharashtra

State Road Transport Corporation during the Period 1997-98 to 2006-

07.


79

3.5.4.Average Seating Capacity:

Table indicated the average seating capacity of MSRTC [Kolhapur

division]taken up for the study between the period 1997-98 to 2006-

07.Seating capacity which varied between a maximum of 53.88in 1997-98

and a minimum of 49.71 in the year 1997-98. As indicated the table there

has been a steady decline in the seating capacity53.88 in the year 1997-98

to 49.71 in the year 2006-07.

Table No:3.8

Average Seating Capacity of Maharashtra State Road Transport

Corporation during the Period 1997-98 To 2006-07 are indicated in

Table.


Year Average Seating Capacity %

1997-98 53.88

1998-99 53.80

1999-00 53.59

2000-01 53.48

2001-02 52.96

2002-03 52.59

2003-04 52.31

2004-05 51.42

2005-06 50.64

2006-07 49.71

80

Graph No: 3.4

Graphical Representation of Average Seating Capacity in

Maharashtra State Road Transport Corporation during the Period

1997-98 to 2006-07.


3.5.5 Passenger Carried Per Year in Lakh:

Passenger carried per year in MSRTC chosen for this study

between the period 1997-98 to 2006-07 are shown in Table .Maximum

passengers carried in 2000-01 was 1519.82 and minimum passengers

carried in 1998-99 was 1241.49 during study period. There has been an

improvement in passengers carried from 1334.05 in 1999-2000 to 1519.82

in 2000-01.

81

Table No:3.9

Passenger Carried Per Year in Lakh of Maharashtra State Road

Transport Corporation during the Period 1997-98 To 2006-07 are

indicated in Table.

Year Passenger carried per year in

lakh

1997-98 -

1998-99 1241.49

1999-00 1334.05

2000-01 1519.82

2001-02 1375.95

2002-03 1307.61

2003-04 1271.20

2004-05 1324.86

2005-06 1416.68

2006-07 1356.65


Graph No:3.5

Graphical Representation Of Passenger Carried Per Year in Lakh in


1997-98 to 2006-07.


82

3.5.6 Load Factor:

Load Factor indicates the occupancy level of passengers in a bus.

Load factor is defined as the percentage of passenger kms to capacity kms.

This also indicates the percentage of actual passenger earnings to the

expected earnings at full load including the standees allowed.

Figure shows the load factor achieved by Maharashtra State Transport

Corporation between the period 1997-98 to 2006-07.During the above

period ,the load Factor of MSRTC declining right from 63.53% in 2001-

02 to 60.57 in 2002-03. The load factor was maximum in 2001-02 i.e.

63.53 and minimum load factor in the year 1999-2000 i.e.44.97.The table

indicates the load factor of MSRTC.

Table No:3.10

Load Factor of Maharashtra State Road Transport Corporation

during the Period 1997-98 To 2006-07 are indicated in Table.

Year Load Factor %

1997-98 46.02

1998-99 45.98

1999-00 44.97

2000-01 62.75

2001-02 63.53

2002-03 60.57

2003-04 57.24

2004-05 57.16

2005-06 59.29

2006-07 58.65


83

Graph No: 3.6

Graphical Representation of Load Factor in Maharashtra State Road

Transport Corporation during the Period 1997-98 to 2006-07.


3.5.7 Breakdowns Per 10000 KMS:

Breakdown is the stoppage of a vehicle due to mechanical defects or other

failures rendering the vehicle unfit to operate without attention to it

irrespective of the time involved .To minimize breakdowns ,MSRTC have

to follow effective schedule maintenance and breakdown repair system

which in turn will ensure the objective of providing reliable transport

service to the passengers.

Figure shows that MSRTC have succeeded in bringing down their

breakdown rates considerably between the period 1997-98 to 2006-07.The

highest rate of breakdown is 2300 in the year 1997-98 and the lowest rate

of breakdown is 1433 in the year 2005-06.There were steep fluctuation in

the breakdown rate in some of the intervening period .However during the

entire period breakdown rate has shown a net overall improvement with

reference to the base year 1997-98.

84

Table No:3.11

Breakdowns Per 10000 KMS of Maharashtra State Road Transport

Corporation during the Period 1997-98 to 2006-07 are indicated in

Table.

Year Breakdowns per 10000 kms

1997-98 2300

1998-99 1639

1999-00 1724

2000-01 1686

2001-02 1584

2002-03 1774

2003-04 1699

2004-05 1496

2005-06 1433

2006-07 1555


Graph No: 3.7

Graphical Representation of Breakdowns Per 10000 KMS in


1997-98 to 2006-07.


85

3.5.8 Accident Per Lakh KMS:

Accident is an occurrence during and in the course of a vehicle

operation resulting in injury or death to a person or animal and or damage

to property. Accident rate in MSRTC Kolhapur division is generally

worked out per one lakh kilometers. Figure shows that MSRTC have

managed to bring down their accident rate between the period 1997-98 to

2006-07. There were wide fluctuation in the accident rate in some of the

intervening period .During the study period; accident rates have been

showing a maximum trend in the year 1999-2000 i.e.224 and minimum in

the year 2003-04 i.e. 141.Accident rate was slightly declined from 224 in

the year 1999-2000 to 196 in the year 2000-01.

Table No:3.12

Accident Per Lakh KMS of Maharashtra State Road Transport

Corporation during the Period 1997-98 to 2006-07 are indicated in

Table .

Year Accident per Lakh kms.

1997-98 NA

1998-99 184

1999-00 224

2000-01 196

2001-02 170

2002-03 159

2003-04 141

2004-05 159

2005-06 167

2006-07 146


86

Graph No:3.8

Graphical Representation of Accident Per Lakh KMS in Maharashtra

State Road Transport Corporation during the Period 1997-98 to 2006-

07.


3.5.9 Bus Staff Ratio:

The Bus Staff ratio indicates the ratio of the total staff employed on

the last day of a specified period to the number of buses on road on the

same day. Bus staff ratio bears a greater relevance to the total cost of

operation in MSRTC.

Figure shows the Bus staff ratio in MSRTC between the period

1997-98 to 2006-07. Though MSRTC managed to bring down their bus

staff ratio. There were some fluctuations in some of the intervening period

and maximum bus staff ratio is 7.43 in the year 1997-98 and minimum bus

staff ratio is 6.52 in the year2000-01.

87

Table No:3.13

Bus Staff Ratio of Maharashtra State Road Transport Corporation

during the Period 1997-98 to 2006-07 are indicated in Table.

Year Bus staff Ratio %

1997-98 7.43

1998-99 7.28

1999-00 6.93

2000-01 6.52

2001-02 6.54

2002-03 6.61

2003-04 6.67

2004-05 6.91

2005-06 7.24

2006-07 7.24


Graph No: 3.9

Graphical Representation of Bus Staff Ratio in Maharashtra State

Road Transport Corporation during the Period 1997-98 to 2006-07.


88

3.5.10 Fuel Performance in Lakhs:

The average kilometer per litre [KMPL] of High Speed Diesel

[HSD] for specific period in MSRTC can be worked out from the total

consumed and the sum of the gross KMS covered by all the buses in the

organization during the same period.

Figure shows that MSRTC have shown fuel performance during

the specific period 1997-98 to 2006-07.During the period maximum fuel

consumption was Rs.18134213 in the year 2000-01 and minimum fuel

consumption was Rs.17284745 in the year 2006-07.

Table No:3.14

Fuel Performance in Lakhs of Maharashtra State Road Transport

Corporation during the Period 1997-98 to 2006-07 are Indicated in

Table.

Year Fuel Performance in lakhs

1997-98 NA

1998-99 NA

1999-00 NA

2000-01 18134213

2001-02 17993141

2002-03 17502066

2003-04 17658755

2004-05 17827977

2005-06 17303882

2006-07 17284745


89

Graph No:3.10

Graphical Representation of Fuel Performance in Maharashtra State


3.5.11 Tyre Performance:

Tyre life represents the total gross cumulative kilometers covered

by a tyre from the date of its fitment on a bus up to the time of its removal

for scrapping.

Figure shows that MSRTC have shown considerable improvement

in their tyre performance between the periods 1997-98 to 2006-07.The tyre

life has shown a declining trend came down from 46870 to 43643 in the

year 2003-04 and 2004-05 respectively. It further improved to 48337 in the

year 2006-07.

Table No:3.15

Tyre Performance of Maharashtra State Road Transport Corporation

during the Period 1997-98 to 2006-07 are indicated in Table.

Year Tyre performance in Rs.

1997-98 45304

1998-99 46933

1999-00 47611

90

2000-01 47242

2001-02 46410

2002-03 45886

2003-04 46870

2004-05 43643

2005-06 44948

2006-07 48337


Graph No: 3.11

Graphical Representation of Tyre Performance in Maharashtra State



3.6 Physical Performance of Kolhapur Municipal Transport

Undertaking from 1997-98 to 2006-07.

Kolhapur municipal transport undertaking in Western Maharashtra

have been chosen for study of their Physical performance between the

91

period 1997-98 to 2006-07.Certain important Physical performance

parameters such as Fleet Utilization, Bus Utilization, Average seating

capacity, Passengers carried per bus per day, Load factor, Breakdowns

,Accidents ,Bus Staff Ratio, Fuel performance ,Tyre performance [New] in

KM and Fleet Strength[Vehicle].have been analyzed here for the period

1997-98 to 2006-07.

3.6.1 Fleet Utilization:

Fleet Utilization in Kolhapur Municipal Transport Undertaking

taken up for this study. KMTU have shown improvement in fleet

utilization between the period 1997-98 to 2006-2007 as seen from Table

No. 3.16 .Fleet Utilization which varied between a maximum of 94% in

2004-2005 and a minimum of 55.9% in the year 1999-2000 during the

period 1997-2007.

Table No:3.16

Fleet Utilization of Kolhapur Municipal Transport Undertaking as on

31st March 2007 in Western Maharashtra.

Year Percentage of fleet utilization

1997-98 70.14

1998-99 70.1

1999-00 55.9

2000-01 60.9

2001-02 89.00

2002-03 93.4

2003-04 92.4

2004-05 94.00

2005-06 93.3

2006-07 93.00

[Source: Statistical Performance, 1997-2006 Central Institute of Road

Transport,Bhosari]

92

Graph No: 3.12

Graphical Representation of Fleet Utilization in Percentage of

Selected Kolhapur Municipal Transport Undertaking in Western

Maharashtra.


Transport, Bhosari]

3.6.2 Average Seating Capacity:

Table indicates the average Seating Capacity in the selected

Kolhapur Municipal Transport Undertaking taken up for study between

period 1997-98-To 2006-07 in Western Maharashtra. Average Seating

capacity which varied between a maximum 42 in the year[ 1997-98 To-

2001-02 ] and a minimum 40 in the year[ 2002-03 To 2003-04] of

KMTU.

During the study period average seating capacity of Kolhapur

Municipal Transport Undertaking declined from 42 to 40 in the year 2005-

06 and increased respectively in 2006-07.

93

Table No: 3.17

Average seating capacity of Kolhapur Municipal Transport

Undertaking as on 31st March 2007 in Western Maharashtra.

Year Average seating capacity %

1997-98 42

1998-99 42

1999-00 42

2000-01 42

2001-02 42

2002-03 40

2003-04 40

2004-05 42

2005-06 40

2006-07 42


Transport, Bhosari]

Graph No: 3.13

Average Seating Capacity of Kolhapur Municipal Transport



Transport, Bhosari]

94

3.6.3 Passenger Carried Per Bus Per Day:

On road, passenger carried per bus per day in Kolhapur Municipal

Transport Undertaking chosen for the study between the period 1997-98 to

2006-07 are shown in Table No. 3.18 while the variation was between a

maximum of 1023 in 2001-02 and a minimum of 693 in 2005-06. Thus in

2001-02 carried the maximum number of passenger per bus per day

[Increased from 806 in 2000-01 to 1023 in 2001-02. .As indicated in the

table there has been an increase in the number of passengers carried per

bus per day during the period.

Table No: 3.18

Passenger Carried Per Bus Per Day of Kolhapur Municipal Transport


Year Passenger carried per bus per

day.

1997-98 741

1998-99 772

1999-00 801

2000-01 806

2001-02 1023

2002-03 883

2003-04 827

2004-05 835

2005-06 693

2006-07 755


Transport, Bhosari]

95

Graph No:3.14

Passenger Carried Per Bus Per Day in Kolhapur Municipal Transport



Transport, Bhosari]

3.6.4 Percentage Load Factor:

Percentage load factor in respect of Kolhapur Municipal Transport

Undertaking chosen for this study between the period 1997-98 To 2006-07

are given in Table No. The load factor which varied between a maximum

of 72.67% in 2005-06 and a minimum of 39.03 % in 2000-01. The load

factor was increased from 45.30% To 72.67% and declined from

42.62%To 39.03%.

Table No:3.19

Percentage load factor of Kolhapur Municipal Transport Undertaking

as on 31st March 2007 in Western Maharashtra.

Year Percentage load factor.

1997-98 43.45

1998-99 41.94

1999-00 42.62

2000-01 39.03

96

2001-02 47.01

2002-03 54.40

2003-04 54.92

2004-05 45.30

2005-06 72.67

2006-07 70.25


Transport, Bhosari]

Graph No: 3.15

Percentage Load Factor of Kolhapur Municipal Transport

Undertaking as on 31st March 2007 in Western Maharashtra:


Transport, Bhosari]

97

3.6.5 Percentage of Breakdown [Per 10000kms]:

Breakdown of the Kolhapur Municipal Transport Undertaking

selected for this study between the period 1997-98 to 2006-07 are given in

Table.KMTU chosen for study managed to bring down their breakdown

rates during the study period. The breakdown rates which varied between

7.88 in 1997-98 came down to 0.85 in 2006-07. Thus in 2003-04

breakdown rate was 0.30% and 0.16% in 2004-05.Recorded maximum

improvement in the breakdown rate during the study period compared to

the base year.

Table No: 3.20

Percentage of Breakdown [Per 10000kms] in Kolhapur Municipal

Transport Undertaking as on 31st March 2007 in Western

Maharashtra.

Year Percentage of Breakdown[Per

10000kms]

1997-98 7.88

1998-99 6.19

1999-00 3.52

2000-01 1.84

2001-02 0.66

2002-03 0.43

2003-04 0.30

2004-05 0.16

2005-06 NA

2006-07 0.85


Transport, Bhosari]

98

Graph No: 3.16

Percentage of Breakdown in Kolhapur Municipal Transport



Transport, Bhosari]

3.6.6. Accidents:

Accidents occurred in Kolhapur Municipal Transport Undertaking

chosen for this study between the period 1997-98 to 2006-07 is indicated

in Table. Accident rate per lakh kms which varied between the 1997-98 to

2006-07.KMTU has reported maximum number of accident rate i.e.0.04 in

the year 1997-98 and minimum number of accidents rate 0.01 in the year

2000-01.Accident rate during 2002-03 to 2006-07 remains steady i.e.

0.03.Maximum improvement in reduction of the accident rate compared to

the base year as shown in the Table.

99

Table No:3.21

Accidents in Kolhapur Municipal Transport Undertaking as on 31st

March 2007 in Western Maharashtra.

Year Accident Rate [per 1lakh kms]

1997-98 0.04

1998-99 0.03

1999-00 0.02

2000-01 0.01

2001-02 0.02

2002-03 0.03

2003-04 0.03

2004-05 0.03

2005-06 NA

2006-07 0.03


Transport, Bhosari]

Graph No: 3.17

Percentage of Accident Rate in Kolhapur Municipal Transport



Transport, Bhosari]

chapter -iii profile of msrtc and kmtu

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