growth performance of state transport undertakings in india
TRANSCRIPT
Growth Performance of State Transport Undertakings in
India
C.Senbaga Aiyan Moorthi* Dr.S.Ganesan**
* Ph.D. Scholar, Department of Economics, Bharathidasan University, Tiruchirappalli.
** Asst. Professor, Department of Economics, Bharathidasan University, Tiruchirappalli.
Abstract
An efficient and well developed system of transport is vital to the success of
economic development. Among the various modes of transport, road transport plays a
very important role in economic development. Further, road transport provide one of
the basic infrastructure for economic development of backward areas and serve as a
feeder service to rail traffic, ports and harbours and airports. The growth of fleet
strength, volume of operation, fleet utilization, vehicle productivity, passengers carried
daily, personnel cost of the Road Transport Corporations and total cost in India
computed by using the following exponential functional form for the period 2000-01 to
2015-16. From the overall analysis, all indicators have showed better growth
performance during the period under review. Among the 14 STUs, it is found that the
performance of Tamil Nadu State Transport Corporation (TNSTC) has grown
drastically in the study period and it hold better potential for future than other State
Transport Undertakings in India.
Key words: State Transport Undertaking, Fleet Utilization, Vehicle Productivity,
Fuel performance , Manpower Productivity, Accident, Breakdown, Total
Cost, Total Revenue.
Introduction
The Nation’s transportation system is a major component of the national
economy and an important factor in shaping out people’s life style, community
development and industry location patterns. The transport services are provided by
roadways, air ways, railways and waterways.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2683
Among these services, road transport plays a very important role in economic
development of the country particularly backward areas also. Due to lot of increase in
population, bus system in all areas becomes a dominant transport mode for all people.
Since 1950, Government has provided public transport corporations through different
acts. In India lots of state transport undertakings cater to the needs of people. In order to
arrive at an appropriative investment policy on the part of the Government, it is
essential to have a closer watch on the Performance of State Transport Undertakings
(STUs) regularly. In this context, performance of STUs assumes its significance and the
present study are proposed to assess the performance of STU in Tamil Nadu.
Data Source and Methodology
The study covers for the period from 2000-01 to 2015-16. The data pertaining to
all states have been collected. There are 14 states have been covered for the purpose of
analysis. The study is based on the secondary data published by annual reports of CIRT
Pune, Tamil Nadu State Road Transport Corporation. The Ministry of Surface
Transport, Government of India, Ministry of Transport in Tamil Nadu, Chennai,
Transport Commissioner, Chennai, Institute of Road Transport and Secretary of
Commerce and Industries, Chennai. To examine the objective of the growth
performance compound growth rate has been used.
Growth Model
The growth of fleet strength, volume of operation, fleet utilization, vehicle
productivity, passengers carried daily, personnel cost of the Road Transport
Corporations and total cost in India computed by using the following exponential
functional form for the period 2000-01 to 2015-16.
Growth is studied with reference to annual growth rates computed based on the
compound interest rate formula adopted by the World Bank using the least square
methods.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2684
The least squares growth rate ‘r’ is estimated by fitting a least squares linear
regression trend line to the logarithmic annual values of the variable in the relevant
period. More specifically, the regression equation takes the form
Log Xt = a + bt +et
Where this is the equivalent to the logarithmic transformation of the compound
growth rate equation
Xt =X0 (1+r) t
In these equations ‘X’ is the variable, ‘t’ is time period and a=log X0 and b=
log(1+r) are the parameters to be estimated, ‘e’ is the error term. If b* is the least
squares estimates of ‘b’ then the average annual percentage growth rate ‘r’ is obtained
as (antilog b* ) –1 and multiplied by 100 to express it as percentage.
Results and Discussion
Fleet Strength
Vehicles used for earning revenue or which cover effective kms are alone to be
treated as vehicles on road. The number of vehicles on road is equal to the number or
regular schedules operated plus the number of additional vehicle used exclusively for
operations of extra and casual contracts. A vehicle already used for a schedule is
included in the figure of vehicle on road.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2685
Table-1 presents the details about the average number of buses on road (Fleet Strength)
in India from the period 2000-01 to 2015-16. In the initial period (2000-01) when the
fleet strength of all the STUs in India are compared, it is found that the APSRTC had
the largest fleet strength (18764 buses) followed by MSRTC (15920 buses) and TNSTC
(15377 buses). The OSRTC had the least fleet strength i.e., 254 buses. At the end of the
study period TNSTC had the largest fleet strength of 18501 buses followed by MSRTC
(16981 buses) and APSRTC (11931 buses). In the mean value of fleet strength of all
STUs in India, the APSRTC has the largest fleet strength of 18996 buses followed by
TNSTC (16886 buses) and MSRTC (15541 buses) while OSRTC has the lowest fleet
strength with 271 buses. In the case of all India fleet strength, in the initial period it was
1,04,629 buses and it was 1,25,412 buses in the final period of time showing with an
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2686
average fleet strength of 1,10,500 buses over the years. All the STUs in India recorded
positive growth rates except GSRTC (-1.57 percent), APSRTC (-1.21percent) and
RSTC (-0.51 percent). Fifty percent of the STUs have achieved higher growth rate than
India (1.43 percent). The NEKnRTC has recorded that highest growth rate of 5.27
percent and followed by KSRTC (4.38 percent). It is evident from the analysis that the
STUs were functioning well during the study period.
Volume of Operation
Kilometers covered per vehicle on road per day. It is a measure of efficiency of
both the Engineering and Traffic Departments. It indicates to what extent the vehicles
available for operations. Usually vehicle utilization is expressed in relation to gross
kilometers.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2687
Table-2 indicates the effective kilometers of all STUs in India from the period
2000-01 to 2015-16. From the beginning of the study period TNSTC had the maximum
of effective kilometers (2290 kms) followed by APSRTC (21781 kms) and MSRTC
(17944 kms). The KDC had minimum effective kilometers i.e., 273.88 kms followed
by OSRTC (281.94 kms) and SBSTC (335.59 kms). At the end of the study period
TNSTC had the highest effective kilometers of 31509 kms followed by MSRTC
(21006.4 kms) and APSRTC (16237.6 kms). In the mean value of effective kilometers
of all STUs in India, the TNSTC has achieved the highest effective kilometers of 27181
kms and followed by ASRTC (22691kms). In all India effective kilometers it was
1,19,669 kms in the initial period and in the final period of time it was 1,57,514 kms
with an average effective kilometers of 1,36,386 kms. All STUs have taken effective
policies and good maintenance during the study period. All the STUs in India recorded
positive growth rates except GSRTC (-0.2 percent). Fourty percent of the STUs have
achieved higher growth rate than India (2.09 percent). The NEKnRTC has recorded that
highest growth rate of 5.80 percent and followed by KnSRTC (4.48 percent). It is
evident from the analysis that the STUs were functioning well during the study period.
Fleet Utilization
Fleet utilization also termed as vehicular utilization is the ratio of the number of
vehicles on road to the fleet held by the unit. Fleet utilization is always expressed as
percentage and it is a measure of productivity of the Engineering Department. It
indicates how many of the total vehicles are actually utilized for operations. Fleet
utilization can also be calculated on the basis of the effective fleet, that is to say, the
total fleet held minus vehicles held up for major repairs, scrapping, etc.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2688
The highest fleet utilization reveals the optimum utilization of capital employed. Fleet
utilization is the ratio between the total fleet strength and number of fleet put for use.
Table-3 shows that highest utilization of fleet in the year of 2000-01 i.e. 99 percent by
APSRTC and 98.4 percent in KnSRTC, 96.8 percent both in STHRA and NEKnRTC.
The SBSTC had the lowest fleet utilization of 63.6 percent followed by KDTC (76.6
percent) and GSRTC (87.1 percent). At the end of the study period UPSRTC had the
highest fleet utilization percent of 96.8 followed by NWKnRTC (96.2 percent) and
APSRTC (92.8 percent). The mean value of fleet utilization of all STUs in India, the
APSRTC has the largest fleet utilization (98.13 percent) followed by UPSRTC (95.21
percent) and NWKnRTC (94.49 percent). In the case of all India fleet utilization, in the
initial period it was 90.8 percent but at the final period of time it was 88.6 percent with
an average fleet utilization of 91 percent. All the STUs in India recorded negative
growth rates except SBSTC (0.68 per cent), KSRTC (0.48 per cent) and UPSRTC (0.46
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2689
percent) during the study period. It is estimated that 80 percentage of capital employed
by STUs has been invested in fleets. It is evident from the analysis that the utilization
of capital was poor in the study period.
Vehicle Productivity
Vehicle Productivity refers to the average kilometers run by each bus per day in
a year. The vehicle productivity is also termed as vehicle utilization or vehicle
efficiency. The average number of revenue earning kilometers performed by a bus per
day is expressed in terms of vehicle productivity per bus per day. As a result, the
effective use of such STUs is assessed and considered as a prime concern to evaluate
the performance of such STUs.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2690
The detail of vehicle productivity is shown in the Table-4. The vehicle
productivity as a whole in India was 313.4 kms/day in the year 2000-01 and it was
increased to 344 kms/day in 2015-16 with the average vehicle productivity of 337.39
kms /day during the study period. It has recorded growth rate of 0.65 percent. Among
the 14 STUs, TNSTC has achieved vehicle productivity at the highest level of 408.1
kms /day in the year 2000-01 and it has increased to 467 kms/day in 2015-16. TNSTC
has dominated in vehicle productivity with the mean value of 439.85 kms/day
throughout the study period and recorded the positive growth rate of 0.81 percent. In
2000-01, some of the STUs such as KDTC (263.3 kms/day), UPSRTC (269.8
kms/day), SBSTC (280.3 kms/day), KSRTC (283.6 kms/day), KnSRTC (285.1
kms/day) have achieved the vehicle productivity just below the 300 kms/day. At the
end of the study period (2015-16) all the STUs vehicle productivity except KDTC,
OSRTC and SBSTC have increased and maintain the vehicle productivity of more than
300 kms/day. It is evident from the analysis that the growth rates of all STUs except
KSRTC, KDTC, OSRTC and SBSTC have recorded the positive growth rates and
indicates the high utilization of vehicles.
Passengers Carried
A ‘passenger’ means any person traveling in a public service vehicle other than
the driven or the conductor or an employee of the permit holder while on duty. Total
number of passengers should include all passengers carried at full fare or at
confessional fares. A child passenger should be treated as one passenger for working
out the total number of passengers carried.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2691
Table-5 presents the details about passengers carried by the STUs in India from
the year 2000-01 to 2015-16. In 2000-01, the STUs in India passengers carried was
2,322.6 crores and it has gradually increased with the average value of 2332.96 crores
passengers during the study period and it has recorded the growth rate of 0.9 percent. In
the initial year SBSTC has dominated in passengers carried with 656.37 crores and the
second position was occupied by TNSTC i.e. 647.66 crores passengers. The lowest
passengers carried i.e. 32.69crores passengers was handled by RSTC. At the end of
study period, TNSTC has the highest passengers carried (586.62 crores) followed by
KDTC (356.18 crores) and during the same time lowest passengers were carried by
STHAR (45.54 crores). All the STUs have recorded positive growth rates except
GSRTC, OSRTC and APSRTC. The NWKnRTC has recorded the highest rate of 3.29
percent and followed by NEKnRTC (3.24 percent). It is evident from the analysis that
all STUs were performing well during the study period.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2692
Fuel Performance
The performance of vehicles in respect of fuel consumption is measured in
terms of average kilometers per liter of fuel or liters consumed per 100 kms.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2693
Table-6 indicates the fuel performance (km/per liter) of all STUs in India from
the period 2000-01 to 2015-16. In the beginning of the study period APSRTC had the
highest fuel performance of 5.08 kms/liter followed by NWKnRTC (4.97 kms) and
GSRTC (4.83 kms). The SBSTC had the least fuel performance i.e., 3.47 kms. At the
end of the study period GSRTC had the highest fuel performance (5.48 kms) followed
by TNSTC (5.38 kms) and APSRTC (5.19 kms). In the mean value of fuel performance
of all STUs in India, the GSRTC has the largest fuel performance of 5.36 kms followed
by NEKnSTC (5.23kms) and APSRTC (5.21 kms). In all India fuel performance it was
4.55 kms in the initial period and in the final period of time it was 4.94 kms with an
average fuel performance of 4.83 kms. All the STUs in India recorded positive growth
rates except STHAR (-0.8 percent), KnSRTC (-0.3 percent), NWKnRTC (-0.04
percent) and APSRTC (-0.03 percent). Eighty percent of the STUs have achieved
higher growth rate than India (0.45 percent). The TNSTC has recorded that highest
growth rate of 1.58 percent and followed by OSRTC (0.95 percent). It is evident from
the analysis that all the STUs were functioning well regarding fuel utilization during
the study period.
Number of Breakdowns
A breakdown is defined as stoppage of vehicles on road due to mechanical
defects or other failures rendering the vehicles immobile or unfit for continuation of the
revenue earning trip without attention to it irrespective of the time involved.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2694
Table-7 examines the movement of breakdown/1000 kms in the STUs of India
from the study period 2000-01 to 2015-16. The NWKnRTC had the lowest
breakdown/1000 kms i.e. 1.5 followed by KnSRTC (1.7) and STHAR (2.2). The
highest breakdown of 14.8 was noticed in SBSTC in the initial period of study. At the
end of the study period KSRTC had the highest breakdown/1000 kms of 3.4 followed
by KDTC (3), SBSTC (3) and MSRTC (2.8). The lowest breakdown has achieved by
TNSTC i.e. 0.004. The mean value of breakdown/1000 kms of all STUs in India, the
SBSTC has the largest breakdown (7.13) followed by GSRTC (5.93) and KSRTC
(5.05). In the case of all India breakdown/1000kms, in the initial period it was 4.3 but at
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2695
the final period of time it was 2.1 with an average breakdown/1000 kms of 2.86. All
the STUs in India recorded negative growth rates except KDTC (1.55) during the study
period. Eighty percent of the STUs have achieved higher negative growth rate than the
India (-4.80 percent). It is evident from the analysis that among the 14 STUs, TNSTC
was functioning well and mechanical maintenance was better in the study period.
Number of Accident
An accident is an occurrence in the use of a vehicle on revenue earning trip
resulting in injury to or death of a person, and or damage to property. Accidents are
classified into fatal, major, minor or insignificant depending upon its nature or extent of
damage.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2696
Table-8 presents the accident per 1000 kms of all STUs in India from the period
2000-01 to 2015-16. The APSRTC had the least accident per 1000 kms i.e., 10
followed by STHAR 13 and NEKnRTC 14. In the beginning of the study period the
more number of accident per 1000 kms were 79 in KSRTC, 38 in TNSTC, 36 in
SBSTC. At the end of the study period KSRTC had the highest accident per 1000 kms
i.e. 26 followed by KDTC 23 and TNSTC 18. In the mean value of accident of all
STUs in India, the STHAR has the lowest accident of 9.44 followed by APSRTC 9.75,
RSRTC 9.88 and UPSRTC 12.09 while KDTC has the largest accident per 1000 kms of
32.94 followed by KSRTC (29.5), TNSTC (27.88) and SBSTC (22.94). In all India
level the accident per 1000 kms was 23 in the initial period and in the final period of
study it was 12 with an average accident per 1000 kms of 17.13. All the STUs in India
recorded negative growth rates. It envisages that the STUs were functioning well
during the study period.
Manpower Productivity
This is the ratio of the total staff employed to the number of buses in the fleet.
Generally staff is provided for workshop and administration on the basis of the total
fleet and for traffic on the basis of the number of schedules in operation. If the fleet
utilization is low, the staff employed on workshop and administration trends to become
high in relation to the number of schedules in operation. The efficiency in terms of
staff-bus ratio can, therefore, be properly judged only when optimal utilization of the
fleet has been achieved.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2697
Table-9 presents the details of manpower productivity (kms/day) of all STUs
from the period of 2000-01 to 2015-16. The manpower productivity from the beginning
of the year the maximum of 67.64 kms in KnSRTC followed by RSRTC (57.37 kms)
and STHRA (53.71 kms). The OSRTC had the minimum manpower productivity of
22.12 kms followed by KSRTC (28.43kms), KDTC (38.9 kms) and UPSRTC (39.66
kms). At the end of the study period UPSRTC had the highest manpower productivity
of 140.4 kms followed by RSRTC (88.4 kms) and NWKnRTC (75.1 kms). The mean
value of manpower productivity kms of all STUs in India, the UPSRTC has achieved
maximum of 72.85 kms followed by KnSRTC (69.44 kms) and RSRTC (68.56 kms). In
the case of all India manpower productivity in the initial period it was 43.04 kms and at
the final period of study it has increased to 57.64 kms with an average manpower
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2698
productivity of 52.12 kms. All the STUs in India recorded positive growth rates. Fourty
percent of the STUs have achieved higher growth rate than India (2.09 percent). It is
noticed that TNSTC has occupied the fourth position in manpower productivity at all
India level and it has recorded the highest growth rate of 2.34 percent than the sectoral
growth rate (1.98 percent). The UPSRTC has recorded that highest growth rate of 9.36
percent and followed by OSRTC (9 percent). It is evident from the analysis that all the
STUs were functioning well during the study period.
Personnel Cost
The total working cost incurred in connection with the business of
transportation of passengers is termed as “Cost of Operation” or ‘Operating Cost’. The
operating cost includes all items of expenditure incurred in connection with operation
of services including depreciation, interest on capital and appropriations from the net
revenue but excludes income tax.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2699
Table-10 reveals that the personnel cost of all STUs in India from the year
2000-01 to 2015-16. In the beginning of year (2000-01) the OSRTC had the minimum
personnel cost i.e., Rs.1443 lakh followed by KDTC (Rs.1778 lakh) and SBSTC
(Rs.2433 lakh). The TNSTC had the maximum of personnel cost (Rs.1,31,264 lakh)
followed by APSRTC (Rs.1,06,747 lakh) and MSRTC (Rs.1,02,339 lakh). At the end
of the study period also TNSTC had the highest personnel cost of Rs.5,55,606 lakh
followed by MSRTC (Rs.3,17,870 lakh), APSRTC (Rs.2,38,757 lakh) and KnSRTC
(Rs.1,31,416 lakh). In the mean value of personnel cost of all STUs in India, the
TNSTC has the highest amount of personnel cost Rs.2,65,596 lakh followed by
APSRTC (Rs.1,91,379 lakh) and MSRTC (Rs.1,72,762 lakh). In all India level the
personnel cost it was Rs.7,317 lakh in the initial period and in the final period of time it
was Rs.29,031 lakh with an average personnel cost of Rs.13,771 lakh. All the STUs in
India recorded positive growth rates during the study period. Fifty percent of the STUs
have achieved higher growth rate than India (10 percent). The GSRTC has recorded the
lowest growth rate of 6.69 percent and followed by APSRTC (6.74 percent), OSRTC
(6.99 percent). It is evident from the analysis that the STUs were functioning well
during the study period. Among the 14 STUs the lowest personnel cost was OSRTC,
KDTC and SBSTC and were performing well and good maintenance.
Total Cost
The total cost could be split up into two components as under:
- Physical cost
- Opportunity cost
The ‘Physical cost’ is the direct cost of attending to a breakdown. The
‘Opportunity cost’ is the loss of revenue due to loss of operation etc.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2700
Table-11 explains the total cost in all the STUs in India during 2000-01 to 2015-
16. It is dictated that the maximum share of personnel cost was in KDTC (50.84
percent) and minimum share of personnel cost was in OSRTC (21 percent); at the same
time TNSTC has incurred 44.50 percent. Among the 14 STUs, the highest percentage
of material cost was faced by OSRTC (58.04 percent) and the lowest percentage was
achieved by KSRTC (3.91 percent) while India and TNSTC had 38.97 percent and
38.34 percent respectively. The share of taxes among the 14 STUs wise, STHAR had
the highest percentage (17.48 percent) and SBST had the lowest percentage (1.43
percent). In taxes share, India (3.54 percentage) had the lower than TNSTC (5.06
percent) and In misc.& others share, NWKnRTC had the highest percentage (5.79
percent) and the lowest percentage was noticed in KDTC (2.35 percent) and at the same
year India (4.16 percent) had higher than TNSTC i.e. 4.09 percent. Regarding
depreciation share among 14 STUs, KnSRTC had the highest percentage (8.82 percent)
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2701
and STHAR was at the lowest of 3.03 percent. Among the total cost amount of 14
STUs, APSRTC had the highest (Rs.72,826.5 lakh) and OSRTC had the lowest amount
of Rs.840.96 lakh. The total cost of TNSTC was Rs.96,196.9 lakh and it has spent more
money to maintain the transport corporations.
Total Revenue
Income realized from transportation of passengers and incidental sources
related to transportation of passengers constitutes traffic revenue. The sources of traffic
revenue include, sale of passenger’s tickets, accompanied luggage, reservation charges,
causal contract services and postal mails carried.
Income from sale of passenger ticket is the main source of traffic revenue. The
income from other sources indicated above are incidental and related to actual
conveyance of passengers. Since the income from the above source is directly related to
actual conveyance or operations, it is also known as operating revenues.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2702
Table-12 presents the details of total revenue of all STUs in India from the period 2000-01 to
2015-16. From the beginning of year (2000-01) the TNSTC has earned the maximum of
total revenue (Rs.2,816.99 crore) followed by APSRTC (Rs. 2,540.20 crore) and MSRTC
(Rs.2,533.57 crore). The OSRTC has earned the minimum total revenue i.e., Rs.29.99 crore
followed by KDTC (Rs.35.43 crore) and SBSTC (Rs.48.57 crore). At the end of the study
period TNSTC had the highest total revenue of Rs.8,178.71 crore followed by APSRTC
(Rs.4,943.15 crore) and UPSRTC (Rs.3,386.39 crore). In the mean value of total revenue of
all STUs in India, the TNSTC has the highest amount of total revenue of Rs.5,186.83 crore
followed by APSRTC (Rs.4,604.02 crore) and MSRTC (Rs.3,640.35 crore). In the case of all
India, the total revenue was Rs.15,326 crore in the initial period and in the final period of
time it was Rs.50,263 crore with an average total revenue of Rs.29,124 crore. TNSTC has
dominated all STUs in terms of total revenue during the entire study period. All the STUs in
India recorded positive growth rates during the study period except MSRTC (-1.30 percent).
Fifty percent of the STUs have achieved higher growth rate than India (8.89 percent). The
NEKnSRTC has recorded that highest growth rate of 14.28 percent and followed by KnSRTC
(12.43 percent), UPSRTC (12.24 percent). It is evident from the analysis that all the STUs
were earning well during the study period.
Conclusion
From the overall analysis, all indicators have showed better growth performance
during the period under review. Among the 14 STUs, it is found that the performance of
Tamil Nadu State Transport Corporation (TNSTC) has grown drastically in the study period
and it hold better potential for future than other State Transport Undertakings in India.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2703
References:
1. “Motor Transport Statistic of India” (1981-91), Ministry of Surface Transport of
New Delhi.
2. Preliminary Report of the Committee of Transport Policy and Co-ordination (1961),
“Planning Commission Government of India”, New Delhi, February, p.35.
3. Road Transport Corporation Act (1950),“Section 23 (3)”, Government of India,
Controller of Publication, New Delhi.
4. Kaur, Paramjeet (2007), “Growth Acceleration in India”, Economic & Political
Weekly, Vol.XLII, No.15, pp.1380-1386.
5. Methew M.O (1964),“Rail and Road Transport in India”, Scientific book Agency,
Calcutta.
6. Sudarsanam P (1978), “Public Sector Road Transport Management”, Lok Udyog
Journal, VolXI, p.5.
7. Motor Transport Statistics of India 1996, 2003, 2006, 2008, MOST, New Delhi.
8. Tamil Nadu Economic Development Report-2008.
9. India Development Report 2007-08.
10. India Infrastructure Report 2007-08.
The International journal of analytical and experimental modal analysis
Volume XI, Issue IX, September/2019
ISSN NO: 0886-9367
Page No:2704