Growth Performance of State Transport Undertakings in India

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

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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.



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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.



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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



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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.



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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.



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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



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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.



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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.



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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.



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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.



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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.



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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



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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.



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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.



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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



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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.



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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.



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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)



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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.



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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.



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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.



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Growth Performance of State Transport Undertakings in India