:: Chapter 4 :: Genesis of the U.P.S.R.T.C.

Transcription

1 :: Chapter 4 :: Genesis of the U.P.S.R.T.C.

2 Chapter 4 GENESIS OF THE U.P.S.R.T.C. The prosperity of the people living in an area is inherent in its faster development. The road transport may play an important role in its. The U.P. Government has been taking active and keen interest, keeping this in view, in the development of road transport facilities in the state. In the beginning, a departmental undertaking was established by the government for the purpose. This undertaking named as "U.P. Government Roadways". This led to the operation of the State Road Transport passenger bus services, i.e, nationalized passenger bus services on 15th May The first bus service in U.P. was started on Lucknow - Barabanki road. This promoted rail-road co-ordination and balanced development of various modes of transportation, to provide economic, efficient, comfortable services to the public of U.P. Further it reinforces infrastructural facilities which helped the state to achieve an all-around development. Afterwards the services were extended on all important routes of state, mostly running parallel to railways, although adequate workshop and other facilities were not available. Road transport was included in the First Five Year Plan also. By the end of the first two years of the Second Five Year Plan the nationalised transport services was brought under plan outlay. After this the programme was carried on as a non-plan item for about next elevan years, i.e. three years of second five year plan, third five year and three annual plans i.e. ( , and annual plans). At the starting period of the plan the nationalized roadways services operated its buses, 7,465 Kms. On Pacca road in the state. The running of nationalized difficulties and limitations. This was realized by the government of Uttar Pradesh during this period. Hence the government decided to convert the departmental undertaking into a statutory corporation. The impetus for this came from the view that it would provide better, economic, more efficient and broad based services to the public. The nationalised transport services operated its buses

3 on Kms. pacca road and extended its upto 1208 different routes. After keeping it out of plan for about eleven years the government included the scheme of nationalized road transport services again in the fourth five year plan ( ) of the state. The U.P. State Road Transport Corporation was formed on June, The Union government passed the road transportation Act, 1950 Followed by this the Uttar Pradesh state road transport corporation (U.P.S.R.T.C.) (notification no. 2869/XXX T. 68 dated May 31, 1972) was established. The U.P. Government roadways was merged with this corporation. The head office of the corporation is situated at Lucknow. The main purpose for setting up corporation is to provide or promote the provision of an efficient, adequate, economical and properly co-ordinate system of road transport services in the state. The main function of the corporation can be listed follows - 1. To operate road transport services in the state and in any extend area. 2. To manufacture, purchase, maintain and repair rolling stock vehicles, appliances plant and requirement etc. 3. To train persons in order to improve the skills, so that their efficiency could be improved. 4. To provide for any ancillary service required for the efficient functioning of the organization. 5. To purchase vehicles of such types may be suitable for use in the road transport services. 6. To provide facilities for the consignment of storage and delivery of the goods. In the beginning, the U.P. State transport service was financed entirely by the appropriations from the treasury. The revenues earned were paid either all or a major share of it into the treasury. In addition, the enterprise was also subject to the budget, accounting and audit controls applicable to other government

4 activities. The total investment and net profit at the time (as a departmental undertaking) has been analysed in the Table No. 1.1 Table 4.1 Statements Showing the Investment and Net Profit in U.P. Government Roadways Year Capital invested Net Profit % of Net Profit (in crore) (in crore) after interest on capital As on Ist May

5 No investment * "No capital invested in ** Sources - U.P. Rajya Sarak Parivvahan Nigam Ke Karya - Kalapon par Tippani, , p. 7. A close examination of the table 4.1 that the total investment in the Government Roadways had been continuously increasing. This on Ist May, 1947, the total investment was Rs lakhs and Rs lakhs in It again increased at the beginning of first five year plan ( ), the total investment was lakhs and net profit lakhs (6.39). The total investment at the end of first five year plan ( ) was Rs lakhs and net profit lakhs (11.78%). Thus in , a net increase of Rs lakhs over the The amount invested at the end of the second five year plan ( ) was Rs lakhs. There was net increasement of Rs lakhs over the first five year plan ( ). This was the considerably increased investment. The amount earned in this period was Rs lakhs give in a net profit of Rs lakhs. The percentage of profit earned in this period was 19.42%. In the third five year plan the total investment increased to lakhs in in comparison to lakhs in the second plan ( ). Thus there was a net increased of Rs lakhs over In the net profit was Rs lakhs leading to the percentage profit of 11.62%. Rs lakhs ( ), Rs lakhs ( ) and Rs lakhs ( ) are invested in three annual plans respectively. The percentage of net profit was 0.20, 7.55 and in the year , and respectively. Thus, in the percentage of profit is lowest during the year 1947 to 1972.

6 The State Government showed more interest in roadways transport in the fourth five year plan and provided more aid to the transport department for its development. It provided financial assistance to the tune of Rs lakhs in the beginnig of fourth five year plan ( ) which increased to Rs lakhs in a net increase of Rs lakhs. The amount of financial assitance given to the transport was to the trune of Rs lakhs in an increase of Rs lakhs over The amount of net profit earned in was Rs lakhs which comes out to be 9.24 % in and 10.86% in During , the undertaking earned a net profit Rs lakhs (10-70%) of capital invested amounted to Rs lakhs. There was no capital investment in the first two months of The net profit of April and May, 1972 was Rs lakhs. In 1972, the roadways was converted into a corporation (U.P.S.R.T.C.) by the state government of U.P. It provided a loan of Rs. 18 crores to the corporation and placed Rs. 12 crores as equity of the disposal of the corporation. In , the state government advanced a further sum of Rs. 1 crore as loan, the total amount of loan thus being Rs. 19 crores. In , S.B.I. provided loan to the trne of Rs. 50 lakhs. The total investment and net profit after establishment of corporation has been analysed in the following table No Table 4.2 Position of Capital Investment, Expenses and Income in U.P.S.R.T.C. (in 1972 and from 2001 to 2009) Year Capital Income Expendi- Profit/ Investment Interest Profit Return contribution ture loss (capital loan) before on (State and Investment Invest- Central ment Government) (June-March)

7 Sources - Annual Reports of U.P.S.R.T.C. from to and (April - September) Parsist 10 & 17 p. 64, 68. It is evident from the table no. 4.2 that the total investment had been continuously increasing in the U.P.S.R.T.C. The amount invested in was Rs crores while in the amount was Rs crores - a net increase of Rs crores. It again increased continuously. In , the total investment was Rs crores which increased Rs crores in After analyzing the data given in table no. 1.1 and 1.2, we find that as departmental undertaking up to May, 1972, the U.P. Government Roadways consistently earned profit as departmental undertaking up to 1972, but after it was converted into a corporation, it suffered heavy losses since June, 1972 except the years , , and During four years the corporation earned a marginal profits of Rs crores, Rs crores, Rs crores and 0.04 crores respectively. In these four years, the profit has been increased mainly due to increase in fare and improved efficiency. The above data shows that loss of U.P.S.R.T.C. in was Rs crores but after this year the loss in U.P.S.R.T.C. had been continuously decreasing till the year of It might appear to be quite surprising that the same undertaking was earning substantial profit prior to June, 1972, when it was working as a departmental undertaking but it started showing heavy losses when converted into a corporation. As corporation, it had to pay income tax on its profit, payment of fees, trade tax and octroi charges, which was not required to be paid by it during the period it was functioning as a departmental undertaking. Besides, there has been an increase in wages of its

8 employeers due to implementation of recommendation of U.P. Pay Commission. In recent years in the cost of vehicles, spare parts, tires, tubes and batteries etc. has also been increased. Similarly, the cost of the diesel oil and lubricants also has increased. All these factors have affected the net profit of the corporation substantially. But since , the corporation has been continuously making profit due to an improved efficiency. In the net profit of U.P.S.R.T.C. has been decreased because of increase in the cost of diesel oil, and lubricants, vehicles' spare parts, tires, tubes and batteries etc. Overall position regarding the routes and its total distance and the total number of fleets, (buses, taxies and trucks), U.P.S.R.T.C. has been analyzed in the table No. 4.3 Table No. 4.3 Statement showing the Routes and their total distance Years No. of Distance of Routes Mean distance of Routes (Kms.) Routes (Kms.) Source - Annual Reports of U.P.S.R.T.C. from to and (April- September) Persist - 26.

9 It we minutely analyse the above table, we found that the number of routes and their total distance have been increasing. Till 31st March 1973, the total number of routes were 1111 with a total distance covered Kms, and the mean distance of routes was 130 Kms. It increased considerably to 1843 routes with a total distance of Kms. and the mean distance of routes was 148 till March The above table shows that during the Ist April, 1983 to 31st March 2000, the total number of routes and distance increased to 2135 and Kms. respectively. In this way, the addition in the routes and distances come to 292 and Kms respectively. The position remained satisfactory with in the period. During the next five year i.e to 2005, the situation ramained satisfactory except in the years and The total number of routes was 2022 with a distance of Kms in which increased to 2145 routes with a distance of Kms. in and the total number of routes decreased to 2055 with a distance of 4,37,747 Kms. in and in the total number of routes again decreased to 1840 Kms. with a distance of 3,97,076 Kms. However, it increased quite satisfactorily to 1859 routes with a distance of Kms. in During the period , the total number of routes and distance increased to become out 2490 and Kms. respectively. Thus there was a net increase of 631 routes and 1,48,196 Kms. Distance in comparison to During this period, the main distance of routes also improved from 227 in 2005 to 229 at 31st March, Overall progress regarding fleet composition of U.P.S.R.T.C. has been analysed in the following table 1.4 : Table 4.4 Statement showing the operation fleet of U.P.S.R.T.C. Date and Year Buses Trucks Taxies

10 Sources - Annual Reports of U.P.S.R.T.C. It is evident from the table number 4.4 that number of buses in the fleet of U.P.S.R.T.C. has been increasing continuously. There are, however, marked fluctuations in the number of trucks and taxies. There were 4,582 buses in , while 6464 buses in a net increase of 1882 buses at the period of 1973 to 31st March At the end of ninth five year plan period ( ) the number of buses decreased to 6105, from number of buses 6293 ( ). During the tenth five year plan period ( ), 456 buses were added in the fleet and total number of buses were increased to 6561 at During the eleventh five year plan period ( ) at 31st March 2009, the total number of buses were increased from 6561 in 2007 to 7003 will a net increase of 442 buses. The above table shows that at there were 351 trucks, which had been continuously decreasing. There were 151 trucks at , which increased to 201 at , but again decreased to 198 at It again increased to 200 in but also decreased to 189 in but again increased to 194 in But also it again decreased to 163 in and then increased to 166 in In subsequent years in , it decreased to 164, in , and 157 trucks in At , there were 162 trucks in the fleet of U.P.S.R.T.C. There were 65 taxies at , 68 taxies at and 101 taxies at 1993 in the fleet of U.P.S.R.T.C. At there were only 88 taxies in the fleet of U.P.R.S.T.C. During the period of , it again increased to 106 taxies - a net increase of 18 taxies at in comparison to those in

11 After that, it has taken a decreasing trend and decreased to 99 taxies in and in it decreased upto 89 taxies. The table shows that in and the number of taxies were same i.e. 07. It increased the number of taxies in since then it had taken a decreasing trend and at the end of , there were only 93 taxies. At the date of 31st March 2009, the total number of taxies were 88. It is notable that the U.P.S.R.T.C. has been utilizing the trucks and taxies only for official purpose. That is why, their proportionate number is low in the fleet of U.P.S.R.T.C. It may also be seen from the above tables that the total number of routes, its total distance and the number of buses have been continuously increasing but they are not in a position to cope with growing demand of public. The overall position regarding kilometerage and travelled passengers has been analyzed in the table no. 4.5 Table No. 4.5 Statement showing the kilometerage and travelled passengers. Year Kilometerage carried by No. of travelled passengers buses (in crores) Source - Annual reports of U.P.S.R.T.C. It may be seen from the table no. 4.5 that kilometerage covered by buses and number of travelled passengers both have been continuously increasing. But kilometerage earned by buses decreased in while the number of travelled passengers, increased in that year. In the total kilometerage

12 earned by buses were crores and number of travelled passengers were crores. Types of operated Services U.P.S.R.T.C. has been operating this types of services in different regions of state as per the necessity. These services are long distance services and shuttle services. In addition to the services, city and subcity transport services are also being operated in some designated cities as per the need of the people. Shuttle services are operated mainly to connect tahsil/block headquarters and other important rural areas to district headquarters. The corporation has been doing effort to strengthen the shuttle services more so that the transportation needs of the local people are fulfilled. The U.P.S.R.T.C. has undertaken policy to connect all such villages of the state which have been connected by motorable roads to connect them to block/tahsil/district headquarters by direct transport services. Under this policy the services of long distances, where there was less availability of passengers, were suspended and the same buses were diverted to cover the rural routes of different districts. Bus services of long distances are being operated by the corporation to connect main cities of the states. Under memorandum or understanding (Mou) with different state of country, interstate bus services are being for the convenience of the people. These services have proved much useful and popular. Interstate bus services are being operated main places of the state to various places of Uttarakhand, Himanchal Pradesh, Punjab, Hariyana, Rajasthan and Madhya Pradesh. Buses have been made more comfortable by changing their seats and design by corporation. The operation of buses has been made passengers oriented. For this, the buses with less fare in the name of "Janata Seva" are being operated on some routes. "Monthly Pass Scheme" extended for the convinience of daily passengers. Special pass scheme is effective for tourist.

13 On certain routes, in view of the availability of passengers and instant travel, many buses are also being operated. On certain inter district routes "Non- Stop" bus services are also operative. For the convenience of passengers in the night services of long distances, the sleeper services of 28 seats and 15 berths have been operated. As per the desire of the passengers of the state, the century air conditioned bus services are being conducted on large scale. Provision has been made for watch, laptop and mobile charger in century buses. Most comfortable and most modern buses on inter district routes and low floor buses on city routes have been operated by corporation. U.P.S.R.T.C. has done arrangement for the chartered buses as per the demand of the occasion of marriages and other social activities. Security, convenience, timeliness and cleanliness are the four main aims in the services provided by corporation. Table 4.6 Statement showing the employment structure of U.P.S.R.T.C. No. of Persons employed Year Administration Traffic Branch Engineering Total Branch Branch

14 Source - Annual Reports of U.P.S.R.T.C. from and (April - September) persist 18, p. 69. The table no. 4.6 shows that the total employment provided by U.P.S.R.T.C. has been fluctuating showing the trend with overall decrease. The total number of persons employed in U.P.S.R.T.C. decreased continuously from in to persons in with a marginal increase by 941 in in comparison to that in From the above table we find that the persons employed in in which 2371 persons belonged to administrative branch, to traffic branch and to engineering branch. During , the total number of persons employed in U.P.S.R.T.C. decreased to in which 2194 persons belonged to administrative branch, to traffic branch and 8665 to engineering branch. In the total number of persons employed in it further decreased to Among persons employed, 2106 persons belonged to administrative branch, persons belonged to traffic branch and 8250 persons belonged to engineering branch. The overall position regarding representation of schedule caste and schedule tribe employees among total employed persons on 31st March, 2009 is shown in the table No Table 4.7 Statement showing the representation of S.C. and S.T. Employees in the ending year of 31st March, S.N. Classification Total No. of Number of different category of employees of posts employees in S.C. % S.T. % B.C. % U.P.S.R.T.C. 1. Class 'A' Class 'B' Class 'C' Class 'D' Total (Except sweepers)

15 5. Class 'E' Only sweepers Source - Annual Reports of U.P.S.R.T.C. from and (April - September) persist 19, p. 69. Excluding deputation types of officers and daily wages employees/ part time employees whose description of employees is given below - 1. Including 9 deputation officers of class 'A' and 'B' 2. Daily wages employees Part time employees It is clear from the table No. 4.7 that the total number of persons employed in U.P.S.R.T.C. as on 31st March 2009 were out of which persons belonged to S.C. category and 289 and 7796 persons belonged to S.T. and B.C. categories respectively. The percentage of S.C. employees to total was 35.23, S.T. was 0.85 while those of B.C. was Out of S.C. employees, 13 belonged to class 'A', 35 belonged to class 'B', belonged to class 'C' and 1619 belonged to class 'D' excluding sweepers numbering 256. Out of 289 S.T. employees only 1 belonged to class 'B' 262 belonged to class 'C' and 26 belonged to class 'D', however not a single employee belonged to class 'A'. Out of 7796 B.C. employees 17 belonged to class 'B', 5761 belonged to class 'C', and 2018 belonged to class 'D'. But not a single employee belonged to class 'A'. The percentage of S.C. employees to total is in class 'A', in class 'B', 3766 in class 'C' and in class 'D'. The percentage of S.T. employees to total is 0.48 in class 'B', 0.96 in class 'C', 0.41 in class 'D'. Lastly percentage of B.C. employees to total is 8.17 in class 'B', in class 'C', in class 'D' however not a single employee belonged to class 'A'. Thus we found that the corporation is unable to fill the reservation quota regarding S.C., S.T. and B.C. The overall growth of U.P.S.R.T.C. may be seen clearly from table No. 4.8, which gives many indications of its progress from to are as follows: Sl.No. Items

16 1. No. of routes under operation Routes Kms. 2. Routes Kms Average distance per route (in Kms.) 4. Average No of bus held. 5. Percentage of on road buses. 6. Vehicle utilisation (Kms. Per bus per day) 7. Total effective van operated (in crores) No. of passenger carried (in crores) 9. Revenue earned (Rs. 1 in crores) 10. Income Per Km. (in Paisa) 11. Net profit earned (Rs in crores) 12. Fuel average (Kms. Per Litre H.S.D. consumption ) 13. Persons employed Employee productivity (on earned Km.)

17 From the above analysis, it can be said that the growth of U.P.S.R.T.C. has been far from satisfaction and its financial situation has shown dismaying figure. However after , it has shown some improvement in financial position in comparison to those before. U.P.S.R.T.C. needs glaring up physically and financially and the management would have to steer it to success in a planned but big way. It is beset with many internal as well as external problems. Yet the problems before corporation are complicated, but they have solved in a planned way and it is necessary for management to accept these challenges on a war footing. Governing Board and Structure of the Head Office of the U.P.S.R.T.C. U.P.S.R.T.C. has been operating buses all over the state. This being an essential service, it is highly desirable for it to provide prompt and efficient service to the people of the state. Only efficient management would enable the U.P.S.R.T.C. to fulfill these requirements. The management of the corporation is done by a Board of Directors. Its main functions are policy formulation, giving direction for their execution and control over the working of U.P.S.R.T.C. As mentioned earlier the nationalized transport services have been running for about 64 years in the state. At present it is being run as a corporation although it was working as a departmental undertaking before Government Board of U.P.S.R.T.C. as a Departmental Undertaking

18 In Uttar Pradesh, a Roadways Board was entrusted with the responsibility of managing the nationalized services a modified way of departmental management. But transport commissioner was the in-charge of general administration. The management board, on behalf of the government, used to take all major decisions to carry out government road transport policies. The management board had been consisting of the minister of transport as chairman and chief secretary, finance secretary and deputy secretary transport and transport commissioner as member. The board type management and control facilitated quick decisions and prompt action. The type of board was quite efficiently managed "U.P. Government Roadways". Size of board was also satisfactory which ultimately enabled the board to take a quick decision. The presence of transport commissioner in the board also facilitated the co-ordination between the board and executive management. Although this type of arrangement was working very well, yet with the increasing pressure of the planning commission and to attract the institutional financing and the shortage of funds with the state government for implementing the programmes of nationalization, the government decided to convert the departmental pattern of undertaking in a statutory corporation with effect from June, Governing Board of U.P.S.R.T.C. as a Corporation The board of directors was vested with the power of overall control of the corporation. The board of directors was constituted in accordance with the provisions of Road Transport Corporation Act, The Act refrains from laying down the minimum and maximum number of members and proportion of official and non-official members to be appointed, the proportion in which the central and state government nominees are to be appointed, their tenure qualification and remuneration etc. Even the disqualifications prescribed there in are of a very general nature. Maximum number of members in the board of corporation including chairman were 9 in 1972 under board of U.P.S.R.T.C. rules. 1 Now, the scenario has changed and the board of directors consists of maximum of 17 directors but not less than 5. Out of which one third of directors are representative

19 of central Government, while two third of them represent the state. The appointment of directors are informed by U.P. Government. After 30 October 2003, when the state of Uttarakhand was formed, the corporation was reorganized and the three regions which felt in the new state of Uttarakhand, were transfered to the newly formed state. 2 Board of Directors of Corporation 1. President of U.P.S.R.T.C. and Chief Secretary Transport department, U.P. Government President 2. Joint Secretary, Road Transport and National highway department Bharat Sarkar, New Delhi. Director 3. Chief Secretary, Finance Department, U.P. Government Director 4. Chief Secretary, Planning Department, U.p. Government Director 1. Video notification No. 2869/xxx T. 68 dated May 31, Annual Report U.P.S.R.T.C and (April Sept.) Page 3 and Director of General, Public Enterprises Bureau, U.P. Government Director 6. Director, Indian Institute of Management, Lucknow Director 7. Managing Director, U.P.S.R.T.C. Director 8. Dy. Transport Commissioner (Implementation) Uttar Pradesh Director Source - Annual Report, U.P.S.R.T.C and (April - September) p. 4. The chairman has been working as chief executive of the corporation on full-time basis. His responsibility is to formulate the policy of the corporation while managing director is responsible for the execution of policies. Managing director worked as chief executive prior to appointment of chairman on full - time basis.

20 The Managing director is responsible for the effective administration of the corporation and execution of policies. While disposing his duties, managing director is assisted by deputy managing director and he is responsible for the organization of corporation and management division, supervision of workshops and recruitment cell for the post of gazetted officers. In this work he is also assisted by chief general manager (administration), legal advisor, chief general manager (operation), chief general manager (technical) and finance controller. The chief general manager (administration) is responsible for the supervision of headquarters establishment and recruitment cell. In this work, he is assisted by chief manager (labour welfare and industrial relation), assistant manager (personnel). alert (Satarkata) inspector and public relation officer. Legal advisor is responsible for the legal matters and also assisted by assistant manager (legal). The chief general manager (operation) is responsible for the traffic and operation of regional, sub-regional and depot management. In this work he is assisted by chief manager (operation), chief manager (passenger facility), chief manager (M.I.S.), chief manager (personnel), chief manager (miscellaneous), secretary corporation and secretary competent tribunal. The chief manager (technical) is responsible for the management of engineering branch and also for purchases of vehicles. In this work, he is assisted by the chief manager (M.M.T.), chief manager (Technical) and Dy. Chief Mechanical Engineer. Finance controller is responsible of the work related to budget, finance, accounts and audit etc. In this work, he is assisted by deputy chief accounts officer (Audit) and deputy chief accounts officer (commercial). There are several Accounts officers and finance officers are appointed to assist these officers. Superintending Engineer is responsible for the construction of offices, depots and other workshop. In this work, he is assisted by executive engineer. The secretary is responsible for the secretariat work like meetings, preparation of agendas and other works.

21 The assistant manager (stores) is responsible for the purchases of spare parts, tiers, tubes and other materials. He is also responsible for distribution of these materials and inventory control. The chief manager (personnel) is responsible for recruitment, training, promotion, management development etc. The following are the major departments each headed by a respective departmental head - Administrative Department This department is responsible for administration and headed by chief general manager (administration). Finance and Accounts Department This department is responsible for management of finance and ensure to proper accounting. This department is headed by finance controller and he is conscious keeper to the management. M.I.S. This department is responsible for keeping and providing all the necessary data regarding the working of the U.P.S.R.T.C. Industrial relation and Labour welfare department This department have a watch on the various welfare activities and industrial relations required by employees of the U.P.S.R.T.C. This department ensure the cleanliness in working place and other basic amenities considered useful at the time of working. Engineering department This department is responsible for the mechanical work. It inspect every bus from time to time if he find any defect in any bus he makes an arrangement for rectification of concerned bus so that bus could work properly. If we study the structure of head office of the U.P.S.R.T.C. we find that the overall structure of U.P.S.R.T.C. satisfactorily decentralized. Organizational structure of corporation

22 The corporation has divided the state into four zones as northern, central, eastern and western. One deputy general manager is appointed in each zone. Zonal deputy general manager is the overall in charge of the zone. In this work, he is assisted by regional managers and assistant regional managers. The corporation has divided the four zones into 21 regions. The power for the day to day management of the operations in a region is vested with the regional manager, who is assisted by assistant regional managers. There are 107 depos in the state. The work of depo is looked after by assistant regional managers, depo managers and the regional workshop by the senior foreman. A regional accounts officer at regional headquarters is appointed to see overall accounting and financial management of region There is a store purchase committee at regional level.

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25 Table 4.9 Organisational Structure of Corporation 1. Head Office of Transport Corporation, Lucknow. 2. Regions and Depo S.No. Region No. of Depos 1. Agara 8 2. Gaziabad 7 3. Meerut 4 4. Saharanpur 4 5. Aligarh 7 6. Muradabad 5 7. Barielly 4 8. Hardoi 5 9. Itava Kanpur Lucknow Jhansi Faizabad Devipatan Chitrakoot Allahabad Azamgarh Gorakhpur Varanasi Noida Lucknow Mahanagar Parivahan Seva 2 21 Regions 107 Depos 3. Car Section, Lucknow 4. Central Workshop, Ravatpur and Dr. Ram Manohar Lohia Work Shop, Kanpur 5. Training Institute, Kanpur.

26 6. Type Retriding Plant - Agara, Gaziabad, Saharanpur, Barielly, Kanpur, Lucknow, Allahabad and Gorakhpur. Source - Annual Report and (April - September) p. 5. The overall organization of U.P.S.R.T.C. appears to be sound, however it still needs more strength. Unless and until it organization is brought on more sound footing, it would have its adverse effect of the efficient and effective functioning of the corporation. U.P. being a vast state, it appears that the present set up of the corporation is not able to cope up with the organisational problems, proper study of its organisational structure keeping in mind. The vastarea of operational problems connected with its organisational and probability of getting it more decentralized is quite essential. On the basis of such comprehensive study alone, necessary changes should be made with in built flexibility in its organization. City Bus Services In the beginning of the city bus services were started which continued till year As per the decision taken later on the private agencies were allowed to operate this service. Slowly - slowly, the number of buses went on becoming less and because of high density of population, their operation remained limited only to certain routes. As a result of this, common people started facing routine difficulties daily like overloading, unauthorized stay in side the bus and more time in travel etc. Keeping in view the above difficulties and from the point of view of providing a convenient systematic pollution free city bus services, Government and Transport Corporation decided again develop city and subcity transport system in big cities, Consequently, first city bus services were again started in Lucknow Mahanagar on 4th October, At present, sub city bus services are being conducted (Operated) in Allahabad, Kanpur Agara and Varanasi and both city and sub city bus services in Lucknow Mahanagar and Noida. It is expected that there is

27 a possibility that the common people will be benefited by utilizing these convenient and qualitative operations, instead of their personal means of travel which would reduce contraction and pollution automatically. The characteristics of these services are as follows. 1. The passenger's shelters have been developed at the important places of different routes. 2. Sufficient number of buses are being operated on each routes as per the need. 3. Stay at designnated stop, waiting time not more then 15 minutes on every route. 4. Special attention for productivity, fast services and time - saving, no overloading. 5. Daily, weekly and monthly Special concession pass facility to student, employees/adults/children and senior citizens etc. 6. Arrangement for chartered buses as per the demand of the people. 7. All buses as per the standard of EURO - II. 8. In view of convenience of passenger, ultra - modern and comfortable low - floor buses are also being operated. Jawaharlal Nehru National Urban Renewal mission scheme Under Jawaharlal Nehru National Urban renewal mission scheme, the proposal for 1310 buses has been accepted by Government of India, The details of which according to city and category has been given below in the table - Number of Buses Floor height Total 400 A.C. 400 Non Mini (m.m.) A.C. C.N.G. Agra Lucknow Kanpur

28 Diesel Varanasi Allahabad Meerut Mathura Total Source - Annual Report and (April - September) p. 24. Under the above scheme S.P.V. has been constituted jointly among city corporation, development authority and transport corporation. S.P.V. has been constituted by government. The total cost of this project is Rs crores of which Rs crores has been released by the government as contribution of central/state government. Under this programme, S.P.V. is running buses in big cities like Agra, Lucknow, Kanpur, Varanasi, Allahabad, Meerut and Mathura. It has been assumed in D.P.R. that there will be increase in fair by 05 percent in every two years. For accounting the buses operated under J.N.U.R.M. scheme, the general accounting process has been adopted under which necessary booking is done for using the assets and resources of the corporation. It would be suitable at the level of the government to generate a revolving fund for loss and active capital. Some arrangement should be done for the replacement of buses for completing their full term. This would be possible by revolving fund.