Second Road User Satisfaction Survey In Karnataka

Transcription

1 Second Road User Satisfaction Survey In Karnataka Main Study Report (Final) Client : Karnataka State Highway Improvement Project (KSHIP), PWD, Government of Karnataka JN : Date : May 8, 2004

2 CONTENTS LIST OF TABLES...4 LIST OF FIGURES...5 ACKNOWLEDGEMENT...6 STUDY TEAM...7 ABBREVIATIONS/ACRONYMS...8 SUMMARY...10 CHAPTER 1 INTRODUCTION Background Objectives Of The RUSS Tasks Coverage Pilot Study And Main Survey Sampling Design Field Operations Analysis This Report...23 CHAPTER 2 PROFILE OF THE RESPONDENTS Age Distribution Education Ownership Of Durables And Vehicles Exposure To Mass Media Driving...33 CHAPTER 3 TRAVEL DETAILS Types Of Highways/Roads Aware Of Types Of Highways/Roads Used In The Last One Year Utilisation Of Roadside Amenities Medical Relief/Trauma Care Facilities Usefulness Of Roadside Signs Experience Of Unsafety...52 CHAPTER 4 SATISFACTION Irritating Factors Extent Of Satisfaction

3 CHAPTER 5 DEPARTMENT/ROAD DEVELOPMENT SCHEMES Awareness Of Department Responsible For Maintenance Of Roads Rating Of Performance Of PWD Changes Noticed In The Performance Of PWD Road Maintenance / Improvement Schemes Importance Given To Road Sector Privatisation Of Road Construction And Maintenance Work...90 CHAPTER 6 CONCLUSIONS AND SUGGESTIONS Conclusions Suggestions...94 ANNEXURE 1 ACHIEVED SAMPLE SIZE BY DISTRICT AND TARGET GROUP...96 ANNEXURE 2 LIST OF TOWNS COVERED (Qualitative Study)...98 ANNEXURE 3 LIST OF VILLAGES/URBAN AREAS COVERED (Quantitative Study) ANNEXURE 4 MAPS ANNEXURE 5 ISO CERTIFICATE

4 LIST OF TABLES Table No. Title Page No. 1.4a Coverage for Pilot Survey by Research Technique and Target Group b Coverage for Main Survey by Research Technique and Target Group c Standard Error a Percentage Distribution of Road Users by Age a Percentage Distribution of Users by Educational Level a Percentage Distribution of Users by Ownership of Durables and Vehicles a Percentage Distribution of Users by Exposure to Newspaper and Magazine b Percentage Distribution of Users by Exposure to Radio and TV a Percentage Distribution of Drivers by Duration of Driving in a Day b Percentage Distribution of Drivers by Number of Breaks in the Journey/Drive c Percentage Distribution of Drivers by Availability of Two Drivers and in the Night a Percentage Distribution of Users by Awareness of Types of Highways / Roads a Percentage Distribution of Users by Types of Highways/Roads Used 38 (last 1 year) 3.3a Percentage Distribution of Users by Utilisation of Roadside Amenities / Facilities a Percentage Distribution of Users by Perception Regarding Availability of Medical 46 Relief Facilities 3.5a Percentage Distribution of Users by Perceptions Regarding Extent of Usefulness of Roadside Signs a Percentage Distribution of Users by Extent of Unsafety Felt by Them During Most 52 Recent Trip / Travel 3.6b Percentage Distribution of Users by Perceived Reasons for Feeling Unsafe a Percentage Distribution of Road Users by Irritating Factors Mentioned a Percentage Distribution of Users by Extent of Over all Satisfaction b Mean Score of Satisfaction by Attribute and Target Group c Mean Satisfaction Score for Attributes a Percentage Distribution of Users by Awareness of Department Responsible for 79 Maintenance of Roads 5.2a Percentage Distribution of Users by Rating of Performance of PWD a Percentage Distribution of User by Kind of Changes Noticed in PWD s Performance a Percentage Distribution of Users by Road Maintenance/Development Schemes Aware of 87 4

5 LIST OF FIGURES Fig. No. Title Page No. 2.2a Percentage Distribution of Respondents by Education a Percentage of Road Users Exposed to Newspaper, Magazine, Radio and TV a Extent of Awareness and Use of NH, SH and MDR a Extent of Utilisation of Roadside Amenities (%) a Percentage of Users Reporting Availability of Medical Relief Facilities a Perceptions of Users Regarding Usefulness of Roadside Signs a Extent of Unsafety Felt by Users b Major Reasons for Feeling Unsafe a Percentage of Distribution of Users by Extent of Satisfaction a Percentage Distribution of Users by Rating of PWD s Performance a Percentage of Users Reported to Have Noticed Changes in PWD s 83 Performance 5.4a Percentage of Users Aware of Road Maintenance/Development Schemes 88 5

6 ACKNOWLEDGEMENT We wish to express our sincere gratitude to the KSHIP, PWD, Government of Karnataka for giving us the opportunity to carry out the Second Road User Satisfaction Survey in Karnataka. In particular, we wish to thank Mr K L Negi, IAS, Principal Secretary, PWD, Mr I S N Prasad, IAS, Chief Project Officer, Mr T Sukumar, Project Director, Mr. G C Tallur, Advisor, IDS Cell, Mr. R R Jannu, KAS, Dy Secretary (Finance) and others for their support and guidance at every stage of the study. We are also grateful to Mr PiersVickers and Mr Alok Bansal of the World Bank for their immensely useful suggestions on the draft report. We are indebted to all the respondents who participated in the survey more than willingly, spared their valuable time and provided immensely useful information. Dr U V Somayajulu Research Director Project Coordinator 6

7 STUDY TEAM Mr. Tilak Mukherji Dr. U V Somayajulu Ms. H V Sridevi Dr. A Prakash Rao Mr. M Varadaraj Mr. Jagadish Mr. Yogesh Mr. Girish Mr. Shyam Mr. T Srinivas Mr. PVBSN Murty Mr. Ganesh Reddy Mr. Siva Prasad Mr. Shivanna Mr. KR Harikrishna Mr. B M Manjunath Mr. Mahesh Kulkarni Mr. Nanje Gowda Mr. J Deepak Project Director Project Coordinator Researcher Researcher Field Manager Field Executive Analysis Manager Analysis Executive Analysis Manager Secretary Consultant Consultant Field Supervisor Field Supervisor Field Supervisor Field Supervisor Field Supervisor Field Supervisor Field Supervisor 7

8 ABBREVIATIONS/ACRONYMS Acad. = Academician AD = Auto Driver ADA = Auto Drivers Association BSNL = Bharat Sanchar Nigam Limited CCA = Civil Contractors Association CO/U = Car Owner/User COA = Car Owner s Association COC = Chamber of Commerce DA = Drivers Association EPS = Emergency Police Service ESR = Emergency Service Representative F/AP = Farmer/Agricultural Producer FGD = Focus Group Discussion FS = Fire Service GOI = Government of India GOK = Government of Karnataka HH = Household IDI = In Depth Interview IIR = Insurance Industry Representative IMA = Indian Medical Association Jou. = Journalist KPTCL = Karnataka Power Transmission Corporation Ltd. KSHIP = Karnataka State Highways Improvement Project KSRTC = Karnataka State Road Transport Corporation KSRTC-D = KSRTC Driver LADA = Local Area Development Authority Man. = Manufacturer MB = Municipal Bodies MC = Municipal Council MDR = Major District Road MDS = Motor Driving School 8

9 NABARD = National Bank for Agriculture and Rural Development NGO = Non Governmental Organisation NH = National Highway NHA = National Highway Authority PBD = Private Bus Driver PBE = Professional Body of Engineers PBO = Private Bus Operator PCO = Public Call Office PMGSY = Prime Minister s Gram Sadak Yojana PWD = Public Works Department RUSS = Road User Satisfaction Survey RW = Repair Workshop SH = State Highway SHM = State Highway Maintenance SHMS = State Highway Maintenance Scheme SS = Service Station STD = Subscriber Trunk Dial TA = Taxi Association TD = Truck Driver T/HC-D = Taxi/Hired Car Driver TO = Truck Operator TOA = Truck Owner s Association TWO/U = Two Wheeler Owner/User VM = Vehicle Manufacturer VP = Vice President WB = World Bank ZP = Zilla Panchayat ZPP = Zilla Panchayat President ZPVP = Zilla Panchayat Vice President 9

10 SUMMARY The Second Road User Satisfaction Survey in Karnataka commissioned by the Karnataka State Highway Improvement Project (KSHIP), PWD, Government of Karnataka and carried out by TNS Mode covered all types of road users (23 groups of respondents) selected across 216 villages, 8 urban areas and 59 towns from 27 districts of the state. The study involved 6484 structured interviews, 650 in depth interviews and 25 FGDs National Highways (NH) and State Highways (SH) are better than Major District Roads (MDR) in terms of availability of roadside amenities, medical relief facilities and roadside signs Percentage of Users Reporting Availability of Amenities/Medical Relief/Signs Roadside Amenities Medical Relief Roadside Signs NH SH MDR Base : 4897, 5276, 3319 Availability of roadside signs is better, compared to that of medical relief facilities and roadside amenities 10

11 Percentage of Users Reported to Have Felt Unsafe The feeling of unsafety while using the road is highest in case of MDR, followed by SH NH SH MDR Base : 4897, 5276, 3319 Volume of traffic, over speed traffic, over taking and heavy goods vehicles are the major reasons for feeling unsafe on the NH, while bad road condition, poor road geometrics and absence of road side signs contribute to the feeling of unsafety in case of SH and MDR Extent of Satisfaction Extent of satisfaction is highest among the NH users (98%) and lowest among the MDR users (28%). In case of SH, about one third (35%) of the users reported to be not satisfied or not at all satisfied Not at all/not satisfied Some what satisfied Satisfied/Very satisfied NH SH MDR Base : 4897, 5276,

12 Rating of PWD s Performance One third of the users (32%) rated the performance of PWD as satisfactory, while less than one tenth (7%) rated the performance as good or very good Very bad 24% Very good 1% Good 6% Satisfactory 32% Bad 37% Base : 5252 Awareness of Road Improvement Schemes Awareness of NABARD scheme and Prime Minister s Gram Sadak Yojana is higher, compared to other road development schemes. One fifth of the users reported awareness of Golden Quadrilateral Project. More than one fourth of the users know none of these schemes Golden Quad. SHMS WB Aided KSHIP PMGSY NABARD Don't know any Base : 6484 Suggestions The suggestions put forth by the users for improving the road network in Karnataka include widening of SH/MDR, filling of potholes on NH/SH/MDR, providing roadside signs on MDR, installing signals at crossings and accident zones, and widening of bridges. Training the drivers and educating the public about road safety through publicity campaign, controlling driving under the influence of alcohol and driving without proper license are the safety measures suggested by the users to prevent accidents. 12

13 CHAPTER 1 INTRODUCTION 13

14 1.1 BACKGROUND Road transport is the dominant transport mode in the State of Karnataka. The total length of the road network in the State is about 134,000 kms, of which about 42,000 kms are under the responsibility of the Karnataka Public Works Department (PWD). About 66% of the total network is surface treated. Zilla Panchayat, Irrigation and Forest Departments manage the rest of the total network. Some additional 9,000 kms of urban roads are managed by Municipal Governments. The road sector suffers from a number of problems including the ones listed below: Insufficient investment in the primary network given the rapidly growing demand for road transport Inadequate and sub optimal allocation of resources for road maintenance Limited private sector participation in development of the sector Institutional constraints of the key road agency, the Public Works Department (PWD) and PWD s lack of customer focus as well as absence of road user and broader citizen involvement in sector management The road network is one of the most valuable assets in the state of Karnataka, facilitating the movement of many thousands of tonnes of freight and helping millions of people to access workplaces and services every day. The network has very significant positive impact on society through stimulating growth, generating employment and helping to integrate the State, as well as some negative impacts by way of death and injury on the roads, environmental damage and social costs in terms of community severance or destruction of cultural property. Moreover, given the large sums of public funds going to the sector plus the collection of road-related tax and charges, all citizens have an interest as taxpayers in the working of the road network. Yet despite these significant direct impacts on the public, the level of effective dialogue between Government departments responsible for roads and the road users has traditionally been very limited and informal. 14

15 The PWD is responsible for the planning, design, construction and maintenance of SHs and MDRs, bridges and buildings, as well as the construction and maintenance of NHs on behalf of the Government of India (GoI). To manage and maintain the road network effectively and to meet the transport demands of a modernising economy, the PWD needs to improve its efficiency and develop a structure and incentive system that motivates its staff. To date, the performance of PWD has been measured largely in terms of expenditure progress instead of benefits to road users. Road planning needs updating and in particular requires the systematic collection and analysis of data from the field. The Government of Karnataka (GOK) has articulated its strategy for enhancing sector performance through publication by Government Orders of an Infrastructure Policy (1997) and the Policy on Road Development (1998). The Infrastructure Policy reiterates GOK s commitment to: Ensuring infrastructure expansion to meet growing demands, Welcoming and stimulating private investment and participation in infrastructure Adopting an integrated approach to infrastructure development Allocating adequate Government resources to infrastructure development and maintenance In addition to these policy documents, a Task Force on roads was constituted in 1999 by the Government of Karnataka to identify constraints that restrict sector performance and to recommend solutions. It made a number of recommendations in 2000 including: Significant increase in funding largely through the creation of a dedicated non lapsable road fund which would levy a new cess on fuels, oils, auto spares and tyres and Creation and statutory empowerment of a road fund board, with 50% or more of its members coming from the private sector and an independent chairperson, to manage the fund and be accountable for its use Karnataka State Highway Authority; an advisory committee has been constituted and a Road Users Board has also been constituted. Under its Economic Restructuring Programme, the GOK is undertaking a comprehensive set of actions to improve fiscal performance and public service delivery. Some pilot actions have already been taken to improve the delivery of services with a large public interface-such as maternity wards, transport, stamps and registration, including: 15

16 User surveys or consultations to identify problems and benchmark progress Improvement in business process/computerisation Grievance redressal mechanisms Stability of tenure for those involved in restructuring, and Publication of Citizen Charters A number of road agencies internationally are now placing more emphasis on meeting road user expectations and accordingly are trying to measure customer satisfaction over time. The PWD wish to pursue a similar approach. Hence, as part of a number of activities designed to enhance service delivery, the PWD proposed carrying out surveys of customer satisfaction in three stages between 2002 to First survey was conducted during 2002 and the report was submitted in November The PWD intended to take up the Second Road User Satisfaction Survey and TNS Mode has been contracted to carry out the Second Road User Satisfaction. The survey will be run once again prior to the end of CY 2006 to monitor progress made during the tenure of KSHIP. 1.2 OBJECTIVES OF THE RUSS The prime purpose of the Second Road User Satisfaction Survey (RUSS-2) is to help the senior management in improving road transport outcomes in Karnataka by giving them an insight into the issues and concerns raised by road users of the network and thereby influencing future strategic and operational decisions. The specific objectives of the RUSS-2 are : To elicit views on public perceptions of current sector outcomes, PWD performance and Government s policies related to road sector To document the views in a comprehensible format suitable for comparison over time To present findings of the Survey to the senior decision makers in Govt. of Karnataka and the identified public bodies and organisations To present the findings of the Survey in the media To make a comparative assessment of the Results of the First Road User Satisfaction Survey and the Second Road User Satisfaction Survey To suggest ways for enhancing the road user satisfaction levels 16

17 1.3 TASKS The specific tasks carried out as part of the study, as per the terms and conditions specified in the contract are as follows: Task 1 Task 2 Task 3 Task 4 : Planning and piloting : Administering the Main Survey and Data Management : Presentation of Findings : Comparison and Assessment 17

18 1.4 COVERAGE PILOT STUDY AND MAIN SURVEY The coverage details for the pilot survey and main survey are furnished in Table 1.4a and 1.4b respectively in terms of type of segment, research technique and the sample size for each of the road user groups covered. Table 1.4a Coverage for Pilot Survey by Research Technique and Target Group Sl. No. Target Group Research Technique Coverage 1. Truck, Tanker operator/driver Structured Interview Bus Service operator/drivers Pvt. Structured Interview Bus drivers KSRTC Structured Interview Auto, Taxi, Hired Car operators/drivers Structured Interview IDI Households living adjacent to main road Structured Interview Pvt. Car owner association IDI Farmers/Agriculture Commodity Producers Structured Interview IDI Chamber of Commerce/Trader/Manufacturer IDI Freight forwarding shipping agents IDI Insurance Industry Representatives IDI Emergency Services Representatives IDI Vehicle, bicycle manufacturer and repair workshop Structured Interview IDI Ambulance Provider/drivers IDI NGOs involved in Social Environmental IDI 5 issues related to roads and vulnerable groups 15. Academics IDI Journalist/Media Representatives IDI Pedestrians IDI Cyclists IDI 5 19 Retired Chief Engineer (PWD) IDI 2 20 Civil contractor IDI 3 21 Traffic Police IDI 3 In view of the qualitative nature of the study, the proposed coverage would suffice to help in fine-tuning the research instruments as well as the methodology. The respondents were selected by ensuring spread across the state of Karnataka. 18

19 Table 1.4b Coverage for Main Survey by Research Technique and Target Group Sl. No. Target Group Research Technique Achieved 1. Truck/tanker driver Structured interview Private Bus Driver Structured interview KSRTC Driver Structured interview Taxi/hired car driver Structured interview Auto driver Structured interview Car owner/user Structured interview Two wheeler owner/user Structured interview Household Structured interview Farmer/agricultural producer Structured interview 1626 Total Truck, tanker operator In depth interview Inter urban (private) bus operator In depth interview Taxi, hired car operator In depth interview Private car owner association In depth interview Chambers of Commerce In depth interview Industrial manufacturers and traders In depth interview Freight forwarding/shipping agents In depth interview Insurance Industry Representatives In depth interview Vehicle including bicycle, manufacturers and In depth interview 50 repair workshop representatives 17. NGOs In depth interview Academicians In depth interview Journalists/media representatives In depth interview Professional bodies of engineers (eg. Institution In depth interview 10 of engineers) 21. Motor driving schools approved by Govt. In depth interview Civil Engineering Contractors Association In depth interview Panchayat bodies GP, TP, ZP In depth interview Local bodies Municipalities and Municipal In depth interview 20 Corporation 25. Local Area Development Authorities In depth interview Indian Medical Association branches In depth interview 20 Total Truck/Tanker Operator/Driver Focus Group 5 Discussion 28. Pvt. Bus Operator/Driver Focus Group 5 Discussion 29. KSRTC Driver Focus Group 5 Discussion 30. Auto/Taxi/Hired Car Operator/Driver Focus Group 5 Discussion 31. Household Focus Group 5 Discussion Total 25 19

20 Confidence Interval The statistical validation of the estimates obtained through the Survey can be understood in terms of Standard Error Values given in Table 1.4c. Table 1.4c Standard Error P If the Study yields an estimate of 30% with a sample size of 700, the actual value would lie between 27.1 and SAMPLING DESIGN The sampling design used to select the respondents for the Main (Quantitative) Survey is briefly explained below: The different target groups covered as well as the final sample size for each of these groups was decided in consultation with KSHIP through discussions, and feedback on the inception report and subsequent presentations to the Senior Officials of PWD/KSHIP. Step 1 Step 2 Step 3 : Selection of Districts All the 27 districts of the State were covered in accordance with the decision taken at the time of the baseline survey in consultation with KSHIP : Allocation of Sample Size Across Districts The total sample size for each of the target group is proportionately distributed across the 27 districts on the basis of population : Selection of Villages Across the 27 districts, 216 villages were selected using systematic random sampling (at the rate of 8 villages per district from different taluks) for the household and farmer interviews. Of the total number of villages selected, 40% were close to NH, 40% were close to SH and 20% were close to MDR. In addition, 16 urban areas were covered for the household interviews 20

21 Step 4 : Selection of Respondents Households In each of the selected villages, 8 non agricultural households were selected using left hand rule of field movement for the household interviews Farmers In each of the selected villages, 7 agricultural households were selected using right hand rule of field movement for the farmer interviews. For Truck/Tanker Drivers Step 1 Step 2 Step 3 Step 4 : Distribution of Sample Size The total sample size was distributed to the three main types of roads, viz., NH, SH and MDRs in the proportion of 40%, 40% and 20% respectively, as suggested by World Bank/KSHIP, in view of the higher volume of traffic in the former highways at the time of the baseline survey : Selection of NH, SH and MDR Specific roads on NH, SH and MDR were selected randomly covering the entire road length of the state. Different NH, SH and MDR in each of the district covered were selected randomly : Selection of Halting Points On each of the type of highway/roads selected, a few halting points such as dhaba, petrol filling station, etc. were selected randomly : Selection of Respondents At each halting point selected, 10 respondents were randomly selected for the interviews. The interviews were done at the selected halting points. For Private Bus Operators/Drivers The sample size was equally distributed across the 59 towns covered with the selection being done randomly ensuring adequate representation to the different types of roads viz., NH, SH and MDR. 21

22 KSRTC Drivers The total sample size was equally distributed across the 27 district KSRTC Depots and within the district depot, the sample size was proportionately distributed among the drivers who travel on NH, SH and MDR (40%, 40% and 20% respectively). Auto, Taxi, Hired Car Operators/Drivers The total sample size was equally distributed across the 27 districts covered and within the district, the sample size was proportionately distributed among the drivers who travel on NH, SH and MDR (40%, 40% and 20% respectively). Private Car Owners/Users, Two wheeler Owners/Users The sample size was equally distributed across the towns covered with the selection being done randomly ensuring adequate representation to the different types of highways/roads viz. NH, SH and MDR. Qualitative Study Selection of the respondents for the qualitative in depth interviews and FGDs was done randomly in the 27 districts covered. 1.6 FIELD OPERATIONS All the field interviewers and supervisors were trained at Bangalore during December 22-23, The methods used to impart training include lectures by experts, group discussion, explanation of questionnaires, demonstration interviews, mock interviews and field practice interviews. KSHIP officials (Mr Tallur, Advisor, IDS Cell) were invited as resource persons and the field team members got an opportunity to interact with the KSHIP officials and get a better understanding of the KSHIP and related aspects. The filed work was carried out by 8 teams during 26 th December 2003 and 27 th January The survey period was decided in accordance with the Terms of Reference and the suggestions given by the KSHIP/PWD Officials. The field operations were carried out as per the ISO 9002 norms/field practice standards. Senior Research and field personnel from TNS MODE visited the field to monitor the quality of the data elicited. 22

23 1.7 ANALYSIS All the filled in questionnaires were sent to the head quarters after field editing for office editing and post coding work. The data entry and data processing of the quantitative data were carried out with the help of tailor made programs. The analysis was carried out by the type of road (NH, SH and MDR) and target group. 1.8 THIS REPORT This report with the findings of the Second Road User Satisfaction Survey, has 6 chapters including this chapter. Chapter 2 gives the profile of the road users interviewed in terms of Socio-economic and demographic characteristics. The 3 rd chapter gives the results on travel related details and experience, while the 4 th chapter gives perceptions of the road users in terms of irritating factors and satisfaction levels. In the 5 th chapter, awareness of different road development schemes and rating of PWD s performance are discussed. The 6 th chapter gives the conclusions of the Survey and suggestions for further improvement of the road network in the state of Karnataka. 23

24 CHAPTER 2 PROFILE OF THE RESPONDENTS 24

25 This chapter gives the Socio-economic and demographic profile of the different road users interviewed in the Main Survey. 2.1 AGE DISTRIBUTION Table 2.1a gives the age distribution of the respondents interviewed in the quantitative survey. Table 2.1a Percentage Distribution of Road Users by Age Age (Years) TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD <21 * - * Mean Total N The road users interviewed are of all the ages with the mean age varying between 30 and 41 years Majority of the respondents (67%) belong to the age group of years More than one tenth each of the Truck drivers, private bus drivers, taxi/hired car drivers, and two wheeler owners/users one fifth of car owners/users and more than one fourth of the KSRTC drivers belong to 45+ age group Proportion of respondents who are below 21 years of age ranged from 1% to 3% 25

26 2.2 EDUCATION Table2.2a gives the analysis of the data on the educational status of the respondents interviewed in the main quantitative survey. Table 2.2a Percentage Distribution of Users by Educational Level Educational TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All level TCD Illiterate Literate but no schooling Class I-V Class VI-IX Class X Pre university / Diploma Graduate and above Total N Less than one tenth of the road users interviewed in the survey (7%) are illiterates, while about half of the respondents completed at least Class X More than one tenth of truck drivers (13%), 9% of private bus drivers, 6% of taxi/hired car drivers and 7% of auto drivers were illiterates or literates without formal schooling in spite of the Governments policy of not issuing driving licenses to illiterates. (These respondents are aged and might have obtained driving license long back or some of them might not be having a driving license) 26

27 Figure 2.2a gives the Educational status of the respondents of the quantitative survey. Fig. 2.2a Percentage Distribution of Respondents by Education Grad. & above 7% Illiterate 7% Lit. but no schooling 2% Pre University 14% ClassI I-V 11% Class X 24% Classl VI-IX 35% Base :

28 2.3 OWNERSHIP OF DURABLES AND VEHICLES Ownership of consumer durables two wheelers and tractors is often used as a surrogate indicator of the Socio-economic status of the people. Table 2.3a gives the analysis of this data. Table 2.3a Percentage Distribution of Users by Ownership of Durables and Vehicles Durables owned TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD Radio Black & White TV Colour TV Any TV Tape recorder Bicycle None Vehicles Two wheeler Auto Car Tractor Total N Note: Total exceeds 100 due to multiple response Most of the respondents reported ownership of one or the other durables Ownership of Radio was reported by more than half of the respondents, while about three fourth reported ownership of TV (either black and white or colour TV) Majority of the car owners/users (93%) and two-wheeler owners/users (97%) reported ownership of car and two-wheeler respectively. Rest of the respondents were using the car/two wheeler owned by friend or colleague or relative 28

29 2.4 EXPOSURE TO MASS MEDIA Table 2.4a and Table 2.4b give the extent of exposure the different types of Road Users interviewed in the quantitative survey have to Newspaper and Magazine, Radio and TV respectively. This information helps us in deciding about the channel of communication to be used to reach the different types of road users. Table 2.4a Percentage Distribution of Users by Exposure to Newspaper and Magazine News Paper/Magazine Never Rarely Sometimes Mostly Daily Total N TD Reading a Newspaper Reading a Magazine PBD Reading a Newspaper Reading a Magazine KSRTCD Reading a Newspaper Reading a Magazine T/HCD Reading a Newspaper Reading a Magazine AD Reading a Newspaper Reading a Magazine CO/U Reading a Newspaper Reading a Magazine TWO/U Reading a Newspaper Reading a Magazine HH Reading a Newspaper Reading a Magazine F/AP Reading a Newspaper Reading a Magazine All Reading a Newspaper Reading a Magazine

30 Half of the road users reported to have read a magazine at least once, in the one month before the survey while four fifth reported so in case of newspaper, indicating higher level of exposure to newspaper Extent of exposure to newspaper is low among truck drivers, private bus drivers, auto drivers and farmers, compared to other groups of road users 30

31 Table 2.4b Percentage Distribution of Users by Exposure to Radio and TV Radio/TV Never Rarely Sometimes Mostly Daily Total N TD Listening to Radio Watching TV PBD Listening to Radio Watching TV KSRTCD Listening to Radio Watching TV T/HCD Listening to Radio Watching TV AD Listening to Radio Watching TV CO/U Listening to Radio Watching TV TWO/U Listening to Radio Watching TV HH Listening to Radio Watching TV F/AP Listening to Radio Watching TV All Listening to Radio Watching TV Four fifth of the road users (80%) are exposed to Radio, while 95% reported exposure to TV Extent of exposure to TV is low among private bus drivers, truck drivers, households and farmers, compared to the other groups 31

32 Extent of Exposure to Newspaper, Magazine, Radio and TV Figure 2.4a gives the extent of exposure the road users have to Newspaper, Magazine, Radio and TV. Fig. 2.4a Percentage of Road Users Exposed to Newspaper, Magazine, Radio and TV Newspaper 82 Magazine 52 Radio 80 TV Base : 6484 Four fifth each of the users are exposed to news paper and radio, while half are exposed to magazine Most of the users (95%) are exposed to Television 32

33 2.5 DRIVING All the truck drivers, private bus drivers, KSRTC drivers and taxi or hired car drivers interviewed in the study were asked a few questions pertaining to their driving so as to get an understanding of their journey details. Analysis of the data pertaining to duration of driving in a day is presented in Table 2.5a. Table 2.5a Percentage Distribution of Drivers by Duration of Driving in a Day Duration (in a day) TD PBD KSRTC-D T/HC-D All <5 hours hours hours hours hours Mean (hours) Total N On an average, the drivers drive for 11 hours in a day Proportion of drivers driving for long hours (over 15 hours) is highest among the Truck drivers (11%) and lowest among KSRTC drivers (3%)and taxi/hired car drivers (3%) Thus, driving for long hours which may have a bearing on safety is more common among the drivers, particularly the Truck drivers and Private Bus Drivers 33

34 Frequency of Breaks in the Journey/Drive All the truck drivers, private bus drivers, KSRTC drivers and taxi /hired car drivers interviewed in the study were asked about the number of times they break their driving/journey. Table 2.5b gives the results. Table 2.5b Percentage Distribution of Drivers by Number of Breaks in the Journey/Drive No. of breaks in TD PBD KSRTC-D T/HC-D All the journey Mean Total N On an average, the drivers break 2.6 times during their journey More than one tenth of the Truck, Taxi/Hired Car and KSRTC drivers break the journey/drive once, while one fifth of the private bus drivers do so 34

35 Number of Drivers and Duration of Rest in the Night All the truck drivers, private bus drivers and KSRTC drivers were asked about availability of two drivers for night travel and duration for which they rest in the night. Analysis of this data is presented in Table 2.5c. Table 2.5c Percentage Distribution of Drivers by Availability of Two Drivers and in the Night TD PBD KSRTC-D All Two Drivers Available Not available Total N Duration of Rest (Hours) Do not drive at all Mean Total N Only about one tenth of the drivers reported about having two drivers during the night travel On an average, the drivers rest for only 2.2 hours during their night travel More than half of the drivers interviewed (57%) reported to be taking rest for only 2-3 hours during their night travel Driving at night leads to accidents in the absence of second driver, less rest hours etc. 35

36 CHAPTER 3 TRAVEL DETAILS 36

37 This chapter gives the findings on travel related issues such as the different highways/roads used, amenities/facilities utilised, roadside signs, feeling of unsafety and problems faced during the most recent trip. 3.1 TYPES OF HIGHWAYS/ROADS AWARE OF All the respondents of the quantitative study were asked about the different types of highways/roads they are aware of. Table 3.1a gives the results. Table 3.1a Percentage Distribution of Users by Awareness of Types of Highways / Roads Type of Road TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD NH SH MDR Total N Note: Total exceeds 100 due to multiple response Almost all the users are aware of NH (95%) and SH (94%) Three fourth of the respondents (75%) reported awareness of MDRs The awareness of nomenclature of MDRs is low among the respondents 37

38 3.2 TYPES OF HIGHWAYS/ROADS USED IN THE LAST ONE YEAR All the respondents of the quantitative study were asked about the different types of highways/roads used by them in the last one year. Table 3.2a Percentage Distribution of Users by Types of Highways/Roads Used (last 1 year) Type of TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All Highway / Road TCD NH SH MDR Total N Note: Total exceeds 100 due to multiple response Three fourth and four fifth of the respondents reported to have used NH and SH respectively in the last one year before the survey Half of the respondents reported use of MDR 38

39 Awareness and Use of Types of Highways/Roads Figure 3.2a gives the extent of awareness and use (in the 1 year before the survey) of different types of highways/roads across the different groups of road users interviewed. Fig. 3.2a Extent of Awareness and Use of NH, SH and MDR MDR SH NH % aware % used Base :

40 3.3 UTILISATION OF ROADSIDE AMENITIES All the respondents of the quantitative study who reported to have used a type of highway or road were asked about the different roadside amenities/facilities utilised by them during the most recent trip. Analysis of the responses is presented in Table 3.3a. Table 3.3a Percentage Distribution of Users by Utilisation of Roadside Amenities / Facilities Facility / Amenity TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD NH Tea/Coffee Food Toilets PCO Re fuelling Service station Not used any facility Availability of facility not noticed Total N SH Tea/Coffee Food Toilets PCO Re fuelling Service station Not used any facility Availability of facility not noticed Total N MDR Tea/Coffee Food Toilets PCO Re fuelling Service station Not used any facility Availability of facility not noticed Total N Note: Total exceeds 100 due to multiple response 40

41 One per cent of the NH users, 2% of the SH users and 6% of the MDR users reported to have not noticed availability of facilities. Thus availability of different amenities is not at all perceived as a problem in case of NH, SH and MDR The major facilities availed by the users of the NH include tea/coffee, food and toilets. One fifth and one tenth of the respondents reported to have availed PCO facility on NH and SH respectively In case of MDR, three fifth of the users did not avail any of the facilities, while about half reported to have availed tea/coffee 41

42 Utilisation of Roadside Amenities Figure 3.3a gives a summary comparative picture with regard to availability and utilisation of roadside amenities on NH, SH and MDR. Fig. 3.3a Extent of Utilisation of Roadside Amenities (%) NH SH MDR Not availed Availed Base : 4897, 5276, 3319 Three fourth of the users reported to have utilised the roadside amenities on NH while three fifth did so on SH 42

43 Qualitative Study Responses Utilisation of Roadside Amenities The perceptions of the qualitative study respondents regarding the roadside amenities are summarised below. Perception regarding amenities Amenities are available on NH and SH No amenities are available on MDR Hotels and STD PCOs are available on NH and SH Not many of the amenities are available on SH and MDR Amenities need to be improved in SH and MDR Patrolling and ambulance need to be provided on all roads Help lines should be provided for every 100 kms on all roads Acad. IMA Jou. ESR COC LADA ZP NGO AD Taxi /CD TD PBO Facilities Available Some of the responses on the facilities available on NH, SH and MDR are quoted below for a better understanding. NH Roadside amenities like Refreshments, Telephone, Drinking water, Petrol bunks, Emergency health facilities (first aid) and Police patrolling are found on NH but not at regular intervals Roadside facilities can be seen for every 100 kms on NH NH 17 and NH 48 have good drainage facility and signboards (Acad., IMA, Jou., COC, NGO, DA, ESR, COA, PBO) (TA, NGO) (PBO) Facilities are there but roadside signs should be there for every kms. Boards with emergency service numbers should there as this will be useful in case of accidents. Police chowki for every 100 kms and night time Police patrol are also necessary Petrol bunk and toilet facilities are available Petrol bunk, lodging, STD and toilet facilities are available (NGO) (Jou.) (Jou.) 43

44 SH Facilities are improving on SH also Except hotels, nothing is available, but hotels are not clean and quality is poor though expensive Only facilities like small hotels and fuel pumps are available Facilities are there but not up to the mark (Jou.) (Jou., NGO) (COC) (NGO) MDR No facilities are available on MDR (IMA, Acad., Jou., NGO, LADA, ZP, TD, TO, DA, COC, ESR) On MDR Tea, Coffee and Telephone facility are available. No other facility is available Telephone and water facility exist Roadside facilities are not available. Only Mileage stone can be seen (NGO) (Acad.) (NGO) Facilities Required All the qualitative study respondents were asked about the facilities that are required on NH/SH/MDR. The responses are quoted below: NH On NH, help lines need to be provided for every 100 kms On NH, parking place need to be provided separately for goods vehicles (like lorries) to reduce accidents Drainage facility is hardly found and the rain water stays on road itself, which reduces the life of road and creates potholes, resulting in accidents Need hospital/health for every kms with minimum medical staff and ambulance facility Trees should be planted. Hotel, water, petrol bunk, automobiles shop, patrolling, ambulance with life line facility, toilets, telephone, medical facility to attend accident victims, service stations, check post, rest houses and mobile hospitals for every 100 kms should be provided on NH (COC) (COC) (COC) (ADA) Jou.,. COC, ESR, ADA, NGO, TO, SS, Acad., PBE 44

45 Roadside facilities are there on NHs. A few dhabas are there but quality of food is not good and also we don t get variety food. Good hotels are required on these roads. Petrol bunks for every kms, toilets, telephone facility, rest rooms and medical facility should be provided (IMA) SH Water, hospital, hotel, emergency service, ambulance, service station, toilet, fuel pumps and mobile health facilities should be provided Bus stops, ambulance and repair shops are required Hospital/health facility for every kms with minimum medical staff and ambulance facility and parking facility needed Fuel pumps, neat hotels, service centres, hospitals, first aid centres and police patrolling for every kms need to be provided (ADA, Acad., ESR, TO, NGO, IMA) (COC) (ADA) (COC) MDR Service stations for every kms, hospital, mobile service centre, traffic police and space for parking needed MDRs need facilities like STD booth, hospital, check post, ambulance, water facility, mechanic shops, fuel stations, patrolling, first aid facility, trauma centres and signboards Need signboards at school zones, at crossing and also at the village entrance side (SS) (Jou., IMA, Acad.) (ESR) 45

46 3.4 MEDICAL RELIEF/TRAUMA CARE FACILITIES All the respondents of the quantitative study were asked about the medical relief/trauma care facilities available on the NH/SH/MDR. Analysis of this data is presented in Table 3.4a Table 3.4a Percentage Distribution of Users by Perception Regarding Availability of Medical Relief Facilities Medical facility TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD NH Pvt. hospital / clinic Govt. hospital None Don t know Total N SH Pvt. Hospital / clinic Govt. hospital None Don t know Total N MDR Pvt. Hospital / clinic Govt. hospital None Don t know Total N Proportion of road users perceiving about non availability of medical relief/trauma care facility ranged from 8% in case of NH to 28% in case of MDR Availability of Government hospital was reported by majority of the respondents about fourth fifth each in case of NH and SH and three fifth in case of MDR 46

47 Fig. 3.4a Percentage of Users Reporting Availability of Medical Relief Facilities MDR 69 SH 86 NH Base : 4897, 5276, 3319 Most of the users (90%) reported availability of medical relief facility of any type on NH and SH In case of MDR, about three fourth of the users reported availability of medical relief facility 47

48 3.5 USEFULNESS OF ROADSIDE SIGNS All the respondents of the quantitative study were asked about the extent of usefulness of the roadside signs on the NH and SH used by them, on a 5 point scale viz., not available, did not notice, not helpful, helpful and very helpful. Analysis of this data is presented in Table 3.5a. Table 3.5a Percentage Distribution of Users by Perceptions Regarding Extent of Usefulness of Roadside Signs TD PBD KSR TCD T/HC-D AD CO/U TWO/U HH F/AP All NH Not available Did not notice Not helpful Helpful Very helpful Total N SH Not available Did not notice Not helpful Helpful Very helpful Total N Most of the NH users (88%) felt that the roadside signs on the NH are helpful or very helpful Two third of the SH users (67%) felt that the roadside signs on the SH are helpful or very helpful, while one tenth perceived that the roadside sings are not helpful Two fifth of the NH users (42%) perceived that the roadside signs on the NH are very helpful. About one fourth (24%) perceived so in case of the SH 48

49 Figure 3.5a gives the summary picture for NH and SH in terms of perceptions with regard to usefulness of roadside signs. Fig. 3.5a Perceptions of Users Regarding Usefulness of Roadside Signs NH SH Not available Not helpful Very helpful Did not notice Helpful Base : 4897, 5276 Only 2 per cent of the NH users reported non availability of roadside signs. Thus availability of roadside signs is much better in case of NH Qualitative Study Responses The perceptions of the qualitative study respondents on the roadside signs are summarised below: Perception Acad. IMA Jou. ESR COC LADA ZP NGO AD Taxi TD /CD Roadside signs are available on NH No signboards are available on SH and MDR Signboards are insufficient Signboards are provided near curves, turnings / bridges Signboards are not visible at nights. Radium stickers and reflectors should be provided More sing boards needed Signboards should be in Kannada and English 49

50 The responses of the qualitative study respondents are quoted below for a better Understanding. NH Roadside signs are seen only in the city limits Signboards and caution boards are not visible at nights, so radium stickers and reflectors should be provided for both NH and SH Signboards are insufficient on NH and SH and need to be placed at accident zones, near turnings, near bridges, humps etc. Not many signals are there especially near flyovers and crossings Roadside signs are needed on both SH and NH Signboards are provided near accident zones, curves, humps, turnings and school zones Signboards on NH should be prepared in Kannada and English Signboards are to be installed at required places to have better view of the flow of traffic. Signboards are required at curves, bridges, humps etc. Signboards increased especially near humps and four roads junction Signboards are not proper (Acad.) (TO, IMA) (Acad.) (IMA) (IMA) (ZP, VP) (Jou.) (COC) (ESR) (NGO) SH Lack of signboards and roadside indicators is a problem on the SH Require few more signboards than that of the existing ones Signboards are not maintained regularly, people stick some posters on the name boards Roadside signs are less, so accident chances are more Roadside signs are there but can t notice them Signboards should be provided near humps Roadside signals should be clear and installed at proper place. Signboard should be checked and maintained regularly. It will help in reducing the road accidents Need signboards in Kannada and English (Acad., IMA) (ESR) (SS) (NGO) (NGO) (IMA) (IMA) (Jou.) 50

51 MDR There are no signboards on MDR Signboards are required at crossings, accident zones, school zones and village entrance Need signboards like mileage stone, village name and hump a head Need proper signboards. They need to be maintained; every now and then repaired Roadside signboards should be in Kannada and English Roadside signs are required like mileage stones and signs near bridges, humps, hospitals and crossings. These should be written clearly (Acad., TA, COC, ADA, SS) (Acad., ESR) (ESR, NGO) (IMA) (NGO) (NGO) 51

52 3.6 EXPERIENCE OF UNSAFETY All the quantitative study respondents were asked about the extent of unsafety felt by them during the most recent travel on the different types of roads used by them in the one year before the survey. Table 3.6a gives the analysis of this data. Table 3.6a Percentage Distribution of Users by Extent of Unsafety Felt by Them During Most Recent Trip / Travel Extent of Unsafety NH SH MDR TD Unsafe to great extent Unsafe to some extent Safe Total N PBD Unsafe to great extent Unsafe to some extent Safe Total N KSRTCD Unsafe to great extent Unsafe to some extent Safe Total N T/HCD Unsafe to great extent Unsafe to some extent Safe Total N AD Unsafe to great extent Unsafe to some extent Safe Total N CO/U Unsafe to great extent Unsafe to some extent Safe Total N

53 Extent of Unsafety NH SH MDR TWO/U Unsafe to great extent Unsafe to some extent Safe Total N HH Unsafe to great extent Unsafe to some extent Safe Total N F/AP Unsafe to great extent Unsafe to some extent Safe Total N All Unsafe to great extent Unsafe to some extent Safe Total N More than two fifth of the NH users (45%) felt safe during the most recent trip Proportion of NH users who felt unsafe to a great extent during the most recent trip on the NH ranged between 6% (in case of private bus driver) and 13% (in case of two wheeler owner/user) Proportion of SH users who felt unsafe to a great extent varied from 17% in case of household respondents to 27% in case of KSRTC bus drivers. About one fourth (27%) to one third (34%) of the respondents felt safe during the most recent trip on the SH In case of MDR, 23% (in case of farmer) to 43% (in case of KSRTC-D) felt unsafe to a great extent. One tenth (in case of auto drivers) to one fourth (in case of private bus drivers) of the respondents reported to have felt safe 53

54 Figure 3.6a gives the summary comparative picture of the different types of roads in terms of extent of unsafety felt by the users. Fig. 3.6a Extent of Unsafety Felt by Users MDR SH NH Safe Unsafe to some extent Unsafe to great extent Base : 4897, 5276, 3319 Less than one tenth of the NH users, one fifth of the SH users and more than one fourth of the MDR users felt unsafe to a great extent Two fifth of the NH users, one fifth each of the SH and MDR users reported to have felt safe during their most recent trip/travel 54

55 Reasons for Feeling Unsafe All the respondents who reported to have felt unsafe to a great extent or some extent during the most recent trip/travel on the NH, SH and MDR were asked to specify the reasons for feeling so. Table 3.6b gives the analysis of the responses. Table 3.6b Percentage Distribution of Users by Perceived Reasons for Feeling Unsafe Reason TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD NH Over speed traffic Inconspicuous inter sections Over taking Volume of traffic Aggressive driving by others Heavy goods vehicles Poor road geometrics Absence of road signs Absence of lighting at major intersection Pedestrian/Cattle crossing Total N SH Over speed traffic Inconspicuous inter sections Over taking Volume of traffic Aggressive driving by others Heavy goods vehicles Poor road geometrics Bad road condition Absence of road signs Absence of lighting at major intersection Pedestrian / Cattle crossing Total N Note: Total exceeds 100 due to multiple response 55

56 Reason TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD MDR Over speed traffic Inconspicuous inter sections Over taking Volume of traffic Aggressive driving by others Heavy goods vehicles Poor road geometrics Bad road condition Absence of road signs Absence of lighting at major intersection Pedestrian/Cattle crossing Total N Note: Total exceeds 100 due to multiple response Over speed traffic, volume of traffic, over taking and heavy goods vehicles are the major reasons for feeling unsafe on the NH About one tenth each of the NH users felt unsafe on the NH due to joining/leaving the highway and pedestrian/cattle crossing About three fourth of the SH users felt unsafe due to bad road condition, while one third mentioned about poor road geometrics. About one tenth of the users felt unsafe due to over taking, aggressive driving by others and absence of road signs In case of MDR, absence of road signs emerges as the major reason for feeling unsafe. One fifth and one fourth of the users felt unsafe due to absence of lighting and bad road condition respectively 56

57 Fig. 3.6b Major Reasons for Feeling Unsafe MDR SH NH Over spped traffic Heavy goods vehicles Poor road Geometrics Over taking Bad road condition Absence of road signs Base : 2663, 4038,

58 Qualitative Study Responses Reasons for not feeling safe on NH The qualitative study responses on reasons contributing to the feeling of not safe on NH are summarised below. Reason Acad. IMA Jou. ESR COC LADA ZP NGO AD Taxi TD PBO /CD Narrow roads No drainage Heavy Traffic Humps No signboards Overtaking Lack of awareness of traffic rules No medical facility No patrolling Bad condition of road Potholes Some of the responses are quoted below for a better understanding. NHs are not safe due to bad condition of the road, potholes and reckless driving In Karnataka, NHs are good but on some roads like NH 13 width of the road is very less NH 4 is now improved, but for road safety, cutting has been done. In other NHs they made double roads but proper lane arrangement nor humps nor white stripes showing humps are not provided NHs are not safe as there is heavy traffic and vehicles move at fast speed. All the NHs should be made 4 lane roads Road safety on NH is very less as road width is less. In Shimoga, 2 vehicles can not go together on the road NH is some what safe. The problems here occur due to small vehicles like Two wheelers, autos and bicycles NHs are not safe, NHs should be made 6 lanes. When compared to other country roads, NH quality is not good. Road width should be increased. Speed limit has to be fixed on these roads. There should be separate lanes for heavy vehicles, light vehicles and Two wheelers. Road signals are not proper on these roads (TOA) (Jou.) (Jou.) (Jou.) (Jou.) (COC) (IMA) 58

59 NHs are not safe because traffic is more and no signboards are there. Signboards need to be displayed clearly near school zones, accident zones and other important places. Road width has to be increased NH is not safe due to uncontrolled traffic, no rules, no maintenance, no safety and people cross road any where NH is not safe due to repair works NH 17, NH4 8 and NH 212 are not safe because the roads are very narrow and there is no one way system and the vehicle density is also high The safety standards are not maintained on NHs. NH 4 and NH 17 are still not free from accidents NH is unsafe because of narrow roads and more accidents NH 17 and NH 48 are narrow. Speed of vehicles is slow as the road is full of potholes and the tar on it can t be identified at all as it is covered with mud and stone and the volume of traffic is high Maintenance is too bad. There are too many S curves, jig jag roads and big holes NH is not safe because of heavy traffic and drivers won t follow traffic rules and they have less traffic sense NH is affected due to digging of the roads by KPTCL and BSNL for laying cables. These works should be finished first before laying the roads. Roads are narrow and signals are not provided NHs are ok, but vehicles from opposite direction should have trained drivers. The diver should be a skilled one and should be able to follow the signs on the road The roads are not wide enough, the surface is not flat, no basic roadside amenities like the signboards and drainage are available Some of the NHs not safe, as the width is very less. No proper signboards and too many curves NH is safe. NH 48 is widened, but at many other places, roads need to be widened. The density of vehicles is more. The buses stop to pick the passengers and all the heavy goods carrying vehicles, cars, and taxis have to stop, which lead to traffic jams. The speed breakers are not found at necessary places (IMA) (Acad., PBE) (DA) (Acad.) (Acad.) (LADA) (Jou.) (Jou.) (Jou.) (PBE) (MDS) (COC) (ESR) (SS) 59

60 Reasons for not feeling safe on SH The qualitative responses on reasons for not feeling safe on the SHs are summarised below. Reason Acad. IMA Jou. ESR COC LADA ZP NGO AD Taxi TD PBO /CD Carelessness of driver Road not properly maintained Over taking Heavy traffic Bad road surface High speed Narrow roads Night travel Improper signboard Humps Potholes Some of the responses on the perceptions regarding safety on the SH are quoted below: Safe SH roads are safe, as they are wide. But safety measures have to be increased as in NH SHs are being developed and work is in progress SHs are safe, less congested and less accidents SHs are now being maintained well. Chikmangalur to Bellur, Chikmangalur to Mudigere roads are good, repair work is going on and safety measures are taken SHs are single roads, very few roads are double roads, quality of the road is good but signals are needed near crossings (eg. Kunigal to Tumkur less number of signals), schools and railway crossings (MDS) (COC, IMA) (LADA) (ESR) (Jou.) Unsafe SHs are not safe as there is no proper maintenance and the quality of material too is poor and hence there is no durability. These lead to accidents. The roads being single, half of it gets worn out due to poor maintenance SHs are not safe because of bad road condition (Acad.) (Acad.) 60

61 No proper maintenance and no tar, only mud roads without signboards which is not safe Traffic is high on Mysore road. The road is not wide enough and not good. Majangud to Chamarajanagar is bad SHs are not constructed and maintained properly. The surface not being clear, opposite vehicle is not visible from distance. No signboards, the thickness of tar is not sufficient and road gets destroyed within a week after construction SH maintenance is poor, potholes are not filled, sharp turnings due to which transportation can t be carried smoothly. The humps are not painted white hence sudden jurk occurs while driving SH needs development as they are not good and the travel is troublesome SHs are not good, have potholes and humps. No signboard or symbols. No bridge is safe In Bagalkote to Raichur and Gadag route some work is going on Potholed roads, congested roads, bad maintenance, absence of traffic police, and careless driving make it unsafe SHs are not wide enough, the surface is not flat, no basic roadside amenities and signboards and all are single roads Width of the road is very less. One can t go fast because of pedestrians, cattle and cows coming across. No proper roads and signboards and hence there is no safety In SH, the level of the road is higher than the foot path. So when the driver tries to avoid opposite side vehicle and takes left, the vehicle is bent on one side completely These roads are not wide. Two vehicles cannot move together on these roads, so accidents occur due to speed and over traffic. To reduce accidents, road width has to be increased. For road safety sake, foot path should be made and signals have to be installed SH 17 Bangalore Mysore road, the traffic has increased and has many potholes and very congested Not safe because the roads are crowded, badly maintained, no safety, heavy traffic, no signboards, narrow roads, too many curves, big potholes, negligent driving and humps (Acad.) (IMA) (IMA) (Acad.) (MDS) (MDS) (ZPP) (ZPP) (COC) (ESR) (Jou.) (Jou.) (Jou.) (Acad., TO, PB, PBO) 61

62 Reasons for not feeling safe on MDR The responses on reasons for unsafety on MDR are summarised below: Reason Acad. IMA Jou. ESR COC LADA ZP NGO AD Taxi TD PBO /CD Narrow roads Humps Poor maintenance of road No tar roads Single road Heavy traffic Potholes No signboards Pedestrian and cattle crossing Surface not smooth The responses on factors contributing to unsafety on MDRs are quoted below: Gundalpet to Chamarajanagar road is bad. The stones of the tar road are visible Roads are not wide, the job of ZP is bad. The contractors do not work properly. Hence the MDRs are unsafe MDR is in bad condition, once constructed they are not touched for years. The road has many potholes and the width is not sufficient to hold the traffic flow Only 30% of the money released is being utilised and these roads are not maintained properly MDRs are in bad condition. Roads are narrow, non leveled roads, no roadside facilities, no humps, no signboards, single roads, heavy traffic, potholes, pedestrians/cattle crossing, mud road Not safe especially near villages and schools because roads are very narrow On many roads, branches of trees will hit the vehicles and the Department is ignoring this. Roads are in bad condition Accidents are more near Kallehhali near Mandya as the road is singe lane and mud road. One has to get down to give side to the opposite vehicle, heavy vehicles with load will lose balance and accidents take place More humps, absence of signals, sharp curves, tar road is very much congested and problems from pedestrian and cattle crossing Roads are fully damaged with many potholes, no proper sign boards (IMA) (Acad.) (IMA) (Acad.) (PBE, ZPP, MB, IMA) (IMA) (Jou.) (Jou.) (COC) (TA) 62

63 Measures to be taken to Improve Safety All the qualitative study respondents were asked to specify the measures to be taken to improve safety on NH/SH/MDR. The responses are summarised in the grid below: NH SH MDR Install signals at crossings / junctions Checking by transport department to control overloading and drinking by drivers Construction of flyovers on joint roads Signboards in English and Kannada Provide crossing facility at Hospital/health facility Reconstruction of bridges Provide parking facility at hotels Make double roads Provide parking facility Fill the potholes Maintain SH properly Improve quality of work Widen the road Reduce curves Make straight road Check over loading, over speed and licenses Ensure traffic rules are followed without deviation Widen the road Provide signboards at appropriate places Ensure two drivers for night travel Level the mud on roadside Create awareness of traffic rules Provide parking place Install roadside signals Provide white paint on humps Construct ring roads Checking of vehicle condition Higher patrolling 63

64 Reasons for Accidents The qualitative study respondents were asked about the factors contributing to the increase in accidents in the state of Karnataka. The responses are summarised below. High speed NH SH MDR Drinking and driving Traffic congestion Lack of awareness about traffic rules Narrow road Overtaking Aggressive driving Drinking and driving Unfilled Potholes More curves High traffic flow Unfilled potholes Congested roads Non maintenance of road Roadside parking Increase in vehicle density Too many humps Cattle/Pedestrian crossing Non availability of Night travel signboards at curves and Liberal issue of driving bridges license Non availability of drainage Bullock carts/cattle crossing Non availability of signboards Potholes Narrow roads Over speed The qualitative responses on factors contributing to increase in accidents on NH/SH/MDR are quoted below. NH In Karnataka, accidents increased in the past 5 years due to heavy traffic, non adherence to traffic rules, liberal driving license to all, and neglected driving During night, there is no safety on roads, because of number of vehicles, pollution is more and traffic is more. No signboards near humps On NH 209, the accidents were less. But from the time of road up gradation, speed of vehicles increased leading to accidents. No proper indication at turnings and junctions and major accidents occur at these places. As there is no by pass for NH 209, all the heavy goods carrying vehicles too pass through the city and this is the reason for accidents Non availability of signboards before humps, vehicles parked on the roads, cattle and people cross roads when ever they want to and lack of signboards cause accidents (LDA) (IIR) (IMA) (ES) 64

65 Defects in law, liberal issue of licenses, careless driving, drinking and driving, congested roads and non availability of signals lead to accidents Driving without proper training, not following rules, using mobile phone while driving, restless driving and narrow roads lead to accidents NH is not maintained to the standards as the surface is not repaired. The roads in North Karnataka were upgraded 3-4 years back, so accidents occur because no safety measures are taken NH is safe but the roadside cuttings are not proper and hence there are more chances for accidents. Repair of vehicle is done on roads, oil leeks and if it rains, small vehicles would skid and fall. Water does not flow, as the surface is not good No sufficient road safety measures. The width of the road from Tumkur to Bangalore is OK, but for the other highways, width is less. Traffic flow is heavy leading to accidents and there are no hospitals and Ambulance service. Bullock carts keep moving on the road. Traffic inspection and dividers are necessary. Potholes also lead to accidents (PBO) (NGO) (CC) (ADA) (Jou.) SH Narrow road, high traffic flow, overtaking, rash driving, drinking and driving, signboards not being erected at regular intervals and potholes not being covered lead to accidents Heavy traffic, congested roads, over loading vehicles, neglected driving, and drinking by drivers cause accidents Improper roads, roadside parking, too many humps, no signs boards near curves and bridges, non availability of foot paths for pedestrians, lack of drainage facility cause accidents (Acad., IMA, MDS, EPS, IIR (ZP) (NGO) MDR Bullock carts and cattle come across, only mud road without tar and lack of signboards lead to accidents Narrow roads and potholes lead to accidents Bad roads, people crossing the roads, movement of bullock carts, potholes and over speed cause accidents Quality of work is substandard, roads are not good and these lead to accidents (Acad.) (TO) (BRCP, PBO) (VM) 65

66 Contribution of Stakeholders The qualitative study respondents were asked about their contribution as stakeholders, for improvement of the road network, prevention of accidents and promotion of road safety. The responses are summarised below. Stakeholders IMA Contribution Suggestions to the Government on road safety Show films on First Aid in rural areas Awareness/training on accident prevention to drivers Police Department Checking vehicles and licenses Traffic control Protection Insurance Industry Provide loan at less interest for road improvement work * Organise seminars Insurance for vehicles Truck operators Chamber of Commerce Journalist NGO Academician * Mentioned by LIC Pay vehicle tax and toll tax Pay sales tax and road tax Reporting on problems Highlighting quality issues Guide people about road improvement work and road safety Awareness camps in schools/colleges Awareness creation by NCC and NSS volunteers about road safety and accident prevention 66

67 CHAPTER 4 SATISFACTION 67

68 This chapter gives the results on perceptions of the users with regard to irritating factors during traveling on the different types of roads and the extent of satisfaction with the types of roads used by them. 4.1 IRRITATING FACTORS All the road users interviewed in the quantitative survey were asked about the various factors, which irritate them while travelling on the NH, SH and MDR. Table 4.1a gives the responses. Table 4.1a Percentage Distribution of Road Users by Irritating Factors Mentioned Irritating factor TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD NH Aggressive driving of other drivers Over taking Heavy vehicles Congestion/delay Speed Narrow road Noise Pedestrian/cattle crossing Road work/diversion Petrol fumes / pollution Parking on the roadside None Total N Note : Total exceeds 100 due to multiple response 68

69 Irritating factor TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD SH Bad road condition / potholes Aggressive driving of other drivers Pedestrian/cattle crossing Parking on the roadside Over taking Congestion/delay Heavy vehicles Narrow road Speed Tree bunches/branches Noise Road work/diversion Petrol fumes / pollution None Total N MDR Bad road condition / potholes Parking on the roadside Pedestrian/cattle crossing Aggressive driving of other drivers Narrow road Tree bunches / branches Congestion/delay Petrol fumes / pollution Over taking Speed Noise Heavy vehicles Road work/diversion None Total N Note: Total exceeds 100 due to multiple response 69

70 Aggressive driving by other drivers, over taking, heavy vehicles, speed and congestion/delay are the major irritating factors mentioned by the NH users Narrow road, aggressive driving by other drivers and over taking, pedestrian/cattle crossing are the major irritating factors cited by the SH users In case of MDRs, narrow road, pedestrian/cattle crossing, tree branches aggressive driving by other drivers and parking on the roadside are the major irritating factors 70

71 4.2 EXTENT OF SATISFACTION All the road users interviewed in the quantitative study were asked to indicate the extent of satisfaction with the NH, SH and MDR on a 5 point scale with the range being not at all satisfied to very satisfied in terms of different attributes. Table 4.2a gives the results in terms of over all satisfaction. Table 4.2a Percentage Distribution of Users by Extent of Over all Satisfaction TD PBD KSR TCD T/HC-D AD CO/U TWO/U HH F/AP All NH Not at all satisfied Not satisfied Some what satisfied Satisfied Very satisfied Total N SH Not at all satisfied Not satisfied Some what satisfied Satisfied Very satisfied Total N MDR Not at all satisfied Not satisfied Some what satisfied Satisfied Very satisfied Total N About three fourth of the NH users (72%) are satisfied or very satisfied, while more than one tenth of the SH users reported so. In case of MDR, 2% of the users reported to have been satisfied or very satisfied 71

72 Fig. 4.2a Percentage of Distribution of Users by Extent of Satisfaction MDR SH NH Not at all satisfied Some what satisfied Very satisfied Not satisfied Satisfied Base : 4897, 5276,

73 Satisfaction Score The respondents of the quantitative survey were asked to indicate the extent of satisfaction for NH, SH and MDR for different attributes (on the basis of the 5 point scale rating with 0 being not at all satisfied and 4 being very satisfied). Table 4.2b gives the mean satisfaction score. Table 4.2b Mean Score of Satisfaction by Attribute and Target Group NH Quality of road surface Maintenance of road TD PBD KSR TCD T/HC-D AD CO/U TWO/U HH F/AP All work Traffic flow Safety while driving Bridge condition Roadside signs Availability of roadside amenities Air and noise pollution Total N SH Quality of road surface Maintenance of road work Traffic flow Safety while driving Bridge condition Roadside signs Availability of roadside amenities Air and noise pollution Total N

74 MDR Quality of road surface Maintenance of road TD PBD KSR TCD T/HC-D AD CO/U TWO/U HH F/AP All work Traffic flow Safety while driving Bridge condition Roadside signs Availability of roadside amenities Air and noise pollution Total N Average score of satisfaction is highest in case of quality of road surface and roadside signs and lowest for air and noise pollution, in case of NHs In case of SHs, the mean satisfaction score is highest for quality of road surface, and lowest for air and noise pollution and availability of roadside amenities In case of MDRs, the mean satisfaction score is lowest for maintenance of roads and highest for air and noise pollution 74

75 Mean Satisfaction Score for Attributes Table 4.2c gives the mean satisfaction score for different attributes for NH, SH and MDR. Table 4.2c Mean Satisfaction Score for Attributes Attribute NH SH MDR Quality of road surface Maintenance of roads Traffic flow Safety while driving Bridge condition Roadside signs Availability of roadside amenities Air and noise pollution Total N Mean satisfaction score for different attributes is highest in case of NH and lowest for MDR Qualitative Study Responses Reasons for Satisfaction The qualitative responses on reasons for being satisfied with NH and SH are summarised below. NH SH Good maintenance of roads Good condition of roads Better facilities/amenities More money is spent Nice roads Wide roads Work in progress Smooth road surface Good maintenance by the Central Government Roads are good and work is fast Roadside signs are available Regular maintenance Bridges are constructed Good maintenance of roads Work in progress Patch work is being done Good roads 75

76 The qualitative study responses on the reasons for not being satisfied are summarised below. Accidents Single roads Narrow roads Lack of signboards NH SH MDR Low quality of construction Narrow roads Roads in bad condition Potholes Non availability of signboards Non availability of amenities Poor maintenance of roads No tar roads Non availability of signs/signals Bad roads Narrow roads Potholes No repair work Rough surface roads Single roads Damaged roads The reasons for being satisfied with NH/SH/MDR can be understood from the responses quoted below. NH NHs are satisfactory, as maintenance is better. Central Government has taken the maintenance work, which is completed fast. All the roads are looking good NHs are satisfactory as they are wide roads. They have removed bends and installed signals Satisfied because of improvement of these roads. Can reach faster. Roadside amenities and signals are there Development work is going on NH 4 All the roads have been improved, work is going on at some places Some what satisfied, at present work is going on. Can give opinion only after the work is completed. Due to the ongoing work, lot of diversions and roads are not proper 50% satisfied as road work is going on at some points. Can comment further when work is completed Prime Minister s dream project roads are good, 4 lined with good quality work. Traveling on these roads is comfortable (Acad.) (EPS) (IIR) (COC) (ESR) (TO) (TO) (IIR) 76

77 Some of the roads are single roads with heavy traffic and not many safety measures are taken. Some of the roads are good now Satisfaction is only 50% because roads need widening and bridges and drainage are to be provided Not satisfied because not all the national highways are good. NH 13 is not good, it is like MDR. NH 4 Poona to Bangalore is good (TA) (PBO) (IMA) SH Tiptur to Tumkur and Mysore to Bangalore road are good Satisfied with the road and work is going on Satisfied but roads need to be widened Some what satisfied as patch works are being done Some what satisfied but no improvement is seen. Some roads are very bad, with lot of potholes. In some places, patch work is being done but not satisfactory Some what satisfied but still needs improvement Not satisfied as the roads are narrow and there is no maintenance Roads are still narrow, roads have to be improved (EPS) (AD) (RW) (IMA) (TO) (IIR) (IMA) (EPS) MDR Not satisfied as roads are not tar roads, signboards are not available and many of them are mud roads (Acad.) 35% of MDRs are good (EPS) Roads are in very bad condition, without tar, most bridges are old, road width is less, need repair very badly Roads are full of potholes, repair works are not being carried out, very poor maintenance, narrow roads, no tar roads which makes driving very difficult Not satisfied, because of narrow roads, rough roads without any signs and no safety Work is going on but repair work is not good. Nobody is taking interest in Gulbarga district (TO) (TO) (TO) (IIR) 77

78 CHAPTER 5 DEPARTMENT/ROAD DEVELOPMENT SCHEMES 78

79 5.1 AWARENESS OF DEPARTMENT RESPONSIBLE FOR MAINTENANCE OF ROADS All the road users interviewed in the quantitative study were asked about the department responsible for maintenance of different types of roads NH, SH and MDR. Table 5.1a Percentage Distribution of Users by Awareness of Department Responsible for Maintenance of Roads TD PBD KSR TCD T/HC-D AD CO/U TWO/U HH F/AP All NH PWD/State Govt NHAI/Govt. of India Don t know Total N SH PWD/State Govt Don t know Total N MDR PWD/State Govt ZP Don t know Total N Note : Total exceeds 100 due to multiple response Two fifth of the respondents are aware that Central Govt./NHAI is responsible for maintenance of NH, while according to more than one third of the respondents, State Government/PWD is responsible for this task About three fourth of the respondents know that State Govt./PWD is responsible for maintenance of SHs Three fifth of the respondents reported that State Govt./PWD is responsible for maintenance of MDRs, while about one fifth reported that ZP is responsible for the same More than one fourth each of the respondents reported to be not aware of the department responsible for maintenance of the NH and SH while about one fifth of the respondents reported so in case of MDR 79

80 5.2 RATING OF PERFORMANCE OF PWD All the road users interviewed in the quantitative study were asked to rate the performance of the PWD on a 5 point scale. Table 5.2a gives the analysis of the responses. Table 5.2a Percentage Distribution of Users by Rating of Performance of PWD Rating TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD Very bad Bad Satisfactory Good Very good Total N More than one third of the users (37%) rated the PWD s performance as bad About two fifth of the users (39%) rated the performance of PWD as satisfactory or good 80

81 Fig. 5.2a Percentage Distribution of Users by Rating of PWD s Performance Satisfactory 32% Good 6% Very good 1% Very bad 24% Bad 37% Base :

82 Qualitative Study Responses The qualitative study responses on reasons for being satisfied or not satisfied with the performance of PWD are summarised below: Satisfied Better quality work Improvement in NH/SH Roads are widened/developed New roads are constructed Bridges are repaired/rehabilitated New technology is used Importance is given to NH/SH Road development work is leading to progress and reduction in travel time Reasons for not being satisfied Bad road condition Inefficiency Budget not utilised properly Not maintaining quality Not service oriented No change in the condition of the Roads 82

83 5.3 CHANGES NOTICED IN THE PERFORMANCE OF PWD All the road users (who reported to be aware of PWD) interviewed in the quantitative study were asked whether they have noticed any changes in the performance of PWD. Figure 5.3a gives the analysis of these responses. Fig. 5.3a Percentage of Users Reported to Have Noticed Changes in PWD s Performance PBD KSRTCD TD T/HCD AD CO/U TWO/U HH F/AP All Base : 388, 670, 698, 481, 163, 186, 107, 1252, 1267, 5214 More than two fifth of the users reported to have noticed changes in the performance of PWD in the recent past 83

84 All the users who reported to have noticed any changes in the performance of PWD were further asked to specify the changes noticed by them across the different roads. Table 5.3a gives the analysis of the responses. Table 5.3a Percentage Distribution of User by Kind of Changes Noticed in PWD s Performance Changes TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD Converted as Tar roads Road widening Roads are being maintained in better way Construction of new roads Provision of signs/signals Repairing bridges Construction of new by pass/bridges Total N Note: Total exceeds 100 due to multiple response Conversion of kuchcha roads to Tar roads, better maintenance of roads and road widening are the major changes noticed in the performance of PWD in the recent past One tenth of the users reported to have noticed construction of new roads About one fourth of the users reported that roads are being repaired, while one tenth of them reported about construction of double roads 84

85 Qualitative Study Responses The qualitative study responses on reasons for being satisfied or not satisfied with the performance of the PWD are quoted below: PWD is better now compared to the previous years, it is doing a good job in case of NH, but not in case of SH Performance is average as work is in progress on some roads, and the performance is being improved, Tar roads are being laid and work also speeded up PWD performance is average, as they don t do quality work and patch works are not done frequently and potholes are not filled up. Recently they constructed drainages and provided signals PWD is making changes nowadays, on NH/SH, (eg. Bangalore to Pune and Shira, Hubli ring road). Bypass road work is in progress. All the districts roads should be improved like Bangalore roads so that vehicle users and public feel happy. Flyover has to be constructed at Gandhi Chowki in Bijapur PWD works better because on NH 4, more than Rs. 1 crore has been spent for improvement, but roads are not proper Bidar to Gulbarga road has improved, done road widening, double roads and cement roads. Many more roads need improvement Maintenance is not good, digged holes are not repaired and potholes are not closed. Seen some changes, construction work is taken up over bridges and flyovers Quality and nature of work done and the maintenance are not at all good, some changes are noticed. NH 209 has been upgraded and the quality of work is good The present road condition reflects the performance of PWD. No inspection is done after the work. No noticeable change has been observed in their performance It s not satisfactory, and there is no maintenance at all, upgradation is taken after 10 years of planning, no implementation has been made and we are not getting the substantial results from this (COC) (ADA, ESR) (PBO) (NGO) (Jou.) (NGO) (Acad.) (IMA) (Acad.) (COC) 85

86 PWD performance is not good, not observed any change in the performance of this department Performance of PWD is 30% good as road work and responsibility is very poor. Bellary district is the most neglected part of Karnataka Work is done but within 3 months, repairs are started. Changes noticed include flyovers and ring roads built Not good work because of less quality and poor maintenance No accountability and nothing is evaluated (SS) (IMA) (MP) (ZPP, ZPVP, LADA, CEO) (Man) 86

87 5.4 ROAD MAINTENANCE / IMPROVEMENT SCHEMES All the users interviewed in the quantitative study were asked to specify the different road improvement/maintenance schemes they are aware of. The results are presented in Table 5.4a. Table 5.4a Percentage Distribution of Users by Road Maintenance/Development Schemes Aware of Scheme TD PBD KSR T/HC-D AD CO/U TWO/U HH F/AP All TCD SHWMS Golden quadrilateral WBAKSHIP NABARD PMGSY Don t know any Any Total N Note: Total exceeds 100 due to multiple response NABARD and Prime Minister s Gram Sadak Yojana are the major schemes the users are aware of More than one fourth of the users are aware of World Bank Aided Karnataka State Highway Improvement Project More than one fourth of the users do not know any of the road maintenance/improvement schemes One fourth of the users reported awareness of State Highway Maintenance Scheme 87

88 Fig. 5.4a Percentage of Users Aware of Road Maintenance/Development Schemes State Highway Maint. Scheme Golden Quadrilateral WB Aided KSHIP NABARD PM Gram Sadak Yojan Don't know any Base :

89 5.5 IMPORTANCE GIVEN TO ROAD SECTOR All the qualitative study respondents were asked about the importance given by the Government to the road sector, compared to other sectors. The responses quoted below indicate the importance given to the road sector in the very recent past. Of late, more importance has been given to roads compared to education and health. Education was given importance for the past 45 years and now such interest is being given to road development by the Central and State Governments Equal preference is given by the Government due to Globalisation. Changes can be observed in the Government s work for improvement of road network. The proof for this is the road development taken under the Prime Minister s dream project, the Golden Quadrilateral. The highway connecting four metros, Delhi, Mumbai, Chennai and Kolkata. Roads are being well planned and constructed Now Government is giving importance and as a result, the roads are improving. The road from Chikmangalur to Bellur has been improved. Before improvement, it took one hour but now it takes only 40 minutes For the last one year, Government is giving importance to the road improvement work. Changes are taking place. Raichur to Shaktinagar, Raichur to Lingasur and many more roads are being improved Now importance is given to roads, compared to health and education, but the work is quite slow. Road work is going on especially in districts like South Canara, Koppal and Hubli with the assistance provided by the ADB (Jou.) (COC) (ESR) (NGO) (Acad.) 89

90 5.6 PRIVATISATION OF ROAD CONSTRUCTION AND MAINTENANCE WORK Efforts were made in the qualitative study to elicit perceptions of the stakeholders on privatisation of road construction and maintenance work. The responses quoted below highlight the advantages of privatisation. But the respondents feel the need for effective supervision/monitoring of the work assigned to the private agencies by the Government officials. To bring changes and quality, Government should give road construction contracts to private companies. They use new machinery Privatisation should be there but inspect the work at regular intervals In Private sector there is no corruption. If they do substandard work, they won t get another contract in the future. They use modern equipment and complete the work within time. They maintain quality and give guarantee for the work they do An officer has to be appointed to check the quality of the private contractor s work regularly Privatisation is better as they have obligation and do quality work. They will be answerable as we can ask them Privatisation is better as they work without corruption and do quality work Privatisation is a good thing through which quality work can be maintained and corruption can be reduced Privatisation is good to get quality work, as they have huge machineries and can do the work quickly eg. Flyover in Bangalore built by L&T took 2-3 years but Government would have taken 10 years. But by privatisation, backward sectors and poor people will be neglected Privatisation is good. By this, standards can be maintained and corruption can be minimised, but the control should be in the hands of the Government Should be privatised, they do work properly and complete the work in time. Private agency should be punished and black listed if work is not good Should be privatised because they complete the work fast and quality of the work is good and guarantee for the work they did (MC) (LADA) (IIR) (VM) (COC) (ESR) (Acad.) (IMA) (MDS) (TO) (PS) 90

91 By giving work to private contractors, the responsibility of Government and PWD will be less. They can check quality and quantity of the work Privatisation is better because of strict management. They adopt modern technology and improved methods, and quality of work is good Work should be given to other State and other Country contractors, through tender. Then there will be change. While appointing contractors, there should be agreement between Government and contractor for at least 8-10 years. Responsibility should be given to them (FS) (PBO, Man) (NGO) 91

92 CHAPTER 6 CONCLUSIONS AND SUGGESTIONS 92

93 6.1 CONCLUSIONS Awareness of National Highway (NH) and State Highway (SH) is very high 95% and 94% respectively) while that of Major District Road (MDR) is moderate (75%) Use of NH and SH was reported by a higher proportion of road users interviewed (75% and 81% respectively), while about half reported to have used MDR The feeling of unsafety is more pronounced in case of MDR Absence of road signs emerges as the major reason for feeling unsafe on MDR Bad road condition followed by poor road geometrics are the major reasons for feeling unsafe on SH The major irritating factors while driving on the NH are user related factors like aggressive driving, over taking, congestion, speed etc, while the factors in case of SH and MDR relate to narrow road, pedestrian/cattle crossing, roadside mud/sand etc Extent of availability as well as utilisation of various basic roadside amenities is higher in case of NH and SH. The major roadside amenities availed include restaurant, communication (PCO) and fuel/service station Availability of medical relief / accident trauma care facility is not perceived as a problem in all types of roads as majority of the respondents reported availability of medical relief facilities (92% in case NH, 89% in case of SH and 72% in case of MDR) The satisfaction levels of the different types of road users are higher in case of NH and SH, compared to MDR. Two third of the users of NH (67%) reported to have been very satisfied or satisfied, while about one fourth (22%) reported so in case of SH. In case of MDR, one tenth of the users reported to have been very satisfied or satisfied 93

94 About two third (64%) of the road users interviewed in the survey rated the performance of PWD with specific reference to road sector as satisfactory or good or very good. More than one fourth of the respondents (27%) rated the PWD s performance as bad while 9% rated it as very bad Two fifth of the respondents reported awareness about the NABARD Scheme and Prime Minister s Gram Sadak Yogana while more than one fourth could mention about World Bank Aided Karnataka State Highway Improvement Project (KSHIP). About one fourth of the respondents reported awareness of State Highway Maintenance Scheme while one tenth reported about Golden Quadrilateral 6.2 SUGGESTIONS The suggestions put forth by the quantitative survey respondents for improvement of the road network in the state of Karnataka are given below: (% of respondents) Suggestion NH SH MDR All single roads to be converted into double roads Faster filling of potholes / completion of repair work Asphalting should be thick Roads should be widened Fill the potholes completely Speed breaks, curves, accident zones to be indicated clearly Provide roadside signs Health centre / hospital available at regular intervals Subways to be constructed for pedestrian / cattle crossing Drinking water / bank facility / refueling stations to be made available Trees to be trimmed at regular intervals Construct proper drainage system Improve quality of road construction / maintenance Total N Note : Total exceeds 100 due to multiple response Faster filling of potholes, faster completion of repair work, widening of roads, and proper indications about speed breakers, curves and accident zones are some of the suggestions. 94

95 The suggestions given by the qualitative study respondents are listed below. Suggestion NH SH Roads with 4 lanes have to be made Two lane roads should be there Roads must be widened Parking facility has to be provided Curves should be removed/straight roads New bridges should be constructed Repair works done regularly Proper maintenance of roads Dividers to be laid Providing drainage system Bridges need to be widened Improve roads with modern technology Supervision done during construction of roads Provide tar roads Construct flyover at important junctions with high density traffic Separate crossing facility to be provided for cattle and pedestrians Install signals near crossings and accident zones Provide reflectors for bullock carts (during nights) Erection of caution boards and filling potholes Health facilities to be provided at regular intervals Signboards to be provided Speed to be limited and humps have to be provided at regular places Mobile phone service and Ambulance to be provided Drinking water and Toilet facility for every 20 kms Restaurants should be provided Banning of bars Plant trees on roadside Planning before taking up the road work Control driving without proper license Prevent driving and drinking Educate public and drivers to follow traffic rules Train drivers and educate public on traffic rules and safety measures Public campaign on safety through posters, pamphlets and banners MDR 95

96 ANNEXURE 1 ACHIEVED SAMPLE SIZE BY DISTRICT AND TARGET GROUP 96

97 District TD PBD KSRTC-D T/HC-D AD CO TWO HH F/AP TOTAL ALL Bidar Bellary Mandya Hassan Koppal Mysore Gulbarga Mangalore Haveri Raichur Chitradurga Tumkur Chamarajanagar Udupi Davanagere Bijapur Shimoga Chikmangalur Bagalkote Uttara Karnataka Belgaum Dharwad Gadag Kodagu Kolar Bangalore (Urban) Bangalore (Rural) Total

98 ANNEXURE 2 LIST OF TOWNS COVERED (Qualitative Study) 98

99 List of Towns Covered for Qualitative Study Sl. No. Town Sl. No. Town 1 Bidar 31 Karwar 2 Humanabad 32 Ankola 3 Balki 33 Chamaraj Nagar 4 Gulbarga 34 Gundlapet 5 Aland 35 Kodagu 6 Sedam 36 Virajpet 7 yadgiri 37 Kolar 8 Bijapur 38 K.G.F 9 Sindhagi 39 Bellary 10 Indi 40 Hospet 11 Raichur 41 Haveri 12 Sindhanur 42 Hanagal 13 Bagalkot 43 Ranibennur 14 Mudhol 44 Koppal 15 Badami 45 Gangavathi 16 Tumkur 46 Kustagi 17 Gubbi 47 Davanagere 18 Chitradurga 48 Harihara 19 Challakere 49 Gadag 20 Chikkamagalur 50 Naragund 21 NR Pura 51 Dharwad 22 Shimoga 52 Hubli 23 Bhadravathi 53 Belgaum 24 Harnahalli 54 Bangalore Rural 25 Hassan 55 Kanakpur 26 Mangalore 56 Nelamangala 27 Mudbidri 57 Bangalore Urban 28 Udapi 58 Mandya 29 Kundapur 59 Mysore 30 Manipal 99

100 ANNEXURE 3 LIST OF VILLAGES/URBAN AREAS COVERED (Quantitative Study) 100

101 List of Villages/Urban Areas Sl. No Name Type of Road 1 Amminabhavi SH 2 Shiraguppa NH 3 Lokuru MDR 4 Bandiwada NH 5 Nigadi SH 6 Unakal NH 7 Nulvi MDR 8 Navalur NH 9 Higgere NH 10 Bheemasandra MDR 11 Mallasandra NH 12 Manchakal Kuppe NH 13 Hosahalli SH 14 Obalapura SH 15 Singana Halli MDR 16 Gulur SH 17 Kodimale MDR 18 Melajipura SH 19 Masagapura NH 20 Haradanahalli NH 21 Madapura NH 22 Basavanapura MDR 23 Mariyala SH 24 Badanaguppe SH 25 Mudugeri MDR 26 Amadahalli NH 27 Chandia NH 28 Hanakona SH 29 Asnoti SH 30 Halaga MDR 31 Angadi MDR 32 Binaga NH 33 Hanumanth Pura SH 34 Kattaya SH 35 Ankapura MDR 36 Chachapura MDR 37 Karekaregate NH 38 Seegoor MDR 39 Byrapura NH 40 Shantigrama NH 101

102 Sl. No Name Type of Road 41 Irakalgada SH 42 Halageri NH 43 Ginigere NH 44 Tanakanakalu SH 45 Dadhegal NH 46 Bhanapura NH 47 Hosahalli MDR 48 Kolur MDR 49 Herur NH 50 Upoor NH 51 Bailoor SH 52 Hiriyadka SH 53 Putthege SH 54 Udayavara NH 55 Billadi MDR 56 Kondadi MDR 57 Kambalur SH 58 Kurubanahalli SH 59 Duggavatti SH 60 Amaravathi SH 61 Bennehalli NH 62 Doddabyathi NH 63 Donnehalli NH 64 Kammaragatti SH 65 Kaniyana Hundi SH 66 Hampapura SH 67 Yalanala SH 68 Yaraganahalli MDR 69 Belanadi SH 70 Vasandi NH 71 Bandi Pura NH 72 Hootagahalli SH 73 Arisinaguppe MDR 74 Ganahalli SH 75 Muguthihalli SH 76 Sakkarayana Pattana SH 77 Uddeboranahalli SH 78 Allampura MDR 79 Vastare SH 80 Mallenahalli SH 81 Gaddinakeri SH 102

103 Sl. No Name Type of Road 82 Manahalli NH 83 Thumba SH 84 kaladagi SH 85 Katageri MDR 86 kerur NH 87 Suili Kere MDR 88 Amminagada SH 89 Pagadadinne Camp SH 90 Gurukunta SH 91 Kalmala SH 92 Neelagal SH 93 Kasabe Camp SH 94 Tuntapur SH 95 Kallur SH 96 Yaragera SH 97 Gaunahalli MDR 98 Sugar Town MDR 99 Bevinahalli MDR 100 Hale Bodanur SH 101 A Hullukere MDR 102 Gejjalageri SH 103 Siddayana Koppalu SH 104 Tubina Kere SH 105 Ramjogi Halli MDR 106 Vijapura NH 107 Hosakalahalli SH 108 Hireganur NH 109 Kyadigere NH 110 Hosakerehalli MDR 111 Madakaripura SH 112 Kurubarahalli SH 113 Bangrakulur NH 114 Yakkur NH 115 Perambur NH 116 Jappina Mogaru NH 117 Gurupura NH 118 Vagga SH 119 Tarapamsala SH 120 Kinagar Bajape SH 103

104 Sl. No Name Type of Road 121 Sanaguru SH 122 Ijari Lakama pura NH 123 Karajagi MDR 124 Thotada Yellapura NH 125 Kunimella halli NH 126 Nelagallu NH 127 Agadi MDR 128 Adur SH 129 Khanapur SH 130 Andur SH 131 Aliyambur MDR 132 Halburga SH 133 Rajanala MDR 134 Byalahalli SH 135 Kadmud SH 136 Kamthan SH 137 Behivinahalli NH 138 Vinayaka Nagar NH 139 Talur MDR 140 New Dowroji SH 141 Kural Gundi MDR 142 Devalapura SH 143 Bislahalli NH 144 Allipura NH 145 Hamatagi SH 146 Bubleshwara SH 147 Kavalage SH 148 Hanmod SH 149 Nidgundi NH 150 Athargu MDR 151 Sarawada SH 152 Torvi SH 153 Harige NH 154 Hasodi MDR 155 Surahonne SH 156 Agrahara NH 157 Harannahalli SH 158 Vidyanagar NH 159 Abbalagere SH 160 Godikoppa NH 161 Machhe NH 104

105 Sl. No Name Type of Road 162 Chikbagevadi SH 163 Basavana Kuduchi SH 164 Muchandi MDR 165 Aste MDR 166 Hire Bagewadi SH 167 Halageri NH 168 Muttage SH 169 Binkadakatte NH 170 Papanashi MDR 171 Betageri MDR 172 Hulkote NH 173 Harti SH 174 Lakkundi NH 175 Adavusomapura NH 176 Rona SH 177 Avanduru MDR 178 Makanduru SH 179 Mekeri SH 180 Appangal MDR 181 Udantur MDR 182 Bettageri MDR 183 Kandanakolli SH 184 Kadnur SH 185 Gondamathaiah Halli MDR 186 Betthani NH 187 Cheemanahalli SH 188 Maderahalli NH 189 Vemareddy Halli SH 190 Perisandra MDR 191 Doddagajanaur SH 192 Tamaka NH 193 Devana tegganuru MDR 194 Faridabad SH 195 Madabool SH 196 Gabbur B SH 197 Gabbur k SH 198 Sannur SH 199 Nandur K MDR 200 Saranoor SH 105

106 Sl. No Name Type of Road 201 Kaggalipur /Uttarahalli post NH 202 Makali NH 203 Udayapura/Uttarahalli Hobli NH 204 Magendrahalli / Chintamani road SH 205 Udipalya / Kanakapur Road NH 206 Ranganathapura / Devanahalli NH 207 Nagendrahalli / Doddaballapur SH 208 Doddaullur / Hoskote kasaba NH 209 Bychanakuppe / Tavarekere post NH 210 Bovipalya / Tavarekere NH 211 Tavarekere NH 212 Sonandenahalli / Hokote NH 213 Saluhunase / Kanakapur Road NH 214 Mopurahalli / Konagatta Road SH 215 Garavebavipalya / Tavarekere Hobli SH 216 Yechiguppe / Tavarekere Hobli SH Sl. No Name Type of Road Urban Areas 1 Omkarnagara / Bannerghatta Road SH 2 Rammurthy nagara / Triveni Road MDR 3 Dasanapura / Nelamangala NH 4 T Dasarahalli / Near Havanur Layout NH 5 Janatha Colony / Bannerghatta Road SH 6 Bootanahalli / Bannerghatta Post SH 7 K N Halli / Bannerghatta Road SH 8 Gottigere / Bannerghatta Road SH 9 Kempanayakammanahalli /Bannerghatta Road SH 10 Rammurthy nagara MDR 11 Kaveripura/ Kamakshi Pura SH 12 Govindashettypalya/Electronicscity NH 13 Govrebavipalya/Madivala post NH 14 Billekanahalli/Bannergatta Road NH 15 Rupena Agrahara/Madivala post NH 16 Bommanahalli Industrial Area NH 106

107 ANNEXURE 4 MAPS 107

108 ANNEXURE 5 ISO CERTIFICATE 108

109 109

110 110

111 111

112 112