There is no guarantee that one would get a bus on time. The night services are yet to start. The Kadamba Transport Corporation (KTC) was incorporated in 1980 with the intention of organising the public transport system and keeping a check on the alleged harassment of the passengers. However, whether the government has succeeded in achieving it is still a question.
The KTC has been running at a loss. In 1996, the then Managing Director P S Reddy introduced the cleaner-less, non-stop bus service from Hyderbabd to Goa, and it became very popular. Hence, the Panaji-Mapusa, Panaji-Vasco, Panaji-Margao and Panaji-Ponda routes were nationalised. But this did not revive the KTC, nor did it reduce the number of private buses. Lack of trust on the public transport system is driving the people to buy two- and four-wheelers. In 2022-23, out of the whopping 76,142 new vehicles registered, 44,822 were two-wheelers and 16,903 were cars.
The government had presumed that after the formation of Kadamba Transport Corporation the number of private buses would decrease. As of today, KTC buses are plying on 445 routes, while the private buses have 1,104 routes. The KTC has already turned a white elephant for the government. The KTC is somehow managing to survive by getting buses through central schemes. Although this year’s budget aims to make KTC profitable, it seems to be a difficult task. According to government data, it spends Rs 103.11 per kilometre on every bus, but earns a profit of Rs 26.77 on average. Hence, the KTC is facing losses to the tune of Rs 76.36 per kilometre. The loss is adjusted with shares and grants by the government.
Though the KTC gives concessions to certain classes of passengers and schools, there is nothing wrong in expecting that the corporation at least earns money equal to its expenses. KTC should focus on reducing its expenses. In the neighbouring state of Karnataka, its transport corporation has reduced the expenses and set an example by taking private buses on lease. Even the Maharashtra Transport Corporation has been trying to provide long distance luxury bus services to increase its revenue. It is possible for KTC to study these models inorder to give a proper direction to its business.
KTC has now decided to take private buses on lease. It has been named the MY BUS scheme. Even after hiring these buses, the KTC will incur losses to the tune of Rs 21.77 per kilometre. The corporation has to face losses of Rs 18.19 crore in the next six months. Government may shower the KTC with grants, but how long will the corporation take support of such crutches. The KTC must think of other options to increase its revenue. If the KTC is expected to spend Rs 48.54 per kilometer on private buses, why and how does it incur an expenditure of Rs 103.13 per kilometer on its own buses? This must be investigated. If private bus owners can provide 23–26-seater at Rs 29 per kilometer, 27–38-seater at Rs 34, and 39–46-seater at Rs 36 per kilometer, why is the KTC spending such a huge amount on its own buses, is the big question. The corporation does not only gets its revenue from passenger buses, but it also has bus stands. Shops, kiosks and offices at these bus stands pay rent to KTC. It also has properties at prime locations. These can be utilised to generate revenue. There were several announcements about construction of a four-storey multipurpose building at the Panaji bus stand, but sadly it is still an interstate bus stand. It is high time the KTC seriously thinks about a makeover.
Only new ideas can bring the KTC into the profit zone. If the public transport system is made reliable, more passengers may board the buses. Wouldn’t it be wrong to expect more from the corporation which has been able to get only one-third share of the public transport system even with full government support? Well, it wouldn’t be a surprise if the idea of hiring private buses backfires. Such has been the performance of the KTC.