RTO OFFICE

Submitted by: MOORTHY.K MBA 1st year-A Department of management studies School of management Pondicherry University

INTRODUCTION Road Transport plays an important role in the economic development of the nation. The number of vehicles and drivers are growing fast. Their growth is regulated by the Motor Vehicles Act 1988, which is a Central Act. Each state has its own act like Taxation of vehicles is regulated by the Tamil Nadu Motor Vehicles Taxation Act. The Transport Department is administering the provisions of these two Acts, Central Motor Vehicles Rules, 1989, Tamil Nadu Motor Vehicles Rules,1989, and Tamil Nadu Motor Vehicles Taxation Rules, 1974. GENERAL ORGANIZATIONAL STUCTURE In Andhra Pradesh The Transport Department is headed by the Transport Commissioner. He is assisted by 1 Additional Transport Commissioner, 4 Joint Transport Commissioners, 3 Regional Transport Officers, 1 Regional Transport officer as State Representative before State Transport Appellate Tribunal and 1 Accounts Officer in the Head Office. In the field, he is assisted by 1 Joint Transport Commissioner in charge of Hyderabad, 14 Deputy Transport Commissioners, 45 Regional Transport Officers including 1 Secretary, STAT in the cadre of R.T.O, 2 Assistant Accounts Officers, 206 Motor Vehicles Inspectors and 218 - Assistant Motor Vehicle Inspectors besides other ministerial staff.

In Tamil Nadu The Transport Department is headed by the Transport Commissioner and functions under the administrative control of the Home Department of the Government. The Transport Commissioner also functions as State Transport Authority. In Chennai city Joint Transport Commissioner (City) is the Regional Transport Authority while in the Districts the Collectors are the Regional Transport Authorities. Appeals and Revision petitions against the orders of Regional Transport Authority and State Transport Authority are considered by the State Transport Appellate Tribunal, Chennai. There are 5 Joint Transport Commissioners, 9 Deputy Transport Commissioners, 53 Regional Transport officers (including 7 Enforcement RTOs), 3 Assistant Secretaries to STA, one Secretary, State Transport Appellate Tribunal and one Departmental Representative in the office of the State Transport Appellate Tribunal, One Chief Accounts officer, 1 Accounts Officer, 8 Assistant Accounts Officers, 166 Motor Vehicles Inspectors Gr.I, 133 Motor Vehicles Inspectors Gr.II and 1860 Ministerial Staff in the Department. One Statistical cell headed by Assistant Director of Statistics and one Legal cell headed by a Legal Officer are functioning in the Office of the Transport Commissioner. There are 7 zones, 46 Regions, 40 Unit offices and 19 Check posts in the State. In Pondicherry Decision making process, Supervision and Accountability All the proposals originate from the respective Heads of Office. The Head of Offices before mooting out the proposals will discuss the same with the Establishment / Accounts personnel under their control as well as the technical officers such as Regional Transport Officer and Motor Vehicles Inspectors. As per the rules delegating the administrative/ financial powers,

the Head of the Department will issue approval / sanctions for proposals over which he has powers. Otherwise, the files are sent to Government for approval and issue of sanctions. The decisions of the department concerning the public are taken as per the Pondicherry Motor Vehicles Act and also the Central Motor Vehicles Act. After registration of the vehicle the Registration Certificate will be issued to the public in person and the public should be present in the LLR/Driving Test for obtaining the Driving Licence.

ORGANIZATIONAL TREE

Functions of the Transport Department

Registration of Motor Vehicles. Issue of permits and fitness certificates to Transport Vehicles. Issue of licenses to drivers and conductors. Enforcing the various provisions of the Central Motor Vehicle Act, Tamil Nadu Motor Vehicle Taxation Act and the rules framed under these Acts. Inspection of vehicles involved in accidents. Negotiating inter-state agreements. Collection of tax and fees on Motor Vehicle. Providing relief to victims of Motor Accidents from the Honorable Chief Minister's Accident relief fund. Advising on various road safety measures.

GENERAL GUIDELINES AND PROCEDURES FOLLOWED IN RTO IN INDIA i) Duties and Responsibilities of Transport Vehicle Owners a) Ply only under a valid permit. b) Pay taxes / fees due to the department in time. Insure the vehicle. c) Get emission level certificates and check excess emission of smoke frequently. d) Get fitness certificate on time. Keep the vehicle in a trim condition. e) Behave courteously / politely. f) Employ qualified drivers. g) Have first aid kits in the vehicle. Do not use musical horns & dazzling lights. ii) Road Users a) Respect traffic laws. b) Use pedestrian crossing, subways, foot over-bridge wherever necessary. c) Do not hang on the foot board while travelling. iii) A word for Professional Drivers. Drive vehicle with valid Driving Licence. Renew in time. Respect traffic laws. Do not over speed and overtake in bridges and curves. Do not use horns unnecessarily. Check the condition of the vehicle before use, particularly the brake. Dont park in non-parking Zones. iv) General Public who visit Transport Department Offices for any service.

Apply in a proper application. Apply with necessary fee and documents. Meet and handover the applications to the concerned official. Avoid touts and middlemen. Dont offer presents and gifts to any member of the staff. To report to the higher and competent authority for remedies if needed. Not to interrupt the official duties of the staff.

POWERS AND DUTIES OF THE OFFICER Designation Regional Transport Office Duties All Duties of Head of the office. Secretary to R.T.A. (Commissioner) Function under M.V.Act., C.M.V. Rules, M.P.M.V. Rules, M.P, Taxation Act & Rules Asst. Sectary To R.T.A. (Commissioner) Function under M.V.Act., C.M.V.Rules, M.P.M.V.Rules, M.P, Taxation Act & rules Perform duties of transport inspector to chek vehicle as perprogramme assend by transport commissioner / department

Asst. Regional Transport Officer

Transport Inspector

COMMON GUIDELINES FOR WORKS AND WORK ENVIRONMENT AT RTO

Working Hours: 10.00 a.m to 5.30 p.m (lunch hour 1:30 pm to 2:15 pm) Monday to Saturday. Offices remain closed on every second Saturday and on all general holidays as notified by the State Government. The following are different sections at Regional Transport Office. 1. Driving License Section deals with issue of Learners License, Driving License, International Driving Permit, Conductor License and related transactions. 2.Registration Section deals with Transport, Non-Transport, Temporary Registration, Re-Registration, Renewal of Registration, HPA Entry/Termination of hypothecation/Hire Purchase/Lease, Transfer of ownership, Change of Address, Clearance Certificate, No Objection Certificate and related transactions. 3. Treasury Section deals with collection of Fees and Tax. 4. Permits Section deals with various types of permits relating to transport vehicle. 5. Inspection Wing deals with issue and renewal of fitness certificate, vehicle inspection for new registration/migration/renewal of registration certificate, Accident Inspection and related works. 6. Public Relations and Help Desk Deals with supply of application, assistance and information. a) Public are requested to approach the above branches for speedy disposal of work related to various items of works mentioned above, during the office hours between 10.00 am to 2.30 pm. b) The procedures to be followed on each item of work are indicated in this website. c) The Public Relations Officer in each office is available for guidance. Transport is conducted once in three months to hear the grievances where the public can air their problems/suggestions.

MAJOR PROBLEMS FACED AND MEASURES TAKEN TO TACKLE THE PROBLEMS BY THE RTO OFFICES IN INDIA 1. CHALLENGES FACING URBAN TRANSPORTATION Cities are locations having a high level of accumulation and concentration of economic activities and are complex spatial structures that are supported by transport systems. The larger the city, the greater its complexity and the potential for disruptions if this complexity is not effectively managed. The most important transport problems are often related to urban areas and take place when transport systems, for a variety of reasons, cannot satisfy the numerous requirements of urban mobility. Urban productivity is highly dependent on the efficiency of its transport system to move labor, consumers and freight between multiple origins and destinations. Additionally,

important transport terminals such as ports, airports, and rail yards are located within urban areas, contributing to a specific array of problems. Some problems are ancient, like congestion (which plagued cities such as Rome), while others are new like urban freight distribution or environmental impacts. Among the most notable urban transport problems are:

Traffic congestion and parking difficulties. Public transport inadequacy Difficulties for non-motorized transport. Loss of public space. Environmental impacts and energy consumption. Accidents and safety. Land consumption. Freight distribution.

2. AUTOMOBILE DEPENDENCY Automobile use is obviously related to a variety of advantages such as on demand mobility, comfort, status, speed, and convenience. These advantages jointly illustrate why automobile ownership continues to grow worldwide, especially in urban areas. When given the choice and the opportunity, most individuals will prefer using an automobile. Several factors influence the growth of the total vehicle fleet, such as sustained economic growth (increase in income and quality of life), complex individual urban movement patterns (many households have more than one automobile), more leisure time and suburbanization. Therefore, rising automobile mobility can be perceived as a positive consequence of economic development. The acute growth in the total number of vehicles also gives rise to congestion at peak traffic hours on major thoroughfares, in business districts and often throughout the metropolitan area. Cities are important generators and attractors of movements, which have created a set of geographical paradoxes that are self-reinforcing. For instance, specialization leads to additional transport demands while agglomeration leads to congestion. Over time, a state of automobile dependency has emerged which results in a diminution in the role of other modes, thereby limiting still further alternatives to urban mobility. In addition to the factors contributing to the growth of driving, two major factors contributing to automobile dependency are:

Under pricing and consumer choices. Planning and investment practices.

The second half of the 20th century saw the adaptation of many cities in North America and Europe to automobile circulation. Motorized transportation was seen as a powerful symbol of modernity and development. Highways were constructed, streets were enlarged, and parking lots were set often disrupting the existing urban fabric with the creation of motorized cities. However, from the 1980s, motorization started to be seen more negatively and several cities implemented policies to limit automobile circulation, at least in specific areas, by a set of strategies including:

Dissuasion. Although automobile circulation is permitted, it is impeded by regulations and physical planning. For instance, parking space can be severely limited and speed bumps placed to force speed reduction. Prohibition of downtown circulation. During most of the day the downtown area is closed to automobile circulation but deliveries are permitted during the night. Such strategies are often undertaken to protect the character and the physical infrastructures of an historical city. They do however, like most policies, have unintended consequences. If mobility is restrained in certain locations or during certain time periods, people will simply go elsewhere (longer movements) or defer their mobility for another time (more movements). Tolls. Imposing tolls for parking and entry (congestion pricing) to some parts of the city has been a strategy being considered seriously in many area as it confers the potential advantage of congestion mitigation and revenue generation. Most evidence underlines however that drivers are willing to bear additional toll costs, especially for commuting since it is linked with their main income.

Measures Tentative solutions have been put forth such as transport planning measures (synchronized traffic lights, regulated parking), limited vehicle traffic in selected areas, the promotion of bicycle paths and public transit. In Mexico City, vehicle use is prohibited according to license plate numbers and the date (even-uneven). Affluent families have solved this issue by purchasing a second vehicle, thus worsening the existing situation. Singapore is the only country in the world which has successfully controlled the amount and growth rate of its vehicle fleet by imposing a heavy tax burden and purchasing permits on automobile owners. Such a command-based approach is unlikely to be possible on other contexts. 3. CONGESTION Congestion occurs when transport demand exceeds transport supply at a specific point in time and in a specific section of the transport system. Under such circumstances, each vehicle impairs the mobility of others. Urban congestion mainly concerns two domains of circulation, often sharing the same infrastructures:

Passengers. In many regions of the world incomes have significantly increased to the point that one automobile per household or more is common. Access to an automobile conveys flexibility in terms of the choice of origin, destination and travel time. The automobile is favored at the expense of other modes for most trips, including commuting. For instance, automobiles account for the bulk of commuting trips in the United States. Freight. Several industries have shifted their transport needs to trucking, thereby increasing the usage of road infrastructure. Since cities are the main destinations for freight flows (either for consumption or for transfer to other locations) trucking adds to further congestion in urban areas. The "last mile" problem remains particularly prevalent for freight distribution in urban areas. Congestion is commonly linked with a drop in the frequency of deliveries tying additional capacity to insure a similar level of service.

4. MITIGATING CONGESTION In some areas, the automobile is the only mode for which infrastructures are provided. This implies less capacity for using alternative modes such transit, walking and cycling. At some levels of density, no public infrastructure investment can be justified in terms of economic returns. Longer commuting trips in terms of average travel time, the result of fragmented land uses and congestion levels are a significant trend. Convergence of traffic at major highways that serve vast low density areas with high levels of automobile ownership and low levels of automobile occupancy. The result is energy (fuel) wasted during congestion (additional time) and supplementary commuting distances. Measures

Ramp metering. Controlling the access to a congested highway by letting automobiles in one at a time instead of in groups. The outcome is a lower disruption on highway traffic flows. Traffic signal synchronization. Tuning the traffic signals to the time and direction of traffic flows. This is particularly effective if the signals can be adjusted on an hourly basis to reflect changes in commuting patterns. Incident management. Making sure that vehicles involved in accidents or mechanical failures are removed as quickly as possible from the road. Since accident on average account between 20 and 30% of all the causes of congestion, this strategy is particularly important. Carpooling. Concerns two issues. The first and most common is an individual providing ridership to people (often co-workers) having a similar origin, destination and commuting time. Two or more vehicle trips can thus be combined into one. The second involves a pool of vehicles (mostly cars, but also bicycles) that can be leased for short durations when mobility is required. Adequate measures must be taken so that supply and demand are effectively matched. HOV lanes. High Occupancy Vehicle (HOV) lanes insure that vehicles with 2 or more passengers (buses, vans, carpool, etc.) have exclusive access to a less congested lane, particularly during peak hours. Congestion pricing. A variety of measures aimed at imposing charges on specific segments or regions of the transport system, mainly as a toll. The charges can also change during the day to reflect congestion levels so that drivers are incited to consider other time periods or other modes. Public transit. Offering alternatives to driving that can significantly improve efficiency, notably if it circulates on its own infrastructure (subway, light rail, buses on reserved lanes, etc.) and is well integrated within a city's development plans. However, public transit has its own set of issues (see next section). Non-motorized transportation. Since the great majority of urban trips are over short distances, non-motorized modes, particularly walking and cycling, have an important roll to play in supporting urban mobility. The provision of adequate infrastructure, such as sidewalks, is often a low priority as non-motorized transportation is often perceived as not modern in spite of the important role it needs to assume in urban areas.

5. THE URBAN TRANSIT CHALLENGE As cities continue to become more dispersed, the cost of building and operating public transportation systems increases. For instance, only about 80 large urban agglomerations have a subway system, the great majority of them being in developed countries. Furthermore, dispersed residential patterns characteristic of automobile dependent cities makes public transportation systems less convenient to support urban mobility. In many cities additional investments in public transit did not result in significant additional ridership. Unplanned and uncoordinated land development has led to rapid expansion of the urban periphery. Residents, by selecting housing in outlying areas, restrict their potential access to public transportation. Over-investment (when investments do not appear to imply significant benefits) and underinvestment (when there is a substantial unmet demand) in public transit are both complex challenges. Among the most difficult challenges facing urban transit are:

Decentralization. Public transit systems are not designed to service low density and scattered urban areas that are increasingly dominating the landscape. The greater the decentralization of urban activities, the more difficult and expensive it becomes to serve urban areas with public transit. Additionally, decentralization promotes long distance trips on transit systems causing higher operating costs and revenue issues for flat fare transit systems. Fixity. The infrastructures of several public transit systems, notably rail and subway systems are fixed, while cities are dynamical entities, even if the pace of change can take decades. This implies that travel patterns tend to change and that a transit system built for servicing a specific pattern may eventually face "spatial obsolescence". Connectivity. Public transit systems are often independent from other modes and terminals. It is consequently difficult to transfer passengers from one system to the other. This lead to a paradox between the preference of riders to have direct connections and the need to provide a cost efficient service network that involves transfers. Competition. In view of cheap and ubiquitous road transport systems, public transit faced strong competition and loss ridership in relative terms and in some cases in absolute terms. The higher the level of automobile dependency, the more inappropriate the public transit level of service. The public service being offered is simply outpaced by the convenience of the automobile. However, changes in energy prices are likely to impose a new equilibrium in this relationship. Financing and fare structures. Most public transit systems have abandoned a distance-based fare structure to a simpler flat fare system. This had the unintended consequence of discouraging short trips for which most transit systems are well suited for, and encouraging longer trips that tend to be more costly per user than the fares they generate. Information systems offer the possibility for transit systems to move back to a more equitable distance based fare structure. Legacy costs. Most public transit systems employ unionized labor that have consistently used strikes (or the threat of a strike) and the acute disruptions they create as leverage to negotiate favorable contracts, including health and retirement benefits. Since public transit is subsidized these costs were not well reflected in the fare systems. In many transit systems, additional subsidies went into compensation or to cover past debt, and not necessarily into performance improvements or additional infrastructure. As most governments are facing stringent budgetary constraints

because of unsustainable social welfare commitments, public transit agencies are being forced to reassess their budgets through an unpopular mix of higher fares, deferred maintenance and the breaking of labor contracts. The era of public transit as a welfare agency providing compensation and benefits well above the qualifications and the productivity of its labor may be drawing to an end. 6. OTHER ISSUES

The RTO imposes a huge fine on drivers who ask for extra money Panchayats work in favour of drivers, but fail to do so for the public We keep a record of errant drivers and take strict action against them If citizens register a complaint, we can definitely help them Complaining to the authorities has not done any good so far Immediate need to implement ply-by-meter system in PCMC Often, the driver has taken a longer route to charge more

SUGGESSTIONS As the number of trucks on road is on increase year after year, the unaccounted money has also gone up from few crores to thousand crores. Besides direct loss in revenue to government, productivity and efficiency level has been falling. It is therefore urgent to identify and weed out the root causes of corruption in the trucking operations in India. These should include: Single Inspection Squads: at inter-state check posts to give no-objection certificate (NOC) on behalf of the departments will reduce the loss due to frequent stoppages as well as lessens the interaction with officials. E- truck transport: Computerisation of transport offices and inter-linking them across the country will facilitate uniformity and online accessibility of records. Online registration of vehicles and online permit facility should be introduced to de-congest the transport offices and minimises scope for middlemen. Computerised checkpoints are expected to improve the processes of identification of vehicles and estimation of penalties using electronic weighbridges and computers thus minimising the manual discretion of imposing fines. Outsourcing of services: for getting registration and fitness certificates from registered dealers and registered private outlets will curb corruption at departmental level to a large extent. Drop boxes for paying road, sales taxes at various points or payment of permit fees through banks and quoting challan numbers while applying for online facilities will also make the process more hassle-free and transparent. Independent and decentralised vigilance will keep a check over non-compliance of various rules and regulations such as overloading or operating without proper documents. This will keep a watch over the corrupt officials too. Uniformity in rules across the country- As in case of railways, rules and regulations regarding trucking operations should be uniform across states. With VAT system coming into force, octroi and sales tax barriers are expected to be done away with.

Upgraded transportation services- Trucks should be able to operate without en-route inspections as and when, on the basis of a certificate issued at the origin by an authorized agency. Such an agency system should be worked out as it has considerably streamlined freight movement in Europe. Sensitization of stakeholders- Creating awareness and sensitization of department officials against corruption and illegal practices need to be taken vigorously. CII, ASSOCHAM, truck operators associations etc should be involved locally in the process for addressing corporate houses and industry on the issue. Encouraging truck operators and drivers to practice certain precautions, safeguards and selfregulation measures could be another important step in keeping a check over unfair practices. Improved Infrastructure- As a long term measure towards curbing corruption, more and more expressways and bypasses from the outskirts of the city limits will speed up the traffic movement. This will also reduce frequent holding up of vehicles without any authentic reason by corrupt officials. Display of rules and regulations- Truck operators and drivers need to be informed about prevailing rules and regulations by prominently displaying them in various languages at tollplazas, check-posts, fuel stations and at other prominent places en-route.

REFERENCES: http://transport.uk.gov.in/pages/display/83-organisational-structure jabalpur.nic.in/rti/rto.pdf http://aptransport.org/html/aboutus.htm http://rto-west-chennai.com