CMP-KMA

Comprehensive Mobility Plan Back to Basics Kolkata Metropolitan Area

Infrastructure Development Finance Company Ltd.

Superior Global Infrastructure Consulting Pvt Ltd. August, 2008

EXECUTIVE SUMMARY BACK TO BASICS

The Comprehensive Mobility Plan of Kolkata Metropolitan Area (KMA) is an initiative of the Government of West Bengal to address the growing traffic congestion in the study area. The scope called for identifying the capital investment required to reduce the congestion and to derive a set of potential strategies to address the future demand. Kolkata Metropolitan Area (KMA) has an area of 1875 sq. km.; with a population of 16.7 million people at a density of 7,978 persons per sq. km.; comprising 3 Municipal Corporations; 38 Municipalities and 22 Panchayat Samities.

GOALS •

Congestion Mitigation

•

Safety and Security

•

Improved Air Quality

•

Improved Quality of Life

•

Improved Opportunities for Economic Development

The uniqueness of the methodology is to achieve these goals through understanding the vision behind the evolution of the city and compare it with the present conditions. In order to assess the current transportation scenario, various primary and secondary surveys along with stake holders meeting and consultations were conducted. Review of previously done studies was also undertaken.

VISION Seamless inter-modal transfer and single travel experience to the commuter by connecting various transportation modes including non-motorized transport in a safe, comfortable, secure and timely manner.

To evolve an integrated transportation system that contributes to the city’s productivity and improves the communities’ quality of life with minimal environmental impact.

COMPREHENSIVE MOBILITY PLAN FOR KMA

i

EXECUTIVE SUMMARY – BACK TO BASICS

BACKGROUND

Kolkata as compared to other metro cities in India is a relatively new and planned city. The evolution of Kolkata shows that transportation was the corner stone in shaping the city. Kolkata evolved more than 300 years ago when the British East India Company came to Bengal for exploring the business opportunities in the region. Due to its locational advantages of being close to the sea, the Kolkata port developed and the city gained prominence as a trade capital of the region which included major rice and silk producing areas (present day Bangladesh and Myanmar). Kolkata grew linearly in north-south direction along the banks of River Hooghly, with salt water basin on the east and Sunderbans on the South. Howrah Railway Terminus came into existence in 1854 and this was translated into industrial growth by establishment of jute mills and large iron mills along the river banks and along the existing canal system. Development of other railway sections and ports with access to rich mineral resources propelled the industrial growth further.

CALCUTTA 1742

KOLKATA METROPOLITAN AREA 2008

POPULATION – 0.1 Million

POPULATION – 16.7 Million

Post independence, large scale refugee migration took place within the KMA area. Due to the partition of the country in 1947 the population of KMA increased from 0.6 million (1947) to 5.1 million (1951) an increase of more than 800 per cent in a period of 4 years. The city


ii


has not recovered from that unplanned increase till today. The Bangladesh war in 1971 put added pressure on the already over-stressed capital starved infrastructure. EXISTING CONDITION

The transportation infrastructure consists of various modes ranging from the original ferries to metro rail via hand driven rickshaws, trams, buses and trains which currently share the same right of way. Historically, the core city of Kolkata was based on mobility by ferries, hand rickshaws and trams, complemented by the pedestrian movement. The use of trams and non-motorized modes of transport suited the narrow streets and offered the required maneuverability. Technological advancement has led to the same roads being confiscated by high speed motorized modes. This confiscation has been also due to no major capital investment in the mass transportation system for the last several decades. The ferry system and tram system have been totally neglected as evidenced by the drop of ridership on the tram from a million riders in 1976 to less than 70,000 per day. This is in total contradiction to what is happening in the mega cities around the world that are shifting from car based societies to mass transit. ‘Sustainable Transport Solutions’ make the best use of existing assets.

ASSETS: KOLKATA

• Planned city • 42.6 kms. of

Navigable River and

Canal System • 60 % of the total trips are of less than 3 kilometres in the KMA.

BACK TO BASICS -TRAMS AND THE PEDESTRIANS

• 23 % of the households use bicycle as the prefer mode. Culture of Using Mass Transit

LAND USE AND TRANSPORTATION

Land use planning has not taken place in a planned manner for several reasons. The mix of activities on a city-wide scale, the precise location of activities that generate traffic and the distances that separate them will all determine whether or not the city can be made to work efficiently in its travel and transport arrangements. A compact city (such as the KMA) has many advantages over widely dispersed cities (like New Delhi in India). At the very least, land use


iii


planning has to capitalize on these advantages by resisting urban sprawl and by maintaining wetlands , green areas, water bodies and maximizing use of existing facilities. The standard guidelines for determining transportation improvement projects will be difficult to adhere to in Kolkata because of the nature of the city as highlighted in the report. During the evolution of the city the founding fathers had planned the city based on river / canal as the main transport system which was later augmented by the rail based tram system. The current nature of determining the need for transportation based on UDPFI guidelines projects is difficult to apply (which proposes a minimum of 15-18% of land use for transportation) where as Kolkata has a mere 6% of land under transport use, with a whole gamut of modes from hand pulled carts to tractor trailer trucks sharing the same carriageway. The transportation movement within the study area is determined by various activities. The traffic and transportation department struggles to reduce congestion during peak hours by mandating the freight movement of trucks into / out of the city during the off peak hours of the night to early morning. This greatly helps in reducing the congestion during the AM and PM peaks when the office / school commuters are of paramount importance. Any change to these timings will gridlock the existing congested transportation network which has a ‘D’ level of service. Further the trucks entering the study area, especially the metro core in the night, have limited turnaround time. These results in the trucks being parked on the streets, serviced by hand pulled carts for loading and other services being provided to the crew. This creates activities around the parked trucks further reducing the carriage width and further reducing the number of vehicles that can potentially use the thorough fare. The Plan recommends new developments that will attract many people to be steered to points of maximum public transport accessibility in form of transit oriented development. Public transport facilities would be in form of metro (extended network), light rail transit (TRAM), circular rail, suburban rail, buses and ferries. Where new developments are contemplated and TRAM/metro lines are absent, the TRAM should be put in place first and ahead of the development. School Special Trams have been proposed to provide safe and environment friendly mode of travel for the children. This would also reduce the traffic congestions during the peak hours. PLAN COMPONENTS

Corridor efficiencies, safer regional roadways, connectivity between modes, improved port access, introducing Intelligent Transportation System (ITS) network, congestion management and high capacity transit are important components of the Plan. The Plan intent of this report is to shift the modal spilt between private vehicles and pedestrian/mass transit from 20 - 80 to 10 - 90


iv


per cent, by establishing an interlinked network of mass transit in the city. This would be done through extension of the existing north south metro corridor and supplementing it through proposed east west corridor. The improvement of the existing level of service of the road network as well as to provide faster and more comfortable ride in sync with the heritage character of the city, elevated Light Rail Transit System is proposed. The proposal for the ring road would reduce the stress on the linear network of the city and would also supplement the proposed north-south and east-west corridor. All new metro stations should be designed to handle 8 to 10 coaches of metro train. Study should be carried out to link the airport with the East -West corridor. This would also give new direction to the city expansion. Proposal for capacity and technical augmentation of the port and relocation of storage depots from the city core to the periphery of the city, the need for segregation of freight and passenger movement has been supplemented by the proposed outer ring road and augmentation of highway corridors. It has been proposed to establish the missing links of circular railway and suburban railways and for providing increased comfort level in passenger trains, special vendor trains in morning and evening slots have been proposed. To improve the speed of vehicular movement, road infrastructure improvement and traffic segregation has been proposed. The vehicular density on the roads would be reduced by high occupancy vehicles plying on ring road and major arterial roads. Considering that all of these proposals need to be demand-driven, more than 200 potential nodes have been identified out of which approximately 40 would have the potential to be developed as Transit Oriented Development with high FAR and change of surrounding land use, high density nodes are the only sustainable city model.

The performance of transportation system affects public policy concerns air quality, social equity, land use, urban growth, economic development, safety, and security. The Comprehensive Mobility Plan (CMP) for the Kolkata Metropolitan Area recognizes and reinforces the critical links between transportation and other societal goals. This plan does not attempt to merely build our way out of congestion, but adopts strategies to manage growth and strategically invest for better movement of people and goods. Using current information and data, the CMP identifies combined need of over Rs. 10,420 crore of transportation investments, from funded and existing assets. The concept will work towards giving the city back to the people. This investment over the next 18 years will build the city’s economy, meet citizen’s social and recreational needs, and enhance personal health and safety. The transportation infrastructure investments would be supported by the Central and State governments and private investors (PPP model).


v


EXISITING SITUATION CONGESTION

•

65% of the roads have D or lower Level of Service

•

7% is the annual vehicle growth.

•

72 % of roads have travel speed less than 20 kmph.

AIR QUALITY

•

μg/cubic meter (WHO Standard is 90

RECOMMENDATIONS

•

Mandate Hybrid Electric –Diesel (ULSD) Buses – emission down

•

μg/cubic meter). •

μg/cubic meter (WHO standard is 60

Mandate Electric Cabs - zero

μg/cubic meter).

•

Congestion Pricing

•

Increase Parking Fees from Rs.

•

month or more.

70 % of buses are more than 10 year old contributing 35% of the total pollution

•

600 per month to Rs. 5000 per

50 % of the cars are more than 10 years old contributing 16% of the total pollution

•

Transit Oriented Development

•

RSPM level in the KMA – 70 to 120

to 3.5 %. emission

•

SPM Level in the KMA- 150 to 250

31 % of the pollution contributed by 3 wheelers using Adulterated Fuel

Studies at Major Mass Transit

NOISE

Nodes ( some 200 nodes within

CPCB norms of permissible noise level are

the KMA with more than 40

60 – 65 dB, whereas the peak hour noise

having high potential)

level recorded in the KMA is 81.60 dB.

Lower emissions by phasing out of 3 wheelers and taxis though electric cabs.

CLEAN DEVELOPMENT MECHANISM (CDM) AND INTERNATIONAL INSTITUTIONS AS MAJOR FUNDING OPTIONS

The CMP increases the mobility of people and freight which is fundamental to the functioning of the city by; •

Facilitating freight storage and movement by building warehouse facilities on the outskirts of the city

•

Establishing east west road links and reinforcing north south links by construction of bypasses and flyovers

•

Synchronizing inter modal transfers


vi


•

Allocating movement corridors for each mode based on traffic volume.

•

Increasing trans-river connectivity by construction of new bridges with appropriate spatial distribution.

•

Mandating all transportation infrastructures to universally accessible in accordance to Indian Disability Act, 1995.

The current emissions are 378 tons/day. The projected emission in 2025 will be 240 per cent more than the present day emission i.e. 749 tons/day and reduction after implementing the CMP recommendations will be of the scale of 159 tons/day. PROPOSED MAJOR TRANSPORTATION STUDIES

60 per cent of the total trips generated in the KMA covering less than 3 km. distance, people prefer to walk or use bicycles for commuting. Thus, it is the social responsibility of the State to cater to the masses and focus on facilitating pedestrian and bicycle movement and improvement of the mass transit systems. Detailed studies for achieving this objective would be as follows: o

‘Transit Oriented Development’ at major Inter Modal Transfer Points

o

Study on Integrating Mass Transit Systems including merging of existing Tram System and Circular Rail System with emphasis on dedicated RoW to increase throughput efficiency.

o

Study on ‘Integration of Mass Transit System with Howrah Station and Sealdah Station’ This study would be in conjunction with Ministry of Railways project for renovating Howrah Station and its precincts for achieving a World-Class Station1 distinction. MAJOR INFRASTRUCTURE PROPOSALS •

Extension of proposed East West metro corridor from Howrah to Dankuni via Santragachi and Salt Lake to Barasat via Airport using two alignments one through the VIP Road and one through Rajarhaat

•

Extension of North South metro corridor from Tollygunj to Thakurpukur

•

Elevated pedestrian corridor connecting Howrah station, Sealdah station and B. B. D. Bagh

•

16 Pedestrian underpass and walkways

•

48 new Bus Terminals

•

LRT system within Rajarhaat

•

16 new Freight Terminals

•

36 kilometers of new tram alignment

•

320 kilometers of new roads

•

Route rationalization of suburban railways

•

380 kilometers of road widening

•

5 new transriver bridges over River Hooghly

•

13 new off-street parking

•

Mandating no car zone: New Market Area, Grand Street, B. B. D. Bag Area, Lalbazar Area, Ezra Street, Kalighat Temple Road, Bowbazar Street

1

Howrah station is one of the nineteen stations that have been selected for converting into World Class Stations by the Ministry of Railways.


vii


GOVERNANCE

A comprehensive single authority for all transportation issues would be formed. The objective of the apex body would be to promote and secure the development of transport system of the KMA and provision of transport services according to the plan. For this purpose, the apex body would have the power to hold, manage and dispose off land and other fixed and movable assets and other property to carry out building, engineering and other operations to provide or cause to provide, transport service, to execute works in connection with development of transport facilities and supply of transport service and amenities, and generally to do anything necessary or expedient for purposes of such development and for purposes incidental thereto.

12 DIRECTLY RELATED LAWS TO TRANSPORTATION

•

West Bengal Motor Vehicles Tax Act, 1979

•

The Inland Vessels Act, 1917

•

The Indian Ports Act, 1908

•

The Bengal Ferrys Act, 1885

•

The Indian Tramways Act 1886, etc.

24 ORGANIZATIONS DIRECTLY RELATED TO TRANSPORTATION

•

Calcutta State Transport Corporation

•

Calcutta Tramways Company

•

Ministry of Surface Transport

•

North Bengal State Transport Corporation

•

South Bengal State Transport Corporation

•

One Transport Authority for all

•

West Bengal Surface Transport Corporation, etc.

transportation issues including suburban rail, circular rail, metro, tram, ferry, IPT and buses. •

Merge circular rail RoW with trams

•

Unified Ticketing System

•

Standardize Traffic Laws

FUNDING

•

Identify innovative capital funding methodologies for meeting the long-term capital investment needs of the mass transit system including but not limited to revitalizing abandoned ware houses on the banks of the River Hooghly.

•

Identify strategies and methods to provide sustainable revenue sources for transportation needs, including tolls on all roads and other innovative financial solutions including congestion pricing and parking fee.


viii


•

Develop a policy that defines the state’s role and level of investment in public transportation.

TRANSPORTATION SCENARIO

A) KOLKATA 2025 (No Build Scenario)

•

100% of the major roads have traffic gridlock.

•

Congestion within the core area has greatly affected the trade and business along with major environmental impact on quality of life.

•

Pedestrian fatalities have increased and the sidewalks have been choked by car parking.

•

Trams have become extinct.

•

The spending on health cost has increased multifold.

TRAFFIC GRIDLOCK AND INCREASED POLLUTION

` MIXING OF INCOMPATABILE USES

CONGESTION ON MAJOR ROADS

B) KOLKATA 2025 (Build Scenario)

•

Development of missing link of the circular railways and integration of trams, metro ferry and bus transit has increased ridership, the simultaneous development of 200 identified nodes as Transit Oriented Development has further induced the use of public transport.

•

More comfortable, hybrid and faster public transport has shifted the modal distribution in favour of public transport (90:10 ratio), reducing congestion and pollution.


ix


•

High parking and congestion pricing for different areas has reduced traffic in the city core resulting in better air quality.

•

5 new proposed trans-river bridges has increased the east west connectivity within the KMA area reducing the pressure on existing four bridges, simultaneously reducing the load from the existing network.

•

Improvements within the road geometric design with compulsory cycle tracks and walkways along the major arterial road has enhanced the speed of the vehicles as well as reduced health costs.

•

Development of these TOD proposals of the mobility plan has reduced urban sprawl and has induced capital investments.

•

A single apex body has resulted towards better and efficient implementation of all transportation issues.

KOLKATA 2025: BACK TO BASICS WITH STATE OF THE ART INFRASTRUCTURE

The KMA has developed itself as the best example of clean, safe non-polluting urban transport in India. The residents of the KMA have begun to enjoy better health. The economy of the KMA grows faster than any other city in India because of its reputation for cleanliness and good health and its architectural and cultural assets which have been preserved and developed and can be enjoyed in traffic free areas and in attractive riverside locations. Road traffic accidents decline to the lowest of any city in India because of improved pedestrian crossings, cycle lanes and well maintained, disciplined buses. Its tram system is the envy of the world for its extensive network, its reliability, its comfort.


x


CONTENTS Name

Page No.

EXECUTIVE SUMMARY

i

CONTENTS

xi

LIST OF TABLES

xiii

LIST OF FIGURES

xv

LIST OF ANNEXURES

xvi

ABBREVIATIONS

xvii

No.

Name

Page No.

CHAPTER 1

INTRODUCTION

1

CHAPTER 2

STUDY AREA CHARACTERISTICS

9

CHAPTER 3

ROAD NETWORK AND TRAVEL CHARACTERISTICS

20

CHAPTER 4

MASS RAPID TRANSIT SYSTEM

35

CHAPTER 5

SUBURBAN RAIL

50

CHAPTER 6

INTRA PARATRANSIT

55

CHAPTER 7

PEDESTRIAN AND BICYCLE MOVEMENT

61

CHAPTER 8

PARKING

64


xi

CONTENTS

CHAPTER 9

FREIGHT

69

CHAPTER 10

ENVIRONMENT

76

CHAPTER 11

PROBLEMS AND ISSUES

82

CHAPTER 12

FUTURE TRAVEL AND TRANSPORT

CHAPTER 13

DEMAND PROJECTIONS

85

RECOMMENDATIONS

90


xii

CONTENTS

LIST OF TABLES TABLE NUMBER

TABLE NAME

TABLE 1.1

Methodology and Assignment of Tasks

TABLE 2.1

Population Growth, KMA

TABLE 2.2

Industrial Units and Employment

TABLE 2.3

KMA’S Share in State Domestic Product of West Bengal

TABLE 2.4

Land Use Pattern in KMA (1961-1990)

TABLE 2.5

Land Use Classification

TABLE 2.6

Arterial Road Length by Road Types in KMA

TABLE 2.7

Main Agencies/Stakeholders in KMA

TABLE 3.1

Salient Network Characteristics of Major Roads

TABLE 3.2

Traffic Volume Counts on The Major Corridors of KMA

TABLE 3.3

Traffic Composition on Major Roads in The Core Area

TABLE 3.4

Peak Hour Traffic and Corridor Speed

TABLE 3.5

Trans- River Vehicular Traffic

TABLE 3.6

Growth of Transit Passengers in KMA (on an average weekday; in lakhs)

TABLE 3.7

Total Number of Registered Vehicles in The KMA

TABLE 3.8

Lanes - Speed Profile

TABLE 3.9

Speed Profile on The Basis of Divided and Undivided Carriage Way (In Km)

TABLE 3.10

Year Wise Road Accident

TABLE 3.11

Income Distribution of Households in KMA

TABLE 3.12

Households Owning Different Categories of Vehicles in KMA

TABLE 3.13

Distribution of Income Groups by Mode of Transit Transport Used

TABLE 3.14

Distribution of Trips by Trip Purpose in KMA

TABLE 3.15

Trip Length Distribution of Work Trips in KMA

TABLE 3.16

Trip Length Distribution of Educational Trips in KMA

TABLE 3.18

Average Occupancy of Predominant Modes

TABLE 3.17

Purpose of Journey and Mode of Transport Used

TABLE 4.1

Variation in Headways of Metro Railway

TABLE 4.2

Growth in Passenger Volume in Metro Railway

TABLE 4.3

Train Late/ Detention Due to Rolling Stock

TABLE 4.4

Metro Rail Benefits

TABLE 4.5

Revenue and Operating Expenditures of CTC (RS. million)

TABLE 4.6

Circular Railway Running Times between Stations

TABLE 4.7

SBSTC: Profile of City Services

TABLE 4.8

WBSTC: Type OF Bus Service

TABLE 4.9

CSTC: Number of Buses and Routes Operated


xiii

CONTENTS

TABLE 4.10

CSTC: Profile of City Services

TABLE 4.11

Profile of Private Bus Services

TABLE 4.12

Profile of Mini Bus Services

TABLE 4.13

Information Regarding Mini Bus Routes under RTA, Howrah

TABLE 4.14

Information Regarding Stage Carriage Bus Routes Under RTA Howrah

TABLE 4.15

Information Regarding Stage Carriage Express Bus Routes Under RTA Howrah

TABLE 4.16

Number of Vessels and Jetties Operational in KMA

TABLE 4.17

Total Number of Passengers Served by Ferry Services

TABLE 5.1

Growth of Suburban Passengers in KMA

TABLE 5.2

Growth of Number of Passengers Using Howrah and Sealdah Railway Stations

TABLE 6.1

Trip Distribution Among Various Modes

TABLE 6.2

Break-up of Total Paratransit Trips in KMA

TABLE 6.3

Movement of Passengers Within KMA

TABLE 7.1

Vehicle Ownership in the KMA

TABLE 9.1

Freight Movement by Road

TABLE 9.2

Container Freight Handling of Kolkata Dock System in TEUS

TABLE 9.3

Inward Rakes Dealt at Terminals of Sealdah Division

TABLE 9.4

Inward Rakes Dealt at Terminals of Howrah Division

TABLE 10.1

KMA Vehicle Age Distribution 2003

TABLE 10.2

Estimated Vehicle Emissions Load in Metropolitan Cities, 2005

TABLE 10.3

Mortality Rates Due to Air Pollution in KMA

TABLE 10.4

Noise Limit for Vehicles

TABLE 10.5

Noise Levels

TABLE 12.1

Projected Population for KMA

TABLE 12.2

Projected Growth of Registration on Motorized Vehicles in KMA

TABLE 12.3

Estimated Freight Traffic in KMA

TABLE 12.4

Projected Growth of Passengers Using Howrah and Sealdah Railway Stations

TABLE 12.5

Projected Growths of Suburban Passengers in KMA

TABLE 12.6

Projected Growth of Passengers Traveling by Air in KMA

TABLE 12.7

Projected Passenger Volume for Public Transport

TABLE 12.8

Projected Tran-river Traffic Volume in KMA

TABLE 13.1

Share of Air Pollution from Different Modes


xiv

CONTENTS

LIST OF FIGURES FIGURE NUMBER

FIGURE NAME

FIGURE 3.1

Traffic Composition on Major Corridors

FIGURE 3.2

Accident Prone Roads

FIGURE 4.1

Trip Distribution in KMA, 2008

FIGURE 4.2

Total Number of Passengers Served by Ferry Services

FIGURE 5.1

Existing Suburban Network in Kolkata

FIGURE 9.1

Traffic Handling of Kolkata Dock System

FIGURE 9.2

Goods Received by Different Modes for Export at Kolkata Port

FIGURE 9.3

Percentage of Goods Dispatched by Different Modes for Imports at Kolkata Port

FIGURE 9.4

Cargo Movement by Air

FIGURE 10.1

Vehicle-Type Contributions to Pollutant in KMA, 2003

FIGURE 10.2

Level of Pollutants in KMA

FIGURE 13.1

Comprehensive Mobility Plan Concept

FIGURE 13.2

Comprehensive Strategy for Enhancing Mobility


xv

CONTENTS

LIST OF ANNEXURES ANNEXURE NUMBER

ANNEXURE NAME

ANNEXURE I

Node Wise Road Inventory of KMA

ANNEXURE II

Speed and lengths of Arterial Roads of KMA

ANNEXURE III

Traffic Violations in KMA

ANNEXURE IV

Level of Service Criteria

ANNEXURE V

Number OF Passengers Served BY Ferry Services Operated within KMA

ANNEXURE VI

Increase in the No. of IPT Registration

ANNEXURE VII

On-Street Parking in East to West Direction

ANNEXURE VIII

On-Street Parking in North to South Direction

ANNEXURE IX

Freight Handling at Kolkata Port

ANNEXURE X

National Ambient Air Quality Standards

ANNEXURE XI

Detailed Design Guidelines


xvi

CONTENTS

ABBREVIATIONS AJC Bose

Acharya Jagdish Chandra Bose Road

BT Road

Barrackpore Trunk Road

BK Expressway

Barrackpore Kalyani Expressway

BB Ganguly Street

Bipin Behari Ganguly Street

CR Avenue

Chitranjan Avenue

CIT Road

Calcutta Improvement Trust

CSTC

Calcutta State Transport Corporation

CBD

Central Business District

CIWTC

Central Inland Water Transport Corporation

CTC

Calcutta Tramways Company

CPCB

Central Pollution Control Board

dB

Decibel

DPR

Detailed Project Report

EIA

Environmental Impact Assessment

EM By Pass

Eastern Metropolitan Bypass

GoWB

Government of West Bengal

GT road

Grand Trunk Road

HNJPSS

Hoogly Nadi Jalapath Parivahan Samabaya Samiti

IDFC

Infrastructure Development and Finance Corporation

IPT

Intra Para Transit

IWT

Inland Water Transport

JBIC

Japan bank for International Cooperation

JL Nehru road

Jawaharlal Nehru Road

KMA

Kolkata Metropolitan Area

KMDA

Kolkata Metropolitan Development Authority

KMC

Kolkata Municipal Corporation

KMPC

Kolkata Metropolitan Planning Committee

Kmph

Kilometer Per Hour

Kmpl

Kilometers Per Litre

KPD

Kidderpore Dock

KDS

Kolkata Dock System

KK Tagore Road

Kali Krishna Tagore Road

LRT

Light Rail Tram

MG Road

Mahatma Gandhi Road

MoST

Ministry of Surface Transport

NBSTC

North Bengal State Transport Corporation

NSD

Netaji Subhas Dock


xvii

CONTENTS

N.S.C.B Airport

Netaji Subash Chandra Bose Airport

NMV

Non Motorized Vehicle

PCU

Passenger Car Unit

RTA RSPM

Regional Transport Authority Respiratory Suspended Particulate Matter

RPM

Respiratory Particulate Matter

R G Kar Road

Radha Govind Kar Road

SGI

Superior Global Infrastructure Private Ltd.

S. N. Banerjee Road

Surendra Nath Banerjee Road

SBSTC

South Bengal State Transport Corporation

SIA

Social Impact Assessment

UDPFI

Urban Development Plan Formulation and Implementation

VIP Road

Very Important Person Road

V/C Ratio

Volume – Capacity Ratio

WBSTC

West Bengal Surface Transport Corporation

WBPCB

West Bengal Pollution Control Board

WBIWTC

West Bengal Inland Water Transport Corporation


xviii

CONTENTS

CHAPTER 1 INTRODUCTION 1.1 STUDY BACKGROUND Kolkata (earlier known as Calcutta1), the land of Tagore and Mother Teresa, has been endowed with many metaphors in the past. From being called the ‘City of Joy’ to the ‘Jewel in The Crown of The British Raj’, Kolkata has evolved as the cultural capital of India and the economic capital of eastern India. The city evolved more than 300 years ago when the British East India Company came to Bengal

for

exploring

the

business

opportunities in the region. The British bought three villages Sutanuti, Gobindapur and Kalikata and laid the foundation of the present city. Gradual conversion of residential village to offices around the fort in Dalhousie square area and planned residential development in Chowringhee/Park street areas took place in the early 1700’s. Towards the end of the 17th century, the city had developed in form of the town and its Suburb – the area bounded by the Maratha Ditch and the Hoogly River formed the town and the rest was the suburb.

It was during this period that Kolkata grew linearly in North-South direction with salt water basin on the east and Sunderbans on the South and the Chitpur Road served as the oldest

North

-

South

spine

connecting

Kolkata, 1742

corridor. Subsequent developments in the th

early and mid 18

century saw the British

leave architectural footprints in form of various colonial buildings in the core city area of Kolkata and formation of the Howrah Municipal Corporation in 1862. The link between the inland trade and the port trade was reinforced by the construction of Howrah Railway Terminus in 1854 and this was translated into industrial growth by establishment of jute mills and large iron mills along the river bank. Development of other railway sections and ports propelled the industrial growth further. In 1911, the Calcutta Improvement Trust was created for renewal and development of the city and this coincided with shifting of the Capital of India from Calcutta to New Delhi. (refer Map “Evolution of Kolkata”). 1

The proposal to change the name of Calcutta to Kolkata was passed by the Central Government on December 23, 2000, and came into effect from January 1, 2001.


1

INTRODUCTION

Post independence, large scale refugee migration plagued Calcutta during the partition of the country in 1947 and the Bangladesh war in 1971 and put the civic infrastructure of the city under unprecedented strain. Refugee colonies sprang up in Tollygunj and Jadavpur in the south, low lying areas in the east namely, Tangra, Topsia, Tiljala and Kasba, and suburbs close to Calcutta namely, South Suburban, Garden Reach, North and South Dumdum, Baranagar, Kamarhati and Panihati.

Since those times, the city has developed into a burgeoning metropolitan of modern India with a dynamic IT sector, a booming retail market, and a fast expanding industrial hinterland. The GDP of the metropolitan area is US$ 94 billion and its per capita income is US$ 8,520. IT and related services lead the current economic boom, and are growing at 70 per cent annually. Despite the economic prosperity of the city, the metropolis of Kolkata suffers from loss of city wetlands which causes frequent flooding, high levels of air pollution, traffic congestion and inadequate infrastructure. The study area, Kolkata Metropolitan Area (KMA) with an area of 1875 sq. km., falls under the jurisdiction of Kolkata Metropolitan Development Authority (KMDA) which is the agency responsible for planning, promoting 2 3 and developing the KMA. With a population size of 16.7 million and a density of 7,978 persons per sq. km. , 4 5 the KMA constitutes of multiple administrative units - 3 Municipal Corporations , 38 Municipalities and 22

Panchayat Samities. Although KMDA has a strong planning legacy, development of the metropolis as a single geographical entity has not taken place. The expanse of the KMDA has two distinct contrasting parts – first, the urbanized continuous stretch in a linear pattern on either sides of the river Hoogly and secondly, the rural areas around the urban conurbation. The concentration of all the economic activities and civic amenities is within the urbanized area and this dependence on a daily basis of the suburban areas on the city core establishes the need of a strong integrated transportation system. Due to the existence of wetlands along the eastern fringe of the city, the eastward growth was arrested. The city therefore, grew along a linear north-south corridor. The railway line constructed in north south direction further accentuated this longitudinal growth. The linear spread of the city also calls for strong north-south links with access to multiple modes, supported by a network of east-west links and improved trans-river connectivity.

1.2 EVOLUTION OF TRANSPORTATION IN KOLKATA KMA has a very elaborate public transport system, consisting of train systems - both terrestrial and underground, trams, buses, ferries and taxis. Quality varies from the state-of-the-art Metro, to the ramshackle (but very extensive) bus system, with everything from the overworked commuter trains, obsolete trams and

2

Projected Population in 2008. The population of KMA in 2001 as per the Census of India is 14.7 million. Urban India: Understanding The Maximum City, November 2007 4 Chandan Nagar, Howrah and Kolkata 5 Bansberia, Kalyani, Gayeshpur, Kanchrapara, Halisahar, Hoogly Chinsura, Naihaty, Bhatpara, Bhadreswar, Gurulia, Champdan, Baidyabati, North Barrackpore, Barrackpore, Srirampur, Titagarh, Rishra, Khardah, Konnagar, Panihati, Uttarpara, Kamarhati, North Dum Dum, New Barrackpur, Madhyagram, Barasat, Rajarhat, Bidhan Nagar, South Dum Dum, Dum Dum, Baranagar, Baly, Sonarpur/Rajpur, Baruipur, Maheshtala, Budge Budge, Pujali and Uluberia 3


2

INTRODUCTION

ferries that offer low quality modal choices to the commuters. The most modern and the most ancient forms of transportation coexist and function in the city, making it very unique indeed. The transport infrastructure for Kolkata was mainly developed during the period from 1850 to 1930. During this period the Kolkata port was established, the railway network was installed, the tram services came into operation and a number of arterial roads were constructed. The riverine Port of Kolkata is the oldest operating ports in India that was originally constructed by the British East India Company in the 19

th

century. The sea route has been the lifeline of Kolkata and it shaped the

economic life, trade and commerce as well as the physical structure of the city. Some of the primary industries in Kolkata including jute and rice mills were located on the western bank of river Hoogly in Howrah. In midnineteenth century, railways came to support the expansion of trade activities that were taking place from the port, further inland. One of the railway companies, the Bengal Nagpur Railways made a modest beginning in 1887 by taking over the existing Nagpur - Chattisgarh Railway. It was later extended eastwards and joined the East Indian Railway at Asansol. By this construction of the main line, a direct route opened up between Kolkata and Mumbai After independence, importance of the port decreased due to the Partition of Bengal (1947), reduction in size of the port hinterland and economic stagnation in eastern India. In the 21st century, due to the economic revitalization and infrastructure improvements, the port grew swiftly to become the nation's second largest container port and it was one of India's fastest growing ports in 2004-05. The Port has two distinct dock systems - Kolkata Docks at Kolkata and a deep water dock at Haldia Dock Complex, Haldia. The earliest forms of public land transport in the city were palanquins and horse drawn carriages. Other forms of mass transport were limited to waterways. Even after the Howrah railway station was built in 1854 and even 6 before the first bridge was constructed for connecting the twin cities of Howrah and Kolkata, motorized and

country boats remained a popular form of mass transit. Ferries are still an integral part of the transportation system of Kolkata and ferry services across and along the Hooghly provide a hassle-free and scenic way to see many of Kolkata's top attractions. Most of the ferry piers (ghats) are conveniently located near railway stations or a short walk from other public transport.

By late 1830, three horse drawn omnibuses had been started between Dharmatala and Barrackpur, however, it was only after 1864 that they became popular. The first truly successful horse-drawn public vehicle was the tramcar. Towards the end of 19th century tramcar became privatized and Calcutta Tramways Company Ltd. (CTC) was made in-charge of operations from Sealdah to Dalhousie Square (now B.B.D. Bagh). By 1900s the Chinese in the city had brought in rickshaws commercially into the city which has now become a prominent mode of transportation and part of the city image. More contemporary forms of public transport include the Kolkata Metro (underground rail network) which was constructed under the Metropolitan Transport Project in 1969 and was renamed as Metro Railway in 1979 after passing of Metro Railway (Construction and Works) Act, 1978. It was the first underground built in India with service starting in 1984 and is currently operated by the Indian Railways.

6

Floating Pontoon Bridge, built in 1874 by Sir Bradford Leslie


3

INTRODUCTION

The city also has an extensive heavy rail suburban network operated by the Ministry of Railways, Government of India. However, these different modes instead of complementing each other for improving the mobility of the city work in isolation.

There are many areas in the city that have very narrow roads with slow-moving as well as fast moving traffic plying on them. This is the prime reason that deters the speed of movement and therefore, multiplicity in mode of travel becomes a curse instead of a boon. In addition to the public modes of travel, there are many privately owned vehicles operating in Kolkata including cars, two-wheelers and bicycles. Kolkata Municipal Corporation (KMC) has the highest car density (1,421 cars per sq. km.) as well as second highest car ownership (61 cars 7 per 1,000 residents) in India . This high index of vehicles under private ownership is major concern for the

transportation network in the city. This is also reiterated from the fact that road traffic in city streets and on arterial roads is extremely congested, as a substantial portion (75%) of city transport is dependent of road based transport systems while the city has only 5.5% land use for transport.

KMA has several other peculiar issues associated with urban transport infrastructure including low road density, mixed traffic, inadequate public transport systems, limited road maintenance and insufficient traffic control / management measures. These situations adversely affect the sustainability of urban development in KMA. Also the population growth has led to rapid increase in congestion and has hampered mobility, adversely impacting the economic productivity of the city. The linear spatial growth of the city has also put additional pressure on the existing north south links which has further slowed the pace of movement within the city. It is, therefore, critical that appropriate investments be made in improving mobility.

1.3 TRANSPORTATION PLANNING LEGACY Considering all transportation issues, the Kolkata Metropolitan Development Authority (KMDA) prepared a Draft Traffic and Transportation Master Plan with integration to the Perspective Plan (Vision 2025) in January 2000. The Draft Traffic and Transportation Master Plan was modified as per the deliberations of the Working Group th constituted by the Chief Secretary Govt. of West Bengal (GoWB) on 6 July 2000. The working group was

represented by officials from KMDA, Transport Department, Public Works (Roads) Department GoWB, Kolkata Municipal Corporation, Eastern Railways, South Eastern Railways, Kolkata Port Trust, Hoogly River Bridge Commissioners, District Collectorate (traffic) Kolkata Police, Superintendent of Police Howrah, and Airport Authority of India. The Draft Master Plan was presented to Kolkata Metropolitan Planning Committee (KMPC) in December 2001. The Traffic and Transportation, Railways and Waterways sector Committee constituted under KMPC finalized the Draft Master Plan after detailed scrutiny and with observations from local bodies within KMA and public representatives in January 2006.

1.4 THE NEED OF THE PRESENT STUDY A number of studies have been carried out at different points of time to assess the baseline transport situation. Proposals have also been developed for investments in a number of public transport systems, including an East – West Metro Rail Corridor and elevated Light Rail Transit (LRT) systems. However, there is, as yet, no

7

Urban India: Understanding The Maximum City, November 2007


4

INTRODUCTION

Comprehensive Mobility Plan that identifies the long term needs in a holistic and complete manner to place all the individual proposals in a strategic perspective.

Keeping in view the growing importance of the transport sector in the city’s fabric, the Government of West Bengal (GoWB), through its Department of Traffic and Transport with support of the Ministry of Urban Development, Government of India, initiated a Comprehensive Mobility Plan for the Kolkata Metropolitan Area for the horizon year 2025. Infrastructure Development Finance Company Ltd. (IDFC), New Delhi has been selected and appointed to study and prepare a Comprehensive Mobility Plan for the Kolkata Metropolitan Area (KMA). The Kolkata Metropolitan Development Authority (KMDA) is a key agency of the client in this case. IDFC has engaged Superior Global Infrastructure Consulting Pvt. Ltd. (herein “the consultants”) for carrying out the study.

1.5 OBJECTIVES AND SCOPE OF WORK FOR CMP 1.5.1

OBJECTIVE

The main objectives of the present study are: •

To study the existing traffic and travel characteristics of the study area

•

To forecast travel demand for the horizon year 2025

•

To identify short, medium and long term transport improvement plans

•

To encourage modal shift in favour of public transport and intermediate public transport

•

To encourage modal shift in favour of pedestrian movement and Non Motorized Vehicles (NMV) by providing proper facilities for them

•

To focus on economic, environmental and socially sustainable mobility

•

To analyze and recommend development of Integrated Mass Transport System

•

To recommend institutional changes and implementation mechanisms to enhance customer experience, reduce trip lengths and transportation modes

1.5.2

SCOPE OF WORK

The consultant shall undertake all aspects of the assignment as has been awarded to IDFC. Scope of Services to be carried out by the Consultant shall include:

Review all Previous Studies and carry out any additional studies that maybe required

Identify all individual projects recommended by various agencies, including projects for Mass Transit Systems, Feeder Systems, Parking Complexes, Waterways, Freight Terminals, By-passes, Public Transit Stations and Inter-change Terminals, Property Development Projects, etc.

Integrate Transportation Proposals for Different Modes and Prepare a Comprehensive Mobility Plan for Kolkata Metropolitan Area

Develop an Appropriate Phasing and Sequencing Plan

The following reports have been reviewed by the consultants:

Master Plan for Traffic and Transportation in Kolkata Metropolitan Area (2001-2025)


5

INTRODUCTION

Integrated Multi-Modal Public Transport Plan for Calcutta, Traffic and Transport Department, GoWB, January 2000

City Development Plan Kolkata, KMDA, June 2007

Vision 2025: Perspective Plan of KMA, Draft Final Report, KMDA, December 2005

Study on Vehicular Traffic entering and leaving the Calcutta Metropolitan Area, April 1998

Origin and Destinations of Goods Vehicles Entering and Leaving Calcutta Metropolitan Area, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, November 1999

Pilot Study for Project Formation for Urban Transport Development in the Kolkata Metropolitan Area in India: Final Report, September 2007.

Bus Terminal Route Study in Kolkata, Howrah and Salt Lake, April 2008

Traffic and Transportation In KMC area Development Perspective and Action plan, November 2007

Traffic Study on Vidyasagar Setu, February 2008

Elevated Mass Rapid Transit System-Preliminary Project summary, Kolkata, Transport Department, Government of West Bengal, March 2005

Air Quality Status of West Bengal-A state of Environment Report, West Bengal Pollution Control Board, 2004

Urban India-Understanding the Maximum City, London School of Economics, London, 2007

A Study on Transportation by Ferry Services On the River Hoogly(Kalyani to Kakdwip), Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, July 2001

Bus Rapid Transit System Project, Ultadanga to Kamal Gazi, Kolkata – Interim Report, KMDA, June 2008

Improving City Mobility – An Action programme for The KMC Area,Draft, KMC, December 2008

Texas Metropolitan Mobility Plan: Breaking the Gridlock, Texas Department of Transportation, August 2001

Stage Carriage Bus Routes & Special Stage carriage/Mini Bus Routes, Transport Department, GoWB, January 2005

Proposed Transport Infrastructural Development Projects in and Around KMA, Transportation Planning and Traffic Engineering Directorate, February, 2008

Study on Vehicular Traffic Entering and Leaving the KMA, CMDA, Transportation Planning and Traffic Engineering Directorate, April 1998

A study on Passenger Ferry Services on the River Hoogly (Kalyani to Kakdwip), Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, July 2001

Pilot Study for Project Formulation for Urban Transport Development in the KMA in India, Final Report, Japan Bank for International Cooperation ( JBIC), September 2007

Transit Cooperative Research Programme Reports, Transportation Research Board, National Research Council, Washington D.C., June 2003

Note on Parking Policy in KMA, Project Planning Unit, KMDA, 2007

Growth or Gridlock? The Economic Case for Traffic Relief and Transit Improvement for A Greater New York, December 2006

Traffic Study Along EM Bypass and VIP road, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, January 2007

Bus Terminus/ Route Study , Transport Department, GoWB, April 2008


6

INTRODUCTION

Study on Passenger Traffic Volumes Entering and Leaving the CMA Boundary by Different Modes of Vehicles, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, April 1998

Traffic Study Along CR Avenue and JM Avenue, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, February 2007

Classified Traffic Study on Kolkata Roads – Southern Area, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, February 2007

Classified Traffic Study on Kolkata Roads – Central Area, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, February 2006

Classified Traffic Volume on Kolkata Roads – Northern Area, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, February 2005

Traffic Study on Fly-overs and Adjacent Roads in Kolkata– Southern Area, Transportation Planning and Traffic Engineering Directorate, Transport Department, GoWB, February 2007

Sustainable Transport Solutions for Calcutta, School of the Built Environment at Liverpool John Moores University, U.K., August 1996.

1.6 STUDY APPROACH AND METHODOLOGY ‘Comprehensive Mobility Plan’ envisages the KMA as an unified city with well-defined integrated multi-modal transportation system catering to all cross-sections of the society. The document is a comprehensive study entailing a series of physical interventions and policies to reinforce the regional connectivity and increase the mobility within the city.

Transportation being the backbone of all urban development activities, inadequately envisioned, or poorly delivered, can stunt growth for centuries and take capital investment to other cities. Therefore, the mobility plan is not only analytical, but also takes a long term view of the financial implications of the transportation mechanism on the city, including but not limited to the cost of congestion and quality of life and health of the citizens.

The following methodology has been derived to achieve the above mentioned objectives through a series of interrelated tasks in a comprehensive manner:


7

INTRODUCTION

TABLE 1.1 METHODOLOGY AND ASSIGNMENT OF TASKS S. No.

Activity

Task

1.

Analysis of Existing Situation

• • • • •

Collate, review and appraise suitability of existing data Appraisal of existing situation Traffic surveys and studies Meeting with major stake holders Data analysis

2.

Land Use and Travel Demand Characteristics

• • • •

Future Travel Projections Development of regional and urban development strategies Development of alternative transport strategies Evaluation of alternative development scenarios

3.

Development of An Integrated Mass Transport System

• Study for development of integrated mass transport system • Estimation of cost and viability analysis • Institutional, legal and regulatory framework


8

INTRODUCTION

CHAPTER 2 STUDY AREA CHARACTERISTICS

2.1 REGIONAL SIGNIFICANCE OF KMA The study area, Kolkata Metropolitan Area (KMA) is essentially the metropolitan outfit of the city of Kolkata and has evolved over an extended period of time. With a vast hinterland and an industrial core, KMA acts as the main producer and distributor of goods and services in the Eastern Region. Some of the key functions related to development of the entire country that Kolkata provides are:

i)

Acting as the national centre of economic activities including industry, trade and commerce;

ii)

Acting as the main centre of capital market for the entire eastern region;

iii)

Functioning as a very important regional, national and international node for traffic and transport — both passenger and freight;

iv) Providing the location for regional headquarters for several Central Government Organisations; v)

Acting as the nerve centre for cultural and recreational activities;

The KMA is also a major manufacturing hub of West Bengal with 90% of jute making capacity and 60% each of rubber footwear, wagon building and tyre and tube industries, 61% of registered factories in the chemical industry, 91% of registered factories in the cotton textile industries, 84% of units producing industrial machinery and 92% of units manufacturing non-electrical machinery; being located in this area.

The KMA is important not only for the 16.69 million people who reside there, but it is also has a regional significance extending not only to the eastern region but to the whole country. The KMA is surrounded by areas richly endowed with natural resources - abundant supplies of coal are found in West Bengal and Jharkhand in addition to the rich deposits of iron ore, manganese, limestone and other minerals found in northern parts of Orissa. Predominance of these mineral and fossil fuel deposits form the basis for India’s biggest industrial belt and the centre for India’s iron and steel industry with KMA playing the pivotal role in the region. KMA, thus, acts as the nerve centre providing the lifelines that link the country together.

2.2 POPULATION GROWTH The estimated population for 2008 is 16.69 million. Table 2.1 shows the population and decadal growth of KMA. The population of Kolkata is increased manifold since it’s creation in 1706. A marked increase in population took place from 1947 to 1951, where within a period of five years, Kolkata’s population grew 5.5 times because of the huge refugee influx after the partition of India. The partition also had a great impact on the trade arrangements between the trilogy formed by the Kolkata, Khulna and Chittagong ports. After the partition, India lost Khulna and Chittagong as supplements to Kolkata Port. As a result, the significance of Kolkata Port for trading greatly increased and a large number of ports on the East Coast of India (Vishakapatnam and Paradip) were developed in terms of equality of market choices. Consequently, the economic base of Kolkata broadened and the employment opportunities increased, thereby increasing the migration into the city.


9


TABLE 2.1: POPULATION GROWTH, KMA

Decadal Growth (%) 32.9 20.4 21.4 20.9 22.0 21.0

Year 1706 1735 1891 1947 1951 1961 1971 1981 1991 2001 2008*

Population (in million) 0.02 0.1 0.7 0.6 5.1 6.8 8.2 9.9 12.1 14.7 16.7

* Estimated Population Source: Census of India

The population of Kolkata in the following decades increased steadily and the growth rate kept fluctuating between 20-22%. Although the population of the city since its inception has increased by a multiple of 835, the area of the city (KMA) has grown only 30 times its original area. Furthermore out of the total area of the KMA, approximately 30 per cent of the area is still under agricultural use. Therefore, the densities of the urbanized areas are unusually high. Adding to the chaos is the fact that mixed use is very predominant in the urban areas which attracts large volumes of vehicular traffic within the city. The urban fabric of the core city area is very dense with roads that were originally supposed to cater to the either pedestrian or non-motorized modes are now carrying the motorized modes of transport. 2.3 ECONOMIC PROFILE KMA acts as the hub of economic activities and wealth generation of West Bengal. It is also the industrial core of West Bengal with almost 81% of the industries of the State being located in KMA. Predictably, it is also the largest employment center of the State. This attribute is not only due to the abundance of natural mineral resource in the adjoining areas, but also due to the access to transportation for trade and commerce by sea. This strong economic activity has a major impact on the transportation infrastructure within the KMA and facilitating freight movement becomes critical for the success of any Transportation Plan. TABLE 2.2: INDUSTRIAL UNITS AND EMPLOYMENT

Area KMA West Bengal KMA as % of West Bengal

1986 Units Employee 6,658 7,18,878 8,064 82.6

9,00,790 79.8

1994 Units Employee 8,666 7,08,436 10,431 83.1

9,12,569 77.6

2002 Units Employee 10,250 6,96,039 12,641 81.1

8,90,689 78.2

Source: Revised City Development Plan Kolkata, 2007

The secondary (manufacturing) and tertiary (service) sectors of employment are the predominant. The work force participation rate for KMA as per the Census of India 2001 is 34.5%.


10


Based on the number of units set up in the KMA and consequent investment during the period 2003-05, the KMA is a preferred destination for setting up the industrial units. The KMA industrial profile is dominated by basic metal and alloy industries, metal product and parts, machinery and machine tools, rubber and plastic industries, jute textiles, cotton textiles and leather and leather products. These kinds of industries are capital intensive and are in fact, the most polluting industries. Inequitable regional development is also one of the main reasons for the concentration of development activities, industrial and others in the KMA (refer map “Location of Industrial Growth of KMA”).

TABLE 2.3: KMA’S SHARE IN STATE DOMESTIC PRODUCT OF WEST BENGAL (%) Year

Primary

Secondary

Tertiary

1985-86

1.8

43.2

47.7

1993-94

1.3

33.9

33.7

2001-02

0.7

32.3

37.7

Source: Statistical Abstract, 2001-02, BAE&S, GoWB

The share of the KMA in the total productivity of the State is decreasing. This is owing to the fact that other cities (work centers) in the State are developing at a faster pace than the KMA. On comparing the productivity of the primary, secondary and tertiary sectors of employment, it is evident that productivity of the tertiary sector is the highest. A shift in the economic base from secondary sector activities to tertiary sector (IT sector) is taking place. This coupled with the job security that the formal sector employment provides, has increased the welfare level of the people thereby increasing their affordability to access various services. It would also have an indirect implication in the transportation scenario within the KMA in the form of increase in the number of vehicles, increase in the paying capacity of the people for better level of services, etc. 2.4 PHYSICAL GROWTH OF THE KMA On the basis of the intensity of spatial development of the city, KMA can be classified into three different groups: compactly developed high density central core, less compact medium density areas surrounding the central core, and sporadic fringe areas that are essentially rural in character, converging with the urban sprawl. Thus, the KMA has developed in form of a poly-nuclei urban settlement with Kolkata and Howrah as the main city centers. This poly-nodal spatial growth is in accordance to the development approach adopted by the Kolkata Metropolitan Development Authority (KMDA). The rise in population has put increased pressure on the land, as a result of which the city is spreading in the south and north-east directions. Other factors that are propagating the growth in the north east direction are the proximity to the Sealdah station, which is an important railway terminus and the airport. Another important factor contributing to the growth in these two directions particularly is the already well-established north-south road network in the areas close to this new urban development.

To the northeast of Kolkata, the following major developments taking place are:

Salt Lake City: Bidhannagar, or Salt Lake City as it is popularly called, is located 10 km east of the city centre and began as a new residential and commercial development area starting in the 1960s. In addition to private companies, government offices are also located in Salt Lake City and this area has developed as the


11


tertiary sector employment center in the city. The land area has almost doubled now with the inclusion of Duttabad, Sukantanagar, Nayapatti and Mahishbathan.

Rajarhat New City: To the east of Salt Lake City, a new township called Rajarhat New City is being developed. The planned area will consist of a commercial/residential development as well as a natural reserve park and sports complex. Some roads and new buildings are currently under construction.

To the south of Kolkata, the following development is taking place:

Dankuni, South 24 Parganas: This development is predominantly residential and the proposed employment center for this area is industrial in nature. The industries coming up in Dankuni are related to agro-food processing, leather processing and products, chemical and pharmaceuticals, plastic products, IT and ITeS, animal husbandry etc. 2.5 LAND USE The distribution of land use in KMA (1991) shows that 45 per cent of the land area is vacant agriculture land on the periphery of the city and 55 per cent of the total area is developed area. In 1981-91, no significant increase in area under residential took place because the new residential areas were not purely residential but were mixed with commercial use. This development was categorized as ‘mixed built-up’ in the 1991 land use classification and has generally taken place along the roads. This has an implication on the transportation scenario in form of increased encroachments by the informal sector and subsequent traffic congestion on the roads. TABLE 2.4: LAND USE PATTERN IN KMA (1981-1991) S. No.

Land Use Category

1.

Residential

2.

Industrial

1981 Ha

1991 %

Ha

UDPFI Guidelines* %

%

420.0

31.1

421.4

31.2

35 - 40

62.2

4.6

79.5

5.9

12 - 14

3.

Commercial

9.5

0.7

--

--

4–5

4.

Recreational

10.6

0.8

12.1

0.9

20 – 25

5.

Transportation

83.7

6.2

73.6

5.4

15 – 18

6.

Institutional

38.3

2.8

33.6

2.5

14 – 16

7.

Mixed Built Up

--

--

111.6

8.3

8.

Vacant Total

725.8

53.8

611.8

45.3

Included in Residential Balance

1350.0

100.0

1350.0

100.0

100.0

*Urban Development Project Formulation and Implementation Guidelines, Institute of Town Planners, New Delhi Source: Revised City Development Plan Kolkata, 2007 and Traffic and Transportation Master Plan, 2004

Comparison with the UDPFI guidelines shows that land area under transportation infrastructure in the KMA is inadequate. This is also reiterated from the fact that the KMA has the minimum road length among all the metros with 1,404 km, followed by 1,800 km in Chennai, 1,900 km in Mumbai and 25,948 km in Delhi. Annual rate of growth of registered vehicles in the KMA is 8.6 per cent owing to the fact that the earning capacity of the people is increasing and the cars are getting more affordable. If the road density in the city is not substantially increased, the increase in the vehicle population will outpace the traffic management efforts and


12


the transportation situation will deteriorate further. The lack of road density of KMA is also due to the fact that the core city was never envisaged to become the burgeoning metropolitan that it is today. The roads of the core city area were always meant for pedestrian movement and for hand drawn or horse drawn carts. These same roads, with their narrow widths, cater to the fast moving contemporary modes of transport which is the root cause of most congestion related transportation problems of the modern day Kolkata.

As per the Master Plan for Traffic and Transportation in KMA (2001-25), land use of KMA in 2025 would be as follows:

TABLE 2.5: LAND USE CLASSIFICATION, 2025 S. No.

Use Category

Percentage of Total Land

1.

Residential

47

2.

Industrial

7

3.

Commercial & Institutional

6

4.

Recreational

4

5.

Transportation

8

6.

Mixed Built Up

--

7.

Vacant

28

TOTAL

100

Source: Traffic and Transportation Master Plan for KMA, 2004

These assumptions are based on the fact that land in the KMA will be more scarce and costly in future. With immense pressure on the land and increased investment in the real estate development, the land use of the city will be predominantly residential. If the sprawl continues wit the same pace under the existing guidelines the wetlands within the KMA will become extinct. The need for the present is to have high density compact development around the transportation nodes (refer map “Land Use Map of KMA”). 2.6 TRANSPORT SYSTEM CHARACTERISTICS 2.6.1 ROAD NETWORK The arterial road network in KMA consists of regional roads including National and State Highways, arterial roads (connecting the regional roads to the inner arterial roads), inner arterial and sub-arterial network. The arterial road network in Kolkata was developed along the following seven major radial traffic corridors: • •

North Corridor from Barrackpore and Kalyani through Barrackpore Trunk Road. North-East Corridor from Barasat, Bangladesh Border and North-Eastern India

through NH - 34

and NH - 35. •

South-East Corridor from Sonarpur and Baruipur through Garia- Sonarpur Road as well as the South-Western West Bengal .

•

South West Corridor from Budge Budge.

•

Southern Corridor from Southern West Bengal State through Diamond Harbour Road.


13


•

West Corridor from Western part of West Bengal, other parts of Eastern India and Mumbai through NH - 6, Kona Expressway and Vidyasagar Bridge.

•

North-Western KMA area and whole Northern India through NH - 2 and Vivekanand Bridge. TABLE 2.6: ARTERIAL ROAD LENGTH BY ROAD TYPES IN KMA Road Type

Road Length (km)

Regional Roads

107

Arterial Roads

242

Inner Arterial and Sub-arterial Roads

443

Source: Traffic and Transport Department, GoWB, Kolkata

2.6.2 REGIONAL ROADS National Highways are the most important roads within the nationwide road network. Currently there are five National Highways in KMA (NH - 2, NH - 6, NH - 34, NH - 35, and NH - 117). NH2 connects Kolkata to Delhi, NH6 to Mumbai, NH - 34 to northern West Bengal and NH35 to the border of Bangladesh located east of the West Bengal. NH - 117 was newly added to the national road network recently, including Kona Expressway, Vidyasagar Setu and Diamond

Harbour Road up to Bakkhali. NH - 6, NH - 2 and Durgapur Expressway were upgraded to divided 4-6 lane roads with limited access from other roads. Belgharia Expressway, connecting the intersection of NH - 2 and NH - 6, and Jessore Road near the Airport were constructed as national highways and recently opened to the public. This expressway includes a new bridge over the river Hooghly, named second Vivekanand Bridge alias Nivedita Bridge. 2.6.3 ARTERIAL ROADS While the National and State Highways provide the inter state links in India, a number of roads function as arteries of the metropolis and serve both through traffic and local traffic in KMA. DumDum-BarrackporeKalyani Expressway connects Kolkata, Barrackpore and Kalyani, important satellite cities. A two lane road from Sodepur to Kalyanai has been completed. The other regional arterial roads usually have 2 to 4 lanes. There are a number of major regional roads connecting KMA with its surrounding regions in the West Bengal. 2.6.4 INNER ARTERIAL AND SUB-ARTERIAL ROADS The arterial road network supports heavy traffic in the metropolitan area of Kolkata. The main corridor of Kolkata is a north-south street from Shyambazar to Tollygunj, named Chitranjan Avenue, Jawaharlal Nehru Road, Ashutosh Mukherjee Road, Shyama Prasad Mukherjee Road and Deshpran Sashmal Road. This is the same route as the existing Metro Corridor. One of most important roads in the Kolkata city centre is the Eastern Metropolitan Bypass (E.M. bypass) that runs from north to south along the east edge of the city centre. The most important east-west corridor is A. J. C. Bose Road and Park Circus Connector, connecting Vidyasagar Setu and East Metropolitan Bypass. There


14


are several other north south and east west streets in the city centre. However, most of the arterial roads are undivided 4 lane roads.

2.6.2 RAIL SYSTEM The rail lines are divided into the suburban railway (Eastern Railway lines; South-Eastern Railway line), Circular Railway line, and the metro railway line. The rail infrastructure has generally been developed along the north south city axis in parallel with the growth of the city in these directions. Relatively little infrastructure accommodates travel on the east west plane despite the rapid expansion that is taking place in this direction and the resulting increase in trip patterns. 2.6.3 WATER TRANSPORT SYSTEM The River Hooghly runs in the north-south direction dividing the city into two halves. It offers enormous potential for north-south passenger movement and for improved river crossing facilities to connect Kolkata with Howrah. Existing cross-river links already provide a much needed service that is efficient but one that could be improved by full integration into a north-south service. KMA has a system of canals and waterways that has potential to provide passenger and freight transport for the whole of KMA. In a city where the most often quoted complaints are about congestion and lack of road space the use of the river and waterways in combination has enormous potential to improve quality of life and transport choices for the citizens of Calcutta.

2.7

INSTITUTIONAL SET-UP FOR MANAGING URBAN TRANSPORTATION

The institutional arrangement for dealing with traffic and transportation function in KMA is complex with multiple organizations involved in transport infrastructure provision and management services. This practice has emerged over the past few decades and can be considered as the most ineffective way of functioning in an urban environment, where coordination and integration of efforts is the key to achieving desired outcome. A list indicating the names of main agencies, related government departments, and major tasks being handled is given below:

TABLE 2.7: MAIN AGENCIES/STAKEHOLDERS IN KMA Name of the Agency / Unit

Main Functions

Related Government Department

Kolkata Metropolitan

Urban Development

Development Authority

Department, GoWB

•

Acting as Technical Secretariat of Kolkata

•

Planning and Development Authority for

Metropolitan Planning Committee (KMPC) KMA including KMC area • Design and Implementation of Transportation projects

Transportation Planning and

Transport Department,

Traffic Engineering Directorate

GoWB

• Transport Planning and Traffic Engineering Design for entire West Bengal.


15


Kolkata Municipal

Municipal Affairs

• Statutory local authority

Corporation

Department, GoWB

• Repair and maintenance of roads belonging to KMC • Implementation agency for planning regulations • Coordination and supporting all utility diversion work related to road infrastructure construction

West Bengal Transport


Infrastructure Development

GoWB

• Developing Transport Infrastructure including Bus Terminals, Truck

Corporation

Terminals and Traffic Engineering and Traffic

Hooghly River Bridge


Commission

GoWB

Directorate of


'Movements

GoWB

• Implementing agencies for roads, bridges, bus stands, flyovers etc. •

Coordination with South Eastern Railways and Eastern Railways with respect to passenger transport

•

Coordinate with Metro Railway for restoration of public utility services and related matter

Kolkata Improvement Trust

•

Urban Development

Planning and implementation of general improvement scheme,

Department, GoWB •

Planning and implementation of street alignment schemes • Planning and implementation of road infrastructure projects including bridges, flyovers

Public works directorate

•

Public Works Department,

Repair and maintenance of roads belonging to PWD in KMC area.

GoWB •

Planning and implementation of transport infrastructure project like roads, bridges, parking structures, terminals

• Kolkata Police and West Bengal

Home Department, GoWB

•

Street lighting Traffic operation and enforcement of traffic regulation

Police •

Road user and driver training and education programme

Kolkata Tramways


Corporation

GoWB

West Bengal Surface Transport


Corporation

GoWB

Calcutta State Transport


Corporation

GoWB


• Provides and operates tram services and bus services • Provides and operates ferry services and bus services • Provides and operates bus services

16


South Bengal State Transport


Corporation, North Bengal State

GoWB

• Provides and operates long distance bus services with Kolkata as one of the terminal points

Transport Corporation

Inland Water Transport

Transport _ Department,

Corporation

GoWB

State Transport Authority


• Managing inland water transport

• Issue of permits and regulate

GoWB

procedures with for buses plying interdistrict and inter-state routes

Public Vehicle


Directorate

GoWB

• Registration of all motorized vehicles operating in the State and issuing permits to all commercial vehicles and penalizing violation

Kolkata Port Trust

Ministry of Shipping, Go!

• Maintain and operate Kolkata Port • Construction and maintenance of roads and bridges in port area • Regulatory body relating to Water transportation,

construction

of

ferry

stations Eastern Railways, Indian Railways

Ministry of Railways, Gol

• Planning, construction, operation and maintenance of suburban railway system and circular railway system (in addition to long distance railways system).

Metro Railways, Indian Railways

Ministry of Railways, Gol

• Planning, construction, operation and maintenance of Metro Railway System.

Hooghly Nadi Jala


Paribahan Samity

GoWB

Private Bus Operators


• Operating the Ferry services

• Provision, Operation and maintenance

GoWB Taxi Operators

of bus services • Provision, Operation and maintenance


of taxi services

GoWB Auto rickshaw Operators



GoWB Truck Operators

of auto rickshaw services



GoWB

of truck services.

Source: “Traffic and Transportation in KMC Area Development Perspective and Action Plan” by Bengal Engineering and Science University, Shibpur, November 2007

It is evident from the above that there no single authority responsible for the management of transportation activities in the KMA and this has resulted in lack of accountability, clarity in devolution of responsibilities and transparency. Each organization is limited in their vision of what transportation should be, based on their core business practice with absolutely no regard for solving the commuter’s seamless transportation problem. As a result of this set-up, the efforts for taking up transport development scheme are mostly piecemeal and localized.


17


There are plenty of examples where major investment was made towards transportation improvement without any coordination between the multiple authorities that are associated with the project to achieve maximum output. Therefore, the benefits derived from transportation investment schemes are often much below the desired level.

2.7.1

LEGAL FRAMEWORK

Different organizations working in the field of transportation are being governed by different Acts and therefore, the legal framework in transportation has also become complex. The main governing acts, directly or indirectly influencing the transportation sector, are stated below: I.

LIST OF ACTS DIRECTLY RELATED TO TRANSPORT SECTOR •

The Motor Vehicles Act 1988

•

Central Motor Vehicles Rules, 1989

•

West Bengal Motor Vehicles Rules, 1989

•

West Bengal Motor Vehicles Tax Act, 1979

•

West Bengal Additional Tax and One-time Tax on Motor Vehicles Act, 1989

•

The Inland Vessels Act, 1917

•

The Motor Transport Workers Act, 1961

•

The Indian Ports Act, 1908

•

The Bengal Ferrys Act, 1885

•

The Road Transport Corporations Act, 1950

•

The Indian Tramways Act 1886

•

The Metro Railway (Operation and Maintenance) Temporary Provisions Act, 1985

II. LIST OF ACTS INDIRECTLY RELATED TO TRANSPORT SECTOR •

The Calcutta Improvement Trust Act, 1911

•

The West Bengal Municipal Act, 1993 and 1994

•

The Calcutta Municipal Act, 1980

•

The West Bengal Metropolitan Planning Committee Act, 1994

•

The West Bengal Town and Country (Planning and Development) Act, 1979

•

The Hooghly River Bridge Commissioners Act, 1969

•

The Land Acquisition Act, 1894

•

The West Bengal Premises Tenancy Act, 1956

•

The Urban Land Ceiling Act, 1976


18


•

The Calcutta Police Act, 1886

•

The 74th Constitution Amendment Act, 1992

The problems resulting from multiplicity of organizations in the transport sector have been compounded by existence of a number of Acts governing, directly or indirectly, the transportation activities in the city. For improvement of management and regulatory environment in transportation, the institutional and legal reform measures are to be worked out together in a coordinated manner.


19


CHAPTER 3 ROAD NETWORK AND TRAVEL CHARACTERISTICS

VIEW FROM NIVEDITA BRIDGE

3.1

ROAD NETWORK

3.1.1

NETWORK CHARACTERISTICS

Network characteristics are intrinsic properties related to the performance and reliability of a network. An appreciation of road network characteristics is important to assess the existing capacity, to identify the constraints and assess the potential for improvement/up gradation of the road network and to cater to the existing and projected demand of traffic. A detailed inventory of 308 km. of road network has been compiled through primary surveys and earlier studies (refer Table 3.1; Annexure I). The road network inventory data has been analyzed in terms of type of road, Right of Way (RoW), carriageway, service lane availability, onstreet parking and speed (refer map” Existing Road Network of KMA”).

TABLE 3.1: SALIENT NETWORK CHARACTERISTICS OF MAJOR ROADS

No. of Lanes

Length (in Km.)

2 3 4 6 Total

Percentage

Divided (Length in km)

Undivided (Length in km)

84.6

27.5

0.0

84.6

25.6

8.3

0.0

25.6

139.9

45.4

17.3

122.6

57.9

18.8

16.8

41.1

308.0

100.0

34.1

273.9

Source: SGI Primary Survey, Comprehensive Mobility Plan, January 2008


20


OBSERVATIONS The following characteristics are observed from existing road network study: •

27.5 per cent of the network has two lane carriageways; 8.3 per cent has three lane carriageways; 45.4 per cent of the road length is of 4 lanes; 18.8 per cent road network has 6 lane or above configuration.

• •

273.9 kms. (89 per cent) of the road length in the study area has undivided carriageway.

Majority of the road network has no provision for service roads which induces the traffic to use the principal network for all its local movement. This inter-mixing of local traffic with the long distance traffic severely affects the level of service of the network.

•

On-street parking results in loss of carrying capacity of the road network. It is observed that all major roads have on-street parking which reduces the effective carriageway width for traffic movement. The average road width for 4 lanes is 14 meters of which 3 meters on each side are being used for on-street parking leaving only 8 meters for vehicular traffic (refer annexure I).

•

The absence of sidewalks on major corridors and wherever available they have been occupied by the hawkers, this has resulted towards the pedestrian being forced to share the carriageway intended for vehicular movement.

3.1.2 3.1.2.1

TRAFFIC TRAFFIC CHARACTERISTICS

Traffic characteristics help in understanding the correlation between spatial character and the movement pattern. This understanding is essential for identifying the present conditions and constraints, eliciting proper policies and strategies, selecting relevant systems and designing the individual components of the system. The study for traffic characteristics has been carried out on 28 major corridors (refer Table 3.2).

TRAFFIC CONGESTION AND CONFLICTION WITH TRAM RABINDRA SARANI ROAD

OBSERVATIONS The Table 3.2 shows the fast moving, slow moving and total traffic on the network. The detailed analysis of traffic counts shows;


21


•

The maximum fast moving traffic flow on Park Circus Road and V. I. P. Road having 1,11,080 and 1,01,208 PCU respectively are the links between the CBD, Salt Lake, Rajarhat and Airport with the rest of the city.

•

The highest number of slow moving traffic is on NH – 34 and 35 which passes through Barasat - an area highly congested due to conflicting traffic mix, on-street parking and narrow carriageway which adversely affects the speed.

•

GT Road also has a high ratio of slow moving traffic as it passes through Howrah which is a very densely populated area with no infrastructure for pedestrians. The existing traffic mix, on-street parking and narrow carriageway also adversely affect the speed.

S. No.

TABLE 3.2 TRAFFIC VOLUME COUNTS ON THE MAJOR CORRIDORS OF KMA Daily Traffic in PCU Locations Level of Service Fast Slow Total Moving Traffic On NH - 2

2

Dhania Kahlli Road

3,867

7,257

11,124

NA

3

Tarakeshwar Road

8,111

4,927

13,038

NA

4

Howrah Amta Road

3,472

4,698

8,169

NA

Hatisal Amta Road

6

NH - 6

7 8 9

3,766

Traffic

1

5

7,191

Moving Traffic

10,957

NA

9,397

1,776

11,173

NA

11,082

1,857

12,939

NA

Budge Budge Road

15,741

7,266

23,007

NA

D. H. Road

13,194

4,768

17,962

F

Laxmikantapur Road

9,382

8,078

17,459

NA

10

B. N. Ray Road

2,731

870

3,601

NA

11

NH - 34

7,549

15,343

22,892

NA

12

NH - 35

15,594

28,493

44,087

NA

13

Bandel - Polba Road

1,521

3,855

5,376

NA

15

Shrirampur Antpur Road

8,472

4,541

13,012

NA

16

G. T. Road

5,731

15,275

21,006

NA

17

B. T. Road

8,474

4,541

13,015

18

Jessore Road

6,470

3,537

10,007

19

V. I. P. Road

1,01,208

8,770

1,09,978

20

E. M. Bypass Road

76,529

3,043

79,572

C B D C

22

New Assam link Road

3,668

9,838

13,506

NA

23

Near Park circus Road

1,11,080

2,144

1,13,224

D

24

Sonarpur Road

51,102

9,037

60,138

NA

26

Diamond Harbour Road

2,790

5,305

8,094

F

27 28

Kona Expressway

8,634

6,847

15,480

NA

B. K. Expressway

15,594

5,971

21,565

NA

NA = Not Available Source: SGI Primary Survey, Comprehensive Mobility Plan, January 2008


22


TRAFFIC AT JESSORE AND VIP ROAD CROSSING

TRAFFIC COMPOSITION Figure 3.1 presents the overall composition of traffic at major corridors. Of the total traffic passing through major corridors, private cars and taxis have a share of 44 per cent followed by auto with 12 per cent and two wheelers with 6 per cent. The share of public transport vehicle is 29 per cent. National highways, state highways and other arterial roads exhibit similar characteristics in their respective groups.

FIGURE 3.1: TRAFFIC COMPOSITION ON MAJOR CORRIDORS

Heavy Vehicles 5%

Others 4%

Two Wheeler 6%

Private Cars and Taxi 44%

Autorickshaw 12% Tram 3% Mini Bus 4%

Bus 22%

OBSERVATIONS Table 3.3 presents the broad composition of traffic at different locations. •

Private vehicles have a large share of 38.7 per cent in the total traffic volume passing through the major corridors.

•

Major corridors of freight movement include C. R. Avenue (21.8%), R. G. Kar Road (13.7 %), Kazi Nazrul Islam Sarani (7.1 %) and Jatindra Mohan Avenue (6.6 %). All these roads are present in the core city area and such heavy movements of freight on these roads cause major transportation problems.

•

Slow traffic is predominant in other routes (freight movement corridors) with shares ranging between 2.4 to 5.7 per cent.


23


•

Major corridors where slow traffic is predominant are R. G. Kar Road (5.7%), Deshapran Sashmal Road (4.9%) Jatindra Mohan Avenue (4.8%) and C. I. T. Road (4.6%). These roads pass through the main core city area and due to mixing of slow and fast moving traffic the speed of vehicles gets reduced. TABLE 3.3: TRAFFIC COMPOSITION ON MAJOR ROADS IN THE CORE AREA

(per cent) Location

Vivekananda Road C.R.Avenue M.G.Road R.G.Kar Road E.M.By Pass C.I.T.Road Kazi Nazrul Islam Sarani A.J. C. Bose Road J.L. Nehru Road S.N. Banerjee Road Lenin Sarani Khidirpur Road Deshapran Sashmal Road Raja S.C. Mallick Road C.R. Avenue Jatindra Mohan Avenue B.B. Ganguly Street Total

Private Cars and Taxi 32.6 33.7 30.8 25.1 54.5 38.7 38.5 42.2 44.3 19.8 21.0 65.2 29.0

Two wheeler

50.5 45.9 36.9 48.8 38.7

Public Transport

Auto

Trucks

Nonmotorised

5.6 4.2 4.5 3.9 6.7 5.9 5.9 6.5 6.8 3.9 3.7 6.9 5.0

31.4 23.6 33.9 48.8 15.2 23.4 33.9 28.4 41.3 48.6 42.7 22.6 39.1

21.6 14.2 22.9 2.8 17.6 22.8 10.1 16.5 0.0 24.7 28.3 16.1

5.6 21.8 3.9 13.7 3.3 4.7 7.1 3.6 4.5 1.5 1.7 2.7 5.8

3.1 2.4 4.0 5.7 2.7 4.6 4.5 2.8 3.1 1.5 2.5 2.6 4.9

6.7 7.1 7.8 6.6 5.8

20.1 25.0 31.0 29.2 31.7

15.8 13.8 12.8 7.1 14.5

3.6 4.4 6.6 5.0 5.9

3.2 3.9 4.8 3.4 3.5



24


PEAK HOUR TRAFFIC Study of Peak hour Traffic composition helps in determining the optimum design capacity for the corridors.

TABLE 3.4: PEAK HOUR TRAFFIC AND CORRIDOR SPEED

Location

AM Peak PCU (09001000 hrs)

Vivekananda Road

1,202

PM Peak

Percentage (0900-1000 hrs)

11.1

PCU (18001900 hrs)

Percentage (1800-1900 hrs)

1,768

Total Volume

Corridor Speed (Kmph)

Level of Service

(0800-2000 hrs)

16.3

10,870

14

F

C.R.Avenue

2,028

14.9

2,112

14.9

13,630

25

D

M.G.Road

1,507

18.6

1,599

18.6

8,106

9

C

R.G.Kar Road

1,397

13.1

1,415

13.1

10,658

18

D

E.M.Bye Pass

1,756

12

1,780

12

14,599

N.A.

C

C.I.T.Road

2,360

14.2

2,635

15.8

16,678

N.A.

D

Kazi Nazrul Islam Sarani A.J. C. Bose Road

2,638

15.7

2,780

16.6

16,778

N.A.

NA

1,915

10.5

1,851

10.2

18,198

18

D

J. L. Nehru Road

2,237

20.3

2,246

20.3

11,039

25

B

S.N. Banerjee Road

1,295

14.2

1,384

15.2

9,092

N.A.

C

Lenin Sarani

1,042

14.5

1,225

17.1

7,175

20

C

Khidirpur Road

2,991

12.3

3,710

15.2

24,345

N.A.

E

Deshapran Sashmal Road

1,693

11.5

1,848

12.5

14,765

15

C

Raja S.C. Mallick Road Jatindra Mohan Avenue B.B. Ganguly Street

2,678

22.6

2,487

21

11,869

16

F

1,390

17.5

1,407

17.5

7,939

20

C

1,456

13.5

1,811

16.8

10,748

N.A.

B

29,585

14.1

30,247

15.3

206,476

Total


One of the indicators used for assessing the congestion on the roads is ‘Volume Capacity Ratio’ which is ratio of the traffic volume on the road against the design capacity of the road. (refer Annexure IV)

OBSERVATIONS •

Volume count survey shows that 65 per cent of the arterial roads in the KMA have a V/C ratio of more than 0.8, which is D or below in terms of Level of Service.

3.1.2.5 TRANS-RIVER VEHICULAR TRAFFIC

The trans-river vehicular traffic has been increasing over the years. The current development of Industries in Haldia, Port at Kulpi and developments in the hinterland (particularly north Bengal and the north-eastern states) has further increased traffic on River Hooghly (refer map “Bridges Across Hoogly River”).


25


TABLE 3.5: TRANS- RIVER VEHICULAR TRAFFIC Bridges

Total Capacity of the Bridges (Vehicles/day)

75,000 86,000 23,000 16,000 48,000

80,000 33,600 20,000 4,425 --

Trans – River Vehicular Traffic 2008 (Vehicles/day)** 1,03,408 56,153 24,622 7,013 16,000

2,00,000

1,38,025

1,91,196

Rabindra Setu Vidya Sagar Setu Vivekananda Setu Ishwar Gupta Setu Nivedita Bridge# Total

Trans – River Vehicular Traffic - 2000 (Vehicles/day)*

Source: *Master Plan for Traffic and Transportation in Kolkata Metropolitan Area, 2004 ** SGI Traffic Growth Projections, 2008 # Nivedita Bridge was opened for use in 2007

OBSERVATIONS •

The trans-river vehicular traffic data shows that in the year 2008, usage of Rabindra Setu (also known as Howrah Bridge) is handling traffic beyond it’s design capacity. The high usage of Rabindra Setu is due to its proximity to Howrah Railway Station as all the traffic originating from the station that is destined for Kolkata, prefers to use this bridge.

•

Spatially four bridges are located within or in close proximity to Kolkata Municipal Corporation Area. Trans-river connectivity in northern areas of KMA is served by the Ishwar Gupta Bridge.

•

Bridges other than Rabindra Setu are under utilized as the inward and outward road linkages have not been fully developed.

3.1.2.6.

GROWTH OF TRANSIT PASSENGER VOLUMES #

TABLE 3.6: GROWTH OF TRANSIT PASSENGERS IN KMA (On an Average Weekday; in Lakh) 1980 Mode of Transport Public Buses, CSTC, CTC, WBSTC, etc. Private buses Trams Mini Buses Chartered Buses Ferry Services Total

Trips

1998*

Percentage

Trips

2007**

Percentage

Trips

Percentage

9.4 41.5 9 1.5 0

15 67 15 2 0

12 80 1.6 12 2.2

11 72 1 11 2

12.5 85 2 12.5 2.7

11 73 2 11 2

0.4

1

2.5

2

2.4

2

61.8

100

110.3

100

117.1

100

Source: *Master Plan for Traffic and Transportation in Kolkata Metropolitan Area, 2004 **Traffic and transportation in KMC Area- development Perspective and Action Plan, Nov, 2007. # does not include Heavy Rail.

OBSERVATIONS •

The share of trams in 1980 was 15 per cent and has come down alarmingly to 2 per cent (2007).


26


•

The bus system owned by the government has decreased from 15 per cent in 1980 to 11 per cent in 2007.

•

The private and mini buses have decreased the share of other public transport modes.

3.1.2.7. VEHICLES The number of vehicles registered in each of the six constituent administrative units of the KMA in the last eight years shows that the average annual growth of different vehicle types varies from 14 per cent to 1.2 per cent. TABLE 3.7 TOTAL NUMBER OF REGISTERED VEHICLES IN THE KMA (Average Annual Growth Rate) Year

Goods Vehicles

Motor car

Motorised Two Wheelers

Taxi/ Cont. Carriage

Auto Rickshaw

Mini bus

Bus

Trailer/ Tractor

Total

2000

1,37,567

3,16,372

5,55,613

38,708

24,613

3,046

15,719

10,622

92,708

2001

1,3,0704

3,45,075

5,81,767

42,816

17,700

3,145

16,865

11,125

91,651

2002

1,58,674

3,72,396

6,51,878

45,411

32,607

3,209

17,729

11,128

1,10,084

2003

1,61,862

3,99,120

7,37,673

52,700

38,461

3,599

19,006

11,270

1,25,036

2004

1,69,492

4,02,623

8,16,378

57,207

32,346

3,974

18,477

11,621

1,23,625

2005

1,52,910

4,34,626

7,94,599

50,611

49,567

2,872

17,842

10,447

1,31,339

2006 Average Annual Growth (%)

1,60,753

4,44,257

8,69,954

52,467

35,961

3,824

27,240

12,091

1,31,583

3.08

5.9

7.9

5.6

14

5.5

11

2.5

7.0

Source: Road Transport Authority, Kolkata, 2008

OBSERVATIONS

•

The average annual growth of all vehicles till 2006 is 7 per cent.

•

A rise in the number of private buses shows that the increased demand is catered by the public transport.

•

A significant increase in the number of two wheelers and auto rickshaw is a major area of concern as they add to congestion along with increased environment degradation.

3.1.3 3.1.3.1

SPEED PROFILE SPATIAL SPEED PROFILE

Travel speed is an indicator of the quality of flow and traffic load on a particular corridor. Travel speed surveys were conducted within the study area to assess the travel speed on the major arterial roads.


27


TABLE 3.8: LANES - SPEED PROFILE No. of Lanes 2 3 4 6 Total length (Km)

Speed (in Kms. per Hour) 0 to 5 2.0 0.0 0.0 0.0

5 to 10 4.8 0.4 12.6 3.1

10 to 15 36.8 16.1 44.3 9.2

15 to 20 23.6 3.3 40.2 16.8

20 to 25 1.3 1.6 24 12.2

25 to 30 2.5 4.2 6.6 10.3

30 to 35 0.0 0.0 5.1 3.8

35 to 40 0.0 0.0 6.5 0.0

2.0

20.9

106.4

83.9

39.1

23.6

8.9

6.5

0.69

7.17

36.53

28.8

13.42

8.1

3.06

2.23

Per centage


OBSERVATIONS

In the KMA total 291 Km of arterial roads were surveyed. The Speed Profile of major arterial roads (Table 3.9) indicates that •

1 per cent of the total road length, the travel speed is less than 5 km per hour.

•

72 per cent of the total road length, the travel speed is below 20 km per hour.

•

13 per cent of the total arterial roads in KMA are observed to have travel speed of more than 25 km per hour, which is much below the mandated speed (40 to 50 kmph).

TABLE 3.9: SPEED PROFILE ON THE BASIS OF DIVIDED/UNDIVIDED CARRIAGE WAY (in km) Type of Road Divided

0 to 5 0.0

5 to 10 0.0

10 to 15 6.5

15 to 20 6.2

20 to 25 9.2

25 to 30

30 to 35

35 to 40

Total

6.4

3.8

2.0

34.1

Per cent 11.7

Undivided

2.0

20.9

99.9

77.7

29.9

17.2

5.1

4.5

257.2

88.3

Total

2.0

20.9

106.4

83.9

39.1

23.6

8.9

6.5

291.3

100.0

Source: SGI Primary survey, Comprehensive Mobility Plan, January 2008

Detail Speed Profile of the major roads have been given in the Annexure no. II

3.2

ACCIDENTS

In KMA traffic accidents occur for various reasons such as; •

Poor enforcement of traffic laws (Illegal license issuing, under age driving)

•

Lack of public awareness

•

Road users’ indiscipline

•

Manually operated traffic signals

•

Narrow roads with poor geometrics and closely spaced intersections,

•

Improper bus stops locations

•

Poor surface condition

•

Roads not designed to handle the current volume of traffic

•

Location of manhole covers in the center of the carriageway.

Vehicles of different size, shape speed including non-motorized and pedestrians, jostle for the same right of way. All these are major factors towards increasing number of road accidents which have considerable social and economic cost.


28


OBSERVATIONS •

68 per cent of fatalities in KMA include pedestrians and non-motorized vehicles because they are exposed to the greater risk of accident as they share a common right of way with motorized vehicles. The other major reason is encroachment by hawkers which forces the pedestrians and cyclists to use the motorized carriageway (refer map “Occurrences of Fatalities on Major Roads of KMA in 2007”).

TABLE 3.10: YEAR WISE ROAD ACCIDENT Year 2001 2002 2003 2004 2005 2006 2007

Fatalities

Major Injury

Minor Injury

Damage only

Total

440 457 442 420 484 476

1,302 678 679 1,172 1,192 1,299

1,188 1,234 1,659 706 455 453

295 297

2,930 2,369 2,780 2,298 2,131 2,228

462

1,273

588

332

2,323

Source: Kolkata Traffic Police, Kolkata, 2008

3.2.1

ACCIDENT PRONE ROADS OF KMA

Accident prone areas are shown in figure 3.6. Maximum numbers of accidents have occurred at A.J.C. Bose Road, Jawaharlal Nehru Road and Chittaranjan Avenue. A.J.C. Bose road is one of the roads with number of lanes varying from 4 to 6 at different stretches, the corridor is without median and footpath. High traffic volume (13,000 PCU/ day, refer Table 3.4) and on-street parking at some stretches makes it one of the most accident prone roads. Same is true for Jawaharlal Nehru Road and Chittaranjan Avenue (refer table 3.4 and Annexure I). FIGURE 3.2 ACCIDENT PRONE ROADS 52

A.J.C. Bose Road

31

Jawahar Lal Nehru

30

Chitranjan Avenue

21

Gariahat Road Barrackpore, Trunk Road

19

E M Bypass

16

Source: Kolkata Traffic Police, Kolkata, 2008

Majority of the traffic violations are related to parking, traffic signals and U-turn violation. These account for 70 per cent of the total violations (refer annexure III for Details).


29


3.3

HOUSEHOLD SOCIO-ECONOMIC CHARACTERISTICS AND TRAVEL PATTERN

The present study of the household travel survey comprised of 5955 households spread over 41 Municipal zones. 3.3.1

SOCIO-ECONOMIC CHARACTERISTICS

3.3.1.1

HOUSEHOLD SIZE

The average household size in Kolkata Metropolitan Area is 4.8 and about 69 per cent of households have three to five members. Interestingly large size families are more predominant within the Corporation area, especially in central area of the city.

3.3.1.2

HOUSEHOLD INCOME

OBSERVATIONS •

The average household income in the study area is Rs. 14,524.

•

It has been observed that metro core area households have higher income as compared to other areas.

•

The distribution of households under various income groups reveals that majority of the households (53.68 per cent) fall within the income range of Rs.15,000 to Rs.30,000 per month.

TABLE 3.11: INCOME DISTRIBUTION OF HOUSEHOLDS IN KMA

Household Monthly Income Range (Rs.) <2,000

Total Study Area Percentage of Total Number Average HH of Income Households

Average Monthly HH Expenditure on Transport (Rs.)

Percentage of total

186

12.4

118

1.98

2,001-5,000

363

10.4

214

3.59

5,001-10,000

586

7.8

578

9.71

10,001-15,000

1,035

8.3

693

11.63

15,001-20,000

2,000

6.1

1,585

26.62

20,001-30,000

3,000

5.9

1,611

27.06

30,001-40,000

5,000

4.5

653

10.96

>40,000

6,500

4.9

503

8.45


3.3.1.3

VEHICLE OWNERSHIP

The average vehicle ownership rate in the study area is 0.51 vehicles per household.

OBSERVATIONS •

It is observed that the study area has comparatively low car ownership rates as compared to two wheelers and cycles.

•

The distribution of households by vehicle ownership shows that about 51 per cent households in the study area own at least one vehicle (Table 3.12).


30


•

Two wheelers and bicycles are the most common vehicles owned by households. Since 23 per cent use bicycle and 49 per cent do not own vehicles, infrastructure related to bike paths, pedestrian walkways and mass transit facilities should be provided.

TABLE 3.12: HOUSEHOLDS OWNING DIFFERENT CATEGORIES OF VEHICLES IN KMA Categories of Vehicles

Total Number of Households 1,378

Percentage of Total No. of Households 23.1

Two Wheeler

983

16.5

Motor Car

Bicycle

663

11.1

Households Without any Vehicle

2,932

49.2

Total

5,955

100.0


3.3.1.4

PREFFERED MODE OF TRANSPORT

OBSERVATIONS Analysis on preference of modes of transport used in comparison to the income slabs show that; •

Half of the people with income less than Rs. 5,000 per month prefer the bus system.

•

Income group of Rs. 5,000 to Rs. 25, 000 per month prefers metro and auto rickshaw (refer Table 3.12 for details of expenditure pattern).

TABLE 3.13: DISTRIBUTION OF INCOME GROUPS BY MODE OF TRANSIT TRANSPORT USED

Percentage of Respondent by Monthly Income Range Monthly Income (In Rs.) Mode of Transport

Less than 2,000

2,001 to 5,000

5,001 to 10,000

10,001 to 15,000

15,001 to 20,000

20,001 to 30,000

30,000 to 40,000

40,000+

Total

Bus

43.5

33.1

11.3

9.4

1.6

0.8

0.3

-

100

Rail

16.6

19.8

21.2

18.1

14.3

8.1

1.3

0.6

100

Auto

0.5

7.3

13.4

23.9

22.3

17.6

12.7

2.3

100

Metro

6.5

9.3

14.3

13.6

19.4

17.5

17.7

1.7

100

Auto + Bus

2.3

3.4

12.3

24.5

26.3

16.1

11.4

3.7

100

Auto + Metro

1.4

4.4

6.7

22.2

23.3

21.7

15.8

4.5

100

-

0.4

3.7

8.3

11.3

12

22.7

41.6

100

Personal Vehicle


3.3.1.5 TRAVEL CHARACTERISTICS The data on trip information has been analysed with a view to assess the travel characteristics in the study area.


31


3.3.1.6

PURPOSE OF TRAVEL

OBSERVATIONS The data was analysed for various types of movement by trip purpose. The results are presented in Table 3.14. •

Majority of trips were made for the purpose of work (61 per cent), educational (16 per cent) and social travel (12 per cent).

•

The average per capita trip in KMA is 1.4 on an average weekday.

TABLE 3.14: DISTRIBUTION OF TRIPS BY TRIP PURPOSE IN KMA (Average Weekday 2008) Category Work Trips

Number of Trips 17,382

per cent of Trip 60.8

4599

16.0

669

2.3

Social Trips

3,610

12.6

Shopping Trips

1,032

3.6

Health Trips

343

1.2

Other Trips

949

3.3

28,584

100.0

Educational Trips Cultural Trips

Total


3.3.1.7 AVERAGE TRIP LENGTH OBSERVATIONS •

34 per cent of the trips length within the range of 1 to 3 km.

•

28 per cent within the range of 1 km.

•

16 per cent in range of 3 to 5 km.

•

22 per cent comes within the range of 5 to 25 km.

78 per cent of the trips generated are below 5 kilometres.


32


TABLE 3.15: TRIP LENGTH DISTRIBUTION OF WORK TRIPS IN KMA Average Weekday Trip Length

No. of Trips

Percentage of Total

Less than 1 km

4,860

27.9

1 km to 3 km

5,926

34.0

3 km to 5 km

2,750

15.8

5 km to 8 km

1,639

9.4

8 km to 10 km

535

3.0

10 km to 12 km

403

2.3

12 km to 15 km

402

2.3

15 km to 20 km

370

2.1

20 km to 25 km

193

1.1

Above 25 km

304

1.7

17,382

100.0

Total


TABLE 3.16: TRIP LENGTH DISTRIBUTION OF EDUCATIONAL TRIPS IN KMA Average Weekday Trip Length

No. of Trips

Percentage

Less than 1 km

1,920

41.8

1 km to 3 km

1,952

42.5

3 km to 5 km

405

8.8

5 km to 8 km

188

4.1

8 km to 10 km

40

0.9

10 km to 12 km

28

0.6

12 km to 15 km

26

0.6

15 km to 20 km

24

0.5

20 km to 25 km

8

0.2

Above 25 km

9

0.2

4,599

100.0

Total


OBSERVATIONS •

84 per cent of the educational trips are 3 kilometers or shorter the same is true for 60 per cent of Work trips.

3.3.2.7

INTER-RELATIONSHIP BETWEEN TRAVEL MODE AND PURPOSE

The purpose and mode of journey of the trip performed within the study area has been analysed and produced in the given table.


33


TABLE 3.17: PURPOSE OF JOURNEY AND MODE OF TRANSPORT USED MODE

Purpose of Journey Employment

Business

64.3 12.7 1.7 2.2 6.0 2.2 7.4

47.8 9.1 3.8 6.1 6.0 7.0 10.2

32.9 10.6 7.2 11.5 5.6 7.3 16.9

63.2 8.1 2.6 1.5 0.8 1.8 7.8

45.5 13.2 15.2 1.5 0.8 1.8 7.8

58.3 4.1 5.1 3.4 0.2 1.8 10.4

51.2 6.9 2.8 4.6 1.7 2.1 8.6

3.5

9.8

8.0

14.2

14.2

16.7

22.1

100.0

100.0

100.0

100.0

100.0

100.0

100.0

Bus Rail Auto Metro Auto and Bus Auto and Metro Walk Others Total

Education

Social

Medical

Marketing

Others


OBSERVATIONS •

Buses are the most preferred mode for all trip purposes.

•

Walking and Metro are the second most preferred mode for Business and Education trips

3.3.2.8

AVERAGE OCCUPANCY TABLE 3.18: AVERAGE OCCUPANCY OF PREDOMINANT MODES Type of Vehicle

Average Occupancy (Persons)

Bus Jeeps Mini Bus Auto Rickshaw

61 14 31 5

Tram

38


OBSERVATIONS • •

The current occupancy of the buses is 61 against bus seating capacity of 52 persons. The major concern of safety is regarding the occupancy of the three wheelers which have a design capacity of three excluding the driver, as compared to the existing occupancy of 5 persons.

•

The occupancy of tram is 38 which is very low as compared to the existing capacity of 200 persons.


34


CHAPTER 4 MASS RAPID TRANSIT SYSTEM

4.1

INTRODUCTION

The roads in the KMA are over-stressed and congested which is reiterated from the High Volume Capacity Ratios of the arterial roads. In the earlier chapter, it is apparent that the existing capacity of roads in the study area has not been able to cope with the increase in traffic volume. Apart from the pressure on transport infrastructure, there is a serious repercussion of congestion on every aspect of human life. Developing Mass Rapid Transit System (MRTS), underground or elevated, is necessary in reducing congestion on roads and mitigating the pollution level.

4.2

TRIP DISTRIBUTION IN KMA

The study area relies heavily on road based transportation, as evident from the fact that only 20 per cent of the trips are non road based. Public and private owned bus lines have 45 per cent share, 23 per cent by Auto Rickshaw/Taxi, 11 per cent by personalized vehicle and 2 per cent on foot. 16 per cent trips are served by suburban railways (including 0.14% share of circular railway) and 2 per cent each by metro and ferries.

The existing land under transportation use is only 6 per cent as compared to a minimum of 15 to 18 percent as prescribed in the UDPFI guidelines. Since the road density cannot be increased to meet this standard in the existing urban environment, the only feasible option to facilitate the mobility within the study area, is to develop non road based mass transit system.

FIGURE: 4.1: TRIP DISTRIBUTION IN KMA, 2008

Personalized Vehicle 11%

Metro/Tram 2% Pedestrian 2%

Ferry 2% Buses 45%

Suburban /Circular Rail 16%

Auto rickshaw/ Taxi 23%

Source: Traffic and Transportation Department, Kolkata, 2008

4.3

METRO RAIL

Kolkata Metro is the first rail based urban mass transit system in India. The project was conceived in 1969 and subsequently came into existence in February, 1979. The first Metro train came into operation between th Esplanade and Bhowanipur (now Netaji Bhawan) for a stretch of 3.4 kms on 24 October, 1984 and served

an average 13,085 passengers per day. The complete section of Metro Rail from Dum Dum to Tollygunj for a th total length of 16.45 kms, came into revenue service on 27 September 1995.


35


There are 17 stations (15 underground and 2 at grade) and 196 trips operating on an average weekday, 170 trips on Saturdays, 64 trips on Sundays and 132 trips on holidays. On Sundays, the trains operate only in the second shift from 2 p.m. to 9.45 p.m. at headway of 10-15 minutes which consists of 8 coaches, each carrying 326 passengers and the total maximum carrying capacity of each train is 2558 passengers. The maximum speed of Metro Rail system is 55 km/hr. and the average speed is 30 km/hr. Total travel time for the entire stretch is 31 minutes.

TABLE 4.1: VARIATION IN HEADWAYS OF METRO RAILWAY

Day Monday to Friday

Frequency (in Mins.) 15 10 08 10 08 10 15 15 10 15 15 15 10 15 15

Time 0700 hrs to 0730 hrs 0730 hrs to 0900 hrs 0900 hrs to 1140 hrs 1140 hrs to 1650 hrs 1650 hrs to 1930 hrs 1930 hrs to 2100 hrs 2100 hrs to 2145 hrs 0700 hrs to 0830 hrs 0830 hrs to 1930 hrs 1930 hrs to 2145 hrs 1400 hrs to 2145 hrs 0700 hrs to 0830 hrs 0830 hrs to 1130 hrs 1130 hrs to 2145 hrs

Saturday

Sunday Holiday

National Holiday

0700 hrs to 2145 hrs

No. of Services 6 18 40 62 40 18 6 14 132 18 64 14 36 82 120

Total 190

164

64 132

120

Source: Metro Railway, Kolkata, 2008

The growth of passengers in Metro Railway since 1985-86 to 2007-08 has been given below:

TABLE 4.2: GROWTH IN PASSENGER VOLUME IN METRO RAILWAY Year

No. of Passengers (per day)

Growth Rate of Passengers (%)

1985-86

7,600

---

1995-96

1,18,600

93.5

2001-02

1,66,000

28.5

2002-03

2,11,926

21.6

2003-04

2,48,090

14.5

2004-05

2,67,293

7.1

2005-06

2,95,542

9.5

2006-07

3,14,666

6.0



36


OBSERVATIONS

•

The decade 1986 to 1996 has seen a sudden increase in passenger growth in metro. This sudden increase can be attributed to the fact that the complete stretch of present Metro Railway from Dum Dum to Tollygunj was open to public from 1995.

•

From 1996 till date, the passenger growth rate has been declining. There are various reasons which explain the above fact. o

The metro alignment has not been extended from the time it came into revenue service.

o

Total absence of feeder service.

o

The two railway stations, Howrah and Sealdah that have the largest share of passengers have not been integrated with the metro system.

o

Operation and maintenance of the system is extremely poor. (refer to Table 4.3)

o

It is being run on suburban railway system and not as urban Mass Transit system.

TABLE 4.3: TRAIN LATE/ DETENTION DUE TO ROLLING STOCK Year 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 (up to Dec)

Door 92 112 59 92 101 54 54 14

Poor Acceleration 19 29 20 22 14 13 5 4

Brake

Others 11 7 6 6 9 3 7 4

25 28 15 31 30 27 25 17

Total 147 176 100 151 154 97 91 39


The benefits of Metro Rail can be summarized as; •

Requires 1/5th energy per passenger kilometers.

•

Causes less noise, no air pollution and eco-friendly transport system.

•

Occupies no road space, if underground and only about 2.60 meters width of the road, if elevated.

•

More reliable, comfortable and safer than road based systems.

•

Reduces journey time.

•

Offers point to point service.

When quantified to some extent the following table shows the saving in terms of revenue considering the social and economic costs.


37


TABLE 4.4 METRO RAIL BENEFITS Mass Transit Additional Benefits Sl. No.

Rs. (in Crores for 30 years)

Particulars 1 2 3 4

Traffic Congestion (Avoidance of New Vehicles) Savings in Vehicle Operating Cost Savings in Traveling Time Savings due to Reduction in Number of Accidents and Pollution Total

8,179 6,977 25,884 4,360 45,402

Source: GoWB, Transport Department, 2008

4.3.1

EAST WEST METRO CORRIDOR

The urban growth on the east west axis of the study area coupled with the inability to provide sufficient road infrastructure to cater to the increasing traffic volume prompted the need of a rail based mass rapid transit system now better known as East West Metro.

OBSERVATIONS •

Initially, KMA expanded in the north-south direction. Accordingly, transportation corridors such as arterial roads and metro were developed along the north-south directions.

•

The railway track and the river running north-south are a physical hindrance to the development of road infrastructure in the east west direction.

•

Lack of major arterial roads along east-west direction has increased the Volume Count Ratio on the existing north-south corridors (higher than 0.8).

•

Salt Lake and Rajarhat Township are developing as the new high density mixed use centre in the study area and both are close to the airport.

•

The alignment goes through a very densely populated corridor with connection to Howrah and Sealdah Stations acting as feeder systems to the metro making it an ideal condition for mass transit.

The above considerations have prompted the formation of a new company Kolkata Metro Rail Corporation to undertake the East West Metro connectivity of 13.77 km (8 km underground and 5.77 km elevated) with 12 stations (6 underground and 6 elevated). Each train initially would consist of 4 cars and it would be extended to 6 cars. The maximum speed of East West Metro would be 80 kmph and the average speed 32 kmph and a minimum headway of 3 minutes. The total cost of the project is expected to be Rs. 4,676 crore and the project is targeted to be completed by 2014 (refer map “Existing and Proposed Metro Railway in KMA”).

4.4

TRAM/LRT

The tram system in Kolkata was introduced 125 years ago. Initially it was horse drawn then was powered by steam locomotives and 1902 onwards, the tram system runs on electricity. Since the introduction of the tramway in Kolkata over a century ago up to the early 1970s, a private sector company (Calcutta Tram Company Ltd.) was responsible for management of the tram. In the 1950s, the company started incurring operating losses and was on the verge of closing down. In 1978, led by social compulsion, GoWB took over


38


the management of the company and since then Calcutta Tram Company Ltd. (CTC) runs the system (refer map “Existing Tram Network of KMA”). CTC has a fleet of 275 trams out of which 150 are operational at present. Calcutta Tram Company runs its tram services from 7 Depots and 7 Terminal located in North, Central and South Kolkata on 29 routes.13 routes out of the 29 are no longer in operation. The aggregate tram route length is 70 km with an average headway of about 25 minutes with about 9 trams per route. The rolling stock is 2.1 meter wide and 17.5 meter long weighing 20 tons. Each compartment has wide passenger entrance with a seating capacity of 62 and full-load capacity of 200 passengers.

OBSERVATIONS •

Trams are being chocked by the polluting motorized vehicles for Right of Way.

•

Each tram has a daily carrying capacity of 2500 passenger but it carries only 900 passengers.

•

The passenger carrying capacity today stands at 50%.

•

The number of passengers using the system for commuting has drastically fallen from 10 lakh in 1970s to 1 lakh in 2007.

•

The passengers embark and disembark in the centre of the carriage way shared by vehicular movement which makes them venerable to accidents.

•

Trams do not have the dedicated right of way which induces traffic conflict with the vehicular traffic thereby reducing the throughput and speed.

•

The condition of the tram lines, rolling stock and OHE power source needs major maintenance.

•

Table 4.4 indicates the revenue collected by CTC as compared to its operating cost is significantly low and is deteriorating over the years. This deterioration is explained by the existing poor level of service. TABLE 4.5: REVENUE AND OPERATING EXPENDITURES OF CTC (RS. MILLION) Service

2003-04

Tram Service Operating Expenditure Revenue Deficit/loss CTC Bus Service Operating Expenditure Revenue Deficit/loss Total Deficit/Loss % of Revenue to Operating Expenditure Tram Service CTC Bus Service

2004-05

2005-06

844.9 11.3 -733.6

945.5 106.5 -839

1079 89.7 -909.3

306.1 213.3 -92.8

332.9 221.8 -111.1

371.5 256.5 -115

-826.4

-950.1

-1024.3

13% 70%

11% 67%

8% 69%

Source: Calcutta Tramways Co. Ltd, 2008


39


Circa 1925

Circa 2008

TRAM MOVEMENT IN KOLKATA

4.5

CIRCULAR RAIL

A rail mass rapid transit system for Kolkata was examined several times since 1947, some committees recommended extension of the suburban sections into the city. This was with the view to enable the suburban passengers to come directly into the city by trains instead of terminating their journey at the two important terminals at Sealdah and Howrah and taking other modes of transport to enter the city. Other committees favored a rapid transit system to serve the needs of intra-city passengers. The Government of India eventually decided to build an underground mass rapid transit system connecting Dum Dum with Tollygunj. However, the Government of West Bengal considered that in addition to the Metro, suburban dispersal lines were also necessary and would be complementary to the Metro rather than competitive in nature. After examining the matter in greater detail, the Kolkata Terminal Facilities Committee 1947 (Ginwala Committee) recommended construction of the so-called 'Circular Railway' for Kolkata consisting of following 5 sections: •

A surface railway from Dum Dum Junction to Chitpur (a distance of 3 miles).

•

An elevated railway from Chitpur to Fairlie Place over the Port Commissioners Railway along the River Hooghly (a distance of 3.07 miles of which approx 2.81 miles would be elevated and 0.26 miles would be at grade level under the approach of the Howrah Bridge).

•

Elevated railway from Fairlie Place to Hastings (a distance of 2.2 miles)

•

Elevated railway from Hastings through the Kidderpore Docks to Majerhat, where it would meet the southern suburban line of the Bengal Assam Railway (a distance of 2.46 miles) and from Majerhat via Kankurgachi Chord on the existing Bengal Assam Railway line.

•

Back to Dum Dum Junction (a distance of 11.18 miles, completing the circle of 21.91 miles at Dum Dum Junction).

The Committee further recommended that the Circular Railway should be elevated from Chitpur to Majerhat. In addition, the committee recommended several connections to link the Circular Railway to the main line.


40


The Circular Railway was commissioned in 1984 and its line provides direct access to the Central Business District (CBD). The line did not prove to be popular as it was a single line run by diesel-hauled trains requiring a transit penalty for passengers entering from the suburban north section. The number of passengers who utilize the Circular Railway to the CBD was only 20,000 passengers per day. A decision was taken to extend the Circular Railway by 4.9 km from Prinsep Ghat to Majerhat and this was sanctioned in the year 1999/2000 at a cost of Rs. 1,170 million. This is the missing link in the Circular Railway connecting Dum Dum - Prinsep Ghat and Majerhat - Ballygunge - Dum Dum. It diverts the suburban locals originating from the north section to the Circular Railway to the western section of the Line (Dum Dum - Prinsep - Majerhat) thus avoiding the 'saturated' Sealdah Station. The extension of this line to make it operate as a circular railway in the real sense has not been very effective as it remains a single line. This provides a capacity constraint, restricting the number of trains to 10 each way in the morning and evening during peak hours. This provides a single line track with 3.3 km on viaduct to minimize the extent of land acquisition in the heavily built up locality and to avoid surface road crossings. TABLE 4.6: CIRCULAR RAILWAY RUNNING TIMES BETWEEN STATIONS (Max.-cum-Booked Speed: 40 kmph) Station

Km.

Dum Dum Junction Pajtipukur (Flag) Tala Bagbazar Sovabazar/Ahiritota (Halt) Burrabazar (Flag) B.B.D. Bagh Eden Gardens (Flag) Prinsep Ghat Khidirpur Halt Remount Road (Halt) Majerhat

Inter Distance

Running Time

0 1.4

1.5

3 minutes

4.7 6.1 7.6 8.7 9.9 11.4 13.4 16.1 17.4 18.4

3.4 1.4 1.5 1.1 1.1 1.5 2.1 2.6 1.3 1.0

8 minutes 4 minutes 4 minutes 3 minutes 3 minutes 5 minutes 5 minutes 6 minutes 4 minutes 3 minutes

Source: Circular Railway (Eastern Railway), 2008

Against a train capacity of 2,600 passengers (9 coaches per train), 3,600 passengers travel during the morning peak hours, therefore running at 38% over-capacity. In addition to the Prinsep-Majerhat line extension, a project to connect Dum Dum Cantt. Station to Netaji Subhash Bose International Airport was completed and opened to traffic in September 2006. This is a 3.8 km extension and includes two elevated sections and runs at grade to UK Dutta Road and then on an elevated structure to the airport passing through Jessop, Jessore Road, VIP Road, and the domestic terminal road. Although there is a railway link connecting airport, but it is not being utilized because of lack of integration with the airport.

4.6

BUS SERVICES

In KMA there are several providers of bus services, both in public and private sectors. Private and minibuses are operated by individual operators. Following are the bus service providers from the Public Sector:


41


•

Calcutta State Transport Corporation (CSTC);

•

Calcutta Tramways Company (CTC);

•

West Bengal Surface Transport Corporation (WBSTC);

•

South Bengal State Transport Corporation (SBSTC);

•

North Bengal State Transport Corporation (NBSTC);

In the private sector, there are a large number of passenger bus and minibus operators with a small fleet each (often one or two buses each) plying on routes as specified by the Transport Department. Besides these, chartered buses carry a large number of passengers in the metropolitan area.

Calcutta State Transport Corporation (CSTC), Calcutta Tramways Company (CTC), West Bengal Surface Transport Corporation (WBSTC) operates mainly in KMA. CTC provides bus services in addition to tram services. WBSTC is the provider of ferry services across the River Hooghly as well as bus services. The other transport providers, South Bengal State Transport Corporation (SBSTC) and North Bengal State Transport Corporation (NBSTC) operate long distance buses with Kolkata as one of the terminal points.

OBSERVATIONS

•

There is institutional fragmentation in the provision of passenger bus services. CSTC, CTC (bus services) and WBSTC are all state owned and operated bus services. CTC, which primarily was provider of tram services for over a century has also started providing passenger bus services since 1978.

•

The bus sector in Kolkata has a large number of small operators who offer their services in an unorganized manner.

•

The lack of organization of the disparate operators leads to the absence of any form of control in terms of passengers carried or fares paid. On the one hand this encourages fares to be pocketed by drivers or conductors; on the other hand, no true idea of taxes to be paid is given.

•

The high number of obsolete or extremely old buses in operation is a major cause of congestion, pollution and traffic accidents. This situation is made even more serious due to the non-existence of obligatory mechanical revisions and absence of a culture of preventive fleet maintenance within the private companies. In all cases, these scenarios of urban transport impose a heavy cost on society.

West Bengal Surface Transport Corporation (WBSTC) and South Bengal State Transport Corporation (SBSTC) mostly provide services between suburban area and the city. WBSTC links the city to different Ferry Ghats within as well as outside Kolkata. SBSTC had a fairly strong presence in the city service few years back, but the number of buses with service within Kolkata is now limited.


42


TABLE 4.7: SBSTC: PROFILE OF CITY SERVICES

Fleet Strength* Serviceable Fleet strength Buses on Road Operation in effective kms No. of passenger carried (in lakh) Vehicle productivity Average sale/day (in Rs.) Total revenue earned (in lakh)

2002-03 538.00 461.00 326.00 366.32 727.16 308.00 9,01,394 3,290.09

2003-04 488.00 417.00 327.00 365.59 725.71 308.00 9,29,463 3,392.54

2004-05 513.00 439.00 326.00 364.82 730.21 311.00 10,02,178 3657.95

2005-06 519 449 327 376.58 747.53 315 11,56,564 4221.46

2006-07 519.00 450.00 328.00 356.00 750.29 317.00 11,35,852 4145.86

*Fleet strength includes over-aged buses and buses proposed for condemnation. Source: SBSTC, 2008

TABLE 4.8: WBSTC: PROFILE OF BUS SERVICE Semi Luxury (No. of Buses)

107

A.C. (No. of Buses) Volvo (No. of Buses) Inter-city Bus Service Connectivity

26 8 Kolkata-Siliguri Kolkata-Patna Kolkata-Puri Kolkata-Vizag Kolkata-Ranchi

Under Pipeline

Kolkata-Guwahati Kolkata-Banaras 1,500 1,00,000

No. of Trips Passenger (daily) Source: WBSTC, 2008

CSTC is the largest government owned Bus Company serving the city of Kolkata. The organization was established in 1949. During 1960's, CSTC enjoyed almost total monopoly of bus services in Kolkata, but now its share of services has fallen considerably. CSTC also provides long distance bus services to and from Kolkata. TABLE 4.9: CSTC: NUMBER OF BUSES AND ROUTES OPERATED Mode

No. of Buses City Routes- 591

C.S.T.C.

Long Distance Service- 245

No. of Routes 83 60

Source: CSTC, 2008

The operating characteristics of the city service, as provided by CSTC, have been summarized in Table 4.8. CSTC has a strong infrastructural base with 11 Depots and one Central Workshop to support the bus services.


43


TABLE 4.10: CSTC: PROFILE OF CITY SERVICES Performance Parameters

2006-2007

2005-2006

Number of Depot

11

11

Number of Route

196

196

Total Fleet Strength

1,143

1,152

Average fleet strength during the year

1,159

1,144

65

124

N.A.

270

nil

203

635

659

54.8%

57.6%

508.4

518.1

Bus productivity (Avg. effective km per bus held per day)

120

124

Vehicle utilization (Avg. effective km. achieved per vehicle put on

219

215

road per day) Breakdown per 10,000 effective km

5.9

7.6

Kmpl (Diesel)

3.7

3.7

Rate of accident per 1,00,000 effective km

0.2

0.2

BUS-STAFF RATIO a) on average fleet b) on average out shedding Productivity per employee per day (in km)

6.3

6.75 11.5

Number of new bus (after body building) added to the fleet Number of vehicles renovated during the year Number of vehicles condemned during the year Average number of Buses operated per day Fleet utilisation (on average fleet) Effective km run during the year (in lakh)

11.5 19.1

18.7

7,281.8

6,912.3

200.7

350.6

7,482.4

7,262.8

17,543.1

17,980.0

(a)Traffic earning per effective km (in Rs.)

14.3

13.3

(b)Traffic & non-traffic earning per effective Km (in Rs.) Cost per Effective Kilometer (CPKM)

14.7

14.0

Cost per effective km (in Rs.)

34.5

34.7

Traffic revenue earned (Rs. in lakh) Non-traffic revenue earned (Rs. in lakh) Total revenue [traffic + non traffic] (Rs. in lakh) Total expenditure (Rs. in lakh) Earning per Kilometer (EPKM)

Source: CSTC, 2008

CTC bus services have started playing an important role in passenger transportation in Kolkata since their inception in 1992. CTC has different route types, one being routes within the city and the other routes connect the city with suburbs. Apart from normal bus services, there are some Express and Super Express services running between the city and suburbs.


44


TABLE 4.11: PROFILE OF PRIVATE BUS SERVICES

Number of Bus Routes Number of Bus Operating Total Length of Bus – Km. of Route

253 N.A. 2,932

Source: CSTC, 2008

Private buses in Kolkata have the major share of passenger traffic. Currently, the total number of routes is 253 with an aggregate route length of 2932 km. The total estimated bus-km of services provided by them on an average weekday is about 2.89 lakh. Table 4.11 provides the salient features of private bus services.

TABLE 4.12: PROFILE OF MINI BUS SERVICES

Number of Bus Routes Number of Buses Operating Total length of Bus-KM of Route

71 1,150 9,784

Source: CSTC, 2008

Mini buses in Kolkata are privately owned and operated. There are 71 mini bus routes with a total route length of about 9,784 km. About 1,150 buses provide about 1,14,400 bus-km of services per day. Kolkata minibus services are under the administrative control of Regional Transport Authority of Kolkata. Service profile of mini-buses is provided in Table 4.12.

TABLE 4.13: INFORMATION REGARDING MINI BUS ROUTES

Number of Mini Bus routes Total No. of Mini Buses Total No. of Trips (bus routes per day) Total Mini Bus (km) produced per day

43 609 4,308 76,934

Source: Road Transport Authority, Howrah, 2007

In addition, on an average weekday about 140 mini buses come from Howrah to Kolkata. These buses are operated under the administrative control of Regional Transport Authority, Howrah. However, their service coverage in Kolkata is fairly limited. TABLE 4.14: INFORMATION REGARDING STAGE CARRIAGE BUS ROUTES

Number of Bus routes Total No. of Buses Total No. of Trips(bus routes per day) Total Bus(km) produced per day

49 809 4,690 99,937

Source: RTA, Howrah, 2007

All bus routes mentioned above are under the administrative control of Regional Transport Authority, Kolkata. Apart from these buses, about 809 buses under the administrative control of Howrah Regional Transport Authority provide passenger services between Kolkata and Howrah as regular city services.


45


TABLE 4.15: INFORMATION REGARDING STAGE CARRIAGE EXPRESS BUS ROUTES

Number of Bus routes Total No. of Buses Total No. of Trips(bus routes per day) Total Bus(km) produced per day

35 201 666 73,120

Source: RTA, Howrah, 2007

4.7

BUS TERMINALS AND BUS SHELTERS

The bus transit system in KMA is the most important mode of mass transit in KMA carrying 78 per cent of the total daily trips (India Infrastructure Report, 2007). The bus service is adversely affected by lack of adequate and appropriate bus terminal and depot (refer map “Location of Bus Terminals in KMA”).

Poorly designed existing terminals and bus stops with inadequate capacity at conflicting locations have resulted in congestion on the carriageway. The buses starting from Howrah bus terminal create traffic congestion in front of the railway station entry point. The existing practice of parking along the bus stops on the carriageway aggravates the problem for movement of the traffic.

4.8

CHARACTERISTIC OF EXISTING BUS TERMINALS

Following are the existing terminals in the Central areas of Kolkata and Howrah ¾

Esplanade Bus terminus

¾

Babughat Bus terminus

¾

Howrah Station Bus Terminus

¾

Sealdah Station Bus Terminus.

OBSERVATIONS

All the above terminals in the central area are operating above their existing capacity.

The long distance bus routes operating from the Esplanade bus terminus and the Howrah station Bus terminus need to be moved out of the city due to their conflicting location.

Land is not available for further expansion of the bus terminals.

Majority of the bus terminals in the KMA are inadequately designed with no civic amenities for the passengers.

Majority of the bus and mini bus routes end at on–street bus stops adversely affecting the movement of other vehicles on the carriageway.

The existing depots and terminals lack proper basic infrastructure such as safe embarking and disembarking facilities, toilets, drinking water, eateries, ticketing system, clean and hygienic waiting room/halls.

4.8

WATER TRANSPORT: FERRY SERVICE

At present 17 lakh passengers per month use the ferry service in the study area. There are two major bodies responsible for overseeing the operations of the ferry services on the river Hooghly:


46


i)

Hooghly Nadi Jalapath Parivahan Samabaya Samiti (HNJPSS), started functions across the Hooghly River in May 1981.

ii)

West Bengal Inland Water Transport Corporation (WBIWTC), initiated passenger ferry service in 1970 in Hooghly River.

The ferry services operate in three zones viz. North, Central and South (refer map “Existing Ferry Network of KMA”). •

North Zone: The services are operating between the jetties Kutighat (Baranagar), Cossipore, Baghbazar, Sovabazar, Ratan Babu Ghat, Fairlie Place and Howrah. All the jetties except Cossipore have been set up by the Government.

•

Central Zone: Includes Howrah, Armenian Ghat, Fairlie Place and Chandpal Ghat, where services are operates utilizing terminal facilities. This ferry services is also set by the State Government.

•

South Zone: Constructed by Government at Nazirgung, Chandpal Ghat, Fairlie Place and Howrah are utilizing presently

• •

Temporary jetties at Metiaburuz and Botanical Garden are also being utilised. There are total 32 ferry ghat and 55 gangways – cum - pontoon jetties constructed by West Bengal Infrastructure Development Corporation.

JETTIES IN KOLKATA

The total number vessels and jetties being used for ferry purposes in the year 2007 by Hooghly Nadi Jalapath Paribahan Samabay Samity Ltd. (HNJPSS) is 42. The details of these ferries are given in table 4.16.

TABLE 4.16: NUMBER OF VESSELS AND JETTIES OPERATIONAL IN KMA Government Owned Launches

12

HNJPSS Hired Launches

20

HNJPSS Owned Launches

10

Total

42

Source: Hooghly Nadi Jalapath Paribahan Samabay Samity Ltd., 2008


47


4.8.1

PHYSICAL CONDITIONS OF FERRY GHATS

OBSERVATIONS •

73.3 per cent of total ferry ghats are having jetties /landing facilities.

•

45.2 per cent of the ferry ghats have proper jetties built with steel and concrete.

•

Rest 55.8 per cent of total ferry ghats were found to have make shift arrangement with temporary structures or by using planks and country boats.

•

Howrah Station, Fairlie Place and Chandapal Ghat have more than one jetty.

•

Most of these ferries ghats are devoid of any passenger amenities such as toilets, drinking water, adequate lighting etc.

•

In the year 1995-96 the ferry system had reached its peak by carrying 26.8 lakh passengers per month which reduced to a mere 17 lakh passengers per month in the year 2006-07 due to lack of maintenance and slow speed.

•

Water Transport is greatly under utilized in Kolkata.

•

The River Hooghly has the enormous potential to offer alternative passenger services on east-west axis.

•

The canals have the potential of offering east-west and circular services.

•

Ferry ghats along the eastern bank of Hooghly do not have any safe passage to cross the Circular rail which makes it accident prone.

•

Ferry system is a stand alone system with no integration with any mode in terms of schedule and with major life threatening access and dispersal problem as highlighted in the photographs.

BOARDING AND DE-BOARDING AT FERRY GHAT


UNSAFE PASSENGER CROSSING AT FERRY GHAT

48


TABLE 4.17: TOTAL NUMBER OF PASSENGERS SERVED BY FERRY SERVICES (in lakh per month)

Year

No. of Passengers

Growth Rate (%)

1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06

26 27 26 25 20 20 19 19 18 18 17 17

2006-07

17

2.9 -2.8 -5.8 -20.4 0.0 -0.5 0.0 -7.2 0.0 -5.6 0.0 0.0

Source: Traffic and Transport Department, GoWB, 2008

FIGURE 4.2: TOTAL NUMBER OF PASSENGERS SERVED BY FERRY SERVICES

PASSENGER TRIPS (in lakhs per Month)

30

25

20

15

10

5

0 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 YEAR

Source: Traffic and Transport Department, GoWB, 2008


49


CHAPTER 5 SUBURBAN RAIL

5.1

SUBURBAN RAIL

The suburban railway service are the lifeline if the KMA bringing workers as well as small vendors to the metropolis to keep it ticking. The suburban railway services in Kolkata are operated by Ministry of Railways (MOR) -Eastern Railway (ER) and South Eastern Railway (SER) divisions. The Kolkata Metro Railway is also under MOR. There is a separate Circular Railway corridor in the city also operated by ER. The suburban railway system comes under the ambit of Eastern Railway except 116 km of track from Howrah to Kharagpur and 30 km from Howrah to Bargachia, which are operated by South Eastern Railway. Howrah and Sealdah are the major railway terminals of KMA. In total, there are 12 rail alignments and 105 suburban passenger railway stations placed at an average interval of 2 to 2.5 km. Apart from the above two major terminal stations, there are some other important stations within the study area which are: i)

Ballygunj

ii)

Dum Dum

iii)

Naihati

iv)

Bandel

v)

Sheoraphuli

vi)

Sonapur

vii)

Baruipur

viii)

Barasat

ix)

Santragachhi

x)

Chitpur

xi)

Park circus station

Figure 5.1 shows the railway network developed within the KMA.


50

SUBURBAN RAIL

FIGURE 5.1: EXISTING SUBURBAN NETWORK IN KOLKATA Bardhaman Krishnanagar

Santipur Saktigarh

Gede

To Azimgunj Kalinarayanpur Katwa

Bongaon Ranaghat

Tarkeswar

Bandel

Kakdwip Barasat

Dankuni

Andul

Namkhana

Naihati

Sheoraphuli Kharagpur

Hasnabad

Dumdum

Bally

Lakmikantapur Canning

Kolkata

Santragachi

B B D Bag

Belur

Sealdah

Ballygunj

Belurmath

Baruipur Sonarpur

Majerhat

Diamondharbour

Budgebudge

Howrah Source: Eastern Railway, Howrah Division, 2008

5.1.1 THE EASTERN RAILWAY LINE & STATIONS There are 93 stations of the Eastern Railway in the KMA. The junctions mentioned above, are located on the Eastern Railway Network, except Santragachhi (refer map “Existing and Proposed Railway Network of KMA”). This line serves the northern suburbs on the eastern bank of Hooghly River and further east towards the very end of the international border between India and Bangladesh. The destinations facilitated by this line are Dum Dum, Barrackpore, Naihati, Bongaon, Basirhat, Hasnabad, Kalyani, Ranaghat, Shantipur Krishnagar and Gede. The southern suburbs of the KMA including parts of South 24 Parganas district are also served by this corridor. The major areas served are: Ballygunge, Jadavpur, Garia, Budge Budge, Sonarpur, Port Canning, Diamond Harbour, Lakshmikantapur, Namkhana. 5.1.1.2 FROM HOWRAH STATION South Eastern Railways Operated by the South Eastern Railway, this section of the line serves the south western suburbs of Greater Kolkata. The destination stations are:


51

SUBURBAN RAIL

•

In the south-western part of Howrah district -Santragachi, Andul and Amta

•

In the East Midnapore district- Digha, Tamluk and Haldia.

•

In the eastern and southern part of West Midnapore district-Panskura, Kharagpur and Midnapore.

Eastern Railways Operated by the Howrah division of Eastern Railways, this line runs on the western bank of river Hooghly and serves the following areas:

•

The northern part of Howrah district - Liluah, Belur, Bally.

•

The eastern part of Hooghly district -Rishra, Serampore, Chandannagar, Chuchura, Bandel.

•

The central part of Hooghly district-Tarakeswar.

•

The central part of Bardhaman district connecting the town of Bardhaman. From Bardhaman, another suburban service connects the cities of Durgapur and Asansol further to the west.

Howrah to Bardhaman is reached by two corridors popularly known as the Main Line and the Chord Line. The main Line runs through the towns of Serampore, Chandernagore,Chinsurah and Bandel. The Chord Line runs through the towns of Dankuni, Baruipara, Kamarkundu and Massagram. OBSERVATIONS •

The suburban railway collects passengers from KMA and disperses only at two major stations Sealdah and Howrah. These two terminals have inadequate passenger dispersal facilities to handle the large volume of commuters.

•

Coaches used for the suburban trains are outdated and need to be upgraded.

•

The trains run overloaded beyond capacity also the seating facilities are inadequate.

•

There are no rest room facilities at any of the suburban stations.

•

There is no provision of public convenience in coaches used for suburban trains.


52

SUBURBAN RAIL

SUBURBAN RAIL

NAIHATI RAILWAY STATION

5.2

MOVEMENT OF PASSENGERS BY RAILWAY WITHIN KMA

Passenger traffic served by the suburban rail services is recorded on the basis of ticket sale. Table 5.1 provides the number of passengers served by the Suburban Railway Services of Eastern and South- Eastern railway in Kolkata Metropolitan Area.

TABLE 5.1: GROWTH OF SUBURBAN PASSENGERS IN KMA Average weekday (in lakh)

Year

Eastern Railway

2000-2001 2001-02 2002-03 2003-04 2004-05 2005-06

South Eastern Railway

14.30 14.50 14.70 14.90 15.00 15.20

2.00 2.00 2.01 2.01 2.01 2.01

Total

16.30 16.50 16.70 16.91 17.01 17.01

Source: Railway Board, Fairlie Place, Kolkata, 2008

OBSERVATIONS •

The passenger growth rate has been steady in the KMA which is 1.1 per cent per year.


53

SUBURBAN RAIL

•

Passenger carried by suburban rail in 2005-06 is about 10 per cent of the total population. TABLE 5.2: GROWTH OF NUMBER OF PASSENGERS USING HOWRAH AND SEALDAH RAILWAY STATIONS Average weekdays (Passengers in Lakhs)

Year 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06

Howrah 11.5 11.7 11.9 12.1 12.3 12.5

Sealdah 17.3 19.0 20.8 22.8 25.0 27.4

Total 28.8 30.7 32.7 34.9 37.3 39.9

Source: Railway Board, Fairlie Place, Kolkata, 2008

OBSERVATIONS •

The pressure on Sealdah Station has been increasing rapidly at an annual growth rate of 5.8 per cent.

•

150,000 passenger use the Howrah station during the peak hour on an average working week day.

•

These stations are not integrated properly with other modes of transport.

•

The terminal stations do not have an effective mass transit based Passenger Dispersal System.

•

There is need towards conservation and upgradation of the urban design and architecture of Howarh railway Station.

•

Long waiting time at Ticketing Booth

•

Bottleneck situation at Chandmari and Banaras Bridge

•

large parcel movement on the platform impacts passenger flow

•

Issues of parcel security

•

Water spill from the fish containers movement makes the platforms unsanitary and unsafe. In an ideal public dispersal system fast and easy dispersal of passengers is supposed to happen within the station as well as from the station to other modes of transportation. To increase this speed, time bound synchronization with other modes, along with easy access to public transport through allowing buses and taxis within the station area for boarding and de-boarding of passengers are required to be induced at the design level only. This seamless movements needs to be developed in coordination of other transportation facilities. Need for such a fast passenger dispersal at major stations and terminals like Howrah and Sealdah has already been felt. In regard of these needs, a pilot project of Rs. 100 crore has been already launched for the Santragachi station and project is at a DPR stage for DUM DUM Station. Such a passenger dispersal system will include facilities like bus terminals, taxi stands and subways. Source: http://www.projectsmonitor.com, February 20, 2006; Express News Service July 31, 2008


54

SUBURBAN RAIL

CHAPTER 6 INTRA PARATRANSIT

6.1

PARATRANSIT MODES

Historically, Kolkata was designed as a city based on pedestrian movement and mass transit system in the form of tram. Cycle rickshaws and hand pulled rickshaws supported the need of the city considering the narrow streets and the required maneuverability. With the passage of time, negligence towards the required up gradation of the technology resulted in the decline in rider ship of trams along with rhetoric for pulling out trams induced importance of IPTs in the metropolitan transportation system. IPTs in the study area consist of modes ranging from taxies, auto rickshaws, cycle rickshaws to hand pulled rickshaws. Out of these major four modes, the policies in the recent past have tried to reduce the use of environment friendly cycle rickshaws and hand pulled rickshaws thereby promoting the taxis and auto rickshaws. A review of the growth of vehicles in the last 20 years in KMC shows increase in the number of trips but the share of IPT has decreased.

TABLE 6.1 TRIP DISTRIBUTION AMONG VARIOUS MODES KMC 1985* 1998** 2007***

Taxi

Bus

Paratransit

Other

2

67

14

14

0.05

46

6

47.4

2

78

5.6

16

Source: * "Urban Transit System: Guidelines for Examining Options" by Alan Armstrong Wright, World Bank technical papers No. 52, May 1986, mentioned in "Urban Transport Development with Particular Reference to Developing Countries", United Nations, 1989 **

Kolkata Metropolitan Area, Revised City Development Plan, Kolkata (2007)

*** Urban India-Understanding the Maximum City, London School of Economics (2007), London.

OBSERVATIONS

•

Paratransit passenger movement in the KMA for the year 1997-98 shows that, total 21.3 lakhs passengers were carried per day. The break-up showing the numbers of passengers carried by various paratransit modes are given in the Table 6.2.


55

INTRA PARATRANSIT

TABLE 6.2: BREAK-UP OF TOTAL PARATRANSIT TRIPS IN KMA Average weekday: 1997-98 (in lakh)

Category of

Inter-zonal

Intra-zonal

Total

Percentage

Paratransit Trips Taxi

2.1

1.5

3.6

17.1

Auto Rickshaw

3.0

6.9

9.9

46.5

Cycle Rickshaw

1.3

5.9

7.2

34.0

Others

0.2

0.4

0.5

2.5

Total

6.6

14.7

21.3

100.0

Source: Master plan for Traffic and Transportation, KMA, 2004

• The paratransit modes are mostly used for trips with shorter journey lengths, link trips and marketing, medical and educational trips (refer Table 3.17).

• About 20,000 Taxis, 38,000 Auto rickshaws and 26,000 cycle rickshaws operate daily within the 1 KMA .

TABLE 6.3: MOVEMENT OF PASSENGERS WITHIN KMA Average weekday (in lakh)

Paratransit Modes

Passenger Volume (in lakh)

No. of Vehicles

(1998-99) 2001

1998-99

2011 (projected)

Taxi

10

11

17

22,000

Auto Rickshaw

15

16.5

23

37,941

Cycle Rickshaw

7.8

7.5

7

26,000

32.8

35

47

Total

Source: Master plan for Traffic and Transportation, KMA, 2004; Bus terminus/bus Route Study Kolkata, Howrah and Salt Lake City, Transport Department, GoWB, 2008; Bus Rapid Transit System project, Interim report, KMDA, 200;, Revised City Development Plan, 2008

OBSERVATIONS

•

The increase in the number of auto rickshaws and taxis is 5.5 per cent per year this puts severe environmental concerns for the KMA.

•

While the use of eco-friendly hand driven cycle rickshaw is declining, these cycle rickshaws should be replaced by better non-motorized ones rather than making them extinct.

1

Kolkata Metropolitan Area, Revised City Development Plan, Kolkata, 2007


56

INTRA PARATRANSIT

Source: www.indivelop.com

•

Absence of authorized auto rickshaw stands or taxi stands has resulted in parking of these paratransits on the carriageway causing bottleneck.

•

A survey was conducted by the daily newspaper The Times of India, Kolkata and Synovate

2

according to which 68 per cent of the respondents want auto rickshaws to be banned from the main roads. (The Times of India , 21 January 2008) •

The Paratransit modes have become competing in nature to the bus system, MRTS and the tram service in the core city area.

•

The Paratransit modes use adulterated fuel (petrol/diesel mixed with kerosene) to overcome the ever-increasing fuel cost which has major health ramification.

•

One of the major area of concern is the overloading of three wheeler IPTs as their occupancy rate is 5 against the design capacity of 3 (refer Table 3.18)

2

Synovate India is a market research consultant and agency in Kolkata.


57

INTRA PARATRANSIT


58

INTRA PARATRANSIT

IPT FOSSIL FUEL ADULTERATIION THE TELEGRAPH, KOLKATA, 19 MARCH 2008

THE TIMES OF INDIA, KOLKATA, 19 JULY 2008


59

INTRA PARATRANSIT


60

INTRA PARATRANSIT

CHAPTER 7 PEDESTRIAN AND BICYCLE MOVEMENT

7.1 PEDESTRIAN: EXISTING SCENARIO Kolkata was planned as a city based on pedestrian movement for shorter distance and using efficient public transport in the form of trams and ferries (rail based and water based transport) for longer distance. In due course of time, the city roads were hijacked by the motorcars, buses and IPT’s. On the contrary tramways and pedestrians have been branded as a major cause for congestion. This trend has not only increased the pollution and environmental degradation of the city but vanishing sidewalks has led to increase in pedestrian fatalities. A recent move by the KMC to reduce the sidewalk’s width from 4.5 meters to less than 2 meters has only added to the chaos. Footpaths have reduced to an extent of 50 to 70 per cent and 30 percent are in bad shape due to frequent digging and poor maintenance. (refer Times City, The Times of India, 25 April, 2008 p.1).

PEDESTRIAN VOLUME SURVEY One of the heaviest pedestrian traffic movements in the KMA occurs between Sealdah station and B. B. D. Bag. In order to measure the volume of traffic quantitatively a 12 hour survey was carried out at different locations. The pedestrian volume was counted at following locations on B. B. Ganguly Street: (refer map “Pedestrian Traffic Volume Count: B.B.D. Bagh Sealdah Corridor”) 1.

East of Amherst Street Crossing

2.

West of College Street Crossing

3.

East of Rabindra Sarani

The pedestrian volume was also counted on M. G. Road, East of Suryasen Street i.e. Near Purabi Cinema at the following locations: 1.

Surya Sen Street immediately to the east of the College Square

2.

Prem Chand Boral Street immediately east of the College Square

3.

Eden Hospital Road

OBSERVATIONS

2,90,000 pedestrians were observed from Sealdah Stations via. B.B. Ganguly Street and Surya Sen Street. The results of the survey highlight three distinct patterns of pedestrian movements: •

There is continuous flow of pedestrians between Sealdah Stations and B. B. Bag via B. B. Ganguly Street, though in a tapered proportion.

•

Major pedestrian movement was also observed between Amherst Street and Prem Chand Boral Street towards Eden Hospital Road.

•

A concentrated pedestrian movement was observed via Surya Sen Street and M. G. Road to Sealdah Station which was 20 per cent of the total pedestrian volume.


61


With the recent increase in global awareness about the climatic change and the need for sustainable city, we recommend provision of pedestrian paths for all major corridors to provide safe pedestrian movement.

OBSERVATIONS •

In the KMA, almost 65 per cent of the trips per day are undertaken by foot and therefore, facilitating pedestrian movement is a priority of the Comprehensive Mobility Plan.

•

The pedestrian mobility environment, in absence of proper maintenance and improvement of infrastructure over time has become very poor.

•

Pedestrian fatalities are ranked at the top with 64 per cent share. The main reason for this high rate of pedestrian fatalities is lack of enforcement of traffic regulations and poor condition or absence of footpaths.

•

Wherever side walks are present they are encroached by street hawkers thus pushing the pedestrians on to the main carriageway of the roads.

ENCROACHMENTS ON FOOTPATH

•

Crossing roads is a dangerous proposition as 89 per cent of the carriageways are undivided. The lack of traffic enforcement adds to the misery of the pedestrians.

Road Inventory Survey and analysis of the pavement condition reveals that; •

Other than encroachment, available pavements for walking are cluttered with a large number of obstacles including rotting garbage, building materials, large paving stones, junction boxes, protruding metal angles and large holes.

•

During the monsoons when the walkways are submerged, it becomes extremely dangerous for the commuters as uncovered drains and manholes become invisible.

New York, NY Most of Manhattan, and even much of the boroughs, are well known for their heavily footbased culture. In fact, many New Yorkers don't even own cars, given the city's 24-hour, reliable public transportation, not to mention the high cost of parking and gas. It is the 10th most walkable city in the world. Source: http://www.huffingtonpost.com/2008/07/17/top-10-most-walkable-citi_n_113375.html, 8 August 2008


62


7.2 BICYCLE MOVEMENT IN KOLKATA: EXISTING SCENARIO The KMA has comparatively low car ownership ratio as compared to two wheelers and cycles. Bicycle is most commonly used as about 23 per cent of households use this mode of transport for daily trips whereas 45.58 per cent households own bicycle. The detail of vehicle ownership pattern is presented in below table:

TABLE 7.1: VEHICLE OWNERSHIP IN THE KMA Type of Vehicles

1,378

23.1

Households Owing Any Vehicle (%) 45.6

Two Wheeler

983

16.5

32.5

Motor Car

663

11.1

21.9

None

2,932

49.2

--

Total

5,955

100.0

100.0

Sample Households Number

Bicycle

%


OBSERVATIONS •

The average distance traveled by the bicycle for all trips comes out to be 3 kilometers (refer table 3.15 and 3.16).

There is a need to create a network of cycle routes, physically segregated from vehicular traffic on all main roads in KMA including residential areas to schools, hospitals, shopping centers, universities, office complexes and railway/metro/tram stations. While preparing the Detailed Project Report for the upgradation and improvement of all the major roads a mandatory provision needs to be made regarding providing sidewalks and cycle tracks.


63


CHAPTER 8 PARKING 8.1

INTRODUCTION

Lack of designated parking facility is a major problem in the KMA which forces the drivers to park on the streets or even on the footpaths. With more parking lots, drivers would have a place to leave their cars, and the street and footpath would be freed for the movement of vehicles.

8.2

PRIVATELY OWNED VEHICLES/NEED FOR PARKING SPACE

The demand for parking for various categories of vehicles is increasing with the growth of vehicles within the urban area. OBSERVATIONS •

The total number of registered personal and para-transit vehicles in the Kolkata Metropolitan Area has increased from 10 lakh in 2000 to 16 lakh in 2007 recording an average growth rate of 8.3 percent per annum.

•

With the introduction of low priced cars (‘Nano – effect’) and the resulting competition of curtailing the prices of automobiles and two wheelers by the manufacturers, the past growth trend of personalized vehicles viz private cars and two-wheelers is likely to change substantially.

•

Apart from the motorized vehicles, slow moving traffic is also significant on KMA roads. They require separate parking facilities in and around the areas of economic importance in KMA.

•

1.7 lakh good vehicles viz. trucks, vans and tempos ply within the KMA daily for transporting various commodities between the destinations. For catering to the parking demand of the huge fleet of different categories of vehicles mentioned above, a comprehensive strategy for providing off-street parking facilities at strategic locations within the KMA is essential in order to ensure utilization of limited road spaces in the area as well as to decongest the major activity centers.

The household interview survey conducted for ascertaining the travel parameters shows that •

During 2007-2008 indicated that about 23% households were having bicycles. This indicates that bicycles were also a predominant mode of travel in the metropolitan areas particularly for the lower income groups.

•

It has been observed that for shorter trips bicycle is a popular mode of travel in the core area as well as in the municipal towns within the KMA.


64

PARKING

8.2.1

LACK OF PARKING SPACES

8.2.1.1

ON-STREET PARKING CHARACTERISTICS

There is lack of designated parking spaces in the KMA, which has reflected in the congestion of the road networks around the activity centers. Ad hoc and unplanned parking and inappropriate parking fee structure has been creating chaos over the years.

ON - STREET PARKING AT PODDAR COURT

ON-STREET PARKING AT SEALDAH ROAD

Primary Survey for on – street parking was carried out on east - west corridors and on the north – south corridors.

OBSERVATIONS

•

Along the east-west direction, the maximum numbers of vehicles are parked at India Exchange Extension, Mission Road & Esplanade Row west including High Court and adjoining area. The load of parking on these locations is very high (refer Annexure VII)

•

The parking demands in the north-south corridors are higher than the east –west corridors. ( refer Annexure VIII)


65

PARKING

•

Due to the on-street parking on the major roads of KMC, having road width of 9 to 12 meters, the width gets reduced down to 6 to 7 meters. Thus, 30% to 40% of these roads in Kolkata city are occupied due to parking. This adversely affects the speed of the vehicles and results in congestion.

•

The roads surrounding Kolkata C.B.D., like A.J.C.B. road, A.P.C road and K.K. Tagore road are not more than 4 lanes, without any median. These roads, due to on-street parking often gets grid locked in the peak hour of the day.

•

The on-street parking has led to the encroachment of the sidewalks. The foot paths have been reduced 50% to 70% due to on-street parking.

•

Some roads in KMA have been widened recently. However the move did not yield any significant results. Wherever the roads have been widened, to accommodate more cars, it has been encroached upon by on-street parking.

ENCROACHED SIDEWALKS: SARAT BOSE ROAD THE HINDUSTAN TIMES, APRIL 25, 2008

The picture is depicting Sarat Bose Road, which has been widened recently. However, the extra feet that have been carved out of the sidewalks, has been encroached by the two wheelers. 8.2.1.2

OFF-STREET PARKING CHARACTERISTICS

OBSERVATIONS

•

Maximum parking accumulation and the salient parking characteristics along off-street parking lots are shown in Table 8.3.

•

The maximum parking accumulation is observed near Vidyasagar Setu (towards Kolkata) (2000 vehicles) followed by Howrah Railway Station, Jawaharlal Nehru and Curzon Park (1000 vehicles).

•

The peak period of accumulation varies between 0900 to 1200 and 1700 hrs to 2000 hrs.

•

Kolkata C.B.D. area does not have any parking facility, except the BBD Bagh area. Few buildings in this area have their own parking facilities within their premises, but these are grossly inadequate in comparison to the demand.


66

PARKING

OFF STREET PARKING AT BBD BAGH

TABLE 8.1: OFF STREET PARKING LOCATIONS Location

No. of Vehicles

New Market Rodden Street Jawaharlal Nehru BBD Bagh Curzon Park Vidyasagar Setu (towards Kolkata) Howrah TOTAL

Area Occupied (sq. ft.)

250 500 1,000 750 1,000

580.6 1,161.3 2,322.5 1,741.9 2,322.5

2,000

4,645.0

1,000 6,500

2,322.5 15,096.3

Source: Primary Survey, Comprehensive Mobility Plan, January 2008

8.2.2

PARKING FEE STRUCTURE

OBSERVATIONS

The cars in Kolkata city are parked on roads for which the owners of the car have to pay parking fee ascertained by the KMC. The KMC outsource the work of collecting parking fees to the private agencies. At present the rates of parking fee of KMC for different categories of motorized vehicles have been given in the table below.

•

It can be deciphered from the following table that the parking fee in KMC is significantly low infact “free”.

•

Considering the present value of land in KMC, starting from Rs.1000 per sq. ft to Rs. 3000 per sq. ft., and significantly low parking fees it was found that in KMC parking lots are the least fiscally productive of all other land uses. Thus, the opportunity costs of the parking lots in KMA are high and these lands can be brought under economic importance.


67

PARKING

TABLE 8.2: PARKING FEE Category of Vehicle Two Wheelers Four Wheelers Bus & Lorry

Parking Fee/ Hour (Rs.) 3 7 14

Monthly Parking Fee (Rs.) 125 300 600

Source: Kolkata Municipal Corporation, 2007

Free/Low Cost of Parking

Demand for More Cars

More Local Remedies like Street Widening, More Freeways, etc.

Increase in Traffic Congestion

Higher Parking Requirement

This issue of low parking fee structure should be immediately dealt with and there should be substantial hike in the parking fee, which will deter people from using personal vehicles and which will give economic value to the parking lots. On-street parking should not be encouraged and should completely do away with.

The Howrah Municipal Corporation has also delineated a number of parking zones and has issued licenses for fee car parking to authorize licenses at the following schedule of rates.

TABLE 8.3: PARKING FEE Category of Vehicle Car

Lorry Goods Carriage Mini truck

Parking Fee Rs. 4 for first 60 minutes or part thereof Rs. 10 for first 61 minutes to 120 minutes. Rs. 2 for every subsequent hour over 2 hours Rs. 100 per day or part thereof Rs. 200 per day or part at fish market parking zone Rs. 50 per day or part thereof

Source: Kolkata Municipal Corporation, 2007

8.3

CONCLUSIONS •

The demand for parking space will go up exponentially (due to ‘Nano effect’), with just 6 per cent road space available to the city.

•

Due to lack of designated parking spaces, on-street parking is prevalent in KMC. The on-street parking encroaches most of the sidewalks creating problem for the pedestrians.

•

The fee structure is significantly low. The structure has to be immediately revised, to discourage people from owning cars. To increase the economic value of the parking lots, they could be clubbed with market places, malls etc.


68

PARKING

CHAPTER 9 FREIGHT 9.1

FREIGHT MOVEMENT BY ROAD

Freight movement is a direct reflection on the economy of a place. Freight movement by road plays a significant role in transportation scenario of an area. All the products being exported has to use the road network before it reaches the various connecting modes like rail, water or air. Similarly while importing the goods are received at ports, railway stations or airports, and use the road network to reach their destination. In 2005-06, 73% of goods were being dispatched by roads and has increased to 94% in 2006-07.The freight handled by road in KMA was 14.5 lakh tones in 2006. TABLE 9.1: FREIGHT MOVEMENT BY ROAD

Year

Tones(in lakhs)

2000 2001 2002 2003 2004 2005 2006

12.4 11.8 14.3 14.6 15.3 13.8 14.5

Source: Road Transport Authority, Kolkata, 2008

OBSERVATIONS •

There is 17% increase in freight traffic movement by road from 2000 to 2006.

•

There has been an increase in goods vehicles between 2000 and 2006 from 1, 37,567 to 1, 60,753 in the corresponding years.

•

There is neither any dedicated freight corridor in KMA, nor any freight terminals. Lack of dedicated corridors lead to congestion in the city roads and accidents.

•

All warehouses are still located in the centre of the city.

•

Roads in the center of the city are used for unloading and auctioning of perishable goods.

LOADING AND UNLOADING IN METRO CORE


69

FREIGHT

B.T. ROAD

CROSSING OF DUMDUM AND B.T. ROAD NO SYSTEMATIC FREIGHT TERMINAL

TRAFFIC AT JESSORE AND VIP ROAD CROSSING NO DEDICATED FREIGHT CORRIDORS

9.2

INLAND FREIGHT MOVEMENT

9.2.1

KOLKATA PORT TRUST

Kolkata Port Trust (KPT) is responsible for two ports Haldia and Kolkata. KPT commands a vast hinterland that comprises almost whole of the eastern and north-eastern regions. The docks of Kolkata are shifting southwards from the time it came into existence. The earliest location was in north central Calcutta on the Strand Bank by the name of Dihi Kolikata and Bazaar Kolikata around Lal Dighi three hundred years ago (later known as Dalhousie Square and now B.B.D. Bagh).Later to the Strand bank, the Watgunge dock was 1 followed by the decisive southern end shift along the broadening bends of the Hooghly River . At present

there are three docks, Haldia Dock complex, Netaji Shubhas Dock and Kidder pore Dock. The later two docks are included in the KPT. The goods transportation by water within the KMA area is mostly handled by the Kolkata Dock system.

1

De, Braun “The History Of Kolkata Port And The Hooghly River And Its Future”


70

FREIGHT

KOLKATA DOCK SYSTEM

The total cargo traffic handled by the Kolkata dock system has been increasing during the last few years. Apart from the Kolkata Port Trust, the Central Inland Water Transport Corporation (CIWTC) also carries goods from Kolkata to various places in the north along the river Hooghly. It is under the administrative control of Ministry of Surface Transport (MoST), Govt. of India. The main activities of the CIWTC are:

• Transportation of cargo through Inland Waterways. • Construction and repair of Inland Water Transport (IWT) vessels. • Repair of ocean-going vessels and • General Engineering Works. Kolkata Port handled 55.05 million tons of traffic in 2006-2007 creating an all time record in cargo handling in the history of 136 years of Kolkata Port Trust. 9.2.2

KOLKATA DOCK SYSTEM (KDS)

The figure below depicts the volume of freight handled from the year 2002-2003.

Freight handling in million tons

FIGURE 9.1: TRAFFIC HANDLING OF KOLKATA DOCK SYSTEM (MILLION TONS) 12.0 9.8

10.0 8.0

8.6

8.2

7.6 6.3

6.0 4.0 2.0

0.9

1.1

2002-03

2003-04

1.7

2.2

2004-05

2005-06

2.8

0.0 2006-07 Imports

Year

Exports

Source: Kolkata Port Trust, Kolkata, 2008


71

FREIGHT

OBSERVATIONS •

Kolkata Dock System (KDS) handled traffic of 12.6 million tonnes in 2006-2007 as against 10.8 million tonnes in 2005-2006 which shows 16.56 per cent growth.

•

There has been constant increase in freight volumes from 2002 to 2007.Imports have grown by 56% and export has grown by 200%, during 2002 to 2007.

•

This is going to grow significantly with the advent of dedicated freight corridor (export of Nano and allied imports)

9.2.3

CONTAINER TRAFFIC HANDLED AT KOLKATA PORT (IN TEUs) TABLE 9.2: CONTAINER FREIGHT HANDLING OF KOLKATA DOCK SYSTEM IN TEUS Year

Kolkata Dock System In TEUs

2002-2003

1,05,885

2003-2004

1,22,419

2004-2005

1,59,242

2005-2006

2,03,481

2006-2007

2,39,431

Apr'07-Jan'08

2,47,691

Source: Kolkata Port Trust, Kolkata, 2008

OBSERVATIONS •

The container handling of Kolkata Port has increased from 0.1 million to .24 million twenty-foot equivalent units (TEUs) from 2002 to 2007.

•

The terminal handling has increased 2.3 times in last five years, as shown in the Table 9.2.

There is an urgent need towards capacity augmentation of Kolkata port for faster clearance of goods.

9.2.4

EXPORTS FIGURE 9.2: GOODS RECEIVED BY DIFFERENT MODES FOR EXPORT AT KOLKATA PORT

By rail 6%

By Pipeline 14%

Inlane water transport 1%

Rail 5%

By Water 2% By Road 78%

Road 94%

2005-06

2006-07

Source: Kolkata Port Trust, Kolkata, 2008 COMPREHENSIVE MOBILITY PLAN FOR KMA

72

FREIGHT

OBSERVATIONS •

The figure 9.2 shows that the majority of the freight is being dispatched by road transport.

•

From 2005-06 to 2006-07 there has been 20.5% increase in freight by road.

•

The freight by inland water transport is very low and shows a decreasing trend over the years.

•

The export by pipeline was 14% in the year 2005-06 but was negligible in the year 2006-07.

9.2.5

IMPORTS

The main modes of dispatch of freight are road and inland water transport as shown in the Table given below.

FIGURE 9.3: PERCENTAGE OF GOODS DISPATCHED BY DIFFERENT MODES FOR IMPORTS AT KOLKATA PORT Pipeline 0.1%

Pipeline Rail 3% 5%

Rail 4%

Inland Water Transport 50.9%

Road 45%

Road 42%

Inland Water Transport 50%

2006-07

2005-06 Source: Kolkata Port Trust, Kolkata, 2008

OBSERVATIONS •

Half of the freight traffic for import is being dispatched by Inland Water Transport, followed by road.

•

The percentage of goods dispatched by pipeline was negligible in 2005-06.However, in 2006, the percentage for the same has increased to 5%.

9.3

AIR FREIGHT MOVEMENT

The air freight movements are a significant aspect of the traffic and transportation system of the study area. Though the total quantity of freight movement by air transport is insignificant in respect to the rail and road, it has special importance on strategic grounds. The future estimate of air traffic in the N.S.C.B Airport at Kolkata indicates that the cargo traffic will grow at a rate of 9.0% during the next 12 years.


73

FREIGHT

FIGURE 9.4: CARGO MOVEMENT BY AIR

50000

Quantity (in Metric Tones)

45000 40000

International

42335 39098 36377

36020

35000 30000

47144

Domestic

30528

32316

26248

25000 20000 15000 10000 5000 0 2003-04

2004-05

2005-06

2006-07

Year Source: Kolkata Airport Authority, Kolkata, 2008

9.4

RAILWAY FREIGHT MOVEMENT

KMA comes under two railway divisions one is Howrah Division and the other is Sealdah Division. The table 9.3 and Table 9.4 indicates the number of rakes (one rake is equivalent to 20 trucks of 10 ton loading) received at the different sheds of the two divisions.

TABLE 9.3: INWARD RAKES DEALT AT TERMINALS OF SEALDAH DIVISION

GOODS SHED Sealdah Ballygunge Dum Dum cant Chitpur Cossipore New Alipur Barasat Kalyani Total

RAKES (2006-07) 115 77

Number of Trucks (in'000) 2.3 1.54

Total volume (in Lakh Tons) 0.2 0.2

RAKES (200708) 65 60

Number of Trucks (in'000) 1.3 1.2

Total volume (in Lakh Tons) 0.1 0.1

54 655 516 230 24 77 1,748

1.08 13.1 10.32 4.6 0.48 1.54 34.96

0.1 1.3 1 0.5 0 0.2 3.5

41 648 589 221 81 76 1781

0.82 12.96 11.78 4.42 1.62 1.52 35.62

0.1 1.3 1.2 0.4 0.2 0.2 3.6

Source: Eastern Railways, Howrah Division, 2008


74

FREIGHT

TABLE 9.4: INWARD RAKES DEALT AT TERMINALS OF HOWRAH DIVISION

GOODS SHED Dankuni Barddhaman Bandel Bhadreswar Sreerampore Total

RAKES (200607) 396 296 84 14 43 833

Number of Trucks (in'000) 7.92 5.92 1.68 0.28 0.86 16.66

Total volume (in Lakh Tons) 0.8 0.6 0.2 0 0.1 1.7

RAKES (2007-08) 338 275 76 13 57 759

Number of Trucks (in'000) 6.76 5.5 1.52 0.26 1.14 15.18

Total volume (in Lakh Tons) 0.7 0.6 0.2 0 0.1 1.5

Source: Eastern Railways, Howrah Division, 2008


75

FREIGHT

CHAPTER 10 ENVIRONMENT 10.1

INTRODUCTION

Environment cuts across all the sectors of economy and should not be seen as a stand – alone concern. Efficient and effective transportation planning helps in striking a balance between environmental degradation and metropolitan growth. Necessity of accommodating flow of investment, technology, and decision-making process is extremely sensitive to environment. Prior to 1990, there were no environmental emission norms in India. In 1991, the first stage emission norms came into force for petrol vehicles and in 1992 for diesel vehicles. From April 1995, it became mandatory to fit catalytic converters in new petrol passenger cars sold in the four metros of Delhi, Calcutta, Mumbai and Chennai along with supply of Unleaded Petrol (ULP). Availability of ULP was further extended to 42 major cities and now it is available throughout the country. In 1996, second set of norms and standards relating to environmental emissions came up. After 2000, Euro I and Euro II equivalent to Bharat Stage II norms were came into force.

VEHICLE EMISSION NORM SCHEDULE IN INDIA CENTRAL POLLUTION CONTROL BOARD (CPCB)

10.2

VEHICLE GROWTH IN KMA

OBSERVATIONS •

In the last 12 years, from 1995 to 2007, the growth of registered vehicles in KMA has been 61%. The phenomenal increase in vehicles in KMA in general and obsolete vehicles, in particular (65% of


76

ENVIRONMENT

the commercial vehicles like taxis and buses in KMA are older than 15 years) with issues of high 1 emission level have deteriorated the environmental conditions (refer table 10.1).

TABLE: 10.1 KMA VEHICLE AGE DISTRIBUTION Total Number

Description

Number

Age > 30 Yrs

Age 20-30 Yrs % age

Age < 10 Yrs

Number

% age

Large Trucks

12,549

3,558

28.4%

825

6.6%

1,453

11.6%

6,713

53.5%

7

Small Trucks

26,929

3,079

11.4%

1,255

4.7%

12,502

46.4%

10,085

37.5%

11

Large Buses

Number

Age 10-19 Yrs % Number age

50 %tile Age

Number

% age

79,301

3,524

4.4%

20,380

25.7%

30,690

38.7%

24,720

31.2%

13

Small Buses Passenger Cars

32,356 631,467

378 35,126

1.2% 5.6%

1,153 69,391

3.6% 11.0%

1,688 211,177

5.2% 33.4%

29,138 315,773

90.1% 50.0%

6 10

3-Wheelers

103,443

12,310

11.9%

74,169

71.7%

14,068

13.6%

2,896

2.8%

7

2-Wheelers

188,169

1,553

0.8%

9,229

4.9%

25,475

13.5%

151,912

80.7%

5

1,074,215

59,527

Totals

176,402

297,053

541,237

Source: West Bengal Pollution Control Board, Asian Development Bank, 2003

•

The average age of all the vehicles within KMA is 8.5 years.

•

The use of old vehicle fleet (50th percentile age of large buses is 13 years and small trucks is 11 years) with no exhaust treatment (catalytic converters), absence of proper tailpipe emission checks and bad road condition has aggravated the air pollution problem.

•

83% of the vehicles in Kolkata run on High Sulphur diesel (also on adulterated fuel) and remaining 17% vehicles are based on gasoline and 50% of them have no tailpipe emission standards. Diesel has an adverse effect on environment as it emits Carbon dioxide, Carbon monoxides, Oxides of Nitrogen, Oxides of Sulphur, Hydrocarbon, and Particulate Matter into the atmosphere.

10.3

AIR QUALITY

There have been many assessments on the impacts of traffic and transportation on pollution in Kolkata. The results are alarming and indicate that Kolkata is amongst the top three cities of the country in terms of Vehicle Emission Load (refer table 10.2). TABLE 10.2 ESTIMATED VEHICLE EMISSIONS LOAD IN METROPOLITAN CITIES, 2005 (Tons/Day)

Cites Delhi Mumbai Kolkata

Car Density per 1000 population 29 66 61

Particulates 19.3 9.6 9

NOx 126.5 70.8 53

HC 249.6 108.2 47

CO 651.0 469.9 203

Total 1046.3 659.6 312

Source: CPCB, 2005

1

50% of emission contribution is from automobiles


77

ENVIRONMENT

OBSERVATIONS •

Out of the total emission level per day in KMA (in tons), 65% is Carbon Monoxide, 15% is HydroCarbon (methane), 10.3% is NOx and 3 % particulate matter. FIGURE 10.1: VEHICLE-TYPE CONTRIBUTIONS TO POLLUTANT IN KMA

Passenger CarsPetrol 14%

2-Wheel, 2-Stroke 2-Wheel, 4 Stroke 1% 1% 3-Wheel, 2-Stroke 31%

Buses - Large 26%

Buses - Small 9%

Trucks - Large 8%

Passenger CarDiesel 2% Trucks - Small 8%

Source: West Bengal Pollution Control Board, Asian Development Bank, 2003

OBSERVATIONS •

31% of emission in KMA is being contributed by 3-wheelers, followed by bus and then petrol fueled passenger cars run by Petrol.

Minimum standards of emission have been prescribed by Central Pollution Control Board (CPCB). (refer annexure –X)

An ambient air quality monitoring (AAQM) study had been carried out by setting up AAQM stations at four locations VIZ. Icchapur, Sealdah Station, EM Bye pass and Karunamoyee bus stand (refer annexure X, Table 2). The parameters monitored are SPM, SO2, NOx, CO and HC (refer map “Ambient Air Quality of KMA”).


78

ENVIRONMENT

FIGURE 10.2: LEVEL OF POLLUTANTS IN KMA

SPM Level

RPM Level

300

140

250

120 100 ug/m3

ug/m3

200 150 100

80 60 40

50

20 0

0 1

2

3

4

5

6

7

8

9

10

11

12

Stations

Annual Average

13

14

15

16

1

17

2

3

4

5

6

8

9

10

11

12

Stations

13

14

15

16

17

Standard

SO2 Level

NO2 Level 80

70

70

60

60

50 ug/m3

50 ug/m3

7

Annual Average

Standard

40 30

40 30 20

20

10

10

0

0 1

2

3

4

5

6

Annual Average

7

8

9

10

11

Stations

12

13

14

15

16

17

1

2

3

4

5

6

Annual Average

Standard

7

8

9

10

11

Stations

12

13

14

15

Standard

1. Dunlop Bridge, 2. Tollygunj, 3. Ultadanga,4. Picnic Garden, 5. Minto Park, 6. Shyambazar, 7. Beliaghata, 8. Mominpore, 9. Baishnabghata, 10. Tapsia, 11. Salt Lake, 12. Moulali, 13. Behala Chowrasta, 14. Hyde Road, 15. Gariahat, 16. Paribesh Bhawan, 17. Raj Bhawan

Source: “East – West Kolkata Metro Corridor: EIA and SIA” (2005) by Rites Ltd. Urban/environmental Engineering.

OBSERVATIONS •

The ambient air quality data indicates much higher values of suspended particulate matter, than the prescribed limits established by CPCB (150μg/m3, Annual average) at all the monitoring stations.

•

The World Health Organization (WHO) recommended level (permissible limit) of Particulate Matter Pollution is 90 μg/cubic meter while Kolkata levels in winter are in the range of 1300 - 3000 μg/cubic meter.

•

In KMA, the SPM concentration level is higher than the prescribed level by CPCB. It is in the range of 400 μg/cubic meter.

•

The annual mean SO2 concentration is comparatively lesser than the prescribed limit and is generally below 20 μg/cubic meter.

•

The annual mean NOX concentration is increasing and the figure reaches around 70 μg/cubic meters. (refer figure 10.2).

•

The values of SO2, NOX and CO are within the permissible limits of CPCB. The figure 10.2 is 2

showing the Annual average emission level of various pollutants (2005)

2

Source: “East – West Kolkata Metro Corridor: EIA and SIA” by Rites Ltd. Urban/environmental Engineering.


79

ENVIRONMENT

16

17

10.3.1

AIR POLLUTION AND HEALTH IMPACTS

The health effects associated with increasing levels of air pollution have been well documented. Changes in particulate matter concentrations caused by the increasing emissions in KMA has resulted in proportional increases in premature deaths among the most sensitive sectors of the public, usually those suffering from chronic obstructive pulmonary and cardiac diseases. For the last few years lung cancer among women, who mostly don’t smoke, is getting higher in KMA, suggesting the impact of air pollution. TABLE 10.3: MORTILITY RATES DUE TO AIR POLLUTION IN KMA

Year

Population

2004

11,945,597

Annual Increase in Mortality (in Person) 450

Cumulative Increase

2005

11,974,267

484

934

2006

12,003,005

506

1,440

450

Source: West Bengal Pollution Control Board, ADB

EMISSION AND HEALTH IMPACTS IN KMA Most auto rickshaws in Kolkata are running on a fuel that contains at least 50 per cent kerosene or kerosene and naphtha, and causes three times more pollution than petrol, the first known tests of the adulterated oil show. Two studies for auto rickshaw fuels have been conducted by WBPCB and Jadavpur University’s automotive engineering department each. The analysis of both the studies showed that the fuel contains 25 per cent of kerosene and naphtha each, 45 per cent petrol and 5 per cent impurities. Such a high proportion of kerosene reduces the fuel’s combustion efficiency. As a result, a high level of unburnt fuel along with respirable particulate matter (RPM) is emitted by auto rickshaws. RPMs restrict the flow of oxygen to the lungs, which could lead to any number of life-threatening conditions. “It has been scientifically established that an increase of 10 micrograms RPM per cubic meter of air causes a one per cent increase in mortality,” Dipak Chakrabarty, the board’s (WBPCB) chief scientist, had told a meeting at Writers’ in March. Again, Naphtha is very harmful, because it contains cancer-causing compounds such as polyaromatic hydrocarbon and benzene. The observation fits in with the PCB finding that the average benzene level in the city’s air is on the rise — from 29.15 micrograms per cubic meter during 2004-2005 to 35.58 micrograms in 2006-2007. This is over twice the permissible limit set by the World Health Organization. The results largely explain why at least 10,000 people die in the city every year because of pollution, mainly caused by vehicles — and why Kolkata tops the list of lung cancer victims among Indian cities. “Through fractional distillation, it is found that 1,000 milliliters of the katatel(adulterated auto fuel) sample contain 450 milliliters of petrol, 250 milliliters of naphtha, 250 milliliters of kerosene and 50 milliliters of impurities which may be highly toxic,” according to the analysis done under Bose. He added: “Pollution might increase three times or more because of random use of katatel.” Twisha Lahiry, a scientist who used to work at the Chittaranjan National Cancer Institute and studied the effects of urban pollution on health, quoted from a 2005 report published by the National Cancer Registry under the Indian Council of Medical Research to say that the rate of lung cancer in Kolkata is 18.4 per 100,000 people compared with 11 to 13 in other metropolises.

Because of the growing number of vehicles and the high emission rates from them, as well as emissions from other sources, are posing serious air pollution and associated adverse health impacts.

10.4

NOISE

Noise due to traffic and transportation is another problem faced by the KMA. The table below is showing the permissible limits of noise levels for different types of vehicles.

Source: Basu, Jayanta, 2007. “Cancer cocktail on roads: 50% Kerosene & Naphtha in Auto Oil” - the Telegraph, July 14, 2008


80

ENVIRONMENT

TABLE 10.4: NOISE LIMIT FOR VEHICLES Maximum Permissible Noise Level

Category of Vehicles Two wheelers (Petrol driven) All passengers cars, all Petrol driven three- wheelers and diesel driven two wheelers

80 dB (A) 82 dB (A)

Passenger or Light Commercial Vehicles including three wheelers vehicles fitted with diesel engine with gross vehicles weight upto 4000 kgs.

85 dB (A)

Passenger or Commercial Vehicles with gross vehicles weight above 4000 kgs and upto 12000 kgs

89 dB (A)

Passenger or Commercial Vehicles with gross vehicles weight above 12000 kgs.

91 dB (A)

Source: Central Motor Vehicles Rules, 1989

OBSERVATIONS •

At present the average noise levels in KMA is 70.23 dB, where as the peak hour noise level recorded is 81.60 dB. The permitted level is 60 – 65 dB as prescribed under CPCB norms. The noise level is significantly higher than the permissible limits. Table 10.5 shows the current noise level. TABLE 10.5: NOISE LEVELS

Monitoring Location Dunlop Chiria More Nagerbazar Shyambazar Ultaldanga Manicktola Howarh Bridge Approach Sealdah Bowbazar B.B.D Bag Esplanade Moulali Hazara Jadavpur Garia

1993 92 90.3 92.1 91.1 88.5 87.5

Leq 24 1999 67 67.6 70.3 69 68.2 71

2004 67.5 66.3 67.3 68.4 69.2 68.8

85.1 86.8 86.8 84.4 85.5 86.3 84 82.2 83

72.9 70.1 70.3 70.3 80.3 71.4 68.1 89.5 69.2

95.7 71.5 70.3 71.1 68.1 93.2 77.6 76.8 70.9

1993 93.7 91.8 93.5 92.8 90.4 89

LD 1999 77 78 79.7 78.8 78.6 81

2004 67.9 66.9 68.5 69.1 70.2 69.6

86.7 88.5 88.4 86.1 87.2 87.9 89.6 83.8 84.6

83.1 79.9 80.9 80.3 80.8 81.7 78.7 80.4 79.9

96.9 72.2 70.6 71.8 68.9 94.4 78.7 77.9 71.6

1993 84.3 85.2 87.4 83.7 79.3 82.3

LN 1999 73.1 71.1 77.7 75.8 72 77.2

2004 65.1 62.6 56.4 64 60.9 62.7

79.3 80.4 80.4 77.5 77.8 80.7 77.8 76 77.1

78.3 76.7 72.6 74.2 73.3 76.1 69.7 77.1 70.4

76.4 66.7 68 66.8 62.8 71.1 68.1 67.1 66.7

Leq 24 = 24 hours equivalent continuous noise level [dB] LD = day time equivalent noise level i.e. Leq(16h) LN = day time equivalent noise level i.e. Leq(8h) Source: West Bengal Pollution Control Board, 1993, 1999, 2004.


81

ENVIRONMENT

CHAPTER 11 PROBLEMS AND ISSUES Congestion, parking problems and non integrated Mass Rapid Transit System with obsolete technologies and aged fleet are some of the common issues of KMA. In the absence of proper governance time to time policy formulation and implementation has not been done in the recent decades. The chapter summarizes some of the issues and problems of the existing transportation infrastructure in KMA. This has been consciously done to provide a streamlined unidirectional approach for the proposals.

11.1 ROAD NETWORK •

Only 5 % of the KMA land is under transportation use.

•

High V/C ratio on the arterial roads in the KMA, resulting in traffic congestion and low speed.

•

Absence of ring road in the KMA, no high-speed alternate route available to bypass the congested core area.

•

Uncoordinated road infrastructure planning.

•

Inadequately designed and maintained carriageways and intersections.

•

Lack of traffic facilities (e.g., traffic signals and U-turns).

11.2


•

Underutilised.

•

The MRTS system in KMA does not provides point to point connectivity.

•

Poorly managed metro system has very low mean distance between failure, old technology and very poor headway.

•

No integration of the metro with other surface transit modes.

•

No dedicated senior management cadre.

•

Metro is not a focus area of the parent body which is Ministry of Railway.

11.3 •

TRAM SYSTEM Point to point connectivity has been disrupted.

•

Absence of segregated Right of Way leads to conflict between the tram and the vehicular traffic.

•

Poor level of service in terms of speed, frequency, headway between trams (25-30 minutes), poorly maintained.

•

No capital infusion for the last 50 years has led to obsolete technology.

•

No designated facility for passenger embarkation and dispersal.


82

PROBLEMS AND ISSUES

11.4

CIRCULAR RAIL

•

Coaches used for the suburban trains are outdated and need to be upgraded.

•

The trains run overloaded beyond capacity also the seating facilities are inadequate.

•

There are no rest room facilities at any of the suburban stations.

•

There is no provision of public convenience in coaches used for suburban trains.

•

Long waiting time at Ticketing Booth

•

Bottleneck situation at Chandmari and Banaras Bridge

11.5 BUS SERVICE •

Lack of coordination between operating agencies.

•

Obsolete and poorly maintained bus fleet.

•

Lack of bus terminals resulting in on-street parking of the buses.

•

Routes not rationalized.

•

Bus stops are not properly located.

•

Poor level of service in terms of the carrying capacity of each bus and the strength of the bus fleet.

•

Bus drivers are abused traffic rules.

•

Buses reasons.

11.6

FERRY

•

No integration with other modes

•

Temporary jetties being used in many places are very unsafe specially in the rainy slopes.

•

Speed of existing ferries is very slow.

•

Ferries not operating for establishing connectivity along the river bank

•

Oil spill from ferries owing to their age and insensitivity towards adoption of newer technology has environmental implications.

•

Lack of sufficient numbers of permanent jetties

•

Lack of passenger amenities at ferry ghats.

•

No civic amenities on the ferries.

•

Inadequate ticketing facilities.

11.7 SUBURBAN RAIL •

Long waiting time.

•

Cluttered thorough fare impacting passenger flow

•

Bottleneck situation at chandmari and banaras bridge.

•

Large parcel movement on the platform impacting passenger flow.


83

PROBLEMS AND ISSUES

•

Parcel security issues

•

Water spill from the fish containers movement -unsanitary and unsafe.

•

Railway stations are not integrated properly with Public Transport.

•

Lack of passenger facilities at the stations.

11.8 PEDESTRIAN AND BICYCLE •

Footpath/sidewalks encroached by hawkers.

•

Pedestrians at mercy of automobile.

•

Absence of bicycle paths.

•

Lack of pedestrian underpasses and over bridges for crossing the road.

•

No enforcement.

11.9 PARKING CHARACTERISTICS •

Lack of parking Facilities.

•

On-street parking.

•

Non existence of parking rules.

•

Relatively “Free” parking fee structure.

11.10 FREIGHT MOVEMENT KOLKATA PORT •

Over utilization of existing facilities.

•

Lack of technological augmentation.

•

Lack of freight terminals.

11.11 ENVIRONMENT •

High level of SPM/RPM in the city.

•

High level of Noise Pollution.

•

Adulterated fuel used by three wheelers.

•

Massive adulterated vehicles running in KMA.

•

No tail pipe emission controls i.e. no catalytic converters.

•

Lack of stringent implementation of emission norms for vehicles.


84

PROBLEMS AND ISSUES

CHAPTER 12 FUTURE TRAVEL AND TRANSPORT DEMAND

12.1 INTRODUCTION The recommendations of the Comprehensive Mobility Plan for the KMA are based on assessing the future travel demand, interviews, meeting with stakeholders, which will facilitate the planners and engineers to make informed transportation planning and infrastructure related decisions. The projections are based upon historic trends modified by local knowledge, the population perspective and the future spatial structure.

Many plans to improve the transportation situation in Kolkata have been made in the past, but the need for preparing the CMP was felt when the vehicular growth situation in the last 9 years changed drastically, much beyond the comprehension of all the previous plans. Keeping this in mind, the vehicular growth across various modes operating in the KMA has been projected. The projections of population, transit passengers and freight cargo by air, rail, road and river have been referred from the Traffic and Transportation Master Plan for KMA, 2004.

12.2

POPULATION PROJECTION

A study of the demographic structure of the population gives an insight into the appropriate development approach for the area. Demographic analysis provides an insight into the past trends in population growth and based on the reasons for the growth trend in the past, the future population growth can be projected. These projections are critical for transportation planning and the success of the transportation plans depends on considering the future demand due to increase in the population. TABLE 12.1: PROJECTED POPULATION FOR KMA (IN MILLION) Year

Projected Population

2011

17.2

2021

19.9

2025

21.0

Source: Traffic and Transportation Master Plan for KMA, 2004

The future population indicates that the population of the KMA is likely to increase from its present size of 16.69 million to 17.2 million in 2011, to 19.9 million in 2021, and to 21 million in 2025. The transport infrastructure of KMA has to be expanded and improved to meet the travel demand of the future population in efficient and effective manner. There is no choice but to increase mass transit usage – not buses – but improve Tram and heavy rail mass transit.


85

FUTURE TRAVEL AND TRANSPORT DEMAND

12.3

FUTURE SPATIAL STRUCTURE AND TRAVEL DEMAND

In addition to the projected population, future travel demand in the KMA will depend on a number of factors including the economic growth and subsequent growth in employment opportunities, the existing spatial structure of the city and the direction of spatial growth n future, etc. the present growth trend of the KMA is such that new activity centers are being developed outside the metropolitan core (KMC) in the suburban areas. This has propagated growth of new settlement areas in the form of small townships in the suburban area, namely Rajarhat and Dankuni Townships. Although this has helped to decentralize the city core to some degree, the core city area continues to exert a strong pull pressure on the suburban areas. This is because all major institutes and commercial areas are located in this area. A majority of the trans-river traffic is also gets attracted to the core city area since four out of the five trans-river bridges of the KMA are located in the KMC. Also, all trade and commerce activities are concentrated in the core city area. Therefore, the dependency on the core city for educational, health facilities and for trans-river connectivity remains intact. Hence, the future development strategy would be to decentralize the core city area by creating self-sufficient suburban areas and to channelize the future growth to these areas.

During the last few years, the economic development prospects of the KMA have improved to a significant extent. The KMA has gained attention of national and multi-national companies for business investment and is fast becoming a major destination of IT as well as real estate sector. This large scale investment, increase in the income and affordability of the people along with the increase in the production of low-cost small cars; will have an incremental effect on the vehicular growth n the KMA.

12.3.1

MOTORIZED VEHICLES PROJECTION

The present average annual growth of fast motorized vehicles in KMA is 8.64%. Due to the growing traffic, the roads are getting overloaded. This is reiterated form the fact that around 65% of the arterial roads in the KMA have volume capacity ratio of 0.8 (level of service – D). In future, the effort would be to encourage usage of various modes of public transportation. which would decrease the growth of personal vehicles, decongest the city and help in managing the environmental degradation. Substantial improvement programme of the level of service offered by the Metro with an outreach programme, buses and other modes of public transportation would reduce the dependency on private vehicles. Thus, it is projected that the motorized vehicles are likely to grow at a rate of 5 per cent per annum, from the present growth rate of 8.6 per cent. TABLE 12.2: PROJECTED GROWTH OF REGISTRATION ON MOTORIZED VEHICLES IN KMA Year

Fast motorized vehicles (in lakhs)

2009-10

23.0

2014-15

29.3

2019-20

37.4

2024-25

47.8

Note: Does not take into account of NANO


86


12.3.2

TRANSIT PASSENGERS PROJECTION

According to the Perspective Plan of CMA: 2025, the transit passengers are likely to increase at the rate of 3 per cent. It is estimated that the total transit trips by all modes of transit vehicles will be about 235 lakhs per day in 2011 and in 2025, it will be 322 lakh per day. To accommodate an increase of almost 100 lakh trips per day, a two fold strategy needs to be adopted. Firstly, the existing road network needs to be urgently upgraded and augmented. Secondly, the usage of public transport needs to be increased by establishing an efficient and inter-linked public transportation system, through bus, light rail transit (LRT), metro rail, trams, ferry etc., which would help in reducing the congestion.

12.3.3

FREIGHT TRAFFIC PROJECTION

The projected freight traffic in 2011 would be 124.7 million ton and in 2025, it would be 169.8 million ton. The table below is showing the modal distribution of freight movement: TABLE 12.3: ESTIMATED FREIGHT TRAFFIC IN KMA Mode of Transport Year

Road 2011

Freight Movement (in million ton)

103.0

Rail 2025 123.0

2011 19.9

River 2025 28.8

2011 12.0

2025 13.0

Source: Vision 2025, Perspective Plan of CMA: 2025, December 2004

Handling 123.0 million ton of cargo efficiently by road establishes the need for separate corridors for freight movement in order to avoid mixing of domestic and freight traffic. This type of intervention would improve the efficiency of the transportation system in the KMA. According to the Airport Authority of India, 61,000 tons of international cargo and 64,000 tons of domestic cargo would be handled in 2012 which would further increase the load of freight movement on the roads. In addition to this, 30 per cent of the traffic entering the KMC (including freight traffic) is not destined for KMC. In absence of alternate routes, this through traffic adds to the traffic volume on the narrow congested roads of the KMC. Providing alternate routes for freight movement would also help in decongesting the core city area to a great extent.

12.3.4 12.3.4.1

GROWTH OF PASSENGERS ENTERING AND EXITING KMA BY RAILWAY

The estimated growth of persons entering or leaving the KMA by railways in 2025 is 173.3 million, which is almost three times the passenger movement by railways in 2009-10. Around 90 per cent of the passengers would be commuting via Sealdah station while 10 per cent of the movement would be through Howrah station. The increase in passenger movement towards/from Howrah station has a direct implication on the


87


traffic volume on Rabindra Setu, as the Setu, that is already over-utilized and has already crossed its carriage capacity, provides the shortest access link to the Howrah station. TABLE 12.4: PROJECTED GROWTH OF PASSENGERS USING HOWRAH AND SEALDAH RAILWAY STATIONS Year

2009-10 2014-15 2019-20 2024-25

Passengers on Average Weekdays(in Lakh) Sealdah Howrah Total 39.5 13.3 52.8 62.5 14.5 76.9 98.8 15.7 114.5 156.2 17.1 173.3

Source: Comprehensive Mobility Plan Study for KMA, 2008

TABLE 12.5: PROJECTED GROWTH OF SUBURBAN RAIL PASSENGERS IN KMA AVERAGE WEEKDAY (in lakh)

Eastern Railway 15.90 16.80 17.90 18.90

Year 2009-10 2014-15 2019-20 2024-25

South Eastern Railway 2.01 2.02 2.03 2.04

Total 17.91 18.92 19.92 21.04

Source: Comprehensive Mobility Plan Study for KMA, 2008

The growth in suburban passengers by 2024-25 is 21.0 lakhs. 12.3.4.2

BY AIR

According to the Airport Authority of India, the projected passengers traveling by air till the year 2017 is given below:

TABLE 12.6: PROJECTED GROWTH OF PASSENGERS TRAVELING BY AIR IN KMA Year

Passengers International and Domestic (in Lakh)

2009 - 10

39.8

2014 – 15

56.0

2016 - 17

63.5

Source: Airport Authority of India, 2008

The Airport Authority of India has plans to expand the Kolkata Airport, details of which have not been divulged. In absence of adequate data regarding the expansion plan, the passengers traveling by air for the horizon year 2025 cannot be projected.


88


12.3.5

PUBLIC TRANSPORTATION

The main objective of the CMP is increasing the usage of public transport, reducing congestion on road and attaining a pollution free environment; this would be achieved by increasing efficiency of the public transportation system which would result in a modal shift from private vehicles to public transport. Therefore, while projecting the passenger growth in public transportation system in the KMA, a growth rate higher than the present growth rate has been adopted across all modes.

TABLE 12.7: PROJECTED PASSENGER VOLUME FOR PUBLIC TRANSPORT

(in Lakh) Modes Metro Rail Bus Service (South Bengal State Transport Corporation) Ferry Service Total

12.3.6

2009-10 4.5 768.2

2014-15 10.1 799.0

2019-20 19.8 831.1

2024-25 38.7 864.5

2.4 775.1

2.6 811.8

2.8 853.8

3.1 906.3

TRANS-RIVER TRAFFIC VOLUME ACROSS BRIDGES

The projected trans-river traffic volume across the bridges by 2025 is 5.2 lakhs. This projected trans-river traffic volume is more than the total carrying capacity of the bridges. As per the traffic volume projections, the pressure of traffic on the Vidyasagar Setu would be the highest, followed by the Howrah Bridge. Locationally, four out of the five existing bridges (except Ishwar Gupta Setu) are located in the core city area. Therefore, in order to decongest the core city, better trans-river connectivity needs to be established by construction of bridges, spatially spread across the length of the city.

TABLE 12.8: PROJECTED TRANSRIVER TRAFFIC VOLUME IN KMA AVERAGE WEEK DAY Year

Vidyasagar Setu

Rabindra Setu

Vivekananda Setu

Ishwar Gupta Setu

(in Lakh) Total

2009-10

0.67

1.13

0.25

0.08

2.13

2014-15

1.04

1.41

0.26

0.11

2.82

2019-20

1.61

1.75

0.27

0.16

3.79

2024-25

2.50

2.19

0.28

0.23

5.2

In addition to the bridges, ferries also play an important role in providing trans-river connectivity in the city and while construction of bridges has large scale cost implication, improving the quality of service delivered by the ferry system Improving the existing ferry system and integrating it with other public modes and also establishing ferry routes along the river will help in reducing the dependency on private vehicles and hence reduce congestion on the trans-river bridges.


89


CHAPTER 13 RECOMMENDATIONS 13.1

INTRODUCTION

The strength of KMA is that it has a strong ‘public transport travel culture’. People of all economic classes prefer to use public transport more than private vehicles. This is reiterated from the fact that 80 per cent of the total passenger volume uses public transport for commuting. This culture needs to be promoted further by improvising this mode of travel by providing better infrastructure and services in terms of frequency. Also, a better inter modal integration is desired to facilitate travel with higher level and comfort of accessibility and this is the goal of this Comprehensive Mobility Plan – 90 per cent of the total passenger volume would use public transport by the year 2025. This goal is also in accordance with the objective of the Comprehensive Mobility Plan that the transportation network of Kolkata would have minimal environmental impact. Since transportation is the most important urban facility for the KMA and its hinterland, immediate redressal of the transportation issues are critical to improving the productivity of the city. During the past several decades, there have been some investments in development of transportation network for the different 1 modes . However, these were mostly addressed to individual component development without considering

the mobility of the city as one single issue. To meet the future demand (2025: 27 million per day), there is a need to establish an integrated transportation system for supporting the new growth such that all operational modes of transportation function in a complementary manner. The goal for increasing mobility in the Kolkata Metropolitan Area (KMA) is “to develop a balanced, integrated and multi-modal transportation system which provides equity, accessibility and mobility to all users, thereby serving the existing and future needs of the KMA in a sustainable manner”, yielding the greatest good, not only from a transportation standpoint but also for the overall quality of life for the users and residents.

1

Source: Planning Commission of India, Tenth Five Year Plan 2002-07.


90

RECOMMENDATIONS

FIGURE 13.1: COMPREHENSIVE MOBILITY PLAN CONCEPT

Pedestrian

Nonmotorised Sub-urban Rail

Airways

Light Rail/ Tramway

Integrated Mobility

Bus

Metro Rail Circular Rail


Automobile

Waterways

91

RECOMMENDATIONS

13.2

STRATEGY

The strategy for achieving the objective of ‘integrated mobility’ has been illustrated below:

FIGURE 13.2: COMPREHENSIVE STRATEGY FOR ENHANCING MOBILITY

Objectives Reduce Congestion, Improve Air Quality, Enhance Safety and Energy Security

Reduce Growth of Motor Vehicle Use

Reduce Emissions per Vehicle - Km

Reduce Travel Demand

Reduce Reliance on Personal Vehicles

Improve Traffic Flow

Improve Vehicle Technology

Improve Fuel Quality

Reduce Per Capita Trips

Increase Share of Public Transport

Traffic Management

New Vehicles

Conventional Fuels

Reduce Trip Length

Increase Use of NMT

Traffic Engineering

In Use Vehicles

Alternative Fuels

Dispersal of metropolitan activity from the core of the city is needed to evolve a decentralised structure of development. In lieu of this objective, in the recent years some of the activities in the CBD have been shifted from the core areas to Rajarhat and other new development areas. For achieving a dispersed metropolitan structure and to reduce congestion, the development strategy in transportation will involve the following actions: i)

Better connectivity between the different employment centres in KMA and the new settlement areas outside the Metro core, would be established.

ii)

The existing wholesale trading centre in core and adjoining areas would be gradually relocated to the periphery of the Metro core by setting up Integrated Freight Complexes (IFCs) at appropriate locations on the periphery of KMA, having road connectivity with the railway goods terminals and the ports. The IFCs would serve the following functions: •

To provide facilities for regional and intra-urban freight movement

•

To provide facilities for freight in transit as well as interchange of mode

•

To provide warehousing and storage facilities and interlink these sites with specialized markets

•

To provide servicing, loading and boarding, parking, restaurants and other related functions in the complex.


92

RECOMMENDATIONS

iii)

The improvement of circulation and traffic operation in the core area, particularly in the CBD and other key areas would be considered. The measures for improving the traffic and transit efficiency in such areas shall include: a)

Decongesting the city core by effective utilisation of the by-passes and connecting roads

b)

Traffic management strategies like restricting the movement of vehicular traffic in specific areas in the CBD during specific hours of the day and banning the entry of cars in such areas, would be considered to bring down the congestion level. This action would be supplemented with high frequency transit services in the area and provision of parking facilities in the periphery of the restricted zones. Higher parking fees on the existing parking facilities will discourage the vehicular traffic.

PRIORITY TO PUBLIC TRANSIT Whilst a majority of the passengers in the KMA use public transport, due to the poor service level and lack of interlinking modes, people are left with no choice but to shift from public to private modes. The operations of Mass Rapid Transit System (MRTS) would be improved for increased mobility, enhanced safety and reduced congestion. This would be achieved through a number of measures such as: i)

The number of buses and minibuses would be increased, high capacity buses would be introduced and the routes would be extended to cater to the peripheral areas also.

ii)

The railway network would also be extended and the services intensified so that the areas within the metropolis are served by the railway system.

iii)

Freight and passenger movement would be segregated for ease and convenience. Regular maintenance of such corridors would be given priority so that the journeys of passengers become more comfortable and safe. To ensure fast movement of transit vehicles, on street parking along major transit corridors would be banned.(refer proposals of parking and road network)

iv)

The existing transfer points between the different modes of passenger transport viz. road, rail and water would be provided with passenger dispersal facilities such as parking areas for surface transit vehicles, exclusive right of way for movement of passengers, proper channelization of vehicular traffic, among others.

v)

The existing ferry services would be strengthened by providing more number of vessels, improved jetties and better dispersal facilities for passengers. The ferry services would be intensified at locations along the desired trans-river passenger routes. Ferry services between Serampore – Barrackpore and Chandannagar – Bhatpara are likely to have excessive growth of passengers in future years, therefore the ferry services have to be augmented to meet the future increase in demand. Also, a number of new ferry crossing points would be developed in KMA. (refer section bridges across river Hooghly)

vi)

Efforts would be made to introduce integrated route structure of all the transit modes with particular attention to provide feeder bus and tram routes to metro rail and suburban rail stations.

vii)

The development of Light Rail Transit (LRT) by redeveloping the existing tram system and linking it with the existing circular rail corridors would establish connectivity with new areas within the KMA and would increase the mobility of the city.


93

RECOMMENDATIONS

ENVIRONMENTAL CONSIDERATIONS AND FUEL AND ENERGY ASPECTS For the development of the future transportation network, adequate attention would be given to prevent environmental degradation. The areas within the metro core have high pollution levels. Inadequate accessibility and poor service levels create environmental hazards. This would be minimized by developing proper transportation linkages and promoting use of electric cars and ultra low sulphur diesel (ULSD) for reducing oil consumption and reducing environmental pollution. NON-MOTORIZED TRAVEL (NMT) The transportation system of KMA would be improved and made environment friendly by providing a system of interconnected and safe bicycle tracks, pedestrian facilities and walkways. The overall strategy would be: •

To create an environment conducive to the use of bicycles by providing adequate facilities and to develop these as attractive recreational opportunity also.

•

To provide unimpeded and appropriately-designated pedestrian travel whenever feasible viz. pedestrian crossings at intersections and activity centers.

13.3

RECOMMENDATIONS

The Comprehensive Mobility Plan envisages the following attributes for the transportation system of the KMA: •

A balanced, integrated and multi-modal transportation system, which provides equity, accessibility and mobility to all users thus serving the existing and future needs of the KMA.

•

An environmentally sensitive transportation system that supports existing and future patterns of land development enhances the quality of life in the KMA.

•

A transportation system that stimulates economic development, and establishes a spirit of commitment to interagency coordination.

13.3.1

ENHANCE MOBILITY – INTEGRATING ALL MODES OF TRANSPORT

The Plan aims at providing seamless transfer of passengers across different modes of travel. It is therefore, proposed that the different modes operating in Kolkata function in unison. To increase the efficiency of the transportation system, time-bound synchronisation between different modes of travel would be planned such that the more and more people are lured into using public transport and the journey from the place of origin to the destination becomes one single trip rather a number of successive trips. The coordination between the transportation modes should also be complemented by availability of multiple affordable travel options at each interchange. At the operational level, the different modes would be integrated by o

Point of Interchange – The ‘Point of Interchange’ across all transportation modes would be designated in the city. Each point would have multiple choices of public transit modes for the commuter to access.


94

RECOMMENDATIONS

o

The mobility in KMA would be enhanced by having Transit Oriented Development (TOD) around ‘Points of Interchange’ of the mass transit modes, i.e. higher density mixed–use around transport nodes which would result in reduced time to travel, increase in usage and cost-efficiency of public transport. The resultant high density areas shall have access to adequate Fire and Emergency 2 Services which would prove effective for fire prevention, fire fighting and safe evacuation measures

to life and property. o

Synchronizing Operational Timing – In order to provide the commuter with ‘a single travel experience’, the timing of each mode would be synchronized at the point of interchange. This would also facilitate effective passenger dispersal at the transportation nodes.

o

Higher Frequency Schedule at Peak Hours - The frequency of the public transit modes would be higher during the peak hours.

o

Allocating movement corridors for each mode according to the traffic volume on the different routes – Routes would be categorized according to their congestion level depending on the Volume Capacity Ratio (V/C) of each route. The modes of public transport operating on each route would be according to the volume of traffic on each route and the need for congestion mitigation. This would also ensure that each mode is optimally utilized and its operations are financially sustainable.

The CMP proposes to enhance and expand economic opportunity through out the entire metropolitan area by the proposed projects which are in conjunction with the ongoing and proposed commercial and residential developments.

13.3.2 MASS TRANSIT BY METRO, SUBURBAN RAIL, CIRCULAR RAIL, LIGHT RAIL TRANSIT (LRT)/ TRAMS, BUS SERVICE, INTRA PARA TRANSIT MODES (IPT) AND FERRIES

o

Extension of proposed East West metro corridor from Howrah to Dankuni via Santragachi and Salt Lake to Barasat via Airport using two alignments one through the VIP Road and one through Rajarhaat

o

Extension of North South metro corridor from Tollygunj to Thakurpukur

o

Study should be carried out to link the airport with the East -West corridor.

o

All new metro stations should be designed to handle 8 to 10 coaches of metro train.

o

Establishing missing links of suburban rail and route rationalization

o

Circular Rail - establishing the missing links

o

Tram– new north-south elevated corridor(refer map “Proposed LRT Corridors of KMA”), LRT system within Rajarhaat

o

Trams – upgrading the existing level of service,

o

School Special Trams: These would be operated to provide safe and environment friendly mode of travel and reduce the traffic congestion during the peak hours.

2

The Standing Fire Advisory Council of Government of India has laid down the norms pertaining to response time of 3 minutes in urban areas and 20 minutes in rural areas for Fire and Emergency Services.


95

RECOMMENDATIONS

SCHOOL SPECIAL TRAM ROUTE IN KMA

o

Bus Service – Route rationalization, improving the level of service, change in technology hybrid engine buses and use of environmental friendly fuel (ULSD)

o

IPT – Phase out existing auto rickshaws with electric powered cabs, designate operating zones for IPTs

o

Ferries – Increase in the number of jetties and upgradation of temporary jetties to permanent, increase in speed and frequency of service for trans-river connectivity and for connectivity along the river bank, rejuvenate the canal system and extend the ferry services within the canal.

o

Unified Ticketing System – There would be a provision of purchasing a single ticket (credit based) for using all modes of public transport. Unified Ticketing System would be successful in the KMA because the transport network is so complex that no one element on its own can facilitate complete journeys and each journey requires one or more changes. There would be a discount component involved in using the unified ticket over single-mode tickets.

o

Disabled friendly design- All Mass Transit infrastructure would be disable friendly. The design should be for universal access providing high level of costumer service especially to the elderly, mobility impaired and disabled. The following reference standards, regulations and codes would be utilized; •

Indian Disablity Act 1995

•

National Building Code


96

RECOMMENDATIONS

•

Guidelines and space standards for barrier free built environment for disabled and elderly persons – 1998, C.P.W.D., Ministry of Urban Affairs and Employment, India

•

American for Disabilities Act (ADA)

•

ADA Accessibility Guidelines for Buildings and Facilities(ADAAG), 1998

•

International Building Code

13.3.3 ROAD NETWORK

The Plan envisages facilitating faster and convenient movement of people and goods and not vehicles. The recommendations of this Plan aim at promoting mass transit modes of movement which would move the larger mass of commuters and simultaneously limit the increase of traffic volume on the roads. Trade and commerce based activities are the lifeline of Kolkata’s economy and these depend heavily on the freight movement. The Plan facilitates freight movement by providing alternate routes of movement for freight movement and segregating domestic and freight traffic to the extent possible. Freight movement would also supported by various traffic management strategies for achieving more efficiency. The recommendations are as follows: o

Construction of missing links of the outer ring road (bypass).

o

Strengthening the east-west corridor (new arterial roads) (refer map “Proposed Arterial Maps of KMA”).

o

Facilitating traffic movement through construction of new flyovers, entry/exit ramps to access the existing flyovers.

o

Encourage car pooling.

o

Loading and unloading from and to the market areas should be enforced during the night only.

13.3.4 ROAD IMPROVEMENT MEASURES, WITH EMPHASIS ON THE CORE CITY AREA

o

Road widening and strengthening

o

Traffic engineering measures at appropriate places

13.3.5 TRANSPORT INFRASTRUCTURE – BUS (INTER AND INTRA) AND FREIGHT TERMINALS

o

Freight terminals would be located on the outskirts of the city near the highways and rail heads with mass transit connectivity.

o

Inter City Bus Terminals would be located in the outskirts of the KMA, preferably away from the core city area and near the mass transit connectivity.

o

Appropriate locations for bus terminals would be identified within the study area to overcome the on-street parking menace.

o

All bus terminals would have access to the mass transit, be facilitated with infrastructure like information bureau, eateries, toilets, etc.


97

RECOMMENDATIONS

13.3.6 PEDESTRIAN AND BICYCLE MOVEMENT

o

Elevated pedestrian corridor connecting Howrah station, Sealdah station and BBD Bagh

o

All new road designs would facilitate pedestrian and bicycle movement through provision of segregate movement lanes

o

On the existing roads, wherever possible, pedestrian and bicycle paths would be provided. Preference would be given to provision of walkways over bicycle lanes wherever limited carriageway is available.

o

All pedestrian and bicycle paths would be sensitive to physically handicapped persons’ movement.

o

Designated corridors to have pedestrian movement

o

At places of tourist attraction such as Salt Lake Stadium, Eden Garden, Science City etc., which attract large volume of pedestrian traffic, pedestrian underpasses have been proposed for safety of the commuters (refer map “ Proposed Pedestrian Underpasses in Kolkata Metro Core”).

o

16 Pedestrian underpass and walkways

PROPOSED PEDESTRIAN PLAZA FROM SEALDAH STATION TO BBD BAGH

13.3.7 PARKING

o

Multi-level Wrap Around Parking - Parking facility to be clubbed with other uses for financial feasibility of the project

o

Underground Parking – Parking provision under parks

o

Congestion Pricing - Parking fee hike to discourage use of private vehicles

13.3.8 TRAFFIC MANAGEMENT SYSTEM

o

The major arterial roads of the core area are loaded with high traffic thereby leaving very limited space for road widening. In order to reduce the impact of this problem, traffic engineering measures have to be undertaken and operation management has to be improved. The improvement measures include proper road marking, installation of automatic signals and traffic signs, restriction of vehicles (category wise) during specific time period, one-way traffic system, etc.

o

Installation of Road Signage and Road Markings - This would indicate the directions, speed limits and restrictions in traffic flow, pedestrian crossing zone (zebra crossing), no parking zones etc.


98

RECOMMENDATIONS

o

Emphasizing tidal one-way system - This system is operational in Kolkata since 1984. Some specific streets are one way from 0800 to 1400 hrs and in reverse way from 1400 to 2200 hrs. After 2200 hrs, these streets become open for two-way traffic movement. This is considered as a successful tool for traffic management but at places, many one way pairs are unbalanced in 3 terms of road width, for e.g. pairing of Park Street (wide) with Shakespeare Sarani (narrow) .

There is a need to establish tidal one way flow system all over the KMA. o

Installation of pedestrian guard rails on footpaths and on medians at selected locations for the restricting the pedestrian interferences to the vehicular traffic flow.

o

Initiation of special street lights to highlight the inter-sections during night hours.

o

Improvement of major intersections for proper turning, site distance and channelization of traffic.

o

Enforcement of stringent traffic measurement (restricting slow moving vehicles on arterial roads and transit corridors) to ensure smooth flow of vehicular and pedestrians traffic.

o

Introduction of ITS (Intelligent Transportation System), would ensure added information and communication transport

efficiency

technology with proper transport infrastructure, thus increase over all such as times factors, vehicle load, transportation times, safety,

improvement and fuel consumption. o

No Traffic Zones (Pedestrian Zones) – Delineate zones in the city were no vehicular traffic would be allowed to enter.

13.3.9 CAPACITY BUILDING OF THE RESOURCE PERSONS AND INFORMATION DISSEMINATION

o

Traffic Engineering and Management

o

Introducing ‘ITS’ in Traffic and Transportation Management

o

Signage and Street Furniture

o

Green Technologies for Infrastructure Development

o

Motor Training School

o

Training for Traffic Police

o

Driver Training

o

Road User Education Campaigns and Programme

o

Road User Education in Primary and Secondary Schools

13.3.10 PROPOSED TRANSPORTATION STUDIES

With 60 per cent of the total trips generated in the KMA covering less than 3 km. distance, people prefer to walk or use bicycles for commuting. Thus, it is the social responsibility of the State to cater to the masses and focus on facilitating pedestrian and bicycle movement and improvement of the mass transit systems. Detailed studies for achieving this objective would be as follows: o

‘TOD’ at major Inter Modal Transfer Points

3

Source: Urban Transportation Development in the Kolkata Metropolitan Area in India: Japan Bank for International Cooperation, 2007.


99

RECOMMENDATIONS

o

Feeder Transport Network for Mass Rapid Transit Systems (MRTS) with speed emphasis on existing tram system at circular rail system including merger of both.

o

Study on Signages and enforcement

o

Study on ‘Integration of Mass Transit System with Howrah Station and Sealdah Station’ This study would be subsequent to renovating Howrah Station and its precincts for achieving a 4 World-Class Station distinction.

o

Study on Identifying Vehicle–free Avenues on Weekends A separate study to identify certain avenues in the KMA, that would be made traffic free (motorized vehicle free) on weekends and be used for promoting as socio-cultural activities.

13.3.11 GOVERANANCE

Integration of all modes of transport at the governance level, as well as at the operational level, is critical to the successful implementation of the CMP. The Plan recommends formation of an unified authority – KMA Transportation Board, which would oversee the functions of all other existing authorities responsible for the various transport modes. Systemic changes would be made in to ensure effective implementation of the CMP and improve the delivery of well managed transportation services in the city. This is the single most pressing reform essential to fertilize all others. A tiered conceptual model is suggested with the KMA Transport Board at the apex, KMA Integrated Multi Modal Transport Authority at the second level followed by all other transportation authorities. The objective of the apex body would be to promote and secure the development of transport system of KMA and provision of transport services according to plan. For this purpose, the apex body would have the power to hold, manage and dispose off land and other fixed and movable assets and other property to carry out building, engineering and other operations to provide or cause to provide, transport service, to execute works in connection with development of transport facilities and supply of transport service and amenities, and generally to do anything necessary or expedient for purposes of such development and for purposes incidental thereto.

13.3.12 ENVIRONMENT

The plan emphasizes on the following: •

Promoting Non Polluting Modes of Transport and Fuel Efficient Vehicles

•

Energy conservation

•

Suatainability

Assessing and mitigating project related traffic impacts, is one of the most challenging issues facing public agencies and the private sector. Gaining an understanding of the traffic impact assessment process is critical to successfully manage land development and transportation projects. The CMP of Kolkata recommends transportation proposals that would have minimal environmental impact. These proposals would be sensitive to preserving the city’s natural resources like the river, the canal system and the natural drainage 4

Howrah station is one of the nineteen stations that have been selected for converting into World Class Stations by the Ministry of Railways.


100

RECOMMENDATIONS

channels. All modes of transport, existing and proposed, would use non-polluting sustainable energy sources like electricity, Compressed Natural Gas (CNG) and Ultra Low Sulphur Diesel (ULSD) with diesel particulate filters. The CDP emphasize use of renewable energy resources, reduce the negative effects of air, water and noise pollution on the environment.

The recommendations of the CMP focus on providing and promoting the use of affordable public transport and segregate domestic and freight vehicular movement to limit the need to expend non-renewable resources and ameliorate air pollution. Alleviating and maintaining the level of service delivery by the public transit system and rationalizing their routes would be critical to achieving the modal split of 90 – 10, in favor of mass transit.

Most projects recommended in the CMP would adopt the Clean Development Mechanism (CDM). This would make each project financially viable and would attract private sector investment also. For e.g. impose ‘Green Fee’ on purchase of fuel including aviation grade to fund infrastructure projects.

In 2005 the total vehicular emission was 312 tons/day (CO, Co2, NOX, SOX, and SPM). Out of which (312 tons/day) 35 % of the total air pollution was contributed by buses, 31 % by three wheelers, 16 % by trucks, 16% by cars and 2 % by 2 wheelers. Considering a scenario when none of the proposals get implemented and the growth rate of vehicles remains at 7 % per annum, the pollution level increased by 25% by 2025.(refer Table 13.1) 5

TABLE 13.1: SHARE OF AIR POLLUTION FROM DIFFERENT MODES Year

Type of Vehicles

Cars

2005

CPCB Data

2008 Existing Scenario (in percentage)

No Build Scenario(in percentage)

2025 Build Scenario(in percentage)

386

21

2

5

2 19

16

19

2

Two Wheeler

2025

Trucks

16

19

38

Buses

35

42

84

8

Three Wheelers

31

38

74

0

Total (In Percentage)

100

121

240

51

Total (In tons/day)

312

378

749

159

5

Assuming 7% vehicular growth (refer Chapter 3).

6

Affordability of people towards personalized vehicles will increase in the future.


101

RECOMMENDATIONS

FIGURE: 13.3 EXISTING AND PROJECTED AIR POLLUTION IN KMA 800

749

700

In tons/day

600 500 378

400 312 300 200

159

100 0 2005

2008

2025

2025

Year

The current emissions are 378 tons/day (2008). The projected emission in 2025 will be 240 per cent more than the present day emission i.e. 749 tons/day and air pollution after implementing the CMP recommendations will be of the scale of 159 tons/day.


102

RECOMMENDATIONS

PART (A): PROJECT LIST

Proposals

No. of Lanes

Length (km) (approx)

Estimated cost (Rs. in crores) Area (in Acre)

Unit Rate per km

Impact Assessment

Project Cost (in Crores)

Reduce Congestion

Improve Air Quality

Reduce Carbon Footprint

Probable Funding Options

STUDIES Study on economic cost of Congestion including health, productivity and environmental cost

Central Govt./ State Govt.

Study on Congestion pricing (area as well as price) including collection mechanism link to ITS


Study for Restoration of River Front including relocation of existing warehouses and identification of intermodal connectivity between ferry and other Mass Transit Syatems including circular rail, with focus on Ticketing , Passenger amenities. This study will also identify potential for Real Estate development, including financial modelling. Study to phase in "ITS" to increase throughput with locations for Traffic command centre with Backup command centre and disaster management scenarios Study for Transit Oriented Development at identified nodes with objective to Increase FAR and reduce vehicle trips Traffic Survey Programme and Setting up Centralised Information System

NA

NA

NA

NA


NA

NA

NA

NA


NA

NA

NA

NA


NA

NA

NA

NA


Proposals

No. of Lanes



Unit Rate per km

Impact Assessment


Study to locate CCTV at all signalled intersections and major traffic corridors including High occupancy vehicle lanes link to RTO database for enforcement of traffic laws Study of merging the recommended Flyovers with future Elevated road corridor

Reduce Congestion

Improve Air Quality




NA

NA

NA

NA

Study on integration of Mass Transit System with Howrah and Sealdah station. This study would be subsequent to renovating Howrah and Sealdah station and its precincts for achieving a worldclass Station distinction (Howrah station has already been identified by Ministry of Railway for world class station) Study for consolidating existing Rail Goods terminal based on Capacity, Service area and distribution network


Central Govt./ State Govt./ Ministry of Railway


Study on Integrating Mass Transit Systems including merging of existing Tram System and Circular Rail System with emphasis on dedicated RoW to increase throughput efficiency


CAPACITY BUILDING Traffic Engineering and Management

NA

NA

NA

NA

State Govt.

Green Technologies for all new road corridors " Green Highway"

NA

NA

NA

NA

State Govt.

Mandatory Training and recertification programme for LMV, MMV and HMV operators

NA

NA

NA

NA

State Govt.

Proposals

Road User Education Campaigns and Programme for all citizens specially in educational institution

No. of Lanes


NA

NA


Unit Rate per km NA

Impact Assessment


NA

Reduce Congestion

Improve Air Quality



State Govt.

MASS RAPID TRANSIT SYSTEM METRO RAIL NETWORK Howrah - Salt Lake (already funded)

NA

14

NA

4679

Salt Lake – Airport via VIP Road

NA

8

NA

2857

Salt Lake – Airport via Rajarhat

NA

10

NA

3571

Airport to Barasat

NA

5

NA

1785

Howrah – Santragachi

NA

5

NA

1785

Santragachi – Dankuni

NA

7

NA

2500

Tollygunge to Thakurpukur

NA

8

100

800

International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP

Proposals

No. of Lanes



Unit Rate per km

Impact Assessment


Reduce Congestion

Improve Air Quality



LRT NETWORK Joka to Esplande

NA

16

NA

Esplande to Maulali

NA

2

NA 3500 (lumpsum)

International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP International Institution/ Central Govt./ State Govt./ PPP

Moulali to Panihati Via Shyambazar

NA

18

NA

Moulali to Barasat via Rajarhat (study needs to be undertaken to evaluate the LRT or metro network)

NA

12

NA

Mominpur – Behala

NA

NA

NA

NA

Central Govt./ State Govt./ PPP

Gariahat junction – Gariahat depot

NA

NA

NA

NA


Shyambazar to Galiff street

NA

NA

NA

NA


Chowranghee section between Esplanade and Hazra Road junction

NA

NA

NA

NA


Hare Street / Strand Road

NA

NA

NA

NA


High Court section

NA

NA

NA

NA


LRT NETWORK FOR RESTORATION

Proposals

No. of Lanes


NA

NA

NA


Unit Rate per km

Impact Assessment


Reduce Congestion

Improve Air Quality



NA


3

176 (Lumpsum)


NA

2

125 (Lumpsum)


Pedestrian Underpass around B.B.D. Bag

NA

-

28 (lumpsum)


Pedestrian Underpass on E. M. Bypass near Science City

NA

-

10 (lumpsum)


Pedestrian Underpass on E. M. By-pass near Yuva Bharati Stadium

NA

-

10 (lumpsum)


Pedestrian Underpass on Kazi Nazrul Islam Avenue at Baguihati

NA

-

7 (lumpsum)


Pedestrian Underpass on Kazi Nazrul Islam Avenue at Kestopur

NA

-

7 (lumpsum)


Pedestrian Underpass on B.T. Road at Sinthee

NA

-

8 (lumpsum)


NA

-

8 (lumpsum)


NA

-

6 (lumpsum)


NA

-

8 (lumpsum)


Chitpore- Esplanade Junction

NA

PEDESTRIAN FACILITIES WALKWAY AND UNDRPASS Elevated Pedestrian Walkway from Sealdah to BBD Bag Elevated Pedestrian Walkway from BBD Bagh to Howrah station

Pedestrian Underpass on B.T. Road at Dunlop Bridge Pedestrian Underpass on G.T. Road near Howrah Maidan Pedestrian Underpass at Circular Railway Station across Strand Road

Estimated cost (Rs. in crores)

Impact Assessment

No. of Lanes


NA

-

8 (lumpsum)


NA

-

8 (lumpsum)


NA

-

8 (lumpsum)


NA

-

New Market area

NA

NA

NA

NA

NA

Grand Street

NA

NA

NA

NA

NA

BBD Bag area

NA

NA

NA

NA

NA

Lalbazar area

NA

NA

NA

NA

NA

Ezra Street

NA

NA

NA

NA

NA

Kalighat Temple Road

NA

NA

NA

NA

NA

Bowbazar Street OTHER ACTION ITEM

NA

NA

NA

NA

NA

Proposals

Pedestrian Underpass at Circular Railway Station at Burrabazar Pedestrian Underpass at Circular Railway Station at B.B.D. Bagh Pedestrian Underpass at Circular Railway Station at Eden Garden Pedestrian walkway from BBD Bagh to Fairly ferry ghat

Area (in Acre)

Unit Rate per km


Reduce Congestion

Improve Air Quality




MANDATING NO CAR ZONE

Signage (International Design standard attached as an annexure) Relocation of On-street Encroachments and Hawkers


NA

NA

NA

NA

Introduction of green fee on all fuel including Aviation to generate funds for future mass transit.

NA

NA

NA

NA

NA

Mandate Hybrid Electric - Diesel (ULSD) Buses, Electric Cabs and Auto Rickshaws

NA

NA

NA

NA

NA

State Govt.

Proposals

Implement High Volume Occupancy Lanes (HOV)

Estimated cost (Rs. in crores)

Impact Assessment

No. of Lanes


NA

NA

NA

NA

NA

NA

NA

NA

NA

Area (in Acre)

Unit Rate per km


Reduce Congestion

Improve Air Quality



International Institution/ Central Govt./ State Govt./ PPP

Mandate Car Pooling with HOV concepts Mandate bicycle parking with all off-street Parking area Relocation of all industries

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Phasing out all non compliant Vehicles

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Transit Bus Shelters (away from major intersection) Framing policies and regulations for buses, taxis and auto to move in the city. Increase the licensing fee for taxis Mandate GPS (Global Positioning System)and radio control for all taxis Reduce Headway from 3 to 1.5 minutes in Peak Hour The proposed MRTS should be design for 24X7 operation with increase headway in off-peak hour.


NA NA Central Govt./ State Govt.

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Ferries should be modernize with focus on amenities and speed to attract passengers from the suburbs

NA

NA

NA

NA

Mandate Unified Ticketing System linking all modes of Mass Transit

NA

NA

NA

NA

Restoration of North Canal System

80 (lumpsum)


NA Central Govt./ State Govt.

Proposals

No. of Lanes



Unit Rate per km

Impact Assessment


Reduce Congestion

Improve Air Quality



Restoration of Churial Canal


Elevated Intelligent "Green" Ring Road connecting Tollygunge, P.A Connector, R.B Connector, P.C Connector, Beliaghata, Rajarhat, Ultadanga, B.T Road, Rabindra Setu, Vidyasagar Setu and BehalaTaratala with Bicycle Path


6

50

100

Dunlop Interchange

5000

500 (Lumpsum)


Exit Ramp from AJC Bose Road Flyover to Shakespere Sarani AJC Bose Road Crossing

2

0.4

45

18


Extension of E.M. Bypass from Kamalgazi to Baruipur

NA

NA

NA

NA


Under the Ramps of Vidyasagar Setu (East-Bank)

2

3 (lumpsum)

Long Distance Bus Terminus at Shalimar

2

3 (lumpsum)

PROPOSED BUS TERMINALS LONG DISTANCE BUS TERMINALS Central Govt./ State Govt. Central Govt./ State Govt.

OUTER RING BUS TERMINALS Kalyani

1.5

1 (lumpsum)


Bhatpara

1.5

3 (lumpsum)


Barrackpore

1.5

1 (lumpsum)


Barasat

1.5

1 (lumpsum)


Proposals

No. of Lanes



Unit Rate per km


Impact Assessment Reduce Congestion

Improve Air Quality



Airport

1.5

1 (lumpsum)


Rajarhat

1.5

3 (lumpsum)


Dhapa (Science City)

1.5

1 (lumpsum)


Dakshineswar

1.5

1 (lumpsum)


East Kolkata

1.5

3 (lumpsum)


Garia

1.5

1 (lumpsum)


Thakurpukur

1.5

1 (lumpsum)


Maheshtala

1.5

3 (lumpsum)


Gardenreach

1.5

1 (lumpsum)


Budge-Budge

1.5

1 (lumpsum)


Bauria

1.5

1 (lumpsum)


Andul

1.5

3 (lumpsum)


Kona

1.5

3 (lumpsum)


Bally

1.5

3 (lumpsum)


Proposals

No. of Lanes



Unit Rate per km



Improve Air Quality



Dankuni

1.5

3 (lumpsum)


Serampore

1.5

3 (lumpsum)


Chandannagar

1.5

3 (lumpsum)


Chinsura

1.5

3 (lumpsum)


Bansberia

1.5

1 (lumpsum)


Pujali

1.5

3 (lumpsum)


Baruipur

1.5

3 (lumpsum)


Nagerbazar

2

3 (lumpsum)


Bengal Chemical

2

1 (lumpsum)


Dhakuria

2

1 (lumpsum)


Santoshpur

2

3 (lumpsum)


Jadavpur

2

3 (lumpsum)


Chetla

2

2 (lumpsum)


INTERMEDIATE BUS TERMINALS

Proposals

No. of Lanes



Unit Rate per km



Improve Air Quality



Behala

2

3 (lumpsum)


Dakshineshwar

2

1 (lumpsum)


Balikhal

2

3 (lumpsum)


Shyambazar

1.5

3 (lumpsum)


Bagbazar

1.5

2 (lumpsum)


Ultadanga

1.5

1 (lumpsum)


Koronamoyee

1.5

1 (lumpsum)


Ballygunge

1.5

1 (lumpsum)


New Alipore

1.5

1 (lumpsum)


Kidderpore

1.5

1 (lumpsum)


Botanic Garden

1.5

1 (lumpsum)


Dumurjala

1.5

3 (lumpsum)


Salkia

1.5

1 (lumpsum)


INNER RING BUS TERMINALS

Proposals

No. of Lanes



Construction of a Bus Terminus to the Eastern side of Dum Dum Station and connection with Station by pedestrian plaza Shalimar

Unit Rate per km


2 (lumpsum)


Improve Air Quality



Central Govt./ State Govt. Central Govt./ State Govt.

1.5

PROPOSED TRUCK TERMINAL CUM WHOLESALE TRADING CENTER Central Govt./ State Govt.

Truck Terminal at Barasat (adjoining N.H. 34) Truck Terminal at Kona (Stage II)

20 (lumpsum)


Truck Terminal at Dhulagarh (Stage II) Truck Terminal at Dankuni (adjoining Durgapur Expressway) Truck Terminal at South of Rajarhat Township adjoining proposed Eastern Expressway Truck Terminal at North of Noapara Truck Terminal at Amtala adjoining Diamond Harbour Road Truck Parking Area under western approach of Vidyasagar Setu Truck Parking around Kolkata Jetties in Garden Reach area


40 (lumpsum)


40 (lumpsum)


40 (lumpsum)


40 (lumpsum)


1 (lumpsum)

Central Govt./ State Govt. Central Govt./ State Govt.

INTERMEDIATE TRUCK TERMINAL Bansberia at the crossing of NH 2 and western approach of Ishwar Gupta Setu

20 (lumpsum)


Proposals

No. of Lanes



Unit Rate per km



Improve Air Quality




NH 6 near Ulluberia Kalyani to be served by Barrackpore Kalyani Expressway

20 (lumpsum)


Hoogly-Chisura at the crossing of NH 2 and Dhaniakhali Road

20 (lumpsum)


Naihati to be served by Barrackpore Kalyani Expressway

20 (lumpsum)


Barrackpore at the crossing of SerampurBarrackpore- Barasat Road and Barrackpore Kalyani Expressway

20 (lumpsum)


Champahati near crossing of Sonarpur-Bodra Road and Champahati Road


PROPOSED BRIDGES OVER RIVER HOOGHLY 2nd Vivekanand Setu (50 meters in the south of the existing bridge is under construction) Bridge over/Tunnel under river Hooghly - Southern Expressway Barrackpore-Barasat Road – NH 2 Bridge Over River Hooghly


400 (Lumpsum)


60 (Lumpsum)


Proposed Bridge connecting Serampur and Barrackpur


Bridge across river Hooghly connecting Santipur & Kalna (Outer Ring Road)


Proposals

No. of Lanes



Unit Rate per km



Improve Air Quality



Proposed Bridge connecting Budge-Budge and Bauria (Outer Ring Road)


Proposed Bridge connecting Sovabazar and Salkia


Proposed Bridge connecting BhatparaChandannagar

100 (Lumpsum)


PROPOSED IMPROVEMENT AND DEVELOPMENT OF EXISTING MAJOR RAILWAY STATION ALONGWITH STATION AREA DISPERSAL PLAN Naihati

3 (Lumpsum)


Bandel

3 (Lumpsum)


Barrackpore

3 (Lumpsum)


Seoraphuli

3 (Lumpsum)


Serampur

3 (Lumpsum)


Barasat

3 (Lumpsum)


Proposals

No. of Lanes



Unit Rate per km



Improve Air Quality



Bidhannagar

3 (Lumpsum)


Santragachi

3 (Lumpsum)


Budge-Budge

3 (Lumpsum)


Uluberia

3 (Lumpsum)


Sonarpur

3 (Lumpsum)


Baruipur

3 (Lumpsum)


Chitpur

3 (Lumpsum)


Park Circus

3 (Lumpsum)


PART (B): PROJECT LIST

Project

No. of Lanes

Estimated cost (Rs. in crore) Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

NEW RING ROADS / EXPRESSWAYS / HIGHWAYS Development of Outer Ring Road 1) West Bank Corridor-Extension of Ulluberia Amta Road in the north to connect the Kalna Dhanlakhali Road 2) East Bank CorridorNH 34 from Santipur upto Barasat, the proposed Eastern Expressway from Barasat to Baruipur and the proposed Southern Expressway from Baruipur to Budge-Budge Eastern Expressway 1) Barasat to Baruipur

4

48

Impact Assessment Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality




4.7

226


Project

Southern Expressway (without Bridge) 1) Baruipur Road to Diamond Harbour Road (15.5 km) 2) Diamond Harbour Road to Budge Budge & Budge Budge to Bauria to NH 6 (22.7 km) Western Riverfront Expressway from Andul – Road to Bauria Connector

No. of Lanes

4

4


38.2

14

Area (Acre)

Unit Rate per km.

4.7

4.7

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



180

Internation Institution/ Central Govt./ State Govt./ PPP

66


NEW MAJOR ARTERIAL ROADS WITH PEDESTRIAN AND BICYCLE PATHS SerampurBarrackpore – Barasat Expressway connecting NH 2 and eastern expressway. ChandannagarBhatpara connector 1) from delhi road to River bank (5 km) 2) From River Bank to Barrackpore-Kalyani Expressway (4 km)

4

4

22.5

9

4.7

4.7

106


42


Project

Sodepur Connector to Eastern Expressway

Rajarhat Connector connecting Rajarhat Township and Eastern Expressway

No. of Lanes

4

4


5.5

6.7

Area (Acre)

Unit Rate per km.

4.7

4.7

Impact Assessment

Project Cost



31

4.7

38

Sonarpur connector connecting Sonarpur township with Eastern Expressway

4

2.5

4.7

12

Hazra Road connector from Garia Hat Road to E.M. Bypass

4

3

4.7

14

4.7

Reduce Congestion

Improve Air Quality


8

12

Long term

26

4

4

Medium term


Saltlake Connector connecting Salt Lake Township and Eastern Expressway

Prince Anwar Shah Road Connector to Eastern Expressway Connecting S.C. Mallick Road to Eastern Expressway

Short term

56

Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP

Project

Salt Lake Bypass from E.M. Bypass to VIP Road Bypassing Saltlake Township at the eastern side of Salt Lake Garia-Sonarpur Road Sankrail Connector to Western Riverfront Expressway Connecting NH 6 and Western Riverfront Expressway

No. of Lanes

4

2

2


7

17

1

Area (Acre)

Unit Rate per km.

4.7

2.5

2.5


Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality



33


43


3


Belgachi RoadUltadanga Road Connector

2

1

2.5

3

Extension of Ram Mohan Sarani -from BB Ganguly street to Lenin Sarani

2

0.9

2.5

2

Extension of Canal Bank Road from Belhata to Gobindo Khatik Road

2

1

2.5

3

Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP

Project

C.P.T. Boat Canal Road from Remount Road to Deshpran Sashmal Road Extension of Prince Anwar Shah Road to New Alipore Road from Deshpran Sashmal Road towards west upto the Southern approach of Derojio Bridge connecting New Alipore area with E.M. Bypass

No. of Lanes

2

2


3.6

2.8

Area (Acre)

Unit Rate per km.

2.5

2.5


Project Cost


7

2.5

9

Grand Foreshore Road from Rabindra Setu to Vidyasagar Setu

4

4

4.7

19

2.5



3.6

4.6

Reduce Congestion

Improve Air Quality

9

2

2

Long term


Extension of Jadavpur Certral Road to Deshpran Sashmal Road (KIT alignment)

Central Howrah Arterial Road from Vidayasagar Setu approach and Howrah Amta Road to Benaras Road

Medium term

12


Project

Elevated corridor along Bagjola Canal embankment connecting BT Road with VIP Road. Road connecting Howrah Drainage Canal Road and NH-6 in East-West direction Extension of Howrah Drainage Canal Road to Andul Road to the south and upto Vivekanand Bridge approach in the north.

No. of Lanes

2

4

4


11

5

8.5

Area (Acre)

Unit Rate per km.

2.5

4.7

4.7

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



28


24


40


North-South River Front Road from Rabindra Setu to Bally

4

8

4.7

38

River Front Arterial Road in Kolkata

2

9

2.5

23

D.C. Dey Road from Moulali to E.M. Bypass

2

4

2.5

10


Project

Chandmari Road from Halisahar to Barrackpore-Kalyani Expressway at Kanchpara New Road parallel to NH 2 connecting Baidyabati - Mogra New Road parallel to Barrackpore - Kalyani Expressway connecting Barrackpore to Gayeshpur New Road from MG Road to Amtola Road by side of Keorapukur khal New Secondary Roads in Municipalities and Non-Municipal Urban areas and Rural areas New Arterial RoadAmherst Street Extension from B.B.G Street to Lenin Sarani

No. of Lanes

2

2

2

2


4

22

21

10

Area (Acre)

Unit Rate per km.

2.5

2.5

2.5

2.5

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



10


55


53


25

250 (Lumpsum)


Project

No. of Lanes


Area (Acre)

Unit Rate per km.

Project Cost

New Arterial RoadExtension of Jadavpur Central Road upto Deshapran Sashmal Road New Arterial RoadExtension of Pathuriaghata St. from Dharmatala St. to Strand Road. New Arterial RoadLink between Belgachia Road to Ultadanga over Ultadanga Railway Yard

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP Internation Institution/ Central Govt./ State Govt./ PPP

E.M. Bypass connector from Padampukur to Kamalgazi WIDENING OF REGIONAL HIGHWAYS Barrackpore Kalyani Expressway from NH 2 to Barrackpore4 27 Barasat Road (Without Bridge)

Impact Assessment

4.7

127

State Govt.

Project

Jessore Road to NH 34 from Shyam Bazar to Barasat with service Road on either side (with 2 kms outside boundary of KMA) KanchraparaHaringhata Road from Barrackpore-Kalyani Expressway to NH 34 Talpukur Road from Naihati to NH 34 Barrackpore-Barasat Road from Barrackpore to NH 34 Sodepur Barasat Road from B.T. Road to Jessore Road Madhusudan Banerjee Road from B.T. Road to Jessore Road B.T. Road from Shyambazar to Barrackpore Chiriamore to develop as an Expressway with service Road on

Estimated cost (Rs. in crore)

Impact Assessment

No. of Lanes

Length (km)

2

20

1.5

30

State Govt.

2

11.5

1.5

17

State Govt.

2

12

1.5

18

State Govt.

2

12.8

1.5

19

State Govt.

2

10.1

1.5

15

State Govt.

1

7.2

0.75

5

State Govt.

4

11.5

3

35

State Govt.

Area (Acre)

Unit Rate per km.

Short term

Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality



Project


Impact Assessment

No. of Lanes

Length (km)

2

9.3

2.5

23

State Govt.

<1

15

0.4

6

State Govt.

2

11

1.5

17

State Govt.

<1

21

0.4

8

State Govt.

1

15

0.8

12

State Govt.

2

36

1.5

54

State Govt.

Area (Acre)

Unit Rate per km.

Short term

Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality



either side

Kheyadaha Road from E.M. Bypass to Sonarpur Road Garia-Sonarpore Road from Garia to Baruipore (without Bridge) Diamond Harbour Road from Joka to Khirdirpur Road (upto 2 Km. outside the boundary of the KMA) Budge Budge Road from Brace Bridge to Budge Budge Howrah-Amta Road from G. T. Road to Amta (upto 2 Km. outside boundary of the KMA) NH 2 (old alignment) from Dankuni to Mogra


Impact Assessment

No. of Lanes

Length (km)

1

8

0.75

6

State Govt.

2

4.5

1.5

7

State Govt.

2

7

1.5

11

State Govt.

2

4

1.5

6

State Govt.

Andul Road

1

14

0.75

11

State Govt.

Kona expressway to a six lane corridor from Mohiary Road to NH 6 (without bridge)

2

4

0.75

3

State Govt.

6 (lumpsum)

State Govt.

11

State Govt.

Project

Existing Road parallel to railway track from Konanagar underpass to Srerampur railway station Tarakeswar Road from G. T. Road to Tarkeshwar (upto 2 Km. outside boundary of the KMA) Dhaniakhali Road from NH2 to Belmuri (upto 2 Km. outside boundary of the KMA) Foreshore Road from Telkal Ghat Road to Vidyasagar Setu

Coal Dock Road, Hide Road and Remount Road Muragacha Road from Kalyani to NH 34

Area (Acre)

Unit Rate per km.

5

2

7.6

1.5

Short term

Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality




Impact Assessment

No. of Lanes

Length (km)

2

6.2

1.5

9

State Govt.

1

5

0.75

4

State Govt.

1

12

0.75

9

State Govt.

2

4

1.5

6

State Govt.

2

2.5

1.5

4

State Govt.

Biren Roy Road

1

9.5

0.75

7

State Govt.

M. G. Road in Behala

1

6

0.75

5

State Govt.

Barkrahat Road

1

13.5

0.75

10

State Govt.

Sankrail Station Road

1

4

0.75

3

State Govt.

Rajarhat Road

1

9

0.75

7

State Govt.

Dum Dum Road

1

9

0.75

7

State Govt.

T.N. Mukherjee Road

2

10

1.5

15

State Govt.

Project

Bandel-Polba Road from old NH 2 to Polba (upto 2 Km. outside boundary of the KMA) Serampur-Antpur Road (upto 2 Km. outside boundary of the KMA) Benaras Road to G. T. Road (upto 2 Km. outside boundary of the KMA) Hatishal-Amta Road (upto 2 Km. outside boundary of the KMA) Taratola Road

Area (Acre)

Unit Rate per km.

Short term

Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality



Project

Sonarpur-Bodra Road (upto 2 Km. outside boundary of the KMA) Taki Road (upto 2 Km. outside boundary of the KMA) STRENGTHENING OF MAJOR ARTERIAL ROAD STRENGTHENING OF EXISTING SECONDARY ROADS IN MUNICIPALITIES, NON-MUNICIPAL URBAN AREAS AND RURAL AREAS


Impact Assessment

No. of Lanes

Length (km)

1

7

0.75

5

State Govt.

1

8

0.75

6

State Govt.

150 (lumpsum)

State Govt.

Area (Acre)

Unit Rate per km.

Short term

Project Cost

151 (lumpsum)

Medium term

Long term

Reduce Congestion

Improve Air Quality



State Govt.

PROPOSED FLY-OVERS/UNDERPASS Elevated Corridor from Park Circus 7 point crossing to Parama Island

4

3

60

180


Nagerbazar Flyover

2

0.6

45

27


Flyover near Wipro Salt Lake sector V

4

1

60

60


Project

Elevated corridor along Bagjola Canal embankment connecting BT Road with VIP Road Improvement of VIP Road Jessore Road connection through flyover and underpass Oneway flyover from Brabourne Road Flyover to Kiran Shanker Ray Road and Netaji Indoor Stadium ROB over all ferry ghats on the eastern bank of Hoogly Flyover along Jawaharlal Nehru Road from Park Street to Bentink Street and CR Avenue Flyover from D L Khan Road to Hospital Road


No. of Lanes

Length (km)

4

0.6

2

2

Area (Acre)

Unit Rate per km.

60

45

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



36


200 (Lumpsum)


90


20 (Lumpsum)


4

3

60

180


4

0.5

60

30



Impact Assessment

No. of Lanes

Length (km)

2

0.4

45

18


4

0.5

60

30


2

0.4

45

18


2

0.5

45

23


At Esplanade

4

1.5

35

53

Mallick Bazar

2

0.6

21

13

At Salkia

2

0.8

21

17

Elevated Carriageway from Baguihati to Kestopur

4

1.6

35

56


Taratola, right turning ramp to Taratola Road

2

0.6

21

13


Project

Right turn flyover on Salt Lake Bypass Road to sector V near Bowlers Den/ Nicco Park Flyover from kestopur to Baguihati on VIP road Entry ramp from Sarat Bose Road to AJC Bose Road Flyover Entry and exit ramp to Vidyasager setu to fore shore road on the western bank of Hooghly

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



Central Govt./ State Govt. Central Govt./ State Govt. Central Govt./ State Govt.


Impact Assessment

No. of Lanes

Length (km)

4

0.6

35

21


2

0.8

21

17


2

0.8

21

17


2

0.8

21

17


2

1

29

29


2

2

29

58


Interchange at the crossing of NH 2 and Kona Expressway

2

2

29

58


Park Circus Rotatory

2

1.8

29

52


Project

Ballyguange Phanri Lake Town at V. I. P. Road V. I. P. Road - near Kaikhali Right turning ramp from E. M. Bypass to Salt Lake Bypass Ramp connecting Vidyasager Setu from St. George's Gate Road fro traffic from port to bridge Interchange at the crossing of NH 2 and NH 6

Flyover on Kazi Nazrul Islam Sarani Construction of Left turning North bound of ramp at Beckbagan connecting AJC Bose Flyover

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality





Project

No. of Lanes


Area (Acre)

Unit Rate per km.

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



PROPOSED ROAD BRIDGES OVER RAILWAY TRACKS/UNDERPASS 2

0.6

29

17


2

0.6

29

17


2

0.6

29

18


New Shalimar Station

2

1

29

29

Barrackpore

2

1

29

29

Sheoraphuli (Delhi Road)

2

1

29

29

Barasat NH 34

2

0.8

29

23

Barasat onTaki Road

2

0.8

29

23

Baruipur Convent Bridge (Reconstruction and Widening) Bridge NO.4 (PhaseII)

Underpass at Patipukur Underpass at Tikiapara Underpass at Chaulpatti Road Underpass at Beleghata Main Road Underpass at Chandan Nagar Underpass at Bandel

Central Govt./ State Govt. Central Govt./ State Govt. Central Govt./ State Govt. Central Govt./ State Govt. Central Govt./ State Govt.

7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


Project

No. of Lanes


Area (Acre)

Unit Rate per km.

Underpass at Chinsura Underpass at Bhadreshwar Underpass at Hind Motor Underpass between Srerampore and Sheoraphuli Underpass at Kanchrapara Underpass at Dunlop Bridge PROPOSED ROAD BRIDGE OVER CANAL

Impact Assessment

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


7 (lumpsum)


Zeerut Bridge (PhaseII)

2

0.8

21

17

Kidderpur Bridge

2

0.8

21

17

Central Govt./ State Govt./ PPP Central Govt./ State Govt./ PPP Central Govt./ State Govt./ PPP

Swing Bridge (Reconstruct)

30 (lumpsum)

Bascule Bridge (Structural Renovation)

30 (lumpsum)


11


Chetla Bridge over Tolly's Nalla

2

0.5

21


Impact Assessment

No. of Lanes

Length (km)

Kestpore Canal connecting Kazi Nazrul Islam Sarani and Salt Lake bypass

2

0.8

21

17


Hastings' Bridge

2

0.8

21

17


Project

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term

Reduce Congestion

Improve Air Quality



AREA WIDE TRAFFIC ENGINEERING AND OPERATION IMPROVEMENT SCHEME Barasat

3 (lumpsum)

State Govt.

Nagarbazar Dum Dum Station Area Garia Three Point Crossing Area

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

Budge Budge Railway Terminal Area Behala Chow Rasta Nh 2 - Nh 6 and PWD Road Crossing and western approach road including vivekanand Bridge Seoraphuil Level Crossing Area Naihati Station Area Chiriamore (Barrackpore)

Project

Dunlop Crossing on B. T. Road Baruipur Level Crossing Area Sonarpur Station Road - Garia Sonarpur Road Andul road and NH 6 Crossing Area Sodepur road - Jessor Road Crossing Area (Madhyamgram) Barrackpore Barasat Road - NH 34 Crossing (Colony More) New Assam Link Road and Ishwar gupta Setu (Western approach) Cossipore - Chitpur Area Shyambazar Area Ultadanga Area Burrabazar Area B. B. D. Bagh Area Sealdah Station road Gariahat Area

No. of Lanes


Area (Acre)

Unit Rate per km.

Project Cost


Medium term

Long term

Reduce Congestion

Improve Air Quality



3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

5 5 7 7 5 5

State Govt.

(lumpsum) (lumpsum) (lumpsum) (lumpsum) (lumpsum) (lumpsum)

State Govt. State Govt. State Govt. State Govt. State Govt.

Project

No. of Lanes


Area (Acre)

Rashbehari Area(R. B. avenue - Deshpran Sashmal Road Crossing) Garia Station Road (Sonarpur Road crossing) Kolkata Port Area Howrah Station Area Salkia Area Howrah Maidan Court - D. M. Office Area Park Street Area Bhowanipur Area New Alipore Area Surface Dispersal at Metro Station Area Surface Dispersal at Circular Rail Station Area PROPOSED OFF STREET PARKING FACILITY Strand Road LU-SAN Sarani around Tiretta Market Magoe Lane Southern side of

Unit Rate per km.

Project Cost


Medium term

Long term

Reduce Congestion

Improve Air Quality



8 (lumpsum)

State Govt.

5 (lumpsum)

State Govt.

8 (lumpsum) 5 (lumpsum) 3 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

6 (lumpsum) 6 (lumpsum) 6 (lumpsum)

State Govt.

100 (lumpsum)

State Govt.

50 (lumpsum)

State Govt.

1 (lumpsum)

State Govt.

1 (lumpsum)

State Govt.

1 (lumpsum) 10 (lumpsum)

State Govt.

State Govt. State Govt.

State Govt. State Govt.

State Govt.

Project

No. of Lanes

Corzon Park (Surendra Nath Park) Southern side of B. B. D. Bagh (Opposite Writer's Building) Lenin Sarani Chandni Chowk B. B. Ganguly Street Phears Lane Market Complex on Ezra Street Under Kolkata approach of Vidyasagar Setu Proposed Multipurpose Parking facilities for different transit modes near Madhjyamgram at Sarkar Bagan Around Gariahat Area SUBURBAN RAIL PROJECTS Suburban Rail-Direct connectivity from Bardhman to Howrah


Area (Acre)

Unit Rate per km.

Project Cost

20 (lumpsum) 1 1 1 1

(lumpsum) (lumpsum) (lumpsum) (lumpsum)


Medium term

Long term

Reduce Congestion

Improve Air Quality



State Govt. State Govt. State Govt. State Govt. State Govt. State Govt.

1 (lumpsum)

State Govt.

3 (lumpsum)

State Govt.

1 (lumpsum)

State Govt.

Central Govt./ Ministry of Railway

Project

Suburban Rail-Direct connectivity from Naihati to Bandel to Howrah Suburban Rail-Direct connectivity from Sheoraphuli to Howrah New Railway line between Naihati Bandel line and Sealdah Ranaghat line Outer Ring Rail from Shyamnagar Railway Station to Airport to Rajarhat to Baruipur to Budge Budge to Bauria to Sankrail through eastern side of KMA with tunnel under/bridge over river Hoogly Conversion of Chitpur - Cossipur, Majherhat - Kalighat yard to new passenger terminal Extension of railway line from Kalyani Simanta to River Hooghly

No. of Lanes


Area (Acre)

Unit Rate per km.

1


Project Cost

2 (Lumpsum)

Medium term

Long term

Reduce Congestion

Improve Air Quality



Central Govt./ Ministry of Railway Central Govt./ Ministry of Railway

1

76

2

2

2

2 (Lumpsum)


152


50 (Lumpsum)


4


Project

No. of Lanes


Railway Link at Kamarkundu from Tarkeshwar line to Howrah Vardhman chord line

4

Extension of Railway line from Budge Budge to river bank in the East Bank Link between Santoshpur and Garden Reach

Area (Acre)

Unit Rate per km.


Project Cost

Medium term

Long term

Reduce Congestion

Improve Air Quality



8


3

3 (Lumpsum)


4

4 (Lumpsum)


2

Proposed Railway Goods Terminals Gobra

30 (Lumpsum)

Noapara

50 (Lumpsum)

South East of Rajarhat Township

50 (Lumpsum)

Amtola adjoining Diamond Harbour Road

50 (Lumpsum)

Central Govt./ State Govt./Ministry of Railway Central Govt./ State Govt./Ministry of Railway Central Govt./ State Govt./Ministry of Railway Central Govt./ State Govt./Ministry

Project

No. of Lanes


Area (Acre)

Unit Rate per km.

Project Cost


Medium term

Long term

Reduce Congestion

Improve Air Quality



of Railway

WATER TRANSPORT FACILITIES Construction of Gangway cum Pontoon Jetties on River Hooghly Improvement of inland goods transportation thorugh River Hooghly (Build appropriate passenger and cargo landing system /terminals and explore other commercial opportunities available at terminals, foorbridges etc. for overall project viability) Hastings to Garia Railway station following the existing Tolly’s Nullah, with the provision of a lockgate at Hastings Point (15.6 km).

60 (lumpsum)


20 (lumpsum)


30 (lumpsum)


Project

No. of Lanes


Area (Acre)

Unit Rate per km.

Project Cost


Medium term

Long term

Reduce Congestion

Improve Air Quality



River Hooghly from Hastings to Chitpur lockgate (8.5 km).

25 (lumpsum)


Chitpur lockgate to Beliaghata Pumping Station (8.2 km).

20 (lumpsum)


New link from Dhapa pumping station to Bagha Jatin and finally to meet Tolly’s Nullah (10.3 km).

40 (lumpsum)


ANNEXURES

Annexure – I Node wise Road Inventory of KMA footpath(M) No.

Road Name

From Road

To Road

Length(Km)

No. of lanes

Left

Right

Median

Tram Line

Speed

1way/ 2 way

Parking

1

A J C B RD

SARAT BOSE RD

B GUNJ CIRC RD

0.3

6

0

0

NO

NO

12

2

0

2

A J C B RD

B GUNJ CIRC RD

CIRCUS AVE

0.1

6

0

0

NO

NO

12

2

0

3

A J C B RD

SARAT BOSE RD

CAMAC ST

0.3

5

0

0

NO

NO

12

2

0

4

A J C B RD

CHOWRINGHEE RD

CATHEDRAL RD

0.2

4

0

0

NO

NO

12

2

2

5

A J C B RD

CHOWRINGHEE RD

CAMAC ST

0.4

6

0

0

NO

NO

12

2

2

6

A J C B RD

CATHEDRAL RD

HOSPITAL RD

0.5

6

0

0

NO

NO

12

2

2

7

A J C B RD

BELVEDER RD

K M SR

0.7

6

0

0

NO

NO

25

1

2

8

A J C B RD

BELVEDER RD

D L KHAN RD

0.5

6

0

0

NO

NO

25

2

2

9

A J C B RD

CIRCUS AVE

S-PEARE SR

0.4

6

0

0

NO

UR

12

2

1

10

A J C B RD

S-PEARE SR

PARK STREET

0.4

6

0

0

NO

UR

12

2

1

11

A J C B RD

PARK STREET

ELLIOT RD

0.5

4

0

0

NO

UR

12

2

1

12

A J C B RD

ELLIOT RD

SN BANERJEE RD

1.2

4

0

0

NO

UR

12

2

1

13

A J C B RD

S N BANERJEE RD

LENIN SR

0.1

4

0

0

NO

UR

12

2

0

14

A J C B RD

LENIN SR

BELEGHATA RD

0.5

4

0

0

NO

UR

12

2

0

15

A J C B RD

BELEGHATA RD

B B GANGULY ST

0.1

4

0

0

NO

UR

12

2

0

16

A K M JEE RD

B T ROAD

1.6

2

0

0

NO

NO

20

2

2

17

A N SR

J M AVE

COLLEGE ST

0.6

4

0

0

NO

NO

0

2

2

18

A P C RD

B B GANGULY ST

M G RD

0.3

6

0

0

NO

UR

15

2

0

19

A P C RD

SURYA SEN ST

0.3

4

0

0

NO

UR

15

2

0

20

A P C RD

BAG BAZAR RD

0.1

4

0

0

NO

UR

15

2

1

21

ABHAYNANDA SR

M G RD BHUPEN BOSE AVE BHUPEN BOSE AVE

A P C RD

0.8

4

0

0

NO

NO

20

2

0

22

ABHAYNANDA SR

B K PAL AVE

RABINDRA SR

0.3

4

0

0

NO

NO

20

2

2

23

ABHAYNANDA SR

J M AVE

RABINDRA SR

0.5

4

0

0

NO

NO

20

2

2

24

ALIPORE RD

K-GHAT ST RD

GOBINDA ADDY RD

0.8

4

0

0

NO

NO

18

2

2

25

ALIPORE RD

GOBINDA ADDY RD

CHETLA RD

0.3

4

0

0

NO

NO

25

2

2

26

ALIPORE RD

NATIONAL LIB RD

BELVEDER RD

0.3

4

0

0

NO

NO

25

2

2

27

ALIPORE RD

CHETLA RD

BURDWAN RD

0.9

4

0

0

NO

NO

25

2

2

28

ALIPORE RD ALIPORE RD

BURDWAN RD JUDGES COURT RD

29 30

JUDGES COURT RD

0.3

4

0

0

NO

NO

25

1

1

NATIONAL LIB RD

0.9

4

0

0

AMHERST ST

A P C RD

RAM MOHON SR

1.1

0

0

0

NO

NO

25

2

2

NO

NO

0

0

31

APC RD

SURYA SEN ST

DR. M M C-JEE ST

0.6

4

0

0

0

NO

UR

15

2

0

32

APC RD

DR. M M C-JEE ST

MANICKTALA M RD

0.9

4

0

0

YES

RES

15

2

0

33

APC RD

MANICKTALA M RD

ARBINDA SR

0.1

4

0

0

NO

UR

15

2

0

34

APC RD

ARBINDA SR

ARBINDA SR

0.9

4

0

0

NO

UR

15

2

0

35

APC RD

ARBINDA SR

BHUPEN BOSE AVE

0.9

4

0

0

NO

UR

15

2

0

36

ARABINDA SR

CANAL WEST RD

RAJA SENORA RD

0.2

4

0

0

NO

NO

15

2

2

37

ARABINDA SR

RAJA Dinnendra RD

A P C RD

0.2

4

0

0

NO

NO

15

2

2

38

ARABINDA SR

BHUPEN BOSE RD

0.5

4

0

0

NO

NO

15

2

0

39

ARABINDA SR

A P C RD BHUPEN BOSE AVE

J M AVE

0.7

4

0

0

NO

NO

20

2

2

40

ASH MUKH RD

BONDEL RD

GURUSADAY RD

0.6

6

0

0

NO

RES

20

2

2

41

ASH MUKH RD

HAZRA RD

L L RAI SR

1.6

4

0

0

NO

NO

20

2

1

42

B B CHATTERJEE LN

DR, S MOHON AVE

CONVENT RD

0.2

4

0

0

YES

NO

20

1

0

43

B B GANGULY ST

NIRMAL CH AVE

C R AVE

0.3

4

0

0

NO

UR

10

1

0

44

B B GANGULY ST

APC RD

RAM MOHON SR

0.4

4

0

0

NO

UR

10

1

0

45

B B GANGULY ST

COLLEGE ST

RAM MOHON SR

0.5

4

0

0

NO

UR

10

1

1

46

B B GANGULY ST

BRABOURNE AVE

RABINDRA SR

0.2

4

0

0

NO

UR

10

1

0

47

B B GANGULY ST

RABINDRA SR

C R AVE

0.4

4

0

0

NO

UR

10

1

0

48

B B GANGULY ST

BRABOURNE RD

COUNCIL HOUSE ST

0.3

4

0

0

NO

UR

10

2

0

49

B K PAL AVE

ABHAYNANDA SR

AHIRITOLA ST

0.3

6

0

0

NO

NO

15

2

2

50

B K PAL AVE

AHIRITOLA ST

RABINDRA SR

0.4

6

0

0

NO

NO

15

2

2

51

B K PAL AVE

J N AVE

ARBINDA SR

0.2

6

0

0

NO

NO

15

2

2

52

B K PAL AVE

ARABINDA SR

RABINDRA SR

0.2

6

0

0

NO

NO

15

2

2

53

B T ROAD

BAG BAZAR RD

CANAL EAST RD

0.3

4

0

0

NO

NO

15

2

2

54

B T ROAD

CANAL EAST RD

RAJA MAN-DRA RD

0.9

6

0

0

NO

NO

15

2

2

55

B T ROAD

RAJA MAN-DRA RD

LOCK GATE RD

0.4

6

0

0

NO

NO

30

2

2

56

B T ROAD

LOCK GATE RD

DUM DUM RD

0.3

6

0

0

NO

NO

30

2

2

57

B T ROAD

DUM DUM RD

KIHRAN GHOSH RD

1.4

6

0

0

NO

NO

30

2

2

58

B T ROAD

K NATH RD

A K M JEE RD

0.8

6

0

0

NO

NO

30

2

2

59

B T ROAD

60

BABURAM GHOSH R

BAGAJATIN RD KARUNAMOYEE BDG

PWD RD

1.6

6

0

0

NO

NO

0

2

2

0.6

0

0

0

NO

NO

20

0

0

61

BAG BAZAR ST

STRAND RD

T GUNJ TRAM DPT GIRISH CH AVE

0

0

0

0

NO

NO

20

0

0

62

BAG BAZAR ST

B T RD

GIRISH CH AVE

0.6

2

0

0

NO

NO

20

1

2

63

BELEGHATA RD

PALMAR BAZAR RD

A P C RD

1.2

4

0

0

NO

NO

15

2

0 0

64

BELEGHATA RD

PALMAR BAZAR RD

CANAL EAST RD

0.4

4

0

0

NO

NO

15

2

65

BELEGHATA RD

CANAL EAST BANK

CANAL WEST BANK

0.1

0

0

0

NO

NO

15

2

0

66

BELEGACHIYA RD

RAJA MANINDRA RD

1.3

4

0

0

NO

UR

15

2

2

67

BELVEDER RD

JUDGES COURT RD

D L KHAN RD

1

4

0

0

NO

NO

25

2

2

68

BELVEDER RD

D L KHAN RD

ALIPORE RD

0.4

4

0

0

NO

NO

25

2

2

69

BELVEDER RD

ALIPORE RD

AJCB RD

0.7

4

0

0

NO

NO

25

2

2

70

BHUPEN BOSE AVE

SHYAM BAZAR

GIRISH CH AVE

0.8

6

0

0

NO

NO

30

2

2

71

BIDHAN NAGAR RD

CIT RD

CANAL EAST ROAD

1.5

4

0

0

NO

NO

15

2

2

72

BIDHAN NAGAR RD

CANAL WEST RD

1.4

4

0

0

NO

NO

15

2

2

73

BIDHAN SR

ARBINDA SR

0.8

4

0

0

NO

UR

8

2

0

74

BIDHAN SR

CANAL EAST RD BHUPEN BOSE AVE MECHNA BAZAR ST

VIVEKANAND RD

0.7

4

0

0

NO

UR

8

1

0

75

BIDHAN SR

VIVEKANAND RD

ABHAYNANDA SR

0.4

4

0

0

NO

UR

8

2

0

76

BIDHAN SR

ABHAYNANDA SR

ARBINDA SR

0.7

4

0

0

NO

UR

8

2

0

77

BIJOYGARH RD

LAYALKA RD

P G SHAH RD

1.3

2

0

0

NO

NO

15

2

2

78

BIREN ROY RD

B L SHAH RD

D H RD

2.7

2

0

0

NO

NO

20

2

2

79

BONDEL RD

LEELA ROY SR

HAZRA RD

0.5

0

0

0

NO

NO

0

0

0

80

BONDEL RD

A C AVE

PIC GARDEN RD

0.9

0

0

0

NO

NO

0

0

0

81

BRABOURNE RD

INDIA EXCHG PL

STRAND RD

0

0

0

0

NO

NO

0

0

0

82

BURDWAN RD

NEW RD

ALIPORE RD

0.3

2

0

0

NO

NO

30

1

2

83

BURDWAN RD

NEW RD

D H RD

0.3

2

0

0

NO

NO

30

1

2

84

B C JI LN

DR, S MOHON AVE

CONVENT RD

0.1

4

0

0

YES

NO

15

2

2

85

B C JI LN

CONVENT RD

TANGRA RD

0.5

2

0

0

NO

NO

15

2

2

86

B C JI LN

DR S S ARKAR RD

CONVENT RD

0.4

4

0

0

YES

NO

15

2

2

87

B GUNJ CIRC RD

A C AVE

RICHI RD

1

0

0

0

NO

NO

20

0

0

88

B GUNJ CIRC RD

RICHI RD

GURUSADAY RD

1

4

0

0

NO

NO

20

2

0

89

B GUNJ CIRC RD

GURUSADAY RD

AJCB RD

0.3

4

0

0

NO

NO

20

1

0

90

B LAL SHAH RD

M G RD

BIREN ROY RD

0.4

2

0

0

NO

NO

15

2

2

91

B LAL SHAH RD

BIREN ROY RD

T CIRCULAR RD

1.5

2

0

0

NO

NO

15

2

2

92

B TALA M RD

T GUNJ CIRC RD

0

2

0

0

NO

NO

10

2

2

93

CIT RD

ROY BAHADUR RD NARKELDANGA M R

MANICKTALA M RD

1.1

4

0

0

YES

NO

20

2

2 2

94

CIT RD

ULTADANGA

BIDHAN NAGAR RD

0.2

4

0

0

YES

RES

20

2

95

CIT RD

MANICKTALA M RD

ULTADANGA RD

1.1

4

0

0

YES

NO

20

2

2

96

CR AVE

RABINDRA SR

GANESH CH AVE

0.5

6

0

0

NO

NO

10

2

0

97

CR AVE

C H AVE

GANGULY ST

0.4

6

0

0

NO

NO

10

2

0 0

98

CR AVE

B B GANGULY ST

EDEN HOSPITAL RD

0.2

6

0

0

NO

NO

12

2

99

CR AVE

SURYA SEN ST

M G RD

0.4

6

0

0

NO

NO

12

2

0

100

CR AVE

SURYA SEN ST

M G RD

0.4

6

0

0

NO

NO

12

2

0

101

CR AVE

MECHNA BAZAR ST

0.2

6

0

0

NO

NO

12

2

0

102

CR AVE

M G RD MECHNA BAZAR ST

VIVEKANAND RD

0.7

6

0

0

NO

NO

12

2

0

103

CR AVE

VIVEKANAND RD

ABHAYNANDA SR

0.4

6

0

0

NO

NO

20

2

0

104

CAMAC ST

AJCB RD

S-PEARE SR

0.4

3

0

0

NO

NO

15

1

0

105

CAMAC ST

S-PEARE SR

0.6

3

0

0

NO

NO

15

1

0

106

CANAL EAST RD

PARK STREET NARKELDANGA M RD

1.4

4

0

0

NO

NO

12

0

0

107

CANAL EAST RD

DR S B JEE RD NARKELDANGA M R

MANICKTALA M RD

0.9

0

0

0

NO

NO

12

0

0

108

CANAL EAST RD

B N RD

MANICKTALA M RD

1.2

0

0

0

NO

NO

12

0

0

109

CANAL EAST RD

B N RD

1.1

0

0

0

NO

NO

12

0

0

110

CANAL EAST RD

0.9

2

0

0

NO

NO

12

1

2

111

CANAL EAST RD

BELEGHATA MRD NARKELDANGA M R

KAR RD NARKELDANGA M RD MANICKTALA M RD

0.9

2

0

0

NO

NO

12

1

2

112

CANAL EAST RD

MANICKTALA M RD

BIDHAN NAGAR RD

1.2

2

0

0

NO

NO

12

1

2

113

CANAL EAST RD

BIDHAN NAGAR RD

R G KAR RD

1

2

0

0

NO

NO

12

1

2

114

CANAL EAST RD

R G KAR RD

B J RD

0.4

2

0

0

NO

NO

12

1

2

115

CANAL EAST RD

B T RD

COSSIPORE RD

0.5

0

0

0

NO

NO

12

0

0

116

CANAL EAST RD

AJCB RD

SHAKESPEARE SR

0.6

4

0

0

NO

NO

20

2

0

117

CANAL EAST RD

S-PEARE SR

CHOWRINGHEE RD

0.2

4

0

0

NO

NO

20

1

0

118

CENTRAL RD

119

CHANDI GHOSH RD

GOPALPUR RD KARUNAMOYEE BDG

ALIPORE RD

0.3

2

0

0

NO

NO

15

2

0

KUDGHAT

0.9

0

0

0

NO

NO

0

0

0

120

CHAUL PATTI RD

E M BYPASS

CHAUL PATTI RD

3.2

4

0

0

NO

NO

15

2

0

121

CHETLA RD

K-GHAT ST RD

GOBINDA ARDY RD

0.8

2

0

0

NO

NO

25

2

2

122

CHOWRINGHEE RD

L L RAI SR

AJC BOSE RD

0.4

4

0

0

NO

NO

18

2

1

123

CHOWRINGHEE RD

AJCB RD

SHAKESPEARE SR

0.5

4

0

0

NO

NO

20

2

1

124

CHOWRINGHEE RD

S-PEARE SR

CATHEDRAL RD

0.2

6

0

0

NO

NO

20

1

0

125

CHOWRINGHEE RD

CATHEDRAL RD

MIDDLETON RD

0.2

6

0

0

NO

NO

20

2

0

126

CHOWRINGHEE RD

MIDDLETON RD

PARK STREET

0.6

6

0

0

NO

NO

20

2

0

127

CIRCUS AVE

PARK CIRCUS

AJCB RD

0.7

4

0

0

NO

NO

20

2

1

128

COLLEGE ST

EDEN HOSPITAL RD

0.2

4

0

0

NO

UR

8

1

0 0

129

COLLEGE ST

B B GANGULY ST EDEN HOSPITAL RD

SURYA SEN ST

0.4

4

0

0

NO

UR

8

1

130

COLLEGE ST

SURYA SEN ST

M G RD

0.3

4

0

0

NO

UR

8

1

0

131

COLLEGE ST

M G RD

MECHNA BAZAR ST

0.2

4

0

0

NO

UR

8

1

0

132

COSSIPORE RD

BARENDRA CH LN

BARENDRA CH LN

0.7

2

0

0

NO

NO

15

2

0

133

COSSIPORE RD

GIRISH CH AVE

LOCK GATE RD

0.3

2

0

0

NO

NO

20

2

2

134

COSSIPORE RD

LOCK GATE RD

K C JEE RD

1.2

2

0

0

NO

NO

20

2

0

135

COSSIPORE RD

K C JEE RD

K NATH DUTTA RD

1.5

2

0

0

NO

NO

20

2

0

136

COTTON ST

KALAKAR ST

RABINDRA SR

0.4

2

0

0

NO

NO

10

1

0

137

COTTON ST

KALAKAR ST

STRAND RD

0.4

2

0

0

NO

NO

10

1

1

138

COTTON ST

CR AVE

RABINDRA SR

0.4

2

0

0

NO

NO

10

1

1

139

COUNCIL H SE ST

KINGS WAY

B B GANGULY ST

1

4

0

0

NO

NO

12

2

1

140

COUNCIL H SE ST

B B GANGULY ST

INDIA EXCH PLAC

0.2

3

0

0

NO

NO

12

2

0

141

D C DEY RD

PALMAR BAZAR RD

TANGRA RD

0.6

0

0

0

NO

NO

0

0

0

142

D D CANTT ST RD

MANINDRA DUT RD

D D CANTT ST RD

0.3

2

0

0

NO

NO

15

2

2

143

D H RD

M G RD

BIREN ROY RD

3.4

6

0

0

YES

RES

30

2

2

144

D H RD

BIREN ROY RD

ROY BAHADUR RD

1.7

6

0

0

YES

RES

25

2

2

145

D H RD

ROY BAHADUR RD

SAHAPUR RD

1.3

6

0

0

YES

RES

25

2

2

146

D H RD

SAHAPUR RD

NAL RANJAN AVE

0.3

4

0

0

NO

RES

25

2

2

147

D H RD

N RANJAN RD

BURDWAN RD

0.7

4

0

0

NO

RES

25

2

2

148

D H RD

BURDWAN RD

JUDGES COURT RD

0.6

4

0

0

NO

RES

25

1

2

149

D H RD

JUDGES COURT RD

NATIONAL LIB RD

0.7

4

0

0

NO

RES

25

2

2

150

D H RD

NATIONAL LIB RD

I M TALA RD

0.7

4

0

0

NO

RES

25

2

2

0.3

4

0

0

NO

UR

25

2

2

1

4

0

0

NO

NO

15

2

0

151

D H RD

I M TALA RD

K M SR

152

D L KHAN RD

BELVEDER RD

AJCB RD

153

DESH BONDHU RD

SURYA SEN ST

G L GORE RD

1.2

2

0

0

NO

NO

20

2

2

154

DHAPA RD

P C CONNECTOR

1.3

6

0

0

NO

NO

20

2

2

155

DR. MM CH-JEE SR

CANAL WEST RD

EM BYPASS RAJA MONENDER RD

156

DR. MM CH-JEE SR

RAJA SENORA RD

APC RD

0.2

4

0

0

NO

NO

15

2

1

0

4

0

0

NO

NO

15

2

1 1

157

DR. M SHAH SR

GARIAHAT RD

JATINBAGH D

0.7

4

0

0

YES

NO

15

2

158

DR. M SHAH SR

S P M JEE RD

SARAT BOSE RD

0.8

4

0

0

YES

NO

15

2

1

159

DR. M SHAH SR

JATINBAGH D

SARAT BOSE RD

0.8

4

0

0

YES

NO

15

2

1

160

DR S BANERJEE RD

HEM NASKAR RD

1.3

4

0

0

NO

NO

15

2

1

HEM NASKAR RD

1.5

4

0

0

NO

NO

15

2

2

B B CHATERJEE LN

2

4

0

0

YES

NO

20

2

2

161

DR S BANERJEE RD

EM BYPASS CANAL WEST BANK

162

DR. S MOHON AVE

PARK CIRCUS

163

DUFFRIN RD

S N B-JEE RD

OUTRAM RD

0.4

4

0

0

NO

RES

25

2

1

164

DUM DUM RD

NORTHERN AVE

R N GUHA RD

2.6

4

0

0

NO

NO

20

2

2

165

DUM DUM RD

NORTHERN AVE

B T RD

0.9

4

0

0

NO

NO

20

2

1

166

DUM DUM RD

R N GUHA RD

JESSORE RD

0.1

4

0

0

NO

NO

20

2

1

167

D PRAN S-MAL RD

TOLLYGUNJ

PR.AN.SHAH RD

0.8

6

0

0

YES

UR

20

2

1

168

D PRAN S-MAL RD

PR.AN.SHAH RD

T CIRCULAR RD

0.2

6

0

0

NO

UR

23

2

1

169

E M BYPASS

SONARPUR ST. RD

GARIA ST RD

2.1

4

0

0

NO

NO

35

2

2

170

E M BYPASS

GARIA ST RD

PATULI THANA

0.7

4

0

0

NO

NO

35

2

2

171

E M BYPASS

PATALI THANA

NEW S-PUR RD

2.3

4

0

0

NO

NO

35

2

2

172

E M BYPASS

NEW S-PUR RD

R. B. CONNECTOR

2.4

4

0

0

NO

NO

30

2

2

173

E M BYPASS

R. B. CONNECTOR

CANAL BRIDGE

2.6

4

0

0

NO

NO

30

2

2

174

E M BYPASS

CANAL BRIDGE

P.C. CONNECTOR

0.8

4

0

0

NO

NO

30

2

2

175

E M BYPASS

P.C. CONNECTOR

CHAUL PATTI RD

2.6

6

0

0

YES

NO

30

2

2

176

E M BYPASS

CHAUL PATTI RD

0.4

6

0

0

YES

NO

30

2

2

177

E M BYPASS

1.1

6

0

0

YES

NO

35

2

2

178

E M BYPASS

DR. S B-JEE RD NARKELDANGA M RD

SURESH B-JEE RD NARKELDANGA M RD MANICKTALA M RD

1.2

6

0

0

YES

NO

35

2

2

179

E M BYPASS

MANICKTALA M RD

ULTADANGA RD

1.1

6

0

0

YES

NO

35

2

2

180

EDEN H-TAL RD

COLLEGE ST

CR AVE

0.3

4

0

0

NO

NO

15

1

1

181

EDEN H-TAL RD

RABINDRA SR

CR AVE

0.5

4

0

0

NO

NO

15

1

1

182

ELLIOT RD

AJCB RD

R A K RD

0.7

2

0

0

NO

UR

12

2

1

183

ESPLANADE EAST

OLD C HOUSE ST

RED RD

0.3

6

0

0

NO

UR

20

1

184

FAIRLY PLACE

STRAND RD

INDIA EXCH PLAC

0.2

185

FIRST AVE

EM BYPASS

SALT LAKE

0.4

6

0

0

YES

NO

35

2

2

186

FIRST AVE

EM BYPASS

C I T RD

0.4

4

0

0

NO

NO

20

2

2

0 0

187

GCK RD

P.C. CONNECTOR

TANGRA RD

1.5

2

0

0

NO

NO

20

2

2

188

GCK RD

TANGRA RD

D C DEY RD

0.5

2

0

0

NO

NO

15

2

2

189

G L GORE RD

K NATH DUTTA RD

DEENBONDHU RD

1.6

2

0

0

NO

NO

15

2

2

190

G L GORE RD

P W D RD

DEENBONDHU RD

0.8

2

0

0

NO

NO

15

2

2

191

GARFA RD

JADAB PUR RD

3.8

2

0

0

NO

NO

15

2

2

192

GARIA MAIN RD

R. B. CONNECTOR PRANABANANDA RD

NSCB RD

0.3

2

0

0

NO

NO

15

2

0

193

GARIA ST RD

GARIA STATION

E M BYPASS

1.2

2

0

0

NO

NO

20

1

2

194

GARIA ST RD

E M BYPASS

1.4

2

0

0

NO

NO

20

2

2

195

GARIA S-PUR RD

S-PUR ST RD

R S C M RD PRANABANANDA RD

2.2

2

0

0

NO

NO

15

2

2

196

GARIAHAT RD

PR.AN.SHAH RD

DR. MEG SAHA RD

1.4

4

0

0

YES

NO

15

2

0

197

GARIAHAT RD

DR. MEG SAHA RD

RB AVE

0.4

4

0

0

YES

NO

15

2

1

198

GIRIS CH AVE

P K PAL AVE

ARABINDA SR

0.1

6

0

0

NO

NO

26

2

2

199

GIRIS CH AVE

BHUPEN BOSE AVE

0.4

6

0

0

NO

NO

25

2

2

200

GIRIS CH AVE

P K PAL AVE BHUPEN BOSE AVE

BAG BAZAR ST

0.5

6

0

0

NO

NO

25

2

2

201

GIRIS CH AVE

BAG BAZAR ST

COSSIPORE RD

0.4

6

0

0

NO

NO

25

2

2

202

GOBINDA ADDY RD

ALIPORE RD

GOPAL NAGAR RD

0.4

2

0

0

NO

NO

15

2

2

203

GOBINDA ADDY RD

CHETLA RD

GOPAL NAGAR RD

0.3

2

0

0

NO

NO

15

2

2

204

GOPAL NAGAR RD

GOBINDA ADDY RD

CHETLA RD

0.2

2

0

0

NO

NO

20

2

2

205

GOPAL NAGAR RD

CHETLA RD

JUDGES COURT RD

0.9

2

0

0

NO

NO

20

2

2

206

GURUSADAY D RD

B-GUNJ CIRC RD

0.8

0

0

0

NO

NO

0

0

0

AJCB RD

2.1

4

0

0

NO

NO

20

1

0

BECK BAGAN ROW

0.4

0

0

0

NO

NO

15

0

0

207

HARISH MUK RD

A C AVE JUDGES COURT RD

208

HAZRA RD

A C AVE

209

HAZRA RD

BECK BAGAN ROW

B-GUNJ CIRC RD

0.8

4

0

0

NO

NO

15

2

1

210

HAZRA RD

SARAT BOSE RD

P BARUA SR

0.3

4

0

0

NO

NO

15

2

1

211

HAZRA RD

SARAT BOSE RD

0.6

4

0

0

NO

NO

15

2

2

212

HEM NASKAR RD

DR S B JEE RD

A M JEE RD NARKELDANGA M RD

1.3

2

0

0

NO

NO

10

2

2

213

HOSPITAL RD

AJCB RD

LOVERS LN

0.8

4

0

0

NO

NO

20

2

0

214

HOSPITAL RD

LOVERS LN

KHIDERPUR RD

0.7

4

0

0

NO

NO

20

2

0

215

I M TALA RD

K M SR

D H RD

0.2

4

0

0

NO

NO

25

2

2

216

INDIA EXCHG PL

BRABOURNE RD

RABINDRA SR

0.3

4

0

0

NO

NO

15

1

1

217

INDIA EXCHG PL

BRABOURNE RD

C HOUSE ST

0.2

4

0

0

NO

NO

15

1

1

218

J L N RD

PARK STREET

S N B JEE RD

0.9

6

0

0

NO

RES

25

0

0

219

J L N RD

S N B-JEE RD

LENIN SR

1

6

0

0

NO

NO

20

0

0

220

J M AVE

ABHAYNANDA SR

BHUPEN BOSE AVE

0.6

6

0

0

NO

NO

25

2

2

221

JATINBAGH RD

SOUTHERN AVE

0.5

0

0

0

NO

NO

0

0

0

222

JESSORE RD

R B AVE RAJA MANINDRA RD

PATIPUKUR

1.2

4

0

0

NO

NO

25

2

2

223

JESSORE RD

VIP RD

AIRPORT

0.2

3

0

0

NO

NO

30

2

2

224

JESSORE RD

R N GUHA RD

VIP RD

2.6

3

0

0

NO

NO

30

2

2

225

JESSORE RD

0.8

4

0

0

NO

NO

30

2

2

226

JESSORE RD

1.1

3

0

0

NO

NO

30

2

2

227

JESSORE RD

DUM DUM RD

0.3

3

0

0

NO

NO

30

2

2

228

JUDGES COURT RD

NEW RD

ALIPORE RD

0.3

4

0

0

NO

UR

20

1

0

229

JUDGES COURT RD

NEW RD

D H RD

0.2

4

0

0

NO

UR

20

1

0

230

JUDGES COURT RD

HARISH M-JEE RD

ASH M JEE RD

0.3

4

0

0

NO

UR

20

2

2

231

JUDGES COURT RD

HARISH M-JEE RD

BELVEDER RD

0.6

4

0

0

NO

UR

20

2

2

232

JUDGES COURT RD

BELVEDER RD

ALIPORE RD

0.7

4

0

0

NO

UR

20

2

2

233

K C JEE RD

B T RD

COSSIPORE RD

0.6

2

0

0

NO

NO

15

2

2

234

K K TAGORE ST

M DEBENDRA ST

RABINDRA SR

0.3

4

0

0

NO

NO

15

1

1

235

K K TAGORE ST

M DEBENDRA ST

STRAND RD

0.4

4

0

0

NO

NO

15

1

0

236

K M SR

C G R RD

I M TALA RD

1.6

0

0

0

NO

NO

25

0

0

237

K M SR

I M TALA RD

D H RD

0.2

0

0

0

NO

NO

25

0

0

238

K M SR

D H RD

AJCB RD

0.2

4

0

0

NO

UR

25

2

2

239

K N I AVE

BIDHAN NAGAR RD

0.1

4

0

0

YES

NO

40

2

2

240

K N I AVE

241

K N I AVE

242

KALAKAR ST

PATIPUKUR

VIP RD

0.9

4

0

0

YES

NO

40

2

2

1

4

0

0

YES

NO

40

2

2

COTTON ST

K K TAGORE ST

0.5

2

0

0

NO

NO

10

1

1

243

KESHAB SEN ST

A P C RD

RAM MOHON SR

0.5

3

0

0

NO

NO

20

2

1

244

KESHAB SEN ST

RAM MOHON SR

BHUPEN BOSE AVE

0.5

3

0

0

NO

NO

20

2

1

245

KG STATION RD

T-GUNJ CIRC RD

KALIGHAT ST

0.8

0

0

0

NO

NO

0

0

0

246

KHIDERPUR RD

AJCB RD

LOVERS LN

1.4

0

0

0

NO

NO

0

0

0

247

KHIDERPUR RD

LOVERS LN

HOSPITAL RD

0.3

0

0

0

NO

NO

0

0

0

248

KINGS AVE

N-SUBHAS RD

C HOUSE ST

0.2

0

0

0

NO

NO

0

0

0

249

KINGS AVE

STRAND RD

C HOUSE ST

0

0

0

0

NO

NO

0

0

0

250

KOYLA GHAT ST

N-SUBHAS RD

STRAND RD

0.1

3

0

0

NO

NO

12

2

1

251

K C RAN G SH RD

R K GHOSH RD

B T RD

1.5

2

0

0

NO

NO

20

2

2

252

K DUTTA RD

B T RD

G L GORE RD

0.8

2

0

0

NO

NO

15

2

1

253

L L RAI SR

SARAT BOSE RD

A M JEE RD

0.7

0

0

0

NO

NO

0

0

0

254

LAYALKA RD

BIJOY BOSE RD

R S C M RD

1.5

2

0

0

NO

NO

15

2

2

255

LAYALKA RD

BIJOY GHOSH RD

N S C B RD

0.8

2

0

0

NO

NO

15

2

2

256

LEELA ROY

R B AVE

HAZRA RD

0.7

6

0

0

NO

NO

20

2

2

257

LEELA ROY

HAZRA RD

BONDEL RD

0.3

6

0

0

NO

UR

20

2

2

258

LENIN SR

AJCB RD

NIRMAL CH ST

0.9

4

0

0

NO

UR

16

1

0

259

LENIN SR

AKCN RD

DR S SARKAR RD

0.1

4

0

0

YES

NO

16

2

2

260

LENIN SR

NIRMAL CH ST

MIRZA GALIB ST

0.1

4

0

0

NO

NO

15

1

0

261

LENIN SR

RED RD

RABINDRA SR

0.3

2

0

0

NO

UR

20

1

0

262

LOCK GATE RD

B T RD

COSSIPORE RD

1.1

2

0

0

NO

NO

15

2

1

263

LOVERS LANE

HOSPITAL RD

0.4

4

0

0

NO

NO

20

2

0

264

M G RD

KHIDERPORE RD CHANDI GHOSH RD

B LAL SHAH RD

0.5

2

0

0

NO

NO

15

2

2

265

M G RD

B LAL SHAH RD

D H RD

6

2

0

0

NO

NO

15

2

2

266

M G RD

APC RD

RAM MOHON SR

0.6

4

0

0

NO

UR

15

2

0

267

M G RD

COLLEGE ST

0.6

4

0

0

NO

UR

8

2

0 1

268

M G RD

RAM MOHON SR BHUPEN BOSE AVE

C R AVE

0.4

4

0

0

NO

UR

8

1

269

M G RD

CR AVE

RABINDRA SR

0.4

4

0

0

NO

UR

8

1

1

270

M G RD

RABINDRA SR

STRAND RD

0.8

4

0

0

NO

UR

8

1

0

271

KK TAGORE ST

NIMTALA GHAT ST

272

M DEBENDRA ST MAHENDRA DUTT RD

DD CANTT ST

JESSORE RD

2.1

2

0

0

NO

NO

273

MANIKTALA RD

EM BYPASS

VIP RD

1.1

4

0

0

NO

NO

274

MANIKTALA RD

VIP RD

CANAL EAST RD

1.2

4

0

0

NO

UR

275

MANIKTALA RD

CANAL EAST RD

CANAL WEST RD

0.1

4

0

0

NO

276

MANIKTALA RD

CANAL WEST RD

RAJA SENORA RD

0.3

6

0

0

277

MANIKTALA RD

RAJA SENORA RD

APC RD

0.2

6

0

0

278

MAYO RD

JLN AVE

RED RD

0.9

4

0

279

MAYO RD

OUTRAM RD

RED RD

0.9

6

0

280

MECHNA BAZAR

BHUPEN SR

C R AVE

0.4

3

0

0

NO

281

MIDDLETON ST

RUSSEL ST

CHOWRINGHEE RD

0.1

2

0

0

NO

282

MIRZA GHALIB ST

PARK STREET

ROYD ST

0.1

3

0

0

NO

283

MIRZA GHALIB ST

ROYD ST

S N B JEE RD

1

3

0

0

NO

284

MIRZA GHALIB ST

S N B-JEE ST

LENIN SR

0.2

3

0

0

NO

NO

12

1

1

285

MISSION ROW

RABINDRA SR

R N M JEE RD

0.2

4

0

0

NO

NO

10

1

0

286

MISSION ROW

BRABOURNE RD

R N M JEE RD

0.1

4

0

0

NO

UR

15

1

0

287

M_MATH DUTTA LN

BELGACHHIA RD

RAJA MAN_DRA RD

0.7

2

0

0

NO

NO

20

2

2

288

STRAND RD

KABITIRTHA SR

1.5

4

0

0

NO

NO

25

2

2

EM BYPASS

CIT RD

1.5

4

0

0

NO

NO

18

2

0

CIT RD

CANAL EAST RD

1.2

4

0

0

NO

NO

18

2

0

291

NAPIER RD NARKELDANGA M RD NARKELDANGA M RD NARKELDANGA M RD

CANAL EAST RD

CANAL WEST RD

0.1

4

0

0

NO

NO

18

2

0

292

NATIONAL LIB RD

ALIPORE RD

D H RD

0.5

0

0

0

NO

NO

0

0

0

293

NEW RD

BURDWAN RD

JUDGES COURT RD

0.5

2

0

0

NO

NO

25

2

2

294

NEW SAN PUR RD

AJOY NAGAR

SUKANDA SETU

2.4

0

0

0

NO

NO

0

0

0

295

NIMTALA GHAT RD

B K PAL AVE

STRAND RD

0.4

3

0

0

NO

NO

15

2

1

296

NIRMAL CH RA ST

LENIN SR

B B GANGULY ST

0.8

4

0

0

NO

UR

8

1

0

297

NORTHERN AVE

RAJA MAN_DRA RD

DUM DUM RD

0.8

2

0

0

NO

NO

30

2

2

298

NSBC RD

RSCM RD

LAYALKA RD

3.1

3

0

0

NO

NO

15

2

2

299

NSBC RD

LAYALKA RD

TOLLYGUNJ

1.4

3

0

0

NO

NO

15

2

2

300

NSBC RD

R R AVE

ESPLANADE EAST

0.2

6

0

0

NO

UR

25

2

0

289 290

0.6

6

0

0

NO

NO

10

2

2

20

2

2

20

2

1

20

2

1

UR

20

2

1

NO

UR

20

2

1

NO

UR

20

2

1

0

NO

RES

25

1

0

0

YES

RES

25

2

2

NO

10

2

1

NO

20

1

1

NO

12

1

1

NO

12

1

1

301

NSBC RD

ESPLANADE EAST

MISSION RD

0.4

4

0

0

NO

UR

15

2

0

302

NSBC RD

MISSION RD

B B GANGULY ST

0.3

4

0

0

NO

UR

25

1

0

303

NSBC RD

INDIA EXCHG PL

KOYLA GHAT ST

0.2

3

0

0

NO

NO

12

2

0

304

OUTRAM ROAD

J L N RD

RED RD

305

P A SHAH RD

GARIAHAT RD

GOLF GREEN

1.6

4

0

0

NO

NO

25

2

1

306

P A SHAH RD

D P SASMAL RD

GOLF GREEN

0.8

4

0

0

NO

NO

25

2

1

307

P C CONNECTOR

E M BYPASS

G C KHATICK RD

1.2

6

0

0

NO

NO

20

2

2

308

P C CONNECTOR

PARK CIRCUS

P C STATION

1

6

0

0

NO

NO

20

2

1

309

P C CONNECTOR

TILJALA RD

1.4

4

0

0

NO

NO

20

2

2 2

310

P W D RD

DHAPA RD DAKSHINESWAR ST

BARANAGAR RD ST

1.6

3

0

0

NO

NO

25

2

311

PALMAR BAZAR RD

D C DEY RD

BELIAGHATA M RD

0.1

2

0

0

NO

NO

15

2

2

312

PALMAR BAZAR RD

DC DEY RD

BELIAGHATA RD

0.4

2

0

0

NO

NO

15

2

2

313

PALMAR BAZAR RD

G C K RD

BELIAGHATA RD

0.6

2

0

0

NO

NO

12

1

2

314

PARK ST

PARK CIRCUS

A J C B RD

0.5

4

0

0

NO

NO

25

1

0

315

PARK ST

RUSSEL ST

MIRZA GHALIB ST

0.3

6

0

0

NO

NO

25

1

1

316

PARK ST

RUSSEL ST

J L N AVE

0.2

6

0

0

NO

NO

25

1

0

317

PARK ST

A J C B RD

WOOD ST

0.7

6

0

0

NO

NO

25

1

0

318

PARK ST

WOOD ST

CAMACK ST

0.1

6

0

0

NO

NO

26

1

0

319

PARK ST

CAMACK ST

MIRZA GHALIB ST

0.2

6

0

0

NO

NO

25

1

1

320

PIC GARDEN RD

TILJALA RD

PIC NIC GARDEN

0.9

6

0

0

NO

NO

0

0

0

321

PRANABANANDA RD

E M BYPASS

GARIA MAIN RD

1.4

2

0

0

NO

NO

20

2

2

322

R A K RD

PARK STREET

ELLIOT RD

0.3

4

0

0

NO

UR

10

1

1

323

R A K RD

ELLIOT RD

S N B JEE RD

1.1

4

0

0

NO

UR

10

1

1

324

R A K RD

S N B JEE RD

LENIN SR

0.2

4

0

0

NO

UR

10

1

0

325

R B AVE

GARIAHAT RD

JATINBAGH RD

0.4

4

0

0

YES

RES

25

2

1

326

R B AVE

GARIAHAT RD

BALLYGUNJ ST

0.9

4

0

0

YES

RES

25

2

2

327

R B AVE

S P M JEE RD

SARAT BOSE RD

0.7

4

0

0

YES

RES

25

2

2

328

R B AVE

S P M JEE RD

GOPAL PUR RD

0.9

4

0

0

YES

RES

25

2

2

329

R B AVE

JATINBAGH D

SARAT BOSE RD

0.8

4

0

0

YES

RES

25

2

1

330

R B CONNECTOR

E M BYPASS

BALLYGUNJ ST

3.2

4

0

0

NO

NO

25

2

2

331

R G KAR RD

CANAL WEST RD

CANAL EAST RD

0.7

4

0

0

NO

UR

15

2

2

332

R G KAR RD

CANAL EAST RD

CANAL WEST RD

0.1

4

0

0

NO

UR

15

2

2

333

R G KAR RD

CANAL WEST RD

NORTHERN AVE

0.1

4

0

0

NO

UR

15

2

2

334

R G KAR RD

RAJA SENORA RD

A P C RD

0.2

4

0

0

NO

UR

15

2

2

335

R MANINDRA RD

NORTHERN AVE

K BOSE RD

0.8

2

0

0

NO

NO

20

2

2

336

R MANINDRA RD

NORTHERN AVE

NORTHERN AVE

337

R MANINDRA RD

NORTHERN AVE

B T RD

338

R N GUHA RD

DUM DUM RD

339

R N M_JEE RD

MISSION ROW

340

R R AVE

341

R S C M RD

0

2

0

0

NO

NO

20

2

2

0.9

4

0

0

NO

NO

20

2

2

D D CANTT ST RD

1.5

2

0

0

NO

NO

20

2

2

B B GANGULY ST

0.3

4

0

0

NO

NO

15

2

1

J L NEHRU RD

RED RD

0.4

4

0

0

NO

NO

15

1

0

GARIA CONNECTOR

0.5

3

0

0

NO

NO

15

2

2 2

342

R S C M RD

N S B C RD GARIA CONNECTOR

BAGAJATIN ST RD

1.4

3

0

0

NO

NO

15

2

343

RABINDRA SR

C R AVE

GANESH CH AVE

0.5

4

0

0

NO

UR

12

2

1

344

RABINDRA SR

GANESH CH AVE

B B GANGULY ST

0.3

4

0

0

NO

UR

12

2

1

345

RABINDRA SR

B B GANGULY ST

INDIA EXCH PLAC

0.2

4

0

0

NO

UR

10

1

0

346

RABINDRA SR

INDIA EXCHG PL

M G RD

0.7

4

0

0

NO

UR

10

1

0

347

RABINDRA SR

M G RD

COTTON ST

0.1

4

0

0

NO

UR

10

1

0

348

RABINDRA SR

COTTON ST

VIVEKANAND RD

0.6

4

0

0

NO

UR

10

1

0 2

349

RABINDRA SR

VIVEKANAND RD

ABHAYNANDA SR

0.6

4

0

0

NO

UR

12

2

350

RABINDRA SR

ABHAYNANDA SR

B K PAL AVE

0.5

4

0

0

NO

UR

12

2

2

351

RABINDRA SR

B K PAL AVE

SOVA BAZAR RD

0.2

4

0

0

NO

UR

12

2

2

352

RABINDRA SR

STRAND RD

0.6

4

0

0

NO

UR

12

2

2

353

RAJA SENORA ST

SOVA BAZAR RD NARKELDANGA M RD

MANICKTALA M RD

0.9

4

0

0

NO

NO

18

2

2

354

RAJA SENORA ST

MANICKTALA M RD

BIDHAN NAGAR RD

1.1

4

0

0

NO

NO

18

2

2

355

RAJA SENORA ST

BIDHAN NAGAR RD

R G KAR RD

0.9

4

0

0

NO

NO

18

2

1

356

RAM MOHON SR

B B GANGULY ST

SURYA SEN ST

0.4

4

0

0

NO

UR

15

1

2

357

RAM MOHON SR

SURYA SEN ST

KESHAB SEN ST

0.6

4

0

0

NO

NO

15

1

2

358

RAM MOHON SR

KESHAB ST

VIVEKANAND RD

0.9

4

0

0

NO

NO

15

1

2

359

RED RD

KHIDERPORE RD

OUTRAM RD

0.3

6

0

0

NO

NO

25

2

0

360

RED RD

MAYO RD

R R AVE

0.2

6

0

0

NO

NO

25

2

0

361

RICHI RD

HAZRA RD

0.5

6

0

0

NO

UR

20

2

0

362

ROY BAHADUR RD

B GUNJ CIRC RD BUROSHIBTALA MRD

D H RD

1.4

2

0

0

NO

NO

10

2

2

363

ROYD ST

R A K RD

MIRZA GHALIB ST

0.3

2

0

0

NO

NO

12

1

1

364

RSCM RD

BAGAJATIN ST RD

MIDDLE RD

1.2

4

0

0

NO

NO

15

2

2

365

RSCM RD

MIDDLE RD

PR.AN.SHAH RD

1

6

0

0

YES

NO

15

2

2

366

RUSSLE RD

PARK STREET

MIDDLETON ST

0.4

2

0

0

NO

NO

20

1

1

367

S N B_JEE RD

R A K RD

MIRZA GHALIB ST

0.7

4

0

0

NO

NO

16

1

0

368

S N B_JEE RD

AJCB RD

R A K RD

0.9

4

0

0

NO

NO

16

1

0

369

S N B_JEE RD

AJCB RD

DR S SARKAR RD

0.1

4

0

0

NO

NO

16

1

0

370

S N B_JEE RD

M_GHALIB ST

J L N AVE

0.3

4

0

0

NO

NO

16

1

0

371

S P MUKHERJEE RD

T-GUNJ CIRC RD

DR MEG SAHA RD

1.4

4

0

0

YES

RES

22

2

1

372

S P MUKHERJEE RD

DR. MEG SAHA RD

R B AVE

0.2

6

0

0

YES

RES

25

2

1

373

S P MUKHERJEE RD

R B AVE

HAZRA RD

0.7

6

0

0

YES

RES

20

2

1

374

SARAT BOSE RD

GOLF GREEN

SOUTHERN AVE

1.4

0

0

0

NO

NO

18

0

0

375

SARAT BOSE RD

DR. MEG SAHA RD

R B AVE

0.5

6

0

0

NO

NO

18

2

1

376

SARAT BOSE RD

R B AVE

HAZRA RD

0.8

6

0

0

NO

NO

18

2

1 1

377

SARAT BOSE RD

HAZRA RD

L L RAI SR

1.5

6

0

0

NO

NO

18

2

378

SARAT BOSE RD

L L RAI SR

AJCB RD

0.4

6

0

0

NO

NO

18

2

1

379

SD AMIR ALI AVE

GURUSADAY RD

PARK CIRCUS

1

6

0

0

NO

UR

20

2

1

380

SHAHPUR RD

T-GUNJ CIRC RD

D H RD

0.7

2

0

0

NO

NO

15

2

0

381

SOVA BAZAR RD

B K PAL AVE

J M AVE

0.2

3

0

0

NO

NO

20

2

1

382

SOVA BAZAR RD

B K PAL AVE

RABINDRA SR

0.1

3

0

0

NO

NO

20

2

1

383

SOVA BAZAR RD

RABINDRA SR

STRAND RD

0.6

3

0

0

NO

NO

20

2

1

384

STRAND RD

K M SR

NAPIER RD

1.5

4

0

0

NO

UR

15

2

1

385

STRAND RD

NAPIER RD

KINGS WAY

1.1

4

0

0

NO

NO

15

2

2

386

STRAND RD

KINGS WAY

B B GANGULY ST

1.5

6

0

0

NO

NO

15

1

0

387

STRAND RD

B B GANGULY ST

INDIA EXCHG PL

0.2

6

0

0

NO

NO

15

1

0

388

STRAND RD

INDIA EXCHG PL

CO.HOUSE ST

0.2

6

0

0

NO

NO

15

1

0

389

STRAND RD

BRABOURNE RD

M G RD

0.4

4

0

0

NO

NO

10

2

0 0

390

STRAND RD

SOVA BAZAR RD

BAG BAZAR ST

1.1

4

0

0

NO

NO

15

2

391

STRAND RD

BAG BAZAR ST

GIRISH CH AVE

0.5

4

0

0

NO

NO

15

2

0

392

STRAND RD

COTTON ST

M G RD

0.1

6

0

0

NO

NO

10

2

0

393

STRAND RD

COTTON ST

K K TAGORE AVE

0.4

0

0

0

NO

NO

10

0

0

394

STRAND RD

K K TAGORE ST

NIMTALA GHAT

0.7

6

0

0

NO

NO

10

1

2

395

STRAND RD

NIMTALA GHAT ST

SOVA BAZAR RD

0.8

6

0

0

NO

NO

10

2

2

396

SURYA SEN ST

APC RD

RAM MOHON SR

0.5

3

0

0

NO

NO

15

1

1

397

SURYA SEN ST

RAMMOHON SR

COLLEGE ST

0.5

3

0

0

NO

NO

15

1

1

398

SURYA SEN ST

COLLEGE ST

C R AVE

0.4

3

0

0

NO

NO

15

1

1

399

SURYA SEN ST

DEEN BANDHU RD

P W D RD

0.5

2

0

0

NO

NO

20

1

2

400

S_SPEARE SR

PARK CIRCUS

AJCB RD

0.4

6

0

0

NO

NO

20

1

0

401

S_SPEARE SR

CATHEDRAL RD

CHOWRINGHEE RD

0.1

4

0

0

NO

NO

20

1

0

402

S_SPEARE SR

AJCB RD

WOOD ST

0.7

4

0

0

NO

NO

20

1

0

403

S_SPEARE SR

WOOD ST

CAMACK ST

0.1

4

0

0

NO

NO

20

1

0

404

S_SPEARE SR

CAMACK ST

CHOWRINGHEE RD

0.1

4

0

0

NO

NO

20

1

0

405

TANGRA RD

CONVENT RD

G C K RD

1.1

2

0

0

NO

NO

15

2

2

406

TILJALA RD

PIC GARDEN RD

P C CONNECTOR

1.1

0

0

0

NO

NO

0

0

0

407

T-GUNJ CIRC RD

D P SASMAL RD

0.5

2

0

0

NO

NO

11

2

0

408

T-GUNJ CIRC RD

SHAPUR RD

B LAL SHAH RD BUROSHIBTALA MRD

1.1

4

0

0

NO

NO

18

2

2

409

T-GUNJ CIRC RD

SHAPUR RD

D H RD

0.7

2

0

0

NO

NO

11

2

2

410

T-GUNJ CIRC RD

B LAL SHAH RD

K GHAT ST RD

1.1

2

0

0

NO

NO

11

2

0

411

VIP RD

K N I AVE

1

4

0

0

NO

NO

40

2

2

412

VIP RD

JESSORE RD

3.5

4

0

0

NO

NO

40

2

2

413

VIVEKANAND RD

APC RD

RAM MOHON SR

0.2

6

0

0

NO

NO

20

2

1

414

VIVEKANAND RD

RAMMOHON SR

BHUPEN SR

0.5

6

0

0

NO

NO

20

2

1

415

VIVEKANAND RD

COLLEGE ST

J N AVE

0.5

6

0

0

NO

NO

20

2

1

416

VIVEKANAND RD

BHUPEN SR

C R AVE

0.5

6

0

0

NO

NO

20

2

1

417

WOOD ST

S_SPEARE SR

PART ST

0.6

3

0

0

NO

NO

15

1

1

K N I AVE

JESSORE RD

1.1

2

0

0

NO

NO

30

2

2

418 419

K N I AVE

JESSORE RD

0.9

0

0

0

NO

NO

0

0

0

420

VIP RD

JESSORE RD

2

2

0

0

NO

NO

2

2

2

Annexure II SPEED & LENGTHS OF ARTERIAL ROADS OF KMA S. No

Name of the Road

Total Length (in Km.) 2 2 1 3 4 1 1 2 1 12 7 3 6 2 4

Travel Time in min 8 8 3 7 9 3 2 7 4 36 14 5 24 8 15

Corridor Speed (in Km./Hr.) 15 15 20 25 25 20 30 18 15 20 30 40 15 15 16

5

20

15

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Deshpran Sasmal Road S.P. Mukherjee Road A.T. Mukherjee Road J.N. Nehru Road C.R. Avenue J.M. Avenue Bhupen Bose Avenue R.G. Kar Road Raja Maninder Road D.H. Road Prince Anwer Shah Rd. Southern Avenue Gariahat Road Syed Amir Ali Avenue Raja S.C. Mallick Road

16

N.S.C. Bose Road

17

Lenin Sarani

2

6

20

18

Bidhan Sarani

4

15

16

19

B.T. Road

6.5

16

24.4

20

A.P.C. Road

5

17.5

17

21

Sundri Mhn Avenue

2.5

6

25

22

A.J.C. Bose Road

6

20

18

23

VIP Road

9

20

27

24

Parks Street

2.1

8

16

25

Howrah Bridge

3.9

12

20

26

M.G. Road

3

20

9

27

Convent Lane

1

3

20

28

Maniktola Main Road

28

Vivekanand Road

2

8

15

1.2

5

14

Source: Primary survey, Comprehensive Mobility Plan, January 2008

ANNEXURE III TRAFFIC VIOLATION Type of Offence Unauthorized Parking

Counts

Percentage

3,05,618

59.6

28,368

5.5

3,522

0.7

Rash & negligent Driving

17,356

3.4

Centre & stop line violation

33,274

6.5

Traffic signal & U Turn violation

85,178

16.6

Driving without wearing a Seat belt

2,761

0.5

Driving without indicator light

6,917

1.3

391

0.1

4,662

0.9

10,182

2.0

86

0.0

14,635

2.9

5,12,950

100.0

2 Wheeler drivers without helmet No entry violation

Driving without Rear view mirror Driving without a windscreen wiper Defective Tyre Dazzling Others Total Source: Kolkata Traffic Police, Kolkata, 2008

ANNEXURE IV LEVEL OF SERVICE CRITERIA Level Of Service

Ratio of Average Travel

Volume Capacity Ratio

Speed to Free Flow Speed A

0.9

0.3

B

0.7

0.5

C

0.5

0.7

D

0.4

0.85

E

0.33

1.0

F

0

>1.0

ANNEXURE V NUMBER OF PASSENGERS SERVED BY FERRY SERVICES OPERATED WITHIN THE CORE OF CENTRAL AREA OF KMC ON THE EAST BANK (Average Weekday, 2007-08)

Name of Ferry Station Armeinan (001) Fairlie (003-1) Fairlie (003-2) Chandpal (005-1) Chandpal (005-2) Babughat (007) Jagannath Ghat(009) Total

Number of Passengers (in lakh) Arrival Departure Total 2006 2007 2006 2007 2006 2007 9.1 8.8 10.61 10.85 19.71 19.74 11.6 11.24 13.25 13.74 24.86 24.98 NA NA NA NA NA NA 20.64 20.74 24.02 24.74 44.66 44.98 14.17 13.44 17.12 16.43 31.29 29.87 NA NA NA NA NA NA 0.79 0.66 1.89 1.55 2.68 2.27 56.3 54.88 66.89 67.31 123.2 121.84

Source: WEST Bengal Surface transport Corporation Ltd.; Hooghly Nadi Jalapath Paribahan Samity Ltd.

NUMBER OF PASSENGERS SERVED BY FERRY GHATS LOCATED ON THE EAST BANK OF RIVER HOOGLY WITHIN KMA OUTSIDE THE CORE OF THE CENTRAL AREA OF KMC (Average Weekday, 2007-08)

Name of Ferry Station Ahiritola(103) Shovabazar(105) Baghbazar(107) Cossipore(109) Baranagar R.B.G.(111) Baranagar K.G.(113) Panihati(117) Jagatdal(123) Naihati(125) Metiaburze(201) Budge Budge Kali Bari(203)

Number of Passengers (in lakhs) Arrival Departure Total 2006 2007 2006 2007 2006 2007 4.7 4.5 16.8 6.7 11.5 11.2 3.3 3.2 5.0 4.8 8.3 7.9 4.9 4.7 7.4 7.0 12.2 11.7 0.3 0.2 0.3 0.3 0.6 0.5 0.1 N.A. N.A. N.A. 16.5

0.1 N.A. N.A. N.A. 16.8

0.2 N.A. N.A. N.A. 20.9

0.2 N.A. N.A. N.A. 20.5

0.3 N.A. N.A. N.A. 37.3

0.3 N.A. N.A. N.A. 37.3

8.5

8.8

10.3

10.8

18.7

19.6


NUMBER OF PASSENGERS SERVED BY JETTIES LOCATED IN THE WEST BANK OF RIVER HOOGLY WITHIN KMA (Average Weekday, 2007-08)

Name of Ferry Station Howrah -I (002-1) Howrah -II (002-2) Howrah -III (002-3) Howrah -IV (002-4) Telkal(004) Ramkrishnapur(006) Shibpur(008) Bandhaghat(102) Salkia(104) Ghusuri(106) Belur(108) Bally(110) Konanagar(112) Chandan Nagar(118) Chinsurah(126) Nazirgunj(202) Bauria(204) Total

Number of Passengers (in lakh) Arrival Departure Total 2006 2007 2006 2007 2006 2007 43.54 43.49 33.88 32.75 77.42 76.24 24.02 24.74 20.64 20.24 44.66 44.98

11.13 5.99

10.67 5.77

9.22 4.95

8.73 4.7

20.35 10.9

19.4 10.4

1.89

1.55

0.79

0.6

2.6

2.2

20.88 10.25

20.5 10.78

16.51 8.45

16.7 8.8

37.3 18.7 212.1

37.2 19.6 210.1


ANNEXURE VI INCREASE IN THE NO. OF IPT REGISTRATION Year

Taxi/ Cont. Carriage

Auto Rickshaw

Total

2000

38,708

24,613

11,25,266

2001

42,816

17,700

11,71,787

2002

45,411

32,607

13,16,101

2003

52,700

38,461

14,47,297

2004

57,207

32,346

15,39,632

2005

50,611

49,567

15,36,500

2006

52,467

35,961

16,30,612

2007

55,142

37,941

19,85,578

Average Annual Growth (%)

5.5

12.78

8.64

Source: RTA, 2008

ANNEXURE VII ON-STREET PARKING IN EAST TO WEST DIRECTION Name of the Road

No of Vehicles

Fairlie Place India Exchange Place India Exchange Extension Sunyatsen Street Sunyatsen Extension Koilaghat street Hare Street Mission Road British India Street Kiran Shanker Roy Street Road Govt. Place North Waterloo Street

59 75 150 42 30 63 64 118 43 102 34 93

Esplanade Row west including High Court and adjoining area

292

Backside of Lal Bazar Ganesh Chandra Avenue Total

68 95 1327


Area Occupied (sq. metre) 137.03 174.19 348.38 97.55 69.68 146.32 148.64 274.06 99.87 236.90 78.97 215.99 678.17 157.93 220.64 3081.96

ANNEXURE VIII ON-STREET PARKING IN NORTH TO SOUTH DIRECTION

Name of the Road Strand Road Old P.O Street Church lane Bank Shall street N.S Road Wellesly Place Old Court House Street R.N Mukherjee Road Bentick Street

No of Vehicles 285 93 76 82 120 61 73 65 120

Area Occupied (sq. metre) 661.91 215.99 176.51 190.45 278.70 141.67 169.54 150.96 278.70

Brabounne Road

184

427.34

Within BBD Bag Perpendicular

278

645.66

42

97.55 3432.66

Rabindra Sarani Total

1478


Lane 4

4 4 (no median) with tram alignment 4 (no median) with tram alignment 4 (no median) with tram alignment

ANNEXURE IX

FREIGHT MOVEMENT

FREIGHT HANDLING OF KOLKATA DOCK SYSTEM Year

Imports

Exports

Total

2002-2003

6.337

0.864

7.201

2003-2004

7.559

1.134

8.693

2004-2005

8.201

1.744

9.945

2004-2005

8.201

1.744

9.945

2005-2006

8.628

2.178

10.806

2006-2007

9.751

2.845

12.596

Apr'07-Jan'08

7.818

2.776

10.594

Source: Kolkata Port Trust, Kolkata

COMMODITY WISE EXPORT OF KOLKATA PORT IN 2005-2006 Commodity

Received by Rail

Received by Road

Received by Inland Water Transport

Received Through Pipeline

Total

0

150753

0

0

150753

30342

1221451

26

0

1251819

(2364 TEUs)

(90954 TEUs)

(2 TEUs)

Iron & Steel Products

0

15215

0

0

15215

Steel Pipe

0

18017

0

0

18017

Machinery

0

9274

0

0

9274

1916

0

1228

0

3144

0

3717

0

0

3717

900

0

0

0

900

Granulated Slag

0

4754

0

0

4754

Gypsum

0

898

0

0

898

Iron Ore

99063

2493

44565

0

146121

2549

4890

0

0

7439

0

163567

5955

302864

472386

1292

46218

0

0

47510

Tonnage POL (Product) Container

Rice Cement Clinker Sugar

Manganese Ore Fly Ash General Export

(93320 TEUs)

0

46014

0

0

46014

136062

1687261

51774

302864

2177961

IVW Traffic Total Export Source: Kolkata Port Trust, Kolkata

COMMODITY WISE EXPORT OF KOLKATA PORT IN 2006-2007

Received by Rail

Received by Road

Received by Inland Water Transport

Total

Tonnage

Tonnage

Tonnage

Tonnage

Commodity %

%

%

%

POL (Product)

0

0%

122488

100%

0

0%

122488

100%

Container

50307

3.12%

1559951

96.88%

0

0%

1610258

100%

(2784 TEUs)

2.52%

(107857 TEUs)

97.48%

(110641 TEUs)

100%

0

0%

29568

100%

0

0%

29568

100%

0

0%

360

100%

0

0%

360

100%

0

0%

3505

100%

0

0%

3505

100%

0

0%

2015

100%

0

0%

2015

100%

0

0%

12131

100%

0

0%

12131

100%

Iron Ore

67437

30.02%

128041

57.00%

29152

12.98%

224630

100%

Fly Ash

0

0%

697445

100%

0

0%

697445

100%

General Export

21561

25.67%

62422

74.33%

0

0%

83983

100%

0

0%

58899

100%

0

0%

58899

100%

139305

4.89%

2676825

94.08%

29152

1.02%

2845282

100%

Iron & Steel Products Steel Pipe (IWT) Machinery Cement Clinker (IWT) Granulated Slag IWT

IVW Traffic Total Export

Source: Kolkata Port Trust, Kolkata

ANNEXURE X

NATIONAL AMBIENT AIR QUALITY STANDARDS Pollutants

Sulphur Dioxide (SO2)

Oxides of Nitrogen as (NO2)

Suspended Particulate Matter (SPM)

RespirableParticulate Matter (RPM) (size less than 10 microns) Lead (Pb)

Ammonia1

Carbon Monoxide (CO)

Timeweighted average

Concentration in Ambient Air Industrial Residential, Sensitive Areas Rural & Other Areas Areas

Method of Measurement

Annual Average*

80 µg/m

3

60 µg/m

3

15 µg/m

3

- Improved West and Geake Method Ultraviolet Fluorescence

24 hours**

120 µg/m

3

80 µg/m

3

30 µg/m

3

Annual Average*

80 µg/m

3

60 µg/m

3

15 µg/m

3

- Jacob & Hochheiser Modified (Na-Arsenite) Method - Gas Phase Chemiluminescence

24 hours**

120 µg/m

3

80 µg/m

3

30 µg/m

3

Annual Average*

360 µg/m

3

140 µg/m

3

70 µg/m

3

24 hours**

500 µg/m

3

200 µg/m

3

100 µg/m

3

Annual Average*

120 µg/m

3

60 µg/m

3

50 µg/m

3

24 hours**

150 µg/m

3

100 µg/m

3

75 µg/m

3

Annual Average*

1.0 µg/m

3

0.75 µg/m

3

0.50 3 µg/m

24 hours**

1.5 µg/m

3

1.00 µg/m

3

0.75 3 µg/m

.

Annual Average*

0.1 mg/ m

3

0.1 mg/ m

3

3

.

24 hours**

0.4 mg/ m3

0.4 mg/m3

0.4 mg/m3

- Non Dispersive Infra Red (NDIR)

8 hours**

5.0 mg/m

3

2.0 mg/m

3

1.0 mg/ 3 m

Spectroscopy

1 hour

10.0 mg/m

3

4.0 mg/m

3

3

Spectroscopy

0.1 mg/m

2.0 mg/m

- High Volume Sampling, (Average flow rate not less than 1.1 m3/minute). - Respirable particulate matter sampler

- ASS Method after sampling using EPM 2000 or equivalent Filter paper .

*

Annual Arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval.

**

24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceed but not on two consecutive days.

Source: West Bengal Pollution Control Board (WBPCB), http://www.wbpcb.gov.in/html/air_standard.shtml

AIR QUALITY IN DIFFERENT LOCATIONS IN KMA, 2005

S. No.

1.

2.

3.

4.

Location

SPM SO2 (μg/m3) (μg/m3 ) (Permissible (Permissible Limit = Limit = 200μg/m3) 80μg/m3) At Icchapur Sewage Pumping Station

NOx (μg/m3) (Permissible Limit = 80μg/m3)

CO HC (mg/m3) (mg/m3) (Permissible Limit = 2 mg/m3)

4 PM to 12AM 12 AM to 8AM 8 AM to 4 PM Average Sialdah Station 2 PM to 10PM 10 PM to 6AM 6 AM to 2 PM Average EM Bye Pass 5 PM to 1 AM 1 AM to 9AM 9 AM to 5PM Average Karunamoyee bus stand

215.4 228.6 294.6 246.2

9.0 6.5 9.0 8.2

58.0 61.1 58.0 59.0

ND 1.00 ND 1

ND ND ND ND

600.5 610.5 537.2 582.7

12.9 18.8 16.0 15.9

68.6 63.0 52.0 61.2

1.5 1.0 1.6 1.4

1.6 2.5 1.8 1.9

310.4 316.4 289.6 305.5

10.6 13.0 11.0 11.5

67.8 61.0 68.0 65.6

1.6 1.0 ND 1.3

1.0 2.6 1.8 1.8

6 PM to 2AM 2 AM to 10AM 10 AM to 6 PM Average

280.4 361.5 321.4 321.1

10.7 10.0 11.0 10.6

71.1 71.0 62.0 68.0

1.2 1.4 1.0 1.2

ND 1.0 ND 1.0

Source: “East – West Kolkata Metro Corridor: EIA and SIA” by Rites Ltd. Urban/environmental Engineering.

LARGE AND MEDIUM INDUSTRY UNITS & INVESTMENT (1991 TO 2005) Industry Cement. Glass, Ceramics & Fly Ash Bricks

Item(No. of units & Investment Rs. in Crores) No. of Unit

West Bengal

KMADistricts

Share of KMA in West Bengal (%)

64

20

31.25 %

Investment

1040.48

501.85

48.23%

Chemicals, Petrochemicals Industrial Gases etc.

No. of Unit

73

32

43.84%

Investment

9985.18

390.04

3.91%

Drugs, Pharmaceuticals and toilet Goods.

No. of Unit

26

22

84.62%

Investment

246.39

164.66

66.83%

Electrical and Electronics

No. of Unit

252

94

37.30%

Investment

1546.68

750.65

48.53%

Engineering

Food Products

No. of Unit

71

62

87.32%

Investment

801.51

397.52

49.60%

No. of Unit

252

94

37.30%

Investment

1546.68

750.65

48.53%

Hotel, Hospital, Service Sector, Multimedia etc.

No. of Unit

33

20

60.61%

Investment

651.6

603.66

92.64%

Leather & Rubber

No. of Unit

22

22

100.00%

Investment

162.34

162.34

100.00%

No. of Unit

18

9

50.00%

Investment

400.08

268.08

67.01%

Paper Wood, Plywood and Board

No. of Unit

17

9

52.94%

Investment

159.61

118.66

74.34%

Plastic Goods

No. of Unit

77

60

77.92%

Investment

1039.71

471.27

45.33%

Metallurgical Products

Software & Telecom

No. of Unit

59

56

94.92%

Investment

599.45

564.95

94.24%

Steel Ingots, Alloys, Sponge Iron, Steel Products

No. of Unit

303

122

40.26%

Investment

9157.92

1739.75

19.00%

Textile (wool, silk, knitted goods, jute, ready garments , yarn) Miscellaneous

No. of Unit

91

77

84.62%

Investment

1629.1

1261.82

77.46%

No. of Unit

70

46

65.71%

Investment

704.26

382.83

54.36%

No. of Unit

1428

745

52.17%

Investment

29670.99

8528.73

28.74%

Total

Source: Revised City Development Plan, KMA, 2007

ANNEXURE - XI

DETAILED PEDESTRIAN DESIGN GUIDELINES The detailed component wise pedestrian design guidelines are recommended as below:

SIDEWALKS The three basic design elements of a sidewalk are width, surface and separation from adjacent motorized vehicular traffic. The minimum width for a new sidewalk should be four feet. As adjacent land uses become more intense, the minimum widths for sidewalks increase to six feet for medium density areas, such as townhouses or small commercial areas, and ten feet in high density areas, like the County's Metro corridors. These minimum widths are the clear area of the sidewalk and do not include things like street trees, street lights, traffic signal poles, signs and parking meters.

Sidewalks There are three common types of sidewalk surfaces. The most common surface is basic concrete. A majority of sidewalks are made of concrete because it is a smooth and durable surface. In many commercial areas, sidewalks are constructed with concrete pavers. Paver walks are viewed as being more attractive than plain concrete and add an urban feel to these areas; however, people with certain physical disabilities may have difficulty maneuvering in them. Sidewalks are also built with a concrete walking surface and paver borders, "sandwich" style, for walkability with a more aesthetic touch. The final design element of a good sidewalk is providing separation from motor vehicle traffic. Pedestrians are least comfortable walking directly adjacent to moving cars, trucks and buses, so it should be assured to provide non-pedestrian, nonvehicular space between vehicle travel lanes and the sidewalk. This space also provides an area for trees, poles, signs, etc. so that the minimum clear widths for the sidewalk can be maintained.

In residential areas, a utility/planting stripe of two-and-one-half to four feet is provided. In commercial and mixed use areas, a space of four to six feet is provided, either as a continuous planting stripe or as an area with street tree pits, street lights, and other street furniture. In some areas where there is not room to provide separation between the street and a sidewalk, on-street parking can serve as a buffer and actually improve the pedestrian experience.

CONVENIENT AND SAFE CROSSINGS Crosswalks are critical elements of the pedestrian network that support other transportation modes as well. A crosswalk is defined as any portion of a roadway at an intersection or elsewhere that is distinctly indicated

for pedestrian crossing. When crosswalks are marked across the road at an intersection, they are the only legal crosswalks across the road at that intersection.

When no crosswalks are marked, the law defines a crosswalk at each leg of every intersection as "the prolongation or connection of the lateral lines of the sidewalks on each side" (or where the sidewalk would be if there is none).

There are several attributes of good crosswalks, which can be realized through a variety of tools and designs:

Appropriate Intervals: A reasonable match between the frequency of good crossing opportunities along a street and the potential demand for crossing.

Clarity: Obvious where to cross and easy to understand possible conflict points with traffic.

Visibility: Location and illumination of the crosswalk allow pedestrians to see and be seen by approaching traffic while crossing.

Clear Crossing: Free of barriers, obstacles, and hazards.

Adequate Crossing Time: The time available for crossing accommodates users of all abilities.

The minimum width of a crosswalk is six feet, and many crosswalks are wider, up to 10 feet at crossings with high volumes of pedestrians.

Figure: Pedestrian Crossing

The most common marking is at the crossings where higher volumes of pedestrians are expected, the ladder style crosswalk marking is used. This style includes two-foot wide bands perpendicular to the solid parallel lines. This type of crosswalk is used at crossings near schools and parks, for mid-block crossings and at intersections with high numbers of pedestrian crossings.

At lower-volume pedestrian crossings and signalized intersections marking can be done by drawing two solid parallel lines.

Crossing distances also affect pedestrian safety. The goal should be to minimize pedestrian crossing distances, with none exceeding 60 feet. A variety of design features can be used to help minimize pedestrian crossing distance. The designs either reduce or break up the actual crossing distance by introducing medians or nubs to the intersections.

CURB RADIUS REDUCTIONS As shown in the drawing a smaller curb return radius results in a shorter pedestrian crossing distance. Reducing the curb radius also tends to require vehicles to travel more slowly around a corner, which is an additional benefit to pedestrians. Figure: Road Geometry –Curb Radius and Cross walk Relationship

NUBS OR CURB EXTENSIONS

Figure: Curb Extension

Nubs extending the curb out into the street are used at intersections and in the middle of blocks to reduce pedestrian crossing distance and to improve the visibility of pedestrians and motorists. Nubs can also help to slow motor vehicle traffic by physically and visually narrowing roads.

MEDIANS AND ISLANDS Medians and pedestrian crossing islands can greatly improve pedestrian safety at street crossings with high volumes of traffic and multiple travel lanes. Medians and islands break and reduce pedestrian crossing distances and allow pedestrians to confront traffic traveling only in one direction at a time. A study conducted by the Federal Highway Administration found that at pedestrian crossings without traffic signals, a raised median or island had the greatest impact on reducing pedestrian-vehicle crashes.

BICYCLE MOVEMENT MANDATORY PROVISION OF FACILITIES IN ANY NEW DEVELOPMENT PROJECT As per the data of accidents in KMA around 75% of the cyclists and pedestrians are exposed to the greater risk of accidents as they share a common right of way with the motorized vehicles. In accordance to the National Urban Transport Policy infrastructure for cyclists and pedestrians have to be a part of the transportation system. We would recommend a policy that makes it mandatory to include facilities for both these modes in all future expansion of physical infrastructure within the KMA boundary. It is also a reason that in all the proposals related to arterial roads, ring roads, etc. we have recommended bicycle and pedestrian ways to be incorporated. There is a consideration of bicycle parking in station areas and other areas also.

RENTAL BIKING SYSTEM Paris explored a good practice of bicycle rentals. A fashion started after introduction of the scheme. A year after the introduction of the sturdy gray bicycles known as Vélib’s, they are being used all over Paris. The bicycles are cheap to rent because they are subsidized by advertising, and other major cities, including American ones, are exploring similar projects. About 20,600 Vélib’s bicycles are in service in Paris, with more than 1,450 self-service rental stations. The same practice should be introduced in Kolkata as a significant percentage of people travel by bicycle. Keeping this recommendation in view a detailed bicycle way design guideline has been provided in the later section of the chapter.

The above recommendation should be incorporated in Kolkata Metro Core Area as soon as possible as the environmental condition of this part of KMA is the worst e.g. the air quality of the core area is the worst. In some cities, hotels offer free transit tickets and fewer parking spaces; others offer free use of bicycles and convenient use of business equipment, while reducing their parking spaces. In Kolkata also hotels may be introduced with such a scheme, to be incorporated; by subsidizing these hotels for introduction of the scheme.

DETAILED BICYCLE WAY DESIGN GUIDELINES LANE LOCATION •

Bicycle lanes shall be placed on the left-hand side of the street.

SIGNAGE •

Bicycle route signs with destination signing shall be placed at all points where a bicycle lane intersects another bicycle way.

•

Street signs identifying major or secondary highways and collector streets shall be placed where a bicycle path intersects and/or provides access to such streets

•

A bicycle symbol pavement marking shall be placed on the far side of each intersection within four (4) feet of the curb. The symbol shall also indicate the morning and evening peak hours in addition to the word message "bicycle way". No bicycle lane striping shall be marked. The symbol pavement marking shall be repeated once each approximately fifty feet along the bicycle way.

•

A 'Bicycle Lane Ahead' sign shall be installed in advance of the beginning of the bicycle lane and along each Bicycle Lane at every arterial street, at all major changes in direction, and at maximum 800 m (1/2 mile) intervals and a 'Bicycle Lane Ends' shall be placed prior to the end of the lane. A 'Bicycle Lane Ends' sign should only be used at the end of the last segment of a stretch of bicycle lanes and should not be placed at a street intersection where the bicycle lane continues beyond the intersection.

Figure: Signage

INTERSECTIONS WITH HIGHWAYS (NOT GRADE SEPARATED) •

Bicycle path intersections with major or secondary highways at mid-block shall be signalized to the maximum extent feasible.

•

Ramps shall be installed in curbs at all mid-block bicycle path intersections.

•

Bicycle crossing signs shall be placed in advance of the crossing at all public street intersections to alert motorists.

LIGHTING •

Existing lighting conditions and illumination levels shall be evaluated, and where warranted and feasible, upgraded to meet standards currently adopted by the City.

•

Existing lighting conditions and illumination levels shall be evaluated, and where appropriate, upgraded to meet standards currently adopted by the City.

PEAK HOUR PARKING PROHIBITION •

Posted morning and evening peak hour (e.g. 7-9 A.M. /4-7 P.M.) parking prohibition on designated bicycle ways shall be "Tow Away-No Stopping."

WIDTH •

Minimum bicycle lane width shall be four (4) feet. In case a four feet bicycle lane is proposed, it should not include a joint with the gutter pan, or that drainage grates take up some of the width. A four feet bicycle lane should be clear of all surface irregularities.

LINE TYPE AND THICKNESS •

Bicycle lanes may be marked with three different lines. When a bicycle lane is striped against a curb and parking is prohibited, an 8-inch solid white line may be used to separate the bicycle lane from the adjacent travel lane.

•

On streets with on-street parking, a 4-inch wide solid white line may be used to define the parking lane and a 6-inch wide solid white line to define the outer edge of the bicycle lane.

Where the outer line is dashed, the dash (or dot) may be 2 feet long and 6 inches wide, with a six foot gap between dashes.

PARKING POLICIES The Parking policy should deal with the followings: •

Generation of off-street car parking facilities for all categories of developments in the newly developing areas, new townships, Greenfield project sites and in the fringe areas of the municipalities.

•

Generation of off-street car parking facilities in already locations of major vehicular and pedestrian concentrations.

•

Rational use of existing parking spaces by pricing mechanism.

•

Regulations for on-street parking.

•

Management of parking facilities.

•

Monitoring and enforcement measures for violation of regulations for parking.

built

-up

areas

at

the

The aspects to be considered in finalizing the above mentioned components of the proposed Parking Policy have been dealt in brief in the following paragraphs.

GENERATION OF OFF-STREET CAR PARKING FACILITIES FOR ALL CATEGORIES OF NEW DEVELOPMENTS All new developments must provide parking facilities for vehicles to be generated in the area in respect of the total floor area as per the guidelines of the Urban Development Plan Formulation and Implementation (UDPFI) or the National Building Code (NBC) or any other Development Control Regulations formulated for the particular areas.

Incentives in F.A.R To encourage generation of additional parking facilities to be used for public car parking , incentives in the form of F.A.R may be allowed subject to the condition that the additional car parking lot is free gifted to the ULB or the civic authority .

Parking facilities for transit and paratransit vehicles The provision of parking areas for transit vehicles viz buses .minibuses and paratransit vehicles viz. taxis, autorickshaws and cycle rickshaws should be planned by the local body at nodal locations on land belonging to the Government or the local authority. Where such land with public ownership is not available private plot owners may be given incentives in the form of additional floor area over and above the permissible limit for free gifting of land to local bodies for arrangement of parking facilities for transit and paratransit vehicles.

To ensure generation of parking facilities for paratransit vehicles viz. Cycle Rickshaws, Taxis and Autorickshaws at the specified nodal locations to be identified by the ULB/ Planning Authority, incentives in the form of additional F.A.R may be provided subject to the condition that the parking spaces are free gifted to the ULB/Civic authority and that at least a minimum number of such parking facility say 10-15 is provided and handed over to the ULB. For example, if a plot owner free gifts 10 % of the plot area for provision of public parking facilities and widening of the adjoining road, he will be allowed to build 1.2 times the floor area he was entitled in the free gifted parcel of the plot as per the permissible F.A.R in the plot. Similarly for free gifting of plot area of 20% or more, the plot owner will be allowed to build 1.25 times the floor area he was entitled in the free gifted parcel of the plot as per the permissible F.A.R in the plot. This provision of incentive in floor area for free gifting of land towards public parking spaces and for widening of the road will be subject to the approval of the local authority. Parking facilities for commercial, business and assembly buildings For commercial, business and assembly buildings, where the duration of parking of the vehicles are generally longer, multilevel parking facilities would be encouraged with basement parking and car parking facility on elevated structures with electrical lifts. The built up areas for such parking facilities would not be counted towards the permissible floor areas in FAR. In case of basement parking, the basement structure may be allowed to cover upto 75% of the plot area below the ground level subject to the approval of the local authority and provision of the underground utilities. The present stipulations for compulsory provision of parking facilities in different categories of buildings in different development control zones in the Land Use and Development Control Plans (LUDCP) prepared by KMDA under the provisions of the West Bengal Town & Country ( P&D ) Act need to be reviewed and additional parking facilities to be ensured to cater the increasing vehicle ownership and the resulting increased demand for parking.

GENERATION OF OFF-STREET CAR PARKING FACILITIES IN ALREADY BUILT UP AREAS AT LOCATION OF MAJOR VEHICULAR AND PEDESTRIAN CONCENTRATION. Off-street vehicle parking facilities to be generated in built up areas near office complexes, shopping complexes , cultural activity zones or major passenger terminals by providing basement parking in nearest parks or public open spaces and by the construction of multistoried parking structures with commercial activities over the existing bus terminals and depots.

The development control regulations for such areas should have the mandatory provision of public parking facilities in cases of redevelopment of existing structures. This should also be supplemented with incentives towards F.A.R. Every vehicle trip requires parking at the two ends. This is an integrated component of the road transport system. Inadequate parking facilities act as deterrent to the movement of vehicular trips and act as hindrances to the proper functioning of urban activities. While adequate parking facilities for vehicular traffic

are essential in urban areas, unpriced parking tends to increase driving and discourage use of alternative modes. With the growth of population, activities and trip generations of various categories of vehicular traffic in the metropolitan area, a Policy for generation of parking facilities need to be adopted so as to ensure the movement of vehicular traffic along the major arterial roads and highways and the dispersal of vehicular and pedestrian traffic in and around the areas of major trip generations. The Parking Policy should ensure an uniform approach by the ULBs and the other concerned authorities in KMA for provision of adequate and appropriate parking facilities within the individual premises as well as in off-street parking lots and to meet the increasing parking demand of various categories of vehicular traffic.

KMA really needs a good policy for parking. Rates of parking are as good as free which has a major effect on the metropolis. Free parking increases the demand for cars, and more cars increase traffic congestion, air pollution, and energy consumption. More traffic congestion in turn spurs the search for more local remedies, such as street widenings, more freeways, and even higher parking requirements. Off-street parking requirements quietly create citywide problems that are far worse than the local ones they are meant to solve. The list of problems caused by free and under priced parking is long: Car dependency: Free parking encourages people to drive more, rather than seek alternatives. Discouragement of environmental-friendly transport: People who own cars are less likely to walk short distances, since there is no economic penalty for driving; the increased cars in the street make walking and bicycling more unpleasant, and clog the roads used by buses, thus making bus service slower. Traffic congestion: Encouragement of driving simply increases traffic congestion, as more people buy cars and use them for all trips, even very short ones. Energy waste: More cars, and reliance on them even for short trips and solo travel, wastes fuel. Accidents: Cars parked in the street cause accidents when cyclists hit an opening car door. Also, the more cars in the street, the more accidents there are.

Air pollution: An increase in car traffic means an increase in air pollution, given the cumulative effect of each polluting vehicle. Global climate change: An increase in air pollution contributes to global climate change. Vehicle emissions are already the main contributor; we need to discourage, not encourage, travel by motorized vehicles. Increased housing prices: Since the price of parking is included in the price of homes, homes become more expensive. Unjust subsidies for cars: Only a few people drive, but everyone pays.

Social inequity: When the poor and middle class subsidize the rich, social inequity increases; social inequity in turn leads to poor health and increased crime. Distorted choices in transportation investment: A focus on providing infrastructure for cars, not people, leads to investment in roads and parking rather than mass transit, non-motorized transport (NMT), or affordable housing and livable cities. Sprawl: The space taken by parking causes buildings to be built further apart, causing ugly sprawl which in turn leads to traffic congestion as destinations become too far apart to reach by foot or bicycle. Damage to the economy: Money is wasted on parking and other infrastructure for and investment in cars; most of the money leaves the local economy, making the country poorer. Degradation of the environment: More space for cars means less land available for planting trees and for other green spaces. Waste of money: Governments waste money on infrastructure for cars, businesses on providing free or underpriced parking, and individuals on paying for cars when other forms of transport would be far cheaper and more beneficial to the local economy. A burden on the poor and middle class: The middle class subsidize drivers whenever they make purchases at businesses that provide free or underpriced parking; the poor suffer from the lack of space on roads and footpaths for their own movements. Degradation of architecture and urban design: Simply put, parking lots are ugly. Increase in impervious surface area: Parking lots, and increased street surfaces due to the need to provide more road space for the increased number of cars, means that more of the city is paved over, leading to greater problems of storm water run-off. Reduction in land values: Parking is probably the least profitable of land uses; more parking means less value of the land, since virtually any other use would bring in more money. Reduction in tax revenues: Since parking generates so little or no money, tax revenues on businesses decline. A burden on enterprise: Businesses must pay for parking, regardless of whether it is needed or wanted, reducing their chance of profitability and increasing their initial investment. In sum, “Under priced curb parking amounts to gross mismanagement of scarce urban land, with widespread ramifications for transportation, cities, the economy, and the environment.”

GOOD PRACTICES “The right to move a car is superior to the right to store a car on the public ways and when or where parking causes a net economic loss to the public through hindrance to safe and convenient travel, there should be

limitation of parking, both commercial and private”. --Committee on Parking Regulations of the National Highway Traffic Association of US, 1929). Various cities throughout the world have instituted policies to reduce the problem on parking. The policies bring about much positive change—and far more benefits would ensue if the programs were expanded. In one town in California (Carmel), off-street parking is prohibited downtown, thus making the downtown an attractive, vibrant place with a great pedestrian ambiance. According to the zoning ordinance, the policy reduces the need for curb cuts in sidewalks, and allows for free pedestrian traffic flow that would otherwise be hindered by driveways (and parked cars). The policy also allows for courtyards between blocks, and walkways rather than all roads. Before Tokyo residents can register a new car, they must first present proof that they own or have leased an off-street parking space. That is, the price of parking is directly linked to car ownership by forcing drivers to pay up front for parking before they purchase a car. In some cities, hotels offer free transit tickets and fewer parking spaces; others offer free use of bicycles and convenient use of business equipment, while reducing their parking spaces. In Germany, some hotels use their identification pass as a transit pass. In San Francisco, zoning requirements specifically set the maximum number of parking spaces allowed per business use, rather than the minimum. By charging for parking based on the size of the space—providing some smaller spaces for smaller cars and charging less for them—we would also encourage people to buy smaller cars, which in turn use less fuel and less road space, and are thus less harmful than bigger cars—though by no means harmless. There can be a significant difference in the size of cars—at the extreme, three cars can fit into the space of one.

INTRA PARATRANSIT POLICY AND GUIDELINES All cycle rickshaws their owners and pullers need to be registered, pay taxes, maintain cycle rickshaws, confirm to the rules and regulations of traffic safety but they are seldom enforced mainly on account of lack of municipal finances and manpower for enforcement of the provisions of the prevalent cycle rickshaw bye laws. Hence, all municipal bodies must come up with a new cycle rickshaw bye laws for scientific management and enforcement to enable, educate and enforce. An initiative has been undertaken to implement the pioneer project with the various Municipal bodies that besides standardizing and introducing new design of cycle rickshaws with proper dress code for rickshaw pullers would also provide for a host of social welfare benefits at zero cost to the cycle rickshaw pullers or the municipal bodies as the costs are recovered by placing advertisements and other value added applications on cycle rickshaws/ haltage points etc. BENEFITS TO CYCLE RICKSHAW PULLER BIOCRYPTIC ID: State of the art biocryptic registration for pullers to prevent forgery and transparency in social security benefits. DRESS CODE: Free of cost dress code for pullers to standardize their appearance I a city and inculcate a sense of pride amongst the pullers. INSURANCE: Puller: Personal accident policy for pullers covering death, partial or total disability. Cycle Rickshaw: replacement cost of the cycle rickshaw in case of total damage of the cycle rickshaw due to accident. BANKING: Assistance to open savings accounts with post office for a transfer to dependants and a microfinance facility.

RICKSHAW HALTAGE POINT: With a intention to streamline traffic, modern cycle rickshaw stands (land to be provided by the government) at major locations across the city with the following facilities: •

Sitting facility

•

Fare Chart

•

Free of cost drinking water facility for the registered cycle rickshaw pullers

•

Rickshaw repair facility

•

Donation of warm clothes etc in winters.

•

PCO with emergency dial facility for police, Fire Brigade etc.

NIGHT SHELTERS: For the cycle rickshaw pullers subject to land availability by the municipal body.

BENEFITS TO THE PASSENGER • •

Better last mile green connectivity at doorstep with pleasurable passenger experience Safety of passengers especially school children since every cycle rickshaw puller’s biographic details are being sent to police for verification as well as all records automated, for faster profiling and targeting in case of an incident involving cycle rickshaw pullers.

NATIONAL BENEFITS •

Contribution to control of global warming: Cycle Rickshaw, being non polluting source of transport, contributes to mitigation efforts against global warming that can have disastrous consequences on the Indian economy on account of shifting weather patterns etc.

•

Reduces fuel subsidy burden

BALANCED PARTICIPATION OF PUBLIC SECTORS AND PRIVATE SECTORS In the development of the transport infrastructures and in providing transport services within the metropolis, there should be participation of both the public sector and the private sector. So far the most of the transport infrastructure development efforts have been restricted to the public sectors. In view of the high development costs and the limitations of the public fund, more involvement of the private sectors should be attempted. Particularly in the development of new highways and bridges there is scope for participation of the private sectors.

In the operation of surface transit system in the metropolis, the private operators share the major role. The ratio of the total surface transit passenger volume carried daily within the metropolis by the private operators and the public sector transport operators at present is about 80: 20. To cater the future increased load both the sectors would have to carry higher passenger volumes. In this respect attention should be given so that the share of private to public can be achieved in a more balanced way.

CONGESTION PRICE Congestion pricing or congestion charges are a system of surcharging users of a transport network in periods of peak demand to reduce traffic congestion. Examples include road pricing, and higher peak charges for utilities, public transport and slots in canals and airports. Congestion pricing charges a premium to road users who want to drive during peak periods such as rush hour or holiday weekends. Drivers pay a toll to enter congested areas. The toll varies according to the level of congestion with higher tolls during peak hours or in peak directions.

This variable pricing regulates demand, making it possible to manage congestion without increasing supply. At the same time users will be forced to contribute to the negative externalities, covering the costs incurred by other users who spend more time in traffic, and the impact on the environment.

The application on urban roads is limited to a small number of cities, including London, Stockholm and Singapore, as well as a few smaller towns. Four general types of systems are in use; a cordon area around a city center, with charges for passing the cordon line; area wide congestion pricing, which charges for being inside an area; a city center toll ring, with toll collection surrounding the city; and corridor or single facility congestion pricing, where access to a lane or a facility is priced.

Implementation of congestion pricing has reduced congestion, but has also sparked criticism and public discontent. Critics maintain that congestion pricing is not equitable, places an economic burden on neighboring communities, has a negative effect on retail businesses and on economic activity in general, and is just another tax.

This concept has been explored for many years, and it has been successfully applied in public airline pricing, public utility pricing and other areas of transportation and the private economy. Proponents of congestion pricing claim the strategy would work in crowded traffic lanes because the peakhour users of the transportation system would be charged directly and proportionally. During peak periods, users (not the entire community) would pay a fee in exchange for greater convenience, fewer delays, and prompt access to a free-flowing highway lane. Revenue from these fees could be used to help support alternative forms of transportation and other environmental measures.

DESCRIPTION Congestion pricing is a concept from market economics regarding the use of pricing mechanisms to charge the users of public goods for the negative externalities generated by the peak demand in excess of available supply. Its economic rationale is that, at a price of zero, demand exceeds supply, causing a shortage, and that the shortage should be corrected by charging the equilibrium price rather than shifting it down by increasing the supply. Usually this means increasing prices during certain periods of time or at the places where congestion occurs; or introducing a new usage tax or charge when peak demand exceeds available supply in the case of a tax-funded public good provided free at the point of usage.

According to the economic theory behind congestion pricing, the objective of this policy is the use of the price mechanism to make users more aware of the costs that they impose upon one another when consuming during the peak demand, and that they should pay for the additional congestion they create, thus encouraging the redistribution of the demand in space or in time or shifting it to the consumption of a substitute public good; for example, switching from private transport to public transport.

Congestion pricing is one of a number of alternative demand side (as opposed to supply side) strategies offered by economists to address traffic congestion. Congestion is considered a negative externality by economists. An externality occurs when a transaction causes costs or benefits to third party, often, although not necessarily, from the use of a public good. For example, manufacturing or transportation causes air

pollution imposing costs on others when making use of public air. Congestion pricing is an efficiency pricing strategy that requires the users to pay more for that public good, thus increasing the welfare gain or net benefit for society.

Nobel-laureate William Vickrey is considered one of the fathers of congestion pricing, as he first proposed it for the New York City Subway system in 1952. In the road transportation arena these theories were extended by Maurice Allais, Gabriel Roth who was instrumental in the first designs and upon whose World Bank recommendation the first system was put in place in Singapore, and Reuben Smeed, the deputy director of the Transport and Road Research Laboratory.

WHY CONGESTION PRICING? Congestion has major negative implications, including adverse impacts on air pollution and energy use, as well as billions of dollars in lost time to individuals and businesses. Traditional responses, such as building additional capacity or regulating demand, have had limited effects. Adding capacity is very expensive, provides only temporary relief, and exacerbates air quality and land-use impacts. Command- and controlbased restriction, fail to recognize the wide variations of travel needs, and have not produced lasting relief in congestion. Congestion pricing, on the other hand, has some key advantages that enable it to be used to manage demand effectively and also to determine where future capacity expansion is most desirable: congestion pricing relies on market forces, recognizes spatial and temporal variation, offers choices, and promises new revenues. Variable pricing is widely used in other sectors, such as telephone service, energy utilities, airlines, and hotel expenses in resort areas. The major reasons for congestion pricing not being implemented more widely are political, not technical. The primary reason is that it is difficult to charge for something always taken for granted as free. Consumers need to recognize that only the initial construction costs have been paid for, while maintenance costs continue. In addition to maintenance costs, there are other costs, such as emissions and congestion delays, which are not directly paid for by users. Technology advances offer many new options, and issues of cost and feasibility need to be evaluated.

Currently, many environmental externalities are not included in the prices facing transportation consumers, and this leads to decisions to build excess capacity. Existing transportation models often do not address mode shift, time-of-day shift, auto ownership rates, and the land-use impacts of pricing. Congestion pricing offers a powerful tool to address a number of goals. It is important, however, to consider impacts on social equity, particularly given the importance of transportation in facilitating the welfare-to-work transition. It may be appropriate to develop minimum levels of universal service, as is the case in the telephone and energy utility sector. In a collaborative multi-stakeholder planning process, it is important to examine many issues often considered to be out of the purview of congestion pricing. The impact on social equity will depend to a large degree upon how transit service is affected.

CASE STUDY Experience in other countries1, particularly in France, demonstrates that congestion pricing does significantly reduce gridlock during peak traffic periods. America's top scientific organizations, including the prestigious National Academy of Sciences, also give high marks to congestion pricing. In its 1995 twovolume report, Curbing Gridlock: Peak-Period Fees to Relieve Traffic Congestion, the academy praises congestion pricing as a potentially powerful tool to persuade people to carpool, use transit, telecommute, vary the times they travel, alter their routes, choose other destinations, or avoid or combine some trips. In a separate California study, researchers found that congestion pricing and other market-based transportation pricing measures offer great potential for reducing congestion, improving air quality, cutting energy consumption, and increasing the efficiency of the state's transportation system.

Recently, the first commercial test of congestion pricing was set in motion when the California Private Transportation Company (CPTC) introduced pricing on a 16-kilometer stretch of state Route 91 near Anaheim, between the Riverside-Orange county line and the Newport-Costa Mesa Freeway (state Route 55). Four new, median express lanes -- two additional lanes in each direction -- are predicted to save commuters from 20 to 40 minutes a trip and the headache of bumper-to-bumper traffic on a freeway traveled by 250,000 motorists a day. And the revenues received from the world's first fully automated toll road will enable CPTC to pay capital and operating costs, such as setting up an extensive safety program, ensuring a rapid-response capability for clearing disabled vehicles, paying for a state highway patrol presence along the road, and reimbursing the California Department of Transportation for maintaining the road.

To boost carpooling and to keep traffic moving on the new express lanes, tolls are adjusted according to the number of vehicle occupants, time of day, and the amount of traffic. Cars and vans with three or more passengers pay no toll. There's no need for tollbooths or cash baskets because tolls are debited electronically.

HOW THE SYSTEM WORKS As drivers approach the Route 91 express lanes, an easy-to-read sign displays the current toll. Drivers have about a kilometer to decide whether to switch to the new lanes or stay on the existing freeway. Every car and van entering the lanes must have a Velcro-backed FasTrak transponder mounted on its windshield. (Drivers pay $40 of tolls in advance to get a transponder.) The 95-millimeter, plastic toll-tracker works like an electronic debiting card. As the car or van crosses into the express lanes, overhead antennas read the account information found on the transponder's microchip and automatically deduct the appropriate toll. The

1

Source: U.S. Department of Transportation, Federal Highway Administration

sophisticated antennas can handle up to 2,500 vehicles per lane per hour and can scan vehicles at speeds of more than 160 kilometers per hour.

During peak periods, observers at the toll zones count the number of occupants in each vehicle. Carpool violators face fines of $271 to $813. Those who try to enter the express lanes without a transponder are caught by roadside cameras and fined $100 to $300.

Transportation professionals from around the world are watching the results of this innovative project. Edward Sullivan, chair of the civil and environmental engineering department at California Polytechnic State University at San Luis Obispo and the consultant who is monitoring and evaluating Route 91, predicts the project will win the fight against gridlock and will spur similar efforts elsewhere.

State Route 91 is already becoming a model. Within just a few weeks of its opening, the new toll lanes and nearby Metro link trains drew so many commuters that congestion on Highway 91's free lanes dropped to levels not seen in more than 15 years. Carpooling and vanpooling also increased. On one evening alone, more than 160 vanpools were counted.

MANUAL FOR STATION STANDARDS AND SPECIFICATION

STATION SURVEY REVIEW

RECOMMENDATIONS HOWRAH STATION HOWRAH STATION

HISTORY • 1854 – SINGLE TRACK RAIL LINK FROM KOLKATA TO BARDHAMAN DISTRICT FOR GOODS TRAFFIC ONLY. • 1905 – NEW TRAIN TERMINAL OPENED AT HOWRAH DESIGNED BY HALSEY RICARDO HOWRAH STATION

OUTLINE OF HOWRAH STATION HOWRAH STATION

HOWRAH STATION ARIAL VIEW

HOWRAH STATION

CIRCULATION AREA OF THE STATION

HOWRAH STATION

ORIGINAL STATION BUILDING

HOWRAH STATION

NEW STATION BUILDING

HOWRAH STATION

CAB DRIVE WAY HOWRAH STATION

CAB ROAD HOWRAH STATION

WAITING AREA HOWRAH STATION

WAITING AREA HOWRAH STATION

PLATFORM HOWRAH STATION

STATION AT A GLANCE • TERMINAL STATION • NO OF PLATFORMS: 22 • NO OF TRAINS HANDLED PER DAY: 730 LONG DISTANCE: 150 COMMUTERS: 580 • AVERAGE NO. OF PASSENGERS PER DAY: 700,000 • • • •

AM PEAK HOURS: 8:30 – 10:00 AVERAGE PASSENGERS DURING AM PEAK: 86,700 PM PEAK HOURS 17:30 – 20:00 AVERAGE PASSENGERS DURING PM PEAK: 1,50,000

HOWRAH STATION

ISSUES • LONG WAITING TIME. • CLUTTERED THOROUGH FARE IMPACTING PASSENGER FLOW • BOTTLENECK SITUATION AT CHANDMARI AND BANARAS BRIDGE. • LARGE PARCEL MOVEMENT ON THE PLATFORM IMPACTING PASSENGER FLOW. • PARCEL SECURITY ISSUES • WATER SPILL FROM THE FISH CONTAINERS MOVEMENT -UNSANITARY AND UNSAFE. HOWRAH STATION

Circulation Pattern LOW HANGING FRUITS – ALLOW TAXI UP TO CAB ROAD TO DROP PEOPLE TO THE STATION. – MANDATORY ONE-WAY MOVEMENT THROUGH THE NEW BRIDGE FOR THE CABS COMING TO STATION TO REDUCE TRAFFIC LOAD FROM HOWRAH BRIDGE. MRTS CONNECTIVITY WITH REDEVELOPMENT OF STATION. LONG TERM ACTIONS ITEMS – INCREASE UNDER-GROUND CONNECTIVITY TO FERRY/ BUS STAND. – INCREASE NUMBER OF ENTRANCES FOR STATION. HOWRAH STATION

LAYOUT AND TRAFFIC LOW HANGING FRUITS – IMPROVE PASSENGER FLOW ON THE PASSAGE WAYS / THOROUGH FARE BY RELOCATING GRP OFFICE AND WATER BOOTH – INTRODUCE TICKET VENDING MACHINES. – SHIFT RUNNING ROOM OUT OF THE STATION BUILDING LONG TERM ACTIONS ITEMS – TEMPORARILY RELOCATE DRM BUILDING – CONDUCT FEASIBILITY STUDY FOR INCREASING SPAN OF CHANDMARI BRIDGE AND BANARAS BRIDGE OPTIMUM USE OF ALL THE PLATFORMS. HOWRAH STATION

BANARAS BRIDGE

HOWRAH STATION

CHANDMARI BRIDGE

HOWRAH STATION

PARCEL STORAGE AND MOVEMENT LOW HANGING FRUITS – IMMEDIATE CLEARING OF PARCEL WAGONS AFTER THEY ARE UNLOADED AT THE PLATFORM. – REFRIGERATED GOOD-SHEDS TO REDUCE ODOR. LONG TERM ACTION ITEMS – DETAILED PARCEL MOVEMENT STUDY TO BE DONE FOR LOCALIZING PARCEL MOVEMENT AT ONE END OF THE STATION. – PARCEL SECURITY MANAGEMENT SYSTEM TO BE INTRODUCED

HOWRAH STATION

WASTE MANAGEMENT LOW HANGING FRUITS – SEGREGATION OF GARBAGE BY PUTTING DEDICATED BINS – LARGER GARBAGE CANS WITH RECYCLE BINS – AWARENESS PROGRAM TO KEEP STATION CLEAN. LONG TERM ACTION ITEMS – WASTE MANAGEMENT SYSTEM TO BE INTRODUCED. HOWRAH STATION

SECURITY – CONDUCT VULNERABILITY STUDY – OPTIMIZE CCTV COVERAGE. – TRAIN SECURITY PERSONNEL – EMERGENCY RESPONSE SYSTEM TO BE INTRODUCED WITH MOCK DRILLS, CONDUCTED AT REGULAR INTERVALS. – AWARENESS PROGRAM

HOWRAH STATION

PASSENGER INFORMATION SYSTEM LOW HANGING FRUITS – SIGNAGE IMPROVEMENTS. – LAUNCH AM RADIO CHANNEL FOR UPDATES IN ORDER TO REDUCE WAITING TIME AT THE PLATFORM – AUTOMATED TELEPHONE ENQUIRY SYSTEM FOR ARRIVAL DEPARTURE UPDATES. LONG TERM ACTION ITEMS – IMPROVING WAY FINDING- DETAILED PASSENGER CIRCULATION STUDY TO BE CONDUCTED. HOWRAH STATION

MAPS

CMP-KMA

Recommend Documents