Comprehensive Mobility Plan for Kolkata Metropolitan Area

Comprehensive Mobility Plan

Back to Basics Kolkata Metropolitan Area

Infrastructure Development Finance Company Ltd.

Superior Global Infrastructure Consulting Pvt Ltd.

August, 2008

COMPREHENSIVE MOBILITY PLAN FOR KMA i EXECUTIVE SUMMARY – BACK TO BASICS

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.

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.

GOALS • Congestion Mitigation

• Safety and Security

• Improved Air Quality

• Improved Quality of Life

• Improved Opportunities for Economic Development

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 ii 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

COMPREHENSIVE MOBILITY PLAN FOR KMA iii EXECUTIVE SUMMARY – BACK TO BASICS

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.

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

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.

• 23 % of the households use bicycle

as the prefer mode.

‘Sustainable Transport Solutions’ make the best use of existing

assets.

BACK TO BASICS -TRAMS AND THE PEDESTRIANS

Culture of Using Mass Transit

COMPREHENSIVE MOBILITY PLAN FOR KMA iv EXECUTIVE SUMMARY – BACK TO BASICS

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

COMPREHENSIVE MOBILITY PLAN FOR KMA v EXECUTIVE SUMMARY – BACK TO BASICS

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).

COMPREHENSIVE MOBILITY PLAN FOR KMA vi EXECUTIVE SUMMARY – BACK TO BASICS

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

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

• SPM Level in the KMA- 150 to 250

μg/cubic meter (WHO Standard is 90

μg/cubic meter).

• RSPM level in the KMA – 70 to 120

μg/cubic meter (WHO standard is 60

μg/cubic meter).

• 70 % of buses are more than 10 year old

contributing 35% of the total pollution

• 50 % of the cars are more than 10 years

old contributing 16% of the total pollution

• 31 % of the pollution contributed by 3

wheelers using Adulterated Fuel

NOISE

CPCB norms of permissible noise level are

60 – 65 dB, whereas the peak hour noise

level recorded in the KMA is 81.60 dB.

RECOMMENDATIONS • Mandate Hybrid Electric –Diesel

(ULSD) Buses – emission down

to 3.5 %.

• Mandate Electric Cabs - zero

emission

• Congestion Pricing

• Increase Parking Fees from Rs.

600 per month to Rs. 5000 per

month or more.

• Transit Oriented Development

Studies at Major Mass Transit

Nodes ( some 200 nodes within

the KMA with more than 40

having high potential)

• Lower emissions by phasing out

of 3 wheelers and taxis though

electric cabs.

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

COMPREHENSIVE MOBILITY PLAN FOR KMA vii EXECUTIVE SUMMARY – BACK TO BASICS

• 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.

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

• 48 new Bus Terminals

• 16 new Freight Terminals

• 320 kilometers of new roads

• 380 kilometers of road widening

• 13 new off-street parking

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

• LRT system within Rajarhaat

• 36 kilometers of new tram alignment

• Route rationalization of suburban railways

• 5 new transriver bridges over River Hooghly

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

Road, Bowbazar Street

• 48 new Bus Terminals

• 16 new Freight Terminals

• 320 kilometers of new roads

• 380 kilometers of road widening

• 13 new off-street parking

COMPREHENSIVE MOBILITY PLAN FOR KMA viii EXECUTIVE SUMMARY – BACK TO BASICS

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.

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.

• One Transport Authority for all

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

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

• West Bengal Surface Transport

Corporation, etc.

COMPREHENSIVE MOBILITY PLAN FOR KMA ix EXECUTIVE SUMMARY – BACK TO BASICS

• 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA x EXECUTIVE SUMMARY – BACK TO BASICS

• 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA xi CONTENTS

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

COMPREHENSIVE MOBILITY PLAN FOR KMA xii CONTENTS

CHAPTER 9 FREIGHT 69

CHAPTER 10 ENVIRONMENT 76

CHAPTER 11 PROBLEMS AND ISSUES 82

CHAPTER 12 FUTURE TRAVEL AND TRANSPORT

DEMAND PROJECTIONS 85

CHAPTER 13 RECOMMENDATIONS 90

COMPREHENSIVE MOBILITY PLAN FOR KMA xiii 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

COMPREHENSIVE MOBILITY PLAN FOR KMA xiv 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

COMPREHENSIVE MOBILITY PLAN FOR KMA xv 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

COMPREHENSIVE MOBILITY PLAN FOR KMA xvi 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

COMPREHENSIVE MOBILITY PLAN FOR KMA xvii 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

COMPREHENSIVE MOBILITY PLAN FOR KMA xviii CONTENTS

N.S.C.B Airport Netaji Subash Chandra Bose Airport

NMV Non Motorized Vehicle

PCU Passenger Car Unit

RTA Regional Transport Authority RSPM 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

COMPREHENSIVE MOBILITY PLAN FOR KMA 1 INTRODUCTION

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

corridor. Subsequent developments in the

early and mid 18th 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.

Kolkata, 1742


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

and developing the KMA. With a population size of 16.7 million2 and a density of 7,978 persons per sq. km.3,

the KMA constitutes of multiple administrative units - 3 Municipal Corporations4, 38 Municipalities5 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. 3 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


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 19th 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 mid-

nineteenth 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

before the first bridge6 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


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

per 1,000 residents) in India7. 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

constituted by the Chief Secretary Govt. of West Bengal (GoWB) on 6th 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


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)


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


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


Classified Traffic Volume on Kolkata Roads – Northern Area, Transportation Planning and Traffic


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:


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

COMPREHENSIVE MOBILITY PLAN FOR KMA 9 STUDY AREA CHARACTERISTICS

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.


TABLE 2.1: POPULATION GROWTH, KMA

Year Decadal Growth (%)

Population (in million)

1706 - 0.02 1735 - 0.1 1891 - 0.7 1947 - 0.6 1951 - 5.1 1961 32.9 6.8 1971 20.4 8.2 1981 21.4 9.9 1991 20.9 12.1 2001 22.0 14.7 2008* 21.0 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

1986 1994 2002 Area Units Employee Units Employee Units Employee

KMA 6,658 7,18,878 8,666 7,08,436 10,250 6,96,039

West Bengal 8,064 9,00,790 10,431 9,12,569 12,641 8,90,689KMA as % of West Bengal

82.6 79.8 83.1 77.6 81.1 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%.


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


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)

1981 1991 UDPFI Guidelines*

S. No.

Land Use Category

Ha % Ha % % 1. Residential 420.0 31.1 421.4 31.2 35 - 40 2. Industrial 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 Included in

Residential 8. Vacant 725.8 53.8 611.8 45.3 Balance Total 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


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.


• 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-Barrackpore-

Kalyani 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


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 Related Government Department

Main Functions

Kolkata Metropolitan Development Authority

Urban Development

Department, GoWB

• Acting as Technical Secretariat of Kolkata Metropolitan Planning Committee (KMPC)

• Planning and Development Authority for KMA including KMC area • Design and Implementation of Transportation

projects

Transportation Planning and Traffic Engineering Directorate

Transport Department, GoWB

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


Kolkata Municipal Corporation

Municipal Affairs Department, GoWB

• Statutory local authority • 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 Corporation


• Developing Transport Infrastructure including Bus Terminals, Truck Terminals

and Traffic Engineering and Traffic

Hooghly River Bridge Commission


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

Directorate of 'Movements


• 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

Department, GoWB

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

Public works directorate Public Works Department,

GoWB

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

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

Kolkata Police and West Bengal

Police

Home Department, GoWB • Traffic operation and enforcement of traffic regulation • Road user and driver training and education programme

Kolkata Tramways Corporation


• Provides and operates tram services and bus services

West Bengal Surface Transport

Corporation


• Provides and operates ferry services and bus services

Calcutta State Transport Corporation


• Provides and operates bus services


South Bengal State Transport Corporation, North Bengal State Transport Corporation


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

Inland Water Transport Corporation

Transport _ Department, GoWB

• Managing inland water transport

State Transport Authority Transport Department, GoWB

• Issue of permits and regulate procedures with for buses plying inter- district and inter-state routes

Public Vehicle Directorate


• 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


• Operating the Ferry services

Private Bus Operators Transport Department, GoWB

• Provision, Operation and maintenance of bus services

Taxi Operators Transport Department,

GoWB

• Provision, Operation and maintenance of taxi services

Auto rickshaw Operators Transport Department, GoWB

• Provision, Operation and maintenance of auto rickshaw services

Truck Operators Transport Department, GoWB

• Provision, Operation and maintenance of truck services.

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.

Source: “Traffic and Transportation in KMC Area Development Perspective and Action Plan” by Bengal

Engineering and Science University, Shibpur, November 2007


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


• 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 20 ROAD NETWORK AND TRAVEL CHARACTERISTICS

CHAPTER 3

ROAD NETWORK AND TRAVEL CHARACTERISTICS

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, on-

street 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.) Percentage

Divided (Length in

km)

Undivided (Length in

km)

2 84.6 27.5 0.0 84.6

3 25.6 8.3 0.0 25.6

4 139.9 45.4 17.3 122.6

6 57.9 18.8 16.8 41.1

Total 308.0 100.0 34.1 273.9

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

VIEW FROM NIVEDITA BRIDGE


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 TRAFFIC 3.1.2.1 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;


• 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.

TABLE 3.2 TRAFFIC VOLUME COUNTS ON THE MAJOR CORRIDORS OF KMA

Daily Traffic in PCU S. No. Locations Fast

Moving Traffic

Slow Moving Traffic

Total Traffic

Level of Service

1 On NH - 2 7,191 3,766 10,957 NA2 Dhania Kahlli Road 3,867 7,257 11,124 NA3 Tarakeshwar Road 8,111 4,927 13,038 NA4 Howrah Amta Road 3,472 4,698 8,169 NA5 Hatisal Amta Road 9,397 1,776 11,173 NA6 NH - 6 11,082 1,857 12,939 NA7 Budge Budge Road 15,741 7,266 23,007 NA8 D. H. Road 13,194 4,768 17,962 F9 Laxmikantapur Road 9,382 8,078 17,459 NA10 B. N. Ray Road 2,731 870 3,601 NA11 NH - 34 7,549 15,343 22,892 NA12 NH - 35 15,594 28,493 44,087 NA13 Bandel - Polba Road 1,521 3,855 5,376 NA15 Shrirampur Antpur Road 8,472 4,541 13,012 NA16 G. T. Road 5,731 15,275 21,006 NA17 B. T. Road 8,474 4,541 13,015 C 18 Jessore Road 6,470 3,537 10,007 B19 V. I. P. Road 1,01,208 8,770 1,09,978 D20 E. M. Bypass Road 76,529 3,043 79,572 C 22 New Assam link Road 3,668 9,838 13,506 NA23 Near Park circus Road 1,11,080 2,144 1,13,224 D24 Sonarpur Road 51,102 9,037 60,138 NA26 Diamond Harbour Road 2,790 5,305 8,094 F27 Kona Expressway 8,634 6,847 15,480 NA28 B. K. Expressway 15,594 5,971 21,565 NA

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


Private Cars and Taxi44%

Heavy Vehicles5%

Autorickshaw 12%

Tram3%

Mini Bus

4%

Others4%

Two Wheeler6 %

Bus22%

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

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.


• 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 Private Cars and

Taxi

Two wheeler

Public Transport

Auto Trucks Non-motorised

Vivekananda Road 32.6 5.6 31.4 21.6 5.6 3.1

C.R.Avenue 33.7 4.2 23.6 14.2 21.8 2.4

M.G.Road 30.8 4.5 33.9 22.9 3.9 4.0

R.G.Kar Road 25.1 3.9 48.8 2.8 13.7 5.7

E.M.By Pass 54.5 6.7 15.2 17.6 3.3 2.7

C.I.T.Road 38.7 5.9 23.4 22.8 4.7 4.6

Kazi Nazrul Islam Sarani 38.5 5.9 33.9 10.1 7.1 4.5

A.J. C. Bose Road 42.2 6.5 28.4 16.5 3.6 2.8

J.L. Nehru Road 44.3 6.8 41.3 0.0 4.5 3.1

S.N. Banerjee Road 19.8 3.9 48.6 24.7 1.5 1.5

Lenin Sarani 21.0 3.7 42.7 28.3 1.7 2.5

Khidirpur Road 65.2 6.9 22.6 - 2.7 2.6 Deshapran Sashmal Road

29.0 5.0 39.1 16.1 5.8 4.9

Raja S.C. Mallick Road 50.5 6.7 20.1 15.8 3.6 3.2

C.R. Avenue 45.9 7.1 25.0 13.8 4.4 3.9

Jatindra Mohan Avenue 36.9 7.8 31.0 12.8 6.6 4.8

B.B. Ganguly Street 48.8 6.6 29.2 7.1 5.0 3.4

Total 38.7 5.8 31.7 14.5 5.9 3.5 Source: SGI Primary Survey, Comprehensive Mobility Plan, January 2008


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

AM Peak PM Peak

PCU Percentage PCU Percentage Total

Volume Location

(0900-1000 hrs)

(0900-1000 hrs) (1800-1900 hrs)

(1800-1900 hrs) (0800-2000 hrs)

Corridor Speed (Kmph)

Level of Service

Vivekananda Road 1,202 11.1 1,768 16.3 10,870 14 FC.R.Avenue 2,028 14.9 2,112 14.9 13,630 25 DM.G.Road 1,507 18.6 1,599 18.6 8,106 9 CR.G.Kar Road 1,397 13.1 1,415 13.1 10,658 18 DE.M.Bye Pass 1,756 12 1,780 12 14,599 N.A. CC.I.T.Road 2,360 14.2 2,635 15.8 16,678 N.A. DKazi Nazrul Islam Sarani

2,638 15.7 2,780 16.6 16,778 N.A. NA

A.J. C. Bose Road 1,915 10.5 1,851 10.2 18,198 18 DJ. L. Nehru Road 2,237 20.3 2,246 20.3 11,039 25 BS.N. Banerjee Road 1,295 14.2 1,384 15.2 9,092 N.A. CLenin Sarani 1,042 14.5 1,225 17.1 7,175 20 CKhidirpur Road 2,991 12.3 3,710 15.2 24,345 N.A. EDeshapran Sashmal Road

1,693 11.5 1,848 12.5 14,765 15 C

Raja S.C. Mallick Road

2,678 22.6 2,487 21 11,869 16 F

Jatindra Mohan Avenue

1,390 17.5 1,407 17.5 7,939 20 C

B.B. Ganguly Street 1,456 13.5 1,811 16.8 10,748 N.A. BTotal 29,585 14.1 30,247 15.3 206,476

Source: SGI Primary Survey, Comprehensive Mobility Plan, January 2008 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”).


TABLE 3.5: TRANS- RIVER VEHICULAR TRAFFIC

Bridges Total Capacity of the Bridges (Vehicles/day)

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

Trans – River Vehicular Traffic - 2008 (Vehicles/day)**

Rabindra Setu 75,000 80,000 1,03,408 Vidya Sagar Setu 86,000 33,600 56,153 Vivekananda Setu 23,000 20,000 24,622 Ishwar Gupta Setu 16,000 4,425 7,013 Nivedita Bridge# 48,000 -- 16,000 Total 2,00,000 1,38,025 1,91,196

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)

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).

1980 1998* 2007** Mode of Transport Trips Percentage Trips Percentage Trips Percentage

Public Buses, CSTC, CTC, WBSTC, etc. 9.4 15 12 11 12.5 11Private buses 41.5 67 80 72 85 73Trams 9 15 1.6 1 2 2 Mini Buses 1.5 2 12 11 12.5 11Chartered Buses 0 0 2.2 2 2.7 2 Ferry Services 0.4 1 2.5 2 2.4 2 Total 61.8 100 110.3 100 117.1 100


• 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 1,60,753 4,44,257 8,69,954 52,467 35,961 3,824 27,240 12,091 1,31,583 Average

Annual Growth (%)

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 SPEED PROFILE 3.1.3.1 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.


TABLE 3.8: LANES - SPEED PROFILE


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

0 to 5

5 to 10

10 to 15

15 to 20

20 to 25 25 to 30 30 to 35 35 to 40 Total Per

cent Divided 0.0 0.0 6.5 6.2 9.2 6.4 3.8 2.0 34.1 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.

Speed (in Kms. per Hour) No. of Lanes

0 to 5 5 to 10 10 to 15 15 to 20 20 to 25 25 to 30 30 to 35 35 to 40 2 2.0 4.8 36.8 23.6 1.3 2.5 0.0 0.03 0.0 0.4 16.1 3.3 1.6 4.2 0.0 0.04 0.0 12.6 44.3 40.2 24 6.6 5.1 6.56 0.0 3.1 9.2 16.8 12.2 10.3 3.8 0.0

Total length (Km) 2.0 20.9 106.4 83.9 39.1 23.6 8.9 6.5Per centage 0.69 7.17 36.53 28.8 13.42 8.1 3.06 2.23


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 Fatalities Major Injury Minor Injury Damage only Total 2001 440 1,302 1,188 - 2,930 2002 457 678 1,234 - 2,369 2003 442 679 1,659 - 2,780 2004 420 1,172 706 - 2,298 2005 484 1,192 455 295 2,131 2006 476 1,299 453 297 2,228 2007 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

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).

16

19

21

30

31

52

E M Bypass

Barrackpore,Trunk Road

Gariahat Road

Chitranjan Avenue

Jawahar Lal Nehru

A.J.C. Bose Road


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

Total Study Area Household

Monthly Income Range (Rs.)

Average Monthly HH Expenditure on Transport (Rs.)

Percentage of Average HH

Income

Total Number of

Households Percentage of

total <2,000 186 12.4 118 1.982,001-5,000 363 10.4 214 3.595,001-10,000 586 7.8 578 9.7110,001-15,000 1,035 8.3 693 11.6315,001-20,000 2,000 6.1 1,585 26.6220,001-30,000 3,000 5.9 1,611 27.0630,001-40,000 5,000 4.5 653 10.96>40,000 6,500 4.9 503 8.45

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

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).


• 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 Percentage of Total No. of Households

Bicycle 1,378 23.1 Two Wheeler 983 16.5 Motor Car 663 11.1 Households Without any Vehicle 2,932 49.2 Total 5,955 100.0

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

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

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 to20,000

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

Personal Vehicle - 0.4 3.7 8.3 11.3 12 22.7 41.6 100


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 Number of Trips per cent of Trip Work Trips 17,382 60.8

Educational Trips 4599 16.0

Cultural Trips 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

Total 28,584 100.0 Source: SGI Primary survey, Comprehensive Mobility Plan, January 2008

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.


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

Total 17,382 100.0 Source: SGI Primary survey, Comprehensive Mobility Plan, January 2008

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

Total 4,599 100.0 Source: SGI Primary survey, Comprehensive Mobility Plan, January 2008 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.


TABLE 3.17: PURPOSE OF JOURNEY AND MODE OF TRANSPORT USED

MODE Purpose of Journey Employment Business Education Social Medical Marketing Others

Bus 64.3 47.8 32.9 63.2 45.5 58.3 51.2Rail 12.7 9.1 10.6 8.1 13.2 4.1 6.9Auto 1.7 3.8 7.2 2.6 15.2 5.1 2.8Metro 2.2 6.1 11.5 1.5 1.5 3.4 4.6Auto and Bus 6.0 6.0 5.6 0.8 0.8 0.2 1.7Auto and Metro 2.2 7.0 7.3 1.8 1.8 1.8 2.1Walk 7.4 10.2 16.9 7.8 7.8 10.4 8.6Others 3.5 9.8 8.0 14.2 14.2 16.7 22.1Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0

Source: SGI Primary survey, Comprehensive Mobility Plan, January 2008 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 61Jeeps 14Mini Bus 31Auto Rickshaw 5Tram 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 35 MASS RAPID TRANSIT SYSTEM

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

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

Esplanade and Bhowanipur (now Netaji Bhawan) for a stretch of 3.4 kms on 24th October, 1984 and served

an average 13,085 passengers per day. The complete section of Metro Rail from Dum Dum to Tollygunj for a

total length of 16.45 kms, came into revenue service on 27th September 1995.

Buses45%

PersonalizedVehicle

11%

Metro/Tram2% Pedestrian

2% Ferry2%

Suburban /Circular Rail 16%

Auto rickshaw/ Taxi23%


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 Time Frequency (in Mins.)

No. of Services Total

0700 hrs to 0730 hrs 15 6

0730 hrs to 0900 hrs 10 18

0900 hrs to 1140 hrs 08 40

1140 hrs to 1650 hrs 10 62

1650 hrs to 1930 hrs 08 40

1930 hrs to 2100 hrs 10 18

Monday to Friday

2100 hrs to 2145 hrs 15 6

190

0700 hrs to 0830 hrs 15 14

0830 hrs to 1930 hrs 10 132 Saturday

1930 hrs to 2145 hrs 15 18

164

Sunday 1400 hrs to 2145 hrs 15 64 64

0700 hrs to 0830 hrs 15 14

0830 hrs to 1130 hrs 10 36 Holiday

1130 hrs to 2145 hrs 15 82

132

National Holiday 0700 hrs to 2145 hrs 15 120 120 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

Source: Metro Railway, Kolkata, 2008


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 Door Poor Acceleration Brake Others Total

2000-01 92 19 11 25 147 2001-02 112 29 7 28 176 2002-03 59 20 6 15 100 2003-04 92 22 6 31 151 2004-05 101 14 9 30 154 2005-06 54 13 3 27 97 2006-07 54 5 7 25 91 2007-08

(up to Dec) 14 4 4 17 39

Source: Metro Railway, Kolkata, 2008

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.


TABLE 4.4 METRO RAIL BENEFITS

Mass Transit Additional Benefits

Sl. No. Particulars

Rs. (in Crores for 30 years)

1 Traffic Congestion (Avoidance of New Vehicles) 8,1792 Savings in Vehicle Operating Cost 6,9773 Savings in Traveling Time 25,8844 Savings due to Reduction in Number of Accidents and Pollution 4,360 Total 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


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 2004-05 2005-06

Tram Service Operating Expenditure 844.9 945.5 1079 Revenue 11.3 106.5 89.7 Deficit/loss -733.6 -839 -909.3 CTC Bus Service Operating Expenditure 306.1 332.9 371.5 Revenue 213.3 221.8 256.5 Deficit/loss -92.8 -111.1 -115 Total Deficit/Loss -826.4 -950.1 -1024.3 % of Revenue to Operating Expenditure Tram Service 13% 11% 8% CTC Bus Service 70% 67% 69%

Source: Calcutta Tramways Co. Ltd, 2008


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.


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. Inter Distance Running Time

Dum Dum Junction 0 - -Pajtipukur (Flag) 1.4 1.5 3 minutes

Tala 4.7 3.4 8 minutesBagbazar 6.1 1.4 4 minutesSovabazar/Ahiritota (Halt) 7.6 1.5 4 minutesBurrabazar (Flag) 8.7 1.1 3 minutesB.B.D. Bagh 9.9 1.1 3 minutesEden Gardens (Flag) 11.4 1.5 5 minutesPrinsep Ghat 13.4 2.1 5 minutesKhidirpur Halt 16.1 2.6 6 minutesRemount Road (Halt) 17.4 1.3 4 minutesMajerhat 18.4 1.0 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:


• 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.


TABLE 4.7: SBSTC: PROFILE OF CITY SERVICES

2002-03 2003-04 2004-05 2005-06 2006-07 Fleet Strength* 538.00 488.00 513.00 519 519.00 Serviceable Fleet strength 461.00 417.00 439.00 449 450.00 Buses on Road 326.00 327.00 326.00 327 328.00 Operation in effective kms 366.32 365.59 364.82 376.58 356.00 No. of passenger carried (in lakh) 727.16 725.71 730.21 747.53 750.29 Vehicle productivity 308.00 308.00 311.00 315 317.00 Average sale/day (in Rs.) 9,01,394 9,29,463 10,02,178 11,56,564 11,35,852 Total revenue earned (in lakh) 3,290.09 3,392.54 3657.95 4221.46 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) 26 Volvo (No. of Buses) 8

Kolkata-Siliguri Kolkata-Patna

Kolkata-Puri Kolkata-Vizag

Inter-city Bus Service Connectivity

Kolkata-Ranchi Kolkata-Guwahati Under Pipeline

Kolkata-Banaras No. of Trips 1,500 Passenger (daily) 1,00,000

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 No. of Routes City Routes- 591 83 C.S.T.C.

Long Distance Service- 245 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.


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

Number of new bus (after body building) added to the fleet 65 124

Number of vehicles renovated during the year N.A. 270

Number of vehicles condemned during the year nil 203

Average number of Buses operated per day 635 659

Fleet utilisation (on average fleet) 54.8% 57.6%

Effective km run during the year (in lakh) 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

road per day)

219 215

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

6.3

11.5

6.75 11.5

Productivity per employee per day (in km) 19.1 18.7

Traffic revenue earned (Rs. in lakh) 7,281.8 6,912.3

Non-traffic revenue earned (Rs. in lakh) 200.7 350.6

Total revenue [traffic + non traffic] (Rs. in lakh) 7,482.4 7,262.8

Total expenditure (Rs. in lakh) 17,543.1 17,980.0

Earning per Kilometer (EPKM)

(a)Traffic earning per effective km (in Rs.) 14.3 13.3

(b)Traffic & non-traffic earning per effective Km (in Rs.) 14.7 14.0

Cost per Effective Kilometer (CPKM)

Cost per effective km (in Rs.) 34.5 34.7

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.


TABLE 4.11: PROFILE OF PRIVATE BUS SERVICES

Number of Bus Routes 253Number of Bus Operating N.A. Total Length of Bus – Km. of Route

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 71Number of Buses Operating 1,150Total length of Bus-KM of Route

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 43 Total No. of Mini Buses 609 Total No. of Trips (bus routes per day) 4,308 Total Mini Bus (km) produced per day 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 49 Total No. of Buses 809 Total No. of Trips(bus routes per day) 4,690 Total Bus(km) produced per day 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.


TABLE 4.15: INFORMATION REGARDING STAGE CARRIAGE EXPRESS BUS ROUTES Number of Bus routes 35 Total No. of Buses 201 Total No. of Trips(bus routes per day) 666 Total Bus(km) produced per day 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

Esplanade Bus terminus

Babughat Bus terminus

Howrah Station Bus Terminus

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:


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


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


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

Year No. of Passengers Growth Rate (%)

1994-95 26 1995-96 27 2.9

1996-97 26 -2.8

1997-98 25 -5.8

1998-99 20 -20.4

1999-00 20 0.0

2000-01 19 -0.5

2001-02 19 0.0

2002-03 18 -7.2

2003-04 18 0.0

2004-05 17 -5.6

2005-06 17 0.0

2006-07 17 0.0 Source: Traffic and Transport Department, GoWB, 2008

FIGURE 4.2: TOTAL NUMBER OF PASSENGERS SERVED BY FERRY SERVICES

0

5

10

15

20

25

30

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

PAS

SE

NG

ER

TR

IPS

(in

lakh

s pe

r M

onth

)

Source: Traffic and Transport Department, GoWB, 2008

COMPREHENSIVE MOBILITY PLAN FOR KMA 50 SUBURBAN RAIL

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.


FIGURE 5.1: EXISTING SUBURBAN NETWORK IN KOLKATA

Howrah

Belur

Bally

Sheoraphuli

Belurmath

Bandel

Gede

Katwa

To AzimgunjSaktigarh

Tarkeswar

Sealdah

Ranaghat

Naihati

Krishnanagar

Kalinarayanpur

Santipur

Bongaon

Barasat

Hasnabad

Sonarpur

Canning

Baruipur

Namkhana

Kakdwip

Lakmikantapur

Diamondharbour

Dumdum

Bardhaman

Kolkata

B B D Bag

Majerhat

Budgebudge

Dankuni

Ballygunj

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:

Kharagpur

Santragachi

Andul


• 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.


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

South Eastern Railway

Total

2000-2001 14.30 2.00 16.30 2001-02 14.50 2.00 16.50 2002-03 14.70 2.01 16.70 2003-04 14.90 2.01 16.91 2004-05 15.00 2.01 17.01 2005-06 15.20 2.01 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.

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 Howrah Sealdah Total 2000-01 11.5 17.3 28.8 2001-02 11.7 19.0 30.7 2002-03 11.9 20.8 32.7 2003-04 12.1 22.8 34.9 2004-05 12.3 25.0 37.3 2005-06 12.5 27.4 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

COMPREHENSIVE MOBILITY PLAN FOR KMA 55 INTRA PARATRANSIT

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 Taxi Bus Paratransit Other

1985* 2 67 14 14

1998** 0.05 46 6 47.4 2007*** 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.


TABLE 6.2: BREAK-UP OF TOTAL PARATRANSIT TRIPS IN KMA

Average weekday: 1997-98 (in lakh)

Category of Paratransit Trips

Inter-zonal Intra-zonal Total Percentage

Taxi 2.1 1.5 3.6 17.1Auto Rickshaw 3.0 6.9 9.9 46.5Cycle Rickshaw 1.3 5.9 7.2 34.0Others 0.2 0.4 0.5 2.5Total 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

KMA1.

TABLE 6.3: MOVEMENT OF PASSENGERS WITHIN KMA

Average weekday (in lakh)

Passenger Volume (in lakh) Paratransit Modes

1998-99 2001 2011 (projected)

No. of Vehicles (1998-99)

Taxi 10 11 17 22,000Auto Rickshaw 15 16.5 23 37,941

Cycle Rickshaw 7.8 7.5 7 26,000Total 32.8 35 47

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


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 Synovate2 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.



IPT FOSSIL FUEL ADULTERATIION

THE TELEGRAPH, KOLKATA, 19 MARCH 2008

THE TIMES OF INDIA, KOLKATA, 19 JULY 2008


COMPREHENSIVE MOBILITY PLAN FOR KMA 61 PEDESTRIAN AND BICYCLE MOVEMENT

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.


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 foot-

based 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


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

Sample Households Type of Vehicles

Number %

Households Owing Any Vehicle

(%) Bicycle 1,378 23.1 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 Source: SGI Primary Survey, Comprehensive Mobility Plan, January 2008

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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 64 PARKING

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.


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)


• 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.


TABLE 8.1: OFF STREET PARKING LOCATIONS

Location No. of Vehicles Area Occupied (sq. ft.)

New Market 250 580.6 Rodden Street 500 1,161.3 Jawaharlal Nehru 1,000 2,322.5 BBD Bagh 750 1,741.9 Curzon Park 1,000 2,322.5 Vidyasagar Setu (towards Kolkata) 2,000 4,645.0

Howrah 1,000 2,322.5 TOTAL 6,500 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.

OFF STREET PARKING AT BBD BAGH


TABLE 8.2: PARKING FEE

Category of Vehicle Parking Fee/ Hour (Rs.) Monthly Parking Fee (Rs.) Two Wheelers 3 125 Four Wheelers 7 300 Bus & Lorry 14 600

Source: Kolkata Municipal Corporation, 2007

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 Parking Fee Car 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 Lorry Rs. 100 per day or part thereof Goods Carriage Rs. 200 per day or part at fish market parking zone Mini truck 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.

Demand for More Cars

Increase in Traffic Congestion

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

Free/Low Cost of Parking

Higher Parking Requirement

COMPREHENSIVE MOBILITY PLAN FOR KMA 69 FREIGHT

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

YearTones(in

lakhs)2000 12.4 2001 11.8 2002 14.3 2003 14.6 2004 15.3 2005 13.8 2006 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


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

followed by the decisive southern end shift along the broadening bends of the Hooghly River1. 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”


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.

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

6.37.6

8.2 8.69.8

0.9 1.11.7 2.2

2.8

0.0

2.0

4.0

6.0

8.0

10.0

12.0

2002-03 2003-04 2004-05 2005-06 2006-07

Year

Frei

ght h

andl

ing

in m

illio

n to

ns

Imports Exports

Source: Kolkata Port Trust, Kolkata, 2008

KOLKATA DOCK SYSTEM


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


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

Road94%

Inlane water transport

1%

Rail5%

By Water2%

By rail6%

By Road78%

By Pipeline14%

2005-06 2006-07



Inland Water Transport

50.9%

Pipeline0.1%

Rail4%

Road45%

Rail3%

Pipeline5%

Inland Water Transport

50%

Road42%

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


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.

2006-07 2005-06


FIGURE 9.4: CARGO MOVEMENT BY AIR

26248

3052832316

363773602039098

42335

47144

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

2003-04 2004-05 2005-06 2006-07

Year

Qua

ntity

(in

Met

ric T

ones

)

International Domestic

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

RAKES (2006-07)

Number of Trucks (in'000)

Total volume (in Lakh Tons)

RAKES (2007-08)



Sealdah 115 2.3 0.2 65 1.3 0.1Ballygunge 77 1.54 0.2 60 1.2 0.1Dum Dum cant 54 1.08 0.1 41 0.82 0.1Chitpur 655 13.1 1.3 648 12.96 1.3Cossipore 516 10.32 1 589 11.78 1.2New Alipur 230 4.6 0.5 221 4.42 0.4Barasat 24 0.48 0 81 1.62 0.2Kalyani 77 1.54 0.2 76 1.52 0.2Total 1,748 34.96 3.5 1781 35.62 3.6

Source: Eastern Railways, Howrah Division, 2008


TABLE 9.4: INWARD RAKES DEALT AT TERMINALS OF HOWRAH DIVISION

GOODS SHED

RAKES (2006-07)



RAKES (2007-08)



Dankuni 396 7.92 0.8 338 6.76 0.7Barddhaman 296 5.92 0.6 275 5.5 0.6Bandel 84 1.68 0.2 76 1.52 0.2Bhadreswar 14 0.28 0 13 0.26 0Sreerampore 43 0.86 0.1 57 1.14 0.1Total 833 16.66 1.7 759 15.18 1.5

Source: Eastern Railways, Howrah Division, 2008

COMPREHENSIVE MOBILITY PLAN FOR KMA 76 ENVIRONMENT

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


the commercial vehicles like taxis and buses in KMA are older than 15 years) with issues of high

emission1 level have deteriorated the environmental conditions (refer table 10.1).

TABLE: 10.1 KMA VEHICLE AGE DISTRIBUTION

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)

Source: CPCB, 2005

1 50% of emission contribution is from automobiles

Description Total Number Age > 30 Yrs Age 20-30 Yrs Age 10-19 Yrs Age < 10 Yrs

50 %tile Age

Number Number % age Number % age Number % age 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 79,301 3,524 4.4% 20,380 25.7% 30,690 38.7% 24,720 31.2% 13

Small Buses 32,356 378 1.2% 1,153 3.6% 1,688 5.2% 29,138 90.1% 6 Passenger Cars 631,467 35,126 5.6% 69,391 11.0% 211,177 33.4% 315,773 50.0% 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

Totals 1,074,215 59,527 176,402 297,053 541,237

Cites

Car Density per 1000 population Particulates NOx HC CO Total

Delhi 29 19.3 126.5 249.6 651.0 1046.3 Mumbai 66 9.6 70.8 108.2 469.9 659.6 Kolkata 61 9 53 47 203 312


2-Wheel, 2-Stroke1%

Buses - Large26% Passenger Car-

Diesel 2%

Trucks - Large8%

Trucks - Small8%

3-Wheel, 2-Stroke31%

2-Wheel, 4 Stroke1%

Passenger Cars-Petrol14%

Buses - Small9%

OBSERVATIONS

• Out of the total emission level per day in KMA (in tons), 65% is Carbon Monoxide, 15% is Hydro-

Carbon (methane), 10.3% is NOx and 3 % particulate matter.

FIGURE 10.1: VEHICLE-TYPE CONTRIBUTIONS TO POLLUTANT IN KMA

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”).


FIGURE 10.2: LEVEL OF POLLUTANTS IN KMA

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

showing the Annual average emission level of various pollutants (2005)2

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

0

50

100

150

200

250

300

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Stations

ug/m

3

Annual Average Standard

SPM Level

0

20

40

60

80

100

120

140

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Stations

ug/m

3


RPM Level

0

10

20

30

40

50

60

70

80

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Stations

ug/m

3


NO2 Level SO2 Level

0

10

20

30

40

50

60

70

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Stations

ug/m

3



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 Annual Increase in

Mortality (in Person)

Cumulative Increase

2004 11,945,597 450 450

2005 11,974,267 484 934 2006 12,003,005 506 1,440

Source: West Bengal Pollution Control Board, ADB

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.

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.

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


TABLE 10.4: NOISE LIMIT FOR VEHICLES

Category of Vehicles Maximum Permissible Noise Level

Two wheelers (Petrol driven) 80 dB (A) All passengers cars, all Petrol driven three- wheelers and diesel driven two wheelers 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 Leq 24 LD LN Monitoring

Location 1993 1999 2004 1993 1999 2004 1993 1999 2004Dunlop 92 67 67.5 93.7 77 67.9 84.3 73.1 65.1Chiria More 90.3 67.6 66.3 91.8 78 66.9 85.2 71.1 62.6Nagerbazar 92.1 70.3 67.3 93.5 79.7 68.5 87.4 77.7 56.4Shyambazar 91.1 69 68.4 92.8 78.8 69.1 83.7 75.8 64Ultaldanga 88.5 68.2 69.2 90.4 78.6 70.2 79.3 72 60.9Manicktola 87.5 71 68.8 89 81 69.6 82.3 77.2 62.7Howarh Bridge Approach 85.1 72.9 95.7 86.7 83.1 96.9 79.3 78.3 76.4Sealdah 86.8 70.1 71.5 88.5 79.9 72.2 80.4 76.7 66.7Bowbazar 86.8 70.3 70.3 88.4 80.9 70.6 80.4 72.6 68B.B.D Bag 84.4 70.3 71.1 86.1 80.3 71.8 77.5 74.2 66.8Esplanade 85.5 80.3 68.1 87.2 80.8 68.9 77.8 73.3 62.8Moulali 86.3 71.4 93.2 87.9 81.7 94.4 80.7 76.1 71.1Hazara 84 68.1 77.6 89.6 78.7 78.7 77.8 69.7 68.1Jadavpur 82.2 89.5 76.8 83.8 80.4 77.9 76 77.1 67.1Garia 83 69.2 70.9 84.6 79.9 71.6 77.1 70.4 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 82 PROBLEMS AND ISSUES

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 MASS RAPID TRANSIT SYSTEM

• 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.


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.


• 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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 85 FUTURE TRAVEL AND TRANSPORT DEMAND

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.


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


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 Road Rail River

Year 2011 2025 2011 2025 2011 2025

Freight Movement (in million ton) 103.0 123.0 19.9 28.8 12.0 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 GROWTH OF PASSENGERS ENTERING AND EXITING KMA 12.3.4.1 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


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

Passengers on Average Weekdays(in Lakh)

Year

Sealdah Howrah Total 2009-10 39.5 13.3 52.8 2014-15 62.5 14.5 76.9 2019-20 98.8 15.7 114.5 2024-25 156.2 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)

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.

Year Eastern Railway

South Eastern Railway Total

2009-10 15.90 2.01 17.91 2014-15 16.80 2.02 18.92 2019-20 17.90 2.03 19.92 2024-25 18.90 2.04 21.04


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 2009-10 2014-15 2019-20 2024-25 Metro Rail 4.5 10.1 19.8 38.7 Bus Service (South Bengal State Transport Corporation)

768.2 799.0 831.1 864.5

Ferry Service 2.4 2.6 2.8 3.1 Total 775.1 811.8 853.8 906.3

12.3.6 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 (in Lakh)

Year Vidyasagar Setu

Rabindra Setu

Vivekananda Setu

Ishwar Gupta Setu

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.

COMPREHENSIVE MOBILITY PLAN FOR KMA 90 RECOMMENDATIONS

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

modes1. 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.


FIGURE 13.1: COMPREHENSIVE MOBILITY PLAN CONCEPT

Pedestrian Non-

motorised

Airways

Light Rail/ Tramway

Metro Rail

Circular Rail

Integrated Mobility

Automobile

Waterways

Bus

Sub-urban Rail


13.2 STRATEGY

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

FIGURE 13.2: COMPREHENSIVE STRATEGY FOR ENHANCING MOBILITY

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.

Objectives Reduce Congestion, Improve Air Quality,

Enhance Safety and Energy Security

Reduce Emissions per Vehicle - Km Reduce Growth of Motor Vehicle Use

Improve Traffic Flow

Improve Vehicle

Technology

Improve Fuel Quality

Reduce Reliance on Personal

Vehicles

Reduce Travel

Demand

Reduce Per Capita Trips

Reduce Trip Length

Increase Share of Public Transport

Increase Use of NMT

Traffic Management

Traffic Engineering

New Vehicles

In Use Vehicles

Conventional Fuels

Alternative Fuels


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.


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.


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

Services2 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.


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

SCHOOL SPECIAL TRAM ROUTE IN KMA


• 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.


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

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.

PROPOSED PEDESTRIAN PLAZA FROM SEALDAH STATION TO BBD BAGH


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

terms of road width, for e.g. pairing of Park Street (wide) with Shakespeare Sarani (narrow)3.

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 technology with proper transport infrastructure, thus increase over all

transport efficiency 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.


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

World-Class Station4 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.


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)

TABLE 13.1: SHARE OF AIR POLLUTION FROM DIFFERENT MODES5

Year 2005 2008 2025 2025

Type of Vehicles CPCB Data Existing Scenario (in percentage)

No Build Scenario(in percentage)

Build Scenario(in percentage)

Cars 16 19 386 21

Two Wheeler 2 2 5 2

Trucks 16 19 38 19

Buses 35 42 84 8

Three Wheelers 31 38 74 0

Total (In Percentage) 100 121 240 51Total (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.


FIGURE: 13.3 EXISTING AND PROJECTED AIR POLLUTION IN KMA

312

378

159

749

0

100

200

300

400

500

600

700

800

2005 2008 2025 2025

Year

In to

ns/d

ay

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.

PART (A): PROJECT LIST

Estimated cost (Rs. in crores) Impact Assessment

Proposals No. of Lanes

Length (km)

(approx)

Area (in Acre)

Unit Rate per km

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.

NA NA NA NA


Study to phase in "ITS" to increase throughput with locations for Traffic command centre with Backup command centre and disaster management scenarios

NA NA NA NA


Study for Transit Oriented Development at identified nodes with objective to Increase FAR and reduce vehicle trips

NA NA NA NA


Traffic Survey Programme and Setting up Centralised Information System NA NA NA NA




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



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

NA NA NA NA Central Govt./ State Govt.

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 world-class Station distinction (Howrah station has already been identified by Ministry of Railway for world class station)

Central Govt./ State Govt./ Ministry of Railway

Study for consolidating existing Rail Goods terminal based on Capacity, Service area and distribution network


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.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



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


MASS RAPID TRANSIT SYSTEM

METRO RAIL NETWORK

Howrah - Salt Lake (already funded) NA 14 NA 4679

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

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




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



LRT NETWORK

Joka to Esplande NA 16 NA


Esplande to Maulali NA 2 NA


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

3500 (lumpsum)


LRT NETWORK FOR RESTORATION

Mominpur – Behala NA NA NA NA Central Govt./ State Govt./ PPP

Gariahat junction – Gariahat depot NA NA NA NA Central Govt./ State Govt./ PPP

Shyambazar to Galiff street NA NA NA NA Central Govt./ State Govt./ PPP

Chowranghee section between Esplanade and Hazra Road junction

NA NA NA NA Central Govt./ State Govt./ PPP

Hare Street / Strand Road NA NA NA NA Central Govt./ State Govt./ PPP

High Court section NA NA NA NA Central Govt./ State Govt./ PPP



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Chitpore- Esplanade Junction NA NA NA NA Central Govt./ State Govt./ PPP

PEDESTRIAN FACILITIES

WALKWAY AND UNDRPASS

Elevated Pedestrian Walkway from Sealdah to BBD Bag

NA 3 176 (Lumpsum) Central Govt./ State Govt.

Elevated Pedestrian Walkway from BBD Bagh to Howrah station

NA 2 125 (Lumpsum) Central Govt./ State Govt.

Pedestrian Underpass around B.B.D. Bag NA - 28 (lumpsum) Central Govt./ State Govt.

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) Central Govt./ State Govt.

Pedestrian Underpass on B.T. Road at Dunlop Bridge

NA - 8 (lumpsum) Central Govt./ State Govt.

Pedestrian Underpass on G.T. Road near Howrah Maidan


Pedestrian Underpass at Circular Railway Station across Strand Road




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



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

NA - Central Govt./ State Govt.

MANDATING NO CAR ZONE

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 NA NA NA NA NA

OTHER ACTION ITEM

Signage (International Design standard attached as an annexure)


Relocation of On-street Encroachments and Hawkers


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



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Implement High Volume Occupancy Lanes (HOV)

NA NA NA NA


Mandate Car Pooling with HOV concepts NA NA NA NA NA Mandate bicycle parking with all off-street Parking area

NA NA NA NA NA

Relocation of all industries NA NA NA NA NA

Phasing out all non compliant Vehicles 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. NA NA NA NA NA

Increase the licensing fee for taxis NA NA NA NA NA

Mandate GPS (Global Positioning System)and radio control for all taxis


Reduce Headway from 3 to 1.5 minutes in Peak Hour

NA NA NA NA NA

The proposed MRTS should be design for 24X7 operation with increase headway in off-peak hour. 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

NA

Restoration of North Canal System 80 (lumpsum) Central Govt./ State Govt.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Restoration of Churial Canal Central Govt./ State Govt.

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 Behala-Taratala with Bicycle Path

6 50 100 5000


Dunlop Interchange 500 (Lumpsum) Central Govt./ State Govt.

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


PROPOSED BUS TERMINALS

LONG DISTANCE BUS TERMINALS

Under the Ramps of Vidyasagar Setu (East-Bank) 2 3 (lumpsum) Central Govt./ State Govt.

Long Distance Bus Terminus at Shalimar 2 3 (lumpsum) Central Govt./ State Govt.

OUTER RING BUS TERMINALS

Kalyani 1.5 1 (lumpsum) Central Govt./ State Govt.

Bhatpara 1.5 3 (lumpsum) Central Govt./ State Govt.

Barrackpore 1.5 1 (lumpsum) Central Govt./ State Govt.

Barasat 1.5 1 (lumpsum) Central Govt./ State Govt.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Airport 1.5 1 (lumpsum) Central Govt./ State Govt.

Rajarhat 1.5 3 (lumpsum) Central Govt./ State Govt.

Dhapa (Science City) 1.5 1 (lumpsum) Central Govt./ State Govt.

Dakshineswar 1.5 1 (lumpsum) Central Govt./ State Govt.

East Kolkata 1.5 3 (lumpsum) Central Govt./ State Govt.

Garia 1.5 1 (lumpsum) Central Govt./ State Govt.

Thakurpukur 1.5 1 (lumpsum) Central Govt./ State Govt.

Maheshtala 1.5 3 (lumpsum) Central Govt./ State Govt.

Gardenreach 1.5 1 (lumpsum) Central Govt./ State Govt.

Budge-Budge 1.5 1 (lumpsum) Central Govt./ State Govt.

Bauria 1.5 1 (lumpsum) Central Govt./ State Govt.

Andul 1.5 3 (lumpsum) Central Govt./ State Govt.

Kona 1.5 3 (lumpsum) Central Govt./ State Govt.

Bally 1.5 3 (lumpsum) Central Govt./ State Govt.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Dankuni 1.5 3 (lumpsum) Central Govt./ State Govt.

Serampore 1.5 3 (lumpsum) Central Govt./ State Govt.

Chandannagar 1.5 3 (lumpsum) Central Govt./ State Govt.

Chinsura 1.5 3 (lumpsum) Central Govt./ State Govt.

Bansberia 1.5 1 (lumpsum) Central Govt./ State Govt.

Pujali 1.5 3 (lumpsum) Central Govt./ State Govt.

Baruipur 1.5 3 (lumpsum) Central Govt./ State Govt.

INTERMEDIATE BUS TERMINALS

Nagerbazar 2 3 (lumpsum) Central Govt./ State Govt.

Bengal Chemical 2 1 (lumpsum) Central Govt./ State Govt.

Dhakuria 2 1 (lumpsum) Central Govt./ State Govt.

Santoshpur 2 3 (lumpsum) Central Govt./ State Govt.

Jadavpur 2 3 (lumpsum) Central Govt./ State Govt.

Chetla 2 2 (lumpsum) Central Govt./ State Govt.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



Behala 2 3 (lumpsum) Central Govt./ State Govt.

Dakshineshwar 2 1 (lumpsum) Central Govt./ State Govt.

Balikhal 2 3 (lumpsum) Central Govt./ State Govt.

INNER RING BUS TERMINALS

Shyambazar 1.5 3 (lumpsum) Central Govt./ State Govt.

Bagbazar 1.5 2 (lumpsum) Central Govt./ State Govt.

Ultadanga 1.5 1 (lumpsum) Central Govt./ State Govt.

Koronamoyee 1.5 1 (lumpsum) Central Govt./ State Govt.

Ballygunge 1.5 1 (lumpsum) Central Govt./ State Govt.

New Alipore 1.5 1 (lumpsum) Central Govt./ State Govt.

Kidderpore 1.5 1 (lumpsum) Central Govt./ State Govt.

Botanic Garden 1.5 1 (lumpsum) Central Govt./ State Govt.

Dumurjala 1.5 3 (lumpsum) Central Govt./ State Govt.

Salkia 1.5 1 (lumpsum) Central Govt./ State Govt.



Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



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

2 (lumpsum)


Shalimar 1.5 Central Govt./ State Govt.

PROPOSED TRUCK TERMINAL CUM WHOLESALE TRADING CENTER

Truck Terminal at Barasat (adjoining N.H. 34) Central Govt./ State Govt.

Truck Terminal at Kona (Stage II) 20 (lumpsum) Central Govt./ State Govt.

Truck Terminal at Dhulagarh (Stage II) Central Govt./ State Govt.

Truck Terminal at Dankuni (adjoining Durgapur Expressway) 40 (lumpsum)


Truck Terminal at South of Rajarhat Township adjoining proposed Eastern Expressway 40 (lumpsum)


Truck Terminal at North of Noapara 40 (lumpsum) Central Govt./ State Govt.

Truck Terminal at Amtala adjoining Diamond Harbour Road

40 (lumpsum) Central Govt./ State Govt.

Truck Parking Area under western approach of Vidyasagar Setu 1 (lumpsum)


Truck Parking around Kolkata Jetties in Garden Reach area


INTERMEDIATE TRUCK TERMINAL

Bansberia at the crossing of NH 2 and western approach of Ishwar Gupta Setu 20 (lumpsum)




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

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 Serampur-Barrackpore- 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

400 (Lumpsum) Central Govt./ State Govt.

Barrackpore-Barasat Road – NH 2 Bridge Over River Hooghly 60 (Lumpsum)


Proposed Bridge connecting Serampur and Barrackpur


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




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

Improve Air Quality



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


Proposed Bridge connecting Sovabazar and Salkia Central Govt./ State Govt.

Proposed Bridge connecting Bhatpara-Chandannagar

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)




Length (km)

(approx)

Area (in Acre)

Unit Rate per km


Congestion

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

Estimated cost (Rs. in crore)

Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



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 Corridor- NH 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 4.7 226



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



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)

4 38.2 4.7 180

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

Western Riverfront Expressway from Andul – Road to Bauria Connector

4 14 4.7 66


NEW MAJOR ARTERIAL ROADS WITH PEDESTRIAN AND BICYCLE PATHS

Serampur- Barrackpore – Barasat Expressway connecting NH 2 and eastern expressway.

4 22.5 4.7 106


Chandannagar- Bhatpara connector 1) from delhi road to River bank (5 km) 2) From River Bank to Barrackpore-Kalyani Expressway (4 km)

4 9 4.7 42



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Sodepur Connector to Eastern Expressway 4 5.5 4.7 26


Rajarhat Connector connecting Rajarhat Township and Eastern Expressway

4 6.7 4.7 31


Saltlake Connector connecting Salt Lake Township and Eastern Expressway

4 8 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


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

4 12 4.7 56



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Salt Lake Bypass from E.M. Bypass to VIP Road Bypassing Saltlake Township at the eastern side of Salt Lake

4 7 4.7 33


Garia-Sonarpur Road 2 17 2.5 43


Sankrail Connector to Western Riverfront Expressway Connecting NH 6 and Western Riverfront Expressway

2 1 2.5 3


Belgachi Road-Ultadanga 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



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



C.P.T. Boat Canal Road from Remount Road to Deshpran Sashmal Road

2 3.6 2.5 9


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

2 2.8 2.5 7


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

2 3.6 2.5 9


Grand Foreshore Road from Rabindra Setu to Vidyasagar Setu

4 4 4.7 19


Central Howrah Arterial Road from Vidayasagar Setu approach and Howrah Amta Road to Benaras Road

2 4.6 2.5 12



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Elevated corridor along Bagjola Canal embankment connecting BT Road with VIP Road.

2 11 2.5 28


Road connecting Howrah Drainage Canal Road and NH-6 in East-West direction

4 5 4.7 24


Extension of Howrah Drainage Canal Road to Andul Road to the south and upto Vivekanand Bridge approach in the north.

4 8.5 4.7 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



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Chandmari Road from Halisahar to Barrackpore-Kalyani Expressway at Kanchpara

2 4 2.5 10


New Road parallel to NH 2 connecting Baidyabati - Mogra

2 22 2.5 55


New Road parallel to Barrackpore - Kalyani Expressway connecting Barrackpore to Gayeshpur

2 21 2.5 53


New Road from MG Road to Amtola Road by side of Keorapukur khal

2 10 2.5 25


New Secondary Roads in Municipalities and Non-Municipal Urban areas and Rural areas

250 (Lumpsum)


New Arterial Road- Amherst Street Extension from B.B.G Street to Lenin Sarani



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



New Arterial Road- Extension of Jadavpur Central Road upto Deshapran Sashmal Road


New Arterial Road- Extension of Pathuriaghata St. from Dharmatala St. to Strand Road.


New Arterial Road- Link between Belgachia Road to Ultadanga over Ultadanga Railway Yard


E.M. Bypass connector from Padampukur to Kamalgazi


WIDENING OF REGIONAL HIGHWAYS Barrackpore Kalyani Expressway from NH 2 to Barrackpore-Barasat Road (Without Bridge)

4 27 4.7 127

State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Jessore Road to NH 34 from Shyam Bazar to Barasat with service Road on either side (with 2 kms outside boundary of KMA)

2 20 1.5 30

State Govt.

Kanchrapara-Haringhata Road from Barrackpore-Kalyani Expressway to NH 34

2 11.5 1.5 17

State Govt.

Talpukur Road from Naihati to NH 34 2 12 1.5 18

State Govt.

Barrackpore-Barasat Road from Barrackpore to NH 34

2 12.8 1.5 19

State Govt.

Sodepur Barasat Road from B.T. Road to Jessore Road

2 10.1 1.5 15

State Govt.

Madhusudan Banerjee Road from B.T. Road to Jessore Road

1 7.2 0.75 5

State Govt.

B.T. Road from Shyambazar to Barrackpore Chiriamore to develop as an Expressway with service Road on

4 11.5 3 35

State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



either side

Kheyadaha Road from E.M. Bypass to Sonarpur Road

2 9.3 2.5 23

State Govt.

Garia-Sonarpore Road from Garia to Baruipore (without Bridge)

<1 15 0.4 6

State Govt.

Diamond Harbour Road from Joka to Khirdirpur Road (upto 2 Km. outside the boundary of the KMA)

2 11 1.5 17

State Govt.

Budge Budge Road from Brace Bridge to Budge Budge

<1 21 0.4 8

State Govt.

Howrah-Amta Road from G. T. Road to Amta (upto 2 Km. outside boundary of the KMA)

1 15 0.8 12

State Govt.

NH 2 (old alignment) from Dankuni to Mogra

2 36 1.5 54

State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Existing Road parallel to railway track from Konanagar underpass to Srerampur railway station

1 8 0.75 6

State Govt.

Tarakeswar Road from G. T. Road to Tarkeshwar (upto 2 Km. outside boundary of the KMA)

2 4.5 1.5 7

State Govt.

Dhaniakhali Road from NH2 to Belmuri (upto 2 Km. outside boundary of the KMA)

2 7 1.5 11

State Govt.

Foreshore Road from Telkal Ghat Road to Vidyasagar Setu

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.

Coal Dock Road, Hide Road and Remount Road

5 6 (lumpsum)

State Govt.

Muragacha Road from Kalyani to NH 34 2 7.6 1.5 11

State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Bandel-Polba Road from old NH 2 to Polba (upto 2 Km. outside boundary of the KMA)

2 6.2 1.5 9

State Govt.

Serampur-Antpur Road (upto 2 Km. outside boundary of the KMA)

1 5 0.75 4

State Govt.

Benaras Road to G. T. Road (upto 2 Km. outside boundary of the KMA)

1 12 0.75 9

State Govt.

Hatishal-Amta Road (upto 2 Km. outside boundary of the KMA)

2 4 1.5 6

State Govt.

Taratola Road 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.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Sonarpur-Bodra Road (upto 2 Km. outside boundary of the KMA)

1 7 0.75 5

State Govt.

Taki Road (upto 2 Km. outside boundary of the KMA)

1 8 0.75 6

State Govt.

STRENGTHENING OF MAJOR ARTERIAL ROAD

150 (lumpsum)

State Govt.

STRENGTHENING OF EXISTING SECONDARY ROADS IN MUNICIPALITIES, NON-MUNICIPAL URBAN AREAS AND RURAL AREAS

151 (lumpsum)

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



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Elevated corridor along Bagjola Canal embankment connecting BT Road with VIP Road

4 0.6

60 36


Improvement of VIP Road Jessore Road connection through flyover and underpass

200 (Lumpsum)


Oneway flyover from Brabourne Road Flyover to Kiran Shanker Ray Road and Netaji Indoor Stadium

2 2

45 90


ROB over all ferry ghats on the eastern bank of Hoogly

20 (Lumpsum)


Flyover along Jawaharlal Nehru Road from Park Street to Bentink Street and CR Avenue

4 3

60 180


Flyover from D L Khan Road to Hospital Road 4 0.5

60 30



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Right turn flyover on Salt Lake Bypass Road to sector V near Bowlers Den/ Nicco Park

2 0.4

45 18


Flyover from kestopur to Baguihati on VIP road

4 0.5

60 30


Entry ramp from Sarat Bose Road to AJC Bose Road Flyover

2 0.4

45 18


Entry and exit ramp to Vidyasager setu to fore shore road on the western bank of Hooghly

2 0.5

45 23


At Esplanade 4 1.5 35 53 Central Govt./ State Govt.

Mallick Bazar 2 0.6 21 13 Central Govt./ State Govt.

At Salkia 2 0.8 21 17 Central Govt./ State Govt.

Elevated Carriageway from Baguihati to Kestopur

4 1.6 35 56


Taratola, right turning ramp to Taratola Road 2 0.6 21 13



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Ballyguange Phanri 4 0.6 35 21 Central Govt./ State Govt.

Lake Town at V. I. P. Road

2 0.8 21 17 Central Govt./ State Govt.

V. I. P. Road - near Kaikhali


Right turning ramp from E. M. Bypass to Salt Lake Bypass

2 0.8 21 17


Ramp connecting Vidyasager Setu from St. George's Gate Road fro traffic from port to bridge

2 1 29 29


Interchange at the crossing of NH 2 and NH 6

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 Central Govt./ State Govt.

Flyover on Kazi Nazrul Islam Sarani


Construction of Left turning North bound of ramp at Beckbagan connecting AJC Bose Flyover



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



PROPOSED ROAD BRIDGES OVER RAILWAY TRACKS/UNDERPASS

Baruipur 2 0.6 29 17 Central Govt./ State Govt.

Convent Bridge (Reconstruction and Widening)

2 0.6 29 17


Bridge NO.4 (Phase-II)


New Shalimar Station 2 1 29 29 Central Govt./ State Govt.

Barrackpore 2 1 29 29 Central Govt./ State Govt.

Sheoraphuli (Delhi Road)

2 1 29 29 Central Govt./ State Govt.

Barasat NH 34 2 0.8 29 23 Central Govt./ State Govt.

Barasat onTaki Road 2 0.8 29 23 Central Govt./ State Govt.

Underpass at Patipukur


Underpass at Tikiapara


Underpass at Chaulpatti Road


Underpass at Beleghata Main Road


Underpass at Chandan Nagar


Underpass at Bandel 7 (lumpsum) Central Govt./ State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Underpass at Chinsura 7 (lumpsum) Central Govt./ State Govt.

Underpass at Bhadreshwar


Underpass at Hind Motor


Underpass between Srerampore and Sheoraphuli

7 (lumpsum)


Underpass at Kanchrapara


Underpass at Dunlop Bridge


PROPOSED ROAD BRIDGE OVER CANAL

Zeerut Bridge (Phase-II) 2 0.8 21 17

Central Govt./ State Govt./ PPP

Kidderpur Bridge 2 0.8 21 17


Swing Bridge (Reconstruct) 30 (lumpsum)


Bascule Bridge (Structural Renovation)

30 (lumpsum)


Chetla Bridge over Tolly's Nalla

2 0.5 21 11



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Kestpore Canal connecting Kazi Nazrul Islam Sarani and Salt Lake bypass

2 0.8 21 17


Hastings' Bridge 2 0.8 21 17


AREA WIDE TRAFFIC ENGINEERING AND OPERATION IMPROVEMENT SCHEME

Barasat 3 (lumpsum) State Govt.

Nagarbazar 3 (lumpsum) State Govt.

Dum Dum Station Area

3 (lumpsum) State Govt.

Garia Three Point Crossing Area


Budge Budge Railway Terminal Area 3 (lumpsum)

State Govt.

Behala Chow Rasta 3 (lumpsum) State Govt.

Nh 2 - Nh 6 and PWD Road Crossing and western approach road including vivekanand Bridge

3 (lumpsum)

State Govt.

Seoraphuil Level Crossing Area


Naihati Station Area 3 (lumpsum) State Govt.

Chiriamore (Barrackpore)



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Dunlop Crossing on B. T. Road


Baruipur Level Crossing Area


Sonarpur Station Road - Garia Sonarpur Road

3 (lumpsum)

State Govt.

Andul road and NH 6 Crossing Area


Sodepur road - Jessor Road Crossing Area (Madhyamgram)

3 (lumpsum)

State Govt.

Barrackpore Barasat Road - NH 34 Crossing (Colony More)

3 (lumpsum)

State Govt.

New Assam Link Road and Ishwar gupta Setu (Western approach)

3 (lumpsum)

State Govt.

Cossipore - Chitpur Area


Shyambazar Area 5 (lumpsum) State Govt.

Ultadanga Area 5 (lumpsum) State Govt.

Burrabazar Area 7 (lumpsum) State Govt.

B. B. D. Bagh Area 7 (lumpsum) State Govt.

Sealdah Station road 5 (lumpsum) State Govt.

Gariahat Area 5 (lumpsum) State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Rashbehari Area(R. B. avenue - Deshpran Sashmal Road Crossing)

8 (lumpsum)

State Govt.

Garia Station Road (Sonarpur Road crossing)

5 (lumpsum)

State Govt.

Kolkata Port Area 8 (lumpsum) State Govt.

Howrah Station Area 5 (lumpsum) State Govt.

Salkia Area 3 (lumpsum) State Govt.

Howrah Maidan - Court - D. M. Office Area

3 (lumpsum)

State Govt.

Park Street Area 6 (lumpsum) State Govt.

Bhowanipur Area 6 (lumpsum) State Govt.

New Alipore Area 6 (lumpsum) State Govt.

Surface Dispersal at Metro Station Area

100 (lumpsum)

State Govt.

Surface Dispersal at Circular Rail Station Area

50 (lumpsum)

State Govt.

PROPOSED OFF STREET PARKING FACILITY Strand Road 1 (lumpsum) State Govt.

LU-SAN Sarani around Tiretta Market


Magoe Lane 1 (lumpsum) State Govt.

Southern side of 10 (lumpsum) State Govt.


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Corzon Park (Surendra Nath Park) Southern side of B. B. D. Bagh (Opposite Writer's Building)

20 (lumpsum)

State Govt.

Lenin Sarani 1 (lumpsum) State Govt.

Chandni Chowk 1 (lumpsum) State Govt.

B. B. Ganguly Street 1 (lumpsum) State Govt.

Phears Lane 1 (lumpsum) State Govt.

Market Complex on Ezra Street

State Govt.

Under Kolkata approach of Vidyasagar Setu

1 (lumpsum)

State Govt.

Proposed Multi-purpose Parking facilities for different transit modes near Madhjyamgram at Sarkar Bagan

3 (lumpsum)

State Govt.

Around Gariahat Area 1 (lumpsum) State Govt.

SUBURBAN RAIL PROJECTS Suburban Rail-Direct connectivity from Bardhman to Howrah

Central Govt./ Ministry of Railway


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Suburban Rail-Direct connectivity from Naihati to Bandel to Howrah

1 2 (Lumpsum)


Suburban Rail-Direct connectivity from Sheoraphuli to Howrah


New Railway line between Naihati Bandel line and Sealdah Ranaghat line

1 2 (Lumpsum)


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

76 2 152


Conversion of Chitpur - Cossipur, Majherhat - Kalighat yard to new passenger terminal

50 (Lumpsum)


Extension of railway line from Kalyani Simanta to River Hooghly

2 2 4



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



Railway Link at Kamarkundu from Tarkeshwar line to Howrah Vardhman chord line

4 2 8


Extension of Railway line from Budge Budge to river bank in the East Bank

3 3 (Lumpsum)


Link between Santoshpur and Garden Reach

4 4 (Lumpsum)


Proposed Railway Goods Terminals

Gobra 30 (Lumpsum)

Central Govt./ State Govt./Ministry of Railway

Noapara 50 (Lumpsum)


South East of Rajarhat Township

50 (Lumpsum)


Amtola adjoining Diamond Harbour Road

50 (Lumpsum)

Central Govt./ State Govt./Ministry


Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

Medium term

Long term Reduce

Congestion

Improve Air Quality



of Railway

WATER TRANSPORT FACILITIES Construction of Gangway cum Pontoon Jetties on River Hooghly

60 (lumpsum)


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)

20 (lumpsum)


Hastings to Garia Railway station following the existing Tolly’s Nullah, with the provision of a lockgate at Hastings Point (15.6 km).

30 (lumpsum)



Impact Assessment

Project No. of

Lanes

Length (km)

Area (Acre)

Unit Rate per km.

Project Cost

Short term

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 M G RD SURYA SEN ST 0.3 4 0 0 NO UR 15 2 0

20 A P C RD BHUPEN BOSE AVE BAG BAZAR RD 0.1 4 0 0 NO UR 15 2 1

21 ABHAYNANDA SR 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 BURDWAN RD JUDGES COURT RD 0.3 4 0 0 NO NO 25 1 1

29 ALIPORE RD JUDGES COURT RD NATIONAL LIB RD 0.9 4 0 0 NO NO 25 2 2

30 AMHERST ST A P C RD RAM MOHON SR 1.1 0 0 0 NO NO 0 0 0 31 APC RD SURYA SEN ST DR. M M C-JEE ST 0.6 4 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 A P C RD BHUPEN BOSE RD 0.5 4 0 0 NO NO 15 2 0

39 ARABINDA SR 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 BAGAJATIN RD PWD RD 1.6 6 0 0 NO NO 0 2 2

60 BABURAM GHOSH R KARUNAMOYEE BDG T GUNJ TRAM DPT 0.6 0 0 0 NO NO 20 0 0

61 BAG BAZAR ST STRAND RD 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 64 BELEGHATA RD PALMAR BAZAR RD CANAL EAST RD 0.4 4 0 0 NO NO 15 2 0 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 EAST RD CANAL WEST RD 1.4 4 0 0 NO NO 15 2 2

73 BIDHAN SR BHUPEN BOSE AVE ARBINDA SR 0.8 4 0 0 NO UR 8 2 0

74 BIDHAN SR 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 ROY BAHADUR RD T GUNJ CIRC RD 0 2 0 0 NO NO 10 2 2

93 CIT RD NARKELDANGA M R MANICKTALA M RD 1.1 4 0 0 YES NO 20 2 2

94 CIT RD ULTADANGA BIDHAN NAGAR RD 0.2 4 0 0 YES RES 20 2 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 98 CR AVE B B GANGULY ST EDEN HOSPITAL RD 0.2 6 0 0 NO NO 12 2 0 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 M G RD MECHNA BAZAR ST 0.2 6 0 0 NO NO 12 2 0

102 CR AVE 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 PARK STREET 0.6 3 0 0 NO NO 15 1 0

106 CANAL EAST RD DR S B JEE RD NARKELDANGA M RD 1.4 4 0 0 NO NO 12 0 0

107 CANAL EAST 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 KAR RD 1.1 0 0 0 NO NO 12 0 0

110 CANAL EAST RD BELEGHATA MRD NARKELDANGA M RD 0.9 2 0 0 NO NO 12 1 2

111 CANAL EAST RD NARKELDANGA M R 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 GOPALPUR RD ALIPORE RD 0.3 2 0 0 NO NO 15 2 0

119 CHANDI GHOSH RD KARUNAMOYEE BDG 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 B B GANGULY ST EDEN HOSPITAL RD 0.2 4 0 0 NO UR 8 1 0

129 COLLEGE ST EDEN HOSPITAL RD SURYA SEN ST 0.4 4 0 0 NO UR 8 1 0

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 2 151 D H RD I M TALA RD K M SR 0.3 4 0 0 NO UR 25 2 2 152 D L KHAN RD BELVEDER RD AJCB RD 1 4 0 0 NO NO 15 2 0 153 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 EM BYPASS 1.3 6 0 0 NO NO 20 2 2

155 DR. MM CH-JEE SR CANAL WEST RD RAJA MONENDER RD 0.2 4 0 0 NO NO 15 2 1

156 DR. MM CH-JEE SR RAJA SENORA RD APC RD 0 4 0 0 NO NO 15 2 1 157 DR. M SHAH SR GARIAHAT RD JATINBAGH D 0.7 4 0 0 YES NO 15 2 1 158 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 EM BYPASS HEM NASKAR RD 1.3 4 0 0 NO NO 15 2 1

161 DR S BANERJEE RD CANAL WEST BANK HEM NASKAR RD 1.5 4 0 0 NO NO 15 2 2

162 DR. S MOHON AVE PARK CIRCUS B B CHATERJEE LN 2 4 0 0 YES NO 20 2 2 163 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 SURESH B-JEE RD 0.4 6 0 0 YES NO 30 2 2

177 E M BYPASS DR. S B-JEE RD NARKELDANGA M RD 1.1 6 0 0 YES NO 35 2 2

178 E M BYPASS 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 0 184 FAIRLY PLACE STRAND RD INDIA EXCH PLAC 0.2 0 185 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 2 187 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 R. B. CONNECTOR JADAB PUR RD 3.8 2 0 0 NO NO 15 2 2

192 GARIA MAIN RD 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 R S C M RD 1.4 2 0 0 NO NO 20 2 2

195 GARIA S-PUR RD S-PUR ST 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 P K PAL AVE BHUPEN BOSE AVE 0.4 6 0 0 NO NO 25 2 2

200 GIRIS CH 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 A C AVE B-GUNJ CIRC RD 0.8 0 0 0 NO NO 0 0 0

207 HARISH MUK RD JUDGES COURT RD AJCB RD 2.1 4 0 0 NO NO 20 1 0

208 HAZRA RD A C AVE BECK BAGAN ROW 0.4 0 0 0 NO NO 15 0 0

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 A M JEE RD 0.6 4 0 0 NO NO 15 2 2

212 HEM NASKAR RD DR S B 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 R B AVE SOUTHERN AVE 0.5 0 0 0 NO NO 0 0 0

222 JESSORE RD 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 PATIPUKUR VIP RD 0.9 4 0 0 YES NO 40 2 2 241 K N I AVE 1 4 0 0 YES NO 40 2 2 242 KALAKAR ST 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 KHIDERPORE RD HOSPITAL RD 0.4 4 0 0 NO NO 20 2 0

264 M G 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 RAM MOHON SR COLLEGE ST 0.6 4 0 0 NO UR 8 2 0

268 M G RD BHUPEN BOSE AVE C R AVE 0.4 4 0 0 NO UR 8 1 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 M DEBENDRA ST KK TAGORE ST NIMTALA GHAT ST 0.6 6 0 0 NO NO 10 2 2

272 MAHENDRA DUTT RD DD CANTT ST JESSORE RD 2.1 2 0 0 NO NO 20 2 2

273 MANIKTALA RD EM BYPASS VIP RD 1.1 4 0 0 NO NO 20 2 1 274 MANIKTALA RD VIP RD CANAL EAST RD 1.2 4 0 0 NO UR 20 2 1 275 MANIKTALA RD CANAL EAST RD CANAL WEST RD 0.1 4 0 0 NO UR 20 2 1 276 MANIKTALA RD CANAL WEST RD RAJA SENORA RD 0.3 6 0 0 NO UR 20 2 1 277 MANIKTALA RD RAJA SENORA RD APC RD 0.2 6 0 0 NO UR 20 2 1 278 MAYO RD JLN AVE RED RD 0.9 4 0 0 NO RES 25 1 0 279 MAYO RD OUTRAM RD RED RD 0.9 6 0 0 YES RES 25 2 2

280 MECHNA BAZAR BHUPEN SR C R AVE 0.4 3 0 0 NO NO 10 2 1 281 MIDDLETON ST RUSSEL ST CHOWRINGHEE RD 0.1 2 0 0 NO NO 20 1 1 282 MIRZA GHALIB ST PARK STREET ROYD ST 0.1 3 0 0 NO NO 12 1 1 283 MIRZA GHALIB ST ROYD ST S N B JEE RD 1 3 0 0 NO NO 12 1 1 284 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 NAPIER RD STRAND RD KABITIRTHA SR 1.5 4 0 0 NO NO 25 2 2

289 NARKELDANGA M RD EM BYPASS CIT RD 1.5 4 0 0 NO NO 18 2 0

290 NARKELDANGA M RD CIT RD CANAL EAST RD 1.2 4 0 0 NO NO 18 2 0

291 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

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 DHAPA RD TILJALA RD 1.4 4 0 0 NO NO 20 2 2

310 P W D RD DAKSHINESWAR ST BARANAGAR RD ST 1.6 3 0 0 NO NO 25 2 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 0 2 0 0 NO NO 20 2 2 337 R MANINDRA RD NORTHERN AVE B T RD 0.9 4 0 0 NO NO 20 2 2 338 R N GUHA RD DUM DUM RD D D CANTT ST RD 1.5 2 0 0 NO NO 20 2 2 339 R N M_JEE RD MISSION ROW B B GANGULY ST 0.3 4 0 0 NO NO 15 2 1

340 R R AVE J L NEHRU RD RED RD 0.4 4 0 0 NO NO 15 1 0 341 R S C M RD N S B C RD GARIA CONNECTOR 0.5 3 0 0 NO NO 15 2 2

342 R S C M RD GARIA CONNECTOR BAGAJATIN ST RD 1.4 3 0 0 NO NO 15 2 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 0 349 RABINDRA SR VIVEKANAND RD ABHAYNANDA SR 0.6 4 0 0 NO UR 12 2 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 SOVA BAZAR RD STRAND RD 0.6 4 0 0 NO UR 12 2 2

353 RAJA SENORA ST 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 B GUNJ CIRC RD HAZRA RD 0.5 6 0 0 NO UR 20 2 0

362 ROY BAHADUR 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 1 377 SARAT BOSE RD HAZRA RD L L RAI SR 1.5 6 0 0 NO NO 18 2 1 378 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 0 390 STRAND RD SOVA BAZAR RD BAG BAZAR ST 1.1 4 0 0 NO NO 15 2 0 391 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 B LAL SHAH RD 0.5 2 0 0 NO NO 11 2 0

408 T-GUNJ CIRC RD SHAPUR 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 1 418 K N I AVE JESSORE RD 1.1 2 0 0 NO NO 30 2 2 419 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.) Travel Time in

min Corridor Speed

(in Km./Hr.) 1 Deshpran Sasmal Road 2 8 15 2 S.P. Mukherjee Road 2 8 15 3 A.T. Mukherjee Road 1 3 20 4 J.N. Nehru Road 3 7 25 5 C.R. Avenue 4 9 25 6 J.M. Avenue 1 3 20 7 Bhupen Bose Avenue 1 2 30 8 R.G. Kar Road 2 7 18 9 Raja Maninder Road 1 4 15 10 D.H. Road 12 36 20 11 Prince Anwer Shah Rd. 7 14 30 12 Southern Avenue 3 5 40 13 Gariahat Road 6 24 15 14 Syed Amir Ali Avenue 2 8 15 15 Raja S.C. Mallick Road 4 15 16 16 N.S.C. Bose Road 5 20 15 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 2 8 15 28 Vivekanand Road 1.2 5 14

Source: Primary survey, Comprehensive Mobility Plan, January 2008

ANNEXURE III

TRAFFIC VIOLATION

Type of Offence Counts Percentage

Unauthorized Parking 3,05,618 59.6

2 Wheeler drivers without helmet 28,368 5.5

No entry violation 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

Driving without Rear view mirror 391 0.1

Driving without a windscreen wiper 4,662 0.9

Defective Tyre 10,182 2.0

Dazzling 86 0.0

Others 14,635 2.9

Total 5,12,950 100.0 Source: Kolkata Traffic Police, Kolkata, 2008

ANNEXURE IV

LEVEL OF SERVICE CRITERIA

Level Of Service Ratio of Average Travel

Speed to Free Flow

Speed

Volume Capacity Ratio

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)

Number of Passengers (in lakh) Arrival Departure Total

Name of Ferry Station 2006 2007 2006 2007 2006 2007 Armeinan (001) 9.1 8.8 10.61 10.85 19.71 19.74 Fairlie (003-1) 11.6 11.24 13.25 13.74 24.86 24.98 Fairlie (003-2) NA NA NA NA NA NA Chandpal (005-1) 20.64 20.74 24.02 24.74 44.66 44.98 Chandpal (005-2) 14.17 13.44 17.12 16.43 31.29 29.87 Babughat (007) NA NA NA NA NA NA Jagannath Ghat(009) 0.79 0.66 1.89 1.55 2.68 2.27 Total 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


Number of Passengers (in lakhs) Arrival Departure Total

Name of Ferry Station 2006 2007 2006 2007 2006 2007 Ahiritola(103) 4.7 4.5 16.8 6.7 11.5 11.2 Shovabazar(105) 3.3 3.2 5.0 4.8 8.3 7.9 Baghbazar(107) 4.9 4.7 7.4 7.0 12.2 11.7 Cossipore(109) 0.3 0.2 0.3 0.3 0.6 0.5 Baranagar R.B.G.(111) Baranagar K.G.(113) 0.1 0.1 0.2 0.2 0.3 0.3 Panihati(117) N.A. N.A. N.A. N.A. N.A. N.A. Jagatdal(123) N.A. N.A. N.A. N.A. N.A. N.A. Naihati(125) N.A. N.A. N.A. N.A. N.A. N.A. Metiaburze(201) 16.5 16.8 20.9 20.5 37.3 37.3 Budge Budge Kali Bari(203) 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


Number of Passengers (in lakh) Arrival Departure Total

Name of Ferry Station 2006 2007 2006 2007 2006 2007 Howrah -I (002-1) 43.54 43.49 33.88 32.75 77.42 76.24 Howrah -II (002-2) 24.02 24.74 20.64 20.24 44.66 44.98 Howrah -III (002-3) Howrah -IV (002-4) Telkal(004) Ramkrishnapur(006) 11.13 10.67 9.22 8.73 20.35 19.4 Shibpur(008) 5.99 5.77 4.95 4.7 10.9 10.4 Bandhaghat(102) Salkia(104) 1.89 1.55 0.79 0.6 2.6 2.2 Ghusuri(106) Belur(108) Bally(110) Konanagar(112) Chandan Nagar(118) Chinsurah(126) Nazirgunj(202) 20.88 20.5 16.51 16.7 37.3 37.2 Bauria(204) 10.25 10.78 8.45 8.8 18.7 19.6 Total 212.1 210.1


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 Area Occupied (sq. metre)

Fairlie Place 59 137.03 India Exchange Place 75 174.19 India Exchange Extension 150 348.38 Sunyatsen Street 42 97.55 Sunyatsen Extension 30 69.68 Koilaghat street 63 146.32 Hare Street 64 148.64 Mission Road 118 274.06 British India Street 43 99.87 Kiran Shanker Roy Street Road 102 236.90 Govt. Place North 34 78.97 Waterloo Street 93 215.99 Esplanade Row west including High Court and adjoining area 292

678.17 Backside of Lal Bazar 68 157.93 Ganesh Chandra Avenue 95 220.64 Total 1327 3081.96


ANNEXURE VIII

ON-STREET PARKING IN NORTH TO SOUTH DIRECTION


Name of the Road No of

Vehicles Area Occupied

(sq. metre) Lane

Strand Road 285 661.91 4

Old P.O Street 93 215.99

Church lane 76 176.51

Bank Shall street 82 190.45

N.S Road 120 278.70

Wellesly Place 61 141.67

Old Court House Street 73 169.54

R.N Mukherjee Road 65 150.96 4

Bentick Street 120 278.70

Brabounne Road 184 427.34

4 (no median) with tram alignment

Within BBD Bag Perpendicular 278 645.66


Rabindra Sarani 42 97.55


Total 1478 3432.66

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

Received by

Rail Received by

Road Received by

Inland Water

Transport

Received Through Pipeline

Total Commodity

Tonnage

POL (Product) 0 150753 0 0 150753

Container 30342 1221451 26 0 1251819

(2364 TEUs) (90954 TEUs) (2 TEUs) (93320

TEUs) Iron & Steel Products 0 15215 0 0 15215

Steel Pipe 0 18017 0 0 18017

Machinery 0 9274 0 0 9274

Rice 1916 0 1228 0 3144

Cement Clinker 0 3717 0 0 3717

Sugar 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

Manganese Ore 2549 4890 0 0 7439

Fly Ash 0 163567 5955 302864 472386

General Export 1292 46218 0 0 47510

IVW Traffic 0 46014 0 0 46014

Total Export 136062 1687261 51774 302864 2177961


COMMODITY WISE EXPORT OF KOLKATA PORT IN 2006-2007

Received by Rail Received by Road Received by Inland Water Transport Total

Commodity

Tonnage % Tonnage % Tonnage % Tonnage %

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%

Iron & Steel Products 0 0% 29568 100% 0 0% 29568 100%

Steel Pipe (IWT) 0 0% 360 100% 0 0% 360 100%

Machinery 0 0% 3505 100% 0 0% 3505 100%

Cement Clinker (IWT) 0 0% 2015 100% 0 0% 2015 100%

Granulated Slag IWT 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%

IVW Traffic 0 0% 58899 100% 0 0% 58899 100%

Total Export 139305 4.89% 2676825 94.08% 29152 1.02% 2845282 100%


ANNEXURE X

NATIONAL AMBIENT AIR QUALITY STANDARDS

Concentration in Ambient Air Pollutants Time-weighted average

Industrial Areas

Residential, Rural & Other

Areas

Sensitive Areas

Method of Measurement

Annual Average*

80 µg/m3 60 µg/m3 15 µg/m3 - Improved West and Geake Method -

Ultraviolet Fluorescence

Sulphur Dioxide (SO2)

24 hours** 120 µg/m3 80 µg/m3 30 µg/m3 - Jacob & Hochheiser Modified (Na-Arsenite)

Method Annual

Average* 80 µg/m3 60 µg/m3 15 µg/m3 - Gas Phase

Chemiluminescence Oxides of Nitrogen as

(NO2)

24 hours** 120 µg/m3 80 µg/m3 30 µg/m3 - High Volume Sampling, (Average flow

rate not less than 1.1 m3/minute).

Annual Average*

360 µg/m3 140 µg/m3 70 µg/m3 Suspended Particulate Matter (SPM)

24 hours** 500 µg/m3 200 µg/m3 100 µg/m3

- Respirable particulate

matter sampler

Annual Average*

120 µg/m3 60 µg/m3 50 µg/m3 RespirableParticulate Matter (RPM) (size less

than 10 microns) 24 hours** 150 µg/m3 100 µg/m3 75 µg/m3

- ASS Method after

sampling using EPM 2000 or equivalent Filter

paper Annual

Average* 1.0 µg/m3 0.75 µg/m3 0.50

µg/m3 . Lead (Pb)

24 hours** 1.5 µg/m3 1.00 µg/m3 0.75 µg/m3

.

Annual Average*

0.1 mg/ m3 0.1 mg/ m3 0.1 mg/m3 . Ammonia1

24 hours** 0.4 mg/ m3 0.4 mg/m3 0.4 mg/m3 - Non Dispersive Infra Red (NDIR)

8 hours** 5.0 mg/m3 2.0 mg/m3 1.0 mg/ m3

Spectroscopy Carbon Monoxide (CO)

1 hour 10.0 mg/m3 4.0 mg/m3 2.0 mg/m3 Spectroscopy

* 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.

Location SPM (μg/m3) (Permissible Limit = 200μg/m3)

SO2 (μg/m3 ) (Permissible Limit = 80μg/m3)

NOx (μg/m3) (Permissible Limit = 80μg/m3)

CO (mg/m3) (Permissible Limit = 2 mg/m3)

HC (mg/m3)

At Icchapur Sewage Pumping Station

4 PM to 12AM 215.4 9.0 58.0 ND ND 12 AM to 8AM 228.6 6.5 61.1 1.00 ND 8 AM to 4 PM 294.6 9.0 58.0 ND ND

1.

Average 246.2 8.2 59.0 1 ND Sialdah Station 2 PM to 10PM 600.5 12.9 68.6 1.5 1.6 10 PM to 6AM 610.5 18.8 63.0 1.0 2.5 6 AM to 2 PM 537.2 16.0 52.0 1.6 1.8

2.

Average 582.7 15.9 61.2 1.4 1.9 EM Bye Pass 5 PM to 1 AM 310.4 10.6 67.8 1.6 1.0 1 AM to 9AM 316.4 13.0 61.0 1.0 2.6 9 AM to 5PM 289.6 11.0 68.0 ND 1.8

3.

Average 305.5 11.5 65.6 1.3 1.8 Karunamoyee bus stand

6 PM to 2AM 280.4 10.7 71.1 1.2 ND 2 AM to 10AM 361.5 10.0 71.0 1.4 1.0 10 AM to 6 PM 321.4 11.0 62.0 1.0 ND

4.

Average 321.1 10.6 68.0 1.2 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 Item(No. of units & Investment Rs. in Crores)

West Bengal

KMA- Districts

Share of KMA in West Bengal (%)

No. of Unit 64 20 31.25 % Cement. Glass, Ceramics & Fly Ash Bricks

Investment 1040.48 501.85 48.23% No. of Unit 73 32 43.84% Chemicals, Petrochemicals

Industrial Gases etc. Investment 9985.18 390.04 3.91% No. of Unit 26 22 84.62% Drugs, Pharmaceuticals and

toilet Goods. Investment 246.39 164.66 66.83% No. of Unit 252 94 37.30% Electrical and Electronics

Investment 1546.68 750.65 48.53% No. of Unit 71 62 87.32% Engineering

Investment 801.51 397.52 49.60% No. of Unit 252 94 37.30% Food Products

Investment 1546.68 750.65 48.53% No. of Unit 33 20 60.61% Hotel, Hospital, Service Sector,

Multimedia etc. Investment 651.6 603.66 92.64% No. of Unit 22 22 100.00% Leather & Rubber

Investment 162.34 162.34 100.00% No. of Unit 18 9 50.00% Metallurgical Products

Investment 400.08 268.08 67.01% No. of Unit 17 9 52.94% Paper Wood, Plywood and

Board Investment 159.61 118.66 74.34% No. of Unit 77 60 77.92% Plastic Goods

Investment 1039.71 471.27 45.33% No. of Unit 59 56 94.92% Software & Telecom

Investment 599.45 564.95 94.24% No. of Unit 303 122 40.26% Steel Ingots, Alloys, Sponge

Iron, Steel Products Investment 9157.92 1739.75 19.00% No. of Unit 91 77 84.62% Textile (wool, silk, knitted

goods, jute, ready garments , yarn) Investment 1629.1 1261.82 77.46%

No. of Unit 70 46 65.71% Miscellaneous

Investment 704.26 382.83 54.36% No. of Unit 1428 745 52.17% Total

Investment 29670.99 8528.73 28.74% 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.

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, non-

vehicular 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

Sidewalks

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.

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.

Figure: Pedestrian Crossing

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

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.

Figure: Curb Extension

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 built -up areas at the

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. 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 peak-

hour 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 control-

based 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 two-

volume 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.

HOWRAH STATION

MANUAL FOR STATION STANDARDS AND SPECIFICATION

HOWRAH STATION

STATION SURVEY REVIEW

RECOMMENDATIONS

HOWRAH STATION

• 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

HISTORY

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: 150COMMUTERS: 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 TRAFFICLOW 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.

MAPS

Documents

Comprehensive Mobility Plan for Kolkata Metropolitan Area