Acc. No. DC 52

Sample Front Page Prepared due to unavailability

INTEGRATED MULTIMODAL TRANSPORT HUB

THESIS SUBMITTED FOR PARTIAL FULFILMENT OF THE REQUIREMENT FOR THE AWARD OF THE DEGREE

OF

MASTER OF ENGINEERING IN

ARCHITECTURE

SUBMITTED BY

PABITRA KUMAR GHOSH EXAM ROLL NO. M4ARC10-06

UNDER THE GUIDANCE OF SHIBASHISH BOSE,S. NAG

DEPARTMENT OF ARCHITECTURE

JADAVPUR UNIVERSITY

FACULTY OF ENGINEERING AND TECHNOLOGY JADAVPUR UNIVERSITY

KOLKATA-700 032 2011-2012

Integrated Multimodal Transport Hub

An Urban design PG Thesis by PABITRA KUMAR GHOSH, 200710202001

ACKNOWLEDGEMENT I express my gratitude to: Dr. Shivasis Bose and Prof. S. Nag for encouraging and guiding me throughout this thesis project; Prof. P. R. Das, Prof. C. L. Chatterjee, Prof. T. K. Bhattacharya and Prof. S. Das for their valuable suggestions; to my classmates and juniors Soumya Mondal, Subhadip Banik, Avishek Das and Preeti Roy for their help; my senior Ar. Dhrubojyoti Saha and my parents for their immense support throughout. Also, thanks to people working at Howrah Municipal Corporation, Howrah Improvement Trust, KMDA Unnayan Bhavan for helping me in my site study. - Pabitra Ghosh



CONTENT 1. Introduction

1.1 Title 1.2 Background 1.3 Relevance and justification 1.4 Aim 1.5 Objectives 1.6 Scope and limitation 1.7 Methodology

2. Case studies

2.1 Howrah Passenger Terminal 2.2 Sealdah Terminal

3. Site Study

3.1 Location 3.2 Connection

3.2.1 Rail Network 3.2.2 Metro Network 3.2.3 Road Network

3.3 Land Use Study 3.4 LUDCP 3.5 Land Ownership study 3.6 Building Use study 3.7 Building Condition study 3.8 Building Age study 3.9 Building Height study 3.10 Traffic and Transportation 3.10.1 Pathway, Nodes, Junction

4. Proposal

4.1 Traffic and Transportation 4.2 Built Form



1.1 Title

The basic feature of multimodal transport is that at least two modes of transport are used. Sometimes, multimodal transport is connected to the international transport of containers and the need for transport facilitation. It derives its name from the United Nations Convention on International Multimodal Transport of Goods of 1980. The definition of the term international multimodal transport is provided in article 1 of the Convention, which reads as follows: International multimodal transport means the carriage of goods by at least two different modes of transport on the basis of a multimodal transport contract from a place in one country at which the goods are taken in charge by the multimodal transport operator to a place designated for delivery situated in a different country. It has evolved, however, to have various meanings closely related to multimodal transport, and these various definitions will be reviewed in turn. The most common is that the goods are carried from door to door in the same intermodal transport unit (ITU), usually a container, but it can be also swap bodies or trailers. Multimodal Transport had its inception in the late 1950s, when the American trucker Malcolm MacLean, introduced the first steel container, capable of transportation by sea, rail and road. Form this stage transport become multidimensional and general cargo packed in steel containers began to move by multimodal transport system (i.e. by more than two modes of transport with smooth interchange between each mode). In the twenty first century, Multimodal Transport has become the backbone of transportation system of metropolis. It is vital for congested area of a high density city to provide easy and comfortable interchange of different modes of transport. Now a day it is not confined within the use of container or freight. It has been incorporating for the commuters also in an overcrowded city.



1.2 BACKGROUND

Howrah is the twin city of Kolkata lying on the opposite bank of the Hoogly River from Kolkata itself. It has always been a predominantly industrial area and still contains much industry. The city has main terminal railway station of the country from where any place is connected through railway interlinks & transport systems. It is the gate way of the city Kolkata as well. After construction of 2nd Hoogly Bridge & Kona Expressway the city is very well connected also through bus & trucks. So the city area & population is increasing. Investments are coming to develop different areas of this city.

CITY OF KOLKATA & SUBURBAN AREA

Cities of the developing world face a formidable undertaking, given the rapid rate of growth and sheer numbers of urban residents to be employed, housed, and serviced. Cities offer proximity, which is a source of productivity; industrial and service activities emerge in cities because entrepreneurs and small firms can share markets, infrastructure, labours and information. The rising share of people in urban areas and the corresponding economic growth of cities and towns are two defining experiences of economic and social developments. World Development Report, 2003 predicts that the urban population of developing countries will grow steadily over the next three decades (from natural increase, migration, re - classification of formerly rural areas). To survive, the supporting infrastructure like transportation has to be geared up to cope with this pressure. 1.1.1 Kolkata being the premium metropolis in the eastern India has to live with phenomenon of population growth. With no alternative available in sight, the population of Kolkata region and its hinterland are expected to grow over the next few decades. 1.2.2 Declining growth rate: Increase in female literacy, adoption of innovative family planning methods together with better child health care has led to reduction in decadal growth rate of population in India. The population growth in India between 1991 is 21.34% compared to 23.86% during the preceding decade. Correspondingly the total population of West Bengal (in million) is shown below:

Table 1.1: Total population in West Bengal (in millions)

1901 1911 1921 1931 1941 1951 1961 1971 1981 1991 2001

16.94 17.99 17.47 18.89 23.22 26.29 34.92 44.31 54.58 68.07 80.22

Source: page 63 of Census of India, 2001 series 200, West Bengal paper 1 of 2001as docketed in RITES' Report, November'2002.

Therefore, it can be seen that even though there is increase in population in absolute term, rate of growth is gradually coming down. For our Limited purpose to determine the transport requirement for Kolkata area, we will concentrate our attention to the population growth in an around. The growth of population in Kolkata (Kolkata Municipality area) and adjoining districts are given in the following tabular form:



Growth in population in selected district ** Combined North and South 24- Parganas (Source: RITES REPORT Nov. 2002)

Growth of urban population leads to increase in transport requirement: In 1991 the urban population of West Bengal was 18.70 million 27.48 % of West Bengal's total population of 68.07 million. In 2001 Census, it was 22.48 million 28.03% of a total population of 80.22 million. Thus the urbanization in West Bengal has shown an increasing trend arising from 24.45% in 1961 to 27.39% in 1991 and to 28.03% in 2001. The planning exercise made by the State Planning Board and the CDMA also points to the gradual increase in urban population by 2021 between 30% and 35%. The total population of West Bengal has been projected to be 124.1 million and 1033 million for 2021 and 2011 respectively. Thus in 2011 and 2021 the urban population is likely to be 31.3 and 41.45 million respectively.

District 1951 1961 1971 1981 1991 2001

KOLKATA 2698 2927 3149 3305 4388 4580

HOWRAH 1611 2038 24517 2967 3719 4274

Hooghly 1605 22341 2872 3557 4353 5040

24~Pgs 4459 6281 8449 10739 12988 15833

Nadia 1143 1712 2224 2964 3848 4603

Barddhaman 2192 3083 3916 4835 5979 6919

Midnapur 3359 4342 5509 6743 8350 9638



1.2 RELEVANCE AND JUSTIFICATION 1.2.1 POPULATION SCENARIO IN INDIA India has a population of approximately 1.1 billion people (2007), comprising approximately one-sixth of the world's population. Although occupies only 2.4% of the world's land area, it supports over 16% of the world's population. Total Population: 1,095,351,995 (July 2006 EST.) 1,027,000,000 (2001 Census) Urban Population: 352748248 (EST.) Total urban population in India has increased more than ten times from 26 million in 1901 to 285 million in 2001 whereas total population has increased less than five times from 238 million to 1027 million from 1901 to 2001 respectively. The West bengal has higher population density which is 903 persons/sqkm. So the development here should be more organised and preplanned. 185 km2 spread Kolkata Metropolitan Area had a population of 4,580,544 while the urban agglomeration had a population of 13,216,546. Current estimates for 2009 project the city's population to be 5,080,519. The KMA has a population density of 24760 persons/sqkm.

So, there is demand for everything, land, housing, water, food, services and infrastructure. Transportation system is spine of any development. Rail transport is one of the best ways of mass transit. The Howrah Station is an important railway terminal at Eastern India and is now saturated with its over-spilling passengers. It runs 453 pairs of trains now including express, passenger and suburban local trains from 24 existing platforms.

Population graph



The situation is the same with Sealdah Station which was built in 1869; the station now runs 509 pairs of trains from 17 platforms. Chitpur was decided upon finally and approved by the Railway Ministry in 2003-04. Certain inherent advantages helped in the selection of this place. Other than being located in the heart of Kolkata, Chitpur has already functioned as an important rail yard for around a century. The project has executed in two phases having six platforms and 20 pairs of long-distance trains and 11 pairs of circular railway with ancillary activities. Several proposals has been made upon Shalimar at ministry level that all south bound train would be operated from Shalimar to cut the passenger pressure from Howrah. SER has decided to make the Shalimar station a terminal station with all ancillary facilities. 1.3.2 Availability of Land

Around the Shalimar rail yard, there are much open unutilized spaces of SER and KPT. So there is much more scope to build a Integrated multimodal Transport Terminal at Shalimar. 1.3.3 Greater Connectivity Shalimar is greatly connected with other parts of country by Rail. It is connected with Kolkata by 2nd Hoogly bridge and means of ferry transport. Now it has also connected directly with Howrah Railway Terminal by Grand Foreshore Road. Total length of Grand Foreshore Road is 1260M. 130M long 4-lane Road starting from HRBC Road near Howrah Station to Telkal Ghat Road. 850M 2-lane Road from Telkal Ghat Road to Banstala Ghat Road. 250M long Banstala Ghat Road connecting Grand Foreshore Road and Foreshore Road. 1.3.4 Upcoming Logistics Hub In many areas of Kolkata & howrah truck parking & access has become a very problematic job to lead them to the commercial & business core of the markets. This creates traffic jam and makes problem to passenger & vehicular access. These markets cannot expand due to shortage of space. There is no proper loading and unloading bay for trucks and matadors. Go-downs & warehouses at Kolkata river side areas are totally dependent on road transport now which was majorly served by water transport. The three truck Terminal-Kona logistic hub,

Majherhat Truck Terminal, Dhulagarh Truck Terminal



This is another reason of congestion. In this situation KMDA decides to shift all the wholesale trading in to a concentrated area from where the retail trading will be served. They suggested three dedicated truck terminal for wholesale trade. 1) Kona logistics Hub 2) Majherhat Truck Terminal 3) Dhulagarh Truck Terminal 1) Kona logistics Hub The Concept of establishment of the Logistics Park was initially conceived by KMDA in 1975.

In 1979-80, plans were mooted to develop a Truck Terminal plus wholesale trading hub,

funded by the World Bank. At present there is an existing Truck Terminal known as Howrah

Truck Terminal. In the year of 2005 KMDA has earmarked this project as public ~ private

partnership project (PPP) and selected Bengal Unitech Universal as their private partner to

develop the entire 108.43 Acres of land for a Modern Logistics Hub.

Source: Project Report of Bengal Unitech Universal as their private partner to develop the entire 108.43 Acres of land for modern logistic hub

The said Land is identified in two parcel in both side of Kona Expressway. The "Kolkata

International Logistics city" has been proposed in the North Parcel of the said land measuring

73.65 Acres and Residential and commercial development has been proposed in the south

parcel of the said land measuring 34.78 Acres. The Truck Terminal & Logistics Hub

development named "Kolkata International Logistics City" is strategically located near the

junction of two National Highways i.e. Kona Expressway (NH-117), NH-6 on the west bank of

the river Ganges & Kolkata City.

Source: Project Report of Bengal Unitech Universal

OR

A: The above picture is the Plan of Integrated Freight Complex



2) Majherhat Truck Terminal

Kolkatas first integrated railway terminal, in Majherhat, will be supported by an extensive

transport network spanning the city, its suburbs and the adjoining Howrah district, officials

have disclosed.

The terminal, to be built by South Eastern Railway (SER), will be accessible through a host

of road and railway links, which will include a 300-m-long, single-span Rail Bridge and a road

above it over the Hooghly.

The bridge will link Majherhat with Howrahs Sankrail, around 25 km away. Once the terminal

is commissioned, a number of trains from the west and south of the country will be diverted

to Majherhat from Sankrail, 17 km from Howrah station. A mere terminal will not be viable.

We have to consider this as an integrated project and ensure smooth movement of

passengers in all respects, said V.K. Raina, SER general manager.

The single-span bridge, to be set up at a cost of Rs 400 crore, will be the largest of its kind in

the country. It will be more than 60 meters high to keep vessel movement unhindered Raina

added. The road will run 20 meters above it.. The railway authorities have also proposed an

upper-tier road on the same alignment to connect south Kolkata with the Dhulagarh truck

terminal. The link will facilitate freight movement to and from the heart of the city .The

estimated cost of the Majherhat project construction of the terminal building and the bridge

and the laying of the tracks 7 is around Rs 2,000 crore, of which the railways have agreed to

spend Rs 1,100 crore. If things go as planned, work will start in 2008-09.

Early last week, transport minister Subhas Chakraborty had discussed the issue of

infrastructure with general manager Raina. The state governments expenses will come to

nearly Rs 900 crore, for setting

up the road network and logistic

support we have started a

survey and will approach the

Planning Commission for funds,

Chakraborty said. The project

will be of immense help to

Kolkata and our government will

render all possible help to it, the

minister reiterated.

The terminal is likely to be

commissioned with three

platforms, having the capacity to

handle six trains at a time. lt will

Proposal of Majherhat Truck Terminal



be a state-of-the-art station with all modem facilities, such as escalators, pedestrian

subways, food court and shopping complex, Raina said After getting off the train,

passengers will have to walk just a few yards for transport.

The railway also plans to expand Shalimar station and convert it into a full-fledged terminal

Majherhat is a huge project and will take several years, but Shalimar can be commissioned

shortly, the general manager pointed out The SER authorities have also proposed to the

state government to lay a road between Shalimar station and Kona Expressway The station

has one platform and plans are on to build two more, using the adjacent goods yard.

Source: "The Telegraph" dated - 27/ 02 / 2006 at internet

3) Dhulagarh Truck Terminal

The proposed truck terminal at Dhulagarh in West Bengal's Howrah district has been billed

the first such integrated multipurpose facility in eastern India. Calcutta Mumbai Truck

Terminal Ltd (CMTTL) and State-owned West Bengal Transport Infrastructure Development

Corporation Ltd (WBTIDC) are co-promoters of this Rs 90-odd crore mega truck terminal

project.

The proposed truck terminal site is at Dhulagarh on National Highway 6, which is 2 km from

Abada/Sankarail railway station and 15 km from Vidyasagar Setu or the Second Hooghly

bridge. South Eastern Railway has a proposal to develop a railway goods terminal at Abada.

The Dhulagarh truck terminal will be connected with the Abada railway terminal through a

link road. The connection between these two terminals will ensure smooth and early

distribution and exchange of goods between the two major modes of transport. Transporters

can also save a lot using this linkage.

According to the master plan, the proposed truck terminal will be divided into toll and toll-free

zones. All the major facilities related to distribution, loading and unloading of goods, and

wholesale market for fish, fruits and vegetables will be available in the toll zone. This part of

the terminal will also contain cold storages for perishable goods, refuelling stations, Weigh

Bridge for weighment, store yards, warehouses and godowns for temporary storage of

goods.

Source: From THE HINDU group of publications Monday, August 06, 2001

Truck parking under approach road of 2nd bridge on western side

The under spaces of bridge approach road is occupies by slums & squatter types of

settlements. There is a proposal to remove all these illegal settlements to some other place

as per DDP PRERPARED BY HMC, 2001.

Truck parking facility at these under spaces of bridge approach roads are also suggested in

the CHAPTER 5 NAMED AS IMPROVEMENT OF TRAFFIC & TRANSPORTATION".



As Shalimar goods yard is situated between these truck terminal, the dispersal of good would

be easier. Moreover a truck terminal is existent under 2nd Hoogly Bridge at the west bank of

the river.

1.3.5 River Front Development

This is a one of the major focused subject of developing the city. Attention will be on

Howrahh side to have a similar kind of approach as taken in Kolkata side. To develop the

skyline of both the two sides this development should be taken. Here Shalimar railway

Passenger Terminal has a deep impact which will support this development from point of

tourist attraction. With facility of a Integrated Freight Complex (goods terminal) it will be a

city's one of important Railway Passenger Terminal in share with Howrah having a siding (

carshed ) at Padmapukur (as next passenger station) independently.

So the accommodation facilities for these outsiders of this city are an essential requirement.

The concentration of tourist attraction may take place due to river also & the river front

development project is one of the future plans to be implemented. So hotels want to come

here.

Once hotels are there nearby market is

essential to serve essential commodities

of the visitors. In addition to this a tourist

market may be created to attract them.

Facility of such hotels may also serve the

passengers from Howrah station.

Nowhere in Kolkata has a good

accommodating facility with moderate

cost nearby a terminal station

Formulation of a tourism strategy for Kolkata and Howrah waterfront.

Better hotel accommodation for visitors in the city centre.

Ferry service between Shalimar railway station and Babughat

Source: CITIES: KOLKATA THE TIMES OF INDIA I POWERED BY INDIATIMES 1 Feb, 20071 Updated at 2028hrs 1ST internet

The concentration of tourist attraction may take place due to the river also & the river front

development project is one of the future plans to be implemented. Shalimar Terminal is just

abutting the river.

River front view from the site



1.3.5 Proposal of HRBC

There is a proposal in the report UTILISATION OF UNDERSIDE OF HOWRAH APPROACH

OF VIDYASAGAR SETU prepared by KMDA ( in consultation with transport dept of State

Govt & HRBC) of using the lands in between approach roads of Howrah side as commercial

purpose. The requirements are providing commercial area for future expansion of existing

markets in these residential neighborhood areas mainly. In addition to this book market,

auditorium, HRBC office areas, parking facilities, and public - semi public utilities, flower

market, electrical substation, police station, fire bridged & its station are the ancillary

requirements & facilities. Thus from this report it is said that a commercial viability is here.

But as per HRBC there is a proposal of a bus terminus here which is taken later of previous

proposal. So the commercial requirements are required to fix some other location which is at

the vicinity of this area. The proposed Commercial Development area will cater these

facilities. According to the reports " CITY INVESTMENT PLAN & " EVOLUTION OF KMA

AREA prepared by KMDA the underside of bridge approach roads has been suggested as

Transportation use (Truck parking & siding, Bus terminus & garage). Part of this area is used

as the same presently.

Here is the page of the HRBC report shows the zoning of the said Commercial area

Development proposed by HRBC



This can support the neighbourhood as well as any transport developments around it.

Shalimar area is just 10-15 minutes walking distant from that place. Bus Terminus will help to

disperse the passengers from the station.

1.3.6 Transformation of Buildings

Defunct & abandoned industries are converted into go downs in Shalimar area. Some

existing living industries are in very poor condition. So these also are reused as large storage

areas. Thus a transformation from industrial use to commercial use is very clear in this zone.

Already the old structures of closed industries are used for Hero Honda go downs, Bengal

Hyundai go downs etc.

This conversion will help to get more warehouses for Integrated Freight Terminal at

Shalimar. The extra areas can be used for Passenger terminal.

1.4 Aim

To make the Shalimar area a successful transport hub as well as the gateway of eastern

India.

1.5. Objective

Proposing a new Integrated Multi-Modal Transport Hub with Rail, Road Bus, Truck, Taxi, Auto, and Ferry transit

Giving proposals for some new transport connections and new traffic routes to reach the new Hub easily, which is difficult now with existing traffic routes

Proposing some commercial and recreational facilities around the Hub

Creating a pleasant and lively place with this transport hub as the centre, and an important node in near future

Proposing means to enhance the aesthetics of the adjacent River Front area

Proposing a symbolic structure as Gateway to Kolkata in form of the Station Building and ancillaries which will be a landmark in near future.

1.6 Scope and limitation The scope of this thesis project is designing the locality of Shalimar Rail Station with Urban Design Interventions to create a lively station area for a large number of commuters, converting into a transport node (organizing space for a variety of mode of transport), and proposing some retail and recreational facilities along with. Since, this project is proposed in an existing Rail Yard, only the vacant land available has to be developed considering the existing urban development present there. The modes of transport present today are all have to be retained, although some new modes can be introduced.



1.7 Methodology Introducing the site Survey of the existing condition Case studies Site studies

Location

Connection

Landuse

Demography

Traffic and Transportation Identifying the critical issues to be resolved Annalysis and synthesis of probable solution options Fixation of requirements Proposal Urban Design Interventions to achieve the objective



INTEGRATED MULTIMODAL

TRANSPORT HUB

AT SHALIMAR, HOWRAH



2. CASE STUDIES 2.1 HOWRAH TERMINAL RAIL STATION Architect: Halsey Ricardo Year of design-construction: 1900-08 LOCATION Located on the bank of river Hooghly across the landmark Howrah Bridge. ABOUT HOWRAH HOWRAH is the main railway station with connections to the rest of India. It was the only long distance terminus previously but now some of the long distance trains have been shifted to the Sealdah Terminal. The detail of the long and short distance services are given below: LONG DISTANCE SERVICES Mostly diesel locomotive trains or sometimes electric locomotive trains are used for the long distance services. The Railway system can be categorized as follows:

Eastern Railway: The old complex is used for the long distance trains. South Eastern Railway: The new complex is used for the long distance trains.

SUBURBAN SERVICES The Suburban railway system from Howrah can be categorized as follows:

South Eastern Railways: for south western suburbs of Howrah like Santragachi, Andul, Amta, and district towns of Panskura, Kharagpur. Mldnapore, Haldia. Eastern Railways: for northern suburbs on the western banks of river Hooghly -Belur. Bally, Rishra, Serampore. Chandannagar. Bandel and district towns of Barddhaman and Tarakeshwar.

DESIGN LAYOUT Since it is a terminal station building it is oriented perpendicular to the railway tracks and is linear in pattern. The old complex contains the station administrative units and other passenger amenities. The railway administrative unit is housed the DRM building located in the south of the old building. The new building later extended to the south of the DRM building, with 6,600 sqm built up area contains the yatri niwas and other guest rooms for the railway officers. DESIGN CONCEPT The whole station building is designed around a nucleus, which is the concourse area. This area is again divided into two halves by the 7M wide cab way running between platform no. 8 & 9 from the Bankim Setu to the cab gate of Howrah Station. All the activities are arranged around this concourse.



THE STATION Presently, the station has 23 platforms, of which one is used for loading and unloading parcels and the rest 22 for long short distance passenger trains. Platform no. 1 to 16 is in the old complex while 18 to 23 are in the new complex. 1-15 are under Eastern Railway and 17-23 under South-eastern Railway. Platform Nos. 1, 2 and 3 are used for Eastern Railway suburban traffic. These are short length platforms and can incorporate only 9 EMU compartments, Platform Nos. 4-10 deals with both long distance and suburban trains for the same railway. Platform Nos. 11-15 deals with suburban traffic of South Eastern Railway trains as well as long distance trains of Eastern Railway. Platform Nos. 12 and 14 are exclusively used for long distance trains. Platform Nos. 18-21 in the new station complex deals with the long distance trains of the South Eastern Railway. Depending upon situations that are practically inconvenient it generally happens that a tight schedule on the time table about train timing and platform No. cannot be maintained. So a change in platform no. of a train arriving or departing generally takes place.



PLATFORM LENGTH AT HOWRAH STATION (OLD COMPLEX)

PLATFORM NO.

LENGTH (IN FT)

BOGIEAS+ ENGINES (IN FT.)

PLATFORM NO.

LENGTH (IN FT.)

BOGIES+ ENGINES (IN FT.)

1 800 10+1 9 1410 17+2

2 750 8+1 10,11 1460 18+2

3 775 9+1 12 1505 19+2

4,5 925 11+1 13 1503 19+2

6,7 1256 15+1 14 1500 19+2

8 1335 16+1 15 1278 16+2

PLATFORM WIDTH AT HOWRAH STATION (OLD COMPLEX)

PLATFORM NO. WIDTH AT BUFFER

LILUAH END

END (IN FT.) (IN FT.)

1 25' 15'

2,3 40' 17'

4,5 40' 18'

6,7 40' 11'-3"

8 30' 23'

9 30' 18'

10,11 40' 14'-3"

12,13 33' 18'

14,15 33' 25'

16 16-2'' 17' (for parcel and mail)

All platform open perpendicularly into a common fairway which is separated from the main

concourse by fencing. There are openings in the fencing which are ticket checking points.

The passengers cross the fairway fencing and move along the concourse to wither the

subway to the bus stand or to the ferry ghats along the cab-way.



THE CONCOURSE The large concourse, about 5000 sqm in area, is centrally located in the old station

building, separated by a cab way running between platform no. 8 & 9. Unplanned positioning of different types of stalls in this area diverts the easy flow of

passengers. Mostly occupied by the waiting area, thus reducing its circulation space.

WAITING ROOMS Waiting rooms are quite inadequate in different respects. The 2nd class waiting room is rather small in capacity and filthy. Ventilations are not proper and foul smell of the nearby bathrooms and urinals make it

difficult for 2nd class waiters to stay there. The room remains congested most of the time and many passengers prefer to remain

in the open concourse. SUBWAY

Subways are the main walkways that connect the station with the Calcutta bus and tram stand and the Howrah bus stand.

The entire volume of daily commuter is absorbed within the subway, thus leading to tremendous congestion and cross-movement especially during peak hours.

The suburban ticket counter in the subway remains overcrowded during peak hours causing added dispersal difficulties.



TRAFFIC PROJECTION

Year

Eastern Railway South Eastern Railway

Suburban Pass Mail/Exp (daily

average in pairs)

Suburban Pass Mail/Exp (daily Average in pairs)

9 coach

10 coach

12 coach

9 coach

10 coach

12 coach

2001-02 (actual)

131 - - 7 28 (Max in a day is 41)

76 - 3 22

2011-12 296 266 222 NA 34 156 141 117 NA 26

2021-22 390 351 292 NA 45 243 219 182 NA 31

2031-32 489 440 367 NA 63 359 323 269 NA 36

2041-42 584 525 438 NA 91 507 425 384 NA 48

Sub-urban passengers using Howrah Terminal

YEAR Passenger /day Peak hrs. Passenger /day

2001-02 576360 154864

2011-12 7980S2 214153

2021-22 1051781 2822361

2031-32 1320274 354441

2041-42 1578082 423654

Non-Suburban passengers using Howrah Terminal

Class ACC AC/2T AC/3T AC/CC Sl. class Total

Daily average number of passengers (2001-02)

64 914 960 306 20759

2011-12 (anticipated) 136 1937 2035 649 30510

2021-22 (anticipated) 274 3910 4107 1309 43537

2031-32 (anticipated) 552 7890 8287 2642 62127

2041-42 (anticipated) 115 15922 16724 5331 88656



TRAFFIC PATTERN



BUILD DEVELOPMENT



PROBLEMS

Cross-movement of suburban and non- suburban passengers at all places specially at the openings.

Cross-movement of incoming and outgoing passengers which slows down their movement.

No separate lanes for luggage vans, which again conflicts with the flow of passengers. The suburban platforms are all single faced platforms leading to slower dispersal from

trains. Platform no. 14&15 leads to a very narrow exit insufficient to the volume of traffic

flowing through it especially in the peak hours. Unequal distribution of amenities like toilets and drinking water in the station complex. Lack of proper graphics and signage. Inadequate and insufficient waiting area. There is no provision for separate entry and exit for VIP'S/ VENDORS/ EMERGENCY. Mixing up of different kind of vehicles in front of station. No separate parking lot is provided for all types of vehicles. (BUSES, TAXIS,

PRIVATE CARS, TWO WHEELERS) There should be proper segregation of rail commuters & and other users. There should be separate ENTRY-EXIT for arriving & departing passengers. The underpass system is badly arranged, therefore cross circulation makes the flow

stow & disturbing passengers. The concourse hall and booking counter does not get enough SUNLIGHT AND

VENTILATION. All the FACILITIES provided are not found at a glance and are NOT QUICKLY

ACCESSIBLE. A good control system should be provided for SECURITY REASON which is lacking. Though the site is very close to the river, there is no effort to make a proper use of the

view of the river.



COMING UP PROJECTS FOR DEVELOPMENT OF HOWRAH STATION AREA Following is the brief of the proposal for the congestion in Howrah station area by KMDA A. PROJECT INFORMATION 1. Background

I. Howrah Railway Station is one of largest Railway Terminals of the world. The station services the twin cities of Kolkata & Howrah which forms the Trade Hub of Eastern India;

II. The station, which was founded in 1854, has two adjacent Terminuses - the old and the new one. The old terminal caters to South-Eastern as well as Eastern Railway and the new one caters exclusively to the South-Eastern Railway.

III. Over one million passengers travel through Howrah station on a daily basis generating huge amount of pedestrian and public traffic everyday. The area around Howrah station is extremely limited and largely unplanned. There is an absence of pedestrian and traffic discipline coupled with lack of passenger facilities.

IV. The existing Bus Terminus situated in this busy space, at the north of Howrah Station Building acts as the main hub for intermodal transfer (from trains to public vehicles and to surface water transport system) for passengers, commuters and goods. The area in and around the existing Bus Terminus is highly congested and also in an unhygienic condition. There is also a lack of basic services to the commuters. This causes great hardship to the users of the station. There is also a need to improve traffic circulation particularly at the approach to the Howrah Bridge, which suffers from traffic congestion through better planning and strategic interventions.

2. Project Objective The aim of this project is to improve the Station Area. The objectives of the project are as follows:

I. Improvement in Traffic Circulation and congestion particularly at the Howrah Bridge approach

II. Ensure adequate numbers of parking bays for buses for both Kolkata and Howrah in the form of integrated terminal with centralized information system.

III. Organized passenger concourse with services for smooth boarding and alighting with adequate waiting areas.

IV. Elimination of pedestrian versus vehicular conflict & establishment of a planned, & clear circulation system in the area.

V. Physical improvement of the area by paving, garbage bins, landscaping & beautification, proper illumination, fencing, direction signs, gantry, signals, road markings & relocation / removal of hoardings .

VI. Relocation / relaying of existing sewerage, drainage, electrical, telephone & other services as may be necessary for the project.

VII. Improvement of physical environment & safety including restoration of the existing subway system .

VIII. Revenue generation by creation of pay & use toilets, vending kiosks, advertisement hoarding etc. in tune with the present proposal.



3. Project Components

I. New Passenger Terminals

Two G+1 storied buildings with Passenger shed for borders and alighter are proposed to act as passenger concourses.

Ground Floors will be used for Information, Passenger seating / waiting/retiringrooms, Circulation area, Displays, Vending Kiosks & Toilets.

First Floors will be used for Office space, Police Outpost, Control room, CheapCanteen & Night Shelter for Commuters and Bus Operators.

II. Bus Bays and Terminus Total 75 nos. Bus Bays for Kolkata side and 12 nos. for Howrah side along with15 nos Long Distance Bus Terminal are proposed. All minibuses presently operating outside the terminus is proposed to be shiftedeither to the terminus or to Howrah Maidan / Fire Service Station.

III. Bus Stops & Auto Stands Total 3 nos of transit bus stops, two at grade for Kolkata bound buses and one at upper level for Howrah bound buses with parking bay for 3 buses in each of them are proposed along with stand for approximate 25-30 Autos.

IV. New Passenger Shed New Passenger sheds adjoining the passengers concourses are proposed .for convenience of passengers

V. Rigid Pavement Rigid pavement of the Bus Bay and allied circulation areas have been proposed. The adjoining black top roads of the area will be improved.

VI. Paving All passenger waiting areas will be paved by interlocking pavers blocks

VII. Fencing 2.00 Mtr high fencing to channelise and restrict passenger movement at various locations particularly near the main exit of the station building and around Bus Stand is proposed

VIII. Widening of carriageway and Footpath To accommodate traffic flow from the proposed bus terminus area and Haramohan Bose Road, the carriageway width to be increased to 6 lanes. The adjoining footpath from the Rabindra Setu is to be widened and fenced.

IX. Landscaping and Beautification Landscaping and Beautification of the action area will be taken up involving beautification of the traffic islands, small parts and near relocated statutes. Beautification of the adjoining Riverfront may be taken up after removal / relocation of the unauthorized structures, godowns etc. to allow a grand view of the river.

X. Construction of Three Land Flyover (hump) The proposed hump shall channelize Howrah (Bankim Setu/GR Road) bound traffic.



3. SITE ETUDY 3.1. LOCATION Country - India State - West Bengal Latitude - 22082 N Longitude - 88020 E Altitude -17 from sea level



The district is bounded by the Hooghly River and the North 24 Parganas and South 24 Parganas districts on the east, on the north by the Hooghly district, and on the south by Midnapore East district. On the west Howrah district is bordered by the Midnapore West district.

Shalimar station is situated in Shibpur at South Howrah. River Hoogly is flowing at eastern and southern part of the site. Second Hoogly Bridge or Vidyasagar Setu is running at the northern side of the site and Bengal Engineering and Science University is at west of the site. Botanical Garden is just within 15 minutes walking distance. Shalimar Station is 4 km away from Howrah Terminal and 25 km away from

Sealdah Station.

Location map of Shalimar

Shalimar station area consists of ward nos. - 35,40,37,39 of HMC



3.2 CONNECTION 3.2.1 Rail Network The SE Railway has been trifurcated into three zones w.e.f. 1st April 2003. The trifurcated zones are South Eastern Railway with its headquarters at Kolkata comprising of Kharagpur, Adra and Chakradharpur divisions. Further, w.e.f. 1st April 2003, a new division with its headquarters at Ranchi has been curved out from the existing jurisdiction of Chakradharpur and Adra division.

Shalimar is a terminus station for south eastern railway and it is connected to the rest of the country through Santragachi jn. From Santragachi it is connected by Kharagpore through panskura and Burdwan through Amta. It can be connected with Howrah through Ramrajtala from Santragachi.

Borough map of HMC



3.2.2 Metro Network The Kolkata Metro is the underground rail network in Kolkata. It was the first underground railway to be built in India, with operations starting in 1984. After independence, the burgeoning transport problem of Kolkata drew the attention of the city planners. It was soon realised that something had to be done and done quickly to cope with the situation. Bidhan Chandra Roy, at that time the Chief Minister of West Bengal, conceived the idea in 1949 of building an underground railway for Kolkata to solve the problems to some extent. With a view to finding an alternative solution, the Metropolitan Transport Project (Rlys) was set up in 1969. After detailed studies, the MTP (Rlys) came to the conclusion that there was no other alternative but to construct a Mass Rapid Transit System. The MTP (Rlys) had prepared a Master Plan in 1971 envisaging construction of five rapid-transit lines for the city of Kolkata, totalling a route length of 97.5 km. Of these, the highest priority was given to the busy North-South axis between Dum Dum and Mahanayak Uttam Kumar (Tollygunge) over a length of 16.45 km. North South Corridor The stations on the metro (south to north) are:

Kavi Nazrul (Formerly: Garia Bazar)

Gitanjali (Formerly: Naktala)

Masterda Surya Sen (Formerly: Bansdroni)

Netaji (Formerly: Kudghat)

Mahanayak Uttamkumar (Formerly: Tollygunge)

Rabindra Sarobar

Kalighat

Jatin Das Park

Netaji Bhavan (Formerly: Bhowanipore)

Rabindra Sadan

Maidan (Proposed name: Gostho Pal)

Park Street

Esplanade

Chandni Chowk

Central

Mahatma Gandhi Road

Girish Park

Shobhabazar-Sutanuti

Shyambazar

Belgachhia

Dum Dum Extension of North South Corridor The new extension to Garia Bazar in the south opened to public on 23 August 2009. The Garia Bazar station was named after Kazi Nazrul.



East West Metro East West Metro, a Rs 4874.58 crore project to connect Kolkata with Howrah by an underwater metro line has been cleared by the central government.[3] The total length will be 14.67 km (8.9 km underground and 5.77 km elevated). Construction of line 2 started in March 2009. The East-West Metro will run from Salt Lake Sector 5 (in the east) to Howrah Maidan(in the west). Unlike line 1, which is operated by the Indian Railways, line 2 will be operated by a new company - Kolkata Metro Rail Corporation (KMRC). Trains will be air conditioned, and underground stations would have platform screen doors, both of which are not present on Line 1. It will run on standard gauge rails, like the Kolkata tram, unlike line 1, which uses broad gauge. Proposed stations are

Salt Lake Sector 5

Karunamoyee Housing Estate

Central Park

City Center

Bengal Chemical Office

Yuva Bharati Krirangan

Phoolbagan

Sealdah Station

Central (crossing with line 1)

Mahakaran

Howrah Station

Howrah Maidan. Between Mahakaran & Howrah Station, the metro will run 100 ft. under the Hooghly River (first underwater metro in India). It will run on elevated tracks between Salt Lake Sector 5 and Yuva Bharati Krirangan, and the remaining stretch will be underground. Interchange facilities with trains will be provided at Sealdah and Howrah. Completion date is targeted at 31/10/2014. In future this may be extended to Newtown (in the east) and to Domjur (in the west).



Alignment & Interchanges Dum Dum station and all the stations from Kavi Nazrul to Netaji are elevated, Mahanayak Uttam Kumar station is over ground, and all the other stations are underground. Dum Dum, Park Street, Mahanayak Uttam Kumar, Netaji, Masterda Surya Sen, Geetanjali and Kavi Nazrul have side platforms; all other stations have island platforms except Central, which has platforms on both sides. Shyambazar, Central & Esplanade have mezzanine passages to ease overcrowding. All stations except Tollygunge and Maidan have escalators. Dum Dum & Shobhabazar have the facility to change trains with the standard railway, and at Belgachhia, Shyambazar, Esplanade & Kalighat, trains can be interchanged with the tramway. Tram lines also serve Shobhabazar, Mahatma Gandhi Road, Central, Jatin Das Park, Rabindra Sarobar & Mahanayak Uttam Kumar stations. Previously Park street & Maidan stations were also served by tram. Rail lines also serve Rabindra Sarobar station.



Future Projects & Plans The remaining portion of the southern extension of line 1 (2 kms) up to New Garia has been delayed due to issues of land acquisition. The stations that remain to be connected are: Briji (Proposed name: Shahid Khudiram) and New Garia. Except New Garia, all other stations will be elevated. New Garia station will be at ground level. There may be a new Kolkata Suburban Railway station constructed at New Garia, for facilitating interchange with metro. This extension currently under construction, is expected to run parallel to the Netaji Subhash Chandra Bose Road & Garia Station Road, adjoining the Tolly Nullah, and is expected to be opened to the public on the 14th of March, 2010. There is a plan to extend the line in the north from Dumdum to Baranagar (3kms). The proposed line adds two more stations Noapara and Baranangar to the existing line. The construction of this line started in February 2010. This line has also been planned to be extended till Dakshineshwar (2 km) and Barrackpore (12.5 km) in the north. It has also been proposed to build an 18.5 km long line from Noapara to Barasat via Netaji Subhash Chandra Bose International Airport.[4] In the long run, a connection between New Garia and the Airport (32 km) via Saltlake and Rajarhat is on the cards in order to help reduce travel time between the southern fringes of Kolkata to the Netaji Subhash Chandra Bose International Airport. Another line from Joka to BBD Bag via Majerhat with an interchange with the East-West Metro is also in the pipeline. 3.2.3 Road Network

Shalimar is greatly connected with kolkata by Second Hoogly Bridge and Howrah Station by Upper foreshore road. It connects NH6 by Kona Expressway and Andul Road and NH2 by G.T.Road.



Kolkata is having its ring road gradually. The Second Hoogly Bridge, 2km wide AJC Bose Road Flyover, Chingrihata Right turning Flyover, Wipro Bridge, Airport Bridge, Kona Bridge is binding the majore road of KMA. NH6, EM by-pass, Jessore Road are connected by it. Recently airport and dakshineswar connecting road completed the ring road. Now the major node of it, Science city and park circus is connecting by an elevated 4 lane road.

3.2.4 Ferry Network Shalimar was also a port. Shalimar port is even older than the Kolkata port made by the colonial rulers. Shalimar port was in function during the Mughal Empire, which was connected to the rest of the country with Grand Trunk Road. Now the kolkata port is being shifted to Kulpi. National waterway no.-1, i.e. Hoogly river binds the twin cities Kolkata and Howrah. Central inland water transport is active in this stretch connecting Assam and other eastern states through Bangladesh. The nearest ferry ghat is Botanical garden ghat. It is connected well with the other side of the river. But the frequency is very bad. The howrah side ghats are following-

Botanical Garden IWS ghat

Shalimar

Shibpur

Ramkrishnapur

Telkal

Howrah



Among these the Howrah Ferry ghat is most operational. It is frequently connected with Sovabazar, Armenian, Fairley, Babughat. Timings of Ferry Service from Howrah Sovabazar, Bagbazar: 0630-1930* Armenian Ghat: 0800-2000* Fairlie Place: 0820-1920* Chandpal Ghat: 0745-2000* Garden Reach: 0940-1600 (Only two trips) *Trips every five minutes till 1200 and after 1600. Every half an hour in the afternoon. Fare ranges between Rs 2 to 5. The Kolkata side ghats are following

Sovabazar

Baghbazar

Armenian

B.B.D Bag

Fairley

Chandpal/Babughat

Garden reach

Bichali



3.3 LANDUSE The existing land use breakup of Haorah city is as follows: (Source : HMC)

SI

No

Land Uses Area in sqkm Percentage of Total

area

Desirable percentage of

total area UDPFI Norms

1. Residential 27.80 53.73 35 -40

2. Commercial 1.54 2.98 4-5

3. Industrial 4.17 8.06 10-12

4 Institutional 0.96 1.86 12-14

5. Roads 3.58 6.91 12-14

6. Railways. 1.88 3.63

7. Parks & Playgrounds 3.52 6.80 18-20

8. Water bodies 3. 88 7.50 Balance

9. Agriculture 0.91 1.76

10.

Open/unused 3.50 6.77

Total 51.74 100



To determine the total amount of commercial development that is required in Haora city : This is done from the existing land use breakup of Haora city. This is because of showing that how much of the total commercial requirement will be given at this proposed site. The existing land use study will show the imbalances between total residential area excess & commercial area deficiency in the city at present. The above table indicates that while residential activities exceeds the desirable limit suggested by UDPFI land space utilize for other uses are inadequate compared to UPDFI norms.

So it is clewar that there is deficiency in commercial development in this city. Now the area of the city = 51.41 sqkm

According to land use breakup shown above the

present commercial area in the city = 1.54 sqkm = 1540000 sqmt.

According to UPDFI norms & guidelines the

Area should be for commercial development = 51740000 X 4 % = 2069600 sqmt.

So the deficiency comes as = 2069600sqmt. -1540000 sqmt. = 529600 sqmt =0 .529 sqkm.

Details Breakup of Existing Land Use of Ward no. 35.36.37.34.40 ( from HMC )

(these wards are under this area of developing this commercial development) (All areas are in sq. kms.)

Ward No.

Area Agriculture land

Residential Industrial Commercial Road Railway Water bodies

35 0.9197 0.1379 0.028 0.027591 0.064379 0.4507 0.04

36 0.8221 0.2055 0.4932 0.024663 0.057547 0.0021

37 0.2823 0.2258 0.008469 0.016938 0.0036

34 0.3416 - 0.2562 0.0023 0.010248 0.023912 0.008

40 0.498 -

0.174 0.004 0.01494 0.03486 0.0047 0.0349

DISTRIBUTION OF LAND USE IN HMC



Details Breakup of Existing Population of Ward no. 35.36,37.34.40 (from HMC )

Ward No. Population (Census 2001) Area (sq. kms.)

35 10151 0.9197 36 27024 0.8221 37 11449 0.2823 38 17565 1.392 39 33784 1 843 40 13288 0.498

Now according to the UPDFI rules & Guidelines For Large & Metro cities The average land requirement for commercial activities under this category works out to be about 0.3 ha /1000 persons.

Following this rule below are the actual requirements of land for commercial developments for

the above mentioned wards:

Ward No. Existing land for commercial activities (m2)

Actual land required for commercial development (m2)

35 27591 30453

36 24663 81072

37 8469 34347

34 10248 37854

40 14940 39864

Thus it is seen that a considerable amount of deficiency of commercial land is presently there in these wards, which shows that commercial development is essential in these wards.



2. CASE STUDIES 2.2 SEALDAH TERMINAL RAIL STATION Architect: Original station designed by Mr. Walter Glanville Year of construction: 1869-75 LOCATION Located in the central part of kolkata and adjacent to AJC Bose road. Distances of major landmarks - Victoria memorial (5.6 km), Esplanade (2.5 km), Airport (12.9 km), Eden Gardens (3.4 km). ABOUT SEALDAH Sealdah Railway Station is the terminus of the suburban railway system. It is off the AJC Bose Road. Managed by the Eastern Railways, it is one of the busiest stations in Kolkata. The station has two sections - Main Section and South Section. Both suburban and long distance services are offered at the Main Section, while the South Section offers only suburban services. It is predominantly a Suburban Division which connects Calcutta with suburbs, surrounding metropolis and villages. Apart from lines in three direction it also controls the Calcutta Circular Railway. The division is the gateway for the traffic of Calcutta Port Trust. It provides services to the Thermal Power stations, feeds - paper, jute, Iron & Steel Plants etc. Gede is the principal interchange point with neighbouring Bangladesh through which cement, coal etc. are exported. It serves the oil terminals at Budge Budge. Apart from this the division has a large number of goods sidings at Cossimbazar, Berhampur, Krishnanagar, Kalyani, Titagarh, Sodepur, Dum Dum Cantonment, Barasat and New Alipur at Kolkata.

There is also an EMU carshed at Sealdah (Narkeldanga). Other EMU carsheds are at Barasat & Sonarpur. A diesel shunter loco shed is also situated at adjacent Beliaghata. A rail coach factory is set to come up at Kanchrapara.

LONG DISTANCE SERVICES The long distance railway system from Sealdah is categorized as :

Eastern Railways: The Main Section provides services to long distances as well as city suburban trains. Sealdah Main is the mail/express terminal for long distance trains to northern, north-western, north-eastern & eastern India, through Dankuni line and Bandel line. Krishnanagar line is also serving long distance intrastate trains.

SUBURBAN SERVICES The Suburban railway system from Sealdah can be categorized as follows:

Sealdah North: Sealdah North acts as the suburban train terminal for 2 divisions: the main division and the Bangaon division. The main division of Sealdah north operates trains plying between Kolkata and Bandel, Kalyani Simanta, Gede, Shantipur,



Krishnanagar, Dankuni and others. A narrow gauge line connects Shantipur and Krishnanagar. This line continues to Nabadwip Ghat. These narrow gauge lines are served by DMU trains (all other lines run EMU trains).The Bangaon division handles trains for Kolkata Airport, Bangaon, Hasnabad and others. Bangaon and Ranaghat are also connected. Dankuni line connects Eastern Railway's Howrah line at Bali and Dankuni. Bandel line connects Eastern Railway's Howrah line at Bandel. Sealdah South: The South section comprising of Sealdah South terminal acts as the terminal for local trains plying between Kolkata and Diamond Harbour-Budgebudge, Canning, and Namkhana.

THE STATION Presently, the station has total 17 platforms. The North section comprises of Sealdah North and Sealdah Main buildings. It has 12 platforms numbering 1 to 4/4A (Sealdah North), and 5 to 9, 9A & 9B (Sealdah Main). The South section comprises of Sealdah South terminal, with 5 platforms (10-14). The north and south sections have separate set of emerging tracks. The north and south section is connected by two links, one is Dumdum-Majherhat link (popularly circular rail), and other is Bidhannagar-Parkcircus link (extension of circular rail). These two links were constructed to quickly travel between the two sections avoiding Sealdah. Platform Nos. 1 to 4/4A, and 5 to 9, 9A & 9B are used for Sealdah North Division and Bongaon Division suburban traffic. Platform Nos. 9, 9A & 9B deals with both long distance and suburban. Platform Nos. 10-14 deals with suburban traffic of Sealdah Sourth Division. Depending upon situations that are practically inconvenient it generally happens that a tight schedule on the time table about train timing and platform No. cannot be maintained. So a change in platform no. of a train arriving or departing generally takes place.



AMENITIES Amenities available at Sealdah railway station include waiting room, retiring room, cloak room, computerized reservation offices, refreshment rooms both vegetarian and non-vegetarian and water coolers. THE CONCOURSE

The large concourse, about 4000 sqm in area. The old building concourse is not sufficiently wide. No proper entry and exit point of it.

WAITING ROOMS

Waiting rooms are quite inadequate in different respects. The 2nd class waiting room is at 1st floor. Ventilations are not proper and foul smell of the nearby bathrooms and urinals make it

difficult for 2nd class waiters to stay there. The room remains congested most of the time and many passengers prefer to remain

in the open concourse. SUBWAY

Subways are the main walkways, but the exits from the station are not used properly by the commuters.

The exits are not located in suitable location. TRAFFIC PROJECTION Sub-urban passengers using Sealdah Terminal

Year Table No. Sub. Pass for SDAH Station (in Million / year)

Passenger per day

1990-91 263.467 721909

1991-92 276.401 757260

1992-93 246.675 675821

1993-94 247.011 676742

1994-95 256.318 702241

1995-96 255.708 700569

1996-97 256.874 703764

1997-98 265.746 728071

1998-99 274.045 750808

1999-2000 303.927 832673

2000-01 312.624 856504

2001-02 360.329 987202



No of Trains in Sealdah Division: Traffic Movement

Year

Sealdah (North / Main N o. of trains in pair )

Sealdah South No. of trains ( in pair )

Total

1988-89 142 247 389

1989-90 145 261 400

1990-91 153 269 422

1991-92 153 269 422

1992-93 155 276 431

1993-94 155 276 433

1994-95 156 277 433

1995-96 156 278 434

1996-97 156 279 435

1997-98 158 281 439

1998-99 156 279 435

1999-00 153 276 429

2000-01 167 293 460

2001-02 182 310 492

2002-03 189 320 509



Built Development



PROBLEMS

Cross-movement of suburban and non- suburban passengers at all places specially at the openings.

Cross-movement of incoming and outgoing passengers which slows down their movement.

No separate lanes for luggage vans, which again conflicts with the flow of passengers. Unequal distribution of amenities like toilets and drinking water in the station complex. Lack of proper graphics and signage. Inadequate, not easily identifiable and insufficient waiting area. There should be proper segregation of rail commuters & and other users. There should be separate ENTRY-EXIT for arriving & departing passengers. All the FACILITIES provided are not found at a glance and are NOT QUICKLY

ACCESSIBLE. A good control system should be provided for SECURITY REASON which is lacking.



3.4 LUDCP



3.5 Building Ownership Study

West Bengal Govt owned land

This land is police line plots most near the site. The plat contains offices, administrative buildings, hostels, residential buildings, training & teaching schools for police force with facilities of recreational spaces. Head office of this is at Howrah maidan. Plot under this same ownership is located near Dinabandhu College as plot for residential apartments for senior police officers. South Howrah general hospital complex and health departments Bengal Engineering and Science University Railway owned land

This part of land was actually under ownership of K P T. railway bought the land from K P T . This is the land near the crossing of Duke road & Foresore road. Railway owned this land because of building residential quarters for their workers. Another reason was to make open lands at this location as loading unloading area from the wagons coming from Shalimar yard. But presently this use is not there as the trucks carry goods from Shalimar yard to this location (Industrial area) through Duke road & extension of Foresore road upto Shalimar yard. The land use pattern of this zone is shown as Shalimar yard part. ( Source - NATMO ).There is also a traffic police guard station in this plot with the quarters. This guard station has no such impact in this area. All these buildings are in poor condition structurally.



Land area located at side of residential plots for police line starting from Junction to Junction - , Total stretch of east aide of Bhatpara Raod. This area is used as four storied walkup apartments for South Eastern Railway workers of lower class. This acts as a compound of some buildings & open space.

Lands Starting from Junction - towards Shalimar level crossing. Buildings, which are under these lands & ownership, are:

Railway Officers bunglow. This is a very old building. High rank Railway officers & similar rank holders may stay here with their family.

Shalimar Station Booking Counter for passenger terminal

Office of Chief Health Inspector ( S E R , Shalimar)

Office of Section Engg (Works) (S E R , Shalimar) Total land area starting from south side of Shalimar Road. This is Shalimar Yard. Here wagons, goods trains, trucks are loaded - unloaded & sided. Buildings, which are under these lands & ownership, are:

Shalimar Police Station

Shalimar Railway Institute Some haphazard go downs (use / unused) are there at side of Shalimar Road. These lands under this ownership are regarded as DEVELOPMENT CONTROL ZONE - Ul as per LUDCP of HMC area. This area is owned by SER, which was an ancient Rajbari. Now there is Rail workshop which is also in unworking condition. This area is owned by SER, which is partly residential zone now. The inhabitants are mainly the workers of Shalimar paints and Berger paints factory.

HMC (Howrah Municipal Corporation) owned land

The bus depot, near G T road is under HMC owned land . This bus depot is garage for CSTC, SBSTC & Govt, buses. Sibpur Burning Ghat Koley Market Graveyard



KPT (Kolkata Port Trust) owned land

This is the total stretch from Foresore road upto the river. It starts from Howrah maidan area to Shalimar yard. All these lands are leased for varying years. After the end of this leased time the duration of this lease is extended for anther same years. But it is an non guaranteed advantage. If KPT wants they can take land from user with out providing land. The main users are of this lands are industries some of which are old for more than 100 years. The industries are mainly the steel go downs with open spaces for loading unloading & truck parking activities located near the site. Some of these industries are closed presently. Followings are the buildings & industries in these lands-

Gamon India Company.

T. O. Kumar & Brs. Ltd. (weigh bridge)

Hino Overseers corporation (scrap processing yard )

Santi Sagar Iron treaders

Bajarang Iron F. A. Treading

Firoj Sons. Ltd. The major parts of these lands are used by Bharat Petrolium ( BPCL Ltd.) & East India Ltd. BPCL has a petrol pump station near junction of RNRC Ghat road & Foresore road, it has also parking space & office in its part of plot. It has also a furniture showroom in its plot. East India has plot for industrial steel go down which is a big go down in the area. The other mentionable users are

Exide battery repairing factory

Concrete mixing container manufacturing factory

Soap factory

Launch & steamer body building factory

Hero Honda go down

Show room of GREWAL MOTORS, financed by Kotak Mahindra Group.

Bengal Haundai Go down & Showroom Autherised Dealer,

Private lands These lands are in maximum portion near the site except previously mentioned lands. The mentionable users of these lands are

Dinabandhu degree college

Flour mill

Secndery school & Higher secondary school

Travel organizer

Trinity model children school

Kargil food corp.

Ganges Nibas

Sibpur post office

Children primary school

Ganges Charangibi

Basti flats

Two industries



Problem Analysis

West Bengal Govt, owned land cannot be shifted & so the activities cannot be relocated. The main reason here that the land is administrative where high security is preserved.

The Railway land can be relocated to the same ownership land. But the relocation of quarter area cannot possible. A considerable area is left open at south of Shalimar Station for extension of this station as a passenger terminal and integrated Freight Complex in near future. A Bus Terminus (Inter City) is proposed near Shalimar under South Eastern Railway ownership land. There are some bastis over there, which can be relocated.

We cannot touch the private ownership land because there is insufficient area to relocate within same ownership area. The relocation or transfer process may be critical and timetaking, influential to political field.

Development can be happened here. As per LUDCP of HMC area these ownership lands are under DEVELOPMENT CONTROL ZONE Ul, which means that industrial buildings are not permissible under the plots of this zone. So from this it is understood that extension of existing industrial buildings & proposal of a new industrial building is not permitted here. So the only way is to convert the use of building to suitable one for recent development. Another way is after the life of building the place can be used for suitable developments.



3.6 Building Use Study



Residential Use

Residential District 1 Under Ward - 40 Residential Density - 26682.85 persons \ sqkm

On the side of this Bhatpara Road the district edge is quite changed for the residential buildings of different periods. All these under private land ownership & so residential flats (2 room & 3 Rooms) constructed by the local promoters, which were purchased by MIG & HIG. These flats are very recent constructed buying the plots of old dilapidated buildings as per common practice.

In terms of practicality the power of local promoters & thus the effect of political parties are too strong to develop something new here than other places. This edge has mixed use of Residential & commercial activities. The upper floors are residential & the parts of ground floor at front roadside

are commercial. Mainly grocery shops are maximum but local STD.ISD, Xerox shops, shops for automobile parts etc are also the parts under commercial variance. The commercial activities are not so prominent like those in the sides of G T Road but satisfactory to feed the purpose of this residential locality or the neighborhood.

At the left side mixed use (Resi+ Commmercial) buildings are located. The road is Bhatpara Road connected to GT Road as seen above.



The edge along Shalimar road & yard is prominent for mainly residential use. The main buildings here are:

Shalimar Police Station

Shalimar Railway Institute

Shalimar Railway Bunglow for officers

Saradamani Girls High school

Councilor's Office

Borough Committee Office

Godrej Go down

SER Engineer's office

Officer of Chief Health Inspector

The institute building is a single storied building with a playground in front, An indoor stadium is within the plot. This was utilized as cinema hall (name was "Sagarika") for the interest of public. They argued



the owner (rail) to convert it as hall & this was rented to the owner of other cinema halls named as "Atoka", "Sibani" which were once very popular halls in Howrah. But due to lack of people & running in loss the owner gave it to the rail. Presently it is used as indoor stadium. Public can get access with the membership card. Mainly children & students are the users.

Officer of Chief Health Inspector SER Engineer's office

Councilors office borough office

Godrej Godown It is a warehouse in Shalimar of Godrej products. Previously this was the main office in eastern region cum storage house from where the products are sent to retail shops, showrooms, dealers in eastern region )by trucks. After shifting the main administrative office of eastern region at salt Lake Sector 5, this is only one of the large store & go down in eastern region presently. So loading unloading are main functions. Saradamani Girls High school



Residential District 2 Under Ward - 40 Residential Density - 26682.85 persons \ sqkm This residential district has mixed features of old & new constructions & period buildings. The railway quarters are at the east side of Bhatpara road & being the land ownership of South Eastern Railways no private buildings are here. The quarters are for LIG group of railway workers. The buildings are looking typical LIG Govt, housing almost out of maintenance only with a coating of yellow color. The open spaces under these lands are for gardening & marked as playground in HMC documents though these open spaces have no proper utilization. Only a primary school is here for local LIG people. Another High school is present there.



The picture showing Bhatpara road. Railway quarters (4 storied) are at the right hand side. This road is connecting the Shalimar The railway quarters are beside the waterbody. There are some encroachments and bastis along the edge of waterbody. The conditio0n of the waterbody is not good. Lots of garbage is dumped there. Pigs are wandering there. The duke road face is catered by the unplnned parking of trucks. This is showing the junction of Bhatpara road and Shalimar road and Duke road. So many trucks are parked here for Shalimar freight yard.



Residential District 3 Under Ward - 37

This residential district comprises of Railway land and slums with some shallow waterbodies. The property of South Eastern railway holds several buildings. The important buildings are RPF (Railway Police Force) Hostel accommodation: This police force is only for railways but not for public. It maintains & looks upon safety - security of not only this campus but any railway property adjoining this area. The building is a two-storied building.

Main Office: It is a 4-storied building. The main function is administrative. It is a type of controlling area of the works performing in this campus. It had facility of computerized booking & reservation facility for public for station at its 1st floor but now shifted to Shalimar station, which will be a passenger terminal in future. Railway Post Office (Shalimar P.O): It serves local people though in this campus. Railway Canteen: A single storied building. It is so small to fit the accommodation. It is not in use now.

Slum Area: ( Kaji Shekh Islum Bustee) Location: Situated on lift side (faced towards Kajipara Node) of J B Ghat Road. Status of habitation: This settlement was located in the site area where railway quarters are presently situated at side of water body. This settlement is nearly 50 years old. After occupying land for developments of quarters rail shifted this slum to this area where it is presently located. So land of this area was actually a vacant land before shiftment of slum. Here residential type slum is maximum. Mixed use is at J B Ghat roadside slums. Commercial activities as a mixed use include shops like grocery, saloon, tea - pan -cigarette stalls, medicine, doctor chambers etc. Only single storied hutments are here. Hutments are arranged in a linear pattern as mentioned earlier. No courtyard like pattern is identified here. Here the hutments are both in brick & bamboo structures. The alleys are widening gradually towards main roadside. No. of hutments (dueling units \ families) = 1029. Status of Land: Private lands.



Drainage & Sanitation: This condition is very poor. Open taps are the only drinking source where water supply is done by HMC. This taps are also the source of bathing, washing etc. Waste waters from households pass away through open drains. Garbage is stored at a side position of the junction of alleys & main roads. Some cases at the front of entrance of a cluster unit. Hutments at side of water logged portion & open area use to scatter garbage there. Ultimately very near to their dueling units. Regular disposal system is not maintained. For latrine duelers have to use the road side unite made of brick but almost in a broken situation.

Surface drain to collect soil, Place for garbage collection near surface drain urinal & waste water flow

Scattered garbage in front of dwellings Low cost toilet in group Economic Condition;

Most of slum duelers are absorbed in the following works:

Labors work in a daily wedge system basis in steel & iron industries. Their basic work is loading unloading the trucks.

Labors as daily payment basis in go downs of building materials like brick, sand, cement, stone chips, iron rods etc. These are go downs of local party to whom local promoters are bound to purchase building materials for construction. Work of these labors is loading unloading trucks, carrying materials from this place to construction sites.



Distributors of food materials (breads, oils, dry foods like biscuits, snacks etc) from food stores to local grocery shops.

Tailors. These have their working space attached with hutments.

Works in local repairing & maintenance shops like cycle, rickshaws, bikes etc. Some of them work in truck & bus garages nearby areas.

Works in hotels & restaurants which are especially for EWS & poor class people.

Works in HMC as sweepers, collectors of garbage disposal in different places.

Works as vendors of fruit & vegetables in local markets.

Rickshaw pullers. Carpenters, Shoe makers

Some have their store attached with dueling units for collecting news papers, books, magazines etc for making paper bags which are sold to local shops.

Some are garbage collectors, collectors of dismantled materials like tin, utensils, bottles & materials which have no Salvage Value in present market. 2.10) Ladies work as domestic servants in local HIG / MIG flats mainly. But in Muslim communities they are restricted to their household works. Their daily income may be assumed as Rs. 50 - 100 /-.

Problem Analysis Here one important fact is that these slum duelers are not totally deprived from basic primary education. Many of these children getting scope of nursery & in some cases primary education in local primary schools but due to traditional system they are forced to earn as a earning member of family. Secondly large scale of unemployment is not the major problem in these two slums but still a problem. What is required is betterment of living condition with upgradation of services like drinking water, drainage & sewerage system, natural light & ventilation to households. So it is important to provide EWS housing to betterment the environment, to segregate working & living areas with proper city services. The growth of these slums is mainly the impact of closed industries & then transfer of land ownership. Due to this land ownership change the land are mostly under" Thika Tenancy Act" where hutments are built by a middle man who pays rent to land lord & these money of rent comes from these slum duelers who are provided temporary hutments there against a scale of rent. These settlements are viewed as 'unauthorized' or 'illegal' and are hence entirely unserviced. The fear of eviction and demolition looms large over them and serves to inhibit any community initiative to improve housing and settlement conditions. Their 'unauthorized' status is in effect a means for the complete disenfranchisement of these communities. Unrecognized settlements represent some of the most degraded environmental conditions, with severe health impacts for the people living there, and with potential larger public health consequences as well. Given that most unrecognized settlements in the metropolis lie on the margins of infrastructure features, like canals, rail tracks etc., the relevance of in situ regularization here is questionable. Resettlement in a new location also poses serious difficulties. Residence for such dwellers is closely related to livelihood opportunities, and hence relocation could be disruptive unless the resettlement program includes economic rehabilitation. That requires considerable external support, and puts the people into a situation where their dependence on others is increased.



Commercial district Commercial district in surrounding the site mainly stretched at two sides of GT Road as the road meets Howrah maidan at one end and Andul at other end. These two points are main cardinal points and may be considered as main north-south axis of the city. With the connectivity with outside Kolkata GTRoad is getting very much conjested and becoming narrower day by day, due to spilling over commercial activities into its two sides. The main market is very near to the site Sibpur market Area for Formal Market = 4399 m2, Area for Informal Market = 1776.14 m2

It starts from the crossing of GT Road & RNRC Ghat road a ends at the junction of Ananda Kumar Roychodhury lane & RNRC Ghat road. The market is about 80 years old & is a very traditional neighborhood market. It has a large catchment area of Howrah.

It is the daily market and from crops to shoe every kind of daily commodities are available here.

The market is popular as it is cheaper compared to the roadside.

The timing of market is 8 am - 1 pm & 6 pm - 10 pm daily including Sundays.

Here the shops are under the ground floors of these residential buildings.

About various kinds of sold items, food items (vegetables & crops) are more in no. These are sold in a temporary shade arranging the vegetables a wooden plank or on the road.

The main problem here is that in spite of being a traditional market there is no permanent area or structure fully dedicated for this market.

The abutting road width is not sufficient. Even rickshaws are impossible to ply on this road. The over flow of temporary stalls (for obviously unplanned positioning due to shortage of space) on road makes a walking passage of 2-3' wide. The market has no such big shops or showrooms. So during special purpose like puja or poila baisakh etc residents come to Howrah maidan for large-scale marketing.



Problem Analysis

Road Encroachment: RNRC Ghat Road is affected. Encroachment not only decreases the width but it makes the road insufficient to cater the market as loading unloading activity disturbs pedestrian flow. This RNRC Ghat Road is important for pedestrian & Para transit flow as this road connects two important points.

Relocation of this informal market should be placed very near to its existing area because it serves major areas of Residential Districts.

This market is a source of income for some of the slum dwellers as they work here in loading unloading, carrying goods from Wholesale Go Down to Retail Market, vendors. Being cheapest this market serves the slum partly.

Bataitala Market: Area for Formal Market = 1039.98 m2 Area for Informal Market =638.18 m2

The large via-duct area of the approach near "Bataitala" has been proposed for extension of Bataitala Market. Similarly, the areas under via-duct of the proposed Central Howrah Expressway approach in the different portions (marked in the drawing) have also been proposed for extension of existing markets, new shopping areas (Area 5.82 Acres/ 23552.67 sq.mt.).



Industrial districts District 1:

The district is almost 60-70 years old. These industries are steel factories where the steel is imported from Jamsedpur, Tatanagar etc. these come through railway and first come at Shalimar yard. From there these are loaded on trucks, which carry these to these factories. Foresore road is the main access from thi

Documents

Acc. No. DC 52