There has been no proper techno-economic and socio-economic study for planned expansion of Metro rail in the twin cities of Kolkata and Howrah

India conceived a plan to provide about 97 km of mass rapid transit network (metro rail) on two north-south and one east-west routes in Kolkata sometime in the late sixties. This was the first major planned urban mass rapid transit system under Ministry of Railways.

In the next decade, a bold step to start construction work on the predominantly underground North-South (N-S) line began with Cut and Cover technology at considerable inconvenience to surface traffic in a city. The era of metro rail began in India in 1984 with the commissioning of a three-kilometre stretch.

The next planned MRT system came almost 25 years later in New Delhi. The first line went into operation in 2002. With this the era of participation of central and state governments in setting up of the Metro rail system began and subsequently MRT services were planned for Bengaluru and Chennai.Since then, the Metro has expanded to several cities.

Today in India, around 760 km. of Metro Rail system is in operation and nearly 580km. is under construction. Of the five most populous states, UP, Maharashtra and Madhya Pradesh have a much larger share of Metro system in multiple cities. Only Kolkata features in the Metro map West Bengal. Populous states like Bihar lag behind with the Metro project only recently taking off in Patna. States like Telangana, Karnataka and Gujarat having lesser populations have larger route kms. per capita. The development of Metro rail system has been mostly concentrated in Western and Southern states besides Delhi-NCR. Eastern states like Bihar, West Bengal, Assam, Odisha have lagged behind.

Transportation has long been viewed as a means of energizing and sustaining economic growth, generating employment, and fostering holistic development. Unlike other sectors, the demand-supply gap cannot be bridged by increasing imports, but only through capacity-building. It is this unique feature which makes transportation the backbone of a nation’s development and improved quality of life. However, with the ever-increasing population and growing urbanization, the stress on transportation is increasing, which is adversely affecting the environment, seamless travel of people, and asset life deterioration. A balance needs to be maintained for inclusive and environmentally sustainable growth to ensure a better livelihood and right to life, a constitutional right.

Rail-based mass transit system is by far more efficient and climate friendly. It reduces transport congestion on road and associated pollution. Any congested city with large transport volume is ideal for the provision of Metro.

Though Kolkata was the first city to have metro rail, no further metro project was sanctioned for any eastern states till recently when metro rail was sanctioned for Patna and Guwahati.

Kolkata with high population density and only six-eight per cent of road space deserves Metro rail as a means of Mass Raid transit. Congested roads not conducive to building the Metro along roads poses a great challenge to planners.

Kolkata Metro was set up before any guidelines or policy on MRTS was issued by the Ministry of Urban Development and is the only system that is under direct control of the Ministry of Railways.

There has been no proper techno-economic and socio-economic study for planned expansion of Metro rail in Kolkata to overcome travel issues of citizens in the twin cities of Kolkata and Howrah. In 75 years since independence only two road bridges have been added across the river Ganges which are miles apart unlike cities like London, Paris, Moscow, et cetera, that have extensive underground rail and road networks criss-crossing the rivers that pass through the cities.

It is unfortunate that no planning of rail-based transport system for urban conglomerates like Asansol — Durgapur, Siliguri-Jalpaiguri, which have proximity to fairly busy airports like Bagdogra and Andal has been conceived.

Metro rail projects in Kolkata have always suffered for one reason or the other and 36 years after the first Metro started in Kolkata, only 32.25 km of one N-S line and seven km of East-West line is commissioned. Around 28 km of routes can be added in next two-three years with the likely commissioning of Phoolbagan-Howrah Maidan (9.34 km), Noapara-NSCBI airport(6.87 km), Joka-Majerhat (7 km) and New Garia-Ruby(5 km) sections. This will leave around 36 km more to be completed on the Joka-Esplanade and New Garia-NSCBI airport lines which may take four or five years. Another about 25 km. route where the Metro was sanctioned a decade ago for expansion on the northern fringes of the city is yet to take off with no funds sanction.

Kolkata and Howrah need metro systems with increased frequency and faster travel to reduce dependency on road transport to provide seamless travel to citizens. The suburbs of Kolkata need to be brought into the Metro map to reduce dependence on suburban rail and road.

Apart from routes under construction or planned, Kolkata needs more east-west and north-south routes with interchange facility and a ring route on its outer periphery. Some of the routes that could benefit a large population with metro connectivity can be: Extension of E-W metro to Uluberia; New East -West route from Shalimar to Jadavpur covering west and south Kolkata Extension of N-S route to sonarpur; New North south route from Bally to Garia-IIM/Joka in south; Extension of Joka-Esplanade route to Diamond harbour.

The feasibility of the various options needs to be explored critically.

Two important projects sanctioned a decade back, Baranagar-Barrackpur and NSCBI Airport-Barasat, which can serve a large population, are presently on hold due to civic issues. These need to be revived using modern technology. We need to rope in top-class technical expertise wherever available to find ways and means to overcome the constraints.

Project delays lead to cost and time overrun and citizens are denied the benefits. These projects will considerably ease pressure on land routes and as such, a final decision by stakeholders cannot be delayed.

Besides, the Metro rail system in places like Siliguri-Jalpaiguri area including Bagdogra Airport, Durgapur-Asansol area including Andal Airport, Kalyani-Krishnanagar-Shantipur-awadip area need to be planned now to address the congestion due to sectoral urbanization and developing industrial conglomerates.

It takes at least 8-10 years for a project from planning stage till it sees the light of the day if all goes well at every stage. The state must identify routes and areas to be served and quality DPRs need to be prepared identifying possible routes through established agencies like RITEs, DMRC with clear Right Of Way. Duly approved DPRs can be basis for generating demand at the centre with prioritizing projects.

The stake holders need to remove bottlenecks for expeditious completion of sanctioned works. It is the common man who will reap the benefits of such state of art infrastructure.

Metro rail contributes tremendously on environment front, generates carbon credits, reduces greenhouse gas emissions. It has huge potential to generate solar power and contribute towards India’s dream of fulfilling its target for alternate energy.

(The writer is a retired railway professional and an independent consultant on Metro railway. The views expressed are personal.)