an impact analysis of relocation of … · an impact analysis of relocation of wholesale trading...

AN IMPACT ANALYSIS OF RELOCATION OF WHOLESALE TRADINGACTIVITIES FROM CENTRAL KOLKATA

CHANDRANATH DEYDepartment of Architecture and Regional Planning, Indian Institute of Technology, Kharagpur

TARAK NATH MAZUMDERAssistant Professor in Department of Architecture and Regional Planning, Indian Institute of Technology, Kharagpur

ABSTRACT

Kolkata Metropolitan Area is one of the largest urban agglomerations in India. It has its major wholesale trading activities located inthe heart of the city in Barrabazar. As a result one fifth of the volume of goods vehicles entering and exiting KMA are destined toBarrabazar area. On-street parking of goods traffic as well as loading and unloading operations has severely affected operationalefficiency of traffic and transportation, especially in the CBD area. Kolkata Logistic Hub has been proposed in the outskirts of the cityto rid this problem, which must have been guided primarily by a singular reason, but it will have multi-faceted impacts. This studyprovides an insight into the probable impacts of this development by concentrating on four major aspects namely transportationsystem, socio-economic set up, local environment and local economy. Out of a variety of consequences, some of them have beenquantified but non-quantifiable affects have also been identified and duly presented for comprehensive decision making.1. INTRODUCTIONKolkata has grown from a small British tradingsettlement to one of the largest metropolitan areaacross the globe. At present Kolkata MetropolitanArea (KMA) is the second largest in India. Oncethe capital of British India, it still retains its primacyin providing goods and services to its hinterlandcovering the entire eastern and northeasternIndia. In the last 300 years, functions of his cityhave experienced tremendous horizontal andvertical expansion.The CBD of Kolkata comprises mainly ofcommercial activities (both retail and wholesale),public and semi-public offices and institutions alongwith high density residential uses. Over a periodof time, to reduce the concentration of urbanactivities and consequential congestion in thecentral area of Kolkata, extensive decentralizationof urban functions has been carried out. Newgrowth nodes within the city as well as outsidehave been identified and promoted.However, the major wholesale commercial hubcatering to the entire metropolitan area is stillconstricted to the Barrabazar area (BB) inside theCBD. One fifth of all the goods vehicle enteringand exiting the KMA are destined to BB (WBTransport Department report, 1999). The spatialgrowth option is limited in BB leading to

overcrowding of wholesale commercial activities.Warehousing and cold storage facilities are alsoinadequate. Vehicular carriageway of busy urbanarterials is used as truck parking and loading andunloading spaces are adversely affecting the Levelof service on these roads. Besides this, thewholesale market operations for perishable goodsmake BB one of the most polluted areas due tolack of effective solid waste management system.Proposals have been drafted since 1978 to shiftthe wholesale trading activity from BB to theoutskirts of the city with adequate warehousingand truck terminal facilities along with other ancillaryamenities. This is aimed at decongesting the centralarea of Kolkata to increase the operationalefficiency of wholesale operations (CES Report,1978). Lately, Kolkata Metropolitan DevelopmentAuthority (KMDA) has taken some initiatives toimprove the overall conditions of BB. HowrahTruck Terminal and Dhulagarh Truck Terminal wereinaugurated in 2001-2003. Located in the outskirtsthese facilities are aimed to rid the city of heavyvolume of goods vehicles. But much success couldnot be achieved. Recently, KMDA proposed theupgradation of the existing Howrah Truck Terminalsituated along the Kona Expressway (NH-117) (seeFig.1) to Kolkata Logistic Hub (KLH). Thisupgraded facility will consist of a truck parkingfacility clubbed with wholesale and retail trading

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ITPI JOURNAL3 : 2 (2006) 36-48

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Fig. 1. Site Plan of Kolkata Logistic Hub

Category Type of goods Area in BB(Acre) Goods tradedGroup A Edible and Perishable 114.18 Agricultural Products

Fish and Live StockGroup B Edible and non-perishable (having l 120.84 Grocery

arger shelf life compared to Group A) TextileTeaKerosine / Petrol / LPG.etc

Group C Non-edible and non-perishable 308.24 Building MaterialIron and SteelTimber / FurniturePlastic GoodsIndustrial GoodsMiscellaneous

Table 1. Classification of Markets in BB

platforms along with other ancillary activities. Ithas an added goal of creating an enablingatmosphere for wholesale and retail trade in theperiphery of the ‘Metro Core’. This facility aims torelocate the existing wholesale markets of BBpartially or entirely.Several studies were conducted to outline theoverall financial feasibility of the project, but noanalysis was carried out to examine the impact ofthe proposed transfer on BB as well as in areas

near KLH. This paper aims to analyze the impactof the proposed transfer of wholesale functionson the existing transportation system, socio-economic setup, local environment and localeconomy, both qualitatively and quantitatively.2. BARRA BAZAR (BB) MARKET

CLUSTERIt is tautological to mention that the wholesalecommercial activity in BB consists of clusters,which are functionally independent and the

Chandranath Dey / Tarak Nath Mazumder / ITPI Journal 3 : 2 (2006) 36 - 48

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Fig. 2. Spatial Location of these Wholesale Market Clusters in BB.

rationale to relocate these clusters should beguided by the impact of the proposed transferfor each of these independent clusters. Thewholesale markets in BB can be broadlycategorized into three convenient groups basedon commodity shelf life as shown in Table 1. Fig. 2shows the spatial location of these wholesalemarket clusters in BB.Preliminary investigation of the area requirementsin the existing wholesale market indicates that itmight not be possible to relocate the wholesaleoperations to KLH in their entirety, but has to becarried out in parts. The framework of the studyconcentrates on comparative analysis of probableimpacts due to relocation for each of the marketclusters identified and selection of the most suitableone. Analysis of impacts focuses on four majoraspects namely, transportation system, socio-economic setup, local environment and localeconomy. The analysis of the probable impactswill be done keeping in mind a specific time frameof year 2015.3. IMPACT ANALYSIS3.1 Impact on Transportation SystemImpact on transportation system is the mostimportant among all aspects as the whole idea of

relocation did arise from transportation point ofview. Impact analysis will deliberate on four keyaspects, namely:• Impact on the supply network of goods

movement;• Impact on the distribution network of goods

movement;• Impact due to on-street parking of goods

vehicles; and• Impact of goods traffic on existing road

network (in BB and KLH).3.1.1 Impact on the Supply NetworkGoods from various parts of the state as well asthe country enter BB, where wholesale trading ofthese goods takes place. Relocation of wholesaletrading from BB to KLH will result in change insupply network leading to higher and lowervehicle-kilometer of the goods vehicles. Thisopportunity cost is nothing but the impact ofrelocation on the supply network.Goods vehicles destined to BB are found to enterthrough five major entry points (EP) as identifiedin Fig. 3. These entry points have been chosen in


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Entry points (EP) Name of the link Goods traffic (no./day) having O/D in BB

EP1 NH-6, Dankuni & Amta 388EP2 Budge-Budge Rd. & Diamond Harbour Rd. 299EP3 NH-34 7 NH-35 178EP4 B.T. Road & Kalyani Expressway 217EP5 NH-2 302

Total no. of good vehicles/day entering BB 1384

Table 2. Major Entry Points (EP) of goods vehicles to BB

Fig. 3. Entry Points (EP) to Barrabazar(BB)

Fig. 4. Commodity wise distribution ofsupply good vehicles/day

Fig. 5. Distance detour for supply vehicles

such a way that they continue to serve as entrypoints even after the relocation (WB TransportDepartment report, 1999; also refer to Table 2).Goods from Mumbai, Delhi and central India entermostly through EP1, whereas southboundvehicles enter through EP2. Vehicles fromnortheastern parts of the country enter throughEP3, EP4 or the Kalyani Expressway node,connects BB with the northern part of WestBengal, whereas EP5 connects to Northern Indiavia NH-2. Commodity wise classification of goodsvehicles entering BB is shown in Fig. 4. The distance detour that has to be incurred if the wholesale

operations are being shifted to KLH from BB isrepresented in Fig.5. The detour is derived byobserving the revealed preference for routing ofgoods vehicles. The detour is maximum for thevehicles entering through EP-3, whereas for EP-1, the distance is reduced by 8.5 km. Extra vehiclekilometer per day incurred due to relocation ofeach of the market clusters is shown in Fig .6.Extra cost to be borne for transfer of marketclusters from BB to KLH is computed by multiplyingthe extra vehicle kilometer with the aggregatedVehicle Operating Cost (VOC/km). AggregatedVOC / km is obtained by considering the modalsplit of the goods vehicles in supply network andthe vehicle operating cost for different modes (IRC


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Market Type Veh/ Veh-Km SC/yearday day (Cr.)

Group A 582 1857 0.759Group B 373 1181 0.483Group C 429 2573 1.051Total 1384 5611 2.293

Table 3. Social Cost (SC) of relocation onSupply Network.

Zone Location No / dayfrom BB

1 Barrackpur-Dum Dum Zone 942 Shyam Bazar-Maniktala Zone 1133 Shova Bazar - Jorosanko Zone 714 B.B.D. Bag Zone 575 Burra Bazar Zone -6 Maidan Zone 47 Taltala-Beniapukur Zone 798 Sealdah - Gobra Zone 1759 Belgachia Zone 5910 Khidirpur-Garden reach Zone 16611 Bhawanipur-Chetla Zone 4012 Kasba - Dhapa Zone 4413 Taratala - Sursuna Zone 7714 Tollygunj - Bansdroni Zone 4315 Santoshpur - Madurdaha Zone 3516 Malipanchghara - Salkia Zone 9017 Bamungachi - Sibpur Zone 5418 Unsani - Shalimar Zone 87

Total no. of goods vehicle/day 1287leaving BB

Table 4. Distribution of goods vehiclevolume to KMC & HMC

Fig. 7. Commodity wise distribution ofgoods vehicle

Report, 1993). The aggregated VOC / km for thegoods vehicles in the supply network is found tobe Rs. 11.35 / km (Roughness co-efficient =5000). Bituminous road Rise and Fall = 0 (Plainland)]. The total cost incurred, can be suitablytermed as opportunity cost or ‘Social Cost’ (SC)of the proposed transfer on supply network (seeTable 3).3.1.2 Impact on Distribution NetworkMovement of goods to the retailers and smallerdistributors from BB constitutes its distributionnetwork. Relocation of wholesale trading from BBto KLH will result in change in distribution networkleading to higher and lower vehicle-kilometer ofthe goods vehicles. This opportunity cost is theimpact of relocation on the distribution network.The distribution catchment of BB is primarilyconfined to Kolkata and Howrah MunicipalCorporation.For the convenience of the study, this distributioncatchment is further divided into eighteen zonesmostly based on administrative divisions. Table 4represents the volume of goods vehicles from BB/ day to all these eighteen zones within thedistribution catchment (WB TransportDepartment report, 1999). Commodity wise

distribution of goods vehicles from BB to itsdistribution catchment is represented in Fig. 7.Impact on the distribution network can beillustrated by the desire line diagram before andafter the relocation (see Fig. 8). The distancedetour that has to be incurred by each of thezones in the distribution catchment due to theproposed transfer is shown in Fig. 9. Extra vehicle

Fig. 6. Extra Vehicle-kilometer per day forsupply vehicles


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Fig. 8. Desire line Diagram – prior and post relocation

Fig. 9. Distance detour for distribution network

kilometer / day for market clusters is representedin Fig. 10. The opportunity cost or the Social Cost

(SC) of relocation on the distribution network iscomputed by multiplying the extra vehiclekilometer with the aggregated vehicle operatingTable 5. Social Cost (SC) of relocation on

Distribution NetworkMarket Type Veh/ Veh-Km SC/year

day day (Cr.)Group A 459 3374 1.4Group B 454 3550 1.473Group C 374 3014 1.251Total 1287 9938 4.124

Fig. 10. Extra vehicle kilometer fordistribution network/day


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costs. Considering the modal split of the goodsvehicles in the distribution network, theaggregated VOC is found to be Rs. 11.53 / km(see Table 5).3.1.3 Impact on On-street ParkingLack of parking facilities as well as loading andunloading spaces have led to extensive on-streetparking of goods vehicles in BB. Truck parkingalong single or both sides of the carriagewayreduces the capacity of these roads. Roadspassing through the BB are vital to trafficcirculation in the central area of Kolkata (ParkingSurvey Report of KMDA, 1995).In Fig. 11 the roads abutting the three marketclusters are identified. With the transfer of thewholesale market to KLH, these roads can be freedfrom on-street parking. Elimination of on-streetparking will free the carriageway occupied andaugment the capacity of these roads leading to

increased travel speed and volume. Thecomputation of the opportunity cost or the SocialBenefit (SB) can be estimated from aggregatedcommuter travel time savings (see Table 6).The social benefit is calculated with the help of theSpeed-Flow equations prescribed by IRC manual(SP 30) of 1993, Capacity Restraint Equationadopted by Bureau of Public Roads, Trafficassignment manual (1964), and Social Cost-Benefit functions derived by Mazumder et al(2004).3.1.4 Impact of goods traffic on existing

road networkelocation of wholesale operations from BB willreduce the volume of goods vehicles in the CBDarea. Currently temporal restriction is imposed ongoods vehicles from entering the city core frommorning to evening hours during peak city trafficoperations. As a result, the proposed transfer will

Fig. 11. Parking Survey Map

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A Strand Bank Rd. 7.7 51 1.02 1050 10.8 3472 49.3 7167.4A Strand Rd.(N) 7.0 42 1.61 1068 10.3 3483 49.2 12203.1A Strand Rd. (S) 7.0 42 1.61 1068 10.3 3483 49.2 12372.6A M. D. Rd - N.S. Bose Rd 7.4 52 1.62 1092 9.5 3500 49.1 13844.0A J. Ghat Rd - Sovarsm B. St. 6.7 41 0.54 1032 11.4 3462 49.3 3577.0A Rabindra Sarani 10.7 56 0.54 1146 7.8 3553 48.8 6021.9B R. L. Mallick St.- K. Seal Ln 11.4 50 0.54 1164 7.2 3576 48.7 6651.1

Phears Lane 5.1 80 0.58 1002 12.4 1401 33.4 1552.4B K. K. Tegore St. 7.2 53 1.15 1080 9.9 3491 49.2 9311.8B B. St - Munsi S. St. 6.1 46 1.18 1218 5.5 1589 30.7 10934.5B Cotton St - M. M. Barman St. 5.9 76 1 1050 10.8 1422 33.1 3359.1B B. M. Rd. 12.4 59 0.3 1164 7.2 3576 48.7 3695.1B R. B.Bose Rd - K. Street 8.4 67 1.27 1104 9.1 3510 49.1 11473.6C Tarachand Dutta St. 10.6 56 0.4 1116 8.7 3521 49.0 3827.5C Zakaria Street 6.9 59 0.44 1074 10.1 3487 49.2 3470.3C Shun-Yat Sen Street 5.1 75 0.54 1074 10.1 1436 32.9 2045.4C Syed Saliah Lane 4.3 88 0.27 1194 6.2 1554 31.2 2090.0C Vivekananda Road 8.5 53 1.15 1080 9.9 3491 49.2 9311.8C M. Babu St - H. R. G. St. 5.1 63 1.02 1092 9.5 1448 32.7 4243.4C Cross Rd. No. 6-12 3.9 91 0.97 1116 8.7 496 28.6 2728.0C J.L.Mallick Rd - K. St 7.8 47 1.18 1014 12.0 3454 49.4 7286.8C Amratola St - Mallick St 5.2 69 0.39 1074 10.1 1436 32.9 1477.3

Total Social Benefit / hour = Rs. 138,644.00 = Rs. 19.96 Cr / year

Marke

t Clus

ter

Name of the Road

Avg.

Carria

gewa

y(m

t)

Group

Socia

lBe

nefit

% of

Carria

gewa

yfor

Parki

ngLen

gth of

Road

[L] (K

m)Exi

sting V

olume

(PCU /

Hr) [q1]

Existin

g Spe

ed(Km

/ hr) [

v 1]Im

proved

Volum

e(PC

U / Hr

) (q2)

Impro

ved Sp

eed(Km

/ Hr) (

v 2)So

cial Be

nefit

(Rs / H

r)

Rs. 3

6,480

/ Hr =

Rs. 5

.25 Cr

/ Yr

Rs 55

,186 /

Hr=

Rs.7,9

5Cr /

YrRs

. 46,9

77 / H

r =Rs

. 6,76

Cr / Y

r

Table 6. Social Benefit by removal of on-street parking and loading / unloading

Area Popul- H H Sex Totalation size ratio worker

BB(15 wards) 3,94,654 5.61 634 44.4 %Kolkata Municipal 45,72,876 4.92 829 37.6 %Corporation

Table 7. Comparative Socio-economic Profile

not significantly enhance the level of service inthe existing roads in the CBD. On the contrary,the relocation will increase the goods traffic volumein the approach roads to KLH. Kona Expressway(NH-117) being a major access artery to KLH, itsexisting traffic volume is expected to experiencea growth of around 25 percent after the proposedtransfer.3.2 Impact on Socio-Economic ProfileAppraising the existing socio-economic profile inBB will help analyze the impact of relocation. The

wholesale market area in BB comprising of 15wards is only 2 percent KMC area but itaccommodates almost 9 percent population (seeTable 7). A comparative analysis of the household


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Fig. 12. Comparison of Lorenz Curves for KMC and BB

size, sex-ratio and percentage of total workers inthe BB and KMC provides important insights intothe prevailing socio-economic conditions (Censusof India, 2001). The household size in BB issignificantly higher with lesser number of femalesand low dependency ratio. Demographic profileindicates that huge migration of low waged malelabor force from the neighboring states, especiallyBihar has taken place in BB. These people havemostly engaged in wholesale trading activity.Predominance of households, formed withworking men sharing a kitchen can be attributedto the above facts.Distribution of monthly household income in BBreveals greater degree of skewness compared toKMC (Socio-economic Profile, 1996-97;Chesterton Meghraj, 2004). Excessive skewnessin income distribution indicates the existence ofschism in the social structure that is low wagedmigratory labor population vis-à-vis the high-income business/salaried group (see Fig. 12).Relocation of wholesale trading operations fromBB area will invariably lead to shift of this migrantlabor population due to transfer of employmentbase.3.3 Impact on Local EnvironmentIn the Perspective Plan of KMA – Vision 2025, BBhas been categorized as highly sensitive zone fromthe environmental point of view (Fig. 13).

Fig. 13. Environmental Sensitivity Map

KMC Barra Bazar

Gin Co-efficient = 0.4 Gin Co-efficient = 0.6


Cumulative % of households Cumulative % of households

Cum

ula

tive %

of m

onth

ly In

com

e

Cum

ula

tive %

of m

onth

ly In

com

e

45

Residential Office Retail / WholesaleCapital value Rental value Capital value Rental value Capital value Rental value

[Rs / sft] [Rs / sft / mon] [Rs / sft] [Rs / sft / mon] [Rs / sft] [Rs / sft / mon]BB Area N.A. N.A. N.A. N.A. 4500-5500 40 – 60New CBD 2500-3000 10-15 3500-4000 35 – 40 7000-8000 80 – 90

Table 8. Capital and Rental Value of Property in Old and New parts of CBD

Ineffective management of solid waste generatedin BB is one of the prime factors responsible fordeterioration of the local environment. Almost onefourth of the total solid waste in KMC is generatedfrom this area (ADB Report, 2000). Compositionof the solid waste generated indicates presenceof high organic content mostly from Cluster Amarkets (fruits, vegetables and other perishablecommodities). Foul smell due to rapiddecomposition of organic content, littering of wasteby scavenging birds and animals along withimproper collection, storage, transfer mechanismcreates unhygienic and polluted environment.Transportation of the solid waste generated alsopose severe environmental threat as it has to passthrough high density residential areas.Vision 2025 for KMA has identified few potentialsolid waste disposal sites in KMA for the comingyears. Ababa appears to be closest disposal sitefor KLH. Relocation of the wholesale operationsto KLH from BB will lead to reduction of haulingcosts along with the diminished threat on passthrough areas, mostly non-residential areas (Fig.14)The Air Pollution Index (API) of BB is in the rangeof 130 – 140 compared to the National APIstandard of 50 – 70 (Vision 2025, 2005) vehicularemissions being identified as the prime source.Interference to vehicular traffic is very high in BB,mostly due to on-street parking as well as loadingand unloading operations. Frequent accelerationand deceleration as well as stoppage of vehicleshas led to higher vehicular emissions.3.4 Impact on Local EconomyAnalysis of rental value and gross income of theexisting land uses in BB area indicate presence ofgross discrepancy between them. The ratio ofincome generation and the rental value per unitarea is observed to be much higher than thatcompared to other developed areas of the city,

especially the newer parts of the CBD. Rental valuein some premises in BB can be as low as Rs. 2-4/sft/month. Low rental value is one of the majormotivations of the wholesale traders for not willingto shift from these areas. Perhaps, for this reasonthe existing land uses in the BB area is notcommensurate to its economic potential.Moreover, the presence of slums and squattersaccommodating the labor force involved inwholesale activities further reduce the real estatemarket value. Rental and capital value of property

Fig. 14. Proposed Solid Waste Disposal Site


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Group A Group B Group CIMPACT on Supply NetworkSupply Social Cost / year [Rs. in Cr.] 0.759 0.483 1.051IMPACT on Distribution NetworkDistribution Social Cost / year [Rs. in Cr.] 1.4 1.473 1.251IMPACT due to on-street parkingSocial Benefit / year [Rs. in Cr] 7.95 6.76 5.25IMPACT on existing roadsPercentage increase in existing traffic (NH-117) 9.95 7.9 7.67Solid Waste(SW)Organic Content of SW High Moderate LowReduction in Collection and Hauling Cost of SW High Moderate ModerateReduction in Vehicular emission High Moderate ModerateShift of Labour forcePercentage involved in Whole Sale trade in BB 21.02 22.24 56.74Real estate value addition in BB area Moderate Moderate HighEconomic opportunity creation in KLH High Moderate ModerateArea required for relocation in 2006 (acres)* 102.89 81.74 79.37Area available in KLH (Acres) 108

Note : SE = Socio-economic Setup, LE = Local Economy, WS = Wholesale, SW = Solid waste, BB = Barra Bazar,KLH = Kolkata Logistic Hub

Source : As per standards adopted in Delhi Master plan.

Traffic

and

Transp

ortati

onLE

SEEn

viron

ment

Table 9. Comparative Scenario Analysis

in the BB and newer areas of CBD is shown inTable 8 to illustrate the fact discussed above(Chesterton Meghraj, 2004). Relocation of thewhole sale trading operations will open uppossibilities of land use conversions in BB. Realestate market forces can play freely towardsoptimum allocation of activities thereby, enhancingthe chances of revitalization in this part of CBD.On the other hand, proposed transshipmentoperation in KLH and development of surrogateindustries around, which will create employmentopportunities and boost the local economy.A summary of the impacts because of theproposed relocation of wholesale tradingoperations for each market type is presented inthe Table 9. Comparative study of the impactsfor each of the market clusters indicate thatrelocation of Group A market cluster is socially mostbeneficial. On the other hand, the area allocatedfor the KLH indicates the possibility of relocationfor any one of the market cluster.

A brief look at the ‘willingness to shift’ (see Fig. 15)study conducted in BB reflects that wholesaletrading operators related to perishablecommodities i.e. Group A market are more willingto shift compared to others. The prime reasonfor the keenness is unavailability of cold storagefacilities in BB, due to which almost 20 percent ofperishable goods degrade. Appropriateinfrastructure with all the ancillary facilities in KLHwill address this problem. Hence, relocation ofGroup A market cluster seems to the socially mostbeneficial, technically feasible and politically plausibleoption.4. RECOMMENDATIONSTo reap the benefits of relocation in entirety, thereis a need to adopt certain policy recommendationsaimed at BB as well as KLH.4.1 Recommendations for BB• Complete restriction on on-street parking as

well as on-street loading and unloading on the


47

roads abutting Group A market cluster isnecessary to eliminate the spill-over parkingdemand from Group B and C market clusters.

• Conversion of land uses from wholesale to retailcommercial, office functions as well as highvalue residential activities is anticipated afterrelocation. Wholesale trading activities in futureneed to be curbed through statutory meansfor limiting the spread of Group B and Cmarkets after relocation. The civic authoritiesconcerned should take this aspect inconsideration while pursuing futuredevelopment initiatives in this area.

4.2 Recommendations for KLH• Kona Expressway (NH-117) being the main

access artery to the KLH, needs capacityaugmentation to accommodate the futuregrowth of traffic. Traffic volume in this link isexpected to experience high growth due torise in regional traffic as well as local traffic(Proposed Kolkata West International City invicinity). The proposed capacity augmen-tation along with a tentative phasing scheduleis indicated in Table 10.

• Ingress / egress of goods traffic volume(mostly multi-axle trucks and trailers) to / fromKLH to NH-117 warrants geometrical solution(preferably Trumpet Intersection) to reducethe vehicular interference on the link trafficflow.

• In future, there is a need to upgrade KLH intoa multi-modal transshipment hub (both railand road). Proximity to Santragachi Rail Yardfacilities provides KLH a comparativeadvantage towards meeting this end.

• Logistic hub operations in KLH will createopportunities for development of surrogate

Year PCU/day Peak Hour Proposed(NH-117) PCU Capacity

2006 64328 5790 2+2 lanes2010 97654 8789 3+3 lanes2015 164553 14810 4+4 lanes

Table 10. Traffic projections for KonaExpressway (NH-117) near KLH:

Fig. 15. Willingness to Shift survey findings


48

industries in vicinity. Adequate land aroundKLH needs to be earmarked immediately forthis purpose to thwart the speculative rises inland prices.

• KLH will lead to shift of huge labor force mostlybelonging to low wage class. Experience in BBshows that this type of workforce prefersresidential accommodation in proximity towork place (within walking distance) – leadingto development of slums and squatters.Interventions, if not adopted timely, will leadto similar situations in KLH. Adequate amountof area with provision of basic services shouldbe developed for housing this workforce.Based on the accepted norms of EWShousing, 60 acres of land needs to be reservedfor this purpose near KLH.

• As Group A markets consists of perishablecommodities, adoption of effective SolidWaste Management System will be aprerequisite to maintain a clean and hygienicworking condition in KLH. Abada seems to theobvious choice as solid waste disposal site dueto its proximity. Suitable collection, storage,transfers and hauling mechanism appropriateto the waste composition, needs to beadopted. ‘Vermi-composting’ for the organicwaste and ‘Sanitary land filling’ for the residualwaste seems to be the most desirablemechanism for treatment and disposal.

• To meet the future growth requirements forthe Group A market to be relocated in KLH,additional land needs to be annexed (Standardreferred: Delhi Master Plan, 2001) (Refer Table

Year Projection of Areagoods vehicles requirement(Gr-A) (8% pa) (Acres)

2006 1041 102.892010 1416 139.962015 2081 205.69

Table 11: Area requirements in KolkataLogistic Hub

11). It is preferable to acquire the land inadvance to obviate the speculative rise in landprice.

• There is also a need to upgrade the truckterminal facilities in Dhulagarh into a logistichub to facilitate the future relocation of GroupB and Group C markets. Due to the locationproximity Dhulagarh truck terminal facilitiesand KLH can mutually benefit throughadopting ‘co-operative competition’strategies.

5. CONCLUSIONSTo reap the benefints of re-location in entirety,the policy recommendations given in Section 4above for Barra Bazar and Kolkata Logistic Hubwould go a long way and if not adopted wouldlead to slums and squatters.REFERENCESAsian Development Bank (2000) Calcutta EnvironmentalImprovement Program, Final Report, KMC, Kolkata.Bureau of Public Roads (1964) Traffic Assignment Manual, U.S.Department of Commerce.CES Private Limited India (1978) Truck Terminal cum WholesaleTrading Centre at Kona, Draft Report, KMDA, Kolkata.Chatterjee, N., Bhattacharya, N. and Halder. A. (1999) Socio-economic Profile of Households in Kolkata Metropolitan Area –1996-1997, Study Report, KMDA, Kolkata.Chesterton Meghraj Property Consultants Private Limited (2003)Truck Terminal Centre at Kona, Howrah on PPP Basis – A Report,KMDA, Kolkata.Indian Road Congress (1993) Manual on Economic Evaluationof Highway Projects in India, Special publication 30.Kolkata Metropolitan Development Authority (2003) PerspectivePlan of Kolkata Metropolitan Area – Vision 2025’, KMDA, Kolkata.Mazumder, T.N. (2004) Methodology for Assessing the SocialCost of On-street Parking and its Implications – A case study ofKolkata, Unpublished Doctoral Thesis, Indian Institute ofTechnology, Kharagpur.Traffic and Transportation Circle (1995) Truck Parking Surveyon selected roads in Wholesale Trading area in CBD – Kolkata,KMDA, Kolkata.Transportation and Traffic Engineering Directorate (1999) Originand Destination of Goods vehicles entering and leaving KolkataMetropolitan Area, Government of West Bengal, Kolkata.WBTIDC (2001) Dhulagarh Truck Terminal, Draft Report, KMDA,Kolkata.


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