Chapter - VII

Analyzing Private Sector Bus Services in Kolkata

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Chapter - 7

Analyzing Private Sector Bus Services in Kolkata 7.1. Introduction:

Unlike other cities of India, Kolkata exhibits a striking dominance of private sector

over public sector since the emergence of bus transport services. While the public sector has

been trying to maintain its existence through an orderly and organised provision of bus

services, the private sector hardly bothers about that, although it has been consistently

dominant in the Kolkata trafficscape. Passengers in this city rely more on the private buses

than on CSTC, CTC and WBSTC buses which have been operating under the Public

Transport Undertakings (PSUs) mainly since 1960s. While the state-owned bus sector has

become a loss making entity, private buses, plying under individual or private group owners,

have been gaining popularity and profit on a constant basis. This private bus sector in Kolkata

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

Such privately owned buses are quite typical of Kolkata (Singh, S.K., 2005). These privately

owned buses can be categorized into two types viz. the regular one (popularly known as

private buses) and the Mini buses. The regular buses are coloured light blue and yellow while

the mini buses are of brown and yellow colour and contain lesser number of seats. The

number of private city bus routes is almost the double of public sector buses. Such private

bus service is conducted based on fixed route and fixed fare basis. The regular private buses

have seating capacity of 39 people, comfortable standing capacity for 20, one or two doors,

one driver, one or two conductors and one helper. On the contrary, Mini buses have seating

arrangements for 29 people, comfortable standing capacity for 15, one door, one driver and

one conductor. A total of 315 private bus routes (199 for regular private buses and 116 for the

mini buses) are operated within KMC as specified by the State Transport Department in

2011. Starters posted at the bus termini and important intermediate intersections maintain

time schedules of bus arrival and departures. All the employees are paid a certain percentage

of total daily income from ticket sale as wages. The private owners usually have more than

one bus in different routes. The regular private and mini buses have different fare structures

on same distance coverage which are decided by the State Government. The lack of

organization of the disparate private operators leads to the absence of any form of control in

terms of passenger carried or fares paid. On the one hand, this encourages fares to be

pocketed by drivers and conductors; on the other hand, no true idea of taxes to be paid is

given. Hence private buses in Kolkata can be defined as privately owned informal transit

mode where operations are not organized or integrated, have least control by government and

offers passengers point to point access and follows a pattern of its own usually formulated by

owners and operators.

Private buses in Kolkata have the major share of passenger traffic. Currently these

315 private bus routes cover an aggregate route length of 3678 Km. The total estimated bus –

km of services provided by them on an average weekday is about 2.89 lakh km (Centre for

Science and Environment, Right to Clean Air Campaign, 2011). All the private bus routes are

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under the administrative control of Regional Route Transport Authority (RTA) of Beltala and

Alipore in Kolkata, Barasat in North 24 Parganas district and Howrah in Howrah district.

7.2. Relevance of Private Bus Services in Kolkata:

Private buses are the most significant road based mass transport mode for the urban

dwellers and daily commuters due to certain reasons, viz. –

Private buses have a kind of colonial and historical legacy as the first bus in Kolkata city

was plied under a private owner and for a long span of time Kolkata had only private bus

services, much before the advent of public state buses.

Initially there was high dependency on private buses as this sector provided various

special services like monthly concession of tickets, whole day tickets, cheap mid-day

fares etc.

After World War II, there was huge demand of passengers for private buses as there was

no other viable option for mass transportation except tram services.

Although after the Nationalization of bus services, CSTC came into the field of bus

service business, mainly to cater to the city‘s need, but it failed to fulfil passengers‘

demand due to low route and fleet strength. Hence private buses regained their service

zone to provide more efficient bus services and started competitions with public buses.

At present the number of private bus routes is 2.37 times greater than all three public bus

sectors and private bus fleet strength is 4.91 times larger than public bus sectors (Table

7.1). There is also severe route overlapping problems among the STUs. Hence passengers

find private buses more viable for their daily journeys.

Private buses cater to passengers almost in each and every part of the KMC whereas

public buses have confined services in certain parts only.

The fleet of private buses in a particular route is much greater than public buses.

Table 7.1 Route and Fleet Strength of Public and Private Bus Service Sectors

in Kolkata, 2011

Sectors Types Routes Fleet Strength

Public

CSTC 94 506

CTC 32 380

WBSTC 7 132

Total 133 1018

Private

Regular 199 4249

Mini 116 753

Total 315 5002 Source: Road Transport Department, Government of West Bengal

7.3. Growth of Regular Private Bus Services in Kolkata:

Although the initiation of private bus services in Kolkata was from early twentieth

century, but available data shows the growth trend since 1970 in a steady manner. Some data

on fleet strength was available for 1961 and 1966 which reveals a sudden fall of private bus

numbers from 3085 in 1961 to 2171 in 1966. This may be due to the nationalization of bus

routes and temporary dominance of CSTC bus services on the city roads. But 1966 – 1970

was the comeback period for the private buses and after that a steady growth was observed up

to 2008 when the fleet strength reached maximum of 9755 within KMC. The gradual road

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occupancy by private buses since 1970 is one of the significant features of Kolkata‘s surface

mass transport services. But after the confiscation of 15 years or more aged buses in 2009, a

rapid fall of fleet number posed a serious threat to the very existence of private buses on the

city roads. Within one year the number of buses decreased to 5616 in 2009 and 4009 in 2010.

In 2011, a slight increase was observed when the number rose up to 4249 due to introduction

of JNNURM buses and some new conventional buses (Fig 7.1). Hence a new increasing trend

has been observed from 2011 and it is still serving as the most viable modal option for the

daily passengers. To assess the trend pattern, fifth order polynomial curve is plotted which

shows 92 percent goodness of fit for working private bus numbers. Mathematically the trend

equation is –

Y = - 0.002x5 + 0.289x

4 - 11.006x

3 + 188.4x

2 - 1158x + 4231

7.4. Growth of Mini Bus Services in Kolkata:

Among the existing urban surface transport system, Mini buses started operation as

privately owned, informal mode of transport to provide point to point commuters‘ service to

meet the travel needs of the city dwellers, but within a very short span of time it has become

one of the significant mass transport modes based on stage carriage system. It started

operating in Kolkata since March, 1972 (Phanikumar, C.V. and Maitra, 2006). Initially its

operation was not organized and integrated and had least governmental control in the context

of overall passengers‘ demand. Initiated under the aegis of the Additional Employment

Programme, this mode rolled into the streets of Kolkata with a fleet strength of seven

vehicles. Within a year this number swelled to 103, indicating its immediate acceptance by

the ever eager commuters. But this time the operational area had been extended up to Howrah

and beyond so that new routes had to be sanctioned and more vehicles pressed into service

along the existing routes. By 1974, 320 additional permits were granted and an equal number

of vehicles were simultaneously released. The steady growth pattern of the mini buses was

observed up to 1993 when the fleet strength increased from 507 in 1981 to 3948 in 1993

within Kolkata. But after that year, a general fall characterized Mini buses as an infrequent

mode for passengers. Within the next ten years the number dropped to 1207 (Government of

West Bengal, 2006). This was mainly due to simultaneous proliferation of the CTC buses,

auto rickshaws and metro services within the entire Kolkata city that significantly reduced the

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passenger demand for mini buses. At present an unstable condition is observed in case of

vehicular strength of mini buses as it again increased up to 2008 and then after confiscation

policies it decreased significantly (Fig 7.2). The fifth order polynomial curve shows 94

percent of goodness of fit for this type of bus where the trend curve represents maximum

future prediction of fleet strength and service potentiality. The mathematical trend equation is

Y = - 0.016x5 + 1.336x

4 – 38.00x

3 + 431.3x

2 - 1516x + 1930

7.5. Private Bus Syndicates and Mini Bus Organizations in Kolkata:

Although passenger buses started plying on the streets of Kolkata since the beginning

of the 20th

century, but it took nearly 25 years for the services to be regularized on an

organized basis through the various routes in and around Kolkata. Individuals ran buses with

scant respect for time schedules or regularity of service, until 1925, when the Bengal Bus

Syndicate was founded (Halder, D. K., 1977). During that time the CTC and Walford

Company also provided bus services and there was huge competition that eventually brought

the bus syndicate into being, followed by other syndicates and route committees.

At present all the private bus operators within KMC are organized into Bengal Bus

Syndicate or Route Committee. A bus syndicate is an association of the bus owners, which

looks after the interest of the operators and organises the bus services. It supervises the

operation of these services by forming one or more Route Committee, which are in turn

responsible for maintaining regularity of services and are recognised by Regional Transport

Authorities (RTA). Within KMC, all the private bus routes fall under the jurisdiction of a

Route Committee which is the basic unit of control. In terms of area of actual operation,

Route Committees and Syndicates have larger coverage within KMA than CSTC. Of these

bodies, the Bengal Bus Syndicate is the oldest and although its area of operation has shrunk

considerably since the nationalization of bus services in Kolkata, it is still an important

association of the private bus owners in Kolkata.

Later on, another association, called the Federation of the Bus Syndicates came into

existence with the objectives of working in cooperation with all other bus associations in

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different areas or regions and nominating representatives of these associations. This body

actively represented the cases of route permit holders. After that, Joint Council of Bus

Syndicate also came into this field to regulate private bus services within KMC. For

maintaining Mini bus services, the Mini Bus Operators Coordination Committee and the All

Bengal Bus and Mini Bus Co-ordination Committee exist in Kolkata. Apart from these,

others are Howrah and North Bengal Passenger Transport Owners‘ Coordination committee

etc. adjacent to Kolkata city region.

7.6. Permit Conditions for Private Buses:

The private bus owners run buses based on the route permits as given to them by the

Regional Route Transport Authority (RTA). According to the route permit, bus owners must

follow certain laws and regulations for continuing their passenger transport business. The

permits are subjected to the conditions as laid down in the Motor Vehicle Act, 1988 and rules

made there under and also subjected to the directions laid down by the Government of West

Bengal from time to time (Government of India, 2006). The permit identifies certain

conditions for private bus services. These are –

I. The bus shall be used only on the route specified in the permit or as changed from

time to time by the State Transport Authority in consideration of traffic pattern,

commuter patterns or other factors considered relevant.

II. The operation of the permit shall commence from the date mentioned in the permit.

III. It shall be ensured that buses with valid permit are plied by authorized drivers holding

commercial driving licence of the concerned category for at least 5 years.

IV. The buses on road shall not have any person related to the permit holder other than a

Driver, Conductor and a helper and no person including the conductor shall eitherbbe

on the stairs of a bus or places their hand outside the door of a bus.

V. Permit holder shall ensure that a conductor possesses a conductor licence.

VI. The permit holder shall ply the bus as per approved time-table and on the assigned

route. It shall be ensured that the trip is plied within the time prescribed for a trip and

the directions of the time-keepers are strictly followed.

VII. The driver and conductor to be deployed shall bear high moral character and shall be

courteous and polite to the commuters.

VIII. The fare shall be charged from passengers at rates approved by the State Transport

Authority, Kolkata and tickets shall be issued to the passengers for the fare paid.

IX. The permit holder shall ensure that the conductor of the bus issues tickets bearing bus

number, route no. and the fares actually charged to the passengers.

X. The fare table duly approved by the State Transport Authority shall be displayed

prominently outside the bus near the entrance and inside the bus both near the entrance

and exit with specifications.

XI. The permit holder shall exercise such supervision as is necessary to ensure that the bus

is operated in conformity with the Motor Vehicles Rules framed there under with due

regard for the comfort, convenience and safety of passengers carried and shall not use

or cause or allow to use the bus in the commission of an offence under the Indian

Penal Code or local or special laws or any statutory control order. The bus shall be

kept neat and clean at all times during the operation.

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XII. Permit holder shall ensure that the bus stops to pick up and allow the passengers to get

off at the authorized bus stops and no passengers are allowed to board or to get down

at a non-prescribed bus stop.

XIII. First Aid Box shall be provided in the bus.

XIV. The State Transport Authority may initiate action for suspension/cancellation of the

permit/imposition of penalty for violation of any of the conditions: misbehaviour or

assault by bus crew, decline in performance norms etc. and violation of provisions of

the Motor Bus Act and Rules framed there under.

XV. The crew, (driver and conductor) wherever applicable, shall assist and extend all

possible help to disabled persons trying to board or deboard a bus. Further, In case

driver or conductor fails to stop the bus to allow a disabled person to board at the

designated bus stop or fails/refuses to assist the disabled person(s) to board the bus, it

would be violative of the Persons with Disabilities (Equal Protection and Full

Protection Right) Act, 1995 by attracting action under Section 62-A of the said act and

would also be liable for action by the State Transport Authority for

suspension/cancellation of the permit.

XVI. In case an incident of indecent behaviour, molestation or eve-teasing etc. against any

woman takes place in any bus which tantamount to outraging her modesty, it shall be

the duty of the crew of the bus (i.e. driver and conductor as the case may be) to inform

the police immediately and take the bus to the nearest police station/police post/PCR

van and hand over the culprit to the police.

XVII. The bus shall have sufficient internal white lighting in the bus. It shall be ensured that

at all the time the bus is moving (whether on duty or not), sufficient internal light shall

be on. Activities inside the bus should be visible from outside whenever the bus is

plying on road during the day or night,

XVIII. The permit holder will follow all the general conditions attached to permit under

Section 84 of Motor Vehicles Act, 1988 which are reproduced as under:

a) that the vehicle to which the permit relates carries valid certificate of fitness issued

under section 56 and is at all times so maintained as to comply with the requirements

of this Act and the rules made there under;

b) that the vehicle to which the permit relates is not driven at a speed exceeding the

speed permitted under this Act.

c) that any prohibition or restriction imposed, any fares or freight fixed by notification

under section 67 are observed in connection with the vehicle to which the permit

relates;

d) that the vehicle to which the permit relates is not driven in contravention of the

provisions of section 5 or section 113;

XIX. The permit holder shall ensure that his/her bus has at least 25% seats reserved for

women, two seats reserved for senior citizens / disabled persons on the conductor side

towards front gate. The seats reserved so shall also be marked accordingly. The

conductor of the bus shall ensure the occupancy of these seats by the above said

reserved passengers.

XX. No person shall be deployed on the bus for beating the sides of the buses with their

hands or with any object and/or for whistling, to generate annoying loud noise and

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distract other drivers. The conductor and driver of the bus shall also not engage in such

activities.

XXI. In case of involvement of bus in fatal accidents action should be taken as per the

policies of state government, prevailing at that time.

7.7. Procedure of Undertaking and Operating a Private Bus by an Individual Owner:

A large number of steps have to be covered before starting private bus service

business. The process of applying for permit of a bus route from RTA, getting financial

supports from bank, buying a bus and making the body and finally running that bus on a

specified route under the syndicate, route committee and union is a cumbersome process that

the buyer or operator has to follow. The entire process can be divided into four phases.

7.7.1. Phase I - Application for Bus Route Permit to RTA:

The potential buyer of a private bus will first have to go to the Regional Route Transport

Authority (RTA) office to find out whether there is any availability of permits for private

buses and if yes, of which routes.

If the available options suit the financial interests of the buyer, he may then apply for a

permit.

Once the application is approved, RTA issues an offer letter for which the potential buyer

must pay Rs. 4,040 as processing fees.

7.7.2. Phase II - Application for Loan to Bank:

Once the offer letter is received, the buyer may then go to his preferred bank and apply

for loan by submitting a copy of the offer letter.

If the bank agrees to loan the amount, the buyer gets a quotation for the price of the

chassis from his preferred automobile company. At times, there are problems of

availability regarding chassis. However, if an available chassis is chosen, 20-25% of the

total cost of buying is submitted to the bank as margin money for availing the loan.

After the submission of the margin money the remaining amount is sent by the bank in

the form of a draft to the concerned automobile company, either directly or through the

buyer in question.

7.7.3. Phase III – Getting the Vehicle in Hand:

The automobile company then allots a date for the delivery and both chassis and engine

are then delivered.

After the delivery of the chassis the buyer issues order to a garage for preparing the body

of the bus which takes around 60-90 days.

After the completion of the body, the new bus is taken by the owner to the RTA office

where it is inspected to check whether the bus has been made in accordance with RTA

specifications (Motor Vehicle Act, 1988). Once a satisfactory check up is done, the owner

is issued a Certificate of Fitness (CF) and registration number in lieu of fees worth Rs.

2,000. Each year, the CF has to be renewed but with varying fees.

Once the CF is available, the concerned owner will start operating the bus on the

permitted route.

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7.7.4. Phase IV – Running the Bus on Specified Route:

Each route has its own union from which the owner has to choose his driver and

conductor. However, if the owner has a driver and conductors of his own preference, he

may also operate the bus with them after registering them with the concerned union.

All the private bus routes in Kolkata are distributed among different syndicates and when

a bus begins to operate on a particular route, the concerned syndicate has to be paid a

daily fee of Rs. 215 - Rs. 300 for each day of the year on which the bus operates.

However this amount varies largely among various routes.

The syndicate refunds the owner Rs 100 – Rs. 150 on a per day basis at the end of the

year. The remaining portion of the fees, paid to the syndicate, is used by it for expenditure

related to proper service, management of starters, i.e. salary of employees at starters,

resolution of problems, assistance to the staff, resolving legal problems etc.

The refund which the owner receives from the syndicate at the end of a year is used to

pay bonuses for the employees and for other expenditure.

However, the amount of bonus to be paid is determined by the concerned union. Usually

the driver receives 11% of the syndicate refund, conductor gets 10% and helper gets 3%.

7.8. Cost – Benefit Analysis of Private Bus Service:

Usually when a private bus owner starts bus services, he must have some perceived

notion of profit level (Gwilliam, K.M., 1964). But due to constant fluctuating fuel price,

stagnant fare rates, sudden accidents, road transport strikes, changing frequency of daily

services, trip loss due to congestions or for some other reasons, the perceive profit level

hardly matches with the actual one. For a long period of time (mostly since 2006 to 2014) in

Kolkata, the private bus owners urged for bus fare hike to make ensure with increasing fuel

price and to maintain their business economically viable. But with the recent declining rate of

fuel price (2014 – 2015), bus service has been going through a smooth path. In this context,

the cost benefit analysis reveals a different picture than in comparison to earlier crisis

periods. But still this present discussion is limited by data deficiency. The wide range of

accurate data that are necessary for precise comments on the operational efficiency of the

private agencies is neither maintained at any level nor available for analysis. The paucity of

data in the private sector is still more deplorable. The Bengal Bus Syndicate represents the

largest group of private operators but the Syndicate does not own any bus or operator on any

route. As a result it was not possible for them to furnish the actual cost and revenue data.

Most of the private operators, as has been mentioned earlier, operate on a small scale. The

majority of them run one to three buses. The maximum number of buses operated by a single

operator was found to be seven or eight, which is again very small in number.

For the present purpose, 30 private bus operators agreed to furnish information for the

year 2013 – 2014. The furnished data on cost items vary at different time units and

sometimes the owners were hesitant to disclose the exact revenue figures. Hence, in absence

of any other source of information, an average of these data has been used for further

explanation. Before giving the expenditure and revenue lists, some basic information

regarding the private bus owners and their operation pattern should be made clear. The

private owners do not observe the statutory regulations regarding hours of work, dearness

allowance, provident fund, gratuity, medical benefits etc. which are observed in public sector

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bus services. They employ only one driver, two conductors and one helper per bus for

fourteen to sixteen hours in a day with some rest periods. As compensation, they pay higher

wages but follow the principle of ―no work no pay‖. In case of private operators, maintenance

and small repairs are looked after by the drivers, conductors and cleaners and sometimes by

part time workers. Moreover, as the private operators follow the ―no work no pay‖ rule, the

staff take great care of maintenance and repairs, since for idle vehicles those staff do not earn

any income. As a result the cost of these items is naturally lower in case of private operators.

7.8.1. Expenditures for Running a Private Bus:

The various sources of expenditure are listed below with details regarding the

payment pattern.

Wage rate to the Drivers and Conductors: Usually a private bus owner either has one

driver, one or at the most two conductors and one helper. From everyday sale of tickets

the driver gets 12 percent, conductor gets 6 percent and the helper gets 4 percent.

However, if there are two conductors then the helper gets Rs. 150 per day.

Cleaning Cost: If the owner hires a helper, then it is the duty of that helper to clean the

bus and for that he receives no extra payment. However, if the bus is sent to a garage for

servicing then the cost of cleaning comes to around Rs. 1,000.

Motor Parts: Usually, approximate monthly expenditure regarding motor parts is Rs.

3,000 - 4,000. The one component which is most frequently changed is the clutch-leather

plate which burns during changes in pick-up. Changing a leather-plate cost around Rs.

600. The other component which needs to be changed is the break shoe and each tyre has

a pair of two break-shoes. Changing break-shoes for one tyre costs Rs. 1,200 while

changing the entire set costs Rs. 3,600.

Fuel Cost: Daily diesel cost in normal circumstances is around Rs. 2,200 - 2,500.

Engine Oil Cost: Engine oil worth Rs. 6,000 is required after every three to four months.

Additional filter costs Rs. 2,000more.

Insurance: Around Rs. 40,000 - 45,000 is spent annually for insurance.

Road Tax: Quarterly road tax amounts to Rs. 17,000.

Repairing Cost: Repairing costs are quite uncertain. However, after every 4-5 months for

the greasing of tyres and labour costs around Rs. 1,800- 2,000is spent.

Tyre Cost: Usually very few bus owners in Kolkata operate buses by buying new tyres. In

most cases the buses run on rental tyres. For tyres of small diameter (825-16 model), a set

of 6 tyres costs Rs. 250 per day. For tyres of large diameter (920 model) a set of 6 tyres

costs Rs. 300 per day. This apart the owner keeps a stepney in the car for emergency

requirements.

Tickets: For printing 1,000 tickets, Rs. 120 is required.

Engine: Depending on proper maintenance an engine runs for 5-6 years.

Batteries: Two 12 volt batteries are required for running a bus. A pair of local batteries

costs Rs 12,000 - 13,000 and a pair of branded batteries costs Rs 20,000 - 22,000. The

local batteries last for around 2 years while the branded ones last slightly longer.

Fines: On an average around Rs. 4,000 per month is paid as fines to the police.

Garage fees: Garage fees are not required as the buses stay on road at night.

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Stationary Cost: There are also a few insignificant stationery costs, at the most Rs.300

per month.

7.8.2. Revenue Generation from a Working Private Bus:

The main source of income of a private bus is from daily ticket sale. It could be taken

for granted that the conductors of the private buses are undoubtedly very efficient in

collection of fares and hardly any passenger can travel without ticket even during the peak

hours. If a bus runs three full trips on a day then income from ticket sale comes to around

Rs.5,000/-6,000/ per day. But this amount varies with the route length and orientation.

Usually short routes and routes traversing through major nodal centres get high amount of

earning from ticket sale. Duration of service in peak and lean period also determines the

ticket sale amount. At times conductors charge extra fees for carrying goods but none of these

extra payments go to the owner. Apart from these, during elections, governmental authorities

rent buses for various purposes. If the buses are hired directly from Police Headquarters in

Lalbazar then the owners are paid Rs 940 per day as rent. But it may take as long as one to

three years to receive the money. If the buses are hired by the District Office then there are no

fixed rents. The rent is determined on the basis of kilometres run and it takes around six

months to two years to get the money. The profit level, on the other hand, depends largely on

the fuel cost. Considering the present ticket value per stage, the reduced oil prices (ranges

from Rs.50 – Rs. 53 per litre) provide monthly profit of approximately Rs 7,000/ - 8,000/

from a bus. However, if in a month the bus does not run for 10 days or more then there are no

profits.

7.9. Description of Earlier Regular Private Bus Route Network in Kolkata (1918 –

1981):

Although the first private bus service was started from Metiaburuz to Khidderpore

and from Beliaghata to Sealdah by A. Shovan in 1918, but gradually the private bus routes

extended on major roads and connected important nodes in Kolkata. The CTC started private

bus services from Park Circus to Old Gate of Howrah Bridge in 1920. Other important routes

were from Shyambazar to Alambazar and from Beliaghata Bazar to Dalhousie Square. In

1926, the Double Decker buses of the Walford Company started services initially from

Shyambazar to Kalighat and later on extended up to Golpark. Gradually many small private

bus operators came in to this field and started bus service business on some specified short

routes. Maximum proliferation of private bus routes was observed between 1932 to 1936. In

1940, when the Regional Transport Authority, constituted under the Motor Vehicles Act of

1939, came into existence, 550 private stage carriages, owned by 322 private owners, used to

ply in the following routes of Kolkata namely- routes 2, 2A, 3, 3A, 4, 4A, 5A, 8, 8A, 10,

10A, 11, 11A, 12, 12A, 12B, 13, 14, 32, 33, 35, 36 and 38. Up to 1948, private operators had

a monopoly of bus services. But after the Second World War, large influx of refugees from

East Pakistan caused huge passenger pressure and the private operators ran buses in an

extremely unplanned manner which caused various severe transport problems. To manage

those problems, the State Transport Undertaking was established and the CSTC started bus

services in and around Kolkata city. After the nationalization of bus routes, the STU

gradually acquired all the bus routes of Kolkata city for itself and consequently all the private

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buses were compelled to start their services in the suburban and peripheral areas of this city.

In 1954, routes 33 and 35, in 1955, routes 2, 2A, 5A, 8 and 11A, in 1956 routes 4 and 4A, in

1957 route 32, in 1958 routes 10, 10A, and 36, in 1959 routes 11, 13 and 38 and in 1960

route 12C were taken over for operation by the State buses. Within the year 1966, CSTC

started operations on routes 1, 2, 2B, 3, 3A, 3B, 3C, 4, 5, 6, 7, 8, 8B, 9, 10, 11, 11A, 12C, 14,

15, 16, 24, 30B. 32, 33, 34, 35, 35A, 35B, 36, 36B and 38 with some special services (Halder,

D. K., 1977). But that condition did not last long due to declining trend of performance of the

STU and the occurrence of regular strikes of the STU workers. In that circumstance, to

manage the huge passenger pressure, the then Government of West Bengal sanctioned private

bus services within the city core in the year 1966 which gradually transformed into a

permanent sanction. The routes which were initially thrown open to private operators were

routes 1, 12C, 30B and 32 and some newly designed routes such as route 39, 40, 41, 42, 43,

45, 46 and 47. Buses of different suburban routes terminating at the periphery of the city were

also permitted to enter into the city under the Defence of India Rules. In 1967, due to the

inability of the State Transport Corporation, gradually all the major routes were given to the

hands of private operators. Since then the private buses have been continuing to provide

services to the passengers of this city.

For the analysis of changing private route network and area coverage pattern, private

bus route description is taken for consideration for the years 1968 and 1981. The 1968 picture

reveals the immediate effect of sanction of private bus services within the city whereas the

1981 picture exhibits the further extension and rapid growth of private bus services in

Kolkata.

7.9.1. Description of Regular Private Bus Route Network in Kolkata in 1968:

A detailed study was conducted by the then Transport Department of West Bengal on

the emerging private bus routes in Kolkata which was never done in later years. In 1968,

there was near about 53 private bus routes in Kolkata city, among which 37 routes still exist

on the city roads. The remaining 16 routes either had been modified or extended or closed

due to variations in passengers‘ demand (Table 7.2).

Table 7.2 Existential Pattern of Private Bus Routes in Kolkata, 1968

Bus Routes which existed in 1968 Bus Routes from 1968 which still exist

3C,30A,32,40,41/1,41A,42,43,47,55,75,8

0,79,90,78A,76A,

1,3B/3D,12,12A,12B,12C,13,17,18,24/24A,30/30

D,30B,30C,34B,34C,37,39,40A,41,44,45,

46,76,77/77A,78/1,78B,79A,79B,79C,78,78C,

80A, 80B, 83, 91, 91A, 93. Source: Surface Transit Plan, Government of West Bengal, 1972

The frequency of the buses on each route varied according to the fleet strength and

demand pattern. It ranged from five minutes to 45 minutes for different routes. But majority

of the routes are available within 15 minutes gap (Table 7.3). Some long distance routes only

took time to cater to passengers from specified points.

Table 7.3 Frequency of Private Bus Routes in Kolkata, 1968

Frequency (in minutes) Bus Routes Numbers

Less than 15

1,3B,3C,12,12A,12B,12C,13,17,24/24A,30B,30C,

34B,37,39,40,41A,42,44,45,46,47/47A,55,75,76,76A,

77/77A,78,78C,78/1,79,79B,79C,80,83,91,91A,

37

195

15 – 30 18,30D,30A,32,34C,40A,41,41/1,43,80A,80B,78A,

30 13

More than 30 93,79A,90 3

Source: Surface Transit Plan, Government of West Bengal, 1972

The journey time varied according to route length, route orientation and congested

node coverage. Maximum routes took near about 1 to 2 hours to cover a route in one

direction mainly due to low speed, frequent stoppages and congestion (Table 7.4). Route 79C

only took more than 3 hours due to its longest distance coverage from Shyambazar in Kolkata

to Taki in extreme border region of North 24 Parganas.

Table 7.4 Journey Time of Private Bus Routes in Kolkata, 1968

Journey Time in One

Direction (in Minutes) Routes Number

Less than 60 1,3B/3D,3C,12,13,17,34B,39,41A,44,78B,80,55 13

60 – 120

12A,12B,12C,18,24/24A,30/30D,30A,30B,30C,32,

34C,37,40,40A,41,41/1,42,43,45,46,47/47A,75,77/

77A,78/1,79B,80A,80B,91,93,78,78C

31

120 – 180 76,83,91A,79,79A,90,78A,76A 8

More than 180 79C 1

Source: Surface Transit Plan, Government of West Bengal, 1972

Service length represents the extension of area coverage by the private bus routes.

Maximum distance was covered by Route 78A that connected Shyambazar with Bangram of

162 Kilometre distance in both sides. Other long distance routes were 79 (126 km), 79C (141

km), 79A (95 km), 76 (98.2 km) and 90 (96 km). Time to cover one side of all these routes

took more than two hours. Significantly, majority of the private buses had less than 40 KM

route distance in both sides. Total 37 routes had such short distance service length. The

remaining 10 bus routes viz. 12C, 30/30D, 45, 75, 77/77A, 78, 83, 91, 91A and 93 had 40 km

to 80 km route length (Fig 7.3).

The fleet strength varied among the 53 bus routes according to the demand pattern.

Route 76 which connected Esplanade with Diamond Harbour had maximum fleet strength of

196

74 buses as followed by Route 76A (Mominpur to Amtolla) with 70 buses. Other bus routes

having good fleet number were 77/ 77A, 78, 79, 79C, 80A, 30B 45, 47/47A and 55. These

routes mainly covered major parts of North, Central and South Kolkata. Minimum fleet

strength was observed for Route 90, connecting Shyambazar with Birati with only two buses.

Small fleet number is also observed for routes 1, 3C, 30/30D, 30A, 34C, 41, 41/1, 43, 78/1

and 78D (Fig 7.4). Route overlapping was one of the important reasons behind low fleet

number in these routes. A strong positive relation between the route length and the fleet

strength of the available private bus routes represents maintenance of good frequency of bus

services over such long distance routes.

A major part of

Central Kolkata was covered by

private buses in 1968. But significant

absence of bus routes covering

eastern and south eastern part was

identified as those areas were not

then properly developed as urban

residential and commercial lands (Fig

7.5). Significantly bus service

covered areas from Sinthi in northern

part to Garia in southern part, Akra in

western part and Thakurpukur in

south western part although all these

extreme localities were not then part

of KMC region. Comparatively lower

concentration of bus route network

was observed in South Kolkata

followed by North Kolkata.

197

7.9.2. Description of Regular Private Bus Route Network in Kolkata in 1981:

The number of private buses increased from 53 in 1968 to 81 in 1981 within the KMA

region. But the number of routes remained almost stagnant for KMC region although fleet

strength increased significantly. Hence 27 new routes had emerged to cater to the passengers

of Greater Kolkata and adjacent regions. These were route 72/72A, 73, 74, 78E, 81, 82, 84,

84, 86, 87, 87A, 88, 89, 89A, 92, 92A, 94, 95, 96, 96D, 96C, 97, 97A, 99, 99A and two

routes without number (Fig 7.6). These routes covered areas like Basirhat, Chaitalghat,

Naihati, Mogra, Sodpur, Bongaon, Barrackpore, Barasat, Haroa, Kanchrapara etc. in North

24 Parganas, Kakdwip, Namkhana, Amtala, Diamond Harbour, Frezergunge, Gangasagar in

South 24 Parganas and some parts of Howrah and Hooghly districts. Maximum fleet strength

of 21 buses was observed for two routes viz route 82 (Maslandapur – Basirhat) and route 94

(Kakdwip – Namkhana). Route 81, 84, 85, 88, 87A, 89A, 92A and 96C had fleet strength

between 10 – 20. Lowest fleet was observed for route 73 (Naihati – Mogra) with only two

buses. Most of the North 24 Parganas bound bus routes had good fleet numbers due to high

passenger demand.

198

Route length variations among these bus routes identified a kind of inverse relation

with fleet strength. Long distance routes like 78E (Sodepur – Bongaon), 96D (Gobardanga –

Berigopalpur), 97 (Amtolla – Ghatakpukur), 97A (Amtolla to Ghatakpukur via Piyali) etc.

had comparatively low fleet strength mainly due to low passenger demand in those regions.

Route 86 covered smallest length of 9.6 km to connect Barachampa with Haroa. 10 routes

viz. 72/72A, 74, 81, 87, 87A, 94, 96, 96C, Namkhana – Frezergunge and Kachuleria to

Gangasagar had route length between 10 to 30 km whereas 16 routes viz. 73, 78E, 82, 84, 85,

88, 89, 89A, 92, 92A, 95, 96D, 97, 97A, 99 and 99A covered roads above 30km length (Fig

7.7). The orientations of these routes were far away from the Kolkata city.

In 1981, total 54 routes were

present within Kolkata but four old

routes were closed during that time

and four new had emerged. One

existing route was modified and

extended and hence five new routes

were formed on the roads of

Kolkata. The closed routes were 40A

(Thakurpukur – B.B.D.Bag), 55

(Botanical Garden – Esplanade),

78B (Esplanade – Barasat) and 80D

(Garia – Esplanade). On the

contrary, the newly formed routes

were 30E (Shyambazar –

Krishnapur), 69 (Noorpur –

Mominpur), 79B (Barasat –

Esplanade) and 80B (Garia –

Harinavi). Among those, 79B and

80B had comparatively high fleet

strength i.e. 34 and 51 respectively

199

due to their route orientation up to Esplanade and Garia. The other two routes had very poor

fleet number i.e. only 8 buses in 30E route and 11 buses in 69 routes (Fig 7.8). Like the

scenario of 1968, route 76 and 76A still had high number of buses in 1981. Other routes

having good fleet strength were routes 78, 80B, 79C, 45 and 79A. Very low fleets were

observed in case of route 1, 3C, 30, 30D, 30E, 30A, 34C, 41, 41/1, 43, 69, 46, 78B, 78C,

78/1, 90, 91 and 93. In 1981, the private bus routes were extended in further east, south and

western part. The four new bus routes covered some new areas like Dum Dum Road, Uma

Kanta Sen Road, A.N.Deb Road etc in northern part, Arabinda Sarani and Chowringhee Road

in Central Kolkata, Netaji Subhash Chandra Bose Road in south, Biren Roy Road in south

east, Rashbehari connector and Picnic Garden Road in eastern part and Garden Reach Road

in western part (Fig 7.9). In 1981, a comparatively extensive private bus route network was

observed that reflected the increasing popularity of this sector with time.

7.10. Description of Regular Private Bus Route Network in Kolkata (2011):

At present a variety of private bus routes are operating in Kolkata and registered

under three RTAs viz. Barasat RTA (in North 24 Parganas District), Beltala and Alipore RTA

(in Kolkata). Beltala RTA registered regular private bus routes mainly for Kolkata city but

some of the routes traverse beyond the city boundary. Noticeably all the routes have

significant portions within Kolkata city. Barasat RTA registered bus routes mainly for

connecting areas within North 24 Parganas or areas of North 24 Parganas with different parts

of Kolkata, Howrah, Hooghly or South 24 Parganas districts. Alipore RTA has bus routes

that mainly cover South 24 Parganas along with some parts of Kolkata, Howrah and Hooghly

districts. In this network study only those routes are taken for considerations which traverse

through Kolkata, either within the city boundary or connecting it with the adjacent districts.

Hence for the detailed analysis of the regular private bus routes, individual RTA based study

has been done here.

7.10.1. Regular Private Bus Routes Analysis as Registered under Beltala RTA:

The regular private bus routes which are registered under Beltala RTA are grouped

into three categories viz. the ordinary route (ranging from route number 1 to 93), the 200

series route (ranging from route number 201 to 259) and K series route (ranging from route

number K1 to K11). The ordinary routes were created first as followed by the two other

groups. K series buses came into being in 2009. These three route series have near about 145

regular private bus routes which cover major parts of KMC and some parts of adjacent

districts.

7.10.1.1. Ordinary Series Regular Private Bus Route Analysis:

The ordinary routes are the oldest private bus routes of Kolkata city. The route

numbers of this series vary significantly over time. In 2011, Kolkata had near about 92

ordinary regular private bus routes under Beltala RTA. Some routes have similar or slightly

different route numbers, same origin and destination points but different route orientations.

For these types, sanctions of routes are given based on combined route numbers. Among the

92 routes, 51 routes are again sub grouped based on similar origin – destination points but

with different route orientations. RTA permitted a certain number of buses for each route or

200

for a route sub group. Usually the permitted number of fleet strength represents the demand

level for a route as RTA gives the permit apparently based on spatial demand pattern. Hence,

considering the permitted fleet strength, the bus routes are categorized into three groups

(Table 7.5).

Table 7.5 Permitted Pattern of Ordinary Private Bus Routes in Kolkata, 2011

Permitted

Fleet Number

Total Number

of Routes Route Numbers

Above 60 27

1,1A,1B,3,12C,12C/1,12C/1A,12C/2,18,18A,18B,18C,18D,

30B,30C,30C/1,44,44A,45,45B,47B,77,77A,77B,78B,

78C,78C/1

30 - 60 35

3D,3D/1,12A,12B,13A,13B,21,21/1,24A,24B,30D,30E,

32A,34B,34B/1,37,39,39A,39A/2,40A,42B,43,46,46A,

46B,47/1,54,57,71,78,78/1,78/2,91,91A,91C

Below 30 30

3B,3C/1,3C/2,12,12/1,13,13D,13C,17,17B,28,34C,41B,

45A,41,55,55A,56,59,76,79A,79B,79C,79D,80A,80B,80D,

83,93,71C

Source: Beltala RTA, 2012

The bus routes registered under the Beltala RTA have different origin destination

points which act as the bus termini. The locational distribution of these termini identifies the

areal extension of the ordinary bus services (Table 7.6). Majority of these routes connect

different parts of North 24 Parganas district with Kolkata as a large section of the daily

commuters come from this district. There are even nine routes which do not start or terminate

but run within KMC. Broadly the service area covers the KMA zone with maximum service

in the city core.

Table 7.6 Termini Location of Ordinary Private Bus Routes in Kolkata, 2011

Termini Location Total Number

of Routes Route Numbers

Within KMC 18 1,1A,3B,3D,3D/1,12B,13,13A,18,18A,18B,18C,21,

21/1,39,41,41B,42B

KMC – North 24

Parganas 34

3C/1,3C/2,12,13B,13D,28,30B,30C,30C/1,30D,30E,

34,34B,34C,39A,40A,43,45,45B,46,46A,46B,47/1,

47B,78,78B,78A,78C,79A,79B,79C,79D,83,93

KMC – South 24

Parganas 13

1B,12/1,13C,76,77,77A,77B,80A,80B,80D,91,91A,

91C

KMC – Howrah 15 12A,12C,12C/1,12C/1A,17,17B,18D,24A,24B,54,5

5,55A,57,59,71C

KMC - Hooghly 3 3,78/1,78/2

Howrah – North 24

Parganas 6 12C/2,39A/2,44,44A,56,71

Within North 24 Parganas 2 32A,78C/1

North 24 Parganas –

South 24 Parganas 1 45A

Source: Beltala RTA, 2012

The scenario reveals that the number of actual fleet of each route deviates

significantly from the permitted fleet strength. The mentioned 43 routes have significantly

201

low actual fleet in comparison to permitted fleet due to low profit level gained from these

routes (Table 7.7).

Table 7.7 Deviation of Actual Fleet from Permitted Fleet of

Ordinary Private Bus Routes in Kolkata, 2011

Degree of

deviation of Actual

from Permitted

fleet Strength

Total

Number

of Routes

Route Numbers

High 43

1,1A,1B,3,3B,3D,3D/1,18,18A,18B,18C,18D,24A,24B,30B,

30C,30C/1,30D,30E,32A,37,39,39A,39A/2,42B,45,46,46A,

46B,47/1,47B,71,71C,77,77A,77B,78B,78C,78C/1,80A,80B,

80D,83

Low 49

3C/1,3C/2,12,12/1,12A,12B,12C.12C/1,12C/1A,12C/2,13,13A,

13B,13C,13D,17,17B,21,21/1,28,34B,34B/1,34C,40A,41,41B,

44,44A,45A,45B,54,55,55A,56,57,59,76,78,78/1,78/2,79A,79B,

79C,79D,91,91A,91C,93

Source: Beltala RTA, 2012

Maximum permitted fleet is observed in route 18, 18A, 18B, 18C, 18D whereas

minimum in route 41. On the contrary, maximum actual fleet is observed also in case of route

18, 18A, 18B, 18C and 18D whereas minimum in route 13, 80B and 80D (Fig 7.10). Among

the 92 routes, nine North - South bound routes have comparatively good fleet numbers

whereas eight East - West bound routes exist with very poor number of buses. A significant

level of disparity is observed among the bus routes considering the fleet strength pattern.

The number of JNNURM buses in ordinary private bus routes is very low. Maximum

JNNURM buses are observed in route 45 whereas number of conventional buses is higher in

routes 18, 18A, 18B, 18C and 18D. There are 34 routes which do not have any JNNURM

buses. These are 3, 12/1, 12C, 12C/1, 13D, 18, 18A, 18B, 18C, 18D, 21, 21/1, 24A, 24B,

30A, 34C, 39, 39A, 39A/2, 41, 41B, 54, 55A, 55, 56, 57, 59, 76, 79A, 79B, 79C, 83 and 93

(Fig 7.11).

202

Maximum roads of KMC are under the

ordinary regular private bus routes of Beltala

RTA. High concentration of routes in both

North and South Kolkata based roads is quite

significant in transport scenario. Extreme

western, northern and southern parts do have

this type of routes but concentration is highest

in South Kolkata. But in some parts of South

Kolkata certain truncated routes are observed

which do not cover some major roads.

Noticeably no ordinary private bus route runs

on E.M.Bypass (Fig 7.12). Total 28 nodes are

identified as the termini of ordinary private

bus routes within KMC. These termini have

different routes and fleet strength. Maximum

routes are terminated in Esplanade (24

routes) and the total number of buses are

402 approximately. This node is followed

by Howrah Station although it is outside

of KMC region. Total 19 ordinary private

bus routes are terminated on this point

with approximately 391 buses. Other

important termini are Babughat (8 routes

and 171 buses), Shyambazar (7 routes and

77 buses) and Sealdah (7 routes and 190

buses). Other major termini located

outside KMC are Salt Lake-Karunamoyee,

Badhaghat, Garia Station etc. Majority of

the termini within KMC have either one or

maximum two routes with less than 40

buses (Fig 7.13).

203

7.10.1.2. “200 Series” Regular Private Bus Route Analysis:

The 200 series regular private bus routes were formed after 1981 by the Beltala RTA.

At present 44 bus routes run under this type. The number of permitted vehicles ranges from

10 in route 219/1 to 66 in route 215A. Considering the permitted fleet, the routes are

categorized into three groups. 11 routes ply major distance over KMC and thus have

maximum demand potentials. On the contrary, 14 routes, which are either newly formed or

ply in the peripheral parts, have low permitted fleets. But majority of the bus routes have

permitted fleet strength between 30 to 50 which is permissible, considering the existing

demand pattern (Table 7.8).

Table 7.8 Permitted Pattern of 200 Series Private Bus Routes in Kolkata, 2011

Permitted

Fleet Number

Total Number

of Routes Route Numbers

Above 50 11 201,211,211A,211A/1,215A,217,217A,222,230,230/1,237

30 - 50 19 202,204,204/1,205,205/1,206,213,215,215/1,218,219,221,

223,227,228,234,235,L238,240

Below 30 14 208,212,214,214A,217B,219/1,234/1,239,239A,241,241A,

242,257,259

Source: Beltala RTA, 2012

The origin and destination of the bus routes identify the service distribution pattern.

Maximum bus routes connect areas between KMC and North 24 Parganas as this areal

extension provides maximum passengers who commute daily to the city. Within KMC some

routes ply which have considerably low route length and connect only the major nodes of the

city (Table 7.9). Apart from these two areal types of route coverage, some routes are

observed which connect North 24 Parganas with Howrah through major parts of the Kolkata

city. The distribution of these routes and their termini location identifies the areal demand

pattern to some extent.

Table 7.9 Termini Location of 200 Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number

of Routes Route Numbers

Within KMC 10 204,204/1,205,205A,208,240,241A,241,242,257

KMC – North 24 Parganas 23

202,206,211,211A,211A/1,212,213,214,214A,217,

217A,217B,218,221,222,223,227,230,234,234/1,237

,239A,L238

KMC – South 24 Parganas 1 203

KMC – Howrah 2 228,259

Howrah – North 24

Parganas 6 215,215/1,215A,219,219/1,230/1

Within North 24 Parganas 1 201

North 24 Parganas – South

24 Parganas 1 235

Source: Beltala RTA, 2012

Like the ordinary regular bus routes, 200 series buses also face the problem of

lowering of actual fleet numbers due to recurrence of loss in certain routes. 27 routes are

identified with high degree of deviation from the permitted fleet strength as given by the

Beltala RTA (Table 7.10). Most of these routes have permitted fleet number above 30 but the

204

actual fleet number ranges from 10 to 18. The orientation and length of the routes act as

major determinants for gaining profit. Usually buses with small route length that are plying

within KMC have comparatively high profit margin. Route overlapping is also another fact

behind lowering the actual operational fleet in any route. The cumulative effects of all these

factors cause significant deviation of actual fleet number from the permitted value. After

2009, many individual bus operators moved away from the business and hence a high number

of routes are now running with scant buses and cause poor frequency on the city roads.

Table 7.10 Deviation of Actual Fleet from Permitted Fleet of

200 Series Private Bus Routes in Kolkata, 2011

Degree of

deviation of Actual

from Permitted

fleet Strength

Total

Number

of

Routes

Route Numbers

High 27 201,204,204/1,205,205A,206,208,211,211A,211A/1,213,217,217A,

218,221,222,227,228,230,230/1,234,235,237,L238,239,239A,240

Low 17 202,212,214,214A,215,215/1,215A,217B,219,219/1,223,234/1,241,

241A,242,257,259

Source: Beltala RTA, 2012

215A has maximum number of permitted and actual buses due to its connection with

Howrah station through the major parts of Kolkata city and Salt Lake. 219/1 route has lowest

number of permitted buses due to its recent emergence whereas minimum actual fleet is

observed for route 239 due to low passenger demand (Fig 7.14).

Majority of the 200 series private bus routes do not have sufficient JNNURM buses.

16 routes run only with conventional buses, these are 201, 206, 208, 211, 211A, 211A/1, 213,

215, 215/1, 218, 228, 237, 241, 241A, 157 and 259. Maximum conventional buses are in

route 211,211A, 211A/1 and 215A whereas route 239 has lowest number of conventional

buses. Maximum JNNURM buses are observed for route 215A. Only route 221 has more

JNNURM buses than conventional buses (Fig 7.15).

205

Like ordinary private

bus routes, 200 Series routes

also have high road occupancy

throughout Kolkata city, but

significant absence of routes is

observed in south west, south

and south eastern parts. North

and south central Kolkata are

well connected but maximum

concentration of routes exists in

central Kolkata (Fig 7.16).

Total 19 nodes are

identified within KMC having

200 series bus termini. 18 nodes

have less than five routes

terminating in them (Topsia,

Rajabazar, Chetla, Bansdroni,

Santoshpur, Kudghat, Ahiritola,

Esplanade, Golpark, Behala,

Golf Green, BNR, Padmapukur,

Alipur, Bagbazar, Jodhpur Park, Akra Phatak and Sealdah). Only Babughat has 13 routes

terminating in it with 222 buses (Fig 7.17). Howrah station has nine routes with 166 buses

and Salt Lake has five routes with 152 fleets. Other termini, located outside KMC have one to

two route convergences with less than 50 buses.

7.10.1.3. “K Series” Regular Private Bus Route Analysis:

K series buses are newly formed routes, registered by the Beltala RTA. At present 10

routes are working in this series with very few actual and permitted fleets. Maximum 8 routes

206

have permitted fleet numbers from 10 to 18 whereas only one route which connects Park

Circus with Dakshineswar has lowest fleet strength (Table 7.11).

Table 7.11 Permitted Pattern of K Series Private Bus Routes in Kolkata, 2011

Permitted Fleet Number Total Number of Routes Route Numbers

Above 18 1 K1

10 - 18 8 K2,K3,K5,K6,K7,K8,K9,K11

Below 10 1 K4

Source: Beltala RTA, 2012

The permit

level is more or less

same for all the bus

routes except route

K4 with lowest

permitted fleet.

There is not much

difference between

actual and permitted

fleet strength as it

ranges from 0 to 5

(Fig 7.18). K6 and

K7 fulfilled the

permitted route

number as these routes connect Kolkata city (Rajabazar and Ruby) with Howrah and thus

have high passenger demand. Maximum provisions for launching new buses are observed in

207

route K1 and K3 because K1 route connects Kolkata station with New Town, where

passenger pressure is day by day increasing and K3 connects extreme northern peripheral part

of Kolkata city i.e. Dakshineswar with Kudghat, which is located in the extreme southern

part. Such north – south alignment of this route has potentials to cater to huge passenger

pressure. All the K series buses have distinctive white coloured midi buses and mainly

connect peripheral parts of Kolkata with adjacent districts. No bus route in this series plies

completely within KMC region. These routes cater to passengers who daily commute to

Kolkata from North 24 Parganas and Howrah (Table 7.12)

Table 7.12 Termini Location of K Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number of Routes Route Numbers

KMC – North 24 Parganas 5 K1, K2, K3, K4, K9

KMC – Howrah 4 K6, K7, K8, K11

North 24 Parganas – South 24 Parganas 1 K5

Source: Beltala RTA, 2012

A more or less linear network of

K series buses is observed from

extreme Northern part (Sinthee) to

extreme Southern part (Garia) and

South-Western part (Thakurpukur). A

comparatively truncated route pattern is

observed in Central Kolkata (Fig 7.19)

where East-West bound routes connect

the three major trunk roads of Central

and South Kolkata viz. Diamond

Harbour Road in South-Western part,

Chowringhee Road in Central Part and

Syed Amir Ali Avenue in South

Kolkata.

Within Kolkata eight nodes are

identified where K series buses

terminate. These are Kolkata Station

and Rajabajar in North Kolkata, Park

Circus and Rabindra Sadan in Central

Kolkata, Garia and Kudghat in South Kolkata, Jadavpur in South Central Kolkata and Ruby

in South East Kolkata (Fig 7.20). All of these nodes have only one route with varying fleet

strength. Maximum fleet is observed in Kolkata station with 20 buses and minimum in Park

Circus with only seven buses. Outside KMC, Saltlake and Dakshineshwar have two

terminated routes each where 27 buses are terminated in Saltlake and 21 in Dakshineshwar.

7.10.2. Regular Private Bus Routes Analysis as Registered under Alipore RTA:

Alipore RTA permits bus routes mainly for connecting various parts of South 24

Parganas and some parts of KMC. These routes are identified as under SD series. Among

total 68 routes only 27 routes are identified which traverse through some parts of KMC.

Among these four routes are newly formed which do not have any fleet permit till now.

208

Considering the permitted fleet

pattern these routes are

classified into three groups.

Majority of the routes have

permitted fleet of less than 15

which suggests very low

demand pattern in these routes

(Table 7.13). These routes

mainly pass through South 24

Parganas district and have very

low area coverage in KMC.

Only four routes which

connect major parts of KMC

(Thakurpukur, Garfa, Ruby

and Esplanade) and South 24

Parganas (Diamond Harbour

and Kakdwip) have maximum

fleet strength. Eight routes that

have comparatively long

distance coverage consist of 30 to 50 buses per route. Although maximum permitted fleet is

observed in route SD 18, but the actual fleet is maximum in route SD 19. Route SD 23, SD

31, SD 37 and SD 71 have very low fleet potential but surprisingly still survive (Fig 7.21).

Table 7.13 Permitted Pattern of SD Series Private Bus Routes in Kolkata, 2011

Permitted

Fleet Number

Total Number

of Routes Route Numbers

Above 50 4 SD 4, SD 4/1, SD 18, SD 19

30 - 50 8 SD 5, SD 5/1, SD 8, SD 9, SD 9/1, SD14, SD 16, SD 30

Below 30 15 SD 22, SD 22/1, SD 23, SD 24, SD 27,SD 28, SD 31, SD

37, SD 38, SD 56, SD 57, SD 58, SD 71, SD 76, SD 76A

Source: Alipore RTA, 2012

On the

other hand, route

SD 38, SD 56, SD

57 and SD 58

have not yet got

any fleet but are

present in the

route chart of

Alipore RTA.

Noticeably all the

bus routes of this

series have high

degree of

deviation of actual fleet number from the permitted values. Among these, six routes have

209

comparatively low degree of deviations due to registration of new permits very recently

(Table 7.14). These connect areas like Alipore, Taratala, Ruby and Thakurpukur in KMC,

Basanti, Hotar, Amtolla, Kalicharanpur in South 24 Parganas, Salt Lake and Ghatakpukur in

North 24 Parganas etc.

Table 7.14 Deviation of Actual Fleet from Permitted Fleet of

SD Series Private Bus Routes in Kolkata, 2011

Degree of

deviation of Actual

from Permitted

fleet Strength

Total

Number

of

Routes

Route Numbers

High 17

SD 4, SD 4/1, SD 5, SD 5/1, SD 8, SD 9, SD 9/1, SD 14, SD

16, SD 18, SD 19, SD 22, SD 22/1, SD 24, SD 27, SD 28, SD

30.

Low 6 SD 23, SD 31, SD 37, SD 71, SD 76, SD 76A

Source: Alipore RTA, 2012

JNNURM buses are not observed in any of the SD series bus routes as majority of the

routes ply in non-urban areas with poor road conditions which would cause severe damages

to JNNURM buses. Hence only conventional buses are given route permits from Alipore

RTA. The SD series bus routes mainly cover maximum parts of South 24 Parganas (with 17

routes) and some parts of North 24 Parganas (with three routes) (Table 7.15). KMC region

has all the 27 bus routes on the major roads but the service concentration is mostly in the

southern and eastern peripheral part.

Table 7.15 Termini Location of SD Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number

of Routes Route Numbers

Within KMC 2 SD 4, SD 4/1

Within South 24 Parganas 5 SD 5, SD 5/1, SD 16, SD 37, SD 58

KMC – North 24 Parganas 2 SD 22, SD 30

KMC – South 24 Parganas 17

SD 8, SD 9, SD 9/1, SD 19, SD 22/1, SD 24, SD 27,

SD 28, SD 31, SD 71, SD 56, SD 57, SD 18,

SD 14,SD 38, SD 76, SD 76A

North 24 Parganas – South

24 Parganas 1 SD 23

Source: Alipore RTA, 2012

All the SD series bus routes cover major parts of South Kolkata where maximum flow

is observed on Diamond Harbour Road and Ashutosh Mukherjee Road. In extreme eastern

part of KMC, Basanti Highway and in extreme western Part, the Gardenreach Road also has

some SD bus routes. But no SD series bus route covers areas north of S.N. Banerjee Road

(Fig 7.22). Within KMC eight nodes are identified having SD series bus termini. These are

Thakurpukur with three routes and 28 buses, and Behala with one route and two buses in

South Western part, Akra Phatak with one route and 11 buses in extreme Western part,

Alipore with two routes and 26 buses and Taratala with three routes and 31 buses in West

Central part, Garfa with two routes and 32 buses and Ruby with four routes and 34 buses in

South Western part and Esplanade with five routes and 59 buses in Central part (Fig 7.23).

210

Maximum bus termini are located along the Diamond Harbour Road through which majority

of the routes ply to connect different parts of South 24 Parganas.

7.10.3. Regular Private Bus Routes Analysis as Registered under Barasat RTA:

Barasat RTA provides a good variety of bus routes which mainly serve major parts of

North 24 Parganas districts and some parts of KMC, South 24 Parganas, Howrah and

Hooghly districts. Six different series of bus routes are observed as registered by Barasat

RTA but four series of bus routes ply on some roads of Kolkata city. MM and MN series bus

routes cover major parts of North 24 Parganas district mainly (Table 7.16).

Table 7.16 Bus Route Variety as Registered under Barasat RTA

Bus Route Type Total Number of Routes Number of Routes that pass through KMC

DN Series 25 7

JM Series 6 5

MM Series 5 0

MN Series 3 0

KB Series 5 4

Ordinary Series 17 14 Source: Barasat RTA, 2012

7.10.3.1. DN Series Private Bus Routes Analysis:

Among 27 bus routes, only seven DN series bus routes ply on some parts of KMC.

These are DN8, DN9, DN9/1, DN16/1, DN17, DN18 and DN40. Among these routes

maximum permit is given to route DN18 as this route connects Kolkata with Itinda,

Hasnabad and Baduria which are the important nodes of central North 24 Parganas district

(Fig 7.24). DN8, DN17 and DN40 have moderate number of permitted vehicles which

connect Barasat with different parts of KMC, Salt lake and Dakshineswar. But minimum

number of permitted buses is observed for route DN9, DN9/1 and DN16/1 which connect

areas of Barasat, Dakshineswar and Malancha. Although DN18 has maximum permitted

routes, but the actual fleet strength is very low due to poor number of passengers and

recurrence of losses. The remaining routes maintain more or less parity between actual and

211

permitted bus fleet strength. Five DN series bus routes originate and terminate within North

24 Parganas district but have some parts of the routes within KMC boundary (Table 7.17).

Table 7.17 Termini Location of DN Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number

of Routes Route Numbers

Within North 24 Parganas 5 DN 8, DN9, DN 9/1, DN 16/1, DN 40

KMC – North 24 Parganas 2 DN 17, DN 18

Source: Barasat RTA, 2012

7.10.3.2. JM Series Private Bus Routes Analysis:

The five bus routes

which traverse some parts of

KMC on its way are JM2,

JM3, JM4, JM8 and 007.

Maximum permit is given to

JM4 which connects

Narendrapur with Dharsha

(Fig 7.25). The highest gap

between permitted and actual

fleet numbers is observed for

JM 4 as followed by JM2,

JM3, JM8 and 007. Although

buses registered under Barasat

RTA mostly ply in North 24

Parganas district, but route JM 4, which connects Narendrapur with Dharsha, has both

originating and terminating points within South 24 Parganas district (Table 7.18).

JM series routes have some JNNURM Fleets. Maximum is observed for route JM 3 and 007. Other

routes like JM 2, JM 4 and JM 8 have more or less similar but low number of JNNURM fleets. JM3

route totally and route 007 mostly plies within KMC region (Fig 7.26) and thus they have maximum

212

number of JNNURM buses. Other routes (route JM2, JM4 and JM8) on the contrary, have major road

occupancy on the rural landscape and are hence devoid of large number of JNNIRM buses.

Table 7.18 Termini Location of JM Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number of Routes Route Numbers

Within North 24 Parganas 1 JM8

KMC – North 24 Parganas 2 JM 2, 007

Within KMC 1 JM 3

Within South 24 Parganas 1 JM 4

Source: Barasat RTA, 2012

7.10.3.3. KB Series Private Bus Routes Analysis:

In 2014, five new bus routes were formed which are registered under the Barasat

RTA. These routes have maximum area coverage in North 24 Parganas district. These routes

are mainly formed to cover some newly emerged areas due to continuous passengers demand.

All of these routes are quite long to cater to maximum possible passengers to make their

initial existence on the competitive trafficscape of Kolkata economically viable. The details

of these routes are given in the following table 7.19. Among the ten termini of KB series

buses, seven are located in North 24 Parganas district. Among the rest, Rabindra Nagar is

located in South 24 Parganas, Salap in Howrah and Kolkata Railway Station is within KMC

region. Only route KB 20 and KB 12 traverse marginally within the KMC region. Others

either have negligible or no road occupancy in KMC region.

Table 7.19 Route Description of KB Series Private Bus Routes in Kolkata, 2014

Route

No. Orientation

Route Length in km

(in one direction)

Permitted

Buses

Actual

Buses

KB 12 Rabindra Nagar – Balaka Abasan 43.5 10 6

KB 13 New Barrackpore – Salt Lake 18.7 8 7

KB 16 Bangur – Sapoorji Estate 8.6 7 5

KB 21 Ganganagar – Bantala 29.5 9 5

KB 20 Salap – Kolkata Railway Station 21.5 9 4 Source: Barasat RTA, 2012

213

7.10.3.4. Ordinary Series Private Bus Routes Analysis:

There are 17 ordinary bus routes, registered by the Barasat RTA, which do not have

any route number and are recognised by the origin – destination names. About 14 ordinary

bus routes pass through Kolkata city (Fig 7.27). Sometimes the names of the routes remain

same due to similar terminating points, but the routes differ due to different route orientation.

The permit level identifies three different categories of routes having different demand

pattern. Six routes connecting some important localities of KMC and Howrah with Barasat

have maximum permitted bus strength whereas three routes have very low permitted fleet

strength mainly due to the route overlapping problem (Table 7.20).

Table 7.20 Permitted Pattern of Orinary Series Private Bus Routes in Kolkata, 2011

Permitted

Fleet Number

Total Number

of Routes Route Numbers

Above 20 6

Barasat – Baruipur, Barasat – Garia, Basirhat – Howrah

Station, Newtown – Dankuni, Madhyamgram – Taratala,

Salt Lake Sector V - Taratala

16 - 20 5

Barrackpore – Howrah Station, Durganagar – Nayabad,

Muchighata – Salt Lake, Dhulagarh – Rajpur, Amtolla -

Dakshineswar

Below 16 3 Barrackpore – Howrah Station, Madhyamgram – Taratala,

Bagdah – Salt Lake.

Source: Barasat RTA, 2012

The ordinary bus routes exhibit a variety of areal extension of bus services. North 24

Parganas, South 24 Parganas, Howrah, Hooghly and KMC have these ordinary bus services

where all the routes pass through the Kolkata city to some extent. Maximum routes connect

North 24 Parganas with South 24 Parganas and thus ply within KMC (Table 7.21).

214

Table 7.21 Termini Location of Ordinary Series Private Bus Routes in Kolkata, 2011

Termini Location Total Number

of Routes Route Numbers

North 24 Parganas –

South 24 Parganas 4

Barasat – Baruipur, Barasat – Garia, Durganagar –

Nayabad, Amtolla – Dakshineswar

KMC – North 24

parganas 3

Madhyamgram – Taratala, Salt Lake Sector V –

Taratala, Madhyamgram – Taratala

North 24 Parganas –

Howrah 3

Basirhat – Howrah Station, Barrackpore – Howrah

Station, Barrackpore – Howrah Station

Within North 24 Parganas 2 Muchighata – Salt Lake, Bagdah – Salt Lake

North 24 Parganas –

Hooghly 1 New Town- Dankuni

Howrah – South 24

Parganas 1 Dhulagarh – Rajpur

Source: Barasat RTA, 2012

Among the 14 routes, seven do not have any JNNURM buses. Most of the routes

which have termini in Kolkata or in Saltlake, usually have JNNURM category buses.

Maximum JNNURM buses are observed in route Barasat – Garia as followed by Salt Lake

Sector V – Taratala, New Garia Station – Kolkata Station and New Town – Dankuni.

Muchighata – Salt Lake, Barrackpore – Howrah Station, Birati – Garia Station, Barasat –

Garia routes have very few JNNURM buses (Fig 7.28). New Garia Station – Kolkata Station

and Salt Lake Sector V – Tartala have more JNNURM buses than conventional buses.

Bus routes permitted by Barasat RTA have extensive coverage of KMC, starting from

Sinthi in extreme north to Garia in extreme south. All the major North and South Kolkata

based roads have bus routes as registered by Barasat RTA (Fig 7.29). It is also observed that

seven localities in KMC have bus termini of routes from Barasat RTA. These are Kolkata

Station, Shyambazar and Ultadanga in north Kolkata, Babughat in central Kolkata, Taratala

and Behala Chowrasta in west and south west Kolkata and Garia in south Kokata (Fig 7.30).

215

Maximum bus fleet is observed in Babughat and then in Taratala, Garia, Kolkata Station and

Shyambazar. Ultadanga and Garia have very low bus fleet strength.

7.11. Description of Earlier Mini Bus Route Network in Kolkata (1975):

Within 1975, 39 mini bus routes were registered in KMC region, whose fleet strength

ranged from 2 to 17. Seven routes had less than six buses; these connected B.B.D.Bag to

Beliaghata, New Alipore, Tangra Housing Estate, Ultadanga Housing Estate, Narkeldanga

Housing Estate and Entally Market and Shyambazar with Howrah station. 23 mini bus routes

had fleet strength above 12, and connected B.B.D. Bag with Golpark, Ekdalia Park, Behala

Tram Depot, Tolly Club, Jodhpur Park, Jadavpur University, Kudghat, Dakshineswar,

Thakurpukur, Garia, Bagha Jatin, Baguiati, Lake Gardens, Tala Park, B.N. Roy Road,

Naktala, Gariahat, Dhakuria Bridge, Dum Dum Central Jail and Kasba and some routes

connected Howrah station with Lake Road, Tollygunge police Station, Metiaburuz and Beck

Bagan. The remaining nine routes had fleet strength between 6 to 12 (Fig 7.31).

216

Majority of the routes i.e. near about 33 mini bus routes connected B.B.D. Bag with other

parts of KMC whereas only 6 routes connected Howrah Station with various parts of Kolkata.

A close positive relation between the route length and fleet strength is observed among the 39

mini bus routes. Parity among all the 39 mini bus routes was observed considering the route

lengths which mostly varied from 6 to 14 km with only exception of two routes which

connected B.B.D.Bag with Bhupen Bose Avenue and Kasba Rathtala (Fig 7.32).

Four routes had maximum

route length of 15 km which

connected B.B.D.Bag with

Thakurpukur in south west part,

Garia in southern part and Dum

Dum Airport in north eastern

peripheral areas and the fourth

route connected Howrah Station

with Metiaburuz in western part of

KMC. All these four routes

connected extreme parts of greater

Kolkata with exceptional route

orientations. The remaining 33 mini

bus routes were concentrated in the

central parts of the city. The

journey time in one trip varied with

the route length and a range of 20

minutes to one hour was observed

for the total service time. All the

four long distance mini bus routes took at least 1 hour to cover one side distance whereas the

route which connected B.B.D. Bag with Entally market took only 20 minutes to cover a half

trip. Major parts of KMC, mostly along the linear trend from north to south Kolkata,

217

witnessed a concentration of Mini bus routes where maximum service was at B.B.D. Bag

region (Fig 7.33).

7.12. Description of Mini Bus Route Network in Kolkata (2011):

Among the total 116 mini bus routes that ply on the roads of Kolkata at present, 34

routes are registered under Howrah RTA and 82 are under Beltala RTA. These routes are

analysed based on their fleet strength in association with passenger demand, coverage of

service area and operational efficiency.

7.12.1. Description of Mini Bus Route Network in Kolkata as Registered by Howrah

RTA (2011):

All the mini bus routes registered under Howrah RTA are mainly formed to connect

different parts of Kolkata with Howrah. 15 bus routes have permitted fleet strength from 20

to 30 whereas only eight have busesabove 30. These routes connect Esplanade, Salt Lake,

Belgatchhia, Shyambazar, Ultadanga and Kasba with different parts of Howrah city. Majority

of these routes are aligned to northern part of KMC. 11 routes which have comparatively low

route length have permitted fleet strength of less than 20 (Table 7.22).

Table 7.22 Permitted Pattern of Mini Bus Routes (Howrah RTA), 2011

Source: Howrah RTA, 2012

The route – wise variations in actual and permitted fleet strength of all the mini bus

routes identify a high degree of variability. Route S6, S17 and S20A have maximum actual

fleet which connect Esplanade and Salt Lake with Howrah Station. Minimum fleet strength is

observed in route S18, S25 and S31 (Fig 7.34). These routes connect Esplanade and Sealdah

with interior parts of Howrah district and thus have low demand. Noticeably, majority of the

Number of

Permitted

Buses

Number

of Bus

Routes

Route Number

More than 30 8 S1,S5,S6,S7,S17,S20,S20A,S66/1

20 – 30 15 S1A,S3,S4A,S8,S9,S10,S11,S11A,S21,S27,S32,S38,S39,S66,S61A

Less than 20 11 S2,S3A,S8/1,S13,S18,S25,S26,S27A,S29,S30,S31

218

routes are deprived, considering the available working buses. 22 important routes have been

identified with high degree of deviation of actual fleet from the permitted values (Table 7.23).

A slight modification of the route orientation may attract private owners to run new mini

buses on these routes.

Table 7.23 Deviation of Actual Fleet from Permitted Fleet of Mini Bus Routes

(Howrah RTA), 2011

Difference

between Permitted

and actual routes

Number

of

Routes

Route Number

High 22 S1,S1A,S3,S3A,S4A,S5,S6,S7,S8,S8/1,S10,S11,S11A,S17,S18,

S20,S20A,S26,S27,S30,S60,S66/1

Low 12 S2,S9,S13,S21,S25,S27A,S29,S31,S32,S38,S39,S61A Source: Howrah RTA, 2012

The main objective behind the formation of these routes is to provide frequent bus

services to the daily passengers who move between Howrah and Kolkata via Howrah Bridge

and Second Hooghly Bridge. These routes traverse mainly on the north – south bound major

roads and east – west bound roads of central Kolkata (Fig 7.35).

Total nine nodes within KMC have mini bus route termini as registered by Howrah

RTA. These are Shyambazar and Ultadanga in north Kolkata, B.B.D.Bag, Rajabazar,

Esplanade, Park Circus and Khidderpore in central and west central Kolkata, Kasba in south

east Kolkata and Behala in south west Kolkata. In Esplanade maximum 10 mini bus routes

terminate with approximately 172 buses. Kasba has three routes with 50 buses (Fig 7.36).

Rajabazar and Behala have two routes each where as the remaining nodes have one route

each with minimal fleet strength. Outside KMC, Salt Lake has 5 routes with 116 buses. All

these mini bus routes have other termini in different parts of Howrah district.

219

7.12.2. Description of Mini Bus Route Network in Kolkata as Registered by Beltala

RTA (2011):

An extensive and concentrated mini bus route network is observed in KMC with

permits from Beltala RTA. The RTA authorized the mini bus routes which cover almost all

the major roads of north, central and south Kolkata. But the noticeable fact is extreme parts of

the city are devoid of any mini bus services. That is mainly due to the fact that initially mini

bus service was started to reduce excess pressure of passengers on regular private buses and

hence the mini buses ply mostly on the major central city roads with high traffic. Only 10

routes have more than 35 permitted buses whereas most of the routes (45 routes) have buses

ranging from 15 to 35. All the routes connecting either Howrah Station or B.B.D.Bag have

high number of permitted buses. 27 routes have very low fleet strength which should be

increased for a smooth, frequent mini bus service within Kolkata (Table 7.24).

Table 7.24 Permitted Pattern of Mini Bus Routes (Beltala RTA), 2011

Source: Beltala RTA, 2012

The distribution of actual and permitted fleet strength among the 82 Kolkata based

Mini bus routes identifies that 19 routes have very few buses. These are S103, S104, S108,

S108/1, S114, S115, S132, S133, S134, S156, S162, S164, S167, S173, S177, S181, S182,

S183 and S189. On the contrary, 10 routes have comparatively good bus fleet. These are

route S101, S101/1, S110/1, S118, S128A, S137, S138, S161, S184 and S185 (Fig 7.37).

Number of

Permitted

Buses

Number

of Bus

Routes

Route Number

More than 35 10 S101,S101/1,S110/1,S118,S121,S128A,S135,S161,S184,S185

15 - 35 45

S102,S105,S106,S107,S107/1,S108/2,S109,S110,S112,S112/1,S113,

S113/1,S116,S117,S119,S119/1,S120,S122,S123,S125,S126,S126A,

S128,S130,S131,S137,S138,S151,S152,S154,S158,S159,S160,S165,

S169,S168,S170,S172,S174,S175,S176,S178,S180,S186,S188

Less than 15 27

S103,S104,S108,S108/1,S111,S114,S115,S124,S129,S132,S133,S134,

S136,S139,S139/1,S153,S156,S162,S163,S164,S167,S171,S173,S177,

S181,S183,S189

220

But the degree of deviation of actual fleet from the permitted fleet is quite high in

number. Among the 82 bus routes, 58 routes are now facing severe problems regarding

paucity of working buses (Table 7.25). All these routes are open for getting new private

operators to run new buses. But problems like high petrol cost, low ticket fare etc. hinder the

operation level of the mini buses, although the passenger demand is still high. Basically, road

transport is the most viable mode to commute between Kolkata and Howrah till now. Hence,

in the absence of metro rail services in this route, it is quite economic for the bus operators to

run buses on this route.

Table 7.25 Deviation of Actual Fleet from Permitted Fleet of Mini Bus Routes

(Beltala RTA), 2011

Source: Beltala RTA, 2012

All the mini bus routes of Beltala RTA provide areal coverage of major parts of

Kolkata and some parts of Howrah, North 24 Parganas and South 24 Parganas districts.

Maximum routes connect KMC with Howrah which is followed by routes operating within

KMC and routes connecting KMC and North 24 Parganas (Table 7.26).

Table 7.26 Termini Location of Mini Bus Routes (Beltala RTA), 2011

Source: Beltala RTA, 2012

A comparatively concentrated mini bus route network is observed within the KMC

region where maximum service is from borough II to borough X in a linear pattern. The

Difference

between

Permitted and

actual routes

Number

of

Routes

Route Number

High 58

S101,S101/1,S102,S103,S105,S106,S1067,S107/1,S108,S108/1,S108/

2,S109,S110,S111,S112/1,S114,S115,S116,S117,S118,S119,S120,S12

1,S122,S123,S126,S128,S131,S132,S133,S134,S135,S136,S138,S139,

S139/1,S156,S159,S160,S161,S162,S163,S164,S165,S167,S168,S169,

S172,S173,S176,S180,S181,S182,S183,S184,S185,S188

Low 24

S107/1,S110/1,S112,S113,S113/1,S119/1,S124,S125,S128A,S129,

S130,S137,S151,S152,S153,S154,S158,S170,S171,S174,S175,S177,

S178,S189

Termini

Location

Number

of Routes Route Number

Within KMC 24

S101,S101/1,S102,S103,S104,S105,S106,S109,S114,S115,

S119,S120,S133,S136,S137,S139,S161,S162,S163,S164,S165,S

177,S178,S188

KMC – Howrah 31

S107,S107/1,S108,S108/1,S108/2,S110,S110/1,S111,S112,

S112/1,S113,S113/1,S116,S117,S118,S119/1,S121,S123,S124,

S125,S126,S127,S128,S128A,S129,S130,S134,S135,S180,S186

,S189

KMC – North

24 Parganas 24

S122,S138,S139/1,S151,S152,S153,S154,S158,S159,S160,

S167,S168,S169,S170,S171,S172,S173,S175,S176,S181,S182,S

183,S184,S185

Howrah – South

24 Parganas 1 S126

KMC – South

24 Parganas 2 S131,S132

221

central and west central parts of

KMC have maximum route

concentration mainly to connect

Howrah through the two bridges

over river Hooghly. Significantly the

entire eastern and western parts are

devoid of mini bus routes although

passenger demand has been

increasing in these areas (Fig 7.38).

Beltala RTA provides

registered mini bus routes most of

which have termini within KMC.

Total 37 nodes are identified having

mini bus termini within KMC.

These are Tala Park, Milk Colony,

Nimtolla, Kolkata Station and

Shovabazar in North Kolkata,

Rajabazar, Phool Bagan, B.B.D.Bag,

Babughat, Esplanade,

Rabindrasadan and Alipore in central and west central Kolkata, Picnic Garden, Kasba, Ruby

and Haltu in east Kolkata, Ekdalia Park, Golpark, Gariahat, Lake Road, Dhakuria, Jodhpur

Park, Prince Anwar Shah Road,

Santoshpur, Jadavpur and Golf

Green in south Central Kolkata,

Kudghat, Haridebpur, Bijoygarh,

Patuli, Garia and Naktala in south

Kolkata, Khidderpore and

Metiaburuz in west Kolkata and

Thakurpukur and Behala in south

west Kolkata. Among all the

registered mini buses of Beltala

RTA, 40 bus routes with

approximately 700 buses terminate

near Howrah Station areas. Within

KMC, B.B.D.Bag has 23 mini bus

route termini with 189 buses.

Babughat and Esplanade have

seven and five routes with 74 and

88 fleets respectively (Fig 7.39).

Jadavpur has five routes with 88

buses and Garia station and

adjacent areas have 4 routes with

86 buses. All these mentioned nodes have comparatively large number of mini bus routes and

fleets. Other nodes maximally have two routes with 70 buses at the most.

222

7.14. Conclusion:

Private bus is undoubtedly the best available mass transport mode on Kolkata‘s roads

at present and it would continue to be the predominant mode for transit movement in future

too (Government of West Bengal, 2001). The only problem would be the continuous friction

between the private operators and the government regarding the fare rate. It is evident from

the present status of urban mass transport in Kolkata that neither metro nor sub-urban railway

nor public buses nor tram can provide such an extensive route network with comparatively

standard frequency like the private buses. All the city based private bus routes provide well

connected network that link Kolkata with all the adjacent districts and important nodes.

Majority of the passengers of peripheral parts of this city depend largely on the private buses

either for the entire route coverage or for using bus as the feeder service to the railway

stations. On the other hand, the Mini buses that provide services to transit passengers of

comparatively higher income groups, also act as the fast moving road based mass transit

mode and reduce passenger pressure significantly during the peak periods. Despite all the

primacy factors of private sector bus services, this has been going through a rough phase for a

long time. Initially the high passenger dependency on private buses caused congestion and

lowering of service standard. Later on, after the confiscation phase in 2009, daily passengers

faced a severe transport problem due to acute shortage of the private buses. It was not

possible for the public sector buses to overcome that problem and play a supportive role for

the numerous passengers. Hence, the government also realised that this private sector has a

strong influence on the mass trafficscape of this city. The effect of confiscation is still

hampering the existence of private buses as majority of the city routes do not have sufficient

working buses. The RTA has given quite a good sanctioned fleet value considering the spatial

demand pattern, but it is the private owners who are not willing to invest any more on this

business due to recurring losses. The twin pressures of oscillating fuel prices and stagnant

fare structures pose a great threat to the very existence of this popular mode of mass transport

in this city. Hence, for a hassle free journey on a private bus, both the private owners and the

government should look into some management procedures like proper route network

planning, ignoring route overlapping, passenger feedback analysis, behavioural management

of the drivers and conductors, cost – benefit analysis, revision of fares, provision of better

services etc.

Selected References:

Centre for Science and Environment, Right to Clean Air Campaign (2011): Citizen‘s Report – Air Quality and

Mobility in Kolkata, Centre for Science and Environment, New Delhi.

Government of India (2006): National Urban Transport Policy, Ministry of Urban Development, New Delhi.

Government of West Bengal (2011): District Statistical Handbook of Kolkata, Bureau of Applied Economics

and Statistics, Kolkata.

Government of West Bengal (2001): Master Plan for Traffic and Transportation in Calcutta Metropolitan Area,

2001-2025, Calcutta Metropolitan Development Authority, Kolkata.

223

Government of West Bengal (1976): Small Bus Terminals in the Calcutta Metropolitan District, Calcutta

Metropolitan Development Authority, Kolkata.

Government of West Bengal (1961): Statistical Abstract of West Bengal, Bureau of Applied Economics and

Statistics, Kolkata.

Ibid, 1975.

Ibid, 1976 and 1977.

Ibid, 1978 to 1989.

Ibid, 1994 – 1995.

Ibid, 1997 – 1998.

Ibid, 2001 – 2002.

Ibid, 2002 – 2003.

Ibid, 2005.

Ibid, 2008.

Government of West Bengal (1972): Surface Transit Planning Study in Calcutta, Calcutta Metropolitan

Development Authority, Kolkata.

Ibid, 1986.

Gwilliam, K.M. (1964): Transport and Public Policy, George Allen and Unwin, London.

Halder, D. K. (1977): Urban Transport Problem: An Economic Investigation into Public Utilities in Calcutta,

Academic Publishers, Kolkata, India (TRL), pp. 89 - 174.

Phanikumar, C.V. & Maitra (2006): Valuing Urban Bus Attributes, an Experience in Kolkata, Journal of Public

Transportation, Vol. 9, No. 2, pp. 69-87.

Singh, S.K. (2005): Review of Urban Transportation in India, Journal of Public Transportation, Vol. 8, No. 1,

pp. 79-97.