I T P I

ITPI JOURNAL
3 : 2 (2006) 36-48 JOURNAL
www.itpindia.org

AN IMPACT ANALYSIS OF RELOCATION OF WHOLESALE TRADING

ACTIVITIES FROM CENTRAL KOLKATA
CHANDRANATH DEY
Department of Architecture and Regional Planning, Indian Institute of Technology, Kharagpur
TARAK NATH MAZUMDER
Assistant 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 in
the heart of the city in Barrabazar. As a result one fifth of the volume of goods vehicles entering and exiting KMA are destined to
Barrabazar area. On-street parking of goods traffic as well as loading and unloading operations has severely affected operational
efficiency of traffic and transportation, especially in the CBD area. Kolkata Logistic Hub has been proposed in the outskirts of the city
to rid this problem, which must have been guided primarily by a singular reason, but it will have multi-faceted impacts. This study
provides an insight into the probable impacts of this development by concentrating on four major aspects namely transportation
system, socio-economic set up, local environment and local economy. Out of a variety of consequences, some of them have been
quantified but non-quantifiable affects have also been identified and duly presented for comprehensive decision making.

1. INTRODUCTION overcrowding of wholesale commercial activities.

Kolkata has grown from a small British trading
settlement to one of the largest metropolitan area
across the globe. At present Kolkata Metropolitan
Area (KMA) is the second largest in India. Once
the capital of British India, it still retains its primacy
in providing goods and services to its hinterland
covering the entire eastern and northeastern
India. In the last 300 years, functions of his city
have experienced tremendous horizontal and
vertical expansion.
The CBD of Kolkata comprises mainly of
commercial activities (both retail and wholesale),
public and semi-public offices and institutions along
with high density residential uses. Over a period
of time, to reduce the concentration of urban
activities and consequential congestion in the
central area of Kolkata, extensive decentralization
of urban functions has been carried out. New
growth nodes within the city as well as outside
have been identified and promoted.
However, the major wholesale commercial hub
catering to the entire metropolitan area is still
constricted to the Barrabazar area (BB) inside the
CBD. One fifth of all the goods vehicle entering
and exiting the KMA are destined to BB (WB
Transport Department report, 1999). The spatial
growth option is limited in BB leading to
Warehousing and cold storage facilities are also
inadequate. Vehicular carriageway of busy urban
arterials is used as truck parking and loading and
unloading spaces are adversely affecting the Level
of service on these roads. Besides this, the
wholesale market operations for perishable goods
make BB one of the most polluted areas due to
lack of effective solid waste management system.
Proposals have been drafted since 1978 to shift
the wholesale trading activity from BB to the
outskirts of the city with adequate warehousing
and truck terminal facilities along with other ancillary
amenities. This is aimed at decongesting the central
area of Kolkata to increase the operational
efficiency of wholesale operations (CES Report,
1978). Lately, Kolkata Metropolitan Development
Authority (KMDA) has taken some initiatives to
improve the overall conditions of BB. Howrah
Truck Terminal and Dhulagarh Truck Terminal were
inaugurated in 2001-2003. Located in the outskirts
these facilities are aimed to rid the city of heavy
volume of goods vehicles. But much success could
not be achieved. Recently, KMDA proposed the
upgradation of the existing Howrah Truck Terminal
situated along the Kona Expressway (NH-117) (see
Fig.1) to Kolkata Logistic Hub (KLH). This
upgraded facility will consist of a truck parking
facility clubbed with wholesale and retail trading
 Chandranath Dey / Tarak Nath Mazumder / ITPI Journal 3 : 2 (2006) 36 - 48

Fig. 1. Site Plan of Kolkata Logistic Hub

platforms along with other ancillary activities. It
has an added goal of creating an enabling
atmosphere for wholesale and retail trade in the
periphery of the ‘Metro Core’. This facility aims to
relocate the existing wholesale markets of BB
partially or entirely.
Several studies were conducted to outline the
overall financial feasibility of the project, but no
analysis was carried out to examine the impact of
the proposed transfer on BB as well as in areas
Table 1. Classification of Markets in BB
near KLH. This paper aims to analyze the impact
of the proposed transfer of wholesale functions
on the existing transportation system, socio-
economic setup, local environment and local
economy, both qualitatively and quantitatively.
2. BARRA BAZAR (BB) MARKET
CLUSTER
It is tautological to mention that the wholesale
commercial activity in BB consists of clusters,
which are functionally independent and the

Category Type of goods Area in BB(Acre) Goods traded

Group A Edible and Perishable 114.18 Agricultural Products
Fish and Live Stock
Group B Edible and non-perishable (having l 120.84 Grocery
arger shelf life compared to Group A) Textile
Tea
Kerosine / Petrol / LPG.etc
Group C Non-edible and non-perishable 308.24 Building Material
Iron and Steel
Timber / Furniture
Plastic Goods
Industrial Goods
Miscellaneous

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Fig. 2. Spatial Location of these Wholesale Market Clusters in BB.
rationale to relocate these clusters should be
guided by the impact of the proposed transfer
for each of these independent clusters. The
wholesale markets in BB can be broadly
categorized into three convenient groups based
on commodity shelf life as shown in Table 1. Fig. 2
shows the spatial location of these wholesale
market clusters in BB.
Preliminary investigation of the area requirements
in the existing wholesale market indicates that it
might not be possible to relocate the wholesale
operations to KLH in their entirety, but has to be
carried out in parts. The framework of the study
concentrates on comparative analysis of probable
impacts due to relocation for each of the market
clusters identified and selection of the most suitable
one. Analysis of impacts focuses on four major
aspects namely, transportation system, socio-
economic setup, local environment and local
economy. The analysis of the probable impacts
will be done keeping in mind a specific time frame
of year 2015.
3. IMPACT ANALYSIS
3.1 Impact on Transportation System
Impact on transportation system is the most
important among all aspects as the whole idea of
38
relocation did arise from transportation point of
view. Impact analysis will deliberate on four key
aspects, 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 Network
Goods from various parts of the state as well as
the country enter BB, where wholesale trading of
these goods takes place. Relocation of wholesale
trading from BB to KLH will result in change in
supply network leading to higher and lower
vehicle-kilometer of the goods vehicles. This
opportunity cost is nothing but the impact of
relocation on the supply network.
Goods vehicles destined to BB are found to enter
through five major entry points (EP) as identified
in Fig. 3. These entry points have been chosen in
 Chandranath Dey / Tarak Nath Mazumder / ITPI Journal 3 : 2 (2006) 36 - 48

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

Entry points (EP) Name of the link Goods traffic (no./

day) having O/D in BB
EP1 NH-6, Dankuni & Amta 388
EP2 Budge-Budge Rd. & Diamond Harbour Rd. 299
EP3 NH-34 7 NH-35 178
EP4 B.T. Road & Kalyani Expressway 217
EP5 NH-2 302
Total no. of good vehicles/day entering BB 1384

such a way that they continue to serve as entry Fig. 4. Commodity wise distribution of
points even after the relocation (WB Transport supply good vehicles/day
Department report, 1999; also refer to Table 2).

Goods from Mumbai, Delhi and central India enter

mostly through EP1, whereas southbound
vehicles enter through EP2. Vehicles from
northeastern parts of the country enter through
EP3, EP4 or the Kalyani Expressway node,
connects BB with the northern part of West
Bengal, whereas EP5 connects to Northern India
via NH-2. Commodity wise classification of goods
vehicles 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 is
Fig. 3. Entry Points (EP) to Barrabazar(BB) represented in Fig.5. The detour is derived by
observing the revealed preference for routing of
goods vehicles. The detour is maximum for the
vehicles entering through EP-3, whereas for EP-
1, the distance is reduced by 8.5 km. Extra vehicle
kilometer per day incurred due to relocation of
each of the market clusters is shown in Fig .6.

Extra cost to be borne for transfer of market

clusters from BB to KLH is computed by multiplying
the extra vehicle kilometer with the aggregated
Vehicle Operating Cost (VOC/km). Aggregated
VOC / km is obtained by considering the modal
split of the goods vehicles in supply network and
the vehicle operating cost for different modes (IRC

Fig. 5. Distance detour for supply vehicles

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Fig. 6. Extra Vehicle-kilometer per day for Table 4. Distribution of goods vehicle
supply vehicles volume to KMC & HMC

Zone Location No / day

from BB
1 Barrackpur-Dum Dum Zone 94
2 Shyam Bazar-Maniktala Zone 113
3 Shova Bazar - Jorosanko Zone 71
4 B.B.D. Bag Zone 57
5 Burra Bazar Zone -
Table 3. Social Cost (SC) of relocation on 6 Maidan Zone 4
Supply Network. 7 Taltala-Beniapukur Zone 79
Market Type Veh/ Veh-Km SC/year 8 Sealdah - Gobra Zone 175
day day (Cr.) 9 Belgachia Zone 59
Group A 582 1857 0.759 10 Khidirpur-Garden reach Zone 166
Group B 373 1181 0.483 11 Bhawanipur-Chetla Zone 40
Group C 429 2573 1.051 12 Kasba - Dhapa Zone 44
Total 1384 5611 2.293 13 Taratala - Sursuna Zone 77
14 Tollygunj - Bansdroni Zone 43
Report, 1993). The aggregated VOC / km for the
15 Santoshpur - Madurdaha Zone 35
goods vehicles in the supply network is found to
be Rs. 11.35 / km (Roughness co-efficient = 16 Malipanchghara - Salkia Zone 90
5000). Bituminous road Rise and Fall = 0 (Plain 17 Bamungachi - Sibpur Zone 54
land)]. The total cost incurred, can be suitably 18 Unsani - Shalimar Zone 87
termed as opportunity cost or ‘Social Cost’ (SC)
Total no. of goods vehicle/day 1287
of the proposed transfer on supply network (see
leaving BB
Table 3).

3.1.2 Impact on Distribution Network Fig. 7. Commodity wise distribution of

goods vehicle
Movement of goods to the retailers and smaller
distributors from BB constitutes its distribution
network. Relocation of wholesale trading from BB
to KLH will result in change in distribution network
leading to higher and lower vehicle-kilometer of
the goods vehicles. This opportunity cost is the
impact of relocation on the distribution network.
The distribution catchment of BB is primarily
confined to Kolkata and Howrah Municipal
Corporation. distribution of goods vehicles from BB to its
distribution catchment is represented in Fig. 7.
For the convenience of the study, this distribution
catchment is further divided into eighteen zones Impact on the distribution network can be
mostly based on administrative divisions. Table 4 illustrated by the desire line diagram before and
represents the volume of goods vehicles from BB after the relocation (see Fig. 8). The distance
/ day to all these eighteen zones within the detour that has to be incurred by each of the
distribution catchment (WB Transport zones in the distribution catchment due to the
Department report, 1999). Commodity wise proposed transfer is shown in Fig. 9. Extra vehicle

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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 represented
in Fig. 10. The opportunity cost or the Social Cost
Fig. 10. Extra vehicle kilometer for
distribution network/day
(SC) of relocation on the distribution network is
computed by multiplying the extra vehicle
kilometer with the aggregated vehicle operating
Table 5. Social Cost (SC) of relocation on
Distribution Network

Market Type Veh/ Veh-Km SC/year

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

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costs. Considering the modal split of the goods
vehicles in the distribution network, the
aggregated VOC is found to be Rs. 11.53 / km
(see Table 5).
3.1.3 Impact on On-street Parking
Lack of parking facilities as well as loading and
unloading spaces have led to extensive on-street
parking of goods vehicles in BB. Truck parking
along single or both sides of the carriageway
reduces the capacity of these roads. Roads
passing through the BB are vital to traffic
circulation in the central area of Kolkata (Parking
Survey Report of KMDA, 1995).
In Fig. 11 the roads abutting the three market
clusters are identified. With the transfer of the
wholesale market to KLH, these roads can be freed
from on-street parking. Elimination of on-street
parking will free the carriageway occupied and
augment the capacity of these roads leading to
Fig. 11. Parking Survey Map
42
increased travel speed and volume. The
computation of the opportunity cost or the Social
Benefit (SB) can be estimated from aggregated
commuter travel time savings (see Table 6).
The social benefit is calculated with the help of the
Speed-Flow equations prescribed by IRC manual
(SP 30) of 1993, Capacity Restraint Equation
adopted by Bureau of Public Roads, Traffic
assignment manual (1964), and Social Cost-
Benefit functions derived by Mazumder et al
(2004).
3.1.4 Impact of goods traffic on existing
road network
elocation of wholesale operations from BB will
reduce the volume of goods vehicles in the CBD
area. Currently temporal restriction is imposed on
goods vehicles from entering the city core from
morning to evening hours during peak city traffic
operations. As a result, the proposed transfer will
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Table 6. Social Benefit by removal of on-street parking and loading / unloading

% of Carriageway

Improved Volume
Avg. Carriageway

Improved Speed
Length of Road

Existing Volume

(PCU / Hr) (q )
Existing Speed
(PCU / Hr) [q ]

Social Benefit
(Km / hr) [v ]

(Km / Hr) (v )
2
1

Group Social
Market Cluster

2
for Parking

(Rs / Hr)
[L] (Km)

Benefit
(mt)
Name of the Road

A Strand Bank Rd. 7.7 51 1.02 1050 10.8 3472 49.3 7167.4
A Strand Rd.(N) 7.0 42 1.61 1068 10.3 3483 49.2 12203.1

Rs 55,186 / Hr=
Rs.7,95Cr / Yr
A Strand Rd. (S) 7.0 42 1.61 1068 10.3 3483 49.2 12372.6
A M. D. Rd - N.S. Bose Rd 7.4 52 1.62 1092 9.5 3500 49.1 13844.0
A J. Ghat Rd - Sovarsm B. St. 6.7 41 0.54 1032 11.4 3462 49.3 3577.0
A Rabindra Sarani 10.7 56 0.54 1146 7.8 3553 48.8 6021.9
B 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 1552.4

Rs. 46,977 / Hr =
Rs. 6,76 Cr / Yr
B K. K. Tegore St. 7.2 53 1.15 1080 9.9 3491 49.2 9311.8
B B. St - Munsi S. St. 6.1 46 1.18 1218 5.5 1589 30.7 10934.5
B Cotton St - M. M. Barman St. 5.9 76 1 1050 10.8 1422 33.1 3359.1
B B. M. Rd. 12.4 59 0.3 1164 7.2 3576 48.7 3695.1
B R. B.Bose Rd - K. Street 8.4 67 1.27 1104 9.1 3510 49.1 11473.6
C Tarachand Dutta St. 10.6 56 0.4 1116 8.7 3521 49.0 3827.5
C Zakaria Street 6.9 59 0.44 1074 10.1 3487 49.2 3470.3
C Shun-Yat Sen Street 5.1 75 0.54 1074 10.1 1436 32.9 2045.4

Rs. 36,480 / Hr =
Rs. 5.25 Cr / Yr
C Syed Saliah Lane 4.3 88 0.27 1194 6.2 1554 31.2 2090.0
C Vivekananda Road 8.5 53 1.15 1080 9.9 3491 49.2 9311.8
C M. Babu St - H. R. G. St. 5.1 63 1.02 1092 9.5 1448 32.7 4243.4
C Cross Rd. No. 6-12 3.9 91 0.97 1116 8.7 496 28.6 2728.0
C J.L.Mallick Rd - K. St 7.8 47 1.18 1014 12.0 3454 49.4 7286.8
C 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

not significantly enhance the level of service in wholesale market area in BB comprising of 15
the existing roads in the CBD. On the contrary, wards is only 2 percent KMC area but it
the relocation will increase the goods traffic volume accommodates almost 9 percent population (see
in the approach roads to KLH. Kona Expressway Table 7). A comparative analysis of the household
(NH-117) being a major access artery to KLH, its
existing traffic volume is expected to experience Table 7. Comparative Socio-economic Profile
a growth of around 25 percent after the proposed Area Popul- HH Sex Total
transfer. ation size ratio worker

3.2 Impact on Socio-Economic Profile BB(15 wards) 3,94,654 5.61 634 44.4 %

Appraising the existing socio-economic profile in Kolkata Municipal 45,72,876 4.92 829 37.6 %
Corporation
BB will help analyze the impact of relocation. The

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

KMC Barra Bazar

Cumulative % of monthly Income

Cumulative % of monthly Income

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

Cumulative % of households Cumulative % of households

size, sex-ratio and percentage of total workers in Fig. 13. Environmental Sensitivity Map
the BB and KMC provides important insights into
the prevailing socio-economic conditions (Census
of India, 2001). The household size in BB is
significantly higher with lesser number of females
and low dependency ratio. Demographic profile
indicates that huge migration of low waged male
labor force from the neighboring states, especially
Bihar has taken place in BB. These people have
mostly engaged in wholesale trading activity.
Predominance of households, formed with
working men sharing a kitchen can be attributed
to the above facts.

Distribution of monthly household income in BB

reveals greater degree of skewness compared to
KMC (Socio-economic Profile, 1996-97;
Chesterton Meghraj, 2004). Excessive skewness
in income distribution indicates the existence of
schism in the social structure that is low waged
migratory labor population vis-à-vis the high-
income business/salaried group (see Fig. 12).
Relocation of wholesale trading operations from
BB area will invariably lead to shift of this migrant
labor population due to transfer of employment
base.

3.3 Impact on Local Environment

In the Perspective Plan of KMA – Vision 2025, BB
has been categorized as highly sensitive zone from
the environmental point of view (Fig. 13).

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Ineffective management of solid waste generated Fig. 14. Proposed Solid Waste Disposal Site
in BB is one of the prime factors responsible for
deterioration of the local environment. Almost one
fourth of the total solid waste in KMC is generated
from this area (ADB Report, 2000). Composition
of the solid waste generated indicates presence
of high organic content mostly from Cluster A
markets (fruits, vegetables and other perishable
commodities). Foul smell due to rapid
decomposition of organic content, littering of waste
by scavenging birds and animals along with
improper collection, storage, transfer mechanism
creates unhygienic and polluted environment.
Transportation of the solid waste generated also
pose severe environmental threat as it has to pass
through high density residential areas.

Vision 2025 for KMA has identified few potential

solid waste disposal sites in KMA for the coming
years. Ababa appears to be closest disposal site
for KLH. Relocation of the wholesale operations
to KLH from BB will lead to reduction of hauling
costs along with the diminished threat on pass
through areas, mostly non-residential areas (Fig.
14)

The Air Pollution Index (API) of BB is in the range

of 130 – 140 compared to the National API
standard of 50 – 70 (Vision 2025, 2005) vehicular
emissions being identified as the prime source.
Interference to vehicular traffic is very high in BB,
mostly due to on-street parking as well as loading
and unloading operations. Frequent acceleration
and deceleration as well as stoppage of vehicles
has led to higher vehicular emissions.
3.4 Impact on Local Economy
Analysis of rental value and gross income of the
existing land uses in BB area indicate presence of
gross discrepancy between them. The ratio of
income generation and the rental value per unit
area is observed to be much higher than that
compared to other developed areas of the city,
especially the newer parts of the CBD. Rental value
in some premises in BB can be as low as Rs. 2-4/
sft/month. Low rental value is one of the major
motivations of the wholesale traders for not willing
to shift from these areas. Perhaps, for this reason
the existing land uses in the BB area is not
commensurate to its economic potential.
Moreover, the presence of slums and squatters
accommodating the labor force involved in
wholesale activities further reduce the real estate
market value. Rental and capital value of property

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

Residential Office Retail / Wholesale

Capital 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 – 60
New CBD 2500-3000 10-15 3500-4000 35 – 40 7000-8000 80 – 90

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Table 9. Comparative Scenario Analysis

Group A Group B Group C

IMPACT on Supply Network
Supply Social Cost / year [Rs. in Cr.] 0.759 0.483 1.051
IMPACT on Distribution Network
Transportation
Traffic and

Distribution Social Cost / year [Rs. in Cr.] 1.4 1.473 1.251

IMPACT due to on-street parking
Social Benefit / year [Rs. in Cr] 7.95 6.76 5.25
IMPACT on existing roads
Percentage increase in existing traffic (NH-117) 9.95 7.9 7.67
Solid Waste(SW)
Environment

Organic Content of SW High Moderate Low

Reduction in Collection and Hauling Cost of SW High Moderate Moderate
Reduction in Vehicular emission High Moderate Moderate
Shift of Labour force
Percentage involved in Whole Sale trade in BB 21.02 22.24 56.74
SE

Real estate value addition in BB area Moderate Moderate High

Economic opportunity creation in KLH High Moderate Moderate
LE

Area required for relocation in 2006 (acres)* 102.89 81.74 79.37

Area 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.

in the BB and newer areas of CBD is shown in
Table 8 to illustrate the fact discussed above
(Chesterton Meghraj, 2004). Relocation of the
whole sale trading operations will open up
possibilities of land use conversions in BB. Real
estate market forces can play freely towards
optimum allocation of activities thereby, enhancing
the chances of revitalization in this part of CBD.
On the other hand, proposed transshipment
operation in KLH and development of surrogate
industries around, which will create employment
opportunities and boost the local economy.
A summary of the impacts because of the
proposed relocation of wholesale trading
operations for each market type is presented in
the Table 9. Comparative study of the impacts
for each of the market clusters indicate that
relocation of Group A market cluster is socially most
beneficial. On the other hand, the area allocated
for the KLH indicates the possibility of relocation
for any one of the market cluster.
A brief look at the ‘willingness to shift’ (see Fig. 15)
study conducted in BB reflects that wholesale
trading operators related to perishable
commodities i.e. Group A market are more willing
to shift compared to others. The prime reason
for the keenness is unavailability of cold storage
facilities in BB, due to which almost 20 percent of
perishable goods degrade. Appropriate
infrastructure with all the ancillary facilities in KLH
will address this problem. Hence, relocation of
Group A market cluster seems to the socially most
beneficial, technically feasible and politically plausible
option.
4. RECOMMENDATIONS
To reap the benefits of relocation in entirety, there
is a need to adopt certain policy recommendations
aimed 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

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Fig. 15. Willingness to Shift survey findings

roads abutting Group A market cluster is 4.2 Recommendations for KLH

necessary to eliminate the spill-over parking • Kona Expressway (NH-117) being the main
demand from Group B and C market clusters. access artery to the KLH, needs capacity
augmentation to accommodate the future
• Conversion of land uses from wholesale to retail growth of traffic. Traffic volume in this link is
commercial, office functions as well as high expected to experience high growth due to
value residential activities is anticipated after rise in regional traffic as well as local traffic
relocation. Wholesale trading activities in future (Proposed Kolkata West International City in
need to be curbed through statutory means vicinity). The proposed capacity augmen-
for limiting the spread of Group B and C tation along with a tentative phasing schedule
is indicated in Table 10.
markets after relocation. The civic authorities
concerned should take this aspect in • Ingress / egress of goods traffic volume
consideration while pursuing future (mostly multi-axle trucks and trailers) to / from
KLH to NH-117 warrants geometrical solution
development initiatives in this area.
(preferably Trumpet Intersection) to reduce
Table 10. Traffic projections for Kona the vehicular interference on the link traffic
Expressway (NH-117) near KLH: flow.
• In future, there is a need to upgrade KLH into
Year PCU/day Peak Hour Proposed
a multi-modal transshipment hub (both rail
(NH-117) PCU Capacity and road). Proximity to Santragachi Rail Yard
2006 64328 5790 2+2 lanes facilities provides KLH a comparative
advantage towards meeting this end.
2010 97654 8789 3+3 lanes
• Logistic hub operations in KLH will create
2015 164553 14810 4+4 lanes
opportunities for development of surrogate

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Table 11: Area requirements in Kolkata
Logistic Hub
Year Projection of Area
goods vehicles requirement
(Gr-A) (8% pa) (Acres)
2006 1041 102.89
2010 1416 139.96
2015 2081 205.69
industries in vicinity. Adequate land around
KLH needs to be earmarked immediately for
this purpose to thwart the speculative rises in
land prices.
• KLH will lead to shift of huge labor force mostly
belonging to low wage class. Experience in BB
shows that this type of workforce prefers
residential accommodation in proximity to
work place (within walking distance) – leading
to development of slums and squatters.
Interventions, if not adopted timely, will lead
to similar situations in KLH. Adequate amount
of area with provision of basic services should
be developed for housing this workforce.
Based on the accepted norms of EWS
housing, 60 acres of land needs to be reserved
for this purpose near KLH.
• As Group A markets consists of perishable
commodities, adoption of effective Solid
Waste Management System will be a
prerequisite to maintain a clean and hygienic
working condition in KLH. Abada seems to the
obvious choice as solid waste disposal site due
to its proximity. Suitable collection, storage,
transfers and hauling mechanism appropriate
to the waste composition, needs to be
adopted. ‘Vermi-composting’ for the organic
waste and ‘Sanitary land filling’ for the residual
waste seems to be the most desirable
mechanism for treatment and disposal.
• To meet the future growth requirements for
the Group A market to be relocated in KLH,
additional land needs to be annexed (Standard
referred: Delhi Master Plan, 2001) (Refer Table
48
11). It is preferable to acquire the land in
advance to obviate the speculative rise in land
price.
• There is also a need to upgrade the truck
terminal facilities in Dhulagarh into a logistic
hub to facilitate the future relocation of Group
B and Group C markets. Due to the location
proximity Dhulagarh truck terminal facilities
and KLH can mutually benefit through
adopting ‘co-operative competition’
strategies.
5. CONCLUSIONS
To reap the benefints of re-location in entirety,
the policy recommendations given in Section 4
above for Barra Bazar and Kolkata Logistic Hub
would go a long way and if not adopted would
lead to slums and squatters.
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