revitalization strategies for urban circular...

Ms. Sharmistha RoyDr. Sanjay Gupta

School of Planning & Architecture, New Delhi

Research Symposium, Public Transport Planning

8TH URBAN MOBILITY INDIA 2015CIRCULAR RAILWAY

REVITALIZATION STRATEGIES FOR URBAN CIRCULAR RAILWAYSYSTEM IN A METROPOLITAN CITY

CASE STUDY: KOLKATA

STRUCTURE OF PRESENTATION

> Research Context

> Profile of Kolkata City

> Circular Railway Profile

> Circular Railway Characteristics

> Potential Demand Assessment on Circular Railway

> Development of Alternate planning strategies

> Comparative Evaluation of Alternate Strategies

> Summing Up

> Recommendations and Areas of Further Research

RESEARCH CONTEXTUrban Transport = Sustainable Public Transport

Roads Widening, building new expressways or expensive metro is not enough. Public transport needs toachieve an increasing share of trips, for a city to remain economically viable

Sustainable Solution????

Tremendousgrowth in

Population

Massivetravel

demand

Poor Qualityof Publictransport

Overdependenceon Personalized

modes

Vehiclegrowth /year

Congestion/pollution andpoor safety

environment

Population growth Vehicle growth Modal share in India

Cities require a sustainable transport system

Rail Transit such as Metro or Commuter railway

Higher Carrying capacity High Service quality More comfortable and faster Environment friendly Potential for sustainable mobility Greater long run value

Commuter railway

Poor Service Poor operational performance

Low Ridership ?

Kolkata Circular Railway is one such example of poor service withlow ridership and has a potential fruitful role in meeting mobilityneeds of the city

Research NeedAppropriate strategies need to be explored to revitalize Circular Railway operate withfull potential to meet city’s growing travel demand.

OBJECTIVES & RESEARCH METHODOLOGY

To appreciate the role and importance of Urban Railway system in city’s overall transport system andto review best practices on Urban Rail Network planning;

To assess network, abutting land use pattern, traffic and travel desire and feeder traffic along thecase study Circular Railway corridor of Kolkata;

To study the existing operational characteristics and user’s characteristics of Circular railway and itscompeting modes to identify constraint for the low patronage on the circular railway;

To develop a mode choice model for carrying its evaluation;

To evolve alternate strategies for assessing the ridership potential on Circular railway;

To recommend planning strategies for revitalization of Circular Railway.

Objectives:

Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6

Review ofBest Practices

and Urbanrailway system

Identificationof Existingstatus of

C_railway interms ofphysical

characteristics

Primary surveydata collection

&Secondarysurvey datacollection

Data analysis&

Identification ofissues

Potentialdemand

assessment onC_railway

&strategies

development

Evolve andEvaluatealternatestrategies

&Recommendappropriatestrategies

Methodology:

REVIEW OF URBAN RAIL NETWORK

In developed counrtiers, New York, Singapore and Shanghai rail network – MRT system / Metro In Indian cities, Mumbai, Kolkata, Bangalore and Chennai rail network – Suburban Commuter rail network

Shanghai:

425 428

640

0

100

200

300

400

500

600

700

New York Singapore Sanghai Mumbai Bangalore Kolkata Chennai Delhi Ringrailway

Railw

ay R

oute

Len

gth

(km

)

Cities name

Urban Railway Route Length (km)

5.76

7.586.8

0

1

2

3

4

5

6

7

8

New York Singapore Sanghai Mumbai Bangalore Kolkata Chennai

Daily

Rid

ersh

ip (m

illio

n)

Cities

Urban Railway Daily Ridership (million)

Mumbai:

Route Length 425 kmDaily Ridership 5.76 million

Shanghai Rail

Shanghai features thelongest metro networkin Asia at 425km.

The plan is to develop a system comprising 22lines and 877km of rail by 2020. Currently, 42%of the population in Central Shanghai is servedby a metro station within a 600m radius.

Route Length 428 kmDaily Ridership 7.58 millionNo. of Daily services 2342 nos.Headway 5-7 MinTrain frequency 8-10Train/hr

Mumbai suburban Rail

Mumbai Suburban Railway is one of the busiestcommuter rail systems in the world. Fourdifferent corridors are- Western, central,Harbour line and Trans-Harbour

Source: Western Railway of India, Transport Policies andPatterns: A Comparison of Five Asian Cities

DATA BASE

On Board Survey (train) = 273Off Board survey (stations) = 482

Total sample collected from train = 755

Passenger O/D survey:Bus: 25 samples

Metro: 30 samplesTram: 15 samples

Sample Collection:

2.1% sample collectedduring the survey.

Secondary Data Collection:Station wise boarding passengers

Circular railway physical characteristicsOther public transport details- route, fare,

and other characteristics

KOLKATA CITY PROFILE

Transport system Characteristics:

Kolkata, is the capital of the Indian state of West Bengal. Located on theeast bank of the Hooghly river, it is the principal commercial, cultural,and educational centre of East India.

Area 1886.67 km2Population 1,41,12,536Work force partcipation rate (census 2001) 34.50%kolkata's literacy rate 87.14%

Kolkata Demographic Profile

Road Network: 5 National Highways (NH- 2,6,34,35,117), Regional roadlength 107km, Arterial road length 242 km

Only 6%passenger

movements(Circular Railway)

CIRCULAR RAILWAY PROFILE

Circular Railway:

The Kolkata Terminal Committee 1947 recommended construction of railway network forkolkata from Dum Dum to Majerhat and back to Dum Dum- a circular loop. It was namedas “Circular Railway”

Kolkata Circular railway is a railway line that encirclesthe entire city of Kolkata.

This 24.58km circular system passes through theheart of the city or CBD carrying 36,000 passengersdaily destined for the CBD.

Circular Railway route is single line connectionbetween Dum Dum and Majerhat station but inplatform area it becomes double.

Year 2013 2014 2015-FebrurayDaily Boarding Pasengers 33046 33720 36156

1

23

45

6

7

8

9

10

11

12

13

1 – Dum Dum stn.2 – Patipukur stn.3 – Kolkata stn.4 – Tala stn.5 – Bag Bazar stn.6 – Sova Bazar stn.7 – Burra Bazar stn.8 – BBD Bag stn.9 – Eden Garden stn.10 – Princep Ghat stn.11 – Khidirpur stn.12 – Remount rd stn.13 – Majerhat stn.

No. of stations 13

Major stations Dum Dum Jn., KolkataStn., Majerhat Jn.

SuburbanConnectivity

Dum Dum Jn.- NorthSuburban MajerhatJn. -South Suburban

C_Railway stations

No. of stations 13Inner station distance(km) 1.2

Total Trains/day 32 nos.Per disrection trains 16 nos.

C_Railway Characteristics

CIRCULAR RAILWAY SYSTEM CHARACTERISTICS

Circular Railway Train Formation

Circular Railway route is single line connection between Dum Dum and Majerhat station but in platformarea it becomes double.

Basic unit is 3 coach units with one motor coach, onetrailer coach and one driving coach- 9 car commutertrain.

Circular Railway Train Operation

Rs.0.44/km

Rs.0.33/km

Average cost / passenger km

Average fare / km

Station

9-car TrainPassenger carrying capacity of 9 car train

with standing @6 per sqm2382 nos. passenger

DC+MC+TC+TC+MC+TC+TC+MC+DCMC- Motor Coach DC- Driving Coach TC- Trailer Coach

Circular Railway Train Operation

It is observed that thetrains are operatedonly 4 hours inmorning peak hourand 4 hours in eveningpeak hour.

Train TypeEMU train

(Commuter rail)

Operation time(08:00-12:00) -(15:00-19:00)

No. of Coach 9 coachesAvg. train speed 20-22 kmphDwell time 30 secHeadway (Peak hour) 20-30 minHeadway(Non peak hour) 50-55 minFrequency (Peak hour) 2Train capacity 2382Route capacity/hour/direction 4764

Existing 8 Hrs. Operation

Daily Passeneger 36156Avg. trip length 15 kmNo. of Trains/day 32-33 nos.Per direction train 16 nos.Roundtrips 16Avg. running route length/day 16.79 kmtotal train km/day 537total seat km/day 1279801Passenger km/day 542340Peak hour load factor 0.71

Inferences: Existing operation running in loss, passenger fare is lower

than average cost per passenger. Low frequency and long waiting time

CIRCULAR RAILWAY LAND CHARACTERISTICS

Inferences: Major land use residential and commercial One side of the railway corridor is blocked by Hooghly River high ridership station’s catchments area density is high and land

value is also very high rather than other station’s catchments area.

Major land uses-residential,commercial andmixed land use.Government officesand railway area arealso a major part ofthe surrounding landuse.

The maximumconcentration ofcommercial (includingadministrative andoffice) areas is in BurraBazar, BBD Bagh, andEsplanade areas whichform the CentralBusiness District (CBD).

Dum Dum stn.

Patipukur stn.

Kolkata stn.

Tala stn.Bag Bazar stn.

Sova Bazar stn.

Burra Bazar stn.

BBD Bag stn.

Eden Garden stn.

Princep Ghat stn.

Khidirpur stn.

Remount rd stn.

Majerhat stn.

Station NamePopulation

(catchment are)Density

(pph)Kolkata stn. 256458 363BBD Bag 300527 425Dum Dum Jn. 273125 410Patipukur 81728 116Burra Bazar 298746 423Eden Gradens 94441 134Sova Bazar 220894 364Bag Bazar 225433 371Remount Road 79080 112Tala station 203897 288Khidirpur 103108 146Princep Ghat 120817 171Majerhat station 219845 311

CBD

CIRCULAR RAILWAY CONNECTIVITY CHARACTERISTICS

Inferences: Lack of proper transport supply at each stations No provision of para transit at the stations.

Average no. of Busstops (within 1.5kmcatchment area)

5-6 nos.

Frequency (min) 7-10 min

Fare0-3km - Rs. 6, 3-

6km - Rs. 7

all stations haveaccess to bus stopswithin catchment

area

Bus

Average no. of stations(within 1.5kmcatchment area)

1-2 nos.

Frequency (min) 3-5 min

Fare0-5km - Rs. 5, 5-

10km - Rs. 10

southern part ofthe C_railway

stations don't haveaccess to metro

station

Metro

Average no. of stops(within 1.5kmcatchment area)

6-7 nos.

Frequency (min) 25-30 minFare Rs.4 - Rs.7

Most of the stationshave tram stops

within catchemntarea

Tram

Average no. of stops(within 1.5kmcatchment area)

1-2 nos.

Frequency (min) 15-20 minFare Rs.7 - Rs.10

Ferry

Most of the stationsdon't have ferry

connectivity

CIRCULAR RAILWAY PASSENGER CHARACTERISTICS

Inferences: More than 30% passengers are dependent on C_railway Most of the passengers are suburban passengers

Passenger Typology: Access-Dispersal Mode:

84% passengers are suburban passengers. 32% passengers disperse within 1 km by walk and

average passenger’s trip length is within 1.5km. Maximum 65% passengers take 10 mins to access and

disperse from/to station. 40% line haul passengers take50 mins times to travel.

Rail passenger- both side walk- only dependent on Circularrailway.

A type 2000-20000B type 1000-2000C type 100-1000

Station Category

Based on Ridership

Inferences: Walk is the predominant mode of transport Avg. dispersal trip length is only 4% of the total trip length

Classifications

Station NameAvg. Dispersal

Trip length(km)

Avg. line haultrip length

(km)

Avg. Triplength(km)

Avg.Dispersal

time (min)

Waitingtime(min)

WalkShare (%)

% ofDispersal to

Line haul

% ofDispersalto Total

trip lengthkolkata Stn. 1.46 16.63 18.09 7.5 12.5 85% 8.8% 8.1%BBD Bag 0.67 29.93 30.6 5.8 12 79% 2.2% 2.2%Dum Dum jn. 0.96 10.22 11.18 8.7 15.3 64% 9.4% 8.6%Patipukur 1.02 19.15 20.17 9.5 13.8 54% 5.3% 5.1%Burra Bazar 0.68 23.17 23.85 8 12.3 99% 2.9% 2.9%Eden Gradens 1.39 26.27 27.66 9.4 12.1 17% 5.3% 5.0%Sova Bazar 0.81 24.23 25.04 8.3 14.4 88% 3.3% 3.2%Bag Bazar 1.07 14.07 15.14 7.9 15 38% 7.6% 7.1%Remount Road 1.43 8.27 9.7 9.6 15 1% 17.3% 14.7%Tala station 0.72 17.16 17.88 7.8 14.8 90% 4.2% 4.0%Khidirpur 1.5 14.02 15.52 9.7 13.4 1% 10.7% 9.7%Princep Ghat 1.11 24.86 25.97 6.6 15 55% 4.5% 4.3%Majerhat station 1.68 14.44 16.12 10.4 15 5% 11.6% 10.4%

A

B

C

Avg. length of dispersal trip isabout 5.5% of the avg. mainline haul trip length and 4% oftotal trip length

Access-Dispersal Mode:

Maximum 60% of C_railway passengers areconsidered walk as predominant mode ofaccess dispersal.

60 %4 %

5.5%

CIRCULAR RAILWAY PASSENGER CHARACTERISTICS

DEMAND ASSESSMENT ON CIRCULAR RAILWAY

UTILITY MODEL 1: Shift from Metro to Circular Railway

UTILITY MODEL 2: Shift from Other competing modes to Circular Railway

A utility based mode choice model was developed taking into account the travel time, travel costsand level of service attributes of the competing alternative travelling modes

To assess the existing travel behaviour of the passengers and also the potential shift which mayresult owing to improvements in service levels and operating environment of circular rail

Parameters: Line haul Time, Line haul Cost, Waiting Time, Access/Dispersal time, Access/DispersalCost. 80% samples are used for the equation and 20% samples are used for validation the equation

Parameters: Travel cost, travel time, Waiting Time, 80% samples are used for the equation and 20%samples are used for validation the equation

DEVELOPMENT OF ALTERNATE STRATEGIES The present system is underutilized has a potential to meet city’s growing travel demand. A number

of strategies need to be explored to revitalize C_railway and for assessing the ridership potential onC_railway.

Strategy Impact: System Performance User satisfaction Environmental impact

Business As UsualIn BAU the passenger demand hasn’tbeen restricted by any assumptions orconditions and the growth is calculatedbased on the present trend

Improvement in Service frequencyand Fare level of C_railwayPassenger shift towards C_railway wasfound by improving service frequencyand fare level of Circular railway

Completion of Entire CircularNetwork (Loop)More number of passenger shift towardsC_railway was found by completion ofentire circular loop

Improvement in station Connectivityby Transit systemA portion of metro line users wereassumed to be travelling by C_railway byimproving in station connectivity by transitsystem

Improvement in potential ridershipby re-densification in catchmentareaPassenger shift towards C_railway wasfound by re densification in catchmentarea

1

2

3

4

5

Strategy Base Development:

APPLICATION OF MODEL IN ALTERNATE STRATEGY DEMAND ASSESSMENT

STRATEGIES

Business As Usual

Improvement in stationConnectivity by Transitsystem

Improvement in Servicefrequency and Fare levelof C_railway

Improvement inpotential ridership by re-densification incatchment area

Completion of EntireCircular Network (Loop)

CONCEPT

Passenger growth ratebased on the present

usual trend

50% reduction in waitingtime and 10% reductionin access-dispersal time

50% reduction in waitingtime and 50% increase inC_railway passenger fare

Densification based onavailable un-developed

area

Circular Loop

INPUTS

Daily boarding passengers– secondary data (growth

rate factor – 1.03)

Utility Model 1 +C_railway waiting time +

C_railway A_D time+annual Metro passengers

Utility Model 2 + C_railwaywaiting time + C_railway

fare + annual passengers ofother modes

Strategy 3 ridership +additional passenger afterre-densification based on

employment and householdsize (40,000 pass)

Strategy 3 ridership +estimated passenger fromnew catchment area based

on the density andregression equation

(21,000 pass)

2020 2025DEMAND

0.43 lakh 0.50 lakh

0.47 lakh 0.54 lakh

0.72 lakh 0.9 lakh

1.12 lakh 1.30 lakh

0.93 lakh 1.11 lakh

1

2

3

4

5

STRATEGY 1: BUSINESS AS USUAL STRATEGY

ParametersYear 2020 2025Ridership (Daily Boarding) 43,172 50,048HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.85 0.99Passenger km/day 6,47,580 7,50,720Average cost / Passenger km Rs. 0.36 Rs. 0.32Average fare/ km Rs. 0.33 Rs. 0.33Loss/profit in cost/pass km -0.03 0.01

32 nos. (16 train/direction)

System Performance

30 min2

2020 202543,172 50,048

Circular railway Passengers

Inferences: Load factor will increase more than 20% in

horizon years. system will operate in loss

In this strategy the C_Railway passenger’s growth hasn’t been altered by any assumptions or by anyother factors.

The growth is calculated based on the present usual trend, same headway, frequency, operatingtime and numbers of trains were considered to evaluate system performance.

Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High

2020 0.85 19.7% Within Safe load High2025 0.99 39.4% Crush Load Moderate

User Satisfaction

STRATEGY 2: STATION CONNECTIVITY IMPROVEMENT

ParametersYear 2020 2025Ridership (Daily Boarding) 47,300 54,500HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.52 0.6Passenger km/day 7,09,500 8,17,500Average cost / Passenger km Rs. 0.66 Rs. 0.58Average fare/ km Rs. 0.33 Rs. 0.33Loss/profit in cost/pass km -0.33 -0.25

15 min

System Performance



2020 0.52 -26.8% Within Safe load High2025 0.6 -15.5% Safe Load High

User Satisfaction

2020 202547,300 54,500


Inference: Shift from Metro to C_Raiway is found very less. System will run in loss because metro is more preferable than commuter rail.

In this strategy the outcomes of C_Railway and Metro railway passenger’s surveys were used tocalculate the passenger shift from Metro to C_Railway.

A particular section of the Metro line is considered here from Dum Dum station to Esplanadestation and the Metro users were interviewed based on various attributes and with respect to thatthe conclusions were made.

Utility Model 1+ Concept 2 = Passdemand

STRATEGY 3: SERVICE FREQUENCY AND FARE LEVEL IMPROVEMENT

ParametersYear 2020 2025Ridership (Daily Boarding) 72,000 90,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.79 0.98Passenger km/day 10,80,000 13,50,000Average cost / Passenger km Rs. 0.24 Rs. 0.35Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.26 0.15

System Performance

15 min4



2020 0.79 11.3% Within Safe load High2025 0.98 38.0% Crush load Moderate

User Satisfaction

Inference: After increased in fare structure, it is found that passengers are willing to shift

from other modes to Circular Railway.

Environmental impact: In 2025, 17% emission

is reduced for shiftingfrom Bus to C_railway.

2020 202572,000 90,000


Bus, Metro and Tram are considered as other modes and users were interviewed based on variousattributes and with respect to that the conclusions were made.

it is found that 14.5% of Metro users, 15% Bus users and 19.5% tram users will be shifted toC_Railway.

Fare and waiting time- the two most important factors are considered in this strategy.

Utility Model 2+ Concept 3 = Pass demand(Shift from Bus, Metro and Tram)

STRATEGY 4: RE-DENSIFICATION

ParametersYear 2020 2025Ridership (Daily Boarding) 1,12,000 1,30,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.92 1.07Passenger km/day 16,80,000 19,50,000Average cost / Passenger km Rs. 0.35 Rs. 0.31Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.15 0.19

System Performance

15 min4



2020 0.92 29.6% Crush load Moderate2025 1.07 50.7% Super crush load Low

User Satisfaction

2020 20251,12,000 1,30,000


Inference: Based on those three zones, additional population

and employment were calculated and combinewith strategy 3.

Additional 40000 passengers will be increasedafter re-densification along the circular railway

In this strategy, three zones are demarked based on the existing density of the catchment area andland use of the areas.

Three zones are 400m, 800m, and 1.5km radius catchment area. The outcomes of three zones’ density, FAR, building heights, built up areas were used to find out

the re-development opportunities along the C_Railway corridor.

Strategy 3+Concept 4= Pass demand

STRATEGY 5: COMPLETION OF CIRCULAR LOOP

ParametersYear 2020 2025Ridership (Daily Boarding) 93,000 1,11,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.76 0.91Passenger km/day 16,80,000 19,50,000Average cost / Passenger km Rs. 0.42 Rs. 0.36Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.08 0.14

12 min5


System Performance


2020 0.76 7.0% Within Safe load High2025 0.91 28.2% Crush load Moderate

User Satisfaction

2020 202593,000 1,11,000


Inference: This loop will provide a link for suburban

passengers to the central areas of the city. Theloop connects more origin and destination points.

In this strategy, other stations and railway sections are found out to complete the loop. Assume same trip length for those selected stations and find out population and density within

1.5km to calculate ridership using Regression analysis. Consider railway section and examine frequency and headway with suburban railway services.

Stratgy 3 + concept 5= Passdemand

Estimated passenger = 21100

COMPARATIVE EVALUATION OF ALTERNATE STRATEGIES2020 2025

15 min, 4

50%15 min, 4

50%12 min, 5

60%12 min, 5

60%

7.5 min

50%

Headway &Frequency

30 min,2

7.5 min

50%6 min

60%6 min

60%15 min

Waiting Time

0.99

39%0.60

16%0.98

38%1.07

51%0.91

28%Peak HourLoad factor

Rs. 0.32

27%Rs. 0.58

16%Rs. 0.35

20%Rs. 0.31

26%Rs. 0.36

18%Average costper pass. km

Rs. 0.33 Rs. 0.33 Rs. 0.50

52%Rs. 0.50

52%Rs. 0.53

61%Average pass.

fare/km

Rs. 0.01

+Rs. 0.25

-Rs. 0.15

+Rs. 0.19

+Rs. 0.14

+Loss/ Profit in

Cost/passengerkm

Increase

Decrease

+-

Profit

Loss

30 min,215 min, 4

50%15 min, 4

50%12 min, 5

60%12 min, 5

60%

15 min7.5 min

50%7.5 min

50%6 min

60%6 min

60%

0.85

20%0.52

27%0.79

11%0.92

30%0.76

7%

Rs. 0.32

18%Rs. 0.24

45%Rs. 0.35

20%Rs. 0.42

5%Rs. 0.66

50%

Rs. 0.33Rs. 0.33Rs. 0.50

52%Rs. 0.50

52%Rs. 0.53

61%

Rs. 0.03

-Rs. 0.33

-Rs. 0.26

+Rs. 0.15

+Rs. 0.08

+Loss/ Profit in

Cost/passengerkm

Average pass.fare/km

Average costper pass. km

Peak HourLoad factor

Waiting Time

Headway &Frequency

1 2 3 4 512345

Existing:Headway – 30 minFrequency – 2Waiting time – 15 minPeak hour load factor – 0.71Avg. cost/pass km – Rs. 0.44Avg. pass fare/km – Rs. 0.33

Strategy 3 (systemimprovements -frequency,fare policy) is identified asshort term improvementstrategy.

Strategy 5 (Completion ofentire circular) is identifiedas long term improvementstrategy.

SUMMING UP

The present study highlights the impending need to evolve or revitalize for Circular Railway in cityof Kolkata because Circular railway is an asset of Kolkata.

In the absence of proper system performance, integration with other modes of transport, it isobserved that the circular Railway has potential fruitful role in meeting mobility needs of the city.

the system is confronted with problems such as low frequency, long waiting time for commutersand poor inter modal linkages .

In future it is estimated that about 15-16% passenger shift from other modes to Circular railwayand 50% reduction in Headway time, 15-20% increase in load factor, which supports increasedpatronage on these systems.

The study also has demonstrated the application of various strategies such as systemimprovement, connectivity and fare structure improvement in order to revitalize the presentCircular railway system.

Amongst all the alternate strategies it is concluded that strategy 3 of system improvements(frequency, fare policy) would result in maximum shifting from other modes to Circular railway andminimum waiting time and better system performance. So this is identified as short termimprovement strategy.

In addition the study also identified long term improvement strategy as strategy 5- completion ofentire Circular railway loop. It is more beneficial than other strategies.

Recommendation:

Findings:

The present research is confined only how to revitalize or evolve Circular Railway incity of Kolkata. Further study will be micro level studies for different stations andit’s catchment area to evaluate the provision of dual track proposal of full network.

THANK YOU

Dual Track Proposal

Station Improvement

revitalization strategies for urban circular...

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