Kolkata’s tram supporters make a last-ditch effort

Aiema Tauheed, Kolkata

AFTER decades of being an important part of Kolkata’s public transport system, trams are on the verge of being pulled off the streets and used only for their heritage value to give joyrides to tourists.

Restraining the state government is a last-minute directive from the Calcutta High Court which has agreed to examine a petition by a public-spirited group of city-dwellers who point out that trams are good for the environment and interwoven with the life of the city.

For the Kolkata Tram Users’ Association (KTUA), the intervention of the court is part of its last-ditch effort to prevail on the state government which has reduced tram routes from over 50 to just three in the city. These are the routes from Esplanade to Shyambazar, from Esplanade to Gariahat and from Tollygunge to Ballygunge.

“It is not a victory as yet. It is a welcome pause, but we don’t know which way things will go. Efforts to remove trams in Kolkata have a long history with bus operators and the automobile lobby influencing the government,” says Dr Debashish  Bhattacharya, founding president of the association.

Dr  Bhattacharya, who worked as a scientist in protein biochemistry and enzymology at CSIR-Indian Institute of Chemical Biology (CSIR-IICB), explained that he has no professional connection with tramways but is passionate about public transport, especially rail-based systems like railways and tramways.

In a room where Rabindranath Tagore’s portrait on the wall shares space with pictures of various trams, Dr Bhattacharya, silver-haired and reflective, sits in what he calls the association’s office. With a soft smile, he confesses how he would often skip school to explore Calcutta, discovering its nooks and crannies from the comfort of a tram seat.

He recounted that the KTUA was officially formed in 2016, inspired by Australian tram employee Roberto D’Andrea, who visited Kolkata several times to raise awareness about the benefits of tramways. During a felicitation function for D’Andrea at the Esplanade tramways control room, a group of pro-tram activists and civilians, including Dr Bhattacharya, decided to set up the  association.

It began working formally to advocate the continuance of tramways. The association also educates citizens about the benefits of tramways, which actually improve the quality of urban life.

There have been at least two court hearings, says Dr Bhattacharya, that have resulted in orders — though not final verdicts — which favour the preservation of trams. 

These orders prohibit bituminizing tram tracks or selling and scrapping tramway assets like cars and depots. Yet authorities are continuing to defy such legal restrictions, including bituminizing tram tracks, which is currently illegal under the stay order.

Dr Bhattacharya said that while a public-private partnership (PPP) model could be a viable solution, the authorities seem determined to shut down the tramways. After decades of serving as a crucial part of Kolkata’s public transport system, trams are now on the brink of being reduced to mere heritage attractions, instead of being a respected part of Kolkata’s transport system.

The legal struggle gained momentum when two Public Interest Litigations (PILs) were filed almost simultaneously in the Calcutta High Court. Advocate Sulagna Mukherjee filed a PIL focusing on the financial aspects, land sales, and corruption associated with the tramways.

Almost at the same time, a citizen group, People United for Better Living in Calcutta (PUBLIC) filed a case to prevent the bituminization of tram tracks. These cases were later clubbed together and in 2023, the High Court directed the formation of a committee to recommend actions aimed at restoring the tramways.

Public support for trams has grown in recent years

Unfortunately, alleges Dr Bhattacharya, the committee’s leadership — comprising the managing director and deputy managing director of the West Bengal Transport Corporation (WBTC), both seen as anti-tram and aligned with the state government — skewed the process. Proposals from pro-tram activists were excluded from the minutes, while anti-tram suggestions were incorporated. Although the minutes were circulated, the final version submitted to the court remains unknown, despite repeated protests from the tramways association.

Frustrated with the role of the state government, Dr Bhattacharya said it was working to tarnish the reputation of trams by promoting the idea that they are outdated and only suitable for museum displays.

He noted that systematic efforts have been made to make trams appear unreliable and useless. For example, a timetable posted at the Shyambazar terminus about two years ago vanished within days, suggesting corruption and deliberate sabotage. An affidavit is expected to be filed at the earliest.

Dr Bhattacharya says their case is bolstered by the extensive documentation they have gathered, which supports their stand with solid reasons.

He also noted that public awareness and support for the tramways have grown significantly, with more people speaking up on social media in favour of preserving the trams. This, he believes, is a significant success in their efforts to mobilize the people and protect this vital part of Kolkata’s heritage.

The government, however, says it is getting rid of trams in the interests of road safety. It claims that tram tracks criss-crossing the city’s streets have been the cause of accidents. Trams also slow down traffic, adding to the city’s already notorious traffic jams.

Dr Bhattacharya retorts that these are mere excuses. Where are the numbers to back such claims, he asks. On the contrary, trams have served Kolkata well for generations. They are easy to board and alight from. They are gentler and have fewer service needs than buses, for instance. And, of course, trams are much cheaper to instal and keep in service.

“Trams have played a pivotal role in shaping the city’s cultural and social life,” he says. Trams bring together people from all sections of society. Children have learnt to navigate the city using trams, a shared experience that transcended social boundaries.

Removing them would not only disrupt transport networks but also erase a significant part of Kolkata’s history. The tram routes weren’t just about getting from one place to another. They connected many of the city’s most important institutions, hospitals and markets. Calcutta University and Calcutta Medical College are examples.

In the era of global warming, having a functioning tramway system is the best environmental statement that Kolkata can make as a sustainable city, he points out.

While Kolkata’s tram system has been slowly dismantled, the global trend has been just the opposite. Cities across the world have recognized the benefits of trams and have reintroduced or expanded their tram networks.

Dr Bhattacharya says in cities like San Diego in California, trams are viewed as the future of urban transport, providing a sustainable and economical solution to traffic congestion and pollution. The financial viability of trams has been proven repeatedly, as they offer lower operational costs compared to buses, especially as long-term investments.

“Dismantling Kolkata’s tram system would be a costly mistake, both financially and environmentally,” he warns.

The seeds of this decline began in the early 1990s when the then transport minister under the Left Front government declared that trams would die a natural death due to obsolescence. Ironically, this announcement came just a year after Kolkata procured its last tram car with World Bank assistance.

Once financial aid for tramways ceased, the focus shifted to buses, which were perceived as being more modern and efficient. However, this shift overlooked the higher operational costs associated with buses, which have a much shorter service life compared to trams. While a tram can serve the city for decades, buses need frequent replacements, leading to continuous financial outlays, raising suspicions of corruption within the transport department.

Between 1990 and 1992, several tram depots were dismantled. Functioning tramcars were sold off as scrap, ostensibly to make room for the newly acquired buses. The rationale cited was that buses were more efficient. But critics argue that this move was driven more by the potential for kickbacks from bus manufacturers and suppliers.

Buses, unlike trams, have a lucrative market for spare parts and fuel, both of which are prone to theft and mismanagement. Trams, on the other hand, run on electricity, which cannot be easily siphoned off, making them less attractive for those looking to profit from the public transport system. The shift from trams to buses thus seemed more like a politically motivated decision than one based on efficiency or public interest.

Kolkata’s tram system, if preserved and modernized, could serve as a model for sustainable urban transport in India. The infrastructure, although neglected, still exists, and restoring the tramways would require only a moderate fraction of the investment needed to expand other forms of transport like the Metro rail.

Dr Bhattacharya  expressed concern over the unutilized heritage value of Calcutta Tramways, which he called a “living industrial heritage”. He drew a parallel with the Darjeeling Himalayan Railway (DHR), which has a UNESCO World Heritage tag.

Calcutta Tramways meets all the criteria for such recognition, he says. However, unlike the DHR, which Indian Railways is committed to maintaining intact, in this case the West Bengal Transport Corporation (WBTC) aims to uproot the tramways.

If the tramways are likely to be destroyed in a year or two, UNESCO is hardly likely to bestow the World Heritage tag. This underscores the precarious situation facing the tramways and the glaring missed opportunity for the city of Kolkata.