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DRAFT Report On Clean Air Action Plan
DRAFT Report On Clean Air Action Plan
2. GUIDING PRINCIPLES 9
2.1 Leveraging Green City Mission 10
REFERENCES 139
ANNEXURE 140
The order of the Hon’ble National Green Tribunal dated May 2, 2022 in the
Original Application No. 171/2016/EZ with M.A. No.57/2018/EZ, has directed
“constitution of a joint Committee comprising Secretary Environment, Secretary
Transport, Secretary Urban Development, Secretary Local Bodies, (all West
Bengal govt), CPCB and State PCB to prepare/update action plan for Kolkata
metropolitan Area for control of air pollution. Secretary Environment will be nodal
agency for compliance. The joint Committee may meet within one month and
finalize/update its plan within three months. It may consider outline of suggested
plans in the order dated 8.10.2018, quoted in para 11 and 12 above and other plans
finalized by AQMC in respect of NACs in the State of West Bengal, in pursuance
of the said order. It will be open to any stake holder to put forward suggestions for
consideration of the Committee. The Committee will also be free to interact with
any other expert/institution/department on the subject.”
Extensive consultation has been carried out with the concerned departments and
implementing agencies in all the key sectors of air pollution control in KMA (see
Map 1: Urban Local Bodies in Kolkata Metropolitan Area). The submissions from
the departments and urban local bodies, existing scientific literature, relevant
policies, regulations, programmes and funding schemes of the state and central
government have been reviewed to assess the current status of policies and
implementation to identify the roadmap for the KMA region.
The geographical scope of this plan is the entire KMA area that extends to
over a great part of the six districts situated on either side of the Hooghly River
namely Kolkata, Howrah, Hooghly, Nadia, North 24 Parganas and South 24
Parganas. The KMA comprises of four Municipal Corporations (MC) and 37
Municipalities (M).
This report has grouped all ULBs in two blocks: i) Kolkata-Howrah and
Bidhannagar and ii) larger KMA region. This reflects the variation in the level of
urbanisation, infrastructure, differentiated approach between bigger cities of KMA
and the smaller municipalities. There are three cities in the KMA area—Kolkata,
Howrah and Barrackpore—that have been designated as non-attainment cities
under the National Clean Air programme (NCAP). These cities have prepared
their initial clean air action plans.
This multi-sector action plan includes within its scope the diverse strategies across
the sectors of air quality monitoring and management, emissions from industry,
power plants, vehicles and transportation, municipal solid waste, landfill fires,
construction and demolition waste, road dust and open areas and household
pollution. This has also considered episodic pollution like crop residue burning.
This plan takes cognizance of the fact that several interventions have been initiated
in different sectors therefore the next steps need to build on this baseline to improve
systems, infrastructure, regulations, implementation strategies, compliance and
enforcement framework, institutional and funding mechanism in each sector of
pollution control.
Efforts have been made to initiate direct engagement with 41 urban local bodies
in KMA to assess their respective issues and to have a granular view of the local
imperatives.
Priority strategies have been identified for each sector. Accordingly, agencies
responsible for implementation and the timeline for the action have been identified.
The measures are divided into short term (up to one year), medium term (one to
three years) and long term (three to five years).
• Clean air is achievable and is urgently needed to protect public health, wellbeing
and increase productivity.
• Clean air solutions need to be equitable, affordable, innovative
• Strong scientific and knowledge support is needed for air quality management.
• Clean air targets can be met with multi-sector action and system based
approach.
• Regional-level approach can maximize air quality gains
Source: Based on data provided by SUDA, KMC and Bally Municipality; generated by CSE
10
Note: Real-time stations as per the data on CPCB Website on August 1, 2022. Manual stations as per the NAMP report 2020.
Source: Analysis based on CPCB data
11
The most of the KMA area is dependent on 33 manual monitoring stations which
are distributed among 13 ULBs. KMC has 13 manual stations, BMC has six, HMC
has four, and the ULBs of Bansberia, Baranagar, Barasat, Barrackpore, Hooghly-
Chinsura, Kalyani, Khardah, Madhyamgram, Rishra, and Uluberia have one
manual station each. Additional two manual stations are located in rural areas.
The two are in the Panchayat Samity Area (see Map 2: Distribution of real-time
and manual monitors of KMA).
Further strengthening of the KMA wide monitoring grid, especially real time
monitoring, can help to track compliance with National Ambient Air Quality
Standards in the region, assess regional scale and urban background level, identify
local pollution hotspots, assess trans-boundary movement of pollution, and can
disseminate information on air quality index for daily alerts for public information.
This can generate more robust data on the key criteria pollutants including PM2.5
and ozone for the entire KMA area.
To estimate the number of monitoring stations for each ULB, CPCB in consultation
with SPCBs has set criteria for the installation of manual monitoring stations
(NAMP) and continuous ambient air quality monitoring stations (CAAQMS) in
2018. To strengthen the criteria, it has included population along with different
profile activities such as transport, commercial, industry, etc. (see Table 1a: Air
Quality Monitoring network design criteria). This population-based framework
requires minimum four stations for 1,00,000- 5,00,000 of population, six stations
for 5,00,000- 10,00,000, eight stations for 10,00,000- 50,00,000, and 16 stations
for cities with population greater and equal to 50,00,000 of population. This
indicates requirement of manual and real time monitoring. (see Table 1b: Number
of monitoring stations in Municipality and Municipal Corporation area of KMA)
19 Hooghly-Chinsura 0 1 1,77,259 1 3 4
Municipality
20 Howrah Municipal 2 4 10,77,075 5 3 8
Corporation (HMC)
21 Kalyani Municipality 0 1 1,00,575 1 3 4
13
35 Rajpur-Sonarpur 0 0 4,24,368 1 3 4
Municipality
36 Rishra Municipality 0 1 1,24,577 1 3 4
41 Uttarpara-Kotrung 0 0 1,59,147 1 3 4
Municipality
Source: Central Pollution Control Board (CPCB) air quality monitoring network guidelines, 2018. (https://greentribunal.gov.in/sites/
default/files/all_documents/Report%20in%20OA%20no%20681%20of%202018%20AQM.pdf)
Status of air quality: The air quality data available from the existing real time and
manual monitors are indicative of the air quality in specific cities and also of the
KMA region. In Kolkata, there has been an overall improvement of 23 per cent
in PM2.5 concentration since 2019. Another 61 per cent reduction in the annual
average can help to meet the National Ambient Air Quality Standards for PM2.5
(see Graph 1: Long-term trend in PM2.5 concentration in Kolkata).
Howrah shows a declining trend since 2019. Another 38 per cent reduction is
needed to meet the National Ambient Air Quality standards (see Graph 2: Long-
term trend in PM2.5 concentration in Howrah).
Howrah has been trending downward since 2019. In order to meet the national
ambient air quality criteria, another 53 per cent reduction is required (see Graph
4: Long-term trend in PM10 concentration in Howrah).
14
Note: Data from following CAAQM stations where continuous data is available: RB University and Victoria stations.
* Data up to August 21, 2022.
Source: CPCB real-time data
Note: Data from following CAAQM stations where continuous data is available: Ghusuri and Padmapukur stations.
* Data up to August 21, 2022.
Source: CPCB real-time data
Note: Data from following CAAQM stations where continuous data is available: RB University and Victoria stations.
Source: CPCB real-time data
15
Note: Data from following CAAQM stations where continuous data is available: RB University and Victoria stations.
Source: CPCB real-time data
Manual data available for only PM10 for a limited period of April, May and June
2022 provides an indicative trend. These monthly averages cannot be compared
with either 24-hour average or annual standards (see Graph 3: Trend in summer
PM10 concentration in KMA based on manual monitoring data).
Note: Monthly average (April–June) of city is based on mean of daily PM10 values recorded at manual stations of KMA.
16
Note: Average PM2.5 concentration is based on mean of daily values recorded at seven CAAQM stations in Kolkata and three CAAQM
stations in Howrah that have adequate data for all four years. Cell colour is based on the official colour-scheme of AQI sub-categories.
Graded Response Action Plan (GRAP): Smog episodes during winter require
implementation of Graded Response Action Plan. These are pre-defined emergency
measures for each category of National Air Quality Index (AQI) category that need
to be implemented during the days when the AQI reaches poor, very poor and severe
categories. Emergency action is needed to arrest the peaking of extreme pollution
during smog episodes when pollution is trapped due to atmospheric inversion and
cool and calm winds during cold winters. These measures help prevent adding
of more pollution when the natural ventilation index is low and pollution cannot
disperse. These are temporary measures. While during winter the enforcement
mechanism for all pollution sources including waste burning, construction,
traffic, industry, trucks, DG sets, solid fuel burning etc need to be strengthened
intensified with stringent monitoring, more restrictive measures targeting these
17
pollution sources are needed for the duration of the poor, very poor and severe
days. If the situation worsens then more action needs to be added progressively. A
Task Force on GRAP may be formed for monitoring of the situation and to plan
advance action as per the GRAP measures if air quality worsens.
Satellite-based air quality monitoring: The State Pollution Control Board has
already initiated technical studies on air quality assessment based on satellite
remote sensing based estimation from satellite retrievals of Aerosol Optical
Depth. This can help to assess spatial and temporal data gaps in the KMA region
and capture the air quality gradient at regional to local. NCAP has also taken this
approach on board. This however does not replace the ground based regulatory
grade measurements as it requires validation from ground monitors. This helps
to improve the accuracy of the estimates, calibration and validation of data and
also provide a much larger regional level coverage that may not always be possible
with regulatory monitors. This may be taken forward for the larger regional
requirements.
18
The Central Pollution Control Board (CPCB) has constituted a committee for
development of network of air quality monitoring to frame operational guidelines
and protocol for monitoring air quality. CPCB is considering a pilot study on air
sensors. The Bureau of Indian Standards is currently developing standards for air
sensors. However, CPCB has permitted the use of air sensors for other applications
like monitoring dust control measures in construction sites, on roads and in hot
spots etc.
These studies broadly indicate that all the combustion sources together including
industry and thermal power plants, transport, household pollution, open burning,
hot mix plants together contribute more than 70 per cent of the total pollution
load in Kolkata and Howrah and the rest are dust pollution from roads and
construction. Similarly, SAFAR that has considered more diverse set of pollution
sources has found that the combustion sources together add up to more than 90
per cent of the pollution load. Vehicles and industry are among the key sources.
As a next step more comprehensive and detailed SA and EI study for the entire
KMA region can help to inform the policy and implementation strategy.
19
20
Coal combustion 22 7 9 11
Vehicle 22 19 25 31
Wood combustion 11 20 15 11
Road dust 10 10 1 2
Open burning 4 8 5 4
Agricultural waste
2 8 - 2
burning
Kerosene burning 2 1 -
Secondary aerosol 20 28 32 27
Unaccounted 7 -1 13 12
Source: National Environmental Engineering Research Institute (CSIR-NEERI), 2019. PM10 and PM2.5 Source Apportionment Study
and Development of Emission Inventory of Twin Cities Kolkata and Howrah of West Bengal. West Bengal Pollution Control Board,
Kolkata
The State Pollution Control Board may also develop and maintain a live and
independent inventory of all pollution sources in the KMA region for proper
planning action.
The future studies may also assess the regional movement of pollution and regional
influence on local air quality to refine regional level action in the KMA region. This
will help to assess the impact of upwind pollution sources on downwind areas. A
study by the Bose Institute released in 2021 shows that close to a quarter of the
PM2.5 load comes from outside Bengal.3 The NCAP has also highlighted the need
for the regional approach for an integrated action plan for improving air quality.
21
Currently, steps are being taken to inspect open burning and to respond to public
grievance. But the systemic solution to the problem is possible with a robust waste
management system built on 100 per cent collection, segregation, material recovery
and recycling to minimize use of dump sites and landfill sites. Without this system
waste will accumulate in open spaces and it will be burnt for easy disposal.
There are already a set of initiatives and regulatory programmes that are in place
such as Swachh Bharat Mission 2.0 (SBM 2.0) and Nirmal Bangla programme,
22
Under these programmes and particularly under SBM2.0 already targets and
mandates have been set for the ULBs. All ULBs have been mandated to remediate
legacy waste through bio mining, enforcement and incentives for segregation
through bylaw level interventions, augmentation of capacity for treatment–
processing–recycle–recovery to meet the existing and projected generation of
municipal solid waste and divert maximum waste from reaching the landfill. The
ULBs have been given the target to reduce landfilling of solid waste for a maximum
of 20 per cent by 2025.
This requires 100 per cent source segregation (wet and dry including plastic,
domestic hazardous waste from each household) 100 per cent door to door collection
of segregated waste from each household; 100 per cent scientific management
of all fraction of waste, minimal use of single use plastic, and digital tracking of
services. The focus is also on phased reduction of single use plastic. Time-bound
implementation of SBM2.0 can minimize the problem of waste burning.
23
As dedicated funding is available for waste management under the 15th Finance
Commission and ULBs can also avail of performance linked Additional
Central Assistance (ACA) for managing legacy waste and additional treatment
infrastructure, this can be leveraged for clean air action. Disbursement of ACA
requires cities with less than 10 lakh population to complete bio remediation
by March 2024. The funding is linked with creation of additional facilities for
treatment and waste management performance. If cities do not achieve at least
60 per cent segregation by 2023, cities would not be entitled to receive further
additional central assistance. This therefore sets the target, mandate and the
timeline for all the ULBs in KMA.
Waste generation
Waste generation is closely linked to the population size and socio-economic
characteristics of a city. The higher the income profile in a city, the more is the
waste generation. KMA comprises 41 ULBs with a total population of 13,039,899
according to Census 2011. There are 2,908,844 households. The largest ULB in
KMA is Kolkata Municipal Corporation with a population of 44 lakh. It is followed
by Howrah (1,077,075), Bidhannagar (618,358) and Maheshtala (448,317)
according to Census 2011. Among the 41 ULBs of KMA, there are four municipal
corporations and rest are small and large size municipalities
KOLKATA MUNICIPAL…
UTTARPARA-KOTRUNG…
NORTH BARRACKPORE…
Chandannagar Municipal…
BIDHANNAGAR MUNICIPAL…
SERAMPORE MUNICIPALITY
NAIHATI MUNICIPALITY
RISHRA MUNICIPALITY
TITAGARH MUNICIPALITY
BAIDYABATI MUNICIPALITY
BALLY MUNICIPALITY
BANS BERIA MUNICIPALITY
BARRA CKPORE MUNICIPALITY
BARANAGAR MUNICIPALITY
BARASAT MUNICIPALITY
BARUIPUR MUNICIPALITY
BHADRESWAR MUNICIPA LITY
BHATPARA MUNICIPALITY
KALYANI MUNICIPALITY
KAMARHATI MUNICIPALITY
KANCHRAPARA MUNICIPALITY
KHARDAH MUNICIPALITY
KONNAGAR MUNICIPALITY
MADHYAMGRAM MUNICIPALITY
MAHESHTALA MUNICIPALITY
ULUBERIA MUNICIPALITY
24
25
Communication Technology (ICT) tools are also part of the policy to include as
much citizens as possible in the integrated waste management in the state.
Out of the 41 ULBs, Kolkata Municipal Corporation has notified bye-laws for solid
waste management in 2020. According to SUDA, solid waste bye-laws have been
drafted which are now awaiting legal vetting. Once vetted and notified, these bye-
laws will be adopted by all the ULBs of West Bengal.
KMA generates around 9291.26 tonnes per day (TPD) of fresh waste according
to SUDA. Kolkata Municipal Corporation generates the highest quantum of solid
waste with 4,590 TPD followed by Howrah Municipal Corporation with 911 TPD
(see Map 2: ULB-wise waste generation in KMA). Average waste generation in
KMA is 226.61 TPD. Bidhannagar Municipal Corporation (350 TPD), South Dum
Dum Municipality (372 TPD) daily generate more than the average waste in KMA
(see Graph 8: ULB-wise per day total fresh waste generation and Map 3: ULB-wise
waste generation in KMA).
Bhadreswar
Konnagar
Rajpur-Sonarpur
Bansberia
Bhatpara
Kanchrapara
Champdany
Bidhan Nag ar MC
Howrah MC
Chandannagore MC
Hooghly Chinsurah
Khardah
Titagarh
Baidy abati
Dank uni
Dum Dum
Kalyani
Kamarhat i
Naihati
Budge Budge
Serampore
New Barrackpore
Baruipur
Gayeshpur
Halisahar
Garulia
Kolkat a
Maheshtala
Rishra
Uluberia
Ut tarparaKotrung
Bally
Barasat
26
27
28
Ut ta rpara Kotrung
Uluberia
Tita garh
South D um D um
Serampore
Rishra
Rajpur-Sona rpur
Pujali
Panihat i
North D um D um
North Barra ckpore
New Ba rrackpore
Naiha ti
Maheshta la
Madhyamgram
Konnaga r
Kolkat a
Kha rdah
Kanchrapara
Kamarhat i
Kalyani
Howra h MC
Hooghly Chinsurah
Ha lisahar
Ga yeshpur
Ga rulia
Dum Dum
Da nk uni
Cha ndannagore MC
Cha mpdany
Budge Budge
Bidhan Nag ar MC
Bha tpara
Bha dreswa r
Baruipur
Barrack pore
Barasat
Baranaga r
Bansberia
Bally
Baidy abati
29
Hazardous waste
2%
Dry waste
38% Wet waste
60%
solid waste in KMA, which ranges from 40 per cent to 80 per cent of the total
waste
500
(see Graph 4: ULB wise waste generation with their proportion of waste).
There are two ULBs—Uttarpara and Konnagar—where the proportion of dry
400
waste is higher than the wet waste (see Map 6: ULB wise waste generation with
their
300
proportion of waste).
Graph
200
11: ULB-wise waste generation with their proportion of waste
100
0
Champdany
Howrah MC
Bidhan Nagar MC
Chandannagore MC
Titagarh
Hooghly Chinsurah
Khardah
Dankuni
Dum Dum
Kalyani
Kamarhat i
Naihati
Panihat i
Pujali
Serampore
Barrackpore
Budge Budge
New Barrackpore
North Barrackpore
Baranagar
Baruipur
Bhadreswar
Gayeshpur
Halisahar
Konnagar
Rajpur-Sonarpur
Bansberia
Bhatpara
Garulia
Kanchrapara
Kolkat a
Maheshtala
Rishra
Uluberia
UttarparaKotrung
Bally
Barasat
Baidy abati
30
Status of segregation
ULBs in KMA are prioritizing source segregation and segregated collection
and transportation of MSW. The efforts include delineation of model wards to
demonstrate segregation in rest of the wards and public awareness campaigns.
ULBs are distributing posters that guide people on how to segregate their waste
at source (see Figure 1: Posters distributed in Madhyamgram to guide people on
segregation). The ULBs are also distributing green and blue bins to enable this.
Municipal waste collectors are trained to encourage residents to segregate waste
or in some cases not take unsegregated waste from the residents.
31
32
The data shows that smaller ULBs are able to achieve better segregated collection
than the larger ULBs. For instance, Baidyabati, Barrackpore, Bhadreswar,
Bhatpara, Chandannagore MC, North Barrackpore, and Uttarpara Kotrung are
small waste generators of KMA that are conducting 100 per cent segregated waste
collection (see Graph 12: ULB-wise waste generation and percentage of waste
collected in segregated manner).
33
According to West Bengal’s solid waste policy, all Municipal Towns have been
provided with either paddled tricycle (PTC) or stationary compactors for proper
transportation and disposal at the dumping sites. A few (large) ULBs have been
provided with battery operated hydraulic tipper for collection in areas with
narrow roads.
34
Currently, ULBs are assessing their need for more primary or secondary collection
vehicles. This requirement will be submitted shortly to SUDA for either sanction
of funds or allotment of vehicles.
35
Waste disposal
The collected waste is taken to designated dumpsites. Each ULB has at least one
designated dumpsite while some have two dumpsites. Some of the ULBs share
a dumpsite as part of a cluster approach. KMA has total 36 dumpsites within
the ULB boundaries. The biggest dumpsite —Dhapa—is currently used by both
Kolkata and Bidhannagar. Pramodnagar dumpsite located within the boundary
of North Dum Dum currently caters to five ULB: Dumdum, South Dumdum,
North Dum Dum, New Barackpore and Baranagar (see Map 8: Location of
dumpsites in KMA).
Naihati municipality has three separate dumping grounds with a combined area
of 23.94 acre. ULBs like Bansberia, Bhatpara, Gayeshpur, Kalyani and Ulluberia
have two dumping grounds within their boundaries.
These old dump sites are understood as mainly un-engineered disposal areas that
need remediation to prevent leaching into the soil and water, methane emissions
and a threat to public health. Bhatpara has recently constructed a sanitary landfill
that is equipped with all required infrastructure and is yet to commission.
36
Waste treatment
Kolkata Metropolitan area has two types of waste processing units—interim
central processing unit (Interim CPU) and permanent central processing unit
(Permanent CPU). Interim CPU is a manual waste processing unit. Nirmal
Bandhus segregate the waste manually at this waste processing unit. According to
SUDA, some of the Interim CPUs have (pit or windrow) composting facilities (see
Figure 7: Windrow beds in Chandannagar covered due to rains). According to the
SUDA officials, permanent CPUs are not feasible where the incoming waste feed
is less than 30 TPD.
37
Permanent CPU, on the other hand, processes waste using machinery such as
conveyor belts and compacters (see Figure 9: Hydraulic tipper and conveyor
belt at Baidyabati RWMC). Permanent CPU is operational in a few towns, such
as Kolkata MC, Bally and Baidyabati municipality (Baidyabati RWMC caters to
Kamarati, Konnagar, Sreerampore, Chapdany and Baidyabati) (see Map 9: Types
of waste-processing units).
38
39
40
Map 11: Location of active and closed MSW dumping ground at Dhapa in KMA
41
Baranagar 240,000
Dum Dum
Baidyabati
Champdany
Rishra
1 52.00 220,794 December 2023
Serampore
Uttarpara Kotrung
Konnagar
42
Chandannagore
1 4,990.00 10,790.54 20,456.76 36,237.30 16.79 25
MC
Baranagar 4.84
Dum Dum
New Barrackpore 1 55,509.32 15,098.44 108,022.43
North Dum Dum
South Dum Dum
Kamarhati 1
Naihati 3
Bhadreswar 1
Dankuni 1
Baidyabati
Champdany
1
Rishra
Serampore
43
% physical
Quantity of Quantity of good Quantity of Quantity of
progress
No. of RDF fraction earth fraction inert fraction total fractions % of land
excluding
ULB dump removed from removed from removed from removed from reclaimed
spalling
sites site site site site (as on date)
wastage and
(tonne) (tonne) (tonne) (tonne)
moisture
Uttarpara Kotrung
Konnagar
Bansberia 2
Howrah MC 1
Bally 1
44
45
46
47
48
49
Policy and mandate: West Bengal has prepared and released a C&D waste policy
in 2022. It urges ULBs to prepare their C&D bye-laws and guides them to set up
collection systems for C&D waste. It has set a target to reach 50 per cent collection
of the generated C&D waste within 2 years of notification of the policy, 80 per cent
in the next two years and 100 per cent in another 1 year.
Among all the ULBs, Kolkata has notified solid waste bye-laws that include a few
provisions on C&D waste. The remaining ULBs are in the process of preparing
their waste bye-laws.
The same notification dated 12.06.2020 released by KMC covers the duties of waste
generators in case of demolition. The waste generated from demolition needs to
be segregated on site into concrete, steel, wood, plastics, bricks and mortar and
reused. C&D waste is to be kept within premises and there should not be littering
of waste to avoid obstruction to traffic, public or drains.
Illegal dumping and penalties: According to KMC solid waste bye-laws, a fine
of Rs 5,000 will be levied upon all generators for not storing and delivering C&D
waste in segregated manner as per schedule B of KMC solid waste bye-laws
2020. In case of disposal of C&D waste and other waste in water body, roads and
pavements, a fine of Rs 5,000 will be levied for first time, followed by Rs 7,500 for
second violation and Rs 10,000 for every repeated violation. The user fee and fine
50
Recycling facilities: The West Bengal C&D waste policy suggests setting up of
C&D waste plants in a cluster approach (see Map 12: ULB-wise recycling plant
clusters). In a cluster approach, multiple ULBs use a common facility for recycling
of C&D waste. Which ULBs should use a cluster facility may be decided based on
ease of access to the facility and its recycling capacity. There are 4 clusters falling
in KMA as per the policy (see Table 7: ULB-wise C&D waste recycling plants in a
cluster approach). Of these, the plant for Kolkata cluster is already procured and
the work order has been awarded to the concessionaire. The plant will be setup in
Patharghata at a 5 acre site. It will commence operations with a capacity of 500
TPD and will cater to the municipal areas of Kolkata and Bidhannagar.
51
52
Nadia Gayeshpur 18 30
Nadia Haringhataa 17 35
Note: a, b, c ULBs not a part of KMA but will be catered to by the respective cluster
Source: C&D waste management policy 2022
KMA will have to be prepared as this estimation includes only the projects with
a plot are of 500 sq. m and above and mostly residential buildings. Commercial
buildings, institutional buildings, industrial buildings, small scale construction
(<500 sq. m plot area), metro rail, roads and highways construction and demolitions
will generate C&D waste much above the estimate of 125,987 tonne.
53
54
Observations
• Make developers responsible for good construction practices and dust control;
C&D waste management plan to be part of building permission.
• There is need for forecasting and designing for reducing waste during the pre-
construction stage. Substantial waste materials in construction project is due
to architects’ failing to design for waste strategies during the pre-construction
stage. It is necessary to account for waste in the design. This requires guidelines
or standards for on-site construction waste reduction and management during
construction phase. This is needed for of end-of-life waste recovery, recycling,
and circularity.
• Need proactive prevention of waste through on-site construction management.
Start by designing for waste mitigation during pre-construction phase itself
and have advance waste utilization plan on-site
• Other infrastructure projects like highway and roadwork where bituminous
material forms a considerable portion of the waste, also need recycling strategy.
• Need penalty for littering or illegal dumping;
• Lower taxes on recycled products and create public awareness.
• Monitoring frameworks with qualitative and quantitative milestones .
• Need to regulate demolition activities
• Develop fiscal strategies for dust control and C&D waste management
• Need operational guidebook and appropriate capacity building
55
56
57
58
59
60
On the other hand public transport buses and para transit like the three wheelers
that are expected to provide the public transport service have declined steadily.
Almost all ULBs indicate decline in registration of three wheelers. All ULBs show
consistent decline in registration of buses (see Graph 17: Trend in registration of
buses in KMA and Graph 18: Trend in registration of three-wheelers in KMA).
61
Most ULBs indicate rising trend in registration of goods vehicles, although they
appeared to be impacted by the pandemic years however it is again picking up.
62
63
Even though the number of vehicles is increasing rapidly, majority of the population
is still using public transport, walk or cycle. Given the level of urbanization and
population growth, the travel trip generation is highest in this region especially
in the big cities of Kolkata and Howrah. Kolkata municipal corporation area that
inhabits 36 per cent of KMA’s population generates the highest number of daily
trips in the region. Kolkata alone generates 27 per cent of total trips generated
within KMA. Howrah, the second largest urban area within KMA, Bally and
Uluberia municipality together inhabits 13 per cent (HMC alone is 9 per cent) of
population of the region and generates 15 per cent trips in the region.
Nadia
Hoogly
7%
11%
Kolkata
South 24 27%
10%
Howrah
North 24 15%
30%
64
90%
80%
70%
3% 8% 17%
22% 17%
60%
19%
13% 4%
22% 11% 3%
50%
8%
40%
30%
46% 48%
2 0% 42% 42%
34% 36%
10%
0%
Kolkata Howrah North 2 4 South 2 4 Hoogly Nadia
With regard to walking and cycling, 34 per cent of trips in Kolkata are walk trips
in contrast to very high share of walk and cycle trips in other ULBs. However,
proportion of walk trips in Kolkata is higher than other ULBs (see Graph 24:
Trips made on foot or cycle [urban]). This is an opportunity to build walking and
cycling infrastructure.
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6 0%
50%
40%
20%
27%
10% 23% 22% 21%
19% 19%
0%
Kolk ata Howrah North 24 South 24 Hoogly Nadia
On foot Bicycle
Share of trips by personal transport modes in Kolkata metropolitan area and its
ULBs are considerably lower than national average of 14 per cent. Barely 8 per cent
and 6 per cent trips in Kolkata and Howrah are undertaken by personal transport.
For smaller ULBs this usage is about 3–4 per cent. This should be tapped as an
opportunity to strengthen public transport and its intermediaries
7%
6%
4% 1%
5%
3%
4%
1% 2%
3% 2%
5%
2% 4%
3% 3% 3%
1% 2%
0%
Kolk ata Howrah North 24 South 24 Hoogly Nadia
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35%
31%
30%
30%
29%
29%
29%
28%
30%
27%
26%
26%
25%
25%
23%
25%
22%
19%
19%
20%
17%
14%
15%
12%
10%
10%
10%
10%
9%
10%
8%
6%
5%
5%
5%
3%
2%
0%
Kolkata Howrah North 24 South 24 Hoogly Nadia
0 - 1 km 2 - 5 km 6 - 10 km 11 - 20 km 21 - 30 km 31 kms +
To understand the increasing longer trip length in the Nadia district, we have
studied the trip distance made by people using vehicles separately. It was
observed that trips originated from ULBs located far from city centres of Kolkata
and Howrah had increasingly longer trip length. In fact more than 50 per cent
of trips originated in Gayeshpur and Kalyani municipality of Nadia district
have trip length more than 30 km (see Graph 27: Trip distribution by distance
[motorized trips]).
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60%
50%
40%
30%
20%
10%
0%
Kolkata Howrah North 24 South 24 Hoogly Nadia
0 - 1 km 2 - 5 km 6 - 10 km 11 - 20 km 21 - 30 km 31 kms +
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A report for a period of three months January–March 2022 on the different enforcement
activities carried out by the Transport department to keep a check on the polluting
activities is available (see Table 9: Enforcement Activities for January 2022, Table 10:
Enforcement Activities for February 2022 and Table 11: Enforcement Activities for
March 2022).
Location of
40 6 4 8 20 24
checking
No of vehicles
1251 87 482 484 780 1,718
checked
No. of
overloaded 98 16 69 27 77 68
vehicles
Total fine
realized from
3,953,867 665,020 2,753,500 925,650 3,435,340 2,960,000
overloaded
vehicles
Valid CF= 34
Valid CF = 20
Valid CF= 29 Valid CF= 13 Valid CF= 7 Valid CF= 0
Tax clearance
No of vehicles Tax clearance= 8 Tax clearance= 6 Tax clearance= 16 Tax clearance= 2 Tax clearance
= 19
detected SLD = 2 SLD = 0 SLD = 0 SLD = 0 = 20
SLD = 0
without HSRP = 10 HSRP = 0 HSRP = 0 HSRP = 0 SLD = 1
HSRP = 0
PUCC = 18 PUCC = 10 PUCC = 0 PUCC = 0 HSRP = 0
PUCC= 9
PUCC = 26
No of vehicles
under “other” 247 0 0 0 82 98
category
Penalty
5,002,827 981,778 4,728,874 974,150 4,516,012 3,876,156
collected (Rs)
69
70
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The West Bengal transport department in 2020 along with the Centre for Science
and Environment had carried out a review of the on-going PUC programme,
including implementation of PUC norms and test procedures, organizational
structure, requisite skill building and training, back-end management of PUC
programme, and institutional capacities. The audit had shown lack of qualified
and skilled PUC operators, inadequate calibration of machines, lack of knowledge
of proper testing procedures, and improper testing and manual data reporting.
There has been some improvement in enforcement systems since then that include
linking of updated PUC and Vahan database, automatic alert to vehicle owners
for renewal of PUC certificates. The programme requires uniform strengthening;
quality control at a scale and effective fleet screening still remains daunting
challenge. This requires introduction of more advanced inspection and monitoring
systems. In addition, all commercial vehicles require annual road-worthiness and
fitness tests under the Central Motor Vehicle Rules (CMVR).
A fully automated centralized vehicle inspection and fitness centre is being set up
in the KMA region for the testing of the commercial vehicles.
There is an extensive system in place that records and issues show-cause notices to
the vehicle owners whose vehicles are found to be high emitting based on remote
sensing measurements. These are directly addressed to the vehicle owners with
the license plate numbers. The challan mentions the date and the location where
the vehicle was detected with high pollution level. It also gives the emissions
results for CO, CO2, HC, NOx, and smoke. It makes reference to the PUC limit
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When vehicle owners are intimated by the department about their polluting
vehicles, they often challenge the notice on the grounds that they have a valid PUC
certificate and should not be penalized. They feel that the MORTH needs to clarify
how remote sensing monitoring will co-exist with the PUC programme.
Remote sensing helps to detect individual vehicles which have become high
emitters due to poor maintenance, removal and tampering of emission control
systems, or accidental malfunctioning of emission control equipment, among other
issues. It also helps to detect high-emitting vehicle models where the fault lies
with the vehicle manufacturer. This could be due to poor design or defects in the
emissions control components, deterioration or poor durability of the emissions
control components, or intentional cheating on emissions standards and the use
of defective devices.
Remote sensing can assess the usage pattern of vehicles, and also identify vehicles
that come from outside the city and are not registered. Images can help identify
irregularity in number plates. As vehicles do not come in contact with any testing
machine or testing inspector, there is scope of fraud that plagues the PUC system.
This can even help to evaluate if the PUC system is working properly.
Department of Transport, West Bengal, has taken the initiative to analyse a data
set from the RSD application during 2015 to 2020 (see Graph 27: Vehicles screened
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during 2015–20 in Kolkata using RSD and Graph 28: Screening of vehicles
based on different vintage, fuel type, and vehicle category). Based on this several
observations have been highlighted.
• About 51 lakh vehicles were screened during five years with RSD. Overall, 3.4
and 3.7 percent of vehicles were found to be highly polluted. Notably, about 6-7
per cent of total vehicles were found to be dirty/or high emitters according to
the yardstick adopted.
• In 2018 and 2019, Kolkata city reported seven months of vehicle inspection
using RSD. A smaller date set for that period show that 7 per cent of vehicles
were identified as dirty vehicles. In 2020, about 19,0367 vehicles were screened
in four months and amongst them 9 per cent of the screened vehicles were
identified as high emitters.
• As expected, diesel vehicles more than 10 years old recorded higher emissions
by a factor of 2 as compared to diesel vehicles less than 10 years old. Among
petrol vehicles, those more than 15 years old recorded three times higher
emissions than vehicles less than 10 years old.
• Among the less than 10 years diesel vehicles, 4.3 per cent transport that are
commercial vehicles were high emitters and 1.2 per cent non-transport or
privately owned vehicles were high emitters. Among transport vehicles, 3.4 per
cent buses, 5.3 per cent emergency vehicles, and 4.2 per cent goods vehicles
were identified as high emitters.
• Diesel vehicles more than 10 years old had three times higher emissions
compared to the non-transport vehicles. Among them, 11 per cent taxis, 10.1
per cent goods vehicles, 7.7 per cent buses and 5.1 per cent Omni buses were
found to be high emitters.
• In the category of 15-year-old petrol vehicles, 3.2 transport vehicles and 3.6 per
cent non-transport vehicles were identified as high emitters. In the transport/
commercial petrol vehicles category, the highest emitters were emergency
vehicles (16.4 per cent), followed by goods vehicles (11.9 per cent) and Omni
buses (7.1 per cent). However, in non-transport petrol category omni buses
(19.4 per cent) were more polluting compared to transport omni-buses.
• In the more than 15 years old petrol vehicles category, transport vehicles
had 2-times lower high emitters compared to non-transport vehicles. In the
transport/commercial category, emergency vehicles were highly polluting
(15.4 per cent), while in non-transport category, 10.1 per cent cars and 12.3 per
cent omni buses were identified as high emitters.
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Graph 28: Screening of vehicles based on different vintage, fuel type and
vehicle category
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Pre-BS IV cars are not allowed for CATO (Change or Transfer of Ownership) in
Kolkata. Several informal vehicle dismantling units exist in Kolkata, especially
around the Mullick Bazaar area in Park Circus (see Table 13: Number of vehicles
phased out as per the order of Hon’ble NGT).
Table 13: Number of vehicles phased out as per the order of Hon’ble NGT
Year Number of vehicles phased out
2013– 14 5,979
2014–15 7,866
2015–16 11,321
2016–17 12,145
2017–18 145,68
Total 113,890
Source: Based on the Kolkata Clean Air Action Plan
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Based on the NGT order dated 26 July 2022, Miscellaneous Application No.
05/2021/Ez in original Application No. 33/2014/EZ, different departments have
phased out their old vehicles which is as follows:
• Solid Waste Management (SWM) Department of Kolkata Municipal
Corporation (KMC) has phased out 159 15-year-old vehicles.
• Kolkata Police has phased out 123 such vehicles.
• RTO, Howrah has scrapped 83 vehicles in the last three years
• KMDA has phased out 31 such vehicles
The state government may also adopt a scrappage policy to facilitate implementation
of scrappage infrastructure for end-of-life vehicles.
The Ministry of Road Transport and Highways on 15 March 2021 has issued
• G.S.R. 653(E) regarding the Motor Vehicles (Registration and Functions of
Vehicle Scrapping Facility) Rules, 2021, dated 23-09-2021
• G.S.R 220(E) regarding Concession in Motor Vehicle Taxes against submission
of Certificate of Vehicle Scrapping, dated 26-03-2021
• Sec 59 of the CMV(A) Act, 2019 that provides for fixing age and restricting
plying of unfit vehicles
• AIS 129 that defines the standards for manufacturers on reuse, recycling and
material recovery from vehicles.
The CPCB has issued Guidelines for Environmentally Sound Facilities for Handling,
Processing and Recycling of end-of-life vehicles in 2019. Delhi has issued state-
level guidelines for scrapping of end-of-life vehicles (ELVs) on August 24, 2018.
Accordingly, only authorized scrapping centres can issue dismantling certificates.
Organised scrappage is also an important strategy for recovering material – steel,
aluminium and plastics—to bring it back to production for a circular economy
while preventing environmental contamination. The NCR Planning Board in its
Draft Regional Plan 2041 has proposed setting up of such regional scrappage
centres in the surrounding NCR districts with land availability.
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region that contribute enormously to the local pollution. KMA region particularly,
Kolkata and Howrah are particularly vulnerable to transit trucks. In Howrah
there is intense truck movement on Kona expressway and there are no options
for diverting that traffic. Kolkata is contemplating stopping the big trucks at the
border while catering to the local businesses with smaller trucks. Some ULBs in
KMA have noted how trucks sometime take detour through the municipality to
save time and distance. But this increases local exposures.
While most ULBs regulate timing of entry and exit of trucks, road network in the
KMA may also be audited to identify possible bypasses to reduce the pressure on
municipal roads. For more sustainable solution other freight modes including rail
and waterways need to be developed to reduce pressure on roadways. Yet another
strategy can be trucking on clean fuels. As the availability of natural gas increases
with the expansion of the pipeline, CNG/LNG highways may be planned. Electric
highways is also possible. Long haul trucks can be encouraged to move to clean
fuels. Trucks and commercial vehicles may also be encouraged to move to electric
mode. Such plans can be developed for route clusters in the KMA.
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79
Kolkata Metropolitan Area has around 17,000 registered electric vehicles (till
May 31, 2022), and one-fourth of all the EVs are registered in Kolkata, Howrah
and Bidhannagar Municipal Corporation area. Additionally, Kolkata has initiated
an electric bus programme under the FAME II programme and has substantial
number of electric buses (see Graph 29: RTO-/ARTO-wise registration of vehicles
within KMA).
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Chandannagore is among the very few ULBs that has conducted a land assessment
with a charging OEM (Joule point) and have identified a location on the highway
with three charging guns suitable for two-wheelers). It should be noted that two-
wheeler is mostly used for movement within urban limits and hence location of
charging should be reassessed from the point of view of utilization density of users.
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In the rest of the KMA there is an opportunity to set an ambitious target for fleet
electrification for two and three wheelers as these vehicles dominate. Given the
price parity already achieved in these segments with the internal combustion
engines, it is possible to align with the Niti Ayog’s stated target of at least 70 per
cent fleet electrification for these segments. This requires a roadmap for charging
infrastructure. Ministry of Housing and urban Affairs (MoHUA) has set the public
charging station norms:
• 4W—1SC (each 3 EVs); 1 FC (each 10 EVs)
• 3W—1SC (each 2 EVs)
• 2W—1SC (each 2 EVs)
• PV (buses)—1FC (each 10 EVs)
• This will also require battery swapping framework. According to MoHUA’s
building bye-laws
Charging infrastructure central guidelines are also in place that have provisions for
exclusive transformer with related substation equipment including safety alliance,
cables, metering civil works, planning of the charging area etc.
This also needs to be supported by special electricity tariff policy, purchase grant
and land support,
Discoms led load management, metering services, payment infrastructure and
information sharing platform etc
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The clean air action plans of the non-attainment cities of Kolkata, Howrah, and
Barrackpore in KMA and the related CPCB indicators for progress reporting have
asked for improvement in bus numbers and services, reform of bus operations,
improving availability of buses, enforcement of bus lanes to keep them free from
obstruction and encroachment, improving connectivity. The City Development
Plan too seeks robust public transport services with intermediate transport
services, improved accessibility and better last mile connectivity at all interchange
points. The city mobility plan of Kolkata has also set a target of 90 per cent of all
motorized trips to be by public transport.
To implement this at a desired scale the target, design, scope of action, and
funding strategy needs to be planned well and implemented as needed in the
targeted cities and sub regions. The current public transport systems including
para transit systems include the following (see Map 14: Public Transport network
Map of Kolkata Metropolitan Area):
• Bus network connects all ULBs, but density of network is higher in central
areas.
• Metro network connects five (Baranagar, Bidhannagar, Kolkata, Rajpur
Sonarpur, South Dum Dum) out of 41 ULBs.
• Suburban railway network connects all 41 ULBs.
• Circular railway connects four (Baranagar, Kolkata, Howrah and South Dum
Dum) out of 41 ULBs. Other areas have regional connectivity.
• Tram network is very limited to a few corridors and confined to Kolkata.
• Auto operates in all 41 ULBs.
• E-rickshaw operates in all ULBs except Kolkata Municipal Corporation area.
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These ULBs are served by most bus routes, and are also served by taxi services and
app based cab services. Network of intermediate public transport services include
shared auto, e-rickshaws. However, e-rickshaw deployment is prohibited from
KMC boundary.
The extensive rail transport network in this region includes 40 kms of metro rail
network, extensive suburban rail network and the 36 km circular rail network
connecting trade route between Kolkata Howrah. Kolkata has the most diverse
range of public transport options encompassing road-, rail- and water-based
transport systems such as buses, taxis, autos, ferry, metro rail, suburban rail,
circular rail, rickshaw and man-pulled rickshaw. This require system specific
reform and modernization to maximize services to achieve an ambitious target of
at least 90 per cent of all motorized trips by public transport.
There is an overall variability in the way public transport is used in the big cities of
Kolkata, Howrah and Bidhannagar and in other smaller ULBs.
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86
The Service Level Benchmark (SLB) of MoHUA for bus transport recommends
that a city with more than 4 million population should have 60 buses per lakh
population and less should have 40 buses per lakh population. But Kolkata has
only 9 public buses per lakh population. If private buses are considered, the figure
is higher. But private buses are not institutionally strong to undertake bus reforms,
bus modernization and electrification plans. These have challenges of ageing and
poorly maintained buses. This will require a strategy.
Metro rail corridor: The Kolkata metro network has 34 stations along 40 km
length spreading north-south and east-west corridor. While north-south corridor
is a four decade old system, the east-west corridor is constructed in 2020, of which
two stations are being constructed under water. Kolkata metro witnesses about
4 lakh ridership daily. Indian railways also operates Suburban railway, Circular
railway operations.
Kolkata tram: Kolkata is also the only Indian city to have a tram system. The tram
is an articulated vehicle with a 2.1-metre width and 17.5-metre length. It has a
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seating capacity of 62 and a full load capacity of 200 passengers. There has been a
10-times drop in the number of passengers since 1970s. In 2017, the tram network
consists of 269 vehicles and 25 routes (that expands along a 71-kilometre stretch)
that are fixed on the carriage way. As of now the tram network have been reduced
to only two routes.
Circular rail, a division of the suburban railways, was built to ease road congestion
that resulted with increasing population of the metropolis Kolkata. Till date,
the circular rail is an urban transport in a loop rail network, meant to cater the
central business districts (CBDs) of the twin cities of Howrah and Kolkata. It
is a 21-kilometre loop with 13 stations and a terminal at Dum Dum junction.
However, as of 2017, only partial loop is under operations with two-way services
from Majerhat to Dum Dum, and vice versa. Currently, there are 16 trains running
with a frequency of 40–50 minutes. In 2017, suburban railway and circular railway
ferries around 5.7 lakh passengers.
Metro 2 38 405,596
Tram 11,000
Suburban railway
Circular railway 36
Source: WBTC 2017 and 2022; Eastern railways 2018; Private bus syndicate, 2018
88
Para-transit services
Para transit is often seen as an informal response to fill the gap in formal public
transport services. The variety of intermediate modes that are available for
mobility needs in the city are three-wheelers (autos), yellow taxis, cycle rickshaws
and battery-operated rickshaws commonly known as a toto or E-rickshaw.
Often, planning for formal transport is seen as a means to curtail and reduce the
provision of their services. But these systems can be the only source of public
transport in smaller ULBs, and also play a complementary role to the formal
systems as well as in meeting enormous short-distance travel demand that bigger
formal systems cannot substitute.
Auto rickshaws: Auto is the most popular para-transit mode. Kolkata has a very
good network of auto rickshaws operated by private owners on routes permitted by
the RTA. Unlike other Indian cities where auto rickshaws have a permit based on
urban boundary and can operate on any roads within that, Kolkata has a list of specific
routes. It operates on a stage carriage model on 127 routes, subject to approval by
Public Vehicles Department. The auto generally carries 3–5 persons at a time. As of
2017, the total number of auto permits issued by the department was 11,315. The fare
structure is usually flat fare which starts from Rs 10, based on the location.
Yellow taxi: Taxis are usually metered-cabs that ply within Greater Kolkata. The
meters—though digital—are generally out-of-date. Usually, there is a conversion
chart to refer to while converting the meter-reading to the actual fare. The minimum
value is Rs 25 for first two kilometres. Dedicated taxi stands are currently found at
transit stations. Today, around 3 lakh passengers are ferried daily by 3,500 taxis
in Kolkata. Though, the yellow taxis operate on a Bengal permit, they mostly limit
operations within the boundary of KMA.
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Cycle rickshaw and e-rickshaws: The past decade has witnessed a drastic reduction
in the number of non-motorized transport (NMT) vehicles. Plying of rickshaws in
central Kolkata has been banned and its movement has been restricted to a few
areas within Greater Kolkata. Currently, cycle rickshaws are mostly found in south
Kolkata and Salt Lake City, and most rickshaw pullers in Howrah have resorted to
driving e-rickshaws, however, there is no record or registration maintained for the
number of e-rickshaws in the city.
While the informal para-transit sector plays an important role in meeting the
travel demand of the city, it also provides livelihood security to the low-income
sector. This sector requires interventions to improve service quality as well as
overall welfare of the service provider. This sector is partially regulated through
a permit system, and will require stronger deployment strategy and monitoring.
This informal sector is vulnerable to the use of old and polluting vehicle
technologies and dirty adulterated fuels. This demands special strategies to
enable introduction of clean fuels such as LPG or CNG and phasing out of old and
polluting technologies, especially diesel vehicles like the yellow taxis. If needed,
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Record of IPT services are not maintained by ulbs. In this case it becomes challenging
to understand the serviceability of these modes. While RTO registers and permits
operations, ulbs should maintain a record of vehicle plying within its region.
As per the local assessment in Belgachia, Central Avenue and Maidan, most metro
stations have a bus stop within 200 m of the station’s exit that enable passengers
to reach the bus stop in less than five minutes after exiting. But several others
(e.g. Dum Dum, Noapara and Kavi Nazrul) have a bus stop at a distance of up to
500 m, which increases the time taken to reach the bus stop to ten minutes.6 A
few stations have the bus stop right outside the exit of the metro station (e.g. Kali
Ghat and Rabindra Sarovar)—this can be extended as a good practice across all
metro stations. Further, footpath connectivity between metro station and the bus
stop goes missing for most of the metro stations at the southern end of the route,
such as Geetanjali and Kavi Nazrul.
Most other ULBs have land constraint that affects the designing of roads. Road
network is owned by three different agencies within KMA. Major functional roads
and arterial roads are owned by Central and State PWD. The local road connecting
residential areas and plots are maintained by urban local bodies. State PWD
road network in KMA constitutes 17,659 km of road network. Road is the only
infrastructure component that is directly managed by ULBs. It is hence important
that all ULBs maintain record of roads by hierarchy, bylanes, and by type of surface
(see Table 17: Road network distribution in KMA).
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Commuting distance in other ULBs are barely 3–5 km which makes them very
convenient for walking and use of para transit and e-rickshaws. As per census
data, 38 to 48 per cent of trips are walk trips or cycle trips. This is an opportunity
to adopt street design guidelines and appropriate standards for people friendly
road design and for safe accessibility.
Smaller ULBs have limited road space and right of way that often makes segregation
by users (carriageways, footpaths and cycle lanes) difficult. For instance, in
Bhatpara municipality, according to the Office of the Municipal Councillors,
Bhatpara Municipality, the total length road is 369.96 km that are owned by
the ULB. All of them are narrow single road lanes. It does not have arterial road.
There is only 14 km of sub-arterial road. Collector road length is approx. 346 km.
and colony road length is 23 km (approx.). These are all single lane roads. The
road length is distributed across 35 wards ranging from 429 metre in ward no 22
to 1,005 metre in ward no 35.
This reflects the pattern of road network in most ULBs in KMA. This therefore
requires a different approach to road planning for walkability. This requires ward-
wise road network development to improve pedestrian and cycling access (as per
latest street design guidelines of IRC) that may involve pedestrianized of those
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Moreover, the access roads to the major transit nodes like the suburban railway
station and bus stand need to be redesigned for improving safe pedestrian
throughput.
Identify busy commercial areas and implement pedestrian zones and low emissions
zones to regulate entry and exit of vehicles, give preference to cycles, electric
vehicles etc and create remote parking so that people can park at a distance and
walk to the low emissions zones.
Currently in all ULBs of KMA parking is a supply management strategy that only
takes into account the growing parking demand in key areas and seeks to augment
parking spaces. They do not have land-use based parking management approach
to organize legal parking, limit legal parking, price parking in all land uses and
penalize illegal parking.
Among all ULBs only Kolkata Municipal Corporation has a notified Parking policy
that enlists parking rates and streets with legal parking spaces. Kolkata Municipal
Corporation maintains four type of parking locations Day Parking, Night Parking,
Taxi Parking and Exclusive parking(list is available on KMC website). Additionally
Port Trust manages parking within its jurisdiction. KMC has a list of 337 notified
roads identified for priced parking in day, night and taxi parking. These roads
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have a capacity of 9,683 ECS overall, of which 7,594 are ECS where day parking is
allowed for 15 hours from 7 a.m. to 10 p.m.7
However KMC does not have a notified list of roads that are prohibited for parking
during the day or night hours.
Notifying of on-street parking, parking rules and regulation are subject of Kolkata
Municipal Corporation. Kolkata traffic police on requirement of KMC issues
NOC based on road design audit and space availability to KMC for streets to be
designated as a priced parking zone. KMC tenders out parking management and
fee collection to third party based on a tender agreement, the validity of which
lasts for a year after which the agency has to renew the tender. At present parking
management in KMC is done by 62 agencies hired by KMC.
Parking fees are very low compared to several other metro cities. At present it is Rs
10 per hr for car and Rs 5 for two-wheeler. During night time parking fee for car is
Rs 30 and for two-wheeler is Rs10. It is mandated that agencies collect parking fee
only through smart phone device supplied by Kolkata traffic police. All agencies
have to use the Mobile Bandhu app for collection of fees, except location without
a smart device, hand-held machines are allowed but no token or paper would be
used.
In Howrah apart from the state highway, average width of roads in Howrah is
barely 5-6 metre and is constrained for on-street parking. Howrah doesn’t have
off-street locations for parking. Bidhannagar maintains legal parking areas
which are contracted to third party management. These agencies are responsible
maintenance and revenue generation from parking for the given duration. Parking
prices are fixed by the corporation.
None of the other ULBs have reported steps towards management of parking as a
demand management measure within its jurisdiction. Given the growing vehicle
numbers and congestion, it is necessary for the ULBs begin to manage land
resources and allocation efficiently. Land is a high revenue generating resource
and also has other uses, and in urban areas where space is limited, management of
land is crucial. While organising legal parking more efficiently, the parking policy
and parking pricing need to reduce demand for parking as well.
Parking issues in smaller ULBs: Vehicle population is very low in these ULBs.
Only a handful of ulbs like Chandannagore, Bhatpara, Badyabati had some steps
taken for management for Parking. Chandannagore Municipal Corporation has
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ULBs have not yet explored the full revenue potential of parking as a revenue
source that can generate income for the ULBs that can be ploughed back for local
area improvement. Baidyabati for instance that has given parking contract to third
party earns Rs 16,742 per month from parking revenue.
Some ULBs have identified high footfall areas. Bansberia Municipality has
identified Bansberia Bazaar, Bansberia Station Bazaar, Tribeni Station Bazaar.
North Barrackpore Municipality has identified Manictala, Palta bazaar, Store
bazaar, Badamtala, Kanthadar, Charaktala, Anandamath, Nawabganj, Nayabasti,
SN Banerjee road, CM Shah market.
Need parking management area plans and a pricing and revenue generation
strategy: The KMA requires a parking policy and notified parking rules
as a demand management measures along with guidance framework to be
implemented across all ULBs to reduce vehicle usage and emissions.
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Introduce variable parking pricing based on duration of parking and user pay
principle. Impose penalty on illegal parking. Parking charges can also be increased
temporarily during high pollution days.
While parking pricing will increase parking revenue to earn public support use
part of the parking revenue for local area improvement.
The approach of PMAP will help to organise parking better and also reduce
demand for parking and use of personal vehicles. That will contribute towards
cleaner air. It may also be noted that the National Transit Oriented development
(TOD) Policy has also asked for capping the parking supply and reducing parking
spaces within the 500-800 meter radius around metro stations.
Thus parking implementation based on PMAP and TOD policy can help to reduce
vehicular emissions.
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99
The Pollution Index (PI) of any industrial sector is a number from 0 to 100. The
increasing value of PI denotes the increasing degree of pollution load from the
industrial sector.
As per CPCB, SPCBs and MoEFCC, the following criteria on Range of Pollution
Index for the purpose of categorization of industrial sectors is used:
a) Industrial Sectors having Pollution Index score of 60 and above—Red category
b) Industrial Sectors having Pollution Index score of 41–59—Orange category
c) Industrial Sectors having Pollution Index score of 21–40—Green category
d) Industrial Sectors having Pollution Index score including and up to 20—White
category8
Out of 1221 active industries in the KMA region, 277 industries fall under the red
category, 812 fall under the orange category and 132 industries under the green
category industry (see Graph 32: Pollution potential of industries [category-wise]
in KMA region). The orange category industries have the highest share in the total
industries (66.5 per cent) followed by the red category industries (22.69 per cent)
and green category industries (10.81 per cent) respectively.
100
Red 277
Orange 812
Green 132
Total 1221
Within the jurisdictional boundaries of the KMA region, small scale units
dominate the industrial sector followed by the medium scale industries. There
are 620 small-scale industries, 583 medium-scale industries and, 18 large-scale
industries (see Graph 33: Scale- wise industries in KMA region).
101
1.47
50.78 47.75
Large-scale industries 18
102
103
As stated earlier, the KMA region has approximately 49 types of industries based
on the area of specialization. Amongst these, digital printing industries have the
highest number of orange category pollution potential followed by food products,
railway locomotives, steel and engineering works, electrical and heavy engineering
industries, etc. (see Graph 36: Pollution potential in different type of industries in
KMA region). The red category pollution potential is highest in metal extraction
industries followed by chemical manufacturing, pickling and electroplating, yarn/
textile processing, etc. Industries like paper and cardboard industries, flour mills,
mineral stack yard, gold and silver smelting, parboiled rice mill, water softening
plant etc. come under the green category.
104
105
106
Glass and ceramic processing 7 Air pollution Heater, kiln and furnace
Furnace and fibre reinforced plastic
Metal forging 6 Air pollution
(FRP)
Vegetable oil refinery 5 Air and water pollution Boiler and heater
Heater, furnace, boiler and fibre
Recycling of hazardous waste 5 Air pollution and hazardous waste
reinforced plastic (FRP)
Bone mill 4 Water pollution Heater and rotary kiln
107
108
However, 9.2 per cent are still using furnace oil that is being discouraged as part
of the national industrial fuel policy.
109
110
This requires stringent enforcement against illegal use of unapproved fuels, and
unregulated fuels without specifications. Several progressive steps have been taken
to replace dirty fuels. Small scale coal-fired boilers have been converted to oil-fired
boilers in Salt Lake and Kolkata RO. Furnace oil and petcoke replacement being
implemented in Alipore RO and Howrah.
Direction has also been issued for using cleaner fuel in Salt Lake, Kolkata RO
and Howrah. Under progress in Alipore RO. On banning of furnace oil and pet
coke (industrial fuels with high sulphur and heavy metals), direction has been
issued to industries in Salt Lake and Kolkata RO. Under progress in Alipore RO.
There are restrictions on unauthorized fuels. Sulphur reduction in fuel has been
implemented. Hotel industry been directed to change fuel from HSD to Natural
Gas. Only LPG fired ovens are allowed in hotels within KMC
Use of several other fuel categories have been mentioned that needs assessment and
action. For instance, several industries have reported unapproved fuel categories
require action: acid fume, boiler steam, HCL, process activities, shell thermic plus,
zinc fumes, diacetylene process activities, caddies etc.
Use of clean fuels including natural gas, electricity etc. are important to sustain
air quality gains and meet the clean air targets. This needs to be supported by
the expansion of natural gas pipeline including coal bed methane. It is evident
that implementation of natural gas pipeline is underway in KMA area and can be
leveraged for clean fuel transition to replace polluting fuels. As per the Proceedings
of India-Oil-Gas-Summit, 2021, quite an extensive gas pipeline is planned in
next five years in the KMA region. 10 districts where the CGD projects are being
executed are Burdwan, Darjeeling, Jalpaiguri, Uttar Dinajpur, Howrah, Hoogly,
Nadia, North 24 Paranganas, South 24 Parangana and Kolkata.
The region also requires uninterrupted power supply to discourage use of diesel
111
A standardised approved fuel list for the entire KMA region can help to considerably
to expand the use of natural gas (CNG, PNG, LNG); liquid petroleum gas,
electricity, bio fuels, biomass and agricultural residues (pellets, briquettes), etc.
to phase out coal and heavy fuels in this region. This will also require fuel pricing
policy to keep the cleaner fuel more competitive vis-à-vis polluting fuels like coal.
112
To reduce this emission two strategies can be followed: replacing small boilers
with common boilers wherever feasible to supply steam through pipeline in a
cluster of industrial units and access to clean fuel. There are various benefits of
replacing from individual small boilers to common boilers. It can avoid a range of
costs that include cost of installing small boilers and associated fuel cost, cost of air
pollution control devices, operation and maintenance costs and can also avoid the
need for getting environmental clearances for boilers. Common boilers can also
meet tighter emissions standards. Several states including Gujarat, Maharashtra
and Haryana are taking these steps.
Controlling emissions from furnaces: Data is available for 147 furnaces that are
installed in 84 industries in the KMA region. These industries include the metal
extraction industries, steel and engineering works, pickling and electroplating
industries, foundry, lead based industries, etc. (see Graph 41: Furnace in different
type of industries in KMA region). To reduce and minimize the furnaces running
Hotels 2.72
Hot mix plant 1.36
Fibre glass production 1.36
Glass & Ceramic processing 1.36
Timber works 0.68
Electrical 0.68
Heavy engineering 0.68
113
on polluting fuels like coal, wood and liquid fuel, a fuel phase-out plan for the
existing industries along with the installation of air pollution control devices
can be implemented. In new industries as well as where replacement is possible
induction furnaces may be installed. Replacing the old furnaces with induction
furnace is a promising option to reduce emissions from furnaces in the region.
Kilns
Available data indicate there are total five type of industries which are using total
eight kilns in their industrial units. These industries include glass and ceramic
processing industry, food product, jute mill, metal extraction and textile printing
industries (see Graph 42: Kilns in industries in KMA region).
Brick kilns: The current status of brick kilns in the KMA is not available. Earlier
sizeable number of brick kilns in the region had moved to improved zigzag kiln
50
40
30
20 12.5 12.5 12.5 12.5
10
0
Glass & Ceramic Food products Jute mill Metal extraction Textile printing
processing
Type of industries
2 Food products 1
3 Jute mill 1
4 Metal extraction 1
5 Textile printing 1
Total 8
Note: a) The analysis is performed based on the available data.
b) Only the ULB under the jurisdiction of KMA have been analysed
Data source: WBPCB State Department
114
wFugitive emissions
As of now industries with high fugitive emissions including stone crushers or
mineral grinding have not been reported in the KMA area. But there are brick
kilns. If such units are reported anywhere, several dust suppressant measures can
be implemented to reduce and minimize the fugitive emissions in industries that
include water fogging, water suppression, water sprinkling, wind screen, and other
technologies etc. The fugitive emission can be reduced through the preparation of
a checklist for industrial zones and units, specific to each type of industry like brick
kilns etc or any other such industrial activities in KMA area. The zones will also
require regular monitoring.
115
116
Brick kilns
To identify all brick kilns in KMA airshed and
mandate transition to improved zigzag kiln
KMA WBPCB
technologies with emissions control systems
using clean fuels. Restrict further expansion
in KMA area.
Fugitive emissions
• To identify sources of fugitive emissions in
KMA airshed
• Minimizing fugitive emissions through the
preparation of a checklist for industrial
zones and units, specific to each type of
industry like brick kilns, stone crushers
or grinding or any other such industrial
activities in KMA area. Carry out regular
KMA WBPCB
inspection
• Develop siting policy for cluster of
industries in KMA area
• Construction of paved roads around all
major industrial estates. Installation of dust
suppression system. Provision for water
sprinkling and dust mitigation
Strengthen CEMS monitoring for monitoring
ad compliance:
• Identify the units that need to install
Continuous Emission Monitoring System
(CEMS) across applicable polluting
industry. Ensure calibration and working of
CEMS to provide information to monitoring
agencies.
Specify the mechanism for quality control KMA WBPCB
and quality assurance of CEMS data and
ensure that data is available online and the
reported data is compared with applicable
prescribed limits and not the older
standards.
• Compliance checking to be enforced
routinely to prevent tampering with the
CEMS.
Burning of industrial waste WBPCB,
• A plan for each industrial area for
KMA
Department
collection and disposal of industrial waste of ICE and
to be developed with industry association MSME
Vigilance and monitoring of each category of
industries and reporting
• Increased vigilance and monitoring on
compliance of standards for emissions from KMA WBPCB
various categories of industries.
• Public disclosure of emission performance
by type of industry
117
All the thermal power plants have to be installed with electrostatic precipitators
(ESPs) as basic air pollution control devices for control of particulate matter
emission from stacks. The standard for emission of particulate matter from
stacks of thermal power plants is 150 mg/Nm3. However, in order to reduce the
concentration of particulate matter in the ambient air, a tighter standard can
be formed by the State government. All plants were instructed to augment the
capacity of ESPs to achieve stricter emission standard. The TPPs have also installed
118
New emissions standards that were notified by the MOEF&CC in 2015 are yet to
be implemented. The proposed date for its implementation is 2022 though a quick
roadmap to phase in the new standards will be hugely beneficial. A transition
plan can for each plant need to be drawn up to enable that process and ensure
compliance. This will allow tighter regulations of emissions of particulate matter,
nitrogen oxides, sulphur dioxide and mercury. The standards are designed to
enable that high pollution and carbon are not locked in the new infrastructure for
many more years—especially when industrialization is growing in the state.
About nine units are more than 30 years old. These meet the older emissions
standards. A phase-out plan will be needed to progressively close the older and
more polluting thermal power plants and to move to cleaner fuels like natural
gas. This will require more stringent stack monitoring with the help of continuous
emissions monitoring (CEMS). Fly ash utilization will have to be further scaled up.
119
Promote renewable energy: While cleaning up the coal power plants, generation
and utilization of renewable solar energy may also be expanded in the region.
While state-wide grid infusion of renewable energy can increase its share at the
grid scale, decentralized generation through roof top solar and in institutions can
make substantial difference to bring in clean power.
It is desirable that this is scaled up for the KMA region and a suitable roadmap
is developed for each ULB (see Table 21: Solar capacity under off-grid SPV
programme in West Bengal).
Table 21: Solar capacity under off-grid SPV programme in West Bengal
Implementing agency Capacity in MW
WBREDA 22.6
WBGEDCL 3.52
WBSEDCL 12.54
WBPDCL 10.54
Total 128.30
Source: Data provided by West Bengal Renewable Energy Development Agency
120
121
122
123
Khardah • No information
Konnagar • No information
Madhyamgram • No information
• Road stretches that are dust hotspots for cleaning: Budge Budge Trunk road—10 km, Biren Roy Road
(west)—6 km, Santoshpur Station to Nature Park Road—12km, Akra Road (Dakghar More to 259 bus
stand)—12 km, Memanpur Road—4 km, Chata Subid Ali Road—3 km, Nangi station Road—3 km,vKasturi
Das Sarani—3 km
• Sweeping: At present no Mechanical sweepers is in operation. Quarterly target-procurement of one
number mechanical sweeper by the first quarter of 2023. Hours of operation will be eight hours covering
20 km/day.
Maheshtala
• Road stretches that require repair and street redevelopment: The major roads BBT Road, Santoshpur-
Nature Park road and Biren Roy Road (West) are maintained by PWD. Chata Subid Ali Road is maintained
by South 24 Parganas Zilla Parishad; other roads are maintained by Maheshtala Municipality.
• Road stretches that require greening of central verges and greening of pavement and road shoulder: Only
the B.B.T. Road is suitable for central greening and greening of pavement. There is space to provide for
greening of pavement across the Kasturi Das road. Central greening across the Santoshpur-Nature Park
may be taken up quarterly target for central greening in first quarter of 2023.
Naihati • No information
• Road categories: one arterial road and several sub-arterial road and no collector road
• Road stretches that are dust hotspots for cleaning: total affected road: 1.5 km. Schedule of cleaning: by
road sweeping every day in week except Monday
New
• Road stretches that require repair and street redevelopment: Meghnad Saha Sarani (3km),Vivekananda
Barrackpore
Road (1/2 km), Bankim Chatterjee Road (1/2 km)
• Road stretches that require greening of central verges and greening of pavement and road shoulder: 4 km
• Sweeping: ULB 26 road sweepers and they use hardbroom to clean the road
North
• No information
Barrackpore
• Road stretches that are dust hotspots for cleaning: Kalyani Express Way More (Pubpara–Kalyani Express
way more 3 km); Birati More (Banik More to Birati More 1.5 km); Banik More (Banik More to Kalyani
Expressway More 3 km)
• Sweeping: above mentioned areas are swept daily and water is sprinkled mostly during peak dry months
North Dum
(November–May) The dust is carried by trailers to the common dumping ground
Dum
• Road stretches that require repair and street redevelopment: over 300 km
• Road stretches that require greening of central verges and greening of pavement and road shoulder:
Along the following roads: Jessore Road (3 km), G.B Road (1 km), Belghotia Express Way (5 km), Kalyani
Expressway (2 km), MB Road (3 km)
Pujali • No information
• Road stretches that are dust hotspots for cleaning: not yet implemented
• Road stretches that require repair and street redevelopment: need expertise for assistance in this regard
• Road stretches that require greening of central verges and greening of pavement and road shoulder:
Rajpur
Under process
Sonarpur
• Note: Road dust control projects are not active in this municipality – neither manual nor mechanical
process has been established, however a planning is underway. The ULB is preparing a DPR for eco-
friendly road, avenue plantation among others. ULB is seeking guidance from experts in this regard.
• Road categories: arterial-10km, sub-arterial-90,collector roads-40
• Road stretches that are dust hotspots for cleaning: RBC Road 2 km, Maitripath 1 km, PGB Sarani 1 km
• Sweeping: schedule for cleaning in morning. After sweeping dust is collected and transported to SLF for
disposal; 4 km hotspot is cleaned everyday
• Road stretches that require repair and street redevelopment: 14 km of road identified out of total road
Rishra
length in the municipal areas that require repair, paving or street redevelopment to be completed by end of
2023
• Road stretches that require greening of central verges and greening of pavement and road shoulder: 10 km
of road and 4 km of pavement identified for greening and plantation. Quarterly target 3.4 km.
• Three mechanical sweeper to be operated very soon after receiving necessary fund
• Road stretches that require repair and street redevelopment: six roads along with wards identified
• Road stretches that require greening of central verges and greening of pavement and road shoulder: ULB
Serampore
has given a list of 16 parks; planning for plantation is going on
• No mechanical sweeper
124
The ULBs need technical and knowledge support to design, maintain, green the
road stretches because there are more than two agencies involved in managing
the roads and also the road categories vary so there has to be design and
management guidelines for arterial roads, sub arterial roads, collector roads,
and colony roads. Similarly there has to management guidelines for pukka
roads (black topped roads, concrete roads, brick paved) and kucha roads. All
sweeping strategies and also drain cleaning strategies require scientific disposal
of collected dust.
The strategy to address dust needs diverse approach and not remain limited
to only road cleaning. This requires regular audit of the road network to
identify the unpaved or damaged roads, unpaved road shoulders and
pavements and dug up stretches for more targeted action. Targeted road network
should be redeveloped according to street design guidelines and including the
carriageway and the pavements. Increase green cover along the road length,
central verges and open areas. Additionally ensure paving or gravel paving of all
haul routes and enforcement of truck loading and unloading guidelines. Even
while constructing roads enforce air pollution control measures in concrete
batching (use of water spray, wind breakers, bag filters at silos and enclosures,
hoods and curtains etc.).
All ULBs require a focus on construction of high quality climate resilient roads,
maintenance plan, hot spot management. Municipal ward-wise street network
125
redevelopment plans for paving and greening as per the IRC guidelines, without
impeding the of other road users especially the pedestrians.
Hotspot action also require desilting of canals and/or nullah sides roads with brick
lining, dedicated helpline with MIS support, and citizen’s interface to enable geo-
tagging of complaint.
Urban greening agenda with greening of open areas, creation and protection of
gardens, parks, vertical greenery, protection of all categories of forests, and green
walling.
126
The emission inventory by SAFAR estimates that crop residue burning contributes
to 1.1 per cent of PM2.5 and 0.8 per cent of PM10 emissions of Kolkata which an
urban area. But the local impacts and exposures in close proximity to burning can
be considerable. In the absence of alternative methods of disposal farmers resort
to burning of the crop waste.
The satellite imagery from NASA shows expanse of fires in the KMA region and
surrounding regions, especially during the harvest time period which is from
September 15 to November 15, 2021. The fires look very extensive and are likely
to impact the urban air quality in the KMA region (see Map 15: Winter harvest—
September 15–November 15, 2021 and Map 16: Summer harvest—March 1–April
30, 2022).
127
128
129
However, its proper implementation will require both in-situ and ex-situ solutions.
The in-situ treatment of biomass residues management include schemes for
procurement of agriculture machinery that help to mulch the residue in the field,
establishment of farm machinery banks, and use of decomposer that can speed up
decomposition and preparation of compost quicker.
The ex-situ treatment of biomass residues management will require schemes for
balers/ pellet/ briquette machines. Industrial applications, biomass power and
production of bio-fuels and miscellaneous applications etc. that can absorb the
residue. It may noted that there is already a central mandate for all power plants
to use biomass pellets blended with coal for co-firing in thermal power plant. This
can be leveraged.
The ex-situ measure can add economic value to the crop residues and incentivize
the farmers to adopt technologies that help to mix and mulch the stubble in the
soil instead of burning. Business model to re-utilize the straw to generate power
and make other fuels and materials from them creates economic incentives. Such
initiatives at the early stages can prevent the problem from growing. The incidence
of forest fires will require assessment.
In West Bengal, crop residues such as straw are being used for industrial use (paper,
power plant and bio-char plant), agricultural use (bio-composting and cellulose
capsule, speed compost, cattle fields, mushroom production), composting etc.
130
The most affected districts in West Bengal are Hooghly, Purba Bardhaman, Purba
Medinipur, Paschim Medinipur, Murshidabad, Nadia, Birbhum, Bankura, Uttar
Dinajpur, and Dakshin Dinajpur and money has been allocated in 20 districts for
public awareness (Rs 138 lakh), training (Rs 48 lakh) and demonstration (Rs 15
lakh). In KMA, the districts of Nadia, Howrah and Kolkata are the most affected.
One to
Up to one Three to
three
year five years
years
131
According to the KMC, as per the SAFAR emission inventory for Kolkata around
one-third of the urban population live in slums where access to clean fuel is
limited. Khidderpore, Garden Reach, Park Circus and MG Road are some of
the popular slum localities with high slum density. According to the emission
inventory, household pollution contributes to 1.15 per cent of PM2.5 and 3.5 per
cent of PM10 emissions.
NEERI’s the emission inventory for KMC shows that household pollution
contributes to around 13 per cent of PM10 and around 28 per cent of PM2.5. The
emission inventory for HMC shows households contribute 1.5 per cent to PM10
and around 4 per cent to PM2.5.
Under the Pradhan Mantri Ujjwala Yojana (PMYU) and direct benefit transfer
to LPG consumers combined with state government initiative the household
use of LPG has expanded considerably. But for low income households there are
issues of sustained supply, delayed refill, continued mixed fuel use by households
due to economic reasons. Moreover, cities have fairly large migrant and floating
population who do not have access to legal LPG connection.
In addition, there are large number of open eateries that use solid fuels. It is
necessary to mandatorily link their license to operate with use of LPG. electricity,
or any other clean fuel. Already, responding to the evidence from the NEERI study
has taken the initiative to distribute LPG to the open eateries to help with the
phase out of solid fuels. As per the Proceedings of India-Oil-Gas-Summit, 2021,
quite an extensive gas pipeline is planned in next five years in the KMA region.
10 districts where the CGD projects are being executed are Burdwan, Darjeeling,
Jalpaiguri, Uttar Dinajpur, Howrah, Hoogly, Nadia, North 24 Paranganas, South
24 Parangana and Kolkata.
132
At the national level, the National Mission for a Green India has been revised in
line with the Nationally Determined Commitment (NDC) target. Afforestation of
over 24 million hectare is targeted in convergence with ongoing central and state
government schemes and funds available under CAMPA. Currently, a central level
MIS for tracking scheme-wise and state-wise outcomes is being developed. This
can be further refined for the entire KMA region.
For this report, Landsat 8 satellite data was extracted from the US Geographical
Survey (USGS) website. While remote sensing has proven to be a powerful tool for
monitoring land surfaces around the world, there are some limitations to using
this remote sensing and image classfication for studying land cover in a region. But
this provides an indicative scenario (see Graph 40: Land cover shares in Kolkata
Metropolitan Area).
133
Forest / Heavy
Vegetation
3% Wetlands/Water Bodies
2%
Agriculture/Light Built-up
Vegetation 75%
20%
134
135
The Clean Air Action Plan for KMA requires strengthening institutional process
and systems for aligned and harmonized action with strong accountability and
transparent monitoring for compliance. Action needs to be measurable and
verifiable to be able to meet the clean air targets and the NAAQS at the end of the
plan period.
This can enable alignment of different funding streams and gap financing through
central and state level funding and other financing means. Funding strategies in
all sectors need to be consistent with the objective of clean air action.
Even though Programme Monitoring Units or Air Pollution Cells are being set up,
this requires strong monitoring methods for tracking compliance against targets,
detailed standard operating procedures (SOP) and management information
systems (MIS) for targeted strategies within each department. This requires
adequate detailing of scope of action at the departmental level.
Adopt appropriate protocol for data recording and reporting to leverage the
dataset monitoring implementation. Build transparency and public disclosures
systems. Develop enforcement protocols and grievance redressal mechanisms.
136
Kolkata 536.5
Barrackpore 2
Howrah 5
Kolkata 385
Kolkata 145.5
The Ministry of Environment, Forest and Climate Change (MoEFCC) has listed
the Central government programmes and schemes along with their budgetary
allotments that can aid clean air action and has recommended implementing a
convergence of these schemes and funding streams to leverage the efforts and
eliminate any bottlenecks. Along with this, the key indicators of spending in
the KMA region must be taken into account when allocating funds. At the same
time, pinpointing the funding shortages so that more money can be distributed
in accordance with the priorities and specifics of each sector’s strategies. This can
be achieved with demarcation of responsibilities and roles through well-defined
policies.
137
can be aligned for maximizing gains on air quality indicators. These include
SBM2.0, FAMEII, spending on infrastructure among others. Several market
based instruments may be explored to incentivize industrial and private sector
investments in pollution control.
Thus, defining the scope of action and strategy development for implementation
and funding are critical for efficient use of the available and augmented funds.
138
139
140
142
144
146
148
150
152
154
156
158
160
162
164
166
168
170
172
References
1. National Environmental Engineering Research Institute (CSIR-NEERI),
2019. PM10 and PM2.5 Source Apportionment Study and Development of
Emission Inventory of Twin Cities Kolkata and Howrah of West Bengal. West
Bengal Pollution Control Board, Kolkata.
2. Poonam Mangaraj, Saroj Kumar Sahu, Gufran Beig, Ravi Yadav, 2022. A
comprehensive high‑resolution gridded emission inventory of anthropogenic
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3. Bose Institute 2021, Sources of poor air quality and long-term variability over
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174