As news of the impending closure of Kolkata’s tram network spreads, headlines are awash with calls to preserve this piece of heritage and expressions of nostalgia for a mode of transport deeply woven into the city’s cultural fabric.
While these sentiments are understandable and indeed valuable, they obscure a far more pressing concern: the critical need for low-cost, sustainable, and efficient modes of transport in our rapidly evolving urban landscapes, in which tram could be a viable alternative, if revitalised and modernised.
In recent decades, we’ve witnessed our cities expand at an unprecedented rate, driven by neoliberal economic policies that have reshaped India’s urban centres. Despite the construction of wider roads and numerous flyovers, the problem of traffic congestion persists, seemingly intractable.
Concurrently, we’ve seen an alarming rise in greenhouse gas emissions, increased heat-trapping due to rampant concretisation, a significant reduction in green cover, and a surge in the use of fossil fuel-powered vehicles, in which tram could be a viable alternative.
The response to these challenges has been puzzling at best. Cities have invested heavily in glamorous metro projects, which, while impressive, come at a cost far exceeding that of tram networks. More recently, there’s been a push towards electric vehicles and buses. Yet, in this rush towards perceived modernity, we seem to have forgotten the efficient, eco-friendly transport solution that has served Kolkata for over a century.
The administrative authorities of West Bengal claim that trams cause unnecessary congestion on roads that are increasingly difficult to manage. However, this assertion lacks empirical support. No comprehensive study has been conducted to substantiate this claim. Instead of seeking evidence-based solutions, it appears decision-makers are acting on assumptions and perhaps, other unstated motivations.
Trams have emerged as eco-friendly mode of transport abroad
Contrast this with our neighbouring country, China, where at least 25 cities, including Beijing, Shanghai, and Hong Kong, operate tram networks. The Beijing tram network was closed down in 1960s but have been revived again in last decade as an eco-friendly cheap mode of transport and is being used for last-mile connectivity along with subway network.
The Shanghai tram network was also closed down in 1975 but have been reinitiated again in the face of increasing fossil-fuel consumption and rising operational costs of fossil-fuel based vehicles. The century-old tram network of Hong Kong has not only survived but has also modernised and serves an extensive area of the city. These cities, unlike European cities, are as much populous as any other Indian cities. Notably, the majority of these networks were established in the last decade.
Cities across Japan and Europe have not only maintained but expanded and modernised their tram systems. This global trend stands in stark contrast to the gradual decline we’ve witnessed in Kolkata. The notion that trams are merely a relic of the past, suitable only for nostalgia or heritage preservation, is deeply misguided, even when considering the needs of a fast-paced, capitalist city.
Introduced in 1902, electric trams were once hailed as a force of modernisation. Over the next six decades, they evolved into not just the most widely used transport system in the city, but also a site of intense labour-capital conflict.
Tram workers, considered the vanguard of the working class by Communist Party organisers, were at the forefront of every significant social and political movement. From resisting the Simon Commission to participating in the Quit India movement, from leading food movements in the post-colonial period to forming anti-riot squads during the tumultuous events of 1946, the tram workers played a crucial role in shaping the city’s history.
CTC used to be a private British corporation registered at London then. Over intense pressure from working-class movement with demands of sustainable wages, modernisation of fixed capital and technology, the British owner eventually gave in and the Government of West Bengal took over the operations in 1967.
Decline of tram in Kolkata
However, the decline of this once-vital system has been long in the making. In order to maximise profits, the British management stopped investing in the tram networks which was required to improve its efficiency and even to improve the wages of workers. But this trend did not end there. A 1972 report by the Calcutta Metropolitan Planning Organisation (CMPO) revealed a decrease in daily tram ridership from 950,000 in 1965 to 741,000 in 1971.
Despite this decline, the CMPO, established at the behest of the Ford Foundation, emphasised the essential role of trams in the city’s functioning. At the same time, it was observed by NEERI (National Environmental Engineering Research Institute) that there was alarming rise in carbon monoxide levels in the city air dur to increase in running of diesel buses.
The Route Rationalisation Committee, framed by CMDA (Calcutta Metropolitan Development Authority) on these reports, recommended continuing and even enhancing tram services on reserved tracks while phasing them out from extremely congested corridors. They also found that operational costs of trams were 43 paisa less per kilometre than diesel buses in 1972.
These recommendations, however, fell on deaf ears. Instead of revitalisation, we’ve witnessed a systematic dismantling of the tram network. Investments have dwindled, tracks and cars have not been modernized, and the workforce has been increasingly casualised, with contractual employees often paid below minimum wage replacing permanent staff.
The efforts in modernisation were miniscule. For a long period, the tracks and electricity distribution system was not modernised. The last time a series of trams were bought by the CTC was in 1984, the coaches were built by Jessop and Co. Since then, no new fleet were added to service, apart from a few fleets in 2012, but those were minimal in numbers. Since 2012, the trams have seen a steady decline in operational frequency and passengers. Investments were significantly cut down and routes were shut down.
The question arises: who is to blame for this state of affairs? While some point fingers at real estate speculators eyeing valuable depot lands, the issue runs deeper. Over the past three to four decades, particularly since the advent of neoliberalisation, urban planning has increasingly catered to car owners.
New development models ignore toiling class
New flyovers sprout up while bus services dwindle and trams face extinction. A new middle class, more accustomed to private vehicles than public transport, has emerged. The only public transport projects that receive attention are the glossy metro systems, showcased as beacons of ‘developing India’ to the world.
But we must ask: whose development does this model serve? Does this car-centric approach to city planning include the majority of the population, particularly the toiling classes living in marginalised areas? The answer, clearly, is no. Yet city planners, potentially influenced by the automobile industry, seem unconcerned as long as car sales continue to rise.
Tram service could have been modernised
A recent report by TERI, New Delhi, offers a glimmer of hope and a roadmap for what could have been. It suggests that Kolkata could increase tram ridership through modernisation and expansion. Current issues of low speeds and maintenance problems are attributed to years of neglect, not inherent flaws in the system.
The report recommends upgrading brake systems to increase speed, introducing catenary-free trams with advanced technology, and implementing smart traffic management systems. Restoring dedicated tram corridors could improve safety and reduce congestion. Moreover, incentivising tram use through subsidised ticket prices and stricter parking regulations for private vehicles could make trams more competitive with other modes of transport.
As we witness the trams being relegated to the shadowy corners of depots, making way for more private vehicles, we must recognise this as symptomatic of a larger issue. It represents a desire to push the working class to the margins, prioritizing a glossy facelift for the city over inclusive and sustainable development.
The phasing out of Kolkata’s tram network represents more than the loss of a historic transport mode or a piece of heritage. It raises questions about our approach to sustainable urban development. Perhaps it’s time to reconsider our urban planning priorities and explore ways to enhance public transportation systems that can benefit a wide range of citizens.
While the trams may soon be absent from Kolkata’s streets, this change could serve as an opportunity to reflect on how we address the needs of all urban residents, including working-class communities. This transition might encourage us to envision and work towards creating cities that emphasize inclusivity, sustainability, and accessibility for everyone.
The writer is a research scholar of History in Ambedkar University, Delhi.
