The Calcutta Tramways Company Limited (CTC) is a West Bengal state government undertaken company that runs trams in Kolkata and buses in and around Kolkata. Kolkata tram is the oldest operating electric tram of Asia, running since 1902.

Past in a nutshell

1873: An attempt was made to run a tramway service between Sealdeh and Armenian Ghat Street on 24 February. The service was not adequately patronised and was wound up on Nov 20.

1880: The Calcutta Tramway Co. Ltd was formed and registered in London on 22 December. Metre-gauge horse-drawn tram tracks were laid between Sealdeh to Armenian Ghat via Bowbarzar Street. Dalhousie Sq. and Strand Road. The route was inaugurated on 1 November.

1882 Steam locomotives were deployed experimentally to haul tramcars. By the end of the nineteenth century the Company owned 166 tramcars 1000 horses, 7 steam locomotives and 19 miles of tram tracks.

1900 Electrification of the Tramways and simultaneous reconstruction of tracks to (standard gauge) was started.

1902 27 March 1902, the first electric tramcar ran from Esplanade to Kidderpore, and on 14 June that year, Esplanade to Kalighat.

1903 Kalighat line extended to Tollyganj, Esplanade to Belgachhia (via Bidhan Sarani, Shyambazar), and Esplanade to Shialdaha station route (via Binay Badal Dinesh Bag, Rajib Gandhi Sarani, & Mahatma Gandhi Road) opened.

1904 Esplanade to Bagbazar route opened.

1905 Howrah Station to Bandhaghat route was opened for tramways in June. Electrification project completed.

1906 Bowbazar Jn. to Binay Badal Dinesh Bag, Ahiritola Jn. to Hatibagan Jn. route opened.

1908 Lines to Shibpur via G.T. Road made ready. Esplanade to Shialdaha station via Moula Ali Jn., Moula Ali Jn. to Nonapukur, Wattganj Jn. to J.Das Park Jn. (via Alipur), Mominpur Jn. to Behala route opened.

1910 Shialdaha Station to Rajabazar route opened.

1915 Mirzapur Jn. to Bowbazar Jn, & Shialdaha Station to Lebutala Jn. route opened.

1920 Strand Road Jn. to High Court route opened.

1923 S.C.Mallik Square Jn. to Park Circus route (via Royd Street, Nonapukur) opened.

1925 Barhabazar Jn. to Nimtala route opened.

1928 Kalighat to Baliganj route opened.

1930 Park Circus line extended to Garhiahat Jn..

1941 Rajabazar line extended to Galiff Street.

1943 The Calcutta system was connected with Howrah section through the new Howrah Bridge in February. With this extension, the total track length reached .

1951 The Government of West Bengal entered into an agreement with the Calcutta Tramways Company and the Calcutta Tramways Act, 1951 was enacted. The Govt. took over all rights with regard to Tramways and reserved the right to purchase the system on 1st Jan, 1972 or any time thereafter giving two years notice.

1967 The Government of West Bengal passed The Calcutta Tramways Company (Taking over of Management) Act, 1967 and took over the management on 19 July 1967. On 8 November 1976 the Calcutta Tramways (Acquisition of undertaking) ordinance, 1976 was promulgated under which the Company with all its assets vested with the government.

1970 The Howrah sections were closed down in October 1970 and 1971/1973 Nimtala route was closed down in May 1973, and re-alignment of Howrah Station terminus occurred. The total track length was now reduced to .

1980 Tram tracks on Bentinck Street & Ashutosh Mukhopadhyay Road closed for construction of Kolkata metro, after the construction, these stretches not re-opened, overhead wires was present till 1994 on Bentinck Street. Tracks on Jawaharlal Nehru Road survived after some realignment, making a new terminus at Birla Planetarium. Birla Planetarium route closed in 1991. A flyover constructed on that road in 2006

1982 Sealdah Station terminus along with Sealdaha station - Lebutala stretch on Bipin Bihari Gangopadhyay Street closed for construction of a flyover. The place of that terminus is now occupied by building of Sealdah court & bus terminus.

1985 On 17 April extension of track was completed connecting Manicktola to Ultadanga via Manicktola Main road, C. I. T. road . This was the first Tramways extension since 1947.

1986 On 31 December further extension of tram track from Behala to Joka was completed.

1992 Calcutta Tramways Company has taken a new venture by introducing Bus services from 4 November 1992 initially with a fleet of 40 buses.

1993 Howrah Station terminus closed and tram tracks removed on Howrah Bridge, because such a cantilever bridge proved not so strong for trams. All routes terminated there shortened to Barhabazar (Howrah Bridge) terminus (former Barhabazar junction).

1995 High Court terminus closed for reconstruction of Strand Road. Rails & wires removed from there & from Strand Road, Hare Street & Shahid Kshudiram Basu Road. The place is now occupied by newest building of Kolkata high court.

2004 Garhiahat Depot - Garhiahat Junction link on Gariahat Road closed for construction of Gariahat flyover.

2006 Mominpur - Behala stretch on Diamond Harbour Road closed for construction of a flyover at Taratala. Initially, there was a plan to relaying of tracks on that flyover after its completion, but later the road was converted to National Highway, and the plan dismantled. Behala - Joka stretch is still running along with Behala terminus.

2007 Wattgunge Jn - Mominpur Diamond Harbour Road, Mominpur - Jatin Das Park Judges Court Road, Jatin Das Park - Kalighat Shyama Prasad Mukherjee Road, Kalighat - Ballygunge Station Rash Behari Avenue & Kalighat - Tollygunge S. P. Mukherjee Road, Deshapran Sashmal Road Routes closed down for reconstruction. It is not yet restored.

2008 Galiff Street terminus realigned. Now irrugular service from Bagbazar to Galiff Street converted to regular running by Route 7/12. Rails & wires removed from part of Bidhan Sarani. Restored by the end of the year.

2009 Tracks on R. G. Kar Road from Shyambazar 5-point crossing to Belgatchia tram depot removed. Wires still exist.

Tram routes

Route No.	Description	Length (km)	Streets served
1	Belgatchia to Esplanade(Route closed down recently.)	7.29	R.G.Kar Rd – Bidhan Sarani – College Street – Nirmal Ch. Street – Lenin Sarani
2	Belgatchia to BBD Bag (Route closed down recently.)	6.81	R.G.Kar Rd – Bidhan Sarani – College Street – B.B.Ganguly Street
4	Belgatchia to BBD Bag (Route closed down recently.)	6.92	R.G.Kar Rd – Bidhan Sarani – Aurobinda Sarani - Rabindra Sarani
5	Shyambazar to Esplanade	5.13	Bidhan Sarani – College Street – Nirmal Ch. Street - Lenin Sarani
6	Shyambazar to BBD Bag	5.13	Bidhan Sarani – College Street – B.B. Ganguly Street
8	Bagbazar to BBD	5.13	Rabindra Sarani - Lalbazar Street
10	Shyambazar to BBD Bag	5.13	Bidhan Sarani – Aurobinda Sarani – Rabindra Sarani - Lalbazar Street
11	Shyambazar to Howrah Bridge	4.32	Bidhan Sarani – Mahatma Gandhi Road
12	Rajabazar to Esplanade	3.32	A.P.C.Road – A.J.C.Bose Road – Lenin Sarani
12/7	Galiff Street to Esplanade	6.52	Rabindra Sarani - Lalbazar Street - Hemanta Basu Sarani
14	Rajabazar to BBD Bag	3.81	A.P.C Road – Surya Sen St. – Raja Rammohan Sarani - B.B. Ganguly Street - Lalbazar Street
15/12	Rajabazar to Howrah Bridge	4.81	A.P.C.Road – Surya Sen St. – Mahatma Gandhi Road
16	Bidhan Nagar to BBD Bag	8.14	C.I.T. Rd. – Maniktala Main Rd. – A.P.C Rd. – Surya Sen St. – Raja Rammohan Roy Sarani – B.B. Ganguly Street - Lalbazar Street
17	Bidhan Nagar to Esplanade	8.14	C.I.T. Rd. - Maniktala Main Rd. – A.P.C. Rd. - A.J.C. Bose Rd. – Lenin Sarani
20	Park Circus to Howrah Bridge	7.85	S.A.Avenue – New Park Street – A.J.C.Bose Road – M.G.Road
21	Parkcircus to Howrah Bridge	7.85	S.A.Avenue – New Park Street – A.J.C.Bose Road – Elliot Road - Royd Street - Rafi Ahmed Kidwai Road Lenin Sarani - Hemanta Basu Sarani - Lalbazar Street - Rabindra Sarani - M.G.Road
22	Parkcircus to BBD Bag	7.85	S.A.Avenue – New Park Street – A.J.C.Bose Road – Elliot Road - Royd Street - Rafi Ahmed Kidwai Road - Lenin Sarani - Hemanta Basu Sarani
20/17	Parkcircus to Bidhan Nagar	8.25	S.A.Avenue – New Park Street – A.J.C.Bose Road – A.P.C. Road – Maniktala Main Road – C.I.T. Road
24*	Ballygunge Station to BBD Bag	12.68	Rash Behari Avenue – S.P. Mukherjee Road – Judges Court Road – D.H. Road – Karl Marx Sarani - Kidderpore Road - Casuarina Avenue - Dufferin Road - Esplanade - Hemanta Basu Sarani
25	Gariahat to BBD Bag	7.25	Gariahat Road – Ashutosh Chowdhury Road - S.A. Ali Avenue – New Park Street – A.J.C. Bose Road – Elliot Road - Royd Street – R.A. Kidwai Road – Lenin Sarani - Esplanade - Hemanta Basu Sarani
26	Gariahat to Howrah Bridge	9.08	Gariahat Road – Ashutosh Chowdhury Road - S.A. Ali Avenue – New Park Street – A.J.C. Bose Road – M.G. Road
26/17	Gariahat to Bidhan Nagar	10.15	Gariahat Road - Ashutosh Chowdhury Road - S.A.Avenue – New Park Street – A.J.C.Bose Road – A.P.C. Road – Maniktala Main Road – C.I.T. Road
29*	Tollygunge to BBD Bag	12.55	D.P. Sasmal Road – S.P.Mukherjee Road – Judges COurt Road – D.H. Road - Karl Marx Sarani - Kidderpore Road - Casuarina Avenue - Dufferin Road - Esplanade - Hemanta Basu Sarani
30*	Kalighat to Howrah Bridge	11.86	S.P.Mukherjee Road – Judges Court Road – D.H. Road - Karl Marx Sarani - Kidderpore Road - Casuarina Avenue - Dufferin Road - Esplanade – Hemanta Basu Sarani - B.B.D. Bag – Lalbazar Street - Rabindra Sarani – M.G. Road
24/29*	Tollygunge to Ballygunge Station	5.45	D.P. Sasmal Road – S.P. Mukherjee Road – R.B. Avenue
36	Khidderpore to Esplanade	4.99	Karl Marx Sarani- Kidderpore Road - Casuarina Avenue - Dufferin Road
36/30	Khidderpore to Howrah Bridge	10.11	Karl Marx Sarani- Kidderpore Road - Casuarina Avenue - Dufferin Road - Esplanade - Hemanta Basu Sarani - BBD Bag - Lalbazar Street - Rabindra Sarani - M.G.Road

"*" indicates routes in South Kolkata suspended for reconstruction. These routes will be restored only after the construction is complete, time yet unknown.For closed routes, see the latest Kolkata tram map on right.

Buses operated by CTC

The Calcutta Tramways Company (1978) Ltd., had taken a new venture by introducing Bus Services from November ’92. This can be termed as a Golden Chapter for CTC to enable the Century-old Company to serve the people of Kolkata and surrounding rural areas in conformity with its tradition of dedication and commitment. It was presumed that Bus services would be an advantageous transport system for the Company as it would be able to access those areas which are not yet un-folded by running of trams. The running of bus service was done with a vision of reaching wider areas around the city and to keep the heritage of The Calcutta Tramways Company intact. It was also presumed that, additional running of Bus services would also maintain the financial harmony within the CTC infrastructure. Since the introduction of the first CTC Bus services, the network has extended in broader parameter within a short span of time. With over 40 (forty) number of routes throughout Kolkata and surrounding areas, efficient service, comfortableness and smooth ride have already enjoyed the confidence of the commuters. The CTC fleet of buses fulfills the condition of a safe, reliable and punctual mode of transport and run in tandem with its tram colleagues.

The initial bus services were introduced from Rajabazar with a fleet of 40 (forty) Buses. In course of time, CTC started operation of Bus services from Kidderpore depot. In the year 1993, the Tollygunge depot and Belgatchia depot were added in 1994 and 1995 respectively. Later on CTC started operation of Bus services from Ghasbagan depot at Howrah in the year 2005.

Management

CTC is headed by a Chairman/Managing Director. Director reports to the Chair are:

• General Manager
• Chief Accounts Officer (Secretary)
• Chief Operating Manager
• Works Manager
• Chief Engineer

Mid level officers of the CTC include:

• Chief Medical Officer
• Controller of Stores
• Senior Engineers

Fleet

CTC operates 319 trams of which 239 are operational, but only 170 are running on the streets of Calcutta on a daily basis. The cars are single deck articulated cars with can carry 200 passengers (60 seated).

The early horsedrawn cars were imported from England, as were the steel tramcars before the 1952. After 1952, tram cars were built in India.

Electric Tram Rolling Stock Experiments

The introductory stocks were single coach, like other Indian cities (Delhi, Mumbai, Chennai & Kanpur), because the new mode of transport was introduced experimentally by CTC. As it gained popularity quickly, another coach attached some years later (like Mumbai), which is continuing now. Double decker tram like Mumbai never appeared here. Triple coach trams once appeared, but shortly removed from the streets. Single coach trams continued on Shibpur line till its closure in 1970.

Earlier Stocks was C TYPE and D TYPE. Both stocks were double coached, two doors & four wheels under each coach, and no wheels between two coaches, but C TYPEs had no front iron net, and had front coach trolleypole, whereas D TYPEs had front iron net, and rear coach trolleypole. C TYPEs were the first double coach tram, introduced in Kolkata side only (no Howrah side). It gradually replaced partly by D TYPEs in all routes. D TYPE introduced much later on Bandhaghat line, and continued until its closure in 1971, after closing of Bandhaghat line, all D TYPEs started running on Kolkata side. D TYPE was continued until 1989.

There are various types of rollings stocks -

L TYPE - The first double coach tram with wheels between two coaches, made in Nonapukur workshop. It is sometime called 'elephant car' by CTC, because its driver cab and backside is slightly slanted to forward, and also narrow, just like head of an elephant (without trunk). It was introduced as a higher speed tram, with improved motor, minding for running specially on reserved tracks and routes like Galiff Street, Baliganj, Tollyganj, Behala & Khidirpur (for so it was a little aerodynamic model mocked). It was also longer than D TYPE cars. This is the first tram with driver cab door. Although now decreased in number than before, L TYPE is still running proudly in city streets, mainly on south Kolkata routes. One tram was partly modified with front glass, and another with many glow sign boards (seems a moving billboard).

M TYPE - This is a modified variation of L TYPE, and not so stylish like L TYPE, also made in Nonapukur workshop. The only difference is that its front and back is not slanted, and is straight. It was also introduced as a higher speed tram, with improved motor, minding for running specially on reserved tracks and routes. Later, this type was also started running on unreserved tracks and routes. M TYPE is also still running proudly in city streets, except Bidhannagar line due to high incline under Kankurgachhi rail bridge. Three cars are used as training car.

S TYPE - This is a slightly changed variation of M TYPE, and not so stylish like M TYPE, also made in Nonapukur workshop. The only difference is that its front and back is not narrow, and is wide. It was also improved motor, but minding for running specially on unreserved tracks and routes. Later, this type was also started running on reserved tracks and routes. Some early cars were highly maintained by government. S TYPE is also still running proudly in city streets.

R TYPE - After many years running with D, L, M & S, a new type of rolling stock arrived in Kolkata proudly, made by Burn Standard India Ltd.. It is renovated, stronger, heavier and more speedy than earlier classes. It was introduced around 1982, and changed the image of Kolkata tram. It was a result of the decision then to not close the tram. It was the first class, which started running throughout the city network in all routes. Some trams were partly modified with front glass, two trams were modified minding the B class tram of Melbourne (see Trams in Melbourne) with fluorescent lights and back glass (minding the double ended B class tram). These are the highest number of rolling stock of Kolkata tram.

N TYPE - This was the last original made new rolling stock, built by Jessop India Ltd.. It was a variation of R TYPE. It was introduced around 1987. Some trams were partly modified with front glass, one trams were modified with fluorescent lights and FM radio. These are the second highest number of rolling stock of Kolkata tram. three years after its introduction, closure of Kolkata tram was again thought by government, so no more new type of stock was introduced.

Recently, two trams were made completely new. These are world class, with front and back glass, fluorescent lights, FM radio, slanted seats, and fibre glass ceiling. More this type of tram is under planning.

Beside this, there are some Water Rail Scrubber cars, for polishing tracks by jet water and flat wagons for goods transportation, (some of them are modified from now closed single coach Howrah tram), and tower inspection wagon for wire checking.

Fare structure

• 1st class - Rs. 4 & Rs. 4.50 (depending on distance)
• 2nd class - Rs. 3.5 & Rs. 4 (depending on distance)

Technical details

Cars

• Length:
• Width:
• Weight: - (empty)

• Car manufacturer: ? - pre-1952 from England; post-1952 from India from 1982 Burn Standered Howrah manufacture the tram. But 0n 1986 some tram manufactured by Jessop. * Fleet no.: ?
• Fleet size: 319 trams of which 239 are operational, but only 170 operating
• Length:
• Weight: - (empty)
• Seating: 60 per car
• Speed: (max); avg speed:
• Motor: Now there is three type of motor use in tram 1. CAM (Mnu. at London) 2. GEC (Manu. at England) 3. FUJI (Manu. at Japan). Fuji is the most updating system in tram.
• Propulsion:
• Track gauge:
• Brakes:
• No vestibule, no door shutter.
• Single ended car.
• Current drawn by trolleypole.

Depots & termini

There are 9 tram depots, i.e.- Belgachhia (non operational currently), Rajabazar, Park Circus, Gariahat, Tollygunge (non operational currently), Kalighat (non operational currently), Shyambazar, Galiff Street, Behala and Kidderpur, 7 tram termini, i.e.- Bagbazar, Bidhannagar, Ballygunge (non operational currently), Esplanade, B. B. D. Bagh, Joka & Howrah Bridge, and one workshop at Nonapukur. Rajabazar depot and Tollygunge depot are the largest respectively in number of tracks and area. Kidderpur depot is the oldest and Kalighat Depot is the smallest. Esplanade terminus has most tram routes.

Alignment & Interchanges

• Tram passes over the bridge of rail track between Shyambazar & Belgachhia, near Tala.
• Tram passes under the bridge of rail track between Maniktala & Bidhannagar, near Kankurgachi (only under-level track), and between Kalighat & Tollygunge, near Rabindra Sarobar.
• Tram runs parallel over metro track from Shyambazar to Belgachhia, and from Jatin Das Park to Tollygunge.
• Tram track crosses metro track at Aurobinda Sarani, Mahatma Gandhi Road, Bipin Bihari Gangopadhyay Street and Lenin Sarani.
• Tram runs both side of the road on Lenin Sarani and Surya Sen Street, and either right or left side on part of Acharya Prafulla Chandra Roy Road, part of Acharya Jagadish Chandra Basu Road, Judges Court Road, Diamond Harbour Road, Karl Marx Sarani, Kidderpur Road, Dufferin Road, Casuarina Avenue, Elliot Road, Royd Street and Rabindra Sarani. On all other streets, tram runs middle of the road.
• Tram runs on flyover only at Shialdaha.
• Tram passes under flyover at Barhabazar, Wattganj, Race Course & Garhiahat.
• Tram crosses canals between Shyambazar & Belgachhia near Shyambazar, between Maniktala & Bidhannagar near Maniktala, between Jatin Das Park & Mominpur near Alipur, and between Wattganj & Esplanade near Wattganj.
• Interchange with metro at Belgachhia, Shyambazar, Esplanade, Kalighat, & Tollygunge. Shobhabazar, Mahatma Gandhi Road, Central, Jatin Das Park & Rabindra Sarobar metro stations also has availability of tram.
• Interchange with train at Bagbazar, Bidhannagar, Park Circus, Ballygunge, Kidderpur, B.B.D Bag & Tollygunge. Sealdah & Tala rail stations also has availability of tram

Advantages and criticism

Kolkata tram was the sole public transport around 1920, when the bus introduced in Kolkata. It continues competition till then, gradually with bus, taxi and metro. However, service up to 1950, was quite smooth and glorious, although most new lines and extensions were in pre-independence of India. There was around 300 tramcars, which were regularly operated in all routes on Kolkata (& Howrah). Single car trams operated on Shibpur line till its closure, and all other lines had double car. Due to high number of cars, frequency was also high (roughly 5 – 7 minutes in all routes). Derailments were very low, because of careful maintenance. All check-up works were done whole night regularly, using water car for track smoothing, and tower car for wire checking. Each tram was washed in depot every day for a fresh & clean look. Breakdown vans and OH wire inspection vans were being ready at many junctions, for quick fixing. Regular inspection of tracks, wires etc. were done very carefully. Tracks and track bed stones were replaced periodically for smoother service.

The anti-tram craze started around 1955, and quickly spread up around the world. Many countries of both developed and developing countries started closing tram systems. India was not the exception. Tram service gradually closed at Kanpur in 1933, Chennai in 1955, Delhi in 1962 and Mumbai in 1964. Kolkata's network still survived, but shortening of network started. Side by side, automobile booming happened, and quickly spread up.

Many streets were narrow, which was ideal for tram service before, but now private cars, buses, lorries etc. started running on those roads. Government was much interested to close the tram, rather than control of motor traffic. Some routes like Bandhaghat, Shibpur, and Nimtala were closed for that reason, although jam was not solved till now on those areas, so it is clear that tram closure was not the right decision. Many streets of Kolkata which has no tramline ever, but has very high traffic jam.

Although most track beds are now converted from stone to concrete, earlier concretization of Strand Road closed the High Court route.

Construction of the subway line also destroyed an important north-south connection, from Lalbazar to Jatin Das Park via Esplanade & Birla Planetarium. See also Kolkata Metro for details.

Development of flyovers is another reason of ill-fate of Kolkata tram. Sealdah, Gariahat & Taratala flyover were the main cause of closure of Sealdah terminus, Gahriahat link, & Joka route. Joka route also closed for national highway.

Many closures from 1970 to 1980 happened, and many people thought that it was the beginning of the end of Kolkata tram, but the situation changed after 1980. At that time, many cities around the world started returning of tram. Large number of automobiles started creating pollution and smog. High rising of petrol & diesel in international market also thought people that petrol running automobile is far worse than electricity driven street rail. Trams has many advantages -

• Clean and green - enhances the environment - no emissions at street level
• Safe - many times safer than car travel
• Speedy - short journey times
• Avoids traffic congestion - through segregation and priority
• Smooth - no violent movements vertically, laterally, or backwards/forwards
• Comfortable
• Compatible with pedestrians in pedestrianised areas
• Civilizing - a city transported by tram is a more human, more livable place
• Acceptable and accepted - only rail borne modes can in practice get people out of cars
• Re-assuring - tram lines give confidence that service operates
• High capacity - only heavy metros have higher carrying capacity
• Affordable - the cheapest and best value form of quality mass transit
• Versatile - can run at high speeds on segregated way and can penetrate narrow historic centers
• Adaptable - can cope with steep gradients and tight curves
• Inspiring - modern tram can be aesthetically breath-taking

Beside those some political leaders and many environmentalists were in favor of tram,. As a result, Kolkata tram survived, but not so healthy like pre 1970. Tramway of Kolkata is now suffering very much due to outburst of motor vehicles, and very backdated thinking of its operator - Calcutta Tramways Company (CTC) and West Bengal government is also not kind so much about tram. Although there was some converting of trackbed from stone to concrete, and refurbishing to some modern like rolling stock has occurred.

Trams of Kolkata had played a major role for stopping of Hindu-Muslim riot during pre-independence era, by contrast many trams were also burned by local people for rage against British rulers. Even after independence, during sixties, many trams were burned for increasing only one paise of fare!! (100 paise = 1 Rupee)

Kolkata tramway has many backdated features. It still uses trolley pole and foot gong (after a failed experiment with electric horn during late 80), which is almost rare in worldwide tram (except most heritage tramways and some standard networks like Hong Kong, Toronto etc.) Probably it has the only tramcars where no front glass and proper destination board available. Ill looking iron route boards hang from front iron net. Last completely new rolling stocks made in 1987 by Jessop India Ltd., and many trams are still running from 1939. Recent de-reservation of tram tracks is completely opposite trend from world. Although it made trams faster, and derailments dropped much, it is often impossible to get up or get down to a high speed moving tram on a wide road like Acharya Prafulla Chandra Roy Road, Acharya Jagadish Chandra Basu Road, Acharya Satyendra Nath Basu Sarani, Satin Sen Sarani, Syed Amir Ali Avenue, Lila Roy Sarani, Rash Behari Avenue, Deshapran Birendra Shasmal Road, Shyama Prasad Mukhopadhyay Road etc. Only one new branch (Bidhannagar) and one extension (which was also shortest lived line - Joka) were made after independence, and no extension of network is now planned.

But with a mix of good and bad, Kolkata tram is still running as Asia's oldest operating electric tram, and the only tram of India.

Future

Many plans arise sometime, including complete refurbishing of stocks, wires etc. extending to more areas, underwater tram under River Hooghly but except complete concreting of trackbed, and partly renewing of wires & masts, not too much improvement have done. For unmaterialized future plans - please see the 'latest Kolkata tram map' above.

See also

• Trams in India
• Kolkata metro
• Kolkata suburban railway

References

• Niyogi, S. Shake, rattle & roll. The Sunday Story, Sunday Times of India, Kolkata, June 25, 2006. Available on Times of India e-paper (free registration required).
• Pathak Pratap Shankar, The Sunday Story, Sunday Times of India, Kolkata

External links

• www.calcuttatramways.com Official site.
• Department of Transport from the Government of West Bengal website