DPR - Volume II - Main Report - Part A (Version 2.1)

SILVERLINE (SEMI-HIGH SPEED RAIL) FROM THIRUVANANTHAPURAM TO KASARAGOD
DETAILED PROJECT REPORT (Version 2.1)
0 TEST
DETAILED PROJECT REPORT – (VOLUME II: PART A)

DETAILED PROJECT REPORT FOR SILVERLINE (SEMI HIGH SPEED
RAIL) FROM THIRUVANANTHAPURAM TO KASARAGOD
IDENTIFICATION TABLE
Client/Project owner Kerala Rail Development Corporation Limited (K-RAIL)

SilverLine (Semi High Speed Rail) From Thiruvananthapuram To
Project
Kasaragod
Detailed Project Report For SilverLine (Semi High Speed Rail) From
Study
Thiruvananthapuram To Kasaragod
Type of document Detailed Project Report
Date 09-06-2020
File name KRDCL-FEA-GEN-SYST-REP-00001
Framework General
Reference number IN01T18A37
Confidentiality External
Language English
Number of pages 289
Page | 0-1
APPROVAL
Version Name Position Date
Production K-Rail GC Team - 06-06-2020
Consolidation Dr. Amit Kumar Misra PM Expert 08-06-2020

2 Check M Suyambulingam Project Director 09-06-2020
Establishment
of liability for
the entity
Page | 0-2
TABLE OF CONTENTS
0 TEST .............................................................................................................................. 0-1
1 INTRODUCTION .......................................................................................................... 1-16
1.1 PROJECT BACKGROUND AND CONCEPTION ......................................................................................... 1-16
1.2 POLICY GUIDELINES FOR THE PROJECT ................................................................................................ 1-18
1.3 KERALA’S DEMOGRAPHY, TOPOGRAPHY AND NATURAL CHARACTERISTICS ................................ 1-20

1.3.1 Demographic Profile: ............................................................................................................................ 1-20
1.3.2 Socio-Economic Profile: ....................................................................................................................... 1-21
1.3.3 Topography and Natural Characteristics: ............................................................................................. 1-22
1.3.4 Ecology Sensitive Area ......................................................................................................................... 1-26
1.4 EXISTING ROAD, RAIL, AIR, WATERWAY INFRA IN KERALA ................................................................ 1-26
1.4.1 Road:-................................................................................................................................................... 1-26
1.4.1.1 Slow growth of national Highway infrastructure and status of Highways in Kerala ..................... 1-28
1.4.2 Rail: ...................................................................................................................................................... 1-30
1.4.2.1 High Utilization of the Existing Rail Transport System ................................................................ 1-31
1.4.2.2 Technical Difficulties in Removing the Existing Permanent Speed Restrictions on Rail ............. 1-32
1.4.2.3 Inadequate Platform and Terminal Facilities at Thiruvananthapuram and Other Stations .......... 1-32
1.4.2.4 Inadequate Capacity of Stations ................................................................................................. 1-33
1.4.3 Air Traffic-Airways in Kerala ................................................................................................................. 1-33
1.4.4 In-Land waterways-Water way Navigation in Kerala ............................................................................ 1-36
1.4.5 Semi High-Speed Railways In Kerala ................................................................................................ 1-37
1.5 REVIEW OF HIGH-SPEED AND SEMI HIGH-SPEED RAIL DEVELOPMENTS IN ABROAD AND INDIA . 1-38
1.5.1 High Speed Rail all over the world........................................................................................................ 1-38
1.5.2 High Speed Rail Scenario in India: ....................................................................................................... 1-47
1.5.2.1 Mumbai–Ahmedabad High Speed Rail Corridor ......................................................................... 1-49
1.5.2.2 High Speed Rail project in Kerala ............................................................................................... 1-50
1.5.2.3 Kerala’s plan for introducing Semi High Speed Rail Project ....................................................... 1-51
1.6 SELECTION OF POSSIBLE ROUTE ............................................................................................................ 1-52
1.7 SILVERLINE HELPS CITY MOBILITY IN KERALA ..................................................................................... 1-53
1.8 ENVIRONMENT POLICY OF K-RAIL ........................................................................................................... 1-53

1.8.1 Introduction- Sustainable Development ................................................................................................ 1-53
1.8.2 Sustainable Development..................................................................................................................... 1-54
1.8.2.1 Avoiding Ecologically Sensitive Areas While Routing Lines ........................................................ 1-54
1.8.2.2 Installing Noise Barrier near Sensitive Receptor ......................................................................... 1-54
1.8.3 Green Initiatives of SilverLine ............................................................................................................... 1-55
1.8.3.1 Green Initiatives .......................................................................................................................... 1-55
1.8.3.2 Green Energy.............................................................................................................................. 1-55
1.8.3.3 Green Project .............................................................................................................................. 1-55
1.8.3.4 Station Development As Green Building ..................................................................................... 1-55
1.9 ADVANTAGES OF SEMI HIGH SPEED RAIL SYSTEM FOR PASSENGERS ............................................ 1-56
1.10 IN-PRINCIPLE APPROVAL FROM MOR (Railway Board) ..................................................................... 1-56
Page | 0-3
1.11 REFERENCES .......................................................................................................................................... 1-58
2 OBJECTIVES OF THE STUDY AND THE REPORT.................................................... 2-61
2.1 OVERALL OBJECTIVE OF THE REPORT: ................................................................................................. 2-61
2.2 SCOPE OF WORK FOR THE STUDY .......................................................................................................... 2-61

2.2.1 The scope of work for preparation of DPR is outlined below:- .............................................................. 2-61
2.2.2 Scope of work of DPR includes- ........................................................................................................... 2-62
2.2.3 Detailed Project Report ........................................................................................................................ 2-62
2.3 GENERAL PLANNING PARAMETERS ........................................................................................................ 2-62

2.3.1 Need for SilverLine in Kerala State....................................................................................................... 2-63
2.3.2 Selection of Possible Route .................................................................................................................. 2-65
2.3.3 Selection of Semi High Speed over High Speed Rail ........................................................................... 2-66
2.3.4 Selection of Operating speed 200 kmph instead of 350 kmph ............................................................. 2-67
2.3.5 Standard Gauge (SG) over Broad Gauge (BG) or Other Gauge .......................................................... 2-67
2.4 NEED FOR PARADIGM SHIFT ..................................................................................................................... 2-68
3 REVIEW OF EXISTING DATA AND REPORTS .......................................................... 3-70
3.1 INTRODUCTION ........................................................................................................................................... 3-70
3.2 REVIEW OF HIGH SPEED RAIL AROUND THE WORLD ........................................................................... 3-70
3.2.1 Chronological Development of High-Speed Rail in Various Countries ................................................. 3-71
3.2.2 Latest HSR Projects ............................................................................................................................. 3-73
3.2.2.1 The Netherlands – Amsterdam to the Belgian Border High Speed Rail Link ............................ 3-73
3.2.2.2 United Kingdom – High Speed 1 ................................................................................................. 3-77
3.3 HIGH SPEED RAIL SCENARIO IN INDIA .................................................................................................... 3-80

3.3.1 Initiatives in India .................................................................................................................................. 3-80
3.3.2 High Speed Rail projects in India.......................................................................................................... 3-81
3.3.2.1 Mumbai-Ahmedabad High Speed Rail Project ............................................................................ 3-81
3.3.2.2 Delhi-Meerut Regional Rapid Transit System ............................................................................. 3-86
3.3.2.3 Kerala HSR Project between Thiruvananthapuram and Kannur (Studied by DMRC) .............. 3-90
3.3.2.4 Suburban Rail Project between Thiruvananthapuram – Chengannur ......................................... 3-92
3.4 KERALA’S PLAN FOR A FAST AND COMFORTABLE RAIL BASED SYSTEM ....................................... 3-92
3.4.1 Vision and Policy .................................................................................................................................. 3-92
3.4.2 Plan for Higher Speeds in Railways and Development of Semi High Speed Rail Corridor................... 3-94
3.4.3 Challenges to the introduction of Semi High Speed Rail in Kerala ....................................................... 3-95
3.5 METHODOLOGY OF PREPARATION OF DETAILED PROJECT REPORT ............................................... 3-99
3.6 REFERENCES & GUIDELINES TAKEN FOR THIS CHAPTER ................................................................. 3-101
4 TRAVEL DEMAND FORECAST ................................................................................ 4-103
4.1 STUDY AREA PROFILE ............................................................................................................................. 4-103

4.1.1 Introduction – The Study Area ............................................................................................................ 4-103
4.1.1.1 Rationale for SilverLine Station Locations ................................................................................ 4-104
4.1.1.2 SilverLine Distance and Time ................................................................................................... 4-110
Page | 0-4
4.1.2 District & City Profile ........................................................................................................................... 4-111

4.1.2.1 Thiruvananthapuram ................................................................................................................. 4-111
4.1.2.2 Kollam ....................................................................................................................................... 4-112
4.1.2.3 Chengannur .............................................................................................................................. 4-114
4.1.2.4 Kottayam ................................................................................................................................... 4-115
4.1.2.5 Ernakulam ................................................................................................................................. 4-116
4.1.2.6 Thrissur ..................................................................................................................................... 4-118
4.1.2.7 Malappuram & Tirur .................................................................................................................. 4-119
4.1.2.8 Kozhikode ................................................................................................................................. 4-121
4.1.2.9 Kannur ...................................................................................................................................... 4-123
4.1.2.10 Kasaragod................................................................................................................................. 4-124
4.1.3 Demographic Profile ........................................................................................................................... 4-125
4.1.4 Socio-Economic Profile ...................................................................................................................... 4-125
4.1.4.1 Economy ................................................................................................................................... 4-126
4.1.4.2 Sector-wise distribution of GSDP .............................................................................................. 4-130
4.1.4.3 Employment in the Organized & Unorganised Sector ............................................................... 4-131
4.1.4.4 Remittances - Contribution to Kerala Economy ........................................................................ 4-132
4.1.4.5 Proposed Projects and Investments in Kerala .......................................................................... 4-133
4.1.5 Tourism in Kerala ............................................................................................................................... 4-135
4.1.6 Transport Characteristics ................................................................................................................... 4-139
4.1.6.1 Vehicle registration growth ........................................................................................................ 4-139
4.1.6.2 Transport Sector Projects and Initiatives .................................................................................. 4-144
4.1.6.3 Impact of Transport Sector Projects and Schemes on Silverline .............................................. 4-149
4.1.6.4 Issues and challenges in Road Transport Sector...................................................................... 4-152
4.1.7 Road Accidents .................................................................................................................................. 4-153
4.2 DATABASE DEVELOPMENT ..................................................................................................................... 4-159

4.2.1 Approach and Methodology in Brief – Traffic Surveys ........................................................................ 4-159
4.2.2 Secondary Data Collection ................................................................................................................. 4-162
4.2.2.1 Railway Reserved Passenger Data .......................................................................................... 4-162
4.2.2.2 Trains Considered for Analysis ................................................................................................. 4-162
4.2.2.3 Traffic Data at Toll Plaza ........................................................................................................... 4-165
4.2.2.4 Bus Passenger Trips Data ........................................................................................................ 4-165
4.2.2.5 Railway Goods Traffic data ....................................................................................................... 4-166
4.2.2.6 Fuel Sales Data ........................................................................................................................ 4-166
4.2.3 Primary Traffic Surveys ...................................................................................................................... 4-166
4.2.3.1 Traffic Surveys Conducted ........................................................................................................ 4-166
4.2.3.2 Reconnaissance Survey ........................................................................................................... 4-167
4.2.3.3 Traffic Survey Schedule and Format ......................................................................................... 4-168
4.2.3.4 Classified Traffic Volume Count (TVC) Survey ......................................................................... 4-171
4.2.3.5 Vehicle Occupancy Survey ....................................................................................................... 4-173
4.2.3.6 Origin and Destination (OD) Survey .......................................................................................... 4-174
4.2.3.7 Stated Preference/ Willingness To Pay (WTP) Survey ............................................................. 4-174
4.2.3.8 Passenger Terminal OD Survey ............................................................................................... 4-175
4.2.3.9 Survey of Truck Operators, Cargo Forwarding Agencies and Railway Parcel Services ........... 4-176
4.3 DATA ANALYSIS – TRIP CHARACTERISTICS ......................................................................................... 4-176

4.3.1 Classified Traffic Volume Count (TVC) Survey ................................................................................... 4-177
4.3.2 Seasonal Correction Factor (SCF) ..................................................................................................... 4-179
4.3.3 Average Annual Daily Traffic (AADT) ................................................................................................. 4-182
4.3.4 Vehicle Composition ........................................................................................................................... 4-183
4.3.5 Peak Hour .......................................................................................................................................... 4-187
4.3.6 Directional Split................................................................................................................................... 4-188
4.3.7 Hourly Variation .................................................................................................................................. 4-189
4.3.8 Daily Variation of Traffic ..................................................................................................................... 4-191
Page | 0-5
4.3.9 Vehicle Occupancy Survey ................................................................................................................. 4-192
4.4 DATA ANALYSIS – TRAVEL CHARACTERISTICS .................................................................................. 4-194

4.4.1 Origin and Destination (OD) Survey ................................................................................................... 4-194
4.4.1.1 OD Sample Size ....................................................................................................................... 4-194
4.4.2 Trip Characteristics- Car/Taxi Trip ...................................................................................................... 4-195
4.4.3 Trip Characteristics - Goods Traffic .................................................................................................... 4-197
4.4.4 Trip Contribution ................................................................................................................................. 4-199
4.4.5 Passenger Terminal OD Survey at Identified Airport, Bus and Train Terminals ................................. 4-200
4.4.5.1 Airports...................................................................................................................................... 4-200
4.4.5.2 Bus Terminal ............................................................................................................................. 4-204
4.4.5.3 Railway Terminals ..................................................................................................................... 4-208
4.5 DATA ANALYSIS FROM SECONDARY SOURCES – PASSENGER TRIPS ............................................ 4-212
4.5.1 Railway Reserved Passenger Data .................................................................................................... 4-212
4.5.2 Major OD Pairs ................................................................................................................................... 4-212
4.6 TOLL TRAFFIC DATA - SCF ESTIMATION ............................................................................................... 4-213
4.7 BUS PASSENGER TRIPS DATA - THIRUVANANTHAPURAM CENTRAL ............................................. 4-214
4.8 DATA ANALYSIS FROM SECONDARY SOURCES - GOODS ................................................................. 4-216

4.8.1 Data Analysis of Truck Operators ....................................................................................................... 4-216
4.8.2 Data Analysis of Cargo Forwarding Agencies .................................................................................... 4-219
4.8.3 Data Analysis of Rail Parcel Services................................................................................................. 4-222
4.8.4 Railway Goods Traffic at Thiruvananthapuram Division ..................................................................... 4-224
4.9 ESTIMATION OF POTENTIAL TRIPS ........................................................................................................ 4-227

4.9.1 Potential Trips - Railway Passengers ................................................................................................. 4-227
4.9.1.1 From CRIS Data ....................................................................................................................... 4-227
4.9.1.2 From UTS Data ......................................................................................................................... 4-228
4.9.2 Potential Trips - Buses ....................................................................................................................... 4-230
4.9.3 Potential Trips - Cars/ Taxi ................................................................................................................. 4-230
4.9.3.1 Major OD Pairs ......................................................................................................................... 4-231
4.9.4 Potential Trips from Airport ................................................................................................................. 4-231
4.9.5 Potential Trips for RoRo ..................................................................................................................... 4-233
4.10 STATED PREFERENCE/ WILLINGNESS TO PAY (WTP) SURVEY .................................................... 4-234

4.10.1 Mode Shift Analysis ....................................................................................................................... 4-237
4.11 ESTIMATED GROWTH RATES ............................................................................................................. 4-239

4.11.1 Approach ....................................................................................................................................... 4-239
4.11.2 Growth Rate in Regional Economies ............................................................................................. 4-240
4.11.3 Transport Demand Elasticity .......................................................................................................... 4-240
4.11.4 Scenario Development .................................................................................................................. 4-241
4.11.4.1 Pessimistic Scenario: ................................................................................................................ 4-242
4.11.4.2 Business As Usual – Do-nothing scenario: ............................................................................... 4-242
4.11.4.3 Realistic Scenario ..................................................................................................................... 4-243
4.11.4.4 Optimistic Scenario ................................................................................................................... 4-244
4.11.5 Adopted Growth Rates (Passenger) – Scenario-wise.................................................................... 4-245
4.11.6 Adopted Growth Rates for RoRo ................................................................................................... 4-246
4.11.7 Developmental Traffic – Trips due to TOD .................................................................................... 4-246
4.11.8 Additional Trips due To Introduction of City Feeder Service .......................................................... 4-248
4.11.9 Estimated Daily Ridership .............................................................................................................. 4-249
4.11.10 Station-wise Loading: Sectional Load ............................................................................................ 4-252
Page | 0-6
4.12 FARE SENSITIVITY ANALYSIS ............................................................................................................ 4-256
4.13 TRAVEL DEMAND FORECAST FOR RORO ........................................................................................ 4-258
4.14 ADDITIONAL TRAFFIC SURVEYS ........................................................................................................ 4-258

4.14.1 Demand Assessment for Operating Tourist Trains ........................................................................ 4-258
4.14.2 Demand Assessment for Operating Aggregator Services ............................................................. 4-261
4.14.3 Demand Assessment for Operating Sleeper Trains....................................................................... 4-262
4.14.4 Demand Assessment for Operating Restaurant Cars .................................................................... 4-264
4.15 CONCLUSION AND RECOMMENDATIONS ......................................................................................... 4-265
5 BASIC PLANNING PARAMETERS ........................................................................... 5-268
5.1 GENERAL ................................................................................................................................................... 5-268
5.2 TRACK AND LINE STRUCTURAL SYSTEMS ........................................................................................... 5-272

5.2.1 Alignment in Brief ............................................................................................................................... 5-272
5.2.2 Type of track structure: Ballasted and Ballastless track:- ................................................................... 5-273
5.2.3 Proposed Stations: ............................................................................................................................. 5-277
5.2.3.1 Classification or type of proposed stations: -............................................................................. 5-278
5.3 ROLLING STOCK ....................................................................................................................................... 5-278

5.3.1 The basic planning (design) parameters of Rolling Stock ................................................................... 5-279
5.4 POWER SUPPLY AND TRACTION ............................................................................................................ 5-281

5.4.1 Un-interrupted electric power supply .................................................................................................. 5-281
5.4.2 AC Traction power supply systems in use for HSR ............................................................................ 5-281
5.4.2.1 Latest developments in India:- .................................................................................................. 5-281
5.4.2.2 2x25 KV Traction System for SilverLine Corridor ...................................................................... 5-282
5.4.2.3 Types of catenary system: ........................................................................................................ 5-283
5.4.2.4 Electrical Clearances ................................................................................................................ 5-283
5.4.2.5 SCADA system ......................................................................................................................... 5-284
5.4.2.6 Power requirement.................................................................................................................... 5-284
5.4.2.7 Green Energy............................................................................................................................ 5-284
5.5 SIGNALLING & TRAIN CONTROL AND COMMUNICATION SYSTEM .................................................... 5-284
5.5.1 Signalling & Train Control System ...................................................................................................... 5-284
5.5.1.1 Train operation Management .................................................................................................... 5-284
5.5.1.2 The basic Signalling & Train Control (ERTMS/ETCS level-2) sub-systems .............................. 5-285
5.5.2 Communication System ...................................................................................................................... 5-286
5.5.2.1 The Communication facilities proposed for meeting the requirements ...................................... 5-286
5.5.2.2 The basic communication sub-systems .................................................................................... 5-287
5.6 TICKETING & FARE COLLECTION SYSTEM ........................................................................................... 5-287
5.7 ROLLING STOCK DEPOT .......................................................................................................................... 5-288

5.7.1 Rolling Stock Depots .......................................................................................................................... 5-288
VOLUME II: PART B

CHAPTER 6: ALIGNMENT
CHAPTER 7: STATION & AREA DEVELOPMENT
Page | 0-7
CHAPTER 8: CIVIL ENGINEERING
VOLUME II: PART C

CHAPTER 9: ROLLING STOCK & DEPOT
CHAPTER 10: POWER SUPPLY ARRANGEMENTS
CHAPTER 11: SIGNALING & TRAIN CONTROL AND COMMUNICATION SYSTEM
CHAPTER 12: TICKETING AND FARE COLLECTION SYSTEM
CHAPTER 13: TRAIN OPERATION, MAINTENANCE PLAN & SAFETY
CHAPTER 14: ENVIRONMENTAL & SOCIAL IMPACT ASSESSSMENT
VOLUME II: PART D

CHAPTER 15: DETAILED PROJECT COST ESTIMATE
CHAPTER 16: TRANSIT ORIENTED DEVELOPMENT
CHAPTER 17: PROJECT FINANCING OPTIONS
CHAPTER 18: PROJECT IMPLEMENTATION PROGRAM & SCHEDULE
CHAPTER 19: FINANCIAL & ECONOMIC ANALYSIS
CHAPTER 20: SUSTAINABLE TRANSPORT SYSTEM & GREEN INITIATIVES/GREEN BUILDINGS
CHAPTER 21: CONCLUSIONS & RECOMMENDATION
Page | 0-8
LIST OF TABLES
TABLE 1-1: HIGH SPEED RAIL CORRIDORS ........................................................................................................ 1-19

TABLE 1-2: DISTRICT-WISE POPULATION OF KERALA ....................................................................................... 1-20
TABLE 1-3: LIST OF NATIONAL HIGHWAY IN KERALA ....................................................................................... 1-27
TABLE 1-4: GROWTH OF HIGHWAYS IN KERALA .............................................................................................. 1-29
TABLE 1-5: UTILIZATION OF EXISTING RAIL CORRIDOR .................................................................................... 1-31
TABLE 1-6: POPULAR DESTINATIONS AND FLIGHTS FROM KOCHI .................................................................... 1-33
TABLE 1-7: POPULAR DESTINATIONS AND FLIGHTS FROM THIRUVANANTHAPURAM ..................................... 1-34
TABLE 1-8: POPULAR DESTINATIONS AND FLIGHTS FROM KOZHIKODE ........................................................... 1-35
TABLE 1-9: POPULAR DESTINATIONS AND FLIGHTS FROM KANNUR ................................................................ 1-35
TABLE 1-10: SPEED RECORD IN RAILWAYS ....................................................................................................... 1-39
TABLE 1-11: LENGTH & SPEED OF HSR IN VARIOUS COUNTRIES ...................................................................... 1-40
TABLE 1-12: LENGTH OF HSR LINES UNDER CONSTRUCTION IN VARIOUS COUNTRIES ..................................... 1-41
TABLE 1-13: PROPOSED HIGH SPEED RAIL CORRIDORS .................................................................................... 1-48
TABLE 1-14: COST DETAILS OF KERALA HIGH-SPEED RAIL ................................................................................ 1-51
TABLE 3-1: SPEED RECORD IN RAILWAYS SINCE INCPETION ............................................................................ 3-71
TABLE 3-2: HSR ROUTES AND THEIR SPEED IN VARIOUS COUNTRIES ............................................................... 3-72
TABLE 3-3: LENGTH OF HSR LINES UNDER CONSTRUCTION ............................................................................. 3-73
TABLE 3-4: FUNDING STRUCTURE OF HS1 ........................................................................................................ 3-78
TABLE 3-5: PRE-CONDITION FOR MUMBAI-AHMEDABAD HSR ........................................................................ 3-82
TABLE 3-6: STANDARDS FOR THE DESIGN OF RAILWAY FACILITIES: MUMBAI - AHMEDABAD LINE ................. 3-82
TABLE 3-7: ECONOMIC ANALYSIS OF MUMBAI - AHMEDABAD HSR ................................................................ 3-85
TABLE 3-8: FINANCIAL OPTIONS OF MUMBAI - AHMEDABAD HSR .................................................................. 3-85
TABLE 3-9: SYSTEM PARAMETERS OF DELHI-MEERUT RRTS............................................................................. 3-87
TABLE 3-10: TRAFFIC ESTIMATES OF DELHI-MEERUT RRTS .............................................................................. 3-88
TABLE 3-11: SYSTEMS PARAMETERS OF KERALA HSR PROJECT ....................................................................... 3-90
TABLE 3-12: STAKEHOLDERS AND THEIR RESPONSIBILITIES ............................................................................. 3-97
TABLE 4-1: URBAN CENTRES CONSIDERED FOR SILVERLINE STATIONS .......................................................... 4-106
TABLE 4-2: URBAN CENTRES & POPULATION ................................................................................................ 4-107
TABLE 4-3: STATION-WISE PERFORMANCE – THIRUVANANTHAPURAM DIVISION ........................................ 4-108
TABLE 4-4: STATION-WISE PERFORMANCE – PALAKAD DIVISION .................................................................. 4-109
TABLE 4-5: IDENTIFIED URBAN CENTRES CONSIDERED FOR SILVERLINE STATIONS ........................................ 4-110
TABLE 4-6: SILVERLINE DISTANCE - TIME CHART: FROM THIRUVANANTHAPURAM (TVM) ............................ 4-110
TABLE 4-7: POPULATION OF KERALA ............................................................................................................. 4-125
TABLE 4-8: GSDP OF KERALA ......................................................................................................................... 4-126
TABLE 4-9: GSDP OF ALL STATES .................................................................................................................... 4-128
TABLE 4-10: SECTOR WISE ANNUAL GROWTH RATE OF GSDP - KERALA ........................................................ 4-130
TABLE 4-11 INVESTMENT AND EMPLOYMENT GENERATION IN MANUFACTURING SECTOR .......................... 4-134
TABLE 4-12: AREA AND EMPLOYMENT GENERATION IN IT SECTOR ............................................................... 4-135
TABLE 4-13: YEARLY TOURIST ARRIVAL ......................................................................................................... 4-137
TABLE 4-14: DISTRICT-WISE FOREIGN AND DOMESTIC TOURIST ARRIVALS ................................................... 4-137
TABLE 4-15: MONTHS-WISE ARRIVAL DETAILS OF FOREIGN TOURIST (IN 000’S) ........................................... 4-138
TABLE 4-16: GROWTH OF MOTOR VEHICLES IN KERALA SINCE 2011 TO 2018................................................ 4-140
TABLE 4-17: DISTRICT WISE VEHICLE REGISTRATION AS ON 31ST MARCH 2018 .............................................. 4-143
TABLE 4-18: URBAN TRANSPORT PROJECTS UNDER RKI ................................................................................ 4-146
Page | 0-9
TABLE 4-19: ROAD PROJECTS UNDER KSTP .................................................................................................... 4-147

TABLE 4-20: ROAD PROJECTS UNDER RKI ...................................................................................................... 4-148
TABLE 4-21: ROAD PROJECTS UNDER KSTP .................................................................................................... 4-151
TABLE 4-22: DISTRICT WISE ROAD ACCIDENT DETAILS (YEAR 2018)............................................................... 4-154
TABLE 4-23: CAUSE OF ACCIDENTS (YEAR 2018) ............................................................................................ 4-155
TABLE 4-24: MOTOR VEHICLES INVOLVED IN ROAD ACCIDENTS IN KERALA DURING 2018 ............................ 4-156
TABLE 4-25: KERALA - INFRASTRUCTURE-WISE ACCIDENT 2018 .................................................................... 4-158
TABLE 4-26: COMPARISON BETWEEN OTHER DPRS ....................................................................................... 4-161
TABLE 4-27: LIST OF TRAINS CONSIDERED. .................................................................................................... 4-162
TABLE 4-28: TRAFFIC SURVEY SCHEDULE ....................................................................................................... 4-169
TABLE 4-29: TRAFFIC VOLUME COUNT SURVEY LOCATIONS .......................................................................... 4-171
TABLE 4-30: VEHICLE CLASSIFICATION ADOPTED ........................................................................................... 4-172
TABLE 4-31: WTP SURVEY SCENARIOS FOR AVERAGE TRIP LENGTH OF 200 KM ............................................ 4-174
TABLE 4-32: PASSENGER TERMINAL OD SURVEY LOCATIONS ........................................................................ 4-175
TABLE 4-33: AVERAGE DAILY TRAFFIC (ADT) .................................................................................................. 4-177
TABLE 4-34: PCU VALUES FOR DIFFERENT VEHICLE CLASSIFICATION ............................................................. 4-179
TABLE 4-35: SEASONAL CORRECTION FACTORS (SCF) .................................................................................... 4-180
TABLE 4-36: ADOPTED SCF VALUES ............................................................................................................... 4-181
TABLE 4-37: ANNUAL AVERAGE DAILY TRAFFIC ............................................................................................. 4-182
TABLE 4-38: LOCATION WISE VEHICULAR COMPOSITION (%)-AADT .............................................................. 4-184
TABLE 4-39: PEAK HOUR TRAFFIC CHARACTERISTICS ..................................................................................... 4-187
TABLE 4-40: DIRECTIONAL SPLIT (%) .............................................................................................................. 4-188
TABLE 4-41: MAXIMUM INTER-DAY TRAFFIC VARIATION (%) ........................................................................ 4-191
TABLE 4-42: AVERAGE OCCUPANCY AT TRAFFIC COUNT LOCATIONS ............................................................ 4-192
TABLE 4-43: DAILY PASSENGER TRIPS (CAR, TAXI AND BUS) .......................................................................... 4-193
TABLE 4-44: OD SAMPLE SIZE (%) .................................................................................................................. 4-195
TABLE 4-45: TRIP CONTRIBUTION- PASSENGER TRIPS (%) ............................................................................. 4-199
TABLE 4-46: TRIP CONTRIBUTION- GOODS TRIPS (%) .................................................................................... 4-199
TABLE 4-47: SEASONAL CORRECTION FACTORS- PALIYEKKARA TOLL PLAZA .................................................. 4-214
TABLE 4-48: SEASONAL CORRECTION FACTORS- KUMBALAM TOLL PLAZA .................................................... 4-214
TABLE 4-49: ROUTE WISE SUMMARY - OCTOBER,2019 ................................................................................. 4-215
TABLE 4-50: TOTAL BUS TRIPS SUMMARY - OCTOBER, 2019 ......................................................................... 4-216
TABLE 4-51: ORIGINATING TRAFFIC - SUMMARY ........................................................................................... 4-224
TABLE 4-52: INWARD TRAFFIC - SUMMARY ................................................................................................... 4-224
TABLE 4-53: CATEGORY WISE RAIL PASSENGERS ........................................................................................... 4-228
TABLE 4-54: CATEGORY WISE RAIL (UTS) PASSENGERS .................................................................................. 4-229
TABLE 4-55: TYPE-WISE BUS POTENTIAL PASSENGERS .................................................................................. 4-230
TABLE 4-56: PASSENGER TRAFFIC HANDLED AT AIRPORTS IN KERALA – OCTOBER 2019 ............................... 4-231
TABLE 4-57: MODE-WISE TLFD OF DAILY AIRPORT PAX – KOCHI AIRPORT .................................................... 4-232
TABLE 4-58: MODE-WISE TLFD OF DAILY AIRPORT PAX – THIRUVANANTHAPURAM AIRPORT ...................... 4-232
TABLE 4-59: POTENTIAL AIRPORT PASSENGERS ............................................................................................ 4-233
TABLE 4-60: POTENTIAL RORO TRAFFIC – DAILY ESTIMATE ........................................................................... 4-233
TABLE 4-61: SCENARIO WISE RESPONSE – WTP SURVEY................................................................................ 4-234
TABLE 4-62: RESULTS FROM LOGIT MODELS ................................................................................................. 4-238
TABLE 4-63: PROBABILITY OF SHIFT TO SILVERLINE ....................................................................................... 4-238
TABLE 4-64 GROWTH RATE IN REGIONAL ECONOMIES .................................................................................. 4-240
TABLE 4-65 WEIGHTED ELASTICITY COEFFICIENT- OTHER VEHICLES............................................................... 4-241
Page | 0-10
TABLE 4-66 ADOPTED WEIGHTED ELASTICITY COEFF. - BUS, RAIL AND PVT. VEH. ......................................... 4-241
TABLE 4-67: INDIA’S GDP – PESSIMISTIC SCENARIO....................................................................................... 4-242
TABLE 4-68: INDIA’S GDP – BAU .................................................................................................................... 4-243
TABLE 4-69: INDIA’S GDP – REALISTIC SCENARIO .......................................................................................... 4-243
TABLE 4-70: INDIA’S GDP – OPTIMISTIC SCENARIO........................................................................................ 4-244
TABLE 4-71: SUMMARY OF INDIA’S GDP – ALL SCENARIOS ........................................................................... 4-245
TABLE 4-72 SCENARIO-WISE ADOPTED GROWTH RATES – PESSIMISTIC AND BAU ........................................ 4-245
TABLE 4-73 SCENARIO-WISE ADOPTED GROWTH RATES – REALISTIC AND OPTIMISTIC ................................. 4-245
TABLE 4-74 ADOPTED GROWTH RATES FOR RORO ........................................................................................ 4-246
TABLE 4-75: LAND USE MIX- TOD .................................................................................................................. 4-247
TABLE 4-76: MODAL COMPOSITION - TOD .................................................................................................... 4-247
TABLE 4-77: TRIP RATES - TOD ....................................................................................................................... 4-248
TABLE 4-78: ADOPTED TRAVEL TIME SAVINGS DUE TO CITY FEEDER ............................................................. 4-248
TABLE 4-79 REVISED TRIPS BASED ON TRAVEL TIME SAVINGS....................................................................... 4-249
TABLE 4-80 ESTIMATED RIDERSHIP – PESSIMISTIC SCENARIO ....................................................................... 4-250
TABLE 4-81 ESTIMATED RIDERSHIP – BUSINESS AS USUAL SCENARIO ........................................................... 4-250
TABLE 4-82 ESTIMATED RIDERSHIP – REALISTIC SCENARIO ........................................................................... 4-251
TABLE 4-83 ESTIMATED RIDERSHIP – OPTIMISTIC SCENARIO ........................................................................ 4-251
TABLE 4-84 DAILY RIDERSHIP ESTIMATE - SUMMARY.................................................................................... 4-252
TABLE 4-85 DAILY BOARDING AND ALIGHTING (INC. THIRUVANANTHAPURAM AIRPORT) ........................... 4-253
TABLE 4-86 DAILY RIDERSHIP - BOARDING AND ALIGHTING ......................................................................... 4-253
TABLE 4-87 DAILY RIDERSHIP - SECTIONAL LOAD.......................................................................................... 4-254
TABLE 4-88 PEAK HOUR - BOARDING AND ALIGHTING ................................................................................. 4-254
TABLE 4-89 PEAK HOUR - SECTIONAL LOAD................................................................................................... 4-255
TABLE 4-90 EXISTING RAIL FARES .................................................................................................................. 4-256
TABLE 4-91 EXISTING BUS FARES ................................................................................................................... 4-256
TABLE 4-92 FARE SENSITIVITY ....................................................................................................................... 4-257
TABLE 4-93 ESTIMATED DAILY TRAFFIC FOR RORO ........................................................................................ 4-258
TABLE 4-94 POTENTIAL TRIPS – YEARLY TOURIST .......................................................................................... 4-260
TABLE 4-95 DAILY RIDERSHIP FROM AGGREGATOR SERVICES ....................................................................... 4-261
TABLE 4-96 DAILY AND WEEKLY TRIPS FOR SLEEPER TRAINS ......................................................................... 4-263
TABLE 4-97: POTENTIAL USERS FOR RESTAURANT CARS ............................................................................... 4-264
TABLE 4-98: COMPARISON BETWEEN HSR AND SILVERLINE .......................................................................... 4-265
TABLE 5-1: BASIC PLANNING PARAMETERS .................................................................................................... 5-269
TABLE 5-2: COMPARISON BETWEEN BALLASTED TRACK AND BALLAST LESS TRACK ...................................... 5-274
TABLE 5-3: LIST OF MAIN STATIONS .............................................................................................................. 5-277
TABLE 5-4: LIST OF MINOR OR AGGREGATOR STATIONS – (IN FUTURE BASED ON TRAFFIC) ......................... 5-278
TABLE 5-5: PROPOSED LOCATION OF GRID SUBSTATION AND TRACTION SUB-STATION ............................... 5-282
TABLE 5-6: PROPOSED OCS SYSTEM .............................................................................................................. 5-283
TABLE 5-7: POWER DEMAND AND ENERGY CONSUMPTION .......................................................................... 5-284
TABLE 5-8: SERVICES OFFERED BY TWO DEPOTS ............................................................................................ 5-289
Page | 0-11
LIST OF FIGURES
FIGURE 1-1: THE TOPOGRAPHIC DIVISIONS OF THE STATE OF KERALA ............................................................ 1-23
FIGURE 1-2: THE UNIQUE LANDFORM OF THE MID-HIGHLAND REGION OF KERALA ........................................ 1-24
FIGURE 1-3: CS OF THE GROUND ALONG THE COASTAL PLAINS FROM VARKALA TO KOCHI ............................ 1-25
FIGURE 1-4: KERALA ROAD MAP ..................................................................................................................... 1-27
FIGURE 1-5: VEHICLE REGISTRATION GROWTH ............................................................................................... 1-29
FIGURE 1-6: KERALA RAILWAY NETWORK MAP ............................................................................................... 1-31
FIGURE 1-7: ITALIAN ETR 200 .......................................................................................................................... 1-38
FIGURE 1-8: HIGH SPEED RAIL SCENARIO OVER THE WORLD ........................................................................... 1-47
FIGURE 3-1: THE ITALIAN ETR 200 ................................................................................................................... 3-70
FIGURE 3-2: ROLE OF GOVERNMENT - HSL– ZUID ............................................................................................ 3-76
FIGURE 3-3: INSTITUTIONAL ARRANGEMENT FOR HS1 .................................................................................... 3-79
FIGURE 3-4: CROSS-SECTION OF STRUCTURE - MUMBAI - AHMEDABAD LINE (PROVISIONAL) ........................ 3-83
FIGURE 3-5: CROSS-SECTION OF EMBANKMENT - MUMBAI - AHMEDABAD HSR ............................................. 3-84
FIGURE 4-1: STUDY AREA. ............................................................................................................................. 4-104
FIGURE 4-2: THIRUVANANTHAPURAM DISTRICT ........................................................................................... 4-112
FIGURE 4-3: KOLLAM DISTRICT ...................................................................................................................... 4-113
FIGURE 4-4: CHENGANNUR TOWN ................................................................................................................ 4-114
FIGURE 4-5: KOTTAYAM DISTRICT ................................................................................................................. 4-115
FIGURE 4-6: ERNAKULAM DISTRICT ............................................................................................................... 4-117
FIGURE 4-7: THRISSUR DISTRICT .................................................................................................................... 4-119
FIGURE 4-8: MALAPPURAM DISTRICT ............................................................................................................ 4-120
FIGURE 4-9: KOZHIKODE DISTRICT ................................................................................................................. 4-122
FIGURE 4-10: KANNUR DISTRICT ................................................................................................................... 4-123
FIGURE 4-11: KASARAGOD DISTRICT ............................................................................................................. 4-124
FIGURE 4-12 PERCENTAGE GROWTH RATE OF KERALA & INDIA .................................................................... 4-129
FIGURE 4-13 PER CAPITA INCOME IN KERALA & INDIA .................................................................................. 4-129
FIGURE 4-14 PROPOSED IT SECTOR DEVELOPMENT AREA & SILVERLINE ALIGNMENT ................................... 4-134
FIGURE 4-15 KERALA TOURISM ATTRACTION MAP ....................................................................................... 4-136
FIGURE 4-16 MOTOR VEHICLES IN KERALA (2011-18) .................................................................................... 4-142
FIGURE 4-17 VEHICLE COMPOSITION OF REGISTERED MOTOR VEHICLES, 2018 ............................................. 4-142
FIGURE 4-18 TREND OF ROAD ACCIDENTS IN KERALA 2001-2018 .................................................................. 4-154
FIGURE 4-19 DETAILS OF ROAD ACCIDENT BY VEHICLE TYPE IN KERALA, 2017-18 ......................................... 4-158
FIGURE 4-20 APPROACH AND METHODOLOGY - TRAFFIC SURVEYS............................................................... 4-160
FIGURE 4-21 PALIYEKKARA TOLL PLAZA ........................................................................................................ 4-167
FIGURE 4-22 TOLL RATE AT KUMBALAM TOLL PLAZA .................................................................................... 4-167
FIGURE 4-23 MUZHAPILANGAD TOLL PLAZA ................................................................................................. 4-168
FIGURE 4-24 LOCATIONS OF TRAFFIC VOLUME COUNT AND OD SURVEYS .................................................... 4-173
FIGURE 4-25 REPRESENTATION OF TRAFFIC INTENSITY ALONG PROJECT CORRIDOR ..................................... 4-179
FIGURE 4-26 OVERALL TRAFFIC COMPOSITION ............................................................................................. 4-183
FIGURE 4-27 HOURLY TRAFFIC VARIATION AT KARUNAGAPALLY .................................................................. 4-189
FIGURE 4-28 HOURLY TRAFFIC VARIATION AT KUMBALAM .......................................................................... 4-190
FIGURE 4-29 HOURLY TRAFFIC VARIATION AT PALIYEKKARA ........................................................................ 4-190
FIGURE 4-30 HOURLY TRAFFIC VARIATION AT GURUPADAPURI .................................................................... 4-190
FIGURE 4-31 HOURLY TRAFFIC VARIATION AT AZHINJILLAM ......................................................................... 4-191
Page | 0-12
FIGURE 4-32 TRIP LENGTH DISTRIBUTION- CAR/ TAXI TRIPS ......................................................................... 4-196
FIGURE 4-33 TRIP PURPOSE DISTRIBUTION- CAR/ TAXI TRIPS ....................................................................... 4-196
FIGURE 4-34 TRIP FREQUENCY DISTRIBUTION- CAR/ TAXI TRIPS ................................................................... 4-197
FIGURE 4-35 TRIP LENGTH DISTRIBUTION- GOODS VEHICLES ........................................................................ 4-197
FIGURE 4-36 TRIP PURPOSE DISTRIBUTION- GOODS VEHICLES ...................................................................... 4-198
FIGURE 4-37 TRIP FREQUENCY DISTRIBUTION- GOODS VEHICLES.................................................................. 4-198
FIGURE 4-38 TRIP PURPOSE DISTRIBUTION- AIRPORT ................................................................................... 4-200
FIGURE 4-39 TRIP FREQUENCY DISTRIBUTION- AIRPORT ............................................................................... 4-201
FIGURE 4-40 ACCESS MODE - AIRPORT .......................................................................................................... 4-201
FIGURE 4-41 PLACE OF RESIDENCE - AIRPORT ............................................................................................... 4-202
FIGURE 4-42 OCCUPATION DISTRIBUTION- AIRPORT .................................................................................... 4-202
FIGURE 4-43 WILLINGNESS TO SHIFT- AIRPORT ............................................................................................. 4-203
FIGURE 4-44 DESIRED TIME SAVING- AIRPORT .............................................................................................. 4-203
FIGURE 4-45 EXTRA FARE WILLING TO PAY - AIRPORT................................................................................... 4-204
FIGURE 4-46 TRIP PURPOSE DISTRIBUTION- BUS TERMINAL ......................................................................... 4-204
FIGURE 4-47 TRIP FREQUENCY DISTRIBUTION- BUS TERMINAL ..................................................................... 4-205
FIGURE 4-48 ACCESS MODE - BUS TERMINAL ................................................................................................ 4-205
FIGURE 4-49 PLACE OF RESIDENCE - BUS TERMINAL...................................................................................... 4-206
FIGURE 4-50 OCCUPATION DISTRIBUTION- BUS TERMINAL ........................................................................... 4-206
FIGURE 4-51 WILLINGNESS TO SHIFT- BUS TERMINAL ................................................................................... 4-207
FIGURE 4-52 DESIRED TIME SAVING- BUS TERMINAL .................................................................................... 4-207
FIGURE 4-53 EXTRA FARE WILLING TO PAY- BUS TERMINAL .......................................................................... 4-208
FIGURE 4-54 TRIP PURPOSE DISTRIBUTION- RAILWAY TERMINAL ................................................................. 4-208
FIGURE 4-55 TRIP FREQUENCY DISTRIBUTION- RAILWAY TERMINAL ............................................................. 4-209
FIGURE 4-56 ACCESS MODE - RAILWAY TERMINAL ........................................................................................ 4-209
FIGURE 4-57 PLACE OF RESIDENCE - RAILWAY TERMINAL ............................................................................. 4-210
FIGURE 4-58 OCCUPATION DISTRIBUTION- RAILWAY TERMINAL .................................................................. 4-210
FIGURE 4-59 WILLINGNESS TO SHIFT- RAILWAY TERMINAL ........................................................................... 4-211
FIGURE 4-60 DESIRED TIME SAVING- RAILWAY TERMINAL ............................................................................ 4-211
FIGURE 4-61 EXTRA FARE WILLING TO PAY- RAILWAY TERMINAL ................................................................. 4-212
FIGURE 4-62 DISTRIBUTION OF RAILWAY RESERVED PASSENGERS................................................................ 4-213
FIGURE 4-63 TRIP LENGTH DISTRIBUTION- TRUCK OPERATOR DATA ............................................................. 4-216
FIGURE 4-64 COMMODITY DISTRIBUTION- TRUCK OPERATOR DATA ............................................................ 4-217
FIGURE 4-65 WILLINGNESS TO SHIFT TO RORO - TRUCK OPERATOR DATA .................................................... 4-217
FIGURE 4-66 FREIGHT CHARGE WILLING TO PAY - TRUCK OPERATOR DATA .................................................. 4-218
FIGURE 4-67 ACCEPTABLE TRANSPORTATION TIME IN RORO - TRUCK OPERATOR DATA .............................. 4-218
FIGURE 4-68 CATEGORY SPLIT OF GOODS VEHICLES - TRUCK OPERATOR DATA ............................................ 4-219
FIGURE 4-69 FREQUENCY DISTRIBUTION- TRUCK OPERATOR DATA .............................................................. 4-219
FIGURE 4-70 TRIP LENGTH DISTRIBUTION - CARGO FORWARDING AGENCIES ............................................... 4-220
FIGURE 4-71 COMMODITY DISTRIBUTION- CARGO FORWARDING AGENCIES ............................................... 4-220
FIGURE 4-72 WILLINGNESS TO SHIFT TO RORO- CARGO FORWARDING AGENCIES ........................................ 4-221
FIGURE 4-73 FREIGHT CHARGE WILLING TO PAY - CARGO FORWARDING AGENCIES ..................................... 4-221
FIGURE 4-74 TRANSPORTATION TIME IN RORO- CARGO FORWARDING AGENCIES ....................................... 4-222
FIGURE 4-75 CATEGORY SPLIT OF GOODS VEHICLES - CARGO FORWARDING AGENCIES................................ 4-222
FIGURE 4-76 TRIP LENGTH DISTRIBUTION- RAIL PARCEL SERVICE .................................................................. 4-223
FIGURE 4-77 COMMODITY DISTRIBUTION- RAIL PARCEL SERVICE ................................................................. 4-223
FIGURE 4-78 COMMODITY DISTRIBUTION BASED ON WEIGHT - ORIGINATING TRAFFIC................................ 4-225
Page | 0-13
FIGURE 4-79 COMMODITY DISTRIBUTION BASED ON NTKM- ORIGINATING TRAFFIC .................................... 4-226
FIGURE 4-80 CONSIGNOR DISTRIBUTION BASED ON WEIGHT- ORIGINATING TRAFFIC .................................. 4-226
FIGURE 4-81 ORIGIN DISTRIBUTION BASED ON WEIGHT - ORIGINATING TRAFFIC ......................................... 4-227
FIGURE 4-82 FARE SENSITIVITY ANALYSIS...................................................................................................... 4-257
FIGURE 4-83 TOP LOCATIONS VISITED BY INTERNATIONAL TOURISTS ........................................................... 4-259
FIGURE 4-84 MODAL DISTRIBUTION - TOURISTS ........................................................................................... 4-259
FIGURE 4-85 INCOME-WISE DISTRIBUTION OF TOURISTS .............................................................................. 4-260
FIGURE 4-86 DESIRED TIMING OF ARRIVAL BY PASSENGER ........................................................................... 4-262
FIGURE 4-87 DESIRED TIMING OF ARRIVAL BY PASSENGER ........................................................................... 4-263
FIGURE 4-88 PASSENGERS SOURCE OF FOOD DURING COMMUTING ............................................................ 4-264
FIGURE 5-1: TYPICAL CS SHOWING SILVERLINE TRACKS PARALLEL TO EXISTING RAILWAY TRACKS ............... 5-273
Page | 0-14
DETAILED PROJECT REPORT
SEMI HIGH SPEED RAIL CORRIDOR
THIRUVANANTHAPURAM TO KASARAGOD
VOLUME II - MAIN REPORT
(PART A)
Chapter 1
INTRODUCTION
SILVER
LINE
CONNECTING THIRUVANANTHAPURAM
TO KASARAGOD IN JUST 4 HOURS
1 INTRODUCTION
1.1 PROJECT BACKGROUND AND CONCEPTION

1.1.1 The Government of Kerala is in the process of constructing a new double line rail
corridor as a Semi High Speed Railway Line, named as SilverLine, between
Thiruvananthapuram and Kasaragod cities at the southern and northern ends of the State
and the mandate for conducting the technical study has been entrusted to the Kerala Rail
Development Corporation Limited (KRDCL, called K-Rail), a Joint Venture Company
between the Government of Kerala and the Ministry of Railways.
1.1.2 Kerala is considered the ‘Gateway of South India’ as has been seen through the
history. The State is in the forefront of social and cultural development of India having
the highest literacy and human development and empowerment rates among all States
in the country. Being a region endowed with ever green forests and above average
rainfall, this is one of the States attracting national and international tourists in large
numbers. With its huge migrating work force to gulf and other countries, contribution of
the State to national economy through remittances received has also been substantial.
Kerala is a State located in the south western part of India, with Arabian sea on the west,
Karnataka State in the north and Tamil Nadu on the south and east as bordering States.
It is located between north latitudes 8 deg 18 min and 12 deg 48 min and east longitudes
74 deg 52 min and 72 deg 22 min. It extends over an area of 38,863 sq.kms and has a
coast line of 580 km. Its width varies from 120 kms at its maximum and 30 kms at its
minimum. Its land area is about 1.18% of that of the country.
1.1.3 India has undergone rapid economic growth in recent years with its GDP growing
by 3 times to 2.73 trillion US dollars in the last 10-12 years. Government is taking further
steps to encourage investments in India & targeting USD 5 trillion economy by 2024.
Along with such growth, demand for transport of people and goods have also grown
sharply. Govt of India, in appreciation of this enormous demand, have formulated policies
and taken up projects for providing high-speed rail corridors and dedicated freight
corridors across the country.
1.1.4 In most of the rail networked countries, globally, all the four major rail
transportation systems namely, conventional passenger carrying trains, freight trains,
suburban trains and High Speed/Semi High Speed trains are in use. Even though, India
has the largest rail network system in the world, our country still does not have any High
Speed/ Semi High Speed Railway system running. Asian countries like China, Korea
and Japan are already equipped with High Speed Rail Corridor in a big way leaving India
far behind. It has helped these countries to economically progress with high GDP rates
of growth in the recent years. It is high time, India also took this High-Speed Rail Route
of development as it has a vision to develop into leader in South Asia immediately and in
the world in the next 30-40 years.
Page | 1-16
1.1.5 It has a road network of 2.29 lakhs kms of State roads and 1782 Kms of National
highways. It has rail route length of 1045 kms over 9 directional routes, most of which
are highly saturated. The existing traffic levels at most stretches are excessive and
beyond their capacity. As per Kerala Economic Review 2018, the traffic on roads is
steadily increasing at a rate of 10 to 11% every year which is significantly high. This has
resulted in great increase in road congestion & accidents. There is a widespread
realization that the economic and social life in the state of Kerala suffers from slow speed
of travel on its existing highways. Capacity augmentation of existing roads is beset with
problems relating to limited right of way and land acquisition.
1.1.6 With mostly all governmental functioning located at the State capital
Thiruvananthapuram, the southernmost district of the State and industrial and
commercial activities spread over the full length and width of the State, the travel need
from the northern corner of the State to the south have been growing at an unprecedent
rate. The commercial activity centers are mostly at Ernakulam, Thrissur and far north
Kozhikode.
1.1.7 The existing road and rail network in the State are not able to meet the fast growing
need and speed of travel. The rail corridors are very slow due to speed limitation and
require about 10-12 hours to travel from one end to other end of the State. The travel to
outside States to Chennai, Mangalore, Mumbai & beyond is also hampered same way
affecting the industrial growth and social life of the State badly.
1.1.8 With Capacity augmentation of existing roads beset with problems relating to
limited right of way and land acquisition issues, improving the rail sector in the State is
best suited solution for facilitating faster travel inside and to outside the State. The State
with most of the cities and activity centers located along a linear line extending North to
South over 580kms, a dedicated rail corridor is ideally suitable to the State if it provides
high speed and more comfortable travel to the large public who have special affinity to
travel.
1.1.9 With the above objective, a joint venture agreement between the Ministry of
Railways, Government of India & Government of Kerala was executed on 01st September
2016 for infrastructure development of Railways in the State of Kerala and incorporated
on 03rd January 2017 by Government of Kerala as Kerala Rail Development Corporation
Limited (KRDCL). Following this Government of Kerala advised KRDCL (subsequently
renamed K-Rail) to furnish the proposal for 3rd & 4th line from Thiruvananthapuram to
Kasaragod vide letter No. Trans-D2/51/2017-Trans dated 04th October 2017. Later,
during the meeting of Hon’ble Chief Minister of Kerala with Chairman Railway Board held
on 27th October 2017 at Chief Minister’s Conference hall, it was jointly decided to propose
a project of 3rd & 4th BG line from Thiruvananthapuram – Kasaragod through the JV
company K-Rail. Accordingly, a pre-feasibility study was conducted for the above Project
Page | 1-17
and report submitted to Government of Kerala. The above pre-feasibility report was
approved by the Director Board of K-Rail and submitted to Railway board vide letter
No.2017.12.30/136/CS dated 30th December 2017 of Government of Kerala. Railway
Board examined the pre-feasibility report and advised that more detailed study is required
for better appreciation of the proposal. Government of Kerala took approval of Ministry
of Railways to build this 3rd & 4th Rail Line as a Stand-alone Semi High Speed Line.
Railway Board’s Letter No. 2018/Infra/12/33 Dated 16th October 2018 which conveys
Minister for Railways agreement to the State’s Proposal says “the matter has been
examined. Ministry of Railways supports the proposed Project as a Stand-alone Elevated
Rail Corridor of Government of Kerala and will render any technical advice / support as
and when required in course of execution of the Project”.
1.1.10 During the 11th Board of Directors meeting of K-Rail held on 18th December 2018,
K-Rail was directed to conduct detailed study and to submit a feasibility report of Semi
High Speed Rail Corridor from Thiruvananthapuram to Kasaragod. K-Rail has in turn
engaged the services of M/s SYSTRA, a consulting and engineering firm and a world
leader in transport infrastructure, to prepare a feasibility report first and a Detailed Project
Report for the project subsequently. Accordingly, Feasibility Report was prepared by the
General Consultancy, M/s SYSTRA and submitted to Government of Kerala on 20th May
2019. The feasibility report was approved by Government of Kerala and submitted to
Railway Board vide Government of Kerala Order No. G.O (MS) No.43/2019/Trans dated
26th August 2019. The proposal of K-Rail, now popularly known as K-Rail, was examined
in Ministry of Railways and competent authority has accorded “In-Principle Approval”
(IPA) for taking up pre-investment activities for the above project vide RB letter
No.2019/JV cell/KRDCL/SHSRC dated 17th December 2019. K- Rail directed M/s
SYSTRA to further take up preparation of the DPR of for the Project and the same is
ready now.
1.1.11 A Special Purpose Vehicle (SPV) in the form of ‘Company’ shall have to be formed
under Kerala Rail Development Corporation Ltd. (K-Rail) for the implementation of Semi
High Speed Rail lines from Thiruvananthapuram to Kasaragod, once the project is
approved.
1.2 POLICY GUIDELINES FOR THE PROJECT

1.2.1 Government of Kerala’s Draft Transport policy 2011 states that “The quality of
transport system in Kerala requires much improvement. Although road transport
dominates the transportation scenario in the State, people depend on railways for long
haul transport needs. The service levels in train journeys are far from satisfactory.
Reservation of seats and berths in general are not available on demand and one has to
book tickets more than one month in advance. The public transport system is unreliable,
costly and remains very rudimentary”.
Page | 1-18
1.2.2 Government of India’s policy on High Speed Rail, as available in budget

documents, States that “the Ministry of Railways white paper vision 2020 submitted to
Indian Parliament by Railway Minister on December 18, 2009 envisages the
implementation of regional high speed rail projects to provide services at 250-350 KMPH,
and planning for corridors connecting commercial, tourist & pilgrimage hubs. Six corridors
have already been identified for technical studies on setting up of high-speed rail
corridors: Delhi-Chandigarh-Amritsar, Pune-Mumbai-Ahmadabad, Hyderabad-Dornakal-
Vijayawada-Chennai, Howrah-Haldia, Chennai-Bangalore-Coimbatore-Kochi-
Thiruvananthapuram, Delhi-Agra-Lucknow-Varanasi-Patna. These high-speed rail
corridors will be built as elevated corridors in keeping with the pattern of habitation and
the constraint of land. Two new routes were later proposed by Indian Railways, namely
Ahmadabad-Dwarka via Rajkot, Jamnagar and other from Rajkot to Veraval via
Junagadh. Details are given in the Table 1.1.
Table 1-1: High Speed Rail Corridors
Sl. Corridor Total Length Average Speed Expected

No. (Kms.) (KMPH)
1 Pune-Mumbai-Ahmadabad 650 250
2 Delhi-Agra-Lucknow-Varanasi- 991 300
Patna
3 Howrah-Haldia 135 300
4 Hyderabad-Dornakal- 679 350
Vijayawada-Chennai
5 Chennai-Bangalore- 850 300
Coimbatore-Kochi-
Thiruvananthapuram
6 Delhi-Chandigarh-Amritsar 591 350
7 Delhi-Jaipur-Jodhpur 530 300
The Prime Minister of India while addressing the Joint Session of the Parliament on June
9, 2014 mentioned that the Government is committed to launch a Diamond Quadrilateral
High Speed Rail Network connecting Chennai, Delhi, Mumbai and Kolkata.
The project of Thiruvananthapuram-Kasaragod Semi High Speed Rail is being proposed
under the HSR Policy of Government of India where the route of Chennai-Bangalore-
Coimbatore-Kochi-Thiruvananthapuram has been identified at Sl. No. 5 in above Table.
As the prevailing traffic in the Thiruvananthapuram-Kasaragod section of Southern
Railway is substantially high, and this being the main feeder route for the identified HSR
route, this stretch has been selected for the project in first priority. As and when the need
is felt, other sections forming part of the identified route in the Government of India’s
policy will also be prioritized and proposed.
Page | 1-19
Further in view of existing heavy commuter traffic in trains & roads from the cities and
towns which are located in close vicinity to the main commercial cities such as
Thiruvananthapuram, Ernakulam, Thrissur, Kozhikode & Kannur and in view of the fact
that the population and developments in the State are evenly & linearly distributed, this
project also gets importance and priority for consideration under the Government of
India’s latest policy for taking up new Suburban Rail System on Indian Railways, in
Ministry of Railway’s letter No. 2016/Proj/Policy Matter/4/2 dated 17.08.2018. Projects
which are necessarily required to be integrated with the existing railway system for
operational purposes shall be considered by Railways depending upon technical,
financial and operational feasibility. In other cases, State Governments should take up
independent rail-based transport projects. Since running suburban services on existing
tracks adversely affects the capacity of freight trains and long-distance trains, it would
not be possible for Railways to use existing infrastructure for the purpose of suburban
services. With even distribution of population and growth along the length of the State, it
is not only in the interest of the State but also in the best interest of growth and
development of the country to have a dedicated passenger train corridor in the form of
the Semi High Speed Rail corridor in the State.
1.3 KERALA’S DEMOGRAPHY, TOPOGRAPHY AND NATURAL

CHARACTERISTICS
1.3.1 Demographic Profile:

The demographic structure of the study area was derived primarily from 2011 Census
records for the Kerala State. Kerala consists of 14 districts spread over an area of 38861
square km. Total population is about 33.4 million with about 48% male and 52% female
population. The district-wise population in Kerala is presented in Table 1.2. Out of the
total population, Scheduled Caste and Scheduled Tribes are 9.1% and 1.45%
respectively. Population density is 860 persons/sq. km with rural and urban population
density of 559 and 2097 persons/sq. km respectively which is very high as compared to
382 persons/sq. km at an all India level. Literacy rate is more than 84%. Average family
size is 4.25 persons per household. Sex ratio (female to male population) is 1.084 .
Table 1-2: District-wise population of Kerala
District 1991 2001 2011 2017*
Kasaragod 1071508 1204078 1307375 1379091
Kannur 2251727 2408956 2523003 2602238
Wayanad 672128 780619 817420 842536
Kozhikode 2619941 2879131 3086293 3226115
Page | 1-20
District 1991 2001 2011 2017*
Malappuram 3096330 3625471 4112920 4439921
Palakkad 2382235 2617482 2809934 2931854
Thrissur 2737311 2974232 3121200 3225843
Ernakulam 2817236 3105798 3282388 3407138
Idukki 1078066 1129221 1108974 1094573
Kottayam 1828271 1953646 1974551 1982082
Alappuzha 2001217 2109160 2127789 2143334
Pathanamthitta 1188332 1234016 1197412 1175608
Kollam 2407566 2585208 2635375 2655423
Thiruvananthapuram 2946650 3234356 3301427 3347613
Total 29098518 31841374 33406061 34453369
* Source: Vital Statistics Division, DES, Kerala & Census of India
1.3.2 Socio-Economic Profile:

Kerala has the highest quality of life index in the country, a high literacy rate at 94%
against the whole country’s literacy rate of 74% and has a good socio–economic status
compared to other Indian States. Kerala’s health indicators and life expectancy are close
to those of developed countries. Achievements in health and education fronts were to a
large extent possible through continuous policy initiatives and interventions.
Infrastructure investments though limited, has been well utilised resulting in the State
having an edge over many other States in social and economic infrastructure.
Kerala is a consumer State and the economy mainly depends on agriculture (coconuts,
coir, cash crops such as cashew, pepper, etc). It has limited industries. Tourism has
grown to be the fund generating industry. The upcoming of IT and allied industries along
with agro-based industries has a lot to look forward in future in terms of economy of the
State. The State is willing to exploit the yet-to-be tapped resources and policy
perspectives are planned by govts accordingly. The State has witnessed significant
migration, especially to the Gulf Cooperation Council (GCC) region and has a huge
balance of remittances from the large expatriate community, which contributes more than
a fifth of the State’s GSDP.
Page | 1-21
1.3.3 Topography and Natural Characteristics:

The modern societies all over the world have experienced that, as the economy grows
there is increased demand for faster travel. Undoubtedly, as evident from the plans to
build expressways and high-speed lines in the State and upgrade the existing ones in
the past decade, socio-economic growth of the State is being constrained by the State’s
slow highways and railways. To appreciate the root cause of slow speeds of travel, it is
necessary to take a closer look at the unique landforms of Kerala that form the coastal
plains and the mid-highlands, which lie between the Western Ghats mountain range in
the east and the Arabian Sea in the west. This will also explain why finding a suitable
alignment for building a stable and safe high-speed line running almost the full length of
the State from Thiruvananthapuram to Kasaragod is a very challenging task. Building this
line would require marshalling of engineering skills and innovations to optimise the cost.
Despite the costs and the challenges, the fact remains that the State needs a rail-based
means of fast travel for its socio-economic growth which has been constrained for the
past many years.
Kerala is a narrow stretch of land sandwiched between the Western Ghats in the east
and Arabia Sea in the west. Kerala has width from 30 to 120 kms with an average of
about 65 kms. The land is traversed by 44 rivers of which 41 have their course towards
the Arabian Sea. They take their origin from the Western ghats and flow west until they
drain into either the backwaters or flow into the Arabian Sea. The total annual rainfall of
the State varies from about 4500 mm in the northern Kerala to about 2000 mm in the
south. The rivers are mainly monsoon fed and most of them are perennial in character.
The coastal line, which is full of endless sandy beaches, is remarkably straight with mild
curves.
Based on the topography, the region can be divided into three zones from west to east;
Zone 1: The rugged topography of the Western ghats mountain and the lower piedmont
with an elevation ranging from 600 to 2500 m and 100 to 600m respectively. It occupies
about 30% of the State.
Zone 2: The lower piedmont, also referred as mid-highlands, consists of intensely
dissected west-east sloping surface of the earth with hillocks and mounds surrounded by
wide water courses and lowlands which have been formed by the swiftly flowing rivers
and streams. This region occupies nearly 50% of the State’s total area. The region’s
unique landform of alternating sequences of hillocks and mounds surrounded by low
grounds with elevation difference ranging from 20m to 80m between the high and low
grounds has been formed by rivers, which have been changing their course over the
millennia as they dissected the earth, leaving behind the lowlands around the present-
day hillocks and mounds. In the rainy season, when the low-lying areas around the
hillocks and mounds are waterlogged, the region looks like a sea with a dense cluster of
islands when seen from above.
Page | 1-22
Zone 3: The coastal plains and the backwaters is an area of estuaries, lagoons, alluvial
plains, and beach ridges and dunes fringing the coast. It covers about 20% of the area
of the State with elevation ranging between 0m and 15m. It has a maximum width of
about 25 km near Alappuzha. The coastal plains are full of backwaters, which are a chain
of brackish lagoons and shallow lakes lying parallel to the Arabian Sea coast. The
network of the backwaters includes five large lakes linked by canals, both manmade and
natural, fed by 38 rivers, and extending more than half the length of Kerala State. The
backwaters have been formed by the action of waves and shore currents creating low
barrier islands across the mouths of the many rivers flowing down from the Western
Ghats range. Vembanad lagoon is the largest waterbody extending about 183 km parallel
to the coast from north of Varkala to Azhikode in the north of Kochi with six major rivers
flowing into it. Kuttanad, south end of the Vembanad lagoon is a deltaic formation of
mainly four rivers Achankovil, Pampa, Manimala, and Meenachil. The second largest
lagoon is the Ashtamudi at Kollam, which has a length of 16 km and a total width of 15
km.
Figure 1-1: The topographic divisions of the State of Kerala
Page | 1-23
Figure 1-2: The unique landform of the mid-highland region of Kerala
The result of the two landforms between the Arabian Sea and mountains of the Western
ghats is that in the rainy season large areas are occupied by water bodies and several
other areas with undulating terrain are inundated with water. So, only a small proportion
of the land is free from water and inundation round the year. People in these regions live
in scattered patches of high ground. The larger cities like Thiruvananthapuram, Kollam,
Kannur, Kottayam, Chengannur, and Thrissur have come up where there are large areas
of high ground. Kochi/Ernakulam is a rare example of a large city built on low ground
near the sea coast (with houses built on pile foundations), like Venice in Europe on the
Adriatic Sea. There are very few large villages to be found in the mid-highlands, and
hamlets are scattered all over wherever there is high ground to build houses that would
be safe from the flood waters. Between Kozhikode and Kasaragod, the midland
topography of alternating mounds and waterlogged low ground is more pronounced. The
towns and cities in the midlands are small and more dispersed. For example, in district
Malappuram, there are several cities and towns such as Malappuram, Kottakal, Manjeri,
Tirur, Ponnani, Nilambur, and Valanchery, but none has a very large population. By
contrast, the coastal belt has larger cities and there is less scattering of urban population.
These unique landforms, which together cover about 70% of the State’s land area, have
resulted in slow speed of surface transport. The highways basically find high ground by
connection patches of high ground in a sequence. The result is that the roads are highly
Page | 1-24
curved and there are steep gradients as the roads move up and down between the
alternating low and high ground.
The railway lines have been laid in a slightly different manner: basically, closer to the low
ground as they traverse the region on cuttings in the slopes of the hillocks and mounds
and on high embankments in low lying flats.
Both the railway lines and roads are badly affected in the rainy season because of
continuous rains and waterlogging in the region. Occasional very heavy floods, like those
of 2017 and 2018 also hold the State to ransom when the whole traffic infrastructure fails.
Speed is relatively better in portions where the railway line and roads are situated closer
to the sea in the flat terrain of the narrow coastal belt.
These landforms and the dispersed population present a serious challenge in building a
high-speed railway line. Additionally, in the coastal plains the main problem is of low
bearing capacity which is encountered almost everywhere. The soils of the coastal plains
are very deep with sandy texture. Rock, and stiff soils are usually encountered at more
than 30 to 50 m depth. The sand content of the soil near the surface, ranges from 80%
and clay up to 15%. Even though these soils have high water table, the water holding
capacity is poor due to the predominance of sand. In the backwaters, the content of silt
and clay is relatively higher. In the paddy field of Kuttanad, sandy clay loam to clay is the
predominant soil. On the other hand, in the midland’s undulating terrain with waterlogged
regions surrounding the hillocks and mounds, the main problem is of instability of cuttings
in laterite soil/rock which is the dominant material on the surface at up to several meter
depth. Further, because, high embankments would not be stable in the lowlands which
are prone to water logging and flooding, the high-speed line would have to be carried
over the lowlands between the hillocks on high viaducts. Alternatively, the line would
have to be carried in tunnels laid at shallow depth below the ground by avoiding both the
hillocks and the lowlands.
Figure 1-3: CS of the ground along the coastal plains from Varkala to Kochi
Page | 1-25
1.3.4 Ecology Sensitive Area
The proposed SilverLine corridor is not in a nationally or Internationally recognized area

for nature conservation. However, the Kerala State is known for its conservation and
there are 7 national parks and 15 wildlife sanctuaries in the state. The alignment lay out
has been very wise as it doesn`t covers any protected areas like National Parks, Wildlife
Sanctuary and Biosphere Reserves as per Wildlife Protection Act, 1972 along the both
side of the alignment (10 km wider) of the proposed site or proposed station areas. No
area or village along the alignment or proposed station falls under Western Ghats
Notification, 2015. Hence, no ecologically sensitive areas were observed during our field
survey and as per our secondary data review as per Kasturirangan and Report as per
Western Ghat Ecology Expert Panel (WGEEP). The proposed SilverLine activity is far
away from such ecological sensitive areas.
1.4 EXISTING ROAD, RAIL, AIR, WATERWAY INFRA IN KERALA
1.4.1 Road:-
Infrastructure on the transport sector for the intercity travel in the state is mostly by road,
and rail. Kerala has 2.29 lakh kilometres of roads. Kerala has 11 National Highways
which run for about 1782 Kms. However, conditions of roads in Kerala have been a major
source of concern due to undulating planes and climatic factors. The poor condition of
the roads and large number of road vehicles causes increased road accidents.
Page | 1-26
Figure 1-4: Kerala Road Map
Table 1-3: List of National Highway in Kerala

Sl. New NH No Route Length
No. (Km.)
1 NH 66 Thalappady- Kaliyikkavila 669.437
2 NH 544 Walayar- Edappally,Ernakulam 168.14
3 NH 85 Bodimettu - Kundanoor 167.593
4 NH 183 Kollam- Theni (Tamil Nadu Border) 216.3
5 NH 183A Bharanikkavu - Pathanamthitta (via) 116.8
Vandiperiyar
Page | 1-27
Sl. New NH No Route Length

No. (Km.)
6 NH 185 Adimaly - Painavu (via) Kumili 96
7 NH 744 Kollam- Kazhuthuruthy 81.28
8 NH 766 Kozhikode- Muthanga Kerala– Karnataka 117.6
Border
9 NH 966 Kozhikode -Palakkad 125.3
10 NH 966A Vallarpadam - Kalamassery 17.2
11 NH 966B Wellington Island - Kundanoor 5.92
Total 1782 km
Source: Kerala Economic Review 2018
There are 72 State Highways in Kerala. Of them, MC Road (Main-Central Road),

proposed Hill Highway (Kerala) and Main Eastern Highway are the longest. The
respective State Highway number is displayed on the top of all milestones (black in colour
in green background) on the respective roads. These State highways are also
constrained by slow speeds and sharp curves and steep gradients making them less
favourable and more accident prone, particularly in adverse weather conditions.
NHAI has been having problems in widening selected national highways on account of
high cost of land and projects sanctioned years back are yet to be ready. Road
developers have also been having problems in smoothening curves and gradients
leading to slower speeds and holding up of traffic at several locations. Road movements
between cities like Thiruvananthapuram and Kochi and Kochi and Kozhikode, the main
centres of economic activity in the State have been taking an enormous run time of 6 to
7 hours for the 200 odd kms inter-distances involved.
1.4.1.1 Slow growth of national Highway infrastructure and status of Highways in
Kerala
As per Kerala State Planning Board Economic Review 2018, the NH length is 1782 kms.,
of which many stretches are under various development stages by the National Highways
Authority of India (NHAI). In the case of National Highways, only about 12 per cent of the
roads have four lane capacities while the remaining roads have only two lanes or
intermediate lane capacity. Bulk of the inter-city and inter-state traffic is carried out by the
National and State Highways which constitutes only 8 per cent of the total network.
Considering the demand supply gap, there is a huge need for up gradation of existing
road network.
The total State road length which includes classified and non-classified roads as
stipulated by Indian Road Congress and its growth in Kerala during last 3 years can be
observed in table 1.4 below,
Page | 1-28
Table 1-4: Growth of Highways in Kerala
length of Road
Length of Density % Annual
S. per lakh
Year Road (Km/100 sq growth in road
No. population
(Kms) km) length
(Kms)
Top of Form
1 2015-16 205,545 615.5 Bottom of Form
528.8
218,942
2 2016-17 Bottom of 554.35 655.7 7%
Form
3 2017-18 229,349 590 686.55 5%

As per Kerala State Planning Board Economic Review 2018, Kerala has 120.42 lakh
registered motor vehicles as on March, 2018. About 2774 vehicles are being added to
vehicle population every day. For the last two decades it has experienced a compounded
annual growth rate of above 10 percent. The number of vehicles per 1,000 population as
on March 2018 is 361 in Kerala. According to world development indicators (2015),
number of vehicles per 1,000 population in India is 18, China 47 and United States 507.
The growth of vehicle population in Kerala is eight percent over the previous year. The
growth of Motor Vehicles during the last ten years is shown below in Figure 1.5.
Figure 1-5: Vehicle Registration Growth

With above, it is clearly observed that population of motor vehicles are increasing every
year at high rate whereas on the other hand road capacity is not increasing in the same
proportion. This results in more accidents. The increasing trend of traffic accidents is a
matter of big concern for Kerala. The analysis from 2010 onwards shows that there are
Page | 1-29
regular increase in the number of accidents from 35,633 in 2010 to 38,734 in 2018.
These number of accidents is considered as very high compared to other states. The
bigger states like Uttar Pradesh, Gujarat and Rajasthan report far less number of
accidents compared to Kerala.
Most of the roads in the State do not have adequate width to address the existing level
of traffic, only one fourth of the roads have either two lanes or four lane capacity while
most of the other roads have single lane or intermediate lane capacity. In the case of
National Highways also, only about 12 per cent of the roads have four lane capacities
while the remaining roads have only two lanes or intermediate lane capacity. Bulk of the
inter-city and inter-state traffic is carried out by the National and State Highways which
constitutes only 8 per cent of the total network. Considering the demand supply gap,
there is a huge need for up gradation of existing road network. The existing road network
has to undergo a qualitative improvement with the aim to reduce traffic congestion and
delay, easy access to destinations and reduction in accident risks. Most of the PWD
roads have to undergo massive upgradation with widening duly incorporating road safety
features.
Reference: Economic Review 2010-2018, Motor Vehicle Department, Department of
Economics and Statistics, Kerala
Source : http://www.kerenvis.nic.in/Database/RoadNetworkKerala_2284.aspx
1.4.2 Rail:
As per system map of southern railway of 2018, total route length of railways in Kerala
is 1045 route kms spiced with 181 stations. The total rail network in Kerala accounts
for 1.55% of total Indian Railway’s route length of 67,368 kms as on 2017. The average
route kms per lakh population of Kerala is 3.16 kms which is very less compared to
average route km per lakh population of India is 5.56 kms. There are six inter–State
railway stations, with five towards Tamil Nadu and one towards Karnataka. Kerala's
major railway stations are Alappuzha, Aluva, Chengannur, Ernakulam Junction (Kochi),
Ernakulam North (Kochi), Kannur, Kasaragod, Kayamkulam Junction, Kollam Junction,
Kottayam, Kozhikode, Palakkad Junction, Shoranur Junction, Thalasseri, Thrissur,
Thiruvalla, Vadakara and Thiruvananthapuram Central. Passenger earnings in most of
these stations are substantially high as the level of intra-State (inside) and inter-state
(outside) express and passenger train traffic is very high compared to other States in the
region. The Thiruvananthapuram and Palakkad division of Southern Railway operates
the railway network throughout the State. In-spite of the fact that these routes and the
two divisions in Kerala are substantially contributing to the earnings of the Southern
Railway growth of railways and improvement in railway’s capacity to handle the growing
rail traffic are hampered by some serious factors which are discussed below. States rail
map is shown in Figure no 1.6.
Page | 1-30
Figure 1-6: Kerala Railway Network Map
1.4.2.1 High Utilization of the Existing Rail Transport System

Table 1.5 shows the present utilization of the existing rail corridor between
Thiruvananthapuram and Kasaragod. It indicates that the existing IR corridors are
already saturated.
Table 1-5: Utilization of existing rail corridor
Section Length Traction and system Year % utilization

(km) of working
Trivandrum- 327 Double line Electric 2018-19 110%
Shoranur and absolute block (Ernakulam-
system Kottayam _
Kayamkulam
section)
Shoranur - 261 Double line Electric 2018-19 80%
Kasaragod and absolute block (Shoranur -
DL system Kozhikkode
section)
Source: Working time table
In spite of having 1045 kms of route length of rail, over 9 routes and 181 stations, due to
inadequate infrastructure the traffic needs of the population could not be met with by the
Page | 1-31
railways. Railways own infrastructural projects such as doubling in various sectors have
also been taking several years for the same reasons as occurring in National Highway
sector.
.
1.4.2.2 Technical Difficulties in Removing the Existing Permanent Speed
Restrictions on Rail
The difficult terrain conditions and mostly inclement weather have imposed serious rail
speed restrictions which hamper the fast and smooth travel across the State. There are
65 permanent speed restrictions in the TVC – SRR section and 35 in the SRR – KGQ
section. These are mostly on account of the existing sharp curves and steep gradients,
yielding formations and deep cuttings. These cannot be removed without providing major
diversions involving long detours and heavy structures like tunnels and viaducts which
will involve huge land acquisitions and heavy expenditure and in most of the cases they
are also not practical to execute. Hence these permanent speed restrictions will continue
to exist and will not allow higher speed operations on the existing corridor which the
Railways have planned several times and left due to inherent problems as explained
above. Even a new corridor, if planned parallel to the existing railway one will have the
same deficiency as it would also be travelling the same terrain. Average speed of express
trains in the existing corridor between Thiruvananthapuram and Tirur is less than 50
kmph and that is the next section is slightly better.
1.4.2.3 Inadequate Platform and Terminal Facilities at Thiruvananthapuram and

Other Stations
Thiruvananthapuram and Ernakulam are the terminal station yards for both Mail/Express
and passenger trains in Kerala. As the existing platforms are fully occupied normally
introduction of new trains has been found extremely difficult. Sporadic development of
ancillary terminals such as Kochuveli, etc could not solve this problem as the State’s
demand is so high such miniscule developments are always behind the growth of the
State produced. This has been brought out in the RRTS study conducted by MRVC at
Thiruvananthapuram. The adjacent line from the existing platform No’s. 5 are the pit lines
6, 7, 8, 9 and 10. As the Thiruvananthapuram Yard is land locked between two main
roads on either side, there is no scope for providing adequate new platforms/ pit lines.
Thiruvananthapuram being the capital city requires trains to reach at peak hours in the
morning and evening. Hence most of the mail/ express trains and passenger trains are
planned to reach the city at these peak hours. This peak hour rush, coupled with the
nearly saturated track utilization, makes it difficult for new trains to be introduced on the
existing rail corridor. Similar situation exists at Ernakulam, Kozhikode and other terminal
stations in the State.
Page | 1-32
1.4.2.4 Inadequate Capacity of Stations

Though there are large number of stations in both divisions which are very popular and
high earning, facilities could not be provided due to land constraints. Platforms are
inadequate to permit more train services. This imposes the biggest difficulty to the
railways to introduce more services.
1.4.3 Air Traffic-Airways in Kerala

The four international airports in Kerala are located in Kannur, Kozhikode, Kochi and
Thiruvananthapuram. The airports in Kochi, Thiruvananthapuram and Kozhikode have
witnessed a dramatic growth in passenger traffic this year as compared to last year
figures. The number of new services from these airports have also increased
considerably. For the record, in total, the three airports saw a passenger traffic of 1.5
crore during the last fiscal.
In terms of passenger movement and travel business, the Cochin International Airport
recorded the highest growth among the three major air ports. The facility saw a
passenger traffic of 89.4 Lakhs during the 2016-17 compared to the 77.5 Lakhs
passengers during the previous year. There was an increase of 7.7% in the number of
international travellers and 26% rise in domestic passenger traffic.
The Thiruvananthapuram international airport recorded a growth of 12.4 percent in
passenger traffic during the last financial year. Growth was recorded in both international
domestic passengers, which stood at 15.8 lakhs and 23 lakhs respectively, and 38.8
lakhs in total. Notably, the passenger traffic has grown significantly despite the partial
closure of the runway for three months to fix wear and tear.
Table 1-6: Popular Destinations and flights from Kochi
Sl No Destination Number of flights per

month
1 Bengaluru 192
2 New Delhi 158
3 Mumbai 145
4 Hyderabad 108
5 Dubai 102
6 Chennai 101
7 Abu Dhabi 68
8 Dubai( Sharjah) 52
9 Muscat 51
10 Kuala Lumpur 44
11 Thiruvananthapuram 39
12 Kuwait City 35
Page | 1-33

month
13 Kannur 34
14 Doha 29
15 Ahmedabad 19
16 Pune 19
17 Bahrain Island 17
18 Agatti Island 17
19 Male 17
20 Kozhikode 17
21 Hubli/Dharwad 17
22 Colombo 16
Table 1-7: Popular Destinations and flights from Thiruvananthapuram

month
1 Bengaluru 108
2 New Delhi 53
3 Mumbai 41
4 Hyderabad 34
5 Dubai 45
6 Chennai 71
7 Abu Dhabi 42
9 Muscat 36
10 Kuwait City 15
11 Kannur 36
12 Doha 9
14 Male 31
15 Kozhikode 14
16 Colombo 16
17 Coimbatore 4
18 Kochi 41
19 Singapore 10
Page | 1-34
Table 1-8: Popular Destinations and flights from Kozhikode

month
1 Bengaluru 17
2 New Delhi 5
3 Mumbai 34
4 Dubai 79
5 Chennai 28
6 Abu Dhabi 51
8 Muscat 56
10 Kuwait City 3
11 Kannur 10
12 Doha 20
14 Kozhikode 17
15 Jeddah 17
16 Riyadh 27
17 Dammam 8
18 Al Ain 5
19 Ras Al Khaimah 4
20 Salalah 2
21 Kochi 17
Table 1-9: Popular Destinations and flights from Kannur

month
1 Bengaluru 15
2 New Delhi 10
3 Mumbai 17
4 Hyderabad 29
5 Dubai 17
6 Chennai 17
7 Abu Dhabi 25
9 Muscat 24
Page | 1-35

month
11 Kuwait City 1
12 Kannur 34
13 Doha 9
14 Bahrain Island 5
15 Kozhikode 2
16 Hubli/Dharwad 17
17 Kochi 34
18 Goa 17
19 Dammam 9
20 Riyadh 4
As mentioned earlier, air traffic growth is akin to economic growth of the country and its
international exposure. It also indicates high rate traffic is on the increase. This will be a
positive factor as for short distance intra-State traffic, while the demand will be high, par
or equal cost of travel by SilverLine will bring in good and economical migration of traffic
from air to trains.
However the intercity travel between the three airports (Kochi, Thiruvananthapuram and
Kozhikode) account to only 4% of the total trips produced to any of the three airports.
Thus, the share of air trips for the intercity travel can be considered as negligible. Though
the inter-state and international traffic from these airports have been on the rise along
with the economic growth of the State and the country, the intra-State air traffic has not
been showing much growth mainly for the reasons of the need for long check-in hours
and security delays apart from the high cost of air travel in the local sectors.
1.4.4 In-Land waterways-Water way Navigation in Kerala

Waterways have always been an important mode of transport in Kerala. The total length
of navigable water way route in Kerala is 1,900 Kms. The 41 West-flowing rivers together
with the backwaters are an integrated part of the inland navigation system in Kerala. The
State's inland waterways pass through highly populated regions - the West Coast Canal,
for instance. The majority of those inhabiting the region were engaged in traditional
industries such as coir, cashew, brick-making and fishing. Any attempt to develop the
inland waterways will favorably impact the well-being of these people. On the main West
Coast Canal between Kollam and Kottapuram, the Kochi Edapallikota (120 km) stretch
was opened for cargo movement during November 1994 consequent to improvement
works carried out by IWAI. Capital dredging for widening and deepening of canal between
Kochi and Kollam was started in first phase during 1997-98. Project for providing and
maintaining 24 hrs navigational aids by way of buoys and lights had been completed
Page | 1-36
during 2007-08 and now the entire waterway has the facility for 24 hrs navigation which
was maintained during 2008-09.
As an alternative mode of transport, waterways help in dealing with Air pollution and Road
Accidents. To divert a share of goods and passenger traffic to the waterway, agencies in
the field are toying with the idea of linking the Cochin International Airport and the Kochi
port, which are 17.2-km apart. This will be a first of its kind endeavor in the country. A
few water bodies on the route will have to be widened and dredged for the project to
materialize. Another proposal is to connect navigable canals in Kochi with the waterway.
However the project of identifying and providing inland waterways is a herculean task as
it involves huge acquisition of land and involvement of cost. It is expected that this project
would take enormous time. Even at the end of the day, if and when completed, this will
facilitate only goods traffic as speeds will be low.
1.4.5 Semi High-Speed Railways In Kerala

The existing railway network and highways in the State are not amenable to faster travel.
Average speed on road and by trains is among the lowest of all regions of the country.
The average speed of journey by rail and road in the State is about 30% to 40% lower
than in the neighbouring States. The journey become even slower in the rainy seasons
with high intensity of rainfall in the months of May to August because of deterioration in
the condition of the roads and railway lines. Because of the adverse terrain, there is little
scope of economically raising speed of trains on the existing railway line in the corridor.
Widening of the existing highways in the State has brought about some improvement in
the speed of travel. Plans to build a six-lane expressway have been going on since a
long time. Speed of travel on the railway tracks has stagnated for the past many years
because of massive requirement of land acquisition for such a highway. There is a
widespread realization that the economic and social life in the State of Kerala suffers
from slow speed of travel on its existing highways and railways. With the above in mind,
the Government has decided to build the Thiruvananthapuram - Kasaragod corridor as a
Semi high-speed rail (SHSR) line, covering the coastal region which is the most densely
populated region of the State. However, the technical feasibility and financial viability of
this SHSR line is largely dependent on the following three quite distinctive factors;
• Cost of construction of the line could be high because of the uniquely
unfavourable terrain and ground conditions in the corridor. This would mean
that a large part of the line may have to be carried in tunnels, viaducts/bridges
and high cuttings/embankments. Besides, the cost of land acquisition and
compensations for displacement and rehabilitation would also be high because
of high cost of land in the coastal plains and the mid-highlands through which
the line would pass.
• The other challenge was posed by what is termed as “urban sprawl” in the
State. In the State of Kerala it manifests itself in the form of numerous small
Page | 1-37
towns and cities all over the State. So, it would be a challenge to locate the
stations on the SHSR line.
• The third challenge comes from the fact that availability of funds for the project
and also the construction materials are always issues of concern in the State
and the same have to be met with clear foresight and vision.
1.5 REVIEW OF HIGH-SPEED AND SEMI HIGH-SPEED RAIL DEVELOPMENTS

IN ABROAD AND INDIA
1.5.1 High Speed Rail all over the world

The Italian ETR 200 (Figure 1.1) in 1939 was the first high speed service train. It achieved
the world mean speed record in 1939, reaching 203 km/h near Milan.
Figure 1-7: Italian ETR 200
Concept of High-Speed train has started developing throughout the world after the world
war-II. Japan has taken a lead in this field followed by several European Countries viz
France, Germany, Sweden etc.
During last 50 years enormous advancement has taken place in this field. Several
historical milestones have been achieved by various countries. It will be interesting to see
the evolution of speed record in Railways since its inception in Table 1.10
Page | 1-38
Table 1-10: Speed record in Railways
Source: Construction & Maintenance of High Speed Railway, Indian Railway Institute of Civil Engineering,
Pune.
The chronological development of High-Speed Rail in various countries is described as

under,
• The first HSR line was Japan’s Shinkansen service between Tokyo and Osaka,
which opened in 1964 with a maximum speed of 130 mph (210 km/h). It is a
dedicated HSR system, meaning that it was built especially for high-speed trains
and only high-speed trains operate on it.
• France took the next big step for shared-use HSR with the introduction of the Train
à Grande Vitesse (TGV) program in 1981. The first TGV line, running between
Paris and Lyon, was a dedicated line with shared-use segments in urban areas. It
proved that high-speed rail could attract a large share of the airline passengers in
medium-distance markets.
• Germany’s high-speed train system, the InterCity Express (ICE), began operation
in 1992. Germany used a coordinated program of improvements in infrastructure,
rolling stock, and service, upgrading much of the mainline track network for speeds
of 125 mph (200 km/h). This allowed ICE trains to efficiently share tracks with
other trains and enabled Germany to expand its HSR network quickly and cost
effectively.
• The only HSR system operating in the United States today is on Amtrak’s
Northeast Corridor. In 1968, the corridor’s private sector owner introduced the
Metroliner service, consisting of track improvements and new higher-speed rolling
Page | 1-39
stock. The Metroliner’s initial top speed was approximately 110 mph and operating
speeds eventually reached approximately 125 mph (200 km/h).
The pace of construction of High-Speed lines is increasing day by day and several new
countries are joining the high-speed club. Length of high-speed rail routes and their
speeds in various countries is given in the Table 1.11
Table 1-11: Length & Speed of HSR in various countries
Average Speed of
Total Network Test run Speed record
Country Fastest Scheduled Train
Length in Kms in Kmph
in Kmph
Belgium 214 347 237
China 19369 394 313
France 2036 574 272
Germany 1334 406 226
Italy 923 368 178
Japan 2664 443 256
Netherlands 1200 336 140
South Korea 819 355 200
Spain 3100 404 236
Switzerland 79 280 140
Taiwan 336 315 245
Turkey 1420 303 140
United Kingdom 1377 335 219
Total 34871
Pune.
Majority of high speed Railway lines under construction are in China, France, Germany
and Japan. In recent past USA and UK and India have taken definitive steps to create
high speed rail corridors. Thus, in future more corridors of high speed rail are expected
from these countries apart from China and Japan. Table 1.12 below, mentions/provides
the length of high speed rail line under construction in various countries.
Page | 1-40
Table 1-12: Length of HSR Lines Under Construction in various countries
Length under Operation

Country Length under construction (km)
(KM)
Austria 292 210

Belgium 209 0
China 19369.8 16280
Denmark 5 60
France 2036 757
Germany 1334 428
Italy 923 125
Japan 2664 782
Netherlands 120 0
Poland 85 322
Russia 1496 0
South Korea 819 585
Spain 3100 1800
Switzerland 80 57
Taiwan 339 9
Turkey 1420 1506
UK 1377 0
USA 362 483
Pune.
Thus a total of 23,404 km of high speed rail length is under construction out of which 2/3rd
is in China.
The High-Speed Rail development journey in various countries are mentioned below,
Page | 1-41
Japan
The first Shinkansen trains, the 0 Series
Shinkansen, built by Kawasaki Heavy Industries
in 1964. The first Shinkansen trains ran at speeds
of up to 210 km/h (130 mph), soon after increased
to 220 km/h (140 mph).
The first Bullet trains had 12 cars; later versions
have up to 16, and there are double-deck trains
too, to increase the capacity.
After three years, more than 100 million
passengers had used the trains, and the first
billion was passed in 1976. Later, the Shinkansen
system has grown to a 2459 km network.
the Tokaido Shinkansen still is the world's busiest
high-speed rail line. Up to ten trains per hour with
16 cars each (Net seat capacity of the train: 1300)
run in each direction with a minimum of 3 minutes
between trains.
China
In the middle of 1990s', China's trains used to
travel at top speed of around 60 km/h. From 1997
to 2007, the speed of China's railways increased
six times. In 1998, China started the construction
of its first high speed rail, the Qinhuangdao-
Shenyang Passenger Dedicated line (Qinshen
PDL), this PDL was opened in 2003, with designed
speed of 200km/h. The development of the
domestic technology was not that successful as
was initially expected. Then China has decided to
import HSR trains and technology from Europe
and Japan, which are currently known as CRH
(China Railway High speed) Trains. However,
most of the train-sets are manufactured by
Chinese companies as technology transfer
agreements are contracted as part of the deals
with foreign companies.
In April 2007, China launched the sixth "speed up"
campaigns. CRH service firstly opened at some
6,003 km of tracks. 52 CRH train-sets (CRH1,
CRH2 and CRH5) were put into operational
service as 280 train numbers.
China has opened its 15th High speed rail, the
Huhang (Shanghai-Hangzhou) PDL on 26
October, 2010 which uses the CRH380A train-set
manufactured by CSR Sifang. It covers the 200-
km distance in only 45 minutes, reducing the
travelling time from 78 minutes at an average
speed of 350 KMPH.
Page | 1-42
Taiwan High Speed Rail (THSR)

Taiwan High Speed Rail (THSR) is a high-speed
rail network is approximately 345 km (214 mi) long
and runs from Taipei to Kaohsiung. THSR began
service on January 5, 2007. The project had a total
cost of US$18 billion and is one of the largest
privately-managed and funded transport schemes
to date.
THSR's technology is based mainly on Japan's
Shinkansen system, mixed with European
standards and system components.
The Taiwan High Speed 700T train is a variant of
the 700 Series Shinkansen and was built by a
consortium of Japanese rolling stock builders,
most notably Kawasaki Heavy Industries. Trains
with a service top speed of 300 km/h (186 mph).
South Korea
South Korean KTX high-speed rail, which runs on
a dedicated line, became operational in April 2004.
The maximum speed of the KTX, which derives its
technology directly from France's Alstom TGV, is
300 km/h.
Daily ridership is now in the range of 85,000
passengers. Diversions from other modes show
wide variability, according to customer surveys.
KTX enticed 56% from existing rail services, 17%
from air, 15% from express buses, and 12% from
highways.
France
SNCF operates almost all of France's railway
system, including the TGV (Train à Grande
Vitesse, meaning "High-Speed Train"), In the
1970s; SNCF began the TGV high speed train
program with the intention of creating the world's
fastest railway network. It came to fruition in 1981,
when the first TGV service, from Paris to Lyon,
was inaugurated. Today, SNCF operates more
than 1,100 miles of designated high-speed track
that accommodates more than 800 high-speed
trains per day. SNCF’s TGV trains carry more than
100 million passengers a year.
SNCF's TGV has set many world speed records,
the most recent on April 3, 2007, when a new
version of the TGV dubbed the V150 with larger
wheels than the usual TGV, was able to cover
more ground with each rotation and had a stronger
25,000 hp (18,600 kW) engine, broke the world
Page | 1-43
speed record for conventional rail trains, reaching

574.8 km/h (357.2 mph).
SNCF has a remarkable safety record. After nearly
30-years in operation, SNCF’s TGV system has
never experienced a fatal accident.
United Kingdom
The Channel Tunnel Rail Link (CTRL), now known
as High Speed 1 (HS1), was the first new mainline
railway to be built in the UK for a century and was
constructed by London and Continental Railways.
After a lengthy process of route selection and
public enquiries in the second half of the 1990s,
work got under way on Section 1 from the Channel
Tunnel to west of the Medway in 1998 and the line
opened in 2003. Section 2, continuing the line to
London St Pancras, started soon after Section 1
and was opened to the public on 14 November
2007.
The construction of High Speed 1 also permitted
the introduction of a new domestic high-speed
service when in 2009 Southeastern launched its
high-speed route between London St Pancras and
Ashford International. Operated with a fleet of
British Rail Class 395 trains, the service reaches a
top speed of 140 mph (225 km/h). Southeastern
High-Speed is currently the only British domestic
high-speed service allowed to run above 125 mph
(201 km/h)
Germany ICE-2 (1996)

Germany has 4 HSR routes covering almost 900
KMs with 3 further routes planned.
ICE-2 280 KMPH (1996) ƒ ICE-3 350 KMPH
(under trial).
Page | 1-44
ITALY
Italy opened the first high-speed rail route, the
Direttissima, which from 1978 connected Rome
with Florence (254 km/158 mi). The maximum
speed of the Italian line was 250 km/h (160 mph),
giving an endto-end journey time of just over 90
minutes with an average speed of 200 km/h (120
mph). Since then, Italy's high speed network has
grown substantially. Several types of high-speed
trains, belonging to three major families, carry out
the service:
(1) ETR 500 (Elettro Treno 500 - non-tilting),
Speeds: 362 km/h
(2) ETR 600 ETR 610 Frecciargento (Tilting)
Speed: 250 km/h
(3) ETR 480 (tilting for other services used as the
Tbiz a business class-only train.
Speed: 250 km/h
(4) ETR 450, ETR 460, ETR 485 (Tilting)
Speed: 250 km/h
(5) ETR 470 (Tilting)
Speed: 250 km/h
Belgium
Belgium's rail network is served by four high-
speed train operators: Thalys, Eurostar, ICE and
TGV trains.
The HSL 1 is a Belgian high-speed railway line
which connects Brussels with the French border.
88 km long (71 km dedicated high-speed tracks,
17 km modernized lines).
The HSL 2 is a Belgian high-speed rail line
between Brussels and Liège, 95 km long (61 km
dedicated high-speed tracks between Leuven and
Ans, 34 km modernised lines between Brussels
and Leuven and between Ans and Liège).
which connects Liège to the German border, 56
km long (42 km dedicated high-speed tracks, 14
km modernised lines)
which connects Brussels to the Dutch border. 87
km long (40 km dedicated high speed tracks, 57
km modernised lines).
Page | 1-45
Sweden
Sweden today runs many trains at 200 km/h,
including the X2 tilting trains, wide-body and
double-decker regional trains, and the Arlanda
Airport Express X3.
Parts of the network can be relatively easily
upgraded to 250 km/h. This requires new
signalling system, catenary, removal of level
crossings and new trains
There are plans for a long completely new high-
speed railway for 250–320 km/h, Stockholm-
Linköping-Jönköping-Borås-Gothenburg, since
the existing railways are relatively congested. An
informal date suggestion by the Banverket is
operation by year 2030
United States
Amtrak's Acela Express, currently the only line
used for high-speed rail in the U.S. which runs the
Northeast Corridor— from Boston via New York,
Philadelphia, and Baltimore, to Washington,
D.C.—at speeds averaging 68 mph (109 km/h) for
the entire distance but intermittently reaching 150
mph (240 km/h) at times.
The High-Speed Rail current scenario over the world is depicted in Figure 1.8
Page | 1-46
Figure 1-8: High Speed Rail scenario over the world
1.5.2 High Speed Rail Scenario in India:

In India, a thought for high speed operation was given in the first Governing Council
Meeting (GCM) of RDSO in 1988 when it was decided to develop technology for
operation of passenger services at 160 kmph on specified mixed routes and at 200 kmph
on dedicated routes. A Task Force was set up in RDSO to study all the aspects of
introduction of high-speed technology. In this connection, a feasibility study was
conducted with the help of a Japanese Company (JICA) for Delhi-Kanpur section via
Agra (448 kms) to run the trains at 250 kmph. Report was submitted in 1987. JICA
recommended setting up a new corridor with terminal stations at Delhi, Agra and Kanpur
with an anticipated cost of Rs.2200 crores at 1987 price indices. Two types of services
as given under were suggested in the study report.
✓ Super express train at maximum speed to 250 kmph on new corridor of Delhi-
Agra-Kanpur and
✓ Long distances express trains operating at 160 kmph to utilize dedicated track with
facility of getting in and out of new corridor at Agra and Kanpur.
A traffic study was also conducted on following routes,
o Mumbai Vadodara-Ahmedabad (492 kms.)
o New Delhi – Kanpur – Lucknow (507 kms.)
o New Delhi – Agra (199 kms.)
Page | 1-47
Based on these detailed studies, Mumbai-Ahmedabad section was found having the best
potential. However, cost being very high (Rs.4.9 crores per km. in 1987); if upgraded to
the present day cost, It would come out to be about Rs.50 crores per km. Board closed
the mission vide their letter no. 98/ER/3400/21/1 dated 28.03.01 addressed to RDSO.
Indian Railway is now again considering going for high speed. The Integrated Railway
modernization plan Nov.2004 for the period 2005-2010 envisages high speed trains
running at 250-330 kmph. Ahmedabad-Mumbai corridor was specifically identified for the
feasibility study. In this regard, RITES Ltd., has carried out a feasibility study and financial
appraisal for Mumbai-Ahmedabad corridor.
On December 18, 2009 Vision 2020 document was submitted in the parliament which
envisaged the implementation of regional high-speed rail projects to provide services at
250-350 KMPH and planning for Dedicated Corridors resulting in superior technology
and high speeds.
Some of the extracts of the Vision 2020 are indicated below:-

❖ “Vision 2020, Page no.VI, High-Speed Rail Travel- In the coming decade, Indian
Railways must catch up with the developed railways of the world in the matter of
speed of trains. The current effort to provide fast non-stop train services under the
new brand of Duronto will continue. In addition, the Vision aims at raising the
speed of regular passenger trains to 160-200 kmph on segregated routes, which
will bring about a major transformation in train travel. For example, train journey
between Delhi-Mumbai and Delhi-Kolkata will become an overnight service.
The Vision 2020 also envisages the implementation of at least 4 high-speed rail projects
to provide bullet train services at 250-350 KMPH, one in each of the regions of the nation
and planning for at least 8 more corridors connecting commercial, tourist and pilgrimage
hubs.
Seven corridors have already been identified for technical studies on setting up of High-
Speed Rail Corridors as mentioned in Table 1.13
Table 1-13: Proposed High Speed Rail Corridors
Sl. Corridor Total kms Avg. Speed
No. (Expected)
1 Pune-Mumbai-Ahmadabad 650 250 km/h
2 Delhi-Agra-Lucknow-Varanasi-Patna 991 300 km/h
3 Howrah-Haldia 135 300 km/h
4 Hyderabad-Dornakal-Vijayawada-Chennai 679 350 km/h
5 Chennai-Bangalore-Coimbatore-Kochi- 850 300 km/h
Thiruvananthapuram
Page | 1-48
6 Delhi-Chandigarh-Amritsar 591 350 km/h

7 Delhi-Jaipur-Jodhpur 530 300 km/h
Source: Indian Railway Vision 2020
These could be built as elevated corridors in keeping with the pattern of habitation and
the constraint of land. The Railways will use the PPP mode for investment and execution,
and draw on frontier technologies incorporating the highest standards of safety and
service quality”
❖ “Vision 2020, Page-14, item no- 3.3 (f) High-speed trains- Construction and
operation of high speed lines is, however, very expensive and would require
capital infusion and passenger patronage of a very high order. Massive capital
investment would necessitate running of trains at frequent intervals of 5-10
minutes with sufficient load factors. Farebox revenues may not be sufficient to
cover cost of infrastructure and operation for a long time. This would, therefore,
call for innovative approaches; a mix of viability gap funding from government -
both at central and State levels- and leveraging of real eState would be necessary
to attract successful PPP interest in these projects.”
❖ “Vision 2020, Page-32, item no- 6.7 High Speed Corridors-India is unique and
alone among the major countries of the world in not having a single high-speed
rail corridor capable of running trains at speeds of over 250 kmph. High speed
corridors have played a major role in revitalization of Railways in Japan and
Europe. Of late, high speed-rail networks are also getting built in China, Taiwan
and USA. Indian Railways would follow a two-pronged approach in this respect.
The first approach would be to raise the speed of segregated passenger corridors
on trunk routes using conventional technology to 160 to 200 kmph. The second
approach would be to identify a number of intercity routes, depending on viability,
and build State-of-the-art high-speed corridors for speeds up to 350 kmph through
on PPP mode in partnerships with the State Governments. Partnerships with the
State Governments would be crucial as real-eState development would be a key
element of viability of these high-cost projects. By 2020, at least four corridors of
2000 Kms would be developed and planning for 8 other corridors would be in
different stages of progress.”
1.5.2.1 Mumbai–Ahmedabad High Speed Rail Corridor

The first High Speed Rail corridor to be implemented in the Country, with technical and
financial assistance of Government of Japan, has been identified from Mumbai to
Ahmedabad. With total twelve stations in the States of Maharashtra, Gujarat and Union
Territory of Dadra and Nagar Haveli, the corridor will have a length of 508.17 Km. Where
high speed rail will cover 155.76 kms in the State of Maharashtra (7.04 Kms in Mumbai
Page | 1-49
sub-urban, 39.66 kms in Thane district & 109.06 kms in Palghar district), 4.3 kms in union
territory of Dadra & Nagar Haveli and 348.04 kms in the State of Gujarat.
This High-Speed rail will provide total 12 stations namely Mumbai, Thane, Virar, Boisar,
(in Maharashtra), Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand, Ahmedabad and
Sabarmati (in Gujarat). While a limited stop (in Surat & Vadodara only) service will cover
this distance in 1 hr. and 58 mins, the all-stops service will take 2 hr. 57 min to cover this
distance.
High speed rail will be operating at a speed of 320 Km/hr at an elevated (10 to 15 m)
track above the ground on a viaduct all along except 26 kms in Mumbai, which will be
underground. All stations will be elevated except Bandra Kurla Complex station
(Mumbai), which will be underground.
Operational control centre for Mumbai -Ahmedabad High Speed Rail will be Sabarmati.
Initially, trains will have total ten coaches with a seating capacity of 750 passengers,
which will be further increased to sixteen coaches and seating capacity of 1250
passengers. There will be 35 trains per day/one direction, where there will be one train
every 20 mins in peak hours and 1 train every 30 mins in non-peak hours. Train frequency
will be further increased one train every 8 mins in future. Mumbai-Ahmedabad High
Speed rail will be equipped to handle 17,900 passengers one way daily which will be
increased up to 92,900 passengers in future.
The Key features of MAHSR is as below,
✓ Undersea Tunnel
✓ 92% elevated track
✓ Signaling system – DS-ATC Shinkansen technology
✓ Telecommunication system (Based on Shinkansen)
✓ Aerodynamic design- Reducing air drag
(Source: HSR Feasibility Study Report)
1.5.2.2 High Speed Rail project in Kerala

Historically, the Thiruvananthapuram–Mangalore high-speed rail corridor was mooted in
the 2009-10 budget speech of the Government of Kerala. The project was cleared by the
State Cabinet in February 2010. The Kerala State Industrial Development Corporation
(KSIDC) was appointed as the nodal agency to develop the project. In September 2011,
a special purpose vehicle, the Kerala High Speed Rail Corporation Ltd. (KHSRC) was
formed to implement the project. The Delhi Metro Rail Corporation (DMRC) conducted
the feasibility & detailed study and prepared Detailed Project Report (DPR) and submitted
to the Government of Kerala in the year 2018. However, the proposal of HSR project has
been dropped due to higher project cost. Estimated Cost of the HSR line is given in the
Table 1.14.
Page | 1-50
Table 1-14: Cost details of Kerala High-speed Rail
Sl. Name of Corridor Distance Estimated Estimated Estimated

No. (Km) cost without cost with cost with all
taxes central taxes, octroi,
taxes and & land cost
(Rs/Crore)
land cost (Rs/Crore)
(Rs/Crore)
1 Thiruvananthapuram 430.00 77,361.00 86,735.00 90,663.00

to Kannur
Source: Executive summary of DMRC DPR for High speed rail, table 0.47 cost details
The high cost of High-speed rail is majorly attributed to higher track design parameters
like flat curves, grades, long tunnels (longest tunnel is about 20 km) and high viaducts
and cuttings. Given the high cost & higher ticket fare proposed, the State government
decided to wind up the project and decided to consider the Semi High-Speed Rail option
for Kerala.
1.5.2.3 Kerala’s plan for introducing Semi High Speed Rail Project
The present rail transport system in the State is weak and has over-utilised its installed
capacity. There is huge demand for travel resulting in long queues and associated
discomfort in travel. The average speed of Express trains running in the State is about
50 kmph. There is demand that the Railway should device plans to introduce Mainline
Electrical Multiple Units (MEMU), between major intercity routes with latest electronic
passenger information system and engines on both sides to enable it to start like bus
services to save time and increase efficiency.
Semi High-Speed North-South Rail Corridor:- Though Indian Railways are not
planning to increase the speeds to the order of 200 kmph in section speed and 100-120
kmph in average speed, in view of the present limitations in track and coach technologies,
there are proven technologies developed in the world already, whereby the trains can
operate at speeds of 200-250 kmph with suitable tracks, coaches and signalling systems.
If such semi high-speed technology and tracks are introduced in the State, the travel time
can be brought down from the present 10-12 hours to 4 hours and the time-space divide
existing in the north and south of the State can be reduced if not avoided. The State
Government has assured to provide all necessary support for such a path-breaking new
semi high-speed corridor including provision of required land and other resources.
The project of Thiruvananthapuram-Kasaragod Semi High Speed Rail is being
proposed under the HSR policy of Govt of India where the route of Chennai-Bangalore -
Coimbatore - Ernakulam- Thiruvananthapuram has already been identified. As the
prevailing traffic in the Thiruvananthapuram-Kasaragod section of Southern Railway is
Page | 1-51
substantially high, and this being the main feeder route for the identified HSR route, this
stretch has been selected for the project in first priority. As & when the need is felt, other
sections forming part of the identified route in the GOI’s policy will also be prioritized and
proposed.
There is considerable commuter and daily or frequent travellers in all modes of traffic in
the identified corridor in between the cities such as Thiruvananthapuram, Kochi,
Kozhikode and Kannur in view of the fact that most of the commercial and administrative
activities are located there and also that the population and developments in the State
are evenly & linearly distributed. Hence, this project, which is expected to at-least partially
take care of such traffic, also gets importance and priority for consideration under the
GOI’s latest policy for taking up New Suburban Rail System on Indian Railways, in MOR’s
letter No.2016/Proj/Policy Matter/4/2 dt.17-8-2018.
These policy issues are further discussed as relevant in Chapter 3- Review of Data.
Taking all the above into account, Govt of Kerala proposed the project to the Ministry of
Railways (MoR). In turn, MoR supported the proposed project as a stand-alone elevated
rail corridor of Govt of Kerala and offered to render any technical advice/support as and
when required in the course of the execution of the project vide Railway Board’s letter
No. 2018/Infra/12/33 dated 16.10.18.
Under the policy guidelines discussed above, the Feasibility Study for the Semi High-
Speed Rail Corridor Project was conducted from Thiruvananthapuram to Kasaragod by
M/s SYSTRA and after getting nod from the Government of Kerala, the same was
submitted to Railway Board for their approval. MoR has in turn accorded “In-Principle”
approval and authorised K-Rail to prepare and submit the Detailed Project Report for the
project for its sanction and to start pre-Investment exercises as required.
A detailed presentation on technical feasibility & financial viability of proposed SilverLine
project was made before Railway Board on 10.12.2019 and Ministry of Railways
accorded “in-principle” approval for taking up pre-investment activities of the project vide
the Railway Board’s letter no. 2019/JV Cell/KRDCL/SHRC dated 17th December 2019.
1.6 SELECTION OF POSSIBLE ROUTE

1.6.1 While on the selection of possible route for SilverLine, the existing rail alignment
has been studied and found the technical difficulties in removing existing speed
restrictions in existing IR lines in the route. These speed restrictions imposing section
speeds of 80/90 KMPH and average speeds of 40-50 kmph cannot be physically
removed due to huge developments around over the years and these restrictions will not
allow higher speeds even on the 3rd and 4th lines if planned parallel.
Page | 1-52
1.6.2 Objective of SliverLine is for passengers to reach destinations

(Thiruvananthapuram and Kasaragod from ends) in 4 hours comfortably (without getting
tired) and commute to office, industry, etc. daily, before office hours. This requires an
operational speed of 200 kmph throughout the entire stretch, maintaining an average
speed of 130-140.
1.6.3 There are at present 431 curves in existing IR lines which are sharper than 1850m
radius wherein speed of 200 KMPH cannot be reached safely. Additional running time of
4-5 hours will be required for negotiating through these sharp curves and hence total time
of run will increase to 9-10 hours. This is not acceptable and will defeat the very purpose
of high speed travel. If running time to reach destination is to be kept at 4 Hrs., then the
alignment/route has to be mostly straight (or) with very flat curves of radius greater than
1850m. This is possible only if the alignment is taken away from existing IR’s alignment
for a length of about 203 Km out of total 529.45 km.
Drawings showing the proposed alignment are enclosed in “Drawing Annexure”. As can
be seen from there, the alignment between Thiruvananthapuram and Tirur (just after
Thrissur) has several diversions away from existing railway lines and stations in order to;
• Avoid sharp curves (sharper than 1850m radius) and to have speed of 200 KMPH.
• Avoid built up areas, religious structures, etc.
• Have better road connectivity to the new stations.
• Locate stations proximate to industrues, IT centres, etc. and
• Reduce the cost of land and cost of construction.
1.7 SILVERLINE HELPS CITY MOBILITY IN KERALA

Kerala state being one of an extended city from end to end with its in-city and out-city
movements of public one of the highest in the country, the SilverLine project tries to take
care of the fundamental principles of City Mobility Planning by prioritising people over
vehicles, planning cities and their mobility together, ensuring shared use of land and
facilities, interaction with stake-holders, promoting equity, integration with other modes,
sustainability by being eco-friendly, etc. Hence, all these aspects are given adequate
importance in the studies carried out for the preparation of this Report.
1.8 ENVIRONMENT POLICY OF K-RAIL
1.8.1 Introduction- Sustainable Development

Sustainable development for inclusive growth as the key objective of the national
economy in India would call for rapid growth of infrastructure. Rail transport is one of the
major components of vehicle for growth of Indian economy. SilverLine is a major initiative
in this direction to acquire the quantum jump in rail transport capacity in Kerala by
providing high capacity, high efficiency backbone connecting the major economic hubs
of the State.
Page | 1-53
It is natural K-Rail adopted a Corporate Environment Policy to go for not only an

environment friendly mode of transport system but also taken initiative in each aspect of
its working to foster growth and sustenance of healthy environment. K-Rail is thus
committed towards compliance of all regulations and guidelines relating to environment.
It is also an endeavour to adopt;
• Integrated environment management and practices.
• Efficient utilization of energy resources.
• Make efforts for preservation of ecological balance and heritage.
• Mitigation measure for noise, vibration and waste pollution.
• Sustain improvement of environmental performance of the organization.
1.8.2 Sustainable Development

Striving to be a responsible corporate entity, K-Rail tries to find a balance between the
often-competing demands of the technical, economic and environmental commitments.
K-Rail is committed for protecting and enhancing the natural environment in all its
operations as far as possible and aim to go beyond compliance with environmental
legislations. K-Rail endeavours to achieve sustainable development through integrating
sustainable development construction methodologies and approaches in its all
construction bid documents and implementing framework at the onset of construction
chain phases.
1.8.2.1 Avoiding Ecologically Sensitive Areas While Routing Lines
Development of Semi High Speed Rail (SilverLine) line, now popularly known as
SilverLine, has avoided any forest involvement. K-Rail’s proactive approach towards
environment is reflected from the initiatives taken that SilverLine alignment have been
selected to avoid or minimize damage to the environment by avoiding sensitive forest
land.
1.8.2.2 Installing Noise Barrier near Sensitive Receptor
Educational institutions, medical centres, religious places close to the SilverLine line are
the primarily susceptible site for high noise level. K-Rail has taken initiative to safeguard
sensitive receptor from high noise. Noise mitigation measure in the form of noise barrier
at sensitive receptors have been planned during operation phase. A thick canopy of
green belt along the corridor has also been proposed to mitigate balance impact of high
noise. For reducing the impact of noise on sensitive location while operation of rails, noise
barrier has been provided to attenuate the impact of crossing train noise and vibration on
the sensitive receptors.
Page | 1-54
1.8.3 Green Initiatives of SilverLine

1.8.3.1 Green Initiatives
The following ideas of green initiatives in the project design and implementation have
been planned.
• Use of 100% renewable energy including for traction and avoid use of fossil
fuels.
• Reduction in carbon emission.
• Adoption of water conservation procedures in staff quarters & stations.
• Rain water harvesting in staff quarter complexes and stations.
• Harnessing of solar energy in staff quarters, stations & substations and other
buildings for street and site security lightening.
• Use of only LED lights to reduce the consumption load.
1.8.3.2 Green Energy
100% green energy from renewable energy sources will be used during operation phase
including for traction purpose. Innovation in solar generation across corridor in trains, via-
ducts, walls & energy efficient stations & depots has been opted.
1.8.3.3 Green Project
Strategies proposed to be adopted during construction includes recycling steel and
concrete; diversion of construction waste from landfills through reuse and recycling; use
of new, low emission construction equipment, replacement of inefficient truck engines
and irrigation pumps, urban forestry program etc. The Station buildings, depot,
administrative building and other service buildings will be designed based on the platinum
rating standard of Indian Green Building Council.
1.8.3.4 Station Development As Green Building
Buildings are a major energy consuming sector in the economy. About 35 to 40% of total
energy is used by buildings during construction. The major consumption of Energy in
buildings is during construction and later in lighting or air-conditioning systems. This
consumption must be minimized.
A green building uses less energy, water and other natural resources creates less waste
& Green House Gases and is healthy for people during living or working inside as
compared to a standard Building. Another meaning of Green Structure is clean
environment, water and healthy living. Building Green is not about a little more efficiency.
It is about creating buildings that optimize on the local ecology, use of local materials and
most importantly they are built to cut power, water and material requirements.
Green building offers some or all of the following benefits to the building owner and
building occupants:
Page | 1-55
• Reduced maintenance/ replacement costs over the life of the building

• Energy conservation
• Improved occupant health and productivity
• Life cycle cost savings
• Lower costs associated with changing space configurations.
• Greater design flexibility
1.9 ADVANTAGES OF SEMI HIGH SPEED RAIL SYSTEM FOR PASSENGERS

The key advantages of Semi High Speed Rail systems over the conventional rail based
systems or road systems are:-
• Travel speed- Travel with a high level of speeds in all needs of people.
• Travel time - A short travel time from door to door.
• Frequency- A high level of availability of services.
• Reliability- A reliable system of transport, which works efficiently under all
conditions of weather.
• Accessibility- Entry to train services without long check in times, waiting queues.
• Price- Not to cost more than, any comparable means of travel.
• Comfort- There is a higher level of comfort (in terms of space, acceleration, noise,
light, etc.) than all other modes of journey except of course by air.
• Safety- Semi High Speed trains are the safest of all transport media
internationally.
• Freedom to relax - During the travel, passengers are not tied to their seats as in
most other modes in that one gets liberty to go everywhere and every time one
wants, say to the restaurant, or to similar facilities available in the train. Neither
seatbelts are necessary nor use of electronic devices are limited.
These are apart from a host of other major project benefits including its eco-friendly
nature which are discussed in subsequent chapters.
1.10 IN-PRINCIPLE APPROVAL FROM MOR (Railway Board)

1.10.1 A detailed presentation on technical feasibility & financial viability of proposed
SilverLine project was made before Railway Board on 10.12.2019 and Ministry of
Railways accorded “in-principle” approval for taking up pre-investment activities of the
project vide Rly Bd’s letter no. 2019/JV Cell/KRDCL/SHRC dated 17th December 2019.
The salient points of Minutes of Meeting, Railway Board, as communicated vide letter
no. 2018/JV Cell/KRDCL/BD Meeting dated 18th December 2019, are given hereunder;
Page | 1-56
• “The proposal is for standard gauge. In view of various advantages of Standard

Gauge on higher speeds and proven technology available world over, it was
agreed in principle to proceed with Standard Gauge for this stand-alone system.
• K-Rail has proposed 200 KMPH speed for the proposed project. High Speed was
not considered due to higher project cost. In view of the inter station distance of
50 Km, the proposed speed of 200 KMPH was reasonable and acceptable
compared with 160 KMPH for which technology is available in India.
• The alignment in Tirur-Kasaragod section is proposed parallel to the existing

railway alignment. A portion of railway land will be used by the proposed alignment
with a track center of 7.8m. It was confirmed by the MD, K-Rail that the cost of
railway land used for the proposed project can be adjusted towards the Railway’s
share of equity in the SPV.
• It was Stated by ME that all LC gates in the Tirur-Kasaragod Section has to be

replaced with ROB/RUB and MD, K-Rail has clarified that the estimates caters for
the elimination of remaining LCs which are not sanctioned in this section.
• Board has directed K-Rail to explore the feasibility of PPP model for execution of
the project. K-Rail has agreed to explore the feasibility of PPP model.
• Board has also directed K-Rail to dilute the shareholding of Railways in the project
SPV. MD, K-Rail has Stated that as per the State JV agreement, the SPV
shareholding by K-Rail can be reduced up to 26% of the total shareholding of the
SPV. Hence during DPR preparation, efforts will be made to dilute the
shareholding in SPV by K-Rail, thereby the Railways and GOK contribution to SPV
will be reduced. Alternatively private equity from NRIs and other entities will be
proposed.
• FC has expressed concern about the land acquisition issues in Kerala. Principal
Secretary (Transport), GOK has assured that all efforts will be made to acquire
the land and proper compensation will be given to the affected parties.
• FC has mentioned the need for additional stops in Kerala. MD, K-Rail clarified that
additional feeder/aggregator stations limited to three are proposed between two
main stations. Accordingly 27 feeder stations in the entire corridor are being
studied”.
Page | 1-57
1.10.2 With the in-principle approval for taking up pre-investment activities having been
accorded by Ministry of Railways, K-Rail has planned to work for the following;
• Initiation of land acquisition process.
• Preparation of detailed drawings for bridges & structures proposed in the project.
• Preparation of design & drawings for station layout and entry & exit arrangements.
• Initiation of field survey & investigation such as LiDAR, Geotechnical, Traffic,
Environment & Social, etc.
1.10.3 In order to expedite the project and to get the suggestions to make the project
more fruitful, a series of meetings/discussions/presentations have taken place with
concerned Railways & Govt of Kerala authorities. In this regard, meetings were held with
Southern Railway, High Powered Committee of Government of Kerala, chaired by the
Honl CM, Chamber of Commerce, etc. A presentation of the project was given to all the
MLAs of the constituencies through which the alignment passes through and their
feedback was obtained. Detailed deliberations to make the project more feasible & viable,
took place during these meetings and all the relevant suggestions have been
incorporated in this Detailed Project Report.
1.11 REFERENCES
India do not have any railways that can be classified as New high-speed rail (more than
200 Kmph) or semi high-speed rail (up to 200 Kmph). The current fastest train in India is
the Gatiman Express between H. Nizamuddin and Agra with a top speed of 160 km/h.
So, this project is in a new territory as far as Indian Rail scenario is concerned. Hence
references for the semi high speed rail in Indian context is not readily available as a result
of which the following references have been used for the preparation of this report. More
references shall be added during the further study if required.
• Feasibility Report of Construction of 3RD & 4TH Line Between Thiruvananthapuram
and Kasaragod for Running of Semi High Speed Trains– Prepared by Kerala Rail
Development Corporation Ltd., Thiruvananthapuram.
• Kerala High Speed Rail Corridor between Thiruvananthapuram and Kannur
Detailed Project Report – June 2016, Prepared by DMRC.
• Technical Assistance Consultant’s Report of People’s Republic of China:
Lanzhou-Chongqing Railway Project Financed by the Asian Development Bank.
• EUROPEAN STANDARD (UIC) Railway applications – Track - Track alignment
design parameters - Track gauges 1435 mm and wider - Part 1: Plain line.
• Geo technical aspects for the construction of Shinkansen by Dr. M FUJII.
• Delhi-Chandigarh Semi High-Speed Project SEMI HIGH SPEED TECHNICAL
FEATURES REPORT.
Page | 1-58
• Joint Feasibility Study for Mumbai-Ahmedabad High Speed Railway Corridor by

Japan International Cooperation Agency (JICA) and Ministry of Railways,
Republic of India (MOR).
• California High Speed Rail project: Typical cross sections.
• Site visits.
• Various presentation and discussions with Client K-Rail and the other
stakeholders.
Page | 1-59
(PART A)
Chapter 2
OBJECTIVES OF THE REPORT
SILVER
LINE
2 OBJECTIVES OF THE STUDY AND THE REPORT
2.1 OVERALL OBJECTIVE OF THE REPORT:

The primary objective of study & report is to provide innovative & feasible solutions for
the efficient transport of people and goods within the State and outside for the planned
development of the State . The draft transport policy of the Government of Kerala States
that “The quality of transport system in Kerala requires much improvement. Although
road transport dominates the transportation scenario in the State, people depend on
railways for long haul transport needs. The service levels in train journeys are far from
satisfactory. Reservation of seats and berths in general are not available on demand and
one has to book tickets more than one month in advance. The public transport system is
unreliable, costly and remains very rudimentary”.
Government of India has formulated various plans for improving the mobility of people
and goods across the country and has identified the transport system as the ‘engine of
growth’ for the country. The existing transport system consisting of various modes like
public and private road transport, highway and railway systems, air and waterways are
inadequate for the growth requirements of the State with 21st Century and there is an
urgent need to improve the regional transport system across the State to facilitate
speedier, comfortable and economical transport available for the public, industry and
commercial wings of the economy.
2.2 SCOPE OF WORK FOR THE STUDY
2.2.1 The scope of work for preparation of DPR is outlined below:-

(i) Review of all data, reports and statistics on the need for a new rail-based system.
(ii) Collection and study of traffic data to see the potential of Ridership for the new
system including possible passenger and goods (RORO type) traffic.
(iii) Study of ground and natural characteristics of the region and identify a possible
alignment for the Semi High Speed Rail system.
(iv) Selection of a structural system for supporting such a Semi High Speed Rail
corridor.
(v) Selection of suitable sub-systems for Rolling Stock, Power Supply and distribution,
Signaling and Control, Operating and Safety, Train Operation planning, Fare
Collection and Ticketing, etc including their maintenance.
(vi) Study the impact of running of such a transport system on the Social and
Environmental conditions of the State including identifying their rehabilitation
requirements.
(vii) Estimate the Cost of Provision and Operation of such a system and identify
sources of funding.
(viii) Study the viability of Providing and Operation of such a system Financially and
Economically.
Page | 2-61
(ix) Prescribing a Project Implementation Mechanism including discussions with stake

holders.
2.2.2 Scope of work of DPR includes-

(i) Review of data and existing conditions analysis & fixing planning parameters.
(ii) Travel Demand Forecast.
(iii) Study of alignment options and fixing final alignment including topography,
geology, geotechnical, hydrological surveys as required.
(iv) Preparing Engineering Structural report and Land acquisition report.
(v) Station identification and Planning report including Architectural, Urban planning,
Transit oriented development, etc.
(vi) Identifying and preparation of Rolling Stock and Other Systems reports.
(vii) Preparing a Traffic Management plan and Safety plan.
(viii) Assessing and preparing Environmental Impact Assessment report.
(ix) Preparation of land acquisition details.
(x) Preparing Social Impact Assessment and Resettlement and Rehabilitation plan.
(xi) Utilities Identification and Shifting plans.
(xii) Draft Detailed Project Report including Detailed Cost Estimate.
(xiii) Stake Holder Meeting Report on land, industries, commerce, funding agencies.
(xiv) Submission of Detailed Project Report with all accessories.
2.2.3 Detailed Project Report

The Detailed Project Report shall integrate all the previous reports, studies conducted,
assessments made along with recommendations providing relevant summaries and
incorporating detailed data and comments specific to the DPR for facilitating obtaining
necessary approvals and sanction and identification of sources of funds and agencies for
implementation of the project.
2.3 GENERAL PLANNING PARAMETERS

For planning the project’s technical requirements to achieve its main objectives, following
General System parameters are laid down. These are fundamental in nature and are
based on similar systems working in other countries and also based on earlier studies
carried out. DPR should take these into account while formulating its Basic and Detailed
Planning & Design Parameters for various sub-systems proposed.
(i) The Semi-High Speed Rail System (SilverLine) shall be a fast rail system between
Thiruvananthapuram and Kasaragod with about 11 stations located suitably at
populated activity centres giving connectivity to city centres, industries, airport,
etc, on a well-planned and least intrusive alignment.
(ii) It should have a pattern of train series including non-stop trains and trains stopping
at all stations to provide connectivity to all major cities reaching in 1 to 1 and ½
hour and end-to-end in approximate 4 hours.
Page | 2-62
(iii) The SilverLine trains should have an appropriate numbers of passenger seating,
sleeping and standing accommodation to the passengers expected to migrate to
the new system from existing modes of transport and prospective passengers
developing along with the growth of the State.
(iv) The system shall be of Standard Gauge 1435mm, with suitable Engineering
structures, Rolling Stock, Control and Operating sub-systems to run trains at a
maximum design speed of 220 kmph presently with potential to go up to 250 kmph
in future.
(v) The Sub-Systems should be on the lines of internationally adopted similar systems
and should be acceptable to the Indian requirements and shall be of appropriate
standards providing reliability, safety and comfort for the passengers and other
users at optimal cost of provisioning, operating and maintaining such systems.
(vi) Stations should be designed to accommodate 15 coach passenger trains and also
other type of trains identified to carry various traffic as planned.
(vii) The SilverLine should be planned for starting execution of works and procurement
from 2020 for commissioning by 2025. All assessments and time-planning should
be for horizon years 2025-26, 2029-30, 2041-42 and 2052-53.
These parameters have been decided based on preliminary studies conducted for the
project and based on experience of different projects by different agencies reported so
far. However justification for adopting some of these major parameters is given in the
following paras.
2.3.1 Need for SilverLine in Kerala State

The ground conditions in Kerala necessitating provision of such a transport system
across the length of the State has been brought out in detail in Chapter 1. Briefly the
points are:
a) The prime objectives of Semi High Speed Rail Corridor are:
• Provide Reliable, Comfortable, Affordable, Safe & Sustainable
transportation within Kerala.
• Reduce transportation time to boost economic growth of State.
• Provide Green Corridor by reduction in pollution.
b) On the road front, traffic has been growing at a rate of 10 to 11 percent every year,
resulting in excessive pressure on the roads of the State. The major road network
of Kerala, though well connected, faces severe constraints due to the urban sprawl
and the haphazard ribbon development all along the routes. The existing traffic
levels at most stretches are excessive and beyond the road capacity. Capacity
augmentation of existing roads is beset with problems relating to limited right of
way and land acquisition.
Page | 2-63
c) The existing railway network and the highways in Kerala are not amenable for
faster travel due to heavy traffic density and existence of sharp curves & steep
gradients highly undulating terrain structure in this part of the country. Average
speed on road and by trains is among the lowest of all regions of our country. The
average speed of journey by rail and road in the State is about 30% to 40% lower
than in the neighbouring States. The journey becomes even slower in the rainy
seasons with high intensity of rainfall in the months of June to August because of
deterioration in the condition of the roads. Because of the adverse terrain, there is
little scope of physically raising the speed of trains and road vehicles on the
existing systems apart from its enormous cost. Speed of travel on the railway
tracks has stagnated for the past many years because of massive requirement of
land acquisition for improving the same. Difficulties in land acquisition of the
already developed lands by the side of existing roads and rail lines is another
major reason for not undertaking such improvements over a period of time. There
is a widespread realization that the economic and social life in the State of Kerala
suffers heavily from the slow speeds of travel on its existing highways and
railways.
d) Vehicular emission and noise from these vehicles are severe in the three major
cities of Kerala namely, Thiruvananthapuram, Kochi and Kozhikode. Development
of road infrastructure has not kept pace with exponential increase in number of
vehicles. This has resulted in traffic congestion and the resultant in air quality
deterioration.
e) Railways are essentially the cause for Industrial growth in the nation and it remains
the largest employment provider for the huge population of the country. The total
length of tracks used by Indian Railways is about 111600 Km and the total route
length is about 67368 kms. As per system map of southern railway of 2018, total
route length of railways in Kerala is 1045 route kms, which has been found to be
inadequate to meet the growing needs of the state.
f) The increasing need for movement of people and products at the local, regional,
national, and international levels has placed extreme demands on transportation
systems, especially in the developing world. Highway and air transportation
system congestion are growing fast, and a transportation network developed to
meet the needs of an age in which there was less travel and movement of
materials, is ill-suited to today’s needs. In most of the major cities in Kerala, there
is no space available to expand the existing highway and rail infrastructure, and
there is strong environmental opposition when such expansion is proposed.
g) There is a high demand for faster and smoother transport facilities in the north-
south corridor of Kerala which is not being well served by the existing systems.
Narrow roads on uneven terrains and slow speeds on road/rail results in almost
10 to 12 hours of running time for a short distance of 560 km between
Page | 2-64
Thiruvananthapuram and Kasaragod causing huge wastage of productive man

hours, efforts and resources of the population.
h) One key to solve today’s transportation problems is to develop systems that meet
markets served poorly by the existing transportation infrastructure. Semi-High-
Speed Rail system fits snugly in just such a niche: the medium-distance
travel market—too far to drive and too short to fly.
i) With the above in mind, the Government of Kerala has decided to build the
Thiruvananthapuram - Kasaragod corridor as a Semi high Speed Rail line
(SilverLine), covering the developed regions which are the most densely
populated regions and growth centres of the State.
2.3.2 Selection of Possible Route

Selection of the possible route for providing such a rail system is critical. It depends on
the present and future nature, type and systems of overall traffic and how the State plans
to develop various economic regions for obtaining best possible growth in the 21 st
century. Based on various traffic studies conducted by the Govt for various purposes and
at different points of time, it has emerged that the Thiruvananthapuram city, capital of the
State located at the southern end of the State and Kannur or Kasaragod city located at
the northern end, which carries the highest traffic all the time in the State, is the corridor
for development in the visioned future. This corridor is visualised as the nerve system of
transport in Kerala, which will attract considerable traffic in the Trip Attracting and
Generating Zones in the State. Existing transport facilities in this corridor are not able to
meet the requirements anticipated in the visioned time frame. This shall pass through the
district headquarters and city centres of the 11 districts lying in the alignment. While
selecting this proposed route, the existing rail and road corridors have been studied and
it is found that the structural and technical difficulties in improving the rail/road sharply
curved and steeply graded/sloped alignment for removing existing speed restrictions and
unsafe conditions is almost impossible. These speed restrictions imposing section
speeds of 80/90 kmph with serious additional local restrictions with actual average
speeds of 35-45 kmph, cannot be physically removed due to huge developments all
around over the years and if tried will involve huge land and property acquisitions in
developed and populated activity centres of the State. This is the reason why the initially
planned parallel 3rd and 4th rail lines could not be pursued.
While providing an additional transport system across the State, the main objective of the
SilverLine is for passengers to reach the destinations (Thiruvananthapuram and
Kasaragod from ends) in less than 4hrs comfortably (without getting tired) and to
commute to both office, industry etc. daily, before office hours. This requires a sectioned
speed of 200 kmph throughout the entire stretch, maintaining an average speed of 130-
140 kmph for the trains. There are at present 431 curves in existing IR lines which are
sharper than 1850m radius where the running speed of 200 kmph will not be possible.
Additional running time of 3 and ½ hours due to speed restrictions will be required for
Page | 2-65
negotiating these sharp curves. With necessary stoppings and timings required for
maintenance, etc., the total time, even if other stretches could be improved, will come to
about 9 hrs, which is not acceptable and will defeat the very purpose of having an
additional transport system to be planned in 21st century for the needs of a generation for
whom time is the most valuable asset. If running time to reach destination is to be kept
at 4 hrs, then the alignment/route has to be mostly straight and if that is not possible, with
very few and flat curves of radius greater than 1850m. This is possible only if the
alignment is taken away from the existing IR’s alignment for a length of minimum 203 km
out of total 529 kms as per the initial studies conducted including that of the Feasibility
Report for this project and the High Speed Rail project studied by DMRC earlier.
Based on the above, this possible route between Thiruvananthapuram and Kasaragod
will consist of an alignment parallel to existing rail lines between Tirur (next station after
Thrissur in SilverLine corridor) and Kasaragod but will have several diversions away from
existing railway lines and stations in between Thiruvananthapuram and Tirur in order to:
a) avoid sharp curves (sharper than 1850m radius) to have maximum speed of
200kmph.
b) avoid built up areas, religious structures, etc., and reduce acquisition of houses
and properties,
c) have better road connectivity to the new stations.
d) locate stations proximate to populous places, industries, IT centers, etc, and
e) reduce the cost of land and cost of construction.
2.3.3 Selection of Semi High Speed over High Speed Rail

As seen from existing HSR projects in other countries and that under
construction/consideration in India, the high cost of high speed rail is majorly attributed
to: higher track design parameters like flat curves, grades, long tunnels (longest tunnel
is about 20 km) and high viaducts and cuttings. Given the high cost, Govt of Kerala
decided to drop the Kerala High Speed Rail project which was studied by DMRC.
Semi High Speed Rail (SilverLine) with 200kmph potential has been preferred for the
selected route in Kerala State in place of High-Speed Rail (300-350 kmph) due to specific
reasons listed as under;
a) Heavy cost of the High Speed Rail which is almost double of SilverLine cost. HSR
costs about Rs 200 crore per km against the likely cost of about Rs 100-110 crore for
SilverLine.
b) Heavy passenger fares will be required to justify the cost of construction of High
Speed Rail to make it viable. The Railway will have negative effect on the ridership.
c) A running time of about 4 hrs between Thiruvananthapuram and Kasaragod, duly
reaching in between cities in 1 ½ to 2 hrs is considered adequate for the level and type
of traffic anticipated in Kerala. This will provide effective working day at both ends for
Page | 2-66
business and office going passengers. For achieving this, 200kmph is considered to be
adequate.
2.3.4 Selection of Operating speed 200 kmph instead of 350 kmph

Following reasons are attributed for selection of operating speed 200 kmph over 350
kmph,
a) The cities and activity centres in Kerala are so closely located that such high
speeds of 350 kmph cannot be realized effectively in running trains. The frequent
stopping required to cater to these specific requirements of the State does not
permit such high speeds.
b) The cost of providing HSR at 300 kmph will be very high as it will require long
lengths of tunnels and viaducts to negotiate the highly uneven terrains [as proved
in DMRC’s report on HSR.
c) Rolling stock for 250 kmph are expected to be less design intensive as aero-
dynamic designs may not be required and hence expected to be cheaper. HSR
systems are very high in technology and cost.
d) There is a possible requirement of development of technologies for the medium
speed of 200 kmph. It is also felt that this project will help in standardizing
technology and policies on SilverLine which could be used in marginally less
intensive traffic routes in other parts of the country, as being done by the Chinese
Railways presently.
2.3.5 Standard Gauge (SG) over Broad Gauge (BG) or Other Gauge
Standard Gauge has been selected for the Semi High Speed Rail project over the Broad
gauge as the project contemplates 200 kmph speed initially with a plan to raise it to 250
kmph later. This is not possible with Broad Gauge. Kerala’s present rail network on BG
is very slow with an average speed less than 50 kmph, taking 10-12 hrs for the 560 km
distance between Thiruvananthapuram and Kasaragod. Kerala needs a faster system to
cover this distance in 3 and ½ hour to 4 hours as the mobility of travellers has been
hampered by the present speed and growth of the State in various industries including
tourism and IT are badly affected.
SG is a proven technology all over the world for higher speed operations and speeds on
SG systems have gone beyond 350 kmph in several countries. India is also aspiring to
raise train speeds and for this purpose a High Speed Railway policy has been issued by
the Govt of India. Govt is planning to develop high speed rail systems in different areas
including Kerala as per the above policy knowing the railways will be the future growth
engine for the country.
Standard Gauge (SG) trains can obtain higher speeds compared to Broad Gauge (BG)
trains in sharp curved and steep graded lines due to reasons like their Inherent better
Page | 2-67
stability, lighter coaches, simpler structural systems, etc. That is the reason why world
over all railways have gone for SG.
BG is available only in India (and also Pakistan) where speeds are historically low. In BG
in IR, high speed operations have not been found feasible as existing technologies are
not adequate for such speeds and available track and coach designs are not supporting
such speeds. IR have been attempting to raise speeds on BG rails for several years.
Maximum speed achieved so far is 160 kmph. If we adopt BG for the Semi High Speed
rail, maximum speed will get limited to 160 kmph only for the years to come. That is the
reason why projects like Mumbai – Ahmedabad HSR , Delhi-Meerut RRTS and others
have adopted SG.
SG systems internationally are generally safer. SG coaches available internationally are
very good, comfortable and safe for such operations. Well proved technologies are
available for all systems in SG whereas developing the same in BG and updating it over
the years would be a herculean task. Opting for 3.2m or 3.4m wide bodies coaches in
SG which are also available presently will make passenger capacities as equal to that of
BG coaches. International funding agencies require proven technologies in systems.
Land requirement for SG is comparatively less and it is a major issue in Kerala where
land availability is very poor and cost of land is high.
Integration of Semi High Speed Railway with existing railway is not a major issue and will
be met to a large extent by connecting the SilverLine alignment with existing IR system
at major stations like Thiruvananthapuram (Kochuveli), Thrissur, Kozhikode and
Kasaragod.
Govt of India is planning to develop High Speed technology in Standard Gauge keeping
the future of rail development in India and the scope for exports in view.
2.4 NEED FOR PARADIGM SHIFT

The present State of the Kerala State’s development scenario and traffic conditions need
a paradigm shift in thinking involving out-of-the-box solutions to the type of issues and
problems faced by the transport sector in the State. It calls for innovative solutions away
from the conventional thinking involving low cost solutions and limited upgradations which
will not pull out the State from its deep-rooted problems. This proposal is to provide a
SilverLine Railway with two more additional railway lines in the State of Kerala for a
529.45 kms long dedicated green corridor with 200 kmph speed potential connecting the
South & North corners of the State. This will mostly be a green field corridor even where
it is parallel to the existing railway alignment for about 200kms from Tirur to Kasaragod
by way of innovation in facilities and methods of construction. This SilverLine corridor will
have passenger capacity equivalent to 6 lane road highway and will have substantial
reduction in fuel consumption, accidents and pollution as secondary benefits.
Page | 2-68
(PART A)
CHAPTER 3
REVIEW OF EXISTING DATA & REPORTS
SILVER
LINE
3 REVIEW OF EXISTING DATA AND REPORTS
3.1 INTRODUCTION
Globally, there are about fifty high speed rail lines which are purpose-built and trains run
at speeds over 250 kmph on a regular basis. In most cases, they are dedicated high
speed passenger lines and in a few cases cater to both passenger and goods movement.
Several new lines are also under construction or planning with speeds above 300 kmph
and into 350 kmph. Japanese, Chinese, French and some other lines are built for speed
of 350 kmph presently. High Speed Rail is the new era of railway industry. With the
growing economy and population, time is the major factor affecting day to day life as well
business all over the world. Therefore, around the world, proposals for new high-speed
lines are booming. Many existing railway systems are experiencing ever increasing
passenger and freight traffic and some routes are even showing signs of stress, such as
poor punctuality and overcrowding, often due to the capacity constraints of their systems.
This is leading to calls in various countries for deciding standards for new high-speed
lines to be built in future. UIC, Japanese and European standards provide basic
standards for various assessments and designs. In this connection, available data and
reports are reviewed in this chapter. Norms followed in various systems are brought out
with a view to decide on the system parameters to be adopted for Kerala’s Semi high
Speed Rail corridor (SilverLine).
This chapter also shows a methodology for preparation of DPR.
3.2 REVIEW OF HIGH SPEED RAIL AROUND THE WORLD

In the following paras, evolution of high speed rail is described with allusions to the
current scenario of high speed rail developments in India. A few foreign systems are more
closely studied for their overall performance and observations included. This chapter also
enlightens on the key features, standards and design parameters of various studies made
for High-Speed or Semi High-Speed or similar rail based systems in India and abroad.
The Italian ETR 200 (Figure 3.1) in 1939 was the first high speed service train. It achieved
the world mean speed record in 1939, reaching 203 km/h near Milan.
Figure 3-1: The Italian ETR 200
Page | 3-70
Concept of High-Speed train has started developing throughout the world after the world
war-II. Japan has taken a lead in this field followed by several European Countries viz
France, Germany, Sweden etc.
During last 50 years enormous advancement has taken place in this field. Several
historical milestones have been achieved by various countries. It will be interesting to see
the evolution of speed record in Railways since its inception in table 3.1.
Table 3-1: Speed Record in Railways since Incpetion
3.2.1 Chronological Development of High-Speed Rail in Various Countries

The first HSR line was Japan’s Shinkansen service between Tokyo and Osaka, which
opened in 1964 with a maximum speed of 130 mph (210 km/h). It is a dedicated HSR
system, meaning that it was built especially for high-speed trains and only high-speed
trains operate on it.
France took the next big step for shared-use HSR with the introduction of the Train à
Grande Vitesse (TGV) program in 1981. The first TGV line, running between Paris and
Lyon, was a dedicated line with shared-use segments in urban areas. It proved that high-
speed rail could attract a large share of airline passengers in medium-distance markets.
Germany’s high-speed train system, the InterCity Express (ICE), began operation in
1992. Germany used a coordinated program of improvements in infrastructure, rolling
stock, and service, upgrading much of the mainline track network for speeds of 125 mph
(200 km/h). This allowed ICE trains to efficiently share tracks with other trains and
enabled Germany to expand its HSR network quickly and cost effectively.
The only HSR system operating in the United States today is on Amtrak’s Northeast
Corridor. In 1968, the corridor’s private sector owner introduced the Metroliner service,
Page | 3-71
consisting of track improvements and new higher-speed rolling stock. The Metroliner’s
initial top speed was approximately 110 mph and operating speeds eventually reached
approximately 125 mph (200 km/h).
The speed of construction of High-Speed lines is increasing day by day and several new
countries are joining the high-speed club. Length of high-speed rail routes and their
speeds in various countries is given in the table 3.2.
Table 3-2: HSR Routes and their Speed in various countries
Source: A resource book on High Speed Rail Technology compiled by Mr Gaurav Agarwal, Director (Efficiency
& Research)/Mech Engg. Ministry of Railway, Govt of India.
Majority of High-Speed Railway lines under construction are in China, France, Germany
and Japan. In recent past USA, UK and India have taken definitive steps to create high
speed rail corridors. Thus, in future more corridors of high-speed rail are expected from
these countries apart from China and Japan. Table 3.3 gives the length of different high-
speed lines under construction in various countries.
Page | 3-72
Table 3-3: Length of HSR lines under construction
Source: A resource book on High Speed Rail Technology compiled by Mr Gaurav Agarwal, Director
(Efficiency & Research)/Mech Engg. Ministry of Railway, Govt of India.
Thus, a total of 23,404 km of high speed rail length is under construction out of which
2/3rd is in China.
3.2.2 Latest HSR Projects

Although as mentioned above, HSR has been developed in 1964, but for the study & its
impact on industry purpose, we are mentioning latest HSR projects developed in any
country for updating our data.
3.2.2.1 The Netherlands – Amsterdam to the Belgian Border High Speed Rail
Link
3.2.2.1.1 Project background: The High-Speed Line South (HSL or HSL-Zuid in Dutch)
is a 125-kilometer HSR line in the Netherlands, which links Amsterdam to the Belgian
border. The HSR line became operational in 2009.
HSL is part of the Trans-European Transport Network (TEN-T) of high-speed train lines
although, because of the financing structure, the influence of TEN-T was very limited.
Page | 3-73
Connecting the Netherlands with the rest of the European high-speed passenger network
was an important motive behind the project.
The Netherlands HSR project was developed by a special project organization, HSL-
South.
The construction of HSL was completed in 2007; however, operations only started in
2009 after a 4-year delay because of problems with the rolling stock order and the
security system. It is estimated that the construction costs amounted to approximately
€7.2 billion. The HSL privately financed infrastructure contract with a value of €1.2bn
reached financial close in December 2001.
3.2.2.1.2 Objectives and intermodal competition: The primary objectives for the
development of the network are:
• Linking the main ports of Rotterdam, Schiphol and Amsterdam to the TEN-
T network of HSR.
• Providing impetus to economic development.
• Reducing air traffic for medium distances within Europe.
One aspect of the extension of HSR to the Netherlands and competition with air was the
inclusion of KLM Royal Dutch Airlines in a two-part consortium which has a 15 year
franchise to operate HSR. High Speed Alliance (HSA), the operator of the HSL-Zuid
network, is in fact a Joint Venture between KLM Royal Dutch Airlines which owns 10 per
cent and Dutch Railways (NS) which owns 90 per cent. The franchised HSR line runs
from Amsterdam to Rotterdam and the Belgian border. The Dutch view to this was that
the HSR station at Amsterdam Airport Schiphol, may take away some traffic on short and
medium haul routes, but at the same time it extends the catchment area of the airport.
3.2.2.1.3 Industry structure: The government tendered a concession to run trains on
the HSL line to HSA, which is expected to pay the Dutch Government for the exclusive
right to domestic transport on the high-speed line for a 15-year period. The track
infrastructure remains the property of the Dutch Government, which pays an annual
performance-linked fee to the infrastructure manager (Infra-speed Consortium) in return
for meeting agreed availability targets.
3.2.2.1.4 Tendering and construction: The project was packaged and procured in two
parts, the substructure (six contracts) and the superstructure (one contract). The key
reasons for this separation were the expected inability of the construction industry to
assume multi-billion-euro contracts, competition requirements, existing detailed
substructure designs and an agreement with Belgium which put time pressure on the
expected completion date.
3.2.2.1.5 Superstructure: (encompassing rails, electric system, telecommunications
system, safety and signalling, sound barriers, balustrades and fences, facilities in the
Page | 3-74
tunnel buildings, emergency facilities, ventilation systems in the tunnels and long-term
maintenance thereof) – The superstructure was procured using a PPP approach via a
single availability based design, building, financing and maintenance (DBFM) contract.
The Infra-speed consortium won the infrastructure provider contract after a European
tender process with prequalification, an Invitation to Tender, negotiations and a Best and
Final Offer stage. As part of the contract, Infra-speed guarantees 99.46 per cent
availability of the line over the 25-year concession period from 2006 to 2031. As of 2006,
the Dutch Government will pay Infra-speed an annual fee for making the HSL
infrastructure available, which allows Infra-speed to cover its expenses, recover its capital
investment and, subject to various contingencies, earn its anticipated IRR. Consistent
with the approach adopted in Australian PPPs, the availability payment is subject to
actual HSR network availability (i.e. if the consortium fails to realize 99.46 per cent
availability, the fee is reduced)
3.2.2.1.6 Substructure: (includes structures, earthworks, etc.) – The Dutch Government
took the view that it would be unable to successfully transfer the risks related to the
substructure works and ground conditions, and decided that this aspect of the project
would be best procured using a traditional D&C approach. The substructure was
therefore contracted out to six engineering and construction consortiums with payments
by the government during and upon completion of the engineering and construction
phases. Although this type of contracting appeared to be integrated, detailed input
assumptions that were not transferred, coupled with weak output definition, resulted in
severe cost overruns and time delays.
3.2.2.1.7 Network connections: (awarded as a D&C contract) -The train operations and
rolling stock supply were procured separately, with the separation of infrastructure and
operations (awarded as a single train operations concession). Passenger transport was
contracted out under a concession agreement to HSA. The contract did not work and
was recently terminated and the incumbent Dutch Railways (NS) has taken control within
their traditional mandate.
One of the main challenges of this framework was the management of interfaces between
the various parties involved. To limit the complexity of each sub-project, the Dutch
Government took the role of central counterpart, grouping similar types of risks while
retaining the related interface risks between the various contractual arrangements.
Most of the risk was transferred to the private consortium except for demand risk and
Infraspeed was remunerated on an availability basis, subject to any deductions for
unavailability of the infrastructure and is independent of the level of traffic.
An access fee is paid by the operator to the government to gain access to the HSL
stations and the rail infrastructure. The government used parts of these payments to fund
the necessary civil works and pay a performance fee to the infrastructure provider. Also,
Page | 3-75
when needed, loans may be provided by private financiers to the infrastructure provider
which is then responsible for making the repayments.
Services between Amsterdam and Brussels are offered by NS Hispeed (a subsidiary of
HAS) and are operated by trains branded with the name Fyra39, while the existing
operator Thalys40 operates between Amsterdam and Paris. Fyra and Thalys share the
use of the high speed tracks in the Netherlands with all services coordinated through NS
Hispeed. NS Hispeed facilitates the sales and operations of all high speed connection
through the Netherlands. Head-to-head competition has not been a feature of the Dutch
market.
3.2.2.1.8 Role of government: Even though the HSL-Zuid line was a PPP deal, it relied
heavily on government funding, drawing on private investment for only 14 per cent
(approximately €1 billion) of the project cost. The Dutch Government retained risks
relating to the provision of the sub-surface works in the project. Market consultation
undertaken by the Dutch Government revealed that the private sector was not likely to
accept demand risk and this risk was therefore retained by the Dutch Government.
According to a report by the Dutch Audit Commission, the State bore the resulting loss
even though the construction contracts made the contractor responsible for the risks
associated with the construction and maintenance of the network. The major financial
risks remained with the State.
The HSL-Zuid project team was set up at the start of the project as a separate group
under the supervision of the Ministry of Transport. However, no government agency had
clear accountability for the execution of the project. Figure 3.2 illustrates the institutional
arrangements for the HSL-Zuid Line.
Source: High Speed Rail Study phase 2 Report by AECOM
Figure 3-2: Role of Government - HSL– Zuid
Page | 3-76
3.2.2.1.9 Observations:
• The HSL-Zuid was regarded as an innovative and exemplary PPP
project at the time it was launched due to the risk profile adopted.
Despite its high profile as a PPP, however, the HSL-Zuid project relied
mostly on public funding, drawing on private investment for only 14 per
cent (i.e. about €940 million) of the project cost. From the beginning, a
number of mistakes were made in terms of planning and risk
management which undermined the success of the project.
• The demand risk (for operating contract) and infrastructure risk were
retained by the Dutch Government. The Government also retained all
rights with respect to operating, capacity utilization and tariff structure.
• The Dutch Government retained considerable risks relating to the
provision of the subsurface works in the project to ensure that overall
best value for money was achieved.
• Given the project was managed by two different government
departments, there were issues with the project delivery and the
procurement process. No government agency had clear responsibility
for the execution of the HSR project.
• The level of unbundling during procurement and delivery phase
increased interface risks but it also reduced the size of the contract,
allowing the private sector to better assess risks associated with
different sub-components.
3.2.2.2 United Kingdom – High Speed 1

3.2.2.2.1 Project background: Channel Tunnel Rail Link, or High Speed 1 (HS1) is a
108-kilometer HSR network that runs from Central London to the Channel Tunnel. In
1996, London and Continental Railways (LCR) was granted a concession to design,
finance, construct, operate and maintain the HSR link. It was originally planned that the
project would be privately financed; however, those plans were abandoned in 1997 after
actual Eurostar revenues were found to be overly optimistic compared to prior
projections. The private sector was now unwilling to take naked revenue risk on a
greenfield rail project of this nature. The project was funded by a mixture of government
grants and private funding by LCR. After LCR experienced financial difficulties, the United
Kingdom Government stepped in and the line was transferred to government ownership
in 2009. The LCR team delivered the physical project on time and on budget (£5.2 billion).
HS1 Ltd acquired the operating rights of the line in 2010 from the United Kingdom
Government for a fee of $US3.4 billion. HS1 Ltd is jointly owned by Borealis Infrastructure
and Ontario Teachers’ Pension Plan, two Canadian pension funds. It holds the
concession to operate, manage and maintain the infrastructure until December 2040. The
United Kingdom Government, due to its ownership of LCR, maintains ownership of the
infrastructure of the railway and the freehold of the associated land.
Page | 3-77
3.2.2.2.2 Objectives and intermodal competition: The line was built to carry
international passenger traffic from the United Kingdom to Continental Europe, but it also
carries domestic passenger traffic to and from towns and cities in Kent and has the
potential to carry some freight traffic. The Eurostar services using HS1 faced strong
competition and price wars from ferry and airline companies, which was one of the
reasons that led to their shortfall in traffic volumes and average revenue yield, though
there is strong evidence of optimism bias in the original forecasts.
3.2.2.2.3 Industry structure: The network is operated on a vertically-separated basis.
As noted above, HS1 Ltd purchased the concessional right to operate, manage and
maintain HS1 from the United Kingdom Government. It contracts out various functions
including infrastructure management and passenger services. Domestic passenger
services are provided by Southeastern, with Eurostar being the international provider.
Eurostar is an open-access operator, operated jointly by the French (SNCF) and Belgian
(SNCB) railways and Eurostar UK. Since government takeover of the line in 2009, the
rail network has been owned, maintained and managed by Network Rail.
3.2.2.2.4 Tendering and construction: The original contract was awarded in 1996 to
LCR under a target cost approach, with a Design Build Finance and Operate procurement
model. However, following financial distress, the project was restructured in 1998 into
two distinct phases under a Design-Build-Finance model:
Phase 1 – comprised the section which runs from the Channel Tunnel portal to north
Kent. It was opened to passenger traffic on 28 September 2003 and was built at a cost
of £1.2 billion.
Phase 2 – comprised the second and final section of the line which travels across the
River Thames and into London St Pancras. It opened on 14 November 2007 and was
built at a cost of £4 billion.
The funding structure of HS1 is summarized in Table 3.4.
Table 3-4: Funding Structure of HS1
Page | 3-78
LCR faced further financial difficulties in 2009 and the United Kingdom Department for
Transport (UK DfT) took direct ownership for a nominal price. This was possible due to
the company’s dependence on significant levels of government-guaranteed debt. In
2010, HS1 Ltd purchased the right to operate, manage and maintain the HSR
infrastructure until December 2040 for £5.3 billion44. Network Rail is the contractor for
maintaining and operating the railway infrastructure and three of the stations, namely St
Pancras International, Stratford International and Ebbsfleet International. Eurostar
International Ltd maintains and operates Ashford International Station.
3.2.2.2.5 Role of Government: In 1998, due to unrealistic traffic forecasts, LCR ran into
financial difficulties. The project was subsequently restructured, with the government
providing funding assistance in the form of grants.
Railways in Great Britain are privately operated but they are subject to control by the
central government. Since 2006, DfT has run competitions for the award of passenger
rail franchises, monitoring and enforcing the contracts with the private sector franchisees.
Franchises specify the passenger rail services which are to be run in addition to quality
and other conditions (e.g. the cleanliness of trains, station facilities, opening hours, the
punctuality and reliability of trains, etc) which the operators have to meet. Some
franchises receive a subsidy from DfT for doing so, while some are cash-positive
meaning that the franchisee pays DfT for the contract. The Office of Rail Regulation
(ORR) regulates HS1 through its concession agreement and the memorandum of
understanding with the Secretary of State. The function of ORR includes pre-approval of
the regulatory framework and ensuring that the HS1 has incentives to incur efficient costs
and access charges. Other functions related to network regulation/asset management,
monitoring and reporting and enforcement. Any disputes relating to the breach of the
terms and conditions of the concession contracts are brought to ORR for arbitration rather
than the court of law.
Institutional Arrangements for HS1.
Source: High Speed Rail Study phase 2 Report by AECOM
Figure 3-3: Institutional Arrangement for HS1
Page | 3-79
The roles of the key parties in the HS1 organizational structure are:
• United Kingdom DfT: The United Kingdom DfT was the procuring
authority for UK HS1.
• LCR: LCR was originally granted a concession to design, finance,
construct, operate and maintain the HSR project. LCR was privately
owned at this stage, but in 2009 the United Kingdom DfT took direct
ownership of LCR for a nominal price.
• Bechtel Consortium: The construction of HS1 was project-managed
for LCR by a Bechtelled consortium, which was responsible for design,
project management, and construction management of HS1. The
consortium delivered the physical project on time and to budget.
• HS1 Ltd: HS1 Ltd holds the concession from government to operate,
manage and maintain the HSR infrastructure until December 2040.
• Network Rail: Network Rail is a contractor to HS1 Ltd and following
completion of construction, operates the railway infrastructure and
three stations.
• Eurostar International Ltd: Eurostar maintains and operates Ashford
International Station on HS1 Ltd’s behalf including Eurostar
International Limited which continues to own and operates the Eurostar
train-sets running between London and European destinations.
• Southeastern hold a regional franchise serving domestic customers
and pays access charges to HS1.
3.2.2.2.6 Observations:
• ORR regulates HS1 Limited through its Concession Agreement and a
MoU with the State.
• The lessons learnt from the implementation and delivery of HS1 has
led the United Kingdom Government to the realization that significant
public sector involvement in projects of this size is inevitable.
• The government funded 87 per cent (in grants and debt) of Section 1
of HS1, and 100 per cent of Section 2 (refer to Table 3.4).
3.3 HIGH SPEED RAIL SCENARIO IN INDIA
3.3.1 Initiatives in India

In India, a thought for high speed operation was given in the first Governing Council
Meeting (GCM) of RDSO in 1988 when it was decided to develop technology for
operation of passenger services at 160 kmph on specified mixed routes and at 200 kmph
on dedicated routes. A Task Force was set up in RDSO to study all the aspects of
introduction of high-speed technology. In this connection, a feasibility study was
conducted with the help of a Japanese Company (JICA) for Delhi-Kanpur section via
Page | 3-80
Agra (448 kms) to run the trains at 250 kmph. The report was submitted in 1987. JICA
recommended setting up a new corridor with terminal stations at Delhi, Agra and Kanpur
with an anticipated cost of Rs.2200 crores at 1987 price indices. Two types of services
as given under were suggested in the study report.
Super express train at maximum speed to 250 kmph on new corridor of Delhi-Agra-
Kanpur and
Long distances express trains operating at 160 kmph to utilize dedicated track with a
facility of getting in and out of new corridor at Agra and Kanpur.
A traffic study was conducted on the following routes-
• Mumbai Vadodara-Ahmedabad (492 kms.)
• New Delhi – Kanpur – Lucknow (507 kms.)
• New Delhi – Agra (199 kms.)
Based on these detailed studies, Mumbai-Ahmedabad section was found having the best
potential. However, cost being very high (Rs.4.9 crores per km. in 1987); if upgraded to
the present-day cost. It would come out to be about Rs.50 crores per km. Board closed
the mission vide their letter no. 98/ER/3400/21/1 dated 28.03.01 addressed to RDSO.
Indian Railway is now again considering going for high speed. The Integrated Railway
modernization plan Nov.2004 for the period 2005-2010 envisages high speed trains
running at 250-330 kmph. Ahmedabad-Mumbai corridor was specifically identified for the
feasibility study. In this regard, RITES Ltd., has carried out a feasibility study and financial
appraisal for Mumbai-Ahmedabad corridor. Now based on these studies, the project of
Mumbai-Ahmedabad High Speed Rail has been sanctioned at a cost of Rs75450 crores
initially and works are in progress. Revised estimated cost is likely to be higher. The line
is targeted to be completed by 2024.
A few other projects, like this Kerala’s Semi High Speed Rail project are under active
consideration as given in the MOR’s Vision Statement laid down in Parliament and are
under various studies.
3.3.2 High Speed Rail projects in India

A few projects of importance and of recent development in India are reviewed more
closely for studying the critical nature of these projects including their workability and
viability and are explained as under.
3.3.2.1 Mumbai-Ahmedabad High Speed Rail Project
Study commissioned by the Ministry of Land, Infrastructure, Transport and
Tourism of Japan in 2012 stated as under,
Characteristics of this study: The study decided to use standard-gauge new HSR lines
(without the use of existing lines) for the following reasons:
Page | 3-81
• The majority of HSR of the world use standard gauge.

• The track capacity of the route’s existing lines is limited.
• To the ensure operational safety of a railway of differing speeds
In addition, they studied carriages, signals, and other railway systems with focus on the
Shinkansen, which has performed well in high-volume, high-speed operations for many
years.
Maximum speed: Although the design maximum speed will be 350 km/h, they set the
maximum speed in business operation at 320 km/h for the time being.
Study preconditions: The study’s preconditions are provided in Table below.
Table 3-5: Pre-condition for Mumbai-Ahmedabad HSR
Item Premise
2020
Year of launch
Mumbai–Ahmedabad
Section
Not intended for the operation of conventional
Dedicated HSR
trains or freight trains
line
Railway facility design standards: Table 3-6 shows the railway facility design
standards used in the study. The construction gauge and vehicle gauge used in the study
are provided in Figure 3.4, and a cross-section of an embankment, which is the main
structure of the study, is provided in Figure 3.5.
Table 3-6: Standards for the Design of Railway Facilities: Mumbai - Ahmedabad Line
Item Standard value (Provisional)
1435 mm
Gauge
No. of tracks on the
2 tracks (double track, one direction)
main line between
stations
350 km/h
Design maximum speed
Maximum operating 320 km/h
speed
Main Line : R= 6000 m
Minimum plane curve Passing Track : R= 1000 m
radius Car Depot etc : R= 300 m
25000 m
Vertical curve radius
General areas excluding station：25‰
Inside station and side lines：3‰ （In
Maximum grade principle: Level）
Car depot, etc.：Level
Page | 3-82
Item Standard value (Provisional)

4.3 m
Track center distance
11.3 m
Width of formation level
63.4 m² (double track tunnel)
Cross-section of tunnel
Less than 16 t
Maximum axle load
Tunnels and bridges: Slab track Roadbed
(embankment, cutting): Slab track or
Track structure
ballasted track
AC 2x25Kv
Feeding voltage
Overhead catenary Simple catenary system
system
Signaling system Digital-ATC
Automatic train control, traffic control
Train control
LCX (Leaky coaxial cable)
Train radio
Maximum 16 cars (capacity 1,280 persons)/
Rolling stock (2 stories, capacity 1,600 persons） Car
width: 3.4 m
Figure 3-4: Cross-section of structure - Mumbai - Ahmedabad Line (provisional)
Page | 3-83
Figure 3-5: Cross-section of embankment - Mumbai - Ahmedabad HSR
Route plan: The Mumbai–Ahmedabad section is a long line with a total length of 500
km. In view of the distribution of cities on the line, study has determined that the line
would have 11 stations, with an average of 50-km interval between them. The study also
put together a significant cost reduction proposal that would drastically reduce the project
cost. In the significant cost reduction proposal, the Thane station in the original proposal
will serve as the Mumbai station and no Mumbai station will be built. The Ahmedabad
station will not connect to the existing station but it will be built in the suburbs to reduce
the project cost.
Demand Forecast: Looking at demand estimates for HSR being discussed here,
estimates for the original proposal show that the maximum cross-sectional traffic volume
for the section will be approximately 25,300 passengers/day (both directions,
commencement of service in 2020) to approximately 199,000 passengers/day (both
directions, 2050), while estimates for the vastly cheaper proposal show that the maximum
cross-sectional traffic volume for the section will be approximately 21,300
passengers/day (both directions, commencement of service in 2020) to 178,000
passengers/day (both directions, 2050). It should be noted, however, that the access and
egress time of high-speed railway stations from city centres of the vastly cheaper
proposal do not take the effects of traffic congestion and other factors into account.
Fare-Setting: When setting fares, the study conducted estimates based on an analysis
of the fares that would generate the maximum amount of fare revenue from the fare-
demand relationship using the results of a “Stated preference” (SP) survey (survey of
degree of preference by passengers of selected transport modes) that was conducted
within another study (other route) in India.
Page | 3-84
Project Capital Cost: The project cost under this plan is Rs.754.5 billion (at the time of
service commencement). The per-kilometer cost of the project is estimated to be
Rs.754.5 billion / 498.52 km = Rs.1.513 billion per kilometers.
In the case of the vastly cheaper proposal*, the project cost Rs.542.9 billion (at the time
of service commencement). The per-kilometer cost of the project is estimated to be
Rs.542.9 billion / 448.2 km = Rs.1.21 billion per kilometer.
It should be noted that import duties and value-added tax, which were not include in the
project cost of the 2009 pre-feasibility study (India), are similarly not calculated in the
project costs of this study.
* The vastly cheaper proposal does not consider placing the Mumbai station in the city
centre, but rather makes the Thane station of the current plan the terminus for the
Mumbai metropolitan area. Moreover, for the Ahmedabad station, it does not envisage
line extension to the existing Ahmedabad Station, but rather will establish a terminus for
the Ahmedabad metropolitan area at a location outside the Ring Road. Consequently, it
will be necessary to separately develop means of linking these high-speed railway
stations with the city centers. The proposal makes no particularly noteworthy changes
regarding the intermediate stations.
Economic Analysis: The EIRR, NPV, and CBR for this route are calculated as follows
on table 3-7,
Table 3-7: Economic analysis of Mumbai - Ahmedabad HSR
Route EIRR NPV CBR
18.7% Rs 360,250 1.98
Route 1
million
Because the EIRR of the surveyed route will exceed the 12% opportunity cost of capital
in India, this project was confirmed to be beneficial to the economy and society.
Financing Plan and Project Model: Table 3.8 shows the two basic cases for review in
this Study:
Table 3-8: Financial options of Mumbai - Ahmedabad HSR
Project scheme Superstructures Substructures
Entity Public Pubic

1. Two-tiered (public
project) Funding
Yen Loan STEP
Source
Entity Public Private (+Public)
Page | 3-85
2. Two-tiered
(superstructures: Funding
Yen Loan Project Finance
PPP, substructures: Source
public project)
The following are main results of the study:

(i) Separation of Superstructures and Substructures (Public Project) The Project FIRR
became 1.6%, which exceeded the interest rate shown in the Japanese ODA loan
conditions table for low-income countries. In addition to yen loan, this approach can also
use STEP. This will make the financing cost the lowest among the two cases, making it
easy to implement the project. It is the ideal case but the concerned parties must share
the risks.
(ii) Separation of Superstructures and Substructures (Superstructures: PPP,
Substructures: Public Project) For the superstructures, the Project FIRR (8.0%) is lower
than the WACC (8.7%), making the approach not viable as a PPP project. To obtain
project finance, the concerned parties must share the risks appropriately. The availability
payment method shall be considered but the SPV must not bear any demand risk. The
use of project finance will make the financing cost the highest among the two cases
mentioned above.
3.3.2.2 Delhi-Meerut Regional Rapid Transit System

DPR prepared by The Delhi Integrated Multi Modal Transit System (DIMTS) for RRTS-
Delhi-Meerut stated as under,
Objectives of study: The vision of RRTS can be summarized in the following points:
• To create a hi-speed, high capacity, transport system having predominantly
seated accommodation and good comfort level for passengers.
• The operating pattern may include both non-stop and stopping at all stations
journeys. The journey between Delhi and Meerut to be in the order of 60
minutes for the RRTS corridor.
• The Delhi terminus shall be integrated with the existing Delhi Metro network
including the development of feeder systems.
• Optimized locations of stations for ease of access to commuters and to serve
maximum volume of ridership.
• Optimize route and number of stops so as to achieve good operating speeds.
Page | 3-86
Maximum speed: The RRTS will have standard gauge track fit to carry 17 tonnes axle
load. The operational speed of trains will be 160 kmph with a design speed of 180 kmph
and so the track should be fit for these speeds.
System Selection:
Table 3-9: System Parameters of Delhi-Meerut RRTS
Item Standard value
1435 mm
Gauge
25 KV, 50Hz overhead line
Traction power
Provided
Regenerative braking
Vehicle length
considered for
calculation ( This may 22 m
vary as per system
requirement at time of
implementation)
17 Tonnes
Axle load
6, 9,12 cars
Train lengths
160 kph. Design speed 180 kph
Maximum speed
Maximum gradient of 1:100 (compensated)
on the elevated viaduct portion of the track.
The compensation will be at the rate of
0.04% per degree of curvature. On the switch
Ruling gradient
over portion from underground to surface, the
maximum gradient permissible has been kept
at 1:33.
Vertical curve shall be provided only at the

junction of grades when the algebraic
difference between the grades is equal to or
more than 0.4%. It is suggested that the
Curves
minimum radius of the vertical curve shall be
4000 meters. Horizontal curves should be of
minimum 1500 meters radius for a speed of
160 Kmph.
For riding comfort and ease of maintenance,
it is proposed to have 1 in 9 canted turnouts
with curved switches and weldable crossings
Turnouts on main line as well as loop lines. The rails
for turnouts shall also be UIC 60 head
hardened rails to grade 1080. The speed of
Page | 3-87
Item Standard value

the train will be restricted to 50 Kmph on
such turnouts.
It is proposed to have Continuous Welded
Rails (CWR) for the RRTS. The rail is
Rails recommended to be UIC 60 head hardened
rails
Ballast less track is recommended on the
Track structure elevated viaduct and underground tunnels.
The CATC based signaling system has been
proposed to meet design headway of 2
Signal and Train Control
minutes.
Route Plan: The total route length of the RRTS alignment is 92.05 kms with 11 elevated
and 6 underground stations including Nizamuddin/SKK. The terminal stations are Sarai
Kale Khan and Modipuram on the main line and Shastri Nagar on the spur line. On
account of traffic requirement mid terminals have been planned at the Guldhar and
Meerut South station.
Integration has been provided at Sarai Kale Khan/Nizamuddin station for smooth transfer
with the Alwar RRTS and DMRC Phase-III corridor. Emergency cross overs have been
provided at Sarai Kale Khan, Sahibabad, Guldhar, Duhai, Meerut South, Modipuram and
Shastri Nagar.
Demand Forecast: The passenger forecasts have been derived under assumptions of
feeder network and Transit Oriented Development together with simulated travel time
and fares as per willingness to pay survey. This is based on 62 minutes travel time
between Sarai Kale Khan - Meerut, peak and off-peak frequency as per operational plan
and fare as determined from Willingness to pay surveys. The forecasted ridership is
presented in Table 3.10. The fare from Sarai Kale Khan (Delhi) to Modipuram station has
been considered at Rs. 160 based on total length of the corridor.
Table 3-10: Traffic estimates of Delhi-Meerut RRTS
S. No. Year Ridership per day
2021 742,332
1
2024 795,516
2
2031 919,612
3
2041 1,135,530
4
Page | 3-88
In addition, an analysis was conducted to delineate the Transit Oriented Development

zones near to the various stations. The extra development and inducement of traffic from
finalized TOD zones and due to reduction in transport cost was accounted for in the traffic
forecasts.
Fare-Setting: For the proposed RRTS system dynamic pricing strategy has been
proposed which would allow RRTS capacity to be more efficiently rationed by relieving
crowding during the peak hours while helping to make optimal use of the spare capacity
during the off-peak periods.
Considering the above factors an average fare of Rs 160 (at November 2016 levels) is
proposed between Sarai Kale Khan Station and Modi Puram station.
Project Capital Cost: The overall Capital Cost for the RRTS corridor at current price
level (2016) works out to Rs. 219,025.48 Million.
Economic Analysis: Economic viability of the proposed RRTS project has been
assessed within the broad framework of “Cost-Benefit Analysis”, generally used for
appraisal of public investment projects.
The benefits of fuel cost savings, time savings due to increased speed and environmental
and accident are added together to get the total savings. The rate of return considered
desirable for the transport infrastructure project in India is 12 percent. As EIRR of
proposed RRTS facility is 19.81 %, which is above 12 percent cut-off rate, the project is
considered economically viable.
Key Revenue Avenues: The project revenue has been estimated from following broad
categories namely:
• Fare Box revenue; and
• Other Sources of Revenue
o Revenue from Rentals (inside the Stations);
o Revenue from Property Development
o Revenue from sale of Advertisement Rights; and
o Property Transaction Cess on Transit Oriented Development
area
• Additional Fund Mobilization measures
o Sale of additional Floor Area Ratio (FAR) in influence zone
o Levy of additional Stamp Duty
o Levy of additional Development Charges
Financing Plan and Project Model: Following implementation options are available:
1) Option A: Deliver Entire Scope of Work by NCRTC.
2) Option B: Design Build Finance Operate and Transfer (DBFOT) model.
3) Option C: Infrastructure by NCRTC and Systems & Operations by Private
sector Partner.
Page | 3-89
3.3.2.3 Kerala HSR Project between Thiruvananthapuram and Kannur (Studied

by DMRC)
The salient features of Detailed Project Report submitted by DMRC (which incidentally is
on the same route) is mentioned in Table 3.11.
Table 3-11: Systems Parameters of Kerala HSR Project
Item Standard value
1435 mm
Gauge
430.0 kms (Dead end to Dead end)
Route Length
350 km/h
Design maximum speed
Maximum operating 350 km/h
speed
Viaduct (10 kms Major 180 kms
Bridge for water way)
105 kms
Tunnel (Underground)
No of Stations & Type of 9 Nos (5 Nos Elevated & 4 Nos At Grade)
structure
Y 2020: 80,942
Y 2028: 121,462
Traffic Forecast Y 2040: 173,390
Y 2051: 218,894
Ballast less Track for main line and
Ballasted track in Depot except washing
Track Structure
line and inspection bays
6250 m
Min Curve Radius
Min Longitudinal Curve 25,000 m
Radius
160 mm
Max Cant
Max Gradient 25o/oo
(1/1000)
Distance between Track 4.5 m
Centres
3.4 m
Car Width
19 Ton (Design with UIC Loading)
Max. Axle Load
13.7 m
Width of Track Formation
Tunnel Cross Section
90 m²
(Standard Double Track)
Page | 3-90
Item Standard value
Every 15-20 minutes in peak hour (06.00

hrs to 10.00 hrs and 17.00 hrs to 20.00
hrs.). In non-peak hours the trains at
interval of an hour
Train Operation
The train operation plan has been taken for
headway of 10.75, 10.75 and 9.0 minutes in
the year 2028, 2040 & 2051 respectively
during the peak period
Traction Power Supply 2X25 KV AC
8 coach: 560 passengers

Rolling Stock
12 coach: 840 passengers
ETCS (European Train Control System)

level - 2 based on GSM-R Radio
Communication with Continuous
Signaling System Transmission of Permanent Movement
Authority, Cab Signaling & Continuous
Automatic Train Control with Automatic
Train Protection.
Train Radio GSM-R based, Fiber Optic

Transmission Backbone, SDH over
Telecommunication Ethernet, Integrated SCADA, Passenger
System Announcement System, Passenger Display
System Control Telephones and
Centralized Clock System.etc
Estimated Capital Cost

Rs. 90663.05 Crores (inclusive of land).
(at March 2015 base)
Rs. 5 per km in Standard Class

Proposed Fare
Rs.10 per km in Business class.
Financial Internal rate of

4.67 %
Return (FIRR)
Economical Internal rate

14.02%
of return (EIRR )
1. Build, Operate and Transfer (BOT)
Financing Options 2. Public Private Partnership (PPP)
Page | 3-91
Item Standard value

3. Fully through Government funding.
That is Government to mobilize all the
funds through equity, grants and debts
(borrowings with government guarantee).
The above projects review clearly indicate the standards, methodologies, cost levels,
funding options, revenue sources and their level of financial and economical viability.
They serve a good guidance for deciding on the critical project requirements for the
Kerala’s semi High Speed Rail Corridor project. It could be seen clearly that these
modern and high speed high capacity system projects have gone for Stand Alone Rail
based lines with Standard Gauge and latest high-end technology based Engineering,
Rolling stock, Power, signaling, Operation and Safety systems for such lines.
3.3.2.4 Suburban Rail Project between Thiruvananthapuram – Chengannur

To meet the needs of the huge volume of commuter passengers, Government of Kerala
had proposal to operate Suburban train services in Thiruvananthapuram – Chengannur
/Haripad sector in Phase – I with air conditioned MEMU/EMU rakes. M/s Mumbai Rail
Vikas Corporation (MVRC) has finalized the Detailed Project Report. The total cost of the
project is 3,300 Crore. A Special Purpose Vehicle was formed between Government of
Kerala and Indian Railways with 50:50 equity participation for taking up the
implementation of the project. -The project did not take off further as Govt of India
issued new Suburban policy required additional two lines to be provided in the
sector for taking up suburban services.
3.4 KERALA’S PLAN FOR A FAST AND COMFORTABLE RAIL BASED

SYSTEM
3.4.1 Vision and Policy

Vision - The vision of the Government of Kerala in Transport sector is for “Shaping a
modern, efficient, economical and safe transportation system, connecting various
growth regions in the State, to meet the faster mobility needs of all Keralites by
2025”
The mission GoK will endeavor for taking concerted, continuous and long term efforts
for “achieving safe, economical and fast transport system for moving people and
goods in the State by integrating different modes of transport according to their
Page | 3-92
economic advantages with respect to cost, speed, low carbon emission and
travel comforts”.
These above mission will be achieved by improving connectivity to upcoming growth
regions in the State through inter-modal transport planning, and proper implementation
of projects and schemes worked out based on the proposed characteristics of inter-state,
inter-district and intra-city transport demand of people and goods in the State and their
ideal modal share. The trend of urbanization, land use changes, the growth plans of
different sectors of the economy, the inherent strength and weaknesses of different
modes and transportation system with special reference to their sustainability, efficiency,
employment generation, productivity, resource and social cost etc. will be taken into
account for intermodal planning.
Transport policy Statement
The present transportation system in the State was evolved by piece-meal process,
which remains under connected and uncoordinated. It is characterized by high
operating cost, inefficiency and high accident risk. The situation is likely to worsen in
future due to increase in population, urbanization and demand for personalized transport
resulting from economic growth and higher income. The daily transport demand is
expected to grow from present 135 lakh trips to over 180 lakh passenger trips by
2025.Kerala will continue to remain as a consumer market for all kind of goods. The
existing transport system will not be able to cater to this much demand and hence the
inter-modal goods transport system, mass transit system, urban transport infrastructure,
traffic management and associated amenities must be improved substantively.
The overall objective of the Transport Policy is to evolve schemes to meet, in a phased
manner, the requirements of faster mobility, safety, access to social and economic
services and minimizing the impact of negative externalities.
Objectives and Strategies:-
A. Objectives
• To revamp public transportation system to increase its share from existing 33%
of total passenger traffic to 80 % in 2025.
• Reduce dependency on personal transport and increase share of railways in
inter-state and inter-city transport and that of buses in intra-State and intra-city
transport.
B. Strategies
• Inter-city transport: The government will encourage rail based public
transport system for inter-city travel which is cost effective and environment
friendly. In order to strike the appropriate modal balance between public
transport and personalized transport, public transport system that is used by
common mass will get maximum attention of the Government.
Encouragement will be given for investment in rail-based metro or mono rail
Page | 3-93
systems in congested inter-city routes and introduce High-speed intercity

passenger rail service and sub-urban rail system on main line routes.
3.4.2 Plan for Higher Speeds in Railways and Development of Semi High Speed
Rail Corridor
Suggested Action Plan for Railways: The present rail transport system in the State is
weak and exhausted the installed capacity and there is already excess demand resulting
in long queues and associated discomfort in travel. The average speed of Express trains
running in the State is below 45-50 kmph. Railway should device plans to introduce
Mainline Electrical Multiple Units (MEMU), between major intercity routes with latest
electronic passenger information system and engines on both sides to enable it to start
like bus.
There are proven technologies developed in the world, whereby the trains can operate
at the speed of 150 to 200 km. per hour. If such high-speed technology and tracks are
introduced in the State, the spatial separation of Kerala and the north-south divide can
be reduced, and the travel time brought down from the present 10-12 hours to 4 hours.
The State Government will provide all necessary support for the new high-speed corridor
including provision of required land free of cost.
Advance actions and necessary surveys should be initiated by the K-Rail for finalizing
the alignment for the new facility so that the necessary land can be frozen from alternative
developments which demand is pressing in the State. If advance actions are not taken
at this time, there will not be any land available to lay such tracks in future and such
tracks have to be laid on elevated corridor at cost 100 times more than the present cost.
Kerala State’s Action Plan: The project of Thiruvananthapuram-Kasaragod Semi

High Speed Rail is being proposed under the HSR policy of Govt of India where the
route of Chennai-Bangalore-Ernakulam- Thiruvananthapuram has been identified
at item no 5 as shown in table 1-1. As the prevailing traffic in the Thiruvananthapuram-
Kasaragod section of Southern Railway is substantially high, and this being the main
feeder route for the identified HSR route, this stretch has been selected for the project in
first priority. As & when the need is felt, other sections forming part of the identified route
in the GOI’s policy will also be prioritized and proposed.
Further in view of existing heavy commuter traffic in trains & roads from the cities and
towns which are located in close vicinity to the main commercial cities such as
Thiruvananthapuram, Ernakulam, Thrissur, Kozhikode & Kannur and in view of the fact
that the population and developments in the State are evenly & linearly distributed, this
project also gets importance and priority for consideration under the GOI’s latest policy
Page | 3-94
for taking up New Suburban Rail System on Indian Railways, in MOR’s letter
No.2016/Proj/Policy Matter/4/2 dt.17-8-2018.
Under the policy guidelines referred above, a Feasibility Study has been conducted for
Semi High Speed Rail Corridor from Thiruvanthapuram to Kasaragod by M/s SYSTRA
MVA Consulting India Pvt Ltd & after getting nod from Government of Kerala, the same
was submitted to Railway Board for their approval. MoR has accorded their ‘In- Principle’
approval and has directed to take up the DPR and other ‘pre-investment’ works for further
proceeding with development.
Govt of Kerala, hence taking all the above in to account, has initiated the project of High
Speed Rail Corridor services in the State and proceeded as discussed already.
3.4.3 Challenges to the introduction of Semi High Speed Rail in Kerala

Based on past experience of similar projects (though smaller in size) and on the detailed
knowledge about the State (its resources and capabilities), etc, a study was made to
identify the critical issues likely to come in the way of implementation and progressing of
the project and the outcome are brought out below.
Coordination and cooperation: The Kerala Semi High-speed Rail corridor, being a
green field project, may have long gestation period and will be highly capital intensive.
Thus, a strong will, consensus and strategic thinking is required at the apex level for
implementing it in a programmed manner in view of the merits and importance of this
project for Kerala. As expected, as in case of any huge infrastructure project, funds
requirement, land acquisition and inter departmental issues become critical in execution
of such projects. Various government departments and agencies shall be required to
work for the project. A good coordination among various departments of Central
Government and State Government is a must for the successful implementation of the
project.
Land Acquisition: Land acquisition is critical in SilverLine project due to its stringent
alignment requirements. As SilverLine corridors pass through conurbations and or
sensitive land, public protests are to be dealt with carefully by implementing agencies.
So, a correct mix of alignment choices between grade/ elevated/ tunnels is a must.
If K-Rail feel appropriate, there could be a new approach of participatory land acquisition
coupled with negotiated purchase, where in the land owner is treated as an equity holder
of the project rather than a disposable entity owning a parcel of land.
Page | 3-95
Environmental issues: Unique to Kerala, it has two rainy seasons. They are the
southwest monsoon and the Northeast monsoon. The southwest monsoon, Edavapathi
(in Edavam Malayalam month) comes in the month of June and the Northeast monsoon,
Thulavarsham (in Thulam Malayalam month) starts in mid-October and finally ends
around mid-November. The monsoons in Kerala do not take the form of incessant rain
over days and weeks. The typical pattern is that it rains for a few hours followed by
interludes of sunshine, leading to alternate wetting and drying of track and fittings. These
monsoons shall create problems of flooding if the low-lying lands are filled up for the
project. This situation is to be avoided and hence the consultants have tried to avoid filling
up the paddy fields for stations and alignment, to the extent possible. Another issue
related to the monsoon is the drainage of water along the SilverLine corridor. The
continuous embankments and viaducts along the corridor, shall collect a lot of rain water
like an umbrella and these needs to be properly drained to avoid flooding and to keep
the embankments safe. One way to mitigate this problem would be to make water bodies
like small ponds along the corridor, like the temple/kaaavu ponds Kerala had in the near
past. Another issue with the monsoon is that it creates alternate wetting and drying
conditions for the tracks and fittings and concrete (of via duct). The track fittings could
get loose, rust, etc. affecting strict maintenance tolerances of track and fittings. So, a
robust RAMS (Reliability, Availability, Maintainability and Safety procedure) may be
adopted for construction and maintenance of the corridor.
Safety issues along the corridor: The recent floods in Kerala, the Okhi cyclone and the
Kasturirangan/ Madhav Gadgil reports on the western Ghats Ecology, etc. have all
created certain questions among the public about safety of these kind of infrastructure
projects. The project planning should take care of the natural safety hazards of
landslides, flooding, drought, Tsunami, etc. along the corridor.
Lack of quality construction material/contractors: Cement, metals (steel mostly),

embankment and moorum earth and mineral aggregates in the form of coarse aggregate,
fine aggregate (sand), track ballast are required in train/ truck loads for this project. The
quantum of materials required for this project has not been calculated at this level of
study, but one can normally appreciate the huge volume required for a 529.45 kms Rail
corridor project. From recent experiences of Railway doubling projects and strict vigilante
mode of quarry control in the State, it is almost certain that Kerala alone will not be able
to satisfy the material requirement for this project especially when the construction period
is set for 7 to 10 years. Unfortunately, negative publicity, arising mostly out of ignorance
and partly motivated, is a reality for all these infrastructure projects. It is also “gossiped”
that agencies competing for a pie in the project also create negative publicity for the
technology/ methodology of the project. To mitigate this problem, regular and controlled
dissemination of information regarding the project is essential. K-Rail may employ the
Page | 3-96
services of a PRO agency for the project, to create public awareness and necessary
support from the public.
Policy framework: Robust policy framework is required for the seamless implementation
of the project. The policy framework shall ensure that the various stake holders of the
existing system may work in tandem resulting from the integration of this new rail-based
corridor into the system. Seamless integration is the result of careful planning which
should start during the design phase of the project. Towards this, along with the client K-
Rail, the consultants shall interact with the various stake holders listed below. Seamless
integration shall also assure the public and investors of the project.
Stake holders: The list of potential stake holders for this project is given below in table
3.12 and may have to be revised in future. It would be beneficial to the project if more
stakeholders, who can generate revenue to the project, is brought in for the financial
viability of the project.
Table 3-12: Stakeholders and their Responsibilities
Sl no Stakeholder Role Contributed Involvement
1 K-Rail Project Team High
2 SPV (for execution)1 Project execution High
3 GOK Investment in the Project, land High
4 Indian Railway Joint venture investment with High

GOK/ investment in the project
5 Corridor Land owners Due to land acquisition High
6 Funding agency % Total investment, Financed High

through loan
7 Passengers Project Users High
8 MPs, MLAs, Local Public opinion, negotiation, waste High

bodies management
9 Media Public Information Medium
1 Ref K-Rail report page 41
Page | 3-97
11 Environmental K-Rail needs to get Environmental Medium

Clearing agencies Clearances wherever required
12 Companies Construction & Operations High

Contractors
13 Revenue department Land acquisition/ development High
14 State PWD Project connectivity, maintenance, High

Corridor ROW development
(tentative)
15 Inland Navigation Integration with the corridor/ land Medium

department development
16 Plantation corporation Land parcel, if required for the High

project
17 IT department Generation of revenue to SPV High
18 Oil companies Generation of revenue to SPV High
19 Advertising Agencies Generation of Revenue for SPV Medium
20 KSEB Power supply and transmission, High

cabling
21 Water and waste Maintenance of sewage system High

Water department and garbage
22 Kerala Police Maintaining law and order during Medium

construction, operation & parking
23 Smart city Development of smart cities along High

projects/GOK the corridor
24 SYSTRA MVA Research for the project and DPR Medium
25 NGOs Concern about the local High

community
26 Environmental and Research on the project & its Medium

Pollution Control impact on environment
Board
27 Local Communities & High Concern about the effect of High

Villages the project
Page | 3-98
28 CISF Safety and Security High
29 Agricultural Due to alignment crossing Medium

department agricultural fields, drainage issues
and water body
30 ALIND If land used by the project High
31 FACT If land used by the project High
32 Defence Department As SILVERLINE corridor is going High

close to defence establishments &
necessary clearances will require.
33 Local district During construction, necessary High

administration support will be required from local
administration.
34 Mining Department For Construction material, High

necessary clearance will be
required from local mining
department.
35 Labour Welfare During construction & as well as High

Department functional stage, huge manpower
will be engaged & necessary
compliance of State labour laws
must be applicable.
3.5 METHODOLOGY OF PREPARATION OF DETAILED PROJECT REPORT

Based on the Govt of Kerala’s and Govt of India’s approval and decision to take up
preparation of DPR for the project and pre-investment activities explained earlier, M/s
SYSTRA has been entrusted by KRDCL(K-Rail) with the preparation of feasibility report
followed by Detailed Project Report for the corridor. Methodology followed in similar such
international and Indian studies was adopted for DPR preparation.
This included the following reviews, studies, modelling and analysis:-
i) Reviewing of all available data on the subject of transport needs of Kerala,
policies of Govt of Kerala and Govt of India, reports and data on various high
speed railways in India and abroad in operation and planning, standards for
adoption, economics of various systems, etc.
ii) Conducting Traffic and Transportation surveys at identified locations and
considering all modes of transport (passenger and goods). Surveys includes-
Page | 3-99
• Reconnaissance survey,
• Classified Traffic Volume Count survey
• Origin & Destination survey,
• Public transport terminal surveys,
• Operator Surveys
• Willingness to Pay and willingness to shift survey,
• Stated Preference survey.
And assessing mode shift using mode choice modelling, estimating traffic growth
for the horizon year, estimated daily ridership, fare sensitivity analysis etc.
iii) Conducting Engineering studies on ground along the planned
alignment(Feasibility Report) such as-
• Topographical survey by Aerial LIDAR method to make Topo plans, Index
plans and sections, Working plans and sections, cross sections, ground
details, etc,
• Geotechnical survey with boreholes by sampling soil and conducting soil
testing,
• Land surveys and displacement and rehabilitation requirements,
• Other ground studies as required,
iv) Conducting Environment Impact assessment studies covering-
• Environmental studies, restoration and rehabilitation requirements, etc.
v) Selection of Rail Systems and Standards for-
• Planning parameters for Gauge, Schedule of dimensions, curves,
gradients, and other ground features,
• Alignment which is economically prudent and realistic for the project based
on system parameters selected and ground features surveyed keeping the
philosophy for alignment as under-
i) selected alignment should provide the best connectivity to the cities and
activity centres,
ii) it should avoid heavily built up areas and heavy habitations to keep the
displacement of house-holds and occupation of productive wet lands to the
minimum,
iii) it should be on generally simpler and reliable structures keeping tunnel,
viaduct, bridge lengths low as far as possible keeping the extent of land
requirements to the minimum,
iv) it should help in reducing the cost of initial procurement and construction
as well as the cost of operation and maintenance later.
Page | 3-100
• Engineering structures including track, stations, etc,

• Rolling Stock,
• Power Supply and Traction systems,
• Signaling and Train control systems,
• Operation system with philosophy for operation,
v) Estimating, Costing and Financial analysis in terms of-
• Realistic Project Cost estimate,
• Operations and Maintenance Cost estimate,
• Financial analysis to assess Financial and economic viability.
vi) Working out Implementation Scheme for Funding, Procurement and execution,
Testing and commissioning and Operation and maintenance of SilverLine.
3.6 REFERENCES & GUIDELINES TAKEN FOR THIS CHAPTER

• A resource book on High Speed Rail Technology compiled by Mr Gaurav
Agarwal, Director (Efficiency & Research)/Mech Engg. Ministry of
Railway, Govt of India.
• Construction & Maintenance of High-Speed Railway published by Indian
Railways Institute of Civil Engineering (IRICEN).
• Railway Vision Documents 2020.
Page | 3-101
(PART A)
CHAPTER 4
TRAVEL DEMAND FORECAST
SILVER
LINE
4 TRAVEL DEMAND FORECAST

As part of the DPR Study of Semi High Speed Rail (SilverLine), connecting
Thiruvananthapuram and Kasaragod, detailed study of existing transportation system
and travel characteristics of Kerala State has been undertaken. Information on the
demographic and Socio-Economic factors, influencing the travel pattern have also been
compiled. Review of earlier traffic studies have been carried out, along with the
methodology adopted and salient findings. The same is summarised in this section.
This section of the DPR provides the details of primary and secondary traffic surveys and
ridership forecast of SilverLine for different horizon years.
4.1 STUDY AREA PROFILE
4.1.1 Introduction – The Study Area

Kerala, the greenest State, located on the Southernmost tip of India, blessed with
excellent tropical weather and networked by 44 rivers, 34 lakes, canals, ponds, and
paddy fields, is popularly known as God’s Own Country. This lush green strip of land lying
between the Arabian sea and the steep Western Ghats has an area of about 38,863
Sq.Km and is inhabited by about 33.41 million people as per 2011 Census.
Kerala stretches for about 580 km along the Arabian Coast, varying in width from roughly
30 km to 120 km. It is bordered by the States of Karnataka in the north, Tamil Nadu in
the east and Arabian Sea in the west and south. The administrative capital of Kerala is
Thiruvananthapuram, which is a major destination for tourists. Kochi and Kozhikode are
the other two major cities with lot of industrial developments.
The proposed SilverLine project envisage Semi High Speed Rail connectivity between
Thiruvananthapuram and Kasaragod, with intermediate stops at key economic centres
of the districts, such as Kollam, Kottayam, Ernakulam, Thrissur, Calicut, Kannur etc.
Figure 4-1 given below presents the study area map of the proposed SilverLine project
and its indicative alignment.
Page | 4-103
Figure 4-1: Study Area.

The major competing highway running almost parallel to proposed alignment is NH66.
Another competing highway is Main Central Road (MC Road) which starts at
Kesavadasapuram in Thiruvananthapuram district and ends at Angamaly in Ernakulam
district. M C Road is parallel to proposed SilverLine alignment up to Ernakulam.
4.1.1.1 Rationale for SilverLine Station Locations
Public transport terminals such as Railway station or inter-state bus terminals have
always been places of central importance in the structure of a city through which people
orient and identify themselves. Key in this role, is the location of the transit nodes. As
evidenced by the locations of railway stations in Kerala, these have generally been in the
centre of the city that allows it to not only serve its role in terms of place making but also
satisfying ideal transit requirements of even dispersal to the city while doubling as an
interchange point.
However, as cities have developed in size and population, practical issues of land
availability and congestion adversely affecting accessibility has made newer transit
nodes to be shifted to the suburbs of the city. While this has served the transportation
purposes of railway stations & bus terminals in terms of easier accessibility for rail and
buses, it has almost reduced the role of terminal as a node.
Page | 4-104
Considerations:
There are a number of considerations in deciding the best location. The location should
be where routes should logically connect or terminate, as determined by passenger
demand patterns. If the station is used as an intermediate stopping point on routes
passing through, it should be conveniently located for passengers joining or leaving
vehicles. New transport terminals are also located outside central areas to avoid high
land costs and congestion. But this shall be conflicting with increasing dispersal trip
length within the city which causes inconvenience to users. So, the parameters for
selection of station location can have different dimensions with regards to perspective of
SilverLine commuter and SilverLine operator.
To determine the location for a new bus terminal, the following indicative criteria are
considered. Depending on the project objectives and complexity the criteria can be
adopted. They are:-
a) Distance from Catchments (Average Trip Length of Pax within City) – mainly user
perspective
b) Scope of Multimodal Integration (Other Modes within walking distances) – user
perspective
c) Proximity of the Land with the other rail, bus, air and water modes – user
perspective
d) Land Price / Real Estate Value – operator perspective
e) Commercial Development Potential / TOD Potential – Operator perspective
f) Environmental / R&R Consideration – Operator perspective
From the above parameters, there must be a balance between both the perspectives in
finalisation of the ideal locations.
For the SilverLine station location, the following parameters have been considered based
on the priority: -
1) Alignment: the route was decided based on the existing railway line, practicality to
build new line and the topography of Kerala. The cities and towns for stations were
selected based on the proximity to the macro-level tentative alignment fixed during
pre-feasibility stage.
2) Catchments in terms of population: if a tier 1 city is along the alignment, then
priority was given to that particular city, followed by towns under tier II and tier III.
3) Administrative headquarter – if the city or town is district headquarter, priority was
given to district HQ for location of Silverline station.
4) One district one station principle – in a district, if one location has been identified
as SilverLine station, no other city may be considered. But, station for airport
connectivity may be considered.
5) Station-wise passenger handled and earnings – the performance of the existing
railway stations along the tentative alignment based on number originating
Page | 4-105
passengers and passenger earnings is also considered. The best performing

stations and respective cities or towns will be giver higher priority.
6) Secondary Data: Consideration from previous studies as follows:-
a. Kerala High Speed Rail Corridor between Thiruvananthapuram and Kannur
Detailed Project Report - June 2016 prepared by DMRC suggested ten
stations proposed in the first phase which includes Thiruvananthapuram,
Kollam, Chengannur, Kottayam, Kochi, Thrissur, Valanchery, Kozhikode,
Kannur, and Kasaragod. One more station is planned in the next phase at
Nedumbassery.
b. Traffic & Transportation Study for preparation of DPR for Kerala High
Speed Rail – 2017; updated traffic report prepared by iMacS suggested
Thiruvananthapuram, Kollam, Chengannur, Kottayam, Kochi, Thrissur,
Valanchery, Kozhikode, Kannur, Kasargod and Mangalore as Station
locations.
Based on the above, for each major sections along the alignment, following major urban
agglomerations and towns were considered.
Table 4-1: Urban Centres Considered for SilverLine Stations
Major Urban centres for probable

Sl. No. Sections (District to District)
station locations
Thiruvananthapuram UA, Varkala,
1 Thiruvananthapuram - Kollam
Aatingal, Paravoor
2 Kollam - Alapuzha/Pathanamthitta Kollam UA, Adoor, Pandalam,
Alapuzha/Pathanamthitta -
3 Chenganoor, Tiruvalla, Changanassery
Kottayam
Kottayam UA, Piravam, Tripunithara,
4 Kottayam - Ernakulam
Vaikom
Ernakulam UA, Aluva, Angamaly,
5 Ernakulam - Trissur
Chalakudy
Trissur UA, Kunnamkulam, Kuttipuram,
6 Trissur - Malapuram
Edappal
Tirur, Tirurangadi, Feroke,
7 Malapuram - Kozhikode
Parappanagandi
Kozhikode UA, Quailandy, Vadakara,
8 Kozhikode - Kannur
Thalassery
Kannur UA, Payyanur, Kanjagad UA,
9 Kannur - Kasaragod
Kasaragod UA
Thiruvananthapuram, Kochi, Karippur,
10 Airport connectivity
Kannur
Page | 4-106
Catchment and Population

The population of each city and town considered for stations are provided in the table
below along with their ranking within the class or tier towns.
Table 4-2: Urban centres & Population
Population
Sl.No. Rank City/Towns Class (Tier)
(Census 2011)
1 1 Kochi UA 1,355,972 I
2 2 Thiruvananthapuram UA 889,635 I
3 3 Kozhikode UA 880,247 I
4 4 Kannur UA 498,207 I
5 5 Kollam UA 380,091 I
6 6 Thrissur UA 330,122 I
7 7 Alappuzha UA 282,675 I
8 9 Kottayam UA 172,878 I
9 13 Kanhangad UA 129,367 I
10 14 Vadakara UA 124,083 I
11 3 Kasaragod UA 75,968 II
12 5 Quilandy (M) 68,982 II
13 6 Payyannur (M) 68,734 II
14 10 Thiruvalla (M) 56,837 II
15 12 Tirur (M) 53,654 II
16 13 Changanassery (M) 51,967 II
17 14 Kunnamkulam (M) 51,592 II
18 2 Chalakudy (M) 48,380 III
19 8 Varkala (M) 40,728 III
20 9 Paravoor (M) 38,652 III
21 13 Attingal (M) 35,693 III
22 22 Adoor (M) 28,952 III
23 30 Chengannur (M) 25,397 III
24 31 Vaikom (M) 22,641 III
From the above table, from Thiruvananthapuram, Kollam, Kottayam, Ernakulam, Trissur,
Kozhikode and Kannur, the urban agglomerations are selected for station locations. It is
also observed that, they also serve as district HQs. As the alignment do not pass through
Alapuzha UA, it cannot be selected. The towns from Alapuzha, Pathanamthitta,
Malapuram and Kasaragod as station locations will have to finalised based on the
performance of existing railway stations as there are multiple towns other than district
HQs along the alignment which are probable for having stations.
Page | 4-107
Performance of Existing Railway Stations

The performance of existing railway stations in terms of passenger handled and earnings
are considered in this section. The top 20 station based on the ranking based on
passenger earnings from each station are provided in the table below for
Thiruvananthapuram and Palakad Division.
Table 4-3: Station-wise performance – Thiruvananthapuram Division
No. of Earnings
No. of Annual
Station Actual per day
Rank Station Name Actual Earnings
Code Passenger (In
Passenger (In Rs.)
(per Day) Rs.)
Thiruvananthapuram
1 TVC 14604759 1918713232 40908 5270627
Central
2 Ernakulam Jn ERS 10282088 1656309076 28170 4537833
3 Trissur TCR 6887232 1079227597 18869 2956788
4 Ernakulam Town ERN 4119857 667006491 11287 1827415
5 Kollam Jn QLN 8412506 642310800 23048 1759756
6 Aluva AWY 4439930 621608174 12164 1703036
7 Kottayam KTYM 4769050 579294371 13066 1587108
8 Nagarcoil Jn NCJ 2692661 506849949 7377 1388630
9 Chengannur CNGR 2736961 480557142 7499 1316595
10 Kayankulam Jn KYJ 3162376 344784651 8664 944615
11 Kochuveli KCVL 627652 243243266 1720 666420
12 Alappuzha ALLP 2385518 215015730 6536 589084
13 Kanniyakumari CAPE 756294 196672113 2072 538828
14 Tiruvalla TRVL 1663781 193374981 4558 529794
15 Chenganasseri CGY 1526575 109335208 4182 299549
16 Varkala Sivagiri VAK 3964010 104254286 10860 285628
17 Tripunittura TRTR 858280 80571256 2351 220743
18 Valliyur VLY 293696 78359811 805 214684
19 Angamali for Kaladi AFK 1833706 69626465 5024 190757
20 Cherthala SRTL 1513948 67785629 4148 185714
Source: Southern Railway – Thiruvananthapuram Division: Annual originating passengers & earnings for
the year 2017-18
From the above table, Chenganoor can be finalised as station location between
Alapuzha/Pathanamthitta – Kottayam section when compared with Tiruvalla and
Changanassery.
Similarly, the station-wise ranking based on performance for Palakad division is provided
in table below.
Page | 4-108
Table 4-4: Station-wise performance – Palakad Division
Average
Average
Originating Originating Earnings
Rank Station Name Code Passengers
Passengers Earnings per
per day
day
1 Kozhikkode CLT 10388999 1141636403 28463 3127771
Mangaluru
2 MAQ 5716180 815443543 15661 2234092
Central
3 Kannur CAN 7251566 717299105 19867 1965203
4 Palakkad Jn PGT 4042031 616930828 11074 1690221
5 Shoranur Jn SRR 4063152 478074537 11132 1309793
6 Thalassery TLY 4442403 324970020 12171 890329
7 Mangaluru Jn MAJN 667096 317108702 1828 868791
8 Tirur TIR 3565350 236951671 9768 649183
9 Vadakara BDJ 3638020 201174724 9967 551164
10 Kasargod KGQ 2453877 195369393 6723 535259
11 Payyannur PAY 2859033 187748867 7833 514380
12 Kanhangad KZE 2480074 151408582 6795 414818
13 Quilandi QLD 1797984 111806551 4926 306319
14 Ottappalam OTP 1025690 111574412 2810 305683
15 Kuttipuram KTU 2168702 106144079 5942 290806
16 Parapanangadi PGI 1333136 66553812 3652 182339
17 Ferok FK 1126176 45311798 3085 124142
18 Nilambur Road NIL 965016 45168962 2644 123751
19 Nileshwar NLE 1147906 41421776 3145 113484
20 Pattambi PTB 863608 41400541 2366 113426
Source: Southern Railway – Palakad Division: Annual originating passengers & earnings for the year 2017-
18
From the above table, Tirur between Malapuram and Kozhikode and Kasaragod between
Kannur and Kasaragod can be finalised for station location. Kanhangad is also a major
UA within the region and also performing similar to Kasaragod in terms of passenger and
earnings but being the District HQ, Kasaragod can be finalised.
Regarding connectivity to airports, Kochi may be considered for connectivity as it is along
the alignment and is also major international airport. Other airport connectivity may be
decided based on the daily ridership.
Summary of finalised SilverLine Station locations
Based on the above assumptions and considerations, the station locations finalised for
SilverLine are provided in the table below.
Page | 4-109
Table 4-5: Identified Urban centres considered for SilverLine stations
Sl. No. Sections (District to District) SilverLine Station Locations
1 Thiruvananthapuram - Kollam Thiruvananthapuram UA
2 Kollam - Alapuzha/Pathanamthitta Kollam UA

Alapuzha/Pathanamthitta -
3 Chenganoor
Kottayam
4 Kottayam - Ernakulam Kottayam UA
5 Ernakulam - Trissur Ernakulam UA
6 Trissur - Malapuram Trissur UA
7 Malapuram - Kozhikode Tirur
8 Kozhikode - Kannur Kozhikode UA
9 Kannur - Kasaragod Kannur UA, Kasaragod UA
10 Airport connectivity Kochi Airport
4.1.1.2 SilverLine Distance and Time

The 11 SilverLine Stations proposed along the alignment and corresponding codes with
SilverLine Distance and time are shown in Table 4-6.
Table 4-6: SilverLine Distance - Time Chart: From Thiruvananthapuram (TVM)
Chainage
(In Km - Run Time
Sl. No Station Name Station (Code)
Distance From (In Hrs: Min)
TVM)
1 THIRUVANANTHAPURAM TVM 0.000 0:00
2 KOLLAM KLM 55.338 0:24
3 CHENGANNUR CNGR 102.900 0:46
4 KOTTAYAM KTM 136.108 1:01
5 ERNAKULAM EKM 195.329 1:27
6 KOCHI AIRPORT KAP 212.318 1:36
7 THRISSUR TSR 259.117 1:57
8 TIRUR TIR 320.562 2:24
9 KOZHIKODE KKD 357.868 2:42
Page | 4-110
Chainage
(In Km - Run Time
Sl. No Station Name Station (Code)
Distance From (In Hrs: Min)
TVM)
10 KANNUR KNR 446.095 3:20
11 KASARGOD KGD 529.450 3:56
4.1.2 District & City Profile

In this section, major districts and cities are detailed which are along the SliverLine
alignment. The profile in terms of activity and activity centres, social (cultural), and
connectivity within the district and city is provided in subsequent sub-sections.
4.1.2.1 Thiruvananthapuram
The capital city of Kerala with Government offices, educational institutions, headquarter
to Kerala public sector undertakings and notably academic, IT and research hubs. The
place is also known for hosting various cultural events of national & international stature
and the diverse ethnic populace of the city celebrates several local festivals. Out of the
local festivals, Atukal Pongala (which normally happens in early March of the year) is
most famous and bring in lakhs of devotees from across Kerala to Thiruvananthapuram.
With nearly 80% of the state's software exports, Thiruvananthapuram is a major IT hub
with the Techno Park and the Techno city. It is an academic and research focal point in
the country. Being India's largest city in the deep south, it is strategically prominent and
has the Southern Air Command headquarters of the Indian Air Force, the Thumba
Equatorial Rocket Launching Station and the upcoming Vizhinjam International
Deepwater Motherport.
Thiruvananthapuram is a major tourist centre, known for the Padmanabhaswamy
Temple, the famous beaches of Kovalam and Varkala, the backwaters of Poovar and
Anchuthengu and its Western Ghats tracts of Ponmudi and the Agastyamala. It is
consistently ranked among the best cities to live in Kerala as well as India. The location
map of Thiruvananthapuram is provided in the figure below.
Page | 4-111
Source: http://indiannewsreader.blogspot.com/2009/12/kerala-tourism-trivandrum.html
Figure 4-2: Thiruvananthapuram District
Regarding connectivity, the NH 66 and NH 544 (old NH 47) connects the city with Salem
and Kanyakumari in Tamil Nadu. The Main Central Road is an arterial road in the city
and is designated as State Highway 1.
There are five railway stations in the city namely, the Thiruvananthapuram Central,
Thiruvananthapuram Pettah, Kochuveli, Kazhakuttom and Nemom. Thiruvananthapuram
Central is the major railway station serving the city. It falls under the Southern Railway
zone of the Indian Railways and is the head quarter of the Thiruvananthapuram Railway
Division. Thiruvananthapuram is served by the Thiruvananthapuram International Airport.
The airport is just 6.7 kilometres from the city centre.
Some of the major institutional area within the city are – Secretariat, Palayam -
Corporation office, Legislative Assembly and Kazhakuttam – Technopark. Major
educational institutional area includes Medical College, Srikaryam, Palayam - Kerala
University Campus etc.
4.1.2.2 Kollam
Kollam is the fourth largest city in Kerala and situated 66Km away from State Capital –
Trivandrum and is one of the oldest settlements in Kerala. Thangassery and Neendakara
ports triggered the development activities in the region and led to the growth of
settlements around these ports and thus Kollam developed as an important commercial
Page | 4-112
center in the southern part of Kerala. Historically a trading town and presently a
commercial and business centre. The city also have major fishing harbours both for sea
and backwater fisheries sector.
The route through Punalur to Tamil Nadu is used for daily movement of goods and
passengers. As per the recent publication by UN through Economic Intelligent Unit has
placed Kollam as the 10th fastest growing city in the world with 31.1% urban growth. The
Kollam district map is provided in the figure below.
Source: https://maps.newkerala.com/Kollam-District-Map.php
Figure 4-3: Kollam District
The city of Kollam is connected to almost all the cities and major towns in the state,
including Trivandrum, Alappuzha, Kochi, Palakkad, Kottayam, Kottarakkara, and
Punalur, and with other Indian cities through the NH 66, NH 183, NH 744 - and other
state PWD Roads. Road transport is provided by state-owned Kerala State Road
Transport Corporation (KSRTC) and private transport bus operators. Kollam is one
among the five KSRTC zones in Kerala. Road transport is also provided by private taxis
and auto rickshaws, also called autos. There is a city private bus stand at Andamukkam.
There is a KSRTC bus station beside Ashtamudi Lake. Buses to various towns in Kerala
and interstate services run from this station.
Page | 4-113
The city also has Kollam Junction Railway Station and all the trains have halt at this
station. MEMU service to Ernakulam and services to Senkottai through Arayankavu is
also a prominent rail service.
The major commercial & institutional area within the district are Kollam City Centre,
Punalur, Paravur and Kottarakara. It is also famous for religious activites and the famous
are Karunagapally mosque and the related festivals and Kottarakara temple. The tourism
locations include island and resorts situated around the Astamudi Lake. The Munroe
Island, and related backwater tourism is a major activity.
4.1.2.3 Chengannur
The town is situated on the southernmost tip of Alapuzha District and along the river
Pamba. It is close to major religious places in Kerala and Sabarimala Temple is accessed
from Chengannur while travelling by Rail and also by Road. Sabarimala temple is visited
by approximately 3 crores of devotees a year and maximum in 3 months of duration from
November to January. The major boat race such as the Aranmula Boat race happens
close to Chengannur town. The famous Maramon convention is also hosted near to
changanoor town. Major commercial & institutional area within the town includes –
Chengannur, Adoor and Pandalam. Major tourism/religious locations within the proximity
are Sabarimala, Aranmula, Pandalam, Parumala and the Maramon, where Maramon
convention takes place. The location of chengannor town is provided in the figure below:-
Source: https://www.google.com/maps/place/Chengannur
Figure 4-4: Chengannur Town
Chengannur is well connected to cities and towns in the north and south of Kerala through
State Highway (SH 1 – Main Central Road or MC Road). NH 183A and SH 67 in the east-
west direction connects the town with Sabarimala. The town also have a railway station
with all the major express trains having stop at the station.
Page | 4-114
4.1.2.4 Kottayam
The city is located at the centre of the state and is one of the flag bearers of literacy
mission in Kerala. It is the first district with 100% literacy in India. The city is an important
trading center of spices and commercial crops, especially rubber. A number of small and
medium-sized enterprises in and around the town are engaged in the processing of
rubber latex and manufacturing of rubber products. The location map of Kottayam district
is provided in the figure below.
Source: https://maps.newkerala.com/Kottayam-District-Map.php
Figure 4-5: Kottayam District
Many religious & tourist destinations are in the proximity of Kottayam town such as
Kumarakom, Wagamon, Ettumanoor, Vaikom, Erumeli and other main tourist
destinations along western ghats. The major commercial and institutional area in the
district is the Kottayam town itself.
Kottayam is connected to Ernakulam by SH 15, to Chertala by SH 40, and by NH 183,
which connects to Dindigul. The SH 1 (MC Road) connects Kottayam to
Thiruvananthapuram in the South and Angamali in the North of Kerala.
The major railway station is the Kottayam railway station and is well connected to other
parts of Kerala and India.
Page | 4-115
4.1.2.5 Ernakulam
Kochi is a major port city on the west coast of Indian Peninsula and also one of the most
densely populated cities in the state of Kerala. In the past decade, Kochi has witnessed
increased economic growth with improved investments in projects such as Vallarpadom
International Container Terminal (VICT), port based Special Economic Zone, and
Industrial parks like Smart City, Info City etc. All these strategic investments have given
a boost to the regional economy and employment. Several other projects are also
proposed in Kochi city and region, some of them being of national importance, with an
anticipation of further encouraging the economy. As per the Census of India 2011, the
city (Kochi Municipal Corporation) has a population of about 6.4 lakh, spread over an
area of 94.86 Sq. km.
The City of Kochi is the nerve center of trade and commerce of Kerala and is considered
as the ‘Gateway of South India’. Kochi with its wealth of historical associations and its
unique setting perfectly reflects the historical blend of Kerala. Kochi is one of India’s
important ports and a major naval base. Kochi consists of mainland Ernakulam, the
Islands of Willington, Bolghatty and Gundu in the Harbour, Fort Kochi and Mattancherry
on the southern peninsula and Vypin Island, north of Fort Kochi. Kochi Municipal
Corporation was formed in 1967, incorporating three municipalities (Fort Kochi,
Mattancherry and Ernakulam), Willington Islands and few surrounding areas in the
suburbs. Greater Cochin Development Authority (GCDA) and Goshree Islands
Development Authority (GIDA) have delineated the development area which is
considered as Greater Cochin Region comprising Kochi Municipal Corporation, 9
Municipalities and 29 Panchayats. The total area under Greater Cochin Region is 632
sq.km with a population of 20.01 lakhs (as per Census 2011). The location map of
Ernakulam District is provided in the figure below.
Page | 4-116
Source: http://tourismindia03.blogspot.com/2011/01/ernakulam-town-ernakulam-map-ernakulam.html
Figure 4-6: Ernakulam District
Three major national highways connect Kochi with other parts of the country. NH 66 (old
NH 17) from Kochi to Mangalore, connects Kochi with Mumbai via most of the major
towns in the Malabar area, the west Karnataka port town of Mangalore and the State of
Goa. The NH 544 (old NH 47) from Kanyakumari to Salem connects Thiruvananthapuram
with Kochi and continues to connect to Coimbatore and Salem in Tamil Nadu via
Palakkad and Thrissur. NH 49 connects Kochi with Rameswaram in Tamil Nadu and
passes through Madurai via the hill resort of Munnar. Kochi is well connected to other
parts of state through various state highways.
It also has an MRTS network connecting Aluva to Thykudam (to Petta under construction)
connecting two major railway stations and major bus terminals – Vytilla Mobility hub,
Aluva municipal bus stand etc.
Kochi is well connected to major urban centres in the state as well as to other places
through major railway lines namely Thiruvananthapuram – Palakkad railway line via
Kottayam and Thiruvananthapuram – Kozhikode. Ernakulam Town and Ernakulam
junction are the main Railways stations in the region. Kochi has a good network of inland
waterway system consisting of backwaters, canals and lagoons. National waterway No.
3 connecting Kollam and Kottappuram pass through the region.
Page | 4-117
Cochin International Airport at Nedumbassery (near Angamali town), 28 km from the city,
is the largest airport in Kerala in terms of passengers and number of flights. The airport
is well connected by many international & national carriers that operate regular flights to
the Middle East and elsewhere in Asia. Many direct chartered services from Europe and
the US reach Kochi during tourist seasons. Domestically the airport is well connected to
the other main cities in India.
It is also well-connected to the sea port and the airport is approximately 25 km from the
junction. The National Waterway 3 is also located very near to the site, and it is connected
to Kollam and Kottapuram.
The major commercial & institutional towns within the region are Ernakulam (CBD),
Kakkanadu, Aluva, Angamali, Fort Kochi, Paravur, Trikakara and Tripunithara. There are
many famous churches, temples and mosques in the region which attract lakhs of
devotees during the annual festivals. The Kochi-Muziris Biennale, hosted by the city
during the month of December, January and February is also becoming a major cultural
event in the city attracting, domestic and international tourist just visiting the city for the
event.
4.1.2.6 Thrissur
Thrissur is known as the cultural capital of Kerala and is also a commercial and financial
hub. The city is the largest in manufacturing plain gold and other gold jewellery in Kerala
with major and minor units. It is also headquarter to most of the commercial banks in
Kerala. The main activity centre is the Trissur town and is famous for the Trissur Pooram.
The festival attracts lakhs of devotees in three days of a year. The district is also famous
for other church, mosque and temple festivals. Some of the well-known temples and
churches are Vadakkumnathan temple, Guruvayur temple, the Our Lady of Lourdes
Syro-Malabar Catholic Metropolitan Cathedral and the Our Lady of Dolours Syro-Malabar
Catholic Basilica, the largest Christian church in India. India’s first mosque, the Cheraman
Juma Masjid is also situated in the district. The famous Kerala Kalamandalam, a hub of
art and culture is also situated in the district along the banks of Barathapuzha river. The
location map of Trissur is provided in the figure below.
Page | 4-118
Source: https://maps.newkerala.com/Thrissur-District-Map.jpg
Figure 4-7: Thrissur District
The NH 544 (old NH 47) is the main highway that connects the city and district with other
parts of Kerala and South India. The SH 69: Thrissur-Kuttippuram Road, SH 22:
Kodungallur – Shornur Road, SH 75: Thrissur – Kanjani – Vadanappally Road are the
three state highways which connect city with nearby towns.
The Trissur railways station is a major station with halt to all the major trains operating in
Kerala.
4.1.2.7 Malappuram & Tirur
As per census 2011, Malappuram is the most populous district in Kerala (approximately
13%). As per the recent publication by UN through Economic Intelligent Unit has placed
Malappuram as the fastest growing city in the world with 44% urban growth from 2015 to
2020. As per State planning board, Malappuram is also the district with maximum
emigrants in the state. The district also has highest number of schools in Kerala. The
district is home to most of the notable poets and artists in Kerala. The Mappila dance
forms like Oppana, Kolkali, Duffmuttu, and Aravana muttu are popular in the district. One
of the main centre for Ayurveda in Kerala is situated in the district near Kottakal.
Most of the commercial activities are centered around Manjeri in the District. Other major
towns and activity centres are Ponnani, Perinthalmanna, Tirur, Eranad, Tirurangadi,
Kondotty, and Nilambur. The location map of the Malappuram district is provided in the
figure below.
Page | 4-119
Source: https://maps.newkerala.com/Malappuram-District-Map.php
Figure 4-8: Malappuram District
Tirur: It is one of the business centres of Malapuram District and is a stoppage point for
access to other religious centres in the proximity. The main items of trade includes mobile
gadgets, electronic items and betel leaf.
The major commercial & institutional area in Tirur is the Tirur Town and the major
religious temple of Tirunavaya is situated in the proximity.
Page | 4-120
The district is connected through NH 66 and NH 966 to other major cities and towns in
the North and South of Kerala. The major towns and cities within the district are
connected through SHs - SH 23, SH 60, SH 69, SH 70 etc.
The major railways stations are Kuttipuram, Angadipuram, Tirur and Nilambur (which
connects to Shornur as separate line).
4.1.2.8 Kozhikode
Kozhikode, also known as Calicut, is a city in the state of Kerala in southern India on the
Malabar Coast. Kozhikode is the largest urban area in the state and 195th largest urban
area in the world. As per the recent publication by UN through Economic Intelligent Unit
has placed Kozhikode as the 4th fastest growing city in the world with 34.5% urban growth
from 2015 to 2020. The greater Calicut urban area in the Malabar Coast is the part of the
ninth biggest urban area in the world and the second biggest in India after the greater
Kolkata urban area, which constitute of the northern Kerala region or the Malabar Coast.
In terms of urban agglomeration (UA), it is the second largest UA in Kerala and also an
commercial hub in the state. A culturally rich region which is different from other regions
and has produced many famous celebrities from the field of dance, move, classical
instruments etc. Major premier institutes such as NIT and IIM is located in the region. An
international airport is also operational from the region. IT park in line with Technopark
and Infopark, which is known as Cyberpark is also under development stage.
The major commercial & institutional establishments are centred around Kozhikode city
and the major tourist locations are Kozhikode beach, Kappad and Kuttiyadi.
The location map of Kozhikode is provided in the figure below.
Page | 4-121
Source: https://keralainformations.wordpress.com/kozhikode-india-kerala/
Figure 4-9: Kozhikode District
NH 66 connects Kozhikode to Mumbai via Mangaluru, Udupi and Goa to the north and
Kochi and Kanyakumari near Thiruvananthapuram to the south. NH 766 connects
Kozhikode to Bangalore through Kollegal in Karnataka and NH 966 connects Kozhikode
to Palakkad through Malappuram. The major SHs are SH 29, SH 34 and SH 54 that
connects other major towns within the region.
The major railway station is the Kozhikode and all the trains passing through the station
has a halt for passenger movement.
For intra-city travel, LRT is under consideration and technical studies are conducted by
KRTL (Kerala Rapid Transit Corporation Limited) and the proposed alignment connects
all the major transport hubs and commercial in the city.
Page | 4-122
The International Airport at Karipur serves the city with international connectivity
especially with the countries in Middle-east.
4.1.2.9 Kannur
It is the 6th most urbanised district in Kerala and historically a trading town. Most of the
commercial and institutional activities are centred around Kannur town. Other than
diversive culture such as theyyams, it is also a politically active district. The Ezhimala
Naval Academy is situated in the region. The region is also an educational hub due to
the presence of institutions like NIFT, Indian Cast Guard Academy, Kannur University,
Government Engineering college and Brennan College. The location map of Kannur
district is provided in figure below.
Source: https://maps.newkerala.com/Kannur-District-Map.php
Figure 4-10: Kannur District
The major commercial & institutional are in Kannur Town and in Thallassery. The major
tourist destination in the region is Muzappilangadu beach.
Kannur is connected via NH 66 to Mumbai via Mangaluru, and Goa to the north and Kochi
and Kanyakumari near Thiruvananthapuram to the south. The major railway station is
Kannur railway station.
Kannur is also connected via Air through the international Airport located at Mattanur.
Page | 4-123
4.1.2.10 Kasaragod
It is the northernmost district of Kerala and an important border district that have linkages
with neighbouring State – Karnataka, especially Manguluru. Kasaragod is renowned for
its hills, forts and water bodies. The famous Bekal fort in Kasaragod is the most visited
place by tourists in the district. The coir and handloom industry here also famous. The
major towns and activity centres are Kasaragod town and Kanhangad town. The location
map of district is provided in the figure below.
Source: https://destinationkasaragod.wordpress.com/tag/kasaragod/
Figure 4-11: Kasaragod District
Kasaragod is connected via NH 66 to Mumbai via Mangaluru, and Goa to the north and
Kochi and Kanyakumari near Thiruvananthapuram to the south. SHs such as SH 55 and
SH31 connects to Kerala-Karnataka state border. The major railway station is Kasaragod
railway station.
Page | 4-124
4.1.3 Demographic Profile

As per Census 2011, the population of Kerala State was recorded as 33.41 million
persons with a decadal growth rate of 4.81%, which is lowest amongst the States of India.
The district-wise population in Kerala is presented in Table 4-7. Malappuram District has
the highest population of about 44.4 lakhs in the year 2017, followed by Kerala’s capital
city, Thiruvananthapuram with 33.47 lakhs; while the lowest population is observed in
Wayanad district with a population of about 8.4 lakhs. As per Census 2011, the density
of population of Kerala is 860 persons / sq. km as compared to 382 persons/ sq. km at
an all India level.
Table 4-7: Population of Kerala
District 1991 2001 2011 2017*
Kasaragod 1071508 1204078 1307375 1379091
Kannur 2251727 2408956 2523003 2602238
Wayanad 672128 780619 817420 842536
Kozhikode 2619941 2879131 3086293 3226115
Malappuram 3096330 3625471 4112920 4439921
Palakkad 2382235 2617482 2809934 2931854
Thrissur 2737311 2974232 3121200 3225843
Ernakulam 2817236 3105798 3282388 3407138
Idukki 1078066 1129221 1108974 1094573
Kottayam 1828271 1953646 1974551 1982082
Alappuzha 2001217 2109160 2127789 2143334
Pathanamthitta 1188332 1234016 1197412 1175608
Kollam 2407566 2585208 2635375 2655423
Thiruvananthapuram 2946650 3234356 3301427 3347613
Total 29098518 31841374 33406061 34453369
* Source: Vital Statistics Division, DES, Kerala & Census of India
The decline in growth rate may act as detrimental factors to patronage. But, more
employment generation, especially in the field of IT sector may increase in-migration. The
IT companies are shifting their base to next tier cities from metro cities of India and many
cities in Kerala are in the potential list. Kerala is also witnessing an in-migration in the
primary sector due to shortage of labour.
4.1.4 Socio-Economic Profile

Kerala has the highest quality of life index in the country, a high literacy rate at 94%
against country’s literacy rate of 74% and has a good socio – economic status compared
to other Indian States. Kerala’s health indicators and life expectancy are close to those
of developed countries. Achievements in health and education fronts were to a large
extent possible through infrastructure investments. It also has had an edge over many
other States in social and economic infrastructure, such as road transport, medical
institutions and healthcare facilities.
Page | 4-125
Kerala is a Consumer State and the economy mainly depends on agriculture, fisheries,
tourism, service sector and with a very few industries. Tourism has grown to be the fund
generating industry. As per the Kerala State Planning Board, ‘The upcoming of IT and
allied industries coupled with small and agro-based has a lot to look forward in future in
terms of economy of Kerala which are willing to exploit the yet-to-be tapped resources.
The State has witnessed significant migration, especially to the Gulf Cooperation Council
(GCC) Countries region during the Kerala Gulf boom and is thus heavily dependent on
the remittances from the large expatriate community, which contributes more than a fifth
of GSDP. Certain Socio-Economic aspects of the State are discussed below’.
4.1.4.1 Economy
As per the Kerala Economic Review 2018, ‘Kerala’s Gross State Domestic Product2
(GSDP) grew at 7.18% in 2017-18 at constant (2011-12) prices, which is higher than the
6.22% growth recorded in 2016-17. At current prices (@2011-12 prices), the growth rates
of GSDP in 2017-18 and 2016-17 were 11.42% and 9.67% respectively. The growth rates
of Gross State Value Added3 (GSVA) at basic prices in constant (2011-12) prices were
5.94% and 4.67% in 2017-18 and 2016-17 respectively. The GSVA growth rate in current
prices was 10.37% in 2017-18 and 8.62% in 2016-17. Per capita GSDP in real terms
grew at 6.65% in 2017-18 as against 5.70% in 2016-17.
In 2017-18, the contribution from primary, secondary, and tertiary sectors to the GSVA
at constant prices (2011-12) was 10.85%, 27.40% and 61.75% respectively. At current
prices, the primary, secondary, and tertiary sectors contributed 13.20%, 24.24% and
62.56% respectively to the GSVA during this period’.
Table 4-8 presents the GSDP of Kerala from year 2011-12 to year 2017-18.
Table 4-8: GSDP of Kerala
Gross State Domestic Product of Kerala
2016- 2017-
Item 2011-12 2012-13 2013-14 2014-15 2015-16
17(P) 18(Q)
GSDP at Current Prices

36404788 41231300 46504121 51256405 56199361 61635704 68676443
(Rs. In Lakhs)
2GSDP: Gross State Domestic Product (GSDP) is defined as a measure, in monetary terms, of the volume of all goods
and services produced within the boundaries of the State during a given period of time, accounted without duplication.
– reference: https://data.gov.in/keywords/gsdp.
3 GSVA: Gross value added (GVA) is an economic productivity metric that measures the contribution of a corporate
subsidiary, company or municipality to an economy, producer, sector or region. – reference:
https://www.investopedia.com/terms/g/gross-value-added.asp
Page | 4-126
Gross State Domestic Product of Kerala
2016- 2017-
Item 2011-12 2012-13 2013-14 2014-15 2015-16
17(P) 18(Q)
GSDP at Constant
(2011-12) Prices (Rs. In 36404789 38769346 40278133 41995555 45121002 47928990 51369589
Lakhs)
NSDP at Current Prices

32802112 37138412 41726497 46061432 50590997 55595370 61923259
(Rs. In Lakhs)
NSDP4 at Constant
(2011-12) Prices (Rs. In 32802112 34861581 36470677 38213426 41115015 43839422 46988233
Lakhs)
Per Capita GSDP at 108666 122471 137515 150824 164554 179580 199101
Current Prices (Rs.)
Per Capita GSDP at

Current Prices (Growth 12.70% 12.28% 9.68% 9.10% 9.13% 10.87%
rate in %)
Per Capita GSDP at

Constant (2011-12) 108666 115158 119105 123573 132116 139645 148927
Prices (Rs.)
Per Capita GSDP at

Constant (2011-12) 5.97% 3.43% 3.75% 6.91% 5.70% 6.65%
Prices (Growth rate in
%)
Per Capita NSDP at

97912 110314 123388 135537 148133 161981 179523
Current Prices (Rs.)
Per Capita NSDP at

Current Prices (Growth 12.67% 11.85% 9.85% 9.29% 9.35% 10.83%
rate in %).
Per Capita NSDP at

Constant (2011-12) 97912 103551 107846 112444 120387 127729 136225
Prices (Rs.)
Per Capita NSDP at

Constant (2011-12) 5.76% 4.15% 4.26% 7.06% 6.10% 6.65%
Prices (Growth rate in
%)
Source: Department of Economics and Statistics Kerala, 2017
4 NSDP: Net State Domestic Product (NSDP) is defined as a measure, in monetary terms, of the volume of all goods
and services produced within the boundaries of the State during a given period of time after deducting the wear and
tear or depreciation, accounted without duplication. – reference: https://data.gov.in/keywords/nsdp
Page | 4-127
Kerala has been ahead of other Indian States in achieving demographic and human
development indicators. In achievement of Sustainable Development Goals (SDGs 2018)
by the States in India as computed by the NITI Aayog, Kerala ranks first along with
Himachal Pradesh, with a score of 69 against national average of 57. Kerala ranks first
in SDGs relating to health, education, and gender equality. Public investment in
educational infrastructure and quality is a priority and as a consequence the enrolment
of students in Government and Government aided schools has increased.
Table 4-9 presents the GSDP of all States of India for year 2016-17(Q). Figure 4-12
shows the comparison of percentage growth rate of Kerala & India (by economic activity)
at constant prices. Figure 4-13 presents the per capita income of Kerala and India.
Table 4-9: GSDP of All States
2016-17(Q)
GSDP (Rs Crs) Per Capita Income (Rs.) Growth Rate

Sl No. State/UT of GSDP at
At Constant At Constant (2011-12)
At Current At Current
(2011-12) (2011-12) Prices (%)
Prices Prices
Prices Prices (%)
1 Goa 62661 51847 375554 308827 12.50
2 Delhi 616826 514871 300793 249555 8.60
3 Chandigarh 31823 26631 237599 207000 6.30
4 Sikkim 20020 15339 27552 206178 6.70
5 Haryana 547396 434608 180174 143211 8.70
6 Puducherry 27739 21629 174743 137088 7.80
7 Uttarakhand 195606 162451 161102 133246 6.90
8 Maharashtra 2257032 1826296 165491 133141 10.00
9 Gujarat 1162287 984453 156527 131853 10.10
10 Kerala 621700 481839 163475 128550 7.40
11 Telangana 659074 511482 159856 122684 10.10
12 Karnataka 1132393 874395 157436 120496 7.50
13 Himachal Pr. 126020 109564 150285 119386 6.40
14 Tamil Nadu 1270490 1009145 150036 117806 4.30
15 A & N islands 6649 5566 136824 113796 9.30
23 Nagaland 21488 15511 90168 63568 5.80
24 West Bengal 879167 657883 83126 61245 7.90
25 J&K 126847 102206 78163 59924 5.40
26 Meghalaya 27228 22051 73291 58826 6.80
27 Madhya Pr. 647304 469393 74590 53047 12.30
28 Assam 254341 200790 67303 52416 5.10
29 Jharkhand 235560 194475 59799 49174 11.20
30 Manipur 21066 16989 58501 46756 3.40
31 Uttar Pradesh 1250213 974120 51014 38934 7.30
Page | 4-128
2016-17(Q)
GSDP (Rs Crs) Per Capita Income (Rs.) Growth Rate

Sl No. State/UT of GSDP at
At Constant At Constant (2011-12)
At Current At Current
(2011-12) (2011-12) Prices (%)
Prices Prices
Prices Prices (%)
32 Bihar 487628 361504 34409 28485 11.30
All India 15253714 12196006 103870 82229 7.10
Source: Department of Economics and Statistics, Government of Kerala, 2017
Percentage Growth Rate of GDP of Kerala and India (By

Economic Activity) at Constant Prices.
9.00
8.00
7.00
6.00
% Growth
5.00 Kerala
4.00
India
3.00
2.00
1.00
0.00
2012-13 2013-14 2014-15 2015-16 2016-17(P)2017-18(Q)
Figure 4-12 Percentage Growth Rate of Kerala & India

Percapita Income (GSDP) in Kerala and India (By

Economic Activity) at Constant Prices.
160000
140000
Per Capita Income (Rs.)
120000
100000
80000
60000 Kerala
40000 India
20000
0
Figure 4-13 Per Capita Income in Kerala & India

Page | 4-129
4.1.4.2 Sector-wise distribution of GSDP

The sector-wise annual growth rate of GSDP at constant prices is provided in the table
below. For details of the Sectorial Distribution of Gross State Value Added (GSVA),
please refer to Volume III, Part 3A – Annexure V.
Table 4-10: Sector Wise Annual Growth Rate of GSDP - Kerala
Percentage Change over Previous Year

Base Year 2011-12
At Constant Prices
Sl. Industry of Origin/Year 2016-17 2017-18 (P) 2018-19 (Q)
No
1. Agriculture, forestry and fishing -0.6 1.7 -0.5
1.1 Crops 1.8 0.4 -2.1
1.2 Livestock -7.6 1.8 -0.3
1.3 Forestry and logging 5 -0.2 0
1.4 Fishing and aquaculture 1.8 11.1 6.6
2 Mining and quarrying 45.4 18.9 -14.6
Primary 1.2 2.7 -1.4
3 Manufacturing 18.2 3.7 11.2
Electricity, gas, water supply & other
4 -13.2 27.2 12
utility services
5 Construction 7.8 4 6.3
Secondary 11.5 4.6 8.8
6 Trade, repair, hotels and restaurants 1.7 13.3 7
6.1 Trade & repair services 1.2 13.9 7.2
6.2 Hotels & restaurants 6.6 6.6 5.1
Transport, storage, communication
7 4.2 -2.3 -1
& services related to broadcasting
7.1 Railways 5 20.1 20.1
7.2 Road transport 3.2 -4.5 -3.9
7.3 Water transport 37.6 7.1 16.6
7.4 Air transport 3.1 -0.9 -3.9
7.5 Services incidental to transport 57.8 16.5 18.8
7.6 Storage 52 11.6 17.8
Communication & services related to
7.7 1.7 -2.5 -0.8
broadcasting
8 Financial services 4.6 0.8 0.8
Real estate, ownership of dwelling &
9 7.9 10.6 8.7
professional services
10 Public administration 9 11.2 14.7
11 Other services 12.6 9.5 17
Tertiary 6.3 8.6 8.4
12 TOTAL GSVA at basic prices 7.1 6.8 7.5
13 Taxes on Products 7.5 11.8 6.4
14 Subsidies on products -23.3 19.6 -0.3
15 Gross State Domestic Product 7.6 7.3 7.5
16 Population ('00)* 0.5 0.5 0.5
Page | 4-130
Percentage Change over Previous Year

Base Year 2011-12
At Constant Prices
Sl. Industry of Origin/Year 2016-17 2017-18 (P) 2018-19 (Q)
No
17 Per Capita GSDP (₹) 7 6.7 6.9
P- provisional, Q- Quick Estimate
Source: Economic Review 2019,Volume II, Kerala State Planning Board.
From the above table, it is understood that in Primary sector, mining and quarrying was
contributing higher and has decreased by -14.5 % due to banning of the activity due to
recent floods. The only sector with a positive growth rate is fishing and aquaculture. It is
observed that the growth rate of primary sector in terms of GSDP has decreased in the
last two years. In secondary sector, manufacturing and utility segments has shown a
significantly higher growth rate. The construction sector also indicated a positive growth
rate. Overall, the secondary sector has faired well compared to other sectors.
In tertiary sector, all transport related segments such as railways, water transport,
services incidental to transport, public administration, etc., are contributing higher. But,
road transport is indicating a negative growth rate. This can also be attributed to floods
and the losses it added to the road sector. The contribution from railways sector is
commendable as it has shown a steady and higher growth rates and also indicates that
taking up of SilverLine project from its initial stage itself will contribute well for the GSDP
of Kerala.
4.1.4.3 Employment in the Organized & Unorganised Sector

Employment in organized sector: As per the Economic Review 2018, ‘In Kerala,
employment in the organized sector has remained more or less stagnant, showing only
a marginal increase from 10.89 lakh in 2012 to 12.14 lakh in 2018. The reason behind
this trend is due to the movement of the labor force to the public sector which provides
more employment in the State.
The organized sector comprises private and public sectors and it is noteworthy that
private sector employment is steadily increasing since 2011 onwards. In 2018, out of
12.14 lakh persons employed in the organized sector, 5.54 lakh (46%) are in the public
sector and 6.60 lakh (54%) are in the private sector. Within the public sector employment
46% are employed in State Government, 11% in Central Government, 24% are in State
quasi-institutions, 4% in LSGIs and 15% are in Central quasi-institutions.
In private sector, the employment is distributed between 21 sectors and citizens are
mostly employed in manufacturing sector which 26.6%, followed by education (22.5%),
administrative and support (9.8%), agriculture/forestry/fishing (8.3%), Information and
communication (7.9%) etc.
Page | 4-131
Data on District-wise employment as on March 2018 reveals that Ernakulam and

Wayanad are the two Districts which respectively accounted for the highest and lowest
employment. Total organized sector employment in Ernakulum District is 2.47 lakh
persons, which accounted for 20% of the total employment of the State. Whereas in
Wayanad, the employment under the organized sector is 0.35 lakh persons, which
accounted for 3% of the total employment. In Kerala, men outnumbered women in public
sector employment and women outnumbered men in private sector employment. The
share of men is 66% of public sector employment while that of women is 51% of total
private sector employment. Thiruvananthapuram and Idukki are the two Districts which
respectively accounted for the highest and lowest women participation in public sector
employment. In Thiruvananthapuram, 31,037 women are employed in the public sector
followed by Ernakulam (22,849), Thrissur (21,891) and Kollam (18,783). Whereas in
Idukki, 3,387 women are employed in the public sector followed by Kasaragod (6,502),
Wayanad (6,814), and Pathanamthitta (8,266)’.
Employment in unorganized Sector: As per economic review 2019, ‘More than 90 per
cent of workforce and nearly 50 per cent of the Gross Domestic Product is attributable to
this sector. A high proportion of socially and economically weaker sections of society are
engaged in the unorganised economic activities in India and Kerala. As per the PLFS
2017-18 report published by GoI, based on usual status (ps+ss) approach, it is estimated
that self-employed workers in Kerala constituted 40.7 per cent of the total workers, while
the share of regular wage/ salaried employee was 24.7 per cent’. As per census 2011,
the main worker population in Kerala constitute to 93,29,747 workers.
4.1.4.4 Remittances - Contribution to Kerala Economy

As per the world bank, the top remittance recipients were India with $79 billion, followed
by China ($67 billion), Mexico ($36 billion), the Philippines ($34 billion), and Egypt ($29
billion). In 2019, remittance flows to low- and middle-income countries were predicted to
reach $550 billion, to become their largest source of external financing. In India, Kerala
State accounts for the highest remittance with 19%.
The Centre for development studies (CDS), Kerala; conducted Kerala Migration Survey
and the results were published through the working paper – 483, Emigration and
Remittances: New Evidences from the Kerala Migration Survey (KMS), 2018. The
working paper was published in 2019 and the major outcomes of the survey are as
follows:-
a) There are 2.1 million emigrants from Kerala across the world, and among the 14
districts, four (Malappuram, Kannur, Thrissur, and Kollam) account for 50% of the
emigrants.
Page | 4-132
b) The estimated total remittances to Kerala are Rs 85,000 crore as per KMS 2018.
Within Kerala, one-fifth of the total remittance is to Malappuram (21%), followed
by Kollam (15%) and Thrissur (11%).
c) Remittances as percent of NSDP was 25.5% in 1998, 30.7% in 2008 and
increased to 36.3 in 2014 and suddenly declined to 19.3% in 2018.
d) Emigration figures showed a constant increase during the period 1998-2013
(34.9%) but declined thereafter till 2018 and indicated negative growth of 11.6%
compared to 2013. The main reasons for the decline are as follows:-
(1) Demographic advances have decreased the population in the migration-
prone age group (15-29 years) since Kerala attained replacement-level
fertility as early as 1987.
(2) Wage levels in the Gulf economies have not improved after the global
financial crisis.
(3) Wages in the domestic economy have increased compared to other states;
Kerala has the highest wage rate in the informal sector in India.
(4) Prices of oil have been declining since 2010 and construction and other
services are not as vibrant as it used to be.
(5) Due to Nationalisation policies such as Nitaqat and recently introduced
family taxes in Saudi Arabia, the Gulf economies are not conducive for
current and prospective migrants.
(6) Decades of investment in education have made Keralites skilled. High-
skilled labour migrates to other parts of the world, mainly to the developed
economies in the West.
e) The emigrants are now concentrating more on investing in buying a car, starting
an enterprise, and for education purposes, which increased by a percentage
growth rate of 283.9% from 2013 to 2018. There was also increase in usage of
remittance for household consumption (increased by 29%). A reduction in real
estate in 2018 by 49.9% was also observed. This may be due to decline in real
estate prices.
4.1.4.5 Proposed Projects and Investments in Kerala

The development in manufacturing sector and IT sector which will generate employment
and is expected that a percentage of regional trips to shift to SilverLine. As per the Ascend
2020 conducted by the Government of Kerala, the investment in each sector and
probable employment generation envisaged are provided in the Table 4-11 below:
Page | 4-133
Table 4-11 Investment and employment generation in Manufacturing Sector
Sl. Projects Investment Direct Indirect

Sector
No. (in No.s) (in INR Cr.) Employment Employment
1 Industrial Park, Logistics and MSMEs 34 26384 164010 332125
2 Infrastructure: Aeropolis and Ports 13 27565 8226 106300
Life science in Healthcare and
3 3 1575 25100
Ayurveda
4 Tourism and Hospitality 36 20586 17400
5 Agro and Food Processing 5 377 750
Mobility development and Electric
6 10 73759 800
Vehicles
Total 101 150245 216286 438425
From the above table, it is observed that 1.5 lakh crore of investment and 2 lakhs direct
employment and double the times in-direct employment. From the above, atleast 70% of
the developments are proposed along SilverLine alignment.
Apart from manufacturing sector, IT sector is also expected for developments as
technopark, infopark and cyberpark is envisaged for extension. The locations and
SilverLine alignment are provided in the Figure 4-14 below and the area earmarked for
development along with employment generation is provided in Table 4-6 below.
Figure 4-14 Proposed IT sector development area & SilverLine alignment
Page | 4-134
Table 4-12: Area and Employment generation in IT Sector
Direct Indirect
Sl. No. Projects (in No.s) Area (in Sq.ft)
Employment Employment
1 Technopark Phase III 5000000 35000 75000
2 Technocity 25000 3000 10000
3 World Trade Centre (Tvm) 2500000 15000
4 Kollam Technopark 100000 1000
5 Infopark Phase II Kochi 8000000 80000
6 Infopark Trissur 330000 3000 15000
7 Infopark Chertala 240000 1500
8 Cyberpark Kozhikode 300000 2000
9 UL Cyberpark Kozhikode 62000 1500
10 Cyberpark Kannur 250000 2500
11 Cyberpark Kasaragod 25000 2500
Total 16832000 147000 100000
IT sector is expected to generate approximately 1.5 lakh employment.
The above development due to development of manufacturing sector and IT sector will
also have impact on the GSDP and NSDP of the State and as the growth in GDP, GSDP
and NSDP is already considered in estimated growth rate, the trips from development
traffic due to other developments may not be considered to avoid duplication.
4.1.5 Tourism in Kerala

Kerala is one of the most popular tourist destinations in the country. Kerala is a leader in
India when it comes to destination management, tourism promotion as well as tourist
arrivals. Kerala tourism map is shown in Figure 4-15. The total annual tourists to Kerala
constitute 48% of Kerala population.
Page | 4-135
Figure 4-15 Kerala Tourism Attraction Map

Source: Kerala’s Approach to Tourism Development: A Case Study Ministry of Tourism & Culture, Government
of India
The trends in annual domestic and foreign tourist arrivals in Kerala are shown in Table
4-13. About 0.42% and 6.35% increase was observed during 2017-18 for foreign and
domestic tourist arrivals respectively.
Page | 4-136
Table 4-13: Yearly Tourist Arrival
No. of Domestic No. of Foreign Total No. of

% of % of % of
Year Tourist Visits (in Tourist Visits Tourists (in
Increase Increase Increase
Lakhs) (in Lakhs) lakhs)
2006 62.7 5.47 4.3 23.68 67.0 6.47

2007 66.4 5.92 5.2 2.37 71.6 6.84
2008 75.9 14.28 6.0 16.11 81.9 14.41
2009 79.1 4.25 5.6 -6.96 84.7 3.43
2010 86.0 8.61 6.6 18.31 92.5 9.25
2011 93.8 9.15 7.3 11.18 101.1 9.29
2012 100.8 7.41 7.9 8.28 108.7 7.48
2013 108.6 7.75 8.6 8.12 117.2 7.78
2014 117.0 7.71 9.2 7.6 126.2 7.71
2015 124.7 6.59 9.8 5.86 134.4 6.53
2016 131.7 5.67 10.4 6.23 142.1 5.71
2017 146.7 11.39 10.9 5.15 157.7 10.94
2018 156.0 6.35 11.0 0.42 167.0 5.94
Source: Kerala Tourism Statistics; Dept. of Tourism, Government of Kerala
The district wise tourist arrivals have been detailed in the Table 4-14. This data highlights
the regional locations where the highest and lowest shares of tourists are attracted to.
Maximum share of tourists (both Foreign and Domestic) are attracted to Ernakulam
District (44.5% and 22.1% respectively).
Table 4-14: District-Wise Foreign and Domestic Tourist Arrivals
Foreign Tourists (in 000's) Domestic Tourists (in 000's)

%
S No District %
Variation
2018 2017 2018 2017 Variation
over
over 2017
2017
1 Thiruvananthapuram 342.8 420.7 -18.53% 2712.4 2505.3 8.26%
2 Kollam 9.1 6.2 45.91% 400.2 381.8 4.82%
3 Pathanamthitta 2.0 2.0 -2.50% 192.8 164.5 17.22%
4 Alappuzha 95.5 75.0 27.30% 511.5 433.5 18.00%
5 Kottayam 43.3 32.4 33.81% 524.8 468.6 12.00%
6 Idukki 44.8 42.3 6.03% 1257.4 1090.1 15.35%
7 Ernakulam 488.2 454.0 7.53% 3446.9 3285.1 4.93%
8 Thrissur 11.3 10.8 5.18% 2497.3 2642.5 -5.50%
9 Palakkad 2.0 1.7 14.96% 509.9 474.2 7.53%
10 Malappuram 17.6 18.5 -4.56% 565.9 520.8 8.66%
11 Kozhikode 18.4 13.1 40.30% 1052.8 932.3 12.92%
Page | 4-137
Foreign Tourists (in 000's) Domestic Tourists (in 000's)

%
S No District %
Variation
2018 2017 2018 2017 Variation
over
over 2017
2017
12 Wayanad 11.6 9.0 29.04% 888.1 815.6 8.89%
13 Kannur 5.8 5.1 12.49% 768.0 695.7 10.41%
14 Kasaragod 4.1 1.1 269.69% 276.6 263.5 4.99%
Total 1096.4 1091.9 0.42% 15604.7 14673.5 6.35%
Source: Kerala Tourism Statistics; Dept. of Tourism, Govt. of Kerala
The growth rate from 2017 to 2018 is minimal due to the State-wise flood during the
months of August 2018. This may be the main reason for low footfall for foreign tourist.
The details are provided in the Table 4-15 below:-
Table 4-15: Months-wise Arrival Details of Foreign Tourist (in 000’s)
% of
variation
Sl. No Month 2012 2013 2014 2015 2016 2017 2018 over
previous
year
1 January 106.3 113.6 119.9 130.5 136.5 150.8 168.0 11.39

2 February 103.2 115.4 127.2 132.9 141.1 135.1 152.0 12.52
3 March 75.5 86.0 93.2 100.2 107.0 107.1 120.7 12.67
4 April 61.3 66.4 72.4 76.7 78.1 82.6 85.5 3.46
5 May 30.5 32.6 36.3 39.6 38.0 49.1 45.4 -7.43
6 June 28.3 29.8 33.9 35.5 37.4 44.0 36.7 -16.56
7 July 43.0 45.8 48.6 51.7 56.7 72.6 68.9 -5.08
8 August 59.9 64.5 69.9 74.7 81.1 73.7 60.1 -18.46
9 September 47.4 51.0 54.2 57.6 62.6 54.7 44.8 -18.16
10 October 63.7 67.7 71.6 76.1 82.6 80.0 73.3 -8.37

11 November 78.8 83.5 87.7 89.9 96.2 107.0 99.3 -7.25
12 December 95.7 101.9 108.5 112.2 121.2 135.1 141.8 4.92
Total 793.7 858.1 923.4 977.5 1038.4 1091.9 1096.4 0.42
Source: Kerala Tourism Statistics; Dept. of Tourism, Govt. of Kerala
From the above table, it is observed that August and September witnessed foreign tourist
footfall reduction in the range of 18% and continued till November.
Page | 4-138
4.1.6 Transport Characteristics

4.1.6.1 Vehicle registration growth
Table 4-10 and Figure 4-7 present the growth in motor vehicles in Kerala since 2011 to
2018. Table 4-11 presents the district wise vehicle registration and Figure 4-8 indicates
the composition of registered motor vehicles as on 31st March 2018.
Page | 4-139
Table 4-16: Growth of Motor Vehicles in Kerala Since 2011 to 2018
Category-wise Growth of Motor Vehicles in Kerala since 2010 to 2018
Sl. No Type of Vehicles 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18
I GOODS VEHICLES
1 Four Wheeler and above 294395 322450 354296 373218 411347 419813 438709 452535
2 Three Wheelers including tempos 117266 128452 206901 140278 154610 136938 142792 147542
II BUSES
1 Stage Carriages 19897 21457 34161 28386 31286 42707 44291 43575
2 Contract Carriages/Omni buses 119150 124290 137731 132144 145645 64051 68036 71557
III CARS AND STATION WAGONS
1 Cars 1060861 1226691 1358728 1538246 1702926 2070665 2264904 2500994
2 Taxi Cars 163407 175638 128250 194358 214214 107567 118661 127011
3 Jeeps 73700 73700 74167 73700 73700 0 0 0
IV THREE WHEELERS INCLUDING TEMPOS
1 Autorickshaws 518741 575763 602547 663241 730999 610235 630609 649612
2 Motorized Cycle rickshaws 61 0 0 0 0 0 0 0
Page | 4-140
Category-wise Growth of Motor Vehicles in Kerala since 2010 to 2018
Sl. No Type of Vehicles 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18
V TWO WHEELERS
1 Motorized Cycle 1017 0 0 0 0 0 0 0
2 Scooter/Motor Cycles 3610838 4127227 5041495 5288529 5828816 6472335 70771039 7796669
VI TRACTORS 12224 13740 14183 15030 15297 14213 14236 14798
VII TILLERS 5335 5399 5399 5414 5967 187 0 0
VIII TRAILORS 2324 2407 2744 2411 2657 699 699 720
IX OTHERS 46106 68325 88071 93011 103781 232403 236061 237678
TOTAL 6045322 6865539 8048673 8547966 9421245 10171813 11030037 12042691
Percentage increase over the previous Year 18% 14% 17% 6% 10% 8% 8% 9%
Source: RTO
Page | 4-141
Motor Vehicles in Kerala (2011-2018)

Registered vehicles
14000000
12000000
10000000
8000000
6000000
4000000
2000000
0
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18
Figure 4-16 Motor Vehicles in Kerala (2011-18)
Vehicle Composition of Registered Vehicles, 2018

Others Goods Vehicles
2% 5%
Buses
1%
Four Wheeler
(Car/Taxis)
22%
Two Wheeler
65% Auto rickshaw
5%
Figure 4-17 Vehicle Composition of Registered Motor Vehicles, 2018
Page | 4-142
Table 4-17: District Wise Vehicle Registration as on 31st March 2018
Sl. Goods Four Wheeler Auto

District Buses Two Wheeler Tractors/Trailers Others Total
No. Vehicles (Car/Taxis) rickshaw
1 Thiruvananthapuram 52755 25374 340933 79687 998005 908 25752 1523414

2 Kollam 41143 6046 180542 52723 571909 685 15029 868077
3 Pathanamthitta 22248 3383 134246 26287 304492 364 11012 502032
4 Alappuzha 37239 6234 154028 29764 589315 757 13453 830790
5 Kottayam 41196 8362 213793 42957 418277 712 19520 744817

6 Idukki 16128 3175 61153 23171 129877 442 7677 241623
7 Ernakulam 92393 15360 419485 61079 1165472 2292 40787 1796868
8 Thrissur 56635 12522 252011 63050 840537 2347 21215 1248317

9 Palakkad 39980 6461 131449 46852 577799 3475 12601 818617
10 Malappuram 72895 8410 225172 80122 685834 1685 22940 1097058
11 Kozhikode 52530 7934 205424 55146 777561 485 15411 1114491

12 Wayanad 12426 1528 38854 14044 103784 755 4702 176093
13 Kannur 47531 8167 180593 49170 437227 330 16577 739595
14 Kasaragod 14978 2176 90322 25560 196580 281 11002 340899
Total 600077 115132 2628005 649612 7796669 15518 237678 12042691
Source: RTO
Page | 4-143
4.1.6.2 Transport Sector Projects and Initiatives

The Govt. of Kerala has been a front runner in promoting public transport. However, in
the recent past, a trend towards the personalised transport has been observed and
therefore the Govt. has decided to revitalise public transport, and improve the road & rail
infrastructure with focus on modern transportation systems and globally recognised best
practices. The projects and initiatives can be divided into categories such as initiatives at
Policy level, Urban transport, road infrastructure, rail infrastructure etc. The projects and
initiatives are the following:-
At Policy Level:-
• Approval of Kerala Metropolitan Transport Authority (KMTA) Bill: As per the
KMTA Act, Metropolitan Transport Authorities will be formed in three major cities
- Thiruvananthapuram, Kochi and Kozhikode - and they will be declared urban
mobility areas. The authority will be the umbrella body which is responsible for the
development, operation, maintenance, monitoring and supervision of urban
transport in urban mobility areas. As per the union government’s Metro Rail policy,
the formation of a Unified Metropolitan Transport Authority (UMTA) is a pre-
requisite for Metro Rail projects. Integration of different modes of transport,
seamless ticketing, fare revision, renovation of the bus transport system and other
activities come under KMTA. Parking policy, intelligent transport facility and other
amenities also come under the purview of authority. The main responsibility of
KMTA are:-
o Bring an integration of various departments related to the urban transport
sector
o Better, effective solutions to issues in urban transport sector
o KMTA to prioritise actions based on future transport requirements
o Overseeing urban transport policy for urban mobility areas
o Managing network of integrated transport, including rail, boats, buses,
cabs, rickshaws
• Draft Electric Vehicle (EV) Policy for Kerala is prepared
• Public Transport Policy for Kerala is under preparation
• Road Safety Action Plan is under preparation
• Private Participation in Passenger Trains: Ministry of Railways and National
Institution for Transforming India (NITI) Aayog, Government of India are
spearheading participation of private entities in operation of passenger trains on
100 routes. It is presently under tendering stage.
• Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles in India (FAME
India) Scheme: The National Electric Mobility Mission Plan (NEMMP) 2020 is a
National Mission document providing the vision and the roadmap for the faster
adoption of electric vehicles and their manufacturing in the country. As part of the
NEMMP 2020, Department of Heavy Industry formulated a Scheme viz. Faster
Page | 4-144
Adoption and Manufacturing of (Hybrid &) Electric Vehicles in India (FAME India)
Scheme in the year 2015 to promote manufacturing of electric and hybrid vehicle
technology and to ensure sustainable growth of the same. Phase I focused on (i)
Demand Creation, (ii) Technology Platform, (iii) Pilot Project and (iv) Charging
Infrastructure. Phase II is expected to support adoption of 7000 EV buses through
incentives and subsidy in operation.
The above policies and frameworks are required for improving the modal share of public
transport in the state and also for promoting sustainable mobility. The policies also try to
bring efficiency in operation of public transport.
Urban Transport Initiatives:

• Expansion of Kochi Metro Rail: the KMRL is operating MRTS in Kochi from
Aluva to Thykudam as on March 2020. The work on the stretch from Thykudam to
Petta is under construction and further extension up to Tripunithara is also under
execution stage. The line from JLN Stadium to Kakkanad is under planning stage.
K-Rail is also planning to have SilverLine Ernakulam Station at Kakkanad. This
will have positive impact on the ridership of SilverLine due to addressing of first
and last mile connectivity issues. The extension of line from Aluva to Kochi Airport
and Angamali is also under planning stage (DPR stage).
• Kochi Water Metro Project: the project is under execution stage and will be
implemented in two phases. Phase I with 7 routes and phase II with 9 routes
connecting various islands in Kochi Region. The total length will be 76 Km and the
line from Fort Kochi-Thevara-Vytilla-Kakkanad is expected to be operational by
2021.
• Light Rail Transit (LRT)/MetroLite for Thiruvanthapuram: Kerala Rapid Transit
Corporation Limited (KRTL) is a Special Purpose Vehicle (SPV) of the
Government of Kerala, set up for the implementation and subsequent operation
and maintenance of the Metro Rail Systems in the city of Thiruvananthapuram.
Presently the project is under planning stage. The City centre will be connected to
Technocity in Pallipuram and there are also proposal to connect
Thiruvanthapuram International Airport.
• Light Rail Transit (LRT)/MetroLite for Kozhikode: this project is also under
planning stage is under the SPV – KRTL. The project is proposed to connect all
major activity centres and mobility hubs in the city.
• National Common Mobility Card (NCMC): In line with central governments ‘one
nation one card’, the GoK is in the process of enhancing the usage of NCM card
as Driving Licence and to rebrand the card as “God’s Own Travel card (GOT?)”
for Travel, Shopping and as a Driving Licence for the state of Kerala.
Page | 4-145
• Other Urban Transport projects under Rebuild Kerala Initiative (RKI): other
urban transport projects under RKI are provided in the table below.
Table 4-18: Urban Transport Projects under RKI
Funding
Sl. No. Key Activities Status requirement*
(INR Cr.)
Institutionalization of Green mobility
corridors for promotion of Public
Feasibility Study
1 Transport along National Highway 580.35
Completed
(NH-66) – Kodungalloor to Eramalloor
(52 km)
Development of E- Bus corridors – Feasibility Study
2 677.51
Poothotta-Angamaly, 48 km (SH 15) Completed
Development of E- Bus Corridor as
Feasibility Study 10 (Civil & EV
3 part of the Carbon Neutral Sabarimala
Completed Charging)
(19 km)
Constitution of “Kerala Bus Port
Concept note
4 Limited” & “Kerala Logistics Port 45
Planned
Limited”
Development of Multimodal Logistics Concept note
5 50
Port at Kalamassery prepared
Development of e-Bus Corridor -
Concept note
6 Munambam-Goshree (link to 160
prepared
Paravoor)
Development of New Generation Tram
Feasibility Study
7 (LRT) between Thoppumpady and 1000
Completed
Goshree
Pre-Feasibility Study
8 Development of ICTT Rail Bus Project 31
Completed
Most of the urban transport projects are focused on the three main cities of Ernakulam,
Thiruvanthapuram and Kozhikode and may impact positively to the increase in ridership
of SilverLine as it addresses the issue of first mile and last mile connectivity.
Road Infrastructure projects
As per the Hon. Chief Minister, GoK web portal, the major announcement for the road
infrastructure projects are as follows:-
• Following international standards, National Highways will be widened an extra 45
metres, to ensure safety and security.
• A Special Safety Corridor (SSC), aiming at reducing road accidents by 30%, from
Kazhakkuttam to Adoor (80 km) in the MC Road is being conceived initially, to be
followed throughout the state at the next level.
Page | 4-146
• Flyovers in busy traffic junctions, such as Pattom, Sreekaryam and Ulloor, are
under consideration and Rs. 2.73 Billion has been allocated to the construction of
a flyover at Thampanoor.
• Kerala Sustainable Transport Project (KSTP) Phase II: this is World Bank
funded project and the Stretches identified under the KSTP-II and the status of
project are as provided in the table below.
Table 4-19: Road Projects under KSTP

Revised
Physical
contract
Sl.No Name of work Progress Remarks
amount (in
(%)
Cr.)
UG – 1 Kasaragod –
1 114 99 Only finishing work left
Kanghangad Road (27.78 km)
UG – 2 Pilathara – Pappinisserry
2 102 99 Only finishing work left
Road (20.90 km)
UG – 3A Thalassery – Kalarode
3 156 62 Re arranged
Road (28.80 km) (Re-arranged)
UG – 3 B-Kalarode – Valavupara
4 200 86 Re arranged
Road (25.20 km) (Re-arranged)
UG – 4-Chengannur Ettumanoor
5 288 100 Completed
Road (45.40 km)
UG – 4 A Thiruvalla By pass (2.3
6 37.03 46 Being Re arranged
km)
UG -4B: Thiruvalla Town (Re-
7 7.7 84 Being Re arranged
arranged) (2 Km)
UG – 6-Ponkunnam –
8 270 100 Completed
Thodupuzha Road (50 km)
UG – 7-Perumbilavu –
9 210 100 Completed
Perintalmanna Road (41 km)
UG -5-Ettumanoor –
10 115.69 100 Completed
Muvattupuzha Road (40.96 km)
Safe Corridor Demonstration
11 142.67 35 Work in progress
Project Kazhakuttam – Adoor
Source: KSTP
• Road infrastructure projects under RKI: the RKI has also identified projects for
the improvement of transportation sector and the road projects are as provided
in table below.
Page | 4-147
Table 4-20: Road Projects under RKI
Estimated
Brief Description: Project/Investment
Sector Department Outlay in
(including key components/elements)
Rs. Crore
Reconstruction and Rehabilitation of LSGD
LSGD -
Roads using PMGSY standards covering 8
Rural Roads Gram 247.94
Districts. Construction contracts shall have 4-
Panchayats
year maintenance period.
Reconstruction and Rehabilitation of LSGD LSGD -

Urban Roads using PMGSY standards covering 7 Urban Local
86.9
Roads Municipalities. Construction contracts shall have Bodies
4-year maintenance period. (ULBs)
Reconstruction and Rehabilitation of LSGD

LSGD -
Corporation Roads using PMGSY standards covering 1
Thrissur 7.53
Roads Municipal Corporation. Construction contracts
Municipality
shall have 4 year maintenance period.
Sub Total A 342.37
Mukkada Edamon Athikkayam Kakkudumon
PWD 80
Mandhamaruthy Road
Pathanamthitta- Ayroor- Muttukudukka PWD

Illathupadi - Muttukudukka Prakkanam -
112.46
Prakkanam Elavumthitta - Kulanada
Ramanchira - Thannikuzhy Thonniamala
Edathua - Thayamkary- Kodupunna- PWD
Ramankary- Mancombu Kavalam Vikas Marg
108
Road- Kannady Jn - Thattasserry-
Neelamperoor-Kurichi Road
Gandhinagar-Medical College-Babu PWD
Chazhikadan Road-Kottayam-Parippu Road-
87.8
State Athirampuzha Liessue-Kaippuzha-Mannanam-
highways Pulikkuttissery-Parolickal-Muttappally Road
and key PWD
Feeder Improvements to Painavu Thannikandom
84
roads Asoakkavala road
Idukki Neriyamangalm road PWD 96.2
Improvements to riding quality of Chemmannar PWD
83.4
Gap road
Thrissur Kuttippuram Road (SH 69) PWD 119.92
PWD
Rahabilitation of Nenmara-Nelliampathy Road 122.84
Improvements to Koyilandy Thamrassery PWD

204.8
Mukkam Areekode Edavanna (KTMAE- SH 34)
PWD
Rehabilitation of Vythiri- Tharuvana road 83
Mananthavady LAC- Improvements to PWD
Mananthavady - Vimalanagar - Kulathada - 99.2
Valad HS - Periya road
Page | 4-148
Estimated
Brief Description: Project/Investment
Sector Department Outlay in
(including key components/elements)
Rs. Crore
Edoor – Companynirath - Angadikkadavu– PWD
Charal - Valavupara - Kacherikkadavu - 88
Palathumkadav road
Other key damaged highways and feeder roads PWD
and bridges in the districts of Idukki, Alappuzha 630
and Patthinamthitta
Sub Total B 1,999.62
Grand Total 2,341.99
Source: Rebuild Kerala Development Programme, 2019
Improvement to all the NH, SH and other roads which are perpendicular to the alignment
of the SilverLine shall have a positive impact on the ridership.
Rail Infrastructure Projects:
The major rail infrastructure projects prosed in Kerala are provided below in brief as the
details are provided in chapter 1 and chapter 3 of this project.
• Sabari Railway Project - The new line connecting Angamali-Sabarimala.
• Doubling of line between Kayamkulam and Ernakulam via Allepy along with
improvement in operating speed
• Doubling of line between Kottayam and Chingavanam
• Third line between Thiruvananthapuram and Thrissur
• New Line between Thirunavaya – Ponnani
• New Line from Nilambur to Nanjankode
• New siding at Kanjikode
• New line from Thalassery to Mysore: Project under the purview of K-Rail
• Electrification between Thiruvananthapuram and Kanniyakumari: The Cabinet
Committee has also approved the construction of double line with electrification
between Thiruvananthapuram in Kerala and Kanniyakumari in Tamil Nadu. The
total length of the line will be 86.56 km while the estimated cost of the Project will
be Rs.1431.90 crore and completion cost of Rs.1552.94 crore with 5% escalation
per annum.
4.1.6.3 Impact of Transport Sector Projects and Schemes on Silverline
Impact of Road Projects on SilverLine
The improvement projects of NHs and SHs such as road widening and buindling of
bypasses to NH 66, NH 766, SH 69, Kasaragod- Kanjagad Road etc., which are parallel
to the alignment of the SilverLine shall have a negative impact on the ridership of
SilverLine. This is mainly due to achieving higher journey speed and less journey time by
private modes as well as buses that reduces the travel time savings. This in turn result in
Page | 4-149
negative shift due no change in cost savings. But, if the NHs and SHs are made to toll
roads, due to higher costs, it may lead to positive shift to SilverLine.
In case of other NHs and SHs such as NH – 544, 85, 744, 966, 183, 183 A & 185 and
SH perpendicular to SilverLine may act as feeder network. Any improvements such as
widening will improve the travel time of first mile and last mile journey either by private
vehicle or public transport. This may have a positive impact on the ridership of the
SilverLine with additional provisions of inter-modal and interchange facilities with park
and ride facilities.
So overall, the improvement to road project and the impact on the ridership assessment
may not be significant and if considered will have only positive impact.
Impact of Operations of Electric Vehicles
India is embarking on the path of adopting electric vehicles in the country with the target
of all electric vehicles fleet by 2030 as per the NITI Aayog. This seems quite ambitious
considering at present the electric vehicle fleet is less than one percent. A review of global
research and practices in electric mobility shows that electric vehicles are very costly as
compared to conventional vehicles while the technology is also comparatively new to
reach a significant level in the vehicular fleet in any country. As stated earlier, FAME was
introduced by the Central Government and phase II focuses on deployment and
operation of EV Buses in Indian cities through private operators and STUs shall remain
regulators. The subsidy shall be disbursed based on per kilometer operational charges
and only when STUs have introduced Gross Cost, Net Cost or Hybrid operational models
involving private player for operations. In Kerala, the KSRTC invited tender for selection
of private operators for wet leasing and operation of buses. But, did not materialize.
At present the KSRTC is operating 8-9 buses on wet lease for 10 years duration. The 9-
metre-long eBuzz K9 buses were manufactured by Olectra Greentech in a tie-up with
BYD. The wet lease bid was won by the Mumbai-based Maha Voyage LLP with a quote
of ₹ 43.20 per km (lowest). As per cost analysis of KSRTC, it is anticipated to get a net
balance of ₹6,500 per bus daily after electricity cost and wet lease amount.
The trial/pilot was done on route from Nilakal (a place near sabarimala 20Km away and
hilly terrain) to Sabarimala during the previous Sabarimala season. Based on the data
from transport department, on an average, the BEVs operated 360 km daily on the
Nilackal-Pampa corridor. From the services, the KSRTC got a profit of ₹57 a km,
including the electricity cost, out of the fare collection of ₹110 a km. Only 0.8 unit of
electricity is needed for the BEV to run a kilometer. Compared to the operational cost of
₹31 a km for HSD-powered buses, the BEVs operational cost is ₹6. All these factors
worked on trial basis but daily operations with large fleet and charging infrastructure is
yet to be assessed to know the actual benefits.
As per UITP, the acceptance of electric and hybrid buses is slow in India, mainly due to
cost factor. The average cost of hybrid or electric buses is 3-4 times higher than diesel
Page | 4-150
buses. Further, with the decrease in the cost of diesel, there is not much incentive for the
operators to shift to hybrid or electric buses. The details of the buses under each segment
and their cost is provided in the table below.
Table 4-21: Road Projects under KSTP
Hybrid
Segment Diesel Buses CNG Pure Electric
Electric
Tata Tata
Tata
STARBUS STARBUS
Volvo 8400 STARBUS
Model SLF 44 LE CNG 18 BYD K9 (AC)
(AC) Hybrid
(AC/Non- (AC/Non-
(AC/Non-AC)
AC) AC)
Seats 32 44 18 32 31
Fuel
2.2 Km/L 3.5 Km/L 2-3 Km/Kg 2.2-4 Km/L 1.5 kWh/Km
Efficiency
INR 13- INR 10-
Fuel Cost INR 23/Km INR 15/Km INR 10/Km
19/Km 17/Km
Range 484 560 260-390 286-520 249
Charging
3-6 Hr
Time
Cost of
Bus (in 88 Lakhs 33 Lakhs 30 Lakhs 1.2-1.4 Cr. 2-3 Cr.
INR)
Source: UITP, 2019
From the above table, it is observed that the efficiency of buses and cost of operation is
low but, the initial investment on the buses are atleast 3 times higher than normal ICE
buses. So, regarding the impact of electric bus operations on SilverLine, it is also to be
noted that the buses may have to operate on congested network in future and may reduce
the benefits received from reduction in operational cost and ultimately fares. So the
impact can be accounted only when the bus operations are stabilized and fares are
reduced/subsidized by the STUs considerably.
Regarding private EVs such as cars, the capital cost is very high and the segments are
under R&D stage. The electric cars are expected to launch with reduced cost from end
of 2020. But, the infrastructure provision such as charging points are in nascent stage
and may take longer duration to get stabilized. Also, as stated earlier, the vehicles have
to use the same congested network in future. So, any benefits from the operational cost
to the user is reduced by higher journey time.
Impact of Privatisation of Train Operations
This may bring efficiency and punctuality in operations, but may increase the fares. So,
any impact on the SilverLine ridership due to operation of trains by private player is based
on the fare setting.
Page | 4-151
Impact of Rail Infrastructure Projects

The doubling of lines, addition of 3rd line and improvement to curves and improving speed
on the exiting railway operations will have impact on the ridership of the SilverLine. With
no increase in fares, the passengers travelling by sleeper and 3 rd AC class may not be
willing to shift to SilverLine. But, if fares are increased, then no impact is expected as
SilverLine provides higher travel time savings and cost savings to user is also low.
4.1.6.4 Issues and challenges in Road Transport Sector
As per the Department of Economics and Statistics, Kerala, “most of the roads in the
State do not have adequate width to address the existing level of traffic, only one fourth
of the roads have either two lanes or four lane capacity while most of the other roads
have single lane or intermediate lane capacity. In the case of National Highways also,
only about 12 per cent of the roads have four lane capacities while the remaining roads
have only two lanes or intermediate lane capacity. Bulk of the inter-city and interstate
traffic is carried out by the National and State Highways which constitutes only 8 per cent
of the total network. Considering the demand supply gap, there is a huge need for up
gradation of existing road network. The existing road network has to undergo a qualitative
improvement with the aim to reduce traffic congestion and delay, easy access to
destinations and reduction in accident risks. Most of the PWD roads have to undergo
massive upgradation with widening duly incorporating road safety features”.
Post Flood Scenario in Kerala:
As per the Kerala State Planning Board, “About 2004 km of State Highways and 13,246
km of MDR across 14 districts have suffered varying degree of damages during the
recent floods. The NH wing has estimated damage of about 580 km of NHs. The post
flood impact analysis indicates heavy damages due to land slide/slips in the roads in four
hill Districts of Idukki, Wayanad, Pathanamthitta and Palakkad, whereas roads in the
seven Districts of Alappuzha, Thrissur, Ernakulam, Kozhikode, Malappuram, Kollam and
Kottayam have sustained flash floods, erosion, water stagnation and other flood induced
damages. The roads in Thiruvananthapuram, Kasaragod and Kannur Districts have also
sustained minimal damage.
1,090 km of State Highways and 6,527 km of MDRs have sustained light damages and
would largely require pavement rehabilitation through patching, shoulder repairs and
limited debris clearance. 734 km of State Highways and 6,463 km of MDRs have
sustained medium to heavy pavement damages and would require re-laying of surfacing
and limited repair of drainage, cross drainage and protection works. 179 km of SH and
256 km of MDR have been fully damaged and would require full pavement reconstruction,
significant repair/reconstruction of drainage, cross drainage and slope protection works
and limited road raising and new cross drainage works.
The overall cumulative damages for State Highways and MDR are estimated to be
₹7,647 crore and for NHs an additional need of ₹911 crore has been assessed. The State
Page | 4-152
Government has started providing immediate short-term repair of pavements and cross
drainage structure, clearance of debris and temporary protection works to restore the
access and keep the roads traffic worthy. The rehabilitation of the lightly damaged roads
is largely through measures like pothole patching, to keep the roads traffic worthy.
7,197 km of roads (734 km of State Highways and 6,463 km of MDR) are severely
damaged but are recoverable. 36 major and 178 minor bridges, 362 culverts, 43 km
length of retaining wall and 169 km of roads side drainage works are severely damaged.
Reconstruction of bridges/culverts needs to be assigned priority followed by adequate
hill slope protection and flood protection works”.
4.1.7 Road Accidents

Road accidents in the State are among the Nation’s highest. Kerala stands third in terms
of road accidents. Even though several initiatives have been taken by the Police to
enforce road discipline and enforcement of rules by Motor Vehicles Department, road
accidents are increasing. The bigger States like Uttar Pradesh, Gujarat and Rajasthan
report far less number of accidents compared to Kerala.
Rapid motorization in the number of vehicles registered in the State, has created an
intense pressure on the road infrastructure. In addition, the increased number of
accidents in the State is also a growing concern. Most of the accidents are attributable to
the fault of drivers as per records available with traffic police. However, deficiencies in
road design also affect motor vehicles, a fact generally overlooked as bad road
conditions. Road safety training for various categories of road users, rectification in road
design, deficiencies in inclusion of road safety aspects in the planning and operation
stages of road construction are the primary facts to be taken up for reducing accidents.
The trend of road accidents in Kerala since 2001 is shown in Figure 4-18 . District wise
road accident details for year 2018(1st January to 31st December) is presented
Table 4-22. Details of cause of accidents in the year 2018 are given in Table 4-23.
The details of road accident by vehicle type involved is given in Table 4-24 and Figure
4-19.
Page | 4-153
Road Accidents in Kerala 2001-2018

60000
50000
40000
30000
20000
10000
0
2003
2007
2001
2002
2004
2005
2006
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
No. of accidents Death Total Injuries
Figure 4-18 Trend of Road Accidents in Kerala 2001-2018

Source: keralapolice.org
Table 4-22: District Wise Road Accident Details (Year 2018)
Accident Type Persons Involved
District
Non
Fatal Grievous Minor Total Death Grievous Minor Total
Injury
Thiruvananthapuram city 195 1880 178 53 2306 202 2033 714 2949
Thiruvananthapuram
332 2728 124 39 3223 342 3068 592 4002
Rural
Kollam city 226 1526 140 48 1940 241 1691 306 2238
Kollam rural 220 1179 110 29 1538 228 1299 289 1816
Pathanamthitta 139 1190 197 1 1527 149 1320 456 1925
Alappuzha 348 2571 546 24 3489 373 2840 1294 4507
Kottayam 268 2023 467 166 2924 279 2289 915 3483
Idukki 82 808 241 51 1182 91 931 606 1628
Ernakulam city 131 1651 436 193 2411 141 1753 725 2619
Ernakulam rural 305 2650 617 13 3585 317 2800 1031 4148
Thrissur city 207 1538 364 113 2222 218 1670 923 2811
Thrissur rural 221 1554 338 72 2185 231 1695 807 2733
Palakkad 329 1456 537 89 2411 347 1574 1048 2969
Page | 4-154
Accident Type Persons Involved
District
Non
Fatal Grievous Minor Total Death Grievous Minor Total
Injury
Malappuram 346 1677 217 183 2423 367 1911 690 2968
Kozhikode city 144 966 205 108 1423 154 1062 490 1706
Kozhikode rural 173 1210 183 108 1674 187 1372 549 2108
Wayanad 67 404 123 40 634 74 445 336 855
Kannur 217 1205 579 69 2070 233 1348 1243 2824
Kasaragod 119 498 369 28 1014 129 571 772 1472
Total 4069 28714 5971 1427 40181 4303 31672 13786 49761
Table 4-23: Cause of Accidents (Year 2018)
Accidents Classified According to Type of Traffic Violation-2018
No. of Accidents No. of Persons

Traffic Violation
Fatal GI MI NI Total Killed GI MI Total
Over Speeding 2806 21613 4280 1077 29775 2985 23831 10158 36965
Jumping Red Light 8 74 17 6 105 8 81 32 121
Driving on Wrong Side 106 1035 250 64 1455 115 1161 552 1828
Unknown 560 2779 707 144 4191 582 3048 1482 5112
No Violation 567 3171 641 119 4498 589 3498 1446 5531
Drunken driving 22 42 76 17 157 25 53 116 194
Total 4069 28714 5971 1427 40181 4303 31672 13786 49761
Page | 4-155
Table 4-24: Motor Vehicles Involved in Road Accidents in Kerala during 2018
Category-wise details of Motor Vehicles Involved in Road Accidents in Kerala during FY 2018 (April 2017- March 2018)
Class
Sl. KSRTC Other Goods Motor Auto Two Miscellaneous
District Jeeps not Total
No Buses Buses Vehicles Cars Rickshaws wheelers vehicles
known
1 Thiruvananthapuram City 100 43 88 679 12 313 2114 70 6 3425
2 Thiruvananthapuram Rural 127 87 201 847 31 372 3271 102 5 5043
3 Kollam City 45 101 158 638 11 165 1824 133 8 3083
4 Kollam Rural 64 81 124 453 27 174 1322 57 2 2304
5 Pathanamthitta 63 87 99 590 22 199 1318 59 9 2446
6 Alappuzha 99 147 342 956 12 320 3104 322 10 5312
7 Kottayam 95 223 236 1217 55 330 2290 117 19 4582
8 Idukki 54 95 89 450 106 181 761 30 4 1770
9 Ernakulam City 68 237 232 895 11 265 2203 135 9 4055
10 Ernakulam Rural 81 216 376 1037 44 368 3207 161 10 5500
11 Thrissur City 24 156 122 523 12 188 1260 71 1 2357
12 Thrissur Rural 66 218 282 935 25 325 2634 202 12 4699
Page | 4-156
Category-wise details of Motor Vehicles Involved in Road Accidents in Kerala during FY 2018 (April 2017- March 2018)
Class
Sl. KSRTC Other Goods Motor Auto Two Miscellaneous
District Jeeps not Total
No Buses Buses Vehicles Cars Rickshaws wheelers vehicles
known
13 Palakkad 33 213 276 707 49 332 2252 113 14 3989
14 Malappuram 56 230 343 919 56 338 1778 85 11 3816
15 Kozhikode City 37 255 124 512 27 149 1219 49 13 2385
16 Kozhikode Rural 41 208 171 524 44 206 1395 69 3 2661
17 Wayanad 29 55 69 251 29 97 494 22 4 1050
18 Kannur 50 208 189 628 46 346 1361 72 10 2910
19 Kasaragod 29 57 113 403 21 123 666 33 5 1450
Total 1161 2917 3634 13164 640 4791 34473 1902 155 62837
Percentage to Total 1.85 4.64 5.78 20.95 1.02 7.62 54.86 3.03 0.25 100
Source: State Crime Records Bureau
Page | 4-157
Details of Road Accident By Vehicle Type in Kerala -

2017-18
Miscellaneous KSRTC Buses Other Buses
vehicles 2% 5%
3% Goods Vehicles
6%
Motor
Cars
21%
Two
wheelers
55%
Jeeps
1%
Auto Rickshaws
7%
Figure 4-19 Details of Road Accident by Vehicle Type in Kerala, 2017-18
Infrastructure-wise accidents
Infrastructure-wise accidents can be categorised into road accidents, rail accidents and
accidents at railway crossings. The details of road accidents are provided in the above
sections. Regarding railway crossing accidents, as per NCRB, 2019 report, maximum
railway crossing accidents were reported in Uttar Pradesh accounting for 44.3% (656 out
of 1,481 cases) followed by Bihar (15.0%) (222 cases) and Kerala (12.2%) (180 cases).
These States have also reported highest fatalities in railway crossing accidents,
accounting for 46.0% (693 out of 1,507 deaths), 14.7% (222 deaths) and 11.8% (178
deaths) respectively during 2018.
Maximum railway accidents were reported in Maharashtra accounting for 23.0% (6,349
out of 27,643 cases) followed by Uttar Pradesh (11.8%) (3,272 cases). These two States
have also reported highest fatalities in railways accidents, accounting for 15.5% (3,801
out of 24,545 deaths) and 12.6% (3,095 deaths) of total deaths in railways accidents
respectively. Kerala railway figure stands at 16th position at 0.97%.
the comparative statement of road accident, railway accident and accident at railway
crossing in Kerala is provided in the table below.
Table 4-25: Kerala - Infrastructure-wise accident 2018
Type Road Rail Rail Crossing Total

Location Cases Injured Died Cases Injured Died Cases Injured Died Cases Injured Died
KERALA 40181 45458 4303 258 16 253 180 2 178 40619 45476 4734
(in %) 99 99.96 90.9 1 0.04 5.3 0 0.00 3.76 100 100 100
Source: NCRB, 2019
Page | 4-158
From the above table, in case of accident cases, it is observed that maximum accident
cases are observed on road which is 99% followed by railway accidents (near to 1%).
But in case of fatality, 90.9% is observed on road, 5.3% due to railway accident and
3.76% at railway crossing. It clearly indicates that, even though the cases are lower by
railway accident or at crossing but fatalities rate is marginally higher.
4.2 DATABASE DEVELOPMENT
4.2.1 Approach and Methodology in Brief – Traffic Surveys

The aim of this report is to understand characteristics of existing transportation systems
by conducting traffic surveys in the project corridor. The estimation of candidate traffic
and patronage forecast requires well-defined traffic database containing relevant
information concerning traffic flow characteristics. The broad methodology followed for
the traffic surveys and analysis is presented in Figure 4-11. Candidate traffic for rail and
car are also estimated in this report. Secondary data required for estimation of candidate
traffic from bus is being collected from major bus depots and private bus operators.
Reconnaissance survey done along the project corridor helped in understanding general
characteristics of the traffic along the corridor. It helped in identifying survey locations,
and provided valuable insight during analysis.
Secondary data such as railway reserved passenger data, bus trips, toll traffic, fuel sales,
railway goods traffic etc were collected .
Primary traffic surveys are conducted at pre-planned locations to identify existing demand
on transportation systems and characteristics of existing traffic.
Data collected from primary and secondary sources are analysed in detail and used as
the input for assessment of candidate traffic and SilverLine patronage forecast.
Page | 4-159
Figure 4-20 Approach and Methodology - Traffic Surveys
Page | 4-160
The growth rates were estimated based on the socio-economic data and also the vehicle
registration data available from secondary data sources. The base year is considered as
2019-20, commissioning year as 2025-26 and horizon year as 2052-53. Apart from the
above, for financial estimations, the projections was done till 2074-75 (FY 50). The growth
rates projections was based on the assumption that, the growth rates during the 2052-
53 was moderately reduced by 0.5% in successive 10 year interval.
The methodology was compared with other regional studies done in India and Kerala and
the reports used as reference are:-
• Report 1: DPR for Mumbai-Ahmedabad High Speed rail Corridor
• Report 2: Updation of Transport model Study for RRTS corridor – NCRTC
• Report 3: Traffic Study for High Speed Rail from Thiruvanathapuram to Kasaragod
– DMRC
• Report 4: RRTS Study for Trivandrum – Chengannur
The results are provided in the table below.

Table 4-26: Comparison Between Other DPRs
Parameters Report 1 Report 2 Report 3 Report 4

Mumbai -Ahmd RRTS – NCR RRTS - TVM-
Project HSR - Kerala
HSR (DGM) CHNR
Year of
2015 2018 2017 2013
Study
Catchment
17.2 Cr 5.9 Cr 3.3 Cr 0.7 Cr
Population
Length (Km) 500 90 540 125
Multinomial
Mode Choice Binary Logit Multinomial Logit Not Mentioned
Logit
BY Ridership 40,000 (2023) 7,99,094 (2024) 85,332 (2020) 67,787 (2021)
2,02,000
HY Ridership 13,13,914 (2051) 2,33,042 (2051) 1,56,462 (2051)
(2053)
Metro - 8 to 12%
Feeder Metro Nil Nil
additional trips
7% Additional
TOD No Nil Nil
Trips
Operating
320 100 300
Speed
Fare / Km 4.61 1.82 - 2.73 5 0.80 - 2.0
It is observed that all the study has used the same methodology and processes for
estimating the daily ridership. In this study, instead of a detailed transport demand model
using various tools, excel-based mode choice modelling was used.
Page | 4-161
4.2.2 Secondary Data Collection

Secondary data such as Railway reserved passenger data, Bus trip details from major
bus depots & private bus operators, Trip details of goods trains, Monthly traffic data at
major toll plaza, Fuel sales along project corridor etc., are being collected from various
departments. This chapter provides overview of the details of secondary data collected.
4.2.2.1 Railway Reserved Passenger Data
Railway passenger data were collected through Railways Datawarehouse, Centre for
Railway Information Systems (CRIS) Reports. The data collected were compiled to
identify candidate traffic from railways. Only trains crossing at least 3 SilverLine station
were considered. Passenger traffic corresponding to only one direction has been
compiled and demand in opposite direction is considered same. Also only AC, Sleeper
and Chair Car passengers were considered as potential users. The passenger traffic data
corresponds to the year 2018 (1st January to 31st December 2018).
Origin and Destination (OD) matrix were formulated based on data collected. Origin and
destination of trips were classified as Internal or External based on their location.
Locations within Kerala were termed internal and locations outside Kerala are termed
External.
Both Internal to Internal and Internal to External traffic are included in candidate traffic.
External to External traffic has been discarded.
4.2.2.2 Trains Considered for Analysis
List of trains passing through Kerala are considered for estimation of candidate traffic as
shown in Table 4-27.
Table 4-27: List of Trains Considered.
Sl No. Train No. Train Name
1 10216 Madgaon Express
2 11098 Poorna Express
3 12076 Thiruvananthapuram Central-Kozhikode Jan Shatabdi
4 12081 Thiruvananthapuram- Kannur Janshatabdi
5 12202 LTT Garib Rath. KCVL to LTT
6 12217 Sampark Kranthi Exp. KCVL to Chandigarh
7 12224 Ernakulam - Mumbai LTT Duronto
8 12258 Yesvantpur Exp (Garib Rath). KCVL to YPR
9 12283 Ernakulam - Hazrat Nizamuddin Duronto
Page | 4-162
10 12431 Rajdhani Exp. TVC to NZM
11 12483 Amritsar Exp. From KCVL
12 12512 Rapti Sagar Express
13 12601 MGR Chennai Central - Mangaluru Central Mail (PT)
14 12617 Mangala Lakshadweep
15 12624 Chennai Mail From TVC
16 12625 Kerala Exp. TVC to Delhi
17 12643 Nizamuddin Exp.
18 12659 Gurudev SF Express (PT)
19 12685 MGR Chennai Central - Mangaluru Central SF Express (PT)
20 12696 TVC Chennai Exp.
21 12698 Thiruvananthapuram Central - MGR Chennai Central Weekly SF Express (PT)
22 12778 Kochuveli - Hubballi Weekly SF Express (PT)
23 12977 Maru Sagar Express
24 16302 Venad Express
25 16303 Vanchinad Express
26 16305 Cannanore Express
28 16312 KCVL SGNR Exp.
30 16316 Banglore Express From KCVL
31 16317 Himsagar Express (PT)
32 16319 Kochuveli - Banaswadi Humsafar Express
33 16332 Mumbai Express
34 16338 Okha Express
35 16342 Guruvayur Express
Page | 4-163
36 16343 Amritha Express (Via Palakkad Town) (PT)
37 16346 Netravathi Exp. TVC to LTT
38 16347 Mangalore Exp. From TVC
39 16349 Kochuveli - Nilambur Road Rajya Rani Express (PT)
40 16382 Kanniyakumari - Mumbai CSMT (Jayanti Janata) Express (PT)
41 16525 Kanniyakumari - KSR Bengaluru (Island) Express (PT)
42 16528 Kannur - Yesvantpur Express (PT)
43 16566 Mangaluru Central - Yesvantpur Weekly Express
44 16604 Maveli Express
45 16606 Ernad Exp. Nagercoil Jn. To Manglore
46 16629 Malabar Express (PT)
47 16650 Parasuram Exp. From Nagercoil to Manglore
48 16687 Navyug Express (PT)
49 16724 Ananthpuri Express QLN to Chennai Egmore
50 16855 Puducherry - Mangaluru Central Express (Via Salem) (PT)
51 16857 Puducherry - Mangaluru Central Express (Via Tiruchchirappalli) (PT)
52 17229 Sabari Express (PT)
53 17605 Mangaluru Central - Kacheguda Express (PT)
54 18568 Kollam - Visakhapatnam Weekly Express (PT)
55 19259 KCVL Bhavnagar Terminus Exp.
56 19261 Porbandar Express from KCVL
57 19331 KCVL Indore Exp. Train
58 19423 Tirunelveli - Gandhidham Humsafar Express
59 19577 Tirunelveli Jamnagar Express
60 22114 KCVL LTT Superfast Exp.
61 22149 Ernakulam - Pune Super-Fast Express
Page | 4-164
62 22208 Thiruvananthapuram - Chennai Duronto Express
63 22609 Mangaluru Central - Coimbatore Intercity SF Express
64 22620 Tirunelveli - Bilaspur Express
65 22633 Nizamuddin Exp. TVC to NZM
66 22637 West Coast SF Express (PT)
67 22640 Chennai Express
68 22641 Shalimar Express
69 22646 Ahilyanagari Express
70 22648 Thiruvananthapuram Central - Korba SF Express (PT)
71 22653 Nizamuddin Exp.
72 22655 TVC NZM Express
73 22659 Dehradun Exp. From KCVL
74 22678 Kochuveli- Yashwantpur AC Exp.
75 22851 Santragachi - Mangaluru Central Vivek Express (PT)
4.2.2.3 Traffic Data at Toll Plaza

Toll traffic data at Paliyekkara Toll Plaza is collected from NHAI through K-Rail for a
period of three years. Mode wise traffic data, viz. LMV, LCV, Truck, Bus and MAV, were
collected for FY17, FY18 and FY19.
Paliyekkara toll plaza lies on Thrissur- Edapally stretch on NH-544 (Old NH 47). It has a
tollable length of 64.94 km. Operation of toll is under concessionaire, M/s Guruvayoor
Infrastructure Private Limited.
Similar data was collected for Kumbalam Toll Plaza on Edapally- Vytilla- Aroor Section
from January 2017 to October 2019 from NHAI through K-Rail. Mode wise traffic data,
viz. Car, LCV, Bus, Truck, 3- Axle and 4-6 Axle/HCM/EME/MAV were collected.
Kumbalam Toll plaza has a tollable length of 31.483 km. Concessionaire for Kumbalam
toll is M/s Kochi Aroor Tollways Pvt Ltd.
4.2.2.4 Bus Passenger Trips Data
Bus Passenger trips data from Thiruvananthapuram Central were collected from KSRTC
(Kerala State Road Transport Corporation) through K-Rail. Data were collected for the
month October, 2019. About 1891 trips were operated in the month October, 2019.
Page | 4-165
All Fast, Superfast and Express Services are operated from Thiruvananthapuram
Central. Whereas, only ordinary schedules are operating from Thiruvananthapuram
city. Data collected includes Schedule number, Service type, Scheduled Kilometre,
Operated Kilometre, Route, Total collection (in Rs.), total number of passengers,
Earnings per Km and Earnings per bus. This data can be utilised in establishing
candidate traffic from bus and potential shift from Bus.
Similar data is being collected from other major bus depots and private bus operators
and can be used for establishing candidate traffic from bus.
4.2.2.5 Railway Goods Traffic data
Goods traffic data in Thiruvananthapuram division were collected from Ministry of
Railways through K-Rail. The data collected have details of goods traffic data from April
to October, 2019. Data collected includes Commodity, Station and consignor wise
breakup of goods traffic originating from Thiruvananthapuram division. Details of
destination stations to which goods traffic were booked from Thiruvananthapuram
division and inward goods traffic are also compiled.
Details collected includes Number of Railway receipts, Number of Wagons, Weight in
Tonnes, Freight charge and Net Tonne Kilometre of corresponding trips.
Similar data is being collected for Palakkad railway division also. This data will give
insights on goods traffic currently being transported by rail.
4.2.2.6 Fuel Sales Data
Seasonal Correction Factors (SCF) can be derived based on fuel sales along the project
corridor, in the absence of other reliable sources. Hence fuel sales at 47 petrol pumps
throughout the project corridor were collected. Monthly sales for both petrol and diesel
were collected. Fuel sales were noted in terms of Kilolitres. SCF derived from fuel sales
can be used in estimation of Annual Average Daily Traffic (AADT) from ADT (Average
Daily traffic) accommodating seasonal variation. SCF were calculated for September and
October separately and used for surveys conducted in respective months.
4.2.3 Primary Traffic Surveys

Primary traffic surveys were conducted in the month of September and October 2019 by
the Survey Agency, M/s P K Engineers, appointed by K-Rail. The results of these surveys
form the basis for demand estimation and SilverLine patronage forecast.
4.2.3.1 Traffic Surveys Conducted
The following surveys were conducted in the months of September and October, 2019:
• Classified Traffic Volume Count (TVC) through Videography
• Vehicle Occupancy Surveys
• Origin and Destination (OD) surveys for Passenger and Goods vehicles
Page | 4-166
• Survey of Truck Operators, Cargo Forwarding Agencies and Railway Parcel

Services
• Passenger Terminal OD Survey at identified Airport, Bus and Train Terminals
• Stated Preference/Willingness to Pay (WTP) Survey.
4.2.3.2 Reconnaissance Survey
Reconnaissance survey were done by Traffic Engineers along the project corridor, before
conducting traffic surveys. Reconnaissance surveys helped in understanding general
characteristics of the traffic along the corridor. It helped in identifying survey locations,
and provided valuable insight during analysis. Figure 4-21 to Figure 4-23 shows pictures
taken during reconnaissance.
Figure 4-21 Paliyekkara Toll Plaza
Figure 4-22 Toll Rate at Kumbalam Toll Plaza
Page | 4-167
Figure 4-23 Muzhapilangad Toll Plaza
4.2.3.3 Traffic Survey Schedule and Format

Schedule of surveys conducted as part of the study is shown in Table 4-28.
Page | 4-168
Table 4-28: Traffic Survey Schedule
Traffic Volume Count Occupancy Survey OD Survey Terminal (Bus, Rail/ Air) Survey
Sr. No. Location Name Road
Start date End date Start date End date Start date End date Location Name Start date End date
Thiruvananthapuram Bus
1 Thottakadu NH-66 18/9/19 21/9/19 19/9/19 20/9/19 20/9/19 21/9/19 20/9/19 21/9/19
Stand
2 Kilimanoor MC Road 18/9/19 21/9/19 19/9/19 20/9/19 Vytila Bus Stand 25/9/19 26/9/19
3 Karunagapally NH-66 22/9/19 25/9/19 23/9/19 24/9/19 23/9/19 24/9/19 Thrissur Bus Stand 30/9/19 1/10/19
4 Sasthacotta SH-37 18/9/19 21/9/19 19/9/19 20/9/19 Kozhikode Bus Stand 30/9/19 1/10/19
Thiruvananthapuram
5 Adoor Bypass MC Road 22/9/19 25/9/19 23/9/19 24/9/19 20/9/19 21/9/19
Railway Station
6 Ezninjillam MC Road 22/9/19 25/9/19 23/9/19 24/9/19 24/9/19 25/9/19 Kollam Railway Station 23/9/19 24/9/19
Cherthala-
Ernakulam South
7 Cherthala Thanneermukkom 26/9/19 29/9/19 26/9/19 27/9/19 25/9/19 26/9/19
Railway Station
Road
Kozhikode Railway
8 Udayamperoor SH-15 15/9/19 18/9/19 25/9/19 26/9/19 30/9/19 1/10/19
Station
Kumbalam Toll Thiruvananthapuram

9 NH-16 26/9/19 29/9/19 26/9/19 27/9/19 27/9/19 28/9/19 10/10/19 11/10/19
Plaza Airport
10 Kumaranalloor MC Road 15/9/19 18/9/19 25/9/19 26/9/19 Kochi Airport 27/9/19 28/9/19
Paliyekkara Toll
11 NH-544 26/9/19 29/9/19 26/9/19 27/9/19 27/9/19 28/9/19 Kozhikode Airport 28/9/19 29/9/19
Plaza
Page | 4-169
Traffic Volume Count Occupancy Survey OD Survey Terminal (Bus, Rail/ Air) Survey
Sr. No. Location Name Road
Start date End date Start date End date Start date End date Location Name Start date End date
12 Moothakunnam NH-66 15/9/19 18/9/19 25/09/19 26/9/19 Kannur Airport 29/9/19 30/9/19
13 Gurupadapuri NH-66 29/9/19 2/10/19 30/9/19 1/10/19 30/9/19 1/10/19
14 Edappal SH-69 15/9/19 18/9/19 25/9/19 26/9/19
15 Cheruvannur SH-28 15/9/19 18/9/19 25/9/19 26/9/19
16 Azhinjillam NH-66 29/9/19 2/10/19 30/9/19 1/10/19 30/9/19 1/10/19
Survey of Truck
Muzhapilangad Operators, Cargo
17 NH-66 3/10/19 6/10/19 3/10/19 4/10/19 3/10/19 4/10/19 14/9/19 6/10/19
Toll Plaza Forwarding Agencies &
Railway Parcel Services
18 Kanhangad NH-66 3/10/19 6/10/19 3/10/19 4/10/19 4/10/19 5/10/19 WTP (On Board Survey) 20/9/19 4/10/19
Page | 4-170
4.2.3.4 Classified Traffic Volume Count (TVC) Survey

Classified Traffic Volume Count Surveys were carried out at 18 identified locations across
the study corridor. The surveys were organised during the month of September & October
2019. The traffic count surveys were conducted on 24 hours basis for 3 days (including a
weekend). Videography were used for traffic count and vehicles were counted at 15
minutes interval. Directional classified traffic volume counts were analysed to study
Average Daily Traffic (ADT), Peak Hour Flows and Traffic Composition. A map showing
the location of traffic count and OD Surveys is shown in Figure 4-24.
Details of TVC survey locations are shown in Table 4-29. Table 4-30 gives vehicle
classification adopted for volume count survey.
Table 4-29: Traffic Volume Count Survey Locations
Between
Sl. Type of
Location Description Road SilverLine Landmarks Nearby
No. Survey
Stations
TVC and Near Royal Garden
1 Thottakadu Near Chathampara NH 66 TVM- Kollam
OD Supermarket
Syndicate Bank,
2 Kilimanoor Kilimanoor MC Road TVM- Kollam TVC Kilimanoor. HP Petrol
Pump (AK Fuels)
Indian Oil (Swagath
Karunagappally, Near Kollam- TVC and Fuels).
3 Karunagapally NH 66
Pulliman Junction Chengannur OD KC's Race Motors.
Mozart Homes Store
Between Bharanikavu Kollam -
4 Sasthamcotta SH 37 TVC Near Vijaya Castle Hotel
and Sasthamcotta. Chengannur
Travancore Support
Services PVT. Ltd., City
Kollam -
5 Adoor Bypass On Adoor Bypass MC Road TVC Building.
Chengannur
Madathilazhikathu Tyres
(MRF Franchisee)
Between Thiruvalla Chengannur- TVC and Near SBI, Ezhinjillam
6 Ezhinjillam MC Road
and Changanassery Kottayam OD Branch
Cherthala-
Between Cherthala Kottayam- Reliance Petrol Pump.
7 Cherthala Thanneermukka TVC
and Kokothamangalam Ernakulam Woodland's Restaurant
m Road
Indian Oil Petrol Pump.
Kottayam- Buddys Beauty Parlour
8 Udayamperoor Near IOC Junction SH 15 TVC
Ernakulam and Salon.
Anandhu Supermarket
Kumbalam Toll Near Kumbalam Toll Kottayam- TVC and
9 NH 66 Kumbalam Toll Plaza
Plaza Plaza (NHAI) Ernakulam OD
Vajra Marbles and
Between Kottayam and Kottayam- Granites.
10 Kumaranalloor MC Road TVC
Ettumanoor Ernakulam JB Timbers.
IG Used Furniture Store
Paliyekkara Toll Near PaliyekkaraToll Ernakulam- TVC and
11 NH 544 Paliyekkara Toll Plaza
Plaza Plaza (NHAI) Thrissur OD
Page | 4-171
Between
Sl. Type of
Location Description Road SilverLine Landmarks Nearby
No. Survey
Stations
Near Moothakunnam
Between North
Ernakulam - Bridge.
12 Moothakunnam Paravoor and NH 66 TVC
Thrissur Sree Govind Bharat Gas
Kodungalloor
Agency
Sree Viswanatha
Between Chavakkad TVC and
13 Gurupadapuri NH 66 Thrissur - Tirur Temple.
and Thiruvathra OD
Jyothi Hotel
Between Edappal and
14 Edappal SH 69 Thrissur - Tirur TVC Kumar Steels
Naduvattom
Between Cheruvannur Tirur- Ajantha Granites and
15 Cheruvannur SH 28 TVC
and Modern Bazar Kozhikode Marbles
Le Sugar Dates and
Chocolates.
Tirur- TVC and
16 Azhinjillam On Kozhikode Bypass NH 66 ChicHut.
Kozhikode OD
Coolmate Air
Conditioning
Before Muzhapilangad
Muzhapilangad Kozhikode- TVC and Muzhapilangad Toll
17 Toll Plaza (Toll plaza NH 66
Toll Plaza Kannur OD Plaza
for ROB)
Krishna Complex.
Kanhangad Between Kanhangad Kannur- TVC and Souhrida Vanitha Hotel.
18 NH 66
South and Kurundoor Kasaragod OD Pallikandathil Ayurvedic
Centre
Table 4-30: Vehicle Classification Adopted
Motorized Traffic - Passenger Motorized Traffic - Commercial
2 wheelers Goods Auto
Auto Rickshaw Light Commercial Vehicle (LCV)
Private Car (White Number Plate) : Car, Jeep, Van Truck (2 – Axle Truck, 3 – Axle Truck)
Taxi (Yellow Number Plate) : Car, Jeep, Van Multi Axle Truck (MAV), Container Trucks & Oil Tankers
KSRTC Bus AC Tractor, Tractor with Trailer
KSRTC Bus Non AC Others Goods
Private Bus AC
Private Bus NON AC
School Bus
Mini Bus
Others
Page | 4-172
Figure 4-24 Locations of Traffic Volume Count and OD Surveys
4.2.3.5 Vehicle Occupancy Survey

Vehicle Occupancy surveys conducted as part of Traffic study, provided an insight about
the number of passengers travelling by various modes at different locations. Vehicle
occupancy surveys were conducted simultaneously with traffic count survey for 24 hours
at all the 18 TVC locations on a typical working day. Survey was conducted by manual
counting on random sampling basis and mode wise occupancy of vehicle were recorded
for passengers travelling in both directions. For each direction, a minimum of 30%
samples were collected.
Page | 4-173
4.2.3.6 Origin and Destination (OD) Survey

The Origin – Destination (OD) survey was conducted to understand the existing travel
pattern on the project corridor and MC Road. OD survey of the passengers was
conducted at 9 locations along the project corridor. The study area has been divided into
197 Traffic Analysis Zones (TAZ), based on which the analysis had been carried out.
OD Survey for both Passenger and Goods vehicles are conducted simultaneously with
traffic counts on a week day for 24 hours. During this survey Trip Details viz. Origin and
Destination, Trip length, Travel Cost, Travel Time, Occupancy, Purpose, Willingness to
Shift to SilverLine, Extra Fare Willing to Pay for SilverLine etc are collected from
passengers. In case of OD survey for Goods vehicles the drivers are asked about their
Trip Details including Origin and Destination, Trip length, Commodity being carried,
Tonnage, Transportation cost, Willingness to use Roll-On- Roll-Off (RORO) services on
proposed SilverLine etc. These data is useful in determining travel pattern/characteristics
and willingness to shift to SilverLine of passenger and goods vehicles.
4.2.3.7 Stated Preference/ Willingness To Pay (WTP) Survey
Onboard Willingness to Pay survey were carried out on Buses & Trains that ply on the
identified study corridor and at Airports. This survey was conducted to understand the
user perception, Travel Characteristics and Willingness to Shift to SilverLine System.
Using the questionnaires, the user was enquired regarding their socio-economic
characteristics and travel pattern. Designed as a Stated Preference Survey, WTP would
help in assessing the user’s willingness to shift to SilverLine with several important factors
such as Cost, Time and Frequency, that may affect the decision to choose the mode of
transport for commuting. The response of the same is being used for evaluating the shift
to SilverLine from other competing modes.
The trains and buses that ply on the study corridor were identified for the purpose and
surveyed. Each Scenario in the questionnaire refers to a set or combination of Travel
Cost, Time and Frequency for both SilverLine and the present mode, for a trip length of
200 km (based on approximate distance between Thiruvananthapuram & Ernakulam and
Ernakulam & Kozhikode). Each of the six scenarios consists of variations in Travel Time,
Travel Cost and Frequency of SilverLine Service. The six scenarios considered for the
survey are given in table 4-26.
Table 4-31: WTP Survey Scenarios for Average Trip Length of 200 Km
Scenario Mode Fare (Rs) Frequency (Minutes) Travel Time (Minutes)
Mode AC Train/ AC Bus 300 120 240
Mode Sleeper/ Non AC Bus 150 90 240
1 SilverLine 500 30
90
2 SilverLine 500 60
Page | 4-174
Scenario Mode Fare (Rs) Frequency (Minutes) Travel Time (Minutes)
3 SilverLine 700 30
4 SilverLine 700 60
5 SilverLine 900 30
6 SilverLine 900 60
The user was asked to respond to the scenarios, whether under the particular scenario
he/she would be willing to Shift to SilverLine from their present mode. The responses are
classified into following distinct categories:
1 Definitely travel by present mode,
2 Probably Travel by present mode,
3 Indifferent,
4 Probably by HSR,
5 Definitely by HSR,
6 No response.
4.2.3.8 Passenger Terminal OD Survey
The interview of passengers at identified terminals (4 Airports, 4 Bus Terminals and 4
Train Terminals) were conducted to establish existing Travel Pattern of Commuters.
Details like Trip Origin, Destination, Access/ Dispersal Mode Used (Last Mile
Connectivity), Willingness to Shift to SilverLine, personal details like Occupation etc of
Air, Bus and Rail Passengers are collected. Separate questionnaires were used for
Boarding and Alighting passengers and survey was conducted for 24 hours on a typical
working day. Table 4-32 gives the list of locations were passenger OD Survey was
conducted
Table 4-32: Passenger Terminal OD Survey Locations
Sl. No. Terminal Survey Location
1 Thiruvananthapuram Airport
2 Thiruvananthapuram KSRTC Bus Terminal
3 Thiruvananthapuram Railway Station
4 Kollam Railway Junction
5 Cochin International Airport
6 Ernakulam South Railway Station
Page | 4-175
Sl. No. Terminal Survey Location
7 Ernakulam – Vytila Bus Terminal
8 Thrissur KSRTC Bus Terminal
9 Kozhikode Airport
10 Kozhikode Railway Station
11 Kozhikode Private Bus Terminal
12 Kannur Airport
4.2.3.9 Survey of Truck Operators, Cargo Forwarding Agencies and Railway Parcel
Services
Survey of truck operators and cargo forwarding agencies, located in Kerala and border
districts of Tamil Nadu and Karnataka, was conducted to collect information on the
operational characteristics of goods vehicles. The information being collected includes
type and volume of cargo transported, Origin - Destination, Operational Cost and
Willingness to Shift to RORO facilities at specified rates. To identify characteristics of
existing cargo being transported by Railway, surveys are being conducted at Railway
Parcel Services at 5 major cargo handling stations in Kerala.
The objective was to cover at least 100 truck operators and 20 freight forwarding agencies
located in Kerala, and Border districts of Tamil Nadu and Karnataka. 114 truck operators
and 27 freight forwarding agencies were covered during survey
Details of Railway Parcel Service were collected from the following stations:
• Central Railway Station, Thiruvananthapuram
• Kollam
• South Ernakulam
• Kozhikode
• Kasaragod
• Thrissur
• Kannur
4.3 DATA ANALYSIS – TRIP CHARACTERISTICS

Analysis of Traffic surveys conducted and secondary data collected as part of DPR
preparation are summarized in this chapter. The results of these analysis form the basis
of candidate traffic estimation and patronage forecast of SilverLine.
Page | 4-176
4.3.1 Classified Traffic Volume Count (TVC) Survey

Classified Traffic Volume Count Surveys were carried out across the study corridor.
Traffic Volume counts conducted at 18 locations along the project corridor provided an
insight to the traffic intensity and composition on various stretches of the corridor. Table
4-33 presents the average 24 hours traffic volume, Average Daily Traffic (ADT) (year
2019) observed at all the 18 locations.
Table 4-33: Average Daily Traffic (ADT)
Road Stretch Direction Total Direction Total

Sl.No ID Location Name
(Direction): Wise Vehicles Vehicles wise PCU PCU
Towards Kollam 19,561 20,063
1 TVC 01 Thottakadu 38,673 39,736

Towards
19,112 19,673
Thiruvananthapuram
2 TVC 02 Kilimanoor 32,713 32,009

Towards
17,215 16,943
Thiruvananthapuram
Towards Chengannur 31,495 27,032

3 TVC 03 Karunagapally 61,759 53,716

4 TVC 04 Sasthamcotta 22,448 17,957

5 TVC 05 Adoor Bypass 18,145 18,478

6 TVC 06 Ezhinjillam 28,473 29,930
Towards Kottayam 14,535 15,293
Towards Ernakulam 10,365 7,881

7 TVC 07 Cherthala 20,447 15,641

8 TVC 08 Udayamperoor 32,801 28,235

Kumbalam Toll
9 TVC 09 59,014 59,410
Plaza
10 TVC 10 Kumaranalloor Towards Ernakulam 23,010 45,229 23,759 46,609
Page | 4-177
Road Stretch Direction Total Direction Total

Sl.No ID Location Name
(Direction): Wise Vehicles Vehicles wise PCU PCU
Towards Thrissur 38,822 45,321

Paliyekkara Toll
11 TVC 11 77,639 90,382
Plaza

12 TVC 12 Moothakunnam 36,764 33,760
Towards Tirur 6,445 6,114

13 TVC 13 Gurupadapuri 13,213 12,751

14 TVC 14 Edappal 38,352 33,717
Towards Kozhikode 21,555 19,841

15 TVC 15 Cheruvannur 42,827 39,432

16 TVC 16 Azhinjillam 51,484 52,824
Towards Kannur 14,342 16,748

Muzhapilangad
17 TVC 17 28,702 33,465
Toll Plaza
Towards Kasaragod 12,306 15,000

18 TVC 18 Kanhangad South 25,047 30,313
Towards Kannur 12,740 15,313
It can be observed from the Table 4-33 that the highest traffic flow of 77,639 vehicles
(90,382 PCUs) was observed at Paliyekkara Toll Plaza (Ernakulam to Thrissur-Location
TVC 11). The lowest flow of 13,213 vehicles (12,751 PCUs) was observed at
Gurupadapuri (Tirur to Thrissur-Location 13.
Figure 4-25 represents traffic intensity along the corridor based on ADT in PCUs.
Page | 4-178
Figure 4-25 Representation of Traffic Intensity along Project Corridor

The Passenger Car Unit (PCU) values adopted for the study are as per Guidelines of
Indian Roads Congress and the same is shown in Table 4-34.
Table 4-34: PCU Values for Different Vehicle Classification
MAV/
Mini- School 2 Passenger/
Car/Taxi Bus LCV Truck Tractor+ Others
Bus Bus Wheeler Goods Auto
Trailer
1 1.5 3 3 0.5 1 1.5 3 4.5 6
4.3.2 Seasonal Correction Factor (SCF)

Seasonal Correction Factors which are derived considering fuel sales at petrol pumps
throughout the project corridor are used for estimation of Annual Average Daily Traffic
(AADT). The estimated SCF at various petrol pumps is presented in Table 4-35. SCF are
calculated separately for petrol and diesel vehicles for the month of September and
October 2019.
Page | 4-179
Table 4-35: Seasonal Correction Factors (SCF)
September October
Sl No. Petrol Pump
SCF Petrol SCF Diesel SCF Petrol SCF Diesel
1 Abdhul Vaheed Fuels, Navikulam 1.03 1.03 1.07 1.00
2 Anandam Fuels Center, Mannglapurm 0.99 1.02 0.99 0.98
3 Asoka Fuels Thalikulam, Thrissur 1.00 1.01 1.02 1.00
4 Bala krishana Fuels, Kottiamkulam 0.98 0.99 1.02 1.01
5 Benzy Fuels, Ayyottihira 1.01 0.99 1.02 1.01
6 Calicnt Mananthalathazham, Palazhr 1.00 1.00 1.00 0.99
7 Charanga TTU Fuels S.L Puram 0.99 1.00 1.03 1.00
8 Daya Petroleum, Koyilandy 0.99 1.01 1.01 0.99
9 Dev Fuels, Sakthikulangara, Kollam 0.98 1.04 1.01 0.95
10 Dilkhus Petrolium, Calicut 0.99 0.99 1.02 1.02
11 Emcee Fuels, Pilathara 1.02 1.10 1.03 1.03
12 Emmey Fuels, Triprayar 1.01 0.99 0.98 1.00
13 Frince Fuels, Acoppuzha 0.98 0.99 0.97 0.98
14 Hi point Fuels, Pathirapally 0.99 0.99 1.01 1.00
15 IBP Auto Services, Vettichira 1.04 1.09 0.93 0.89
16 K.K Mohamad and Company, Haripad 1.04 0.99 1.02 1.01
17 Kandoth, Payyanur 1.07 0.97 1.05 1.00
18 Karivellur Fuels 1.03 1.13 1.01 1.00
19 KM. Poothukaran Fuels, Engandiyur 0.98 0.99 1.02 1.00
20 Kolappuram Petrolium Agency 1.03 1.04 1.01 0.99
21 Koyilandy 1.03 1.17 1.06 1.18
22 KV Fuels, Purakkad 1.00 1.01 1.01 0.98
23 Laila Agencies , Pallippuram 0.99 0.96 0.97 1.08
24 Laxmi Selas, Calicut 1.00 1.01 0.99 0.99
25 M.S George and Company, Purakkad 1.04 1.02 1.00 0.99
Page | 4-180
September October
Sl No. Petrol Pump
SCF Petrol SCF Diesel SCF Petrol SCF Diesel
26 MadhavamVam Fuels, Puthupanam, Vadakara 0.99 1.00 0.98 1.00
27 Mambra Fuels, Edamuttam 0.99 1.00 1.03 1.01
28 Masteris Service Station 1.00 1.01 1.00 0.99
29 Matesh Fuels, Kalavoor 1.01 0.99 1.01 1.02
30 Modern Fuels, Kayamkulam 1.00 0.99 1.00 0.99
31 Nada Purayil Fuels, Nangiar kulangara 1.01 1.01 0.99 1.00
32 Nass Fuels, Kalam Kullam 1.00 1.01 0.99 0.99
33 Panannakkad 1.09 1.08 1.06 1.00
34 Royal Fuels, Chathannoor 1.02 1.00 0.97 1.01
35 Saeeram Petroleum 1.00 1.00 1.00 0.99
36 Shanti Fuels, Karuvatta 1.01 1.00 0.99 0.98
37 Shree Vinayaka Fuels, S.N Puram 1.00 0.98 0.99 0.99
38 T.C Fuels, Alappuzha 1.00 0.98 1.00 1.00
39 Thariyal Fuels, Athirthhi 1.00 1.00 0.98 0.99
40 United Trading Corporation, Monvpeedika 0.99 1.07 0.98 1.07
41 Vava Fuels, Eramallore 1.00 1.00 1.01 1.01
42 Visham Fuels Kochubila, Alamcode 1.00 0.99 0.99 1.00
Average of SCF obtained at all the fuel stations is considered as representative value for
the study and adopted SCF values are given in Table 4-36.
Table 4-36: Adopted SCF Values
September October
Sl
Sections
No. SCF_Petrol SCF_Diesel SCF_Petrol SCF_Diesel
1 Kozhikode - Kannur 1.00 1.03 1.02 1.03

2 Chengannur - Kottayam 1.01 1.00 1.00 0.99
3 Ernakulam - Thrissur 0.99 1.01 1.00 1.01
4 Kannur - Kasaragod 1.05 1.07 1.04 1.01
5 Kottayam - Ernakulam 0.99 0.99 1.01 1.01
Page | 4-181
September October
Sl
Sections
No. SCF_Petrol SCF_Diesel SCF_Petrol SCF_Diesel
6 Kollam - Chengannur 1.00 1.00 0.99 0.99

7 Tirur - Kozhikode 1.02 1.04 0.96 0.94
8 Thrissur - Tirur 1.01 0.99 1.01 1.00
9 Thiruvananthapuram - Kollam 1.00 1.01 1.00 1.00
4.3.3 Average Annual Daily Traffic (AADT)

Annual Average Daily Traffic (AADT) was estimated considering the seasonal correction
factors which are derived considering fuel sales along the corridor. AADT estimated is
given in Table 4-37
Table 4-37: Annual Average Daily Traffic
Vehicles PCU Vehicles

Sl.
Location ID Location
No.
ADT AADT ADT AADT
1 TVC 01 Thottakadu 38673 38955 39736 40107
2 TVC 02 Kilimanoor 32713 32948 32009 32298
3 TVC 03 Karunagapally 61759 61759 53716 53716
4 TVC 04 Sasthamcotta 22448 22448 17957 17957
5 TVC 05 Adoor Bypass 18145 18145 18478 18478
6 TVC 06 Ezhinjillam 28473 28561 29930 29974
7 TVC 07 Cherthala 20447 20243 15641 15485
8 TVC 08 Udayamperoor 32801 32473 28235 27952
9 TVC 09 Kumbalam Toll Plaza 59014 58424 59410 58816
10 TVC 10 Kumaranalloor 45229 44776 46609 46142
11 TVC 11 Paliyekkara Toll Plaza 77639 77858 90382 91007
12 TVC 12 Moothakunnam 36764 36776 33760 33920
13 TVC 13 Gurupadapuri 13213 13212 12751 12689
14 TVC 14 Edappal 38352 38320 33717 33555
15 TVC 15 Cheruvannur 42827 44089 39432 40783
Page | 4-182
Vehicles PCU Vehicles

Sl.
Location ID Location
No.
ADT AADT ADT AADT
16 TVC 16 Azhinjillam 51484 53154 52824 54742
17 TVC 17 Muzhapilangad Toll Plaza 28702 29464 33465 34420
18 TVC 18 Kanhangad South 25047 25546 30313 30740
4.3.4 Vehicle Composition

Classified Traffic Volume Counts also provided valuable insight into the vehicular
composition of the traffic in the study area. The overall traffic composition in terms of
AADT (total number of vehicles) is shown in Figure 4-26
Traffic Composition
Goods Auto
2% LCV Truck MAV/ Tractor-
5% 2% Trailer
Bus 2%
Mini Bus 3%
1%
TW
42%
Car/ Taxi
36%
Pass. Auto
7%
Figure 4-26 Overall Traffic Composition

Vehicular composition recorded at all locations during the traffic volume count showed
that majority of the traffic comprised of cars and two-wheelers(Cars-36% and TW-42% ).
Table 4-27 shows details of the classified vehicular traffic volume observed at each of the
survey Locations
Page | 4-183
Table 4-38: Location Wise Vehicular Composition (%)-AADT
MAV/
Goods
Sl. No. ID Location Name TW Pass. Auto Car/ Taxi Mini Bus Bus LCV Truck Tractor- Others
Auto
Trailer
12423 2030 18618 379 1676 1456 1283 679 495 10

1 TVC 01 Thottakadu
31.8% 5.2% 47.7% 1.0% 4.3% 3.7% 3.3% 1.7% 1.3% 0.0%
10557 2596 15905 293 1198 1096 733 396 251 3

2 TVC 02 Kilimanoor
32.0% 7.9% 48.2% 0.9% 3.6% 3.3% 2.2% 1.2% 0.8% 0.0%
32208 3722 19613 345 1605 2067 1269 749 724 2

3 TVC 03 Karunagapally
51.7% 6.0% 31.5% 0.6% 2.6% 3.3% 2.0% 1.2% 1.2% 0.0%
13880 1238 5430 88 754 681 299 142 120 5

4 TVC 04 Sasthamcotta
61.3% 5.5% 24.0% 0.4% 3.3% 3.0% 1.3% 0.6% 0.5% 0.0%
5320 677 9931 159 137 102 1260 427 250 60

5 TVC 05 Adoor Bypass
29.0% 3.7% 54.2% 0.9% 0.7% 0.6% 6.9% 2.3% 1.4% 0.3%
8860 1182 13992 254 1178 1316 852 595 520 3

6 TVC 06 Ezhinjillam
30.8% 4.1% 48.7% 0.9% 4.1% 4.6% 3.0% 2.1% 1.8% 0.0%
12591 2032 4389 91 397 672 255 122 66 5

7 TVC 07 Cherthala
61.1% 9.9% 21.3% 0.4% 1.9% 3.3% 1.2% 0.6% 0.3% 0.0%
8 TVC 08 Udayamperoor 16225 2187 11416 306 1061 1073 433 216 174 1
Page | 4-184
MAV/
Goods
Auto
Trailer
49.0% 6.6% 34.5% 0.9% 3.2% 3.2% 1.3% 0.7% 0.5% 0.0%
27070 2326 19132 471 1531 2954 2662 1720 1695 6

9 TVC 09 Kumbalam Toll Plaza
45.4% 3.9% 32.1% 0.8% 2.6% 5.0% 4.5% 2.9% 2.8% 0.0%
15896 3378 20157 294 2549 232 2052 530 527 43

10 TVC 10 Kumaranalloor
34.8% 7.4% 44.1% 0.6% 5.6% 0.5% 4.5% 1.2% 1.2% 0.1%
28036 3601 28886 603 3025 680 7951 2086 3439 99

11 TVC 11 Paliyekkara Toll Plaza
35.8% 4.6% 36.8% 0.8% 3.9% 0.9% 10.1% 2.7% 4.4% 0.1%
17878 1772 12871 371 1071 311 1851 478 478 14

12 TVC 12 Moothakunnam
48.2% 4.8% 34.7% 1.0% 2.9% 0.8% 5.0% 1.3% 1.3% 0.0%
6569 1776 2976 172 411 529 252 307 340 0

13 TVC 13 Gurupadapuri
49.3% 13.3% 22.3% 1.3% 3.1% 4.0% 1.9% 2.3% 2.6% 0.0%
17690 3702 13371 407 1383 289 1740 55 32 28

14 TVC 14 Edappal
45.7% 9.6% 34.6% 1.1% 3.6% 0.7% 4.5% 0.1% 0.1% 0.1%
22678 3122 11225 123 2356 703 2149 594 229 26

15 TVC 15 Cheruvannur
52.5% 7.2% 26.0% 0.3% 5.5% 1.6% 5.0% 1.4% 0.5% 0.1%
Page | 4-185
MAV/
Goods
Auto
Trailer
19616 2020 22386 331 512 372 4032 1073 1534 103
16 TVC 16 Azhinjillam
37.7% 3.9% 43.1% 0.6% 1.0% 0.7% 7.8% 2.1% 3.0% 0.2%
10011 2463 9592 226 1102 419 2854 1078 1055 37

17 TVC 17 Muzhapilangad Toll Plaza
34.7% 8.5% 33.3% 0.8% 3.8% 1.5% 9.9% 3.7% 3.7% 0.1%
8337 2188 9128 152 1099 177 1948 900 1188 48

18 TVC 18 Kanhangad South
33.1% 8.7% 36.3% 0.6% 4.4% 0.7% 7.7% 3.6% 4.7% 0.2%
Average 42.4% 6.7% 36.3% 0.8% 3.3% 2.3% 4.6% 1.8% 1.8% 0.1%
Page | 4-186
4.3.5 Peak Hour

The peak hour traffic details (year 2019) observed at all the traffic count survey locations,
including their observed peak hour time, its associated traffic and the peak hour factor at
the particular location are shown Table 4-39. The average peak hour factor was observed
to be 6.68% and the observed average peak hour PCU is 2419.
Table 4-39: Peak Hour Traffic Characteristics
Peak Hour Total

Peak
Sl.N
ID Location Road Stretch Hour
o. Vehicl Vehicle
Time PCU PCU Factor
es s
TVC Thiruvananthap
1 Thottakadu 17:00-18:00 2,609 2,495 38,673 39,736 6.28%
01 uram-Kollam
TVC Thiruvananthap
2 Kilimanoor 17:00-18:00 2,271 2,133 32,713 32,009 6.66%
02 uram-Kollam
TVC Kollam-
3 Karunagapally 10:00-11:00 4,512 3,595 61,759 53,716 6.69%
03 Chengannur
TVC Kollam-
4 Sasthamcotta 11:00-12:00 1,835 1,449 22,448 17,957 8.07%
04 Chengannur
TVC Kollam-
5 Adoor Bypass 10:00-11:00 1,238 1,223 18,145 18,478 6.62%
05 Chengannur
TVC Chengannur-
6 Ezhinjillam 17:00-18:00 2,047 1,887 28,473 29,930 6.30%
06 Kottayam
TVC Kottayam-
7 Cherthala 18:00-19:00 1,670 1,171 20,447 15,641 7.48%
07 Ernakulam
TVC Kottayam-
8 Udayamperoor 08:00-09:00 2,680 2,084 32,801 28,235 7.38%
08 Ernakulam
TVC Kumbalam Toll Kottayam-

9 08:00-09:00 4,870 3,898 59,014 59,410 6.56%
09 Plaza Ernakulam
TVC Kottayam-
10 Kumaranalloor 10:00-11:00 3,109 3,093 45,229 46,609 6.64%
10 Ernakulam
TVC Paliyekkara Toll Ernakulam-

11 17:00-18:00 5,368 5,385 77,639 90,382 5.96%
11 Plaza Thrissur
TVC Ernakulam-
12 Moothakunnam 17:00-18:00 2,693 2,309 36,764 33,760 6.84%
12 Thrissur
TVC
13 Gurupadapuri Thrissur-Tirur 16:00-17:00 990 941 13,213 12,751 7.38%
13
Page | 4-187
Peak Hour Total

Peak
Sl.N
ID Location Road Stretch Hour
o. Vehicl Vehicle
Time PCU PCU Factor
es s
TVC
14 Edappal Thrissur-Tirur 09:00-10:00 2,503 2,106 38,352 33,717 6.25%
14
TVC
15 Cheruvannur Tirur-Kozhikode 17:00-18:00 3,071 2,646 42,827 39,432 6.71%
15
TVC
16 Azhinjillam Tirur-Kozhikode 17:00-18:00 3,555 3,191 51,484 52,824 6.04%
16
TVC Muzhapilangad Kozhikode-

17 17:00-18:00 1,971 1,951 28,702 33,465 5.83%
17 Toll Plaza Kannur
TVC Kannur-
18 Kanhangad South 17:00-18:00 1,927 1,995 25,047 30,313 6.58%
18 Kasaragod
Average 2,718 2,419 37,429 37,131 6.68%
4.3.6 Directional Split

Directional split observed at all the survey location based on both vehicles and PCU is
given in Table 4-40. No major variation in directional flow is observed. Maximum variation
observed is 47:53 at TVC 02.
Table 4-40: Directional Split (%)
Directional Directional
Split- Split-
Sl.No. TVC No. Location Direction (Down)
Vehicles(Down: PCU(Down:
Up) Up)
1 TVC 01 Thottakadu Thiruvananthapuram-Kollam 51:49 50:50
2 TVC 02 Kilimanoor Thiruvananthapuram-Kollam 47:53 47:53
3 TVC 03 Karunagapally Kollam-Chengannur 51:49 50:50
4 TVC 04 Sasthamcotta Kollam-Chengannur 51:49 50:50
5 TVC 05 Adoor Bypass Kollam-Chengannur 52:48 51:49
6 TVC 06 Ezhinjillam Chengannur-Kottayam 51:49 51:49
7 TVC 07 Cherthala Kottayam-Ernakulam 51:49 50:50
8 TVC 08 Udayamperoor Kottayam-Ernakulam 52:48 52:48
9 TVC 09 Kumbalam Toll Plaza Kottayam-Ernakulam 50:50 49:51
10 TVC 10 Kumaranalloor Kottayam-Ernakulam 51:49 51:49
Page | 4-188
Directional Directional
Split- Split-
Sl.No. TVC No. Location Direction (Down)
Vehicles(Down: PCU(Down:
Up) Up)
11 TVC 11 Paliyekkara Toll Plaza Ernakulam-Thrissur 50:50 50:50
12 TVC 12 Moothakunnam Ernakulam-Thrissur 51:49 51:49
13 TVC 13 Gurupadapuri Thrissur-Tirur 49:51 48:52
14 TVC 14 Edappal Thrissur-Tirur 49:51 48:52
15 TVC 15 Cheruvannur Tirur-Kozhikode 50:50 50:50
16 TVC 16 Azhinjillam Tirur-Kozhikode 50:50 50:50
17 TVC 17 Muzhapilangad Toll Plaza Kozhikode-Kannur 50:50 50:50
18 TVC 18 Kanhangad South Kannur-Kasaragod 49:51 49:51
4.3.7 Hourly Variation

Hourly variation of traffic is also analysed from the survey data. Figure 4-27 to Figure
4-31 show hourly variation in terms of total vehicles and PCUs at some of the important
survey locations.
Hourly Variation of Traffic

5000
4500
4000
3500
3000
2500
2000
1500
1000
500
0
In Nos. In PCUs
Figure 4-27 Hourly Traffic Variation at Karunagapally
Page | 4-189

6000
5000
4000
3000
2000
1000
0
In Nos. In PCUs
Figure 4-28 Hourly Traffic Variation at Kumbalam

6000
5000
4000
3000
2000
1000
0
In Nos. In PCUs
Figure 4-29 Hourly Traffic Variation at Paliyekkara

1200
1000
800
600
400
200
0
In Nos. In PCUs
Figure 4-30 Hourly Traffic Variation at Gurupadapuri
Page | 4-190

4000
3500
3000
2500
2000
1500
1000
500
0
In Nos. In PCUs
Figure 4-31 Hourly Traffic Variation at Azhinjillam

It can be observed that traffic volume is higher from 8 am to 8 pm and lower at other hours
of the day at all locations.
4.3.8 Daily Variation of Traffic

Daily variation of traffic was analyses from the survey data. The daily variation of
passenger and goods traffic in terms of total vehicles and PCUs at some of the important
survey locations is provided in Volume III – Part 3A Annexure VI. From the data, no
general trend in passenger traffic volumes on week and weekend were observed, and
not much variation were observed between weekend and week day traffic. But in case of
goods traffic weekend traffic was found to be less than week day traffic. There is
distinguishable variation between week and weekday goods traffic.
Maximum variation in inter-day traffic at various location is given in Table 4-41.
Table 4-41: Maximum Inter-day Traffic Variation (%)
Maximum variation in inter-day traffic (%)

Sl. No. Location ID Location
Vehicles PCU
1 TVC 01 Thottakadu 4.96 5.67
2 TVC 02 Kilimanoor 1.61 1.40
3 TVC 03 Karunagapally 9.86 8.51
4 TVC 04 Sasthamcotta 7.27 6.69
5 TVC 05 Adoor Bypass 4.11 3.79
6 TVC 06 Ezhinjillam 5.32 5.75
7 TVC 07 Cherthala 8.36 5.16
8 TVC 08 Udayamperoor 4.67 5.86
Page | 4-191
Maximum variation in inter-day traffic (%)

Sl. No. Location ID Location
Vehicles PCU
9 TVC 09 Kumbalam Toll Plaza 3.16 3.36
10 TVC 10 Kumaranalloor 8.10 8.29
11 TVC 11 Paliyekkara Toll Plaza 5.00 2.25
12 TVC 12 Moothakunnam 9.54 8.32
13 TVC 13 Gurupadapuri 9.49 10.24
14 TVC 14 Edappal 2.46 3.45
15 TVC 15 Cheruvannur 10.75 9.83
16 TVC 16 Azhinjillam 7.26 8.70
17 TVC 17 Muzhapilangad Toll Plaza 3.78 4.39
18 TVC 18 Kanhangad South 3.93 2.10
Maximum variation in inter-day traffic was observed at TVC 15, Cheruvannur (10.75%
for Vehicles and 9.83% for PCUs)
4.3.9 Vehicle Occupancy Survey

The average occupancy observed for various modes, Car, Taxi, Mini Bus and KSRTC
Bus, Private Bus was 2.27, 2.5, 13.82, 28.58 and 29.13 respectively. The average mode-
wise occupancy observed at the traffic count locations is shown in Table 4-42.
Table 4-42: Average Occupancy at Traffic Count Locations
Car/ Jeep/ 2- Mini KSRTC Private School

Location Taxi Autorickshaw
Van Wheeler Bus Bus Bus Bus
TVC 01 2.60 2.78 2.35 1.42 13.17 25.20 21.96 16.68
TVC 02 2.35 2.72 2.42 1.46 14.21 41.38 37.45 18.94
TVC 03 2.02 2.21 2.04 1.44 11.32 28.35 21.54 16.74
TVC 04 1.74 2.17 2.39 1.35 12.34 26.83 26.56 18.17
TVC 05 2.02 2.27 1.99 1.27 9.32 14.50 24.32 12.97
TVC 06 2.32 2.91 2.28 1.42 14.50 30.71 35.25 23.24
TVC 07 2.11 2.32 2.22 1.39 12.45 31.45 27.93 18.67
Page | 4-192
Car/ Jeep/ 2- Mini KSRTC Private School

Location Taxi Autorickshaw
Van Wheeler Bus Bus Bus Bus
TVC 08 2.29 2.51 2.60 1.56 13.85 25.43 25.30 13.13
TVC 09 2.48 3.02 2.45 1.42 16.16 34.72 35.38 18.34
TVC 10 2.22 2.63 2.00 1.41 14.35 22.59 27.67 22.37
TVC 11 2.28 2.51 2.44 1.38 12.67 25.86 27.23 17.90
TVC 12 2.29 3.00 2.31 1.45 21.11 36.75 36.40 27.72
TVC 13 2.29 2.27 2.13 1.39 11.54 28.05 32.67 13.80
TVC 14 2.23 2.05 1.97 1.67 16.45 28.05 28.13 23.58
TVC 15 2.68 2.36 2.19 1.38 13.44 30.33 32.45 15.83
TVC 16 2.56 2.82 2.48 1.49 16.63 32.86 29.46 15.38
TVC 17 2.40 2.23 2.20 1.38 15.38 28.22 29.25 22.99
TVC 18 1.97 2.21 2.01 1.33 9.86 23.23 25.32 12.04
Average 2.27 2.50 2.25 1.42 13.82 28.58 29.13 18.25
Based on vehicle occupancy data and traffic volume count, total daily passenger trips at
each location are calculated as given in Table 4-43. The total passengers include only
those travelling by Car, Taxi and Bus.
Table 4-43: Daily Passenger Trips (Car, Taxi and Bus)
TVC No. Location Passenger Trips - Car, Taxi & Bus Ranking
TVC 01 Thottakadu 255757 5
TVC 02 Kilimanoor 249837 6
TVC 03 Karunagapally 235198 7
TVC 04 Sasthamcotta 83927 15
TVC 05 Adoor Bypass 67973 16
TVC 06 Ezhinjillam 204196 9
TVC 07 Cherthala 59092 17
TVC 08 Udayamperoor 151602 13
Page | 4-193
TVC No. Location Passenger Trips - Car, Taxi & Bus Ranking
TVC 09 Kumbalam Toll Plaza 284511 4
TVC 10 Kumaranalloor 320296 2
TVC 11 Paliyekkara Toll Plaza 423308 1
TVC 12 Moothakunnam 196679 10
TVC 13 Gurupadapuri 48803 18
TVC 14 Edappal 196139 11
TVC 15 Cheruvannur 305776 3
TVC 16 Azhinjillam 211713 8
TVC 17 Muzhapilangad Toll Plaza 155156 12
TVC 18 Kanhangad South 129041 14
4.4 DATA ANALYSIS – TRAVEL CHARACTERISTICS
4.4.1 Origin and Destination (OD) Survey

OD survey was conducted at 9 identified locations, where the Classified Traffic Volume
Surveys were conducted. The study area has been divided into 197 Traffic Analysis
Zones (TAZ). The list of Zones and numbers are provided in Volume III – Part 3A,
Annexure III.
Based on the Origin Destination Survey, separate mode wise OD matrices for car and
taxi are developed. Both car and taxi passengers have been considered as potential
users for SilverLine.
OD matrix for Car and Taxi were formulated by combining data at all the OD survey
locations. While combining the data, due consideration was given in avoiding duplication
of vehicles. Vehicles which have already passed another OD survey location earlier
during its trip were discarded while combining data.
4.4.1.1 OD Sample Size
OD samples size for various vehicle categories at all the survey location is given in Table
4-44.
Page | 4-194
Table 4-44: OD Sample Size (%)
Total Total Total

TVC Tax Mini Bu LC Truc MA
Location Car Passeng Good Vehicle
No. i Bus s V k V
er s s
TVC 29. 53. 24. 32.

Thottakadu 10.5 64.6 38.9 30.1 38.8 31.5
01 6 6 9 3
TVC 19. 40. 60. 27.

Karunagapally 43.0 45.7 43.2 23.0 32.6 24.9
03 0 4 6 5
TVC 26. 66. 36. 16.

Ezhinjillam 35.4 36.5 49.6 29.2 25.1 28.3
06 5 8 1 4
TVC 23. 58. 44. 27.

Kumbalam Toll Plaza 7.6 40.1 27.9 27.0 29.8 27.9
09 5 8 6 4
TVC 21. 35. 21. 15.

Paliyekkara Toll Plaza 31.2 60.2 16.3 22.4 22.3 22.4
11 2 9 4 4
TVC 27. 33. 46. 35.

Gurupadapuri 12.9 40.7 40.1 28.9 37.8 31.9
13 0 7 8 8
TVC 29. 56. 78. 24.

Azhinjillam 40.1 40.9 33.4 32.2 28.6 31.3
16 9 1 1 3
TVC Muzhapilangad Toll 26. 35. 90. 39.

33.0 66.2 38.7 33.1 44.4 36.9
17 Plaza 5 1 4 6
TVC 48. 44. 76. 62.

Kanhangad South 27.3 72.6 47.5 50.9 60.4 53.7
18 6 1 3 2
4.4.2 Trip Characteristics- Car/Taxi Trip

This section discusses trip length, trip purpose and trip frequency distribution of car/taxi
passengers. Trip length distribution of Car/ Taxi trips is shown in the Figure 4-32.
Page | 4-195
>400km
2%
Trip Length Distribution
<15km
200-400km 7%
9%
150-200km
7%
100-150km 15-50km
11% 31%
50-100km
33%
Figure 4-32 Trip Length Distribution- Car/ Taxi Trips

Trips less than 50 km consists of 38% and 50- 150 km trips constitute 44% of total trips.
Trip characteristics and their attributes are considered to vary across trip purposes, hence
understanding the nature of trip purpose is important for demand assessment. The trip
purposes have been broadly categorized into four major trip purposes, viz. Work
Business, Education, Social, Tourist and Other trips. The respective share of each
category, as obtained from Road side OD Survey is shown in Figure 4-33.
Trip Purpose Distribution
OTHER
18%
WORK
TOURIST
37%
8%
SOCIAL
9%
BUSINESS
EDUCATION 25%
3%
Figure 4-33 Trip Purpose Distribution- Car/ Taxi Trips

Maximum trips were seen to be performed under the categories of Work and Business
Trips. While the least recorded share as observed from the Road-side OD survey was for
Education. Tourist trips form 8% of the total.
Trip frequency is also a descriptive characteristic which aids in analysing the nature of
trips that occurs within the study corridor. The trip frequency has been captured as daily,
Page | 4-196
weekly, monthly or occasionally. The respective share of each category, as obtained from
Road side OD Survey, is shown in Figure 4-34.
Trip Frequency Distribution

OCCASIONALLY
18%
DAILY
36%
MONTHLY
18%
WEEKLY
28%
Figure 4-34 Trip Frequency Distribution- Car/ Taxi Trips

It can be seen that the majority of the trips are Daily or Weekly (36 % and 28%
respectively).
4.4.3 Trip Characteristics - Goods Traffic

Analysis of goods traffic along project corridor provides insight into the type of commodity
being transported, trip length and trip frequency of the candidate traffic. Figure 4-35
shows trip length distribution of goods traffic observed during the OD Survey.

800-1500km >1500km
3% 3%
400-800km
9%
<50km
24%
200-400km
18%
50-100km
23%
100-200km
20%
Figure 4-35 Trip Length Distribution- Goods Vehicles
Page | 4-197
Trips less than 100 km consists of 47% and more than 100 km trips constitute 53% of
total trips. Type of commodity being transported along project corridor is important in
deciding possible diversion to proposed RORO system. 14 different categories of
commodities are considered in the analysis. Figure 4-36 shows commodity distribution
of goods traffic.
OTHERS Commodity Distribution BUILDING

7% METERIALS
10%
AGGRICULTURAL
PRODUCTSA/MILK/
FISH
EMPTY 15%
20%
CHEMICALS/FERTILI
ZERS
AUTOMOBILES 4%
4%
PETROLEUM
MINERALS AND PRODUCTS
ORES 8%
3% TEXTILE
IRON AND MACHINERY
STEEL 3%
4%
CONSTRUCTION MANUFACTURED/E
3% METERIALS HOUSE HOLD LECTRONIC GOODS
5% GOODS 5%
9%
Figure 4-36 Trip Purpose Distribution- Goods Vehicles

20% of the trucks are travelling empty. Major goods being transported are Agricultural
products/Milk/ Fish, Building materials, Household goods, and petroleum products.
Analysis trip frequency aids in analysing the nature of trips that occurs within the study
corridor. The trip frequency has been captured as daily, weekly, monthly or occasionally.
The respective share of each category, as obtained from OD Survey, is shown in Figure
4-37.
Trip Frequency Distribution

OCCASIONALLY
12%
MONTHLY DAILY
18% 36%
WEEKLY
34%
Figure 4-37 Trip Frequency Distribution- Goods Vehicles
Page | 4-198
It can be seen that the majority of the trips are Daily or Weekly (36 % and 34%
respectively).
4.4.4 Trip Contribution

Contribution of trips on the project corridors, from Kerala and neighbouring States, gives
proper insight in forecasting of trips. Table below shows the contribution of passenger
and goods trips from Kerala and neighbouring States.
Table 4-45: Trip Contribution- Passenger Trips (%)
Category/ State Kerala Tamil Nadu Karnataka Puducherry Rest of India
AC BUS-KSRTC 98.3% 0.8% 0.7% 0.1% 0.0%
AC LOW FLOOR BUS-KSRTC 96.1% 2.5% 0.7% 0.4% 0.3%
AC BUS-PVT. 93.5% 5.0% 0.4% 0.0% 1.0%
CAR/JEEP/VAN 97.2% 1.5% 0.4% 0.6% 0.3%
DELUXE BUS 87.4% 3.2% 8.0% 0.1% 1.3%
EXPRESS BUS 98.3% 1.5% 0.0% 0.0% 0.2%
FAST PASSENGER BUS 95.7% 3.6% 0.0% 0.6% 0.1%
MINI BUS 97.1% 1.7% 0.7% 0.3% 0.2%
ORDINARY BUS 98.1% 1.1% 0.3% 0.3% 0.0%
SUPER FAST BUS 97.6% 2.2% 0.0% 0.2% 0.0%
TAXI 96.4% 2.3% 0.4% 0.5% 0.4%
Majority of the passenger trips are within Kerala. In Deluxe Buses category, contribution
of Other States is higher compared to other categories.
Table 4-46: Trip Contribution- Goods Trips (%)
Category/ State Kerala Tamil Nadu Karnataka Puducherry Rest of India
TEMPO 98.1% 0.9% 0.3% 0.4% 0.4%
LCV 92.0% 4.5% 1.2% 1.0% 1.3%
2-3 AXLE TRUCK 85.1% 7.1% 4.1% 0.9% 2.7%
MULTI AXLE TRUCK 77.1% 7.1% 5.7% 2.2% 8.0%
Along the PIA, in goods vehicles, majority of the trips is within Kerala. Second major
contribution is from Tamil Nadu followed by Karnataka.
Page | 4-199
Major OD pairs identified for Goods trips are:

• Thrissur City- Ernakulam (5.29%)
• Ernakulam- Thiruvananthapuram City(2.76%)
• Kochi- Kollam City (2.53%)
• Kollam City- Thiruvananthapuram City (2.17%)
• Rest of India- Kochi (1.91%)
• Kannur city – Kozhikode City (1.88%)
4.4.5 Passenger Terminal OD Survey at Identified Airport, Bus and Train

Terminals
The interview of passengers at identified terminals (4 Airports, 4 Bus Terminals and 4
Train Terminals) were conducted to establish existing travel pattern of commuters. This
section describes characteristics of the data collected at Airport, Bus and Rail Terminals
separately.
4.4.5.1 Airports
Survey of passengers was conducted at Thiruvananthapuram, Kochi, Kannur and Calicut
International airports. This section combines data at all the airports and provides details
of general characteristics as observed (Figure 4-38 to Figure 4-45).
Religious Trip Purpose

1% Others
Recreation 3%
4%
Social
4%
Education
11% Work
40%
Business
37%
Figure 4-38 Trip Purpose Distribution- Airport
Majority of the trips are work trips followed by Business trips (together constituting 77%).
Recreational trips are only 4%.
Page | 4-200
Trip Frequency
Weekly
3%
Monthly
32%
Yearly
65%
Figure 4-39 Trip Frequency Distribution- Airport

Majority of the trips are of yearly trips (65%). Monthly trips constitute 32% and weekly
trips are only 3%.
Bus AC Bus-Govt.
Auto
3%
Accsss Mode
1% 1%
Rail
2 Wh 1%
2%
Taxi
38% Car
54%
Figure 4-40 Access Mode - Airport

Car is the major mode of access to Airport (54%) followed by Taxi (38%).
Page | 4-201
Place of Residence
No
6%
Yes
94%
Figure 4-41 Place of Residence - Airport

Majority of the respondents are Keralites (94%).
Occupation
Retired
Housewife 2% Unemployed
4% 1%
Student
9% Govt
Service
11%
Private Service
37%
Business
36%
Figure 4-42 Occupation Distribution- Airport

Occupation of majority of the respondents is Private Service and Business (37% and 36%
respectively).
Page | 4-202
Willingness
No
4%
Yes
96%
Figure 4-43 Willingness To Shift- Airport

96% of the total respondents showed willingness to shift to SilverLine.
Desired Time Saving

2-3 hrs
1%
1-2 hrs
12%
<30 min
44%
30-60 min
43%
Figure 4-44 Desired Time Saving- Airport

Desired time saving for majority of the respondents was less than 30 minutes and 30-60
minutes (44% and 43% respectively).
Page | 4-203
Extra Fare WTP

1.5 times
7%
1.25 times
37%
Same
56%
Figure 4-45 Extra Fare Willing To Pay - Airport

Most of the respondents were only willing to pay same fare (56%). 37% and 7%
expressed willingness to pay 1.25 and 1.5 times respectively.
4.4.5.2 Bus Terminal
Survey was conducted at Thiruvananthapuram KSRTC Bus Station, Ernakulam – Vytila
Bus Terminal, Thrissur KSRTC Bus Terminal and Kozhikode Private Bus Terminal. Data
at all the locations are combined and general characteristics of passengers at Bus are
given in Figure 4-46 to Figure 4-53.
Trip Purpose
Others
10%
Religious
3%
Recreation
4% Work
38%
Social
6%
Education
19%
Business
20%
Figure 4-46 Trip Purpose Distribution- Bus Terminal

Majority of the trips are work trips followed by Business Trips (together constituting 58%).
Page | 4-204
Trip Frequency
Yearly
13% Daily
24%
Monthly
30%
Weekly
33%
Figure 4-47 Trip Frequency Distribution- Bus Terminal

Majority of the trips are of Weekly trips (33%). Monthly trips constitute 30% and daily trips
are 24%.
Access Mode
Rail
3% Cycle Other Taxi
1% 2% 2 Wh
AC Bus-
4%
Pvt. Car
AC Bus-Govt. Walk
5% 3%
3%
Auto
20%
Sh. Auto
2%
Bus
57%
Figure 4-48 Access Mode - Bus Terminal

Ordinary Bus is the major mode of access mode to Bus Terminal (57%) followed by Auto
Rickshaw (20%).
Page | 4-205
Place of Residence
No
1%
Yes
99%
Figure 4-49 Place of Residence - Bus Terminal

Majority of the commuters are Keralites (99%).
Occupation
Retired
Unemployed
2%
3%
Housewife
2% Govt
Service
14%
Student
20%
Private Service
Business
44%
15%
Figure 4-50 Occupation Distribution- Bus Terminal

Occupation of majority of the Bus passengers are private services (44%).
Page | 4-206
Willingness to Shift
No
3%
Yes
97%
Figure 4-51 Willingness to Shift- Bus Terminal

97% of the total commuters showed willingness to shift to SilverLine.
Desired Time Saving

3-4 hrs 4-5 hrs
3% 1%
2-3 hrs
8%
<30 min
1-2 hrs 41%
16%
30-60 min
31%
Figure 4-52 Desired Time Saving- Bus Terminal

Desired time saving for majority of the commuters is less than 30 minutes and 30-60
Page | 4-207
Extra Fare Willing to Pay

2 times 3 time
7% 1%
Same
1.5 times
39%
16%
1.25 times
37%
Figure 4-53 Extra Fare Willing To Pay- Bus Terminal

Most of the commuters are only willing to pay same fare as their existing mode (39%).
39% and 16% of respondents expressed willingness to pay 1.25 and 1.5 times of the fare
respectively.
4.4.5.3 Railway Terminals
Survey of rail passengers was conducted at Thiruvananthapuram, Kollam, Ernakulam
South and Kozhikode railway stations. Data of all the 4 locations are combined and
general characteristics as observed are given in Figure 4-54 to Figure 4-61.
Others Trip Purpose

10%
Religious
3%
Recreation
3%
Social Work
7% 36%
Education
18%
Business
23%
Figure 4-54 Trip Purpose Distribution- Railway Terminal

Majority of the trips are work trips followed by Business trips (together constituting 59%).
Page | 4-208
Trip Frequency
Yearly
8%
Daily
24%
Monthly
32%
Weekly
36%
Figure 4-55 Trip Frequency Distribution- Railway Terminal

Majority of the trips are of weekly trips (36%). Monthly trips constitute 32% and daily trips
are only 24%.
Access Mode
Rail Walk
Other
1% 4%
AC Bus-Govt. 1%
1%
Car
11%
Taxi
13%
Bus
37%
2 Wh
17%
Auto
13%
Sh. Auto
2%
Figure 4-56 Access Mode - Railway Terminal

Ordinary Bus is the major access to Railway Station (37%) followed by two wheeler
(17%).
Page | 4-209
Place of Residence
No
2%
Yes
98%
Figure 4-57 Place of Residence - Railway Terminal

Majority of the commuters are Keralites (98%).
Occupation
Retired Unemployed
4% 4%
Housewife
4%
Govt Service
20%
Student
17%
Private Service
Business 34%
17%
Figure 4-58 Occupation Distribution- Railway Terminal

Occupation of majority of the rail passengers are Private Service and Government
Service (34% and 20% respectively).
Page | 4-210
Willingness
No
2%
Yes
98%
Figure 4-59 Willingness to Shift- Railway Terminal

98% of the rail passengers showed willingness to shift to SilverLine.
Desired Time Saving

4-5 hrs
3-4 hrs 2% 5-6 hrs 6-7 hrs
3% 1% 1%
2-3 hrs
6%
1-2 hrs <30 min

11% 44%
30-60 min
32%
Figure 4-60 Desired Time Saving- Railway Terminal

Desired time saving for majority of the rail users are less than 30 minutes and 30-60
Page | 4-211
Extra Fare WTP

2 times
1.5 times 4%
10%
Same
44%
1.25 times
42%
Figure 4-61 Extra Fare Willing To Pay- Railway Terminal

Most of the rail passengers are only willing to pay same fare (44%). 42% and 10%
expressed willingness to pay 1.25 and 1.5 times respectively.
4.5 DATA ANALYSIS FROM SECONDARY SOURCES – PASSENGER TRIPS
4.5.1 Railway Reserved Passenger Data

Railway reserved passenger data were collected through Reserved Passenger Data
Warehouse of Indian Railways. Trains crossing at least 3 SilverLine stations are
considered and only AC, Sleeper and Chair Car passengers are treated as potential
users. The reserved rail passenger data collected corresponds to the year 2018 (1st
January to 31st December). List of trains considered is given in Table 4-27.
Origin Destination matrix of category-wise rail passengers matrix was developed and
Origin & destination of the trips are classified as Internal or External based on their
location. Locations within Kerala are termed internal and locations outside Kerala are
termed External.
4.5.2 Major OD Pairs

Major OD pairs are identified for trains plying through Kerala.
Internal (I) - Stations within Kerala ; External (E)- Stations outside Kerala
Major OD Pairs - within Kerala (Internal to Internal)
• Thiruvananthapuram Central- Ernakulam (1.94% of total, 6.66% of I-I)
• Thiruvananthapuram Central- Kozhikode(1.48% of total, 5.08% of I-I)
• Thiruvananthapuram Central- Thrissur (1.39% of total, 4.78% of I-I)
• Ernakulam Junction-Kozhikode (0.85% of total, 2.92% of I-I)
Page | 4-212
Major OD pairs- Internal to External

• Chennai Central- Kozhikode (1.48% of total, 3.42% of I-E)
• Thrissur- Chennai Central (1.05% of total, 2.42% of I-E)
• Ernakulam town- Chennai Central (0.83% of total, 1.93% of I-E)
• Thiruvananthapuram Central-Chennai Central (0.70% of total, 1.62% of I-E)
Major OD pairs- External to External
• Chennai Central- Mangalore Central (0.98% of total, 3.54% of E-E)
• Coimbatore Junction- Chennai Central (0.72% of total, 2.61% of E-E)
Distribution of Internal -Internal, Internal - External and External - External rail passengers
trips are shown in Figure 4-62.
Figure 4-62 Distribution of Railway Reserved Passengers
4.6 TOLL TRAFFIC DATA - SCF ESTIMATION

Monthly tollable traffic at Paliyekkara and Kumbalam toll plaza are used in assessment
of Seasonal Correction Factors. The estimated SCF for Paliyekkara and Kumbalam toll
plaza are given in tables below. However, these SCF are not used for AADT estimation,
since data of only two stretches/ toll plazas is available and it cannot be considered as
representative of entire corridor.
Page | 4-213
Table 4-47: Seasonal Correction Factors- Paliyekkara Toll Plaza
SCF
Month LMV LCV TRUCK BUS MAV TOTAL
Sep-16 0.94 0.97 1.01 1.00 1.01 0.95
Oct-16 0.92 0.88 0.95 0.95 0.95 0.92
Sep-17 1.09 1.07 1.07 1.11 1.10 1.09
Oct-17 1.16 1.03 1.06 1.00 1.09 1.13
Sep-18 1.20 0.98 0.91 1.08 0.92 1.13
Oct-18 1.05 0.93 0.94 1.09 0.95 1.03
Sept.- Average 1.08 1.01 1.00 1.07 1.01 1.06
Oct.- Average 1.05 0.95 0.98 1.01 0.99 1.03
Table 4-48: Seasonal Correction Factors- Kumbalam Toll Plaza
SCF
Month
4-6 Axle Total
Car LCV BUS Truck 3Axle
HCM/EME/MAV Vehicles
Sep-17 0.93 1.11 1.09 1.07 1.12 1.03 0.97
Oct-17 1.07 1.02 1.01 0.96 1.06 0.98 1.05
Sep-18 1.08 0.93 1.02 0.96 0.98 0.90 1.04
Oct-18 1.09 1.00 1.00 0.89 0.96 0.91 1.05
Sep-19 0.98 1.18 1.16 1.14 1.24 1.15 1.02
Oct-19 1.06 1.10 1.06 1.02 1.12 1.06 1.07
Sept.-
1.00 1.08 1.09 1.06 1.11 1.03 1.01
Average
Oct.-
1.07 1.04 1.02 0.96 1.05 0.98 1.06
Average
4.7 BUS PASSENGER TRIPS DATA - THIRUVANANTHAPURAM CENTRAL

Bus Passenger trips data from Thiruvananthapuram Central were collected for the month
of October, 2019 from KSRTC (Kerala State Road Transport Corporation). The data is
Page | 4-214
compiled to obtain route wise summary for October 2019 and the same is given in Table
4-49.
Table 4-49: Route Wise Summary - October,2019
No. of Total Total
Schedul Operate Earnings Earnings
Route Schedule Collectio Passenge
ed Km d Km per Km per Bus
s n rs
Additional Services 42 23479 20071 835895 13487 41.65 19902
Thiruvananthapuram-
115 185719 185445 10137896 17097 54.67 88156
Bangalore
Thiruvananthapuram-
30 15540 14429 452125 12786 31.33 15071
Cape
Thiruvananthapuram-
294 236558 246622 11852103 119138 48.06 40313
Coimbatore
Thiruvananthapuram-
26 15392 13638 520365 12056 38.16 20014
Erumely
Thiruvananthapuram-
31 19065 19060 815816 11683 42.80 26317
Katapana
Thiruvananthapuram-
24 25320 25302 1433217 3003 56.64 59717
Kannur
Thiruvananthapuram-
62 32116 30574 971534 26126 31.78 15670
Kanyakumari
Thiruvananthapuram-
26 15808 13982 445809 13041 31.88 17147
Kowayam
Thiruvananthapuram-
179 152288 153153 5733428 60784 37.44 32030
Kozhikode
Thiruvananthapuram-
31 14477 14472 548913 11976 37.93 17707
Kumily
Thiruvananthapuram-
21 28623 27331 1338461 3146 48.97 63736
Mangalapuram
Thiruvananthapuram-
29 18270 18293 789335 12879 43.15 27218
Mattupetty
Thiruvananthapuram-
31 50623 49415 2666427 4676 53.96 86014
Mookambika
Thiruvananthapuram-
31 18662 19242 749942 12840 38.97 24192
Munnar
Thiruvananthapuram-
40 50982 50039 2983897 5523 59.63 74597
Mysore
Thiruvananthapuram-
87 48588 47814 1788060 37482 37.40 20552
Nedumkandam
Thiruvananthapuram-
30 24270 24275 782323 4680 32.23 26077
Nilambur
Thiruvananthapuram-
178 127796 127405 4836117 67043 37.96 27169
Palakkad
Thiruvananthapuram-
44 41360 41361 1666976 25243 40.30 37886
Palani
Thiruvananthapuram-
31 11284 11648 490504 13064 42.11 15823
Pamba
Thiruvananthapuram-
27 18171 18337 975033 15851 53.17 36112
Pengamukku
Thiruvananthapuram-
31 32922 32674 1085932 7161 33.24 35030
Sulthanbathery
Thiruvananthapuram-
243 120048 119551 4574666 120789 38.27 18826
Thenkasi
Page | 4-215
No. of Total Total

Schedul Operate Earnings Earnings
Route Schedule Collectio Passenge
ed Km d Km per Km per Bus
s n rs
Thiruvananthapuram-
28 19628 19190 895607 14589 46.67 31986
Thiruvilwamal
Thiruvananthapuram-
151 88315 88328 3741586 64161 42.36 24779
Thrissur
Thiruvananthapuram-
29 24911 25155 1084850 16842 43.13 37409
Vazhikkadavu
Maximum number of bus trips and passengers are on Thiruvananthapuram- Tenkasi

and Thiruvananthapuram- Coimbatore routes. Details of total bus trips in
Thiruvananthapuram Central is given in Table 4-50.
Table 4-50: Total Bus Trips Summary - October, 2019
Total Total Total Total Total Earnings per Earnings per

trips Scheduled Km Operated Km Collection Passengers Km Bus
1891 1460215 1456806 64196817 727146 44.07 33949
4.8 DATA ANALYSIS FROM SECONDARY SOURCES - GOODS

Survey of truck operators and cargo forwarding agencies, located in Kerala and border
districts of Tamil Nadu and Karnataka, was carried out, to collect information on the
operational characteristics of goods vehicles. To identify characteristics of existing cargo
being transported by Railways, surveys are conducted regarding Railway Parcel
Services, at 5 major cargo handling stations in Kerala. This section details the
characteristics of trips as observed from data collected.
4.8.1 Data Analysis of Truck Operators

Characteristics of truck operator trips analysed from the data collected are given in Figure
4-63 to Figure 4-69.
>2000km Trip Length

9%
1000-2000km <200km
16% 21%
200-
500km
34%
500-1000km
20%
Figure 4-63 Trip Length Distribution- Truck Operator Data

Majority of the trips has a trip length between 200 and 500 km (34%). Trip length greater
than 2000 km is only 9%.
Page | 4-216
Building
Commodity Distribution Materials
Iron &
Steel Automobiles Others 5%
1% Minerals & 4% 2%
Ores
6%
Machinery
7%
Construction
Materials
1% Agricultural
Products/Milk/Fi
sh
27%
House Hold
Goods
31% Chemicals/Fertili
sers
4%
Textile Petroleum
Manufactured/E
4% Products
lectronic Goods
1%
7%
Figure 4-64 Commodity Distribution- Truck Operator Data

Majority of the goods being transported are Building materials (31%) and Agricultural
products/ Milk/ Fish (27%).
Willingness to Shift
Definitely Yes
Definitely No
6%
2%
Probably No
Probably Yes
31%
27%
Can't Say
34%
Figure 4-65 Willingness to Shift to RORO - Truck Operator Data

Only 6% respondents expressed Definitely Yes to Shift to RORO service.
Page | 4-217
Freight Charge Willing To Pay

Same Charge
1%
3/4 of Present
Charge
17%
Half of
Present
Charge
82%
Figure 4-66 Freight Charge Willing To Pay - Truck Operator Data

82% of the respondents expressed Willingness to Pay half of the present charge they are
paying. Only 1% showed willingness to pay existing charge.
Acceptable Transportation Time in RORO
1/4 of Present
Time
14%
Half of
Present
Time
86%
Figure 4-67 Acceptable Transportation Time in RORO - Truck Operator Data

86% of respondents expressed half the present time as acceptable time of transportation
in RORO.
Page | 4-218
Category Split of Goods Vehicles

Tempo
6%
Multi Axle LCV

Truck 19%
39%
Normal
Truck (2-3
Axle
Truck)
36%
Figure 4-68 Category Split of Goods Vehicles - Truck Operator Data

Major category of goods vehicles used for transport is Multi Axle Trucks (39%), followed
by 2-3 Axle trucks (36%).
Frequency
Monthly
1%
Daily
44%
Weekly
55%
Figure 4-69 Frequency Distribution- Truck Operator Data

Majority of the trips are of weekly (55%), followed by Monthly trips (44%).
4.8.2 Data Analysis of Cargo Forwarding Agencies

Characteristics of trips by cargo forwarding agencies identified from data collected are
given in Figure 4-70 to Figure 4-75.
Page | 4-219
<200km
>2000km 13%
16%
1000-2000km
16% 200-500km
29%
500-1000km
26%
Figure 4-70 Trip Length Distribution - Cargo Forwarding Agencies

Majority of the trips (29%) has a trip length between 200 and 500 km and trip length
greater than 2000km is only 16%.
Commodity Distribution
Others
6%
Automobiles Household
16% Items/
Decorative Furniture
Items 31%
3%
Stationary
items
7%
Electonic items
18%
Textile/
Readymade
Garments Raw
10% materilals/
Spare Parts
9%
Figure 4-71 Commodity Distribution- Cargo Forwarding Agencies
Majority of the goods being transported are Household Items/Furniture (31%) and
Electronic Items (18%).
Page | 4-220
Probably No Willingness To Shift

5%
Definitely Yes
18%
Can't Say
39%
Probably Yes
38%
Figure 4-72 Willingness to Shift to RORO- Cargo Forwarding Agencies

Only 18% of respondents indicated Definitely Yes to shift to RORO service.
Freight Charge Willing To Pay

One and 1/2 Charge
4%
3/4 of
Present
Charge
18%
Half of Present
Charge
78%
Figure 4-73 Freight Charge Willing To Pay - Cargo Forwarding Agencies

72% of the respondents expressed willingness to pay half of present charge. Only 4%
showed willingness to pay one and half times present charge.
Page | 4-221
Acceptable Transportation Time
1/4 of
Present
Time
32%
Half of
Present
Time
68%
Figure 4-74 Transportation Time in RORO- Cargo Forwarding Agencies

68% of respondents expressed half the present time as acceptable time of transportation
in RORO Service.
Category Split of Goods Vehicles
Tempo
3%
LCV
Multi Axle 16%
Truck
38%
Normal
Truck (2-3
Axle
Truck)
43%
Figure 4-75 Category Split of Goods Vehicles - Cargo Forwarding Agencies

Major category of goods vehicle used for transport is 2-3 Axle trucks (43%) followed by
Multi Axle trucks (38%).
4.8.3 Data Analysis of Rail Parcel Services

Characteristics of Railway Parcel Services identified from data collected are given in
Figure 4-76 and Figure 4-77.
Page | 4-222

>2000km
9%
1000-2000km
11%
<200km
500-1000km 34%
6%
200-500km
40%
Figure 4-76 Trip Length Distribution- Rail Parcel Service

Majority of the trips has a trip length of 200 and 500 km (40%) and trip length greater than
2000 km is only 9%.
Commodity Distribution
Automobiles
Stationary items 14%
6%
Textile/
Readymade
Garments
6%
Household
Items/ Furniture
52%
Raw
materilals/ Electonic
Spare Parts items
11% 11%
Figure 4-77 Commodity Distribution- Rail Parcel Service

Majority of the goods being transported are Household Items/ Furniture(52%) and
Automobiles (14%).
Page | 4-223
4.8.4 Railway Goods Traffic at Thiruvananthapuram Division

Goods/ freight traffic data in Thiruvananthapuram division is collected from Ministry of
Railways through K-Rail. The data collected have details of freight trips during April to
October, 2019. Analysis of the data is presented in this section. Summary of originating
traffic in Thiruvananthapuram division is given in Table 4-51.
Table 4-51: Originating Traffic - Summary
No. of Railway Receipts 1686
No. of wagons 36090
Invoice Weight in tonnes 2097601
Freight Charge collected, Rs. 2325033120
Net tonne kilometre, NTKM 1163773391
Summary of inward traffic in Thiruvananthapuram division is presented in Table 4-52.

Table 4-52: Inward Traffic - Summary
No of Wagons unloaded 16464
No of bags 15265900
Weight in tonnes 1045062
Major destination stations and corresponding percentage of weight of goods are given
below:
• The Ramco Cements Ltd siding, Ariyalur- 7.41%
• Devangonthi Oil Siding- 11.86%
• The Ramco Cements Limited, siding, Ichchangadu - 4.42%
• Indian Oil Corporation, siding Ferok - 14.04%
• Tirunelveli- 8.41%
Major Receiving Stations of inward traffic and corresponding percentage of weight of
goods are given below:
• Aluva- 12.97%
• Chalakudi- 10.49%
• Kalamassery- 17.60%
• Kottayam- 7.72%
• Nagercoil Junction- 7.45%
Page | 4-224
Commodity distribution of originating traffic based on weight in tonnes is given in Figure

4-78. Major goods transported are Aviation turbo fuel(27%), Fertilisers (24%) and Diesel
(24%).
SUPERIOR Commodity Distribution- Weight in Tonnes AVIATION

RAILWAY KEROSENE TURBO FUEL
MATERIAL OIL 6%
CONSIGNMENT 1%
BALLAST
5%
PETROLEUM COKE
27%
FERTILISER
24%
PETROL
(MOTOR
SPIRIT)
13% DIESEL (HIGH
SPEED DIESEL)
24%
Figure 4-78 Commodity Distribution based on Weight - Originating Traffic
Commodity distribution of originating traffic based on Net Tonne Kilometre (NTKM) is

given in Figure 4-79. Major goods transported are Aviation turbo fuel (27%), Fertiliser
(36%) and Diesel (19%).
Page | 4-225
Commodity Distribution- Net Tonne Kilometre

SUPERIOR AVIATION TURBO
KEROSENE OIL FUEL
1% 7%
PETROLEUM COKE
27%
FERTILISER
36%
PETROL (MOTOR DIESEL (HIGH

SPIRIT) SPEED DIESEL)
10% 19%
Figure 4-79 Commodity Distribution based on NTKM- Originating Traffic

Consignor distribution of originating traffic based on weight in tonnes is given in Figure
4-80. Major consignor is BPCL with 71% contribution.
Consignor Distribution- Weight in Tonnes

Railway Material
Consignment
5%
M/s Fertilizers &

Chemicals
Travancore Ltd
24%
M/s Bharat
Petroleum
Corporation Ltd
71%
Figure 4-80 Consignor Distribution based on Weight- Originating Traffic

Origin distribution of originating traffic based on weight in tonnes is given in Figure 4-81.
Major origin stations are BPCL, Irimpanam (44%) and BPCL, Kochi Refinery (27%).
Page | 4-226
Origin Distribution- Weight in Tonnes

NAGERCOIL QUILON
THRISSUR
JUNCTION JUNCTION
KOTTAYAM 1%
1% 1%
2%
FACT
SIDING/KALAMASSER
I…
BPCL KOCHI
REFINERY SIDING
FACT SIDING/ 27%
IRIMPANAM
16%
BPCL
IRIMPANAM
INSTALLATION
44%
Figure 4-81 Origin Distribution based on Weight - Originating Traffic
4.9 ESTIMATION OF POTENTIAL TRIPS

Potential trips are the most probable passengers who are potential to use SilverLine. This
section describes estimation of potential trips from Train, Car/ Taxi, bus and potential
airport trips. In case of train only AC Class, Sleeper and Chair Car passengers are
considered as potential users. In case of car/ taxi and bus passengers, the trips are
filtered from total traffic based on trip length. Details and criteria of potential trips
estimation is given in subsequent sections.
The potential trips from airport is estimated based on the terminal OD survey conducted
at each of the airport and based on the trip lengths and main mode of travel from and to
airports.
4.9.1 Potential Trips - Railway Passengers

Data of passengers travelling under reservation obtained through Railways
Datawarehouse, Centre for Railway Information Systems (CRIS) Reports and
Unreserved Ticketing System (UTS) data from Thiruvananthapuram and Palakkad
divisions of Southern Railway was used in estimation of potential trips from railway.
4.9.1.1 From CRIS Data
Data corresponding to trains crossing at least 3 SilverLine station were collected. Only
AC, Sleeper and Chair Car passengers were considered as potential users. The
Page | 4-227
passenger traffic data corresponds to the year 2018 (1st January to 31st December).
Details of the trains considered is given in Table 4-27.
Reserved Railway Passenger Data compiled from Data Warehouse is used in preparing
the OD matrix of passenger trips. Origin and destination are classified as Internal and
External based on their locations. Stations within Kerala are classified as Internal and
Outside Kerala as External. External to External trips are discarded in candidate traffic
estimation.
Potential candidate traffic from Railway Passengers for the year 2018 is 70320. Category
wise number of railway passengers is given in Table 4-53.
Table 4-53: Category Wise Rail Passengers
OD Pair 1A 2A 2S 3A CC SL All Classes
Internal –Internal 21 739 11615 2914 2734 10220 28242
Internal –External 96 2355 769 9546 311 29001 42077
External –External 57 1505 59 4646 56 20561 26885
Total 174 4599 12443 17105 3101 59782 97204
Candidate traffic (I-I + I-E) 116 3094 12384 12459 3045 39221 70320
% of Total Candidate traffic 0.2% 4.4% 17.6% 17.7% 4.3% 55.8% 100.0%
Internal (I) - Stations within Kerala ; External (E)- Stations outside Kerala
Candidate traffic = Internal – Internal(I-I) Passengers + Internal – External(I-E) Passengers.
Apart from the above data, UTS data was also collected and analysed and the details are
provided below.
4.9.1.2 From UTS Data
Unreserved ticketing data from Palakkad and Thiruvananthapuram division for the month
of November 2019 was collected from the Southern Railways. The data included source
station, destination, fare, class type and number of tickets issued from each of the
stations. A normal week data was then extracted for further analysis. During analysis
following were the assumptions considered:-
1) Trips with fare greater than Rs. 45/- per ticket was extracted. This is based on
assumption that a passenger may be travelling on an express train.
2) Season tickets were removed from the data for analysis
3) The minor stations within the major stations were made as clusters, they are:-
a. Thiruvananthapuram - TVM, TVP, KCVL, KZK
b. Kollam - QLN, VAK
c. Kottayam - KTYM, ETM
Page | 4-228
d. Ernakulam - ERS, ERN, TRTR, IPL, KLMR

e. Trissur - TCR, PUK, WKI
f. Tirur - TIR, TUA, KTU, TA, PGI
g. Kozhikode - CLT, KUL, VLL, WH
h. Kannur - CAN, CS
i. Kasargode - KGQ, KZE, BFR, MJS
4) All stations beyond Neyantinkara, Shornur, Manjeshwaram was considered as
external to SilverLine main line
5) All small stations along the project corridor coded as AGGREGATOR
Based on the above assumptions, the potential trips from UTS data is as follows:-
Table 4-54: Category Wise Rail (UTS) Passengers
ORIGIN/DESTI THIRUVANAN KOL CHENG KOTT ERNAK TRIS TIR KOZHI KAN KASAR GRAND
NATION THAPURAM LAM ANNUR AYAM ULAM SUR UR KODE NUR GODE TOTAL
THIRUVANAN 15
0 0 0 1242 1594 705 388 199 100 4385
THAPURAM 7
KOLLAM 0 0 0 0 1047 360 72 158 61 35 1732
CHENGANNU
0 0 0 0 0 358 42 82 30 12 523
R
KOTTAYAM 1200 0 0 0 0 0 39 122 59 38 1458
118
ERNAKULAM 1702 0 0 0 0 0 1212 617 216 4929
3
TRISSUR 610 427 329 0 0 0 0 0 393 111 1870
TIRUR 133 89 41 37 0 0 0 0 0 252 552
KOZHIKODE 274 157 73 109 937 0 0 0 0 0 1550
KANNUR 139 83 29 51 502 277 0 0 0 0 1080
25
KASARGODE 89 52 18 46 204 120 0 0 0 780
1
GRAND 199 181 56

4147 489 1485 4285 1960 1359 763 18860
TOTAL 2 9 0
The potential traffic (Internal to Internal) is estimated to be 18860 and Internal to external
trips such as trips to Chennai, Salem, Erode etc., is estimated to be 2796 trips. So, total
potential trips from UTS data is estimated to be 21656 trips.
Page | 4-229
4.9.2 Potential Trips - Buses

Data collected from OD survey at 9 locations is combined avoiding duplication of data.
Combined data is used to form an OD matrix of different type of buses, such as for private
AC bus, KSRTC AC and non-AC buses etc.
To avoid vehicles which might have travelled transverse to project corridor, a buffer zone
of 15 km radial distance from SilverLine alignment was considered. In order to arrive at
the target group of Car/Taxi users, trips with trip length less than 50 km are discarded, if
both origin and destination are within buffer zone. Similarly trips with trip length less than
75 km and 100 km are discarded if either origin or destination is outside buffer zone and
if both origin and destination is outside buffer zone respectively. Candidate traffic from
buses for the year 2019 are provided in the table below:-
Table 4-55: Type-Wise Bus Potential Passengers
Sl. No. Bus Type Potential Traffic

1 AC BUS-PVT. 9875
2 AC LOW FLOOR BUS-KSRTC 11433
3 AC BUS-KSRTC 17331
4 DELUXE BUS 15262
5 EXPRESS BUS 11000
6 SUPER FAST BUS 47081
7 FAST PASSENGER BUS 20691
8 ORDINARY BUS 35629
9 MINI BUS 19348
Grand Total Sl.No. 1 to Sl.No. 7 132673
4.9.3 Potential Trips - Cars/ Taxi

Data collected from OD survey at 9 locations is combined avoiding duplication of data.
Combined data is used to form an OD matrix of Car and Taxi trips.
To avoid vehicles which might have travelled transverse to project corridor, a buffer zone
of 15 km radial distance from SilverLine alignment was considered. In order to arrive at
the target group of Car/Taxi users, trips with trip length less than 50 km are discarded, if
both origin and destination are within buffer zone. Similarly trips with trip length less than
75 km and 100 km are discarded if either origin or destination is outside buffer zone and
if both origin and destination is outside buffer zone respectively. Candidate traffic from
Car/Taxi is estimated as 158271 for the year 2019.
Page | 4-230
4.9.3.1 Major OD Pairs

Major OD pairs in the identified candidate traffic for Car/ Taxi trips are given below.
Percentage contribution of each OD pair is also given:
• Thrissur- Ernakulam (5.71%)
• Kollam City- Thiruvananthapuram City (5.23%)
• Kannur city – Kozhikode City (4.01%)
• Ernakulam- Thrissur City (1.76%)
• Ernakulam- Thiruvananthapuram City(1.66%)
• Kasaragod Town- Kannur City(1.56%)
4.9.4 Potential Trips from Airport

Apart from above, the trips from and to airports are also found to be potential as the four
airports are accessed by both private and public transport modes by the air travellers. To
arrive at potential trips, the airport survey samples were extrapolated to the passenger
(by type – International & domestic) handled at each airport. The passenger traffic
handled by each of the airport in the month of October 2019 are provided in the Table 4-56
provided below.
Table 4-56: Passenger traffic handled at airports in Kerala – October 2019
Monthly Traffic Daily

Airport International Domestic International Domestic Total
Thiruvananthapuram 183076 133949 5906 4321 10227
Calicut 219117 38225 7068 1233 8301
Cochin 387415 423261 12497 13654 26151
Kannur 65776 70503 2122 2274 4396
Source: AAI Passenger handled in 2019 - Annexure IIIA, B & C
From the above table and based on the proposed alignment of SilverLine, there is
potential to shift trips from Cochin International Airport (CIAL) and Thiruvananthapuram
International Airport (TRV) as it is located along the proposed SilverLine alignment. To
arrive at potential trips from airports, following assumptions are considered:-
a) All trips greater than 150Km trip length are considered as potential trips.
b) Trips within the trip length of 100Km to 150Km and done by using public transport
modes such as Rail and bus are considered as potential trips.
c) Apart from airport passengers, the trips made by accompanies are also considered
as potential trips. With an airport passenger and travelling by car and taxi,
additional 2 accompanies are assumed. It is assumed that atleast 2 accompanies
will be arriving at airport taxi and car to see-off or pick up airport passenger.
Page | 4-231
d) The above assumptions are subject to provision of adequate facilities at airport for
passengers by SilverLine Operator (or the Airport Authority) and also by other
interventions such as group ticketing and discounts, potter facilities and also
check-in facilities at stations. The interventions in terms of facilities to airport
passengers are necessary as there is requirement to reduce the interchange
penalty for shift of passengers to SilverLine. In absence of the above, there is lower
probability of shift from car and taxi.
Based on the above assumptions and analysis of the terminal OD data, the results based
on mode-wise distribution of passengers based on trip lengths (Trip Length Frequency
Distribution - TLFD) for Kochi airport and Thiruvananthapuram airport are provided in
Table 4-57 and Table 4-53 below.
Table 4-57: Mode-wise TLFD of Daily Airport Pax – Kochi Airport
Sl. No. Mode TL <100 TL 100-150 TL 151-200 TL 201-400 TL >400

1 Car 10326 3806 881 76 187
2 Taxi 7310 1530 194 14 7
3 2 Wh 249 173 7 0 0
4 Auto 0 0 0 0 0
5 Sh. Auto 0 0 0 0 0
6 Bus 159 7 0 0 0
7 AC Bus-Govt. 470 14 0 0 0
8 AC Bus-Pvt. 90 76 318 0 0
9 Rail 0 0 0 0 0
10 Cycle 0 0 0 0 0
11 Walk 0 0 0 0 0
12 Other 83 152 7 14 0
Total 18688 5758 1407 104 193
TL* – Trip Length
Table 4-58: Mode-wise TLFD of Daily Airport Pax – Thiruvananthapuram Airport

1 Car 1446 121 0 0 0
2 Taxi 1808 844 0 0 0
3 2 Wh 0 0 0 0 0
4 Auto 0 0 0 0 0
5 Sh. Auto 0 0 0 0 0
6 Bus 964 0 362 0 0
7 AC Bus-Govt. 0 0 0 0 0
8 AC Bus-Pvt. 0 0 0 0 0
9 Rail 362 0 0 0 0
10 Cycle 0 0 0 0 0
Page | 4-232

11 Walk 0 0 0 0 0
12 Other 0 0 0 0 0
Total 4580 964 362 0 0
TL* – Trip Length
From the above trip length distribution of passengers and assumptions as Stated above,
the potential trips from Cochin and Thiruvananthapuram airport and also the trips from
accompanies are provided in Table 4-59 below.
Table 4-59: Potential Airport Passengers
Location Daily Pax trips Daily Pax trips with accompanies

Kochi Airport 1954 4673
Thiruvananthapuram Airport 362 1085
Total 2316 5758
4.9.5 Potential Trips for RoRo

As part of SilverLine, potential for Roll-on Roll-off (RoRo) is also analysed. The data from
OD-Survey and secondary data collected from operators, railway parcel offices was
analysed to verify the OD data. As the RoRo is for a length of 529.45 Km, the potential
traffic is derived based on the following assumptions:-
a) All goods vehicle above 2-Axle was only considered. So, 2-3 Axle trucks, multi-
axle vehicles (MAVs) are considered.
b) Goods vehicles (above 2-Axle), with a trip length of 300Km and upto 800Km are
only considered. Trip length of above 300km is considered based on Vehicle
Operating Cost (VOC) and travel time of truck with or without RoRo. Less than 300
km trip length, it is observed that there will be negligible travel time savings for the
truck operator as boarding and alighting time of RoRo is in the range of 1.5 hrs
each respectively. The maximum limit of 800Km is assumed based on the trip
length and trucks travelling along the project influence area and maxim of upto
100Km at both the ends (from Thiruvananthapuram & from Kasaragod)
c) Trucks with commodities such as building materials, petroleum products, chemical
& inflammable items, construction materials and empty and not considered.
The potential traffic for RoRo is provided in the Table 4-60 below:-
Table 4-60: Potential RoRo traffic – Daily Estimate
Trip Length TEMPO LCV 2-3 A MAV Total

<50km 1162 1599 453 151 3366
50-200km 1225 2075 704 323 4327
200-300km 81 241 185 153 660
300-600km 71 302 163 127 662
600-800km 16 70 67 37 190
Page | 4-233
Trip Length TEMPO LCV 2-3 A MAV Total

800-1500km 8 23 15 43 90
>1500km 0 22 21 32 74
Total 2562 4332 1609 867 9369
4.10 STATED PREFERENCE/ WILLINGNESS TO PAY (WTP) SURVEY

Stated Preference survey was conducted at Airports, major bus terminals, on-board
buses and major trains and different class of trains along the proposed SilverLine corridor.
The regional bus, train AC, train Non AC and AC bus users were interviewed to appreciate
the personal characteristics, travel details, willingness to pay and shift to SilverLine and
opinion on preference on 6 hypothetical transport scenarios.
The data was used for development of modal equations for determining likely shift to
SilverLine. A total of 1000 responses were collected from different users along the
proposed SilverLine corridor. Willingness to Pay survey was carried to understand
the user perception, travel characteristics and willingness to shift to SilverLine
System. Each Scenario in the questionnaire refers to a set or combination of Travel
Cost, Time and Frequency for both SilverLine and the present mode, for an average
trip length of 200 km. The six scenarios considered for the study are given in
Table 4-31.
Summary of the responses are presented in Table 4-61.
Table 4-61: Scenario Wise Response – WTP Survey
Scenario Vehicle Category (%)
Response
Sce. Fa Freque AC Non AC Sleeper 1st 2nd 3rd Flig
No. re ncy Bus Bus Class AC AC AC ht
Definitely Prefer
0.4 0.4 0.0 0.0 0.0 0.0 1.2
Present Mode
Possibly Prefer
0.0 0.7 0.0 0.0 0.0 0.0 0.6
Present Mode
Indifferent 0.0 0.0 0.0 0.0 0.0 0.0 0.6

50
1 30
0 Possibly Prefer 11.
11.9 28.4 4.6 13.4 0.8 6.8
SilverLine 0
Definitely Prefer 86.

87.7 70.5 95.4 86.6 99.2 93.2
SilverLine 6
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0
50 Definitely Prefer
2 60 0.4 0.4 0.0 1.2 0.0 0.0 1.2
0 Present Mode
Page | 4-234
Response
Possibly Prefer
0.0 0.7 0.0 0.0 0.0 0.0 0.6
Present Mode
Indifferent 0.0 0.0 0.0 0.0 0.0 0.0 0.6
Possibly Prefer 16.

17.2 39.6 17.4 18.3 3.1 9.4
SilverLine 3

82.4 59.4 82.6 80.5 96.9 90.6
SilverLine 4
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0
Definitely Prefer
7.0 1.8 8.2 9.8 1.6 0.0 4.2
Present Mode
Possibly Prefer
12.3 17.3 22.7 2.4 7.9 6.0 6.0
Present Mode
Indifferent 0.0 4.0 5.5 0.0 0.8 0.0 4.8

70
3 30
63.1 65.3 50.0 41.5 52.8 48.7
SilverLine 8

17.6 11.6 13.6 46.3 37.0 45.3
SilverLine 1
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0

13.9 9.1 22.9 14.8 3.1 0.9
Present Mode 9
Possibly Prefer
14.3 32.4 17.4 25.9 8.7 6.0 8.5
Present Mode
Indifferent 0.0 9.1 4.6 0.0 0.8 0.0 6.7

70
4 60
61.9 41.8 49.5 33.3 50.4 47.9
SilverLine 0

9.8 7.6 5.5 25.9 37.0 45.3
SilverLine 9
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0
90 Definitely Prefer 22.

5 30 28.4 31.0 41.8 59.4 4.9 16.5
0 Present Mode 6
Page | 4-235
Response
Possibly Prefer 43.

53.0 58.6 34.7 10.1 76.4 44.0
Present Mode 8
Indifferent 1.9 4.2 7.1 0.0 2.4 2.8 8.0
Possibly Prefer 19.

15.8 6.1 14.3 27.5 13.8 29.4
SilverLine 0
Definitely Prefer
0.9 0.0 2.0 2.9 2.4 7.3 6.6
SilverLine
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0

58.2 61.0 60.9 69.2 67.5 48.6
Present Mode 2
Possibly Prefer 16.

25.5 34.4 28.3 0.0 16.3 12.8
Present Mode 1
Indifferent 1.4 1.2 2.2 0.0 0.8 1.8 6.5

90
6 60
14.4 3.5 8.7 27.7 13.0 29.4
SilverLine 0
Definitely Prefer
0.5 0.0 0.0 3.1 2.4 7.3 7.3
SilverLine
100. 100. 100. 100

Total 100.0 100.0 100.0
0 0 0 .0
A general trend observed from the data collected by M/s P.K Engineers is that as fare
increases willingness to shift to SilverLine decreases and people will prefer present mode.
People travelling by Flight and AC class are showing more willingness to shift to
SilverLine across all scenarios.
Also at same fare, as frequency decreases people are showing less willingness to shift
to SilverLine.
As per the preliminary analysis, the results are not logical. For example, the willingness
to shift to SilverLine from Sleeper Class Train is about 95% at a fare of Rs 500 (almost 3
times the current fare of Sleeper Class) and frequency of 30 min. There is a similar trend
of respondents showing higher willingness to shift to SilverLine for other Scenarios, which
seems not logical.
So, samples were selected for further analysis based on logical assumptions, such as:-
Page | 4-236
1) Daily travel commuters with monthly income less than INR 20,000/- and INR
10,000/- and Stated to shift for daily commute were removed.
2) The commuters who Stated that at higher fares, willing to shift and at lower fares,
not willing to shift were removed. This is because of lack of understating of the
scenarios by the commuters.
3) The origin and destination of the commuters which are falling majorly outside the
PIA and still Stated to shift were also removed from analysis.
Based on the above assumptions, out of 1100 samples collected from various modes,
only 380 samples were shortlisted for further analysis.
4.10.1 Mode Shift Analysis

Stated Preference surveys were conducted to determine willingness to pay, potential
mode shift and value of time of various users of SilverLine system. A well-structured
format was made describing multiple scenarios to the users under varying parameter
ranges. Mode wise binary logit models which give the probability of shifting from existing
alternatives to SilverLine were developed using the preferences indicated by the
respondents. These models are of the following form.
The purpose of Mode Shift analysis is to determine the probability of shift to SilverLine
from various modes.
e^(Gx)
P = …………. Where P = probability of shift, Gx = generalised cost
(1+ e^(Gx))
Gx = Constant + α STT+ β STC+ γ SWT + λ STR
Where,
STT = Savings in Travel Time (Including Access & Dispersal Time)
STC = Savings in Travel cost (including access & egress cost)
SWT = Savings in Waiting time
STR = Savings in number of transfer in the journey
α β γ λ = Parameters to be estimated using SP data and
Constant = constant that explains the unobserved effects
The generalised cost of different modes like Car, Bus and Train are estimated based on
the travel cost, travel time of the trips and wait time. The wait time was assumed based
on the frequency for all modes.
The parameters of the mode wise logit models were calibrated by employing maximum
likelihood method of estimation. The results of calibration for different modes w.r.t
SilverLine are provided in the table below. The signs of all the parameters are found to
be logical. All the variables that entered the model are found to be statistically significant.
Page | 4-237
The nagelkerke R square value (a robust goodness-of-fit statistic that varies between 0.6
and 0.8) for all the models is found to be reasonably good.
Table 4-62: Results from Logit Models
Travel Travel % Correct Nagelkerke

Mode Variable ASC
Time Cost Predictions R Square
1AC Coefficient -15.277 -0.147 -0.02 90.8 0.759
2AC Coefficient -1.87 -0.026 -0.016 85.4 0.680
3AC Coefficient -11.19 -0.108 -0.014 89.6 0.593
SL Coefficient -31.632 -0.288 -0.025 92.3 0.812
AC Bus Coefficient -4.056 -0.076 -0.021 91.3 0.834
Non-AC Bus Coefficient -13.651 -0.491 -0.022 90.5 0.784
The detail output and results from the model is provided in the Volume III – Part 3A:
Section 3 - iii.3 Results of Stated Preference Survey Analysis.
In case of car users, for every 25% decrease in savings of travel time and travel cost,
there will be a decrease of 10% in the shift to SilverLine. It was observed that, Travel cost
is the major factor for the mode choice of car passengers. If there is a decrease of 25%
in savings of Travel cost alone, there will be a decrease of 12% in the shift.
In case of Non AC bus users, Travel Time has major impact on mode choice compared
to travel cost. If there is a decrease of 25% in the savings of Travel cost and wait time,
then there will be a decrease of approximately 6% in the shift from existing mode to
SilverLine system.
In case of AC bus users, travel time has major impact on mode choice compared to travel
cost. If there is a decrease of 25% in the savings of travel time, then there will be a
decrease of approximately 11% in the shift from existing mode to SilverLine system.
The table below shows the probability of shift from various modes and the potential trips
in the base year:-
Table 4-63: Probability of Shift to SilverLine
Sl.No. Class Type Potential Trips Prob Shift Base Trips

1 1 AC 116 24.90% 29
2 2AC 3094 34.20% 1058
3 3AC 15535 38.80% 6028
4 SL 73230 10.30% 7543
5 AC Bus 38639 26.00% 10046
6 Non AC Bus 49803 9.70% 4831
7 Car 158271 12.00% 18993
Page | 4-238
4.11 ESTIMATED GROWTH RATES

For an efficient proposal, existing and proposed facilities are analysed for future. This
covers existing, additional and forecasted commuters for proposed SilverLine, existing
and future demand on allied infrastructure such as stations, parking etc., due to proposed
facilities.
The expected traffic growth due to a transport infrastructure plays a crucial role in
operation planning, station design, commuter facilities based on commuter footfall in that
region. Since, there are various independent variables affecting the dependent variables.
It becomes a challenge to accurately predict/estimate these growth rates. Many
uncertainties are associated with the independent variables which go into the procedure
of estimating the growth rates. The uncertainties are in the form of changes in National
economy, Government policy, socio-economic conditions of the people, changes in land
uses and development of another transportation infrastructures.
Planning of SilverLine and its viability is dependent on the projected traffic. In practice,
future traffic growth rate is influenced by numerous parameters. Therefore, while carrying
out the traffic forecast, it should be kept in mind that all the parameters are assessed at
the macro level of the country’s economy. Economic indicators like Per capita Income
(PCI), Net State Domestic Product (NSDP), Gross State Domestic Product (GSDP) and
District Domestic Product (DDP), population and vehicle registration data are associated
with the traffic growth in an Economic Model. Recognizing this, efforts are made to
carefully assess all the parameters that help in predicting the traffic demand in future
which necessitates realistic estimation of traffic growth rates. For this project traffic growth
rates are estimated using Elasticity method.
4.11.1 Approach
Future prospects of project influence area are analysed, while past trend in growth is also
considered during forecasting traffic for the hub. For long term forecasting elasticity
approach of growth rate estimation is used. The approach included following steps:-
1. Potential of Growth of various vehicle categories (car), passengers (in case of rail
passengers), and earnings (in case of bus) are separately assessed based on its
probable market share in expected multi-modal travel characteristics.
2. Per Capita Income (PCI) of Kerala is considered for determining growth rate of
private vehicles like cars and other public transport modes such as bus and rail
passengers etc.
3. Regional Economic factors such as Growth in Gross State Domestic Product
(GSDP) and Net State Domestic Product (NSDP) is also studied and checked for
determining growth rate of different types of rail and bus passengers and also
goods traffic.
Page | 4-239
4.11.2 Growth Rate in Regional Economies

Growth of traffic on the hub depends on existing development and future growth
prospects of the connecting regions. The time series data of economic indicators at
constant (2011-12) prices for the project influence area derived from the published data
by Department of statistics, Government of Kerala are presented below.
Table 4-64 Growth Rate in Regional Economies
Gross State Domestic Net State Domestic

Per Capita
Year Product (Rupee in lakhs) Product (Rs. lakhs)
Income (Rs.)
@ 2011-12 prices @ 2011-12 prices
2011-12 36404789 32802112 97912
2012-13 38769346 34861581 103551
2013-14 40278133 36470677 107846
2014-15 41995555 38213426 112444
2015-16 45121002 41115015 120387
2016-17 47928990 43839422 127729
2017-18(Q) 51369589 46988233 136225
CAGR (2011-18) 5.91% 6.17% 5.66%
4.11.3 Transport Demand Elasticity

Since, demand changes are usually because of shifts in the pattern of economic activities
in the influence area it is not appropriate to use past traffic growth trend to extend in near
future. Therefore, elasticity approach is used for future traffic forecasting which takes into
account the elasticity of transport demand and probable pattern of future growth of the
economy.
The Elasticity Method relates traffic growth due to changes in the related economic
parameters. This method studies, in an appropriate perspective, the changes in observed
past traffic volumes in the context of changes in relevant economic indicators in the
Project Influence Area (PIA), to which it was closely related in the past. Such parameters
include Net State Domestic Product (NSDP), income accruing to the major sectors of the
economy, etc. This method takes into account not only the past growth of the major
economic indicators, but also the future perspective. The elasticity based econometric
model could be derived in the following form:
LogeP = A0 + A1 Loge(EI)
Where:
P = traffic volume;
Page | 4-240
EI = Economic Indicator;
A0 = Regression constant;
A1 = Regression co-efficient (Elasticity Index).
Elasticity values for each mode is estimated using the past vehicle registration data and
the growth of PIA NSDP. The elasticity’s obtained are as presented below.
Table 4-65 Weighted Elasticity Coefficient- Other Vehicles
Weighted Elasticity Coefficient

Vehicle Type Car Taxi Bus - stage Rail Bus - Contract Car + Taxi
GSDP 2.18 -1.20 1.95 1.53 -2.46 1.92
NSDP 2.08 -2.26 1.85 0.91 -2.34 1.83
PCI 2.26 -1.23 2.01 1.59 -2.55 1.99
The above indicated elasticities for bus and car was observed to be very high and for taxi
and contract carriage buses, it was in negative. So, car and taxi vehicle registration data
was combined to arrive at revised elasticity. Similarly for bus, stage carriage and contract
carriage bus registration data was combined and it was also observed in both cases that
the values were on higher side and un-realistic. The higher elasticity values was observed
due to the source of the data selected such as vehicle registration data.
So, for car and taxi, data from toll plaza was used (for three years from Paliyekara and
Kubalam toll plaza on NH 544 and NH 66 respectively) and was observed with a growth
rate of 5.9%. Similarly for bus, the yearly earnings from bus operations received from
KSRTC was used for arriving at revised elasticity. The weighted elasticity coefficients
adopted for the study are provided in the Table 4-66 below:-
Table 4-66 Adopted Weighted Elasticity Coeff. - Bus, Rail and Pvt. Veh.
Vehicle Type Bus Rail Car & Taxi

GSDP 0.91 1.53 1.30
NSDP 0.87 0.91 1.30
PCI 0.94 1.59 1.40
Based on the above elasticity and the GDP growth rate forecast for India, growth rates
are estimated for each mode and class. For this, scenarios were created and growth rates
for each mode was assumed based on the various parameters of the scenarios. The
scenarios and the parameters along with their considerations and assumptions are
provided in the subsequent sections.
4.11.4 Scenario Development

The patronage for any regional transit system can vary based on multiple factors as there
are external factors which impacts the patronage. So, understanding of the best and the
worst cases related to ridership is a necessity. For this study, four different scenarios are
developed based on four major parameters. The scenarios are optimistic, realistic,
business-as-usual (BAU) or Do-nothing and pessimistic scenarios. The assumptions and
Page | 4-241
considerations for each scenarios varies based on the parameters such as infrastructure
developments, India’s and Kerala’s GDP forecast, additional traffic, and changes in
probability of shift from potential trips.
The scenarios and parameters are detailed out in the subsequent sections.
4.11.4.1 Pessimistic Scenario:
In this scenario, it is assumed that the infrastructure development, trip pattern and growth
estimates may slow down in the future years. The assumptions and considerations are
as follows:-
1) No additional infrastructure developments and employment generation along the
corridor.
2) No scope of additional trips from any external developments are considered.
3) The GDP growth rate shall be minimal and similar to present condition and shall
grow from 4.8% to 5.5% and moderated downwards for the future years. The GDP
growth assumed are as follows:-
Table 4-67: India’s GDP – Pessimistic Scenario
Duration Pessimistic
2016-20 4.8%
2021-25 5.5%
2026-30 5.0%
2031-35 4.5%
2036-40 3.5%
2041-45 3.0%
2046-50 2.5%
4) Potential Trips: the potential trips estimated for modes, car, taxi and rail will remain
similar to as estimated and for bus, only AC buses and express buses will be
considered.
4.11.4.2 Business As Usual – Do-nothing scenario:
In this scenario, it is assumed that the present conditions in terms of infrastructure, trip
pattern and growth estimates will prevail in the future years. The assumptions and
considerations are as follows:-
1) No additional infrastructure developments and employment generation along the
corridor: Only existing infrastructure project such as 4-laning and road
improvement projects which are under construction stage will be completed.
2) No organised feeder service for SilverLine: the feeder service will be operated by
IPTs and other private bus operators based on demand and may not be organised.
The feeder will form part of the main transit on its own as demand increases. Also,
no integration of feeder is expected with the SilverLine system.
Page | 4-242
3) The GDP forecast shall be minimal and similar to present condition and shall grow
from 4.8% to 6% and moderated downwards for the future years. The GDP growth
assumed are as follows:-
Table 4-68: India’s GDP – BAU
Duration Business as Usual

2016-20 4.8%
2021-25 6.0%
2026-30 5.0%
2031-35 4.5%
2036-40 3.5%
2041-45 3.0%
2046-50 2.5%
similar to estimated and for bus, only AC buses and express buses will be
considered.
4.11.4.3 Realistic Scenario
In this scenario, developments in infrastructure sector, employment generation and scope
for additional traffic is considered. All the developments and assumptions are achievable
without much externalities. The assumptions and considerations are as follows:-
1) All the existing and proposed road improvement projects will be completed along
with other developments in the IT and employment sector.
2) Additional traffic from two major sources such as by introduction of feeder service
and developments through Transit Orient Development (TOD) is considered.
Organised feeder will be operated by K-Rail or managed by K-Rail by integrating
with departure and arrival timings of SilverLine trains at stations. Regarding TOD,
additional land around the stations will be developed as TOD and a percent will be
considered as regional trips shifting to SilverLine. In all the cases, only 50% of the
actual trips will be considered.
3) The GDP forecast is expected to grow from the present condition up to a rate of
6.5% and moderated downwards. The growth rates are assumed based on the
economic survey & IMF forecast of 6.1% till 2021-22. The GDP growth assumed
for realistic scenarios are as follows:-
Table 4-69: India’s GDP – Realistic Scenario
Duration Realistic
2016-20 5.0%
2021-25 6.5%
2026-30 6.0%
Page | 4-243
Duration Realistic
2031-35 5.0%
2036-40 4.0%
2041-45 3.0%
2046-50 2.5%
similar as estimated and for bus, AC buses, express buses and 50% of the
potential trips from Super-Fast Passenger bus is also considered.
4.11.4.4 Optimistic Scenario
In this scenario, developments in infrastructure sector, employment generation and
additional traffic is considered. All the developments and assumptions are assumed at a
higher rate based on the various vision document of Government of Kerala and
Government of India. The assumptions and considerations are as follows:-
1) It is assumed that all highways (NHs & SHs) along the east-west direction in Kerala
shall be widened and improved to next level. This shall improve accessibility with
catchments on the eastern districts.
2) Additional traffic from two major sources such as by introduction of feeder service
and developments through Transit Orient Development (TOD) is considered. In
this scenario, 100% of the trips generated due to introduction of feeder and TOD
development is considered.
3) The GDP forecast is expected to grow from the present condition up to a rate of
7.5% and moderated downwards. The higher growth rates are assumed based on
the following:-
a. For achieving GoI’s vison of 5 trillion economy by 2025, the GDP may have
to grow at a rate of minimum 7.5% from 2020.
b. The Kerala Perspective plan 2030, also envisage a per capita GSDP to
grow at 7.5% (compounded annual growth rate) till 2030.
4) The GDP growth assumed for optimistic scenarios are as follows:-
Table 4-70: India’s GDP – Optimistic Scenario
Duration Optimistic
2016-20 6.0%
2021-25 7.5%
2026-30 7.0%
2031-35 6.5%
2036-40 4.5%
2041-45 3.0%
2046-50 2.5%
Page | 4-244
5) Potential Trips: the potential trips estimated for modes, car, taxi is assumed with
5% increase from estimated. The potential trips from rail will remain similar as
estimated and for bus, AC buses, express buses and 100% of the potential trips
from Super-Fast Passenger bus is also considered.
The summary of all the scenario is provided below.
Table 4-71: Summary of India’s GDP – All Scenarios
Duration Pessimistic Business as Usual Realistic Optimistic

2016-20 4.8% 4.8% 5.0% 6.0%
2021-25 5.5% 6.0% 6.5% 7.5%
2026-30 5.0% 5.0% 6.0% 7.0%
2031-35 4.5% 4.5% 5.0% 6.5%
2036-40 3.5% 3.5% 4.0% 4.5%
2041-45 3.0% 3.0% 3.0% 3.0%
2046-50 2.5% 2.5% 2.5% 2.5%
4.11.5 Adopted Growth Rates (Passenger) – Scenario-wise

The adopted growth rates for the modes – rail, bus and car based on each scenario are
provided in the tables below:-
Table 4-72 Scenario-wise Adopted Growth Rates – Pessimistic and BAU
Scenario Pessimistic Business as Usual

Duration Rail Bus Car Rail Bus Car
2016-2020 3.5% 3.6% 4.6% 3.5% 3.6% 4.6%
2021-2025 4.0% 3.7% 4.7% 4.4% 4.1% 5.2%
2026-2030 3.6% 3.0% 4.3% 3.6% 3.0% 4.3%
2031-2035 2.9% 2.2% 3.2% 2.9% 2.2% 3.2%
2036-2040 2.3% 1.7% 2.2% 2.3% 1.7% 2.2%
2041-2051 1.8% 1.0% 1.9% 1.8% 1.0% 1.9%
Average 3.0% 2.5% 3.5% 3.1% 2.6% 3.6%
Table 4-73 Scenario-wise Adopted Growth Rates – Realistic and Optimistic
Scenario Realistic Optimistic

2016-2020 3.6% 3.8% 5.6% 4.4% 4.6% 6.7%
2021-2025 4.7% 4.9% 5.8% 5.4% 5.7% 8.4%
2026-2030 4.4% 4.1% 5.4% 5.1% 5.3% 5.6%
2031-2035 3.3% 2.7% 4.0% 4.7% 4.9% 4.7%
2036-2040 2.6% 2.2% 2.9% 3.3% 3.4% 3.2%
2041-2051 1.8% 1.1% 1.9% 2.2% 2.3% 1.9%
Page | 4-245
Scenario Realistic Optimistic

Average 3.4% 3.1% 4.3% 4.2% 4.4% 5.1%
From the above tables, in all scenarios, the growth rates for the duration is adopted till
2051 instead of the growth rates provided in duration 2041-2051. This is based on the
other studies in which, all the DPR has used growth rates near to 2% for the FY 25 to FY
30.
For the airport trips, the growth rates were estimated based on the linear trend of
passenger traffic handled at airports, which are in the range of 1.8% to 1.9% annual
growth rates. The same is applied to airport trips.
The above growth rates were applied to the base trips arrived based on the probability of
shift and the patronage for SilverLine is estimated for each of the scenarios. The daily
ridership from the commissioning year to the horizon year is estimated and generated
traffic from other sources such as introduction of feeder, TOD/developmental traffic are
also to be combined to arrive at the final daily ridership.
4.11.6 Adopted Growth Rates for RoRo

The data used for forecast of RoRo was vehicle registration data and also toll data from
two tolls. The growth rates for RoRo is estimated based on the India GDP and Kerala
GSDP and the elasticity coefficient observed is 0.55. The coefficient was in the logical
range and was adopted for traffic forecast. The adopted growth rates for RoRo is provided
in the table below:-
Table 4-74 Adopted growth rates for RoRo
Growth Rates Truck

2016-2020 2.00%
2021-2025 2.60%
2026-2030 2.40%
2031-2035 2.00%
2036-2040 1.60%
2041-2045 1.20%
2046-2052 1.00%
4.11.7 Developmental Traffic – Trips due to TOD

Developmental traffic is that which would be generated, over and above normal growth,
because of new developments in the immediate influence area of the proposed SilverLine
stations and corridor. This type of developmental traffic is known as Transit Oriented
Development (TOD) in which catchments around the Stations would be developed.
It is proposed to acquire land for Transit Oriented Development around the SilverLine
stations. TOD is and urban concept and would generate mostly trips within the city. But,
it is also expected to generate few percentage of regional trips based on type of
Page | 4-246
developments. The duplication impact of TOD in future forecasting has been removed
while making forecasts. The major assumptions for arriving at traffic are as follows:-
a) The catchment is assumed to be 500m radius of land around each station and the
TOD details are as provided in the chapter 16.
b) It is also assumed that the actual development is 30% of the proposed
developments.
c) The FAR is assumed to be 4
d) Assumed land use break-up area for development:-
Table 4-75: Land use mix- TOD
Land use Mix % Share

Office 40.0%
Commercial 50.0%
Retail 70.0%
Hotel (Mixed land use) 20.0%
Service Apartment 10.0%
Residential 10.0%
Total Area 100.0%
e) The modal composition of trips: the modal share is assumed based on the modal
distribution in Kochi.
Table 4-76: Modal composition - TOD
Mode Office
Two Wheeler 26.0%
Car 10.0%
Taxi 0.0%
Private 36.0%
Auto 6.0%
Share Auto 1.0%
IPT (Intermediate Para Transport) 7.0%
City Bus 2.0%
Cycle 3.0%
Cycle Rickshaw 0.0%
Walk 12.0%
NMT & Walk 15.0%
MRTS 10.0%
Bus 30.0%
PT (Public Transport) 42.0%
Total 100.0%
Source: CMP for Greater Cochin Region, KMRL 2016
f) The trip rates are assumed from Feasibility study of Surat multimodal integration
study by IRSDC in 2017 for the traffic impact assessment from TOD:
Page | 4-247
Table 4-77: Trip rates - TOD
Type of Land use Trip Rate Per 1000 Sq.ft

Office 19.56
Residential 13.92
Retail 38.34
Based on the above assumptions, the traffic generated based on the land use accounts
for approximately ~3267 regional trips per days based on above assumptions. This
accounts for ~5% of the total trips generated and in optimistic scenario, 10% of the trips
are considered as out of the 10 major stations identified for TOD, all stations are proposed
to be developed with TOD concept.
4.11.8 Additional Trips due To Introduction of City Feeder Service

Trips due to introduction of organised feeder service integrating with SilverLine timings
and well connected with nearest city centre and settlement areas are also considered.
The approach used for estimation of additional trips are as follows:-
a) When feeder is introduced, it is considered as increase in length of the transit. The
spread of the transit also increase which improves the first and last mile
connectivity.
b) The study by climatrans - rapid assessment of travel demand model for delhi,
RRTS study by NCRTC, and CMP for Puducherry, Nagpur, Lucknow and various
other study indicates that as the transit length and spread increases, it attracts
additional 10-12% of trips.
c) In this study, a hypothetical approach using existing waiting time as travel time
savings was adopted. The modal shift based on revised utility equation was
generated and applied.
d) The waiting time is considered as travel time savings when feeder service is
introduced. This waiting time is additional and do not have any correlation with
waiting adopted for modal shift using the binary logit model equation for the modal
shift provided in 4.10.1.
e) The observed and adopted waiting time from the traffic survey are as follows:-
Table 4-78: Adopted Travel Time savings due to City Feeder
Mode Waiting Time (min) Adopted WT (min)

AC Train 7.3 6.5
SL 36.9 30.0
AC Bus 13.7 12.0
Non-AC Bus 11.0 10.0
f) With the revised travel time savings, revised utility/probability of shift is estimated.
The old and new probability of shift and potential trips are provided in table below:-
Page | 4-248
Table 4-79 Revised trips based on travel time savings
Sl.N Potential Shift as per SP Total New Mode New Base

Modes
o. Trips Analysis Trips Shift Trips
1 1 AC 116 24.90% 29 26.35% 31
2 2AC 3094 34.20% 1058 34.76% 1075
3 3AC 15535 38.80% 6028 41.40% 6432
4 SL 73230 10.30% 7543 15.09% 11048
5 AC Bus 38639 26.00% 10046 27.75% 10723
Non AC
6 49803 9.70% 4831 12.10% 6026
Bus
7 Car 158271 14.00% 22158 14.00% 22158
Total 51692 57493
The above trips accounts for 11.22% increase in trips if feeder service is introduced. But
near to 50% trips are considered in realistic scenario due to the assumption that only
three major cities – Kochi, Thiruvananthapuram and Kozhikode will be implemented with
higher order feeder such as MRTS/LRT/Metrolite etc.
4.11.9 Estimated Daily Ridership

Based on the estimated growth rates for each scenario and inclusion of additional traffic
based on assumptions and consideration, the brief of estimated ridership for the
forecasted years and for different scenarios, and parameters are provided in the tables
below.
Page | 4-249
Table 4-80 Estimated Ridership – Pessimistic Scenario
Total Daily Total with Total with

Total with Airport
Year Rail Bus Car Ridership (from Airport trips & Airport trips,
trips
Existing modes) Feeder Feeder & TOD
2025-26 11329 15655 25041 52025 54583 - -
2029-30 13066 17645 29643 60354 63069 - -
2041-42 17835 22265 41255 81355 84567 - -
2052-53 21620 24897 50824 97341 101085 - -
Table 4-81 Estimated Ridership – Business as Usual Scenario

Total with Airport
trips
2025-26 18776 18798 25559 63133 65724 - -
2029-30 21656 21188 30255 73099 75892 - -
2041-42 29568 26736 42106 98410 101869 - -
2052-53 35841 29895 51870 117606 121770 - -
Page | 4-250
Table 4-82 Estimated Ridership – Realistic Scenario

Total with Airport
trips
2025-26 19133 19583 26623 65339 71779 76667 79934
2029-30 22695 22954 32829 78478 85421 91150 94672
2041-42 32212 30711 49392 112315 120916 128580 132944
2052-53 39048 34767 60850 134665 145018 153694 158946
Table 4-83 Estimated Ridership – Optimistic Scenario

Total with Airport
trips
2025-26 19944 26430 42986 89360 95800 105828 114764
2029-30 24320 32510 53421 110251 117194 129529 139164
2041-42 38625 52694 84649 175968 184569 204562 216498
2052-53 48965 67502 104283 220750 231103 256713 271080
Page | 4-251
The summary of the daily ridership estimate including airport trips, additional traffic due
to introduction of city feeder service and traffic from TOD is provided in table below:-
Table 4-84 Daily Ridership Estimate - Summary
Scenario Pessimistic Business as Usual Realistic Optimistic

2025-26 54583 65724 79934 114764
2029-30 63069 75892 94672 139164
2041-42 84567 101869 132944 216498
2052-53 101085 121770 158946 271080
From the above table it is observed that the daily ridership varies between ~54,000 to
~1,14,000 in the commissioning year and ~1,01,000 to ~2,71,000 in the horizon year for
each of the scenarios. Based on the approach and initiatives taken by the K-Rail such as
discussion with representatives of Airport Authority, TOD land bank project (already under
tendering stage), strategies adopted to bring last-mile connectivity, it is expected that the
ridership may reach as provided in the realistic scenario. So, for further analysis and
estimations of rolling stock, station design etc., the daily ridership estimate of the realistic
scenario is considered.
4.11.10 Station-wise Loading: Sectional Load

Station wise boarding and alighting of passengers for the proposed SilverLine, between
Thiruvananthapuram and Kasaragod, is estimated considering the probability of shift from
the respective mode of transport (i.e. Bus, Train & Car) and the potential traffic estimated
based on Stated preference survey and OD survey.
The daily boarding and alighting at SilverLine stations and the section load for horizon
years 2025-26, 2029-30, 2041-42 and 2052-53 are presented in table 4-86 to table 4-87.
Peak hour boarding and Alighting and Section Load (PHPDT) summary is presented in
table 4-88 and table 4-89.
Page | 4-252
Table 4-85 Daily Boarding and Alighting (inc. Thiruvananthapuram Airport)
Boarding (Daily) Alighting (Daily)

Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thiruvananthapuram Airport 710 740 970 1,160 650 680 890 1,100
Thiruvananthapuram 16,100 20,430 29,030 34,700 15,010 18,970 26,950 32,200
Kollam 4,820 5,790 8,390 10,040 4,740 5,690 8,230 9,900
Chengannur 2,530 3,080 4,550 5,500 2,470 3,000 4,430 5,400
Kottayam 5,080 6,130 8,850 10,560 5,140 6,200 8,930 10,700
Ernakulam 14,400 17,340 25,010 29,900 14,240 17,230 24,790 29,600
Kochi Airport 3,480 3,830 5,410 6,440 3,460 3,830 5,400 6,400
Thrissur 8,190 9,380 11,730 14,020 8,320 9,580 12,200 14,600
Tirur 2,700 2,480 3,660 4,390 2,610 2,440 3,600 4,300
Kozhikode 10,790 12,130 15,040 17,920 11,430 12,810 15,820 18,800
Kannur 7,920 9,520 14,150 16,930 8,420 10,110 15,050 18,000
Kasargod 3,070 3,700 5,990 7,190 3,330 4,010 6,490 7,800
Total 79,800 93,800 131,800 157,600 79,150 93,850 131,900 157,700
From the above indicated line loadings, it was decided by the KRDCL Board to construct the Thiruvananthapuram Airport station at later
stage based on the future demand. However, the proposed LRT/Metrolite for Thiruvananthapuram city may also be used to bring airport
passengers to the Thiruvananthapuram SilverLine station or other systems such as Automated People Movers (APMs), Personalised
Rapid transit (PRT – PODS) etc., may also be studied.
Table 4-86 Daily Ridership - Boarding and Alighting

Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thiruvananthapuram 16,030 20,490 29,040 34,720 14,800 18,910 26,800 32,000
Kollam 5,210 5,790 8,710 10,410 5,160 5,690 8,570 10,300
Chengannur 2,530 3,080 5,190 6,270 2,470 3,000 5,120 6,200
Kottayam 5,090 6,130 8,850 10,560 5,150 6,200 8,930 10,700
Ernakulam 14,850 18,020 25,010 29,900 14,730 17,960 24,790 29,600
Kochi Airport 3,490 3,830 5,410 6,440 3,470 3,830 5,400 6,400
Page | 4-253

Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thrissur 8,200 9,380 11,730 14,020 8,330 9,580 12,200 14,600
Tirur 2,700 2,480 3,660 4,390 2,620 2,440 3,600 4,300
Kozhikode 10,810 12,130 15,040 17,920 11,440 12,810 15,820 18,800
Kannur 7,930 9,520 14,150 16,930 8,430 10,110 15,050 18,000
Kasargod 3,080 3,700 5,990 7,190 3,340 4,010 6,490 7,800
Total 79,900 94,550 132,800 158,750 79,950 94,550 132,750 158,700
Table 4-87 Daily Ridership - Sectional Load
Forward Reverse
Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thiruvananthapuram 0 0 0 0 14,800 18,910 26,800 32,050
Kollam 16,030 20,490 29,040 34,720 15,380 20,050 28,420 33,970
Chengannur 16,660 21,720 30,790 36,800 16,140 21,010 29,230 34,970
Kottayam 17,480 22,760 31,670 37,880 15,440 20,160 28,260 33,790
Ernakulam 16,730 21,830 30,610 36,600 16,860 20,890 30,940 37,010
Kochi Airport 18,270 22,630 33,520 40,090 17,130 20,940 31,030 37,090
Thrissur 18,560 22,680 33,620 40,180 15,590 18,560 25,320 30,260
Tirur 16,890 20,110 27,430 32,780 16,640 19,050 26,030 31,080
Kozhikode 18,020 20,640 28,200 33,660 9,040 10,820 16,690 19,970
Kannur 9,790 11,720 18,080 21,640 3,080 3,700 5,990 7,190
Kasargod 3,340 4,010 6,490 7,790 0 0 0 0
Total 18,560 22,760 33,620 40,180 17,130 21,010 31,030 37,090
Table 4-88 Peak Hour - Boarding and Alighting
Boarding (Peak Hour) Alighting (Peak Hour)

Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thiruvananthapuram 1,080 1,380 1,950 2,330 990 1,270 1,800 2,150
Kollam 380 420 630 750 370 410 620 740
Page | 4-254
Boarding (Peak Hour) Alighting (Peak Hour)

Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Chengannur 200 250 420 510 200 240 410 500
Kottayam 360 430 630 750 360 440 630 760
Ernakulam 1,170 1,420 1,970 2,350 1,160 1,410 1,950 2,330
Kochi Airport 270 300 430 510 270 300 420 500
Thrissur 600 690 860 1,030 610 700 890 1,070
Tirur 170 160 230 280 170 160 230 280
Kozhikode 760 850 1,060 1,260 800 900 1,110 1,320
Kannur 590 710 1,050 1,260 620 750 1,120 1,330
Kasargod 250 300 490 580 270 330 530 630
Total 5,830 6,910 9,720 11,610 5,820 6,910 9,710 11,610
Table 4-89 Peak Hour - Sectional Load
Forward Reverse
Station Name
2025-26 2029-30 2041-42 2052-53 2025-26 2029-30 2041-42 2052-53
Thiruvananthapuram 0 0 0 0 990 1,270 1,800 2,150
Kollam 1,160 1,480 2,090 2,500 1,110 1,440 2,050 2,450
Chengannur 1,350 1,750 2,490 2,970 1,300 1,700 2,360 2,830
Kottayam 1,240 1,610 2,240 2,680 1,090 1,420 2,000 2,390
Ernakulam 1,320 1,720 2,410 2,880 1,330 1,640 2,430 2,910
Kochi Airport 1,440 1,780 2,640 3,160 1,350 1,650 2,440 2,920
Thrissur 1,360 1,660 2,460 2,950 1,140 1,360 1,860 2,220
Tirur 1,080 1,290 1,760 2,100 1,070 1,220 1,670 2,000
Kozhikode 1,270 1,450 1,980 2,370 640 760 1,170 1,400
Kannur 730 870 1,340 1,600 230 270 440 530
Kasargod 270 330 530 630 0 0 0 0
Maximum Section Load (PHPDT) 1,440 1,780 2,640 3,160 1,350 1,700 2,440 2,920
Page | 4-255
4.12 FARE SENSITIVITY ANALYSIS

Fare sensitivity analysis is carried out to identify the indicate fare for the proposed
SilverLine and not for fare box revenue estimation. It is carried out for the base year and
commissioning year 2025-26, considering different fares (i.e. from Rs 1 per km to Rs 8
per km) for SilverLine without cost escalation and for the forecasted traffic of 2025-26.
Daily ridership for each fare was estimated and corresponding annual fare revenue was
calculated. The slab which provide maximum revenue and optimum ridership was
considered as the selected fare slab.
The fare was set based on the existing rail and bus fares. The fares are provided in table
below:-
Table 4-90 Existing Rail Fares
Sl. No Class Fare (in Rs for 200KM) Per Km (Rs.)

1 1AC 1047 5.24
2 2AC 613 3.07
3 3AC 428 2.14
4 CC 278 1.39
5 SL 120 0.60
Source: Ministry of Railways, 2019
Table 4-91 Existing Bus Fares
Sl. No Class Fare (in Rs for 200KM)* Per Km

1 Volvo 290 1.45
2 Other AC 240 1.20
3 Super Del. 200 1.00
4 Super FP 156 0.78
5 FP 150 0.75
Source: KSRTC, 2019
The per Km fare for private vehicle was observed to be Rs. 8.78 Km. This is based on
the IRC SP 30-2009. The private taxi fares are in the range of INR 14/Km. The air fares
between Kochi and Trivandrum is in the range of INR 2200/- to INR 4500/- and for
Trivandrum to Kozhikode, it is in the range of INR 3500/-.
Average trip length (weighted average of car, rail and bus) of SilverLine, for the
commissioning year 2025-26 is considered as 200 km. This is based on the weighted
average of trip length of rail, bus and car. The weightage was based on the type of trips
selected as potential trips from respective mode. As stated earlier, for rail-based, all trips
was considered; while for bus only trips from AC buses, express bus and 50% of super-
fast passenger was considered. In case of cars, all the trips which were above 100 Km
trip length and within a buffer of 15Km within PIA was considered.
From the trip length frequency distribution and based on the above, the weights for Rail
was 69%, Bus 23% and Car was observed to be 8% and average trip length for rail trips
Page | 4-256
– 202 Km, bus trips – 185Km and Car trips – 56 Km. The weighted average was observed
to be 194.56 Km and for future estimation, was rounded off to 200 Km.
The willingness to pay survey also indicates an increase of fare by 1.25 and 1.5 times by
approximately 42% AC class passengers and 7% of the sleeper class passengers
respectively. Similarly by 16% of non-ac bus users also preferred 1.5 times and 39% of
ac bus users by 1.25 times.
Comparison of annual fare revenue and daily ridership for different fares is shown in Table
4-92 and Figure 4-82.
Table 4-92 Fare Sensitivity
Fare of SILVERLINE
Daily Rider Ship (000's) Annual Fare revenue (Rs Cr)
(Rs/Km)
1 137,863 1006
1.5 121,126 1326
2 103,124 1506
2.75 79,934 1605
3 69,933 1532
3.5 55,291 1413
4 39,717 1160
5 30,527 1114
6 24,979 1094
8 17,215 1005
Figure 4-82 Fare Sensitivity Analysis
Page | 4-257
From the figure, it is observed that maximum fare revenue corresponds to a fare of Rs
2.50 – Rs 3.00 per km. Though the optimum fare for SilverLine is around Rs 2.75 per km,
considering the higher ridership at lower fares, the Government/ Authorities may finalise
appropriate fare so that the system is effectively utilised to its full capacity.
4.13 TRAVEL DEMAND FORECAST FOR RORO

The traffic forecast for RORO service, in terms of number of trucks (2-Axle and above)
based on the adopted growth rates are provided in the table below:-
Table 4-93 Estimated Daily Traffic for RoRo
Year Estimated Daily Trucks (in No.s)

2025-26 457
2029-30 502
2041-42 620
2052-53 700
From the above figures, based on the operation plan, it is observed that maximum trucks
that can be carried by RORO without impacting the passenger operations are 480 per
day. So, from 2029, the trucks expected in RORO is capped at 480 till the horizon year.
4.14 ADDITIONAL TRAFFIC SURVEYS

As part of the study, evaluation of different options that could be considered for
enhancement of ridership and better utilisation of SilverLine facilities has been
undertaken. These are based on the various factors and options considered by other rail
operators in India and abroad. Out of the above options, feasibility of operating tourist
trains, sleeper trains, restaurant car in trains and feasibility of operating aggregator
stations. The traffic surveys were conducted in the month of December 2019 and January
2020 and the results from the analysis are provided in subsequent sections.
4.14.1 Demand Assessment for Operating Tourist Trains

The tourism statistics published by the department of Tourism, Government of Kerala
indicates that, there is potential for operating tourist trains in terms of the favourite
locations and its proximity to the SilverLine alignment. Out of the top 10 locations visited
by the international tourist, 8 locations are along the proposed SilverLine alignment. The
corridor and the statistical data is provided in Figure 4-83 below:-
Page | 4-258
Source: Kerala Tourism Statistics - 2018

Figure 4-83 Top locations visited by International tourists
The details related to the present trip of the tourists and their willingness to shift to
SilverLine Tourist Train were collected through the traffic survey conducted at
Thiruvananthapuram, Kochi and Allepy. The information collected includes places visited
(in the sequence), landing point, main mode of travel, total cost of the Tour Package. The
samples selected were extrapolated to the international and domestic tourist arrival data
to arrive at yearly tourist.
The modal distribution of international and domestic tourist is provided in the Figure 4-84
below:-
Figure 4-84 Modal Distribution - Tourists
From the above figure, it is observed that 20% of the international tourist and 29% of the
domestic tourist uses train as their main mode of travel within Kerala. They are potential
trips when only mode is considered.
If affordability is to be considered, then the potential trips may reduce as the tourist trains
are proposed to be operated in the same Indian Railways Tourist train model (on lease
Page | 4-259
model by concerned STC and IRCTC). In this regard, distribution of tourist on the basis
of income was also conducted and presented in figure given below.
Figure 4-85 Income-wise distribution of Tourists
Income-wise distribution indicates that only 5% of the domestic tourist are above monthly
income range of INR 1 lakh and are willing to pay only 2.5 times the existing fare. This
shift the focus to the international tourist as they shall be the main target user group when
tourist trains are considered. The income distribution of international tourist indicates that
more than 48% of the international tourist have monthly income more than $2000/- (two
thousand dollars).
Based on the above results and willingness to shift to SilverLine, the potential trips from
international and domestic tourist are provided in the Table 4-94 below:-
Table 4-94 Potential trips – Yearly Tourist
Sl. No Mode Domestic International Total

1 AC Train 2207 29090 31297
2 Chair Car 403 541 944
3 Train Sleeper 718 541 1259
4 AC Bus 2319 14071 16390
5 Non AC Bus 820 0 820
6 Car 592 5277 5869
7 Taxi 994 16371 17365
8 Other 82 947 1029
Total 8135 66838 74973
From the above potential trips, the yearly tourist expected to shift to SilverLine is ~32,241
tourists considering international tourist and mode of travel AC train and Chair car. Bus
as per the recent discussion with the K-Rail, it is brought to the notice that, the tourism
statistics are actually duplicate in terms of the tourists are considered. Each location
visited by a tourist is separately counted and there would be duplication. Based on the
above analysis was done and found that per tourist, 2.7 was the factor arrived from the
torusit survey. So, the tourists are considered as ~11,941 in the base year.
Page | 4-260
4.14.2 Demand Assessment for Operating Aggregator Services

This survey was organised near all the identified and proposed 26 Aggregator Stations
such as Attingal, Kallambalam, Chathannur, Kundara/ Kottarakkara, Bharanikavu,
Charummodu/ Mamoodu, Pandalam, Eraviperoor, Karukachal, Ettumanoor, Piravam,
Chottanikara/Thrippunithura, Aluva, Nedumbassery Airport, Divine Nagar/ Chalakudy,
Irinjalakkuda, Sobha City, Kunnamkulam, Edappal, Parappanangadi, Feroke, Koyilandy,
Vadakara, Thalassery, Payyannur, Kanhangad.
The waiting time, existing mode of travel, access and dispersal mode to stations, travel
time, travel cost and willingness to shift and pay were recorded from the commuters.
The main approach and steps followed to arrive at ridership to aggregators stations are
as follows:-
a) Potential trips from rail, bus and taxi was identified. From rail, the potential
passengers were arrived from UTS data, the commuters travelling by all class and
with fare less than 45 per ticket was considered. From CRIS data, shorter distance
trips was identified as potential trips which was observed to be negligible.
b) Potential trips from bus was estimated based on the travellers using fast passenger
bus and 50% of the superfast passenger bus.
c) Car and taxi trips were based on generalised cost and with an average trip length
of 15Km to 100Km.
d) Potential data and for rail, different options for potential trips were prepared based
on fare as the data was mainly from source of UTS. Potential Passengers were
selected four fare option, they are Option 1: between Rs. 15 & Rs. 45, Option 1:
between Rs. 15 & Rs. 30, Option 1: between Rs. 30 & Rs. 45 and Option 4: fare less
than Rs. 15.
e) Mode-wise percentage of shift is estimated from the aggregator survey and applied
to the potential trips – Rail (65.1%), Bus (Non-Ac Bus – 25%) and Car & Taxi (5%).
f) The growth estimates considered were similar to growth rates adopted for realistic
scenario.
The daily ridership for the four options are provided in the Table 4-95 below:-
Table 4-95 Daily Ridership from Aggregator Services
Ridership for Aggregator Services

Year
Option 1 Option 2 Option 3 Option 4
2024 60834 48857 37144 33749
2028 71996 57891 44093 40095
2040 104080 83695 63753 57973
2051 126240 101528 77352 70348
From the above options, the daily ridership is varying from ~35,000 to ~60,000 in the
commissioning year. As the ridership is comparatively lower against the capital and
operating cost, the aggregator stations are proposed to be implemented later based on
the future demand and not during the commissioning year.
Page | 4-261
4.14.3 Demand Assessment for Operating Sleeper Trains.

Option of providing night trains with sleeper class is also analysed. For this, traffic survey
was conducted at major stations at both ends of the proposed alignment such as
Thiruvananthapuram, Kollam, Chengannur, Kasaragod, Kannur and Kozhikode. The
survey was also conducted at Kochi, as it is located at the centre.
The survey targeted the passengers travelling under reservation during the night time
both by AC buses and Trains (mostly travelling by 1 AC/ 2 AC/ 3 AC) and the details
related to the present trip of the passenger and their willingness to shift to Semi High
Speed Sleeper Trains along with their willingness to use sleeper class was recorded.
The figure below provides the desired timings by respondents of arrival at destination
station when started the journey at night.
Figure 4-86 Desired Timing of Arrival by Passenger
From the above figure, it is observed that 56% of the passengers wishes to reach the
destination station after 6AM and 36% wishes to arrive at destination between 4AM and
6AM.
It is also observed from the survey that the existing passengers travelling by sleeper class
are weekly travellers. The details are provided in figure below:-
Page | 4-262
Figure 4-87 Desired Timing of Arrival by Passenger
The above figure clearly indicates that most of the sleeper class travellers are weekly and
the likely trips for the SilverLine sleeper trains are provided in the Table 4-96 below.
Table 4-96 Daily and weekly trips for sleeper trains
Sl. No. Mode Daily Weekly

1 A C Train 0 192
2 CC 0 4
3 Train Sleeper 45 431
4 AC Bus 0 752
5 Non AC Bus 34 405
Total 79 1785
From the above table, it is observed that on an average, daily trips expected in 255
passengers. So, sleeper trains only on weekends – Friday, Saturday and Sunday are only
required if operated as daily expected daily patronage is low.
Page | 4-263
4.14.4 Demand Assessment for Operating Restaurant Cars

An option to introduce restaurant car within the trains are also analysed to understand
whether restaurant cars to be added to the normal coaches. The objective is to provide,
high-end Restaurant food to the passengers. The survey was conducted at major rail and
bus stations such as Thiruvananthapuram, Kollam, Ernakulam, Kozhikode and Kannur.
The survey was conducted and covered the train passengers travelling by AC Classes.
The data like present meal option during journey, issues with present mode, willingness
of the passengers to shift to SilverLine and use of Restaurant Cars was recorded. The
major results are provided in the Table 4-96 below.
Figure 4-88 Passengers Source of Food during commuting
From the above figure, it is observed that the potential users constitute 44% as they take
food from outside. The main reason for not taking food as Stated by the commuters (68%)
during journey was due to the hygiene issues.
Potential trips and probable uses of restaurant cars are provided in the Table 4-97 below:-
Table 4-97: Potential users for Restaurant cars
Sl. No. Mode Total

1 A C Train 90
2 Chair Car 2
3 Train Sleeper 505
4 AC Bus 1166
5 Non AC Bus 305
Total 2067
The above figures are inclusive of weekly and daily travellers. So, on daily basis, probable
users are expected to be ~295 passenger per day. To make the journey attractive to the
SilverLine users, it is necessary to provide good quality and high-end restaurant type food
through a reputed catering agencies, that will also increase the non-fare revenue.
Page | 4-264
4.15 CONCLUSION AND RECOMMENDATIONS

For all the future estimations, base year was considered as 2019-20, commissioning year
as 2025-26 and horizon year as 2052-53. The traffic projection covers upto 50 year (2072-
73) period for financial estimations. Elasticity approach (elasticity based econometric
model) is used for future traffic forecasting which takes into account the elasticity of
transport demand and probable pattern of future growth of the economy (regional - India
and local - Kerala). The daily ridership was estimated for four different scenarios as
Pessimistic, Business-As-usual, Realistic and Optimistic built-up based on variations in
parameters such additional infrastructure developments, additional traffic generated,
growth rates based on all India GDP and difference in mode-wise probability of shift from
potential trips. The daily ridership was observed to be varying between approx. ~54,000
daily trips in worst scenario to ~1,14,000 trips in optimistic scenario in 2025-26. The
realistic scenario is expected to generate approx. ~79,934 daily trips in 2025-26 (including
trips from airports, feeder service and TOD). This when compared with the traffic study of
high-speed rail from Thiruvananthapuram to Kasaragod done by M/s iMacS are provided
below.
Table 4-98: Comparison between HSR and SilverLine
Project HSR - Kerala SilverLine

Year of Study 2016-17 2019-20
Catchment
3.3 Cr 3.3 Cr.
Population
Length (Km) 540 529.45
Mode Choice Multinomial Logit Binary Logit
BY Ridership 85,332 (2020) 79,934 (2025)
HY Ridership 2,33,042 (2051) 1,58,946 (2052)
Feeder Nil 6%
TOD Nil 5%
Fare / Km 5 2.75
To improve the ridership during the operational years, following planning and policy
interventions are recommended: -
a) Multi-modal integration: All SilverLine stations are recommended to be developed
on multi-modal integration concept, in which users from silver-line, road, water, rail
and other modes can interchange modes with ease, conflict free and faster
transfer.
b) SilverLine to be part of mobility network: SilverLine is not to be treated as an
independent transport system and should be integrated and shall form part of
larger mobility network in Kerala involving, rail line, air, road, water and NMT
networks. Within the network, SilverLine to be of highest hierarchy.
Comprehensive mobility plans/regional mobility plans to be prepared in all districts
in line with SilverLine. KMTA is formed for Thiruvananthapuram, Ernakulam and
Kozhikode and this shall be the responsibility of the KMTA. The GoK is also taking
Page | 4-265
initiative to constitute a directorate for mobility. In case the directorate is formed,

all the transport planning related activities shall be the responsibility of the
directorate.
c) Provision of park and ride facilities at SilverLine stations. All stations shall be
provided with ample parking facility and also with electric charging points.
Discounts for park and ride shall be considered during the execution stage.
d) Provision of city feeders to provide accessibility from SilverLine stations to nearby
city centres – Central Business Districts (CBD) and other catchments. The city
feeder can be operated by the SPV or by STU (KSRTC) or by the private players.
The only requirement is to have integrate timetable and ticketing for feeder and
SilverLine.
e) Conducting periodic traffic surveys: traffic surveys including opinion surveys are to
be conducted just before commissioning to re-establish the ridership estimates,
fares and also every 3 years (minimum) during operational years. A detailed
transport model can be prepared during the next stage and update it frequently
based on any changes in the mobility pattern.
f) Provision of Travel discounts: group discounts, monthly pass, discount on return
tickets etc., may also be considered for attracting more users. The discounts
provided may be compensated by considering revenue from other non-fare
revenue sources such as:-
1) Property development
2) TOD
3) Revenue from lease of infrastructure – telecom towers (intelligent street
poles), lease of Optical fibre, lease of utility duct for transporting oil, gas etc.
4) Other commercial development.
Page | 4-266
(PART A)
CHAPTER 5
BASIC PLANNING PARAMETERS
SILVER
LINE
5 BASIC PLANNING PARAMETERS
5.1 GENERAL
The proposed new railway corridor with double lines in the State of Kerala from
Thiruvananthapuram to Kasaragod is being planned as a Semi High Speed Railway
(SILVERLINE) called “SilverLine”. Government of Kerala has taken approval of the
Ministry of Railways to build this line as a Stand-alone Semi High Speed Rail line vide
Railway Board’s letter No. 2018/Infra/12/33 dated 16.10.18.
Considering this project as a Stand-alone system, the project has been approved with
System Parameters of Semi High Speed Rail with System Speed of 200 kmph, for a
Running Time to cover the 529 kms long corridor having 11 number of stations in 4 hours
on Standard Gauge based on directions from Govt of Kerala and the Railway board.
Detailed reasons for adopting the above system parameters have been discussed in
Chapter 2.
As Govt of India (Indian Railways) is yet to evolve detailed standards for such HSR or
SHSR Lines, basic parameters followed in similar projects have been studied thoroughly
and modified appropriately for the Kerala’s Semi High Speed Rail Corridor project. These
are applicable for Standard Gauge(1435 mm) and for a system speed of 200 kmph, and
the same are shown in the Table 5-1 below. These are based on the standards prevalent
over the major railway systems in Europe, Japan, China and other countries. In
consultation with K-Rail and other experts these parameters have been worked out for a
reliable, economical and safe railway system which will meet the needs of the intra-state
passengers effectively over the next half century or so. Specific discussions on some
planning parameters are given in Civil engineering and other system chapters of this
DPR. Guidance has been drawn from the following references for arriving at the Basic
Planning Parameters given below.
(i) Railway Board’s letter No. 2018/Infra/12/33 dated 16.10.18
(ii) K-Rail’s letter no. P.4005/KRDCL/2018 dated 29.03.19
(iii) Track Alignment Design Parameters- Part 1 (European Standard, EU13803-1-
June 2010)
(iv) Technical Memorandum: Alignment Standards for Shared Use Corridors TM 1.1.6
(v) Commission Regulation (EU) No. 1299/2014 for interoperability
(vi) Various discussions with K-Rail during the study period
Nevertheless basis of design parameters for the permanent civil structure and track has
been adopted for higher speed up to 250 kmph forecasting the possibility of introduction
of higher speed tilting train on a later stage.
Page | 5-268
Table 5-1: Basic Planning Parameters

Sl.
Parameters Values
No.
Design Speed for Passenger
1 220 kmph
Trains
Maximum Permissible Speed
(System speed or Operation
1a 200 kmph
speed or Commercial speed) for
Passenger trains
Maximum Permissible Speed for
1b 120 kmph
Freight trains
Maximum Static Axle Load for
2 25.0 tonnes (metric ton or t)
design
Maximum Axle Load for
2a 16.0 tonnes
Passenger Coaching stock
2b Maximum Axle Load for RORO 22.5 tonnes
3 Spacing of Tracks 4.5 m
4a Maximum width of Rolling Stock 3.4 m

4b Maximum height of Rolling Stock 4.5 m above Rail level
Gradients
1 in 60 (Continuous steep grade to be

5 a - Ruling Gradient
limited to a length of 3 kms)
1 in 40 (Connecting ramp on non-running

5 5 b- Limiting Gradient
lines)
Level for All Stations

5 c- Station Yards (except approaches to the non-running
lines)
1 in 18 for all the first passenger loops and

for RO-RO cum Passenger loop at Kollam
6 Turn-outs
connecting the Depot. 1 in 9 for other loops
and sidings including RORO.
Page | 5-269
Sl.
Parameters Values
No.
Horizontal Curves
1850 m
(This permits an operating speed of 200
kmph though the design speed of 220 kmph
requires minimum radius of 2250 m. For
testing/ occasional train running
7 a - Minimum Permissible
international codes permit relaxation in
Radius
curvature through acceleration levels
permitted. However in future, raising of
7
speed can be further considered with
suitable adjustments of cant and cant
deficiency if required)
650 m ( Distance between centre line of

7 b - Limiting Radius for Station Station & end of Curve is to be restricted to
Approaches 2 Kms) (Exception at Thrissur due to ROB/
Land related issues)
Should ensure values not more than 2.25

mm/m for Cant gradient, 50 mm/s for rate of
7c – Minimum Transition Length
change of Cant and 55 mm/s for rate of
change of Cant deficiency
7d – Minimum length of circular 100 m (Exceptions at a few locations due to

curve or straight in between land related issues but within Exception
curves limits)
8 a - Maximum Cant 160mm
100mm
8 b - Maximum Cant Deficiency (240mm required for Tilting Coaches for
8 250 kmph while introducing later)
100mm (To be re-verified when Goods

8 c- Maximum Cant Excess trains are introduced based on stock)
Page | 5-270
Sl.
Parameters Values
No.
Vertical Curves
9 a- Desirable Radius 17,500 m (As proposed for SilverLine)
9 b- Limiting Radius 10,000 m

9
9 c- Minimum Length of Vertical 100 m (Exceptions at a few locations due to
curve or Inter distance land related issues but within Exception
between Vertical curves limits)
10 General Width of Formation 12.00 m
15 m for Viaduct
Right of Way considered for
11 25 m for Cuttings and Cut & Cover
Permanent Land Acquisition
20 m for Embankment
80.0 m2
12 Tunnel Cross-section Area (Minimum width of Tunnel at 2000mm
above rail level is 12000mm)
Desirable Minimum Gradient in
1 in 400 (With summit vertical curve for
13 Tunnels and Cuttings
good drainage)
i. Above rail level to bottom of structure

for New ROBs - 6450mm & Existing
ROBs - 5800mm
ii. Above rail level to bottom of structure
for Cut & Cover - 6450mm
iii. Above rail level to introdos of Tunnel -
8000mm at centre of tunnel profile
Minimum Vertical Clearances at
14 and 7150mm at OHE location
Structures
iv. Above road level to bottom of
structure of NH/SH RUBs - 5500mm
(as per IRC SP:84)
v. Above road level to bottom of
structure of Minor roads - 3500mm
vi. Above Ground level to bottom of
structure for Pedestrian - 2500mm
Page | 5-271
Sl.
Parameters Values
No.
410m for Class 'A' & 'B' Stations

15 Platform Length (For class' C' stations, it is to be considered
at design stage)
16 Type of Traction 2x 25KV AC 50Htz
EMU Train Set with 50% -75% Motoring

17 Type of Trains Axle (approximately) for Passenger trains
Loco hauled Freight trains
Type of Signalling & Train
18 ERTMS/ETCS Level-2 with LTE
Control
19 Conicity in Rail & Wheel Profile As per international standards
Static/Kinetic Rolling Stock As per international standards for the

20
Gauge and Structural Gauge proposed Rolling Stock dimensions
Note: For other planning parameters for other systems, please refer to the concerned
System chapters.
5.2 TRACK AND LINE STRUCTURAL SYSTEMS
5.2.1 Alignment in Brief

Planning of the civil engineering system of the project is all about creating the various
sustainable structural components like bridges, viaducts, embankments, track, yards and
station buildings for the project. The purpose shall be to build these structures in the most
efficient, safe, sustainable, and environment friendly way as possible. It is imperative that
safety is to be ensured not only during the construction and the project execution stage
but also during operation and continued use of the assets as well. Effort is made in this
report to outline the requirement and the standards for ensuring the desired level of
quality, serviceability and maintainability of the SHSR Structure with a perspective of
maximising the return value of the money spent on the project. Effort is made in this report
to make sure that these structures are made to cater to the desired serviceability, quality
and maintainability and in general to obtain the return value of the money spent on the
project.
Major part of the proposed corridor passes through green fields from Kochuveli, the first
SilverLine station on the corridor in Thiruvananthapuram city to Ch:215350, about 2.0 km
after the existing Chowara Railway Station. It runs parallel up to Angamaly Railway
Station entirely on the right side of existing Railway line and crosses the existing Railway
Page | 5-272
track after the Kochi Airport and thereafter passes further through greenfields on the left
hand side of existing Railway line and reaches the existing Thrissur Railway Station.
Beyond Thrissur, the SilverLine is running parallel up to Pookunnam Railway Station and
crosses the Thrissur - Guruvayur line at Ch:262650 and further continues on the left side
parallel to existing Railway track through greenfields, joins at Tirur Railway Station and
further continues parallel to the existing Railway track up to Kasaragod. In the stretches
where this SilverLine is planned along and parallel to the existing railway tracks, the new
railway track is planned in consultation with the Railways and K-Rail to be located at 7.80
m distance from the centre line of the first existing railway track to the centre of the first
track of the SilverLine corridor.
Drawing at Figure 5-1 depicts a typical cross section of the planning of SILVERLINE
tracks parallel to existing railway tracks.
Figure 5-1: Typical CS showing SilverLine tracks parallel to existing railway tracks
5.2.2 Type of track structure: Ballasted and Ballastless track:-

Normally railway formation is made up of earthwork for which strict guidelines are
available in RDSO documents and other international specifications. Formation made to
these standards can carry trains at speeds at 160-200 kmph. This structure generally will
be cheaper as it utilises locally available material mostly.
In view of the geological and climatic conditions of Kerala, the better choice may be
elevated structure by constructing Viaducts throughout the entire length. Due to
prolonged rainy season and intermittent rains throughout the year, At grade construction
is likely to take more time. The time of construction for At-grade sections over formation
and other allied works in Cutting, Cut & Fill and Banks will be substantially more.
Construction of viaducts comparably is faster and hassle free. It does not require massive
retaining walls, compound walls and other related works. The other advantage of viaduct
is that it does not require any underpass, bridges, does not impose any hindrance to free
movement and divide the land use. But to keep the cost of project to minimum, Viaduct
Page | 5-273
has been provided at unavoidable locations only, and at maximum stretches the
alignment is kept over bank and cuttings.
A comparative Statement of Ballasted and Ballastless Track is given in Table 5-2.
Table 5-2: Comparison between Ballasted track and Ballast less track
S.
DESCRIPTION BALLASTED TRACK BALLASTLESS TRACK
No.
Maintenance Frequent maintenance & non- Being fit & forget type, less
1.
Input. uniform degradation maintenance for geometry.
Relatively high construction

Cost Relatively low construction cost, specially in Bank and
2.
Comparison costs but higher life cycle cost. Cutting sections but lower
life cycle cost
Elasticity is achieved
through use of rubber pads
3. Elasticity. High elasticity due to ballast.
and other artificial
materials.
Excellent riding comfort

Good riding comfort at speeds
4. Riding Comfort. even at speeds greater
up to 250kmph.
than 250 kmph.
Good Life Expectation of

Average Life expectation. (20- 50-60 years for base
5. Life expectation
25 yrs) Average structure and 20-25 years
for track structure
Adequately stable with the

soffit, lateral and longitudinal Stable with adequate
ballast resistance. Standard lateral and longitudinal
6. Stability.
and compacted ballast section restraints offered by the
with adequate shoulder and fastening system.
crib ballast to be ensured.
Page | 5-274
S.
No.
Ballast can be churned up at

Churning up of No such damage to rails
7. high speeds, causing serious
Ballast. and wheels.
damage to rails and wheels.
Depth of Ballasted track is

Reduced height between
Construction relatively high, and this has
8. 18 to 35 cm compared to
Depth. direct consequences for tunnel
Ballasted Track
area.
Less possession time but

Maintenance More possession time for
9. major repair will take
possession routine maintenance
substantial time
Not Suitable for Short

10. Suitability Suitable for any length
stretches
Maintenance
11. More Less
Cost
Track needs to be closed for

Maintenance 3-4 hours for all types of
12. Less Maintenance
time periodical Maintenance with
various Track Machines.
Need for Track Separate Track Machine

13. Machine Sidings for Stabling have to be Not required
Sidings constructed at extra cost
Need for Costly Costlier Track Machines -

Track Mostly Imported are to be No Such Machineries are
14.
Machines Procured such as CSM, required for Maintenance
Procurement. Unimate, BCM etc:
Construction Difficult & skilled

15. Easy & unskilled
Friendly construction
Load on Sub structure and

Superstructure will increase
16. Design Criteria Comparatively less load
due to increase in dead load
of Ballast
Page | 5-275
S.
No.
Correction due to minor

Not possible and heavy
Minor settlement of
17. retrofitting at huge cost is
corrections Formation/Cutting is possible
required
with Track Machines
Relatively costlier
Usually less costly for the compared to Ballasted
tracks provided with bank or track due to provision of
18. Actual Cost
cutting. (6.92 cr/km for double plinth beam, sleeper pads
line approximately) and special fittings (9.20
cr/km for double line)
Cost & Time of

restoration in
19. Low Very High
case of
Accidents
Selection of the type of Tracks (Ballasted or Ballast-less track):-

The comparative statement furnished above depicts the merits and de-merits of the
ballasted and ballastless track. Obviously the BLT has many advantages in respect to
maintenance aspects inclusive of maintenance cost and overall possession/occupation
of the track for maintenance etc. But with the advent and introduction of highly
sophisticated modern track maintenance machine, the maintenance of ballasted track
has become more simple and effective especially for the ballasted track laid on heavy flat
bottomed PSC sleepers at uniform closer spacing.
Moreover, the retention of the track geometry is considerably longer with the deployment
of the modern track machine and tampers for maintenance. Hence frequency of track
tamping and track maintenance also has been considerably reduced. By proper planning
and streamlining the maintenance operation, it is possible to optimise and reduce the
overall track occupation time for maintenance. Moreover, there is also scope for cost
reduction of the maintenance by adopting scientific, quality and planned maintenance
practices for ballasted track. On the other hand, initial capital cost for installing the BLT
track is high in comparison with the ballasted track. Besides the additional cost involved
in designing and constructing the structures - especially the elevated structures to
withstand the additional forces developed by rail structure interaction, also contribute to
the escalation of the overall cost of the structure. Apparently the maintenance cost of the
BLT is less. But rectification of track parameters is difficult in BLT in comparison with the
ballasted track. Such rectification often necessitates in retro fixing of the anchor bolt etc
of the fastening system/components of the fastenings. In case of BLT, for carrying out the
Page | 5-276
major repairs, complete demolishing and recasting of the track plinth/track slab becomes
necessary sometimes which is extremely costly and may impediment the traffic badly.
Even though the overall life cycle cost of BLT and Ballasted track may be comparable
with the marginal additional advantage for the BLT, the factors explained above favours
Ballasted track for all normal sections except tunnels and viaducts.
5.2.3 Proposed Stations:

SilverLine has ten main stations and one halt station in the entire length of about 529.45
kms length. The names and location of these stations are given in Table 5-3 below.
Table 5-3: List of Main Stations
S.NO STATION NAME CLASS CHAINAGE
1 THIRUVANANTHAPURAM A 0
2 KOLLAM A 55338
3 CHENGANNUR B 102900
4 KOTTAYAM B 136108
5 ERNAKULAM A 195329
KOCHI INTERNATIONAL C
6
AIRPORT 212318
7 THRISSUR A 259117
8 TIRUR B 320562
9 KOZHIKODE A 357868
10 KANNUR A 446095
11 KASARAGOD A 529450
Page | 5-277
Table 5-4: List of Minor or Aggregator Stations – (in future based on traffic)
Name of Minor or Aggregator Between Main Chainage

S.No.
Station Stations
Thiruvananthapuram -4.3
1 Thiruvananthapuram Airport
city - Kochuveli
5.2.3.1 Classification or type of proposed stations: -

• Based on Status: - Thiruvananthapuram, Kollam, Ernakulam, Thrissur, Kozhikode,
Kannur and Kasaragod stations are the Class ‘A’ stations, 7 in number. Out of
these, 6 stations are situated in Municipal Corporations (except Kasaragod) and
hence classified as Class ‘A’ stations. Kasaragod is classified in ‘A’ category being
a terminal Station. Chengannur, Kottayam and Tirur stations are classified as ‘B’.
Kochi International Airport is class ‘C’ station. Thiruvananthapuram air-port station
will also come in ‘C’ class station whenever taken up. While the
Thiruvananthapuram, Ernakulam and Thrissur stations are on viaducts, Kozhikode
station is underground and balance stations are on at Grade.
• Based on type of Traffic:- Thiruvananthapuram, Ernakulam ,Thrissur and
Kasaragod stations being passenger train originating stations, three loops with two
island platforms are provided for either direction for movement. In addition, two
RORO loops with one loading line with 10m wide platforms are also provided at
these Stations at nearby locations for want of space in these Stations. At Kollam
also three loops are provided with two island platforms and one RORO Loop on
either directions with one RORO loading line with 10m wide platform being
induction and withdrawal station with Depot facility. All other stations are provided
with one passenger loop and one island platform on either side. In addition one
RORO loop is provided on either side at Chengannur, Kottayam and Tirur and one
RORO loop on either side for Kozhikode at West Hill , and for Kannur at about 1
Km away for want of space at these stations. Even though, Kozhikode also is a
passenger train originating station, extra loops are not provided as the available
space doesn't permit and these loops are provided at West hill location.
Design parameters of track and other structural systems such as viaducts, tunnels,
embankments, cuttings are discussed in Chapter 8.
5.3 ROLLING STOCK

Rolling Stock is an important asset and proper planning is required in selecting its right
type and design. We have examined the different types of rolling stock that can be used
on the SilverLine Corridor, their advantages, disadvantages and suitability for the type of
service needed and have determined the most suitable stock. In deciding the type of
rolling stock, consideration given to the operational requirements, interface with
Page | 5-278
infrastructure, whole life cost, as well as the client’s aspirations and the compatibility of
the rolling stock with that of other HSR corridors.
EMU (Electric Multiple Unit) trains, with driving facilities on both end of the train, are
recommended for using in Thiruvananthapuram- Kasaragod Corridor because of the
inherent advantages like the better operating parameters and travel time, faster
acceleration and deceleration, better adhesion, reduced axle load, more suited for
regenerative braking, higher energy efficiency etc. In addition, it will enable full use of the
floor area of a train for passengers, and thus increase the transportation efficiency. This
also has the effect of minimizing the design load for construction if EMU for this SilverLine
are chosen. Moreover, this choice would allow a cost reduction in the system.
Based on the traffic demand forecasted, it is proposed to begin the initial commercial
services with train set of a 9 (nine) car configuration, which consists of six motor cars and
three trailer cars. Train length is to be increased up to 12/15 cars from the year 2029
onwards to meet the PHPDT demand by augmentation of suitable multiples of additional
motor cars and trailer cars. Approximate Passenger capacity of around 675 for 9-car train
length has been considered. Space must be earmarked for service area, pantry, luggage,
toilets etc. in each car, thereby reduction in paid area per car. Also, with multiple classes
of travel being offered in the train services, the total passenger capacity gets limited
because of 2+2 seat and 3+2 seat configuration.
Technological parameters which are prevailing in the latest semi high speed trains are
proposed for the Rolling Stock to run in Thiruvananthapuram - Kasaragod Corridor.
Aluminum alloy-based car body is proposed for the Rolling Stock. Each car will have two
bogies (Bo-Bo configuration) with primary and secondary suspensions. The interior will
have modern state of art design to provide at most comfort to the passenger with luggage
racks, toilet and reclining and rotating seats. Facilities for persons with reduced mobility
is also proposed in the detailed project report.
The propulsion system is VVVF based with asynchronous motors/PMSM. The brake
system proposed is blended braking system with predominate usage of regenerative
brake system and supplementary usage of pneumatic brake system. The pneumatic
brake system may be disc/tread or mixture of disc and tread. Two door per side of each
car is proposed for the train. These doors will function as emergency doors during the
emergency evacuation. For maintaining the inside temperature of the saloon and cab,
roof mounted HVAC is proposed. Modern type of communication system and
entertainment system will be available in the Rolling Stock which is used in emergency
conditions also.
5.3.1 The basic planning (design) parameters of Rolling Stock

The basic planning parameters of Passenger Rolling Stock and RORO Rolling Stock are
listed below:
Page | 5-279
Passenger Rolling Stock:
Track Gauge : 1435 mm
Type of Train : EMU train set
Maximum design speed : 220 kmph
Maximum operation : 200 kmph

speed
Numbers of cars per : 9 extendable to 12/15 in future

train
Car body width : 3400mm (maximum)

Car body height above 4500mm
Rail Level
Car body material : Aluminium
Power System : 2 x 25 kV AC
Braking system : Regenerative brake, Electric/ Pneumatic brake

blending
Emergency braking : <1300m

distance
Traction circuit and : VVVF inverter control using IGBT and

configuration asynchronous traction motor/PMSM
Seating arrangement : 2+2 Business class

3+2 Standard class
RORO Rolling Stock: Trains with 2 Locos and 40 wagons.
Operational Speed : 120 kmph
Axle Load : 22.5 Tonnes
Maximum Width : 3200mm
Page | 5-280
Maximum Truck loaded : 4500 mm

Height above Rail Level
Wagon Length : 15 m
5.4 POWER SUPPLY AND TRACTION
5.4.1 Un-interrupted electric power supply

Un-interrupted electric power supply is essential for a Semi High Speed Rail system for
running trains, Operation Control Centre, tunnel ventilation, station services (lighting, air-
conditioning, firefighting & alarm system, lifts and escalators, Signaling &
Telecommunications), Depot services (Inspection Shed, Workshop and Pit, wheel lathe
etc.) and other maintenance infrastructure. EHV supply at the voltage level of 220/110 kV
may be obtained from the Kerala State Electricity Board Ltd (KSEBL) to the various
Receiving/Traction Substations for train operation and a separate 33kV/ 11kV supply is
to be obtained from KSEBL, for the operation of auxiliary systems at Stations and Depot.
As per the design parameters specified, the system is designed for running the train at a
speed of 220 kmph and can go up to 250 kmph. The power supply and OCS system is
designed to cater to the speed of 250kmph keeping future in view.
5.4.2 AC Traction power supply systems in use for HSR

Worldwide, 25 kV AC supply is adopted for operating the HSR lines except Germany
(where the Supply system is in 15 kV , 16 2/3 Hz). The 2x25 kV traction feeding system
has been used for the operation of HSL lines of Japan, France, Taiwan, South Korea,
China, Spain, Italy, and India.
5.4.2.1 Latest developments in India:-
Indian Railways (IR) commenced revenue services by using 25kV AC feeding system. In
1986, when the freight and passenger traffic in some of the electrified sections reached
very high levels, IR commissioned a special study of 2x25 kV system of electrification for
adoption on high traffic non-electrified routes because the system was already well
established by then, and found eminently suitable for electrification of sections with heavy
freight trains and/or high-speed passenger trains.
IR decided to implement a pilot project on 2 x 25 kV Autotransformer feeding system on
Bina-Katni-Annupur-Bishrampur-Chirimiri section and is in operation over the last 20
years.
Indian Railway has also implemented the 2x25 kV feeding system on its planned
dedicated freight corridors [eastern and western corridors ]
National High-Speed Rail Corporation Limited (NHSRCL) is implementing the project of
high-speed train corridor between Mumbai and Ahmedabad with 2x25 kV Auto
Page | 5-281
transformer (AT) type feeding system as per the Joint feasibility report prepared by M/s
Japan International Consultants.
Hence, after detailed study and analysis, considering the advantages of 2x25 kV system
and acceptance of 2x25kV feeding system for High-Speed Rail operation in internationally
and in India, 2x25 kV, AT feeding traction system is adopted for the proposed
Thiruvananthapuram – Kasaragod Semi High Speed Corridor.
5.4.2.2 2x25 KV Traction System for SilverLine Corridor
Points considered while selection of Receiving /Traction Substation:
(i) Norms for locating the Traction substations based on the capacity of Transformer
and Voltage regulation during normal condition as well as feed extension in case
of emergency
(ii) Capacity of Traction transformer is decided to feed the normal as well as
emergency conditions (feed extension). It will ensure the normal working condition
of running train services with specified load and speed
(iii) Availability of Grid substation (GSS)/KSEBL in nearby location of the alignment
(iv) Traction substations shall be approachable by road and preferably by railway for
better connectivity of rail and road
To achieve the desired reliability and operational requirements, 8 numbers of Traction
substations 220kV / 110kV / 2x25kV are provided in this corridor. This will enable to feed
2x 25 kV traction supply to the corridor with a maximum speed of 250 kmph at specified
load.
The details of the proposed grid substations and Traction substation is given in Table 5-5:
Table 5-5: Proposed location of Grid substation and Traction Sub-Station
Sr No Location of Grid Substation Location of Traction Substation
1 220 kV Substation ,Pothencode Kazhakootam
2 220 kV Substation , Kundara Kundara
3 220 kV Substation , Kottayam Kottayam
4 110 kV Substation , Angamali Angamali
5 220 kV Substation , Kunnamkulam Kunnamkulam
6 110 kV Substation , Chevayur Chevayur
7 110 kV Substation , Chova Chova
8 220 kV Substation , Ambalathara Ambalathara
The traction supply system will be as follows:
Page | 5-282
(i) There will be a spacing of 70 to 100 km between the Traction Substations (TSS)
(ii) The distance between Sectioning and paralleling post (SP) and traction substation
(TSS) will be approximately 35 - 50 km and Sub sectioning and paralleling post
(SSP)will be placed in between SP and TSS.
(iii) There will be autotransformer feeding at regular intervals
(iv) Overhead Contact system used for delivering the power to Rolling Stock
5.4.2.3 Types of catenary system:
There are 3 types of the catenary system adopted for mainline railways and High-Speed
railways
• Simple catenary system
• Simple catenary with stitch wire system (Y- stitch)
• Compound catenary system
SilverLine corridor is designed to cater the speed of 250 kmph with specified load. After
detailed analysis, considering the saving in construction cost, easy maintainability,
reliability and international practice for adopting simple catenary system for HSR
operations, simple catenary type OCS system is proposed.
The Table 5-6 shows the details of the proposed system of this project:
Table 5-6: Proposed OCS system
Item Main line
Type of overhead equipment Simple catenary
Catenary wire 120 mm2, Cu alloy
Contact wire 150 mm2, Cu alloy
Negative feeder 288 mm2, Aluminium
5.4.2.4 Electrical Clearances

The electrical clearance shall be followed as per the EN 50119 and the kinematic gauge
shall be as per UIC 606 standards. As per EN -50119 in 25kV ac traction, the
recommended air clearance between earth and live parts of the overhead contact system
are
Static conditions - 270 mm
Dynamic conditions - 150 mm
The recommendation provided in EN - 50119 for adjacent live ac contact line of differing
voltage phases are
Static conditions - 540 mm
Page | 5-283
Dynamic conditions - 300 mm
5.4.2.5 SCADA system

The SCADA system is provided at Operation Control Center (OCC) to monitor and control
the traction supply
5.4.2.6 Power requirement
Power requirement and energy consumption for the years from 2025 to 2052, considering
the traffic level projected and the train operation plan is given in Table 5-7.
Table 5-7: Power demand and energy consumption
Total Energy Consumption (Traction

Year Power Demand (MVA)
and auxiliary) in million unit
2025-2026 279 104

2032-2033 321 119
2042-2043 427 158
2052-2053 497 184
5.4.2.7 Green Energy

It is planned to use 100 percentage of power from renewable sources like solar by in-
house production and purchase of renewable power from KSEBL and other renewable
supply company to make the project as a green and Sustainable Transport System
5.5 SIGNALLING & TRAIN CONTROL AND COMMUNICATION SYSTEM
5.5.1 Signalling & Train Control System

The Signalling and Train Control System shall provide the highest security level by means
of an efficient Train Control, ensuring safety in train movements. It assists in optimization
of rail infrastructure investment and running of efficient train services on the network.
5.5.1.1 Train operation Management
Thiruvananthapuram -Kasaragod – SilverLine Corridor is to be equipped with
ERTMS/ETCS level 2 (European Train Control System) that will provide integrated,
efficient, standardized, proven and off-the-shelf world class electronic interlocking,
Signalling and Traffic Control Systems.
SilverLine operation requires efficient and proactive train operation management. The
ERTMS/ETCS level-2 -Train control management System (TCMS) will provide the
operator with an integrated and centralized control system that will ease the management
of train operation on the SilverLine - Line and interface with depots especially in case of
degraded and emergency situations. The ERTMS/ETCS level 2 cab signalling will ensure
Page | 5-284
safe and efficient bi-directional train operation for both revenue and non-revenue trains
during both revenue operation time (ROT) and maintenance working time (MWT),
improving the work train movement safety and the MWT efficiency. The ERTMS Train
control management System (TCMS) will provide real time supervision, monitoring and
control functions on the complete SilverLine and will allow proactive control from the OCC
(or back-up OCC).
The LTE/GSM-R is radio system for providing voice and data communication between
the track and the train, based on standard LTE/GSM and it uses frequencies specifically
reserved for rail application with certain specific and advanced functions. Global System
for Mobile Communications (GSM-R) (2G) technically has limited capabilities compared
to fourth generation (4G) broad-band systems that offer higher data rates, e.g., long-term
evolution (LTE). It is thus relevant for HSR to replace the current GSM-railway (GSM-R)
technology with the next-generations railway-dedicated communication system, which
provides improved capacity and capability in future. As GSM-R is based on public GSM
standard, the same constraints on technical life cycle apply, so that GSM-R support is
expected up to year 2030 at least (according to the official information provided by GSM-
R suppliers)
The Detailed Project Report provides the main design of Signalling and Train Control
system for operation of the line with design speed 220 upgradable to 250 Kmph, as also
the associated sub system like Power supply, Surveillance system for monitoring and
safety etc. In order to comply with requirements of such high-speed rail corridor, the
system ERTMS/ETCS Level -2 with LTE system is proposed.
LTE based ETCS Level-2 signalling system is still on trial in some railways in the world.
LTE based ETCS -Signalling Train control System has not come to full-fledged proven
certified system. If LTE System does not mature and fully accepted worldwide, by the
time this corridor work is executed, GSM-R can be considered instead of LTE.
ERTMS/ETCS Level-2 with GSM-R can be adopted at the time of executing this project.
Global System for Mobile Communications (GSM) with limited capabilities, to fourth-
generation (4G) broad-band systems that offer higher data rates, long-term evolution
(LTE). It is thus relevant for HSR to replace the current GSM-railway (GSM-R) technology
with the next-generation railway-dedicated communication system providing improved
capacity and capability.
5.5.1.2 The basic Signalling & Train Control (ERTMS/ETCS level-2) sub-systems
(i) ETCS level-2 (European Train Control System)
(ii) LTE-Mobile Communication System for Voice & Data
(iii) Interlocking System (EI/CBI)
(iv) Electric Point Machine
(v) Track Vacancy Detection system (Axle counter)
(vi) Automatic Train Supervision (ATS)
(vii) Operation Control Centre (OCC) with backup BCC
Page | 5-285
(viii) Fall-Back Block System (with Line Side Signals)
5.5.2 Communication System

The communication system is backbone for Signalling & Train Control system, SCADA
system, Automatic Ticketing system, Safety & Security system, etc. and provides
communication service for information to passenger, Administrative management,
Operation & maintenance, Emergency control etc. requirements of a high-speed train
network.
5.5.2.1 The Communication facilities proposed for meeting the requirements
(i) Supplementing the Signalling system for efficient train operation.
(ii) Exchange of managerial information
(iii) Crisis management during emergencies
(iv) Passenger information system
The LTE/GSM-R a radio system for providing voice and data communication between the
track and the train, based on standard LTE/GSM and using frequencies specifically
reserved for rail application with certain specific and advanced functions. Global System
for Mobile Communications (GSM-R) (2G) technically has with limited capabilities
compared to fourth generation (4G) broad-band systems that offer higher data rates, e.g.,
long-term evolution (LTE). It is thus relevant for HSR to replace the current GSM-railway
(GSM-R) technology with the next-generations railway-dedicated communication system,
which provides improved capacity and capability in future. As GSM-R is based on public
GSM standard, the same constraints on technical life cycle apply, so that GSM-R support
is expected up to year 2030 at least (according to the official information provided by
GSM-R suppliers).
Long Term Evolution (LTE) wireless communications has been picked by the leading
professional mobile radio standardization bodies as the technology of choice to support
mission-critical voice and broadband services in the future. The ability of LTE to support
advanced broadband applications is set to help public safety and railway organizations to
operate more efficiently. Nevertheless, meeting the consumer demand for on train
broadband services, while supporting extremely high bandwidth consuming applications
such as on train Closed Circuit Television (CCTV) surveillance, is still a major challenge
that require a closer look before planning and dimensioning the LTE network. LTE based
ETCS Level-2 signalling system is still on trial in some railways in the world. LTE based
ETCS -Signalling Train control System has not come to full-fledged proven certified
system. If LTE System does not mature and fully accepted worldwide, by the time this
corridor work is executed, GSM-R can be considered instead of LTE.
The reliable Digital Train Radio system and fibre optic-based data transmission backbone
should be considered for safe and reliable operation of Semi High Speed Rail Line. A
data transmission network shall be provided to serve the OCC, back-up OCC,
maintenance bases offices, stations, tunnels depots and other line side locations.
Page | 5-286
5.5.2.2 The basic communication sub-systems

(i) LTE System for Voice & Data (with Radio System and Trainbone equipments)
(ii) Backbone Transmission Network (with SDH & GbEN )
(iii) Telephone system (IP PBX exchange system)
(iv) Centralised Digital Recording System (CDRS)
(v) Passenger Address System (PAS)
(vi) Passenger Information and Display System (PIDS)
(vii) Time Distribution System with GPS system
(viii) Closed Circuit Television System (CCTV)
(ix) Facility -Supervisory Control and Data Acquisition (F-SCADA)
5.6 TICKETING & FARE COLLECTION SYSTEM

5.6.1 High Speed railways are expected to be used more often by people who try to use
their time effectively than in the existing railways where much time is taken for travel.
Such businesspeople tend to use the online system for reservation, rather than waiting in
line at ticket windows, so a need for internet reservation is probably greater for Semi High
Speed Railways than for existing railways.
Semi High Speed Railway Transportation system is expected to handle a large volume
of passengers. The Ticketing System handles reservation, ticket Issuing and Inspection
processes. The ticketing System shall provide world class ticketing facility to the
passenger. After booking the ticket either by online / offline, reservation and ticket issuing
are processed in a sequence by central ticketing system server. Passenger’s tickets are
checked to confirm their validity during inspection process. Inspection of tickets is
conducted at the time of both entering/ exiting the concourse, or on board.
All the data used in ticketing process system is stored in database of centralised ticketing
system server. Centralized ticketing server is connected through via backbone
transmission network (BTN) with application servers. After completion of ticketing
process, centralized server shall communicate the transaction result to application server.
The system shall ensure the ability to obtain complete and clear data backup and
recovery of operation process. Central computer system shall be in redundant
configuration and located at OCC and BCC.
5.6.2 The basic ticketing and fare collection sub-systems are listed below:
• Centralized Computer Ticketing System
• Station Computer System
• Cash Handling equipment’s
• Automatic Gate with card reader
• Ticket Vending Machine (TVM)
• Ticket office Machine (TOM)
• Mobile Ticket Machine
• Portable Processing unit (PPU)
Page | 5-287
• Mobile ticketing (Scanner & Printer)
5.7 ROLLING STOCK DEPOT
5.7.1 Rolling Stock Depots

Rolling Stock Depots are required to maintain the Rolling Stock for providing a reliable
and available service to the passengers. A depot should contain the desired range of
facilities and assets to meet the operational requirements of the maintenance assets that
are appropriate for the range of rail vehicles that are to be serviced there. It shall be
located to provide ease of access for maintenance and management personnel and
contain modern welfare facilities that create a safe environment for efficient operation.
Accordingly, the depot facilities include workshops for the maintenance, the storage of
tools and equipment required by employees assigned to the maintenance of each system
or infrastructure, storage space for the vehicles used for maintenance and space for the
maintenance of these vehicles.
5.7.2 Effective depots are designed to carry out specific tasks which are aligned with a
train service operation plan. Depots carry out several activities, some examples of which
are:
• Stabling.
• Waste tank emptying.
• Watering / tanking.
• Train wash.
• Sand box replenishment.
• Inspection and assessment (manual or automatic).
• Wheel re-profiling.
• Light maintenance activities.
• Heavy maintenance activities.
• Major overhauls.
• Bogie refurbishment.
• Interior cleaning.
• Underframe cleaning and bio-hazard management.
• Bespoke equipment maintenance (for example, HVAC systems).
5.7.3 After various deliberations, it is proposed to provide Depots at Kollam and

Kasaragod for the SilverLine corridor. The Depot at Kollam will have full-fledged facilities
to maintain and refurbish the Rolling Stock. The Depot at Kasaragod will have minimum
maintenance facilities for inspection and stabling the Rolling Stock. The Depot will be
equipped with various facilities such as stabling lines, inspection bay lines, workshop bay
lines, wheel lathe plant etc. and machinery and plants such as pit jacks, bogie maintaining
equipment etc. The services offered by two depots is classified as per Table 5-8.
Page | 5-288
Table 5-8: Services Offered by Two Depots
Function Inspection Classification
Station Depot Workshop General Bogie Daily and Unscheduled

Inspection Inspection Regular maintenance
inspection
Kollam
• • • • • •
Depot
Kasaragod
• • •
Depot
Stabling lines are proposed at both Kollam and Kasaragod Depot and some stabling lines
are proposed in mainline for operation purpose. Inspection bay lines are available at both
Kollam and Kasaragod Depot. Workshop lines are provided only at Kollam Depot which
will facilitate all the overhauling and refurbishment of the Rolling Stock.
Page | 5-289
KERALA RAIL DEVELOPMENT CORPORATION LTD.
5th Floor, Trans Towers, Vazhuthacaud, Thycaud P.O.
Thiruvananthapuram, Kerala - 695 014
Phone: 0471-2324330, 2326330 Fax: 0471 2325330
[email protected] | www.keralarail.com, www.krdcl.co.in
fb.com/OfficialKRail krail OfficialKRail OfficialKRail OfficialKRail 94468 79687

DPR - Volume II - Main Report - Part A (Version 2.1)

Uploaded by

Copyright:

Available Formats

DPR - Volume II - Main Report - Part A (Version 2.1)

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DPR - Volume II - Main Report - Part A (Version 2.1)

Uploaded by

Copyright:

Available Formats

SILVERLINE (SEMI-HIGH SPEED RAIL) FROM THIRUVANANTHAPURAM TO KASARAGOD

DETAILED PROJECT REPORT (Version 2.1)

DETAILED PROJECT REPORT – (VOLUME II: PART A)

Client/Project owner Kerala Rail Development Corporation Limited (K-RAIL)

File name KRDCL-FEA-GEN-SYST-REP-00001

Reference number IN01T18A37

Number of pages 289

Version Name Position Date

Production K-Rail GC Team - 06-06-2020

Consolidation Dr. Amit Kumar Misra PM Expert 08-06-2020

0 TEST .............................................................................................................................. 0-1

1 INTRODUCTION .......................................................................................................... 1-16

1.1 PROJECT BACKGROUND AND CONCEPTION ......................................................................................... 1-16

1.2 POLICY GUIDELINES FOR THE PROJECT ................................................................................................ 1-18

1.3 KERALA’S DEMOGRAPHY, TOPOGRAPHY AND NATURAL CHARACTERISTICS ................................ 1-20

1.6 SELECTION OF POSSIBLE ROUTE ............................................................................................................ 1-52

1.7 SILVERLINE HELPS CITY MOBILITY IN KERALA ..................................................................................... 1-53

1.8 ENVIRONMENT POLICY OF K-RAIL ........................................................................................................... 1-53

1.10 IN-PRINCIPLE APPROVAL FROM MOR (Railway Board) ..................................................................... 1-56

1.11 REFERENCES .......................................................................................................................................... 1-58

2 OBJECTIVES OF THE STUDY AND THE REPORT.................................................... 2-61

2.1 OVERALL OBJECTIVE OF THE REPORT: ................................................................................................. 2-61

2.2 SCOPE OF WORK FOR THE STUDY .......................................................................................................... 2-61

2.3 GENERAL PLANNING PARAMETERS ........................................................................................................ 2-62

2.4 NEED FOR PARADIGM SHIFT ..................................................................................................................... 2-68

3 REVIEW OF EXISTING DATA AND REPORTS .......................................................... 3-70

3.1 INTRODUCTION ........................................................................................................................................... 3-70

3.3 HIGH SPEED RAIL SCENARIO IN INDIA .................................................................................................... 3-80

3.5 METHODOLOGY OF PREPARATION OF DETAILED PROJECT REPORT ............................................... 3-99

4 TRAVEL DEMAND FORECAST ................................................................................ 4-103

4.1 STUDY AREA PROFILE ............................................................................................................................. 4-103

4.1.2 District & City Profile ........................................................................................................................... 4-111

4.2 DATABASE DEVELOPMENT ..................................................................................................................... 4-159

4.3 DATA ANALYSIS – TRIP CHARACTERISTICS ......................................................................................... 4-176

4.3.9 Vehicle Occupancy Survey ................................................................................................................. 4-192

4.4 DATA ANALYSIS – TRAVEL CHARACTERISTICS .................................................................................. 4-194

4.6 TOLL TRAFFIC DATA - SCF ESTIMATION ............................................................................................... 4-213

4.7 BUS PASSENGER TRIPS DATA - THIRUVANANTHAPURAM CENTRAL ............................................. 4-214

4.8 DATA ANALYSIS FROM SECONDARY SOURCES - GOODS ................................................................. 4-216

4.9 ESTIMATION OF POTENTIAL TRIPS ........................................................................................................ 4-227

4.10 STATED PREFERENCE/ WILLINGNESS TO PAY (WTP) SURVEY .................................................... 4-234

4.11 ESTIMATED GROWTH RATES ............................................................................................................. 4-239

4.12 FARE SENSITIVITY ANALYSIS ............................................................................................................ 4-256

4.13 TRAVEL DEMAND FORECAST FOR RORO ........................................................................................ 4-258

4.14 ADDITIONAL TRAFFIC SURVEYS ........................................................................................................ 4-258

4.15 CONCLUSION AND RECOMMENDATIONS ......................................................................................... 4-265

5 BASIC PLANNING PARAMETERS ........................................................................... 5-268

5.1 GENERAL ................................................................................................................................................... 5-268

5.2 TRACK AND LINE STRUCTURAL SYSTEMS ........................................................................................... 5-272

5.3 ROLLING STOCK ....................................................................................................................................... 5-278

5.4 POWER SUPPLY AND TRACTION ............................................................................................................ 5-281

5.6 TICKETING & FARE COLLECTION SYSTEM ........................................................................................... 5-287

5.7 ROLLING STOCK DEPOT .......................................................................................................................... 5-288

VOLUME II: PART B

CHAPTER 8: CIVIL ENGINEERING

VOLUME II: PART C

VOLUME II: PART D

TABLE 1-1: HIGH SPEED RAIL CORRIDORS ........................................................................................................ 1-19

TABLE 4-19: ROAD PROJECTS UNDER KSTP .................................................................................................... 4-147

1.1 PROJECT BACKGROUND AND CONCEPTION