• Infrastructure
• Transport

Transport

Transport plays a significant role in the economic development of any region. India has an extensive road network, which provides mobility to millions of people every day. It has the third largest road network in the world stretching 4.88 million km in length. According to the World Bank, National Highways in India account for 92,851 km, which constitute mere 2 per cent of the total road network, but carry about 40 per cent of the total road traffic in India. Only 24 per cent of the total national highways network has four-lane carriage way and the rest are of single-lane or two-lane standards. Indian Railways is the second largest in the world under single management (66,687 km of route length). Freight accounts for 67 per cent of total revenue of Railway. Civil aviation is gradually gaining importance in passenger movement with an increase in private participation of operating airlines and gradual improvements in airport infrastructure.

Other transport modes like inland waterways and coastal shipping are used for freight transport. With a coastline of 7,512 km, India has 12 major ports and 200 minor ports, of which only 30 ports handle cargo traffic. The total traffic carried by both major and non major ports in recent years was estimated to be 53 million tonnes. However, in terms of domestic freight movement, coastal shipping and inland water transport meet only about one per cent of the total freight traffic demand.

Transport infrastructure of the State consists of 2.19 lakh km of road, 1,588 km of railways, 1687 km of inland waterways and 18 ports. Roads play a prominent role in public transportation over other modes of transportation owing to the geographic peculiarities of Kerala and its widely scattered habitation with a comparatively lesser rural urban divide and limited geographical area of 38,863 sq. km. Kerala has a total fleet of 25,449 buses; of which 19,496 are private buses (77 per cent) and 5,953 are KSRTC buses (23 per cent). Private buses dominate transport in all districts of Kerala except Thiruvananthapuram. The State has a rail network of 1,257 km route length with a total track length of 1,588 km, operating under the control of Palakkad and Thiruvananthapuram Railway Divisions. In Kerala, there are many water bodies, including rivers, lakes, estuaries, backwaters etc. These provide a basis for the inland water transport system which has a length of 1,895 km. Transportation by IWT is considered an efficient economic and environment-friendly means of transportation. Transportation by coastal shipping is appropriate for bulk and long-haul traffic. Kerala has the advantage of a 585 km coast line. Bulk cargo can be transported from multi-modal transshipment points along the coastline.

Kerala has one major port at Cochin and 17 minor ports. Out of the 17 minor ports in Kerala, four are considered intermediate ports viz, Vizhinjam, Beypore, Azhikkal and Kollam based on berthing, cargo handling, and storage facilities available in them. Kerala has three international airports viz, Thiruvananthapuram, Kochi and Kozhikode. All civilian airports functioning in the State are international airports, a feature unique to Kerala. Upon completion of Kannur International airport, Kerala will join Tamil Nadu as the State with the most number of international airports. Realising the advantages of mass transport system in meeting the intra city commuter needs of major cities, Government of Kerala has embarked on Metro Rail Project for Kochi and Light Metro Project for Thiruvananthapuram and Kozhikode cities. With the commissioning of MRTS, major urban corridors are expected to be decongested in these cities.

Roads are maintained by various agencies in Kerala. These include Local Self Governments, the Public Works Department (Roads and Bridges) and National Highways, Municipalities, Corporations, Irrigation, Forests, Railways, etc. Other agencies dealing with the transport sector are the National Transportation Planning and Research Centre (NATPAC), the Motor Vehicles Department, Kerala State Road Transport Corporation (KSRTC), Roads and Bridges Development Corporation of Kerala (RBDCK), Kerala State Transport Project (KSTP), Kerala Road Fund Board (KRFB) and Road Infrastructure Company Kerala (RICK) Ltd.

The outlay and expenditure in the Transport sector during Twelfth Five-Year Plan and Annual Plan 2017-18 is given in the Table 5.1

Financial Performance of 12th Five-Year Plan

The total outlay of 12th Five-Year Plan for the State was 102,000 crore of which transport sector share was 8,540.00 crore. This is only 8.37 per cent of the total outlay, which means a decline in the share compared to the 11th Five-Year Plan share of 9.8 per cent. But during the 12th Five-Year Plan period, major transport infrastructure projects were shifted to a new head “Major Infrastructural Development Project” by which the sector specific share went down. An amount of 438,942.00 lakh was provided as outlay of 12th Five-Year Plan for Roads and Bridges sector and the expenditure reported during that period was 980,699.51 lakh (223.42 per cent). An amount of 40,093.00 lakh was provided as outlay for Road Transport sector and the expenditure reported during that period was 27,275.62 lakh (68.03 per cent).

Roads and Bridges Sector

An analysis of expenditure shows that major share of expenditure incurred was for the development and improvement of Major District Roads (36.37 per cent), 9.56 per cent for the construction of rural roads and bridges by utilising the NABARD funding and 11.26 per cent for development and up gradation of roads under Kerala Transport Project (KSTP) with World Bank assistance. During the 12th Five-Year Plan period, expenditure was 223.42 per cent of the outlay in the Roads and Bridge sector.
The main reasons for the excess expenditure were:

• Clearance of pending bills of 11th Five-Year Plan in the 12th Five-Year Plan period.
• Spill over of the physical progress of the works to 12th Five-Year Plan period.
• Sanctioning of works in excess of the budget provision.

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. The traffic on roads is steadily increasing at a rate of 10 to 11 per cent a year. Capacity augmentation of existing roads is beset with problems relating to limited right of way and land acquisition. The Department-wise outlay and expenditure of the Transport Sector during the 12th Five-Year Plan and Annual Plan 2017-18 is given in the Table 5.2.

The major development indicators of transport and communication sector in the State since 2010 are given in Appendix 5.1. On the road front, traffic has been growing at a rate of 10 to 11 per cent every year, resulting in excessive pressure on the roads of the State. Total road length in Kerala during 2016-17 is 2,18,942.426 km. This includes classified and non classified roads as stipulated by Indian Road Congress. Road density in the State is 554.35 km/100 sq. km and it is far ahead of the national average of 387 km/100 sq. km. The length of road per lakh population is 655.7 km. Almost 90 per cent of the road network is single lane. The National Highways considered to be the primary network carries 40 per cent of the total traffic and the State Highways and MDRs - the secondary road network carries another 40 per cent of the road traffic. Thus less than 10 per cent of the road network handles almost 80 per cent of the total traffic. Roads maintained by different agencies of the State are given in Table 5.3.

The roads maintained by different Local Self Government Bodies during 2016-17 is 152,777.21 km (69.79 per cent), of which 130,059 km (85.13 per cent) are black topped and 8,498.35 km (5.56 per cent) are cement concrete and of varying standards.

Public Works Department (PWD)

Roads and Bridges wing of PWD is mandated to look after State Highways, Major District Roads etc in the State. PWD roads constitute 15 per cent of the total road network in the State carrying nearly 80 per cent of the road traffic within the State. The total length of roads maintained by PWD (R&B) was 31,812.11 km during 2016-17, of which 4,341.651 km (13.65 per cent) is State Highways and 27,470.46 km (86.35 per cent) is Major District roads. Out of the State highways of 4,341.65 km, only 1,640 km of roads is Standard Double Lane and 2,404 km of roads is Single Lane and the rest is Below Standard Single Lane. Out of the 27,470.46 km of Major District Roads, only 1,310 km are Standard Double Lane and 26,160 km are Standard Single Lane. The total length of Double Lane PWD roads is 2,950 km which is only 9.27 per cent of the roads owned by PWD.

Out of the total roads maintained by PWD (31,812.106 km), Kottayam District has the major share with a length of 3,456.214 km (10.86 per cent). Wayanad District has the lowest share with a length of 1,029.314 km (3.24 per cent). Details of district-wise and category-wise length of roads maintained by PWD (R&B) as on March 31, 2017 are given in Appendix 5.2.

As on March 31, 2017 there are 1,806 bridges and 51,400 culverts on the PWD roads. Of them, 61 bridges need reconstruction/renovation and 1,557 culverts are not in good condition. Details are given in Appendices 5.3, 5.4, 5.5 and 5.6. Major initiatives of PWD (R&B) in 2016-17 are given in Box 5.1.

The State PWD is responsible for policy, planning, design, construction and maintenance of the State Highways, Major District Roads and the National Highways on behalf of the NHAI. State PWD performs an extremely vital role in the systemic provision of road infrastructure. However, they need to be reoriented to the current needs with emphasis on private sector participation and implementation of large scale projects through multilateral assistance from agencies like JBIC, World Bank and ADB.

In 2016-17 development and improvement of 1,636 km of State Highways and MDRs has been completed by PWD (R&B). This includes a total length of 951 km of BM&BC surfacing and 1,036 km of normal surfacing. Roads and Bridges wing has completed the works of seven bridges out of the 100 bridges announced in 400 days programme of Government of Kerala in 2014-15. ‘PRICE’ software has been implemented for preparing estimates and faster online submission to other offices. This is for according Administrative Sanction and Technical Sanction to projects.

National Highways

The National Highway Wing of State PWD is responsible for the upkeep and development of National Highways in the State, mainly with the funds allocated by the GOI. There are Eleven National Highways together constituting 1,781.57 km length in the State, of which 1,339 km (76.6 per cent)are under various stages of development by the National Highways Authority of India (NHAI). Development of the remaining 408 km, which is under the control of the State PWD, is the responsibility of the State Government. The details are presented in Table 5.4.

Among the 11 National Highways, the Vallarpadam - Kalamassery NH C (New NH 966 A) is being developed by the National Highway Authority of India (NHAI). Upkeep of the highways, except 176 km, is being done by State PWD with the fund allocated from Ministry of Road Transport and Highways (MoRTH). Central Road Fund allocation is used for the development of State Roads, i.e State Highways and Major District Roads. During the period, 31 ongoing works and 16 new works have been arranged. Major Projects with State fund are given in Table 5.5.

National Highway Development Project in Kerala

The National Highway Development Project Phase III covering 664 km length of roads in Kerala is at its the final stage of DPR preparation. The four laning projects under BOT basis would cover all the most important roads of the State. The bidding process for this project has begun. NHAI has also invited bids for the Kannur - Kuttippuram section covering 83.20 km of NH 17. All the projects will be implemented under Design, Built, Finance, Operate and Transfer (DBFOT) pattern or BOT (Toll) basis under NHDP Phase III. A new project at an estimated cost of 557 crore from Kalamassery to Vallarpadam (17 km) had already been awarded to National Highway Authority of India and the work would start soon.

Kollam and Alappuzha Bypasses

Kollam and Alappuzha Bypasses on the NH 47 are being implemented on a cost sharing basis between Central and State Government. The total cost of the project is 700.48 crore and an amount of 350.24 crore is included as State share in the Major Infrastructure Development Project by State Government. The total length of Alappuzha bypass (348.43 crore) is 6.8 km, of which 3.2 km is an elevated highway, from Kommady Junction to Kalarkode. The work starting on March 16, 2015 under EPC mode and is progressing. M/s RDS CVOC (JV) is the contractor of this time bound EPC with a contract sum of 274.34 crore and the project is targeted for completion by May 2018. An amount of 135.06 crore is expended till date by the Central and State Governments during the period and 67 per cent of the work is completed.

The Kollam bypass that starts from Kavanad and ends at Mevaram is 13 km with aggregate cost of 352.05 crore and it includes 3 major bridges, new 7 km road and widening of 4 km existing road. The work commenced on May 27, 2015 under EPC mode and has made good progress and is scheduled to be completed by August 2018. An amount of 117.58 crore is sanctioned as mobilisation advance by the Central and State Governments while 70 per cent of the work is completed.

Kerala State Transport Project (KSTP)

Kerala State Transport Project (KSTP-II) is a World Bank assisted project and Bank has approved a cost of 2,403 crore ($445 million) for the project. Though the loan agreement with the Bank was signed on June 19, 2013, the effective date of the agreement was September 2013. The loan closure date is April 2019. The disbursement ratio is 56 per cent by World Bank and 44 per cent by GOK for the eligible items (except land acquisition and operation cost). The State Government had sanctioned 2,500 crore for the project.

The KSTP is implementing the Phase II of the project. The objective of the project is to improve the riding quality of 363 km road section with enhanced road safety provisions. The project has three components. (1) Upgradation of 363 km of road (2) Road Safety Management and (3) Institutional Strengthening. The following works are progressing under the project. The details are presented in Table 5.6.

About 99 per cent of land acquisition process is completed. The Kazhakuttom - Venjaramoodu - Adoor section of MC Road is selected for inclusion in the development of Safe Corridor Demonstration Project. This selection has been done after a detailed review of road accident scenario in the State by Kerala Road Safety Authority, PWD and the Global Road Safety Facility (GRSF), dedicated Road Safety Improvement Agency of World Bank. Under the Road Safety Management Capacity Building programme, KSTP has engaged an internationally experienced consultant M/s VicRoads, Australia to assist in training on Road safety and implementation activities. Under the Institutional Strengthening component, KSTP has completed DPR preparation for road rehabilitation projects, strategic option studies for improving MDRs, design of green buildings for KSTP and PWD head quarters, review of IT system in PWD and other small studies with the Bank’s approval.

Kerala Road Fund Board (KRFB)

Kerala Road Fund Board (KRFB) is a statutory body under the State government established by the KRF Act 2001. The main source of revenue for the Board is the 10 per cent share of motor vehicle tax released by the State government as a budget allocation under non-Plan. The Board is implementing mainly the City Road Improvement Projects on PPP mode. The Thiruvananthapuram City Road Improvement Project has been implemented by Kerala Road Fund Board on PPP (Annuity) mode involving the development of more than 43 km of roads in the capital city and its maintenance for 15 years after construction. The construction works under the project have been completed and is now maintained on annuity payment mode.

KRFB has initiated the Kozhikode City Road Improvement Project, which involves development of 30.55 km of road (7 numbers)at a total cost of 401.42 crore. The project is being taken up on DBFOT - annuity mode. Administrative Sanction has been accorded for land acquisition. Kerala Road Fund Board has also initiated the Cochin City Road Improvement Project, which involves the development of 69.146 km of road (19 numbers) including flyovers and ROBs at a total cost of 476.33 crore.

Road Infrastructure Company Kerala Limited (RICK)

Road Infrastructure Company Kerala Limited is a special purpose vehicle incorporated under Indian Companies Act, 1956 by Kerala Road Fund Board. Government of Kerala had taken initiative to implement State Road Improvement Project (SRIP) aimed at the development of selected State Highways and Major District Roads. There are two packages under the State Road Improvement Project (SRIP) - Rehabilitation Package under PPP Annuity mode and the upgradation package with funding from multilateral funding agencies. The rehabilitation package is intended to improve 106.2 km of roads in two packages A&B in Thiruvananthapuram, Kottayam and Kasargod Districts at a total cost of 209.91 crore. Upgradation Package is designed to improve 600 km of road by including land acquisition wherever needed for geometrical corrections and junction improvements. Administrative sanction has been accorded to acquire land for Karamana - Vellarada road in Thiruvananthapuram at an estimated cost of 21.00 crore under the upgradation package. Major activities of RICK in 2016-17 are given in Box. 5.2.

Research and Development in Road Sector

Research and development activities play an anchoring role in developing innovative models and techniques to address the challenges in modernising the road system in general and technology up gradation with cost effective infrastructure measures in particular. Design, Research, Investigations and Quality Control Board (DRIQ Board), Kerala Highway Research Institute (KHRI) and National Transportation Planning and Research Centre (NATPAC) are the research organisations engaged in research and development of the road sector at present.

(a) DRIQ Board

In 2016-17, the design wing of DRIQ Board completed 8 building designs and 22 building designs partially, structural designs of 44 bridges, 13 general design and 31 detailed designs. Moreover, the research and project preparation unit of DRIQ Board prepared 11 projects. The activities of DRIQ Board in 2016-17 is given in Box 5.3.

(b) Kerala Highway Research Institute (KHRI)

Kerala Highway Research Institute, the South Zone Regional Office is the quality control wing mandated with the task of assuring quality in works undertaken by PWD. Quality control sub division of Pathanamthitta, Alappuzha, Kollam Districts are under the jurisdiction of KHRI. KHRI conducts training programmes for technical and non technical staff of PWD. The activities of KHRI in 2016-17 are given in Box 5.3.

As a part of Quality Control of Works and Test, a total of 136 tests were conducted and the results forwarded to the respective Chief Engineers for further action.

(c) National Transportation Planning and Research Centre (NATPAC)

NATPAC is the Research Centre conducting research and development and extension activities in the field of transportation and allied areas under the administrative control of Kerala State Council for Science, Technology and Environment (KSCSTE) of Science and Technology Department. The broad areas of activities by NATPAC include transportation, planning and road safety, regional transportation, highway planning and development, traffic management, water transport and providing consultancy services to various user agencies in the domain area.

In the year 2016-17, NATPAC carried out 28 research projects, studies on 19 externally funded projects and 13 road safety programmes sponsored by Kerala Road Safety Authority (KRSA). Several road safety training materials have also been developed by NATPAC. The Plan programmes are mostly R&D projects to address the traffic and transportation issues of the State. The externally funded projects are need based studies entrusted to NATPAC by government agencies like PWD, Transport, Tourism, Water Resources, Town Planning Department and other Organisations like Kochi Metro Rail Company, National Highway Authority of India (NHAI), Roads and Bridges Development Corporation Kerala (RBDCK), Techno park, Kerala Rapid Transit Corporation Limited (KRTL), Infrastructure Kerala Limited (INKEL) and Inland Water Ways Authority of India (IWAI).

NATPAC has undertaken studies on the integration of multi-modal transport in Kochi city for increasing patronage in public transport system by integrating Inland Waterways, Non - Motorised Transport (NMT), Regional Bus Transport, City Bus Transport and Metro Feeder into an efficient system. A Comprehensive Mobility Plan for Thrissur City was prepared. The Centre has prepared GIS-based road and traffic database for the roads in Kerala, which can be further developed to prepare database pertaining to road accidents, pavement management system, traveller/tourist information system etc for the State. NATPAC has developed a perspective plan for National Highway sections in Kozhikode division and developed a growth rate model for National Highways in Kerala. During this period, the Centre has completed 100 road safety projects/programmes pertaining to Schools, Panchayats, drivers and other road users reaching a target of more than 3,000 road users.

Road Transport

Transport activities in Road Sector are carried out by Kerala State Road Transport Corporation (KSRTC) and Motor Vehicles Department (MVD) in the State. In Kerala, the road transport industry is dominated by private service providers. The road freight services are wholly owned and operated by the private sector.

Motor Vehicle Department

Motor transport sector is an important and integral part of the State economy. Kerala has 110.3 lakh registered motor vehicles as of March 2017. For the last two decades it has experienced a compounded annual growth rate of above 10 per cent. The number of vehicles per 1,000 population for Kerala in March 2017 is 330. 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 per cent over the previous year. The growth of Motor Vehicles during last ten years is shown in Figure 5.1. The number of motor vehicles having valid registrations as on March 31, 2017 is 11,030,037 as against 10,171,813 in the previous year. The details are in the Appendix 5.7. The number of newly registered vehicles is 939,580 in 2016-17 and the details are given in Appendix 5.8. Personal vehicles have recorded a faster growth rate over the previous year. The District-wise growth of vehicle numbers in Kerala is given in Appendix 5.9. The percentage of category-wise motor vehicles registered in 2016-17 is shown in Figure 5.2.

About 2.574 vehicles are newly added to the vehicle population every day. Of this 1,802 are two wheelers. The highest vehicle population was recorded in Ernakulum district with 16,75,199 vehicles (15.19 per cent) followed by Thiruvananthapuram with 14,01,090 (12.7 per cent). Wayanad district has the lowest number of 156,216 (1.42 per cent) vehicles. Category wise growth of motor vehicles in Kerala since 2010 to 2017 is in Appendix 5.10. The mismatch between growth in motor vehicles and the capacity augmentation of roads has resulted in increasing traffic congestion and road accidents throughout Kerala. The revenue earned by Kerala Motor Vehicles Department has risen from 1,831.15 crore in 2012-13 to 3,026.42 crore during 2016-17.

Major schemes implemented by Motor Vehicles Department are road safety measures, establishment of vehicle testing stations and modernisation of check posts. Department has started Driver Testing Tracks at Chevayoor (Kozhikode), Elavayoor (Kannur) and Parassala (Thiruvananthapuram). The works of three tracks, one each at Muvattupuzha, Muttathara and Monuppally are going on. Radar Surveillance System (Speed Camera System) was installed at Palakkad, Thrissur, Kollam, Kottayam, Ernakulam and Kannur. A new initiative by the Department was ‘Third Eye Enforcement”. Through the scheme, the public can assist the enforcement team of the department by capturing and sending the traffic violation in terms of video clips, figuress etc in real time through an exclusive public web portal. Road safety suggestions/feedbacks from the public are also incorporated in this project.

E-Governance

Government is aiming to strengthen web based database of the vehicles and adopt E-Governance for online payment of taxes, registration, modern methods of vehicle tracking and monitoring systems, covering Electronic Road Pricing (ERP) system to decongest and reduce accident prone locations.

Automatic driver licensing system and Automatic Vehicle Testing System.

• All RTOs to install automatic driver licensing systems and vehicle testing systems accompanied by live road test.
• Strict test with adjustment of rear view mirrors, usage of indicators and seat belt.
• Online State Registry for Licenses and Vehicle Registration in line with MoRTH (Vahan and Sarthi).
• Online learners license.
• Online technology based licensing system.
• Technology based fitness test of vehicles.
• Registration of vehicles and obtaining driving licenses from anywhere in State.

Motor Vehicles (Amendment) Bill 2016, GOI

The Motor Vehicles (Amendment) Bill 2016, Government of India, aims to amend 68 sections out of the total 223 sections. Chapter 10 of the Act has been deleted and chapter 11 is being replaced with new provisions to simplify third party insurance claims and process of settlement. The important provisions are the following

• Higher Penalties - The minimum fine for being caught driving under the influence of alcohol or drugs has been increased from 2,000 to 10,000 and for rash driving from 1,000 to 5,000
• Cashless treatment for road accident victims
• Increased compensation for family of the deceased - If an individual dies in hit and run case, the central government is required to provide a compensation of 2.00 Lakh or more to their family
• Inclusion of Good Samaritan Guidelines - to protect Good Samaritans (bystanders who come, forward, in good faith, to help road accident victim) from civil and criminal liability and make it optimal for them to disclose their identity to the police or medical personnel
• National Transportation Policy - Central Government is required to develop a ‘National Transportation Policy’ to establish a framework for road transportation planning, granting of permits and prioritisation of the road transport system
• Compulsory Insurance - Central Government to set up a ‘Motor Vehicle Accident Fund’ that will provide an automatic cover for all road accident victims in India
• Automated Fitness Training for Vehicles - Introduction of an automated process to test the fitness of motor vehicles by October 1, 2018
• National Registry for Licenses and Registrations - Creation of a ‘National Register for Driving License’ and a ‘National Register for Vehicle Registration’ through Vahan (for vehicle registry) and Sarthi (for driving licenses) platform
• Electronic Monitoring - Government to ensure proper electronic surveillance on national and State highways and urban roads.

As the Vahan -4 (a web based application software intended to carry out the works related to Vehicle registration) and Sarthi -4 (a web based application software intended to carry out the works related to Driving Licenses) are intended for use across the country, network traffic to the application would be very high at the office working hours. Vahan and Sarthi facilitated with smart card/plastic card based licenses and registration certificates are far superior to the present laminated cards.

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 increasing trend of traffic accidents is a matter of great concern. The analysis of figures from 1980-81 onwards shows that an increase in the number of accidents was steady from 7,064 in 1980-81 to 20,900 in 1990-91 and 34,387 in 2000-01 and 35,282 in 2010-11 and 3,9137 in 2015-16. The number of accidents decreased to 38,777 in 2016-17. The bigger States like Uttar Pradesh, Gujarat and Rajasthan report far less number of accidents compared to Kerala. The district wise motor vehicle accidents in Kerala and the category wise details of motor vehicles involved in road accidents are given in Appendices 5.11 and 5.12 respectively.

During 2016-17, Kerala registered 38,777 accidents (106 per day). Accidents due to KSRTC buses was 1,000 in 2016-17 (3 per day) and other buses was 3,501(10 per day). The number of two wheelers has increased from 64.72 lakh in 2016 to 65.77 lakh in 2017, recording average annual growth rate of 11 per cent. The number of traffic crashes involving two wheelers has decreased from 31,595 (87 per day) in 2016 to 15,033 (41 per day) in 2017. Bike accidents account for nearly 38 per cent and motor cars for 28 per cent respectively of the total accidents reported in the State. Trend of motor vehicle accidents in Kerala is presented in Figure 5.3.

Kerala recorded a total of 38,777 accidents in 2017 which is 351 accidents per lakh vehicles registered in the State. Growth of accidents in the State during the last eight years is given in Table 5.7. It can be seen that the accident occurrences had exhibited fluctuation during various time periods although not showing any definite patterns of growth or decline. But it is to be highlighted that there is a constant decrease in accidents/lakh vehicles every year since 2010.

Most of the accidents are attributed 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 percentage of vehicle category wise accidents in Kerala in 2016-17 is shown in Figure 5.4.

Kerala State Road Transport Corporation (KSRTC)

Kerala State Road Transport Corporation (KSRTC) is the single largest public sector undertaking, carrying out passenger transport operations in the State. The gross revenue earning of KSRTC during 2016-17 was 1,827.45 crore. The gross revenue expenditure was 2,367.60 crore and operating loss during this period was 540.15 crore.

Out of 5,953 buses of KSRTC, 1,095 (18.4 per cent) buses are ten or more years old. The status of KSRTC buses is given in Appendix 5.13. The average earning per vehicle per day on road of the Corporation has decreased from 12,060 in 2015-16 to 11,465 during 2016-17. During the period, 699 new buses were put on road and 460 buses scrapped. The Corporation operated its bus service for a total distance of 5,771 lakh km carrying about 10,403 lakh passengers. The major indicators showing operational efficiency and district wise operational statistics of KSRTC are given in Appendices 5.14 and 5.15 respectively.

The fare structure of KSRTC remained unchanged during 2016-17. The fares of ordinary and city buses are 64 paise per km, 72 paise per km for super fast, 90 paise to super deluxe service, 110 paise for A/C Air Bus and 130 paise for High Tech Volvo Buses. The fare structure of KSRTC is given in Appendix 5.16.

As part of fleet renovation, KSRTC has introduced multi axle buses like Scania on wet lease basis from its dealers. These buses are operating in inter State routes. In 2016-17, all major workshops of KSRTC were renovated by providing modern equipments as per the recommendation of the Hanumantha Rao report on modernisation of workshops.

Inter-Unit analysis of KSRTC reveals that about 30 per cent of the units of the State exhibit poor performance. The district wise details of operational statistics are given in Appendix 5.17. Financial performance of KSRTC is not in tune with its physical achievements due to an increase in operating expenditure, hike in pension commitments, increase in interest payments, operation in uneconomic routes and the granting of concessional travels leading to increasing losses for the Corporation. Though the occupancy ratio in KSRTC has increased from 67.14 per cent in 2009-10 to 75.09 per cent in 2016-17, it is still not a significant increase considering the higher occupancy in private carriages and inadequate road infrastructure in Kerala which results in lesser use of public modes of transport. Private operators are dominant in passenger transport operation in the State. Fleet utilisation of KSRTC is only 81 per cent. More than 12 per cent of the buses are under repair and 25.9 per cent of the vehicles are over aged. Staff per bus ratio is as high as 6.05. The number of breakdowns per lakh kilometers in KSRTC is around 6 while that of neighboring Karnataka RTC (KnRTC) and Bangalore Metropolitan Transport Corporation (BMTC) is less than one. The number of buses owned by KSRTC is given in Appendix 5.18. The major internal indicators of KSRTC is given in Box 5.4. The operational efficiency of KURTC is given in Appendix 5.19.

Heavy losses due to operational inefficiency, high bus/staff ratio, operation in uneconomic routes and unviable depots are some of the issues/challenges faced by KSRTC. A professional techno economic study needs to be done to identify and suggest measures to deal with the critical issues/challenges faced by KSRTC.

Issues, Challenges and Way Forward in Road and Road Transport Sector

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 roads have single lane or intermediate lane capacity. 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 interstate traffic is carried out by the National and State Highways which are only 8 per cent of the total network. Considering the demand supply gap, there is a huge need to upgrade 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 and incorporating road safety features.

A criterion should be developed for prioritising the road works in the State. Major emphasis should be given to widening the State Highways and Major District Roads along with professional design and adequate drainage facilities. The new road development initiative like the Hill Highways, Coastal Highways, bypasses etc needs to be completed during the 13th Five-Year Plan period.

There is a need to undertake planned development of State Highways, important Major District Roads and City roads in the State which addresses geometrical improvement, junction improvements, covering pedestrian facilities, utility ducts, re-laying the roads incorporating technical corrections and entering into maintenance contracts. Road side parking is another issue to be addressed to improve the level of service.

Co-ordination between the physical infrastructure providers - Public Works Department (PWD), Railways, Inland Transport Authority, Airports and Coastal Shipping Agencies to build transport infrastructure, operate and maintain the existing ones are required. Physical infrastructure has to be designed to support an inter modal transport network.

The Approach to 13th Five-Year Plan in the road and road transport sector is given in the Box 5.5.

Railways

The Indian Railway system is the second largest network in the World under a single management. It provides one of the cheapest means of transport in India. The Railway network comprises 90,803 km of track over a route of 66,030 km and 7,137 stations. It is the fourth largest network in the world after USA, Russia and China. Kerala occupies a significant position on the Indian Railway map with 1,257 route km and 1,588 km of total track. Thiruvananthapuram and Palakkad divisions of the Southern Railway zone are the administrative divisions. Palakkad division operates 76 express and 49 passenger trains and carries 2.16 lakh passengers. Thiruvananthapuram division operates 80 express trains and 60 passenger trains and carries 2.6 lakh passengers daily. All the railway lines passing through the State have been converted into broad gauge. There are about 200 railway stations in the State. Doubling and electrification works are in progress in various parts of the State. Feasibility studies for some new lines are also underway in the rail sector.

Kerala Rail Development Corporation (KRDCL)

The Kerala Rail Development Corporation (KRDCL), a joint venture company between GOI and GOK, has been formed with the objective of taking up major railway infrastructure development projects in Kerala on a cost sharing mode. The JV is registered with an equity share of 51 per cent and 49 per cent between GOK and GOI and proposes to take up the upcoming rail projects in Kerala through project specific SPVs.

The joint venture company has an initial paid up capital of 100 crore based on the quantum of projects to be undertaken. The authorised equity share capital and paid up capital can be enhanced from time to time with the approval of Ministry of Railways (Railway Board) and State Government of Kerala. List of Projects identified by KRDCL during 2017 are given in Table 5.8.

Kochi Metro

Kochi Metro Rail Project (KMRP) is the flagship project of the Government of Kerala designed to address the transportation woes of Kochi City. The project is implemented through the Kochi Metro Rail Ltd (KMRL), which is a special purpose vehicle jointly owned by the Government of Kerala and Government of India with equity participation. The Union Government gave a sanction for the project in July 2012 at a total cost of 5,181.79 crore for Aluva - Pettah 25.6 km stretch. KMRL has signed an agreement with GOI and Delhi Metro Rail Corporation Ltd (DMRC) for executing the project as per the tripartite agreement signed between GOI, GOK and KMRL. The details of the ongoing project are in Table 5.9.

The Phase - I of the Kochi Metro Rail Project was sanctioned in July 2012, which envisages a route length of 25.612 km from Aluva to Pettah on a fully elevated metro viaduct with 22 stations. The sanctioned cost of the project is 5,181.79 crore. The project consists of two basic construction elements, viz, the civil structures and the systems. The civil element comprises the metro viaduct, 22 metro stations and the track. The systems side consists of the Rolling Stock (Metro Rail Coaches), signaling telecom and electrification for traction and power supply facilities. A metro train depot on 15.12 hectares of land has also been constructed for the stabling and maintenance of trains.

Reach -I from Aluva to Palarivattom with a section length of 13.4 km and 11 stations was inaugurated by Hon’ble Prime Minister on June 17, 2017 and was opened to general public on June 19, 2017. The Reach II-A from Palarivattom to Maharajas College with a section length of 4.892 km and 5 stations was inaugurated by Hon’ble Chief Minister on October 3, 2017 and was opened to general public on that day itself. The work of Reach 2 B from Maharajas College to Petta with a section length of 7.32 km and 6 stations is in progress and expected to be commissioned in 2019. The financial progress for the entire project as on September 30, 2017 is around 80 per cent of the approved cost.

Light Metro Rail Projects at Thiruvananthapuram and Kozhikode

Light Metro Rail Project is a Mass Rapid Transit System (MRTS) proposed to be implemented in the cities of Thiruvananthapuram and Kozhikode by a special purpose vehicle, Kerala Rapid Transit Corporation Limited (KRTL). The DPR has been prepared by Delhi Metro Rail Corporation (DMRC). A route length of 13.33 km with 14 stations in Kozhikode has been decided as the first phase of the project. The estimated completion cost of the project is 4,219.00 crore for Thiruvananthapuram and 2,509.00 crore for Kozhikode totalling to 6,728.00 crore (including Central taxes and land cost). The estimated completion period of the project is five years for Thiruvananthapuram and four years for Kozhikode.

A new Metro Rail Policy has been announced by Government of India in August 2017, which specifies guidelines to be followed in the preparation of proposals for new metro projects in the country that seek financial assistance of the GOI. These guidelines are also applicable to all existing proposals for metro rails, being processed by the GOI. The proposal for the Light Metro projects in Thiruvananthapuram and Kozhikode will also have to be revised as per the guidelines of this new policy. The revised proposal will subsequently be submitted to the GOK for clearance by the State cabinet. Subsequent to the clearance, the revised proposal will be sent to the Ministry of Housing and Urban Affairs (MoHUA) for the approval of GOI.

Administrative Sanction was accorded for the construction of flyovers at Sreekariyam, Pattom and Ulloor, which are major preparatory works in connection with the Light Metro project at Thiruvananthapuram. The estimated cost for the work is 272.84 crore, which includes the cost of acquisition of 2.77 ha. of private land. The funds for the work of flyovers are being availed from KIIFB. Administrative Sanction has also been accorded for widening of Mananchira - Meenchanda road, along the proposed Light Metro corridor in Kozhikode.

Water Metro Project

Kochi Water Metro Project was sanctioned in November 2015 at a total project cost of 748 crore envisaging a route length of 76 km in 16 routes covering 38 Jetties. The funding pattern is 112.09 crore (15 per cent) as equity share from GOI and GoK and 635.88 crore (85 per cent) borrowing from bilateral funding agency. Administrative Sanction was accorded for 682.01 crore, of which 579.71 crore is loan component and 102.30 crore is State share for implementing the project. The tri-party agreement between GOI, KfW and KMRL was signed in June 2016 for 85 million Euro. General consultancy has been awarded to AECOM Consortia and agreement with the consultancy was signed on 2nd June 2017. The details are given in Table 5.10.

Initial Investigation works have started. Bathymetric survey works to finalise the routes and dredging quantities have been awarded. Land acquisition process for Jetties have been initiated. A total of 19 out of 38 cases for jetties location has been forwarded to land acquisition wing, Thiruvananthapuram for government clearances.

Air Transport

Air transport is coming of age and meeting a bulk of international trips and limited inter-State trips. Inter-city services within the State have just started. Unlike other states where the capital city has the highest air traffic, in Kerala, air traffic is distributed evenly over the three airports. Despite this, all three international airports of Kerala are among the top 15 busiest airports in India. More than eight lakh domestic passengers and 50 lakh international passengers are using these airports facilities in the State every year.

Kerala has three international airports viz, Thiruvananthapuram, Kochi and Kozhikode. All civilian airports functioning in the State are international airports, a feature which is unique to Kerala. Thiruvananthapuram International Airport is one of the major airports in South India. It plays a major role in the world aviation map, connecting and controlling about nine international air-routes and eight domestic air-routes and provides approach control service to eight major and minor aerodromes. CIAL was ranked the third best airport in the 5 to 15 million passengers category based on the 2016 Airport Service Quality (ASQ) Survey conducted by Airports Council International (ACI), Montreal, Canada. CIAL is experimenting with innovative models which are comprehensive, sustainable and cost effective. Kozhikode International Airport is the twelfth busiest airport in India and the third in Kerala. Upon completion of Kannur International Airport, Kerala will join Tamil Nadu as the State with the most number of international airports.

Kannur International Airport Limited (KIAL) was set up by Government of Kerala to build and operate Kannur International airport. The Kannur airport project is being developed in two phases by KIAL. The first phase is envisaged to span from 2016-17 to 2025-26 and second phase would be from 2026-27 to 2045-46. The airport would have flight movements of 39,638 nos (peak hour’s 18 nos) p.a with 4.67 million passengers and 60,758 tons of cargo. The facilities in the airport include a runway length of 3,050 m, with a terminal building of 96,000 sq. m, 20 parking stands (apron) and 22,000 sq. m. car/bus parking, 1,200 sq. m. ATC/technical building and around 7,750 sq. m near the apron area of ground service equipment parking area

The Board of Directors decided to extend the length of runway from 3,050 m to 3,400 m and land acquisition process in progress for this. All the facilities are nearing completion. The navigation work has been completed by Airports Authority of India. The commissioning of the work including Instrument Landing System (ILS) calibration and aeronautical information publication is scheduled to be done by the end of August 2018. Security clearance of BCAS, license of Director General of Fire, CISF, customs immigration including the posting of officials of Meteorological Department is expected to be completed so that KIAL could commence its first phase of commercial operation by September 2018.

Water Transport

In Kerala water transport is a viable alternative or addition to road and rail transport. It has the largest carrying capacity and is most suitable for carrying bulky goods over long distances There are three primary categorisation for water transport. They are ocean transport, inland water transport and coastal shipping. The complex network of connections between coastal ports, inland ports, rail, air, and truck routes forms a foundation of material economic wealth worldwide. Though environmental-friendly and the most economical mode of transport, it remains largely under-exploited By enhancing the efficiency and sustainability of water transport, a comprehensive normative framework for the key aspects of navigation need to be established. This chapter deals with the various Government plans and policies aimed at the overall development of ports and inland waterways facilitating and promoting coastal shipping, foreign trade and inland water transport.

Port Sector

Maritime transport is the backbone of globalisation and lies at the heart of cross-border transport networks that support supply chains and enable international trade. An economic sector in its own right that generates employment, income and revenue, transport - including maritime transport cross-cuts and permeates other sectors and activities. Maritime transport enables industrial development by supporting manufacture growth; bringing together consumers and intermediate and capital goods industries, promoting regional economic and trade integration. From ship building to cargo routes to the future of seafaring, the maritime sector continues to evolve in response to economic, political, demographic, and technological trends. Understanding these trends is critical to improving the performance of the industry’s capital investment as well as operational efficiency, providing the backdrop for successful long-term maritime trade strategy.

Ports in India

India’s long coastline of over 7,500 km is home to the country’s 12 major ports and 200 non major ports. Out of 200 non major ports located along the western and eastern corridors only 139 are operable i.e. 69.50 per cent. Indian ports are the gateway to India’s international trade by sea, handling over 90 per cent of foreign trade. The 12 major ports managed by the Port Trust of India are under Central Government jurisdiction and 139 minor ports are under the jurisdiction of the respective State Governments. About one- third of minor ports only undertake regular commercial operations. These are located mainly in Gujarat, Andhra Pradesh, Goa and Maharashtra.

The major ports include Chennai, Kamarajar (Ennore) and V.O Chidambaranar (in Tamil Nadu), Cochin (in Kerala), Kandla (in Gujarat), Kolkata (in West Bengal), Mumbai and Jawaharlal Nehru Port Trust (JNPT) (in Maharashtra), Mormugao (in Goa), New Mangalore (in Karnataka), Paradip (in Orissa) and Vishakapatnam (in Andhra Pradesh).

Cargo Traffic in Major Ports of India

In 2016-17, Major and non-major Ports in India have accomplished a total cargo throughput of 11,330.9 lakh tonnes reflecting an increase of 5.7 per cent over the corresponding period of 2015-16. The growth in cargo handled at Major and Non-major ports in 2016-17, were 6.8 and 4.2 per cent. respectively. The share of Major Port in the total traffic handled at Indian Port increased from 56.5 per cent in 2015-16 to 57.2 per cent in 2016-17.

The volume of seaborne cargo traffic handled by ports is mainly shaped by the levels and changes in both global and domestic activity. Cargo traffic at India’s 12 major ports during 2016-17 was 6,477.6 lakh tonnes achieving growth of 6.8 per cent over the 6,063.7 lakh tonnes handled in 2015-16.

As per the Port Statistics 2016-17, Ministry of Shipping, GOI during 2016-17, Mormugao recorded highest growth in traffic 59.7 per cent followed by Paradip Port (16.5 per cent), Cochin port (13.2 per cent), New Mangalore port (12.3 per cent), Visakhapatnam port (7 per cent), Kandla port (5.4 per cent), Chidambaranar port (4.4 per cent), Mumbai port (3.2 per cent), Haldia dock complex (1.9 per cent) and Chennai (0.3 per cent). Major ports which recorded a fall in traffic during 2016-17 were Kamarajar port (6.8 per cent), Kolkata Dock System (KDS) (3.6 per cent) and Jawaharlal Nehru Port Trust (JNPT) (2.9 per cent).

Amongst the major ports, Kandla Port handled the maximum cargo of 105.44 million tonnes with a share of 16.3 per cent in total cargo handled at major ports followed by Paradip (13.7 per cent), Mumbai (9.7 per cent), JNPT (9.6 per cent), Vishakhapatnam (9.4 per cent), Chennai (7.8 per cent), NMPT (6.2 per cent), Chidambaranar (5.9 per cent), Haldia Dock Complex (5.3 per cent), Mormugao (5.1 per cent), Kamarajar (4.6 per cent), Cochin (3.9 per cent) and Kolkata Dock System (KDS) (2.5 per cent) in 2016-17.

Figure 5.5 shows the commodity wise break up of cargo handled at major Indian ports in 2016-17.

In terms of composition of cargo traffic handled in 2016-17 at major ports, the largest commodity groups (with share in per cent in total cargo handled) are POL (32.8 per cent), others cargo (20.1 per cent), container traffic (19.2 per cent), Coal (18.2 per cent), Iron ore (6.6 per cent) and Fertilizer and Fertilizer Raw Material (2.2 per cent) and food grains (1.0 per cent) (Source: Port Statistics 2016-17, Ministry of Shipping, GOI).

Figure 5.6. shows the pattern of cargo traffic at Major ports in South India from 2012-17.

Vishakhapatnam Chennai and New Managalore hold first, second and third position in terms of the quantity of cargo handled over the period 2012-17 Appendix 5.20. The growth rates of cargo movement in the 3 ports were 6.99 per cent, 0.31 per cent and 12.26 per cent respectively in 2016-17. In the case of other 3 ports, Chidbambarnar, and Cochin ports have also exhibited upward trends in 2016-17 with 4.38 per cent, and 13.16 per cent growth respectively. However, cargo handled at Ennore has declined by 6.78 per cent in 2016-17.

Cargo traffic in non-major ports of India

Non-major ports handled 42.8 per cent of total maritime freight traffic of the country in 2016-17. The growth in cargo handled by the non-major ports in 2016-17 was 4.1 per cent compared to 1.0 per cent decline recorded in the previous year. Gujarat accounted for 71.2 per cent of the traffic handled by non-major ports followed by Andhra Pradesh (14.3 per cent) and Maharashtra (7.2 per cent). These three maritime States, viz, Gujarat, Andhra Pradesh and Maharashtra together accounted more than 90 per cent of the total cargo traffic handled by the non-major ports over 2016-17.

Two commodities, viz. POL and Coal accounted for more than two-third of the total cargo handled at the non-major ports in 2016-17. The growth of iron ore in 2016-17 was 86.7 per cent compared to 35.1 per cent in 2015-16. The POL, building materials and others commodities recorded growth of 2.9 per cent, 3.3 per cent and 13.0 per cent respectively in 2016-17. However, growth of coal and fertilizers and FRM products decreased 6.4 per cent and 27.8 per cent in 2016-17.

Ports in Kerala

The Ports of Kerala lie in the south west corner of the Indian peninsula. Kerala has a coastal length of 585 km and the State has an average width of about 60 km with one major port at Cochin and 17 non major ports. Out of 17 minor ports in Kerala, four are considered as intermediate ports based on berthing, cargo handling and storage facilities available in them. They are Vizhinjam, Beypore, Azheekal and Kollam ports. The remaining 13 minor ports in the State are Neendakara, Alappuzha, Valiyathura, Kayamkulam, Manakkodam, Munambam, Ponnani, Vadakara, Thalasserry, Manjeswaram, Neeleswaram, Kannur and Kasaragod.

Most of the minor and intermediate ports in the State are seasonal in nature with insufficient infrastructure to handle even medium and small sized vessels throughout the year. Presently cargo operations take place only in four ports i.e. Vizhinjam, Beypore, Kollam and Azheekal. At Beypore, passenger traffic to Lakshadweep islands is also handled. At Thangassery (Kollam) new cargo port facilities are created utilising the calm fishery harbour basin.

The Government of Kerala has already decided to develop five non major ports through PPP mode. These Ports are Azheekal, Beypore, Ponnani, Alappuzha and Kollam. Apart from this a major port, Vizhinjam Deepwater International Container Transshipment Terminal is under construction.

Cargo Traffic in Cochin Port

In the case of Cochin Port, the total cargo traffic handled by the port in 2016-17 recorded an increase of 13.16 per cent to 250.07 lakh tonnes as against 220.98 lakh tonnes handled over the previous year.

Total import traffic handled in 2015-16 recorded an increase of 11.35 per cent to 202.48 lakh tonnes from 181.84 lakh tonnes in the preceding year. The major component of import include other cargo including POL (97.33 per cent) followed by fertilizers and raw materials (1.24 per cent), food grains (0.86 per cent), cashew nut (0.44 per cent) and iron steel and machinery (0.12 per cent).

Total export traffic handled during the year showed an increase of 21.59 per cent to 47.59 lakh tonnes from 39.14 lakh tonnes in the preceding year. The major components include other cargo including POL (88.29 per cent), coir products (4.43 per cent), sea food (3.42 per cent), tea (1.71 per cent), coffee (1.17 per cent), cashew kernals (0.81 per cent), spices (0.50 per cent). (Source: Cochin Port Trust).

Cargo Traffic in Non-Major Ports of Kerala

The cargo traffic in non-major ports of Kerala, declined 2.03 per cent at 14,0542.9 tonnes in 2016-17 as against 143,458.58 tonnes in 2015-16.

Cargo handling in 2016-17 was confined mainly to Beypore, Kollam, Vizhinjam and Azhikkal ports. The commodity handled in Vizhinjam and Beypore has increased by 20.78 per cent and 1.54 per cent whereas it has declined in Kollam and Azhikkal ports by 95 per cent and 38.34 per cent respectively. Details of commodities-wise cargo handled in minor and intermediate ports of Kerala (both coastal and foreign) are detailed in Appendix 5.21. In 2016-17, there were a total of 495 steamers and sailing vessels with registered tonnage of 140,542.93 called at non-major ports against 356 steamers and sailing vessels with 237,417.98 tonnages in the previous year. This shows a increase in number of vessels and decrease in tonnages. The details are shown in Appendix 5.22. Statement showing the revenue collection at the non-major ports during 2016-17 is given in Appendix 5.23.

The trend of cargo handled at non major ports of Kerala is given in Figure 5.7. Import has shown a fluctuating trend with a fall in 2011-12 and showed a growth of 2.63 per cent in 2012-13. It declined 18.14 per cent in 2013-14. 2014-15 and 2015-16 witnessed an increasing trend with 92 per cent increase in 2015-16. However import decreased drastically by 97 per cent in 2016-17 from the previous year. Exports declined in 2012-13 by 1.50 per cent then it improved by 5.05 per cent in 2013-14. In 2014-15, exports increased 13.18 per cent. In 2015-16 it had shown a drastic decline by 64.51 per cent but in 2016-17 it has increased 272.69 per cent.

The Government agencies involved in the development of ports in the State are Port Department, Harbour Engineering Department, and Hydrographic Survey Wing. The total budgeted outlay for the sector in the 11th Five-Year Plan was 51,463 lakh and expenditure 56,594.65 lakh (109.97 per cent). But during 12th Five-Year Plan total budgeted outlay for the sector was 70,027 lakh (36.07 per cent increase over 11th Five-Year Plan) out of which 78,063.62 lakh (111.48 per cent) is expended. The outlay and expenditure of the sector during the 12th Five-Year Plan and for the Annual Plan 2017-18 are given in Table 5.11.

Port Department

The port directorate is situated at Thiruvanthapuram. There are three regional port offices at Neendakara, Alappuzha and Kozhikode respectively. The Director of Port and port officers administer the port operations at all non major ports with the powers vested on them by Indian Port Act, 1950. The capital and maintenance dredging needed to maintain the required depth at the ports is another responsibility of the Port department. The port department is also responsible for search and rescue operation along Kerala Coast at times of distress.

Vizhinjam International Deep Water Multipurpose Seaport

The flagship project of the State, Vizhinjam International Deep-water Multipurpose Seaport is a landmark dream project that took off in 2015. This port is being developed as the transshipment hub to cater to large mother vessels. Vizhinjam is an all-weather port that will come up 10 to 12 nautical miles away from the Persian Gulf-Malacca lines. The proposed site has minimal maintenance dredging. With a draught of 18.20 m, this port can handle new generation mother vessels of size range 18,000 to 22,000 TEU.

The project is being developed on design, build, finance, operate and transfer (“DBFOT”) basis with Adani Vizhinjam Port Private Limited (AVPPL) as the Concessionaire. The concessionaire would construct and operate the Port for a term of 40 years which include 4 years construction period.

The total cost of the project is 6,770 crore. Out of this 4,089 crore will be the contribution of the private partner, 1,463 crore will be put by State Government for ‘funded works’ of the project. The Central Government will provide 818 crore as viability gap funding (VGF) support and a balance of 817 crore will be provided by the State Government out of the total viability gap fund (VGF) of 1,635 crore sought for the project. The State would be providing land and developing external infrastructure such as water, power and rail connectivity. It’s the first project in the State and first port in the country to receive VGF assistance from Ministry of Finance. The State government would get its portion of revenue, from non-port operations after 7 years of operation and from port operations after 15 years of operations.

Another novel feature of this project is the funded works component. Funded works are those components of the project where the private partner will carry out the work and the State Government that undertake the development will reimburse the cost of the same. The construction of breakwater (3.1 km), fish landing berth and buildings in fishing harbor and side development are the constituents of funded works on this project. The construction of breakwaters for the project would be an engineering feat in the maritime history of the country.

The port is primarily designed to cater to the transhipment and gateway container business of the region. The port will be developed in multiple phases. Phase-1 of the port will be developed over a period of 4 years and is envisioned to have the following:

• Breakwater of total length 3,100 m (main breakwater 2,960 metre with 140 metre extension for fish landing harbour).
• Container berth length of 800 metre capable of handling up to current largest 20,000 TEU container vessels.
• Container Handling/Berth Capacity of 1 Million TEU per Annum.
• Container yard with a width of up to 500 m.
• A fishing harbour for livelihood enhancement of local community.

Depending on the growth of the traffic, subsequent phases of the port are envisaged to be developed in the following manner:

Phase 2

• Construction of berth with length of 400 m
• Capacity enhancement to 1.5 Million TEU.
• Construction of Breakwater extension by a length of 200 m.

Phase 3

• Construction of berth with a length of 400 m
• Capacity enhancement to 2.2 Million TEU.
• Construction of Breakwater extension by a length of 720 m.

Phase 4

• Construction of berth with length of 400 m
• Capacity enhancement to 3.0 Million TEU.

Harbour Engineering Department

Harbour Engineering Department was formed in 1982 as a separate specialised service department for Fisheries and Ports. Government of India has empanelled Harbour Engineering Department of Kerala as a nation wide consultant in the coastal engineering field as well as a unique State Department in India. The major functions of the Department are investigation, planning, design, evaluation, execution, operation, maintenance, and management and related maritime engineering and technical works for the development schemes of the Fisheries and Port Department. During the 12th Five-Year Plan an amount of 6,710 lakh were allocated to this Department from which the expenditure was 2,453.84 lakh (36.56 per cent). The amount allotted in 2017-18 is 1,465 lakh.

Major Achievements of the Harbour Engineering Department in 2016-17

• Administrative sanction was accorded for strengthening and widening of road from Eravipuram Bridge to Mukkompozhi in Eravipuram LAC for 490 lakh.
• Administrative sanctions obtained to purchase survey instruments for investigation sub division and echo sounder for 135 lakh
• Ongoing construction of Type II quarters at Kamaleswaram.
• Rectification of damages to seaward breakwater at Vizhinjam.
• Procurement of computer and related accessories, modern software’s advanced survey equipment such as total stations, GPS, photocopiers, public addressing system, local area network system etc.
• Installation of internet and networking facilities up to sub division offices.

Hydrographic Survey Wing

The Hydrographic Survey Wing was constituted in 1968 as a part of the Kerala State Port Department for conducting hydrographic investigation which is required for the development of Ports. The Wing conducts pre and post dredging surveys and pre and post Monsoon surveys and undertakes Hydrographic Survey requirement of Harbour Engineering Department, Fisheries Department and other Government organisations. The wing also furnishes hydrographic data as required by the National Hydrographic Office, Dehradun (Indian Navy) for updating their navigational chart.

The Chief Hydrographer is the head of the wing and is headquartered in Thiruvananthapuram. There are three regional offices; one each at Kollam, (Southern Range) and Beypore (Northern Range) and North Paravoor (Central Range).Kollam and Beypore offices are headed by Marine Surveyors and North Paravoor office is headed by the Assistant Marine Surveyor. There is an Assistant Marine Surveyor’s office at Neendakara which assists the Marine Surveyor, Kollam.

Major Achievements of Hydrographic Survey Wing in 2016-17

• The wing conducted 49 surveys in 2016-17. Digitisation works are almost completed. In addition to this, Mullperiyar reservoir survey for Forest Department and Kallarkutty Survey for Kerala State Marine Development Corporation was conducted.
• 4th batch of basic hydrographic course of 6 months duration conducted at Kerala Hydrographic Survey Centre. Short term course on total station started.
• One DGPS, Eco Sounder, Automatic Level and Computers purchased for Alappuzha sub office
• Construction of office building at Thiruvananthapuram for Hydrographic Survey Wing Completed
• Construction of office building of Hydrographic Survey Wing for Munambam/Paravoor Sub Office completed
• Construction and extension of office building for Marine Surveyor office, Kollam completed.
• Construction of carshed for office building at Beypore completed.

The government has taken several initiatives to increase its investments in port sector by developing new ports, augmenting existing facilities, mechanising ports and improving connectivity and logistics. Despite these initiatives, Kerala’s port sector has not been comparable with other ports either nationally or internationally. The challenges in the sector include inadequate road networks within the port area, inadequate cargo-handling equipment and machinery, inefficiency due to poor hinterland connectivity through rail, road, highways, coastal shipping and inland waterways, inadequate navigational aids, facilities and IT systems, insufficient dredging capacity, lack of technical expertise and a lack of equipment for handling large volumes. More focus should be given on expanding capacity and improving operational efficiency The regulatory framework, comprising of many regulators and multiple legislations, is also complex and needs simplification to enhance integration and better co-ordination. The State should fully and consistently leverage benefits of port-led development of its coastline

The marine sector is intricately linked to economic trade. The demand for its ports and trade infrastructure will continue to mount as trade diversifies and grows, making a compelling case for the rapid and efficient expansion of its port sector.

Inland Water Transport

Inland Water Transport (IWT) is a fuel efficient and eco friendly mode of transportation. IWT for passenger and freight movement reduces operating costs and environmental pollution than road, rail or air counterparts. It could also relieve pressure on the other modes of transport. Basic infrastructure requirement for inland water transport comprises efficient navigation routes with navigation aids, terminals and jetties with adequate facilities to handle cargo and passengers and vessels suitable for various needs. The inland water transport in Kerala includes rivers and backwaters that historically played a major role in the transportation. Inland waterways have natural advantages compared to railways and roadways. There are 41 rivers in Kerala that flows westwards clubbed with numerous backwaters. It is the inland canals that connect the rivers to one another. Important places that hold commercial importance are situated on their banks. The total length of the inland waterways in the State is 1,687 km.

The main arterial waterway in the State is the West Coast Canal. The West Coast Canal connects the Hosdurg in the North to Thiruvananthapuram - Kovalam in the South running at about 590 km including the 47 km. uncut portion from Badakara to Valapattanam. The Inland Canal system (WCC) can play an important role in the economy of the State as they inter connect the rivers and backwaters. On the banks of this waterway, most of the commercial and industrial cities and tourism destinations are located giving a connection from interior places to the West Cost Canal system (WCC).

The WCC can be broadly divided into five sections as below.

• Kovalam - Kollam - 74 km
• Kottapuram - Kollam (N W III) - 168 km
• Kottapuram - Kozhikode - 160 km
• Kozhikkode - Neeleswaram - 188 km
• Neeleswaram - Kasaragod - 41 km

The Central Government declared, a length of 168 km. of Waterway from Kollam to Kottapuram of West Coast Canal including 37 km length of Udyogmandal and Champakara Canals as National Waterway No.III with effect from 1993. As per the National Waterway Act, 2016, the NWW III has been extended up to Kozhikkode.

The canals coming under National Waterway III are as follows:

• Kollam- Kottapuram - 168 km
• Kottappuram - Kozhikode (New extension) - 160 km
• Udyogmandal Canal - 23 km
• Champakara Canal - 14 km
• Alappuzha - Changanacherry Canal(New) - 28 km
• Alappuzha-Kottayam-Athirampuzha(New) - 38 km
• Kottayam Vaikom canal (New) - 42 km

Present Scenario of WCC

The net work of canal system in Kerala has a total length of about 1,700 km and was developed a long time ago to meet the requirement of country boats. Most of these canals were silted up and suffer from many navigation constraints like shallow depth and narrow width, bank erosion, absence of infrastructure facilities like jetties and terminals and navigation aids and needed development. National waterway-III between Kollam and Kottappuram and the feeder canals of Champakkara and Udyogmandal were developed in Class-3 standard. Passenger boat service is provided in Kollam, Alappuzha, Ernakulam, Kannur and Kasargod. Besides that various type of boats including house boats, shinkar boats, speed boats, etc. are plying in these canals and back waters for tourism. Jhankar service is provided at needed places. Systematic development of potential waterways in Class -3 standard is essential to achieve the goals in water transport sector including a modal shift of cargo transportation and tourism development. At the moment top priority is given to develop WCC by 2020 and the present status of various reaches of West Coast Canal are given in Table 5.12.

Government agencies engaged in the development of Inland Water Transport in the State are Coastal Shipping and Inland Navigation Department (CSIND), State Water Transport Department (SWTD) and Kerala Shipping and Inland Navigation Corporation Ltd. (KSINC). The total budgeted outlay for this sector in the 11th Plan was 45,888 lakh and expenditure 178,78.17 lakh (38.96 per cent). In the 12th Five-Year Plan, total budgeted outlay for the sector was 72,600 lakh (58.21 per cent increase over 11th Five-Year Plan) out of which an amount of 18,378.68 lakh (18.37 per cent) was expended. The outlay and expenditure of the sector during the 12th Five-Year Plan period and for the Annual Plan 2017-18 are given in Table 5.13.

Coastal Shipping and Inland Navigation Department

The main State inland canal schemes in the State are implemented through this department. In 2016-17, works related to Kollam Kovalam stretch, Kottapppuram-Vadakara stretch, Vadakara-Mahe, Valapattanam- Neeleswaram, and construction of new jetties and cargo terminals were taken up. Under the 13th Finance Commission, project development of feeder canal connecting Kannetti kayal at Karunagappally to National waterway, improvements to PC Canal from Andathodu to Ponnani from Ch: 310.18 to 321.556 km and Deepening and side protection to the Thanur-Koottayi Canal - Vettam to Poorapuzha have been completed. One reach of Vadakara-Mahe canal has been completed as per original agreement, other two reaches nearing completion. Development and revival of waterways from Anjengo kayal to Nadayara kayal in three reaches is progressing slowly.Under NABARD projects improvements to WCC to develop navigable waterway in Anjarakandi river in Dharmadam and Pinarayi Panchayath, dredging the waterway in Valapattanam river, construction of two boat jetties at Randuthengu kadavu and Mouvel Thazhathu kadavu in Ramanthali panchayath, development of Beypore-Kallai canal, improvements to EK Canal have been completed in required reaches.

State Water Transport Department

The State Water Transport Department was formed in the year 1968, with its Head Quarters (Directorate) in Alappuzha. The Director is the Head of the Department. During formation, the service operation was only in the districts of Alappuzha, Kottayam and Kollam. The nerve centre of all the functions and activities back then was the Head at Alappuzha. Later the functions and activities were extended by establishing an office for the Mechanical Engineer and three Regional Offices in the districts of Ernakulam, Kottayam (Chaganacherry) and Kasargode, headed by three Senior Superintendents. Now the Department has fourteen Stations Offices.

The department caters to the traffic needs of the inhabitants in waterlogged areas for the districts of Alappuzha, Kottayam, Kollam, Ernakulam, Kannur and Kasargode. Even though it is a commercial department, it’s functions are similar to a service department. Ever since ‘transportation’ came under “essential service”, this Department has taken shape of an Essential Service Department.

The Department transports about 150 lakh of passengers per annum using wooden/steel and fibre Glass Passenger Boats. Presently 51 schedules per day are operated including tourism services. Approximately 40,000 people use their service per day. Operates vehicle carrier (Two-wheeler) boats in ferry services. Operating distance per day is 700 km approximately.

Major Achievements of State Water Transport Department for 2016-17

• Construction of India’s first solar boat completed and launched on January 2017 and Operating through Vaikom - Thavanakadavu water way.
• Purchased LED Televisions for all major station offices and department boats.
• Payment up to 3rd stage of the work was settled for rescue boats.
• Purchased 39.39 m3 of timber logs from forest department for the execution of major repair work of old vessels.
• Renovation of Directorate SWTD toward FIT Ltd Aluva.
• Execution of major repair work for 3 vessels (S-22,S-16,S-14) completed

The details of operational statistics of State Water Transport Department are shown in Appendix 5.24.

Kerala Shipping and Inland Navigation Corporation Ltd.

The Corporation was formed in 1989 by the statutory amalgamation of Kerala Inland Navigation Corporation Ltd. (KINCO) and Kerala Shipping Corporation Limited (KSC) both Government of Kerala Companies. KSINC is the pioneer in inland navigation, coastal shipping and water based tourism and leisure activities in Kerala. It started mechanised cargo transport in the inland waterways back in 1980’s and started oil bunkering in the 1990s. It had also operated coastal shipping in 1999. Presently KSINC is engaged in cargo transportation, bunker supplies, tourism, construction and repair of vessels among other services. KSINC is also operating a Slipway at Thoppumpady, Cochin, leased from the Cochin Port Trust since 1991. Apart from construction and repair of own vessels, the company is also executing construction and repair of vessels for various government agencies like State Water Transport Department, Port Department, Cochin Port Trust, Central Institute of Fisheries Department, Poompuhar Shipping corporation Ltd and other private agencies. So far KSINC has built and supplied nearly 50 vessels. Fort Queen, largest passenger boat under KIV Rules, built for Cochin Corporation, is the latest one.

The corporation at present has fleet strength of seven barges carrying various cargo, two tourist boats and two Jhankars. KSINC was the pioneer in transporting imported industrial fertilizer, raw materials such as Rock Phosphate, Sulphur and phosphoric acid to FACT, Cochin Division and Udyogmandal Division through waterways. KSINC now operates three cargo barges, four petroleum barges and one acid barge. They move an average of 1.50 lakh metric tonne cargo every year. KSINC employs around 150 persons including casual labourers. Turnover for the year 2016-17 was 13.00 crore. The company has been running at a loss for the last three years.

KSINC has launched Nefertiti on August 23, 2017 and Cleopatra, the fast ferry boat is ready for delivery, Orion, the 500 MT bulk barge is ready to commence service. The ferry terminal is also ready for inauguration. The operational statistics of KSINC are also shown in Appendix 5.24.

Transport planning in India has failed to harness the enormous potential of water transport. Kerala is no exception. Steps to divert a part of cargo to IWT and thus decongest roads, reduce accidents, and substantially reduce the line, transportation and fuel cost has not succeeded. Steps were taken by Government to remove bottlenecks for dredging, widening and bank protection, improve the vertical and horizontal clearances at bridges/foot bridges, and remove and relocate fishing nets/stakes. Fiscal incentives like vessel building subsidy and loan interest subsidy were also introduced, but unfortunately short lived. Even after two decades, the waterway development remains incomplete. Targets in terms of fairway capacity, cargo, vessels and IWT operations have only declined. A silver-lining is the development of backwater tourism, which saw a quantum jump. Major bottlenecks encountered in implementation of schemes in NW-3 have been delays in land acquisition, difficulties in disposal of dredged material, delays in project execution, and poor fund utilisation. Efficient planning of fairway or the channel, terminals and inter-modal connectivity, vessels of optimum dimensions and utility and navigational aids for safe and a round the clock navigation are needed to make the IWT mode competitive A balance is to be struck between what is on the ground and what is to be created.