Module 5

Aspects of Population, Urbanization and Infrastructure Development

I Population- Growth, Distribution and Structure

Patterns of population distribution and density help us to understand the demographic

characteristics of any area. The population growth or population change refers to the change in
number of inhabitants of a territory during a specific period of time. Population distribution
means the pattern of where people live. World population distribution is uneven. Population
structure means the 'make up' or composition of a population. Looking at the population structure
of a place shows how the population is divided up between males and females of different age
groups.

Population Growth

The population growth or population change refers to the change in number of inhabitants of a
territory during a specific period of time. This change may be positive as well as negative. It can
be expressed either in terms of absolute numbers or in terms of percentage. Population change in
an area is an important indicator of economic development, social upliftment and historical and
cultural background of the region. At 4.8 %, Kerala had the lowest decadal population growth
rate in the country, according to the 2011 census. This is much below the national rate of 17.6%.

Population Growth of Kerala.

Population (Growth of Decadal growth

Year
population) (growth rate)

2011 3,34,06061 4.8

2001 3,18,41374 9.43

1991 2,90,98518 14.32

1981 2,54,53680 19.24

Population Distribution

The term population distribution refers to the way people are spaced over the earth’s surface.
Broadly, 90 per cent of the world population lives in about 10 per cent of its land area. Kerala is
home to 2.76% of India's population. Geographers study population distribution patterns at
different scales: local, regional, national, and global. The factors affecting the distribution of
population are the following

 Climate
 Availability of water
 Landforms
 Soils
 Economic activity: Urbanization
 Social and cultural factors

Kerala’s population is mainly distributed on the basis of type of landforms and economic
activity. Lowlands and midlands are highly populated when compared to highlands. The
industrialized and urbanized centres are extremely populated like Malappuram and Thrissur. The
commercial capital of Kerala, Ernakulam district and administrative capital, Trivandrum district
are highly populated.

Highly populated districts are Malappuram, Trivandrum, Ernakulam, Thrissur, Kozhikode. The
least populated districts are Wayanad and Idukki.

Density of Population

Each unit of land has limited capacity to support people living on it. Hence, it is necessary to
understand the ratio between the numbers of people to the size of land. This ratio is the density
of population. It is usually measured in persons per sq km. The density of Kerala is 859 persons
per km2; its land is three times as densely settled as the rest of India.

Density of Population = Population

Area

For example, area of Region X is 100 sq km and the population is 1,50,000 persons.

The density of population is calculated as:

Density = 1,50,000

100

= 1,500 person/sq km

High density districts are Trivandrum, Alappuzha, Kozhikode, Malappuram, Ernakulam,

Kollam, Thrissur. Least density districts are Idukki and Wayanad.
Literacy rate

The literacy rate is defined by the percentage of the population of a given age group that can read
and write. The adult literacy rate corresponds to ages 15 and above, the youth literacy rate to
ages 15 to 24, and the elderly to ages 65 and above.

The literacy rate of Kerala is 93.91, in which male literacy is 96.02 and female literacy rate is
91.98. Pathanamthitta, Kottayam, Alapuzha have high literacy rate. Palakkad, Wyanad and
Kasaragod have least literacy rate

Sex ratio

The sex ratio is the ratio of males to females in a population. It is defined as the number of
females per thousand males and it is an important social indicator to measure the extent of
prevailing equality between males and females .The sex ratio of Kerala is 1084. Kannur has the
highest sex ratio of 1133 and Ernakulam has the least of 1028.

Age Structure (2011 census)

The age structure of Kerala Population is the following

 0-6 years: 9.95%

 7-14 years: 23.9%
 15-59 years: 54.3%
 60 years and over:12.8%

Population by age (2011)

Age (Years): Male population Female population

0-4 1247534 1205558

5-9 1303190 1251922

10-14 1438917 1383853

15-19 1328299 1282253

20-24 1298826 1366983

25-29 1203978 1400114

30-34 1128217 1327284

35-39 1161819 1417854

 40-44 1117424 1295074

45-49 1105598 1242932

50-54 931191 996954

55-59 861527 880881

60-64 685136 729535

65-69 459232 542902

70-74 326562 406810

75-79 208317 293050

80+ 204348 337501

Median age

Year: 1961 1971 1981 1991 2001 2011

Age: 19.28 19.39 21.81 24.36 28.87 32

Occupational structure

Occupational structure refers to the aggregate distribution of occupations in society, classified

according to skill level, economic function, or social status. Such classifications are also used as
a basis for the empirical analysis of economic and social class. Occupations are classified into
three major categories, namely, primary activities, secondary activities, and tertiary activities.

Kerala was a model for high human development at low incomes. But in recent years the income
levels also have risen. Kerala is gradually shifting from an Agrarian economy to a market
economy. Kerala has 1.18% of India’s geographical area, 2.76% of population and contributes
4.11% of country’s GDP. Sate’s Per Capita income is 50% above National per Capita Income.

Share in GDP (2015-16-current

Sector
prices)

Primary 12.07%
 Secondary 24.27%

Tertiary 63.66%

Growth in Per Capita Income

 Foreign inward remittance by Keralite emigrants working in foreign countries, mainly in

the Middile East anually contribute more than a fifth of the GSDP.

 NRI deposits in Kerala have soared to over Rs.1.48 lakh crore as at March 2017.

 Traditional industries manufacturing items; coir, handlooms, and handicrafts employ

around one milliion people. Kerala supplies 60% of the total global produce of white coir
fibre.

 Major export items from Kerala are Jewellery (6351 Cr.), Marine Products (3281 Cr.),
Spices (2149 Cr.) and Cashew (1458 Cr.).

Primary Sector

Share of Primary sector (Agriculture Allied Activities fisheries and logging) is declining, Net
cropped area has decreased from 2078700 ha in 2014–15 to 1973000 ha in 2015-16, Cropping
pattern is dominated by Paddy in wet lands and cash crops like Coconut, Rubber Tea, Coffee,
Cardamom, Pepper and Cashew in garden lands, Other crops are Tapioca, Banana, Vegetables,
mango, jack etc. Kerala produces 97% of the national output of black pepper and accounts for
85% of the natural rubber in the country. Coconut, tea, coffee, cashew, and spices – including
cardamom, vanilla, cinnamon, and nutmeg are the main agricultural products. 80% of India’s
export quality cashew kernels are prepared in Kollam. Allied activities (Dairying and Fisheries)
is an important sub sector.

Major crops/ allied activity Area (000 Production (000 MT)

ha)

Paddy 1968 549

Rubber 551 439

Coconut 790 5873 million nuts

Livestock population 27 lakhs 26.50 lakh MT milk, 244.25 crore eggs &
animals 4.66 lakh MT meat

Poultry population 243 lakhs

 birds

Fish Production (Marine & inland XX 7.27 lakh MT (Inland 29%, Marine 71%)
combined)

Forest area & revenue from 1924 Rs. 290.2 crores

forests

Secondary Sector

Share of secondary sector (manufacturing) in Gross State Domestic Product (GSDP) is 24.27%.
The state has strong presence of Public sector and Private sector units. The industries base in
Kerala comprises mainly of Medium, Small & Micro sector. Since large industries are few,
ancillary units are also few. The major manufacturing units are related to Food processing
(especuially Cashew, pickles and curry powders, fruits processing, Rice processing), Marine
products processing, Ayurvedic Medicines manufacturing, Coir, Rubber based products, Wood
& bamboo based Industries, Ship Breaking, Handicrafts etc.

Under Ores & Minerals, we have industries related to the processing of Monazite, Illmenite,
Granite & Lime Based products. Under electronic industry, software industry is growing. Major
industries in the Public Sector include Cochin Shipyard, Cochin refinery, FACT, Kerala
Minerals & Metals, Malabar Cements.

Tertiaty Sector

Services sector is the prime mover of Kerala Economy (63.66 % of GSDP). Hospitality sector,
Tourism (Inland & International) Ayurveda & medical services, Pilgrimage, IT based exports,
Transport Sector, Financial Services, Education are the main areas of service sector.

Sectors Shares in Gross Shares in employment

Value Added
Kerala India Kerala India
(GSVA) (GWA)
Agriculture, livestock, forestry & fishing 9.5 14.9 16.7 41.8
Mining & quarrying 0.7 3.0 0.2 0.4

Primary 10.2 17.9 16.9 42.2

Manufacturing 12.8 18.0 11.8 12.8
Electricity, gas, water supply & other 1.1 2.2 0.4 0.7
utility services
construction 13.8 8.0 18.9 11.6

Secondary 27.7 28.2 31.1 25.1

Trade, repair, hotels & restaurants 17.5 12.6 17.7 12.6

Transport, storage, communication & 7.7 6.5 11.1 6.2

services related to broadcasting
Financial, real estate& professional 21.1 21.9 7.1 3.6
services
Public Administration & other services 15.8 12.9 16.0 10.4

Tertiary 62.1 53.9 51.9 32.8

100 100 100 100
Sources: Department of Economics & Statistics (for GSVA of Kerala) and National Accounts Statistics (for GVA
of India) and Periodic Labour Force Survey (PLFS) carried out by India’s Central Statistical Office in 2017-18 for
data on employment.

Sl. District 2015-16 (P) Rank 2016-17 (Q) Rank Growth Rate
No. (%)

1 Thiruvananthapuram 122,679 7 129,137 7 5.26

2 Kollam 136,282 3 143,638 2 5.40

3 Pathanamthitta 96,134 12 103,460 12 7.62

4 Alappuzha 136,804 2 143,542 3 4.92

5 Kottayam 126,238 6 132,267 6 4.78

6 Idukki 132,107 4 135,316 5 2.43

7 Ernakulam 152,318 1 162,297 1 6.55

8 Thrissur 129,922 5 135,518 4 4.31

9 Palakkad 100,128 10 103,855 11 3.72

10 Malappuram 89,357 14 94,012 14 5.21

11 Kozhikode 109,632 8 113,307 9 3.35

12 Wayanad 92,353 13 95,715 13 3.64

 13 Kannur 109,602 9 116,982 8 6.73

14 Kasaragod 100,198 11 105,555 10 5.35

Kerala 117,811 123,707 5.01

P: Provisional Q: Quick Source: Department of Economics and Statistics

Migration and its impact

Kerala has a reputation for providing migrants to regions both inside and outside the country.
The pace of migration accelerated over the last decade primarily for two reasons. First, the
educated unemployed are moving out of the state in search of employment opportunities.
Second, farmers are moving from land-scarce regions to regions that offer greater potential for
cultivation.

Because the rise in job expectations resulting from increased education levels has not
corresponded to an increase in employment opportunities within the state, Kerala suffers from
very high unemployment. Indeed, approximately 10 percent of the India's total unemployed
population is from Kerala. Unemployment, then, has led to large-scale migration both within and
outside the country. Over half of the migration from Kerala is to foreign countries. The study
shows that nearly 1.5 million Keralites now live outside India. They send home more than
Rs.4,000 million a year by way of remittances.

Until the 1940s Kerala was basically a non-migrating population. After India’s Independence in
1947, migration became a way of life for many educated youths in the State. Until 1971,
most Keralites were migrating within India, mostly to emerging cities such as Delhi, Mumbai,
Chennai and Bangalore. This is partly due to the demand for skilled/educated persons, which
Kerala could contribute due to its high literacy rate. The composition of the migration flows
changed during the 1980s from predominantly out-migrating to predominantly emigrating. Out-
migration has been on a declining trend, and net out-migration could soon turn negative.
Emigration affects every facet of life in Kerala: economic, social, demographic, political and
even religious. Migrants fall into four categories:

 Emigrants (emi): usual residents of a household who migrated from Kerala and are living
outside India
 Return emigrants (rem): usual members of a household who had returned to Kerala
after living outside India for a year or more; or for a lesser period if it was for the
purpose of studies or search for a job
 Out-migrants (omi): usual residents of a household who migrated out of Kerala and are
living outside Kerala but within India
  Return out-migrants (rom): usual members of a household who have returned to Kerala
after living outside Kerala but within India for a year or more; or for a lesser period if the
stay was for the purpose of studies or search for a job.

The first two are termed as external migrants and the latter two are internal migrants.

Emigration

With the opening up of the Gulf economies to foreign workforces in the 1970s in the wake of a
spike in oil prices, the tide of migration from Kerala moved decisively from internal to
international. The rate of out-migration (estimated through an indirect method using Indian
censuses) peaked in 1971-81, at approximately 250,000. The top destination is the Gulf region
with 89.2 per cent of the total emigrants.

The first study, in 1998, indicated that nearly 1.5 million Keralites were then living outside India,
with another 750,000 former emigrants having returned. Over the years, the survey found that
they live mostly on the savings, work experience, and skills brought with them from abroad.
More than a million families depend on internal migrants’ earnings for subsistence, children’s
education and other economic requirements. The educationally backward Muslims from the
Thrissur-Malappuram region provide the backbone of emigration; it is the educationally forward
Ezhawas, Nairs and Syrian Christians from the former Travancore-Cochin State who form the
core of internal migration.

Impacts of migration

 Remittances from abroad

 Higher levels of income
 High standard of living
 Education and Occupation
 Consumption and acquisition of assets
 Overall reduction of poverty in Kerala
 Economic development of the state

It is estimated that approximately more than ten percent of the population of Kerala live
outside Kerala today- in different parts of India, in the Gulf region, USA, Europe and different
parts of the world. In spite of various estimates, there is no agreement among various researchers
about the exact number of people of Kerala origin living in different parts of India and the world.
The estimates vary from 3 to 4 million. It is partly due to the fact it is not easy to count the
second and third generation people of Kerala origin settled in different parts of India or the world
for many years.

However, there is more clarity about the number of migrants to the Gulf region and the
pattern of migration in the last forty years. Migration has been a significant factor in reducing
poverty, unemployment and relative deprivation in Kerala. For more than three decades, there
has been a steady migration to the Gulf countries, different parts of India and the world.

The proportion of migrant workers to Gulf countries have decreased from 95 percent in
1998 to 89 percent in 2007. As per the study, International migrants have sent about Rs 24.525
thousand crores as remittances to Kerala in 2006-07. Remittances in 2006-07 were about 20
percent of the state’s NSDP

The northern districts of Kerala are gaining importance as areas of emigration. As years
pass, more and more Kerala emigrants emanate from districts such as Malappuram, Kannur and
Kasaragod. In Malappuram - 71 percent of the households have in them either an emigrant or a
return emigrant each. Malappuram district had the distinction of sending out the largest number
of emigrants from Kerala in 1998 and in 2003.

Migration has been a key engine of social, political and economic change in Kerala in the
last thirty years. The pattern of migration and the resultant socio-economic consequences
influenced the culture and political process of Kerala in a significant manner. On the one hand
the high remittance helped to decrease unemployment and poverty, and on the other hand it also
paradoxically gave rise to a consumerist culture, and commoditisation of public good such as
education and health. In a way the remittance income from more than 2 million migrant workers
also hep to provide indirect employment to another 4 to 5 million (as per various estimates)
people within Kerala. The remittance economy – also changed the pattern of the ownership of
the land, pattern of agriculture, and also influenced environment- and ecology- largely due to the
unprecedented rise of construction sector (and pressure on land and paddy fields for new
constructions). It would be important to understand the cause and consequences of migration.
Over a period patterns of migrations have changed.

Kerala is also at the cross-road of a transition and the consequences (positive and
negative) of migration would play an important role in shaping the future of Kerala. The
remittance income would begin to get saturated and the extent of migration to the Gulf States
would significantly decrease due to the labour- market saturation in the region. Three would be
more completion for skilled and semi-skilled jobs in India and elsewhere. Hence, a remittance-
based and largely service –sector oriented growth process may not be sustainable for Kerala in
the long run.

There are three issues here.

1) Socio-cultural shifts due to migration.

2) Economic and social consequences of Remittance based economy

3) Political consequences of Migration.

Urbanization trend

Kerala Model of Development gained attention in the international arena due to the presence of
the ‘paradox’ of high indicators of social development and comparatively low economic growth.
Kerala is characterised by diversified human habitat. The human settlement pattern of the State is
characterised with dwellings made in individual plots, scattered all over the habitable area.
Almost all other parts in India have nucleated built–up area in a settlement surrounded by rural
hinter land. But Kerala shows an urban and rural settlement pattern manifested with an urban–
rural continuum having a fairly uniform spread of dwelling units. In other words the population
is distributed more or less evenly over the entire state. Thus comparing with other parts of India,
Kerala is distinguished with comparatively low population density development in urban areas
and high population density in rural areas.

2011 census shows that Kerala has undergone the highest level of urbanisation (47.71%) during
2001-11, with a percentage increase of 83.20 over the previous decade. The analysis shows that
areal reclassification of a hitherto rural area as urban, due to the shift in the occupational
structure from agriculture to other categories of employment causes such a huge urbanisation in
the state. The report observes that in a state like Kerala marked by scattered settlement, physical
dimension also should be taken into account while designating an area as urban. A report
envisages a compact urban form and visualizes urban areas as instrument for the development of
rural hinterland, besides being engines of development of Kerala.

Major Urban Centres

Ernakulum is the most urbanized district of Kerala and Wayanad is the least urbanized district.
Six districts (Ernakulam, Thrissur, Kozhikkod, Kannur, Alappuzha and Thiruvananthapuram) are
having urban content more than 50%.

Four out of the 14 districts of Kerala show low level of urbanisation (urban content less than
25%), another 4 districts show medium level of urbanisation (urban content between 25% and
50%) and the remaining 6 districts show high level of urbanization. In other words 56 % of the
Districts in Kerala belongs to the low to medium level urbanisation category, whereas 42% falls
under the high level of urbanisation category.

Between 2001 & 2011 districts of Thrissur & Malappuram are subjected to the maximum
urbanization. District of Idukki, Wayanad and Pathanamthitta are showing the lowest
Urbanisation in both 2001 and 2011. Central and northern Kerala are subjected to high level
urbanisation during 2001-2011, whereas the eastern part of Kerala with forest cover is
experiencing low level of urbanisation during 2001 and as also during 2011. Mapping of the
district wise urban content shows that all the coastal district of Kerala are relatively highly
urbanized. It can be concluded that Kerala is experiencing high level of urbanisation all over the
State except in the high range region. It can be attributed to the scattered settlement pattern of
Kerala.
Urban Development Programmes

Kudumbashree Mission is the State Urban Development Agency of the Government of Kerala.
The Mission plays a pivotal role in coordinating urban poverty alleviation schemes of the Central
and State governments. For the Central urban schemes, Kudumbashree Mission is the Nodal
Agency for implementation. The programmes include:

 Swarna Jananti Shahari Rozgar Yojana (SJSRY), and the two employment programmes
under it: Urban Self Employment Programme (USEP) and Urban Wage Employment
Programme (UWEP). Subsequently, when SJSRY was re-launched as National Urban
Livelihoods Mission (NULM), Kudumbashree became its implementing agency too.

 National Slum Development Programme (NSDP)

 Valmiki Ambedkar Awas Yojana (VAMBAY)

When the following centrally sponsored programmes were initiated, the Kudumbashree Mission
became the implementing agency for them as well.

 Jawaharlal Nehru Urban Renewal Mission (JNNURM) and its components: Basic
Services for Urban Poor (BSUP) for Thiruvananthapuram and Kochi urban
conglomerations, Integrated Housing and Slum Development Programme (IHSDP)
for smaller towns, Rajiv Awas Yojana (RAY) aiming at slum-free cities.
 Urban Statics for Human Resources and Assistance (USHA).
 Rejiv Rin Yojana (RRY).
 Interest Subsidy Scheme for Housing Urban Poor (IHSUP).

Kudumbashree Mission's role in the urban development and poverty alleviation programmes
included the following.

 Facilitation and sensitisation

 Staffing, including hiring of expert services
 Empowering urban local governments including Municipal Corporations and
Municipalities
 Project design
 Training
 Community interface management and mobilisation
 Project monitoring

In the case or urban schemes, the Mission had to tread unknown territories. It had to engage with
programmes with technical components for which the Mission did not have the required
capacities. Therefore, delivering on such schemes posed a huge challenge to the Mission. The
additional efforts and resources that the Mission had to put in for implementation of the schemes,
however, helped in creating a buy-in for its own programmes in urban areas.

For instance, the experience of IHSDP implementation subsequently helped the Mission in
rolling out urban livelihood projects. Leveraging on the wider acceptance gained through the
implementation of urban schemes helped the Mission in the implementation of Special
Livelihood Project (SLP). SLP, has been built on the premise of local economic development
and used a comprehensive approach to livelihood planning for urban poor.

Kerala Sustainable Urban Development Project

Kerala Sustainable Urban Development Project (KSUDP) is an initiative of Government of

Kerala with financial support from Govt. of India and Asian Development Bank to improve
urban infrastructure services in Kerala in a sustainable manner. It is a Special Purpose Vehicle
(SPV) to implement multi-discipline projects envisaged under LSGD. KSUDP is also designated
as the State Level Nodal Agency for the UIG and UIDSSMT components of Jawaharlal Nehru
National Urban Renewal Mission (JnNURM); a flagship programme of Government of India.

Transportation Network

Kerala has developed a good infrastructure in the field of transport. The important centres of
Kerala are well connected by road and rail network. The road density in Kerala is high. The
Kerala State Road Transport Corporation (KSRTC) and Kerala Urban Road Transport
Corporation (KURTC) are the lifeline of the state. These ubiquitous buses are the cheapest and
sometimes fastest means of transit. They are present in every city, town, and village, and reach
the most remote corners of the state. Sometimes rattling, but always sturdy, these buses have
transferred the people of this land from one place to another since 1961.

Local trains are the most convenient and comfortable form of travel between districts of
Kerala. The Kochi Metro started its services in 2017 and has been a reprieve for the inhabitants
of the busy city. The first line of the Metro plies between Aluva and Maharajas College stations.

There are the three international airports in Kerala, of which CIAL is the most connected airport
with regular flights to all major cities in India and the world.

Kerala is a land of waterways and travelling its several backwaters, lakes, and rivers calls for
transit through ferry services. Motor boats are the most prolific form of transport in these
regions. The ferry service is most popular in Fort Kochi to travel to Willingdon Island and
Vypin.
Roads

Kerala has eight National Highways which run for about 1811.52 km. Kerala has
narrower National Highways compared to other parts of India. Kerala is the only state, other than
Goa, which has requested for narrower highways in the state. NHAI upgrades highways to a
minimum 4-lane, 60-meter-wide, grade-separated highway or a better standard across India. But
in Kerala, National Highways are being upgraded to 45-meter-wide highways.

Government had taken steps to develop the NH 66 (Kasargod to Thiruvananthapuram)

into six lane. But, proposed six lane highways with 45 m Right of Way in Kerala will not have
the wide medians to help the trucks and large vehicles to take the U-Turn without blocking the
high speed traffic, which is a common feature in other parts of India.

Bharatmala Pariyojana has identified 418 km of national highway and State highway
stretches in Kerala. Keeping in view a futuristic approach, it has been decided that the land for
any 4/6-lane highway road will be acquired with a right of way (RoW) of 60 m irrespective of
the width of the carriageway.

The Palakkad—Thrissur—Kochi stretch of NH 544 is a part of North-South and East-

West Corridor of the Indian highway system.

New NH No. NHDP Phase Agency Route Length (km.)

 NH 66 NHDP–Phase-III NHAI Thalappady - Parassala 669.437

 NH 544 NHDP–Phase-II NHAI Walayar - Edappally, Ernakulam 160
 NH 85 NHDP–Phase-IV [8] Kerala PWD Bodimettu - Kundannoor, Ernakulam 167.61
 NH 183 NHDP–Phase-IV Kerala PWD Kollam -
Bharanikkavu|Sasthamkotta-Chengannur-Kottayam-Vandiperiyar-Kumily 190.3
 NH 183A New NH Kerala PWD Bharanikkavu|Sasthamkotta - Adoor -
Pathanamthitta - Vandiperiyar 145
 NH 185 New NH Kerala PWD Adimali -Cheruthoni- Painavu -Kumily
 NH 183 Kollam to Dindigul in Tamil Nadu 98
 NH 744 NHDP–Phase-IV Kerala PWD Kollam - Aryankavu 81.28
 NH 766 NHDP–Phase-IV Kerala PWD Kozhikode – Muthanga 117.6
 NH 966 NHDP–Phase-IV Kerala PWD Ramanattukara - Palakkad 125.304
 NH 966A Port Connectivity NHAI Kalamassery - Vallarpadam 17
 NH 966B Port Connectivity NHAI Kundannoor - Willington Island 5.92
 Total 1811.52 km National Highway in Kerala

There are 72 state highways in Kerala. Of them, MC Road (Main-Central Road),

proposed Hill Highway (Kerala) and Main Eastern Highway are the largest. The respective State
Highway number is displayed on the top of all milestones (black in colour in green background)
on the respective road.

The State Road Improvement Project (SRIP) envisages to improve and upgrade
1200 km of State Highways and Major District Roads to enhance the capacity and riding quality
with proper maintenance plan, road safety and reducing the expenditure on periodic
maintenance. The project is implemented by Road Infrastructure Company Kerala (RICK) Ltd.

Road Infrastructure Company Kerala Limited(RICK) was incorporated on March

2012 as a Special Purpose Vehicle with paid up capital contributed by Government of Kerala
(51%) and Kerala Road Fund Board (49%). About 29 road sections totalling to a length of
469 km has identified for rehabilitation improvements by the company. Rehabilitation project
include strengthening/reconstruction of pavement/structure, junction improvements, provision of
road furniture, bus bay byes and other traffic management measures. The company plans to
upgrade 32 roads of 644 km. Upgrades involve widening the carriageway with paved shoulder
(1.5 m on either side), widening of narrow CD works, geometric improvements, junction
improvements, identifying the grade separation requirements, etc.

Sustainable and Planned Effort to Ensure Infrastructure Development (SPEEID)

KERALA - Kerala government have formulated the project of constructing flyovers, bridges
and roads at selected areas in the state in order to reduce the increasing traffic congestion. The
project named as ‘SPEEID KERALA’ comprises 23 projects at the estimated cost of `10,000
Crore.The Kerala Road Fund Board (KRFB), the special purpose vehicle under the PWD, had
been entrusted with the task of mobilizing funds for the projects. Work of 5 projects are in
progress.

Railways

The railway network in the state is controlled by two out of six divisions of the
Southern Railway: Thiruvananthapuram railway division and Palakkad railway division.
Tirur railway station is oldest railway station in Kerala and Shoranur Junction (SRR) is the
largest railway station in the state.

Rail transport began in Kerala at Malabar. On March 12, 1861, Kerala's first train ,built
by the Madras Railway Company ,chugged along the Beppur - Tirur line (30.6km). Construction
of a railway line started in Kochi province in 1889. In 1902, the Madras Railway Company
completed work on a narrow gauge railway-line that connected Shoranur and Ernakulam (106.06
km). The line was converted into broad gauge between 1930 and 1935 as part of development of
Cochin Port

Train service began in Travancore on November 26,1904,with the completion of the Chengotta -
Punalur meter gauge line. On November 4,1931,the Thiruvananthapuram Central Railway
Station was launched . In 1956 during the formation of Kerala ,the total length of railway line in
the State was 745 km.Ernakulam and Kollam were not connected by rail then. The Ernakulam -
Kottayam and Kottayam -Kollam railway lines were completed in 1956 and 1958 respectively.
In December 1971,a Rs. 13.59 -crore project to convert the Thiruvananthapuram -Ernakulam line
(220 km) from metre gauge to broad gauge was sanctioned. The work was completed in 1976

The Railways opened the Thiruvananthapuram-Kanyakumari broad gague line (31 km in Kerala)
in 1979. The Ernakulam -Alappuzha broad gague line and the Alappuzha -Kanyakumari line
(943 km) were completed in 1989 and 1992 respectively. The Madras -Ernakulam (via Shoranur
; 180 km in Kerala ) stretch got a double track in 1986

The thrissur -Guruvayur broad gague line (21 km) was laid in 1994. The Kayamkulam -Kollam
(41 km) and Kollam -Thiruvananthapuram (65 km) stretch got double tracks in 1996 and 2000
respectively. Doubling of Shoranur -Mangalapuram line (313 km) is in progress. The Thrissur -
Ernakulam line was electrified in 2002. The Southern Railway,headquartered in Chennai,
Controls rail transport in Kerala . The Current length of railway line in Kerala is 1,148 kms (of
which 111.4 km is metre gauge). The total length of railway line under the Thriruvananthapuram
division is 488.60 km and that under Palakkad division 549 kms.
The following are some of the Major Railway Stations in Kerala

 Ernakulam Junction South (ERS)

 Thiruvananthapuram Central Station (TVC)
 Ernakulam Town Station (ERN)
 Angamaly Station (AFK)
 Chalakudi Railway Station (CKI)
 Charvattur Railway Station (CHV)
 Aluva Railway Station (AWY)
 Guruvayur Station (GUV)
 Trivandrum Pettah (TVP)
 Chengannur Station (CNGR)
 Thrippunithura Station (TRTR)
 Kazhakkoottam Railway Station (KZK)

Thiruvananthapuram – Kasaragod Semi High-Speed Rail (SilverLine) Project

Due to excessive number of level crossings and sharp curves, the fastest train takes about 12
hours for traversing a total length of 560kms with an average speed of 45km/hr. The train traffic
in the existing double line between Thiruvananthapuram and Kasaragod has increased manifold
and some of the sections have capacity utilization of more than 115%. With the above in mind,
the Government has decided to build a Semi High-Speed Rail (SilverLine) corridor.

The 529.45 km SHSR corridor connecting Kasaragod and Thiruvananthapuram eases the
transport between north and south ends of the state and reduces the total travel time to less than 4
hours, compared with the present 10 to 12 hrs.

Waterways

Inland water navigation system is the integral part of transportation in Kerala. There are
41 rivers, several back waters, canals and lakes in Kerala, which offers a good network of water
transport within Kerala. The backwaters of Kerala such as Ashtamudy and Vembanadu Lake
provide a good means of inland navigation.
Inland water transportation is considered as the most efficient, economic and
environment friendly means of transportation in Kerala. The west coast waterway has three
stretches namely Kovalam-Kollam sector, Kollam-Kottappuram area and Kottappuram –
Kasargod segment.
Public ferry services, speed-boats and houseboats or ‘ketuvallams’ are other popular
modes of transport included in the vast network of Kerala waterways, especially in the
Backwaters of Kerala.
Backwaters in Kerala: Backwaters are a network of lakes, canals and estuaries and deltas of
forty-four rivers that drain into the Arabian sea. The backwaters of Kerala are a self supporting
eco-system teeming with aquatic life. The canals connect the villages together and are still used
for local transport.
Some important Kerala waterways connections
 The Vembanadu Lake which has a length of about 83 kms has Cochin in this north and
Alappuzha in the southern end.
 West coast canal system which streches to 560 kms, starts from Kovalam and extends up
to Hosdurg. The Cochin and Kollam parts are the most important in this canal system.
 West Coast canal runs from Kollam to Kottapuram which is of length 168 kms.
 Champakara canal of length 14 km
 Udyogamandal canal of length 23 kms

Kerala State Water Transport Department (SWTD): is a governmental agency that regulates the
inland navigation systems in Kerala and provides inland water transport facilities. It stands for
catering to the traffic needs of the inhabitants of the waterlogged areas of the Districts of
Alappuzha, Kottayam, Kollam, Ernakulam, Kannur and Kasargode.

Boats Specifications used for water transport by SWTD

Boat Capacity – 50 to 150 passengers (wooden boats)
Speed of operation – 10 to 15 km per hour
Boat Size- Length: 20 to 35 mtrs, Width: 3 to 4.5 m, Depth: 2 m
Empty Weight – 5 to 15 tonns
Crew per boat – 5 max.

Vallarpadam International Container Transshipment Terminal

It is also known as Kochi International Container Transhipment Terminal and is a

part of container trans-shipment facility. It is located in main east-west global shipping lines and
offering draft of about 16 m, Cochin is destined to develop as the premier gateway to southern
India, as also offering an alternative to Sri Lanka and Singapore for containers being
transshipped for the Indian market.

Vizhinijam Deep Water International Container Transshipment Terminal

Govt. of Kerala has incorporated a fully owned Company by the name of Vizhinjam
International Seaport Limited(VISL)with the major objective of providing external support
infrastructure (such as linkages and power/water supply) for the Port.Vizhinjam International
Seaport Limited (VISL) is a special purpose government company (fully owned by Government
of Kerala) that would act as a implementing agency for the development of a greenfield port –
Vizhinjam International Deepwater Multi purpose Seaport- at Vizhinjam in
Thiruvananthapuram, capital city of Kerala.

Airways

Kerala state has 4 operational International airports as of 2019 and is the only Indian state having
4 International Airports along with Tamil Nadu. Airports in Kerala help in domestic transport
and provide good support to tourism in Kerala and also serve the high number of expatriates
belonging to the state. The presently operating airports in the state of Kerala are as follows:

 Trivandrum International Airport in Thiruvananthapuram district

 Cochin International Airport in Nedumbassery in Ernakulam district

 Calicut International Airport in Karipur in Malappuram district

 Kannur International Airport in Mattanur in Kannur district

The first airport was started in Kollam during the 1920s but ceased operation when an accident
involving a training aircraft at the boundary of the aerodrome, resulted in the death of the pilot
and the trainee. There are two defence airports also situated in Kerala, each being operated
by Indian Navy and Indian Air Force.

Mass Rapid Transport System (MRTS) in Cities of Kerala

Mass transit system refers to public shared transportation, such as trains, buses, ferries
etc that can commute a larger number of passengers from origin to destination on a no-reserved
basis and in lesser time. It can also be termed as Public Transport.
Rapid transit is an important form of mass transit such as subways and surface light rail
systems, designed for commuting inter-city or intra-city. Mass transit may be based on fixed
route system such as subway trains, metros or non-fixed route system such as buses. It is
potentially more economical, eco-friendly and less time consuming. In addition it is the most
competent way of reducing the ever growing traffic congestion of the developing city. Mass
transit has the advantage of smaller rights of way and developing lesser amount of infrastructure
required for highways and roads.
Mass rapid transit system is also known as heavy rail, Metro, Subway, Tube, Ubahn or
underground is a type of high capacity public transport generally found in urban areas.
Objectives
The objectives of the MRTS connectivity is to provide for reliable, fast and adequate rail
based commuter connectivity giving impute to the existing proposed system
The drawback of the system is the necessity to travel on a fixed rather than an
individually selected schedule and to enter and disembark from the system only at certain
designated locations.
Mass transit can be of two types: heavy rail or light rail. Heavy rails are one of the better forms
of mass transit as:
1. They are fast
2. They will not interfere with the other traffic as they require separate underground
infrastructure
But the initial cost of heavy rail is very high. It works best at places where a larger number of
people will ride them such as in the center of big and densely populated cities.
MRTS in Kerala
Kochi Metro is a rapid transit system for the city of Kochi in Kerala, India. The 25.65km
metro line runs from Aluva to Petta and includes 22 stations. The Kochi Metro Rail Project is
also known as Komet or K-3C.
 The $950m project is operated by Kochi Metro Rail Ltd. (KMRL), a joint venture
between the Central and State governments of India.
Delhi Metro Rail Corporation (DMRC) and KMRL signed a memorandum of
understanding (MoU) in New Delhi for executing the first phase of the project from Aluva to
Pettah in May 2013. According to the agreement, DMRC will manage the technical aspects,
contract orders, supervision at the project site, procurement and construction on behalf of
KMRL.
The Kochi Metro will be completed in phases. The first phase of construction began in
June 2013 and will be completed by 2016. The project will be operated under a build, operate
and transfer (BOT) basis for a 30-year concession period.
Alstom was awarded a €85m ($107m) contract to supply 25 Metropolis train sets for the
Kochi Metro.
Kochi Metro purpose and benefits
Heavy traffic congestion has necessitated the development of a metro rail system in
Kochi. Buses are currently the major public transportation system in Kochi.
The new metro system will reduce traffic congestion, while providing safe and rapid
transportation to commuters. It will also reduce pollution and noise levels, as well as congestion
on city roads. The project will create employment opportunities for the local people.
Kochi Metrorail project details
The government of Kerala selected DMRC to prepare the detailed project report (DPR)
for the project in December 2004. The project was initially expected to start by 2006 but was
delayed due to poor economic conditions.
The Kerala government requested DMRC to extend the metro route to Nedumbaserry
International Airport in February 2008. The proposal was approved in April 2008.
The project received public investment board (PIB) clearance in March 2012 and union
government clearance in July 2012.
DMRC began preliminary works for the project following the clearance. Preliminary
work included the widening of three arterial roads, Banerjee Road, MG Road and South Railway
Station Road, as well as the construction of a new rail over-bridge (RoB) near KSRTC station
and a foot over-bridge.
The Vyttila-Petta route was widened by 26m to facilitate the construction of the metro
rail. KMRL resurfaced 21 roads in Kochi to reduce traffic congestion during the metro rail
construction.