Trivandrum Master Plan Inputs - Final

This document compiles key inputs from a number of authors and reviewers in response to the draft Trivandrum Master Plan document prepared by the Department of Town Planning and made available for review in May 2013

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Trivandrum Master Plan Draft Recommendations and Amendments

Introduction The draft Master Plan for Trivandrum is a very comprehensive and commendable effort that is the fruit of a very long and intensive effort led by the Town Planning Department. It’s indeed impressive that a task that has been too daunting for last 25 days has been completed in such short order and with the active engagement of so many stakeholders. Key aspects such as the proposal to have development centric zoning and density guidelines, the comprehensiveness of the data gathered in sectors like transportation and urban infrastructure, and the attention paid to the new drivers of Trivandrum’s economy such as the technology, private services, education, medical services, tourism and logistics industries. The draft Master Plan is a truly forward looking document and serves as a solid grounding to plan the development of the State Capital in the years to come. However, a number of areas exist where improvements/amendments will enable the final Master Plan to be the basis for the transformation of Trivandrum into a true global city in the next decade. Areas of Improvement Rather than evaluate the draft point-‐by-‐point and page-‐by-‐page, it is most practical and most constructive to suggest broad stroke improvements in key areas which will result in truly transformative and large-‐scale impact on Trivandrum. Accordingly, inputs are suggested in five key areas within the overall master plan draft. Scope of Master Plan Land Use and Density Urban Transit and Infrastructure Socio-‐Economic Development Strategy and Organizations Within each focus areas, specific inputs are enumerated in brief together with the underlying reasons for recommending those changes. Section 1 -‐ Scope of Master Plan

• The current draft confines its recommendations and plans to the Trivandrum Corporation area in most part. Even after its recent expansion, the Corporation forms but one part of the larger Trivandrum Metropolitan Region which encompasses a significant portion of the Trivandrum District

• Key developments such as Technocity – which will see the development of over 2 Crore sq.ft. of commercial space, employee over 100,000 IT

professionals, involve an investment in excess of Rs 10,000 Crores and make very significant contributions to the economy of the district and State – is located outside the current geographical scope of the master plan as are areas such as Nedumangad which host strategic institutions such as the IISER and IIST as well as the Balaramapuram-‐Neyyatinkara axis which is a nearly continuous, high density stretch of urbanization which extends South from the Corporation area till the border with Tamil Nadu

• Therefore, it is recommended that the scope of the master plan be extended till Attingal in the North, Nedumangad and the foothills of the Western Ghats in the East and till Neyyatinkara/Parassala in the South, and encompassing all the areas, already urbanized or otherwise, between the border of the Corporation and these peripheral urban centers

• However, this does not mean abandoning the current draft, rather it means integrating the master plan with the individual development plans (most of which already exist) of the outlying towns and then creating adequate infrastructural, zoning and planning linkages across the Trivandrum Metropolitan Area. This need not be a sequential process and the integration of the peripheral towns can be done while the core master plan is being finalized and even as its initial stages are being rolled out

• As mentioned above, a formal Trivandrum Metropolitan Area (TMA) has to be established by due process by the State Government. The master plan must act as both define this area and set the direction for development within it.

• Tentatively the TMA will encompass 400-‐500 Sq.km out of the approximately 2000 Sq.km in the district and about 2.0-‐2.5 Million of the 3.3 Million people in the district

• Eventually this will be extended along the NH-‐66 and the M.C.Road to the district border, also bringing smaller but important cities like Varkala under its scope. Perhaps it may be best to create the TMA with all these areas within its scope and to roll out the master plan to the outer areas in 2-‐3 phases over the next 3-‐5 years.

• More than just extending the geographic scope of the master plan, it is essential to extend its strategic scope as well. This means that the master plan should also include the mechanisms and organizations needed to ensure its proper and timely implementation. This will be dealt with in later sections.

Section 2 -‐ Land Use and Density

• The current draft recommends density based on a concentric model, extending outwards from the CBD. The operative logic is to maintain the current density of the CBD, to encourage density in the Outer City and to discourage development in the periphery of the Corporation.

• As mentioned in the previous section, the Trivandrum Corporation area is not the appropriate basis for a 30-‐year master plan as urbanization has

already far outgrown it. Therefore, it is counter-‐intuitive to restrict density within the Corporation area because its peripheral areas are well within the bounds of the larger Metropolitan area described in Section 1.

• Rather it makes sense to restrict density below that specified in the KMBR only where there are established green areas or other ecologically sensitive zones such as water bodies, water-‐sheds and wet lands, or if there is active agricultural activities at the present time. However, commercial agriculture at any significant scale is an impractical activity within a densely developed urban area and is best practiced on the peripheries of the metro area, not within the Corporation area

• In terms of providing increased density – over and above KMBR, it is best that this be focused in relation to transportation availability and economic activity.

• Increasing density in a purely concentric fashion will ignore the practical issues, such as the paucity of wide roads even within many parts of the core urban area that are necessary to support high density or the fact that focusing density around economic hub encourages the Work-‐Live-‐Play lifestyle paradigm which helps to minimize commuting (and the consequent vehicular use and pollution) by co-‐locating all the aspects of life.

• It is recommended that density incentives be provided to areas located along primary transportation axes such as the NH-‐66 (Attingal to Vizhinjam), old NH-‐66 (between Kazhakkoottam and Kaliyikkavila), M.C. Road and other 4/6 lane roads within the metro regions, as well as along the proposed route of the mass transit system (not just the current alignment but along the entire network as proposed in Section 3). The latter promotes Transit-‐Oriented Development (TOD) and will help improve the viability and effectiveness of the MRTS network. These density incentives may be up to 1.5-‐2 times the FAR prescribed in KMBR for each use but must be accompanied by stringent parking requirements.

• Similar density incentives may be granted to developments in the vicinity of (a 2 Km radius) of key economic hubs such as Technopark (Phases I – 3), Technocity, Vizhinjam port project and the educational cluster around the IIST, IISER and VSSC in the eastern quadrant of the city.

• In all areas of the metro area, density incentives may be selectively granted to mixed-‐use projects that encourage compact urban development rather than single use development that encourages urban sprawl, which is undesirable from many perspectives.

• The proposal to encourage certain uses within each zone is very pragmatic but mixed use has to be encouraged in every zone as mentioned above, except perhaps in very specific use areas such as within the logistics zone surrounding the deep-‐water port or within the medical services area.

• It is important to identify low-‐density areas within the metro area to create a potential land bank for future development. Specific attention should be paid to large swathes of Government-‐owned land that include disused/under-‐used plantations in the north and east of the metro area.

Zoning restrictions in these areas should limit small-‐scale development and encourage large-‐scale developments in the Public Private Partnership (PPP) model.

• The predictions for population growth may be revisited to include the proposed development activities within the metro region such as Technocity. Vizhinjam and educational institutions. The current study predicts only an increase of 46,000 persons over 20 years within the region whereas the Technocity project by itself is envisaged to employ more than 100,000 employees.

Section 3 -‐ Urban Transit and Infrastructure

• The research done on the transportation patterns and demand within the city is very comprehensive and should serve as the basis for a truly transformative and, not just incremental, development of the metro area’s transportation infrastructure

• Most elements of the inner and first intermediate ring roads mentioned in the study have already been taken up under the soon-‐to-‐be-‐completed TCRIP project

• The first and second intermediate ring roads, as well as the outer ring road, lie within the bounds of the Trivandrum Corporation and hence are misnomers within the context of the metro area.

• Hence the roads may be re-‐designated as follows: o Inner ring road as Core CBD orbital o First intermediate ring road as CBD ring road o Second intermediate ring road as First intermediate ring road o Outer ring road as Second intermediate ring road

• All currently developed stretches of the above roads are to be developed as 4/6 lane stretches (as per appropriate traffic estimates till 2033), with wide medians, sidewalks, utility ducts and drainage, well-‐designed and signaled junctions, bus bays, landscaping and lighting. These roads may be collectively developed as TCRIP Phase II with assistance from KFRB and JNNURM Phase II.

• The following roads to be laid out: o First Outer Ring Road: Kaniyapuram-‐Pothencode-‐Vembayam-‐

Karakulam-‐Vilappilsala-‐Balaramapuram-‐Vizhinjam o Second Outer Ring Road: Attingal – Nedumangad -‐ Kattakada –

Neyyatinkara -‐ Poovar • These roads may be developed as 6-‐lane roads with wide medians,

sidewalks, utility ducts and drainage, well-‐designed and signaled junctions, bus bays, landscaping and lighting.

• Grade separators may be planned at all key intersections and power, water and sewer lines should be developed co-‐axially and simultaneously with these roads. These roads may be taken up with

assistance from NHAI, as outer ring roads are eligible for support under NHDP Phase VII (Trivandrum was chosen along with Vizag for pilot studies).

• It may be noted that the former “NH 47 Bypass” is now the NH-‐66 and that the former alignment of the NH-‐47 through the city has ceased to be a national highway.

• Many intersections such as Ulloor, Vellayambalam, Sreekaryam, Pattom, Pettah, Chackai, Kazhakkoottam, Peroorkada, Karamana, Vazhuthacaud, Jagathy and so on have exceed their current capacities even after the introduction of signals and significant junction improvements. The large-‐scale introduction of grade separators has to be an integral part of the master plan

• All intersections where traffic volumes have already exceeded the threshold for signaled intersections or will exceed the thresholds by 2033 should be taken up for immediate development of grade separators. Key intersections include Ulloor, Medical College, Pattom, Vellayambalam, Vazhuthacaud, Pettah, Kazhakkoottam, Attakulangara, Peroorkada, Anamugham (over NH-‐66), Chackai, Eanchakkal, Thiruvallam and so on. Since many of these will lie on the alignment of the currently planned MRTS route as well as on future routes, these need to be planned right now and their execution incorporated into the development of the ring roads mentioned above. These can also be made part of TCRIP Phase II.

• The scientific origin-‐destination studies referred to in the master plan clearly indicate that there are multiple key movement axes in the metro area running not just north-‐south but also east-‐west and radially out to surrounding satellite cities such as Nedumangad and Attingal.

• Thus a single mass transit route will not suffice for a metro area the size of Trivandrum with well over 700,000 daily trips.

• The master plan must incorporate a comprehensive mass transit network that serves the entire metro area.

• This will be based around a multi-‐route mass transit system (viz the monorail) but also incorporate other modes of transport such as commuter rail, water transport and buses.

• The monorail system must be quickly expanded with at least the following two additional routes (indicative diagram at the end of the document):

o Route 2: Kazhakkoottam – Aakulam – Airport (Chackai) – Pettah – Palayam – Vellayambalam – Peroorkada – Nedumangad (It could terminate at Peroorkada in Phase I).

o Route 3: Vizhinjam – Kovalam – Eanchakkal – Airport – Kochuveli – Veli – Aakulam – KIMS -‐ Medical College – Pattom – Kowdiar – Peroorkada – Civil Station – Manathala – Vembayam (Upto to Peroorkada in Phase I).

• An alternate set of alignments could be: o Route 2: Kazhakkoottam – Vizhinjam along the NH-‐66 alignment

(first phase could be up to the International Airport)

o Route 3: Thiruvallom – Manacaud – East Fort – Thampanoor – Thycaud – Vazhuthacaud – Vellayambalam – Peroorkada – Nedumangad

o Route 4: Airport – Palayam – Vazhuthacaud – Poojapura – Peyad (Upto Poojapura in Phase I)

• Since connecting stations between the currently planned route (Technocity – Killipalam with extension to Neyyatinkara) and the above ones have to be planned in advance, it makes eminent sense to complete this planning right now itself. Such stations would include Kazhakkoottam, Pattom and Palayam.

• Bus Rapid Transit System (BRTS) can be considered as an alternative to LRTS for connecting activity nodes. It needs about the same RoW width as LRTS and is usually less expensive and more flexible.

• The multi-‐modal mobility hub located in Aakulam, between the NH-‐66 and the Kochuveli Rail Terminal is a visionary idea and can incorporate road, rail, air, water and mass transit (Route 2 as proposed above) modes of transit. It may also be a great location for transit-‐oriented development.

• Commuter rail services (using MEMUs and double decker trains) need to be greatly expanded on the Nagercoil-‐Kollam rail corridor. The addition of two new lines will be necessary to decongest and expand the capacity of the currently over-‐congested mainline railway system.

• The proposed new rail line via Nedumangad – Thenmala to link with the Kollam – Shencottah line is another possible commuter axis.

• Nemon Railway Station has to be developed as an operations/logistics center with the immediate acquisition of land to permit shifting of the majority of train operations (maintenance and shunting) activities from Trivandrum Central as well as container train operations as proposed in the May 2013 master plan for the Vizhinjam project.

• The area between Chackai and Eanchakkal, on the west bank of the Parvathy Puthanar has to be specifically zoned for uses related to the International Airport.

• An integrated water supply system to cover the entire metro area has to be established. This needs to be immediately rolled out to cover the newly added areas of the corporation but also to the outlying areas of the metro areas, with new systems in areas currently not covered and by linking together existing stand-‐alone systems. The current 300 MLD capacity of the city’s water system has to be progressively increased to 500-‐600 MLD within the next 5 years. This will involve setting up additional processing capacity and also tapping new water sources such as the Neyyar and Peppara dams.

• In addition to these major reservoirs, the possibility of extending the water supply scheme (related to the Vizhinjam port project) implemented using the Vellayani Lake should be considered while taking steps to maximize its storage capacity in an eco-‐friendly manner. Minor and micro water supply projects using water from the Karamana, Killi, Neyyar and Vamanapuram

rivers can also be considered together with a comprehensive scheme to restore and protect their banks.

• The sewage network has to be extended to the entire Corporation area and then progressively out to the rest of the metro area. It will be very pragmatic to integrate the laying of sewage collection lines with the construction of the roads and mass transit as proposed above.

• Since the area between Aakulam and Technocity is witnessing the greatest volume of new commercial and residential development as well as the highest density of uses, this zone may be prioritized for laying new lines. Most of the large new buildings in the area currently have their own STPs, but a centralized system is both more efficient and cost-‐effective.

• Considering even a water return volume of 50%, the city will need at least 250 MLD of sewage processing capacity in a few years, with the current STP at Muttathara having a capacity of only 107 MLD. A second STP of 150 MLD capacity (two phases of 100 and 50 MLD) is therefore proposed within the Veli-‐Kazhakkottam Industrial Estate.

• Centralized solid waste management is a necessity considering economies of scale and the practical difficulties of managing dozens of de-‐centralized plants. Plants that can convert organic waste into fuel/energy through non-‐polluting anaerobic processing should be considered.

• One solution may be to have the plant located near Technocity/Technopark so that the energy produced can be used for power and/or chilling in the sprawling commercial facilities via a district energy/micro-‐grid system.

• Possibility of industrial scale recovery of recyclable materials like metals, plastic and glass should be actively considered.

• In the case of non-‐recoverable, non-‐organic materials, an engineered landfill built into a disused quarry or clay mine, is the best proposition.

• Large scale multi-‐level car parks (MLCPs) should be developed on the BOT/BOOT/BOO basis along key transportation axes and in activity hubs, starting with M.G. Road/old NH 47 (Kesavadasapuram to Karamana), Thampanoor, Medical College, Secretariat, Technopark and Kochuveli.

• In the next 10-‐15 years, power consumption in the metro area is likely to reach the 2500 Kwh/person/year level seen as a global average (and already in emerging markets such as China). This will necessitate about 1000 MW of generation capacity to meet the needs of the metro area and very likely much more if we take the increasing scale of commercial and industrial activities into account. A gas turbine power plant, fueled by natural gas from an LNG import terminal built at Vizhinjam will be the ideal choice to meet this need. The power plant can be developed in two phases of 1000 MW each and the excess power exported to the rest of Kerala/India.

• Vizhinjam is the best-‐suited port in India for LNG import because of its proximity to gas sources such as Australia, Indonesia, East Africa, the US and Russia, as well as its deep draft. A LNG terminal at Vizhinjam can be leveraged for a metro area wide gas distribution network as well as

conversion of vehicles to cleaner CNG, starting with government and public transport vehicles.

• The availability of gas will also promote the development of micro-‐grids which are localized, interconnected loads such as buildings within a campus that share power generation and chilling capacity. This arrangement is very cost-‐effective, efficient and resilient (in case of grid failure).

• In addition to mandating and providing incentives for the installation of eco-‐friendly features such as solar arrays and rain water harvesting systems on all buildings, the sustainable design and IGBC LEED certification of all large government and commercial buildings should be made mandatory.

Section 4 – Socio-‐Economic Development

• Construction of a world-‐class convention and trade center (4000 seat capacity in Phase I; expandable to 10,000 in Phase II) has to be immediately initiated in the already allocated 45-‐acre parcel on the banks of the Aakulam Lake. Considering it as one of four vital economic drivers (the others being the cruise terminal at Vizhinjam, airport expansion and medical tourism development) for the tourist industry, the government must take an active role in funding and developing the facility. Worldwide, major convention centers are either fully or partly funded by the public sector, with the cost being recovered through usage charges and through a tax/cess levied on hotels in the city.

• Vizhinjam is a world-‐class logistics gateway facility but if sufficient area cannot be found for a world-‐class logistics zone attached to the port, much of the benefit to the local economy will be lost as these activities will happen elsewhere, most likely in the neighboring districts of southern Tamilnadu. This will also make the port less attractive compared to others such as Ennore or Mundra that have sprawling backup facilities. Such a zone requires at least 500 acres of land. It can be a port-‐based SEZ even if it is not directly at the port but has road/rail connectivity to it because of impending changes in the SEZ act. A strategic parcel with low population density and favorable terrain (preferably a large, disused Government or private plantation), with direct access to the NH-‐66 and/or main rail line may be identified and set apart for this project.

• The concentration of aerospace and defense related industries and institutions in Trivandrum (VSSC/ISRO, Brahmos Aerospace, IIST and Southern Air Command) make it an ideal location to establish an aerospace/defense manufacturing facility, potentially including an SEZ. Trivandrum is best positioned after Bangalore in this industry. Brahmos has been looking for at least 50 acres of land for expansion. A dedicated 100-‐150 acre facility may be established in the North of the metro area and/or close to the logistics zone proposed above. Such a facility to attract high-‐value manufacturing business from ISRO, Brahmos, HAL and other

public and private agencies, including work for the new civilian airliner as well as for the incoming Raphael and fifth-‐generation fighter projects.

• A Knowledge City project has been proposed in Trivandrum in May 2012. It will be advantageous to plan the project as a high density development in close conjunction with the existing knowledge cluster around Technopark which includes not just Technopark and Technocity but also the University of Kerala, College of Engineering Trivandrum, VSSC, CTCRI and so on. Proposed locations include Technopark Phase III and Technocity.

• A key economic development initiative would be the creation of a strategic land bank within the metro area so that future developments can be easily accommodated as they arise. Large, under-‐used, thinly populated parcels must be identified and either immediately acquired (while land prices are low) or selectively zoned to restrict unplanned development and to restrict non-‐economic development uses (such as residential construction).

• Fire Fighting System to be strengthened and decentralized. Additional fire-‐stations of sufficient strength in equipment and staff to be established in fast growing areas of the city such as Kazhakkoottam, Vizhinjam and Nedumangad. More modern equipment including at least 2-‐3 hydraulic platforms (at least one to deployed in Kazhakkoottam/Technopark fire station due to the density of massive commercial buildings and residential high-‐rises in the area), rescue tenders and high-‐capacity recovery trucks to be procured immediately and fire hydrants to be re-‐introduced in the city. All major commercial and activity hubs to be equipped with fire hydrants.

• The city police force should be expanded by integrating the entire metro area under a single command, led by an officer of the rank of Inspector General of Police. A combined operations center should be established to coordinate operations by the metro police force, district police, CRPF, BSF, Army, Air Force, Navy, Coast Guard and the CISF, all of which have significant presence in the city.

• Taxi service to be improved by providing permits to various categories of taxi service, ranging from budget to luxury type of quality vehicles.

• Existing Public Parks, Playgrounds and Sports Fields to be upgraded and new ones should be established at different locations of the proposed Metro area. Modern sports and games equipment to be installed.

• Existing ponds and irrigation tanks to be protected and developed as public spaces.

• Irrigation system of public spaces and road landscaping should be automated. This would save valuable water resources and reduce safety hazards of manually irrigating the streetscape / public realm.

• Wetlands can be protected and developed by creating a land bank for such parcels into which voluntary contributions could result in TDR on dry land.

Section 5 -‐ Strategy and Organizations

• The development master plan must go beyond just describing what and when development should be done. The plan should also lay out clearly how (strategy) it will come about and who (organization) will implement it.

• The plan as currently proposed, lays out many implementation methodologies, including land use zoning and development controls, which are standard urban design intervention strategies.

• An interesting strategy to finance some of the developments is to follow the English New Town Tax approach that seeks to finance projects by selectively taxing their beneficiaries. For example, levying a cess on hotels to finance the convention center or a fee for additional FAR along a mass transit line.

• PPP is an absolute necessity for the scale of development envisaged in the plan and in sections 1-‐4 above. Various models of PPP development ranging from the landlord model, through BOT and BOOT to the pure private services model can be considered as appropriate for each project.

• The first key agency needed to implement the plan is the Trivandrum Metropolitan Development Authority (TMDA) which should have the following powers over the entire metro area which must be formalized:

o Issue all building permits and statutory clearances using a unified code for the entire metro area as per the guidelines of the master plan, KMBR, National Building Code etc

o Plan, finance and develop all public infrastructure under the master plan that does not fall into the mandate of existing agencies such as VISL, AAI, KWA, Indian Railways etc

o Plan, finance and develop economic development projects, where not already under a specific agency. Even if under a specific agency, like the department of tourism (in the case of the convention center), TMDA can still be the financing and executing agency

o Act as the landlord/project sponsor for PPP development projects and own the land and/or facilities and to collect revenues

o Raise funds for development projects by the issue of bonds, raising debt from development finance institutions (World Bank, ADB, JICA et c) and from commercial lenders and by levying fees/taxes.

o Periodically update the master plan (minor revisions once every two years, major updates every five years). and act as it custodian.

• The TMDA must have a specialized economic development wing, modeled along the lines of the New York City Economic Development Corporation (NYCEDC) that creates strategic visions and plans, formulates project proposals, raises funding, oversee project execution and, promotes and facilitates private investment including the promotion of new and emerging industries such as biotechnology, nanotechnology, aerospace, defense and high tech manufacturing.

• The TMDA will not replace existing LSGs like the Corporation, Municipalities or Panchayats but will only help to coordinate certain activities that need to be coordinated across the metro region and where scale economies are possible.

• With the massive volume of transportation infrastructure development planned in the next 10 years and the ever-‐growing transportation volumes in the metro area, a dedicated agency is called for to integrate the development and operation of all modes of transportation. This will be the Trivandrum Metropolitan Transportation Authority (TMTA). It will have the following key roles:

o Take over the planning, financing and development of the mass transit system from the Kerala Monorail Corporation Limited. Alternatively, it could take over operations of the mass transit lines once KMCL develops them, acting as an operator while KMCL continues to be the facility owner/landlord. However, the preferred option is to have TMTA manage the system end-‐to-‐end.

o Plan and execute the inter-‐modal connectivity of the monorail with the bus network and future BRTS/LRTS networks.

o Take over and expand the operations of the local bus fleet within the metro area from the KSRTC. This is already the case in most major Indian cities, not to mention across the world.

o Create a comprehensive multi-‐modal transportation plan for the metro area till 2035 and coordinate its execution with other agencies such as AAI, Indian Railways, VISL etc The plan needs to be periodically updated (minor revisions once every two years, major updates every five years).

o Own and operate key transportation facilities in the metro area including bus terminals, the multi-‐modal transit hub at Aakulam and the mass transit stations. TMTA could also share the development cost and ownership of new rail facilities with IR, with the latter taking care of operations. This will help speed up railway development as IR is cash-‐strapped at present.

o Operations and maintenance of the road infrastructure in the city in association with the TMDA and the LSGs, including upkeep of street lighting and signaling systems.

Conclusion The suggestions enumerated in Sections 1-‐5 above are additions and in some cases improvements to the existing body of work in the draft master plan, which is a very comprehensive and up to date document in itself. They are intended to expand the scope of the plan and to make it even better, a clear vision of Trivandrum can be become a vibrant, sustainable, world-‐class city, rivaling Singapore, within the next decade.

THANK YOU

About the Authors Ajay Prasad was born and brought up in Trivandrum, completing his engineering degree from the College of Engineering Trivandrum. After completing an MBA from the Indian Institute of Management, Calcutta, he worked for several years in the strategy consulting, infrastructure and real estate development industries. Ajay thereafter graduated with Master of Science in Real Estate Development from the Massachusetts Institute of Technology in Cambridge, USA where his course work included real estate development, finance, urban design, urban transportation and public private development (at the Harvard Kennedy School of Government and Harvard Graduate School of Design). He is currently a Managing Director at a global private equity and real estate development firm based in Boston, USA, working on urban development and infrastructure project worth over $2 Billion. Ajay has been authoring a blog, Trivandrum Rising, about the development of Trivandrum city since 2006 and has worked closely with key stakeholders on key development initiatives such as Technopark expansion, Technocity, Vizhinjam and the mass transit system. Contact: [email protected] Deepak Benny is an alumnus of the College of Engineering, Trivandrum. He was an active participant in Institute of Engineers, Trivandrum Chapter and following his studies he joined an Engineering Consulting firm in Singapore and was involved in several strategic infrastructure projects in Singapore including its LNG import terminal. After working for two years in Singapore he joined University of Glasgow, UK for his masters in Sustainable Engineering with focus in Maritime Structures. He mastered topics such as Environmental Sustainability, Project Financing and Maritime Economics. He is currently working with a Maritime Consultancy firm also based in Singapore performing strategic consulting for various port developments across Asia and Africa. Jaleel Malik Mohamed, born and brought up in Trivandrum is a Master degree holder in Agricultural Science (with specialization in Agricultural Extension, Communication and Management) from Kerala Agricultural University. He has also additional qualifications in Law, Journalism and Public Relations. After serving Governments of India and Kerala for three years and 12 years respectively, he took leave in 2004 and took up private employment in India for two years, working as CEO of two companies and also as a Consultant of the Agricultural Finance Corporation of India (RBI Subsidiary). Since 2006, he is based in the Middle East and associated with major Real Estate / City and Community Development projects like Palm Jumeirah, Burj Dubai (Khalifa), Dubai Marina, Arabian Ranches, Emirates Living, KAUST etc. Past Employers in the

Middle East include Emaar Properties, Dubai World / Nakheel, KAUST and Emcor Facilities Services. He is trained and experienced on Projects Management and Facilities Management, especially related to Sports Fields, Golf Courses, Public / Community Parks, Landscaping, Horticulture, Irrigation, Pest management, Waste management and other Soft Services. Jaleel currently works as a Project Manager with EC Harris International (An Arcadis group company), who are the Project Management Consultants for the King Abdullah Sports City and the Kingdom Tower (Mile Tower) Projects in Jeddah, KSA. Travis Patrick Sheehan holds a Master of City Planning and a Master of Architecture from the Massachusetts Institute of Technology, where he focused on urban development, architecture, sustainable design, city planning, resilience and micro-‐grids among other topics. He currently holds multiple positions and has founded his own independent planning and design practice, Gridling LLC. Travis has worked on city-‐scale and project/campus-‐scale planning and development in New York, Boston, Trivandrum, China and Afghanistan. Other Authors and Peer Reviewers Hari Gopinathan, Robin Alex Panicker, Ajith Vijayan, Sajith Vijayan, Vinod Kamalraj and Abhishek V.R. together bring nearly a hundred years of cumulative experience in diverse fields ranging from highway engineering and transportation infrastructure planning to project management to information technology architecture and management to this study. All of them were born and brought up in Trivandrum, although they currently reside in various cities across India and the world, and are engaged in senior management roles in a variety of world-‐class organizations.

Appendix – Indicative Route Map of MRTS Network