CHAPTER 1

INTRODUCTION

1.1 BACKGROUND

In view of the liberalization and globalisation of Indian

Economy in the early ‘90s, the Coastal States of India

started to invite private sector for investment in the

development of ports falling under their areas.

Accordingly, Government of Kerala (GOK) was very keen

to attract private sector for developments of Port

infrastructure and inland navigation. Kochy a major port,

three intermediate ports viz. Baypore, Alapuzha and

Neendekara and 13 minor ports viz. Vizhinjam,

Valiyathura, Thankasseri, Kayamkulam, Munambam,

Kodungallore, Ponnani, Vadakara, Kannur, Azhikal,

Neelaswaram, Kasargod and Manjeswaram spread over

the costal basin of Kerala State which is estimated about

590 Kms in length.

1.1.1 Due to lack of facilities in the existing ports, 35% of Indian

Container traffic is being handled at foreign ports viz.

Colombo, Dubai and Singapore making India’s imports

costlier and exports less competitive. As such it is

1

needless to say that this state of affairs is causing

adverse financial repercussion to the country. Taking into

consideration of these facts and also proximity to the

international shipping routs, GOK desired to develop

Vizhinjam – a small fishing harbour lies in

Thiruvananthapuram district of Kerala close to its Capital

- into a international container hub. In order to look after

the developmental activities GOK have floated a

Company by name Vizhinjam International Seaport Ltd

(VISL) at Thiruvananthapuram with Chief Minister of

Kerala as Chairman on 15.12.2004. VISL in turn engaged

M/s L&T Ramboll (LTR) as major Consultants to conduct

a “Techno-Commercial Feasibility” study on the subject

who submitted a detailed report on Feb,2005 about the

traffic assessment and preliminary viability and project

structuring.

1.1.2 As per the detailed feasibility report, it has become quite

essential to have a rail and road connectivity to the

proposed port – Vizhinjam. As such VISL engaged RITES

– a Govt. of India Enterprise under the aegis of Ministry of

Railways who have expertise in transport and

infrastructure at global level to conduct a study and survey

and submit a feasibility report for a rail and road

2

connectivity to the proposed port and other related issues

under G.O.No.248/07/F&PD dt.17.4.2007 (Annexure 1.1).

1.2 SCOPE OF WORK

1.2.1 The scope of work in brief is given below.

The scope of work in the proposed project will consist of

the following:

i) Rail connectivity:

Feasibility Engineering Survey & Report

(A) 1. Assessment of `outward’ and `inward’ traffic

projections (in terms of number of rakes) likely

to move on account of the project and its

implications on the concerned rail corridors

based on the container traffic projections

made in the detailed feasibility report for the

project.

2 Analysis of the line capacity of the concerned

corridor/s on Southern Railway over which the

3

outward and inward traffic (in terms of number

of rakes) will move.

3 Preliminary Engineering Survey for different

route alignments (maximum of three)

connecting the port to a point on the existing

Tiruvanathapuram (TVC) – Nagercoil (NCI)

Section of Southern Railway.

Study of the feasible alternatives

(maximum three) for the take off point

and identifying the most suitable point in

consultation with Southern Railway.

Study of the alternatives and

identification of most suitable location for

setting up of railway transit yard for

storage, handling and loading/unloading

of containers and cargo including POL

initially and also for integrating the same

with the dedicated railway line

subsequently.

Study of the alternatives and

identification of the most suitable rail

4

alignment between Vizhinjam Port and

the point of connection with Southern

Railway.

II Road Connectivity:

(A) 1 To assess road traffic likely to be used by this

corridor by the horizon year (say 20 years

hence) and its implication on the NH by-pass.

2 To work out ROW, Carriageway and other

facilities based on IRC and MORTH standards

and traffic projections.

3 To carryout Preliminary Engineering surveys

for various alternatives

i) Study of feasible alternatives to be

conducted based on the topo-sheets in

order to connect the port to the NH by

pass.

ii) Study of suitable and feasible

alternatives confirming IRC and MORTH

standards.

5

1.2.2 The letter of Award/Agreement containing the detailed

scope of work and related terms and conditions is placed

as Annexure 1.2

1.3 APPROACH & METHODOLOGY

1.3.1 RITES team, drawn from its various disciplines

conducted a detailed survey and collected relevant data

from various sources.

Based on these data and also based on the previous

Techno-Commercial feasibility study report submitted by

LTR and an `Economic Study’ report on the subject

submitted by M/s Hauer Associates of Chennai, this report

is made.

1.4 FORMAT OF REPORT

1.4.1 In addition to this introductory Chapter the report consists

of 7 more chapters as follows.

Chapter 2 gives out a general

description of the area.

6

Chapter 3 is devoted for the assessment

of traffic being dealt with at the proposed port.

Chapter 4 deals with the rail/road

infrastructure proposed.

Chapter 5 examines the Civil

Engineering feasibility of the proposal

including road connectivity etc.

Chapter 6 gives details of Signalling &

Telecommunications aspects of the proposal.

Chapter 7 brings out financial implication

of the recommendations.

Chapter 8 deals with the conclusions

arrived at.

7

CHAPTER 2

GENERAL DESCRIPTION OF THE AREA

2.1 GENERAL

The proposed Vizhinjam Port lies in the

Thiruvananthapuram district of Kerala State about 15 Kms

South of the State Capital of the same name. The district

with a geographical area of 2192 Sq.Km lies between 8o

17’ and 8o 54’ North latitude and 76o41and 77o17’’ East

longitude. It is bounded by the district of Kollam on the

North, Thirunelveli district and Kanya Kumari district of

Tamil Nadu on East and South respectively and Arabian

Sea on West.

2.2 ORIGIN OF THE NAME

2.2.1 The name `Thiruvananthapuram’ means the abode of the

sacred snake-god Ananthan, on whom Vishnu, the God

of Preservation, is believed to be reclining. The old name

`Trivandrum’ is the Anglicized form of the name,

`Thiruvananthapuram’.

8

2.3 ADMINISTRATIVE HISTORY

2.3.1 Thiruvananthapuram city and several other places in the

district and some taluks South of the district now under

Tamil Nadu formed the erstwhile princely State of

Thiruvithamcore (Travancore) ruled by Maharajas. After

independence and consequent recommendation of State

re-organisation Commission, the present Kerala State

was formed on 1st November 1956 amalgamating the

princely states of Tranvancore, Kochi and Malabar district

of the then Madras Presidency. The district administration

is headed by the District Collector who is assisted by six

Deputy Collectors holding charge of General matters, land

acquisition, revenue recovery, land reforms housing and

election. The district has only one revenue division,

Thiruvananthapuram headed by a Revenue Divisional

Officer(RDO). The district consists of four taluks viz.

Thiruvananthapuram, Neyyatinkara, Nedumangad and

Chirayinkeezhu each headed by a Tahasildar. The taluks

have been further bifurcated into Panchayats - 12 block

Panchayats, one district Panchayat, four Municipalities

and one Corporation.

9

2.4 PHYSIOGRAPHY

2.4.1 Thiruvananthapuram district can be divided into three

geographical regions – highlands, midlands and low

lands. The highland region comprises mainly of

mountains, bounded on the East and North East by the

mountain ranges of Western Ghats. The midland region,

lying between Western ghats and lowland, is made up of

small and tiny hills and valleys where intense agricultural

activity is in existence. The low land is comparatively

narrow and comprises of rivers, deltas and sea shore and

densely covered with coconut palms. The ghats maintain

an average elevation of 814 metres rising to peaks of

1219 to 1829 mtrs in certain places.

Chirayinkeezhu and Thiruvananthapuram taluks lie in mid

land and low land regions, while Nedumangad taluk lies in

mid land and highland regions and Neyyatinkara taluk

stretches over all the three regions. The proposed

Vizhinjam Port and the proposed approach by rail/road lie

in Neyyatinkara taluk.

10

2.5 CLIMATE

2.5.1 In the mountain ranges, chilling cold is experienced,

whereas lower down the climate in bracing and in the

plains it is generally hot. Humidity is high and rises to

about 90% during the South-West monsoon. The average

rainfall is around 150 cms per annum. The district gets

rainfall both from the Southwest and Northeast monsoons.

Southwest monsoon starts generally by the end of May

and fades out by September, while Northeast commences

in October. Dry whether sets in by December. December

to February the coolest period of the year and March to

April is very hot.

2.6 AGRICULTURE

2.6.1 The major agricultural products and area of

cultivation/production are given hereunder.

Products Area under cultivation ( in ha) Production in tonesRice 11368 19610Pepper 5090 1824Ginger 108 313Cashew nut 2184 1745Tapioca 25253 500101Coconut 84308 516 million nutsAricanut 717 456 million nutsTea 965 608Rubber 26999 30717

11

2.7 INDUSTRIES

2.7.1 There are no major/heavy industries situated in the

district. There are 917 registered working factories and

2050 SSI units situated in the district. Recently Kerala

Industrial Infrastructure Development Corporation

(KINFRA) have set up an International apparel park in the

district having export oriented production of apparels etc.

12

CHAPTER 3

TRAFFIC ASSESSMENT

3.1 GENERAL

This chapter is devoted for the assessment of to and fro

container traffic anticipated to be dealt with at the

proposed Vizhinjam Port on its development as an

international container transhipment hub. It is assessed

that traffic for Vizhinjam Port would consist of hinterland

cargo and container transhipment cargo. During the

course of survey, RITES were given to understand by

VISL through their Consultants M/s IL & FS vide their

letter dated 3.11.07 (Annexure 3.1) that the rail borne

traffic can be assessed on the basis of the previous

Techno-Commercial Feasibility Study conducted by M/s

L&T Ramboll (LTR). As such, apart from data collected,

the traffic assessment was done on the basis of traffic

projections furnished in the said report as well as data

given in the `Economic study report on the subject made

by M/s HAUER Associates of Chennai.

13

3.2 TRAFFIC FORECAST FOR VIZHINJAM PORT

3.2.1 Cargo likely to get generated in the hinterland and its use

for transportation needs, contribute mainly for a

successful operation of a port be it a transhipment hub or

otherwise.

3.2.2 Cargo traffic that would be dealt with at the proposed

Vizhinjam port consists generally the following categories.

a) General Traffic from hinterland in

view of development of industries.

b) Attracted regional traffic from

neighboring ports due to their expansion and capacity

constraints.

c) Indian container transhipment traffic.

3.2.3 Cargo movement is classified as containers (in Tonnes

and TEUS separately), Break Bulk, Liquid Bulk, Dry Bulk

and general cargo considering the traffic that is currently

moving through the major ports of the country. It has been

revealed by L&T Ramboll in their techno-commercial

feasibility report on the development of Vizhinjam Port

that large volumes of Dry Bulk or Liquid Bulk cargo

14

passing through the proposed Vizhinjam Port is unlikely.

These two types of cargo at present are dealt with at

Kochi Port and will be continued to do so in future also.

Approximately it is estimated that 37 million tones of cargo

is being transported by containers, through Indian Ports.

Out of a total 83 million tones of General Cargo (including

others) passing through Indian Ports, the container traffic,

thus, captures 45% of share.

3.2.4 Hinterland

Traditionally hinterland of a port is that area from where

export cargo traffic is moved to the port and import traffic

back based on a cost benefit approach (commodity wise)

keeping in view of transportation facilities, costs and time

taken for transportation etc. Taking into consideration of

operational characteristics and marketing strategies, the

hinterlands of different ports situated in the same coastal

belt overlaps each other as is the case of the proposed

port at Vizhinjam and existing cochin Port situated in the

same coastal belt and Tuticorin Port in the Eastern

coastal area of the country but lies in the Southern

peninsula. Traffic for Vizhinjam from its hinterland consists

of the following two components.

i) Generated cargo

15

ii) Attracted cargo

3.2.4.1 Generated Cargo

The cargo that gets generated in the hinterland by the

industries and industrial parks on account of their

development programme or generated due to the

development of a new port, constitutes generated cargo.

3.2.4.1.1 When compared to other states of India, Kerala remains

industrially a backward state as the state does not

possess natural resources for setting up of heavy

industries. The State had laid greater emphasis in the

traditional and small scale industries in the early years of

Five Year Plans, in view of special features and problems

of the State and also providing greater employment

opportunities to the masses. But in spite of concerted

efforts by the state for its development through various

programmes, the traditional sector has not yet come out

of woods, even on the eve of the completion of 10th five

year plan. The establishment of large number of Public

Sector Undertakings (PSUs) also could not achieve the

desired level of development on the industrial front. In

order to improve this state of affairs, from the ninth plan

onwards, a major shift in emphasis is made by the state.

16

The government has become a facilitator instead of a

provider for industrial investment. A number of schemes

have been evolved and implemented with a view of

attracting more and more private investments to the state

while maintaining the tempo of investment in the

traditional sector continued in order to bring its technology

upgradation, diversification and modernization. However,

Kerala’s coastal belt has large reserves of Thorium -

nuclear fuel of the future and its beach sands are rich in

rear earth resources namely Ilminate, Monazite and

Zircorn. Large reserves of silca sands are reported from

the coastal belt and extensive deposits of china clay

reported from hilly middle zone.

3.2.4.1.2 Exports

Kerala’s exports, commoditywise shows that traditional

items such as tea, cashew kernels, sea foods, coir

products, spice and coffee continues to figure as major

individual item. However, under miscellaneous category

items occupies major chunk of exports. A lions share of

Kerala’s trade is being conducted through the port of

Kochi. It is expected after completion of Vallarpadam

container terminal and Vizhinjam container transhipment

hub, the volume of export will be strengthened.

17

3.2.4.1.3 Traffic trend commodity-wise.

Commodity-wise traffic out flow is shown here under.

a) Marine Products

Kerala State plays a major role in the marine product

exports from India. The following table shows Kerala’s

share in the export of Marine Products from India for the

past five years.

Year India (quantity

in tonnes)

Kerala (quantity

in tonnes)

Share of

Kerala (%)

2001-02 4,24,470 72,756 17.14

2002-03 4,67,297 81,393 17.42

2003-04 4,12,017 76,627 18.60

2004-05 4,61,329 87,331 18.94

2005-06 5,12,164 97,311 18.90

TOTAL 22,77,277 4,15,418

(Basis: Economic Review 2006)

It could be noticed from the above Kerala shared 18.9%

say 19% of the total Indian export of marine products.

Examination of Kerala’s share to Indian exports of marine

18

products for the last decade (1990-2000) showed a

declining trend except in 1999-2000 where a slight

improvement was observed. However, the percentage of

share to Indian Export of marine products was more or

less was constant from 2001-02 onwards. The total fish

production targeted for 11th plan end (2012) is 9 lakhs

tonnes. It is therefore estimated the export of marine

products would be to the tune of 1,08,000 tonnes (at an

average 12% taking into consideration of ratio of

preceeding 5 years from 2005-06 marine products exports

to fish production) – (basis - Economic Review 2006).

b) Spices

Export of spices from Kerala is mainly through Kochi and

Tiruvanathapuram Ports. Major items of exports of spices

from Kerala are pepper, cardamom, ginger, turmeric,

curry powder, spice oils and oleoresins, vanilla, nut mug

and mace.

The quantity of spices exports for the past 5 years are is

shown here under:

Year Quantity in tones2001-02 34,9162002-03 29,1922003-04 32,0612004-05 29,014

19

2005-06 33,079TOTAL 1,58,262

c) Cashew Kernels

Cashew Kernels from India during 2006-07 was 118540

MT valued at Rs.2455.15 crore, and from Kerala (Kochi)

during the same period was 72.861 MT and Rs.1504.87

crores respectively. Exports of cashew kernels from

Kerala and India for the past six years are shown in the

table below.

Year Quantity in MT Share of Kerala

(%)Kerala* India

2001-02 54,717 98,203 55.72

2002-03 66,859 1,04,137 64.20

2003-04 68,119 1,00,828 67.56

2004-05 79,950 12,667 63.12

2005-06 74,376 1,14,143 65.16

2006-07 72,861 1,18,540 61.47

TOTAL 4,16,882 5,48,518 76.00

(Source: The Cashew Export Promotion Council of India)

*Export through Kochi Port

From the above it could be seen that exports from India

declined 9.89% during 2005-06 but picked up an increase

20

of 3.86% during 2006-07 whereas Kerala exports

continued a steady downward trend from 2005-06.

d) Coffee

India is the 5th largest producer of Coffee in the world with

a share of 4.1%, the top producers being Brazil, Vitenam

and Columbia. The area under Coffee cultivation in Kerala

was 0.846 lakh ha., out of 3.28 lakh ha., in the country

during 2005-06 which works out 26%. The share of Kerala

in production during the said period was 21.66%. Coffee

is highly export dependent crop and more than 80% of

domestic product is exported. Export of Coffee through

Kochi port for the last five year period is furnished below.

Year Quantity in M.T.

2001-02 1,46,166

2002-03 1,15,156

2003-04 1,19,384

2004-05 1,15,265

2005-06 68,960

TOTAL 5,64,931

(Source :Kochi Port Trust)

21

e) Tea

India is the leading producer and accounts for 28% of

global production followed by China 26%, Kenya 10%,

Srilanka 9%, Indonesia 5%, Turkey 4% and others 18%.

Kerala’s share of Tea production is 7% of the total

production in the country. For the last six years the state

experienced a declining trend in production. From an

annual production of 68.9 m. kgs in the year 2000,

production came down to 67 m. kgs in the year 2005. One

of the major threats faced by the tea industry is the

universal imports of inferior quality tea into India

particularly from Indonesia resulting further depression in

prices. Exports of tea through Kochi port for the past five

years is shown in the table below..

Year Quantity in M.T.

2001-02 96,155

2002-03 1,03,544

2003-04 86,794

2004-05 86,589

2005-06 31,985

TOTAL 4,05,067

22

(Source: Economic Review 2006)

f) Coir products

Export statistics for the year 2005-06 shows that out of

total Indian export of Coir products Kerala’s share is 80%

in quantity-wise and 93% value-wise.

Export of coir products from Kerala for the last 5 years are

shown below.

Year Quantity in M.T.2001-02 60,8612002-03 76,8502003-04 87,0912004-05 1,05,7942005-06 1,08,822TOTAL 4,39,418

(Source: Economic Review 2006)

g) Miscellaneous cargo

As already stated, apart from the above mentioned

traditional export commodities, category under

miscellaneous items represents a major chunk of export.

The following table shows export made under this

23

category through Kochi Port for the past five years vis-à-

vis total cargo shipped out.

Year Total cargo exported in MTs

Misc. cargo exported in MTs

Share of Misc. cargo %

2001-02 19,68,364 14,53,977 73.92002-03 21,25,159 15,91,876 74.92003-04 25,55,656 20,19,910 792004-05 31,53,344 26,42,724 83.82005-06 29,19,817 24,99,129 85.6TOTAL 1,27,22,340 1,02,07,616 80.2

(Source: Economic Review 2006)

From the above, it could be seen export under this

category steadily picked up an increasing trend and may

play a major role in the future exports. The commodities

generally come under this category comprise the following

items of cargo.

Ready made garments

Cotton piece goods

Cotton yarn

Granite products

Garnet sand

Machinery

Rubber products etc

h) Rubber

24

Kerala accounts for 83% of the area under rubber in the

country. The rubber produced in the state is consumed

mainly in the domestic circles and the industrial circle still

resorts to imports of bulk quantities of rubber. Only rubber

products are exported which has been taken care under

the category of “Misc” exports as shown above.

3.3 SUMMARY

The above mentioned detailed generated traffic in the

hinterland of the proposed Vizhinjam port is summarized

and traffic projections for next 20 years are given below

presuming port operations are likely to start from 2012

onwards making the year as base year.

As at present there are no scientific or mathematical

formulae which can be used for calculation of re-direction

for Indian Container traffic. L&T in their report on the

subject have correctly stated that a scientific/mathematical

model to quantify the re-direction of container traffic to the

proposed port at Vizhinjam has yet to come from some

reputed international service like Institute of shipping

Economics & Logistics (ISL) etc. However, in view of the

experience and expertise consultants had, certain

25

percentages have to be applied for the projection of traffic

which would possess a natural justifiable reasoning

although it would not be better than a qualitative

reasoning based on plausibility. As such, with this

back-drop, the following traffic projections are made.

Summary of the commodity-wise exports for the past five

years (2001-06) is given below. As the quantities are

varying under each commodity in the 5 year period, an

average of five years is taken as the base figure for

calculating the projected traffic.

Table 3.1

Export of commodity-wise cargo (2001-06) from Kerala & projected for base year

Sl.No.

Commodity Yearly export Total (2001-06)

Avg. in one year in (tones)

Remarks

1 Marine Products 4,15,418 83,0842 Spices 1,58,262 31,6523 Cashew Kernels 4,16,882 69,4804 Coffee 5,64,931 1,12,9865 Tea 4,05,067 81,013 As there is a fluctuating

declining trend both in production as well as export of Tea during the survey period the average figure is kept static for all projections.

6 Coir products 4,39,418 87,8847 Miscellaneous

cargo1,02,07,616 20,41,523

TOTAL - 25,07,622

26

3.3.1 Proximity of Thiruvananthapuram, Kollam and

Pathanamthitta districts to Vizhinjam is more than other

districts of Kerala. There are approximately 308809

industrial working units including major & minor industries,

small scale industries, industrial co-operative services,

industrial parks etc, in Kerala out of which 77031 units lie

in the three above mentioned districts representing 25% of

the total units. It is natural, the export cargo generated in

the above districts’ area may go to Vizhinjam after its

commissioning. The projected traffic mentioned in the

previous para is for the whole of Kerala. Hence 25% of the

said traffic is likely to go to Vizhinjam. This traffic is further

classified into `normal’ and `optimistic’ scenarios taking

into consideration of GDP growth percentage (average) at

constant and current prices of corresponding five years.

The State GDP growth is preferred than National GDP

growth to have a more realistic projection as the traffic

generated in the hinterland mostly covers the Sate of

Kerala. This traffic may move by road to Vizhinjam either

in containers or otherwise. M/s LTR in their earlier

Techno-commercial feasibility study report on the subject

have reasoned, after detail deliberations, 65% as the

share of containers out of general cargo produced in the

country. As such, it is presumed that 65% the projected

27

traffic to Vizhinjam is likely to move by containers as

shown in detail in the following table.

Table No.3.2

Generated traffic for Vizhinjam (in `000 tonnes)

Year Normal OptimisticTotal yearly traffic

65% container traffic

Daily traffic in Total yearly traffic

65% container traffic

Daily traffic in

‘000 tonnes

‘000 tonnes

‘000 tonnes

TEUs (No.)

‘000 tonnes

‘000 tonnes

‘000 tonnes

TEUs (No.)

2012 839 545 1.7 142 965 627 1.9 1582017 1123 730 2.2 183 1484 965 2.9 2422022 1502 977 3.0 250 2283 1484 4.5 3752027 2011 1307 4.0 333 3513 2284 6.9 5752032 2691 1749 5.3 442 5406 3514 10.6 883

3.4 ATTRACTED CARGO

3.4.1 Each port in the Southern Peninsula is having certain

expansion plans to cope up with the increased cargo

movement envisaged in the near future. M/s LTR who

have conducted a detailed and comprehensive study on

the subject have arrived at certain conclusions as stated

in their techno-commercial feasibility report. On the basis

of these findings they (LTR) have drawn a traffic forecast

(double counting) for Vizhinjam from the year 2012,

keeping in view by that year onwards port operations are

28

likely to start. Based on this a further analysis to find out

the traffic expected to move daily by rail/road has been

attempted as indicated below.

Table 3.3

Vizhinjam traffic forecast – Normal scenario – Base case movement by road/rail (Figures in 000 TEUs).

Year Yearly traffic

Traffic by Road/Rail

Traffic by Rail

Traffic by Road

Daily traffic by road (nos.)

Daily traffic by Rail (Nos.)

Daily no. of trains

2012 400 100 75 25 76 227 32017 840 210 158 53 159 477 52022 1280 320 240 80 242 727 82027 1830 460 345 115 348 1045 122032 2230 560 420 140 424 1273 14

Table 3.4

Total traffic for Vizhinjam Port normal scenario – Base case

Year Generated traffic in’000 tonnes Attracted traffic in ‘000 TEUsYearly Non-

contai-ner

In contai-ners

In ‘000 TEUs

Daily TEUs (Nos.)

Yearly By Rail/road (25%)

By Rail

Daily by rail (Nos.)

No. trains daily

2012 839 294 545 45 136 400 100 75 227 32017 1123 393 730 61 185 840 210 158 477 52022 1502 525 977 81 245 1280 320 240 727 82027 2011 704 1307 109 330 1830 460 345 1045 122032 2691 942 1749 146 442 2230 560 420 1273 14

Assumptions:

a) 330 days have been taken for a year

29

b) 25% as taken as share of rail/road by M/s LTR in their

previous study is applied in the present case also.

c) Bifurcation of Rail and Road traffic is being done on a pro-

rata basis taking the ratio of attracted traffic from other

ports to Vizhinjam to the total traffic projected to be

handled at Vizhinjam on the assumption that a major

portion of attracted traffic may move to Vizhinjam by rail.

3.5 IMPORTS

3.5.1 Major items of import through the gate way ports of

Kochin are Fertilizers & raw materials, food grains, iron,

steel & machinery, news print, cashew nut and POL

products. Commodity-wise import through Kochin port for

the past five years are given below.

Table 3.5Commodity-wise import through Kochin Port (in tones)

S.No.

Commodity Year

2001-02 2002-03 2003-04 2004-05 2005-061 Fertilizer & raw

material6,45,515 6,30,778 5,04,264 5,66,358 7,26,933

2 Food grains 9,218 - - - -3 Iron & steel

and machinery1,44,787 2,31,033 61,427 76,278 3,08,468

4 News print 36,471 40,682 67,311 46,926 4,06,502

5 Raw cashew nut

2,17,249 2,59,736 3,09,095 2,80,483 3,15,679

6 POL products 90,37,516 97,36,627 1,00,74,562 99,80,101 92,10,060TOTAL 1,00,90,75

61,08,98,856 1,10,16,659 1,09,50,146 1,09,67,64

2

30

(Source: Kochin Port Trust)

From the above it could be seen that import through

Kochin Port registered in the year 2005-06 was 10967642

MT which is almost constant compared to the previous

year. The major chunk of import was POL products which

amounts 84% of the total imports although it showed a

7.72% decline in the growth rate when compared to

previous year. Import of news print showed an enormous

growth rate of 866% increase in 2005-06 compared to the

previous year. Another notable increase in growth rate of

imports was of iron & steel and machinery to the tune of

404% in 2005-06 compared to previous year.

3.5.2 The above mentioned facts clearly indicate that import

growth of commodity is not steady having serious

fluctuations and pattern-less. Further, as already stated

earlier in this report on the face of non-availability of a

scientific or mathematical formula it would be impossible

to make a correct assessment of import traffic projection

for future years. Even if an attempt is made that would be

a `guesstimate’ and hypothetical. As such, as estimated

by M/s LTR the outward traffic figures were given a

double counting i.e. the total count of container traffic

includes inbound and outbound container traffic as is the

case in all container hubs. This has already been taken

31

care of and traffic projections are made accordingly. In

view of the foregoing the number of trains projected would

be moving both inward and outward directions. As such

the import figures shown above is having only academic

interest.

32

CHAPTER 4

PROPOSED RAIL/ROAD INFRASTRUCTURE

4.1 GENERAL

4.1.1 In this chapter an attempt is made to ascertain the impact

of the projected traffic in the present rail/road traffic flow

and also the rail/road infrastructure proposed to carry the

traffic from Vizhinjam Port to Balaramapuram Station from

where the proposed port siding is taking off as well as

road connectivity to NH-47 by pass.

4.2 PRESENT TRAFFIC FLOW

4.2.1 Vizhinjam Port is situated on the West side of the present

Railway line running from Thiruvananthapuram Central

Station (TVC) to Nagercoil junction (NCJ) Station –

Kanyakumari (CAPE) of Thiruvananthapuram division of

Southern Railway. The Division is having jurisdiction from

TVC to CAPE, TVC to NCJ and NCJ to Mallapalayam Halt

station (MP) in the Southern direction and TVC to Kollam

(QLN), QLN to Kottayam (KTYM) – Ernakulam junction

(ERS), ERS to Vallatol Nagar (VTK), Thrissur (TCR) to

Guruvayur (GUV), ERS to Kochi Harbour terminus

33

(CHTS), Kayamkulam junction(KYJ) – to ERS having a

route kilometers of 609.6. The future traffic from and to

Vizhinjam will negotiate, the following sections whose

percentage utilisation as on 31st March 2006 is given

hereunder.

Table No.4.1

Percentage utilisation of chartered line capacity

Sections Chartered line capacity each way

Train services each way during busy season

Percen-tage utiliza-tion

Remarks

Shoranur Jn – Punkummam

38 40.1 105.5 Double line electrified

Punkummam-Trichur

46 45.0 97.8 Double line electrified

Trichur-Ernakulam Town

41 44.2 107.8 Double line electrified

Ernakulam Town-Ernakulam jn.

41 37.3 91 Double line electrified

Ernakulam-Kayamkulam jn. (via Kottayam)

18 24.8 137.8 Single line electrified

Kayamkulam-Kollam jn.

42 33.6 80 Double line electrified

Kollam-Thiruvanathapuram

38 31.7 83.4 Double line electrified

Thiruvanathapuram-Nagarcoil

14 12.5 89.3 Single line non-electrified

Nagarcoil-Terunelvali jn.

13 12.6 96.9 Single line non-electrified

(Basis: S.Rly’s Line capacity statement)

34

From the above it could be seen that sections North of

TVC beyond Kollam are saturated whereas Kollam-TVC-

NCJ sections are slightly under utilized and can

accommodate the projected traffic especially in view of

the proposed doubling of NCJ-TVC section by S.Railway.

Apart from what have been mentioned above, it is noted

that the percentage utilization of chartered capacity during

X and XI plan period stands as 97.1% as projected by

Southern Railway. More or less it is presumed in view of

the increased industrial activity in the hinterland of

Vizhinjam lying in Tamilnadu e.g. granite production in

Madurai area etc, more traffic will be using TVC-NCJ

section than TVC-QLN-ERS-SRR section. However

augmentation of line capacity in these sections would be

quite necessary when both Vallarpadam & Vizhinjam

become operational.

4.3 RAIL FACILITIES EXISTING VIS-À-VIS PROPOSED

4.3.1 The rail alignment to Vizhinjam is proposed to be taken off

from Balaramapuram halt station situated at Km 233.21

between Thiruvananthapuram-Nagarcoil jn. single line

non-electrified section. At present, Balaramapuram

(BRAM) is a halt station having only a small booking office

35

for sale of tickets. This station lies in the block section

between Nemam station on the north and Neyyatinkara

on the south. It is proposed to make BRAM a crossing

station with two additional loop lines of 725 mtrs CSR

(clear standing room) on either side of the existing main

line with direction-wise isolation. Apart from these lines a

pair of loop lines with 725 mtr CSR is proposed on the

western side as shown in the Drg.No.PJ-1/08 for handling

the anticipated traffic for Vizhinjam port. These loop lines,

at the NCJ end converge into a shunting neck. The loop

lines are connected to the main line at both TVC and NCJ

ends for the movement of Vizhinjam traffic from /to TVC

and NCJ sides. At the TVC end the loop lines converge

into a single line proceed further West towards port. At the

TVC end of Balaramapuram at ch.9150 a takeoff is

proposed for connecting the proposed alignment to

Vizhinjam which runs parallel to the alignment take off

from the proposed loop lines and joins into a single line at

ch.8280.4. This line splits into two near port, one line

going to a three line transit yard and another going to

port. The detail of these arrangements are shown in

Drawing No.RITES/RPO/SC/VISL/ALIGN/01 (Sheets 1 of

5)

36

4.4 SYSTEM WORKING

4.4.1 It is proposed to have standard III interlocking with

Multiple aspect colour light signaling system (MACL) at

Balaramapuram Station and at transit yard, standard I

interlocking with a common home signal and with shunt

signals. Block working is proposed for train movements in

between Balaramapuram and transit yard with tokenless

block instrument. When a train is ready for dispatch from

Balaramapuram the Station Master Balarampuram takes

line clear from transit yard cabin and dispatch the train to

transit yard after exchanging private numbers. The clerk

in-charge at transit yard will lower the common home

signal at the entrance of the yard and then the respective

shunt signal of the nominated line on which the train is

expected to be received. The same operation is reversed

in the dispatch of train towards Balaramapuram station

taking off the respective shunt signal of the line from

which the train is despatched . Trains can either received

for onward dispatch on the loop lines at Balaramapuram

towards NCJ or dispatch directly to TVC side after getting

line clear from Nemam.

37

4.5 ROLLING STOCK REQUIREMENT

4.5.1 In view of the initial quantum of traffic it is suggested to

have two WDM2 locos for shunting purposes – one

working and another standby. The maintenance of loco

can be entrusted with Railways after having a proper

agreement.

4.6 STAFF REQUIREMENT

4.6.1 As per Railway Board’s circular, the additional operational

staff required to handle the projected traffic will have to be

provided by the Railways as the relevant section capacity

utilization is above 80%. However, expenditure on

commercial staff is to be borne by the port operator as per

the requirement of Railways. The port operator can utilize

the services of retired goods drivers – retired just before

the commissioning of port – for handling their locomotives.

4.7 ROAD TRANSPORT INFRASTRUCTURE

4.7.1 Apart from the rail connectivity, road connectivity is also

essential for a port, even when the majority of traffic is

expected to be transshipped via sea routes.

38

Thiruvananthapuram district is well developed by roads.

NH-47 which connects Salem to Kanyakumari passes

through Thiruvananthapuram district and at a distance 8

Km approximately from the coast line in the project region

and is connected to Kochin port through NH-47A. From

Kochin further north is connected by NH-17 to Mumbai.

The nearest major urban centres on the NH-47 are

Thiruvanathpuram in the North and Nagarcoil-

Kanyakumari in the south. NH-47 also connects major

towns in Kerala such as Thrissur,Palakad,Kollam,

Alapuzha and in Tamilnadu Salem and Chennai and the

rest of the country through NH-7; NH4 etc. Thus NH-47 is

well connected to the National Highway network of the

country. As already stated earlier, road connectivity to the

proposed port to the National Highway system is

imperative for the development of a port as it transports

long distance traffic from and to as well as to the near

vicinity for local supplies, services and for the transport of

the port personnel. As such it has been proposed to have

a road connecting Vizhinjam to NH-47 by pass as shown

in drawing No.RITES/RPO/SC/VISL/ALIGN/01 sheet 4 of

5.

39

4.7.1.1 The growth of motor vehicle has tremendously increased

from 17,08938 numbers in the year 1999 to 3559504 in

2006 showing an increase of 108.3%. The density of

vehicles per sq.km is also increased in the same

proportion of 108.3 from year 1999 to year 2006 as could

be seen from the figures as in the year 1999 was 4397

number per sq.kms increased to 9159 in 2006. In

otherwords surface-wise and length-wise development of

roads has not been increased in the ratio of increase of

vehicles. In addition 200 numbers of vehicles per day will

be added as projected due to Vizhinjam port

development.

In view of improvement polices adopted by the Govt. of

Kerala such as Institutional Strengthening Action Plan

(ISAP) a component of World Bank aided by Kerala State

Transport Project (KSTP) initiated by Kerala PWD, inviting

private sector investments to the road sector under Build

Operate Transfer (BOT) and build-operate-lease Transfer

(BOLT) etc, it is assumed that the road sector will

increase and the projected traffic can be accommodated

without much ado. It is learnt that regulatory frame work in

this regard has been completed with the necessary

legislative support and new implementation structures.

Apart from this the new 4 line road connecting

40

Thiruvanthapuram to Kanyakumari announced by

Ministry of Surface Transport in January 2004, the work of

which is under progress, will certainly have a positive

impact on hinter land cargo movement to be handled at

Vizhinjam.

41

CHAPTER 5

CIVIL ENGINEERING

5.1 GENERAL

5.1.1 RITES team carried out a survey, to identify constraints

and related operating options based on the availability of

land and other infrastructure to have a rail/road

connectivity to the proposed Vizhinjam port in connection

with its development as an international container hub..

Accordingly, the civil engineering feasibility was examined

and made proposals for proper planning and execution of

the work.

5.1.2 RITES have examined various alternatives for the rail

connectivity for connecting sea port from the nearest rail

head and proposed three alternatives which are as

under.

1) Taking off from Balarampuram (BRAM) Railway

Station to proposed port at Vizhinjam,

2) Taking off from Neyyatinkara

Railway station on the TVC end to proposed port at

Vizhinjam.

42

3) Taking off in the mid-section

between Balarampuram and Neyyatinkara Railway

Station at Km. 234.5 to proposed port at Vizhinjam,

which is right side of Fishing Harbour.

The details of each alternative are as under:

Alternative-1 – Taking off from Balaramapuram Railway Station:

* The proposed alignment is taking off from

Balaramapuram Railway station which is at present a flag

station in TVC-NCJ section.

* The existing station is in a deep cutting

* Sufficient Railway land/private land is available to provide

loop line on western side of the existing Booking office.

* Foot over bridge connecting the platform and station

building has to be provided.

* The proposed alignment crosses existing NH-47 and

crosses paddy fields, coconut and banana plantation.

43

* Alignment not passes through major developed areas

which make land acquisition in this

* Entry to port is possible adjacent to the fishing harbour

and approximate length of the siding is 11 Kms and

proposed alignment crosses number of village service

roads and other main roads.

* In total the proposed alignment passes through less

inhabited areas when compared to the other two

alternatives.

Disadvantages:

* Provision of 8o curve is invariable for the proposed take-

off at TVC end, taking into consideration of Railway

land/private land availability between the existing tunnel

and proposed take-off.

* Provision of a tunnel for a length of around 350 metres is

imperative in view of terrain nature of land requiring deep

cutting of 22 to 28 metres. .

* An ROB is required to be provided where the proposed

alignment crosses NH-47.

44

Alternative-II – Take off from the Neyyattinkara station to the left

side towards Tiruvanathapuram station

* The proposed alignment taking off from Neyyattinkara

station which is a crossing station.

Disadvantages:

* Most of the alignment passes NH-47 , the total length of

the alignment is approx. 14 Kms and the alignment

passes 50% thickly populated area which involves heavy

compensation and land acquisition which is very difficult.

* The proposed alignment crosses many feeder roads and

village roads and also Neyyattinkara main canal.

Alternative-III – Take off from mid section between Neyyattinkara

and Balaramapuram Stations

* The proposed alignment taking off in mid section between

Neyyattinkara and Balaramapuram stations..

45

* The alignment taking off mid section and crossing NH-47

and is not feasible and the proposed alignment passes

heavily undulated area.

* Moreover, this proposal ,as the take-off is from the mid

section which would be affecting the “Block-section” and

inter-alia making hindrance to regular up and down traffic.

RITES under their letter No.RITES/SC/VISL/2007-08

dt.25.7.2007 (Annexure-5.1) have explained in detail

about three alternatives to VISL. M/s VISL, in their letter

No.VISL/RITES/190/2007 dt.7.12.2007 (Annexure-5.2)

have communicated their approval for alternative

alignment-1 viz. taking-off from Balaramapuram halt

station. Accordingly a feasibility survey has been carried

out for the selected alignment and the following

arrangements are recommended to be provided,

NOTE: Since VISL has not provided the input information

regarding infrastructure facilities at proposed Vizhinjam port, a

tentative yard arrangement in the port is shown in the enclosed

drawing No.RITES/SC/VISL/ALIGN/01/Rev.1. However the above

said yard arrangement will undergo change, based on the

inputs. Total cost of the project projected does not include this

cost.

46

A) Facility provided from port end to outside station

limits to Balaramapuram station (BRAM).

a) The proposed

alignment starts from 0.00 chainage reckoned at fishing

harbor end of the proposed Port end and crosses existing

road, connecting Vizhinjam Bus depot to Balaramapuram,

where in it is proposed for road over bridge of 1x12.0 mts

PSC girder at chainage 413.0 mts., with suitable

approaches (As per latest Railway Board circular

provision of manned/unmanned level crossings are not

permitted ).

b) As the proposed

alignment passes through existing water storm drain from

ch.330 mts to 520 mts, it is proposed for diversion of the

storm water drain with a covered slabs from 0.0 to 350

mts and also proposed 1x3.0 RCC slab for drain to cross

existing road.

c) The proposed

alignment further crosses existing road connecting

Vizhinjam to Balaramapuram at ch.636 mts. Since the

existing road is at RL 22.00 mts and the proposed rail is

47

at RL 7.34, it is proposed for 2x6.0 mts RCC box,

(pushing type), one opening for present proposed

alignment and another for future.

d) The proposed

alignment further passes through existing NH-47 bye pass

at chainage 1674.60. It is proposed with 1x12.0 PSC

girder Road Over Bridge for NH standards. In addition the

existing storm water drain crossing at NH-47 bye pass to

be suitably diverted/crossed.

e) The proposed

alignment further leads & crosses existing road

connecting Venugam-Mukkola at ch.2597 wherein it is

proposed for an ROB of 1x12.0 PSC girder, with

approaches.

f) As the proposed

alignment passes through existing storm water drain from

ch.2650 to 3400, it is proposed for diversion of the drain. It

is proposed to construct a balancing culvert of 1x7.62 mts

RCC slab.

g) The proposed

alignment further passes through existing road connecting

48

Chavdinada-Uchakada at chainage 3972 mts wherein it is

proposed ROB of 1x12.0 m PSC girder with approaches.

Further the service road to near by village has been

suitably diverted connecting to Chavadinada-Uchakada

road. The proposed alignment further leads & passes

through existing road at ch.5345 connecting from

Vizhinjam, Balaramapuram, Peringanda, wherein it is

proposed with Road Over Bridge of 1x12.0 mts PSC

girder with suitable approaches. Further the service road

leading to near by villages has been suitably diverted.

h) The proposed

alignment further passes through existing road connecting

Peringamala-Managalathukonam at ch.6078 wherein it is

proposed with ROB of 1x20 mts PSC girder with suitable

approaches. Further, it is proposed with ROB of 2x20 mts

where alignment crosses existing connecting road of

Bhagavathinada to Mangalathakonam at ch.6700.

i) It is proposed for a

transship yard between the chainage 6078 to 6916 i.e.

between the two existing roads connecting Peringamala-

Mangalathakonam and Bhagavatthunada-

Mangalattukonam. The proposed transit yard is

49

perpendcular to the proposed alignment connecting Port

end-Balaramapuram due to space constraint.

j) The proposed transit

yard is provided with “Y” connection and leg connecting to

Port end & another leg to Balaramapuram end, with

suitable curvature.

k) The yard is proposed

with 3 lines of full clear standing length with necessary

cross over, for receipt, dispatch and for engine reversal. A

Transhipment cabin is proposed in the yard for providing

of S&T facilities.

l) It is proposed for

diversion of existing storm water drain between ch.6700 to

ch.7420 in order to avoid construction of 2 Nos. of 2x6.00

mts RCC slab bridges.

m) The proposed

alignment bisecting existing pond located adjacent to NH-

47 from ch.7600 to 7690. It is proposed to construct a

balancing culvert of 1x7.62 mts RCC slab with suitable

retaining walls for the protection of embankment for its

length passing through the pond.

50

n) The proposed

alignment passes through existing NH-47, a 4 lane road

connecting Tiruvanathapuram-Nagarcoil at ch. 7742,

wherein it is proposed with a Road Over Bridge of 1x12.0

mts PSC girder. Further, the existing mud road leading to

Mudavarapara village has been suitably diverted.

o) The proposed

alignment runs in deep cutting ranging from 8 to 15 mts

from chainage 8150 to 8390. In this stretch of deep cutting

it is proposed with a RCC retaining wall. However after

conducting detailed soil investigation the retaining wall

can be dispensed with, by providing a suitable wire mesh

for slope protection which shall be cost effective. In this

stretch a road leading to Mudavapara is to be closed due

to deep cutting and suitably diverted through ch.8640 and

further to avoid construction of bridge.

p) The proposed

alignment splits into 2 lines at ch.8200, one line leading

and connecting towards TVC end & another line leading

and connecting Nagarcoil end. Since the proposed

alignment runs in further deep cutting varying from 20

51

mts to 28 mts, it is proposed for RCC box a tunnel with

cut & cover type for a length of 328 mts.

q) The proposed

alignment leg towards TVC is in a gradient of 1 in 616

Fall and the alignment leg connecting Balaramapuram

station is in a gradient of 1 in 125 Fall, in order to match

existing rail levels.

r) Due to the above said

constraint, the alignment running in a different gradients,

thereby running at different levels with the max.

difference of 4.0 m (approx.), two tunnels are proposed

with 2 Nos. (independent) of RCC box of 1x6.0 mts each

which initially runs parallel to each other & gradually

deviates by approx. distance of 7.0 mts at the outer end of

tunnel at ch.8719.

s) After passing through

the tunnel, one leg of proposed alignment towards TVC is

connected to existing main line, 50 mts (approx.) before

the existing main line tunnel. Due to this existing main line

tunnel. Further, the proposed alignment leg towards

Nagarcoil joins proposed Balaramapuram yard at

Km .232/9 i.e. the distance between two connections on

52

the main line is 700 metres (approx.). Due to said

anomaly the two legs of “Y “ connection could not join

beyond ch. 8719 (before the end of outer tunnel). Further

turnouts cannot provided in the tunnel, which resulted in

provision of two RCC box tunnels and joins at ch. 8200

(before the start of tunnel).

Facilities proposed at Balaramapuram station:

i) Presently Balaramapuram is a flag station located

between Km 233 and Km 234, in gradient of 1 in

400, in between Nemam on the north and

Neyyatinkara on the south of TVC-NCJ section of

Thiruvananthapuram Divison of Sothern Railway.

The station is situated in a deep cutting.

a) The proposed port siding will take off from the

existing un-manned level crossing No.7 at Km

233/8.2 at the Nagarcoil (NCJ) end.

a) Based on the discussion had with S.Railway

authorities the present BRAM station will be

converted as a crossing station with two passenger

loop lines of 725 mts clear standing room (CSR) on

53

either side of the existing main line with directional-

wise isolations.

b) It is proposed to have medium level passenger

platforms on either side of the proposed passenger

loops.

c) Apart from the above it has been planned to have

two loop lines with 725 mtr CSR for reception-cum-

despatch of Vizhinjam traffic on the western side.

These lines end in a shunting neck of 150 mts at

NCJ end. Also these lines are connected to the

main line at both TVC and NCJ end to

accommodate inward and outward flow of traffic to

and from TVC and NCJ sides.

d) It has been proposed to have a take off at KM

232/2, 150 mtrs from the existing tunnel at TVC end,

and leads towards port end. The proposed port

siding from Balaramapuram, at TVC end deviate

towards port side at Km 232/8. Thus the whole

arrangement of the port siding would form a “Y”

connection at Balaramapuram station.

54

e) In order to accommodate proposed 2 loops on west

side, the existing structures viz., Ticket counter,

shelter for passenger and stair case are being

proposed for dismantling.

f) It is proposed to Foot-over bridge connecting both

passenger platforms as well as circulating area of

the Balaramapuram station.

g) The existing bridges/culverts within station limit will

be suitably extended on either side to accommodate

the proposed lines.

h) The existing LC at Km 233/1 at TVC end will be

extended suitably to accommodate the proposed

loop line.

i) All the loop lines are connected with the main line

with 1 in 12 points & crossings.

j) The proposed lines will follow the existing main line

gradient. The track spacing proposed as 5.3 mtrs.

5.3 Standard of Construction

55

5.3.1 Track structure – Track structure has been designed for

MBG loading with an higher axle load of 30t.

Rails 60 kg T-12 (First quality)

PSC Sleeprs-60 kg PSC sleeper with M+7 density

Ballast 300mm

Turn outs with 60Kg PSC layouts

5.4 Gradients

5.4.1 The ruling gradient of section is 1 in 100. Accordingly, it is

proposed to provide with maximum gradient of 1 in 100.

The details of the gradient for the proposed is enclosed at

Annexure-5.3.

5.5 Curves

5.5.1 In order to connect proposed port siding at TVC end and

at Nagarcoil end to facilitate “Y” connection, which

necessitated for introduction of 8 degree curves with

check rails. The details of the curves proposed are

enclosed at Annexure-5.4

56

5.6 Bridges:

The proposed bridges are designed for modified broad

gauge loading standards. Wherever the proposed

alignment crosses village roads, road over bridge with

necessary approaches connecting to the villages has

been proposed as provision of un-manned/manned level

crossings are totally prohibited. The details of the brides

are proposed at Annexure-5.5.

5.7 Fixed Structure Clearance

5.7.1 Fixed structure clearances prescribed under the schedule

of dimension for Broad Gauge have been adopted while

designing the rail lay out. Fixed structure clearances are

recommended in Railway schedule of dimensions for the

new broad gauge line.

57

CHAPTER-6

SIGNAL & TELE COMMUNICATION

SIGNALLING

Existing pattern of signaling :

The proposed block station at Balaramapuram ( KM 233.21 ) is

situated on TVC- NCJ section which is equipped with MACLS ,

Panel interlocking ,Standard III signaling & B class working . The

trains are worked on absolute block working with Token less block

instruments. The medium for block working is through 6 Quad cable

communication. ( The work is in progress at the time of making

report)

Existing pattern of Tele Communications:

Block working , Level crossing Gate communication is worked

through the 6 Quad communication cable.

Section control communication, deputy control & other long haul trunk

circuits are worked through Optic Fiber communication which is

under the control of RAILTEL corporation.

58

Proposed Signaling Scheme :

Balarampuram Block station

The proposed Balaramapuram block station consists of 5 lines & is

situated in the existing Block section of Nemam - Neyyatinkara. All

the five lines will be signaled with centralized control panel located

in SM’s office, to standard III interlocking, B class working & with

Multiple Aspect Colour Light signaling. The Single line Token less

Block instrument pertaining to Balaramapuram & Neyyatinkara block

section is proposed to be housed in the station building. A sketch

depicting the broad based signaling scheme is enclosed.

Tunnel Cabin

The take off points of the ‘ Y ‘Junction towards TVC side are as far

away as 1 Km from the station building. Due to the presence of the

Tunnel , the Home signal / Last Signal have to be located beyond the

tunnel which means , the reception /dispatch signals will be 1.5 Kms

far away from the Balaramapuram station. In the event of any

Point / signal failures or any organized reception of trains on

occupied lines for operational reasons, it takes at least 45 minutes to

receive a train on manual mode. Last Vehicle check will not be

exercisable by the Station Master for the trains which are to be

received from TVC side directly to Vizhinjam port. In view of this, a

59

Block cabin is proposed near the Tunnel on TVC side ( For

convenience this is termed as ‘Tunnel Cabin’) . The Tunnel cabin

controls the take off points to Vizhinjam port from TVC side & also

controls the block working between Balramapuram & Nemam block

section. The token less Block instrument pertaining to the subject

section will be housed in the Tunnel Cabin.

Transhipment cabin

All the trains in coming either from TVC side or from Balaramapuram

or from the Vizhinjam port to the Transhipment yard have to

necessarily undergo Engine & Brake van reversal process. In order

to save the time, reversal process has to be swift & safe. Therefore

it is very much desirable to provide adequate signaling in the

Transhipment yard along with adequate number of Shunt signals. The

cabin is also proposed to be, so strategically be located that it will

control the points belonging to the convergence of the two limbs of

the ‘Y ‘ junction, control all the movements in the Transhipment

yard & all the movements leading to the inner yard of the Vizhinjam

port

Safety & Reliability Standards

All the signals will be provided with LED units

60

Power supply will be through Integrated power supply system

with Diesel Generator sets as back up.

As the said station is located on coastal line & in deep cutting

& prone to be affected with the flowing rain water, universal

Axle counters are proposed for all the line & Long zones.

Single section Digital Axle counters are proposed between

Balramapuram yard –Transhipment cabin & Tunnel cabin –

Transhipment cabin.

Data loggers are proposed amenable to transmission of data to

the head quarters.

Relay interlocking is proposed so as to be in uniformity of the

section.

The feature of Block Proving by axle counters to exercise last

vehicle check is also proposed in all the 4 directions.

As all the road crossings on the new line will be either thorough

underpass or ROB, no interlocking of LC gates is contemplated.

However LC s falling within the station yard are proposed to be

interlocked with the station signals & with Electrical Lifting

Barriers.

Communications facilities

6 quad cable communication is proposed to be laid from BRPM to

cover the Transhipment area along the track so as to serve the Axle

61

counter Block working as well as Emergency communication which

is proposed along the track.

Optic Fiber cable communication is also proposed to be extended to

Transhipment area & with facility to extend to the inner yard of the

Vizhinjam port.

VHF communication at BRPM & Transhipment cabin is also

proposed along with Walkie talkie sets for operational comfort.

62

CHAPTER 7

COST ESTIMATES

7.1 The cost estimates for the proposed siding have been

prepared based on last accepted rates of the Southern

Railway & RITES Ltd for similar nature of works.

7.2 The total cost of the project is Rs.113,17,89,360.00

excluding cost of land and demolishing of the structures in

the proposed enroute.

7.3 The proposed road over bridges crossing NH-47 and NH-

47 bye pass, only the cost of viaduct is considered for the

purpose of estimation, the cost of approaches are being

obtained from the NH authorities.

7.4 As already explained in Civil Engineering chapter, for

provision of an ROB of 1x20 mtrs for crossing

Peringamala-Mangalathukonam road at ch.6078 and

provision of ROB of 2x20 mtrs crossing Bhagavathinada-

Mangalathakonam at ch.6700, can be dispensed with by

providing a suitable road diversion if M/s VISL agree to, as

both the bridges are approximately costing Rs.252 lakhs

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and the approximate cost of road diversion with crossing

is around Rs.150 lakhs.

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CHAPTER 8

CONCLUSIONS

8.1 GENERAL

8.1.1 This chapter deals with the conclusions arrived on the

basis of some observations made during the course of

survey.

8.2 ANTICIPATED TRAFFIC FOR VIZHINJAM

8.2.1 The traffic projection referred to in the earlier chapters

were made taking into consideration only the

containerized export/import trade of India. However it

cannot be ruled out the possibility of projected volume of

traffic being augmented by containerized domestic coastal

cargo which is not being accounted for in present case.

According to M/s HAUER Associates who have conducted

an economic study on the subject the coastal shipping in

India today has mere 8% modal share in Tonne Km as

against over 40% in the European union. In view of the

7500 Kms Indain coast line, potential growth for coastal

shipping is enormous. Vizhinjam is strategically located

close to the tip of Indian Peninsula which would make it

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an ideal transhipment point for inter coastal movement of

domestic cargo by coastal shipping which would be

cheaper than the surface transport. The volumes derived

from such transhipment will augment the volumes

projected based on export/import trade.

8.3 OTHER CONSIDERATIONS

8.3.1 The development of a container transhipment terminal to

a large extent depends on the individual operator.

Decision of such an operator may not depend on the cost

aspects alone but other benefits such as faster turn round

times, port infrastructure, port productivity, better

operational efficiency, availability of deep draft, availability

of supporting business infrastructure and services etc,

also. Moreover, if any port to be successful in its

operations, it is essential to be competitive in terms of

facilities, draft tariff etc.

8.4 CONCLUSIONS

8.4.1 Vizhinjam’s proximity to international shipping route and

the deep draft available would be able to attract main line

vessels. Vizhinjam is a green field port and if developed

as a transhipment hub would have to attract traffic that is

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presently being handled at other transhipment hubs in the

region. This would naturally save in total origin-destination

cost of movement of containers to and from foreign

destinations. As such it is likely that the hinter land of port

may said to be extended not only Southern India but also

Western and even Northern India. This will certainly boost

up the traffic potential at the port.

8.4.2 Proximity of Vizhinjam to main international shipping route

is the biggest advantage. Operational/development costs

are less due to availability of deep waters close to the

shore line and hence insignificant dredging is required

when compared to Kochi port which spends about Rs.30

crores per year on maintenance dredging. However,

shortage of power supply in Kerala, labour problems, long

inland distance from container originating regions viz.

north and west India and absence of back up land for port

development are the minus points for Vizhinjam when

compared to the other ports in the region. However GOK

may take necessary steps in the right direction to

eradicate some of the deficiencies mentioned above.

8.4.3 Increased scope for exports and employment

opportunities are some of the benefits deriving out of the

development of the region. As cruise lines can directly call

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at Vizhinjam port after its development Tourism sector

will also get a boost. Land environmental impact is almost

nil except for providing road/rail connectivity to port which

is minimal.

8.4.4 Last but not least it is stated that building high quality

infrastructure is a prerequisite for building a globally

competitive economy. This is quite evident from the

success stories built on investment infrastructure in

developed countries. Public-Private partnerships are

facilitating these aspirations of building quality

infrastructure. The story is not different in the case of a

growing Asia, emerging Europe, developing Africa or a

resurgent Latin America. Talking about India we have

witnessed success stories of Delhi Metro, Golden

quadrilateral, Telecom infrastructure etc, through public-

private partnerships. Therefore development of Vizhinjam

port would add to the number of the new success stories

in the area of ports, air ports, power generation and

distribution etc.

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