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 Valiyathura, Kodungallore, and 13 minor ports viz. Vizhinjam, Munambam, Azhikal, Thankasseri, Ponnani, Kayamkulam, Vadakara,

Kannur,

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 Indias imports costlier and exports less competitive. As such it is

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

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 1.2.1 SCOPE OF WORK 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

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

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.

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 1.3.1

APPROACH & METHODOLOGY 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 is made. 1.4 1.4.1 FORMAT OF REPORT In addition to this introductory Chapter the report consists of 7 more chapters as follows. Chapter 2 gives out a general on the subject submitted by M/s Hauer Associates of Chennai, this report

description of the area.

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 of the the Civil

Engineering

feasibility

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.

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 2.2.1 ORIGIN OF THE NAME 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.

2.3 2.3.1

ADMINISTRATIVE HISTORY 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.

2.4 2.4.1

PHYSIOGRAPHY 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 2.5.1

CLIMATE 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 2.6.1

AGRICULTURE The major agricultural products and area of

cultivation/production are given hereunder.

11

2.7 2.7.1

INDUSTRIES 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) b) constraints. c) Indian container transhipment traffic. General Traffic from hinterland in view of development of industries. Attracted regional traffic from neighboring ports due to their expansion and capacity

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 passing through the proposed Vizhinjam Port is unlikely.

14

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) ii) Generated cargo Attracted cargo

15

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. The government has become a facilitator instead of a

16

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, Keralas 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 Keralas 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 Keralas 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 Keralas share in the export of Marine Products from India for the past five years. Year 2001-02 2002-03 2003-04 2004-05 2005-06 TOTAL (Basis: India (quantity Kerala (quantity Share of

in tonnes) in tonnes) 4,24,470 72,756 4,67,297 81,393 4,12,017 76,627 4,61,329 87,331 5,12,164 97,311 22,77,277 4,15,418 Economic Review 2006)

Kerala (%) 17.14 17.42 18.60 18.94 18.90

It could be noticed from the above Kerala shared 18.9% say 19% of the total Indian export of marine products. Examination of Keralas share to Indian exports of marine 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

18

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 2001-02 2002-03 2003-04 2004-05 2005-06 TOTAL Quantity in tones 34,916 29,192 32,061 29,014 33,079 1,58,262

c)

Cashew Kernels

19

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 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 TOTAL Quantity in MT Kerala* India 54,717 66,859 68,119 79,950 74,376 72,861 4,16,882 98,203 1,04,137 1,00,828 12,667 1,14,143 1,18,540 5,48,518 Share of Kerala (%) 55.72 64.20 67.56 63.12 65.16 61.47 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 of 3.86% during 2006-07 whereas Kerala exports continued a steady downward trend from 2005-06.

d)

Coffee

20

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)

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%. Keralas share of Tea production is 7% of the total

21

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 (Source: Economic Review 2006)

f)

Coir products Export statistics for the year 2005-06 shows that out of total Indian export of Coir products Keralas share is 80% in quantity-wise and 93% value-wise. Export of coir products from Kerala for the last 5 years are shown below.

22

Year Quantity in M.T. 2001-02 60,861 2002-03 76,850 2003-04 87,091 2004-05 1,05,794 2005-06 1,08,822 TOTAL 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 category through Kochi Port for the past five years vis-vis total cargo shipped out.

Total cargo Misc. cargo Share of Misc. exported in MTs exported in MTs cargo % 2001-02 19,68,364 14,53,977 73.9 2002-03 21,25,159 15,91,876 74.9 2003-04 25,55,656 20,19,910 79 2004-05 31,53,344 26,42,724 83.8 2005-06 29,19,817 24,99,129 85.6 TOTAL 1,27,22,340 1,02,07,616 80.2 (Source: Economic Review 2006)

Year

23

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 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

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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 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 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 back-drop, the following traffic projections are

25

average of five years is taken as the base figure for calculating the projected traffic.
Table 3.1 Export of commodity-wise cargo for base year Commodity Yearly export Total (200106) Marine Products 4,15,418 Spices 1,58,262 Cashew Kernels 4,16,882 Coffee 5,64,931 Tea 4,05,067 (2001-06) from Kerala & projected Avg. in one Remarks year in (tones) 83,084 31,652 69,480 1,12,986 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.

Sl. No. 1 2 3 4 5

6 7

Coir products Miscellaneous cargo TOTAL

4,39,418 87,884 1,02,07,616 20,41,523 25,07,622

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

26

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 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 Total yearly traffic Normal 65% Daily traffic in container traffic Total yearly traffic Optimistic 65% Daily traffic in container traffic

27

2012 2017 2022 2027 2032

000 tonnes 839 1123 1502 2011 2691

000 tonnes 545 730 977 1307 1749

000 tonnes 1.7 2.2 3.0 4.0 5.3

TEUs (No.) 142 183 250 333 442

000 tonnes 965 1484 2283 3513 5406

000 tonnes 627 965 1484 2284 3514

000 tonnes 1.9 2.9 4.5 6.9 10.6

TEUs (No.) 158 242 375 575 883

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 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 by Traffic Traffic Daily Daily Daily traffic Road/Rail by by traffic traffic no. Rail Road by by of road Rail trains (nos.) (Nos.)

28

201 2 2017 202 2 202 7 203 2

400 840 1280 1830 2230

100 210 320 460 560

75 158 240 345 420

25 53 80 115 140

76 159 242 348 424

227 477 727 1045 1273

3 5 8 12 14

Table 3.4 Total traffic for Vizhinjam Port normal scenario Base case
Year Yearly 2012 2017 2022 2027 2032 839 1123 1502 2011 2691 Generated traffic in000 tonnes NonIn In 000 Daily contaicontai- TEUs TEUs ner ners (Nos.) 294 545 45 136 393 730 61 185 525 977 81 245 704 1307 109 330 942 1749 146 442 Attracted traffic in 000 TEUs Yearly By Rail/ By Daily No. road Rail by rail trains (25%) (Nos.) daily 400 100 75 227 3 840 210 158 477 5 1280 320 240 727 8 1830 460 345 1045 12 2230 560 420 1273 14

Assumptions: a) b) c) 330 days have been taken for a year 25% as taken as share of rail/road by M/s LTR in their previous study is applied in the present case also. Bifurcation of Rail and Road traffic is being done on a prorata 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.

29

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 3.5 Commodity-wise import through Kochin Port (in tones)
S.N o. 1 2 3 4 5 6 Commodity Fertilizer & raw material Food grains Iron & steel and machinery News print Raw cashew nut POL products TOTAL 2001-02 6,45,515 9,218 1,44,787 36,471 2,17,249 90,37,516 1,00,90,75 6 2002-03 6,30,778 2,31,033 40,682 2,59,736 97,36,627 1,08,98,856 Year 2003-04 5,04,264 61,427 67,311 3,09,095 1,00,74,562 1,10,16,659 2004-05 5,66,358 76,278 46,926 2,80,483 99,80,101 1,09,50,146 2005-06 7,26,933 3,08,468 4,06,502 3,15,679 92,10,060 1,09,67,64 2

(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

30

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 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.

31

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

32

(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 40.1 Percentage utilization Remarks

Shoranur Jn 38 105.5 Punkummam Punkummam46 45.0 97.8 Trichur Trichur-Ernakulam 41 44.2 107.8 Town Ernakulam Town- 41 37.3 91 Ernakulam jn. Ernakulam18 24.8 137.8 Kayamkulam jn. (via Kottayam) Kayamkulam42 33.6 80 Kollam jn. Kollam38 31.7 83.4 Thiruvanathapuram Thiruvanathapuram 14 12.5 89.3 -Nagarcoil Nagarcoil13 12.6 96.9 Terunelvali jn. (Basis: S.Rlys Line capacity statement)

Double electrified Double electrified Double electrified Double electrified Single electrified

line line line line line

Double line electrified Double line electrified Single line non-electrified Single line non-electrified

33

From the above it could be seen that sections North of TVC beyond Kollam are saturated whereas Kollam-TVCNCJ 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, section than more traffic will be using TVC-NCJ section. However TVC-QLN-ERS-SRR

augmentation of line capacity in these sections would be quite necessary when both Vallarpadam & Vizhinjam become operational. 4.3 RAIL FACILITIES EXISTING VIS--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

34

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)

35

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.

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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 Boards 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.

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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 towns in Kerala in such the as North and NagarcoilKanyakumari in the south. NH-47 also connects major 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. 4.7.1.1 The growth of motor vehicle has tremendously increased from 17,08938 numbers in the year 1999 to 3559504 in

38

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 Thiruvanthapuram to Kanyakumari announced by Ministry of Surface Transport in January 2004, the work of

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which is under progress, will certainly have a positive impact on hinter land cargo movement to be handled at Vizhinjam.

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CHAPTER 5 CIVIL ENGINEERING 5.1 5.1.1 GENERAL 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) 2) Vizhinjam. Taking off from Balarampuram (BRAM) Railway Station to proposed port at Vizhinjam, Taking off from Neyyatinkara Railway station on the TVC end to proposed port at

41

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 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. Balaramapuram

Railway station which is at present a flag station in TVC-

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* 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.

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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.. * The alignment taking off mid section and crossing NH-47 and is not feasible and the proposed alignment passes heavily undulated area.

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* Moreover, this proposal ,as the take-off is from the mid section which would be affecting the Block-section and interalia 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 have communicated dt.7.12.2007 approval (Annexure-5.2) for alternative their

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. A) Facility provided from port end to outside station limits to Balaramapuram station (BRAM).

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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 approaches permitted ). b) As the proposed at chainage 413.0 mts., with suitable (As per latest Railway Board circular

provision of manned/unmanned level crossings are not

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) alignment further crosses The existing road proposed connecting

Vizhinjam to Balaramapuram at ch.636 mts. Since the existing road is at RL 22.00 mts and the proposed rail is 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.

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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) alignment further leads & The crosses proposed 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 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

47

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 PeringamalaMangalathakonam Mangalattukonam. The and proposed Bhagavatthunadatransit yard is

perpendcular to the proposed alignment connecting Port end-Balaramapuram due to space constraint.

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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 NH47 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. n) The proposed

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

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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 mts to 28 mts, it is proposed for RCC box a tunnel with cut & cover type for a length of 328 mts.

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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) gradients, thereby Due to the above said constraint, the alignment running in a different running at different levels with the tunnels are max. difference of 4.0 m (approx.), two

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 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

51

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 either side of the existing main line with directionalwise isolations.

52

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-cumdespatch 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.

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.

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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 5.3.1

Standard of Construction Track structure Track structure has been designed for MBG loading with an higher axle load of 30t. Rails 60 kg T-12 (First quality)

54

 PSC Sleeprs-60 kg PSC sleeper with M+7 density Ballast 300mm Turn outs with 60Kg PSC layouts 5.4 Gradients it is

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

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 5.5.1

Curves 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

5.6

Bridges: The proposed bridges are designed for modified broad gauge loading standards. Wherever the proposed

55

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.

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CHAPTER-6 SIGNAL & TELE COMMUNICATION SIGNALLING Existing pattern of signaling : The proposed block station at Balaramapuram ( KM 233.21 ) is situated on TVCNCJ 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.

57

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 SMs 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 Point from the Balaramapuram station. In the event of any / signal failures or any organized reception of trains on Last Vehicle check will not be

occupied lines for operational reasons, it takes at least 45 minutes to receive a train on manual mode. 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

58

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, port Safety & Reliability Standards All the signals will be provided with LED units control all the movements in the Transhipment yard & all the movements leading to the inner yard of the Vizhinjam

59

 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

60

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.

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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 NH47 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 PeringamalaMangalathukonam 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 and the

62

approximate cost of road diversion with crossing is around Rs.150 lakhs.

63

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 an ideal transhipment point for inter coastal movement of

64

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 Vizhinjams 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 presently being handled at other transhipment hubs in the

65

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 at Vizhinjam port after its development Tourism sector

66

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 publicprivate 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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