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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.
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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 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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