For superior connectivity, Kerala need not reinvent the wheel

Transportation, at its core, is about saving time and ensuring seamless connectivity. In Kerala, this principle has found resonance with the introduction of Vande Bharat trains. These fast, efficient, and premium services have redefined rail travel in the state, achieving occupancy rates far exceeding those in other parts of the country.

Another rail project in the state which has seen intense protests is the SilverLine project. A recent remark by Union minister Ashwini Vaishnaw that the project could go ahead if the state government clears the environmental and technical issues reminded one of the 2022 protests. 

Meanwhile, the success of Vande Bharat trains and the growing aspirations of the people of Kerala tell us something obvious — unlike many other states, where public transport largely caters to cost-conscious users, Kerala has demonstrated a distinct willingness to pay for speed and efficiency.

This success is driven by Kerala’s unique socio-economic dynamics. With a high literacy rate, a globally exposed population due to remittances, and a strong focus on quality of life, Keralites view transportation as a means to save time — a resource that can be better spent on work, family, or leisure. This presents a unique opportunity to craft a golden strategy that balances sustainable infrastructure development with equitable access.

The starting point, however, is to differentiate between the needs of: fast intercity travel, and local connectivity.

The lack of a robust local transport network, combined with political pressures to cater to short-distance demands on main rail lines, undermines the potential of Kerala’s transportation infrastructure. To address this, Kerala must shift its focus towards optimising existing resources, building effective feeder networks, and rethinking how subsidies are used.

Optimising existing infrastructure

Kerala’s main rail corridor, with ongoing upgrades taken up by Indian Railways, has the potential to support faster trains than Vande Bharat. However, this capacity is often diluted by using the same tracks for short-distance, local travel. Fast trains frequently stop at smaller stations due to local political pressures, eroding the time-saving advantage they are designed to provide.

Instead of laying new tracks, Kerala can achieve similar or better results by optimising its existing infrastructure. The cost of upgrading tracks and signalling systems to support higher speeds is significantly lower than building new ones, and it avoids the financial and environmental challenges associated with large-scale projects. Merely upgrading the signalling system increases train speeds by 15% and 15-20 more trains can ply on the same tracks.

Kerala’s fragile ecosystem, characterised by frequent floods and landslides, makes it especially important to avoid unnecessary land acquisition and ecological disruption. The public protest and arguments against the ₹63,000 crore, ambitious SilverLine project is a clear testimony to this challenge.

Addressing local connectivity

The real critical gap in Kerala’s transportation system is the absence of a well-developed local public transport network. The pressure to add stops for fast trains at smaller stations stems from this gap, as many smaller towns lack reliable alternatives for short-distance travel. This demand transforms what should be superfast services into glorified passenger trains, a counterproductive outcome for infrastructure designed to prioritise speed.

The solution lies in creating a feeder network that connects smaller towns and peripheral areas to major urban centres. K-Rail could pivot its focus toward developing suburban tracks and investing in high-quality rakes to serve these areas. The Indian Railways is supportive to this business model of using their tracks. Suburban services can provide efficient, comfortable, and affordable connectivity, ensuring that smaller towns are not left behind while freeing up the main rail corridor for fast trains.

Think beyond KSRTC

Private participation can play a very crucial role with liberalised transport policies that can encourage operators to invest in air-conditioned buses. By converting major railway stops into regional hubs, private services can fill the gaps in local connectivity, reducing the demand for additional train stops. It is a rude shocker that a society, so eloquent about its aspirations of establishing a superfast Silverline train, does not permit comfortable and hassle-free premium bus services for its citizens.

One major ideological barrier seems to be that often public transport is equated with Kerala State Road Transport Corporation (KSRTC) — which is far from the truth. The KSRTC is one of the players in the public road transport sector that includes private buses, taxis, and autorickshaws.

While providing affordable transport facilities should be a priority of a welfare state, denying value added premium services to those who are willing to pay makes no sense. The colossal mistake of not allowing players in the premium transport segment has resulted in commuters who have spending capacity to increasingly rely on private vehicles for medium and long distance travel.

However, this problem also presents an opportunity. What makes this approach exciting is the fact that it only requires unshackling the licence-permit-raj in this sector. The completion of National Highway upgradation will also boost this approach and could potentially generate thousands of employment opportunities. This also creates a logical division of roles: faster trains for intercity travel and local premium transport options for short distances.

Rethinking subsidies

Subsidies are a vital tool for ensuring equitable access to public transport, but their use must be strategic and targeted. Blanket subsidies or direct investments in value-added services such as superfast trains and luxury buses are inefficient and often inequitable. Kerala’s transportation subsidies should focus on supporting the poor and vulnerable, while premium services operate on market-driven principles.

Instead of using taxpayer money to purchase and operate luxury A/C buses, the government could redirect these resources toward enabling private operators to fill this gap. Public funds are better spent on essential services that cater to economically disadvantaged groups.

Targeted subsidy mechanisms, such as discounted season tickets for students and senior citizens, are far more effective. Direct Benefit Transfers (DBTs) allow eligible individuals to choose their preferred mode of transport, ensuring both efficiency and equity. Targeted discount coupons for premium services can also provide affordability without distorting market dynamics. These approaches empower users while reducing the financial burden on the state.

The role of political pressure

One of the most significant challenges in Kerala’s transportation system is the politicisation of train schedules. The addition of stops for fast trains at smaller towns is often seen as a local political achievement. Intercity travel should always be conceptually comparable with air-travel.

A balanced approach to transportation

Kerala’s transportation strategy must reflect the state’s unique socio-economic profile, urbanisation, and geographic challenges. The emphasis should be on optimising existing infrastructure, building local connectivity, and using subsidies strategically.

By addressing gaps in local connectivity and maintaining the efficiency of fast trains, Kerala can create a transportation system that meets the needs of all its residents without overburdening public resources.

Kerala doesn’t need to reinvent the wheel. What it needs is a transportation policy that prioritises logic, efficiency, and equity. By facilitating a robust feeder network and rethinking subsidies, the state can ensure that every aspect of its transportation system serves its intended purpose — creating a system where connectivity is fast, sustainable, and inclusive. That would be a GoldenLine, much within our grasp.

(Prasanth Nair is a civil servant and author. X: @PrasanthIAS.)

Disclaimer: The views expressed above are the author's own. They do not necessarily reflect the views of DH.