Thiruvananthapuram, Kozhikode Metro projects face uncertainty as Centre tightens population norm

Thiruvananthapuram, India (Rail & Metro Today): The proposed Metro Rail projects in Thiruvananthapuram and Kozhikode have come under renewed uncertainty following the Central Government's decision to strictly apply the population criterion for approving new Metro projects.

Under the prevailing framework, Metro Rail projects are considered for cities with a population of at least 20 lakh. Thiruvananthapuram has a population of around 16.79 lakh, while Kozhikode has approximately 6 lakh, placing both cities below the threshold.

The issue has gained significance after the Centre recently rejected Metro proposals for Coimbatore and Madurai, which also have populations of around 15 lakh. The decisions have raised concerns among policymakers and urban transport planners about the future of proposed Metro systems in other cities that fall below the population benchmark.

Thiruvananthapuram Still Has a Window of Opportunity

Despite the population criterion, officials and stakeholders in Kerala believe there could still be a possibility for Thiruvananthapuram, particularly because the Centre has previously approved Metro projects in state capitals with populations below 20 lakh.

Patna, the capital of Bihar, had a population of around 17 lakh, while Bhopal, the capital of Madhya Pradesh, had approximately 18.8 lakh based on the 2011 Census. Both cities have received approval for Metro projects.

This has led to expectations that Thiruvananthapuram could also receive consideration based on its status as the state capital and its expanding urban and economic footprint.

DPRs Already Prepared by DMRC

The Detailed Project Reports (DPRs) for the proposed Thiruvananthapuram and Kozhikode Metro projects have already been prepared by the Delhi Metro Rail Corporation (DMRC).

The existing DPR for Thiruvananthapuram covers approximately 371.94 sq km along the proposed Metro corridor, with the population within the study area estimated at around 13.5 lakh.

Authorities are reportedly considering revising the DPR by incorporating updated population data and expanding the study area to approximately 500–900 sq km around the city. Such an expansion could potentially bring the population within the project influence area closer to or above the 20-lakh benchmark.

Thiruvananthapuram district itself has a population of approximately 33 lakh, while the city has a high concentration of employment and economic activity.

Technopark Could Drive Future Metro Demand

One of the major arguments supporting Metro Rail development in Thiruvananthapuram is the city's rapidly expanding employment base.

Around one lakh people are employed in approximately 490 IT and allied companies operating from Technopark. Planned developments such as Technocity and Taurus Downtown are also expected to generate additional employment and increase demand for reliable public transport.

The proposed Metro corridor currently extends from Pappanamcode to Enchakkal. There are also possibilities of extending the system towards Neyyattinkara and Attingal in the future, creating a larger regional urban transport network.

Kozhikode Metro Proposal

The proposed Kozhikode Metro is planned as a 14.2-km corridor between Meenchantha and Government Medical College.

The alignment is intended to connect important transport and institutional hubs, including the railway station, bus station and Government Medical College, providing an integrated public transport link across key parts of the city.

However, with Kozhikode's population significantly below the 20-lakh threshold, securing approval for a conventional Metro system could prove more challenging under the Centre's current approach.

Centre Promotes BRTS for Smaller Cities

With the population criterion becoming a major consideration, the Centre has suggested Bus Rapid Transit System (BRTS) as an alternative for smaller cities.

BRTS typically operates buses on dedicated lanes, allowing services to bypass congestion on regular roads. The system can incorporate dedicated stations, level boarding facilities and air-conditioned buses, making it accessible to a broad range of commuters, including senior citizens and persons with disabilities.

The major advantage is its comparatively lower capital cost. BRTS infrastructure can cost substantially less than a conventional Metro system and can generally be implemented in a shorter timeframe.

BRTS systems are already operational in cities including Pune, Surat and Indore.

Metro Rail Requires Heavy Investment

Metro Rail projects involve substantial capital expenditure. The construction cost can reach approximately ₹250 crore per kilometre, depending on the type of corridor, land requirements, structures, utilities and other project-specific factors.

Typically, funding arrangements involve contributions from the Centre and state governments along with institutional or foreign borrowing. Under the funding structure cited for such projects, around 40% may come through government contributions, while approximately 60% may be mobilised through foreign loans.

The Centre's emphasis on population and passenger demand reflects the need to ensure that such large investments are supported by adequate ridership and long-term financial sustainability.

Ridership Determines Metro Viability

Metro systems are generally most effective in cities and corridors with high passenger demand. India's major Metro networks demonstrate the scale of ridership possible in large urban centres.

Delhi Metro records around 65 lakh passengers a day, while Bengaluru handles approximately 10 lakh daily passengers. Kolkata records around 9.8 lakh passengers, while Chennai's Metro network carries approximately 3.3 lakh passengers daily.

For cities such as Thiruvananthapuram and Kozhikode, the challenge will therefore be to demonstrate not only present population but also future passenger demand, employment growth, urban expansion and regional mobility requirements.

Population Criterion Sparks Wider Debate

The uncertainty surrounding the Kerala projects comes amid a broader national debate over how Metro projects should be evaluated.

While population is an important indicator of potential ridership, urban planners often point to factors such as floating population, employment centres, tourism, economic activity, population density and future urban growth when assessing mass transit requirements.

For Thiruvananthapuram, the concentration of IT employment at Technopark and planned development areas could significantly alter future travel demand. Kozhikode's role as a major commercial, educational and healthcare centre could similarly generate substantial public transport demand.

The immediate challenge for Kerala will therefore be to strengthen the DPRs with robust passenger-demand projections and a wider assessment of future urban growth.

As the Centre places greater emphasis on population and financial viability for Metro approvals, the fate of the Thiruvananthapuram and Kozhikode Metro projects could become an important test of whether India's urban transport policy can balance strict investment criteria with the future mobility needs of rapidly growing cities.