“>As Indian cities expand and urban congestion intensifies, governments are increasingly looking beyond standalone transport projects towards integrated mobility systems that combine metro rail, buses, waterways and last-mile connectivity.
Kochi has emerged as one of the country’s most closely watched examples of this approach through the integration of its Metro Rail and Water Metro networks. The model has attracted interest from several states and is being examined as a potential template for cities with navigable waterways. Alongside expanding public transport options, Kochi Metro Rail Limited (KMRL) is exploring new approaches to financial sustainability, digital ticketing, artificial intelligence, multimodal integration and environmentally sustainable mobility. The organisation is also serving as a knowledge partner for several Water Metro projects across India.
In this conversation with Anoop Verma, Lokanath Behera, Managing Director of Kochi Metro Rail Limited (KMRL) and Kochi Water Metro, talks about the evolution of Kochi’s integrated transport network, the policy lessons it offers for other Indian cities, the role of technology in shaping urban mobility, and the future of Water Metro systems in India.
Edited excerpts:
Kochi’s integrated metro system, combining rail, water and feeder transport, is now being studied by several states. What are the most important lessons policymakers should understand before attempting to replicate this model?
The first lesson is that inland waterways can become an important component of an urban public transport network. I am referring specifically to navigable inland waters, rather than coastal transport. When developed systematically, these waterways can complement metro rail and road-based services and provide an efficient alternative for daily commuting.
The second lesson is that modern public transport can transform the way people travel in cities. By using technology and providing comfortable, reliable and affordable services, public transport can offer passengers a high-quality travel experience at a relatively low cost.
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Third, the entire mobility system must be sustainable—environmentally, socially, economically and financially. Sustainability cannot be limited to the mode of transport alone; it must be incorporated into the planning, infrastructure, technology and operation of the whole network.
The fourth and perhaps most important lesson is multimodal integration. Kochi Metro Rail and Kochi Water Metro have been developed as parts of a single mobility ecosystem rather than as separate projects. A passenger can use a common ticket or mobility card to travel by Metro Rail and Water Metro, while electric feeder buses provide last-mile connectivity where stations or terminals are located farther away.
The objective has been to create a convenient and interconnected public transport system that offers passengers genuine value for money. This integrated ecosystem, rather than any one mode of transport in isolation, is the principal lesson from Kochi’s experience.
How close is Kochi to offering a truly seamless mobility experience across the Metro, Water Metro, buses and other transport systems? What challenges still remain?
Kochi is already very close to achieving that vision. Let me give you a practical example.
Suppose you arrive at Cochin International Airport, which is the world’s first airport fully powered by solar energy. You can board one of our electric buses from the airport to Aluva Metro Station. From there, you travel by Metro to MG Road Station. A feeder bus immediately takes you to the High Court Water Metro terminal, where you board a Water Metro ferry to Fort Kochi. The entire journey can be completed using a single ticket or mobility card.
If passengers prefer, they can even walk between certain locations because we have developed pedestrian pathways. We have also introduced cycle-sharing facilities for last-mile connectivity. Everything has been designed to provide flexibility and convenience. This integration exists not only physically but digitally as well. Passengers can purchase tickets through QR codes, use a common travel card and move across different transport modes without hassle.
The results have been encouraging. When I assumed charge in 2021, Kochi Metro was carrying around 15,000 passengers a day. Today, daily ridership has increased to around 1.25 lakh passengers. The Water Metro carries between 8,000 and 10,000 passengers every day, and these numbers continue to grow as more people shift to public transport.
Financial sustainability continues to be a challenge for metro systems across India. How has Kochi Metro addressed this issue?
Every metro system faces the challenge of recovering the enormous capital investment involved. Kochi Metro’s first phase required an investment of over ₹8,000 crore. Twenty per cent came as equity from the Government of India, another 20 per cent from the Government of Kerala, while the remaining 60 per cent was financed through loans from multilateral agencies and financial institutions.
When you factor in loan repayments, no metro system can claim complete financial self-sufficiency. We repay around ₹400 crore annually towards loans.
Our focus has therefore been on operational sustainability. Between 2017 and 2022, Kochi Metro incurred operational losses. Over the past four years, however, we have transformed the organisation. This year, we recorded an operational profit of about ₹52 crore. That demonstrates that efficient operations can significantly improve financial performance, even if debt servicing remains a long-term commitment.
The Water Metro is following a similar trajectory. Ticket prices remain affordable at ₹20 to ₹40, so fare revenues alone cannot cover operational costs. We are therefore building multiple streams of non-fare revenue through advertising, station branding, commercial partnerships, film shootings and other commercial activities. I am confident that within the next two to three years, the Water Metro will also achieve operational profitability.
Sustainability is one of the defining features of the Kochi Water Metro. How have you incorporated environmental considerations into the project?
Sustainability was built into the project from the very beginning. The boats are fully electric, eliminating direct carbon emissions. Instead of fibreglass hulls, we use aluminium, which is recyclable and more environmentally sustainable. The vessels have been designed to minimise their impact on aquatic ecosystems, including fish, dolphins and other biodiversity.
We deliberately limited the operating speed to around 20 kilometres per hour because higher speeds create stronger wakes that could disturb the ecosystem. Every design decision was guided by environmental considerations. We are also pursuing carbon credits because of the project’s low-carbon nature. Our next objective is to establish dedicated solar parks so that the electricity used to charge the boats comes from renewable energy generated by us rather than the state electricity grid.
Even small details have been considered. For example, we minimise the use of paper tickets by encouraging digital ticketing and reusable smart cards. Sustainability is not just about electric boats; it is about designing an entire ecosystem responsibly.
Are emerging technologies such as artificial intelligence playing a role in Kochi Metro’s operations?
We have signed Memorandums of Understanding with the Indian Institute of Science, Bengaluru, and IIT Madras to explore AI-driven applications for public transport.
One area we are actively developing is an AI-enabled Passenger Management System. This system could provide passengers with real-time information on boat locations, expected arrival times, maintenance-related disruptions and alternative travel options. We are also exploring AI applications in predictive maintenance, allowing us to identify maintenance requirements before equipment failures occur.
While AI has already found limited applications in maintenance, I believe its greatest potential lies in improving passenger experience through intelligent automation and predictive decision-making.
Do you believe India’s Metro Rail Policy requires reforms?
The Metro Rail Policy of 2017 has served the country well, but after nearly a decade, it requires updating. Urban mobility has evolved significantly, and technologies have advanced. Population thresholds, financing models, land acquisition mechanisms and project evaluation frameworks all need to be revisited.
As for Water Metro systems, there is currently no dedicated national policy because Kochi remains the only operational model. Based on our experience, I believe India should eventually develop a Water Metro policy that broadly follows the Metro Rail framework while incorporating additional provisions relating to waterways, biodiversity and environmental management.
Kochi Metro is now advising several Indian cities. Do you see KMRL emerging as a national centre of excellence for urban mobility?
We are already functioning as a knowledge partner. Following the Prime Minister’s call to develop Water Metro systems in navigable waterways, the Ministry of Ports, Shipping and Waterways and the Inland Waterways Authority of India entrusted us with conducting feasibility studies across multiple cities.
We have completed studies for locations ranging from Srinagar to Surat, Kolkata, Guwahati, Varanasi, Ayodhya, Lakshadweep and the Andaman & Nicobar Islands. We also prepared the Detailed Project Report for the proposed Mumbai Water Metro, which is substantially larger than Kochi’s system. These projects demonstrate that the Kochi model can be adapted to different geographical conditions while retaining the core principles of integration, sustainability and efficiency.
What are your priorities over the next five years?
Our immediate goal is to complete the entire Kochi Water Metro network by 2030, covering around 75 kilometres with 36 terminals.
The biggest challenge is not infrastructure but boat manufacturing. Building world-class electric boats requires specialised materials, advanced batteries and sophisticated engineering capabilities. We therefore need to expand India’s manufacturing ecosystem by involving more public and private shipyards.
I am optimistic that within the next five years, at least nine or ten Indian cities will have Water Metro systems inspired by Kochi. We are also receiving interest from several friendly foreign countries that are studying our model. As India’s capabilities mature, I believe the Kochi Water Metro ecosystem can become an exportable model for sustainable urban mobility.
