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When Thiruvananthapuram served as the capital of the princely state of Travancore, it offered a sense of southern comfort, with infrastructure that met the global standards of the time. The rulers not only promoted technology-driven higher education but also ensured the availability of electricity and piped water in the city. They invested in drainage systems, streetlights, and public transport, all of which were part of the initial experiments in urban development across India.
The pursuit of improved public transport in Travancore dates back to the 19th century, following the Industrial Revolution in England. In 1910, Thiruvananthapuram established its public transport system when A Narayanan Thampi, a member of the royal family, founded the Commercial Transport Corporation Limited.
Inspired by public transport initiatives in Madras, Bombay, and Calcutta, Thampi brought similar facilities to his small town in the far south, marking the beginning of one of the best public transportation models in the country. This historical significance connects us to the roots of Thiruvananthapuram’s public transport system.
The Travancore government acknowledged Thampi’s request for road repairs to make them suitable for vehicular transport; however, he had to personally cover half of the expenses. He spent Rs 6,000—a significant amount for that time—to realise his dream project. Once the roads were repaired, Thampi launched his eight-seater buses, branded as ‘Sri Vilas Motors’, which transported passengers from Thiruvananthapuram to neighbouring Kollam and Nagercoil. This step marked the beginning of one of the country’s best public transportation models still in existence. During the launch, residents of Thiruvananthapuram and people from remote areas of Travancore flocked to see the coal gas-powered bus. Soon after, Travancore welcomed the emergence of several motor companies, such as Prince Motors, Lakshmi Vilas Motor Service, Addisons Transport Company, and Pioneer Motors, among others.
However, Thiruvananthapuram’s long-held dream of establishing a government-owned public transport system that would be affordable and provide better facilities only materialised on February 21, 1938, when the Travancore Transport Department was formed and chassis for 60 buses were imported from England.
E G Salter, then the Assistant Operating Superintendent of the London Passenger Board, drove the first government-owned public transport bus from Thampanoor in Thiruvananthapuram to Kanyakumari. The ruler at the time, Sree Chithira Tirunal, was among the passengers, and a fleet of 33 buses, along with a large crowd, celebrated the occasion as the bus continued its journey.
Initially, the department imported Comet chassis for the 60 buses from England, which were fitted with diesel engines made by Frank Perkins under Salter’s direct supervision. According to archival reports, the experimental body design created by Salter became the standard for subsequent buses. The early buses resembled saloons and featured 23 soft leather seats, with 10 first-class seats at the front. Schedules, fares, and bus stops were established and published, and a parcel service was also initiated. After India gained independence, the services expanded to Kochi in 1949 and Malabar in 1956. This network, covering what is now all of Kerala, was officially named the Kerala State Road Transport Corporation (KSRTC) in March 1965.
Compared to Kerala’s major cities, such as Kochi and Kozhikode, Thiruvananthapuram’s public transportation system appears comprehensive. It extends even to the most remote areas, benefiting less privileged communities, mainly fish workers.
In Thiruvananthapuram, city services are exclusively operated by KSRTC, with a few routes managed by private players under favourable court orders. KSRTC typically purchases its new fleet for city service, ensuring the buses are less polluting, affordable, and easily accessible. While private buses, known for their chaotic operations and high pollution levels, dominate other cities in Kerala, KSRTC has significantly contributed to maintaining Thiruvananthapuram’s longstanding legacy of effective public transport, as noted by B G Sreedevi, former director of the National Transportation Planning and Research Centre (NATPAC).
According to information from KSRTC, the city now operates 413 buses, including 115 electric buses, which run from early morning until late at night, with some adherence to pollution norms.
Despite concerns about the future of robust public transport in Thiruvananthapuram due to rapid urbanisation and the city’s expansion to the suburbs amid significant infrastructural developments, the latest data from the Central Pollution Control Board (CPCB) shows that Thiruvananthapuram has an Air Quality Index (AQI) of 66, making it one of India’s least polluted cities. This achievement is particularly significant given India’s ongoing air pollution crisis, as many other cities struggle with alarming pollution levels.
Speaking to Down to Earth (DTE), Thiruvananthapuram Mayor Arya Rajendran stated that the city’s low pollution status is a testament to its successful balance between urban development and green initiatives and its unwavering commitment to sustainability. The corporation’s aim to achieve carbon-neutral status by 2035 through various initiatives, including carbon credit trading, solar projects, LED lighting, electric buses, net-zero carbon efforts, and the construction of resilient buildings, is an inspiration for other cities.
“Thiruvananthapuram is more urbanised than other cities with good AQI ratings, like Guwahati. However, our eco-friendly initiatives, such as the introduction of 115 electric buses and our commitment to maintaining green cover, have made a significant difference. We will announce additional initiatives in the next budget to ensure the city remains among the least polluted,” the mayor said. Experts point out that limited industrialisation, low traffic congestion, and periodic rainfall contribute to Thiruvananthapuram’s achievements.
However, last year, the corporation encountered a major setback in its goal of converting the city’s public transport to fossil fuel-free options when K B Ganesh Kumar became the transport minister, replacing Antony Raju in a minor reshuffle initiated by Chief Minister Pinarayi Vijayan. During Raju’s tenure, the city corporation gifted KSRTC all 115 electric buses as part of a clean energy urban mobility initiative and promised to contribute more buses to help phase out fossil-fuel-powered vehicles.
Contrary to his predecessor, Kumar stated that he would not support the purchase of electric buses for KSRTC, describing them as costly and less profitable than diesel-operated buses. “Electric buses have not proven successful anywhere. There is no guarantee of their longevity. They are not a viable option for KSRTC under current conditions,” Kumar said to justify his decision. Consequently, the corporation’s commitment to introducing additional electric buses has remained in limbo for over a year due to the minister’s stance.
“All existing electric buses are smaller, allowing them to navigate curves and narrow roads. They are very popular among city passengers. I don’t understand why the minister claims KSRTC is earning less from these services. As someone who commutes frequently for both personal and professional reasons, I find electric buses to be more convenient than autos or taxis. They are efficient and eco-friendly and have gained public confidence. Many government employees and workers rely completely on these buses. The city also has a growing number of electric auto-rickshaws, but I believe buses are safer, more accommodating, and more readily available,” noted ecologist Anitha Santhi, who commutes daily by bus as part of her work with TreeWalk, a collective dedicated to protecting the city’s green cover.
“An electric bus costs about Rs 1 crore, while that amount could fund the purchase of four diesel buses of a similar size. The average operational distance is 200 km, and most are operating at a loss,” Kumar explained. He also mentioned that electric buses might not suit travel needs in the hilly areas east of Thiruvananthapuram.
Like all other cities, Thiruvananthapuram also faces significant mobility challenges primarily due to air pollution, which is largely caused by increased vehicle use and a reliance on private transportation. The inadequate public transport system and the high costs of alternative modes are particularly noticeable in some areas, especially in the suburbs occupied by underprivileged people.
In regions such as Kazhakoottam and Akkulam, the IT boom has led many people to opt for private vehicles, resulting in congestion, accidents, and greater air pollution. Activist Veena Maruthoor, who works with the Indus Cycling Embassy to promote cycling among young people, emphasises the need for action. Efforts to address these issues include promoting electric vehicles, prioritising active mobility, and enhancing public transportation options.
Inspired by the growing number of cyclists in the city, the municipal corporation has developed 12 major roads in Thiruvananthapuram into smart roads with dedicated cycling and walking paths. These paths, which opened last week, have significantly improved commuting for residents.
“I dislike driving and used to take the bus or auto from my home in Pattom to my office in Palayam. Now, with the new walking paths, I walk to work every morning and evening, which also helps improve my physical fitness,” said Sunil Faizal, a senior manager at the Kerala Bank headquarters.
In contrast to Kochi and Kozhikode, where traffic congestion is severe, Thiruvananthapuram offers a more manageable environment. M Binu, an accountant with a city-based cinema theatre chain, noted, “An electric scooter is ideal for our main mobility needs. Thiruvananthapuram is a small, well-planned city where everything is within a seven-kilometre radius, making it convenient for people like me to prefer electric two-wheelers. Sales of these vehicles are booming.”
According to the mayor, the proposed transition to electric vehicles for all auto-rickshaws and gig worker vehicles is expected to be rolled out in phases. Many auto-rickshaw drivers and gig workers have already switched to electric modes.
This article is part of our series on how India moves, which looks at the relationship between air quality and human mobility in cities and towns.