Since 56665 Passenger from CAN-KGQ- BYNR in the current schedule does not have sufficient number of passengers, it is proposed to extend it both ways with slip coaches as follows:
Portion 1: VSG - RMM via BYNR, CAN, PGT, POY, MDU with both 2S & SL coaches
Portion 2: VSG - VLNK via BYNR, PGT, ED, TPJ, NGT with both 2S & SL coaches. these trains can run combined between VSG and PGT and bifurcate / amalgamate at PGT for onward run. As both Velankanni and Rameshwaram are important pilgrim centres, this...
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train will be a success. During MG era there were trains from PGT to RMM & MDU. But after gauge conversion no new trains are introduced or the old ones re-introduced in this section...... Please support this train....

Mangalore is the second largest city in Karnataka and is very close to Kerala boarder. It is well connected with Delhi, Mumbai, Chennai and Ernakulam by rail (and air too) but there are just 10 pairs of trains per WEEK from here to Bangalore !!!!!
You know there are more than 500 luxury buses are plying between Mangalore and Bangalore. This is in addition to several buses from nearby towns in DK, Udupi, Kasaragod and Kannur Districts. On an average these buses carry more than 20000 people (one way per day @ 40 seats per bus) on this route ie an equivalent of 278 rail sleeper coaches can carry which about not less than 15 pairs of Express trains per day...
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each with 20 coaches (leave 2 SLRs). What an untapped potential....!!!!.Who is behind this .......???? strong private bus lobby of Mangalore and nearby places.
An SPV was formed Hassan Mangalore Rail Development Co Ltd for the notoriously delayed gauge conversion of this 183 km long MG section to BG that took 11 years. Once the line was reopened, the Railway Safety Commissioner Bangalore put a limit of 6 pairs of trains per day on the SBHR-SKLR ghat section. Since HMRDCL gave importance for freight movement esp iron ore trains to Mangalore Port from upcountry mines were given priority, passenger traffic took back seat with just 1 and half pairs a day. This can be resolved if crossing stations are permitted as it was during MG era at SVGL, YDK etc. Due to the imposition of just one train at a time on this section rule by the CRC no more trains are possible now. RB will be able relax this if flag stations are permitted on this 55 km long stretch that now takes 150 minutes to cover.
A permanent solution is to have double track on an alternate alignment with lesser gradient , but HMRDCL does not have deep pockets to fund it. A new JV- SPV (like KRCL) with larger jurisdiction (see my post 1923978-2 ) for the West Coast and adjoining regions with funds to cross subsidize the traffic revenue will be the best way out. Electrification of this route is also to be taken up. Lot of public support is necessary for these .....Untill then its always field day for private bus owners with a small pie to both KSRTCs too...... Remember railway is the least polluting mass transit system..... for smaller private gains we shouldnt sacrifice the environment......Any takers....????