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"There is considerable amount of political
bickering regarding the Sethusamudram Ship Channel Project both by Central
Government and the State Government regarding how to go about implementing the
project. However, most, if not all, do not seem to give weightage to the Gulf of
Mannar Biosphere Reserves findings. It is estimated that 65% of the existing
coral reefs in the project area are already dead, mostly due to human
interference.
The sound resource base has already suffered. More than 40,000 fisherman in a
population of 1,60,000 in 125 villages directly depend on the fast depleting
marine resources. This situation is aggravated by the agriculturists from the
main land switching over to fishing activity, exerting further pressure on
marine resources.
The 2400 crore Sethusamudram channel project has, obviously, not taken the
deteriorating situation into account. When the project is implemented and during
the course of implementation, the balance 35% of coral reefs too would be
damaged. Coastal development and dredging ravages reefs. Even building seaside
homes, hotels and harbours contribute to this damage. When deforestation and
degradation of land takes place, topsoil washes down the rivers into coastal
eco-systems.
The development of coral reef requires salt water, sea temperature between 20°C
to 30°C and water shallow enough for sunlight to penetrate to the ocean floor.
It also requires high oxygen input and low levels of silt, sediments and other
impurities. Coral does not thrive near river mouths because the silt and lower
concentration of salt reduces sunlight. When the Sethu project takes place, it
is unavoidable that these disturbances will take place while dredging,
transporting and dumping the material at 20 to 30m depth. Further the problem
would continue throughout the period when construction activity takes place,
damaging the balance coral reef beyond repair.
Corals are called 'Ever green forest of the sea'. The activity of corals world
wide creates a balance in CO2 reserve in the atmosphere as they act as carbon
sinks, trapping as calcium carbonate and releasing oxygen. Various ecosystems of
the oceans put together perhaps purifies the atmosphere much more than all the
ever green forests of the world. This activity is not seen as it is all in the
Ocean and therefore many people are not fully aware of the dangers in playing
with the Gulf of Mannar Biosphere Reserve and the Palk Straight Region. Already
the Philippines has lost more than 50% of its coral reserve due to use of
dynamite for fishing.
While calcareous algae developed two billion years ago, corals, sponges etc
enhanced the growing reef in the Paleozoic era, 245 to 570 million years ago and
hard corals developed into prominent reef builders during the Mesozoic era, 65
to 245 million years back. Present day corals are similar to the tertiary
period, 2 to 65 million years ago. Generally, coral colonies may live for
several decades to centuries. Corals and their eco-system sustains several food
chains to keep the balance in nature, develop and sustain fishes, dolphins,
whales and several other creatures big and small on which the fisher folk make a
living.
The Gulf of Manner Biosphere Reserve was instituted under the aegis of UNESCO
and covers an extent of 10500 sq.km, with its core area at 560 sq.km, with the
World Wild Life Fund (WWF) treating this as an area of particular concern as
already 65% of the corals have been destroyed and the degradation of the region
due to excessive fishing and human intervention increasing day by day. Once
shipping activity increases due to the implementing of the project, Oil slicks,
fertilizers, pesticide, garbage and accidental damage to Oil Cargo can and will
play havoc with the biosphere, the livelihood of the fisher folk being the first
casuality.
The Gulf of Mannar is considered the worlds richest in marine biological
resource. It has an ancient maritime history and was famous for the production
of pearls, an important item of trade with the Roman Empire as early as the
first century. Fishing has been the primary livelihood source. The region
continues to be famous for its production of chank (Indian conch). The gulf is
also a live scientific laboratory of international value. It has 3600 species of
plants, 117 species of corals. Apart from the corals, other aquatic life forms
are sea grasses which grow in shallow coastal waters. The sea grasses are some
of the largest remaining feeding grounds for endangered marine mammals like the
Dudong, which is now rarely sighted in the reserve. Similarly all the five
species of marine turtle have been recorded as having nesting in the islands,
islets. Many species of crustaceans, molluscs, gastropods, sponges and fish
inhabit the world of coral and sea grasses. More than 10 species of whales
including the blue whale as well as two species of Dolphins, inhabit the Gulf of
Mannar and are often caught in the fishing net.
The ecological importance of the Gulf of Mannar Biosphere Resource which is just
10500 sq.kilometers is not the only thing that affects the region. In fact the
entire sea South of Tuticorin upto and beyond Kannia Kumari and Sri Lanka as
well as Adam's bridge is an important zone needing high degree of protection and
co-ordination between India and Sri Lanka too. The region abounds in Pearl Banks
and Chank, notably the sacred chank. The region has some significant amounts of
monozite, zircon and illuminate. Further India was granted to mine metal rich
nodules in some 53000 Km2 of the sea bed South of Gulf of Mannar. With future
availability of shipping facilities through the Sethusamudram Project all
commercial activity and mining activity would increase, causing further pressure
to ruin the entire fragile eco-system.
Presently DOD and SAC (1997) have calculated the extent of coral reefs at 94.3
sq.km including all associated forms of coral reef and algal productive area to
17 hectares.
Between Dhanushkodi and Talaimannar (Sri Lanka), the small gap of 30 kilometers
has a chain of 22 islands / islets visible from the satellite imagery. NASA is
of the opinion this is a man made structure combined with nature. Opinions
suggest there are some 120 islands / islets. In low tide, the water goes down by
1.3 m. So far, no archeological work seems to have been done by India. While the
Bering Sea gets iced up allowing migration of ancient people from Siberia to
North America, Similar such function can be attributed to our ancestors moving
from India to Srilanka. Does not the epic Ramayana so powerfully narrate how the
bridge was built by Hanuman. This Adam's Bridge is also called Hanuman's Bridge.
Evidence to prove or disaprove needs to be sought. Already Rameswaram is a
Pilgrimage Centre with Sri Rama himself having installed a Sivalingam there.
Mannar island, Sri Lanka's "gateway" to the Indian mainland, was the first land
fall of Vijaya, the legendary founder of Sri Lanka's civilisation. Legends from
Ramayana and Mahabharatam can be noticed at Udappuwa, near Mundal lake, Sri
Lanka. There is a Draupadi temple. Similarly a few miles from Chilaw is a temple
dedicated to Munnesvaram. It is said Vishnu worshipped at this site and the
shrine was established by epic hero Rama.
When the British ruled Ceylon, they established rail link to Colombo with the
Indo-Ceylon Express, the Palk Straight being crossed by a small steam ship
between Dhanuskodi to Talaimannar; and practically all the workers from India
travelled to Sri Lanka on this route to work in plantations.
Sethusamudram: Will the ships use it? Mr.K.S.Ramakrishnan, former chairman of
Chennai Port Trust and also former M.D. of Poompuhar Shipping Corporation has
pointed out that the objective of reducing fuel cost and time involved may not
be achieved even though there is a saving of 434 nautical miles between
Tuticorin and Chennai, because as an example, the levies for a 36000 tonne ship
would come to Rs.60 lakhs against sailing around Sri Lanka would just cost Rs.7
Lakhs. So the question arises as to who is going to be willing to spend more?
Even the NEERI report has not addressed the economic viability issue.
Sethu not too late for more home work: Mr.K.R.A.Naraisah in his article has
pointed out that the Sethusamudram project cannot be compared to Panama or Suez
canals or Kiel canal (which cuts across from the North Sea to the Baltic Sea) as
these canals are carved out of land and the banks are solid ground suitably
lined. The Sethu Channel will deepen shallow waters of 2 to 3 meter to 12 to 14
meters and there would not be any firm canal bank, but a sheet of water were a
bank would be, in the Gulf of Mannar and Palk Strait. This is about the only
project of its kind in the world and therefore what future risks will come up is
unknown
How long is the Channel: The Channel will be 120 km between Tuticorin to Adams
Bridge and 140 km from Adams Bridge to bay of Bengal through the Palk Straight.
It is proposed to dredge 44 nautical miles to a depth of 12 meters and 300
meters wide. 84.5 million cubic meters of sand and stones etc. will be removed
and this could perhaps go upto 100 million cubic meters (1 cubic kilometer!).
This work will therefore cut through the Adams Bridge.
Kiel Canal was designed for rapid movement of war ships between Baltic and North
Sea coast; and was one of the wonders of 19th century. To cut costs, ships
prefer to go around Denmark than to use the Kiel canal! Where is the guarantee
that this will not happen to the Sethu project too?
The nearest comparison that one can make with Sethu project, according to
Narasiah, is the Megellan strait between South America and Tierra Bel Fuego.
This is no longer being used by the shippers as it is cheaper and safer to go
around Del Fuego inspite of reduced distance. Is such a fate in store for Sethu
Project?
Can the Sethusamudram Channel be compared with the Suez of Panama Canals? by
using the Suez Canal, going around Africa is avoided and similarly in the case
of Panama, going around South America is avoided; so much so any higher pilotage
or charges can be borne by the shipping companies. This is not the case with
Sethusamudram Project.
Who benefits with the project: Tuticorin harbour is the biggest beneficiary of
the project. Tuticorin would be transformed to a transshipment terminal and
other ports like Nagapattinam and Rameswaram will also benefit and economic
activity would improve in the hinterland. The project could reduce transhipment
at Colombo and reduce their business.
However, the environmental disaster and economic ruin for the fisher folk is a
major issue.
What other problems can we get. Well, heavy dredging and increased maritime
traffic would disrupt sea currents, step up sea erosion and threaten the fragile
coast line of Gulf of Mannar, and damage the Adam's Bridge.
In what way the fisher folk will suffer? Already 65% of coral reefs have been
damaged beyond repair. Lot of fishes have become extinct. The fish population
itself gets affected. It is also reported that some 500,000 fisher folk spread
across 138 villages will be affected and there will be restrictions on the
waters they can enter and the number of hours they can fish!
What are the security compulsions: From the point of view of anti smuggling and
National Security and terrorist activity or antinational activity, patrolling
the region would vastly improve. LTTE has now the naval wing and a lot of
petroleum products are smuggled to keep their activity on from tamilnadu.
How can the damaged coral reef be restored. Corals are developed over a period
of 100-200 years. What is damaged is gone for good. Therefore the existing
sensitive eco system should not be destroyed.
The impact of cyclones & tsunami : What was considered unfeasible for 150 years,
the politicians of Tamil Nadu have succeeded in making the UPA's Cabinet
Committees of Economic Affairs to give nod of approval to the unviable project,
as otherwise UPA itself will come down by withdrawal of support by Tamil Nadu
politicians. Even three months back the PMO's note, 'The Tsunami would have
wrought much more havoc had the Sethusamudram been in operation' is a very valid
issue.
Tsunami of December 25, 2004 : Detailed study titled, pre and post tunami
Sethusamudram Shipping Channel Project by R.Ramesh gives a vivid account of how
the December 2004 tsunami waves entered through Palk Strait spreading into Palk
Bay from the north and how another arm of the waves, circling Sri Lanka entered
via Gulf of Mannar and clashed with the waves coming from the north at Adam's
Bridge for 20 minutes, 170 minutes after start of Tsunami. This, obviously,
should have caused severe turbulence in the shallow waters of the bay near
Adam's Bridge.
The waves going towards East Africa at 170 minutes + 20 minutes, has pulled sea
water towards itself, causing a recedence of sea level at Gulf of Mannar, making
the turbulence to recede and water from Palk Bay and Gulf of Mannar go back
south wards.
Sediment: Palk Bay is one of the major sediment sinks of India. The sediment
load causes a sea depth reduction of 1cm/year, marine and riverain sources
contribute to this sediment. C.M.Ramasay et.al., [1998], has noted that maritime
surveys conducted between 1960 and 1986 reveal the change of contour to the tune
of 6 meters shallowness in the Palk Strait i.e. 24 cms/year. The two legs of
SSCP where dredging is required, happens to cross two such micro regions with
high sedimentation rate.
Cyclones : Cyclones between 1891/2000 [110 years] : The following type of
cyclones have crossed the Tamil Nadu coast. 36 Nos. [55%] severe cyclone storms
[wind speed more than 89 kmph] had occurred. Of the 61 cyclones between
1891/1995, 6 have directly crossed the Palk Bay, 14 have crossed the
Nagapattinam coast, 3 have crossed the Gulf of Mannar. Based on the storm surge
value [3-5 meters], the Meteorological Department considers the coastal stretch
between Nagapattinam and Pamban as high risk zone. Sutapa Choudary et.al.,
[2004] have named this coastal stretch and that of Bangladesh as the most
vulnerable ones among the many coastal regions of the Bay of Bengal. It has been
noted these storms have a tendency to transport sediments into Palk Bay from
Nagapattinam coast and also from Gulf of Mannar due to the geographical
configurations.
Past Tsunami : R.Ramesh states there were two Tsunami distraction to this area
in the past. The first originated at Car Nicobar islands on 31st December 1881
with an MW of 7.9, causing a tsunami in Bay of Bengal and the second on 27th
August 1883 when Krakathova Volcano of Indonesia's coast erupted and the waves
reached Nagapattinam and Palk Bay / Pamban.
The 1964 December 23 cyclone produced a storm surge of 6 meters, when 6 coaches
of train with engine and Pamban Bridge [partially] was destroyed and washed
away, killing 200 people in the train and ruining Rameswaram and other Towns,
reportedly killing over 30,000 people. It is also reported that a local seismic
activity took place in the Palk Bay region.
ADAM'S BRIDGE: Composed of over 22 visible Islands / Islets from satellite
imagery, is believed to have over 120 Islands/Islets and is one of the natural
wonders of the world and is reported to be man made by NASA. From Palk Strait,
Palk Bay upto this bridge, the water is shallow and after crossing this
structure, upto Tuticorin the waters is deep. Shallow areas are visible from
satellite imagery as they appear light blue, and are 2 to 3 meters deep.
According to authorities and average depth works out to 6.59 meters; and to be
deepened to 12m, dredging the balance sea bed by 5.41 m needs to be made - for
300 meter wide by 20 kilometers generating 32.5 million cubic meters of
sand/clay etc. for the first leg. The second leg of 78 kilometers is deep [I do
not know how deep] and so there would not be any dredging and the last leg is
54.2 km long were dredging needs to be done generating 52.5 million cubic
meteres of dredged stuff to be removed. Navigational channels of ports of East
Coast of India have been facing three major problems persistently. They are 1.
Problems due to sedimentation 2. Problems due to tropical cyclones and
disturbances 3. Issues relating to dumping of dredged material. Only 10% of
dumping sites has been identified so far for Sethu Project.
Surveying and analyzing the knowledge based on the issues of sedimentation and
cyclonic disturbances in the Palk Bay is the first requirement to be answered.
Ramesh, further discusses that the Environmental Impact Assessment and the
Technical Feasibility Report both prepared by NEERI had given the least
importance to the studies and have ignored the issues of cyclone and Tsunami
totally, and goes on to say that the SSCP is not feasible technically with
current level of knowledge. Rushing without analysing these issues to dredge the
canal in the name of 'National Development' might cause a great economic
disaster to India.
General
The present dead lock can best be resolved by having independent international
experts as suggested by Manitham, an environmental non
profit organisation or alternatively request the UNDP to assist, and let
India have an independent opinion without any emotions being attached to a
technical finding.
References:
1. R.Ramesh : Pre and Post Tsunami Sethusamudram Shipping Channel Project
2. Environmental Impact Assessment for proposed Sethusamudram Shipping Channel
Project.
3. India digs deep for trade and commerce.
4. The Gulf of Mannar Biosphere Reserve.
5. Parvathi Menon - A Ecosystem in Peril.
6. Down to Earth Jun 15, 2005 after 150 years Sethusamudram Project given a go
ahead, disregarding apprehensions.
7 .
Manitham - Interim Report on Sethusamudram Ship Canal Project
8. Corals - Scientific Classification
9. Sethu: Not too late for more home work by K.R.A.Narasiah, Madras Musing June
16-30, 2005
10. NASA's opinion on Adam's bridge
11. Open Page, The Hindu dt. 21.12.2004 Sethusamudram; will the ships use it?
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