SEDHU SAMUDRAM SEAWAY:
DREAM OF ANNA
N.Nandhivarman General
Secretary Dravida Peravai
[ When DMK was not contesting polls, K.Kamaraj challenged Aringnar Anna to come to assembly and present schemes in assembly, accepting that challenge after Arignar Anna entered Tamilnadu Assembly in 1957 he presented a Rs 1000 crore projects for Tamilnadu and Sedhu Samudram is one among them...]
In
Tamil Nadu at Madurai, Ramanathapuram and at Tuticorin, the Union Defense Minister
George Fernandes announced the launching of Sethu Samudram project. Breaking
that news THE HINDU, English Daily dated January 8, 1999 wrote:
A
138-YEAR SUSPENSE BROKEN
The
Sethu samudram canal project will go down in history as gift of the 20 th
century to the southern districts of Tamil Nadu. A 138 year old suspense was
broken by the Union Defense Minister Mr. George Fernandes, on Wednesday when he
announced at Rameshwaram that work on the project will commence in the next few
months.
Conceived in 1860 by Commander A.D.Taylor of
the Indian Marines, the project, envisaged to link the Gulf of Mannar and the
Palk Bay, has been reviewed umpteen times over the years but a decision could
not be made. At a time when the people of southern districts began to think
that Sethusamudram would remain a pipe dream like linking of the Ganga and
Cauvery, came the announcement from the Prime Minister A.B.Vajpayee in Chennai
that his government would implement the project. The Prime Minister followed
that announcement by entrusting the project to the Defense Minister, who did
lot of spadework in the last four months before making an aerial survey of the
project on Wednesday. Light could be seen at the end of the tunnel. Since the
conception of the Sethu Samudram, two other canals- the Suez Canal (1869) and the Panama Canal (1915) have been built
in the world.
Though
many reasons could be attributed to the delay in the project taking shape, lack
of political will has been the major factor. Like marking the twelfth man in a
cricket team, Sethu Samudram found a place in the election manifestoes of all
political parties during elections. Hopes about the implementation of the
project soared when the Union Government appointed the Sethu Samudram Project
Committee in 1955, headed by Dr.A.Ramasamy Mudaliar, which was charged with the
duty of examining the desirability of the project. After evaluating the costs
and benefits, this committee found the project feasible and viable. Several
reviews of the proposals followed this till Mr.Vajpayee announced his
Governments commitment to execute the project.
What is paramount importance to the country
are the strategic advantages that would accrue from this project. Though the
country has a peninsular coast running to 3554 nautical miles, it does not have
a continuous sea-lane within its territorial waters. Ships navigating from one
side of the country to the other have to circumnavigate Sri Lanka due to the
presence of Adam’s bridge, a sand stone reef near Ramasewaram coast. A memorandum
submitted to the Central Committee on Sethu Samudram Ship Canal project by the
State Government on August 1981 pointed out that the canal will afford secret
and sheltered passage for our Naval ships and Coast Guard vessels. Otherwise,
they will have to suffer exposure to the foreign countries in the Indian Ocean
and also suffer more wear and tear voyaging around Srilanka.
The
distance between Cape Comerin and Chennai would be reduced to 402 nautical
miles from the present 755 after the completion of the project. The distance
between Cape Comerin and Vizag will be 719 nautical miles against the present
1014, between Cape Comerin and Calcutta 1098(1357), Tuticorin and Chennai
335(769). Tuticorin and Vizag 652(1028), Tuticorin and Calcutta 1031(1371).
Apart from effecting savings in fuel the project is expected to provide a
tremendous boost to the economic and industrial development of coastal Tamil
Nadu. The project will be of particular significance to the Tutucorin harbour,
which has the potential to transform itself into a nodal port such as Singapore
and Colombo. The State Government has announced its proposal to develop 13
minor ports, including Ennore, Cuddalore, Nagapattinam, Thondi, Valinokam,
Colachel and Kanyakumari. And the Sethu samudram canal will improve coastal
shipping. There is also a possibility of introducing passenger and freight
services along the coast.
The
normally drought prone Ramanathapuram district will be the major beneficiary of
the project in terms of providing employment. The maritime skills of the people
living in the Rameshwaram and Pamban areas could be harmonized for the
development of the region. There is also the scope for the development of a
major port like Port Said of the Suez Canal in the district. Apart from improving
the fishing trade, the canal will be a major tourist attraction.
Though
there has been a vociferous demand from various quarters for the implementation
of the project, there is also opposition to it. albeit in low pitch from
environmentalists. They point out that the dredging of the Palk Bay and the Gulf of Mannar would endanger precious marine
species and wealth. However official environment clearance has been given for
the project. The contention that the Sethu Samudram canal will cut through coral
reefs and disturb the ecology as a mistaken fear. Since the coast is either
clayey or sandy in nature the ecology will not be endangered, it has been
pointed out.
The
announcement of the Defense Minister and the commitment demonstrated by the
Planning Commission has raised hopes of the people of south Tamil Nadu.
By Staff Reporter: Courtesy: THE HINDU English
Daily. (Jan 8, 1999)
In
one such meeting held at Tuticorin, N.Nandhivarman General Secretary Dravida
Peravai translated the speech of Union Defense Minister George Fernandes.
National
Democratic Alliance came to power. and Comrade George Fernandes was kind enough
to recommend to the Union Surface Transport Minister Nitish Kumar on his own
the need to appoint Nandhivarman as one of the Trustees of Tuticorin Port
Trust. Participating the in 4 th ordinary meeting of the Board of Trustees for
the year 2000-2001 held on 25 th August 2000 Nandhivarman's observations as per
the agenda papers are as follows:
"Mr.Nandhivarman
enquired about the stage at which the Sethu Samudram project stood. According
to information available to him, a Belgian company was keen to take up the
project on B.O.T.basis. The Chairman explained that the firms in Belgium and
Holland were interested in the project because of the large dredging component.
The operation and maintenance of the canal after its construction would be
quite expensive and therefore, it is necessary to study the traffic and income
potential in detail before venturing into it. Therefore all these aspects were
being studied by the Government and once it is found to be commercially feasible project then the Government could take a
decision on how to implement it"
Meanwhile
in the Board the NEERI Report was tabled to inform the Board of Trustees of
Tuticurin Port Trust Initial Environmental Examination of Sethu
Samudram Ship Canal Project prepared by National Environmental Engineering
Institute - Nagpur (December 1998).
The
executive summary in verbatim is given below:
Preamble:
1.
India does not have, within her own territorial waters, a continuous navigable
route around the peninsula due to the presence of a shallow (3.5m) coral reef
called “Adams Bridge" at Pamban near Rameshwaram between the south eastern
coast of India and Talaimannar of Srilanka. Consequently the ships calling at
Ports on the East Coast of India have to go around Sri Lanka entailing an
additional distance of more than 400 nautical miles and 36 hours of ship time.
2.
The Sethu Samudram Ship Canal Project, now under the consideration of the
Ministry of Surface Transport, Government of India envisages construction of a
ship canal of varying lengths to suit different drafts (30', 31' and 35')
through dredging/excavation. The canal will originate from Tuticorin new
harbour in the Gulf of Mannar extend north east in straight line up to
Mansfield pitch south of Pamban island, then cut through the island east of the
Kodandaramasamy temple and thereafter turning north east, proceed parallel to
the International Medial line as the Bay of Bengal Channel.
3.
Different alignments for the proposed canal were considered, and in the light
of representations from the public, the fishermen and the pilgrims, the
alignment through the island about 4 km east of Kodandaramasamy Temple has been
proposed.
4.
The Tuticorin Port Trust, the nodal agency identified for the implementation of
the project, in pursuance of its decision to incorporate environmental
considerations in the design phase of the project, retained, in March 1998, the
National environmental Engineering Research Institute (NEERI) to conduct the
Initial Environmental Examination of the project.
5.
This report presents briefly the project setting, describes the baseline
environmental status of the project area, identifies environmental issues,
predicts and evaluates impacts due to the proposed canal project.
6.
The Initial Environmental Examination has primarily drawn upon the available
information on the proposed project., the hydrograph, marine water quality and
ecological resources in the project area, and the primary data generated for
one season during the course of the study. A comprehensive environmental impact
study with intensive data collection covering all seasons of the year is
essential for a fuller description and appreciation of the natural processes
occurring in the study area, and to delineate the environmental consequences
including the ecological risk associated with the proposed project.
Project Setting
7.
The proposed Sethusamudram Ship canal will have two legs; one near the Point
Calimere called the Bay of Bengal channel and the other across the narrow
Dhanushkody Peninsula near Kodandaramasamy temple. The canal will cut the
existing road connecting Rameswaram and Danushkody. The Bay of Bengal channel
traverses the Palk bay wherein the sea bed is mostly soft to hard clayey stand
in nature. The entire coast of Danushkody peninsula on the North and South is
all sandy.
8.
In addition to the construction of the proposed ship canal, a number of
infra-structural facilities is envisaged under the project. These include the
construction of a lock rubble mound breakwaters on either side of the land
canal, navigational aids, flotilla, shore facilities and staff and administration
buildings.
9.
As per the study of Pallavan Transport Consultancy Services Ltd, the estimated
cost (1994prices) of dredging various segments of the Channel for three
different drafts viz 30', 31' and 35' is Rupees 478 crores, Rupees 549 crores
and Rupees 965 crores respectively. The estimated cost of the entire project
components including the navigational aids and floating crafts is Rupees 685
crores, Rupees 760 crores, and Rupees 1200 crores respectively.
The
construction period will be about 4 to 6 years. Based on the Net Present Value
(NPV) method of appraisal, with an interest rate of 9% per annum, an Internal
Rate of Return (IRR) of 10 to 17% on the investment has been estimated. The
project will start generating a surplus from the 16 th to 17 th year of its
operation.
10.
In keeping with the nature and magnitude of the investment programme, the
proposed Sethusamudram Ship Canal project would fall under category A of the
World Bank classification and hence would require full EA.
11.
At the national level the environmental clearance to the project is subject to
compliance with the stipulated safeguards under the provisions of Environment
(Protection) Act 1986, Forest( Conservation) Act 1980, The Water (Prevention
and Control of Pollution) Act 1974,The Water ( Prevention and Control of
Pollution) Rules 1975, The Water (Prevention and Control of Pollution) Cess Act
1977, The Water (Prevention and Control of Pollution) Cess Rule 1978, The
Water( Prevention and Control of Pollution) Act 1981, and other rules and
regulations in force. Land Use on the coastline will be subject to regulation
as per Coastal Regulation Zone Notification issued by the Ministry of
Environment and Forests, Government of India under the Environment Protection Act
1986. This notification is administered by the State Pollution Control Board.
12.
The Wild Life (Protection) Act of India (1972) provides legal protection to
many marine animals including reef associated orgasms. Chapter IV of this Act
dealing with sanctuaries, National Parks, Game Reserves and Closed Areas is
equally applicable to marine reserves and marine parks and biospheres.
13.
The Tamil Nadu Pearl and Chunk Fisheries Rules 1978 of the Indian Fisheries Act
1897 prohibits harvesting of pearl oysters and chunks in specified areas except
under a license granted under the rules.
14.Under
Section 5 of the Tamil Nadu Marine Fishing Regulation Act 1983 the State
government can regulate, restrict or prohibit fishing in any specified area,
the type of fishing gear that can be used, and also the class of fishing
vessels that can operate in any area.
15.
The Tamil Nadu State environmental Committee is the apex advisory body
constituted by the Government (G.O Ms.No.10 dated December 12, 1983) in the
matter of protection of environment in the state. Development projects costing
over Rupees 50 million are subject to review and clearance by this committee
(GTN G.O Ms.No.161 dated September 26, 1988).
16.
Through an executive communication from the Secretary to the Government of
India, Ministry of environment and Forests to the Chief Secretary, Government
of Tamil Nadu, the Gulf of Mannar Marine Biosphere Reserve has been notified in
1989. There is however no legislation as yet on the biosphere reserves either
at the national or at state level.
17.
Acquisition of private lands for the project will be governed by the provisions
of the Land Acquisition Act of 1894/The Tamil Nadu Requisitioning and
acquisitioning of Immovable property Act of 1956.
18.
Resettlement and Rehabilitation, if any, due to the project has to be addressed
within the broad framework of the World Bank Operational Directive O.D 4.30 or
as per existing provisions of the Tamil Nadu Government whichever is
applicable.
19.
As per the MEF, Government of India notification dated April 10, 1997, Public
Hearing is mandatory for environmental
clearance of projects. The notification has also laid down the procedure for
Public Hearing.
20.During
the operational phase of the project, the most important instrument to be
complied with relates to the International Convention for the Prevention of
Pollution from ships 1973 as modified by the Protocol of 1978 to which India is
a signatory.
ENVIRONMENT SETTING
21.
Palk Bay and the Gulf of Mannar covering an area of 10,500 kms in which the
proposed ship canal is to be constructed are biologically rich and rated among
the highly productive seas of the world. Its diversity is considered globally
significant. In the Gulf of Mannar between the coastline and the proposed alignment
there are 21 islands which have been declared as National Marine Parks by the
Tamil Nadu Forest Department and the MEF, Government of India. Van tivu is the
nearest island about 6 kms from the proposed canal alignment in the Tuticorin
area and Shingle is the nearest about 12 Kms Island in the Rameshwaram area.
22.
As for hydrograph, there are two circulations of water masses in the Bay of
Bengal in the clockwise circulation of the south-west monsoon and the counter
clockwise circulation of the north-east monsoon. The reported current
velocities in the Palk Bay and Gulf of Mannar are as mild as 0.2 m-0.4m/sec
except on few days during south-west monsoon when it rises up to 0.7 m/sec. The
directions of the currents follow the direction of prominent winds. The
analysis of current data shows no potential threats to siltation of the canal.
23.
Primary data on physic-chemical characteristics and marine biological resources
was collected from April 29- May 10, 1998 from 10 sampling stations along the
50 kilometer long alignment and 20 stations, 5 km on either side of each of the
aforementioned 10 stations. Data on
hydrodynamics was generated on July 10-11of 1998 at 10 locations in the study
domain with the assistance of the Staff of the Chief Hydrographic Surveyor of
India, Dehradun. The present bathymetry is assumed to be not significantly
different from the bathymetry data depicted in Naval Chart 317.
24.
Primary data on physical-chemical characteristics of marine water shows no
significant variation in alkalinity (102-106 mg/L) and pH (8.0-8.2) along the
proposed canal alignment. The DO values varied from 3.2 to 5.7 mg/Ll and the
silicates from 0.003 mg/L to 0.017 mg/L. No significant variation in salinity
was observed between surface and bottom samples. An inverse relationship
between salinity and silicates was observed. The concentrations of heavy metals
except iron, boron, and arsenic were below detectable limits.
25.
The gross primary productivity values along the proposed canal alignment varied
from 142 to 472 mg C/m3/day indicating that Gulf of Mannar and the Palk Straits
are a biologically productive region. The zooplankton was dominated by copepod.
Macro benthos was represented by 78 varieties exhibiting fairly good diversity.
The meiofauna comprised larval polychaetes, nematodes, worms and shrunken
bodies of a few forms.
26.
Sediment samples collected along the proposed canal alignment showed the
presence of organic carbon, total nitrogen, total phosphorous and sulphates in
concentrations adequate for biological growth. Almost all the sediment samples
had oil and grease. The concentration of heavy metals was high in some of the
sediment samples from the Palk Bay as compared to the samples from other
locations.
27.
The presence of corals along the proposed ship canal alignment is negligible.
Occurrence of major group of biological resources like sea fan, sponges, pearl,
oysters, chunks, and holothurians at various sampling points has been recorded.
In general, the density of economically/ecologically important species along
the proposed alignment is not significant.
28.
All the three group of prochordata organisms considered as the connecting link
between invertebrates and vertebrates via, hermichordata, cephalochordata and
unorchordata comprising 1, 6 and 59 species respectively were recorded mostly
around the islands of Gulf of Mannar.
29.
There are 87 fish landing stations between the South of Point Calimere and
Pamban in the Palk Bay and 40 stations in the Gulf of Mannar between Pamban and
Tuticorin. Out of 600 varieties of fishes recorded in this area, 72 are
commercially important. During 1992-1996, the fish production has increased
gradually from 55325 tones in 1992 to 102897 tones in 1996.
30.
Non conventional fishing in the region is represented by pearl, chunk, sea
weeds, ornamental shells and holothurians. There has been a declining trend in
the production of these organisms as evidenced by the revenue received by
MPEDA.
31.
Rare and endangered species of sea turtle, dolphin, sea cow, and whale are recorded
in the Gulf of Mannar and Palk Bay. The sea cow inhabitants the shallow shore
regions where grass occurs, while endangered animals mostly prefer deep sea far
away from the proposed alignment.
32.
Several species of green algae (32), red algae (59) blue-green algae (3) and
sea grasses are recorded in the Gulf of Mannar and the Palk Bay. A few of the
21 islands are reported to possess patches of mangroves predominated by
avicennia sp. and Rhizophora sp.
33.
Most of the habitats of the sensitive biota viz corals, pearls, oysters,
chunks, dugong, holothurians, and marine algae are along the coast and around
the 21 islands and mostly away from the proposed canal alignment.
34.
Based on an analysis and interpretation of IRS IC LISS-III satellite data (Path
102 and Row 67 dated 19.05.1998 in CD ROM about 20 square kilometers of Pamban
island, barren sandy areas (35 sq, kms) between Pamban island and coastal wedge
of Mandapam and an area (329 sq.kms) close to the National Highway (NH 49) from
Rameshwaram to Madurai have been identified as potential sites for disposal of
dredged material.
35.
There are no archaeologically significant structures along the proposed canal
alignment. However there exists a probability of cultural/archaeological
artifacts being encountered during the excavation of the canal.
36.
Along the coast of Gulf of Mannar and the Palk Bay there are 138 villages and
towns spread over 5 districts. The socio-economic profile of the fisherman in
the villages of Gulf of Mannar coast is low and more than 40 % of families are
in debt. While the local population welcomes the project, they have an
apprehension that the construction of the canal might result in reduction in
their fishery income.
Impacts
due to the Project
37.
The locations of the proposed land based structures and the extent of required
construction are yet to be firmed up. Likewise the potential sites for disposal
of dredged material are yet to be decided. Hence, the pre-construction phase
impact due to land acquisition, resettlement and rehabilitation of affected
population as also compensation, if any, cannot be assessed at this juncture.
38.
As the proposed alignment is more than 5 kms away from the existing 21 National
Marine Parks in the Gulf of Mannar, the marine biological resources around the
islands will not be affected to any significant level.
39.
The existing level of primary productivity in the project area will remain
practically unaltered during the construction and operations phase of the ship
canal. There would not be any significant change in the water quality including
turbidity due to the proposed deployment of trailer suction hopper dredgers and
cutter section dredgers for capital and maintenance dredging.
40.
Due to the dredging the bottom flora and fauna on an area approximately 25
sq.kms along the canal alignment will be lost permanently. This loss however
will be very insignificant compared to the total area of 10,500 sq, km of the
Gulf of Mannar Marine Biosphere Reserve.
41.
During the construction of the land portion of the canal and the shore based
structures there will be considerable increase in the rail and road traffic to
and from the island for transportation of men, material, machinery and
equipment. These would lead to congestion of traffic and increased levels of
air and noise pollution with their associated impact on the public.
42.
Due to the construction of the canal, the land access, now available to the
local fisher folk, to Dhanushkody area for traditional fishing will be hindered
unless alternative arrangements are made. The dredging and shipping operations
will have to be so regulated as to cause minimum disturbance to the normal
fishing activities.
43.Hydrodynamic
modeling studies using Depth Integrated Velocity and Solute Transport (DIVAST)
model have shown that for the highest spring tidal water conditions there will
be no significant change in the magnitude and direction of the current
velocities along the proposed alignment due to the construction of the canal.
44.
During the construction and operation phases of the canal, the potential
sources of marine pollution are spillage of oil and grease, marine litter,
jetsam and flotsam including plastic bags, discarded articles of human use from
the sea borne vessels which will have to be controlled.
45.
The canal may facilitate the movement of fishes and other biota from the Bay of
Bengal to the Indian Ocean and vice versa. By this way, the entry of oceanic
and alien species into the Palk Bay and the Gulf of Mannar as also dispersal of
endemic species outside the Palk Bay and Gulf of Mannar could occur.
46.
The canal will establish a continuous navigable sea route around the peninsular
coast within Indian territorial waters reduce shipping distance by about 400
nautical miles and voyage time of 36 hours, as also the attendant operating
costs. The canal will become a valuable asset from national defense and
security points of view, enabling easier and quicker access between the coasts.
47.
Once the canal is in place, the clandestine and illegal activities in the Palk
Bay and Gulf of Mannar will be minimized due to constant vigilance and
regulation of movement of ships and vessels.
48.
The project will provide employment opportunities and avenues of additional
income through establishment of small ancillary industries. The project will
also trigger development of coastal trade between the Ports of the South and
North of Rameshwaram consequently reducing the load and congestion on railways
and roadways.
49.
The project will help save considerable foreign exchange through reduction in
oil import bill and generate revenue income from dues levied on ships
transiting the canal which will add to the national economy.
Analysis
of Alternatives
50.
Five alternative routes for the construction of Sethusamudram ship canal were
considered. Based on the evaluation of impacts of the project during
construction and operation phases, the alignment (4) suggested by the Steering
Committee near the Moonru Iruppu Chatram has been identified as the best
alternative (Refer: Fig.5.16) which will cause the least damage to the biota
and the environment.
This
report is not the first of its kind. For 140 years many such reports were
gathering dust. N.Nandhivarman General Secretary Dravida Peravai in a
Memorandum personally handed over to Union Defense Minister George Fernandes at
Delhi on 22.02.2001 and published in World page of Dinamani Tamil daily dated
23rd February 2001. In verbatim it is reproduced here:
Presenting
last year's Union budget (2000-2001) The Honorable Union Minister of Finance
was kind enough to announce in the floor of Parliament as: "Hon'ble
members are aware that the Sethu Samudram Ship Canal project has the potential
of providing a shorter route between the East and West Coast Ports. I am glad
to inform that Government had approved the undertaking of a detailed
feasibility study and environmental impact assessment of the project at a total
cost of Rs 4.8 crore. I have made necessary provision for this in the
budget."
"Though
it is in the manifesto of the National Democratic alliance and almost all
leaders of Tamil Nadu have demanded this project, nothing emerges out of these
promises, I am sorry to point out. The Union Finance Minister's budgetary
announcement was hailed as a great achievement because after having been conceived
140 years back, there appeared to be light at the end of the tunnel. But in
spite of the recent promise made by the Prime Minister, I am sorry to say, it
is going to be a chase of the mirage. I, as one of the Trustees to the
Tuticorin Port Trust, the nodal agency to implement this project had been
raising this issue in the board meetings. Quoting from the minutes of the
Tuticorin Port Trust, it becomes evident that the nodal agency had no
information or plans, while once again election platforms will hear promises
galore from personalities. About 20 expert committees have conducted detailed
studies and came to the conclusion that the scheme is technically feasible and
economically viable.
Report
of Commander A.D.Taylor of the Indian Marine, 1860 (Cost Rs 50 lakhs)
Report
of the British Parliamentary Committee, 1862
Sir
John Stuart, Chief assistant to the Surveyor General of Ceylonese Government
1871
Harbour
Engineer George Robertson Report 1872
Proposal
by the South Indian Ship Canal Port and Coaling Station Ltd 1884
Proposal
by the South Indian Railway Railway Company 1902
Report
of the Harbour Engineer Sir Robert Brislow to Government of India 1921
Port
Development scheme by Government of Madras 1947
Dr.Sir.A.Ramasamy
Mudaliar Committee 1955
Dr.Nagendra
Singh Committee 1963
C.V.Venkateswaran
Committee 1965 (Rs 37 crore)
C.V.Venkateswaran
Committee (cost up gradation) 1971 (Rs 53 crore)
Government
of India Technical Committee confirms feasibility of the scheme but shelves it
due to cost factor 1980 (Rs 110 crore)
Ministry
of Shipping and Transport (Port Wing) Committee 1981
H.R.Lakshminarayanan
Committee 1983 (Rs 282 crore)
Tamil Nadu Assembly passes
unanimous resolution
seeking implementation of Sethu project 1986
Report
of Pallavan Consultancy Services Ltd 1996 (Rs 685 to Rs 1200 crores depending
on the draft)
Now
that it becomes clear that all these expert committees have found the project
feasible, the one constituted in the
allocation made by the Union Minister would have also have endorsed the same view.
Way
back in 1860 when the Suez Canal was on the drawing board the British Maritime
pioneers had discovered that a shipping canal off Rameshwaram coast will save
approximately 36 hours of sailing time between Madras and Tuticorin and reduce
the distance by 434 nautical miles i.e. about 803 kms. The latest in the series
of studies is by the Tamil Nadu Government owned Pallavan Consultancy Services,
which says in its Report on March 1996 that "the project can be completed
at an estimated capital cost (1996 price) of Rs 685 crore, Rs 760 crore, and Rs
1200 crore for a canal of 30 feet, 31 feet, and 35 feet draft respectively. The
payback period is 17 years, and thereafter the benefit from the canal project
would be Rs 47 crore in the first year and Rs 100 to Rs 120 crore in the
subsequent years. According to the 1996 ratings earnings of foreign exchange is
estimated at Rs 35 crore besides a reduction in fuel import by Rs 200 crore.
The approved Sethu Canal alignment envisages the creation of a 180 km long and
200 meters wide canal to connect the Gulf of Mannar with the Palk Straits off
Rameshwaram in Tamil Nadu. But major dredging needs only to be done only for
about 15 kms on Mannar side and 12 kms on the Palk Bay side since a natural
shipping canal already exists there.
In
view of the economic benefits that will generate prosperity to Southern Tamil Nadu,
we urge the Union Government to give the go ahead or speed up negotiations to
hand over the project too private sector under B.O.T.basis. Nanguneri Free Trade
Zone inaugurated recently is in the near vicinity. Unless infrastructure projects
of gigantic nature like Sethu Canal
project are taken up it will not achieve the required prosperity in our times.
We
only urge what the NDA Manifesto promises, what the Prime Minister promised to
the people of Tamil Nadu in a Marumalarchi DMK rally at Chennai, what has been
incorporated in the previous years budget, what had been announced by the Union
Defense Minister in Rameshwaram and Tuticorin on 6.1.1999 and in which as
translator of his speech, I have little memory left to recall that promise, to
be fulfilled before the Assembly elections ahead, as after having waited for
141 years for this project, the people of Tamil Nadu must get it.". Thus
Dravida Peravai urged the Union Government.
Close
on the heels of submission of this memorandum, the Union Budget was presented
for the year 2001-2002. Dinamani, Tamil daily in its front page published the
salient features of the budget. In the same front page it pointed out that no
funds were allocated for the Sethu Samudram project. The funds allocated for
the year 2000-2001were not utilized since a comprehensive feasibility study for
which those funds were earmarked was not undertaken during that financial year.
Dinamani recalled Nandhivarman's meeting with Union Defence Minister previous
week in this connection and said as feared, in budget no funds were allocated
for Sethu samudram project. It also stated MDMK General Secretary Vaiko
expressed disappointment over these lacunae. Subsequently Junior Vikatan
published a story in its issue of 14 th March 2001.Then there were protests
from all quarters.
Meanwhile Srilanka suddenly announced that
India and Srilanka will undertake a feasibility study to construct a Hanuman
Bridge across the Palk straits. Srilankan
Investment Corporation Chairperson Mr.Jayasoorya had said that the feasibility
is over and soon India and Srilanka are going to put their signatures for green
signaling this project at a cost of Rs.4000 crores. According to that project a
six way track for road and rail traffic was mooted. The distance of 29.2
kilometers between Thalaimannar and Dhanushkody will be connected by this
bridge. Sweden and Denmark have a sea bridge for 23 kilometers. If this bridge
is completed it will beat that record, Sri lanka proclaimed.
Dravida
Peravai criticized this project as a BERLIN WALL ACROSS THE PALK STRAITS
PLANNED TO SEND SETHU SAMUDRAM PROJECT FOR BURIAL.
In Parliament the Rajya
Sabha member from Pondicherry Mr.C.P.Thirunavukkarasu (DMK) raised his voice
against this project. The Swadeshi Protection Movement organized protest in
front of Memorial Hall Chennai. MDMK General Secretary Vaiko wrote to the
Center protesting this plan.
After
so much delay suddenly Tuticorin Port Trust on 1.09.2001 called for global
tender... The Notice Inviting Global Tender vide No E(C)/F.42/8/2001/DB was
published in all newspapers. Last date for receipt was extended to December 15,
2001. The Chairman of Tuticorin Port Trust said in the media that the feasibility
study will be over by April 2002. In this process the same National Environment
Engineering Research Institute was selected and it gave its Report. Acting on
that report, National Democratic Alliance government did not do anything.
2004
POLLS: Unprecedented victory of all 40 seats in Tamil Nadu and Pondicherry by
the Dravida Munnetra Kazhagam led
Alliance resulted in United Progressive Alliance coming to power. The DMK
nominee in the cabinet holding Shipping & Surface Transport portfolio
Mr.T.R.Baalu used all persuasive powers at his command to get a cabinet nod for
this project. Union Finance Minister P.Chidambaram too did his best to see this
project become a reality. And meanwhile in public hearings on this project
politically motivated vested interests plotted to raise hue and cry against
this project. To politically deny credit to DMK Ministers every effort was
taken. The Tuticorin Port Trust under the dynamic leadership of Chairman
Ragupathy answered all doubts raised by full page advertisements in many
papers. It deserves reproduction separately.
GOOD NEWS ATLAST
Ultimately CABINET CLEARS SETHU
SAMUDRAM PROJECT.
Canal
to reduce distance between East and west coast by 424 nautical miles, travel by
30 hours
CABINET
NOD FOR SETHU PROJECT
New
Delhi May 19,2005, The government today cleared the long delayed Sethu Samudram
Ship Canal project off Rameshwaram in Tamil Nadu that would vastly reduce
distance between East and west Coasts of India.
This
2427.40 crore project cleared by the Cabinet Committee on Economic Affairs may
also tap the capital market through initial public offering or private
placements to raise Rs 226 crore.
Announcing
the CCEA decision Finance Minister P.Chidambaram said a special purpose vehicle
would be set up for the implementation
of the project that would create a navigational canal.
The
canal will reduce distance of up to 424 nautical miles and sailing time up to
30 hours for ships between the east and west coast.
Elaborating
this project Chidambaram said it was a dream for over 100 years. With the
cabinet nod, the Government had fulfilled the CMP and budget promises, he said.
“It
opens up a channel that would enable ships to avoid going around Srilanka".
he said. Adding the channel would bring benefits as was the case with Suez
Canal and Panama Canal. The total project cost would be Rs 2,333 crore and
financing cost Rs 194.40 crore. Chidambaram said adding the SPV will raise the
funds. He said the financial structure of the SPV would be in the debt equity
ration of 1:5:1
The
Finance Minister said the Sethu samudram Corporation Limited will be the nodal
agency for raising resources and implementing the project through Tuticorin
Port trust.
Elaborating
on the Government contribution in the SPV, Chidambaram said it would contribute
Rs 495 crore, while the Shipping Corporation of India and Tuticorin Port Trust
will contribute Rs 50 crore each. The Dredging Corporation of India along with
Port Trusts of Chennai, Ennore, Vizag and Paradip will contribute Rs 30 crore
each.
The
project has been hanging fire for almost a century and a half, envisages
linking the Arabian Sea with the Bay of Bengal by dredging the shallow waters
to the north of Srilanka, thereby
creating a navigable canal across the Gulf of Mannar, Palk Bay and the Palk Straits.
These
waters have hitherto not been navigable by cargo shipping and the justification
for the project is that it will save about 400 kilometers of sailing distance
between east and western coasts of India.
An
environmental impact assessment report was prepared by the NEERI of Nagpur
although it has reportedly had no previous experience with marine projects of
this nature. (PTI)
Courtesy: New Indian Express
May 20, 2005.
THANKS FOR ALL WHO MADE ANNA'S DREAM COME TRUE
This
website thanks the Union Government headed by Mr.Manmohan Singh for having
given the clearance for Sethu Samudram project. Dravida Peravai first thanks
A.D.Taylor who mooted this suggestion in 1860. Dravida Peravai thanks all
parties of the United Democratic Alliance for having stood for this project.
Though
many had strived for the efforts of Kalaignar M.Karunanithi, President DMK with
all his national stature and political clout led to the green signaling of this
dream project. A special thanks to him by all Tamil peoples.
Marumalarchi DMK General Secretary Vaiko can
be equally singled out for praise for his tireless efforts. Dravida Peravai
thanks Comrade George Fernandes for the efforts he had taken during his tenure,
but which failed against the Srilankan lobby which was against this project
fearing it would eat into the profits of their country's harbours.
Dravida Peravai had a small role in the long
drawn struggle for that project. Our intention is to place that on record.
Having
said all, it should be stated that Sethusamudram project was mentioned by
Aringnar Anna as one of the 1000 crore projects he spelt out for Tamil Nadu's
prosperity as Opposition Leader in the floor of the Assembly in 1957-1962.
On
becoming Chief Minister of Tamil Nadu to urge the Union Government grant this
project and Salem Steel plant he gave a call to organize "Ezhucchi Naal
"(Day of Uprising). As Student DMK Convener N.Nandhivarman spoke at Senji
Salai thidal of Pondicherry at that time. Now whole Tamil Nadu feels happy that
Anna's dream is coming true
.
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