2006 : DRAVIDA PERAVAI APPEALED TO MOUN MOHAN SINGH INDIAN PM WHO REMAINED SILENT SAMIYAR

IN OPPOSITION BJP SOUGHT REPORT ON TAMIL EELAM BUT IN POWER DEVELOPED SELECTIVE AMNESIA

SEA LEVEL RISE AND CHANGING COAST LINE IS NOT GOD MADE.... NATURAL FORMATIONS

Search Ram first before reaching Ram's bridge Thu, 2007-05-10 01:10 — admin

Nandhi Varman - General Secretary Dravida Peravai in 2007 ... We debated opponents counter debated which is open in networld.... We are placing our viewpoint before history...... 

The BJP and its policies based on a mythical hero with no relevance to people's issues is a mirage chase. A mirage which BJP cannot reach to quench its thirst for power. Hue and cry over non existent Ram's bridge had been catapulted into a matter of national debate. Dravida Kazhagam, the parent body of all major and minor Dravidian political parties including Dravida Peravai had done the logically correct thing to counter the propaganda of falsehoods unleashed by the forces of fascism.

Paula Richman wrote a book titled "Many Ramayanas" Yes the question before us is to accept which Ramayana as true story?. Vishwa Hindu Parishad is not ready to accept truth or explore hidden truth or accept the multiplicity of Ramayana versions. That is fascism and nothing else. Paula Richman refers an incident in her book. "In 1993 the VHP destroyed an exhibition because it depicted the Jain Dasaratha Jathaga version of Rama and Seetha as siblings." Who could be the arbiter? Should anyone take the matter to International Court of Justice because it involves Ramayanas originating from different cultures and countries? Individuals cannot go to International Court of Justice. Some nation must take the matter to court, to prove its version of Ramayana as true history. Till the matter is decided, no question of resolving Ram's birth place and Ram's Bridge could be resolved or settled. First and foremost to be decided is which of the Ramayanas is true history?

Laos Ramayana: Buddha recited the story of Rama to his disciples, in Laos; they believe that the jataka tale to be tale of Buddha's previous birth. There are two popular versions of Ramayana namely Phra Lak Phra Lam and Gvay Dvorahbi. According to these Ramayanas, Ravana is the nephew of King Dasarath. Rama while roaming in desert in search of Sita eats a fruit and becomes a monkey. [The biblical Adam and Eve's story and its resemblance could also be taken note of] After becoming monkey Rama meets Nengsi, a woman turned into monkey and marries her. Hanuman is their son. After killing Ravana, Ram marries his widow.

Thai Ramayana: The earliest version of Ramakien dates back to 13 th century and Thais believe their version to be the original story. In Ramakien many places in Thailand have been identified with Ramayana episodes. The city of Ayutthaya i.e. Ayodhya has been mentioned as capital of the kingdom. Ramakien vividly describes the marriage of Hanuman. According to Thais, Hanuman had many affairs and children.

Jain Ramayana: According to historian D.N.Jha in Jain Ramayana it is Luxman who kills Ravana. Neither Ram, Luxman nor Hanuman is monogamous. Luxman has 16,000 wives while half that number Ram has, says D.N.Jha. "In Buddhist Ramayana Rama and Sita are siblings who later got married while in Jain Ramayana Rama has 8000 wives. Historian D.N.Jha links the monogamous Rama to the patriarchal society, a symptom of which is also Sita's agnipariksha."

Cambodian Ramayana: Cambodian version "The Reamkher" states Ram as incarnation of Vishnu. Akaingameso which means God's doorkeeper was reborn as Ravana. Sita, in her earlier birth was the wife of Indra, who was insulted by Ravana. To avenge the wrong she was born as Ravana's daughter. Ravana was cautioned by his astrologer and brother Bibhek about his daughter's evil birth. Ravana put her in a chest and buried her. King Janaka later discovered her. The Reamkher follows Valmiki episodes on Ram's friendship with monkey chiefs and construction of the bridge. There is one important deviation. Sita gave birth to a son named Ramalaksha parented by Valmiki.One day she went to the river for a bath with her son when the sage was in deep meditation. After meditation Vamiki could not see his son, hence created another son by his yogic power and named him Jupalaksha.

These are some of the versions. BJP and VHP must first of all find out whether Sita is the wife of Valmiki ? They must find out whether Rama had 8000 wives, Lakshman had 16000 wives or Dasarathan had 60000 wives. The Ravana and Sita being father and daughter and the Rama and Sita being brother and sister, are existing stories in various cultures. We did not write these Ramayanas, and all Ramayanas are written by pious people and not atheists like me.

The Dravidian Movement took up cudgels against the Kamban's version of Ramayana and the journal Kudi Arasu edited by Thanthai E.V.Ramasamy Periyar published series of articles by Chandrasekara Paavalar. Aringnar Anna challenged Tamil scholars to come for open one to one debate on the purpose of Kambaramayanam and its imposition on Tamils to subjugate them under Aryan Illusion.

Navalar Somasundara Bharathiar and Chollin Chelvar R.P.Sethu Pillai debated with Anna and openly admitted they have lost the debate. This debate in Tamil Book "Let Fire Spread" wants to illuminate Tamil hearts by symbolically burning Kamba ramayanam. Pulavar Kuzhanthai wrote Ravana Kavyam can be considered as Dravidian version of Ramayanam.

The question before us which of these versions is based on true historical facts. These are not days where everyone will accept anything with blind faith. If you place new facts to reopen a settled issue in history, you should place facts and prove it. Blind faith of BJP and VHP will not stand the scrutiny of the Age of Science.

Chinese had some truth to add to world's history, yes they wanted to tell the world that their sons only discovered America and not Columbus. Gavin Menzies wrote a book: 1421 : The Year China Discovered America. The book states about the 7 expeditions by Admiral Zheng He between 1405 and 1423 with a fleet of 317 ships and 28,000 men. Chinese Government organized exhibitions, and the postal authorities of Hong Kong, Macao, Singapore, Malaysia and Thailand issued postage stamps commemorating Zhen He's discovery. At a cost of 50 million dollars a Museum is being set up. If BJP and VHP had truth in their arsenal let them use it first. Lungpower alone will not establish truth. When they ruled India, BJP combine tried its best to use all money at its command to prove many falsehoods; ultimately they failed in all such adventures.

How Fast Do Monkeys Fly?

In October 2004, a lecture by Berkeley Professor R.P.Goldman titled "How fast do monkeys fly? How long do demons sleep" which took place in New Delhi is reported in the Times of India [Mumbai edition] dated Saturday October 30 2004. According to Dr.R.P.Goldman "ancient Sanskrit scholars who made intense study of Hindu mythological texts like Ramayana tried to rationalize several of the seemingly improbable tales like Ravana's ten heads, or how fast Hanuman the monkey god could have flown to get the sanjivini or elixir, for Laksman or even how long Kumbakarna, Ravana's brother, might have slept."

In order to apply the rationalist paint to the absurd story of Ravana having 10 heads, since none of the findings about extinct species have found a single 10 headed human fossil, they said that Ravana actually had one head and the other 9 were reflection on the large 9 polished gems that he wore around his neck. The success of rationalist movement compels scholars to spin new tales to justify foolish tales.

Another important question that these scholars raised was how long could Hanuman have taken to fly to the Himalayas to the Mahodaya Mountain to fetch the life giving herb for Laksmanan from Lanka, where the battle was raging? Goldman says that some of the scholars calculated that roughly at a speed of 660 kilometers per hour Hanuman flew, plucked the mountain, and flew back to Lanka. Then "Hanuman was quite ecologically conscious" the Professor R.P.Goldman states in order to save ecology Hanuman flew again back to Himalayas and pasted the plucked mountain with an adhesive still not found by scientists.

This is the scholarly research which BJP and VHP want us to accept. Can anyone with brain assimilate this research as proven scientifically and established beyond an iota of doubt? No one will swallow this foolish finding. Dravida Peravai wants BJP and VHP to prove all these impossible feats first before staking claim to Rama's Bridge in Gulf of Mannar.

Rama's Bridge

So far historians have found evidences that first human on Earth dates back to 60,000 years. Journey of Man by Spencer Wells which was also telecasted in National Geographic Channel claims that first human beings were from Africa. The book also claims that all humans are one; there exists a common gene named Sangene in all human beings. While writing about this book in my article titled Black Race and Brahma's Face, I had written that these findings which prove human race is one is a severe indictment of a race that claims superiority among others and one which never accepts all humans as equals, thus people who claim to have born from Brahma's face who built castles of lies in the name of varunasharadharma, have been proven to be totally unscientific and idiots claiming superiority on earth at the cost of fellow human beings,

The reason to state this is because in www.virtuallibrary.com of Srilanka claims:

"NASA Images Find 1,750,000 Year Old Man Made Bridge between India and Srilanka"

Under this title the Aryan lobby writes "In the 18 th incarnation of Lord Krishna, the Lord appeared as King Rama. In order to perform some pleasing work for the demigods, he exhibited superhuman powers by controlling the Indian Ocean and the killing of the atheist King Ravana, who was on the other side of the Sea"…. Srimad Bhagawatham, the site claims.

Let us examine the falsehoods one by one. We from the Dravidian Movement are atheists but not Ravana; all know that Ravana as per epics is a devotee of Lord Siva. The doubt which arises to me is why should a reincarnation of God perform superhuman deeds to impress demigods? Does it mean that Demigods are more powerful than the Original God on reincarnation?

How does God control Indian Ocean?

UNESCO had constituted an Intergovernmental Oceanographic Commission to undertake research of the Indian Ocean. This commission had not found yet anything that Gods did in Indian Ocean as per Srimad Bhagawatham. Well Dravida Peravai urges the Indian Government to refer the matter of Rama's Bridge to this Intergovernmental Commission and if this commission says that there is no Rama's bridge, will all BJP and VHP followers give up their religion and become atheists. Graham Hancock had written a book titles Underworld: The Mysterious Origins of Civilization.

In 1981 Daniel Behrman had written a book Assault on the Unknown. There are many books on Indian Ocean. All these books give us evidences on the continental drift, the submerged lands of the Lemuria, which Tamils prefer to call as the Kumari Kandam. The challenge posed by BJP and VHP must be accepted and we must use the National Institute of Oceanography to indulge in the study of under water archaeology to bring to light the great past of the Tamils. Tamil literature says 49 countries were lost to the seas, including River Kumari and River Pahruli. If Ramayana, an epic says Rama constructed a bridge and if that has to be probed, we Tamils demand that what all Tamil literature says about First and Second Tamil Sangams and the land loss to Tamil homeland namely Kumarikandam also should be studied.

In 2004 Dinamani Tamil Daily reported that in Bangalore a scientist Graham Cook displayed finds from the under water exploration he made near off the coast of Poompuhar, the Chozha Port and displayed video scenes of submerged Poompuhar and bdisplayed out 2000 artifacts from the Sea. Using carbon dating and other scientifically proven methodology in archaeology he said that the Poompuhar Civilization dates back to 7500 B.C. Tamils must be proud to have scientific evidence that pushes its civilization to an earlier period compared to Indus Valley Civilization. Instead of repeating like parrots that we have 2000 years of history, Tamil scholars must claim that we have a civilization which is 10,000 years old.

The probe BJP wants to undertake will only prove the Tamils past. It is well known fact that due to rise and fall of sea level both India and Srilanka got linked up in land 65,000 years ago, Before 27000 years due to rise in sea level India and Srilanka got separated. Around 17,000 years ago when sea level dropped both land masses joined and later parted. The study made by Trichirapalli Bharathidasan University Earth Sciences department states that before 1.4 million years sea was close to Madurai.

Before 90,000 years Chennai, Puducherry and Vedaranyam were surrounded by seas. We all know that global warming will result in rise in sea level and Tamilnadu coast will undergo changes. These are all natural phenomenon. When lands get linked and then gets separated sand domes will naturally be formed. Such domes could not be claimed as bridge. Contrary buildings exist beneath the seas near Poompuhar, where we can prove Tamil civilization,

Right from the beginning Srilanka had been conspiring to stall Sethusamudram project, and we all know the proposal by Srilanks to construct a bridge linking Srilanka and India, for which it gave an eye catching name Hanuman Bridge, perhaps to hoodwink the BJP. For argument sake if Hanuman Bridge had been constructed instead of Sethusamudram project will it not affect the Rama's so called Mirage Bridge? Dravida Peravai opposed it by calling it a Berlin Wall across the Seas.

Now again with no economic programme in its arsenal BJP wants to use an emotional appeal, hence resorts to Ram's bridge. But BJP conveniently forgets that Atal Bihari Vajpayee speaking in Indian Parliament in 1974 called Kachateevu as Valideep, where Rama fought Vali. Why BJP is silence on Valideep? Why they don't want to reclaim Valideep? Loss of Kacchateevu results in out fishermen getting killed. Reclaiming Kachateevu is not in BJP's agenda, but a Bridge is, what a mentality these fascist forces have ?

Nandhi Varman - General Secretary Dravida Peravai submitted this article for publication.

- Asian Tribune -

ACCOSTING THE SEA COAST 

 N.Nandhivarman in  New Indian Express

Nowadays seas frighten the fisher folk. For centuries fisher folk had established unassailable bond of love with seas, but in post tsunami phase every change in the sea causes nightmare. The sea recedes and people become panicky. Waves enter villages lashing out the beaches. People run hither thither for safety. Kanyakumari to Cuddalore almost for a week people of the coast spent sleepless nights and anxious days. This scenario had wakened up the social thinkers and scientists to look for solutions to coastal erosion. Changes due to continental drift are inevitable. Here too if we look at the projections made by scientists, the future world map of 100 million years and 250 million years show changes in India’s position but India always remain attached to the Asian continent. This should be viewed with consolation, because in past India was an island nation separated from Asia.

 “Our planet is a tri-axial ellipsoid, moving around the Sun in an elliptical orbit at 30 kilometers per second and rotating around its axis at 1,666 kilometers per hour which is faster than speed of sound. Such high speed rotation has resulted in polar areas being compressed towards the center and equatorial areas being bulged out” says Professor Vishal Sharma. Apart from these changes the coast of Tamil Nadu had undergone variations in the past but the present causes more concern. As per a study by the School of Earth Sciences of Bharathidasan University “Before 1.5 million years ago Sea extended up to Madurai. Around 90,000 years before Chennai, Pondicherry and Vedranyam were encircled by seas. Since sea level subsided 65,000 years ago India and Ceylon got connected. When sea level rose by 27,000 years ago both parted and when it fell by 17,000 years before joined again to part again". And amidst panic reaction to such studies, if we look at the map of coastal changes in Tamil Nadu, one could know that the coast instead of moving inwards had extended seawards. This is enough to give us fresh hope for survival braving the fury of Nature.

 VARYING TAMIL NADU COAST

The sea erosion of coast is not an India specific problem. "More than 80 percent of the world shorelines are eroding at the rates varying from centimeters to meters per year." says Orrin.H.Pelkey, Professor of Geology and Director of the Program for the study of Developed Shorelines in the Duke University, North Carolina, USA. He had authored two books and one of its titles has a message to all of us. “Living by the Rules of the Sea" is his book and it is high time we learn to live by the rules of the seas. 

A walk in the beach and breathing its salubrious breeze is world wide habit. But how many of those who visit beaches is aware on how beaches are formed? People are worried about erosion. But it is a fact that without erosion beaches could not be formed. "Without the process of erosion, we would not have beaches, dumes, barrier beaches and the highly productive bays and estuaries that owe their existence to the presence of barrier beaches" opines Jim O'Connell, the Coastal Processes Specialist of Woods Hole Oceanographic Institution. Well erosion might have helped beach formation, but it is sending alarm bells from Kanyakumari to Chennai and beyond. Let us look for some scholarly opinion in this regard. After a close study at the Pitchavaram forests near Chidambaram, M.S.Swaminathan Research Foundation reveals that "in between 1930 and 1970, the seashore had eroded by 550 meters. Between 1970 and 1992 the rate of erosion was about 12 meters." The writing on the wall is clear. In past Sirkazhi was a coastal town, which now is interior by kms. The Harbour of Choza Empire, Poompuhar is now beneath the seas. At present warning from Pitchavaram must awaken us. 

Apart from facing Nature's onslaughts with preventive measures, human errors too needs to be corrected. Sand is the food for beaches, and it is needless to say that our rivers are not supplying that food to the beaches. Human exploitation and drying of rivers depletes sand supply to beaches. Interlinking of rivers as often advised by our President A.P.J.Abdul Kalama will not only solve water crisis but will save dying beaches. 

Sea level rise is primarily due to the thermal expansion of the sea water and melting of the glaciers and ice caps. Artic Climate Impact assessment by 250 scientists says that “global warming is heating the Artic almost twice as fast as rest of the planet” United Nations sponsored Inter Governmental panel on climate change will be bringing out its fourth assessment by 2007. Changing Winds and currents in the Indian Ocean in 1990’s contributed to the global warming says a NASA study in the Geophysical Research Letters. The recent lashing of waves of Tamil Nadu coast was triggered by a storm near Australia, scientists say.

The National Hurricane Center of USA reports that “hurricanes release heat energy at the rate of 50 trillion to 200 trillion watts. This is equivalent to 10 mega ton nuclear bomb exploding about every 20 minutes.” But we in India are in one way lucky. Our coast will not be hit by hurricanes. Our cyclones are less intense. Storms that hit continental America have almost the full width of Atlantic Ocean to gain strength, since our cyclones emanate from Bay of Bengal there is neither room nor time for them to grow, and this natural phenomenon helps us in one way.

 Global warming also causes rise in sea level inundating coastal areas. We must know that most of the ice sheet rests on land that's below sea level. At a point called the "grounding line" it starts floating, thus displacing its own weight in water. And as it turns out, the line may not move much because the flow of the ice streams seems to be restrained by friction against rocks at the bottom and sides rather than the ice shelf. So if the ice shelf melts, the flow of the streams should not change appreciably. And since the volume added to the ocean depends on how much ice moves from land to water -- as determined by the grounding line -- the upshot seems to be relative stability. "The ice streams do not appear to be susceptible to the kind of unstable retreat once envisaged," says Bentley. "Their flow is largely insensitive to the presence of the ice shelf so the grounding line would remain the same."  Instead of possibly collapsing in 100 years, as was considered possible 10 years ago, Bentley says the West Antarctic Ice Sheet is more likely to collapse -- if at all -- in perhaps 5,000 years at the soonest. By this scientific prediction it becomes evident that sea level rise by global warming too will not cause more harm in near future, if we are well prepared for it with preventive measures. If governments have plans for beach nourishment with vegetation, which is the cheapest preventive measure, it will go a long way in arresting coastal erosion. Our survival instincts will save us in planet Earth, but let us strive to survive with forethought.

Courtesy: The New Indian Express-week end 4.06.2005

HISTORY OF THE STRUGGLE FOR SEDHU SAMUDRAM PROJECT MOOTED BY COMMANDER A.D.TAYLOR in 1860.....

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.

  That was on 6.1.1999. Then elections came in the way. Again when Nandhivarman stressed the necessity to include Sethu Samudram project  in National Democratic Alliance Manifesto, the President of Samata Party George Fernandes in a letter dated August 5-1999 wrote: "The matters pertaining to interlinking of rivers and related issues did figure in the last meeting of NDA. Sethu Samudram cannot be discussed at that moment as that would violate the code. However you can be rest assured that once the NDA is returned to power these items will be high on the agenda of the government."

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.

 EA Requirements

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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http://www.angelfire.com/indie/dravidian/

 [ BUT AGAIN IN THE NAME OF RAMS BRIDGE OPPOSITION WAS RAISED WITH JAYALALITHAA TOO BACKING SUCH DEMAND... THEN N.NANDHIVARMAN WROTE IN ASIAN TRIBUNE FROM THAILAND..... ]