THE ART AND CULTURE

1. SANGEET NATAK, LALIT KALA AKADEMI AWARDS GIVEN

THE CONTEXT: Forty-three artists were presented Sangeet Natak Akademi Fellowship and Sangeet Natak Awards for 2018, while Lalit Kala Akademi’s Fellowship and National Awards for 2021 were given to 23 by Vice-President.

THE EXPLANATION:

• The Sangeet Natak Akademi Awards are national honours bestowed by the government on performing artists and teachers and scholars in the field of performing arts. The awards were given in the categories of music, dance, and theatre. In addition, one category was reserved for traditional, folk, and tribal dance, music, theatre and puppetry.

About Sangeet NatakAkademi:

• It was the first national academy of arts set up by the Government of India in 1952. It is registered as a society under the Societies Registration Act, 1986.
• It functions as the apex body of the performing arts in the country, preserving and promoting the vast intangible heritage of India’s diverse culture expressed in the forms of music, dance and drama.
• It also collaborates with an international organization like UNESCO to save the cultural heritage of the country.

About Lalit Kala Akademi:

• It is an autonomous organization under the Ministry of Culture, established in 1954, by the then Minister for Education, Maulana Abul Kalam Azad. It is fully funded by the Ministry of Culture.
• It is the Government’s apex cultural body in the field of visual arts in India.
• It has headquarters at New Delhi and regional centers at Bhubaneswar, Chennai, Garhi (Delhi), Kolkata, Lucknow and Shimla.

THE GEOGRAPHY AND ENVIRONMENT

2. BENGAL COAST FACES THE MOST EROSION

THE CONTEXT: The Ministry of Earth Sciences, in a response to a question, informed the Lok Sabha earlier this week that of the 6,907.18-km-long coastline of the Indian mainland, about 34% is under varying degrees of erosion, while 26% is of an accretional nature and the remaining 40% is in a stable state.

THE EXPLANATION

• The National Centre for Coastal Research (NCCR), Chennai, an attached office of the Ministry of Earth Sciences (MoES), is monitoring shoreline erosion since 1990 using remote sensing data and GIS mapping techniques.
• In terms of percentage, West Bengal, located on the eastern coast of the country, with a 534.35-km-long coastline, suffered erosion along about 60.5% of the coast (323.07 km) over the period from 1990 to 2018. This is followed by Kerala on the west coast, which has 592.96 km of coastline and 46.4% of it (275.33 km) faced erosion.
• Another organisation under the Ministry, the Indian National Centre for Ocean Information Services (INCOIS) has prepared and published an atlas of Coastal Vulnerability Index (CVI) maps for the entire coastline of India at a 1:100000 scale.

 

3. RHINO POPULATION UP BY 200 IN KAZIRANGA

THE CONTEXT: The population of the greater one-horned or Indian rhinoceros in the Kaziranga National Park and Tiger Reserve has increased by 200 in four years to 2613, the latest census of the World Heritage Site’s flagship animal has revealed.

THE EXPLANATION:

• The last rhino census conducted in 2018 had put the number at 2,413.
• This year’s census had a first — the use of drones for the recheck of 26 park compartments where the sample survey was done.

INDIAN RHINO VISION 2020 (IRV 2020)

• Launched in 2005.
• Initiative led by Forest Department, Government of Assam, in partnership with WWF India, International Rhino Foundation, and several other organizations.
• Goal of IRV2020 was to increase the rhino population in Assam to 3,000 by establishing populations in new areas.
• Rhinos are now found in four Protected Areas in Assam: Pabitora Wildlife Reserve, Rajiv Gandhi Orang National Park, Kaziranga National Park, and Manas National Park.

ABOUT ONE-HORNED RHINOS

• Only the Great One-Horned Rhino is found in India.
• Also known as Indian rhino, it is the largest of the rhino species.
• It is identified by a single black horn and grey-brown hide with skin folds.
• They primarily graze, with a diet consisting almost entirely of grasses as well as leaves, branches of shrubs and trees, fruit, and aquatic plants.

 

CONSERVATION STATUS:

• IUCN Red List: Vulnerable.
• CITES: Appendix I
• Wildlife Protection Act, 1972: Schedule I.

FIVE SPECIES OF RHINO IN THE WORLD:

1. Sumatran Rhino: The Sumatran rhino has been on earth longer than any other living mammal. IUCN status- Critically endangered.
2. Javan Rhino: The Javan rhino is possibly the rarest large mammal on earth. IUCN status- Critically endangered.
3. Black Rhino: Black rhinos are the smaller of the two African species.
4. Greater one-horned Rhino: Greater one-horned rhinos are semi-aquatic and often take up residence in swamps, forests and riversides. IUCN status- Vulnerable
5. White Rhino: The White rhino is also known as the Square-lipped rhino. There are two subspecies of White rhino:

• Southern: Ceratotheriumsimumsimum approximately between 19,666 and 21,085 individuals exist. The Southern white rhino can be found mostly in South Africa, with smaller translocated populations found in Kenya, Namibia and Zimbabwe.
• Northern: Ceratotheriumsimumcottoni (only two animals remain). The Northern White Rhino is critically endangered. The sub-species was declared extinct in the wild in 2008, and there are only two individuals remaining in Ol Pejeta Conservancy in Kenya.

THE INTERNATIONAL DEVELOPMENTS

4. MODI, BIDEN TO DISCUSS BILATERAL TIES AT SUMMIT

THE CONTEXT: Prime Minister Narendra Modi and U.S. President Joseph Biden will hold a virtual meeting prior to the “2+2” Foreign and Defence ministerial meeting in Washington on 11th April 2022, to discuss bilateral relations and cooperation in the Indo-Pacific, the Ministry of External Affairs (MEA) and the U.S. White House announced.

THE EXPLANATION:

• India and the U.S. will hold their fourth annual “2+2” Defence and Foreign Ministry dialogue in Washington on 11^th April 2022, with the Russian invasion of Ukraine looming over the discussions and occupying a prominent place on the agenda. The last meeting in this format was in October 2020.
• The two sides will discuss defence, science and technology (particularly emerging technology), climate and public health (particularly cooperation on managing the COVID-19 pandemic), fortifying and building supply chains, as well as people-to-people ties, as per the readouts of the talks from the U.S. State and Defence Departments.
• India has raised the issue of commodity price impacts of the war, including at the United Nations. It has also purchased oil at a discounted price from Moscow — a move that has ruffled feathers in the Biden administration. The U.S. has said it is willing to help provide alternatives to India’s sourcing of oil from Moscow — which accounts for 1–2% of its energy imports.
• Several big-ticket defence deals are in the pipeline, especially for the Navy. The purchase of 30 Predator armed drones for the three Services is in advanced stages but has been delayed pending approval from the Defence Acquisition Council.
• Another major deal is a Navy tender for around 26 deck-based fighter aircraft for its existing INS Vikramaditya and the indigenous aircraft carrier Vikrant, which is scheduled to be commissioned in August.

ABOUT 2+2 DIALOGUE

·         The 2+2 dialogue is held between the foreign and defence ministers of two countries and is generally seen to be aimed at creating a mechanism under which the bilateral relationship takes a decisive strategic turn with greater integration of defence, security and intelligence apparatus.

·         A 2+2 ministerial dialogue enables both sides to understand each other’s strategic sensitivities more deeply, while taking into account the political nuances of the relationship, and also enabling the building of a more strategic grouping in a rapidly changing global environment, diplomatic and strategic.

• India has 2+2 dialogue with USA, Japan, Australia and Russia.

THE SCIENCE AND TECHNOLOGY

5. IMPROVED GSLV TO BE READY BY THIS YEAR

THE CONTEXT: The Geosynchronous Satellite Launch Vehicle (GSLV) with improvements added to its cryogenic upper stage (CUS) is expected to be ready in the second half of this year.

THE EXPLANATION:

• A high-level panel that examined last year’s failed GSLV-F10/EOS-03 mission had recommended measures for making the CUS more robust. Indian Space Research Organisation’s Liquid Propulsion Systems Centre (LPSC) is tasked with making the required modifications to the cryogenic engine-powered upper stage of the GSLV Mk II rocket.
• The GSLV-F10 mission on August 12, 2021, was designed to place the earth observation satellite EOS-03 in a geosynchronous transfer orbit, but the upper stage of the rocket malfunctioned, forcing the space agency to abort the mission. A national-level Failure Analysis Committee (FAC) later concluded that a leak in a Vent and Relief Valve (VRV) had led to a lower build-up of pressure in the Liquid Hydrogen (LH2) propellant tank, leading to a failed mission.
• Modifications planned to include a mechanism to ensure sufficient pressure in the tank before the engine burns and strengthening of the VRV to avoid leaks.

WHAT IS A GEOSYNCHRONOUS SATELLITE LAUNCH VEHICLE (GSLV)?

• Geosynchronous Satellite Launch Vehicle (GSLV) is an expendable space launch vehicle designed, developed, and operated by the Indian Space Research Organisation (Isro) to launch satellites and other space objects into Geosynchronous Transfer Orbits. GSLV is 49.13 m tall and the tallest among all other vehicles of Isro. It is a three-stage vehicle with a lift-off mass of 420 tonnes.

STAGES IN GSLV

• The first stage comprises S139 solid booster with 138-tonne propellant and four liquid strap-on motors, with 40-tonne propellant. The second stage is a liquid engine carrying 40-tonne of liquid propellant. The third stage is the indigenously built Cryogenic Upper Stage (CUS) carrying 15-tonne of cryogenic propellants.
• GSLV rockets using the Russian Cryogenic Stage (CS) are designated as the GSLV Mk I while versions using the indigenous Cryogenic Upper Stage (CUS) are designated the GSLV Mk II. All GSLV launches have been conducted from the Satish Dhawan Space Centre in Sriharikota.

 Difference between PSLV and GSLV

• GSLV has the capability to put a heavier payload in the orbit than the Polar Satellite Launch Vehicle (PSLV). PSLV can carry satellites up to a total weight of 2000 kg into space and reach up to an altitude of 600-900 km. GSLV can carry weight up to 5,000 kg and reach up to 36,000 km.
• PSLV is designed mainly to deliver earth observation or remote sensing satellites, whereas, GSLV has been designed for launching communication satellites. GSLV delivers satellites into a higher elliptical orbit, Geosynchronous Transfer Orbit (GTO) and Geosynchronous Earth Orbit (GEO).

 GSLV Launches

• Isro first launched GSLV on April 18, 2001 and has made 13 launches since then. The GSLV has had 8 launches successfully reaching its planned orbits, three outright failures and two partial failure, yielding a success rate for GSLV Mk I at 29% and 86% for Mk II. All launches have taken place from the Satish Dhawan Space Centre, known before 2002 as the Sriharikota Range (SHAR).

THE PRELIMS PRACTICE QUESTIONS

QUESTION OF THE DAY

Q. Which of the following animals in India receive the same level of protection as the tiger under Wildlife (Protection) Act 1972?

1. Lion-tailed maquaque
2. One-horned rhinoceros
3. Spotted Dear
4. Andaman Wild Pig

Select the correct answer using the code given below:

a) 1 only

b) 1 and 2 only

c) 2, 3 and 4 only

d) All of them

ANSWER FOR 9TH APRIL 2022

Answer: C

Explanation:

• Statement 1 is incorrect: The standing deposit facility (SDF) is the basic tool available with RBI to absorb excess liquidity.
• The SDF has its origins in a 2018 amendment to the RBI Act and is an additional tool for absorbing liquidity without collateral.
• The Reserve Bank on 8th April 2022, took steps towards normalization of liquidity management to pre-pandemic levels, with the introduction of the standing deposit facility (SDF) as the basic tool to absorb excess liquidity.
• Statement 2 is incorrect: The SDF would be at 3.75%, i.e., 0.25% below the repo rate and 0.5% lower than the marginal standing facility (MSF) which helps the banks with funds when required.
• At both ends of the LAF corridor, there will be standing facilities – one to absorb and the other to inject liquidity. Accordingly, access to SDF and MSF will be at the discretion of banks, unlike repo/reverse repo, OMO and CRR which are available at the discretion of the Reserve Bank.

[WpProQuiz 198]

 

THE CONTEXT: The SilverLine project – a semi high-speed rail corridor that connects one end of Kerala to the other – has been mired in controversy. The project, which has been in the making for the past 12 years, has drawn flak from activists, engineers, and the people who will be displaced by land acquisition. But the state government seems to be determined to proceed with the project. This article analyses this issue in detail.

ALL YOU NEED TO KNOW ABOUT THE SILVERLINE PROJECT

WHAT IS SILVERLINE?:

• The SilverLine is proposed as a stand-alone, standard gauge, electric, fully fenced rail line corridor.
• The proposed 529.45-km line will link Thiruvananthapuram in the south to Kasaragod in the north, covering 11 districts through 11 stations.
• The deadline for the completion of the project is given as 2025.

TECHNICAL FEATURES:

• When the project is completed, one can travel from Kasaragod to Thiruvananthapuram in less than four hours at 200 km/hr. On the existing Indian Railways network, it now takes 12 hours.
• The project will have electric multiple unit (EMU) trains, each with preferably nine cars extendable to 12.
• A nine-car rake can seat a maximum of 675 passengers in business and standard class settings.

IMPLEMENTING AGENCY:

• Kerala Rail Development Corporation Limited (KRDCL) or K-Rail, a joint venture between the Kerala government and the Union Ministry of Railways created to execute big railway projects, is the project’s proponent.

FINANCIAL REQUIREMENT:

• The corridor is projected to be built at the cost of Rs 63,941 crore.
• The line is expected to be constructed using equity funds from the Kerala government, the Centre, and loans from multilateral lending agencies.

CURRENT STATUS OF THE PROJECT:

• The Centre has only given in-principle approval to the project but the state government has begun the process of land acquisition.
• Out of 1,383 hectares needed to be acquired, 1,198 hectares will be private land.
• As part of the first acquisition stage, local revenue and K-Rail officials are on the ground, demarcating land and placing boundary stones that have faced strong public opposition.

SILVERLINE: THE REQUIREMENT OF THE TIME FOR THE PEOPLE OF KERALA

Even though known to be a linear state with a population of only 3.45 crores, Kerala is commonly divided and called Southern Kerala, Central Kerala, and Northern Kerala. The Highways are choked with the rush of vehicles. The existence of residential and commercial establishments along the major highways makes road development a dream that will not happen shortly. With road development at standstill, new vehicles are entering the roads of Kerala at the rate of 1 million per year.

Considering the capacity of traffic served by the rail corridor and the comparatively fewer resources required for realizing rail projects, a rail corridor connecting the North and south ends of Kerala seems ideal for the state. Since the existing rail corridor is serving the trains to travel at a low speed of 45km/hour only, the Government of Kerala in association with the Ministry of Railways has decided to construct a Semi high-speed rail corridor of 529.45 km length from Thiruvananthapuram to Kasaragod which will take only 4 hours to travel between the two cities by traversing at a dream speed of 200 km/h. This project is known to be “Silverline”.

POTENTIAL BENEFITS OF THE SILVERLINE PROJECT

FULFILLS THE TRANSPORT DEMAND:

• The existing railway infrastructure in the state cannot meet the demands of the future. The government claims the project can take a significant load of traffic off the existing railway stretch and make travel easier and faster for commuters.
• This will in turn reduce the congestion on roads and help reduce accidents and fatalities.

INDUSTRIAL AND ECONOMIC DEVELOPMENT:

• The project estimates that 2,80,000 hrs worth of human time and effort could be saved and directed towards other constructive purposes. It will lead to a significant increase in human productivity and efficiency.
• It will help in the expansion of Ro-Ro services, produce employment opportunities, integrate airports and IT corridors, and faster development of cities it passes through.
• The improved connectivity will increase business opportunities, ease of doing business, and industrial development.

ENVIRONMENTAL BENEFITS:

• Building capacities today to achieve a carbon net neutral world over the next three to four decades is the core aspect of the national strategy of all countries.
• High-speed rail systems leave a smaller carbon footprint than other modes of transport.

INTERNATIONAL EXPERIENCE:

• Japan’s high-speed rail system was developed and implemented by that country’s national railways when it was under immense financial stress due to borrowings. High-speed railways are also one of the factors that have spurred development in China.
• When the London underground railway was conceived, it was considered financially unviable. But today, the city of London’s economic activities would be inconceivable without it.

DEVELOPMENT OF TOURISM:

• SilverLine can provide easy, safe, and fast transportation facilities from the southern tip to its northern frontier. This would promote tourists to choose multi-destination tourism packages. It will create large opportunities for the tourism sector of Kerala.
• The SilverLine project will provide a huge growth potential in the tourism sector, which contributes to 10% of the domestic production of the state.

PUMP PRIMING THE ECONOMY:

• A major way to tackle the economic slowdown is to spend money on infrastructure development. Spending money on developing infrastructure will only do good, whatever the economic scenario.
• Infrastructure development will ultimately provide a huge boost to the employment/business market. These kinds of infrastructure projects are even more important in the current situation where the economic scenario is deteriorating due to Covid-19.

ATMA NIRBHAR BHARAT AND MAKE IN INDIA: 

• The technology and manufacturing companies required for the project are available in India itself. Rolling stock (train) can be manufactured in India by including it in the ‘Make in India’ scheme.
•  Several international manufacturers of trains have their units in India. The Silverline project has been developed in line with the public procurement policy of the Central government and the Atmanirbhar Bharat Scheme.

CRITICISMS OF THE SILVERLINE PROJECT

ENVIRONMENTAL DAMAGES:

• There has been significant opposition by environmentalists citing potential damage to the ecosystem. They fear the irreversible impact on the state’s rivers, paddy fields, and wetlands. This could trigger floods and landslides in the future, they say.
• The Kerala Paristhithi Aikya Vedi, a forum of eco-experts and activists, has called on the government to abandon the project and explore sustainable solutions.

FLAWED EIA PROCESS:

• A Thiruvananthapuram-based research institute, the Centre for Environment and Development (CED) completed a Rapid Environmental Impact Assessment (REIA) on the project. The research institute was not an authorized agency for doing Environmental Impact Assessments (EIA).
• A Comprehensive Environmental Impact Assessment (CEIA) is necessary to cover all the seasons in a year, not a REIA done through just one season.
• The report submitted focused on the project’s positive aspects while ignoring the major negative aspects and fails to suggest plans to mitigate them.

HUGE POPULATION DISPLACEMENT:

• K-Rail estimates that 9,314 buildings would have to be demolished. It is known that at least 10,000 families may have to be relocated. Once the Environment Management Plan (EMP) is complete, this number could be double the estimate.
•  The state has already been under the onslaught of two disastrous floods in recent times that displaced thousands who are still not rehabilitated so are the evictees of several land acquisitions.

THE METROMAN’S OPINION:

• Mr. Sridharan, the Metro Man says that the rail runs parallel to the existing railway line, which isn’t advisable as it would interfere with the future quadrupling of this stretch.
• He adds that SilverLine should be away from the existing line, either elevated or underground. Nowhere in the world high-speed or semi high-speed lines are planned at the ground level.
• According to him, no final location survey has been done on the ground for the Silver Line. Finalizing a railway alignment based on Google Maps or Lidar survey is not acceptable, particularly when land acquisition is being pursued with undue haste. When a final location survey is done, there will be a lot of changes and half the land acquisition will be a waste.

HUGE PUBLIC OPPOSITION:

• A group called Anti-K-rail Janakeeya Samithi(Peoples Committee), formed by those against the project, has also been continuously protesting against its implementation for more than a year.
• The face-off between the people and the police and K-Rail officials has become a regular feature in Kerala with the protestors accusing the police of high-handedness.
• The Chief Minister of Kerala has characterized those opposing the project as anti-development, which has further enraged the people and the opposition parties.

POOR TRANSPARENCY:

• The main project document, the Detailed Project Report or DPR, is still not public. It is also speculated that K-Rail has not yet finalized the DPR.
• It is inconceivable to witness such secrecy and lack of accountability from a state used to top governance rankings.
• Meanwhile, K-Rail has made the alignment (the route) of the corridor public, leading to speculations by people who may lose their land and those who are moving in to grab prime land around the project.

PARTITIONING THE STATE:

• A major part of the Silver Line is designed as a fully fenced large bund, called embankments. Embankments in the project are mud-rock-concrete structures with concrete retaining walls, with a width of 15 to 30 m. These embankments would have a height of 1 to 8 meters above the maximum flood line (MFL). This forms 55% of the total distance of the alignment, which is 292.73 km.
• The project will look like a fort that separates the east and the west of Kerala. Bridges would be provided for people to cross over and drains for water to flow.
• While people may eventually get used to such impediments to their free movement, it will be difficult to stop water overflow, especially the torrential rains and floods that are an annual feature now.

POOR KNOWLEDGE OF LOCAL ECOLOGY:

• An analysis of the REIA shows that literally a watershed in the vicinity of the project in Kerala’s landscape. The rail corridor can block rainwater drainage and aggravate the impact of floods. The report also talks about the project affecting paddy fields and flood plains. The corridor also cuts through the mangrove forests of north Kerala.
• But the report suggests reducing the environmental impact by planting new mangroves after the construction. Neither the project proponents nor the scientists seem to be knowledgeable on matters related to landscape, ecology, and ecosystems.

DETRIMENTAL LAND-USE CHANGES:

• There will be a change in land use in the project area, around 500 meters towards each side of the rail corridor. This means the area and people living 500 meters on both sides of the corridor would be directly affected through mobility, access to resources, and even livelihood.
• Ironically, Kerala does not even have a land-use policy, and the draft of such a policy that was first presented in 2010 is still gathering dust in the Revenue Department.

NO SCOPE FOR INTEGRATION:

• The rail line is a stand-alone standard gauge project, with no integration possible with the present railway projects, which are all broad gauge rail systems. The Silver Line railway stations are away from present railway stations and road or rail networks, making it costly to build new last-mile connectivity.
• K-Rail proposes to raise loans to spend on this project alone. But the corridor would be viable only with such last-mile connectivity in place.

DOUBTFUL FINANCIAL VIABILITY:

• The Centre has also taken a firm stand against the project, stating a small state like Kerala cannot withstand such a huge financial liability.
• The Kerala government was expecting assistance of Rs 2,150 crore from the Centre. But the Centre has rejected the state’s request for a standing guarantee for a foreign loan. Allotment from the central fund is also uncertain.
• More than half the total amount to be spent on the project is expected to come from foreign institutions, but as of now, the Union government has not given its support.
• Independent experts suggest that the project will overshoot the present estimate and run into Rs 2 lakh crore, adding to the already precarious state finances and public debt.

NO SILVERLINE IN KERALA’S SILVERLINE FOR ECOLOGY

Kerala’s Silver Line project, a semi high-speed railway line that proposes to connect the north and south of the coastal state, could be unimaginably disastrous to the region’s fragile ecology. For instance, the Madayipara Biodiversity heritage site in North Kerala’s Kannur district is a laterite hillock surrounded by Kuppam, Ramapuram, and Peruvamba rivers and the ecologically fragile Kavvayi backwaters. The hillock is home to 657 plants, 142 butterfly species, 186 bird species, and 60 species of odonates. It also has 24 species of reptiles, and 19 species of amphibians, which are rare and endangered ones. Though the hillock represents less than 0.01% of Kannur, it harbours 58.75% of the flora in the district.

About 132 km south of Madayipara is the Kadalundi bird sanctuary and its estuarine ecosystem. A little away from Kadalundi, the highly ecologically sensitive Ponnani-Thrissur Kole wetlands remain spread over 13,632 ha, which is considered the third largest of their kind in entire India, after Chilika Lake (Odisha) and Amipur Tank (Gujarat), in terms of the number of birds it supports. Ornithologists note that 241 species of birds, including passerines, have been recorded in these wetlands, of which 30% are migrants.

Close to Ponanni lies Thirunavaya, a village with numerous ponds, lakes, and wetlands. Here, over 30 families meticulously tend lotus flowers to supply to different temples in the state, including the famous Sri Krishna Temple in Guruvayur. Experts observe that the environmental, social, and financial equilibriums of Madayipara, Kadalundi, Ponnani, and Thirunavaya would be badly affected along with numerous other villages between Kasargod in north and Thiruvananthapuram in the far south if the project goes through.

KERALA MODEL OF INFRASTRUCTURE DEVELOPMENT- A POLITICO-BUREAUCRATIC ENTERPRISE?

Kerala seems to be in the habit of bulldozing through technically unviable, financially intensive, and ecologically destructive projects. The Vizhinjam International Port is a classical case study. The project has unleashed an environmental disaster and is also facing a financial breakdown. Many scientists, environmental groups, and fisherfolk had voiced their opposition to this project right from the beginning and were characteristically ignored by the political parties and bureaucrats. The arguments of the public ran the same narrative as in the case of the Silver Line. In the last five years, hills have been quarried for rocks to be deposited into the sea to build the sea wall for the port. But every time the coast is hit by a cyclone or high tidal waves, the walls collapse, wasting precious resources. Only a quarter of the sea wall has been built, and the project has already shot its timeline by nearly two years. It has also eroded the fishing and tourist beaches, including Kovalam and Shankhumukham. Hundreds of fisher families have lost their homes to the sea. The Vizhinjam project, which was hyped to make Thiruvananthapuram a paradise, has now become a center point of disaster.

THE WAY FORWARD:

ADDRESS THE CONCERNS OF ALL THE STAKEHOLDERS:

• Considering Kerala’s fragile landscape and social conditions and the magnitude of the project, a CEIA is imperative. The government has initiated the process for a detailed EIA and also a Social Impact Assessment (SIA).
• Meanwhile, the land acquisition and evictions shouldn’t be going ahead without completing the EIA and SIA and placing them along with the DPR for public consultations.
• People and experts have demanded that all project activities should be stopped till the DPR and EIA are done and made public and all alternatives evaluated.

DEVELOP A COMPREHENSIVE TRANSPORT POLICY:

• Several groups have demanded a comprehensive transport policy in the state instead of the expensive Silverline project.
• This will provide a road map and vision for the development of transport infrastructure in the state based on long-term planning multi-modal integration and can have general public support.

SPEED UP RAILWAY INFRA PROJECTS:

• Kerala must speed up all the ongoing rail projects to allow the lines to run Vistadome coaches and high-speed trains like the Gatimaan Express that continue to use the broad gauge track. The standard gauge track without any future or expandability seems not a good idea.
• The Indian Railways plans to increase the speed of a few trains to 160 km per hour. If this is possible in the existing railway line in Kerala, it would have a transport system whose environmental cost is already paid.

AN HONEST ASSESSMENT OF THE FINANCIAL VIABILITY:

• The capital-intense nature of the project and the impact on Kerala’s finances need independent evaluation as the K-Rail estimates seem to underestimate the project costs.
• Also a debate should be there on the necessity to change the current Centre-State fiscal regime to ensure that States can indeed invest in projects of infrastructural importance.

DECENTRALIZE DEVELOPMENTAL OPPORTUNITIES: 

• The state needs to promote decentralized development, including access to socio-economic infrastructure and employment.
• This will reduce the pressure on existing transport infrastructure, address the problem of climate change and promote environmental sustainability.

LEARNING THE LESSONS FROM THE PAST:

• Kerala needs to learn from the huge destruction that nature unleashed on its people due to its obsession with “development”.
• The politico-bureaucratic elites need to come out of the notion that development means dams, bridges, high-speed rail, multiplexes, etc. only.
• They must also need to base sustainable development policies and practices on developmental discourse and practices.

A FEASIBLE LAND ACQUISITION POLICY:

• The government’s land acquisition policy needs to be tailored so that the pain of displacement and relocation is minimized.

THE CONCLUSION:  A project of this size and complexity will involve issues of implementation, resource mobilization, the important task of measuring the local environmental impact, specific alignment of tracks, and humane compensation policy. All of these can and must be addressed and till then the state government needs to slow down a bit. And if after all the evaluations, the project is found to be unviable, then it is better to look for alternatives.

QUESTIONS:

1. Explaining the salient features of the SilverLine project of the state of Kerala, comment on its social, economic, and environmental implications.
2. “A top-down approach to infrastructural development is not in tune with the idea of sustainable development”. Examine the statement in the light of the Silverline project of the state of Kerala.
3. Democratic decentralization sans developmental decentralization can have major socio-economic and environmental consequences. Illustrate.