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