A critical analysis of K-Rail project

*This article is written by* **Aseeniya Ayni***. She is a student at Sree Narayana Law College Poothotta, Kochi. She is also working as Officer of Community Development and Human Rights at Rise-Up Forum*

Nowadays, we hear a lot of news against the Kerala government’s Silver Line rail project.

There are a lot of conflicts arising on behalf of this project. The majority argues that K-Rail may cause many economic and environmental issues. It causes more harm to the entire state than its positives.

We can only conclude whether a project is feasible or not, by comparing both sides of that project.

WHAT IS THE SILVER LINE RAIL PROJECT?

As per Kerala Rail Development Corporation Limited (KRDCL), the project deadline is supposed to be 2025.

KRDCL, often known as K-Rail, is a joint venture between the Kerala government and the Union Ministry of Railways to carry out large-scale railway projects. Thiruvananthapuram in the south and Kasaragod in the north will be connected by a 529.45-kilometer route that will pass through 11 districts and 11 stations. When the project is finished, it will take less than four hours to travel from Kasaragod to Thiruvananthapuram at 200 km/hr., compared to 12 hours presently.

MOTIVATION BEHIND THE SILVER LINE PROJECT

According to urban policy analysts, Kerala’s older railway infrastructure would not be able to meet future needs. As we have frequent twists and turns, most trains run at 45 km/hour.

As per the expectations of the government, this project will help speed up commuter travel by alleviating the significant volume of traffic, which in turn results in fewer traffic jams and accidents on roadways will come down to an extent.

The government also believes that the line will reduce greenhouse gas emissions, create new job opportunities, expand Ro-Ro services, connect IT corridors and airports, also, elevate the development of the areas it travels through.

FEATURES OF THE SILVER LINE PROJECT

The initiative of the Silverline project will have Electric Multiple Unit (EMU) trains that have nine cars which might later be expanded up to 12 cars, as per K-Rail. The passenger capacity anticipated per train for a 9-car set is 75, based on the average daily traffic of 80,000 passengers.

The railway line for Silver Line project will touch Thiruvananthapuram to Kottayam, Ernakulam (Kakkanad), Kollam, Chengannur, Cochin Airport, Kozhikode, Kannur, Thrissur, Tirur, and Kasaragod, with stations in Kottayam, Ernakulam (Kakkanad), Kollam, Chengannur, Cochin Airport, Thrissur, and Tirur.

For K-Rail, the government has to purchase a total of 1,383 hectares, including 1,198 hectares of private land. The fund of 2100 crore for the project was contributed by Kerala Infrastructure Investment Fund Board (KIIFB), the government’s central investment arm.

POSITIVES OF THE PROPOSED PROJECT

Reduces the pressure on Kerala’s heavily choked 1,800 km highways.
Fast and high-quality connectivity
Substantial deduction in road accidents by relieving congestion on roads
Beneficial to the tourism sector as visitors’ movement between destinations will be efficient and economical.
Fuel consumption will be saved to the largest extent.
Reduction in Greenhouse gas emissions, as conventional transport is replaced by the Silver Line.
Huge vehicles like trucks, lorries etc., can be easily transported by the introduction of the Ro-Ro facility.
By providing share auto service, cab feeder services, bicycle rental scheme, E-Bus services, the last-mile connectivity can be enhanced.
E-charging facilities will be provided for individual electric vehicles.
Major IT corridors like Techno-Park, Info-Park are getting connected.
Creates employment opportunities during the phase of construction as well as post-project operation phase.

CONCERNS RELATED TO K-RAIL.

The Project’s debt financing burden could have a significant impact on state finances.
A key worry is the displacement and generous rehabilitation of around 10,000 families from 1,200 hectares of private land.
Environmental issues exist about the embankments that elevate the track for almost 300 Kilometers as the supply of construction increases.
Even though the project provides leeway with every 500 meters, Kerala’s steep drainage is oriented east to west, and many think that the embankment may increase the intensity of ambient flooding.
Silver Line, on the other hand, is wholly insufficient to address the state’s traffic problem.
The government has yet to make the detailed project report public, which is a common process in large-scale public infrastructure projects to ensure transparency.

WHAT APPROACH IS NEEDED?

Kerala needs an integrated sectoral appraisal and synthesis of its competing traffic corridor proposals viewed simultaneously as civic amenities and investment projects.
An integrative approach might address the concerns.
Kerala also needs to harmoniously develop its eco-friendly waterways, which can decongest the clogged highways by another 15%.
A progressive and knowledgeable society like Kerala should engage in meaningful discussions rather than highly polarized debates.
Kerala has to consider the environmental issues too and have to plan accordingly without harming nature.

THE LEGAL ASPECT OF LAND ACQUISITION

The state government invoked laws for land acquisition are- the Rehabilitation and Resettlement Act of 2013, the Kerala Survey and Boundaries Act of 1961, and the Right to Fair Compensation and Transparency in Land Acquisition,2013.

A survey for a project can only start after a social impact analysis, public hearing, expert committee research, and notification identifying the area to be acquired according to a 2013 law enacted by the Centre.

The social impact assessment, however, can only be carried out if the land is delineated and surveyed, according to Kerala’s Revenue Department. According to Revenue officials, survey stones for K-Rail can be put under Section 4 of the Survey and Boundaries Act, 1961.

MAIN POINTS FROM THE CENTRAL LAW OF 2013.

According to the Centre’s 2013 land acquisition regulation, in order to conduct the social impact research, a notification must be made with the cooperation of the local bodies where the project is proposed. The study’s purpose, as well as its intended date, must be stated in the notification.

Following that, the notification must be published throughout the project’s affected areas in the local language, as well as posted on the government’s website. In six months, the social impact research must be finished. Representatives from local governments should be included in the study’s team.

The study report must be made public and include all pertinent information, including a list of affected families, those who will be relocated, the area of land to be acquired, private and government land to be taken over, the impact on local people’s lives, basic facilities in the area, and water sources. The study’s report must also be published in the local language.

The report should include a public hearing that follows the study and the responses of those who are affected. Following that, the social impact study report must be examined by a group of experts consisting of two social scientists, two local body representatives, two rehabilitation experts, and a technical expert.

The expert committee’s judgment, whether the project is feasible or not, should be communicated to the government. It must also be made available in regional languages and on the government’s website.

Following that, the government must make a decision, which must be announced and communicated to the impacted districts. After that, a notice must be issued identifying the project’s target locations.

Government officials have the right to visit the locations where the project is being implemented, according to Section 12. They can also conduct surveys by digging trenches. Boundaries could be drawn as well. All of these tasks must be completed in the presence of the landowner. Seven days in advance, a notice must be sent to the owners requesting permission to access their home or field.

Land acquisition can only begin after the survey has been completed, the people’s grievances have been addressed, and compensation has been paid.

WHY IS THE SILVER LINE PROJECT FACING OPPOSITION?

Many environmentalists are concerned about possible ecosystem destruction.

They are concerned about irreversible harm to the state’s waterways, rice plantations, and wetlands. As a result, they anticipate more flooding and landslides in the future.

The Silverline route passes through unclassified areas such as national parks, wildlife refuges, biosphere regions, and other environmentally sensitive places, endangering nature and other living beings.

The report does point out, however, that the alignment runs nearly parallel to one of the world’s most important biodiversity hotspots, the Western Ghats, and that the biodiversity implications must be thoroughly investigated. The villages of Madayipara, Ponnani, Kadalundi, and Thirunavaya are among them.

K-Rail estimates that 9,314 structures would have to be demolished. At least 10,000 families are expected to be forced to relocate. If the Environment Management Plan (EMP) is finished, this sum might be doubled. The state government offers a higher compensation that will be about two to four times the market value for the land to be acquired for the proposed Silver Line. But still, the fear of losing their land and relocation existed in common people’s minds. Thus, they stood against the procedures for land acquisition for the K-rail project.