PREFACE

Cochin is the most promising growth oriented development region in the state of Kerala.

Developments in the city and surrounding area have taken a fast stride in the last two decades.

The Cochin City and the surrounding urbanizing area comprising of 330 Sq. km with varying

shades of urbanization which fall within the geographical co-ordinates 90 49’ to 100 14’N and

760 10’ E to 760 31’E, are relevant in the present context.

The climate of the region, like the rest of costal Kerala is warm with gentle prevailing winds and

daily temperatures varying in the range 23- 34 oC. Humidity ranges from 65% and 95% with

diurnal and seasonal variations and the average annual rainfall is 2900 mm. There are two

distinct periods of higher than average rainfall from June to August and October to November.

The Cochin Corporation, two municipalities and thirteen panchayaths fall in the present CDP. It

is located on the southwestern coastal strip of India. Cochin is inseparably linked with the

wetlands of Vembanad estuary.

Cochin, unlike other urban centers of India, is a region interspersed with tidal water bodies and

all developmental initiatives have to be streamlined giving due respect to the geological and

ecological fingerprints of the region. Vembanad wetland system is the largest of its kind on the

west coast. Nearly half of the population of Kerala depends directly or indirectly on this wetland

or its drainage basins. The wetland system with its drainage basins cover an area of about

16,200 km2, which is about 40% of the area of Kerala.

It is expected that about 30% of the population of Kerala will gravitate to the periphery of

Cochin City in the years to come given the magnitude and dimension of projects on the anvil in

the region. Already there are 411 slums in the urban region where people are tied to squalor and

penury. A major portion of Periyar water is diverted to Tamilnad from Mullaperiyar Dam.

Another major human intervention on the Periyar is the Idukki dam, which diverts water to the

Muvattupuzha River after power generation. It appears that the greatest river of Kerala has been

slighted and degraded by inter-basin and interstate water transfers. The transfer of the Periyar

river water to Muvattupuzha basin has unleashed a phalanx of environmental and industrial

problems.

The most industrialized zone of Periyar lies between Angamaly and Cochin, with over 50 large

and medium scale industries. The Edayar branch of Periyar, which caters to the needs of these

industries. The lower stretch of the river becomes slack at the onset of the dry season and salinity

intrusion occurs in tune with the tidal pendulum. The industries of Edayar-Eloor area are

estimated to consume about 189 million litre water per day and discharge 75 percent of this as

wastewater along with a variety of pollutants. The incursion of salinity upstream during the lean

months has crippled many economic activities on several occasions. Drinking water shortages

became a problem in Greater Cochin region.

In this report we analyse the environmental problems faced by the city.

TABLE OF CONTENTS

GROWTH OF COCHIN AS AN IMPORTANT URBAN CENTER AND ITS IMPACT.........................................................5

1. IMPACT OF URBANIZATION ON ENVIRONMENT............................................................................................6

WATER POLLUTION............................................................................................................................................6

NOISE POLLUTION..............................................................................................................................................6

AIR POLLUTION (From Industries).......................................................................................................................8

SAND QUARRYING..............................................................................................................................................8

2. POPULATION GROWTH OF COCHIN AND URBANIZATION.............................................................................9

SOLID WASTE DISPOSAL.....................................................................................................................................9

TRAFFIC.............................................................................................................................................................10

COASTAL POLLUTION........................................................................................................................................15

ENCROACHMENT OF WATER BODIES...............................................................................................................15

3. DISASTER RISKS IN COCHIN.........................................................................................................................16

4. SUMMARY OF ENVIRONMENTAL ACTIVITIES BY VARIOUS AGENCIES..........................................................17

PARISTHTHIBHAVAN (CENTER FOR ENVIRONMENT ESTABLISHED IN 2002)............................................................................17

SUCHITWA MISSION...................................................................................................................................................17

5. GOVERNMENT POLICIES..............................................................................................................................17

NATIONAL ENVIRONMENT POLICY 2006..........................................................................................................17

NATIONAL URBAN HOUSING AND HABITAT POLICY, 2007...............................................................................18

KERALA CONSERVATION OF PADDY LAND AND WETLAND ACT, 2008..............................................................18

NATIONAL WETLAND CONSERVATION PROGRAMME, 2009............................................................................19

GROWTH OF COCHIN AS AN IMPORTANT URBAN CENTER AND ITS IMPACT

Cochin is the most urbanized district in the state in terms of absolute number of urban population

(14.77 lakhs) and the percentage of urban to total district population (47.56 %) as per 2001

census.

Urbanization and industrialization radically transformed the physiographic personality of this

region. Road and rail traffic facilities pushed canal transport systems to a humble backseat and

urbanization inched its way further east. Demography changed and traditional farming and

fishing petered to near extinction. The land use pattern underwent a dramatic change. Armed

with an all-weather harbor, cheap electricity from Pallivasal, railroad connection to Indian

mainland across the Ghats and the availability of enough fresh water Cochin-Aluva belt turned

all too ready to become a significant industrial nerve center. Pressure on land increased and in

the same measure utility of the canals plummeted. Canals and wetlands were a casualty when

greed for dry lands increased. When road and rail traffic facilities improved, the center of gravity

of the city shifted to the eastern mainland. Fortunately, the city is still gravitating further east

with a nose for more fresh air.

1. IMPACT OF URBANIZATION ON ENVIRONMENT

WATER POLLUTION

Insufficient drainage facilities and pressures of urbanization nag the city. Diffuse urban liquid

and solid wastes naturally find their way to the nearest watercourses. The main threats from

municipal sewage waste are anoxia and eutrophication. The sanitary waste disposal system is

limited to a small portion, with only one treatment plant at Elamkulam. The outlets of the septic

tank and wash systems are directly connected to the public drains and, as a result, a wide

spectrum of degradable and biodegradable pollutants is entering the drains and ultimately the

water bodies. For most residents, the canals are the easiest option to get rid of their refuse. Urban

run-off is the single great source of water pollution and is an ecological problem threatening the

long-term health of estuarine ecosystems and local economy.

Cochin is crisscrossed by a network of canals that were earlier used for navigation. Today, these

canals have been turned into wastewater drains. The canals show high levels of pollution,

clogging due to weeds, disposal of plastics and other wastes, encroachment and filling of many

portions of these networks, finally resulting in floods during the monsoon season.

NOISE POLLUTION

The effects of community noise on human beings range from hearing damage to the feeling of

annoyance. In noise abatement policy, the effects of noise on different human activities should

be taken into consideration. This means that different guideline values are to be suggested.

Countries are expected to develop their own national and local noise standards in accordance

with the amount of noise hazards they are prepared to accept.

Although it is clear that, for some levels of noise exposure, harmful effects are obvious, in other

cases, objectivity in the demonstration of health effects is difficult. The effects depend not only

on the sound pressure levels but also on the “type” or “quality” of the noise, on the number of

noise events, and on the “image” of noise.

Noise control is always more effective and less costly if it is designed at a very early stage of

development. It is more expensive to apply noise abatement measures after the noise problem

has been realized. Local and national governments have guidelines for noise control in various

types of non-industrial environments, but not directly for sound pressure levels at the point of

noise emission.

Noise, being a physical pollutant is not easily recognized because the sensitivity of the human

ear gets automatically adjusted to the ambient noise level of sound, thereby contributing to slow

damage to the human auditory system. The indirect or secondary effects of noise are often hard

to quantify and satisfactory assessment models are lacking. Often, large-scale epidemiological or

social surveys would be required to assess those which involve increased risks of accidents by

noise-exposed individuals, reduction in productivity at work and related effects.

The major sources of noise pollution in Kochi are:

1. Construction activities

2. Laying of Highways

3. Rail traffic

4. Vehicular traffic on roads

5. Use of loud speakers for political, religious and advertisement purposes

6. Use of crackers during festival and other occasions

Ambient Noise level studies in Kochi cityZone/Area Limits in dB(A)Commercial 78.5Residential 40.7Silence 76.55Source: Study by CESS.

The measured noise levels in the commercial and even in the silence zones were much higher

than the prescribed limits, while it was lower in the sole residential zone. Special events like

festivals, election campaigns etc., generate noise levels that are prohibitively above the

permissible limit.

City Level Solutions

Traffic has been cited as the major contributing factor to noise pollution in Kochi, especially

with ever increasing number of vehicles. Delineation of silence zones and commercial zones will

help to monitor and implement noise regulations to minimize the menace of noise pollution.

AIR POLLUTION (From Industries)

There are not many polluting industries within the Corporation limits. However, the air pollution

caused by some of the neighboring industries in Eloor and Vadavukode-Puthencruz,contributes

to air pollution within the City.

SAND QUARRYING

Kappad Beach, Kerala: Kerala is being robbed off its biggest asset every day and shockingly it

goes unnoticed. Officials pretend to be unaware of the illegal mining done on the sandy beaches

of God's own country.

In a complete violation of the CRZ rule which says mining is not allowed within 500 meters of

the coast, many men can be seen digging away heaps of sand in 16 catamarans right at the point

where the waves kiss the coast. Overnight, at least 30 trucks of sand is taken away. This has been

happening every day, over the last 6 years. The miners have threatened locals against

approaching the officials.

According to the people who live in this area, the sand banks were 150 times larger some 10

years ago. Black sand rich in minerals like Illmenite and Thorium is found in many parts of the

south west coast. It is fine and clear of stones and clay, so saves miners the cost of cleaning

before construction. An estimated 600 tonnes of sand is mined illegally every year from Kerala's

coast and smuggled to Karnataka and Tamil Nadu for construction. This could erode the sea to a

great extent damaging the coastal system. The cost of sand from 450 rupees a ton 10 years ago, is

today anywhere between Rs. 15000 to 20000 a ton. Sand audits show a grim picture and though

there are stringent norms for sand mining, the business of illegal mining flourishes thanks to the

nexus with some politicians.

2. POPULATION GROWTH OF COCHIN AND ITS IMPACT ON ENVIRONMENT

Gross Land Area 9488 Hect.Water sheets 1878 Hect. (19.8 %)Agricultural land 788 Hect (8.45 %)Developed land 6822 Hect. (71.75 %)

EXISTING LAND UTILIZATION IN COCHIN CORPORATION AREA

SOLID WASTE DISPOSAL

Of the total solid waste generated from state, 14% (234 tons/day) is from Cochin district. In

biodegradable solid wastes Cochin stands third generating 77 tons/day.The Corporation collects

around 60% of the wastes which are dumped at land fill sites in Wellington Island, Cheranellur

and Brahmapuram. The rest is found scattered on the road sides, drains and canals. Major issues

emerging from unplanned waste disposal include ground contamination from on-plot system

which could be of serious concern in rainwater harvesting systems and ground water recharge, as

well as contamination in open drains and canals.

Management of Solid Wastes and Sewerage system are critical environmental issues associated

with high rise buildings and apartments. Separate systems in each building / adjacent buildings

for management of solid waste and sewerage needs to be implemented.

Sewage

The existing sewerage system covers only 5% of the Kochi Corporation area. An area of 2.5 Sq.

Km. in the heart of the city ie. General Hospital area and 1.50 Sq. Km in Gandhi Nagar areas are

covered by the existing sewerage system.

In the absence of a sewerage system, the Kochi City Region depends on on-plot disposal of toilet

waste and open surface drain disposal of sullage. High water table, low permeability of soil, and

the high density of population have adverse impact on the functioning of on-plot system.

Inadequate and improper sewage disposal is a perennial, but mostly neglected problem. Its

effects are far reaching and often manifest through epidemics and bad health resulting out of

contamination of water, pathogens, mosquito etc. The urban poor are the mostly affected as the

provisions for excreta disposal are pits, overhung latrines, overflowing common septic tanks or

no system.

TRAFFIC

Kochi formerly known as Cochin is a major port city in the Indian state of Kerala. The city is

widely known as the commercial or economic capital of the state of Kerala and thus good

transport infrastructure is critical for the city's economy. Greater Kochi, the commercial and

industrial capital of Kerala is the largest urban agglomeration in the State. The convergence of

roads, railways, waterways, airways and port makes this region the most important node in the

state for economic development. Among the four modes of transport, viz. road, rail, water and

air, road transport plays an important role due to its penetration into every point of the region

suiting terrain and other conditions prevailing in the area The road infrastructure in Kochi has

not been able to meet the growing traffic demand and hence traffic congestion is a major

problem in the city. A comprehensive transport development plan has been included in the Kochi

Master plan hoping to improve the transport infrastructure. A rapid transit system called

the Kochi Metro is under construction and is expected to be completed by 2016. A Suburban

Railway system, intended to considerably ease congestion, is also to be built in the near future.

There are over 10 lakhs registered motor vehicles in Ernakulam district. Kochi city has the major

share of the district vehicle population. Population growth in the region is less than 1 per cent per

year, whereas the growth of motor vehicles is over 10 per cent per annum. In comparison, the

estimated growth of traffic on roads is about 6 per cent per annum. The observed average 16

hour traffic on main roads in the central part of the city is about 50 000 – 60 000 passenger car

units, Most of the intersections carry peak hour traffic of over 10 000 p.c.u.

The city is directly connected to other urban centres of the region through highways and district

roads. These roads radiate from the city to the environs. The operational efficiency of these roads

is very much hampered by poor alignment, poor road geometrics, uncontrolled ribbon

development, bottlenecks at narrow bridges and railway crossings, and lack of links connecting

the radial roads with each other. Some efforts are being made to develop three ring roads, viz.

Kadavanthara - Kaloor - Perandoor Road, N.H.47 – N.H.17 link and Irumpanam – Kalamassery

Road.

City road network

At the city level traffic movement is effected by a road network of broken grid-iron pattern. The

main emphasis is on the north-south axis with a few roads providing the east-west connection.

Due to inadequate development of appropriate network at city and regional levels, there is

uneven distribution of traffic on the network and concentration of traffic on a few corridors.

Some of the issues and traffic problems faced in the city are as follows:

i) Out of the total road network of 1665 kilometres, major roads account for 499 km.

ii) 80 per cent of roads are less than two lane width, with limited right of way.

iii) Substandard road geometrics and poor riding quality

iv) Volume traffic on several roads and at major road intersection is more than the capacity, resulting in traffic congestion and delays

v) Average speed during peak hours ranges from 16 to 23 kmph.

vi) Inadequate mass transport system

vii) Lack of pedestrian facilities

viii) Lack of parking and terminal facilities

ix) Over 300 accidents per year

x) Environmental degradation, resulting in poor quality of life.

Traffic Problem in Kochi

Traffic Problem is rising in almost all the cities in India. Particularly in those cities which are

developing at a much faster rate. Kochi is becoming a software and trade hub in the country.

Kochi has one of the finest airports in India and it also enjoys the luxury of being an

international container terminal making it a shipping hub in the Asian shipping sector.

But what drives Kochi backwards in many issues is the fact that the traffic problem in the

country. You would be caught up in a traffic jam every 5 minutes during the peak hours of

traffic. It is really a miserable picture of the well-educated and elite and developed economy

winding up in continuous traffic issues again and again.

What is the solution to this problem? The solution lies in widening of roads and introducing

metro train service in the state. Delhi has been able to reduce its traffic to an extent with the

implementation of metro trains.so the same step could be implemented in Kochi. If the

metro train service is implemented, it can considerably reduce the number of private vehicles on

the road thus helping to reduce the congestion in public.

Similarly with the increase in number of vehicles that is getting on the roads and the size of the

roads remaining the same does not add up. There has to be adequate widening of roads

throughout the state.

But what causes the main problem is the fact that whenever the government brings up the issue

of widening of roads, most of the business builders who will be at loss files a case in the court

thereby getting an appeal to the move of government. Such procedure slows the movement of the

government and if the government feels dispirited they are not to be blamed.

Selection or Road Corridors

As a first step, keeping in view traffic and other conditions of the city, a system of grid – iron

pattern for the city and ring and radial roads for the region has been evolved. From a critical

study of the proposed road network, present and future traffic demand and various developments

taking place in the city and after a series of discussions, 16 corridors covering a total distance of

about 65 kilometres have been selected for making improvement. The total cost of the project

excluding land acquisition and shifting of utilities was estimated to be Rs. 225 crores.

Components of road project

The proposed road improvement project encompasses all important components of road development, as listed below:

i) Widening of 16 corridors covering a total distance of about 65 kms.

ii) Geometric improvement

iii) Highly strengthened road surface

iv) Flyovers at Vytilla, Edapally and Palarivattom intersections and R.O.B. at Mullassery canal road, Pachallam and Atlantis

v) Improvement of about 100 intersections

vi) Improvement / replacement / construction of a large number of culverts and bridges including North and South over bridges

vii) Two meter footpath, signalized pedestrian crossings and other facilities for pedestrians

viii) Road signs, markings, modern traffic signals and destination boards

ix) Provision of storm water drains, new street lighting and tree planting

x) Provision of over 100 dedicated bus bays offsetting from the main carriageway

xi) Construction of transverse ducts for utilities and reorganization of existing utilities (telephone lines, electrical lines etc.)

Benefits of the proposed road project

Various components of the proposed road improvement project will benefit the people of Kochi, and some of the important benefits are listed below:

i) Widening and strengthening of road pavement of 16 corridors ensuring safe and efficient movement of traffic

ii) Development of suitable road network resulting in even dispersal of traffic

iii) Continuous footpath, zebra crossings and other facilities for safe and convenient movement of pedestrians

iv) Bus bays, offsetting the carriageway, reducing thereby conflicts and delays

v) Improvement of intersections, thereby improving safety and efficiency of road network

vi) Installation of signs, markings, signals and destination boards for proper regulation and control of traffic

vii) Provision of storm water drains for proper drainage

viii) Construction of transverse ducts and reorganization of existing utilities to avoid future road cutting

ix) Proper street lighting, landscaping and installation of street furniture for better performance

Limitations of the present approach

When the traffic volume exceeds the existing capacities, the present approach is first to introduce

restrictive measures such as parking control, one-way streets, entry control etc. so as to make the

traffic suit the road, and this is followed by providing additional capacity. But these measures

have not been generally successful, as the demand aspect of the problem is given too little

consideration.

Solutions thus appear to demand not simply measures designed to provide additional

transportation capacity, but on the ability to develop urban community, in which satisfactory

transportation is possible. For successful urban planning, land use planning and transportation

planning should be coordinated.

Halting further densification of city core

Though the urban agglomeration is steadily expanding, Kochi corporation area as the major

centre of economic activities in the region remains unchanged. The influence area of Kochi is

much wider than its administrative boundaries, and as a result the size of the floating population

to the city is about 50 per cent of the resident population in the city. With the increasing

concentration of activities in the core area of the city, the volume of traffic to and from the city

core is bound to increase and immobilise traffic conditions. Hence, there is an urgent need for

halting further densification of the city core and evolve planning solutions at the city and

regional levels

City level solutions

One of the ways of tackling the problem of the city center is to recognize that the long range

solution to this problem does not lie within itself, but lies elsewhere in the city and its region. In

cities like Delhi, the city has been divided into several planning zones, and each zone has been

planned and developed into self-supporting communities with adequate employment, health,

education, recreation, residential

Traffic and Air Pollution

One of the major causes of air pollution in Kochi is the emission from the vehicles. Some of the

specific factors are listed below:

i. High emission from two and three wheelersii. Adulteration of fuel

iii. Violation of emission normsiv. Lack of vehicle maintenancev. Large number of old vehicles in use

vi. Erratic traffic behaviorvii. Older engine technologies

viii. Inadequate road space preventing better mobility of trafficix. Poor maintenance of roadsx. Inadequate traffic management

xi. Increase in population of vehicles

COASTAL POLLUTION

The main driving forces of coastal pollution are pollution owing to population followed by

discharge of industrial effluents, indiscriminate use of agricultural chemicals damaging the

quality of river water and adding to marine pollution, oil pollution, and air pollution. According

to Kerala State Pollution Control Board (KSPCB) in Kerala about 3000 medium and large scale

and 2000 small scale industries are discharging effluent directly into saline fresh water bodies.

About 104536 m3 of treated effluents per day is being discharged into the backwaters or sea in

the coastal zone of the state. On comparing with other districts Cochin stands second in the solid

waste generation of about 234 tons per day.

ENCROACHMENT OF WATER BODIES

The total area of canals has reduced due to encroachment or siltation. Encroachment of water

bodies Continues in spite of the restriction on reclamation of water body as per Coastal

Regulation Zone (CRZ) Rules especially by those who have their properties adjoining the water

bodies. Most of the water bodies lie contiguous to the paddy fields/farms and hence the clear

boundary is not visible. The land utilization study shows that the land under water and paddy/fish

farm is getting converted to developed land. Unplanned reclamation is likely to affect the

ecological balance.

SLUMS

Development of the slums around narrow streets and sides of canals combined with the lack of

awareness on hygiene create large scale environmental problems for the Corporation to deal

with. Already there are 411 slums in the urban region where people are tied to squalor and

penury. The number and population are on the increase. Due to unhygienic conditions the slums

are more prone to incidence of diseases. Most of the slums are located near water bodies. The

people who live near the water bodies discharge waste and sullage in to the water bodies or

open drains. A number of slums are located on the edge of the water bodies.

Table below shows the number of slums, the slum population and the total BPL population in Kochi

Location No. of Slums

Slum population

Total BPL Population

Kochi 280 127872 213120Urban out skirts 131 4548 276226Total 411 132420 489346

3. DISASTER RISKS IN COCHIN

The geographical location and the developments have made Cochin one of the most disaster

prone areas in the country. The risks involved are,

1. Geological2. Water and Climate related

3. Chemical and Industry related4. Biological5. Accident related

4. SUMMARY OF ENVIRONMENTAL ACTIVITIES BY VARIOUS AGENCIES

Parisththibhavan (Center for Environment Established in 2002)

The vision was to make the area an abode friendly to nature and salubrious to the inhabitants.

The hurdles were undesirable waste management practices, both solid and liquid leading to

contamination of air, water and land. Cochin is the gift of the water bodies and the protection,

conservation and sustainable environmental practices are a must for the city. The concentration

of fecal coliform bacteria, excess level of phosphorous and toxic compounds found in the water

bodies necessitates urgent measures to be taken to protect our water resources. Geographical

location of Kochi and the developments in Kochi have made Kochi one of the most disaster

prone areas. Lack of environmental awareness, lack of community participation, lack of reliable

data base on land use, water quality and air quality are the major lacunae in assessing the

environmental quality trends. The strategy therefore includes creation of awareness among the

people beginning with schools, community participation, and developmental decision-making,

environmental stewardship (assigning specific tasks for protection water bodies, special

environmental features etc.) The total estimated cost was about 291crores.

Suchitwa Mission

Suchitwa Mission was constituted by the Govt. of Kerala by integrating the Clean Kerala

Mission and Kerala Total Sanitation & Health Mission , which acts as the nodal agency of the

state for overseeing, advising and supporting the sanitation activities of the urban and rural local

governments in the State.

5. GOVERNMENT POLICIES

NATIONAL ENVIRONMENT POLICY 2006

The National Environment Policy is intended to be a guide to action: in regulatory reform,

programmes and projects for environmental conservation; and review and enactment of

legislation, by agencies of the Central, State, and Local Governments.

The policy also seeks to stimulate partnerships of different stakeholders, i.e. public agencies,

local communities, academic and scientific institutions, the investment community, and

international development partners, in harnessing their respective resources and strengths for

environmental management. The dominant theme of this policy is that while conservation of

environmental resources is necessary to secure livelihoods and well-being of all, the most secure

basis for conservation is to ensure that people dependent on particular resources obtain better

livelihoods from the fact of conservation, than from degradation of the resource.

NATIONAL URBAN TRANSPORT POLICY, 2006

Under the NUTP, each city with a population of over four million will be encouraged by the

central government to start planning for a mass transit system adopting a technology that would

‘best suit the city requirements in the next 30 years’. The policy also highlights the need for

linking the transport plans with the geographical constraints of it its location, increased priority

to public transport, non-motorized transport, and improving parking facilities. The policy

encourages the setup of Unified Metro Transport Authorities (UMTA)’s in cities with a million-

plus population. The Jawaharlal Nehru National Urban Renewal Mission (JNNURM), which is

linked to the rules and regulations under the NUTP, will invest in infrastructure projects in 63

cities in India.

NATIONAL URBAN HOUSING AND HABITAT POLICY, 2007

This policy intends to promote sustainable development of habitat in the country with a view to

ensuring equitable supply of land, shelter and services at affordable prices to all sections of

society. Given the magnitude of the housing shortage and budgetary constraints of both the

Central and State Governments, it is amply clear that Public Sector efforts will not suffice in

fulfilling the housing demand. In view of this scenario, the National Urban Housing and Habitat

Policy, 2007 focuses the spotlight on multiple stake-holders namely, the Private Sector, the

Cooperative Sector, the Industrial Sector for labour housing and the Services/Institutional Sector

for employee housing. In this manner, the policy will seek to promote various types of public-

private partnerships for realizing the goal of affordable housing for all.

KERALA CONSERVATION OF PADDY LAND AND WETLAND ACT, 2008

Kerala conservation paddy wetland Act specifically prohibits the owner, occupier or the person

in custody of any paddy land from any activity for conversion or reclamation of such paddy land

and further provides that suitable incentives would be provided from time to time for paddy

cultivation. To monitor the implementation of the Act local level committees would be formed.

The Act further prescribes measures for the protection of wetlands. From the date of

commencement of the Act there is a complete prohibition on reclamation of wetland and of

removal of sand there from. Authorized officers would be further appointed to inspect if any of

the provisions of the Act have been violated. The District Collector is further empowered by the

Act to take measures and steps which it deems fit for the purpose of conservation of paddy lands

and wet lands. Local authorities shall further not grant license to any person who intends to carry

out any construction activities on paddy land and if such a license is granted then the same would

be in violation of the Act. The committees are further empowered to issue directions to the

holder of the paddy land to start cultivation on such land if there has been no cultivation. Any

person who converts or reclaims any paddy land or wet land is liable to be punished by way of

fine or imprisonment. The Kerala conservation paddy wetland Act is a progressive step and is

taken in order to prohibit conversion of paddy and wetland.

NATIONAL WETLAND CONSERVATION PROGRAMME, 2009

Aim of the Scheme

Conservation and wise use of wetlands in the country so as to prevent their further degradation.

Objectives of the Scheme

The scheme was initiated with the following objectives:-

to lay down policy guidelines for conservation and management of wetlands in the

country;

to undertake intensive conservation measures in priority wetlands;

to monitor implementation of the programme; and

to prepare an inventory of Indian wetlands.

KERALA ROAD DEVELOPMENT POLICY, 2009 – 2021

The objectives of the Road Development Policy are to:

• Develop a sustainable road network which would meet the traffic requirement of the future.

• Maintain the road network at a desirable serviceability level all through the life of the road.

• Mobilize market resources along with increased generation of internal resources for joint development

of road projects (Construction / Maintenance) with private participation;

• Adopt better standards and specifications in design and construction of roads Task Force Draft of Kerala

Road Development Policy 2009-21

• Enhance quality of road network with a view to reduce the transportation, Vehicle Operating Costs

(VOC) and maintenance costs

• Professionally manage highways assets and resources;

• Ensure road safety and mitigate ribbon development;

• Mitigate negative environmental impacts and provide safeguards

• Acquire land with better Resettlement and Rehabilitation policies;

• Adopt innovative and improved methods of road construction and maintenance,

• Provide quicker access to essential services, thereby improving the quality of life in rural

areas.

• Improve the functional capability of roads (Speed, Safety)

• Improve Inter modal Connectivity (Water – Air – Road)

• Improve Industrial Connectivity

• Improve access to Major and Minor Pilgrim and Tourist Centers

• Improve urban links and access Roads to Highways

• Improvement of quality of construction through Quality Control Mechanism