Reducing distance between the Gulf and the Bay of Bengal

By 2008, the distance between the Arabian Gulf and the Bay of Bengal will be shorter. How? The answer lies in the $600 million (Dh2.2 trillion) Sethusamudram canal project which the Indian cabinet has recently approved.

The project involves the dredging of a 167 kilometre long, 300 metre wide and 14.5 metre deep channel in the seabed between India and Sri Lanka.

The idea was first conceived in 1860 by Commander A. D. Taylor of the British Indian Marines. However, the first to embrace it was the Jawaharlal Nehru cabinet in 1955.

Since then, it has been a subject of constructive research and studies by successive Indian governments.

Currently, the movement of large and medium-sized vessels through the Palk Strait separating the southern Indian state of Tamil Nadu and Sri Lanka's Mannar region is impeded by the strait's shallow waters. The depth of the sea there is not more than 11 feet.

As a result, passenger and cargo ships operating between India's eastern and western ports or travelling from the Gulf and Arabian Sea to the eastern coast of India, Bangladesh and Myanmar (or vice versa) have to take a circuitous route around Sri Lanka.

This, of course, prolongs journeys and consequently increases fuel consumption. But with the Sethusamudram canal stretching northward to the Bay of Bengal from the Indian southern port of Tuticorin, navigation distance and time will be less by 424 nautical miles and 36 hours. This, in turn, will lead to a considerable cut in costs.

India's benefit, however, is not confined to this. It will gain from toll collections from vessels using the new passage.

In this context, many Indians view the Sethusamudram canal as a south Asian version of the Suez Canal, despite the 2,000-3,000 vessels expected to use it annually compared to 15,000-18,000 ships in the case of the Suez Canal.

The canal is also expected to turn India's southern coastal areas into transshipment hubs, something that will certainly give a boost to economic development in southern Tamil Nadu.

Moreover, the project is significant to India's security. Once it is completed, the India navy and coast guard will be able to deploy larger and faster vessels, and consequently will be in a better position to deter or strike against terrorist groups, smugglers, or illegal migrants.

Let us not forget that the Liberation Tigers of Tamil Eelam (LTTE) have been active in the area, especially after they formed a naval force bearing the name "the Sea Tigers".

Negative side

However, like all mega projects, the Sethusamudram canal has a negative side that has provoked criticism and opposition from different quarters.

Indian environmentalists, for example, were quick to lobby against the project, arguing that the dredging and heavy marine traffic would destroy the rich marine ecology of the area.

The argument is valid, considering that the area is the first marine biosphere reserve in south and southeast Asia with over 3,600 species of plants, coral and animals.

According to organisations working in the field of environmental conservation, several species of endangered species are found there.

Responding to these fears, Indian officials ruled out any damage to the biosphere reserve, saying that the canal alignment would steer clear of it.

Indian environmentalists are also concerned about the dredged soil material. Their Sri Lankan counterparts, on the other hand, argue that the project and consequent increased marine traffic could threaten the water system of Sri Lanka's Jaffna peninsula and disturb sea currents.

An equally vital question raised by social organisations and vocational unions is the fate of millions of fisherfolk in the coastal districts of Tamil Nadu whose livelihood will be severely hit.

This is not only because there will be restrictions on the areas and hours in which they can fish, but also because some entire fishing villages will be displaced to make way for repair yards and other onshore services.

The fishing communities there are already under tremendous pressure arising from disputes with Sri Lanka over fishing rights and the canal project will only worsen the situation.

An India researcher criticised his government for clearing the project at the worst time, referring to the disastrous environmental, social and economic impact of last year's tsunami waves on the Palk Strait and adjoining regions.

Another source of opposition to the project is Sri Lanka. Unlike the LTTE whose leadership has so far been silent probably to avoid problems with India's Tamil political parties which strongly back the project the government of Sri Lanka expressed concern over India's decision to begin the construction of the canal this month.

This, of course, stems mainly from Sri Lanka's fear that the project would deprive its major port, Colombo, from shipping and docking fees.

In an editorial, The Hindu, one of India's leading dailies, suggested that the two neighbouring countries discuss the issue in a friendly way "to avoid any kind of bilateral problem".

It also urged New Delhi to "keep in perspective the 1982 United Nations Convention on the Law of the Sea, which both Sri Lanka and India ratified and acceded to in the mid-1990s".

New Delhi, backed by the regional government in Chennai, seems to be not ready to compromise or to bow to pressure from environmentalists and unionists.

The project, according to Indian Finance Minister P. Chidambaram, has been a dream for over 100 years and it is the time now to fulfil it and change the face of regional shipping.

Dr Abdullah Al Madani is a ahrain-based Gulf researcher and writer n Asian affairs. He can be contacted t aelmadani@gulfnews.com