Cochin

Environmental Issues
Pressures of urbanization have caused environmental deterioration in the long run. A number of natural resources seemed to have depleted. The population growth has resulted in increased domestic sewage and piling up of solid waste. A study on the impact of urbanization and population growth on its environment in Cochin City.

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 14N and 760 10 E to 760 31E, 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 ......................................................... 4 1. IMPACT OF URBANIZATION ON ENVIRONMENT .............................................................................................4 WATER POLLUTION ..............................................................................................................................................4 NOISE POLLUTION ................................................................................................................................................5 AIR POLLUTION (From Industries) ........................................................................................................................7 SAND QUARRYING ................................................................................................................................................7 2. POPULATION GROWTH OF COCHIN AND URBANIZATION ...............................................................................8 SOLID WASTE DISPOSAL .......................................................................................................................................8 TRAFFIC ..............................................................................................................................................................10 COASTAL POLLUTION .........................................................................................................................................15 ENCROACHMENT OF WATER BODIES.................................................................................................................16 3. 4. DISASTER RISKS IN COCHIN ...........................................................................................................................16 SUMMARY OF ENVIRONMENTAL ACTIVITIES BY VARIOUS AGENCIES ...........................................................17

PARISTHTHIBHAVAN (CENTER FOR ENVIRONMENT ESTABLISHED IN 2002) ..............................................................................17 SUCHITWA MISSION .....................................................................................................................................................17 5. GOVERNMENT POLICIES ................................................................................................................................18 NATIONAL ENVIRONMENT POLICY 2006 ............................................................................................................18 NATIONAL URBAN HOUSING AND HABITAT POLICY, 2007 ................................................................................19 KERALA CONSERVATION OF PADDY LAND AND WETLAND ACT, 2008...............................................................19 NATIONAL WETLAND CONSERVATION PROGRAMME, 2009 .............................................................................20

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 city Zone/Area Limits in dB(A) Commercial 78.5 Residential 40.7 Silence 76.55 Source: 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 Water sheets Agricultural land Developed land 9488 Hect. 1878 Hect. (19.8 %) 788 Hect (8.45 %) 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. ii. iii. iv. v. vi. vii. viii. ix. x. xi. High emission from two and three wheelers Adulteration of fuel Violation of emission norms Lack of vehicle maintenance Large number of old vehicles in use Erratic traffic behavior Older engine technologies Inadequate road space preventing better mobility of traffic Poor maintenance of roads Inadequate traffic management 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 with. deal

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 Kochi Urban out skirts Total No. of Slums 280 131 411 Slum population 127872 4548 132420 Total BPL Population 213120 276226 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. Geological 2. Water and Climate related 3. Chemical and Industry related 4. Biological 5. 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 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. bodies, special

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 millionplus 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 publicprivate 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