The change followed discussions with Sreedharan, during which campaigners examined the proposed alignment, construction methods and potential environmental safeguards. Their support does not amount to unconditional approval, with underground water movement and the stability of rock formations remaining central concerns.
N Badusha, president of the Wayanad Prakrithi Samrakshana Samithy, said the interaction had persuaded members that the railway could be developed without unacceptable environmental damage, provided suitable technology was employed and adequate safeguards established. He insisted that independent specialists must examine the tunnel alignment before construction proceeds.
The proposed corridor would connect Kozhikode with Sulthan Bathery through the Western Ghats, giving Wayanad a railway connection. Sreedharan has estimated its cost at approximately Rs 15,000 crore and presented a concept proposal to Chief Minister V D Satheesan.
The route is intended to provide a faster alternative to the heavily used mountain road. Project descriptions have put the journey between Kozhikode and Sulthan Bathery at approximately 35 to 45 minutes, although the alignment, operating assumptions and timetable remain subject to detailed examination.
Environmentalists said the proposed use of tunnel boring machines was an important factor in their reassessment. Such equipment excavates rock mechanically and could limit the extensive blasting and vibrations associated with some conventional tunnelling methods. The extent of any environmental benefit would nevertheless depend on geological conditions and construction practices.
The location of the tunnel entrances also influenced their position. Under the preliminary proposal, one portal would be situated beyond Adivaram and the other near Kalpetta, rather than deep within the most sensitive mountain stretches. Campaigners consider this arrangement potentially less disruptive, but want its implications tested scientifically.
Badusha distinguished the rail proposal from the separate Anakkampoyil–Kalladi–Meppadi road tunnel, which his organisation continues to oppose. That project follows a different alignment and has been challenged over its potential impact on landslide-prone terrain and the surrounding ecosystem.
The organisation’s opposition to the road tunnel remains unchanged despite its qualified acceptance of the railway concept. The distinction reflects its assessment of the two alignments and construction approaches, rather than a general endorsement of tunnelling across the Western Ghats.
The railway assessment sought by the activists would need to address groundwater pathways, subsurface drainage and the characteristics of rock formations along the entire underground section. Campaigners also want the findings reviewed independently of the project promoter, so that decisions about tunnel depth, excavation methods and water protection rest on evidence rather than assurances alone. These questions are particularly important in mountain terrain where excavation can interact with existing fractures and water-bearing structures.
Sreedharan has said he approached the Geological Survey of India for assistance in examining geological aspects of the railway proposal. That initiative does not itself establish that the independent assessment requested by environmental groups has been completed or that the tunnel has obtained the necessary statutory approvals.
He has also sought Rs 5 crore from the state government to prepare a detailed project report. The proposal remains at a preliminary stage, and the government’s decision on funding and implementation has not been established by the discussions with campaigners.
The wider high-speed railway programme proposed by Sreedharan has already encountered government scrutiny. An expert committee examining an earlier submission identified shortcomings involving environmental assessment, financial viability, passenger demand and transport integration.
(The article ‘Greens back Sreedharan plan’ appeared first on Free Press Journal.)
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