It is the sovereign’s duty to protect the forests where elephants thrive, says
the Manasollasa, a 12th century Sanskrit text
attributed to the Western Chalukya king Someshvara III
— because only the richest and widest of forests can support the large,
long-ranging Elephas maximus.
Eight centuries on, the elephant
still makes the biggest demands on the resources of an increasingly crowded and
denuded land. And pays a heavy price as one of the worst victims of India’s
development.
Most often, elephants make news
when they die on rail tracks — a crushed family, rather than a single animal,
makes bigger headlines; a calf or pregnant cow multiplies the outrage. Like the
four elephants, including a calf, mowed down in Odisha on Monday; or the five
killed in Assam this February; or the six, one of them pregnant, in Assam
again, in December.
Trains have been killing
elephants for a while. The Environment
Ministry’s Elephant Task Force report estimated more than 100 elephants had
died on the tracks during 2001-10. Many, like the recent deaths, are mass
casualties — six elephants were killed in Ganjam, Odisha, in December 2012, and
seven in Jalpaiguri, West Bengal, in September 2010.
The frequency and number of train
kills have, in fact, been rising. The tracks between Siliguri and Alipurduar in
North Bengal recorded 27 deaths between 1974 and 2002; this figure more than
doubled to 65 between 2004 and 2015. Across India, average annual casualties
jumped from nine during 2000-09 to 17 over the next seven years.
Home under siege
Trains are actually a minor killer.
Poisoning, poaching, and electrocution
together kill more than four times as many elephants. During 2009-16, 535
elephants died this way; during the same period, 120 were killed on the tracks.
India’s 668 Protected (forest) Areas
cover 1,61,222 sq km, less than 5% of the country’s
area. And yet, many see attempts to make these stretches no-go zones as
an impediment to growth.
India’s 32 elephant reserves (ERs) are
spread over 65,000 sq km, but less than 30% of this
area is legally protected forests. In its 2010 report, the Centre’s
Elephant Task Force recommended that the entire
ER area be declared ecologically sensitive under the Environment Protection Act
— which would make another 46,000 sq km out of bounds for miners and developers.
The Task Force also recommended setting
up of 10 elephant landscapes around the 32 ERs, covering a total 1,10,000
sq km. That would require judicious land use in another 45,000 sq km.
But given the reluctance to treat
the 1,61,222 sq km of Protected Areas as sacrosanct, the setting aside of
91,000 sq km of ERs and elephant landscapes as no-go or slow-go areas, was
always going to be difficult.
The Chhattisgarh Assembly, for
instance, resolved in 2005 to create elephant reserves in Lemru (450 sq km) in
Korba, and Badalkhol-Tamarpingla (1,048 sq km) in Jashpur and Sarguja — a plan
that was cleared by the Centre in 2007. The following year, however, the
Chhattisgarh chapter of the Confederation of Indian Industry wrote to the
Divisional Forest Officer, Korba, asking that since a few coal blocks fell in
the area, the proposed “reserve should be shifted to some other location”. The
state scrapped its plan for Lemru.
Paths not safe either
National Highways run through 40
of India’s 88 identified elephant corridors, 21 have rail tracks, 18 have both.
It makes little economic sense to put
curbs on speed or night traffic along the ever-expanding linear network.
In North Bengal, the night speed
limit once applied to a total 17.4 km — a series of short stretches of 1-3 km
each — in an 80-km segment between Siliguri and Alipurduar. But since 1-3 km
doesn’t cover even the braking distance, trains ran slowly over the entire
segment. So it made no difference when the go-slow stretch was extended to
79.60 km in 2013.
Speed restrictions are feasible
only in short, singular stretches, such as the 11km near Berhampore in Odisha,
the 8-km segment through Jharkhand’s Palamu, or the 4-km in the Palghat Gap in
the Western Ghats that connects Kerala’s Palakkad and Tamil Nadu’s Coimbatore.
It is not an option on steep gradients, such as Assam’s Karbi Anglong, where to
climb, trains must accelerate.
Speed restrictions, where practical, work best when guided by real-time
inputs on elephant movements. A protocol put in place in Rajaji National
Park helped avert elephant casualties for many years. Followed rigorously, it
can be replicated in short stretches elsewhere.
But where a track, or road, cuts
across several wildlife corridors over a longer stretch, the solution is
realignment. Indeed, it makes little sense to restrict speed on the
Siliguri-Alipurduar stretch, when a safer alignment through Falakata is
available. And where realignment is not
possible — like the track that must cut through Rajaji National Park to connect
Dehradun to the rest of India — tracks have to be elevated with underpasses for
elephants.
Since all forest routes across the country can’t be realigned or
elevated overnight, the Railways must prioritise, and balance efficiency and
safety while planning projects or expanding existing ones under the new Rules
of the Environment Ministry. Enough expertise and experience are available
to find site-specific, science-based
solutions for key corridors. The
test lies in the will to implement those remedies irrespective of the cost. It
will, of course, take a lot more — such as giving up on sizeable coal reserves
— to secure the elephant’s fragmented and shrinking home.
THE LATEST TRAGEDY
Blood on the rails
Four elephants — two males, aged 15 and 5, and two females, 25 and 1 — were
killed in Jharsuguda district by the Howrah-Mumbai Mail between 3.30 am to 4.30
am Monday. In December 2012, five elephants were mowed down by the
Chennai-bound Coromandel Express in Ganjam district.
Home truths
Elephants migrate long distances along
‘corridors’ that are usually marked by similar vegetation. Reports on
Odisha by the conservation organisation Wildlife Trust of India record that
once-contiguous elephant habitats across Kuldiha and Hadgarh Wildlife
Sanctuaries, and Simlipal National Park, are now fragmented by mines, rail lines and human settlements. Bamra forest
division, from where these four elephants were coming, is particularly affected
by mining.
Nobody’s animals
After Monday’s accident, Jharsuguda Division forest officials have sought
details of rail employees on board the Howrah-Mumbai Mail. Railway officials,
however, say they cannot be held liable because no specific advisory was issued
by the Forest Department apart from a generic cautionary note in November. The Railway
Ministry told Parliament last year that steps had been taken to ensure safe
passage for elephants across rail lines,
including a speed limit of 30 km/hour, signages announcing corridors,
sensitisation drives for drivers, underpasses and ramps for elephants, and
fencing at particularly vulnerable locations. SER officials, however, point
out that elephants do not stick to paths
or schedules. They blame forest officials for failing to relay real-time threats, and say
slowing down trains for hours at a stretch would disrupt rail traffic over a
large part of the network.
Uttarakhand example
No elephants died on the tracks in
Uttarakhand between 2002 and 2012, said elephant conservationist Rupa
Gandhi Chaudhary. Local people were
involved to guard vulnerable tracks. “Elephants
mostly travel for water. Periodic de-siltation of their watering holes will
keep them in their areas. We also
sensitised pantry workers in trains not
to throw food waste on the tracks,” Chaudhary said. WTI is testing an automated solar-powered
device, EleTrack, that can detect large animals near the tracks and issues a
loud, flashing warning for train drivers.
Credit: Indian Express Explained
(http://indianexpress.com/article/explained/why-trains-keep-killing-elephants-in-india-5143089/)
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