Jan 31 2005
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Social Resettlement & Rehabilitation Plan of Barang - Khurda Road 3rd line 35 km Orissa
The existing double line section between Barang and Khurda-Road receives traffic from Nergundi-Cuttack-Barang main line, Talchar-Rajatgarh-Barang tie line, Paradeep-Cuttack branch line, Puri-Khurda Road branch line and Visakhapatnam-Khurda Road main line. It forms part of the important broad gauge route connecting Howrah Chennai.Traffic on the existing section has already attained saturation to its charted capacity.
As a result of the liberalized industrial policy of the Government of India, many power plants have been established in the country during last two decades. Talcher Coalfields has become main source of coal supply to the coal based powerhouses of Southern India due to its proximity and the quality of coal having about 38 to 40% ash content. Since the sixties, there has been a steady increase in coal production from Talcher Coalfields. The coal production of 0.91 million tonne in 1971-72 has reached 31.80 million tonne in the year 2001-02. Due to this reason, the Standing Linkage Committee has given linkage between the Talcher Coalfields and the southern powerhouses. It has been considered necessary to augment the line capacity for movement of raw materials like coal, iron ore, gypsum, lime etc. to various industries located in this region and also for export from Chennai Port, which has necessitated the need of a third railway line between Barang and Khurda-Road.
The study covers the people and socio-economic resources affected as a result of the proposed project. The methodology used for socio-economic data collection is as under:
Terms of Reference were discussed with East Coast Railway officials.
Joint site visits were made with the concerned railway officials, mainly the engineers related with the project.
Data collection is based on household survey, personal observation and opinion of the stakeholders, administrators and planners.
Based on the field visits and desktop research a list of affected people was prepared.
Socioeconomic survey of more than 15% of the affected households has been undertaken to prepare demographic profile of affected people, assess income & identify productive activities, plan for income restoration, study relocation options and to identify needs of the society.
Discussions were held with the affected people keeping in view the composition of the conglomeration and vulnerability of different groups. The process of data collection included key informant interviews and community consultations representing all classes/ caste/ tribes.
Survey has been carried out in the month of June -July 2003 and October 2003 by a team of trained enumerators. The objective of the survey was to generate an inventory of social impacts on the project affected people, the structures affected, social profile of the project affected people, their poverty status, their views about the project and various options of rehabilitation and resettlement.
In the absence of detailed data on land boundary for the project alignment, the consultant has made attempts to identify the patches of land, where families would be affected as a result of the construction project. As mentioned in the PET survey report, 26.945 hectare of land would be required, for the subject project. It is located on the up line side, where construction of third line is proposed. However, the details of 26.945-hectare area are not available in the report. The matter was discussed with the officers of East Coast Railway, who were associated with the PET survey. Based on discussions the tentative details of 26.945-ha area are as under:
A 30 m wide strip from km 441.035 to km 442.35 i.e. 3.945 ha land would be required at Sarkantara station. A 30 m wide strip for a length of 2 km i.e. 6 ha would be required for relocation of facilities and circulation area at Bhubenesawar station. About 0.60 ha i.e. 15 m on either side for a length of 200 m would be required for development of the road connecting Bhubenesawar station and main Cuttack road. A 20 m wide strip from approximately 438.50 km to 443.0 km i.e. about 9.0-ha would be required for detouring of the alignment in this portion. The remaining 7.4 ha of land would be required in a strip all along the railway line from Kalajhari to Sarkantara stations.
III. LAND ACQUISITION AND IMPACTS
The project alignment traverses through two districts namely Cuttack and Khurda of Orissa. The proposed alignment takes off at km. 420.11 extending the up main loop of Barang station. Enroute to Khurda Road, the alignment crosses three passenger halt stations namely Patia, Vanibihar and Lingraj Temple. It also crosses three C class stations namely Kalajhari, Mancheshwar and Sarkantara and two B class stations namely Bhubneswar and Retang before joining Khurda Road at km 455.360.
The alignment, from Vanibihar up to Lingraj Temple station passes through built-up area including Bhubeneswar city. Most of the people in this area are dependent on trade and commerce and other related activities. The portion of alignment from Barang to vanibihar and further from Lingraj Temple to Khurda-Road stations passes through rural area in which the people depend upon agriculture for their livelihood. The major crops in the region are Paddy, Mung, Jute and Vegetables.
The proposed Third railway line between Barang -Khurda lies wholly in Orissa and passes through Cuttack and Khurda districts. The project will benefit 314 villages and 239770 people in both the districts.