In the name of development, a project of disaster is being proposed by the LDF government in Kerala. If it is implemented, more than 3000 acres of agricultural, forest, rural and urban lands are estimated to be devastated while more than 10,000 houses and buildings are be demolished. Several thousands of families are bound to be evicted from their land resulting in loss their livelihood. Moreover, a great environmental damage is also predicted by experts. All for what? Just to reduce the travel time between Thiruvananthapuram and Kasargode for a privileged few. When a similar project in the name of “Bullet Train” was envisioned by the Modi government, all Left and democratic forces in Maharashtra including the LDF constituents opposed it tooth and nail. It is unfortunate that the very same parties are hellbent on implementing a similar project in Kerala now. In fact, the BJP has no real quarrel over the project; and is opposing it only for political purposes. The K-Rail has turned out to be a meeting point of the ruling Left and the BJP in the state.

K-Rail is not just about one particular project in Kerala. It signifies a definite departure from the much-acclaimed Kerala model of development. Following the footsteps of LF government in Bengal in the past, the LDF government led by Pinarayi is treading a neo-liberal path of growth.

Let us bust some myths being peddled about this project.

Myth 1: 50,000 people will get jobs during construction and 10,000 people will get permanent jobs with the completion of the project.

Reality: Is there any guarantee that the corporate contract construction companies will hire only Kerala youths? No. They will only hire cheap migrant labourers for construction work in the proposed 5 years.

If there are only 11 stations, each station should be able to employ at least 909 people on an average to offer employment to 10,000 people. This is far from realistic. Moreover, recruitment is the job of private corporate contract companies and does not depend on the state government of Kerala. In such a backdrop, it is nothing but deceiving Kerala youths with numbers like 50,000 and 10,000.

Myth 2: With the advent of the Silver Line, 43,000 daily road users will switch to it in the first year, so that major traffic jam on the roads, causing accidents and deaths (4,000 people a year) may be avoided.

Reality: According to the DPR (Detailed Project Report), each trip of K Rail may carry only 675 passengers. If 43000 are to be carried each day - 64 trips in one way, 128 trips two ways (to and fro) are required. 64 trips within 12 hours (720 minutes) means train frequency should be 11.25 minutes. Will the Silverline company run trains in such a frequency? Moreover, all 43,000 should be able to leave by 6 PM to reach Kasaragod by 10 AM.

Is it technically feasible to accommodate that many trips within such a short frequency? Even if we assume that it is meant for tourists and also assume that people use the train only for some nearby stations like Thiruvananthapuram to Ernakulam, or Ernakulam to Kozhikode, even then, it does not make any economic sense compared to existing rail networks (which already has 40 railway stations from Thiruvananthapuram to Kasaragod compared to the Silverline’s 11) and buses.  

It is easily possible to reduce travel time by 30-40 percent in the existing rail network of 530 KM itself. Silverline is only proposing a 50-60 percent reduction (a few journey hours) for which an estimated expenditure of one lakh crore is nothing but a criminal waste of the people’s money.

DPR says that number of tourists who visit Kerala constitute 48% of its population annually and are expected to travel by the K-Rail. The tourists, in fact, would prefer leisure to rush, since the relatively slower train travel allows them to enjoy the scenic beauty of Kerala. If someone is in a hurry, they always have the option of taking flights as all major cities are connected by flights and airports in Kerala. If needed, a cheaper flight scheme may also be designed and frequency may be increased.

Myth 3: The Silver Line project is a completely green project. The project does not pass through ecologically sensitive areas or wildlife areas. It does not obstruct the flow of rivers or streams.

Reality: The DPR itself says, "The entire project falls in seismic zone III with risks including earthquake, Tsunami, floods and landslides. While the risk probability of earthquake and tsunami is low, there is a medium probability of floods, water inundation, land-slides, cyclone, storm surges and heavy rain.”

In addition to the climate impact of floods and cyclone, landslides, disturbance in the natural flow of streams and crumbling of roads, etc., are also being predicted.

DPR itself reveals that the construction activities such as tunnels and ducts, embankments along 292 km, levelling of hills, mountains etc., are expected to adversely affect the environment and ecological system of Kerala.

Myth 4: One can travel from one end of Kerala to the other and return in a day, thus saving human travel time. This will help in the development of the state and the ticket charges will be affordable to the common man.

Reality: It is an irony that the LDF government is only talking about ‘development’ through a speedy journey instead of a development that is people-centric and sustainable. Improving air travel makes much more sense in terms of improving travel speed. The flight fare can also be made much affordable (Rs.1000 to 2000) compared to much higher K- Rail ticket fares, by introducing cheaper air buses.

In the name of economic development, why destroy Kerala's wealth of ecology and environment and adversely impact the people living in the affected region?  

Myth 5: It is baseless to say that the project will ruin the economic condition of the state.  Reducing travel time within the state to 4 hours will boost all sectors, including business, technology and tourism. In this way, our economy will make great strides.

Reality: There are major mismatches in Silver Line's two (Preliminary and Final) feasibility reports and the DPR (Detailed project report), which belie the project’s credibility. All reports and market analysis were prepared by one and the same consultant ‘Systa’.

For example, revenue from ticket sale is mentioned as follows: The per train capacity of 675 passengers for a nine-coach train from 2026 to 2053 can go up to 1125 passengers for 15 coach trains from 2042. Such a passenger occupation can earn a ticket sale income of Rs. 2,276 crore in 2025-26, Rs. 4,504 crore in 2032-33 and Rs.10,361 crore in 2042-43 etc. The ticket sale revenue is projected to increase by 100% for every 10 years.

Number of trains to be operated and the ticket fare are not known yet. The DPR did not prepare any business and tourist study analysis between stations in between two ends.

Manipulated figures of income and a disproportionately huge investment will lead Kerala into a huge debt trap. More than one lakh crore investment, including sources from foreign funding and lesser revenue can definitely hamper the economy. Impact of Japanese loans on an economy already overburdened by the debt is simply being ignored. It looks like a White Elephant project without any scope for any profit making. Rather, it can very well turn into a huge loss-making exercise.

Environment Impact Assessment (EIA) and Social Impact Assessment (SIA) studies must be a precondition for any mega project well before going for such a project proposal, land acquisition notifications and other proceedings.

The Madhav Gadgil report about Western Ghats should also be taken into account.

Bitter experiences like Kuttnadu rice bowl engineering projects, Vizhinjam international port issues, etc., should also be considered for proper and careful scrutiny.

Myth 6: Underdeveloped infrastructure is a major reason for the failure to attract investments in Kerala.

Reality: Sustainable development path and people's centric projects are the need of the hour. Any development project should be designed considering the natural topography, environment and ecology of the state of Kerala.  

Myth 7: Opposition parties are trying to sabotage Kerala's development plans.

Reality: CPI(M) and the LDF are terming genuine questions and dissent of various sections of the Kerala people as a plot against it. This is reminiscent of the Singur and Nandigram land grab, which had disastrous consequences for the CPIM-led LF Government of West Bengal.

Several academicians, scientists, scholars and prominent citizens within Kerala and outside who did not offer uncritical support to the anti-people project are labelled as opponents of development and the K- Rail project, which is completely undemocratic and authoritarian. The government did not offer any scientific and technical response to the genuine questions raised.  

CPIML has demanded a stop to the K-Rail project in favour of other sustainable transport projects that can serve people without the huge environmental, economic, and social cost.