भारत में ट्रेन दुर्घटनाओं के कारण हाथी की मृत्यु का आकलन

AN ASSESSMENT OF ELEPHANT MORTALITY DUE TO TRAIN HITS IN INDIA

SUBMITTED BY WILDLIFE TRUST OF INDIA

F-13, Sector 8, NOIDA –201 301, Uttar Pradesh. Tel: +120 4143900 Email: info@wti.org.in Web: www.wti.org.in December 2011

Project Investigator Dr. Rahul Kaul

Project Teams Dudhwa Tiger Reserve, Uttar Pradesh Dr. Anil Kumar Singh Dr. Prabal Sarkar
Subrat Kumar Behera

Tamil Nadu and Kerala Dr. Anil Kumar Singh
S. Rathna Kumar
Dr. B. Ramakrishnan

Jharkhand Dr. Anil Kumar Singh

West Bengal Dr. Anil Kumar Singh

Suggested Citation: Singh, A. K., Kaul, R., Sarkar, P., Behera, S. K., Rathnakumar, S. and Ramakrishnan, B. 2011. An Assessment of Elephant Mortality due to Train Hits in India. Wildlife Trust of India.

Acknowledgments We are thankful to the Ministry of Environment and Forests, Government of India, for providing funding support to Wildlife Trust of India (WTI) and entrusting it with the task of surveying accident prone sites to develop mitigation plans. We extend our sincere thanks to Shri. A.N. Prasad, former IGF & Director, Project Elephant, Shri. Jagdish Kishwan, Add. Director General Forests (Wildlife), Shri. A.K. Srivastava, IGF (Wildlife), Shri Anmol Kumar, former DIGF (Wildlife), Smt. Prakriti Srivastava, DIGF (Wildlife) and Dr. Y.P. Singh, Deputy Director (Wildlife), Ministry of Environment and Forest, Govt. of India for their support in undertaking the study.
We thank Shri B.K. Patnaik, PCCF & CWLW, Uttar Pradesh, Thiru R. Sundararaju, former PCCF & Chief Wildlife Warden, Tamil Nadu, Shri. T.M. Manoharan, PCCF, Kerala, Shri N.V. Thrivedi Babu, CWLW, Kerala, Shri. S.B. Mondal, PCCF & CWLW, West Bengal, Shri. A.K. Singh, PCCF, Jharkhand for granting us permission to undertake the survey and providing their valuable inputs for the study.
Thanks are also due to officers and staff of the state forest departments of Uttar Pradesh, Tamil Nadu, Kerala, Jharkhand and West Bengal for providing valuable information and support, without which the study would not have been possible. Among them, Shri Shailesh Prasad, Chief Conservator of Forests and Field Director, Dudhwa Tiger Reserve (DTR), Shri P.P. Singh, former Deputy Director, DTR, Shri Sanjay Kumar, former Deputy Director, DTR, Shri Ganesh S. Bhat, Deputy Director, DTR, Shri R.K. Singh, DFO, Katerniaghat WLS and Shri. K.K. Singh, DFO North Kheri Forest Division in Uttar Pradesh, Shri. Winston S. Suiting, former CCF (Wildlife), Northern Circle, Palakkad, Shri. O.P. Kaler, CCF (Wildlife), Northern Circle, Palakkad, Shri. N. K. Sasidharan, CCF, Eastern Circle, Palakkad, Shri. M.S. Mani, former DFO, Palakkad and Range Officer, Walayar in Kerala, Thiru R. Kannan, former Conservator of Forests, Coimbatore, Thiru V.T. Kandasamy, Conservator of Forests, Coimbatore, Thiru I. Anwardeen, former DFO, Coimbatore and Thiru V. Thirunavukarasu, DFO, Coimbatore in Tamil Nadu, Shri. A.T. Mishra, DFO, Dhalbhum, Jamshedpur, Shri. A.K. Sinha, DFO, Kolhan FD, Chaibasa, Shri. K.K. Tiwari, DFO, Chaibasa South FD, Shri. J. Loganathan,

DFO, Porhat, Shri. B.N. Singh, R.O., Goelkera Range, Porhat Forest Division, Shri. Noon Ram Manjhi, R.O. Chaibasa Range, Shri Manoj Gupta, R.O., Goelkera Range, Kolhan Forest Division, Shri. A.K Nayak, Forester, Goelkera Range, Kolhan Forest Division. Shri. Suresh Prasad, R.O. Saraikela Range. Porhat Forest Division, and Shri. Budhan Ram, Forest staff, Dhalbhum Forest Division were extremely helpful and supportive during field work. We acknowledge our sincere thanks to all of them.
We are also grateful to officials of the Indian Railway especially, Shri. Niraj Verma, Director, TT/Coaching, Railway Board, Government of India, Shri Y.P. Singh, former DRM, Palakkad, Shri S.K. Raina, DRM, Palakkad, DRM, North Eastern Railway, Lucknow, Shri Sitaram Sinku, ADRM, Palakkad, Shri. A. Ilampooranan, former Sr. Divisional Engineer, Palakkad, Shri. D. Sarangapani, Sr. Divisional Engineer, Palakkad, Shri. Mohit Kumar, Divisional Engineer, Palakkad and Shri Salim, Assit Divisional Engineer, Palakkad, for their support for field work.
We would like to thanks our staff and intern for their immense contribution in survey and report compilation. Shri. Shaurah Anand, Intern, Miss Rashmi Kumari, Intern, and Miss Smita Bodhankar, Programme Officer for GIS mapping and Remote Sensing work. Mr. Sabu Jehas, Manager, Mr. Jayakrishnan, Volunteer and Dr. Khalid Mehboob Khan, Lecturer, Department of Zoology, Ranchi University for providing support in field work. We cannot forget to thank Field Assistants for their immense contribution in data collection and survey. We would like to thank Mr. Ashok, press reporter for using his photograph.
Special thanks to the Principal and Staff of the Walayar Forest School for logistic support during time of field work in Kerala and Tamil Nadu.

Executive Summary

In India, large numbers of wild species die annually due to accidents on rail tracks and highways. The impact of railways on wildlife is both direct and indirect as it causes a direct loss of habitat, degrades the habitat quality, fragments the habitat, isolate and reduces access to vital habitats. In areas where the railway network transgresses protected areas, the impact on the wildlife and its habitat is even more destructive.

Death and injury of endangered animals like elephants (Elephas maximus), tigers (Panthera tigris), leopards (Panthera pardus) and gaur (Bos gaurus) due to train hits has raised serious concern. Elephant deaths due to train accidents are a major issue and most cases have been recorded from Assam, West Bengal, Uttarakhand and Jharkhand, Tamil Nadu, Uttar Pradesh, Kerala, Orissa and Tripura.

With increasing expansion of railways, conversion of meter-gauge to broad-gauge and the construction of new tracks further have posed serious and imminent conservation threat to the many priority species and hence, must be addressed immediately.

Considering the magnitude of this problem, Wildlife Trust of India (WTI) initiated conservation actions in Rajaji National Park, Uttarakhand in collaboration with the Uttarakhand Forest Department and Northern Railways. The mitigation measures implemented jointly helped in reducing elephant mortality to zero since 2002. At the same time situation in other Indian states was worsening gradually. Based on the experience gained through the conservation actions in Uttarakhand, WTI initiated conservation actions in Assam with financial support from Elephant Family.

It was necessary to identify and address the problems in states with this problem so that site specific mitigation plans could be developed. In this regard WTI approached the Ministry of Environment and Forests (MoEF) for financial support to undertake the survey. From MoEF supported project we undertook surveys in accident prone sites of Tamil Nadu, Kerala, Uttar Pradesh, Jharkhand and West Bengal to identify the accident

prone areas, find possible factors responsible for accidents and suggest mitigation measures.

Methodology for the current study was multipronged. Firstly, literature and secondary information were collected from the Forest Departments about the mortality cases involving each species impacted by train hits. Secondly, formal interactions were held the forest officials and field staff of the Forest Department and thirdly, rigorous and extensive field surveys were carried out to study the impact of railway on wildlife.

Survey was conducted to understand the ecological influences (on both sides of the track) responsible for frequent elephant movements across the track. To identify the critical elephant movement areas, information was collected on encounter rate from direct sighting and elephant sign along the railway track. Information was collected on habitat and landscape attributes like water bodies, sharp turnings, and steep embankments along the track. The other contributing factor which increases the possibilities of train hits like speed and frequency of the trains and edible items along the track were also recorded.

Questionnaire survey were conducted for villagers, forest and railway staff to obtain information on elephant movements, seasonality, influences and factors responsible for elephant mortalities due to train hits.

From the results it is evident that other than elephant several endangered species like tiger, leopard, leopard cat, fishing cat, civet, sloth bear, hog deer and gaur are also killed due to train accidents. The figure of elephant mortality in these states especially in West Bengal, Tamil Nadu and Kerala is alarming.

Seasonal pattern of elephant mortality due to train accidents seems to coincide with the crop season in most of the areas. In the winter season accidents tend to happen because of reduced visibility due to presence of thick fog in some of the areas. In

addition to the habitat and corridors, water availability and crops in close vicinity to the track also influences elephant movement.

Several factors contribute to these accidents and the resultant animal mortality by train hits and these range from Physical factors (Curve of the railway track, Elevated track, visibility), Ecological factors (Presence of water along railway tracks, Crops and farmlands, Grasslands) as well as the frequency and speed of the train, which was found to be high in the night hours.

Our survey has identified critical accident prone and high elephant use areas along the railway track. Identification of these spots is expected to help in implementation of short and long term mitigation measures.

The state forest department and Indian Railway have taken several initiatives to minimize the problem. Railway has imposed a permanent speed restriction (30-45 Kmph) in accident prone areas of Dudhwa National Park, Uttar Pradesh, Kolhan Forest Division (between Manoharpur and Posotia), Jharkhand, between Walayar and Kanjikode section in Kerala and few areas of West Bengal and caution orders are being given to loco pilots in either direction to keep sharp look for animals and blow long whistle throughout these sections. Railway and Jharkhand Forest Department has installed 7 Km long fence made of discarded rail scraps on one side of the railway track in accident prone area between Manoharpur and Posotia to stop the movement of elephant on the track. The cost of fence has been jointly shared by the Railways and Forest Department, Similarly to restrict the elephant movement on the railway track, the Kerala and Tamil Nadu Forest Department has on its part fenced approximately 10 km of railway track between Walayar and Kanjikode and five Km near Podnaur respectively.

Other than these the Railways has put up elephant signage in critical areas along the railway track in Kerela, Tamil Nadu and Jharkhand. In Kerala and Tamil Nadu Railway has also put up small awareness signage for the passengers on the railway stations,

initiated announcement for the train passengers at Palakkad and Coimbatore railway stations and patrolling of the track by their gang man.

Such initiatives by Railway and Forest Department have helped in reducing the problem to some extent. But there is a need to undertake more comprehensive and firm steps to implement both short and long term mitigation measures jointly by the Indian Railway and Forest Departments. It is very important to implement long term mitigation measures in all these states which includes leveling of critical cuttings, fencing of some of the accident prone areas using discarded old rails, construction of underpasses using existing bridges or by elevating the track, installation of caution signage along the track, habitat improvement (improving water sources), improving visibility along the curve, improving lights of the locomotives and installing animal detection device on the track. At the same time it is also important to undertake short term mitigation measures like, providing speed limits, joint night patrolling, regular improvements of the visibility along the track, awareness activities for the loco pilots and train passengers etc till the long term measures are put into place. However, in the area like Dudhwa National Park, re alignment of the railway track outside the park area will be the only long term solution of this problem.

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Contents Acknowledgement Executive Summary

CHAPTER 1: Elephant Mortality Due to Train Accident India: An Approach to develop mitigation plan (Pg 1-5)

1. Introduction
2. Objectives
3. Methodology 3.1 Literature surveys and collection of secondary information
   3.2 Field Survey 3.3 Questionnaire survey

CHAPTER 2: Survey Report of Dudhwa Tiger Reserve (Pg 6-33)

1. Introduction and Study area 1.1. Dudhwa National Park 1.2. Kishanpur Wildlife Sanctuary 1.3. Katerniaghat Wildlife Sanctuary 1.4. Distribution of railway track in DTR
2. Methodology 2.1. Collection of secondary information 2.2. Field Survey 2.3. GIS and Remote Sensing
3. Results 3.1. Land-use and land-cover classes of Dudhwa Tiger Reserve 3.2. Animal mortality due to train hits
   3.3 Animal movement pattern and habitat utilization 3.4 Identification of critical accident prone sections 3.5 Factor Responsible for Accident 3.5.1 Physical factors 3.5.1.1 Curve 3.5.1.2 Elevated track section 3.5.2 Ecological factors 3.5.2.1 Visibility 3.5.2.2 Water
   3.5.2.3 Crops and farm land 3.5.2.4 Influence of grassland 3.5.3 Frequency and Speed of trains
4. Implementation of mitigation measures 4.1. Declaration of accident prone areas as caution zones and speed limit
   4.2. Meetings and liaison with the Railway and Forest Officials
5. Inferences

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6. Suggested Mitigation Measures 6.1. Short-term mitigation measures
   6.1.1 Declaration of accident prone areas as caution zones and speed limit 6.1.2. Improving visibility 6.1.3. Joint night patrolling
   6.1.4. Raise awareness among the Loco Pilots
   6.1.5. Initiate Stakeholder coordination
   6.1.6 Installation of Signage in accident prone areas 6.2. Long-term planning

CHAPTER 3: Survey Report of Tamil Nadu and Kerala (Pg 34-64)

1. Introduction: Elephant mortality due to train accident in Coimbatore- Palakkad section of TN and Kerala
2. Methodology
3. Results 3.1 Pattern of animal mortality 3.2 Seasonality of Accidents: 3.3 Elephant movement 3.4 Identification of critical sections: 3.5 Factors responsible for accidents (A) Physical factors (i) Curves (ii) Cuttings (B) Technical factors (i) Speed and frequency of the trains (C) Ecological factors

(i) Landuse changes (ii) Crop as an attractant (iii) Habitat (iv) Impact of disturbances 4.Mitigation measures undertaken by Railway and Forest
Department 5. Suggested mitigation measures 5.1. Long term Mitigation Measures A. Podanur-Madukkari Section B. Madukari-Etimadai Section C. Etimadai-Walayar Section D. Walayar-Kanjikode Section: 5.2. Short and Medium term Mitigation Measures: a. Initiate Joint night patrolling at five critical stretches b. Clear vegetation along blind curves listed in Appendix- 4:
c. Raise Awareness among the Loco Pilots:
d. Initiate Stakeholder coordination:

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CHAPTER 4: Survey Report of Jharkhand (Pg 65-85)

1. Introduction 1.1. Critical Sections in important Forest Divisions:
2. Methodology
3. Results 3.1. Animal mortality due to train hits
   3.2 Animal movement and habitat
   3.3. Identification of critical accident prone sections 3.4 Factor Responsible for Accident 3.4.1 Physical factors 3.4.1.1 Cutting
   3.4.1.2 Tunnel
   3.4.1.3 Curve
   3.4.1.4 Elevated track
   3.4.2 Ecological factors 3.4.2.1 Visibility 3.4.2.2 Crops
   3.4.2.3. Corridors
   3.4.3 Frequency and Speed of trains 3.5. Mitigation measures undertaken
4. Inferences
5. Suggested Mitigation Measures 5.1. Short and long term mitigation measures
   5.1.1 Imposition of speed limit in accident prone areas 5.1.2 Installation of Signage in accident prone areas 5.1.3 Leveling/ widening of cutting
   5.1.4 Joint night patrolling
   5.1.5 Raise awareness among the Loco Pilots
   5.1.6 Initiate Stakeholder coordination

CHAPTER 5: Survey Report of West Bengal (Pg 86-99)

1. Introduction
2. Methodology
3. Results 3.1. Animal mortality due to train hits
   3.2. Identification of critical trains responsible in accidents 3.3. Identification of critical accident prone sections 3.4 Factor Responsible for Accident 3.4.1 Physical factors 3.4.2 Ecological factors 3.4.3 Frequency and Speed of trains
4. Inferences
5. Suggested Mitigation Measures 5.1 Long term mitigation measures

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5.1.1 Addressing the cuttings/ Embankments: 5.1.2 Construction of underpass: 5.1.3 Speed limit in accident prone areas
5.2 Short term mitigation measures
5.2.1 Installation of Signage in accident prone areas 5.2.2 Joint night patrolling
5.2.3 Improving visibility 5.2.4 Raise awareness among the Loco Pilots 5.2.5 Initiate Stakeholder coordination

CHAPTER 6: Recommendations (Pg 100-104))

References (Pg 105-108) Appendix-1 (Pg 109-112) Appendix-2 (Pg 113-114) Appendix-3 (Pg 115) Appendix-4 (Pg 116-117) Appendix-5 (Pg 118-124) Appendix-6 (Pg 125)

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CHAPTER 1

Elephant Mortality Due to Train Accident India: An Approach to develop mitigation plan

1. Introduction Railways and highways have been recorded to be major sources of wildlife mortality (Clevenger, 1997; Buckingham, 1997; Van der Grift 1999; Jackson, 1999), threatening wildlife populations throughout the world. These are a potential threat to the survival of several endangered species and affect their populations (Maehr et al., 1991; Fisher, 1991; Rudolph et al., 1999) in many ways like, acting as barriers to the wildlife movement (Gibeau and Heuer, 1996; Menon et al., 2005), reducing access to the vital habitats (Jackson, 2000), disrupting their social activities (Gibeau, and Heuer, 1996) and creating population isolation (Reh and Seitz, 1990; Gibeau, and Heuer, 1996; Jackson, 2000). Railways and highways also cause direct loss of habitat, degradation of habitat quality and habitat fragmentation (Van, 1998).

Several ecological drivers have been identified as a source of wildlife mortalities on the railway and highways. Biologists studying road-related black bear mortality in Canada have concluded that the growth along highway and railway right-of- ways of plant species that are attractive to bears contributes significantly to this mortality (Munro 1999, Gibeau and Heuer 1996). In the Bow River Valley (Canada), grain spilled from rail cars have been found as the primary attractant on the railway track. Seven radio-collared bears in the Bow River Valley who came into contact with the rail line, were found feeding at one time or another on spilled grain (Gibeau and Heuer 1996). In Rajaji National Park (Uttarakhand), perennial water sources near the railway track and eatable wastes thrown by the train passengers were found as one of the major attractants for the wild animals (Singh et al., 2001). Dussault et al. (2006) also noticed an increased rate of moose- vehicle accidents (by 80%) with moose density, in the presence of at least one brackish pool.

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A seasonal pattern in wildlife mortalities due to railway and highways has been recorded by several researchers throughout the world. In Lauren-tides Wildlife Reserve, Quebec (Canada), Dussault et al., (2006) recorded the highest number of moose-vehicle accidents between mid-May and late August. He also recorded that 65% of the railway mortalities occurred in May, a time when black bear use of railway and highway right-of-ways is greater than expected. Similarly in Rajaji National Park (Uttarakhand) elephant mortality due to train hits mostly took place during summer season between January and June (Singh et al., 2001).

In India, a large number of wild animals are killed annually due to accidents on the railway tracks (Kumar, 1995; Johnsingh and Williams, 1999; Singh et al., 2001). Mortality of endangered animals like elephants (Elephas maximus), tigers (Panthera tigris), leopards (Panthera pardus) and gaur (Bos gaurus) due to such causes has raised considerable concern. Elephant deaths due to train accidents are a major issue, as the country has lost 183 elephants due to train hits since 1987 (Fig 1.1). Majority (85%) of the cases have been recorded from Assam, West Bengal, Uttarakhand and Jharkhand. Rest (15%) cases have been reported from Tamil Nadu (6%), Uttar Pradesh (2%), Kerala (4%), Orissa (2%) and Tripura (1%).

Assam 37% W. Bengal 27% Uttarakhand 12% Jharkhand 9% Tamil Nadu 6% Kerala 4% U.P. 2% Orissa 2% Tripura 1% Fig. 1.1 Elephant mortality due to train in India (1987- Jul 2011)

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In a developing country like India, where expansion of railways and roadways is inevitable, such accidents pose an additional threat to elephant populations especially in the wake of already existing threats like large scale habitat degradation, loss of habitat quality, fragmentation, and conflict with humans. These accidents are also a major cause of worry for passenger safety and a drain on the resources of the Railways.

Considering the magnitude of this problem, Wildlife Trust of India (WTI) undertook a scientific study in Rajaji National Park (RNP), Uttarakhand, one of the hotspots in the country and later followed this up with implementation of mitigation measures in collaboration with the Uttarakhand Forest Department and Northern Railways. In Rajaji National Park, 20 elephants died in several train accidents between 1987 and 2002 on an 18 km long track that passes through the core area of Park. This was about 18 % of the total recorded elephant mortality in the Park during the same period. The mitigation measures jointly implemented in close association with the Forest Department and Railways helped in reducing elephant mortality to zero since 2002 (Fig 1.2).

Although these joint conservation actions in RNP solved this problem, the situation in other Indian states was worsening gradually. Anticipating further impacts of doubling of existing railway tracks, conversion of meter-gauge to broad-gauge and the construction of new tracks through prime elephant habitats 0 1 2 3 4 5 6 7 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Fig. 1.2 Annual trends of elephant mortality due to train hits in RNP Year

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we envisaged that this could be a bigger problem for animals in future. The work in Rajaji demonstrated that it was possible to mitigate this problem by first understanding the issue, identifying the underlying causal factors and then managing these to lower the mortality.

Therefore, a proposal was submitted to the MoEF to survey critical areas prone to rail accidents and suggest measures of mitigation. The states where this work was undertaken were Tamil Nadu, Kerala, Uttar Pradesh, Jharkhand and West Bengal. Additionally, work has already been done by WTI in the states of Uttrakhand and Assam.

2. Objectives The proposed project aims to suggest mitigation measures on the problem of elephant mortality due to train hits in India. The generic issues are similar for most areas but all sites also have unique specific problems which may be equally important to address. Following are the objectives of the project: (1) To survey and identify the animal specifically elephant accident prone areas on rail tracks in the states of Tamilnadu, Kerala, West Bengal, Jharkhand and Uttar Pradesh. (2) To identify possible factors responsible for the accidents. (3) To suggest site specific mitigation measures. (4) To look into and review new proposals by the Railways to lay tracks through wildlife habitats.

3. Methodology Forest departments of the states of Tamil Nadu, Kerala, Jharkhand, West Bengal and Uttar Pradesh were visited and details of accident sites were taken. These sites were then visited physically and information was collected on critical areas prone to accidents, elephant movement zones along the railway tracks and factors responsible for accidents. Data was collected on ecological, technical and other important factors responsible for elephant mortalities due to train hits. Data collection was done at three levels, an initial field survey, a questionnaire surveys from villagers, forest staff and railway staff and literature surveys and collection of secondary information.

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3.1 Literature surveys and collection of secondary information
This included collection of details of elephant mortality due to train hits, data on rainfall, waterholes, temperature etc. Information was collected from the Railway department on the frequency of passenger and goods trains and their time and speed in the identified stretches.

3.2 Field Survey The frequent movement of elephants across the railway track makes them vulnerable to train hits. The reasons for elephants crossing rail tracks may be several - food, water, agriculture crops, movement corridors etc. There were also several other contributing factors like turnings, steep embankments, speed and frequency of the trains, edibles along the track etc. which increase to the possibilities of train hits.

Survey was conducted to understand the ecological influences on both sides of the track responsible for frequent elephant movements. To identify the elephant movement zones and critical areas, information were collected on encounter rate from sighting and elephant dung along the railway track. Habitat and landscape attributes like availability of water bodies along the track, sharp turnings, and steep embankments on the sides were recorded. Information was also collected on the average speed of the trains and unmanaged disposal of the edible waste and garbage thrown on the track in sensitive elephant habitats.

3.3 Questionnaire survey In order to get information on elephant movements, seasonality and influences questionnaire survey were also conducted for villagers. Similarly, to know the reasons for elephant mortalities due to train hits, questionnaire survey were conducted for forest and railway staff.

Detail of methods adopted for each state are dealt in their respective chapters.

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CHAPTER 2 Survey Report of Dudhwa Tiger Reserve

1. Introduction and Study area The Dudhwa Tiger Reserve falls in central region of the Indian Portion of Terai Arc Landscape (TAL), (Johnsingh et al. 2004)) covering an area of 1362 km2 in the state of Uttar Pradesh. The Tiger Reserve is comprised of three protected areas viz. Dudhwa National Park (490 km2), Kishanpur Wildlife Sanctuary (204 km2) and Katerniaghat Wildlife Sanctuary (400 km2), along with buffer zones of around 298 km2 of North Kheri and South Kheri Forest Divisions.

The Reserve has a very long history. In order to protect swamp deer population, an area of 64 km2 was declared as Sonaripur Wildlife Sanctuary in the year 1958. Subsequently, in 1968 an area of 212 km2 was declared as Dudhwa Wildlife Sanctuary. Further in 1977 Dudhwa National Park was created, and in 1987 Kishanpur Wildlife Sanctuary was brought together to constitute Dudhwa Tiger Reserve covering an areas of 884 km2. During 1999-2000, the Katerniaghat Wildlife Sanctuary was brought under the DTR increasing the area from 884 km2 to 1362 km2 (Semwal 2005).

1.1. Dudhwa National Park:
Dudhwa National Park (DNP) is situated on the Indo-Nepal border in Lakimpur- Kheri district of Uttar Pradesh (Fig 1.1), within the Terai-Bhabar bio-geographic subdivision of the Upper Gangetic plan (7a) (Rodgers and Panwar 1988). It lies between 28°18' and 28°42'N latitude and 80°28' and 80°57'E longitude and covers an area of 680.3 km2 (490.3 km2 core and 190 km2 buffer). River Suheli and Mohana forms the natural boundaries of the park with the Himalayan foothills about 30 kms north of the park.

The diverse vegetation and wetlands of DNP supports diverse fauna and is the home to large number of endangered species. The faunal diversity is represented by 47 species of mammals, 418 species of birds, 35 species of reptiles and six species of amphibians (Inger and Dutta 1987; Ray 1992; De 2000 and Maheswaran 2005). It has several charismatic mammal species including tiger

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(Panthera tigris), leopard (Panthera pardus), elephant (Elephas maximus), rhinoceros (Rhinoceros unicornis), sloth bear (Melursus ursinus), swamp deer (Rucervus duvaucelii), chital (Axis axis), hog deer (Axis porcinus), barking deer (Muntiacus muntjak), otter (Aonyx cinerea) etc.

1.2. Kishanpur Wildlife Sanctuary : Kishanpur Wildlife Sanctuary (KIWLS) lies in Lakimpur-Kheri and Shahjahanpur district of Uttar Pradesh and covers an area of 204 km2 and is situated about 15 kms to the south of Dudhwa National Park (Fig 1.1).

The sanctuary is rich in vegetation comprising of terai and bhabar sal forest, dry tropical riverine forest and grassland. It is the home of tiger (Panthera tigris), leopard (Panthera pardus), elephant (Elephas maximus), sloth bear (Melursus ursinus), sambar (Rusa unicolor), chital (Axis axis), wild boar (Sus scrofa) etc..

1.3. Katerniaghat Wildlife Sanctuary : Located near the Indo-Nepal Border in the Bahraich district of Uttar Pradesh, Katerniaghat Wildlife Sanctuary (KTWLS) is a fragile eco-system spread linearly over an area of around 400 km2 with sal and teak forests, interspersed with lush grasslands and wetlands along with the Girwa River draining the landscape (Fig 1.1).
The sanctuary is the home to a large number of mammals. These include the tiger (Panthera tigris), leopard (Panthera pardus), elephant (Elephas maximus), rhinoceros (Rhinoceros unicornis), Chital (Axis axis), wild boar (Sus scrofa), otter (Aonyx cinerea), Gangatic Dolphin (Platanista gangetica). The sanctuary is an important breeding area of the gharial.
The landscape is terai plains consisting fine alluvial soil with high water table. The vegetation of the reserve comprises a mosaic of dry and moist deciduous forests and productive alluvial grasslands that harbor diverse and rich fauna including several endemic and globally endangered species.

1.4. Distribution of railway track in DTR A stretch of 106 km long meter gauge railway track of Gonda-Mailani railway section under North Eastern Railway runs through the core areas of all three

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protected areas of the DTR between Mihipurwa and Mailani railway stations. The total track length inside the Kishanpur Wildlife Sanctuary, Dudhwa National Park and Katerniaghat Wildlife Sanctuary is 11 Km, 33 Km and 62 km respectively. There are 16 railway stations across the entire stretch out of which 10 stations fall inside forested areas (Table 1.1).

In Dudhwa National Park three railway stations namely, Dudhwa, Sonaripur and Reheta, while in Katerniaghat Wildlife Sanctuary five railway stations namely Manjhrapurab, Bichhia, Nishangarha, Murtiha and Kakraha are inside the forest areas (Fig 1.2). In Katerniaghat, a road runs almost parallel to the track from Bichhi to Nanpara, which connect Lakhimpur district to the Bahraich district. Similarly in Kishanpur, a state highway runs parallel to the track which connects Mailani to Bhira.

This railway track is very old and was overlaid in 1890,s for the purpose of timber extraction. The land was transferred to the Railways through vide G.O. No. 934/787-a, dated December 13, 1894. The present railway track is of 75 R category to run the train at a high speed.

Table 1.1: Railway track distributed over three protected areas and different stations Sl. No Station Name Km Pole No Distance in Km Protected Area 1 Mailani Junction 194/3-4 00.00 Kishanpur WLS 2 Rajnarayanpur 257/0-1 08.64 3 Bhira Kheri 249/5-6 07.74 Outside 4 Palia Kalan 235/7 13.81

Dudhwa NP

5 Dudhwa 222/10 12.84 6 Sonaripur 215/4 07.32 7 Reheta Halt 206/0 09.25 8 Belrayan 192/10 21.64 9 Tikunia 187/6 06.26 Outside 10 Khairhtia 180/4 07.13 Outside 11 Majharapurab 171/12 08.52 Katerniaghat WLS

12 Bichhia 158/9 13.78 13 Nishangarha 148/3 09.84 14 Murtiha 139/10 08.58 15 Kakraha 129/1 10.58 16 Mihipurwa 118/9 10.52

Fig. 1

Fig. 1.2 Railwa

1.1 Map of the Dudhwa Tiger Reserve

ay line passing through Dudhwa Tiger 9 Reserve

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2. Methodology Methods adopted for the study are as follows:
   2.1. Collection of secondary information
   All the mortality records, maps and information on management practices were collected from the respective forest areas. The mortality records provide information on date of the train accident events, species with their number and location. This information also provides insights into areas or sections of the tracks more prone to accidents. Information was also collected from the Railway department on the frequency of passenger and goods trains, their time table and speed limit in the identified stretches. Information was also collected on the effort taken by the stakeholders to reduce the animal mortality. 2.2. Field Survey For a long-term solution to this problem it was important to identify the critical accident prone sites, animal movement along the railway tracks, physical attributes of the accident prone sections and various ecological factors responsible for the accidents.

All accident sites were verified with the help of forest and railway staff in the field. Railway and forest staff were also consulted to get detail information on animal mortality using their past knowledge on the issue and to get their opinion on solution of this problem.

To carry out the intensive field survey we took support of the field staffs from concerned forest ranges, having prior knowledge of the area and animal mortality sites. WTI Field staff walked the entire stretch of 106 Km long railway track passing through all three protected areas on several occasions (Fig. 2.1). Direct and indirect evidences (scat/ dung/ pellets, animal tracks, feeding sign, kills, carcass etc.) of wild animals were recorded to know the animal movement and habitat use by different species along the railway track (Fig. 2.2). Information on scats and pug/ foot mark was collected to get information on various carnivore species like tiger, leopard and sloth bear. Elephant dung decayed completely with

growth of grasses over it boles as fresh. Feeding railway track were marke

Previous studies have f and a number of landsca 2006; Baskaran and Bo the accident sites to embankments, curve, e Information were also c parameters and wildlife the control sites. GPS transferred into the GIS d

Fig. 2.1 Field Officers along the railway track i

Fig. 2.2 Elephant dung an t was categorized as old and dung with m evidences of elephants on plant species ed during survey.
found correlations between wild animal- ape and traffic variables (Singh et al. 20 ominathan 2010; Found and Boyce 201 collect information on landscape fea elevation of the railway track from g collected on vegetation, water bodies, cr use pattern. Similar information was als locations of the important landmarks domain to prepare maps and undertake a collecting various information while un in Dudhwa Tiger Reserve nd tiger scat recorded on the railway track 11 more or less intact s distributed along -vehicle collisions 01; Sharma et al. 1). We visited all atures like steep ground level etc. rop, other habitat so collected from were taken and analysis.

dertaking survey k.

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High speed trains curtail the chances of wild animals being able to escape from the deadly track. We travelled in trains and used a GPS to measure speed of trains. Information was collected on visibility along the track especially on turnings.

2.3. GIS and Remote Sensing Satellite image of year 2010 was used for this study. These images were downloaded from glovis.usgs.gov. Software Used:

Software Function Erdas Imagine 9.1 Image processing, layer stacking, classification, radiometric correction, recoding, sub setting, change detection etc. Arc GIS 9.2 Spatial analysis, digitization and thematic map preparation. Quantum GIS Support .kml file and conversion of .kml file into shape file. Map Source Support the data recorded from GPS. Garmin etrex vista H GPS For latitude and longitude locations, track length and various routes and waypoints.

The image was classified into seven broad classes- Dense forest, Open forest, Grassland, Water body, Farmland, Settlements and River bed/Sandy area (Fig 2.3 & 2.4).

The habitat information at Accident Prone Areas (APA) and control sites was verified with ground truthing for detailed analysis. Influence of land use on accidents was also taken into consideration from LULC map by creating 2 km buffer around the APA and control areas. The ecological variables of APA were compared with the control areas. Locations of curves, accident prone sections and animal movement areas were then plotted on the classified images.

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                 Fig 2.3 LULC map of DNP of year 2010 
              

               Fig 2.4 LULC map of KAT of year 2010

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3. Results 3.1. Land-use and land-cover classes of Dudhwa Tiger Reserve In Dudhwa National Park, percentage land cover categories under dense forest (41.74%), open forest (22.67%) and grassland (16.50) are higher than the Katerniaghat Wildlife Sanctuary, where it is only 32.71%, 17.76% and 12.99% respectively (Table 3.1).

Table 3.1: Area statistics for different land-use land-cover for DNP and KTWLS 2010 Land-use land- cover classes Dudhwa NP Katerniaghat WLS Year2010 Year2010 Area (sq.km) Area % Area (sq.km) Area % Dense forest 285.89 41.74% 181.15 32.71% Open forest 155.28 22.67% 98.35 17.76% Grassland 113.00 16.50% 71.95 12.99% Water body 15.52 2.27% 28.97 5.23% Farmland/ Agriculture 100.71 14.70% 165.08 29.81% Settlements 5.03 0.73% 2.40 0.43% Riverbed 9.58 1.40% 5.95 1.07% Total 685.01 100.00% 553.86 100.00%

3.2. Animal mortality due to train hits
A total of 90 wild animals belong to 10 mammalian species died due to train accidents in Dudhwa Tiger Reserve between 1993 and 2011 (Table-3.2; Appendix-1). Out of the total, 43 were recorded from DNP, 45 from KTWLS and two from KIWLS. Among these, there were several species in the endangered category, including seven tigers, four elephants, five hog deer and four fishing cats. Chital death was highest amongst all (50%), followed by wild boar (14%), tiger (8%), nilgai (7%), hog deer (6%), elephant (5%), fishing cat (4%), sambar (2%), barking deer (2%) and sloth bear (2%) (Fig 3.1). Most of the accidents took place during night hour between 18:00 and 06:00 hours.

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Table 3.2: Number of wild animals died in train accidents in Dudhwa Tiger Reserve Species Dudhwa National Park Katerniaghat Wildlife Sanctuary Kishanpur Wildlife Sanctuary Total Tiger 3 4 0 7 Elephant 4 0 0 4 Sloth Bear 2 0 0 2 Fishing Cat 4 0 0 4 Chital 23 21 1 45 Hog Deer 5 0 0 5 Barking Deer 2 0 0 2 Sambar 0 2 0 2 Wild Boar 0 12 1 13 Nilgai 0 6 0 6 Total 43 45 2 90

Other than mammalian species large number of amphibians and reptilians were also found dead on the railway track whose records have not been maintained. These include snakes, frogs, monitor lizard, turtle, crocodile etc.

Seasonal mortality pattern showed a clear peak during winter season between months of December and March in DNP and between December and February in KTWLS (Fig 3.2) when thick fog and growth of dense grasses decrease visibility drastically along the railway track, increasing chance of accidents with trains Tiger 8% Elephant 5% Sloth Bear 2% Fishing Cat 4% Chital 50% Hog deer 6% Barking deer 2% Sambar 2% Wild Boar 14% Nilgai 7% Fig. 3.1 Mortality of different species in train accidents in train accidents in DTR

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running during night hours. There are two small peaks during in the months of May and August in DNP and May and October in KTWLS.

Since 1993, animal deaths due to train hits have been recorded every year in DNP. In the year 2003, 05 and 06 it was high as compared to other years (Fig. 3.3). In KTWLS also except few gaps mortality has been recorded all most every year but it was very high during 2005, 06, 07, 08 and 10 (Fig. 3.4). In the year 2010, animal mortality recorded in DNP and KTWLS is mostly chital, wild boar and hog deer.

0 2 4 6 8 Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar No. of Accidents Months Fig. 3.2 Season pattern of accidents in Dudhwa Tiger Reserve Dudhwa Katerniyaghat 0 2 4 6 8 10 12 No. of animal death Year Fig. 3.3 Yearly trend of animal mortality due to train accident in DNP

3.3 Animal movement p Survey undertaken be evidences of tiger, leopa track in DNP (Fig. 3.6) recorded only between mammals were also reco wild boar, rhesus maca railway line (Fig. 3.5).

0 2 4 6 8 10 12 No. of animal death Fig. 3.4 Fig. 3.5 Regular cross track in Dudhw pattern and habitat utilization etween April and December 2009 r ard and elephants in almost every secti ). But in KTWLS evidences of tiger a Km 136 and 146 (Fig. 3.7). Evidences orded during the survey. Animals like ba que and hanuman langur were often fo Year Yearly trend of animal mortality due to train accident in KTWLS sing and animal movement recorded a wa Tiger Resrve 17

recorded indirect on of the railway nd leopard were of several small rking deer, chital, ound to cross the o long the railway

Animal movement evide 2011 recorded the prese jackal, sloth bear, elepha porcupine along the railw two stretches i.e. betwe and 226/02 (5.2 km) ho (6.5 km) (Table 3.3).

0 2 4 6 8 196-98 198-00 No. of sign Fig. 3.6 A track 0 1 2 3 4 120-22 122-24 No. of sign Fig. 3.7 A track in K ences collected between November 20 ence of eleven species of wild mammals ant, hanuman langur, chital, barking deer way track. In DNP, fresh elephant signs een km pole no 202/04 and 208/07 (6.3 owever old evidences were between 21 200-02 202-04 204-06 206-08 208-10 210-12 212-14 214-16 216-18 218-20 220-22 222-24 Track Km Animal movement recorded along the railwa k in Dudhwa National Park (Nov. 2009) Tiger Leopard Elephant 124-26 126-28 128-30 130-32 132-34 134-36 136-38 138-40 140-42 142-44 144-46 146-48 148-50 Track Km Animal movement recorded along the railw Katerniaghat Wildlife Sanctuary (Nov. 200 Tiger Leopard 18

010 and January i.e. tiger, leopard, r, nilgai, wild boar, were recorded in km), and 221/00 0/03 and 216/08 224-26 226-28 ay 150-52 152-54 ay 09)

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Table 3.3 Elephant evidences encountered along railway track Km Pole No Presence of evidences (1=yes, 0=no) Category of evidence Foot mark Dung Feeding signs 202/04 1 0 0 Fresh 206/07-09 1 1 1 Fresh 208/07 1 1 0 Fresh 210/03 1 0 0 Old 212/05 1 1 0 Old 212/10 1 1 0 Old 216/08 0 1 0 Old 221/00 1 1 0 Fresh 222/03 1 1 1 Fresh 224/06 1 1 0 Fresh 226/02 1 0 0 Fresh

3.4 Identification of critical accident prone sections Based on frequency of animal death in Dudhwa National Park and Katerniaghat Wildlife Sanctuary eight different sections of the railway track were found critically prone to accidents, comprising a total length of 25 Km. Out of this three sections (Km 121/3 to 132/9, 158/7 to 165 and 174/3 to 174/9) in Katerniaghat and two in Dudhwa (Km 199/1 to 199/6 and 225/5 to 228/7) were found highly critical (Table 3.4, Fig. 3.9, Fig. 3.10 & Appendix 2). A total 21, 15 and 5 animal deaths respectively were recorded from Km 121/3 to 132/9, 158/7 to 165 and 174/3 to 174/9 which also include tiger death in each of these sections (Fig. 3.8). Similarly in Dudhwa National Park, sections between Km 199/1 to 199/6 and 225/5 to 228/7 recorded 16 and 9 animals deaths respectively in a small stretch of 0.5 and 3.1 Km. These two sections has experienced death of endangered species like tiger, sloth bear, elephants, fishing cat and hog deer.

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Table 3.4 Critical accident prone sections in Dudhwa NP and Katerniaghat WLS Area Section
Length (in Km) Animal death Species Katerniaghat WLS 121/2-132/9 11.6 21 One tiger, two samber, 11 wild boar, two chital & five nilgai 147/9-148/5 0.6 2 Two chital 156-157/2 1.2 3 Three chital 158/7-165 6.3 15 One tiger, 13 chital & one wild boar 174/3-174/9 0.6 2 Two tiger, Dudhwa NP 199/1-199/6 0.5 16 One tiger, one sloth bear, four hog deer, two barking deer & eight chital 201/5-202/5 1 6 Six chital 225/5-228/7 3.1 9 One tiger, four elephant, one fishing cat, one hog deer & two chital

0 1 2 3 4 5 Number Accident prone sections Fig. 3.8 Death of tiger and elephants in different accident prone sections in DNP and KTWLS Tiger Elephant

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In Dudhwa National Park highest animal mortality was recorded from South and North Sonaripur ranges followed by Dudhwa and Bilreyan (Fig. 3.11) and in Katerniaghat Wildlife Sanctuary highest animal mortality was recorded from Fig. 3.10 Critical accident prone areas in Katerniaghat Wildlife Fig. 3.9 Critical accident prone areas in Dudhwa National

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Katerniaghat followed by Motipur, Kakaraha, Dharampur, Murtiha and Nishangarha (Fig 3.12).

3.5 Factor Responsible for Accident 3.5.1 Physical factors 3.5.1.1 Curve In Dudhwa National Park and Katerniaghat Wildlife Sanctuary a total of 16 critical curves have been recorded (Appendix-3). It is found that the several wildlife mortalities have taken place on sharp curves. The frequency of wildlife mortality in Dudhwa National Park on curves no 22, 23, 26 and 27 to be found very high as 0 2 4 6 8 10 12 14 16 18 Bilreyan Dudhwa Sonaripur S. & N. No. of animal death Ranges Fig. 3.11 Animal deaths recorded from different ranges of DNP 0 5 10 15 20 25 No. of animal death Ranges Fig 3.12 Animal deaths recorded from different ranges of KTWLS

compared to the other critical curves among a Katerniaghat WLS acco curve has been noticed i

Fig. 3.13 Critical curves

3.5.1.2 Elevated track se Elevated track section h accidents especially on for large animals like e National Park railway tr above the surrounding g has taken place in this s this section.

Table 3.5 Physical/ eco WLS Accident prone sections Curve 121/2-132/9 2 158/7-165 2 174/3-9 0

areas (Fig. 3.13). Curve number 26 is all. Similarly curve no 6 between km 1 ounted regular animal mortalities. One o in all most all accident prone sections (Ta s in Dudhwa National Park
ection as been also found responsible for anim curve. In case of train movement it beco elephants to get off quickly from the t rack between Km 226 and 227 is 6 to ground level and all four elephant death section (Fig. 3.14 & Table 3.6). One tiger ological attributes at critical sections in Attributes Visibility Water body Habitation A Medium No No A Low Perennial Seed Farm A High Perennial No 23 one of the most 59/2 to 161/1 in or more than one able 3.5 & 3.6).

mal deaths in train omes very difficult rack. In Dudhwa 8 meter elevated in two incidences was also killed in n Katerniaghat Agriculture Elevation Agriculture
No Agriculture/ open High No No

Table 3.6 Physical/ eco Accident prone sections Curve 199/1-199/6 1 201/5-202/5 1 225/5-228/7 2

Fig. 3.14 Elev

3.5.2 Ecological factors 3.5.2.1 Visibility Visibility along the railway behind most accidents. drastically. In Dudhwa Na 43% wildlife death due to between months of Nov grasses and thick foliage thereby increases the ch visibility were found to be

ological attributes at critical sections in Attributes Visibility Water body Habitation A Low No No Low No No Low River No vated railway track in Dudhwa Nationa s y track especially on the curve is one of the During winter season due to thick fog v ational Park and Katerniaghat Wildlife Sa o train accidents respectively happened dur vember and February (Appendix 1 & Fig on the sides of the track further decrease hances of accidents. In most of the acci very low (Fig. 3.15, Table 3.5 & 3.6).
24 n Dudhwa NP Agriculture Elevation No No No No Negligible High

al Park
e important factors visibility decreases nctuary, 44% and ring winter season g 3.2). Growth of es the visibility and ident prone areas

Fig. 3.15 Growth of gra

3.5.2.2 Water
In summer, water becom running through perenn National Park death of fo and a hog deer occurre through a water body an Fig. 3.16). Death of one summer season in the m death in Katerniaghat oc bodies.

3.5.2.3 Crops and farm l Agriculture and farmlan attractants for wild anim Wildlife Sanctuary pass cropping activities (Tab situated on the outer bo another between 158/7 Farm having farmland death in Katerniaghat W 2010, a herd of five chita one accident.

asses and foliage decrease the visibilit mes a limiting factor for wild animals, and nial water sources turns into a big th our elephants, two chital, one each of a t ed between Km 225/0 to 228/7 where d crosses two rivers i.e. Suheli and Nakw e tiger and three elephants in this section months of April and May. Similarly two in ccurred in an area where the track pass land nds in close vicinity of railway track w mals. Two critical accident prone section s close to agriculture or farmland are le 3.5). One of these between km 12 rder of the Sanctuary with crop fields in and 165/0 passes through Central State and agriculture activities. Approximately WLS has taken place in these two sections al (1 male and 4 female) died within the s 25

ty d the railway track reat. In Dudhwa tiger, a fishing cat the track passes waha (Table 3.6 & n occurred during ncidences of tiger ses through water were one of the s in Katerniaghat eas with various 1/2 and 132/9 is close vicinity and e Seed Research y 78% of animal s only. In October seed farm area in

Fig. 3.16 Water bodies

3.5.2.4 Influence of gras Influence of various land from LULC map by crea control sites (Table 3.7 with the percentage of indicated that conflict in statistical analysis (Spea showed a non significan in Katerniaghat while wi possible.

Table 3.7 Ecological att Wildlife Sanctuary
Landuse 121 Area (sq.km Forest cover 31.87 Grassland 3.51 Water body 0.33 Farmlands 3.74 Settlements

between Km 225/0 and 228/7 in Dudhw sland d use attributes on accidents was taken i ating 2 km buffer around the accident pr & 3.8). Accident intensity (Conflict inten f grassland for each accident prone ncreases with the increase in grassland arman Correlation, two tailed test, r²= 0 t correlation between grassland and inte ith the small data of Dudhwa statistical tributes at accident prone sections in Critical sections /2-132/9 158/7-165 a m) Area % Area (sq.km) Area % A (sq 7 80.79 22.31 59.36% 2

8.90% 5.20 13.84% 7 3 0.84% 0.85 2.26% 2 4 9.48% 9.17 24.41% 1

0.04 0.11% 26

wa National Park nto consideration one areas and at nsity) was plotted areas. The data percentage. The .44 (alpha=0.05)) nsity of accidents analysis was not Katerniaghat 174/3-9 Area q.km) Area % 2.67 19.17% 7.53 54.06% 2.25 16.15% .47 10.55%

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Table 3.8 Ecological attributes at accident prone sections in Dudhwa NP Landuse Critical sections 199/1-202/5 225/5-228/7 Area (sq.km) Area % Area (sq.km) Area % Forest cover 12.76 62.98% 8.43 74.01% Grassland 6.92 34.16% 2.32 20.37% Water body 0.58 2.86% 0.29 2.55% Farmlands

0.34 2.99% Settlements

3.5.3 Frequency and Speed of trains Higher speed and frequency of trains especially during night hour has been also found responsible for animal mortalities due to train accidents. There are around 14 passenger trains that run every day on Gonda-Mailani railway track passing through the Kishanpur WLS, Dudhwa National Park and the Katerniaghat WLS (Table 3.9). In addition to this, two to three goods trains also run occasionally through these areas. The number of good trains however increases during sugarcane harvesting period. Of the passenger trains, seven trains run during night hour between 6:00 PM to 6:00 AM. Goods trains were also found to running through these protected areas at night hours.

The speed measured for the passenger trains running through the park areas during day hours were found to be between 40-50 km/hr. Trains running during night hour were found significantly faster.
Table 3.9 Number of passenger trains passing through Kishanpur WLS, Dudhwa NP and Katerniaghat WLS UP Trains Down trains Train No. Train Name Train No. Train Name 5315 Gonda Jn to Mathura 5316 Mathura to Gonda Jn
5319 Palia Kalan to Aishbaag 5320 Aishbaag to Palia Kalan 173 Trikonia to Aishbaag 174 Aishbaag to Trikonia
187 Gonda Jn to Melani Jn 188 Melani Jn to Gonda Jn 189 Gonda Jn to Bareki Jn 190 Bareki Jn to Gonda Jn
191 Gonda Jn to Melani Jn 192 Melani Jn to Gonda Jn
193 Gonda Jn to Melani Jn 194 Melani Jn to Gonda Jn
219 Palia Kalan to Melani Jn 220 Melani Jn to Palia Kalan

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4. Implementation of mitigation measures Following initiatives have been undertaken by the Uttar Pradesh Forest Department and North Eastern Railway to reduce elephant and other animal mortality in the park.

4.1. Declaration of accident prone areas as caution zones and speed limit
Railway declared seven caution zones (Table 4.1) to reduce wildlife mortalities and put the speed limit of 20-30 km/hr in each of these sections. Details of these caution zones have been incorporated in to the loco pilot’s instruction book. To avoid the further accidents Loco Pilots were asked to follow the speed limits and blow whistle frequently while passing through such areas. During night hours loco pilots were instructed to switch off harsh lights, often disorient animals and also to blow horn after seeing an animal close to the railway track. Caution zones were only issued for the Dudhwa National Park.

Table 6.1 Caution Zones and speed limit for Loco Pilots Sl No Between Railway Station Between Km Speed Reason From To From To 1 Tikunia Belrayan 193/00 194/00 30 Wildlife 2 Belrayan Sonaripur 193/10 215/04 On the Alert Wildlife 3 Belrayan Sonaripur 194/00 194/05 30 Wildlife 4 Belrayan Sonaripur 207/06 215/08 30 Wildlife 5 Sonaripur Dudhwa 215/08 221/04 30 Wildlife 6 Sonaripur Dudhwa 222/05 222/10 30 Wildlife 7 Dudhwa Palia Kalan 228/05 228/07 30 Wildlife

4.2. Meetings and liaison with the Railway and Forest Officials The Uttar Pradesh Forest Department had several rounds of meetings with the North Eastern Railway to discuss an effective solution for this problem. As a result of such initiatives the Railway have now reduced the train speed in some of the critical sections declaring these as caution zones.

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5. Inferences Train passing through the Dudhwa Tiger Reserve has taken toll to several animal species but there is serious concern about the death of tiger and elephants for such accidents. These species are already under serious threat due to various conservation problem related to habitat degradation, fragmentation, conflicts and poaching. Railway track further aggravate the problem. The tiger number in the country has already shown a decline in recent years. In such situation it is very important to address this issue to save these species.

Railway lines also cause habitat fragmentation and reduced access to vital habitats (Jackson, 1999). Railroads are barriers that may decrease survival probability of several wildlife populations when the animals can not cross them. In Arizona, fenced railroads fragmented pronghorn habitat, isolated populations and prevented seasonal migration (Ockenfels et al. 1997). The presence of railways in the elephant habitat creates new habitat edges, alters the dynamics of the ecosystem, and creates barrier to movement of the elephants, leading to habitat loss, splitting up of elephant population and death due to train hit (Menon et al., 2005).
In Dudhwa NP, Kishapur WLS and Katerniaghat WLS, the train line pass through a prime tiger habitat. Census conducted in 2010, estimated about 112 tigers in the Dudhwa Tiger Reserve landscape. The park also has elephant, swamp deer and leopard populations. Unfortunately over 16 trains and 100 vehicles (Palia- Gauriphanta road, Dudhwa-Chandan Chauki, Chandan Chauki-Dingania, Bhira- Mailani and Chandan Chauki-Mornochani roads, Nanpara-Bichhia road) passes through the core area of the parks and make the entire belt unsafe for the wild animals.
Analysis of accidents revealed that the large number of animal deaths happened during winter season, due to presence of thick fog and grasses which thereby further decreases the visibility drastically. This was also raised by the loco pilots as one of the major factors for accidents. Hence improvement of visibility is necessary to reduce the animal deaths on the track.

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Factors responsible for accidents includes the sharp curves, elevated track sections, poor visibility due to growth of grass/foliage on the sides and thick fog during winter, speed and frequencies of the train. Poor visibility along the track is one of the important factors for the accidents. The other important ecological factors responsible for accidents are presence of water along the railway track, cropland and grassland. Presence of water bodies along the railway track attracts the animals especially during summer. Frequent animal movement for water increases the chances of accidents. Similarly cropland and grassland are also favored by the herbivores and increases the chances of accidents due to frequent movement across the railway track.

Identification of critical sections will help implementing the mitigation measures effectively. Sections from Km 121/3 to 132/9, 158/7 to 165 and 174/3 to 174/9 in Katerniaghat Wildlife Sanctuary and from Km 199/1 to 199/6 and 225/5 to 228/7 in Dudhwa National Park is very critical as each of these has experienced large number of animal deaths which also include death of endangered species like tiger, elephants, fishing cats, hog deer, black bear.

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6. Suggested Mitigation Measures To mitigate this problem site specific mitigation measures need to be implemented in different sections.

6.1. Short-term mitigation measures
In Dudhwa National Park and Katerniaghat Wildlife Sanctuary total eight accident prone sections have been identified, out of which following five are highly critical. A. Katerniaghat Wildlife Sanctuary

1. Km 121/3 to 132/9 – Length -11.6 Km
2. Km 158/7 to 165 – Length – 6.3 Km
3. Km 174/3 to 174/9 – 0.6 Km B. Dudhwa National Park
4. Km 199/1 to 199/6 – Length – 0.5 Km
5. Km 225/5 to 228/7 – Length – 3.1 Km Focus in these sections will help to tackle this problem effectively.

6.1.1 Declaration of accident prone areas as caution zones and speed limit
Railway has declared seven caution zones in Dudhwa National Park and has put speed limits to avoid further accidents and wildlife mortalities. It is also important to declare three caution zones in Katerniaghat Wildlife Sanctuary and put speed limit in these sections (Km 121/3 to 132/9, Km 158/7 to 165 and Km 174/3 to 174/9).This is being followed up.

6.1.2. Improving visibility
Low visibility is one of the major problems for loco pilots and contributes to the accidents. It is important to improve the visibility especially on curves/turnings (Appendix 3) and in accident prone areas (Table 3.4) by clearing bushes/ grasses in at least 20 -30 feet width on both sides of the track. Bushes should be cleared at least twice in a year and must before the winter season.

6.1.3. Joint night patrolling
Joint night patrolling should be initiated in the accident prone areas to avert the accidents. It has been established that the most of accidents took place during winter season between the month of November and February, joint night patrolling

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by forest and railway staff should be undertaken in the five critical sections (between Km 121/3 to 132/9, 158/7 to 165 and 174/3 to 174/9 in Katerniaghat Wildlife Sanctuary and Km 199/1 to 202/5 and 225/5 to 228/7 in Dudhwa National Park). Though it is difficult to undertake night patrolling on foot in a tiger habitat like DTR, the staff are exposed to such patrolling during monsoon period.

Patrolling teams should be equipped with wireless, mobile sets, search lights, special signal to stop the train in emergency. A minimum of four members should be in each patrolling teams. Patrolling team should be also equipped with the fire arms for safety. In case of elephant and tiger movement along the railway track these patrolling teams shall inform the railway authority about the location to caution the loco pilots. In such cases all trains in that particular stretch should proceed slowly with caution. This method has been tested on the ground in Rajaji National Park and Assam and has yielded good result.

6.1.4. Raise awareness among the Loco Pilots
Awareness workshops for key railway staff like Loco Pilots, Loco Guards, and Stationmasters should be organized to provide them better information about this problem, elephant behaviour and precaution during time of emergency. Such activities can be organized by the Wildlife Trust of India in crew lobbies at important railway stations in this section at regular intervals. Awareness activities should be also undertaken in the railway training school.

6.1.5. Initiate Stakeholder coordination
Regular meetings between railway and forest officials in the field are very important to share information, implement mitigation measures and its monitoring. It is recommended that a Task Force comprising of representatives from North Eastern Railways and Uttar Pradesh Forest Department should be constituted to improve the stakeholder coordination. 6.1.6 Installation of Signage in accident prone areas There is need to install at least 18 to 20 signage along the accident prone areas to alert the loco pilots about animal movement. Eight signages has been already prepared rest 10 to 12 should be installed on priority basis.

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6.2. Long-term planning
In Dudhwa National Park, all the railway stations are away from the human habitations and are not used by the local people residing in nearby villages. Hence, as long term solution it is suggested to relocated the railway track outside the park area. This will help in saving wildlife and their habitat and will also cater the need of more public which lives outside the park.

Unfortunately, there is a proposal to convert this meter gauge track into broad gauge. This will further aggravate the problem as frequency and speed of the trains will increase. It is therefore urgent to take a decision on this issue before situation goes out of hand. This section is also running in loss. Hence railway must take a bold step to relocate the track outside for wildlife conservation and financial sustainability.

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CHAPTER 3 Survey Report of Tamil Nadu and Kerala

1. Introduction: Elephant mortality due to train accident in Coimbatore- Palakkad section of TN and Kerala
   The Coimbatore and Palakkad Forest Divisions of Tamil Nadu and Kerala (Southern Railways, Coimbatore-Palakkad section) are facing an acute problem of elephant mortality due to train hits. Between 2002 and 2010, 13 elephants have died on the railway track in this section. Since 2006, accidents have taken place every year. In the year 2009, three accidents took place in which four elephants lost their life. These accidents have occurred between Podnaur and Kanjikode railway stations of this section.

Between Podnaur and Kanjikode, there are three railway stations namely, Madukkarai, Ettimadai and Walayar. Podnaur, Madukkarai and Ettimadai railway stations are in Tamil Nadu and Walayar and Kanjikode are in Kerala. The Coimbatore-Palakkad section has busy train traffic and a double line to cater for it. After Ettimadai, both the tracks diverge. The A line passes through 6.5 kms of forests between Kanjikode and Walayar and two kms between Walayar and Ettimadai. Between Ettimadai and Podnaur the track goes completely outside the forests. The B line mostly runs through the forests between Ettimadai, Walayar and Kanjikode. The length of the track of the B line passing through forests between Kanjikode and Walayar is approximately 11.5 Km and between Walayar and Etimadai is five Km. (Fig. 1)

The gradient on the B line is less as compared to the A line. The B line was constructed by the Railways in 1974 to cater to the need of growing traffic of passenger and goods trains. The A line is a very old establishment in existence since 1861. Since the B line passes mostly through forests, most of the accidents have taken place on this line.

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Fig. 1: Map of the critical section of the track showing A and B lines

2. Methodology WTI initiated field work in this area to collect information on habitat availability, elephant movement, habitat utilization and human-elephant conflict in this region. For undertaking this study a biologist, a sociologist and field assistant were engaged for full time data collection. In addition to this a senior biologist from the field and a scientist (coordinator) from headquarter also contributed periodically to the data collection and monitoring of the project activities. The Executive Director, WTI also visited the conflict sites in the month of August 2010 to monitor project activities and suggest ameliorative measures.

For a long-term solution to this problem it was important to know the elephant movement in this area at a landscape level in relation to habitat availability and other ecological parameters. The mitigation measures and its effectiveness will be based on the knowledge of habitat availability, its utilization by the animal, other ecological attractants and disturbances. Keeping these issues in mind WTI collected data on such parameters in the region.

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The data was collected through temporarily marked transects in the habitat available between A and B lines and in the region. On each transect, circular plots of 10 m radius were laid after every 250 m to assess and measure presence of tree and shrub species, elephant food species, elephant signs (dung piles, feeding sign), and disturbances (human presence, cattle presence, cattle dung) (Fig. 2.3). Records were also made on the broad vegetation type and canopy cover. Data on the availability of water were also collected.

In order to get information on land use changes, elephant movements, seasonality, influence of crops available in the fringe area on elephant movement a questionnaire survey was conducted in more than 20 villages (Fig. 2.2).

Information was collected to identify critical areas prone to accidents, elephant movement zones along the railway tracks, bridges used by elephants and physical features responsible for accidents. GPS locations of the important landmarks were collected and transferred in a GIS domain to prepare maps.

Identification of elephant movement areas is important for placement of signage along the railway track to alert the drivers as well as for developing a mitigation strategy. To identify the elephant movement zones and critical areas, encounter rate from direct sightings and elephant dung along the railway track was collected (Fig. 2.1). Records were also made on the presence of other elephant signs (feeding and tracks). Habitat and landscape attributes like availability of water Fig 2.1: Data collection along the railway track Fig 2.2: Field Officer conducting questionnaire

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bodies along the track, sharp curves, and steep cuttings on the sides have also been recorded. Data was also collected on attractants like crops and plantations along the track in conflict prone areas. Elephant mortality record, seasonality and accident locations have been collected from the Railway and Forest Departments (Fig. 2.4).

Fig. 2.3: Sampling plots shown on the landscape

Data was also collected on disturbances like mining, industrialization and urban development in the area.

Information was collected on mitigation measures undertaken by various stakeholders and their effectiveness in reducing elephant mortality. Recently erected power fences were evaluated to check their maintenance status, impact on animal movement and effectiveness.

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A digital satellite imagery of Landsat 5 of 1990 and 1999 was used for GIS mapping, change detection and analysis. Landuse classes were broadly classified and area was calculated. Different layers were overlaid to get outputs and produce maps.

Fig. 2.4: Locations of the past accidents

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3. Results 3.1 Pattern of animal mortality Till date 15 elephants have been killed in nine accidents on both the lines, of which eight have been killed in Kerala and seven in Tamil Nadu. On the B line, six accidents have taken place in which 11 elephants have died and on the A line, three accidents have taken place in which four elephants have died. Out of nine accidents, six have taken place between Kanjikode and Walayar railway section (Fig 3.1).

PTJ- Podnaur; MDK- Madukkarai; ETMD- Ettimadai; WRA- Walayar; KJKD- Kanjikode

In the Walayar Range of Palakkad Forest Division 40% of the total elephant mortality has happened due to train accidents. In addition to elephant death, a few chital and wild boar have also died due to train accidents in this area.

In most of the cases animals from a herd have died. Out of 15 elephant deaths, four were adult male, four adult female, two juvenile (one male and one female), three calves and two animal are unsexed (Fig. 3.2).
0 1 2 3 4 5 6 7 PTJ-MDK MDK-ETMD ETMD-WRA WRA-KJKD No. of Accidents Railway stations B Line A Line Fig: 3.1 Accidents in different sections and on different lines

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3.2 Seasonality of Accidents: Seasonal mortality data show that most of the accidents have taken place during monsoon and the agricultural season between the months of June and November (Fig 3.3).

All accidents have taken place by night bound passenger trains between 21:00 and 02:15 hours.

0 1 2 3 4 5 Adult Male Adult Female Juvenile Calf Un Sexed No. of elephant Age & Sex Fig. 3.2: Mortality pattern in age and sex classes of elephant 0 1 0 0 0 1 2 1 2 0 1 0 0 1 2 3 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Number Months Fig. 3.3: Seasonal pattern of Accidents No. of Accidents

3.3 Elephant movemen Frequent elephant move and B line between Kan & 3.5).

Between Walayar and K from Km 510 to 513 on Elephant movement sign Km 506 – 508 on A line Fig. 3.4: Elep Fig. 3.5: Family gr Walayar-Kanjikod nt ement along the railway track were rec njikode-Walayar and Walayar – Etimadai Kanjikode, frequencies of elephant sign B line and from Km 511 to 513 on A lin ns were also noticed between Km 505A-5 between Walayar and Etimadai (Fig 3.8 phant signs along the railway track roup crossing railway track between de 41 corded both on A stations (Fig. 3.4 ns were recorded e (Fig 3.6 & 3.7). 508 on B line and 8 & 3.9). Between

42

Etimadai-Madukarai and Madukarai-Podnaur stations elephant movement is occasional.

During the whole study period elephant groups or loners were sighted on 15 occasions close to the railway track and in nearby areas. The largest group sighted was of 15 animals. The area between Walayar-Kanjikode stations is being used by a family herd of approximately 15-20 elephants and a few small groups and loners. The area between Walayar-Etimadai stations is mainly used by loners but at times small family groups also visit this area.

The area between Walayar and Kanjikode where elephant movement has been recorded has a good forest patch between A and B line extended between Km 510 and 513. Though this is a small patch of forest this is the only flat land available for the elephant in that area. Most of the forests of the Walayar range are hilly. Another important reason is that this is the only area where elephant can negotiate the hill range between Walayar and Kanjikode stations (Fig. 3.10).

Similarly the area between Walayar and Etimadai where elephant movement has been recorded has a good forest patch between A and B line. This is also a flat land and has a large patch of bamboo. Other areas close to it is highly fragmented and disturbed.

0 2 4 6 8 10 12 510 511 512 513 No. of sign Km section Fig. 3.6: Signs of elephat movement along B line between Walayar and Kanjikode Railway section

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0 2 4 6 8 10 511 512 513 No. of sign Km Section Fig. 3.7:Signs of elephant movement along A line between Walayar and Kanjikode Railway section 02468 10 12 14 16 18 505A 506 506A 507 508 No. of sign Km section Fig. 3.8: Signs of elephant movement along B line between Walayar and Etimadai Railway section 0 2 4 6 8 10 506 507 508 No. of Sign Km section Fig.3.9: Signs of elephant movement along A line between Walayar and Etimadai Railway Section

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Fig. 3.10: Map showing the terrain of the area

3.4 Identification of critical sections: Out of six accidents in the Kanjikode-Walayar section, five have taken place on the B line and one on the A line (Fig 2.4). In all accidents on the B line, members from a family unit have been killed. On the A line one solitary male was killed.

On the B line, clearly the most critical section lies between Walayar and Kanjikode (Fig 3.11). Even in this section, the area between 511 Km to 513 Km is the most crucial as four accidents have taken place in less than a two kilometer stretch. This area is very crucial for elephant movement as one accident has also taken place in the same area on A line between 511-12 Km (Fig 19). Similarly, on the A line the stretch from 505 Km to 508 Km on the Walayar-Etimadai section is critical as two accidents have taken place in this area too (Fig 3.12). This result helps in narrowing down of the problem. For implementation of mitigation measures between Walayar and Kanjikode stations attention should be given in the three Km section on both A and B line from 510 and 513 Km. Similarly between Walayar and Etimadai stations attention should be given on A and B line from 505 and 508 Km. Between Walayar and Etimadai stations although no accidents have happened on the B line in the past, the stretch is highly prone to accidents. There is another critical section on B line between Walayar and Kanjikode stations from Km 515 to 517. This is a three Km stretch and elephant movement takes place

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mostly for crop raiding in the fringe villages. In the past, one accident has taken place in this section.

3.5 Factors responsible for accidents There might be several factors which has an influence on the mortality of elephants due to train hits in this region. These might be ecological, technical or human induced factors.

A) Physical factors (i) Curves Curves are a very important physical feature along the track. Curves increase the probability of accidents due to low visibility (Fig. 3.13). The area between Walayar 0 1 2 3 4 No. of Accidents KM Fig. 3.11: Accidents in different section on B line between Etimadi-Walayar and Walayar-Kanjikode section 0 1 2 No. of Accidents KM Fig. 3.12: Accidents in different sections on A line between Etimadai-Walayar and Walalyar- Kanjikode section

and Kanjikode especially 1, 2, 3 & 4 in Appendix-4 prone for accidents. The experienced five acciden

(ii) Cuttings Cuttings are highly sens at the time of train move have happened in cuttin 3.14, 3.15 & 3.16). In su and cannot climb up t specially on the B line h Appendix-4). There are Madukarai and Podanur

Fig. 3.13 Fig. 3.14: Elephant death between Etimadai and Wa y on the B line has a large number of criti 4). The area with curves and steep cuttin e area between Km 511 and 513 and 51 nts due to the presence of curves or cuttin itive sections on the track. Animals get tr ement and get killed. Out of nine accide ng with steep embankments on the sides uch a situation the animal does not get to the top. The area between Walaya as a large number of critical cuttings (Ta few critical cuttings between Walayar a (Table 6 & 8 in Appendix-4).
: On sharp curve visibility decreases

in cutting
alayar Fig. 3.15: Elephant deat Between Podanur and M 46 ical curves (Table ngs become more 16A and 517 has ngs. rapped in cuttings nts, six accidents s of the track Fig. space to escape ar and Kanjikode able 5, 6, 7 & 8 in and Etimadai and

th in cutting
Madukkarai

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Fig. 3.16: Locations of the cuttings and accidents along the railway track

B) Technical factors i) Speed and frequency of the trains After establishment of B line the frequency of trains has increased several folds in this section. Each day more than 50 trains pass through this area. Similarly the speed of trains has also increased gradually. Train speed in some of the section is 80 Km / hour or above. The high frequency and speed of the train has contributed a lot to elephant casualty on this track.

C) Ecological factors

(i) Landuse changes Unlike other regions this area has also experienced extensive changes in landuse pattern in last few decades. In addition to commissioning of B line through forest area in 1974, other development activities and landuse changes like, urban developments, industrializations, mining, growth of settlements and change in crop pattern & land tenure together has contributed to the habitat loss especially in the flat areas and foothills (Fig. 3.17, 3.18, 3.19 & 3.20).

A change detection ana 1999 showed decrease forest and decrease in increase in plantation like

In the last few years sev Tamil Nadu which wa developments like Mal infrastructure and activi certain extent. The limes Kerala and Tamil Nadu movement of elephants using the area close to ra

Similarly, in past the questionnaire survey 48 the past 30 years (Tabl fallow land (increase in o to plantation). Change in to the railway track has c

Table 9: Change in villa Year of residing in the v 0-20 21-30 31-40 41 – Above

Fig. 3.17: Urban develop foothill, part of elephant alysis over period of only nine years be in dense forest category (Table 13). The n agriculture and fallow land actually c e coconut and banana (Table 13). veral buildings have come up in the foot as previously open for elephant move labar & ACC cement factories and ities have contributed to the habitat fra stone mining activities in the prime elepha had created lot of disturbance and blo . This is also one of the reasons that e ailway track.
several years, villages have also ex 8% respondents revealed that they shifte le 9). Cash crop plantation has increas open forest category shown in the Table n cropping pattern and landuses in villag created favorable conditions for elephant age population and landuse village % surveyed population 31 17 14 38 pment in the habitat
Fig, 3.18: Malabar cemen 48 etween 1990 and increase in open could be due to thills especially in ement. Industrial their associated agmentation to a ant habitat both in ocked the natural elephants started xpanded. In our ed to the area in ed at the cost of e 13 could be due ges situated close movement.
nt factory

(ii) Crop as an attractan A change in cropping pa close vicinity of the ra elephant (Fig 3.21, Table coconut and banana is th gram and groundnut an and plantations are prefe % people surveyed wer have land holding of mor Fig. 3.21: Locations of Fig. 3.19: Malabar limesto right in the elephant habit nt attern and plantation especially in the vil ilway track has created an environme e 10 & Appendix-6). Paddy is the major c he major plantation. In Tamil Nadu major nd major plantation is coconut and bana erred food for elephant. The land holding re two or less than two ha (Table 11). O re than five ha (Table 11). the villages

one mining tat Fig. 3.20: Change in cro landuse near railway tra 49 lages situated on nt which attracts crop in Kerala and r crops are paddy, ana. These crops g of more than 50 Only 12 % people

p pattern and ack and area

Fig. 3.2 Table 11: Land holding Area 0-2 ha 2.1-4 ha 4.1-6 ha 6.1-8 ha Above 8 ha

In the questionnaire surv elephants in the last on reported about an increa 3.22). Elephants use for and do crop raiding in n crop raiding takes place also coincides with the e depredation by herd (52%

Table 12: Intensity of d

Sl. No. Damage of dif 1 Plantation (coc 2 Other cereals 3 Maize 4 Groundnut 5 Paddy 6 Vegetable 7 Peanut 8 Tomato

Total=

2: Damage to coconut plantation by g of the area % of surveyed population 53.60 25.49 8.50 3.92 8.50 vey 65% of the respondents reported cro e year to the tune of 58 hectare (Table ase in crop depredation cases in the las rest patches close to the track as shelte nearby villages in the evening and night between June and December. Period of elephant mortality due to train accidents %) and loner (48%) are almost equal. damage in the surveyed villages fferent crops A conut, banana, mango and others) and pulses 50

op depredation by 12). People also st few years (Fig. er during daytime time. Most of the crop depredation in this area. Crop Area (in ha.) 29.03 4.5 2.63 14.38 6.27 2.46 1.01 3.44 57.96

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Ninety three percent of respondent reported that crop depredation management is still undertaken individually. People use combination of method to protect their crops. Out of three mitigation measures adopted widely 93% uses crackers to drive elephants. Power fence is used by only 8% people. More than 92% people who are using power fence placed it in medium (69%) or ineffective (23%) category in conflict management.

(iii) Habitat Line B passes through elephant habitat between Etimadai-Walayar and Walayar- Kanjikode railway sections. The total habitat available for elephant in the region is less than 200 km2 (Table 13). But most of the area is hilly, of which some are inaccessible for the elephant (Fig. 3.10). The flat lands available are under few small forest patches, agriculture land, plantations, settlements and other development activities. The two comparatively good forest patches in the flat land falls between A and B line (between Km 505A and 508 and Km 511 and 513) and this is exactly where most of the accidents are occurring. Though these are small forest patches, these are the only forests available in the flat land.

We did extensive sampling to compare the habitat (Fig. 3.23), utilization status, availability of water, preferred food species, and disturbances. It is evident from the result that habitat quality and utilization pattern is more or less same in the compared areas (Table 14 & 15). The details of tree species are provided in Annexure-5 (Table 16 to 23).

Hence habitat does not play a major role. But during the rainy season between the months of June and December the frequency of elephant movement increases due to a combination of reasons like crop raiding, inaccessibility of forest areas that have difficult terrain, disturbances due to blasting and other activities in mining area and blockage in the natural movement area due to several disturbances. Though the habitat present near railway track between Etimadai - Walayar and Walayar – Kanjikode are small patches but their utilization by the elephant is at par to larger habitat, due to the attractions near it and disturbances in the main habitat.

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Table 13: Area under different landuse classes Sl. No. Landuse classes Area in 1990 (Km2) Area in 1999 (Km2) Change in area (Km2) 1. Dense forests 124.22 122.21

• 2.01

Open forests 66.69 83.86

• 17.17

Water bodies 2.5 0.5

• 2

Agriculture & Fallow land 351.82 338.24

• 13.58

Limestone mines 1.13 1.24

• 0.11

Total 546.36 546.05

Table 14: Status of habitat available around railway track and in the region for elephant in Palkkad and Coimbatore Forest Divisions of Kerala and Tamil Nadu

Sl. No. Area No. of tree sp. Tree density /ha. Status of elephant food species No. of species Tree density/ ha. % of total tree density 1 Habitat near A and B line between Walayar and Kanjikode, Kerela 41 349 22 241 69 2 Habitat in the foothills in Puduchery south between Walayar and Kanjikode, Kerela 27 490 14 273 57 3 Habitat in and around Kanjikode and Mallampuzha dam, Kerela 28 636 15 465 73 4 Habitat near A and B line between Walayar and Etimadai, Tamil Nadu 37 338 19 259 76 5 Habitat on the north to the ridge around Malabar mine, Kerela 36 453 21 383 84 6 Habitat in the hills near Parapatty, Tamil Nadu 26 236 14 149 63 7 Habitat near track between Etimadi and Madukari, Tamil Nadu 5 87 1 58 67 8 Habitat in foothill near Arivoli Nagar between Etimadi and Madukari, Tamil Nadu 3 42 2 26 62

Table 15: Status of hab

Sl. No. Area 1 Habitat near A an Walayar and Kan 2 Habitat in the foo south between W Kanjikode, Kerela 3 Habitat in and aro and Mallampuzha 4 Habitat near A an Walayar and Etim 5 Habitat on the no around Malabar m 6 Habitat in the hills Tamil Nadu 7 Habitat near track and Madukari, Ta 8 Habitat in foothill between Etimadi Tamil Nadu

(iv) Impact of disturban Limestone mining activi obstruction in the elepha operation activities like, presence of operation building construction, in Fig. 3.23: Ele bitat utilization, disturbances and wate Percentage of plots w Elephant signs disturba nd B line between njikode, Kerela 36 62 thills in Puduchery Walayar and a 60 40 ound Kanjikode a dam, Kerela 58 100 nd B line between madai, Tamil Nadu 64 72 orth to the ridge mine, Kerela 50 16 s near Parapatty, 71 88 k between Etimadi amil Nadu 0 40 near Arivoli Nagar and Madukari, 67 100 nces ities in Walayar and Etimadai landscap ant movement but also creates huge dis blasting, movement of heavy vehicle staff (Fig. 3.24, 3.25, & 3.26). Similar ndustrial and urban development in the

ephant feeding sign Wrightia tinctorea 53 r availability
ith ances Water bodies 46 75 50 33 33 65 0 33 pe is not only an sturbances due to to carry ore and rly, indiscriminate e foothill between

Ettimadai and Podnau movement. These are a close to the railway trac Elephant movement has

Fig. 3.26: Map sh

Fig. 3.24: Walayar cemen r over the year has also created h also the reason now elephants are usin ck which previously they might not be us s been shown in figure 3.27. howing various disturbances to elepha t factory Fig. 3.25: Mining operat 54 hurdle in natural ng forest patches ing so frequently. ant movement

tion in the elephant habitat

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Fig. 3,27: Map showing elephant movements

Fig. 4.1: Elephant signag railway track 4. Mitigation mea Department The Railways has taken 4.2). These include putti about elephant moveme railway stations, annou Coimbatore and patrolli Railways has also issu continuously in elephant Km/ hour during night be

The Kerala Forest Dep railway track between W Maintenance of these fe Similarly, Tamil Nadu Fo Podnaur to restrict the However, these measure is required to stop the ac for elephants should be 4.5). Power fences may

Fig. 4.2: Awareness boa passengers
e along the sures undertaken by Railway n several initiatives to minimize the pro ing up elephant signage along the track ent, small awareness signage for the pa uncement for the train passengers a ng of the track by their gang man. Oth ued a caution to their loco pilots to t movement areas and has reduced the etween 6 PM to 6 AM in the accident pron

artment has on its part fenced approxi Walayar and Kanjikode in the Walayar ences was found satisfactory except fo orest Department has also fenced some o elephant movement on to the road a es fall short of a comprehensive manage ccidents from happening (Fig. 4.4). The s done carefully as per the terrain and its m not be a long term solution due to mainte 56 ard for the y and Forest
oblem (Fig. 4.1 & to remind drivers assengers on the at Palakkad and her than this, the blow the whistle train speed to 45 ne areas. mately 10 km of range (Fig 4.3). r a few sections. of the area before nd railway track. ement plan which election of barrier maintenance (Fig. enance problems.

Fig. 4.3: Power fence alon

Fig. 4.5: Map sho

ng the track Fig. 4.4: Elephant manage the trenches owing fence and accident sites
57 es to cross

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5. Suggested mitigation measures To mitigate this problem site specific mitigation measures needs to be implemented in different sections. There are few other conservation issues like human-elephant conflict and disturbances in the elephant habitat due to limestone mining and growth of settlements, which is directly and indirectly associated with this problem. Hence, these issues should also be considered holistically while implementing the plan.

Based on the accidents records, elephant movement and presence of various factors responsible for accidents, the following stretches are identified as highly sensitive and prone for accidents on A & B lines:

a. Km 510-513 (Walayar-Kanjikode, Kerala) b. Km 505-508 (Etimadai-Walayar, Tamil Nadu and Kerala)
c. Km 515-517 on B line (Walayar-Kanjikode, Kerala) d. Km 492-493 (Podnaur-Madukkari)

5.1. Long term Mitigation Measures: Following long term mitigation measures needs to be implemented section wise

A. Podanur-Madukkari Section: Stray movement of elephant occasionally takes place in this section. It is not a high elephant movement area. Both the A and B line run parallel in this section. On 4th February 2008 one accident took place in this section in a cutting (Km 492/1-15) in which four animals died. There are two critical cuttings (Km 492/1-15 & Km 492/17-25) which needs to be widened with gentle slope provided on the sides. The other two cuttings mentioned (49/10-14 & 495/3-9) are low and not critical.

B. Madukari-Etimadai Section: Elephant movement along the railway track in this section is also rare. No accident has taken place in this section. Both the A and B line run parallel in this

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section also. The two critical cuttings (Km 500/7-1 & Km 496/45-497/20) need to be widened with gentle slope on the sides.

C. Etimadai-Walayar Section: Problem in this section is mostly confined between Km 505/0-508 on both A and B line. The B line is two km longer than the A line (There are additional kilometers, 505A and 506A on B line). There is regular movement of elephants (loners) in this section across the railway track to use small patch of forest between both the lines and for crop raiding in nearby villages. This forest patch extend on B line from end of the Km 505 to 506A/13 approximately 2.5 km and on A line from 506/14 to 507/14 for approximately one km. In this section the limestone mine of ACC cement factory is situated to the north to the B line at a distance ranging from 100 to 500 m.

After Km 507/14, the A line runs completely outside the forest up to the Walayar railway station but B line again goes through forest between Km 507/5 and Walayar railway station (509/15). On B line movement of elephant between Km 507/5 and 509/15 is less.

On A line there is a critical cutting between Km 505/14 and 506/4 in which one accident has taken place on 17th July 2009. Including this, total two accidents have taken place in this section on A line. Though there has not been any accident on B line in the past but, due to frequent elephant movement across the track this section is very crucial.

The B line in this section between Km 505 and 509 should be fenced using old rails from both sides (Fig. 5.1 & 5.3). Fencing should be done in such a way that it ends on bridge to prevent elephant entry inside the fenced area on railway track. The total length of fencing on one side will be around five Kilometer. Fencing on B line can be started from Km 505A/1 from the bridge and can end at suitable place near 506 A/ 15. Again fencing can be started from 507/9 from the bridge on the Walayar River and can end near 509/0. The area where the bridge is not present a girder bridge kind of structure can be constructed to prevent the elephant entry in the fenced area. There are few bridges which elephant can use after little

modifications, like repla providing slope in the sections are near 505A mines), 507/5-9 (On Wal

Similarly the A line shou only for approximately o meters apart from each should be 180 centimete two horizontal rails joine the ground and another a

The critical cutting betwe on the sides. The other o to prevent the animal mo actual estimation of the meter gap should be pro Providing gentle slopes o

To prevent crop depr fence/trench) should be should some strategies t

Fig 5.1: Old rail fencing elephant movement in J acement of iron structure with concrete river bed below the bridges (Fig. 5.2) A/11-13, 506/33-35, 506/7-9 (below this layar River) and 508/5-7.
uld be fenced between 506/14 and 507/ one km (Fig. 5.3). Fencing poles should h other. The minimum length of poles a er and below the ground 70 centimeter. ed to each poles first at the height of 75 at the top.
een 505/14 and 506/4 can be widened w option is to fence the cutting from the sid ovement inside. These options can be s e cost and feasibility. In cuttings minim ovided on the sides depending on the hei on the sides is essential.
redation in nearby village a suitable made along the entire forest fringe. Oth to have regulation on mining and growth o g to prevent Jharkhand Fig 5.2: Bridge which 60 e on the top and ). Bridges in this is road for ACC 14 from one side d be placed three above the ground There should be 5 centimeter from with gentle slopes des using old rails elected based on mum three to five ght of the cutting. e barrier (power er than this there of settlements.
h elephant can negotiate

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D. Walayar-Kanjikode Section: The entire stretch between Km 510 and 518 on B line is critical. The critical sections are Km 510/0-513/15 and Km 515-517. On the A line the problem is between Km 510 and 513. This whole section is situated in Kerala. There is regular movement of family groups and loners as this section also has a small patch of forest between the A and B lines. Elephants use this area both as a habitat and for crop raiding in nearby villages. This is the only area between Walayar and Kanjikode where elephants can manage to cross the hills from the railway track to the northern side of the habitat. This forest patch extends on B line from Km 510 to 513/17 approximately 3.5 km and on A line from 510 to 513 approximately 3 km.

After Km 513, A line runs completely outside the forest up to the Kanjikode railway station but B line goes through forest between Km 513/25 and 518.

On B line there are several critical cuttings (Table 5 in Appendix-4) which along with blind curves (Table 1 in Appendix-4) make the area highly prone for accidents. Out of nine accidents, five have taken place on B line in this section. Some of the cuttings are difficult to widen. Even after widening of critical cuttings, the problem in this area will remain the same as there are several blind curves and frequent elephants movement.

The B line in this section should be fenced from both sides using old rails between 510/25 and 518 (Fig. 5.3). Fencing can be started from the one end of a bridge at 510/25 near the nallah and end near the edge of the first cutting (510/44). Then it can start from the other edge of the first cutting at 511/9 and can end at 512/11 near the first end of the next critical cutting. Fencing can be started again from 512/19 at the second end of the cutting and can end at 512/29 near the bridge on the nallah. The total fencing till this point will be 1.5 Km in length. Fencing can then be started from 512/31 from the other end of this nallah and can end near 518. The B line in this section is two km longer than the A line. Fencing on B line will be approximately 8.5 kilometer on one side. There are several bridges in this sections of which a few of them (between km 510/23-25, 512/29-31, 513/15-17) are crossable for elephants. Some of these bridges are being used by the

62

elephants. Bridges in this area should also be made animal friendly after few modifications like replacement of iron structure by concrete. Fencing of the B line from both sides is important to prevent elephant movement along the track.

Similarly the A line should also be fenced by old rail from one side between 510 and 513 for approximately 3 Kilometers (Fig 5.3). Therefore, the total old rail fencing required to be done is 8.5 Km on the B line on both sides (total 17 Km) and 3 Km on the A line.

To prevent crop depredation in nearby village a suitable barrier (power fence/trench) should be made along the entire forest fringe as well. This area also needs proper strategies to regulate mining activities.

Fig. 5,3: Map showing proposed fencing

The important reason of allowing the elephants beyond the B line is the presence of habitat between the A and B lines. It is also difficult to restrict them up to the B line due to attractants like crops and plantations on the other side.

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Erecting a suitable barrier only on one side of the B line (northern side) may not yield the desired result as elephants would still manage to come on to the track by moving to the other side by traveling along the barrier till they reach the ends. Last year, elephants crossed the track along areas between Kanjikode and Palakkad.
Unless the other side of the B line is also fenced, thereby sandwiching the track between two closely laid out fences, there is no way one can prevent the elephants from approaching the tract. Employing old rails for fencing would be a better option than power fences or trenches as they require constant maintenance. Old rail fence installed between Posita and Manoharpur Railway section in Jharkhand has yielded a desired result in preventing elephant movement on the railway track (Fig. 5.1).

5.2. Short and Medium term Mitigation Measures: The following short term and medium term mitigation measures should be initiated immediately until the long term solutions are implemented.

a. Initiate Joint night patrolling at five critical stretches As it has been established that most of the accidents have taken place between the month of June to November, joint night patrolling by forest and railway staff can be undertaken in the five critical stretches (between Km 505/14-507/14 & 510- 513 on A line and Km 505- 508, 510-513 & 515-517/25 on B line) between the months of June to December by five patrolling teams. Patrolling teams should be equipped with wireless or other communication systems, search lights and special signal to stop the train in emergency, raincoat and shoes. A minimum of three members should be in each patrolling teams. These patrolling groups should be trained to driving elephants off the track and rapidly communicate in case of emergency. In case of elephant movement along the railway track these patrolling teams shall inform the railway authority about the location of the elephant for cautioning the loco pilots. In such cases all trains in that particular stretch should proceed slowly with caution. Patrolling teams will stay near the site till the elephants move away from the track. Patrolling team will also try to drive the elephants from the track in case of emergency. This method has been tested on

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the ground in Rajaji National Park and Deepor Beel area of Assam and has yielded good result.

b. Clear vegetation along blind curves listed in Appendix- 4:
Vegetations along blind curves in the elephant movement areas should be cleared up to a distance of 15 meters from the track in high priority areas (sees specific recommendations below) to increase the visibility for the loco pilots.

1. Vegetation should be cleared on either side of A & B line on Kms 510/0- 513/15.
2. Vegetation should be cleared on either side of A & B line on Km 505/0-508 and Km 515-517 on the B line.

c. Raise Awareness among the Loco Pilots:
Awareness workshops for key railway staff like Loco Pilots, Loco Guards, and Stationmasters should be organized to provide them better information about this problem, elephant behaviour and precaution during time of emergency. Such activities can be organized by the Wildlife Trust of India in crew lobbies at important railway stations in this section.

d. Initiate Stakeholder coordination:
Regular meetings between railway and forest officials in the field are very important to share information, to implement mitigation measures and its monitoring. It is recommended that a Task Force comprising of representatives from Southern Railways, Kerala Forest Department, Tamil Nadu Forest Department, Wildlife Trust of India, and Elected Local Representatives of people (Village/gram level) be constituted with regular meeting immediately.

CHAPTER 4 Survey Report of

1. Introduction The state of Jharkhand accidents. Presence of a wildlife habitats, ferrying for death of several wild have been killed in Jha and Kolhan Forest Divisi Fig. 1.1 Accident prone

1.1. Critical Sections in Kolhan Forest Division:
Kolhan Forest Division h deaths since 1994. This Chakrdharpur and Mano goods trains pass every finished products of majo

f Jharkhand
d also has a problem of elephant mort a vast rail network through protected are passengers and mineral resources has animals every year. Since 1994, more t rkhand. Area like Saraikela- Kharsama, ions are accident prone sites (Fig 1.1). e railway sections in Jharkhand n important Forest Divisions: has been the worst affected with record section falls on the main Hawarah- Mum oharpur (Fig 1.2). More than 40 mail/ exp y day on this route. Goods trains carry r or steel and cement plants to several part 65 ality due to train eas and important been responsible han 12 elephants South Chaibasa

of nine elephant mbai line between press and several aw materials and t of the country.

The main accident pron Forest Division between three small railway s Mahadevsal, Derawan a 95) in a tunnel between eight between Posotia an

The five kilometer tra Manoharpur is the most a single accident near K two accidents on 21st Se Fig. 1.2 Accident prone

South Chaibasa Forest D In South Chaibasa Fore Chaibasa range. The ra through the forest patch place between Singhook Talaburu railway stations iron ore from Gua, Kirib ne areas in this section fall in Goilkera n Goilkera and Manoharpur railway se stations between Goilkera and Mano and Posotia. One elephant death also t Mahadevsal and Derawan in Kolhan ran nd Manoharpur railway stations in Goilke ack section (Km 362 to 367) betwe critical section. On 7th August 2000, four Km 364/30. In the year 2001 again four eptember (two) and 28th October (two) in t e railway sections in Kolhan Forest Div Division est Division two elephant death have bee ailway section between Chaibasa and N es of South Chaibasa Forest Division. O kharia and Jhinkpani and another betwe s (Fig. 1.3). In this section mainly goods t buru, Meghatuburu, Jamda and mines 66 range of Kolhan ection. There are oharpur, namely, ook place (1994- nge and the other era range. en Posotia and r elephant died in elephants died in the same area.

vision
en recorded from Noamundi passes One accident took en Jhinkpani and trains run to carry based in Orissa.

Train traffic is very hig passenger trains run on One female elephant die between Singhookharia Accident site is close to elephant was killed on between Jhinkpani and T Fig. 1.3 Accident prone

Saraikela-Kharsama For In Saraikela-Kharsama F and Kunkai railway stat juvenile male elephant g 385/5-16 in Saraikela Ra has high frequency of tra Kmph).

Given the high vulnerab the possibility of acciden gh in this area. Everyday around 40-5 this track.
ed and three were injured in an accident a and Jhinkpani railway stations on the Singhookharia railway station (Km 32 20th October 2007 in another accident Talaburu near Km 332/1 in Baralisia fores e railway sections of South Chaibasa F rest Division Forest Division accident prone area falls tions of Chandil- Kandra railway section got killed in an accident on 25th Decemb ange of Saraikela- Kharsama Forest Divis ains. Train speed in this section is also v bility of these areas to elephants and the nts in the region, WTI conducted an asse 67 0 goods and 10 which took place 19th Nov. 2002. 20/10). One male which took place st.

Forest Division
between Manikui ns (Fig 1.4). One ber 1998 near Km sion. This section very high (80-100 e needs to reduce essment to outline

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the vulnerable areas and to suggest suitable mitigation measures on the basis of our understanding of this issue.

Fig. 1.4 Accident prone railway sections of Saraikela- Kharsama Forest Division

2. Methodology Secondary information o and detail of trains invo maintained with differen specific details (Fig 2.1).

Information was collec evidences present along was also collected. Var water bodies along trac been recorded. Data we along the track in conflict

Information was collecte movement zones along accidents. Information stakeholders and their e during discussion with th

GPS locations of the imp domain to prepare maps was used for GIS mappin

Fig. 2.1 Field visits and

on elephant deaths, date and time of ac olved in accidents, was collected from th nt forest divisions. Field visits were ma

ted on elephant movement using dir g the railway tracks. Information on hab rious habitat and landscape attributes l cks, sharp curves and steep cuttings on ere also collected on presence of attra t prone areas.
ed to identify critical areas prone to ac the railway tracks and physical feature on mitigation measures undertak effectiveness in reducing elephant mortal he officials and field visits.
portant landmarks were collected and tra s. A digital satellite imagery of Landsat 5 o ng. d data collection along with forest and 69 cidents, locations he forest records de to collect site rect and indirect itat and corridors ike availability of n the sides have actants like crops cidents, elephant es responsible for ken by various ity were recorded ansferred in a GIS of 1990 and 1999

railway staff

3. Results 3.1. Animal mortality du Since 1994, 12 elephant of the state of Jharkhand South Chaibasa and one Fig. 3.1 Elephant All elephant deaths too August and December ( movement increases in t Fig. 3.2 Seas Accidents and elephant 2001, 2002 and 2007 (Fi 0 2 4 6 8 10 Number 0 1 2 3 4 5 Jan F Number ue to train hits
   t deaths have been recorded from differen d. Out of these, nine elephants have died e in Saraikela- Kharsama Forest Divisions t death recorded from different divisio ok place during paddy crop season bet (Fig 3.2). During paddy season the frequ the area when there are crops near railwa sonal pattern of elephant death in Jhar deaths have taken place in the year 1994 ig. 3.3), suggesting a random nature of a Forest Divisions Feb MarAprilMayJune July Aug Sep Oct No Months 70 nt forest divisions in Kolhan, two in s (Fig 3.1).

ns of Jharkhand tween months of uency of elephant ay tracks.

rkhand 4-95, 1998, 2000, ccidents.
ov Dec

Fig. 3.3 Ann 3.2 Animal movement a Kolhan FD The railway track betwe forest of Kolhan FD (Fi place mostly during c movement from South situated on south easte raiding in the villages sit 3.4). These villages are posaita. After fencing, e track has been stopped. occasion up to 35 elepha Forest is mostly sal dom

Saraikela-Kharsama FD Approximately 400 m len stations passes throug Kharsama Forest Divisi takes places during pad February. Group size va place between Km 384/ (dung ball, foot mark and 24-26 and 386/s10-11. 0 1 2 3 4 1994-95 1996 Number nual pattern of elephant death in Jhark and habitat
een Posotia and Manoharpur runs along ig. 1.2 & 3.4). Elephant movement in t rop season between August and Fe Ganmore Protected Forest of Kolhan ern side of the railway track usually take tuated on the north western side of the r e Sonpokhari, Barpose, Raida, Zozogutu elephant crossing from south eastern si Group size varied of elephants from 10 ants.
inated with several mixed associates.
ngth of railway track between Manikui an h a forest patch of Saraikela range on (Fig 1.4). Elephant movement in th ddy and maize crop season between mo ries from single elephant to 12. Elephant /26 and 387 (Fig. 3.5). During our surve d feeding signs) were recorded near km 3 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Year 71

khand the fringe of the his section takes bruary. Elephant Forest Division, es place for crop railway track (Fig. u, Ghaghera and de of the railway to 20 and on few nd Kunkai railway under Saraikela- is section mostly onths of July and t movement takes y, elephant signs 385/14-16, 385/s- 2009 2010

Forests of the Saraikela and with the Chandi ra range to Saraikela rang Chandil range. Elephant the NH33 to Asanbani fo the NH33 and goes up movement corridor but s road, canals, stone cras a-days elephant moveme

In Saraikela and Chandi Protected Forests.

Fig. 3.4 LULC m range are contiguous with Kharsama Ra nge on the other side. Elephants move ge and after crossing the railway track ts sometimes cross the river Subernrekha orest area of the Chandil Range. They o p to Dalma Wildlife Sanctuary. Previo since the last several years, developme her and urbanization have blocked their ent in the area is influenced by the availa il Ranges the dominant species is sal an map showing accident prone areas in K 72 ange on one side e from Kharsama also goes up to a and move up to occasionally cross usly, this was a ntal activities like movement. Now- ability of crops. nd the forests are

Kolhan FD

Fig. 3.5 LU In acciden South Chaibasa FD Elephant movement tak used as corridor betwee Kolhan to Chaibasa Fore the area have been res Large scale mining and destruction.

LC map showing elephant movement nt prone areas in Saraikela- Kharsama

kes places mostly during the paddy seas en Bichaburu and Anjadbera Protected Fo est Divisions. Habitat degradation and lan sponsible for fragmentation of elephant h d industrial development has contribute 73

area
FD son. This area is orests connecting nduse changes in habitat (Fig. 3.6). ed to the habitat

Fig. 3.6 LULC map s

3.3. Identification of cri Based on frequency of were found prone to ac Kolhan FD was found hig

Table 3.1 Critical accid Area K Kolhan FD 3 3 3 S. Chaibasa FD 3 3 Saraikela- Kharsama FD 3

showing accident prone areas in South itical accident prone sections animal deaths, five different sections of ccidents. Among these one section (Km ghly critical (Table 3.1 & Fig. 3.4).
ent prone sections in Jharkhand KM section Length Railway statio 62/20-367 5 Posotia and Manoharpur 50/18- 54/14 4 Mahadevsal and Derawan 31-333 3 Jhinkpani and Tal 19-321 2 Singhookharia and Jhinkpani 84/27-387 2.2 Manikui and Kunk 74

h Chaibasa FD the railway track m 362/20-367) in ons Elephant
death 8 1 aburu 1 d 1 kai 1

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3.4 Factor Responsible for Accident 3.4.1 Physical factors 3.4.1.1 Cutting
Cuttings are highly sensitive sections on the track. Animals get trapped in cuttings at the time of train movement and get killed. Critical cuttings were noticed at accident sites in Kolhan and Saraikela- Kharsama Forest Divisions (Table 3.2). Cuttings at accident site in Saraikela- Kharsama Forest Division are rocky and very steep (8 to 25 feet high) (Fig. 3.7). In Kolhan and Saraikela- Kharsama Forest Divisions accidents have taken in such areas.

3.4.1.2 Tunnel
There is a tunnel in the accident prone section (350/18- 354/14) between Mahadevsal and Derawan railway station of Kolhan range under Kolhan Forest Division. One elephant had died in a train accident in this tunnel.

Table 3.2 Physical/ ecological attributes at critical sections in Jharkhand Forest Divisions Accident prone section Attributes Cutting Curve Water bodies Crop Elevated track Corridor Kolhan 362/20- 367 3 nos. (364/22 to 30, 363/38 to 364/10 & 362/26 to 32)
Yes No Yes No No 350/18- 354/14 Yes Yes Yes No No Yes S. Chaibasa 331-333 No Yes No Yes Yes Yes

319-321 1 no. (319/8- 20) No No Yes No No Saraikela- Kharsama 384/27- 387 2 nos. (385/s- 16 to 25 & 386s20 to 32) No Yes Yes No Yes

Fig. 3.7 Critical cu

3.4.1.3 Curve
In Kolhan Forest Divisio Fig. 3.8). Presence of c accidents. One accident stations in South Chaiba Fig. 3.8 Presen site

utting at accident site in Saraikela- Kh on sharp curves are present at accident curve and cutting together make the are (near Km 332/1) between Jhinkpani and asa FD, also took place on a sharp curve nce of sharp curve and embankment m more prone to accident (Kolhan FD) 76

arsama FD sites (Table 3.2, ea more prone to d Talaburu railway (Table 3.2).

make the

77

3.4.1.4 Elevated track
Elevated track sections have also been responsible for animal deaths because of train accidents. The railway track at accident site (near Km 332/1) between Jhinkpani and Talaburu railway stations in South Chaibasa FD is around 25 feet above the ground level (Table 3.2).

3.4.2 Ecological factors 3.4.2.1 Visibility The growth of thick foliage and bushes along the railway track decreases the visibility especially on sharp curves. In Kolhan Forest Division and at one accident site, between Jhinkpani and Talaburu railway stations in South Chaibasa Forest Division low visibility has been one of the major factors responsible for accidents.

3.4.2.2 Crops
Agriculture activity in close vicinity of railway track has been a major attractants for the wild animals. All accidents prone sites in Jharkhand have presence of crop field in close vicinity (Fig. 3.9). In Saraikela- Kharsama Forest Division, cropland of Kandra and Raghunathpur villages are situated close to the track. Similarly in Kolhan Forest Division elephant raid crops in Posotia, Ganmore, Zozoguta, Sanpokhari, Raida, Baressa, Dhipa, Ghaghra and Tumsai villages.

3.4.2.3. Corridors
Some of the accident prone sections were previously contiguous elephant habitats (Menon et al., 2005). Over the last few decades various developmental activities in the area including setting industries, habitations, canal, roads and railways has fragmented the habitat. The forest patches in accident prone section in Sraikela- Kharsama is now the only connectivity left between Saraikela-Kharsama FD and Dalma WLS (Fig. 3.5). This is also highly fragmented further due to NH 33 and a canal. Due to such situations elephants are exposed to accidents.

Fig. 3.9 Crops near rai

3.4.3 Frequency and Sp Higher speed and frequ animal deaths. In all acc speed is high. The avera

3.5. Mitigation measure For the long term solu implemented only in acc Kolhan Forest Division. Jharkhand Forest Depar this section is as follows • Railway has impose 363/29-366/22 in up direction. Written cau keep sharp look for between Manoharpur • Between Posotia and installing 9.72 Km lon railway track to stop ilway track is one of the major attracta peed of trains uency of trains has been also one of the cident prone sections of Jharkhand the tra age train speed is 70 to 80 Kmph. es undertaken
ution of this problem mitigation meas cident prone section between Posotia an These measures have been implemen rtment and Railway. Mitigation measures : ed a permanent speed restriction of 40 p direction and 30 Kmph between 350/ ution order is being given to loco pilots in r animals and blow long whistle throug r and Posotia. d Manoharpur section Forest Departmen ng fence made of discarded rail scraps o the movement of elephant on the track ( 78

ant for elephant. e reasons behind ain frequency and sures have been nd Manoharpur in ted jointly by the s implemented in 0 Kmph between /18-354/14 in dn either direction to ghout the section t and Railways is on one side of the (Fig 3.10). A total

6.89 Km railway trac has been jointly share • Signage has been al areas (Fig. 3.12).

Fig. 3.10 Accident pro Kolha ck has been fenced already (Fig. 3.11). T ed by the Railways and Forest Departme so installed along the railway track in ele one area between Posotia and Manoha an FD has been fenced from one side 79 The cost of fence ent, ephant movement

arpur section in

Fig. 3.11 Old rail fe M Fig. 3.12 Caution sig between Pos

ncing in accident prone area between Manoharpur section in Kolhan FD
gnage along the railway track in accide sotia and Manoharpur section in Kolha 80

Posotia and

ent prone area an FD

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4. Inferences Analysis of data has revealed that all the accidents have happened during paddy and maize crop season between months of August and February. Expansion of cultivation activities near or inside the forest attracts the elephants close to the railway track. During cropping season the frequency of elephant movement and crossing to railway track increases. This increases the chances of accidents. Thick fog during winter season also contributes to accidents by decreasing the visibility. In addition to crop, sharp curves, cuttings on the sides, elevated track sections, speed and frequencies of the train are other contributors to such accidents.

Sections from Km 362/20 to 367 and 350/18 to 354/14 in Kolhan Forest Division, Km 331 to 333 and 319 to 321 in South Chaibasa Forest Division and Km 384/27 to 387 in Saraikela- Kharsama Forest Division has been found critically prone to accidents. The total length of critical accident prone sections in the state is only 16 Km. For an effective management of the problem all mitigation measures should be targeted in these sections only.

Fencing of the railway track between Posotia and Manaoharpur railway section has proved effective in preventing the elephant movement on the railway track and accidents. There are a few occasions when elephant have damaged the fence but it was repaired immediately. Fence is strong enough to stop the elephant and require zero maintenance for long time. The cost sharing of the fence both by Railway and Forest Department is also important as it sets a precedent. This fence has been successful in reducing the elephant death due to train accidents in Kolhan Forest Division (Fig. 4.1).

The drawback of this fence is that it has been done from one side only. The railway track towards cropland side is open. Currently there is no elephant movement on that side but any stray movement of elephant in future can be devastating. This section should be fenced from both sides.

Fig. 4.1 Elephant de

0 0.5 1 1.5 2 2.5 3 3.5 4 Number

eath due to train accident in Kolhan Fo 1994-95 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year 82

orest Division 2010

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5. Suggested Mitigation Measures To mitigate this problem site specific mitigation measures need to be implemented in different sections.

5.1. Short and long term mitigation measures
Mitigation measures need to be implemented in following areas:

1. Kolhan Forest Division A. Between Posotia and Manoharpur railway station Km 362/20 to 367
   B. Between Mahadevsal and Derawan railway station Km 350/18 to 354/14
2. South Chaibasa Forest Division A. Between Jhinkpani and Talaburu railway station Km 331 to 333
   B. Between Singhookharia and Jhinkpani railway station Km 319 to 321
3. Saraikela- Kharsama Forest Division A. Between Manikui and Kunkai railway station Km 384/27 to 387

5.1.1 Imposition of speed limit in accident prone areas
Railways has imposed speed limit in the accident prone areas of Kolhan Forest Division. The accident prone area in Saraikela- Kharsama Forest Division between Manikui and Kunkai railway station is hardly three kilometer. Railway should also impose speed limit in accident prone area in Manikui and Kunkai railway stations.

5.1.2 Installation of Signage in accident prone areas There is need to install at least 10 signage along the accident prone areas of Kolhan (four signage), South Chaibasa (four signage) and Saraikela- Kharsama (two signage) Forest Divisions to alert the loco pilots about animal movements.

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5.1.3 Leveling/ widening of cutting
Though the accident prone area between Manikui and Kunkai railway station is approximately two kilometers, presence of cuttings force the elephants to use three locations to cross in a stretch of less than one kilometer. The cutting has left the terrain and steep. Last accident took place in one of these cutting. There is need to widen these cuttings.

The old rail fencing in accident prone area between Posotia and Manoharpur railway stations in Kolhan Forest Division has been done from one side only. The railway track towards cropland side is still open. Currently problem in this area has been solved to some extent. But any movement of elephant approaching from cropland side may have devastating consequences. Owing to this situation it is advisable to fence the railway track from both sides to prevent elephants being trapped on the track. This section has few cuttings. Presence of turnings along with cuttings makes the area more vulnerable. Leveling of cuttings can also help in managing the problems.

5.1.4 Joint night patrolling
Till date the long term mitigation measures like old rail fencing or leveling of embankments are put in to place, the joint night patrolling should be initiated in some of the accident prone areas. Joint patrolling should be undertaken during elephant movement period between months of August and February in Saraikel- Kharsama Forest Division in accident prone area between Manikui and Kunkai railway stations.

Patrolling teams should be equipped with wireless, mobile sets, search lights, special signal to stop the train in emergency. A minimum of four members should be in each patrolling teams. In case of elephant movement along the railway track these patrolling teams shall inform the railway authority about the location to caution the loco pilots. In such cases all trains in that particular stretch should proceed slowly with caution. This method has been tested on the ground in Rajaji National Park and Assam and has yielded good result. Joint patrolling will also help in securing track safety.

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5.1.5 Raise awareness among the Loco Pilots
Awareness workshops for key railway staff like Loco Pilots, Loco Guards, and Station Masters should be organized make them aware of this problem, elephant behaviour and precaution to be taken during time of emergency. Such activities can be organized by the Wildlife Trust of India in crew lobbies at important railway stations in accident prone sections at regular intervals. Awareness activities should be also undertaken in the railway training school.

5.1.6 Initiate Stakeholder coordination
Regular meetings between railway and forest officials in the field are very important to share information, implement mitigation measures and its monitoring. It is recommended that a Task Force comprising of representatives from Railways and Jharkhand Forest Department should be constituted to improve the stakeholder coordination.

CHAPTER 5 Survey Report of

1. Introduction The West Bengal has b large number of wildlife 1974, 57 wild animals ha tiger, leopard, leopard c death of elephants due elephants have died in tr

The accidents have tak Alipurduar passing throu situated in the northern North Bengal. The total Km (44%) passes throu entire stretch (Table 1.1 during 1950s. During 19 the North Eastern Fron conversion of this track speed of the trains and c Fig. 1.1 Accident prone f West Bengal
been one of the most affected states aft deaths has been recorded due to train ave died in several train accidents which cat, guar and civet. Elephant are the wo e to train accidents has been a major rain accidents since 1974.
ken place on the railway track which co ugh several protected areas and forests part of the state of West Bengal, com length of this track is 168 Km, of which ugh the forests. There are 21 railway sta 1). The track was a Meter Gauge (MG) 999 to 2003 it was converted in to Broad ntier Railway (NF Railway). Problem in to broad gauge. This led to increase consequently increased in number of acc e railway sections in North Bengal. 86 ter Assam where accidents. Since include elephant, rst sufferers. The r concern, as 49 onnects Siliguri to (Fig 1.1). This is mmonly known as approximately 74 ations across the ) line established d Gauge (BG) by aggravated after in frequency and idents.

87

Table 1.1: Railway stations distributed entire accident prone sections in North Bengal Sl. No Station Name Km Pole No Distance in Km 1 Siliguri 0 0 2 Gulma 16.5 16.5 3 Slvok 27.74 12.29 4 Bagrakote 40.03 13.81 5 Oodlabari 44.32 4.29 6 Damdim 49.4 5.08 7 New Mal Jn. 54.97 5.57 8 Chalsa 62.7 7.73 9 Nagrakata 75.79 13.09 10 Carron 81.08 5.29 11 Banarhat 93.92 12.84 12 Binaguri 99.35 5.43 13 Dalgaon 108.42 9.07 14 Mujnai 114.1 5.68 15 Madarihat 122.72 8.62 16 Hasimara 133.48 10.76 17 Hamiltonganj 142.65 9.17 18 Kalchini 145.46 2.81 19 Garopara 150.9 5.44 20 Rajabhatkhawa 157.27 6.37 21 Alipurduar 168.21 10.94

The railway track passes through three Sanctuaries, viz, Mahananda, Chapramai and Jaldapara and buffer areas of Buxa Tiger Reserve (Fig. 1.2). The entire length is inside the “Eastern Duars Elephant Reserve”. The track cuts across innumerable rivers and streams and also stretched across lush green tea estates at places.

The railway track between Gulma and Slvok passes through Mahananda Wildlife Sanctuary, between Slvok and Bagrakote through Mongpong RF, between Chalsa and Nagrakata through Chapramari Wildlife Sanctuary, between Madarihat and Hasimara through Jaldapara Wildlife Sanctuary and between Garopara and Rajabhatkhwa through buffer areas of Buxa Tiger Reserve (BTR) (Fig. 1.1 & 1.2).

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Fig. 1.2 LULC map of North Bengal with the accident prone railway track

In South West Bengal also one accident took place between Midnapore and Chandrakona Road in the year 1996 on the railway track which connects Midnapore to Purulia. In this accident one adult tusker got injured seriously.

89

2. Methodology Secondary information on elephant deaths, date and time of accidents, locations and detail of trains involved in accidents was collected from the forest records maintained at different forest divisions. Field visits were made to collect site specific details.

Information was collected on elephant movement using direct and indirect evidences present along the railway tracks. Information on habitat and corridors were also collected. Various habitat and landscape attributes like availability of water bodies along the track, sharp curves, and steep cuttings on the sides have been recorded. Data were also collected on presence of attractants like crops along the track in conflict prone areas.

Information was collected to identify critical areas prone to accidents, elephant movement zones along the railway tracks and physical features responsible for accidents. Information on mitigation measures undertaken by various stakeholders and their effectiveness in reducing elephant mortality were recorded during discussion with the officials and field visits.

GPS locations of the important landmarks were collected and transferred in a GIS domain to prepare maps.

90

3. Results 3.1. Animal mortality due to train hits
   Since 1974, 57 wild animal deaths have been recorded from the state of West Bengal. Endanger animal like elephant, tiger, leopard, leopard cat, civet and gaur have died on this railway track (Fig 3.1). The worst sufferers are elephants which contributed to 86% of the total animal mortalities.

Fig. 3.1 Death of various endangered wild animal recorded from North Bengal

Fig. 3.2 Locations of the elephant deaths on the railway track in North Bengal 86% 2% 5% 2% 3% 2% Elephant Tiger Leopard Leopard cat Guar Civet

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Till date 49 elephants have been killed in different sections of this railway track (Fig 3.2). Most of the elephant deaths have happened in Mahananda WLS (12), Chapramari WLS (9), Jalpaiguri Wildlife Division (9), Buxa Tiger Reserve (7), Kalingpong Forest Division (5) and Jaldapara WLS (4) contributing to 94% of the elephant deaths due to train accidents in the state (Fig 3.3).

Fig. 3.3 Elephant deaths recorded from different divisions in North Bengal

In North Bengal three seasonal peaks have been recorded in elephant deaths due to train accidents (Fig. 3.4). The highest peak is during months of September and October. The other two are during months of May-June and February. These periods coincide with the paddy and maize crops seasons. During crop season frequency of elephant movement increases which make them vulnerable to being hit by trains due to their frequent movement across track.
Mahananda WLs 25% Kalimpong FD 10% Chapramari WLS 19% Jaldapara WLS 8% BTR 14% Damdim Tea Garden 4% Damanpur Range 2% Jalpaiguri WLD 18%

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Fig. 3.4 Seasonal pattern of elephant deaths due to train accidents in North Bengal Annual pattern of elephant deaths due to train accidents in North Bengal shows an increase in the number of elephant deaths after year 2000 (Fig. 3.5). This is due to the conversion of Meter Gauge Railway track in to the Broad Gauge between year 1999 and 2003. After conversion of this track both frequency and speed of trains has increased. Now trains moves at a much faster speed of 110 Km/hr compared to 60 Km/hr earlier. The number of trains moving during night time has also increased substantially.

Fig. 3.5 Annual pattern of elephant death due to train accidents in North Bengal 0 2 4 6 8 10 12 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Number Months 0 1 2 3 4 5 6 7 8 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 Number Year

Information on temporal one percent accidents followed by 35% betwee 12:00 hr and between 12

Fig. 3.6 Diurnal distr The conversion work of data of elephant mortalit and presented in the fig train accidents before c conversion the average a

Fig. 3.7 Elephant de 12:00-18:00 0 5 10 15 20 25 30 E Number pattern of accidents is only available in took place during night between 18:00 en 24:00 hr to 04:00 hr and 12% each bet 2:00 hr to 18:00 hr (Fig. 3.6).
ribution of elephant deaths due to train North Bengal f the railway track was completed in the ty before and after conversion of the trac gure 3.6. The average annual elephant conversion of the railway track was belo annual elephant mortality increased to 2. ath before and after conversion of the 0 10 20 30 40 50 18:00-24:00 24:00-6:00 6:00-12:00 % Ele. Deaths Average death/ year 93 n 34 cases. Forty 0 hr to 24:00 hr tween 04:00 hr to

n accidents in e year 2003. The ck was compared t mortality due to ow one. But after 75 (Fig. 3.7).

railway track % Mortality MG Line BG Line

Out of 49 elephant death cases. Out of these tota 3.8). The adult contribut Juvenile & Calf respectiv

Fig. 3.8 Age and se 3.2. Identification of cri Out of 41 accident cas available for 20 cases. T trains (13) followed by passenger trains, Interc observed to be repeated Fig. 3.9 Tr 0 2 4 6 8 10 12 14 16 18 Number hs, data on age and sex classes were on al recorded cases, 57% were male and 4 ted to 48%, followed by 28% and 23 % vely.
ex of elephants died due to train accide Bengal itical trains responsible in accidents ses, data on trains responsible for acc The highest number of accident took pla goods trains (6) and engine (1) (Fig. city Express and Guwahati-Jhajha Exp dly involved in accidents. rain involved in accidents in North Ben Adult Sub Adult Juv & Calf Age & Sex Passenger train 65% Goods trains 30% Engine 5% 94 ly available for 35 43% female (Fig. by sub-adult and

ents in North cidents were only ace by passenger 3.9). Among the press have been

ngal Female Male

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3.3. Identification of critical accident prone sections Data on elephant deaths in different sections were available in 38 cases. Based on frequency of elephant death, nine sections of the railway track were found prone to accidents. Out of these, five sections between, Km 21-25, Km 30-33, Km 66-70, Km 127-131 and Km 151-163 were highly critical (Table 3.1). These sections fall in Mahananda Wildlife Sanctuary (Km 21-25), Mongpong RF (Km 30- 33), Chapramari Wildlife Sanctuary (Km 66-70) and Jaldapara Wildlife Sanctuary (Km 127-131). After conversion of the track in to Meter Gauge, accidents took place in two new sections between Km 51- 52 and Km 123-124.

Table 3.1 Critical accident prone sections in North Bengal Sl. No. Accident prone sections
Length of track (in Km) Elephant deaths 1974-2004 2004-2011 Total 1. 21-25 4 Km 9 3 12 2. 30-33 3 Km 2 1 3 3. 41-42 1 Km 1 0 1 4. 51-52 1 Km 0 2 2 5. 66-70 4 Km 8 0 8 6. 123-124 1 Km 0 1 1 7. 127-131 4 Km 3 1 4 8. 138-139 1 Km 1 0 1 9. 151-163 12 Km 1 5 6

Total 31 Km 25 13 38

3.4 Factor Responsible for Accident 3.4.1 Physical factors Similar to other accident prone areas in the country, cuttings/ embankments and blind curves have been responsible for elephant deaths in North Bengal also. Cuttings were noticed to be highly responsible for accidents in Mahananda WLS (Km 16/5 to 27) and Chapramari WLS (Km 65/8 to 68/9). Similarly blind curves are also present at several locations in the section. Limited visibility on the curve is one of the main reasons for accidents. Areas with cutting and curve are most vulnerable. Elevated track in this section especially in Jaldapara WLS (Km 128/3 to 130/7) has been also responsible for animal deaths in train accidents.

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3.4.2 Ecological factors The railway track in this section passes through at least four elephant corridors, viz. Apalchand-Kalimpong at Mal block (via sylee), Apalchand-Kalimpong at Mal block (via Meenglass), Rethi-Central Diana and Rethi-Moraghat. Frequent movements through corridor make the elephants vulnerable for accidents. One of the devastating accidents which killed seven elephants in September 2010 took place in Rethi-Moraghat elephant corridor.

Similarly agriculture activities in close vicinity also attract the wild animals and their frequent movements make them vulnerable for accidents. The seasonal mortality peaks during crop seasons clearly shows a positive correlation between crops and accidents.

3.4.3 Frequency and Speed of trains After conversion of this railway track in to Broad Gauge line both frequency and speed of trains has increased. Now trains moves at a much faster speed of 110 Km/hr compared to 60 Km/hr earlier. The number of trains moving during night time has also increased substantially. The data of elephant mortality before and after conversion of the track shows a drastic increase in annual mortality of elephants (Fig. 3.7).

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4. Inferences Elephant death due to train accidents in North Bengal become a major challenge for conservationists. The railway track that passes through several protected areas and elephant habitats between Siliguri and Alipurduar is mainly responsible for these accidents. The problem further aggravated after conversion of this old meter gauge line in to broad gauge between 1999 and 2003. The annual elephant mortality rate due to train accidents registered a threefold increase after conversion. This was largely due to the increase in frequency and speed of the train in this section.

Elephant populations in the state are already under threat due to habitat degradation, fragmentation and intense conflicts with humans. This is an additional threat to the conservation of elephants in this region. Development of road and rail network has contributed to irreparable damage of the habitats. Due to degradation and fragmentation of the habitats elephants are forced to involve in conflict situation. Growing cases of human elephant conflict in the state has changed the public attitude towards elephant conservation. In this situation elephant deaths due to train accidents and railway track passing through corridor or prime elephant habitat become a challenge for conservation.

Presence of sharp curves, steep cuttings on the sides, elevated track and low visibility due to dense foliage on the sides are major reasons of accidents in this section. Analysis of data has revealed that most of the accidents have happened during night hour in paddy and maize crop seasons. During cropping season the frequency of elephant movement and crossing to railway track increases. This increases the chances of accidents. Thick fog during winter season also contributes to accidents by decreasing the visibility.

Identification of critical sections will help in an effective implementation of mitigation measures. The total length of accident prone sections are 30-35 Km, of which five between, Km 21-25, Km 30-33, Km 66-70, Km 127-131 and Km 151- 163 are highly critical.

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5. Suggested Mitigation Measures Presence of several cuttings/embankments, blind curve, elevated track section and thick foliage at places along the railway track make the task difficult. In this situation it is important to implement both long and short term mitigation measures simultaneously. To mitigate this problem site specific mitigation measures need to be implemented in different sections.

5.1 Long term mitigation measures
Following are the long term mitigation measures: 5.1.1 Addressing the cuttings/ Embankments: There are several steep cuttings especially between Km 21 and 27 and Km 65 and 70. Presence of retaining wall at few sites makes the section more dangerous for the animal. Some of the cuttings are virtual death trap for the animal. Some of the cuttings can be leveled or space can be provided on the sides for the animals. Some of the cuttings are difficult to level. In such cuttings animal movement can be barred by construction of girder bridges on each sides or blocking the movement by fencing by old rails on the both end which can end to an existing bridges.

5.1.2 Construction of underpass: There are certain areas where track is elevated from the ground level. Such sections exits between Km 128 and 131. Few underpasses needs be constructed to provide passage to the animal.

5.1.3 Speed limit in accident prone areas
A permanent speed limit of maximum 25-30 Km/hr should be imposed between five highly critical sections (Km 21-25, Km 30-33, Km 66-70, Km 127-131 and Km 151-163).

5.2 Short term mitigation measures
5.2.1 Installation of Signage in accident prone areas There is need to install signage in elephant movement areas along the accident prone sections.

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5.2.2 Joint night patrolling
Till date the long term mitigation measures are put in to place, the joint night patrolling should be initiated in some of the accident prone areas. Joint patrolling should be undertaken during elephant movement period.

Patrolling teams should be equipped with wireless, mobile sets, search lights, special signal to stop the train in emergency. A minimum of four members should be in each patrolling teams. In case of elephant movement along the railway track these patrolling teams shall inform the railway authority about the location to caution the loco pilots. In such cases all trains in that particular stretch should proceed slowly with caution. This method has been tested on the ground in Rajaji National Park and Assam and has yielded good result. Joint patrolling will also help in securing track safety.

5.2.3 Improving visibility Vegetation growth on 30m width on both sides should be done at regular intervals especially on curves.

5.2.4 Raise awareness among the Loco Pilots
Awareness workshops for key railway staff like Loco Pilots, Loco Guards, and Stationmasters should be organized to provide them better information about this problem, elephant behavior and precaution during time of emergency. Such activities can be organized by the Wildlife Trust of India in crew lobbies at Siliguri and Alipuduar railway stations at regular intervals. Awareness activities should be also undertaken in the railway training school at Alipurduar.

5.2.5 Initiate Stakeholder coordination
Regular meetings between railway and forest officials in the field are very important to share information, implement mitigation measures and its monitoring. It is recommended that a Task Force comprising of representatives from NF Railways and West Bengal Forest Department should be constituted to improve the stakeholder coordination.

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CHAPTER 6 Recommendations In a developing country like India, developmental projects like construction of roads, canals, hydel projects, urbanizations and rail expansions are inevitable. The worst sufferers of such developments are the ecosystems in general and wildlife especially threaten species. Whereas eco-sensitive developments come at a price, very often user agencies are not willing to invest that extra amount. Thus, development has been at loggerheads with the need to be eco-sensitive. There is need for a significantly different approach to transportation planning, one that recognizes the long-term ecological costs of roads, highways and railways, and takes seriously the need to mitigate these impacts.

In the process of expansion or construction of new railway tracks authorities often face problems in acquiring private lands. As a result there is a tremendous pressure to acquire forest land instead of revenue land. Railways do not need to go through the Environmental Impact Assessment (EIA) process for forest clearance. Such drawbacks in the policy framework have been responsible for large scale devastation of habitat in the country. Several railway tracks were constructed through forests and there have now become serious threats for wildlife. Construction of Railway track between Siliguri and Alipurduar in West Bengal and B-line between Etimadai and Kanjikode in Kerala and Tamil Nadu are cases in point.

Elephant death due to accident caused by trains is a country wide problem spread throughout the elephant country. Lack of coordination and cooperation among main stakeholders i.e., between Indian Railway and Forest Departments has been a major issue in tackling this problem. Such accidents on rail tracks can also cause heavy loss of human lives in case of derailment or train accident of train. Sharing of responsibility will help in solving the problem.

There is need to develop and implement site specific mitigation plans for each accident prone site. All conservation issues in the area, directly or indirectly associated with this problem, must be addressed holistically. It is also important

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that these mitigation measures should be made part of the routine activities of the Railway and Forest Department. Some of these activities, like leveling of critical embankments or fencing require large investments. The Railway Board and Ministry of Environment and Forests should allocate adequate fund on time to address these issues.

Factors that cause accidents can be clubbed in to one those are generic in nature while some are localized, often depending on local environmental conditions. While the site specific factors have been alluded to in the individual chapter the generic factors and recommendation to address those factors are provided below:

1. Declaration of accident prone areas as caution zones and speed limit
   All accident prone elephant movement areas should be declared as caution zones. There should be speed limits imposed in each caution zone to allow loco pilots avoid accidents and wildlife mortalities.

2. Installation of Signage in accident prone areas Signboards should be erected along the railway track in all accident-prone elephant movement areas to warn the loco pilots. These should be in accordance with norms laid out by the Indian Railways.

3. Raise Awareness among the Loco Pilots
   Awareness activities for the key railway staff like Loco Pilots, Loco Guards, and Stationmasters are essential for tackling this problem. Awareness workshops should be organized to provide them better information about this problem, elephant movement, presence of signage and patrolling teams, elephant behavior and precaution during time of emergency etc. Railway staff should also be given proper opportunity to interact so that they may provide inputs. Forest staff should also be involved in such workshop to improve coordination for implementation of mitigation measures.

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4. Awareness activities for the train passengers Unmanaged disposal of food waste and garbage by train caterers and passengers is one of the major attractant for the wild animals (Singh et al., 2001). Elephants and other animals have been noticed to feed these items near the track, which may then cause accidents.

For reducing disposal of food waste and non-biodegradable garbage inside the forest areas, public should be made aware about hazards of unmanaged garbage disposal by placing hoardings and announcements at important railway stations in accident prone areas. Posters should also be placed inside the train bogies with a message to avoid garbage disposal outside the train.

5. Improving visibility
   Low visibility is one of the major problems for loco pilots and contributes to the accidents. It is important to improve the visibility especially on curves/turnings and in accident prone areas by clearing bushes/ grasses in at least 10 -15 meter width on both sides of the track. Bushes should be cleared at least twice in a year and must before the winter season.

6. Joint night patrolling
   Joint night patrolling should be initiated in each accident prone areas to avert accidents. Patrolling teams should be equipped with wireless, mobile sets, search lights and other devices to drive elephants and special signal to stop the train in case of emergency. In case of elephant movement along the railway track these patrolling teams shall inform the railway authority about the location to caution the loco pilots. In such cases all trains in that particular stretch should proceed slowly with caution. Patrolling parties will also help in keeping away the elephants from the track and will maintain elephant movement records. This method has been tested on the ground in Rajaji National Park and Assam and has yielded good result.

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A minimum of three members should be in each patrolling teams from forest department and railways. The patrolling teams should be trained to driving elephants off the track and rapidly communicate in case of emergency.

Presence of patrolling teams on the track helps in several ways to railway and forest department. In addition to providing information on elephant movement they will be also useful for track safety and will help in reducing forest and wildlife crime in the areas.

7. Initiate Stakeholder coordination Bringing the two departments of railway and forest together for implementation of mitigation measures is one of the major challenges. Regular meetings between railway and forest officials at various levels should be organized to share information, to strategize and implement joint short and long term mitigation measures and its monitoring. Meetings should also be organized at the field level involving range and division level forest officials and railway staff from local railway stations to have a proper coordination in the field.

It is recommended that a Task Force comprising representatives from Railways, Forest Department, NGO and Elected Local Representatives of people (Village/gram level) be constituted to monitor the implementation of mitigation measures on regular basis.

8. Leveling/ widening of cutting
   It has been seen that most of the accidents takes place in critical track sections with steep cuttings/ embankments and blind curves. It is important to level all critical cuttings falling in accident prone areas to provide space to the wild animals. In some of the areas cuttings can be fenced using old rails to restrict the animal movement inside the cuttings.

9. Fencing of railway track
   In some of the areas where elephants cross the railway track only for crop raiding and there is no other biological need, the routes may be fenced using old rail to

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restrict their movement on the track. In certain critical sections railway bridges, can be used as underpass and the track can be fenced to restrict the elephant movement.

10. Improving water facility
    In several areas it has been noticed that animal only cross the railway track for water. In such area, facilities affording water should be provided or improved to reduce the regular crossing of the railway track.

11. Developing and field testing of an appropriate animal detection system (based on sensor or radar technology) to alerting train drivers.
    Animal detection system has been used by scientists for resolving the problems of animal mortality due to road hits (Huijser et al., 2006). These systems use high tech equipment to detect large animals when they approach the road or rail track. Once a large animal is detected, warning signs are activated urging drivers to reduce the speed of their vehicles, be more alert, or both.

There is need to develop such system in accordance to the Indian situation. WTI is in touch with several organizations/ Institutions to develop an animal detection device. It requires large amount of fund investment in the beginning. Indian Railway and MoEF should work together to develop such system for the long term solution of this problem.

1

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Appendix-1 Wild animal deaths due to train accidents recorded in Dudhwa National Park SL No. Date Range Place Time Species Sex 1 07.08.93

Night Chital Female 2 17.09.93

Chital Male 3 29.11.93

Chital Female 4 03.10.94

Night Crocodile Unidentified 5 18.10.94

Night Chital Female 6 08.11.94

Night Chital Female 7 21.12.94

Chital Male 8 11.12.95

Sloth Bear Unidentified 9 18.07.96

Fishing cat Unidentified 10 25.07.96

Night Chital Female 11 05.06.97

Around 10.00 am Tiger Female 12 12.02.97

Forenoon Fishing cat Unidentified 13 11.12.97

Night Fishing cat Female 14 05.01.98 Dudhwa RS Nakowa River Pole No.88
Around 1.30 am Elephant Male 15 07.04.99 Dudhwa RS Nakowa River Pole No.88
Night Chital Male 16 05.01.00 Bilreyan area
Curve No. 23 Godnia crossing

Chital Male 17 21.03.00 S. and N. Sonaripur
Curve No. 22 Kila crossing Around 1.30 am Sloth Bear Unidentified 18 27.12.02 Dudhwa RS
Nakowa River Pole No.88

Fishing cat Unidentified 19 31.05.03 Dudhwa RS Nakowa River Pole No.88
Night Elephant Male 20 31.05.03 Dudhwa RS
Nakowa River Pole No.88
Night Elephant Male 21 31.05.03 Dudhwa RS
Nakowa River Pole No.88
Night Elephant Female 22 12.11.03 S. and N. Sonaripur Around 1.30 am Hog deer Female 23 12.11.03 S. and N. Sonaripur Around 1.30 am Hog deer Calf 24 25.12.03 S. and N. Sonaripur Night Hog deer Female

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25 19.08.04 S. and N. Sonaripur Night Chital Male 26 20.08.04 S. and N. Sonaripur Night Hog deer Female 27 03.01.05 Bilreyan area Curve No. 23 Godnia crossing
Around 1.30 am Chital Unidentified 28 10.01.05 S. and N. Sonaripur Around 1.30 am Chital Male 29 18.01.05 S. and N. Sonaripur Around 1.30 am Chital Female 30 18.01.05 S. and N. Sonaripur Around 1.30 am Chital Calf 31 27.05.05 S. and N. Sonaripur Around 1.30 am Tiger Female 32 11.03.06 Bilreyan area Curve No. 23 Godnia crossing
Night Chital Female 33 11.03.06 Bilreyan area Curve No. 23 Godnia crossing
Night Chital Female 34 14.03.06 S. and N. Sonaripur Night Barking deer Male 35 17.03.06 S. and N. Sonaripur Around 9.30 am
Chital Unidentified 36 20.03.06 S. and N. Sonaripur Night Barking deer Unidentified 37 15.04.06 Dudhwa RS Nakowa River Pole No.88 -
Night Tiger Female 38 24.05.06 Bilreyan area Curve No. 23 Godnia crossing Forenoon Chital Male 39 15.08.06 Bilreyan area Curve No. 23 Godnia crossing

Chital Male 40 28.12.06 S. and N. Sonaripur Night Chital Male 41 29.12.06 S. and N. Sonaripur Around 12.30 pm Chital Male 42 20.02.07 S. and N. Sonaripur Night Chital Female 43 03.03.10 Dudhwa 225/5 – 226 Night Hog deer

44 07.03.10 Dudhwa 225/5 – 226 Night Chital

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Wild animal deaths due to train accidents recorded in Kishanpur WLS

SL No. Date Time Species Sex 1 10.10.04 12.30 pm around Crocodile Unidentified 2 31.01.05 Night Chital Unidentified 3 13.08.06 Night Wild boar Male

Wild animal death recorded due to train accidents in Katerniaghat WLS

SL No. Date Range Location (Pillar No.) Time Species 1 07.11.98 Kakraha 29/4 Night Chital 2 01.05.01 Katerniaghat 161-162

Tiger cub 3 26.08.01 Motipur 123/5

Tiger cub 4 27.12.01 Katerniaghat 156-157

Chital 5 29.01.05 Murteeha 137/10

Chital 6 15.02.05 Motipur 119/19

Python 7 22.03.05 Katerniaghat 174/9

Tiger 8 17.04.05 Dharmapur 132/7-132/8

Nilgai 9 11.07.05 Nishangara 148/4- 5

Chital 10 08.08.05 Katerniaghat 157/2

Chital 11 30.09.05 Kakraha 129/5 4.00 am Wild boar 12 08.10.05 Katerniaghat 157/12 9.30 am Chital 13 22.10.05 Katerniaghat 164-165 2.00 am Chital 14 10.05.06 Kakraha 129/7 12.00 am Nilgai 15 23.05.06 Murteeha 132/9 8.00 am Nilgai 16 4/5.06.06 Motipur 123/9 Night Nilgai 17 02.10.06 Motipur 122/5- 122/6

Wild boar 18 27.11.06 Katerniaghat 161/1- 161/2 4.00 am Chital 19 08.12.06 Kakraha 126/3 6.00 am Sambar 20 30.12.06 Katerniaghat 164- 165 5.00 pm Chital 21 02.01.07 Katerniaghat 161- 162

Chital 22 18.02.07 Katerniaghat 162/9- 162/10 2.00 am Chital 23 24/25.07.07 Motipur 122/8- 122/9

Wild boar

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24 09/10.09.07 Motipur 121/2- 3

Wild boar 25 11.12.07 Murteeha 131/8- 5

Sambar 26 09.12.07 Motipur 121/9-10 10:00 AM Wild boar 27 13/14.01.08 Katerniaghat 161/13

Chital 28 14.01.08 Motipur 122/8- 9 12.30 am Wild boar 29 21/22.01.08 Katerniaghat 162/3 7.00 am Wild boar 30 07.02.08 Motipur 128/4

Chital 31 12/13.02.08 Katerniaghat 163/15- 164 10.30 pm Chital 32 18.02.08 Katerniaghat 158/07- 159 7.00 pm Chital 33 14.02.08 Motipur 122/8

Wild boar 34 01.04.08 Dharmapur 143/2 5.00 am Nilgai 35 06.04.08 Dharmapur 147/9

Chital 36 04.07.08 Motipur 121/8- 9

Wild boar 37 05.09.08 Katerniaghat 174/3 9.00 pm Tiger 38 13.11.08 Motipur 123 – 124

Nilgai 39 15.02.09 Motipur 122/1 – 5

Wild boar 40 09.05.10 Motipur 121/5

Wild boar 41 25.06.10 Motipur 121/5

Wild boar 42 24.10.10 Katerniaghat 160/10 - 16

Chital 43 24.10.10 Katerniaghat 160/10 - 16

Chital 44 24.10.10 Katerniaghat 160/10 - 16

Chital 45 24.10.10 Katerniaghat 160/10 - 16

Chital 46 24.10.10 Katerniaghat 160/10 - 16

Chital

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Appendix-2

190 195 200 205 210 215 220 225 230

     199/1               202/5                                                                                                                                        226                  228 

Dots showing animal death due to train accident in Dudhwa National Park

114

         119                              124                     128                  132 

(a)

         (b)                                          156                                               164                       

Dots showing animal death due to train accident in Katerniaghat WLS

120 125 130 135 140 145 150

150 155 160 165 170 175 180

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Appendix-3

List of critical curve in Dudhwa National Park and Katerniaghat Wildlife Sanctuary Area Sl. No. Curve No. Start Km End Km
Length (meter) Start GPS Location End GPS Location Types Latitude Longitude Latitude Longitude Katerniaghat WLS 1 14 138/0 138/6 510 28 10 10.0 81 17 03.4 28 10 23.8 81 16 53.3 C- type 2 15 144/2 144/9

28 12 42.2 81 14 33.0 28 12 58.5 81 14 21.7 C- type 3 1 148/2 148/8 710 28 14 41.2 81 13 36.0 28 15 00.1 81 13 21.5 C -type 4 2 155/6 155/8 150 28 17 28.2 81 10 21.3 28 17 32.4 81 10 17.1 S- type 5 3 155/8 155/9 146 28 17 32.4 81 10 17.1 28 17 36.1 81 10 13.4 S- type 6 4 155/9 156/0 146 28 17 37.8 81 10 11.4 28 17 38.8 81 10 10.2 S- type 7 5 156/2 156/4 147 28 17 42.1 81 10 05.3 28 17 45.6 81 10 00.2 S- type 8 6 159/2 161/1 1015 28 18 46.0 81 08 47.0 28 18 27.1 81 08 00.9 U- type 9 7 165/2 165/10 565 28 16 34.5 81 06 21.2 28 16 26.7 81 06 08.2 S- type 10 14 177/3 178/3 1000 28 19 26.2 81 03 19.8 28 19 55.7 81 03 08.1 C- type Dudhwa NP 11 22 199/03 199/7 340 28 23 42.8 80 51 55.1 28 23 45.9 80 51 50.8 C- type 12 23 202/01 202/5 420 28 24 44.9 80 50 42.9
28 24 51.1 80 50 31.9
C- type 13 24 210/06 211/0 430 28 26 29.1 80 46 07.9 28 26 38.4 80 45 46.4 C- type 14 25 221/06 222/6 1000 28 30 40.4 80 41 04.0 28 30 42.8 80 40 35.0 U- type 15 26 226/01 226/3 135 28 29 15.9 80 39 06.0 28 29 12.9 80 39 02.6 C- type 16 27 226/03 226/4 135 28 29 12.2 80 39 01.5 28 29 09.2 80 38 58.1 C- type

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Appendix-4

Table 1: Critical curves between Walayar and Kanjikode Railway sections

Sl No. B line A line From Km to Km Length From Km to Km Length 1. 509/35 – 510/7 400 m 509/4-48 ½ 800 m 2. 510/33-45 230 m 510/2-511/20 670 m 3. 511/1 – 21 440 m 512/8 -513/8 940 m 4. 511/37-512/15 370 m 513/8-514/6 1020 m 5. 512/15-21 180 m

513/1-11 220 m

513/19-37 380 m

514/1- 23 470 m

514/31-49 380 m

515/11-39 500 m

515/41- 516/13 290 m

516/29-516 A/11 590 m

516A/21-517/11 720 m

517/15-29 270 m

517/37-518/5 220 m

518/3-11 190 m

Table 2: Critical curves between Walayar and Etimadai Railway sections

Sl No. B line A line From Km to Km Length From Km to Km Length 1. 509/0-19 370 m 506/22-507/8 406 m 2. 508/1-507/3 1 km 508/30-507/4 260 m 3. 506/37-15 ½ 450 m

Table 3: Critical curves between Etimadai and Madukarai Railway sections

Sl. No. From Km to Km Length 1. 500/21-13 190 m 2. 499/5 ½ - 21 ½ 390 m 3. 498/7 ½ - 33 ½ 690 m 4. 497/7 ½ - 25 ½ 460 m 5. 496/27 ½ - 45 330 m 6. 496/15- 27 ½ 260 m

Table 4: Critical curves between Madukarai and Potnore Railway sections

Sl. No. From Km to Km Length 1. 495/4 ½ - 492/32 ½ 2.22 Km 2. 492/29-491/29 ½ 1.04 Km

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Table 5 Critical cuttings between Walayar and Kanjikode Railway sections

Sl No. B line A line From Km to Km Status From Km to Km Status 1. 510/42-511/9 High 512/10-16 High 2. 511/35-37 Medium 513/6-12 Medium 3. 512/0-7 High

512/11-19 High

513/0- 5 Medium

513/25-514/5 Medium

514/47-515/5 Medium

517/7-13 High

517/17-35 Medium

Table 6 Critical cuttings between Walayar and Etimadai Railway sections

Sl No. B line A line From Km to Km Status From Km to Km Status 1. 509/10-508/25 High 505/14-506/4 High 2. 507/29-25 Medium

Table 7 Critical cuttings between Etimadai and Madukarai Railway sections

Sl. No. From Km to Km Status 1. 500/7-1 Medium 2. 497/20-496/45 Medium

Table 8 Critical cuttings between Madukarai and Potnore Railway sections

Sl. No. From Km to Km Status 1. 495/9- 3 Medium 2. 494/14-10 Medium 3. 492/25-17 High 4. 492/15-1 High

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Appendix-5 Table 16: Density of tree species near A and B line between Walayar to Kanjikode, Kerela
Sl. No. Tree species Density/ha 1 Allophylus cobbe 0.55 2 Aporusa lorideliyana 0.55 3 Cassia tora 0.55 4 Emblica officinalis 0.55 5 Eucalyptus hybrid 0.55 6 Ficus racemosa 0.55 7 Prosopis juliflora 0.55 8 Randia brandisii 0.55 9 Terminalia tomentosa 0.55 10 Vitex altissima 0.55 11 Bridelia crenulata 1.10 12 Bridelia retusa 1.10 13 Lannea coromandelica 1.10 14 Pterocarpus marsupium 1.10 15 Zizyphus microphylla 1.10 16 Zysigium cummini 1.10 17 Beutia monosperma 2.20 18 Citrus medica 2.20 19 Grewia tiliiaefolia 2.20 20 Pavata indica 2.20 21 Prosopus spicigera 2.20 22 Acacia ferruginea 2.75 23 Bauhinia purpurea 2.75 24 Holoptelia integrifolia 2.75 25 Azadarachta indaca 3.30 26 Ficus hispida 3.30 27 Tamarindus indicus 3.85 28 Dalbergia latifolia 4.40 29 Taberuaementana heyneana 4.95 30 Helectres isora 5.49 31 Lagerstroemia lanceaata 7.69 32 Marinda tinctoria 7.69 33 Scliechera ollesa 9.89 34 Mallotus philippensis 12.64 35 Alangium salvifolium 14.29 36 Bombax ceiba 16.48 37 Holarhena antidysentrica 18.13 38 Terminalia paniculata 20.33 39 Anogeissis latifolia 20.88 40 Xylia xylocarpa 52.75 41 Tectona grandis 112.09

Total= 349.45

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Table 17: Density of tree species in the foothills in Puduchery south between Walayar and Kanjikode, Kerela
Sl. No. Tree species Density/ ha 1 Acacia mylotica 1.59 2 Bridelia crenulata 1.59 3 Bridelia retusa 1.59 4 Dalbergia latifolia 1.59 5 Ficus hispida 1.59 6 Holarhena antidysentrica 1.59 7 Albizia odoratisima 3.17 8 Chloroxylon monogynum 3.17 9 Erythryna varigata 3.17 10 Milia dubia 4.76 11 Pavata indica 4.76 12 Dalbrgia sisso 7.94 13 Grewia tiliiaefolia 7.94 14 Hopea parviflora 7.94 15 Lagerstroemia lanceaata 7.94 16 Taberuaementana heyneana 9.52 17 Ficus racemosa 11.11 18 Tectona grandis 11.11 19 Lannea coromandelica 12.70 20 Terminalia tomentosa 12.70 21 Mallotus philippensis 33.33 22 Tetramelos nudiflora 39.68 23 Terminalia paniculata 44.44 24 Scliechera ollesa 46.03 25 Anogeissus latifolia 63.49 26 Pterocarpus marsupium 65.08 27 Xylia xylocarpa 80.95

Total= 490.48

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Table 18: Density of tree species in and around Kanjikode and Mallampuzha Dam, Kerela Sl. No. Tree species Density/ha 1 Bridelia retusa 2.63 2 Cassia tora 2.63 3 Dalbergia latifolia 2.63 4 Ficus racemosa 2.63 5 Grewia tilliaefolia 2.63 6 Madhuca neriifolia 2.63 7 Milia dubia 2.63 8 Morinda tinctoria 2.63 9 Terminalia bellerica 2.63 10 Terminalia tomentosa 2.63 11 Albizia oborattissima 5.26 12 Pterocarpus marsupium 5.26 13 Emblica officinalis 7.89 14 Holarhena antidysentrica 7.89 15 Taberuaementana heyneana 7.89 16 Chloroxylon monogynum 13.16 17 Anogeissus latifolia 15.79 18 Lannea coromandelica 18.42 19 Accasia sp 21.05 20 Alangium salvifolium 21.05 21 Bombax ceiba 23.68 22 Ficus hispida 26.32 23 Tectona grandis 26.32 24 Scliechera ollesa 31.58 25 Unknown 31.58 26 Marinda tinctoria 55.26 27 Terminalia paniculata 63.16 28 Xylia xylocarpa 228.95

Total= 636.84

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Table 19: Density of tree species near A and B line between Walayar to Etimadai, Tamil Nadu Sl. No. Tree Species Density/ha 1 Acacia catechu 0.81 2 Beutia monosperma 0.81 3 Bridelia crenulata 0.81 4 Citrus medica 0.81 5 Dalbergia paniculata 0.81 6 Ficus benghalensis 0.81 7 Grewia tilliaefolia 0.81 8 Macaranga peltata 0.81 9 Prosopus spicigera 0.81 10 Pterocarpus marsupium 0.81 11 Bambusa bamboo 1.63 12 Chloroxylon monogynum 1.63 13 Gmelina arborea 1.63 14 Milia dubia 1.63 15 Prosopis juliflora 1.63 16 Holoptelia integrifolia 2.44 17 Dalbergia latifolia 3.25 18 Ficus racemosa 3.25 19 Lagerstroemia lanceaata 3.25 20 Xylia xylocarpa 3.25 21 Anogeissus latifolia 4.07 22 Lannea coromandelica 4.07 23 Albizia oborattissima 4.88 24 Ficus hispida 4.88 25 Taberuaementana heyneana 4.88 26 Terminalia paniculata 4.88 27 Holarhena antidysentrica 5.69 28 Azadarachta indaca 6.50 29 Pavata indica 8.94 30 Scliechera ollesa 10.57 31 Acacia ferruginea 15.45 32 Alangium salvifolium 17.07 33 Marinda tinctoria 18.70 34 Acacia mylotica 20.33 35 Tamarindus indicus 52.85 36 Tectona grandis 60.98 37 Bombax ceiba 61.79

Total 338.21

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Table 20: Density of tree species north to the ridge around Malabar mining, Kerela
S. No. Tree species Density/ha 1 Albizia lebbeck 1.33 2 Anogeissis latifolia 1.33 3 Bridelia retusa 1.33 4 Ficus racemosa 1.33 5 Gmelina arborea 1.33 6 Helicteres isora 1.33 7 Hopea parviflora 1.33 8 Kingiodendron pinnatum 1.33 9 Mallotus philippensis 1.33 10 Morinda tinctoria 1.33 11 Prosopis juliflora 1.33 12 Pterocarpus marsupium 1.33 13 Terminalia bellerica 1.33 14 Tetramelos nudiflora 1.33 15 Wrightia tinctoria 1.33 16 Bauhinia purpurea 2.67 17 Aporusa lindeliyana 4.00 18 Dalbergia lanceolaria 4.00 19 Delonix regia 4.00 20 Lagerstroemia lanceaata 4.00 21 Beutia monosperma 5.33 22 Holarhena antidysentrica 5.33 23 Pithecelobium dulce 5.33 24 Bombax ceiba 8.00 25 Alangium salvifolium 9.33 26 Albizia oborattissima 9.33 27 Cassia fistula 10.67 28 Dalbergia latifolia 12.00 29 Emblica officinalis 12.00 30 Bambusa bamboo 14.67 31 Macaranga peltata 17.33 32 Terminalia paniculata 25.33 33 Schlechira oliosa 38.67 34 Grewia tiliiaefolia 45.33 35 Xylia xylocarpa 73.33 36 Tectona grandis 122.67

Total= 453.33

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Table 21: Density of tree species in the hills near Parapatty, Tamil Nadu Sl. No. Tree species Density/ha 1 Scliechera ollesa 1.89 2 Albizia oborattissima 3.77 3 Beutia monosperma 3.77 4 Bombax ceiba 3.77 5 Ficus benghalensis 3.77 6 Lannea coromandelica 3.77 7 Mangifera indica 3.77 8 Pavata indica 3.77 9 Peltaphorum pterocarpum 3.77 10 Xylia xylocarpa 3.77 11 Anogeissus latifolia 5.66 12 Pterocarpus marsupium 5.66 13 Tetramelos nudiflora 5.66 14 Dalbergia latifolia 7.55 15 Dalbergia paniculata 9.43 16 Lagerstroemia lanceaata 9.43 17 Terminalia bellerica 9.43 18 Terminalia paniculata 9.43 19 Taberuaementana heyneana 11.32 20 Acacia ferruginea 15.09 21 Grewia tiliiaefolia 15.09 22 Holarhena antidysentrica 15.09 23 Unknown 15.09 24 Bambusa bamboo 18.87 25 Prosopis juliflora 22.64 26 Tectona grandis 24.53

Total= 235.85

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Table 22: Density of tree species near track between Etimadai and Madukarai, Tamil Nadu Sl. No. Tree species Density/ha 1 Acacia mylotica 58.06 2 Anogeissus latifolia 6.45 3 Borassus flabellifer 6.45 4 Holarhena antidysentrica 9.68 5 Melia dubia 6.45

Total 87.10

Table 23: Density of tree species in the foothill near Arivoli Nagar between Etimadi and Madukari, Tamil Nadu Sl. No. Tree species Density/ha 1 Acacia ferruginea 21.05 2 Anogeissus latifolia 15.79 3 Emblica officinalis 5.26

Total= 42.11

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Appendix-6

Table 10: Lists villages surveyed in Tamil Nadu and Kerala Sl. No. Village name State Distance from track Between station/place 1 Athupathi Kerala 200m B line-Walayar to Kanjikode 2 Kottampatti Kerala 500m A line-Walayar to Kanjikode
3 Kunjappachalla Kerala 50m A line-Walayar to Kanjikode
4 Mucroni Kerala 50m A line- Near to Kanjikode
5 Nadupathi Kerala 2km Behind Walayar Cement Factory 6 Payittukad Kerala 200m Between A&B line near kanjikode Rly sta. 7 Vaadhyaarchalla Kerala 1km B line-Walayar to Kanjikode 8 Valladi
Kerala 1.5km Near Kanjikode RLY station 9 Velanchery Kerala 2km Near Kanjikode RLY station 10 Ayyampathi Tamil Nadu 500m Walayar to Etimadai 11 Chinnampathi Tamil Nadu 3kms Foothhill west to ACC mines 12 Etimadai Tamil Nadu 100m Walayar to Etimadai 13 Kuppamkaradu Tamil Nadu 2km Walayar to Etimadai 14 Maanthuruthi Tamil Nadu 1km B-line Walayar to Etimadai 15 Modamathithottam Tamil Nadu 3kms B-line Walayar to Etimadai 16 Murugampathi Tamil Nadu 10m B line-Walayar to Kanjikode 17 Poonga kowdam pudur Tamil Nadu 2km Walayar to Etimadai 18 Solakkarai Tamil Nadu 1km Walayar to Etimadai 19 Pudupathy Tamil Nadu 500m B-line Walayar to Etimadai 20 Jallimadupathy Tamil Nadu 500m B-line Walayar to Etimadai