This sector is the biggest cause for pollution in Mumbai
As per SAFAR, the contribution to PM2.5 emission from different sectors between 2019-20 was 30.5% from the transport sector, 18% from industries & power sector, 15% from residential burning.
As per SAFAR, the contribution to PM2.5 emission from different sectors between 2019-20 was 30.5% from the transport sector, 18% from industries & power sector, 15% from residential burning.
Odisha, Telangana, Tamil Nadu and Madhya Pradesh boards/committees rated the most transparent among 35 such organisations studied. A majority of India’s pollution control agencies remain closed entities when it comes to sharing information with the public, a new rating study by Centre for Science and Environment (CSE) has revealed. The report claims that a mere handful of India’s pollution control boards and authorities are adequately putting out environmental and governance information into the public domain. Rating of pollution control boards on public disclosure – as the study is titled – has assessed the data disclosure performance of 29 state pollution control boards (PCBs) and six pollution control committees from across the country. Of these, only 14 boards and committees scored 50 per cent or above. These 14 are from Odisha, Telangana, Tamil Nadu, Madhya Pradesh, West Bengal, Goa, Karnataka, Haryana, Chhattisgarh, Himachal Pradesh, Jammu & Kashmir, Kerala, Maharashtra, Uttarakhand, Punjab, Andhra Pradesh and Rajasthan. Activity Under Lens Report assesses how actively boards display and disclose key environment and governance-related information in the public domain. CSE has rated 35 pollution control boards and committees based on information furnished in the public domain under 25 parameters -- only 14 have scored grades above 50 per cent. Report also highlights a lack of uniformity in the display of the available information. Nivit Kumar Yadav, programme director, Industrial Pollution Unit, CSE says: “State PCBs are entrusted with several functions under the provisions of the Water Act, 1974; Air Act, 1981; Water Cess Act, 1977; and various rules and notifications issued under the Environment (Protection) Act, 1986. One of these functions under Section 17(C) of the Air and Water Acts is to collect and disseminate information related to air and water pollution and also about its prevention, control or abatement. The law asks the boards to share the data in public domain. But this is rarely done in practice.” Shreya Verma, programme officer, Industrial Pollution Unit, CSE, and author of the study explains the methodology: “For this study, CSE collected data from two sources -- websites of SPCBs/PCCs and their annual reports. The study has evaluated the information shared by SPCBs/PCCs during the last four to five years (2016-21) and uses 25 indicators that provide a broader assessment on the type and amount of information shared. A few key indicators used in the study include the availability of information on direction/show cause/closure notices issued by boards, information on public hearings and EIA reports, non-attainment cities and polluted river stretches etc.” SPCB/PCCs have been protective of industries when it comes to non-compliance: Out of 35 SPCBs/PCCs, only five have shared soft copies of directions and show cause/closure notices issued on their websites – these are from J&K, Rajasthan, Telangana, Uttarakhand and West Bengal. Key findings of the report Governance and functioning-related data remains paper-bound: Information on functioning, actions taken by a board against polluting industries, public hearing data on new projects etc are rarely disclosed or remain difficult to access on the websites. For instance, Only 12 states have shared their latest annual reports on their websites: Gujarat, Madhya Pradesh, Sikkim, Tripura and West Bengal have shared annual reports of the year 2019-20; the states of Chhattisgarh, Karnataka, Maharashtra, Odisha, Rajasthan, Uttar Pradesh and Tamil Nadu have shared annual reports of the year 2018-19 (which could be termed as the latest considering the COVID-19 situation in 2020). No initiative has been taken by 11 SPCBs/PCCs of the following states and Union territories in sharing their annual reports -- Assam, Arunachal Pradesh, Bihar, J&K, Jharkhand, Manipur, Andaman & Nicobar, Chandigarh, Daman & Diu, Dadra & Nagar Haveli, Puducherry and Nagaland. SPCB/PCCs have been protective of industries when it comes to non-compliance: Out of 35 SPCBs/PCCs, only five have shared soft copies of directions and show cause/closure notices issued on their websites – these are from J&K, Rajasthan, Telangana, Uttarakhand and West Bengal. Only five boards - Delhi, Goa, Haryana, Tripura and Uttarakhand - have shared minutes of their board meetings on their websites: It is mandatory for SPCBs to meet at least once every three months. Board members in these meetings are supposed to discuss issues related to the functioning of the board, action plans, compliance and monitoring, and devising innovative methods to improve enforcement of laws. Only five SPCBs have shared information on inspection conducted by the boards: The PCBs of Himachal Pradesh, Karnataka, Odisha, Tamil Nadu and West Bengal have shared this information in their annual reports. Only nine SPCBs/PCCs have provided detailed information on public hearings, which includes the executive summary, draft EIA report of the project, and minutes of the meeting. The states represented are Karnataka, Telangana, Delhi, Gujarat, Kerala, Punjab, Rajasthan, Goa and Mizoram. Limited data on current pollution levels: Data indicating the current pollution levels – air pollutants, waste etc – the basic indicators of environment health, is missing. Most boards display inadequate data, indicating no trends. More so, even details on upcoming projects and grievances of the general public of the locality are hardly displayed. Only 19 SPCBs/PCCs are displaying their CEMS data: This, even after a statutory obligation to do it, as per a Supreme Court order (February 22, 2017) and an environment ministry directive (GSR 96(E) January 29, 2018). The states from where these PCBs/PCCs come are Andhra Pradesh, Assam, Bihar, Chhattisgarh, Delhi, Goa, Gujarat, Haryana, Himachal Pradesh, J&K, Jharkhand, Kerala, Madhya Pradesh, Meghalaya, Odisha, Puducherry, Punjab, Tamil Nadu and Telangana. Of these 19, just five PCBs/PCCs display historical CEMS data. Laxity in sharing information on solid waste: Fourteen SPCBs/PCCs do not share any information on municipal waste generation; 11 on plastic waste generation; 10 on hazardous waste; and nine on e-waste. Says Verma: “The study has also found a lack of uniformity in displaying data -- for instance, all the SPCBs/PCCs surveyed have different website formats, which makes accessing information quite difficult. Similarly, there is no format for annual reports: hence, the information available varies from board to board.” Nivit adds: Improving transparency is a ‘must’ when it comes to state pollution control boards. Putting in the public domain crucial pollution-related information, data and details of actions taken is critical – it can help policy-makers take the discussions to the next level of pollution management, and it can also reassure the people about efficiency of these boards and committees. SPCBs and SPCCs, therefore, must focus urgently to become more transparent by putting out data and improving the quality of their outreach for public engagement.
41 lakh vehicles not just causing snarls, also contributing 30% to city pollution Mumbai: There are 41 lakh vehicles in Mumbai, 26 lakh of them being two-wheelers. Not just noise pollution during traffic snarls, these vehicles are also the biggest reason for air pollution in the city. As per the latest source estimation analysis for PM 2.5 (particulate matter) pollutants in Mumbai, vehicular emissions have nearly doubled in the last four years. Under the current Covid-19 situation, pollution has become one of the major worrying factors. According to an analysis conducted by the System of Air Quality Weather Forecasting & Research (SAFAR), the PM 2.5 from the transport sector for 2019-20 is 30.5%, which stood at 16% in 2016-17. This is fast downgrading the city’s already poor air quality. The air we breathe has suspended particulate matter (PM) of different sizes. Many of these are complex mixtures of dust, pollen, soot and smoke and are clearly hazardous. Of this, PM 2.5 (with diameter not more than 2.5 micrometre) is considered to have a significant impact on health as it can stay in the air for days or weeks, and is small enough to invade the lung airways. As per latest figures, the four RTOs of Tardeo, Andheri, Wadala and Borivali registered 84,373 vehicles between January and June this year. These include 68,034 vehicles running on petrol and 7,379 diesel vehicles. In 2017, there were 2.68 lakh vehicles registered in these four RTOs, of which over 2 lakh ran on petrol and close to 29,000 on diesel. In 2016-17, the total number stood at 30.69 lakh, while the number was 20.28 lakh in 2011-12. As per SAFAR, the contribution to PM 2.5 emissions from different sectors between 2019 and 2020 was 30.5% from the transport sector, 18% from industries and power sector, 15% from residential burning, which includes residential cooking in households and slums, trash burning, cow dung burning, emissions from street vendors and wood burning. Dr Gufran Beig, senior scientist and founder project director of SAFAR said, “In the past five years, the transport sector has shown a steep rise in contribution to PM 2.5 pollution in Mumbai. This is a combination of both rise in the number of vehicles and snarls at junctions.” The other pollutants in the PM 2.5 category include wind-blown dust (15%) and other sources (21.5%), including municipal solid waste (MSW) plants, MSW open burning, crematoriums, aviation sector, incense sticks and brick kilns, to name a few. A similar source estimation for PM 2.5 pollutants by SAFAR in 2016-17 had shown transport accounting for 16%, with industry and power sectors being the biggest contributors at 36%. Other sources included residential burning at 27%, and wind-blown dust at 21%. In Mumbai, new industries or power plants are not being set up any longer, but vehicles continue to grow in numbers, said Anumita Roy Chowdhury, executive director-research and advocacy, the Centre for Science and Environment.
... rampantly flouting the country's 2015 water consumption norms, says a new survey report released recently by Centre for Science and Environment (CSE).
Mumbai: Tiny, deadly particles in Mumbai’s air from vehicular movement have nearly doubled over the past five years, making it the biggest contributor to the city’s already deteriorating air quality. A 2019-20 source estimation analysis for PM2.5 pollutants recently done by System of Air Quality Weather Forecasting and Research (SAFAR), under Indian Institute of Tropical Meteorology (IITM) Pune, revealed that the share of PM2.5 emissions coming from the transport sector is 30.5% in 2019-20, compared to 16% it was in 2016-17. Air has suspended particulate matter (PM) of different sizes. Many are a complex mixture of dust, pollen, soot and smoke, and are hazardous. Of this, PM 2.5 is the smaller kind, with a diameter not more than 2.5 micrometers (fine particles). The carcinogenic PM2.5 is considered to have a very significant health impact, as it can stay in the air for days or weeks, and is small enough to invade the lung airways. SAFAR said the contribution to PM2.5 emission in 2019-20 from industries and power units was 18%, which was 36% in 2016-17. Similarly, from municipal waste, the contribution is 21.5% in 2019-20; quantification of it was not available in 2016-17. Municipal waste contribution includes municipal solid waste (MSW) plants, MSW open burning, crematoriums, aviation sector, incense sticks and brick kilns. Interestingly, residential burning, which includes residential cooking in households and slums, trash burning, cow dung burning, emission from street vendors and wood burning has gone down to 15% in 2019-20, as against 27% in 2016-17. Pollution due to wind blown dust is 15% as against 21% earlier. Anumita Roy Chowdhury, executive director-research and advocacy, Central for Science and Environment, said, “The city has not been able to leverage its overall public transport system in terms of metro and suburban rail to reduce dependence on private vehicles.” Dr Gufran Beig, senior scientist and founder project director, SAFAR, said that the change was a result of a combination of both increase in vehicles in Mumbai and more stagnation at traffic junctions, leading to congestion.
NEW DELHI: Fifty percent of India’s freshwater-based coal-fired power plants, surveyed by the Centre for Science and Environment (CSE), do not meet the 2015 water use standards, said a new study. The CSE, New Delhi-based environmental policy think-tank, surveyed 132 power plants, having total installed capacity of over 154 GW, and found that half of these freshwater-based plants did not comply with the specified standards. Majority of the non-complying plants belong to state-owned companies with Uttar Pradesh and Maharashtra possessing the maximum number of such plants. The study, highlighting how the water-guzzling coal-based power industry is ignoring water regulations even six years after the norms were introduced, noted that the sector is adding to water stress in the country as about 48% of the existing coal power fleet is located in water-scarce districts. Congratulations! You have successfully cast your vote The 2015 water norms (later amended in 2018) for power plants were introduced along with the emission norms. While the deadline for emission norms was extended in 2017 and again in 2021, there is no fresh deadline for compliance of water consumption limit after the previous deadline of December 2017 ended. “There is no deadline for the power plants to meet the water use norms. Who is going to comply with it when there is no deadline? The environment ministry must set a deadline and enforce its adherence by the power plants,” said Nivit Kumar Yadav, programme director, industrial pollution unit of the CSE. The study underlined that it was only in January 2019 that the CPCB asked thermal power plants to submit their specific water consumption data on a quarterly basis, starting from October– December 2018. Based on the data obtained, plants that were not meeting the specific water consumption limit were asked to submit time-targeted action plans for achieving the limit. Yadav said the CSE found several loopholes in “self-reported data and data format” as it did not account for all water consumption. “Besides, there is no third-party monitoring and verification of the data, which is self-reported by plants. In such a scenario, there is a high probability of data manipulation and underreporting,” he said. The CSE survey has found that most of the state-owned non-complying power plants are old and inefficient. Pitching for closing down such water-guzzling plants, specifically in water-stressed regions of India, the study noted that these plants are not just flouting the water norms, but also the emission norms causing air pollution. As per the 2015 water use norms, plants installed before January 1, 2017 were required to meet a specific consumption limit of 3.5 cubic metres of water per MWh while the plants installed after January 1, 2017 had to meet the norm of 3 cubic metres of water per MWh, apart from adopting zero liquid discharge. Additionally, all freshwater-based plants were required to install cooling towers and subsequently achieve the norm of 3.5 cubic metres of water per MWh. All sea water-based plants were exempted from meeting the norms. Surprisingly, even a few younger plants commissioned after 2005 were found to be non-complying in the surveyed capacity. The CSE study flagged several such plants including Yermarus TPS and NTPC Kudgi in Karnataka, Bokaro ‘A’ TPS in Jharkhand, Dr Shyama Prasad TPS and NTPC Solapur in Maharashtra, NTPC Khargone in Madhya Pradesh and Sagardighi TPS in West Bengal.
Air pollution from the transport sector in Mumbai, capital of Maharashtra, has nearly doubled in the past four years. It is the biggest contributor to the city’s deteriorating air quality. An analysis of PM2.5 pollutants in Mumbai, Maharashtra, has revealed that emissions coming from the transport sector have nearly doubled in the past four years. It has increased from 16 per cent in 2016-17 to 30.5 per cent in 2019-20. The analysis, that was published today (June 29) was carried out by System of Air Quality Weather Forecasting and Research (SAFAR), a research management organisation which provides data on air quality and pollution, under the Indian Institute of Tropical Meteorology (IITM) Pune. According to the study, PM2.5 has a significantly adverse health impact. The particulate matter can remain suspended in the environment for days and even weeks and is small enough to invade the lung airways. Toxic gases such as NO2, formed by burning of coal and oil, as well as emissions from vehicles can worsen respiratory ailments. Also Read: Despite COVID19 restrictions and lockdowns, several Indian cities register high air pollution The 2019-20 source estimation by SAFAR revealed that 30.5 per cent of the PM2.5 emission came from the transport sector; 18 per cent came from industries and the power sector, while 15 per cent came from cooking, burning of trash, wood and cow dung, as well as emissions from street food vendors. The other contributors were wind blown dust (15 per cent) and other sources (21.5 per cent) including municipal solid waste, burning of plants, crematoriums, the aviation sector, brick kilns, etc. In 2016-17, according to SAFAR, the biggest contributor of PM2.5 was the industry and power sector with 36 per cent. Transport had accounted for 16 per cent. The rest was contributed by cooking, etc., in residential areas (27 per cent) and wind blown dust (21 per cent). “While new industries or power plants are not being set up in Mumbai, vehicles continue to grow,” said Anumita Roy Chowdhury, executive director-research and advocacy, Centre for Science and Environment, a non-profit public interest research and advocacy organisation based in New Delhi. Also Read: Here’s what a study found while probing the link between air pollution and COVID19 in India Increasing vehicles, increasing air pollution “Transport sector has shown a drastic increase over four years as a contributor to PM2.5 pollution in Mumbai. This is a combination of both an increase in the number of vehicles in the city and more stagnation at traffic junctions leading to congestion,” said Gufran Beig, Senior scientist and Founder Project Director, SAFAR. As per the Maharashtra transport department, Mumbai surpassed the landmark figure of four million vehicles earlier this year with 1.16 million private cars and around 2.4 million two-wheelers. In 2016-17, the total number of vehicles stood at 3.069 million. In 2011-12 the number was 2.028 million. Also Read: Public transport, state highways to be modified as Maharashtra aims to increase electric vehicles by 2025 Mumbai is fortunate that it is surrounded by the ocean on three sides, which helps in swift dispersion of pollutants. “However, now the alarm bells are ringing. We are approaching a tipping point where these natural factors will no longer make any difference to the overall pollution scenario,” warned Beig. He suggested addressing sector wise emission was key to setting right the air pollution problem in the city. According to the study, PM2.5 has a significantly adverse health impact. Photo: cleanairfund.org/ What can be done? The study suggested steps that could be taken to address Mumbai’s transport emissions. Controlling tailpipe emissions through an old vehicle phase-out policy especially for commercial vehicles; and a scrappage policy for the city. Implementing an Electric Vehicles Policy beyond one for the state that has a targeted mandate for segment wise (two-wheeler, three-wheeler, four wheeler) electrification quickly over time. Strong on-road emission monitoring system with remote sensing technology. Mobility strategies under the city management plan. This could cover scaling up the public transport system, enhancing walking and cycling infrastructure, dedicated parking policy with a focus on air quality, low emission zones and increased pedestrianisation.
Rural tech startups Frontier Markets, HESA and 1Bridge have announced the formation of a coalition to address the challenges of the Covid-19 pandemic in the rural sector. The Rural Access coalition aims to raise $8 million to ensure employment, awareness and accessibility to 1 million rural households in 6,000 villages across 4 states in India. The mission of the coalition is to support rural families to become Covid resilient while contributing to job creation and economic resilience in rural India. The Rural Access Coalition for COVID-19 Resilience is composed of rural supply chain companies, grassroots organizations and ecosystem enablers in a joint coalition effort to uplift the depreciating lifestyle and infrastructure in rural India, which is a result of the global pandemic. Opening its platform to donors, ecosystem enablers, experts and practitioners to help deliver to the rural population at scale, the coalition has partnered with Armman and Noora Health for Covid-19 & maternal-related information, training and services, which will be accompanied with Raksha Kits (PPE kits and supplies) by 1MG to provide access to equipment to every rural household. The participation also includes ecosystem enablers Sattva Consulting and United Way Delhi alongside Head Held High Foundation and BASIX-BABLE for capacity building. A recent report by the Centre for Science and Environment (CSE) revealed over 52% deaths in the total mortality rate account for covid whereas nearly 3 million salaried employees lost their jobs. The coalition will help in Covid resilience and create employment opportunities in the rural sector. Together, Frontier Markets, Hesa and 1Bridge have an army of 30,000 microlevel entrepreneurs who will execute this mission on ground to ensure access to everyday essentials without disruption to daily lives. The coalition will maximise a deep-rooted impact with a holistic approach by amplifying the sustainable development goals of gender equality, employment, improved infrastructure and better livelihood in rural India. The primary focus of Covid-19 resilience will be achieved through a strategic approach: – Providing credible knowledge to rural communities through an on-ground network of entrepreneurs using various mediums will build COVID-19 awareness and relief measures. – Adequate access to essential deliveries including consumer goods, PPE kits, masks and more. – Training and camps with healthcare organisations will ensure critical health care services including relief guidelines and measures. – Leveraging their convening power, the network of entrepreneurs have already been helping people with vaccine and covid measures. Ajaita Shah Founder and CEO Frontier Markets said, “The Rural Access Coalition will help overcome the grassroots level challenges in rural India directly, and quickly. Rural customers/families suffer the most as they are deprived of resources despite big companies coming forward. Our contribution will be a massive needed gender lens – as Frontier Markets’ entire 10,000 Saheli network will connect deeply to amplify the gender-based health needs of the community alongside accessibility, economic development and opportunities.” 1Bridge - Rural Access Coalition Launching this coalition, Madan Padaki, Founder & CEO, 1Bridge said, “Access, Choice and Convenience has always been a challenge for rural consumers across products & services and 1Bridge has been systematically addressing these challenges through its village commerce network of entrepreneurs. With the onslaught of the pandemic, it is now critical to solve for these from a healthcare perspective, where we can deliver care & supplies right at the doorsteps of rural consumers while generating new models of economic opportunities for entrepreneurs. We look forward to being a part of this Rural Access Coalition and working together to mitigate the COVID-19 crisis in rural India.” “We strive to largely empower rural India by enabling accessibility, availability, connectivity and providing business and earning opportunities, all rolled under one platform. Amidst the pandemic, we have been addressing various challenges across the rural sector through our initiatives with the aim of providing better livelihoods. With our strong network of over 7000 Hesaathis across Telangana and Andhra Pradesh, we have been able to provide physical, digital and social connectivity to rural communities and bridge the urban-rural gap in India. We look forward to making rural communities become Covid resilient with this coalition,” added Vamsi Udayagiri, Co-Founder and CEO Hesa. Frontier Markets, which is a women-led social enterprise, has been working with rural communities for 10 years adapting its products and services to respond to evolving consumer needs and disruptive challenges on the ground with a strong network of 10,000 Sahelis (Saral Jeevan Sahelis) in North India. Similarly, 1Bridge has been operating across 6000+ villages predominantly within Southern India, empowering 7000 rural entrepreneurs or 1Bridge Advisors (1BAs) not just by providing additional employment opportunities, but also strengthening their social capital as trusted advisors to community folks in their villages.
The CSE research noted that the four biodiversity hotspots have been reduced to less than 10% of their original extent.\ Together, India and its neighbouring countries have lost 90 per cent of their original natural vegetation under their four common ‘biodiversity hotspots,’ with the largest one – the Indo-Burma hotspot – being the worst hit, reporting a loss of nearly 95 per cent of natural vegetation from an originally estimated area of 2.3 million square kilometres. The Centre for Science and Environment (CSE) highlighted the biodiversity loss data in its latest annual statistical compendium on the state of India’s environment, which was released on World Environment Day. The CSE research noted that the four biodiversity hotspots have been reduced to less than 10% of their original extent and that 25 plant species have become extinct in these hotspots, which include India and its neighbours in South Asia and South-East Asia. Also Read: Secured Environment Governance for Clean & Green Techno Economic Growth of India – A Global Perspective Apart from the Indo-Burma hotspot, which includes entire north-eastern India (except Assam), the Andaman group of islands, Myanmar, Thailand, Vietnam, Laos, Cambodia, and southern China, the other three hotspots in the country are Himalaya (Indian Himalayan region and areas falling in neighbouring countries such as Pakistan, Nepal, Bhutan, China, and Myanmar), Western Ghats and Sri Lanka, and Sundaland (Nicobar group of Islands, Indonesia, Malaysia, Singapore, Brunei and Philippines). The original natural vegetation remains only in 118,653 square kilometres of the total 2,373,057 square kilometres of the Indo-Burma hotspot; 100,571 square kilometres of the total 1,501,063 square kilometres of the Sundaland hotspot; 185,427 square kilometres of the total 741,706 square kilometres of the Himalayas hotspot; and 43,611 square kilometres of the total 189,611 square kilometres of the Western Ghats. The term “biodiversity hotspot” refers to a location that is distinguished by both high levels of plant endemism and significant habitat loss. There are 36 biodiversity hotspots in the world. Their combined areas cover 2.3 per cent of the Earth’s land surface. In 1999, a quantitative criterion for identifying biodiversity hotspots and determining their extent/areas was introduced. According to the Botanical Survey of India, “each hotspot confronts serious challenges and has already lost at least 70% of its original natural vegetation.” It was highlighted that the 35 biodiversity hotspots are home to more than half of the world’s plant species and 42 per cent of all terrestrial vertebrate species. The CSE report used and collated publicly available data from India’s “ecosystem accounting” and the International Union for Conservation of Nature’s (IUCN) report on endangered species. It stated that 12 per cent of the 1,212 animal species monitored by the IUCN under its Red List monitors in India are endangered. The research notes that the number of forest fire alarms has increased significantly in 16 states, including Odisha, Madhya Pradesh, Chhattisgarh, and Uttarakhand. It stated, “India has seen a dramatic increase in forest fires since the beginning of 2021.” As of May 1, the Visible Infrared Imaging Radiometer Suite (VIIRS) had recorded 433,581 fire alarms. This is a significant increase, despite the fact that the country’s official forest fire season runs from February to June.”
नई दिल्ली. लॉकडाउन के दौरान लोगों द्वारा बरती गई सावधानियों से अस्थमा मरीजों को लाभ हुआ है. ऐसे मरीजों की संख्या में कमी आई है. सोशल मीडिया में इससे संबंधित स्टडी को लेकर मैसेज चलाए जा रहे हैं. लेकिन एक्सपर्ट इस तरह की स्टडी से इंकार करते हैं. हालांकि वे यह भी मानते हैं कि इस दौरान अस्थमा रोगियों को राहत मिलने की संभावना है. अप्रैल और मई में लॉकडाउन के दौरान लोग सिर्फ जरूरी काम से ही घरों से बाहर निकले. घर से बाहर निकलने वाले ज्यादातर लोग मास्क लगा रहे थे. इस दौरान वाहनों की संख्या भी सड़कों पर कम हो गई थी. इसका फायदा अस्थमा के मरीजों को हुआ है. गाजियाबाद जिला अस्पताल के वरिष्ठ जनरल फिजीशियन और एचओडी डा. आरपी सिंह बताते हैं कि इस समय ओपीडी में पोस्ट कोविड मरीज, जिन्हें अस्थमा की परेशानी हो रही है, वे आ रहे हैं, लेकिन अस्थमा के सामान्य मरीजों में करीब 20 फीसद कमी आई है. गाजियाबाद के स्वास्तिक मेडिकल सेंटर के वरिष्ठ फिजीशियन डॉ. राहुल गुप्ता भी बताते हैं कि लॉकडाउन से अस्थमा रोगियों को राहत मिली है, उनके यहां अस्थमा मरीजों में कमी आई है. Youtube Video आईसीएमआर के एक्सपर्ट डॉ. एनके अरोड़ा के अनुसार इस संबंध में कोई स्टडी तो अभी नहीं कराई गई है लेकिन कोरोना प्रोटोकॉल का पालन करने से अस्थमा के रोगियों में कमी आना संभव है. इसका प्रमुख कारण लगातार मास्क लगाना है, जिससे अस्थमा रोगियों को राहत मिली है. इसके अलावा लॉकडाउन की वजह से लोग घरों से बाहर नहीं निकले हैं. साथ ही, सड़कों पर वाहनों की संख्या कम होने से भी पर्यावरण में भी सुधार हुआ है, यह भी अस्थमा रोगियों के लिए फायदेमंद साबित हुआ है. इसकी पुष्टि सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) ने की है. सीएसई के अनुसार इस साल दिल्ली में छह अप्रैल से रात का कर्फ्यू और वीकेंड में लॉकडाउन लगाया गया था. 19 अप्रैल को पूर्ण लॉकडाउन लगा था. आंशिक-लॉकडाउन से पीएम 2.5 प्रदूषण स्तर 20 फीसद कम हो गया. पूर्ण लॉकडाउन ने औसत को 12 फीसद और नीचे ला दिया था. इस तरह 32 फीसदी की कमी आई है. इसके अलावा अगर अस्थमा और टीबी के मरीज लगातार मास्क लगाकर रखें तो उससे दूसरों में बीमारी फैलने की आशंका कम रहती है.
The highway will be the first stretch to be built under a a $500 million green highways corridor agreement signed by the Indian government with the World Bank in December last year. New Delhi: The first stretch of green highway being built under the Green National Highways Corridor Project (GNHCP) is expected to be completed by December 2021 in Rajasthan, an official in the Ministry of Road Transport and Highways told ThePrint. In December last year, the Government of India had signed an agreement for a $500 million project with the World Bank, to develop the GNHCP across 781 km in four states – Rajasthan, Himachal Pradesh, Uttar Pradesh and Andhra Pradesh. The plan is to construct five-six ‘green and safe national highways’ – which have been divided into 23 stretches – as part of the corridor. The entire project is expected to be completed by the end of the 2023-2024 financial year. The total cost of the project was estimated to be around Rs 7,662 crores, of which the World Bank is contributing Rs 3,500 crore. The USP of a green highway is in its construction. Compared to a normal highway, a ‘green highway’ uses greener construction technologies, officials explained. For the GNHCP, a World Bank spokesperson told ThePrint, “The green techniques to be adopted include the maximum use of local materials, stabilisation of soils to reduce the need for crushed stone, use of waste products such as fly ash, recycling asphalt and granular pavements, bio-engineering solutions, water conservation and harvesting techniques, designing for resilience to climate change impacts, and solar lighting.” The official in the road transport and highways ministry told ThePrint, however, that even the construction of normal national highways have been adopting greener technologies in the past five-10 years. The GNHCP is being overseen directly by the ministry and the World Bank. “Neither the National Highways Authority of India (NHAI) nor any state PWD is involved in the execution of this project”, explained the above-mentioned official. Usually, the NHAI or the state PWDs are the executing agencies for the construction of highways, he said. Pros and Cons While Uttar Pradesh has the highest allocation of 240 km stretch of highway under the project, Rajasthan has the lowest allocation of 116.76 km of the corridor. Officials from the highways ministry explained that each stretch will be handed over to a different contractor. As yet 10 stretches of land have been awarded to contractors for the project, while tenders have been invited for four more. “The project will help reduce greenhouse gas emissions by 25 per cent during the construction process, as compared to normal roads, and further reduce emissions in the operation and maintenance of highways (as green highways will use less cement, bitumen and asphalt which are more polluting)”, explained the World Bank spokesperson.\ Ministry officials added that “the objective of the project is to demonstrate safe and green national highway corridors in selected states.” In terms of the long-term impact of the GNHCP, the World Bank spokesperson explained that the hope was to enhance the institutional capacity to build (green) corridors and also to build safe and less environmentally impactful road transport systems. Vivek Chattopadhyay, a senior program manager at the Delhi-based Centre for Science and Environment, however, explained that the project has certain limitations. According to him, road travel, especially the transportation of goods via roadways, was not efficient “Transporting goods via roads is neither environmentally friendly nor efficient,” he said, adding that “Thus, just saying green is not enough and this project should not be looked at in isolation”. Rather, said Chattopadhyay, rail networks needed to be strengthened, so that transportation, especially of goods, could be by trains which are more energy efficient.
The Indian government is planning to phase out single-use plastics leading to complete elimination. But concerns revolve around the availability of alternatives and plastic waste management systems. A government committee has identified the single use plastic (SUP) items to be banned based on an index of their utility and environmental impact. In the three-stage ban, the first category of SUP items proposed to be phased out are plastic sticks used in balloons, flags, candy, ice-cream and ear buds, and thermocol that is used in decorations. The second category, proposed to be banned from July 1, 2022, includes items such as plates, cups, glasses and cutlery such as forks, spoons, knives, straws, trays; wrapping and packing films used in sweet boxes; invitation cards; cigarette packets; stirrers and plastic banners that are less than 100 microns in thickness. A third category of prohibition is for non-woven bags below 240 microns in thickness. This is proposed to start from September next year. Stamping out SUPs, realistic? The government has made it clear that it would be actively working towards to a crackdown on plastic in its second term in power, akin to what Swachh Bharat or Clean India campaign was to it in its first term in 2014. The latter’s aim then was to launch a cleanliness drive across the India, bridge gaps between sewerage and solid waste management and construct several million toilets in both villages and urban centres. But many within his government and stakeholders realize that it is not going to be an easy task given that close to 26,000 tons of plastic waste is generated across India every day, of which more than 10,000 tons stays uncollected. Yet, India’s per capita consumption of plastic at 11 kilograms (kg) per year is still among the lowest in the world (global average is 28 kg per year), according to studies. Twenty companies responsible for more than half of the world's plastic waste Tsunami of plastic threatens post-Covid-19 world “The government has to do a thorough economic and environmental cost-benefit analysis. What’s more any plan has to take into account social and economic impacts for the ban to be successful,” says Dinesh Raj Bandela, a waste management expert with the Centre for Science and Environment (CSE). It is still not clear how much plastic is recycled but a significant amount ends up in rivers, oceans and landfills. It is well known that non-bio degradable plastic bags are a huge a hazard to the environment and uncollected plastic eventually ends up in our natural environment, choking animals and marine life. It is believed that people will be given a six-month timeline to first sensitize them to SUPs and then adopt viable alternatives before a national policy is drawn up. The Central Pollution Control Board has already identified 12 single-use plastic items to be banned in a phased manner. These items include thin carry bags, non-woven carry bags, small wrapping, straws, plastic cups, bowls and plates, plastic sticks for ear buds. Still a long way to go Consultations are underway with plastic industry, while technical input has been sought from environmental experts and economists. “It is feasible but first and foremost it requires alternatives in place. There is a huge amount of SUPs in circulation. What are we going to do with that?” queries Ravi Agarwal, director of Toxics Link, an organization working for environmental justice and freedom from toxic materials. “We need better recycling policies because resources are poor and there needs to be a much broader strategy,” Agarwal told RFI. Recycling, bioplastics also harm planet, campaigners warn Chintan Environmental Research and Action Group and the CSE are among organizations the government has consulted on how SUPs can be phased out. “I think it is fabulous idea and firstly pernicious plastics need to be banished and that includes thermocol, straws, plastic bags and cups. Even if we grab at the low hanging fruits for now, that will be good,” Bharati Chaturvedi, founder and director of Chintan Environmental Research and Action Group told RFI. “At times all-pervasive as plastics, backed by the might of the plastics industry, really needs a tsunami to shake it up. At a later point we can talk of a viable R& D policy,” says Chaturvedi. Lack of recycling systems Many industry and businesses, however, feel it was important to understand the definition of SUPs itself. “What is it meant to mean? Is it to mean all packaging products, carry bags, bottled drinks, straws, containers, decoration plastics, cutlery — anything that you would ordinarily throw away after one use?” says Deepak Ballani, director-general of the All India Plastic Manufacturers Association (AIPMA). The AIPMA, one of the largest trade bodies representing the plastics industry, has requested the government to push the deadline for phasing out SUP products by a period of one year to 2023 owing to economic distress faced by manufacturing units due to the Covid-19 pandemic. However, all agree that India does not have systems in place for effective segregation, collection and recycling. If these measures are in place, a majority of the problem could be taken care of. A lot of it will hinge on working on sustainable technological interventions and building effective campaigns.
हाईवे पिछले साल दिसंबर में भारत सरकार की तरफ से विश्व बैंक के साथ किए गए 500 मिलियन डॉलर के एक ग्रीन हाईवे कॉरिडोर करार के तहत निर्मित होने वाला पहला हिस्सा होगा. सड़क परिवहन एवं राजमार्ग मंत्रालय के एक अधिकारी ने दिप्रिंट को बताया कि ग्रीन नेशनल हाईवे कॉरिडोर प्रोजेक्ट (जीएनएचसीपी) के तहत राजस्थान में बनने वाला ग्रीन हाईवे का पहला खंड दिसंबर 2021 तक पूरा होने की उम्मीद है. पिछले साल दिसंबर में भारत सरकार ने विश्व बैंक के साथ 500 मिलियन डॉलर की परियोजना के लिए एक करार पर हस्ताक्षर किए थे जिसके तहत चार राज्यों— राजस्थान, हिमाचल प्रदेश, उत्तर प्रदेश और आंध्र प्रदेश में 781 किलोमीटर लंबा ग्रीन नेशनल हाईवे कॉरिडोर विकसित किया जाना है. इस कॉरिडोर के तहत पांच-छह ‘ग्रीन एंड सेफ हाईवे’ विकसित करने की योजना है जिन्हें 23 हिस्सों में बांटा गया है. इस परियोजना के वित्त वर्ष 2023-2024 के अंत तक पूरे होने की उम्मीद है. प्रोजेक्ट की कुल लागत लगभग 7,662 करोड़ रुपये आंकी गई थी, जिसमें से 3,500 करोड़ रुपये का योगदान विश्व बैंक दे रहा है. ग्रीन हाईवे की यूएसपी इसके निर्माण में निहित है. अधिकारियों ने स्पष्ट किया कि सामान्य राजमार्ग की तुलना में ‘हरित राजमार्ग’ में हरित निर्माण तकनीक का इस्तेमाल किया जाएगा. विश्व बैंक के एक प्रवक्ता ने दिप्रिंट को बताया कि जीएनएचसीपी के लिए ‘ग्रीन टेक्नोलॉजी अपनाने में स्थानीय सामग्रियों का ज्यादा से ज्यादा इस्तेमाल, रोड़े-पत्थरों की जरूरत घटाने के लिए मिट्टी का स्थिरीकरण, फ्लाई ऐश जैसे अपशिष्ट पदार्थों के अलावा रिसाइकिल्ड डामर आदि का उपयोग और जैव-इंजीनियरिंग समाधान, जल संरक्षण और कटाई तकनीक आदि के साथ-साथ जलवायु परिवर्तन के प्रभावों को घटाने और सौर ऊर्जा की व्यवस्था करने वाली डिजाइनिंग पर जोर देना शामिल है. हालांकि, सड़क परिवहन और राजमार्ग मंत्रालय के अधिकारी ने दिप्रिंट को बताया कि सामान्य राष्ट्रीय राजमार्गों के निर्माण में भी पिछले पांच-दस सालों में ग्रीन टेक्नोलॉजी को ही अपनाया जाने लगा है. जीएनएचसीपी पर सीधे मंत्रालय और विश्व बैंक की तरफ से नज़र रखी जा रही है. ऊपर उद्धृत अधिकारी ने कहा, ‘इस प्रोजेक्ट संबंधी निर्माण कार्यों में न तो भारतीय राष्ट्रीय राजमार्ग प्राधिकरण (एनएचएआई) की कोई भागीदारी है और न ही किसी राज्य के लोक निर्माण विभाग की. उन्होंने कहा कि आमतौर पर हाईवे का निर्माण कराना एनएचएआई या राज्य के पीडब्ल्यूडी के ही जिम्मे होता है.’ फायदा और नुकसान परियोजना के तहत जहां उत्तर प्रदेश में हाईवे का हिस्सा सबसे ज्यादा 240 किलोमीटर रहेगा, वहीं राजस्थान में मात्र 116.76 किलोमीटर के साथ कॉरिडोर का सबसे छोटा हिस्सा होगा. राजमार्ग मंत्रालय के अधिकारियों ने बताया कि हर एक खंड एक अलग ठेकेदार को सौंपा जाएगा. अभी तक परियोजना के 10 खंडों के लिए जमीन ठेकेदारों को आवंटित की जा चुकी है, जबकि चार और के लिए निविदाएं मांगी गई हैं. विश्व बैंक के प्रवक्ता ने समझाया, ‘यह प्रोजेक्ट सामान्य सड़कों की तुलना में निर्माण प्रक्रिया के दौरान ग्रीनहाउस गैसों का उत्सर्जन 25 प्रतिशत तक घटाने में मदद करेगा, और राजमार्गों के संचालन और रखरखाव के दौरान भी उत्सर्जन कम ही होगा (क्योंकि ग्रीन हाईवे में प्रदूषण के प्रमुख कारक तत्वों सीमेंट, बिटुमेन और डामर का उपयोग कम से कम होगा).’ मंत्रालय के अधिकारियों ने कहा कि ‘परियोजना का उद्देश्य चुने गए राज्यों में सुरक्षित और हरित राष्ट्रीय राजमार्ग गलियारों का निर्माण करना है.’ जीएनएचसीपी के दीर्घकालिक प्रभावों के संदर्भ में विश्व बैंक प्रवक्ता ने बताया कि उम्मीद है कि (ग्रीन) कॉरिडोर बनाने की संस्थागत क्षमता बढ़ेगी और सुरक्षित और पर्यावरण पर कम प्रतिकूल असर डालने वाली सड़क परिवहन प्रणाली तैयार की जा सकेगी. हालांकि, दिल्ली स्थित सेंटर फॉर साइंस एंड एनवायरनमेंट के एक सीनियर प्रोग्राम मैनेजर विवेक चट्टोपाध्याय ने बताया कि इस प्रोजेक्ट की कुछ सीमाएं हैं. उनके अनुसार सड़क यात्रा, खासकर हाईवे से माल ढुलाई किया जाना बहुत ज्यादा उत्सर्जन बचाने वाला नहीं होता. उन्होंने कहा, ‘सड़कों के माध्यम से माल ढुलाई न तो पर्यावरण के अनुकूल है और न ही उत्सर्जन घटाने वाला.’ साथ ही कहा, ‘इसलिए केवल ग्रीन कह देना भर ही काफी नहीं है और इस परियोजना को कुछ बहुत अलग तौर पर नहीं देखा जाना चाहिए.’ चट्टोपाध्याय ने कहा कि इसके बजाय रेल नेटवर्क को मजबूत करने की जरूरत है ताकि परिवहन, खासकर माल ढुलाई, ट्रेनों से हो सके जिसमें उत्सर्जन कम होता है.