Saturday 22 April 2017

Fighting climate change in an unequal world

http://www.dnaindia.com/analysis/column-earth-day-fighting-climate-change-in-an-unequal-world-2411131



POLLUTION_LKGK

#EarthDayWithDNA: Fighting climate change in an unequal world

POLLUTION_LKGK (Getty Images)
DARRYL D’MONTE | Sat, 22 Apr 2017-07:40am , DNA
The Paris Climate Accord is considered a success. But, it places disproportionate burden of mitigation efforts on developing countries. Climate justice remains a distant dream.
With the ascent of US President Donald Trump, the climate agreement signed by most countries in Paris in December 2015 is in grave danger of being diluted, with the distinct possibility of the US — the world’s second biggest emitter of greenhouse gases — pulling out. The agreement was modest in its ambition, since it required each country to state its Intended Nationally Determined Contributions (INDCs) to reducing carbon emissions, and then subject such voluntary commitments to international scrutiny.
The prevarication by the US, which was the top polluter till China replaced it a few years ago, will obscure the basic dichotomy in climate negotiations between industrial and developing countries. The former was responsible for the problem by burning fossil fuels at an alarming rate, while the later is paying the price for it. What is more, as the late Anil Agarwal of the Delhi-based think-tank, Centre for Science & Environment, argued in the early 1990s, there is a distinction between the “historical” emissions of industrial countries and “survival” emissions of developing countries.
US official sources, using UN data, show that the average American emitted 16.4 tonnes of carbon dioxide in 2013, as opposed to 7.6 tonnes by a Chinese and only 1.6 tonnes by an Indian. Gulf states fared worst, with Qatar registering 40.5 tonnes, and Kuwait 27.3 tonnes. If one takes the global ecological footprint, which is the amount of land and water that each person occupies to source one’s natural resources, the UAE also fares badly, since it obtains these from other countries.
During UN climate negotiations, beginning with the Earth Summit in Rio de Janeiro in 1992, the principle of “common but differentiated responsibilities” for tackling climate change between developed and poor countries was firmly established, but is being gradually watered down by the former. Basically, they want all countries to take action to mitigate the consequences of climate change, rather than adapt to it as the global South has to do.
The Tata Institute of Social Sciences (TISS) in Mumbai holds an annual climate conference, where it has been putting forward the concept of a ‘carbon budget’. This is the amount of emissions that industrial versus developing countries have to avert catastrophic climate change from crossing two degrees Celsius. Between 2012 and 2100, this will amount to a total of 270 Gigatonnes of carbon (Gtc). Forgetting about historical emissions and simply dividing this budget between all countries on a per capita basis, industrial countries have only 50 Gtc left. If one takes the pledge made by June 2015, including the pre-2020 commitments and the INDCs (mostly till 2030), when TISS held its meet before the Paris conclave, developed countries will be emitting 51Gtc between 2012 and 2030 itself. As TISS argues, “So the budget that is available to industrial countries for the duration of 88 years will be exhausted in a span of 18 years.
“These countries will therefore consume more than their per capita share of the future carbon budget (as they have already done for the cumulative carbon dioxide emitted in the past). This would mean that either the developing countries will have to undertake mitigation burdens that are inequitably large, or the world will have to face a maximum temperature increase of more than two degrees Celsius — the burden of which will also fall on developing countries.”
The notion of equity therefore is the bedrock of climate negotiations, which is now being abandoned in favour of a one-size-fits-all approach. What is more, the equity should be operationalised, and not just mouthed as rhetoric, in the formulation and implementation of post-Paris goals.
In 1991, Agarwal and Sunita Narain titled their startling treatise ‘Global Warming in an Unequal World: A Case of Environmental Colonialism’. This rebutted calculations by the Washington-based World Resources Institute that China and India figured among the top five emitters in the world. It pointed to the flaws in these estimates as well as the omission of historical emissions in the US institute’s calculus. Instead, it for the first time posed the more telling alternative — per capita emissions, which tell an entirely different story. Thus, while China figures at the top of the world’s emitters today, its per capita emissions is less than half of an American’s.
While pointing to the global inequality in climate negotiations, one should not fall into the trap of ignoring the inequalities within emerging countries like India. The emissions of some 300 million Indians will approximate developed countries’ levels and have to be reduced in order to establish a level playing field within the country. Otherwise, the poor will bear the burden of climate change — whether it is the searing heat of Phalodi in Rajasthan, which touched 51 degrees Celsius in 2016, or Anantapur in Andhra Pradesh, or floods in eastern India.
A 2015 study titled ‘Climate Change: A Risk Assessment’ by research agencies in the US, China, the UK and India in 2016, claimed that flooding in the Ganga basin could become six times more frequent by the end of this century. According to another 2015 study by the US-based National Centre for Atmospheric Research, soot or ‘black carbon’ in peninsular India travels southwards from the northern plains, where poor households cook on smoky wood stoves. This carbon constitutes nearly one-tenth of the finest measurable particulate matter with a diameter of 2.5 micrometres or less, which lodges itself in one’s lungs and causes severe impairment. Besides, when these pollutants are wafted on to the Himalayan slopes, they accentuate snow melt with floods alternating with drought in the Indo-Gangetic belt.
There is thus a strong case for helping poor households in northern India switch to cleaner fuels like LPG, as well as solar energy. Indeed, this presents India with the opportunity to develop its renewable energy industry, a market which is expected to touch US$6 trillion by 2030. China is emerging as the leader, but India could well have a toe in the door with its International Solar Alliance, which was unveiled in Paris two years ago.
The author is Chairperson, Forum of Environmental Journalists of India (FEJI)


http://indianexpress.com/article/opinion/columns/missing-the-point-on-road-safety-4617156/

Missing the point on road safety

Shift the onus for accidents from drivers to the transport system

Written by Darryl D’Monte | Published:April 18, 2017 12:37 am
national highways, highway accidents, national highways accidents, Motor Vehicles Act, india news, indian expressMohan is fond of challenging the “mythology” that penal measures by themselves lead to better safety.
It is always unsettling to hear Dinesh Mohan — now retired but guest faculty at IIT-Delhi, where he has, for decades, been analysing road safety issues. One came away from his recent presentation in Mumbai feeling wary about being at the wheel of a car — or, for that matter, even seated at the back, particularly on a highway. The event, organised by the environmental NGO Parisar from Pune, laid out the basic facts about the terrible toll on human lives on Indian roads. In 2015, there were just over 4,50,000 accidents in the country, of which nearly 1,50,000 were fatal, amounting to 410 deaths and some 1,300 injuries every day.
National highways and state expressways accounted for two-thirds of these deaths. It would be prudent to estimate that with the slew of new highways like the Golden Quadrilateral, and a highway proposed between Nagpur and Mumbai, this toll will only increase. However, there is no reliable data on accidents, Mohan observes. He contrasts this with the US, UK, Netherlands and Japan, where the accident rate was increasing till 1970, when a number of measures made roads safer. The improved design and technology of cars also led to a fall in accidents. But in many Indian cities, according to the National Crime Records Bureau, the accident rate has gone up two to five times in the last five years — this must be due to the burgeoning “automobilisation” of our society.
Mohan is fond of challenging the “mythology” that penal measures by themselves lead to better safety. He believes there was a paradigm shift abroad: Instead of forcing people to adapt to traffic situations, countries worked on eliminating risk factors from traffic. In other words, instead of blaming bad drivers, the authorities treated people as “normal” and worked on reforming the system.
Another myth is that as countries get richer, the number of accidents decline. Countries like Iran, Kuwait and Thailand have high death rates per one lakh people. What is more, education by itself may not improve matters. Research has shown that driving instruction in school — children can drive in the US once they are 16 — can enable many to get their licences earlier and actually increase the number of crashes. “Culture” doesn’t count either: An urbanised and literate state like Tamil Nadu topped the fatality rate among states in 2014, followed by Himachal Pradesh, Haryana, Karnataka and Andhra Pradesh.
The alternative approach, such as that adopted in Sweden, is to shift the onus for accidents from drivers to the road transport system. The system must be so designed that it accommodates the individual who has the worst protection and lowest tolerance to road violence. This would obviously include the young, elderly and physically challenged. The much-vaunted “greening” of highways in India, without proper safeguards, is actually hazardous because a speeding car can veer off and hit a tree, proving fatal.
Roundabouts at important intersections can greatly reduce accidents, as much of Lutyens’ Delhi should know. It is a no-brainer that a reduction in traffic speed reduces accidents, so devices such as speed-breakers are essential. The American Journal of Public Health points out that speed “humps” reduce the dangers to children by a half to two-thirds. A 1 per cent increase in speed leads to a 3 per cent increase in deaths, which is why New York City has reduced the maximum speed from 50 to 40 kmph. Mohan makes a strong case for fixing a speed limit of 50 kmph on urban arterial roads in the country, while the “iconic” Bandra-Worli Sea Link in Mumbai, for example, permits 80 kmph. Four-lane highways are very accident-prone, which is why all traffic “calming” measures are required.
Simple improvements, like bright lights at junctions, speed cameras, a police presence and making helmets compulsory can work wonders. Seat belts worn even at the rear, which is seldom done here, can lower the risk of death to occupants by upto three-quarters. Many people who die on the roads aren’t drivers or passengers, but pedestrians, who aren’t using motorised transport to begin with but have an equal, if not greater, right to the roads. In the years studied by Mohan, they accounted for 47 per cent of accident deaths in Delhi and 79 per cent in Mumbai, motorised two-wheelers accounted for 26 and 7 per cent of such deaths in Delhi and Mumbai, and car crashes only accounted for 3 and 2 per cent of the accident death in the two cities.
Mohan believes that the bill to amend the Motor Vehicles Act — passed by the Lok Sabha last week — by increasing fines five-fold and even more, misses the point because drivers aren’t necessarily deterred by such fines. Instead, frequent, visible and unpredictable checks — not by electronic means — will help more. Further, there are no permanent safety experts in central agencies like the National Highways Authority of India and in states. However, given that drivers of vehicles on highways earn around Rs 15,000 a month, fines and other measures may indeed act as a caution. There is also no doubt that provisions like standardising driving licences and regulating the certification of vehicles throughout the country can help curb the virtual epidemic of fatal accidents.
The writer is chairman emeritus, Forum of Environmental Journalists in India

Friday 7 April 2017



http://www.dnaindia.com/analysis/column-shoring-up-the-builders-2386866


SHORING UP THE BUILDERS?

DARRYL D’MONTE | Sat, 8 Apr 2017, DNA

Since 1991, the Coastal Regulation Zone notifications have been amended 25 times. Making it an Act of Parliament will stall frequent dilutions.
Were it not for the persistence of an activist affiliated to the Centre for Policy Research in Delhi, the January 2015 report of a committee to review the Coastal Regulation Zone (CRZ) law of 2011 might not have seen the light of day. The report was submitted to the Ministry of Environment, Forests and Climate Change (MoEFCC) that month and her repeated requests for a copy, under the RTI, were turned down. Only after she filed a case did she obtain a copy. Since then, the law has been diluted several times and on some occasions, clauses have been lifted verbatim from the confidential report. It is no secret that ever since the law was originally enacted in 1981, states along the coast have been up in arms against it on the ground that it impacts “development”, which is shorthand for real estate construction.
Some of the projects that have benefited from this recent dilution are monuments/memorials (the Sardar Patel statue in Gujarat) in CRZ areas. This may well set a precedent for building the Rs 3,600-crore memorial for Shivaji on reclaimed land off Marine Drive in Mumbai. The report proposes to allow high-rise buildings (in Chennai) in CRZ areas within 500 metres of the high-tide line, and to permit reclamation of land from the sea (in Mumbai) for facilities such as ports, roads, harbours, and the like. Since Mumbai is the country’s commercial capital, builders have been lobbying against the restrictive CRZ. Even 15 years ago seaside real estate had exchanged hands for Rs 1 lakh per square feet ($2,000 at prevailing exchange rates), some of the highest prices in the world.
Politicians have been aiding and abetting them. Former PWD Minister Chhagan Bhujbal, now in jail, had seven years ago advocated road projects along the coast, which require CRZ clearance. The serving BJP MLA, Mangal Prabhat Lodha, who is a major builder, had listed the proposed Rs 16,000-crore coast road in his election manifesto. The coast road was initially to run from Nariman Point in south Mumbai to the suburb of Versova in the north. It would have bisected the fishing village of Juhu-Moragaon and made it difficult for the residents to access their boats. For this, as well as the potential destruction of mangroves, the road will end halfway in Bandra, after which it will be a sea link some 900 metres off the coast.
The clandestine report to MoEFCC even suggested that CRZ areas 500 metres from the high-tide line should not fall under state environment departments but under state town planning departments, which self-evidently lack the expertise to judge any environmental impact. It also proposed that in “densely populated” coastal zones, the no-development zone should be reduced from 200 metres to just 50 metres. While the state has turned a blind eye to the protests of environmentalists against such projects, they have had to pay some heed to the objections from fisherfolk, whose livelihood is threatened by such schemes.
In 2010, then Environment Minister Jairam Ramesh commissioned a review of the CRZ by the Ahmedabad-based Centre for Environment Education (CEE). The NGO argued that far from diluting it, the CRZ ought to be strengthened by converting it into an Act, so that it wouldn’t be amended again and again. The CEE stated that if an Act wasn’t forthcoming, a clause should be introduced in the existing CRZ notification so that any amendment could only be done through a public consultation process with coastal communities. Its 70-page report had inputs from 4,500 coastal communities, apart from experts.
The report called for stringent punishment for CRZ violations, including for destroying mangroves, illegal sand mining, oil spills, and effluent discharge. While case after case of sand mining is reported every other day, in the context of the largest construction boom in the world after China, the CEE recommended that removal of sand from the coast should be prohibited. One should never underestimate the ingenuity of bureaucrats, with collusive builders, in bypassing the CRZ. In Mumbai, certain coastal areas like Mahim have been redesignated as “bays”, thereby reducing the ban on construction from 500 metres from the high-tide line to 100 metres. Two 50-storey buildings are thus coming up, thanks to the state’s largesse, and 24 more such projects have been announced in Mumbai. By the same token, the entire east coast of India could come under the 100-metre rule because it fronts the Bay of Bengal. The yardstick used to dilute the CRZ in creeks and estuaries can’t be applied to bays, the shoreline of which is subjected to waves and tidal action twice a day.
The author is Chairperson, Forum of Environmental Journalists of India (FEJI)



Mumbai highway project threatens new air pollution crisis

Sea breezes have protected Mumbai from air pollution, but a new coastal road will send exhaust fumes from 200,000 cars each day drifting across the city
Taxis in Mumbai. (Photo: GFDL/Creative Commons)

By Darryl D'Monte in Mumbai

Mumbai risks becoming India’s new air pollution problem child with construction about begin on a new $2.38bn coastal highway that will send exhaust fumes wafting across the island city and its suburbs.

If Mumbai has been spared the ignominy of New Delhi – listed by the World Health Organisation in 2014 as the most polluted city in the world, along with 13 of the 20 worst polluted figuring in India – it is due to sea breezes that cool this megacity.

The coast road and sea link could put paid to that with some 200,000 cars estimated to use the route every day. Cars and taxis crossed the one million mark in Mumbai in the past year. The Brihanmumbai (Greater Mumbai) Municipal Corporation (BMC) will scrap tolls on the coast road, increasing the traffic flow.

“The coast road will increase air pollution as additional traffic is placed in an area where natural wind patterns carry pollutants into the city during some seasons,” said Sumaira Abdulali of the Awaaz Foundation, a Mumbai NGO. “Mumbai is already among the most polluted cities in the world and the health of its citizens demands that all efforts are made towards reducing air pollution, not creating additional sources in locations which will worsen the problem for the entire city.”

Asked about the increase in air pollution from the road, BMC chief engineer Mohan Machiwal told Climate Home: “We have conducted an environmental impact assessment: it will be beneficial to the environment. Since traffic will move smoothly, it will save fuel and reduce the carbon footprint.”

Ashok Datar, who heads the NGO Mumbai Environmental Social Network, said the detailed project report for the road was inconsistent in projecting future traffic volumes increasing by 5% per year. Mumbai’s central business district was shifting from the south to northern suburbs, which was why 50,000 fewer cars are using the existing sea link than estimated previously.

recent study by the Indian Institute of Technology in Mumbai found air pollution caused 80,665 premature deaths in adults over 30 in Mumbai and Delhi in 2015, twice the number in 1995. Delhi recorded more such deaths due to vehicle exhausts, among other pollutants.
Work will soon begin on the 32-km route along the west coast of Mumbai, after many false starts. It was revived seven years ago as an extension of a 4.5-km sea link that was completed in 2009, both southwards towards the central business district and northwards to the western suburbs.

In his budget speech in February 2016, municipal commissioner Ajoy Mehta said that the coast road was “one of the most prestigious projects to be undertaken by the BMC… It is proposed to resolve the traffic congestion in Mumbai in addition to providing several environmental friendly features to the city.”

Despite not receiving final environmental clearances from the federal Ministry of Environment, Forests and Climate Change, the BMC  is testing the soil along beaches as well as identifying consultants with international experience to complete the road up to Bandra, a suburb.

Environmentalists and public transport activists have made requests for a public hearing, which have been repeatedly turned down. They organised an independent people’s tribunal in October 2015, where two former municipal commissioners, scientists and experts unanimously called for the project to be scrapped.

Dr Rakesh Kumar, chief scientist of the Mumbai Center of the National Environment Engineering Research Institute, said that it would be more effective to transport commuters through multiple alternatives discussed in the tribunal report.

“Even if we spend a fraction of the money in the existing public transport system, we would have solved the problem to a greater extent,” he said. “The current neglect of public transport shows that the project is mainly to move cars and not people.

“Environmental impacts of the project have been very marginally addressed. The major issue is the impact on beaches and shores. More so, when we are looking at the climate change impacts which will comprise high/extreme events and sea level rise.”

The BMC’s own detailed project report [as it is officially known] for the road said: “Greater Mumbai’s environmental health is affected by increasing air pollution (caused by vehicular pollution and construction)…while its coastal location makes the city vulnerable to flooding and landslides, specially during the monsoon.”

According to a recent unpublished paper by R. Mani Murali from the National Institute of Oceanography, as much as 40% of Mumbai – a staggering 190 sq km – could be under water within a century.

“Going by previous studies by NIO researchers, we considered a 3 mm rise (annually) in sea levels along Mumbai’s coast. That, coupled with factors such as natural calamities and tidal changes, will result in an approximate increase of 3 metres,” Murali told the Hindustan Times newspaper.

Due to protests by environmentalists, the municipal corporation has abandoned the extension of the road from Bandra to Versova and replaced it with a sea link, 900 metres off the coast. The original alignment would have bisected some fishing villages, cutting off access to boats, and also destroy mangroves when 170 hectares of land were reclaimed. (ends)