The Hindu Editorial

28-November-2023

1. Not a panacea

Topic: GS1 and GS2- Regionalism, Casteism and reservation

Demand for Separate reservation:

• Intra-community disparities lie behind Maratha demand for reservationsn.
• In a sign of significantsocioeconomic churning in various parts of India, there have been demands for reservation by communities that are known to be politically dominant and are not traditionally classified as “backward”.
• Theagitation for reservation by members of the Maratha community in Maharashtra is one

Current situation of Maratha:

• The community has had significantrepresentation in positions of political power — over 35% of MLAs since 1967 and 12 of 18 Chief Ministers in the State.
• It has also traditionally been economically influentialin rural areas due to landowning — over 75% of the cultivable land in the State — besides controlling an overwhelming majority of sugar factories.
• Data from the India Human Development Survey (IHDS) in 2011­12 in the State have shown that Marathas had a per capita consumption expenditure only lower than that of Brahmins.
• Poverty incidence among Marathas was comparable to that of other forward communities and significantlylower than that of Scheduled Castes and Scheduled Tribes and marginally lower than that of Other Backward Classes.
• It is evident why the Supreme Court in 2021 struck down the 16% quota provided under the Socially and Economically Backward Classes for Marathas in jobs and education. And yet the demand is not difficultto

Reason to consider demand:

• Despite the relative dominance, there are significant intra­community variations in terms of income and educational outcomes. The IHDS survey showed that the highest quintile of the community had an average per capita income of ₹86,750, while the per capita income of the lowest quintile was one­tenth of this.
• This disparity, besides the predominant rural nature of livelihoods among the poorer Marathas amid the prolonged nature of the recurring agrarian crisis in the State, has given rise to resentment and the demand for reservations.
• The Eknath Shinde government bowed to the demands of the latest agitation and set up a committee led by Justice Sandeep Shinde to help expedite the issue of Kunbi certificatesto all Marathas so that they could benefit from reservations as part of the
• But this has led to tensions with OBC leaders, including from the ruling coalition, demanding that the government scrap the committee.

Way forward:

• The need for a comprehensive socio­economic survey across States, instead of knee­jerk responses to agitations, is a must to evaluate the implementation of reservation, its outcomes, and to findout which group deserves it based on constitutional provisions.
• More importantly, with government jobs shrinking to a mere fraction of overall employment, reservations cannot be a panacea for the uplift of the poor among Marathas.

2. Fleet electrification to tackle urban pollution

Topic: GS3 – urban pollution

Air Quality Challenges:

• The air quality index (AQI) in many Indian cities frequently enters the red zone, posing serious health hazards.
• Mitigation strategies need prioritization to address recurring increases in air pollution.

Contributors to Urban Smog:

• Studies like the Urban Emission (2015) and the TERI study (2018) highlight PM2.5 and PM10 pollution from the transport and construction sector as significant contributors to urban smog.

Truck Fleet Impact:

• Approximately 9 lakh new trucks are added to Indian roads annually, contributing to a total fleet of 70 lakh trucks.
• Trucks are responsible for over 90% of road transport CO2 emissions and consume one-fourth of Indian oil imports.

Challenges in Truck Electrification:

• India’s electric vehicle penetration rate has surpassed 6%, but electric trucks face challenges due to upfront costs and charging infrastructure limitations.
• Electrification efforts primarily focus on buses, necessitating a broader approach to include diesel trucks and dust mitigation.

Need for Urgent Solutions:

• Swift deployment of solutions is crucial to address the urgency of air quality concerns, especially in the context of PM2.5 pollution.
• The recent demand for 7,750 e-trucks by 2030 could save over 800 billion liters of diesel by 2050, emphasizing the potential impact of electrification.

Transition Challenges:

• Despite the success in electrifying three-wheelers, truck electrification faces hurdles such as the higher upfront cost of mid-range electric trucks (₹5 crore compared to ₹40 lakh for diesel trucks).
• Cost of charging logistics remains a significant obstacle in the widespread adoption of e-trucks in India.

Green Freight Corridors:

• Designating expressways and national highways as green freight corridors could have a demonstrative effect on the country.
• Accelerating feasibility studies, demand aggregation, supplier readiness, and a prudent risk allocation strategy are essential for creating green freight corridors.

Financial Considerations:

• Public funding alone is insufficient for the scale required; there is a need for effectively structured, bankable projects to attract private and institutional capital.
• A concerted effort is necessary to overcome challenges, including innovative financial instruments, incentivization of charging infrastructure, and a conducive regulatory environment.

Urgency for Concerted Efforts:

• Recognizing the urgency, concerted efforts are needed to create breakthroughs in truck electrification in India.
• Green freight corridors, facilitated by financial instruments and a supportive regulatory environment, can play a crucial role in achieving this goal.

Question: How can India address the dual challenge of mitigating air pollution, particularly PM2.5 pollution from the transport and construction sectors, and accelerating the electrification of its truck fleet to reduce CO2 emissions.

3. Moulding the Himalayas needs caution

Topic: GS3 – development and ecological damages.

Infrastructure Development Challenges in Indian Himalayas:

• Ongoing efforts to evacuate trapped workers in a Uttarakhand tunnel highlight concerns about the sustainability of Himalayan infrastructure development.
• Questions raised about the viability of the current model involving road expansion, hydropower projects, and tourism promotion.

Issues with the Char Dham Project:

• The Char Dham Project by the National Highway Authority of India (NHAI) links religious pilgrimages in Uttarakhand.
• Concerns include the development model’s suitability, environmental clearance processes compromising safety protocols, and the need for a new architecture for monitoring infrastructure projects.
• The construction of Char Dham Yatra, initiated after the 2013 flash floods in Uttarakhand, is seen as using a tragedy as a basis for development.

Geological Challenges:

• The Himalayas being a young and geologically active mountain range poses risks for construction projects.
• The presence of frictional shear rocks and sensitivity to earthquakes makes the construction in such zones dangerous.

Lack of Adherence to Construction Codes:

• Frenzied construction activity in the region overlooks basic mountain construction codes.
• Lack of seriousness in implementing Environment Impact Assessments (EIAs) is evident, with projects being fragmented to reduce the impact exhibited in EIA reports.

Need for Dialogue on Carrying Capacity:

• The Supreme Court’s intervention on carrying capacity in the Himalayas prompts the need for a comprehensive dialogue.
• Carrying capacity must consider infrastructure aspects, addressing questions about the sustainable number of hydropower projects, tourism, roads, and road widening.

Transformative Phase and Irreparable Tragedies:

• The Indian Himalayan Region (IHR) faces irreparable tragedies due to transformative changes influenced by new geographies.
• Integrating the IHR with broader development plans without considering local ecological, cultural, and architectural aspects is unsustainable.

Safety Protocols and Legislative Architecture:

• Exceptional safety measures in the construction of the Atal tunnel in Himachal Pradesh emphasize the importance of stringent safety protocols.
• Adoption of international protocols, legislative frameworks allowing public monitoring, and involvement of geological experts is essential for safe infrastructure development.
• Local communities, civil society groups, and community-driven organizations should play a crucial role in monitoring and ensuring safety standards.

NHAI’s Responsiveness:

• NHAI’s belated recognition of the need for safety measures indicates bureaucratic callousness and a habitual disregard for monumental issues.
• Emphasis on meeting targets without ensuring stability and safety standards exacerbates disaster proneness.

Lesson from Successful Protocols:

• The Border Roads Organization (BRO) and the Pradhan Mantri Gram Sadak Yojana (PMGSY) showcase better construction protocols, allowing for stability periods before project completion.
• NHAI should learn from these examples to prevent future disasters in Himalayan construction projects.

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