As this report narrates, a great volunteer effort is underway in Mumbai to clean up Mithi river. What they have achieved is just about 350 m of clean river, after labouring over weekends for several months. But this is such a daunting task to even venture to start. They have not only started, but made visible progress. Let us hope it will achieve all its objectives.
Kerala – the God’s own country is in strong grip of unsustainable sand mining which has been happening for decades in the rivers and coastal areas of the state. The state has suffered hugely in 2004 Tsunami and 2018 Floods which, as several reports explain, were aggravated by illegal sand extraction. Yet nothing seems to have changed. Apart from violation of environmental norms, the extraction of finite mineral is going on, ignoring the nature’s warnings.
Brave Journalists exposes the Nexus supporting illegal sand mining in Tamil Nadu
Reporter honoured for exposing illegal mining On January 4, 2019, Sandhya Ravishankar was conferred Ramnath Goenka Excellence in Journalism Award for her reportage on illegal beach sand mining in Tamil Nadu. https://www.thenewsminute.com/article/news18-editor-m-gunasekaran-becomes-1st-tamil-journalist-bag-ramnath-goenka-award-94522 (5 Jan. 2019)
Journalist stalked after reports on sand mafia Sandhya Ravishankar, Chennai-based journalist alleges multiple attempts to stalk and intimidate her in the recent past after she wrote a series of reports on the sand mafia. She is also fighting defamation cases. https://www.firstpost.com/india/chennai-based-journalist-sandhya-ravishankar-alleges-stalking-intimidation-after-reports-on-sand-mining-mafia-5295131.html (1 Oct. 2018)
Explosive reports on illegal beach sand mining in Tamil Nadu by Sandhya Ravi Shankar: Her report first person singular on Jan 31, 2017 provides blow by blow account of how the nexus involved in illegal sand mining was exposed. (https://thewire.in/culture/beach-sand-cartel, https://thewire.in/tag/beach-sand-mining)
Guest Blog by Manoj Misra
Apropos Sri Pravir Pandey (Vice Chairman, IWAI) article (https://www.hindustantimes.com/analysis/the-inland-waterways-project-won-t-choke-rivers/story-3CTflDhyTxijS5AAqlQeqO.html) in HT (The Hindustan Times) dated 24 Jan 2019 rejecting our serious reservations (https://www.hindustantimes.com/analysis/the-inland-waterways-project-will-destroy-india-s-rivers/story-8TDyHX1UuzQzKwWhHXQVPJ.html) expressed earlier (HT, 4 Jan 2019) on the claimed merits of the Inland Waterways Transportation (IWT) project. While welcoming IWAI’s presumed willingness to debate the matter, we reject Sri Pandey’s contentions in their entirety as having been made on rhetoric and ‘confidential’ assessments rather than on sound and convincing facts.
There are two key considerations which require attention before merit, if any, could be found in a potentially impactful project like the IWT. First are of course its financial viability and the second and much more critical are its environmental impacts.
Guest blog by: Madhusoodhanan C.G. and Sreeja K.G
The state of Kerala experienced extreme precipitation events during the 2018 South West monsoon period with multiple episodes culminating in devastating floods across the state during 14th-18th August 2018. This year, with an early onset of monsoons that dovetailed with strong summer showers, the state received about 41% excess rainfall (2394 mm against the normal of 1700 mm) during the period June 1st to August 22nd . Almost all of its reservoirs were near full storage by mid-July.
The heavy downpour and the uncontrolled opening of the spillway gates of almost all reservoirs that inundated huge stretches of river banks and floodplains, along with massive landslides across the Western Ghats affected more than 1.5 million people, with close to 500 human casualties, immense losses to property, livelihoods and resource security apart from the extensive damage to forests, wildlife and biodiversity. Maximum destruction was observed along the rivers of Periyar, Chalakudy and Pamba, all having multiple dams on their tributaries. The debate is still on as to the various reasons, both manmade and natural, behind the floods and the resultant wide-ranging casualties [2,3,4,5,6]. Meanwhile things have taken a rather unexpected turn in the flood ravaged state.
Karnataka is one of the leading states to witness the devastating effects of rampant sand mining. Between 2015 and 2018, the state has officially registered 20,779 cases of illegal sand mining, and 9,599 FIRs.
The state govt is receiving approximately Rs 150 crore per year as royalty from legitimate sand mining. As per estimates, the state govt is losing around Rs 200 crore per year due to illegal sand mining.
According to cement manufacturing companies’ data, around 18 million tonnes (MT) of cement is sold in the state every year. The cement-sand mix ratio is either 1:4 or 1:6 (four or six bags of sand per cement bag). Even if 1:4 ratio is taken, 72 MT of sand is approximately used in the state every year.
The official data from the Department of Mines and Geology shows that from the blocks permitted by it, a total quantity of 30 MT of sand (from all types of blocks – river sand, patta land, blocks allocated to govt departments, and manufactured sand) is produced in the state. Thus, there is a difference of at least 42 MT sand compared to the cement sold in the state.
Since the beginning of 2019, there have been couple of incidents of hailstorm in Haryana and Punjab. The region has also seen good rainfall in January. The hilly states of Jammu & Kashmir, Himachal Pradesh and Uttrakhand have been repeatedly facing heavy snowfall events gripping the large parts of North India in cold waves.
The initial rains and snowfall were seen usual events and considered as beneficial for rabi crops and water demands. However the unusual hailstorm accompanied by heavy rainfall In January 2019 and again on Feb 7-8, 2019 have caused significant damage to standing crops in large part of Haryana, Punjab and Western parts of Uttar Pradesh.
The Dam Bachao Abhiyaan has been coming up in various forms. They blame the upstream water use in the catchment for dams not filling up. The catchment area could be using the water through groundwater (e.g. Hussain Sagar in Hyderabad), Johads (e.g. Sahibi catchment in Alwar), Tanks (e.g. Cauvery catchment in Karnataka), or check dams (e.g. Gandhisagar catchment in Madhya Pradesh, Bisalpur and Ramgarh catchment in Rajasthan), the latest episode reflected in the news below.
One key question that is never answered is, does the construction of dam extinguish all the rights of the catchment area to harvest and use any water for even basic needs and livelihoods? Does the very existence of the dam make all such water use in the catchment illegitimate? What about the right to water and livelihood of the catchment area? Should dam filling be so sacrosanct as to not allow any legitimate water use in the catchment? Hope the court and the government resolves these issues. Hope there is debate on this to decide in which circumstances there will be legitimacy to such Dam Bachao Abhiyaan.
Madhya Pradesh is one of the worse affected states as far as illegal sand mining is concerned. Over the years unsustainable sand mining has caused great damage to Narmada and its tributaries. The Ken, Betwa, Sindh, Chambal and Son rivers which join Yamuna and Ganga rivers has also been facing severe threats from ongoing illegal sand extraction.
Even in 2018, there was no significant improvement in this regard. There were attacks on govt officials and media persons for exposing illegal sand mining. The state govt failed to stop the illegal sand extraction.
Guest Blog by Debadityo Sinha
The Government of India has undertaken the ambitious project of plying cargo ships from Haldia to Prayagraj on the river Ganga, also known as National Waterways-1 (NW-1).
The justification for promoting waterways on such a massive scale as stated in National Waterways Bill, 2015 when introduced is as follows:
- …inland water transport is recognised as fuel efficient, cost effective and environment friendly mode of transport, especially for bulk goods, hazardous goods and over dimensional cargos. It also reduces time, cost of transportation of goods and cargos, as well as congestion and accidents on highways.
As per the Government of India’s Press Release dated 21 July 2016, the cost of transportation of goods by rail was estimated at about Rs. 1.36 per ton kilometre, by waterways at Rs. 1.06 per ton kilometres and by road at Rs. 2.50 per ton kilometre. At first glance, the waterway appears to be far more economical.