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By:

Dr. P. K. Singh and Dr. Kishore Paknikar

22 November 2024 at 10:39:13 am

From Cleaner Rivers to Healthier Rivers

A river can look clean and still be unhealthy. Water may meet prescribed standards while native fish disappear, seasonal flows change, floodplains shrink and groundwater connections weaken. New pollutants may go undetected. A river is more than water flowing between two banks; cleaning it is necessary, but does not by itself restore its health. As India looks towards Viksit Bharat@2047, the focus must shift from water quality to river health. Programmes such as Namami Gange are already moving...

From Cleaner Rivers to Healthier Rivers

A river can look clean and still be unhealthy. Water may meet prescribed standards while native fish disappear, seasonal flows change, floodplains shrink and groundwater connections weaken. New pollutants may go undetected. A river is more than water flowing between two banks; cleaning it is necessary, but does not by itself restore its health. As India looks towards Viksit Bharat@2047, the focus must shift from water quality to river health. Programmes such as Namami Gange are already moving beyond pollution control towards biodiversity conservation, ecological flows and biological monitoring. The next measure of restoration should be whether a river is functioning as a living ecosystem. Beyond Clean Water The Central Pollution Control Board’s 2025 assessment, based on monitoring during 2022 and 2023, identified 296 polluted stretches across 271 rivers, compared with 351 polluted stretches identified in 2018. These figures describe pollution, and not river health. Suppose a river meets prescribed standards while its natural flow declines, native fish disappear or its floodplain is built over. Would we call it healthy? No physician would declare a person healthy after measuring blood glucose alone. Rivers, too, need a broader assessment that includes flow, aquatic life, sediments, groundwater and floodplains. European and Australian programs recognize this approach. Scientists at IIT (BHU) have developed and tested a River Health Index for the Ganga at Varanasi, bringing together measures of river condition across locations and seasons. Subsequent research has examined pharmaceutical pollutants and biological responses involving algae, small aquatic animals and fish. Aquatic organisms experience river conditions continuously. A water sample tells us what was present when it was collected; changes in aquatic life can reveal what has been happening over time. Emerging threats include medicine residues, personal care chemicals, microplastics and antimicrobial resistance. Studies of Indian rivers have detected antibiotic-resistant bacteria and genes associated with antibiotic resistance in water and sediments. Sewage, hospital waste, agricultural runoff and industrial discharges can introduce these threats into rivers, linking the health of people, animals and the environment. This is where the One Health approach becomes relevant. High flows, low flows and seasonal floods move sediments, create habitats, connect floodplains and support aquatic life. In many rivers, groundwater helps maintain flow during dry periods. In monsoon-dominated India, when and how water flows matter as much as its quantity. We often try to restore rivers by working on the rivers themselves. Yet many problems begin far from their banks. Deforestation and farming change runoff and erosion. Urban growth reduces the amount of rainwater entering the ground. Excessive groundwater pumping can reduce river flows. Dams alter water and sediment movement, while sand mining and construction damage riverbeds and floodplains. A river cannot ultimately be healthier than the basin that sustains it. Restoration must include tributaries, wetlands, groundwater, vegetated riverbanks and natural drainage routes, not merely treatment plants and riverfronts. The Sahibi illustrates this challenge. Rising in Rajasthan and passing through Haryana before entering Delhi, it has undergone major changes in its flow and surrounding landscape. Its links with Najafgarh Jheel and the Najafgarh Drain show how urban growth, sewage, altered flows and drainage works become intertwined. Treating water in its channel alone cannot restore the wider river system. India’s rivers also differ greatly. A Himalayan river fed by snow, glaciers and monsoon rain cannot be assessed exactly like a seasonal river in Rajasthan or a dam-regulated peninsular river. We need common principles, but different measures and restoration goals for different rivers. Climate change makes this task harder. Unpredictable rainfall, longer dry periods and extreme floods can alter flows, water quality and habitats. Restoration plans must account for these changes, while monitoring should tell us whether improvements last. Viksit Bharat@2047 offers an opportunity to establish a national River Health@2047 framework. It should examine water and sediment quality; natural flow patterns; aquatic life; the condition of riverbeds and floodplains; and the relationship between rivers and the people who depend on them. River Health Index These aspects tell us what to measure. But measurement alone cannot restore a river. Rivers need sufficient water through their natural seasonal cycles, supported by groundwater where appropriate. Pollution must be reduced and wastewater treated. Floodplains, wetlands and natural drainage routes must be protected. Aquatic habitats, biodiversity and connections within river systems must be restored. Farming, groundwater use, urban growth and industry must be managed without steadily damaging rivers. Governments, communities, universities, civil society and businesses must work together, with clear responsibilities for monitoring, protecting and restoring them.
A River Health Index can bring measurements together and identify where a river is under stress, why and what might help. Success must be measured by checking whether natural flows have returned and if aquatic life has recovered. Scientific findings must guide decisions about water use, land use and floodplain protection. Otherwise, even sophisticated measurements will achieve little. Importantly, restoration cannot remain the responsibility of scientists and government agencies alone. Technology cannot replace the knowledge of people who live beside rivers. Their observations of changing flows, disappearing fish and shrinking wetlands can help scientists judge whether restoration is working. This is the spirit behind Bharat Discourses on Rivers@2047: Connecting Science with the Society which begins on October 3 at IIT (BHU). The event raises vital questions. What should be different about Indian rivers by 2047? How will we know their health has improved? What is holding us back, and what must we do differently? Most importantly, what one or two actions should begin by 2027 to achieve our goals? Healthy rivers sustain biodiversity and livelihoods, recharge groundwater, carry sediments and accommodate floods. They are not an environmental luxury to consider after development; they are essential to development itself. We must leave the next generation not merely cleaner stretches of water, but living, resilient rivers. The question for 2047 is not simply, “Is our river cleaner?” It is, “Is our river healthier, and is its health continuing to improve?” (Dr. Singh is a Professor of Civil Engineering, Indian Institute of Technology (BHU), Varanasi; Dr. Paknikar is the ANRF Prime Minister Professor, COEP Technological University, Pune. Views personal.)

Indian Shipbuilding A Must Win Marathon

Writer: Capt. Naveen S Singhal
Capt. Naveen S Singhal
Dec 5, 2024
4 min read
Shipbuilding

With a coastline of 7500 KM, it is hard to imagine, that for the first 20 years (1947-1967) India had no ‘shipping ministry’. In 1967 a Shipping ministry “coupled” with ROAD transport was established. Since then, this ministry has been on a name changing ride, not once, not twice but six times. In 2009 the “ROAD Transport and Highways” was de-coupled and ‘Shipping’ ministry was formed. Turning point came in 2015 with a clear maritime vision for 2030 and 2047. Ministry was re-christened, aptly to Ministry of “Ports, Shipping and Waterways” in 2020.


Why is Shipbuilding important for a country?

a. A Shipyard becomes an opportunity hub and like a queen bee requires the support of an industrial colony to manufacture machinery and equipment.

b. National Shipyards support fleet renewal needs of the Navy.

c. Contributes to national GDP, increases inflow of FOREX.


Korea shipbuilding is 8% of GDP. Japan’s automobile industry is 2.9% of GDP. India’s shipbuilding a meagre 0.000578% of GDP. In context, India’s pharmaceutical industry, ranked third largest in the world is 1.72% of India’s GDP.


International Shipbuilding Market

The market is estimated to reach around USD 200 billion by 2029, growing at a CAGR of 4.84%. While India is at bottom with 0.07% of world share, behind Philippines 1.5% and Vietnam 1%, however on the positive side, India has done well in taking care of its defence needs, with 37 of 39 Naval ships being built in India yards. Rear Admiral S Shrikhande researching on maritime as a Fellow at Wollongong University, Australia, says “Shipbuilding in India needs both, serious incentivisation and dogged determination and not harping on being a big ship breaking country. That Garden Reach shipyard has a $54 million order for merchant ships from a German owner, is a good sign.”


Were Shipyards of 20th century in Flight mode?

Prominent shipyards in India were built in the colonial period. Mazagon Dock 1774, Garden reach 1884, Hindustan shipyard 1941 to cater to British navy and merchant fleet needs. Cochin shipyard 1972, Adani Katupalli 2013, Reliance Naval and Engineering, Rajula Gujarat 1997 and others have limited capacity, hence a lot more work to do. Capt. Subhangshu Dutt (Singapore) a mariner and now a shipowner, says “GOI should hold hands in any collaboration till the marriage with the foreign entity is reasonably stable. He also suggests that “new shipbuilding sites should be given to existing successful shipyards since they have decades of experience and talent. Consortium of 3 or more parties may also be good idea”.


Shipbuilding GOLD

As per SPLASH report the demand for LCO2 carriers could reach 2,500 ships by 2050. As per other estimates, 40% of global fleet of ships could have wind propulsion by 2050. A surge in such vessels is due to an unparallel waves of decarbonization in the shipping industry. Demand for ships with ‘carbon neutral’ badges, such as Dual fuel, Wind assisted, Nuclear fuel ships, Hydrogen powered ships, Liquified CO2 (LCO2) carrier, is outstripping supply. A must in the ‘bucket list’ of every Shipyard. Pinning down a standard ROI in shipbuilding is not easy, but experts suggest it could range from 4% to 15% for the high demand ‘carbon neutral’ ships. While an LNG new build vessel could cost US$ 250 million upwards.


International collaboration

On China’s shipbuilding success story, Manoj Pandalanghat (Singapore) a mariner and ship owner believes that “China has around 50 active Shipyards. Each have a few large dry docks. In each dock two or more large vessels are built simultaneously. Thus, a single yard is able to roll out 2/3 vessels/month, 36 vessels/year and 50 shipyards roll out 1800 vessels/year”.


China could be a jaldi-5, but India needs a sturdy Mount Fiji. Besides technology, Japanese bring the most important hand baggage of soft-skills and culture, essential for success from keel laying to delivery. Maruti’s is a standing example.


Food for thought for New Delhi

a. Expertise: Hire Naval Architects and shipbuilding experts with current international experience.

b. Government assistance: Land, Financial support, subsidies and timebound clearances.

c. Monitoring: PMO should monitor the first 5 to 10 years till Shipbuilding takes-off on this long-haul flight to destination 2047.


India’s Shipbuilding is expected to grow to $237 billion by year 2047. On a back of the envelope calculations this works out to about 4% of India’s 2047 projected GDP of $ 5 trillion. While cars are driven on roads, however the Ministry of roads and transport has little to do with “Automobile manufacturing”. On a similar note, ‘Shipbuilding’ as an industry has little to do with Ports, Shipping and Waterways, thus it may be worthwhile to consider a separate ‘Ship-building’ wing in the Ministry of Ports, Shipping and Waterways headed by a dynamic cabinet rank minister. Since 2047 targets are stiff and an uphill task, so in all probabilities, the officials in Ministry of Ports, Shipping and Waterways are likely to push beneath the carpet, delays and failures of Shipbuilding with sweet success stories of “Ports, Shipping and Waterways” and if this does happen then India will not only miss the Shipbuilding bus of 21st century but a lot more from a national security and strategic perspective.


(The author is a Shipping and Marine consultant. Member Singapore Shipping Association and empaneled with IMO as a specialist consultant. Views personal.)

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