Himalayan glaciers make up about 17 per cent of the Himalayas and about 37 per cent of the Karakoram Range.
The water melted from Himalayan glaciers form the headwaters for many major river catchments in the Indian subcontinent. This discharge of headwater makes up for about 70 to 80 per cent of the melting of snow and ice from the highlands. In such a scenario, global warming and climate change can have significant impacts on the flow of water into river catchments.
The Impacts of Himalayan Glaciers on River Catchments
Contradicting reports by the Intergovernmental Panel on Climate Change (IPCC), Thayyen and Gergan (2009) argue that glacial retreat in the Himalayas will not necessarily result in greater headwater flow into Himalayan river catchments. Arguing that the previous view focuses only on glacial outlets, they cite Hasnain’s (2008) paper who observed that the adverse effect was in fact glacial shrinkage due to global warming that can in turn cause a high run-off. This however also could reduce the overall capacities of Himalayan glaciers to provide headwater.
Hasnain comments on the reduction in glacial dimensions with climate change and states that Himalayan glaciers as a water source cannot be assumed as permanent. He observes that Himalayan glaciers would need to maintain a specific mass balance of between 90 and 78 cm to prevent large scale loss of glacial ice. However, Himalayan glaciers are losing ice, and this could pose a serious threat to the availability of water in India and in adjoining regions linked to Himalayan river catchments.
Hasnain’s studies point towards that fact that Himalayan glacial run-off has increased in the recent past and shall continue to advance with the increase in glacial shrinkage. With enough glacial shrinkage, Hasnain expects significant decreases in the headwater discharged to river catchments. River catchments affected by headwater discharges from Himalayan glaciers such as the Ganges, Brahmaputra and Indus catchments are expected to greatly affected by glacial shrinkage, along with a host of other river systems drawing water from Himalayan glaciers. This could have severe implications for the discharge and availability of fresh water in areas fed by these river catchments.
Case Study: Hydrology of the Bhagirathi-Ganga Basin
The Bhagirathi river is one of the principal tributaries of the river Ganges and arises in the Gangotri glacier Goumukh. It forms a moauntainous catchment with the Ganges until it joins the Alaknanda, another tributary, at Devprayag to join with the river Ganges. The basin comprises water from 238 glaciers with a total ice volume of about 67.02 cu km. The average Monsoon precipitation in the headwaters for this basin is between 1,000 and 2,500 mm (Hasnain, 2008).
Investigations into the Dokriani Glacier were carried out by the Department of Science and Technology, GoI since the 1990s till the early 21st Century on discharge, precipitation and temperature measurements around the basin. The studies found that an increase in air temperature by 0.5oC since 1998 in the Dokriani Glacier valley had led to significant melting of glacier ice. Anomalouly high melting of the glacier has occurred due to excessive warming which has led to high run-off of glacial headwater, with an increasing rate of discharge.
The mass balance of the glacier was negative, with 80 per cent melting for the period. It is expected that with an increase in temperature by 1.5oC and an increase in Monsoon precipitation by 60 per cent, the seasonal run-off during the Monsoon season will increase to 100 per cent, which can severely deplete the glacier. The possible effects according to the research point towards reduced accumulation of snowfall, an increase in ablation due to heat, and reduced albedo due to the decrease in snowfall. If the run-off increases to 100 per cent, this can also lead to a decrease in the supply of fresh water in the basin due to inadequate replenishment of glacial ice, which can have significant implications for ecologies and lives downstream.
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Petrol in India is cheaper than in countries like Hong Kong, Germany and the UK but costlier than in China, Brazil, Japan, the US, Russia, Pakistan and Sri Lanka, a Bank of Baroda Economics Research report showed.
Rising fuel prices in India have led to considerable debate on which government, state or central, should be lowering their taxes to keep prices under control.
The rise in fuel prices is mainly due to the global price of crude oil (raw material for making petrol and diesel) going up. Further, a stronger dollar has added to the cost of crude oil.
Amongst comparable countries (per capita wise), prices in India are higher than those in Vietnam, Kenya, Ukraine, Bangladesh, Nepal, Pakistan, Sri Lanka, and Venezuela. Countries that are major oil producers have much lower prices.
In the report, the Philippines has a comparable petrol price but has a per capita income higher than India by over 50 per cent.
Countries which have a lower per capita income like Kenya, Bangladesh, Nepal, Pakistan, and Venezuela have much lower prices of petrol and hence are impacted less than India.
“Therefore there is still a strong case for the government to consider lowering the taxes on fuel to protect the interest of the people,” the report argued.
India is the world’s third-biggest oil consuming and importing nation. It imports 85 per cent of its oil needs and so prices retail fuel at import parity rates.
With the global surge in energy prices, the cost of producing petrol, diesel and other petroleum products also went up for oil companies in India.
They raised petrol and diesel prices by Rs 10 a litre in just over a fortnight beginning March 22 but hit a pause button soon after as the move faced criticism and the opposition parties asked the government to cut taxes instead.
India imports most of its oil from a group of countries called the ‘OPEC +’ (i.e, Iran, Iraq, Saudi Arabia, Venezuela, Kuwait, United Arab Emirates, Russia, etc), which produces 40% of the world’s crude oil.
As they have the power to dictate fuel supply and prices, their decision of limiting the global supply reduces supply in India, thus raising prices
The government charges about 167% tax (excise) on petrol and 129% on diesel as compared to US (20%), UK (62%), Italy and Germany (65%).
The abominable excise duty is 2/3rd of the cost, and the base price, dealer commission and freight form the rest.
Here is an approximate break-up (in Rs):
a)Base Price | 39 |
b)Freight | 0.34 |
c) Price Charged to Dealers = (a+b) | 39.34 |
d) Excise Duty | 40.17 |
e) Dealer Commission | 4.68 |
f) VAT | 25.35 |
g) Retail Selling Price | 109.54 |
Looked closely, much of the cost of petrol and diesel is due to higher tax rate by govt, specifically excise duty.
So the question is why government is not reducing the prices ?
India, being a developing country, it does require gigantic amount of funding for its infrastructure projects as well as welfare schemes.
However, we as a society is yet to be tax-compliant. Many people evade the direct tax and that’s the reason why govt’s hands are tied. Govt. needs the money to fund various programs and at the same time it is not generating enough revenue from direct taxes.
That’s the reason why, govt is bumping up its revenue through higher indirect taxes such as GST or excise duty as in the case of petrol and diesel.
Direct taxes are progressive as it taxes according to an individuals’ income however indirect tax such as excise duty or GST are regressive in the sense that the poorest of the poor and richest of the rich have to pay the same amount.
Does not matter, if you are an auto-driver or owner of a Mercedes, end of the day both pay the same price for petrol/diesel-that’s why it is regressive in nature.
But unlike direct tax where tax evasion is rampant, indirect tax can not be evaded due to their very nature and as long as huge no of Indians keep evading direct taxes, indirect tax such as excise duty will be difficult for the govt to reduce, because it may reduce the revenue and hamper may programs of the govt.