Fani, a rare summer cyclone in the Bay of Bengal, hit eastern India on May 3. It is one of the strongest cyclones to have hit India in the last 20 years, according to the Indian government’s meteorological department. Storm surges and powerful winds reaching 125mph blew off roofs, damaged power lines and uprooted countless trees.
But the worst-affected state, Odisha, has been successful in keeping the loss of life and numbers of affected people to a minimum. This is the result of a very effective strategy of disaster preparation and quick responding.
The United Nations office for Disaster Risk Deduction (UNISDR) and other organisations have hailed government and volunteer efforts that have ensured the levels of destruction have been kept to a minimum. According to official estimates, 64 people lost their lives due to the devastating cyclone Fani. But considering the power of the cyclone, it is remarkable that more lives have not been lost.
To put the death toll in perspective, the 1999 Odisha cyclone (which had 155mph winds) killed 9,658 people and caused US$2.5 billion in damages in the state. It was this super cyclone in 1999 that led the state to become better prepared for future cyclones.
The government’s “zero casualty” policy for natural disasters and the near accuracy of the India meteorological department’s early warning system have helped reduce the possibility of deaths from cyclone Fani. A record 1.2m people (equal to the population of Mauritius) were evacuated in less than 48 hours, and almost 7,000 kitchens, catering to 9,000 shelters, were made functional overnight. This mammoth exercise involved more than 45,000 volunteers.
The statistics are striking when compared to the impact of recent big weather events around the world. When Hurricane Maria hit Puerto Rico in 2017 with wind speeds of 175mph, it caused a death toll of 2,975. The same year, Hurricane Harvey struck Texas with winds of 130mph and caused devastating flooding. There was US$125 billion in damage and at least 68 direct storm-related deaths reported in Texas. Most recently, cyclone Idai hit Mozambique on March 14 and ripped through Madagascar, Malawi and Zimbabwe, with more than 1,000 people feared dead.
So the Indian state of Odisha’s ability to put such an effective disaster management plan in place and save thousands of lives is a template that the world can learn from. This, after all, is a state where the average income is less than US$5 a day. We identify four key takeaways from Odisha.
Until 1999, Odisha didn’t have a well laid out plan for disaster management. Two months after the cyclone hit, the Odisha State Disaster Management Authority was set up and plans put in place. Around 900 cyclone shelters have been built in vulnerable pockets of the state, with systems in place for the evacuation of hundreds of thousands of people. By 2001, Odisha Disaster Rapid Action Force was also set up to conduct rescue operations and distribute relief.
There is a clear command and control structure for disaster relief and there are clear protocols in place for carrying out relief operations. These were successfully used in managing cyclone Phailin in 2013 (a storm five times the size of hurricane Katrina), cyclone Hudhud in 2014 and cyclone Fani.
The India Meteorological Department has built an effective service to predict accurate timings of cyclone formation in the Bay of Bengal and when it will make landfall along India’s coastline. This early warning system enables the state to be disaster ready and minimise loss of lives. It’s then crucial that people follow the protocols in place when the warnings come in.
Roughly 2.6m text messages were sent to locals in clear language before cyclone Fani hit, keeping those potentially affected alert. Regular press briefings were made by officials to update people of the approaching cyclone. People were repeatedly advised over all forms of media not to panic and given clear “do and don’ts”. This helped in the record evacuation of 1.2m people to safe buildings.
Preparations to fight the onslaught of Fani involved a number of government agencies, as well as local community groups and volunteers working together. The government’s disaster response forces were pre-positioned in vulnerable locations, food packets for air-dropping were made ready for air force helicopters to drop to people. Senior state officials and police officers were sent to the affected districts to co-ordinate efforts of various agencies.
Cyclone Fani has, however, left a fury of damage to properties and public infrastructure. The post-cyclone recovery will be a daunting challenge to the administration in Odisha, demanding a lot of resources. In the aftermath of the 1999 super cyclone, the state relied on a number of community-based groups and volunteers to help rebuild communities. The same goes for today, but they are in a much better position thanks to the disaster preparedness and risk mitigation followed before the storm hit.
This article is republished from The Conversation under a Creative Commons license. It's written by Manoj Dora, Reader in Operations & Supply Chain Management at Brunel University London and Arabinda Kumar Padhee, Director of Country Relations and Business Affairs at New Delhi, ICRISAT, CGIAR System Organization. You can read the original article here.
Sign up for our newsletter. Every week, we will send you the best stories about the world of doing good.
Join us for the second of our Kinder Conversations - the Sky has a Limit.
Following our investigation into the Future of Meat in February, we've turned our attention to the sky. We'll be talking about whether air travel can be more sustainable, and how.
We're delighted to be hosting this event in collaboration with our friends at TQ, the Amsterdam tech hub where we're based.
📅 When Monday 17 June 18:30 - 20:30
📭 Where TQ, Singel 542, Amsterdam
🎯 Why should I fly Kinder? To hear about the latest research and technology making air travel more sustainable. To find out what you can do to reduce the impact your flights are having. To share a drink with like-minded travelers, and sample some of our vegan snacks (including beloved Professor Grunschnabel ice cream, as seen at the Future of Meat event)
Here at Kinder, we believe that greener travel is one of the key ways in which we can tackle the climate crisis. Travelling green can mean a lot of things, but right now we’re concerned about the aviation industry.
If aviation were a country, it’d be a top 10 polluter - and C02 emissions from air travel are growing many times faster than any other form. We’re already in a very dangerous position, and although there are many potential solutions, we sometimes feel overwhelmed and uncertain about what to do about it.
That’s where Kinder Conversations comes in.
Kinder Conversations is a series of events which delve into the biggest issues facing the world.
At the Sky has a Limit, we’ll be bringing together representatives from research and technology, the aviation industry and the not-for-profit sector to talk about sustainable air travel. We’ll hear more about the problem, and a lot more about the solutions.
Plus, there’ll be time to get a drink from TQ’s bar (buying a drink helps our friends from TQ support more events like this), try some vegan ice cream, and chat to fellow travellers about the steps you can take to travel greener.
✈️ Are you ready to #flykinder? Then secure your boarding pass here.
I don't have a driving license and when pressed about getting one by friends tired of chauffeuring me around I usually say I will only get one if I can drive something cool, like the Batmobile or a flying car. Unfortunately, I might have to honour that promise as it seems that flying cars are finally taking off (alas, no commercial Batmobiles in sight).
Indeed, several promising startups around the world are working to deliver the "car of the future" over the next few years. Like the Dutch company PAL-V that showed off a limited edition of its flying car at the Geneva Auto Show in Switzerland.
The PAL-V is a hybrid between a car and a helicopter (or more precisely, a gyrocopter), able to reach a top speed of 160 km/h on the tarmac but also get airborne in just 5 minutes, hitting airspeeds of 180 km/h over a range of up to 500 km. But since buying a PAL-V will set you back around € 350,000 I might have to pass on this one. Moreover, flying this beauty requires not just a driving license but also (understandably) a license to fly, and that's just too much for me.
Thankfully, other companies are developing vehicles that need no driver at all. Aerospace manufacturer Bell Helicopter, for example, is working on Nexus, an air taxi capable of taking off and landing in the middle of a city (whereas the PAL-V still needs a runway, albeit short, to get airborne).
Called VTOLs (short for Vertical Take Off and Landing), these aircraft aim to become sort of an Uber of urban air travel, bringing customers to the opposite part of the city or even to a nearby city in a matter of few minutes.
If you're at JFK airport in New York, for example, and have a meeting in Manhattan, instead of embarking on a 1-hour, Cosmopolis-style taxi ride, you could just hail a flying car and be downtown in 5 minutes.
Futuristic as it may sound, concrete plans to make it come true are underway. Earlier this month, German startup Lilium successfully completed the first test of its new five-seater Lilium Jet, an electric vehicle that, according to the company, will have a range of 300 km and a top speed of 300 km/h.
The reason electric flight is such an exciting area of research is not just because flying taxis will allow a handful of high rollers to drastically cut on their commuting time. Electric flying cars might be really good for the environment too.
A recent study published by Nature highlighted that, in some cases, flying cars could eventually be greener than even electric road cars, cutting emissions while reducing traffic on increasingly busy roads.
Moreover, developments in the field of flying cars could also boost the research on electric flight at large, including long haul electric flights, sort of the Holy Grail of aviation. And, as known, the civil aviation industry needs to find effective ways to lower its carbon emissions as soon as possible.
However, as explained by Hugh Hunt in an article on The Conversation that we republished here on Kinder World, "gaps in necessary technology and practical uncertainties beyond the cars’ promising physics mean that they may not arrive in time to be a large-scale solution to the energy crisis and congestion."
Let's get this one thing straight: most people prefer flying to other modes of transport, and we seem to do it more and more often. The airline industry is booming and 4.1 billion passengers have been transported last year. Almost every figure one looks at shows the impressive increase in flights over the last two decades.
Alexandre de Juniac, head of the International Association for Flight Transport proclaims: “In 2000, the average citizen flew just once every 43 months. In 2017, the figure was once every 22 months. Flying has never been more accessible. And this is liberating people to explore more of our planet for work, leisure, and education. Aviation is the business of freedom."
However, this ‘business of freedom’ runs on fossil energy carriers as planes still almost exclusively fly on kerosene. Kerosene is a fuel produced by oil refining and carbon dioxide (CO2) is the major product of burning kerosene. The 2-5% of all global CO2 emissions the aviation industry emits is caused by its fuel consumption (and choice). And unlike other fuels like diesel or gasoline, airlines don't pay taxes on kerosene in most countries — making cheap air travel possible.
In 2018 Europe’s biggest airline Ryanair became number 9 in the list of Europe’s biggest CO2 emitters and still claims to be the ‘greenest and cleanest airline’. Andrew Murphy – the aviation manager at the European Federation for Transport and Environment — argues that Ryanair the new coal when it comes to climate pollution. Ryanair CEO Michael O’Leary, on the other hand, dismisses such claims by saying the claims are ‘’complete and utter rubbish’’.
Other airlines, like KLM who partly uses renewable jet-fuel, are acknowledging the problem but they aren't too far behind Ryanair on the list of emitters.
The growth of the industry is not expected to slow down. India and China are the biggest growth markets, the latter alone is building 200 new commercial airports in the next ten years. Moreover, industry forecasts suggest that emissions will rise by 700% until 2050 which amounts to more than 4% of the world’s remaining carbon budget.
If we want to reach the goals of the Paris Agreement, every the average earthling has a quota of two tons of CO2 per annum but just a return trip between New York and Amsterdam generates three tons already.
Compared to other modes of transport planes are the biggest CO2 emitters per travelled kilometre followed by cars, buses and finally trains which are the least polluting. The CO2 emissions, however, are only one half of the medal. The impact of flying on global warming is different than most other transport as it happens in the air high above the ground where the processes that cause or reduce global warming happen. These include CO2 and nitrogen oxide emission but also cloud formation, ozone and soot as well as methane reduction.
The climate impact of the emitted greenhouse gases in the stratosphere are three times higher than on the ground. Flying also causes condensation trails and fog clouds in certain weather conditions. Such clouds can have a warming or a cooling effect on the climate. One way to improve the climate effect of flying would be planning better routes where warming clouds are avoided and the formation of cooling clouds is favoured — our current routes have an overall warming effect.
So, hypothetically, some flights with clever flight-route planning might even reduce global warming. However, as we don't have time to hypothesise, we need to find and urgently implement other ways to bring down the impact of flying, like using better fuels or even better planes.
This article was written by Eric Schuler for Kinder World. Schuler is a PhD candidate at the University of Amsterdam and works on new industrial sustainable chemistries to turn captured CO2 into useful things such as plastics or fuel. He's also a photojournalist with an interest in climate and land-use change.