Whalesbook
Brent crude oil $100 ke upar chal raha hai, is situation mein PM Modi baar baar appeal kar rahe hain ki log ghar se kaam karein ya zaroori kharch kam karein taaki fuel ki demand kam ho aur desh volatile energy markets se bach sake. Par yeh strategy ek badi need ko ignore kar rahi hai - woh hai aisa infrastructure jo sustainable transport ko accessible, safe aur reliable banaye. Log public transport kaise use karenge agar woh theek nahi hai ya sadkein khatarnak hain?
Dusre desh is energy crisis aur mobility issues ko kaise handle kar rahe hain? Norway dekho, unhone EVs ko itna promote kiya hai ki ab almost saare naye cars electric hain, thanks to decades ki supportive policies. China toh EV sales mein leader ban gaya hai apni strong industrial strategy se. Singapore ka target hai 2040 tak saare naye vehicles zero-emission ho jayein. London mein toh 'Ultra Low Emission Zone' ne air pollution kam kar diya. Shenzhen ne toh apne poore 16,000 buses electric kar diye! Iske bilkul opposite, India apne GDP ka sirf 1.7% transport infrastructure par kharch karta hai, aur iska bhi zyada bhag roads aur highways par chala jata hai. Public transit, walking aur cycling facilities ko toh bilkul paisa nahi milta. Is imbalance ki wajah se India ko har saal road crashes se 3.14% GDP ka nuksan hota hai, aur 50,000 se zyada pedestrians har saal mar jate hain. Saath hi, India $123 billion se zyada ka crude oil import karta hai, jiska kharcha sustainable alternatives ki kami se aur badh jata hai.
Delhi mein metro (DMRC) toh 235.8 crore passengers carry karti hai saal mein (latest figures ke mutabik), matlab roz 64.6 lakh log travel karte hain. Delhi ki buses bhi roz 1 crore se zyada passengers ko move karti hain. Lekin, bus ridership 2019-20 se lagbhag 20% gir gayi hai, jiska reason speed, safety aur reliability issues hain. Isse pata chalta hai ki acche cities mein bhi public transport ko private vehicles se compete karne mein mushkil hoti hai agar woh top priority na ho.
India ka funding approach ek gehra structural problem dikhata hai. Jabki baaki countries sustainable transport ko ek important economic aur social investment maanti hain, India hamesha se hi footpaths, bus electrification aur cycling paths jaise crucial cheezon par apne transport budget ka chhota sa hissa kharch karta hai. Is permanent underfunding ki wajah se PM ki public transport use karne ki appeal thodi out of sync lagti hai jab systems reliable ya adequate hi nahi hain. Experts ka kehna hai ki transport sector mein paisa shift karne ki zaroorat hai. Sirf roads par focus karne se hatkar hi hum efficient, clean aur safe urban travel ke benefits dekh payenge.
India ke sustainable mobility goals ke liye sabse badi threat global economy nahi, balki khud ki budget priorities hain. Sirf appeal karne se behaviour change nahi hoga, jab tak essential infrastructure ke liye substantial funding na ho. Jabki international examples dikhate hain ki public transport aur active travel mein invest karne ke fayde hain, India ka roads banane par focus vital funds divert kar raha hai. Isse desh mazboot, fair aur environment-friendly urban transport systems banane mein peeche reh raha hai. India mein abhi bhi high road death rates, serious air pollution, aur inefficient transport system se economic loss ho raha hai. Jab tak footpaths, electric buses aur bike lanes ke liye specific budgets nahi banenge, sirf short-term appeals ka impact fade ho jayega aur core mobility crisis unresolved rahega. India ke mobility future ko secure karne ke liye, sustainable transport ko ek core budget item banana hoga, optional expense nahi. Urban planners aur economists agree karte hain ki footpaths, electric buses, cycle lanes aur clean air initiatives ke liye dedicated funding bahut zaroori hai. Aisi investments se fayda hi fayda hai: kam traffic, kam oil import costs, better public health, aur zyada economic productivity. Yeh approach, consistent budget allocation ke saath, sirf appeals se zyada ek practical way forward hai.