Infrastructure

QR Codes on roads built under PM Gram Sadak Yojana

Context: The Ministry of Rural Development (MoRD) has directed all states and UTs to install QR codes on maintenance display boards of roads built under the Pradhan Mantri Gram Sadak Yojana (PMGSY).

Relevance of the Topic : Prelims: Key facts about PMGSY, QR Code Initiative.Mains: E-governance initiatives

QR Code Initiative

All states and UTs are required to install QR codes on maintenance display boards of roads built under the PMGSY.
Aim: To get public feedback about the quality and maintenance of roads using QR codes.
Each road will have a QR code on a maintenance information board. Anyone can scan the code using a smartphone to view road details, submit feedback and photographs about poor maintenance or road damage.
Integrated with the existing e-MARG system (used for routine maintenance monitoring).
Photos submitted by citizens will be reviewed by engineers and will be analysed using AI/ML tools to assign Performance Evaluation (PE) marks.
Trials were carried out in various states, including a pilot project in Himachal Pradesh. After this, the new facility was made fully functional.
Substandard work under the scheme has been previously flagged through existing mechanisms. The QR Code Initiative provides a mechanism for citizens’ feedback.

Prime Minister Gram Sadak Yojana

Launched: December 25, 2000 (PHASE - I)
Aim: To improve rural infrastructure through road construction.
Phases:
- The second phase was launched in 2013.
- Another component, called the Road Connectivity Project for Left Wing Extremism Affected Areas (RCPLWEA), was launched in 2016 for the construction of rural roads in LWE-affected areas.
- The third phase was launched in 2019.
- The fourth phase was approved in 2024 to provide all-weather road connectivity to 25,000 unconnected habitations of population size 500+ in plains, 250+ in northeastern and hill states/UTs, special category areas (Tribal Schedule V, Aspirational Districts/Blocks, Desert areas) and 100+ in LWE-affected areas.
Funding Mechanism: Starting as a totally Centrally Sponsored Scheme, the funding pattern was modified to 60:40 between the Centre and states (except for northeastern and Himalayan states).
Implementing Agency: National Rural Infrastructure Development Agency (NRIDA), under MoRD.
Since the scheme was launched, a total road length of 8,36,850 km has been sanctioned, of which 7,81,209 km has been completed.
Under the PMGSY, all roads after the completion of construction are maintained by the contractor for five years. This is done using a mobile-cum-web-based e-MARG (electronic Maintenance of Rural Roads) system. It is an e-governance solution for managing and monitoring rural road maintenance.
As a whole, maintenance comes under the ambit of state governments, with rural roads being a state subject.

Role of BESS in shaping India’s Energy Transition

Context: Energy storage technologies, such as Battery Energy Storage Systems (BESS) offer a crucial solution to mitigate the variability of renewable energy while enhancing grid stability. Declining costs and technological advancements lead to the accelerating expansion of BESS.

Relevance of the Topic: Prelims: Key facts related to battery energy storage system (BESS).

India’s first Battery Energy Storage System- Key Highlights

India’s first commercial utility-scale BESS (an inverter that can provide electricity to a grid) from renewable energy is operational from April 2025.
Capacity: 20 MW (megawatt)/40 MWh (megawatt hour) cluster of batteries.
- It is capable of providing four hours of power every day (two hours each during the day and at night).
- The electricity used to charge the system’s batteries will come from renewable power purchase agreements.
Location: South Delhi's Kilokri village.
Initiative of: BSES Rajdhani (joint venture between the Reliance Group and the Delhi government)
Utility: Enable 24/7 reliable power in the area for over 12,000 low-income consumers.

What is a Battery Energy Storage System?

BESS are advanced systems that use rechargeable batteries to store energy generated from different sources, generally renewable sources like sun and wind, and release it to the grid when needed.
BESS are intelligent systems that use algorithms and software to coordinate with the electricity grid and decide whether to store or release energy.
Commonly used batteries in BESS: Lithium-ion batteries due to their high energy density, long life span and declining costs.
Components of BESS:
- Batteries (lithium-ion, lead-acid, flow-batteries etc.)
- Inverters to convert stored DC to AC power for the grid and vice versa.
- Battery Management System (BMS) to monitor battery health and performance.
- Thermal Management Systems to regulate the temperature of batteries.
Utility of BESS:
- Store surplus energy.
- Reliable source of backup power.
- Enhance grid stability.
- Enhance integration of renewable energy into the electricity grid.
- Clean, reliable and affordable electricity to citizens.
Limitations of BESS:
- High initial capital cost for installing BESS.
- Limited number of battery charge-discharge cycles, eventually needs replacement.
- Energy loss during charge-discharge cycles eventually reduces efficiency of the batteries.
- Environmental challenges due to mining for critical minerals used in batteries and disposal of batteries.

Development of 4 GWh BESS:

India has set a target of 500 GW of installed power capacity from non-conventional fuels by 2030. As of January 2025, the country had already achieved 217.62 GW. To achieve full results, BESS deployment must be accelerated.
India's total BESS capacity reached 219 MW as of March 2024. The government has committed to installing 47 GW of BESS by 2032 to enable increased renewable deployment and its integration with the grid.
Significance:
- BESS capacity of 4GWh is expected to result in an annual reduction of approximately 1.3 million metric tons (MMT) of carbon emissions, considering charging of BESS with Renewable Energy.

Government Initiatives in this regard

1. Viability gap funding:

In September 2023, the Central Government approved a scheme to create BESS capacity of 4GWh by 2030-31.
Viability gap funding to the developers up to 40% of capital cost for BESS is provided by the Central Government.
Total outlay: ₹3,760 crore.
The funding will be offered over three years from 2023-24 to 2025-26.

2. PLI Scheme:

The Central Government has also announced a ₹18,100 crore production-linked incentive (PLI) scheme for advanced cell chemistry battery manufacturing.

India Middle-East Europe Economic Corridor

Context: The ongoing crisis in the Middle East could pose an obstacle to the completion of the India-Middle East-Europe Economic Corridor (IMEC).
IMEC is a proposed corridor spanning ship, ship-rail, and road networks to connect India to the Gulf region and the Gulf region to Europe. The US and India announced IMEC in the G20 summit hosted by India in 2023 to facilitate trade and connectivity.

Relevance of the topic:

Prelims: Questions based on IMEC (Location).

Mains: Detailed question on significance and challenges associated with IMEC.

About India Middle-East Europe Economic Corridor

IMEC is a strategic initiative aimed at enhancing the connectivity and economic integration between India, Middle East nations like Saudi Arabia, UAE, and Israel; and European nations like Greece, Italy and Germany.
The system of connectivity will not only involve transportation corridors but will also include gas pipelines, electricity lines and data cables for hassle free connectivity between the nations.

Significance of IMEC to India

Global connectivity: The enhanced connectivity will pitch India and the Gulf region as connectivity hubs, allowing Indian goods to reach Europe in faster and cheaper manner.
Alternate route: IMEC will provide an alternative route to the Suez Canal to reduce dependence on the major choke points like the Straits of Bab-el-Mandeb. E.g., Ship blockade in the Suez Canal imposes hefty costs on the Indian shipping industry. IMEC would reduce the transit time of cargo from Mumbai to Piraeus (Greece) by around three days.
Geopolitical leverage: IMEC will strengthen Indian ties with the Middle-East, US and European powers, enhancing its standing as a global leader.
Energy diversification: IMEC will include power cables that can become the initiating step to Green Grid Concept and help India to secure its energy needs.
Boost to Make in India: Increased trade opportunities through IMEC will support India's manufacturing sector by expanding the market for Indian goods in Europe and Middle East.
Boosts Maritime Security and offers huge potential for cooperation in the tourism sector for India and the Mediterranean nations.

Importance of IMEC for United States

Countering China: The most important objective and benefit of the USA in actualising the IMEC is to counter China's Border Road Initiative (BRI). It will serve as an alternate route and option for the European nations against BRI.
Strengthening allies: The Ukraine-Russia war has tested the US-Europe relations. The commitment towards IMEC will demonstrate the willingness to gain the support and trust of European allies of the USA by reducing dependence on adversary nations like Russia.
Energy security: The Middle-East region is famous for global energy supply. IMEC, by fostering hassle free connectivity from the middle-east to Europe will enhance the energy security of the US.
Promoting regional stability: Prompt connectivity to nations like Greece and Italy will reduce their chances to join rival sections promoting regional stability. E.g., Earlier Italy became a part of BRI challenging the regional stability
Economic growth and job creation: Enhanced connectivity and investment in infrastructure will boost jobs in all stakeholder regions, helping nations to overcome the slowdown impact due Ukraine-Russia war and Israel-Hamas conflict.

Challenges to IMEC

Geopolitical instability: Persistent conflicts in the Middle East (E.g., Israel-Hamas conflict) and other conflicts involving Iran and Saudi Arabia can delay the project.
Infrastructure bottlenecks: Building such an integrated and large connectivity network involving multi-modality requires high expertise and investment cost. Sharing of investment cost and different commitments to complete projects on time can delay projects. IMEC would require a fund of its own financed by private companies who will benefit from the corridor.
Competing regional interests: China and Turkey i.e., two regional powers that are not part of IMEC, can perceive it as a challenge to their security and create roadblocks to the project.
Competition from similar projects such as the China-led Belt and Road Initiative (BRI).
Harmonisation challenge: A key challenge to trade via IMEC is harmonising regulatory standards (custom procedures, safety standards, phytosanitary regulations etc.), technical specifications (port logistics technology, data exchange systems etc.) and taxation and trade tariffs between the partner countries.

Suggestions for successful implementation

Broader stakeholder inclusion by making Turkey, Oman, and Egypt a part of initiative to reduce opposition in the region.
Sustainable financing: A common funding pool and private investment inclusion can reduce the chances of financing failure promoting timely project completion.
Enhancing security mechanism: Establishment of multilateral security frameworks in the region will ensure safety of infrastructure and trade routes in sensitive Middle-East and Eastern European regions that are susceptible to terrorism.

The IMEC can become the game changer in ensuring Indian and US strategic interests by promoting inter-regional connectivity and making supply chain resilient.

Chenab Bridge - World’s Highest Railway Arch Bridge

Context: Successful completion and inauguration of Chenab Bridge, world’s highest railway arch bridge.

Relevance of the Topic: Prelims: Key facts related to Chenab Bridge.

About Chenab Bridge

Location: Reasi district of Jammu and Kashmir
Total length: 1315 metres (1.3 kms) with a 467-metre-long arch.
The world’s highest railway arch bridge stands 359 metres above the Chenab River and is 35 metres taller than the Eiffel Tower.
It is a vital link in the ambitious 272 km Udhampur - Srinagar - Baramulla Rail Link railway project, which aims to connect J&K with the rest of the country by rail.
Built by: Indian Railways at a cost of ₹1400 crore. The construction was done by a joint venture between Afcons Infrastructure, South Korea’s Ultra Construction & Engineering Company and VSL India, and the arch was designed by Germany-based Leonhardt Andra and Partners.
The bridge has a lifespan of 120 years and is designed to handle trains running at 100 km per hour.
Chenab Bridge was approved in 2003, it took 22 years to complete the construction, due to the tough and challenging terrain, topographical constraints and political climate.

Significance of Chenab Bridge:

Strategic Importance for National Security:

Critical from the national security perspective as it will help in transporting security personnel and material to the border areas during times of conflict.

Economic Significance:

Chenab Bridge is expected to give a huge boost to the economy of J&K.

By integrating this region through rail with the rest of the country, it will enable movement of goods by rail and more business opportunities.
Easier market access to local businesses, especially to markets in central and southern India. It will particularly benefit the horticulture industry of J&K, especially apple growers who earlier had to rely on road transport to send their produce out of J&K.

Boost to the tourist industry with greater inflow of tourists from other parts of India.
Freight traffic through rail is also expected to increase, improving logistics and trade in the region.

ADB’s $10-billion plan to transform Urban India

Context: Recently, the President of the Asian Development Bank was on a three-day visit to India. He announced a $10 billion investment plan to support India's urban transformation. This aims to help the country achieve its vision of Viksit Bharat (Developed India) by 2047.

Relevance of the Topic: Prelims: About Asian Development Bank; Urban Challenge Fund.

Recognising that cities are engines of economic growth, the plan comes at a crucial time as India’s urban population is expected to exceed 40% by 2030.

Role of Asian Development Bank in India’s Urban Transformation:

Over the past decade, ADB has invested $4 billion in metro and Regional Rapid Transit System (RRTS) projects across eight cities- including Delhi-Meerut, Mumbai, Nagpur, Chennai, and Bengaluru. This aims to reduce congestion, lower emissions, and improve mobility especially for persons with disabilities.
ADB’s active urban portfolio currently includes 27 loans worth $5.15 billion.

Key Highlights of ADB Urban Transformation Plan:

Vision and Strategy: ADB will mobilise capital, accelerate delivery and scale solutions that keep India’s urban economy moving on the road to Viksit Bharat @2047.
The $10 billion investment plan includes sovereign loans, private sector financing, and third-party capital.
The initiative is anchored by India’s flagship Urban Challenge Fund (UCF), which ADB is supporting to attract private investment in urban infrastructure.
ADB has completed analytical work on growth hubs, creative city redevelopment, and water and sanitation upgrades in 100 cities across India. ADB is also committing $3 million in technical assistance to design bankable projects and strengthen the capacity of States and urban local bodies.
ADB will also invest in skill development through the National Industrial Training Institute Upgradation Programme to boost the manufacturing sector, catalyse private sector growth and create quality jobs.

About Asian Development Bank:

Established in 1996.
Leading multilateral development bank supporting sustainable, inclusive, and resilient growth across Asia and the Pacific.

ADB supports its members and partners through the provision of loans, grants, and equity investments aimed at advancing social and economic development.
ADB provides its members with the knowledge and expertise to tackle challenges facing our world, such as climate change, water security, inequality and poverty.
Members: ADB is owned by 69 members- 50 from the Asia region. India is one of the founding members of the ADB and and the bank’s fourth-largest shareholder.
Two largest shareholders of ADB are Japan and the United States, each holding approximately 15.6% of the total shares. Other significant shareholders include the People's Republic of China (6.4%), India (6.3%), and Australia (5.8%).

Headquarters: Manila, Philippines.

Also Read: Initiatives in Budget 2025 for Urban Development

Kaladan Multi Modal Project: North-East Route via Myanmar

Context: India is prioritising the long-delayed Kaladan Multi Modal Transit Transport Project linking Mizoram to Kolkata via Myanmar, amid worsening ties with Bangladesh and strategic concerns over the Siliguri Corridor.

Relevance of the topic:

Prelims: Kaladan Multi Modal Transit Transport Project, Siliguri Corridor

Mains: Strategic importance of Kaladan Multi-Modal Project.

Kaladan Multi Modal Transit Transport Project:

The KMMTTP is a multi-modal infrastructure initiative designed to link Kolkata port with Mizoram via Myanmar, bypassing the Siliguri Corridor and Bangladesh.
The framework was signed by India and Myanmar in 2008, under the broader rubric of India’s Look East / Act East Policy.
The aim is to create a transit corridor from the port of Sittwe in the Rakhine State in Myanmar to Mizoram and then to the rest of the North-East India.

As the term Multi Modal suggests the project combines several modes of transport:

Segment	Mode	Details	Status
Kolkata to Sittwe	Sea	This 539 km stretch between the two seaports will be covered by ship via the Bay of Bengal.	This part of the project has been completed.
Sittwe to Paletwa	Inland waterways	This 158 km stretch on the Kaladan river in Myanmar will be covered by boat.	Completed
Paltewa to Zorinpui	Road	This 108 km four-lane road will be the last leg of the corridor in Myanmar.	The last 50-odd-km of this highway (from Kaltewa, Myanmar to Zorinpui) is yet to be completed.
Zorinpui-Aizawal- Silchar-Shillong	Road	While Zorinpui is connected to Aizawal and the rest of the Northeast by road, the NHIDCL plans to eventually extend the high-speed corridor from Shillong all the way to the border town. MoRTH-sanctioned 166.8 km 4-lane highway from Shillong to Silchar	Under construction

Strategic Importance of Kaladan Multi Modal Transit Transport Project:

Bypassing the Chicken’s Neck: Siliguri Corridor, a narrow passage, often described as India’s Achilles' Heel, is susceptible to blockade during conflict with China and Bangladesh. KMMTTP provides a critical redundancy to this chokepoint.
Reduces Dependence on Bangladesh: Offers an independent and alternative route in case of political or diplomatic issues with Bangladesh.
Strengthens India’s Act East Policy: The corridor supports India’s goal of connecting with Southeast Asia.
Economic benefits: Upon completion, the corridor is expected to reduce the Kolkata-Mizoram transit distance by 1,000 km, saving 3-4 days in cargo movement. Boosts trade, tourism, and infrastructure in the region.
Counter to China’s presence in Myanmar: China is building the China-Myanmar Economic Corridor (CMEC). India’s Kaladan Project is a strategic counterbalance to ensure India’s influence in the region.

Recent developments

The Ministry of Road Transport and Highways (MoRTH) has now okayed a 166.8-km four-lane highway from Shillong to Silchar, which will eventually be extended to Zorinpui, Mizoram, and connect the KMMTTP with a high-speed road corridor that runs through the heart of the Northeast.
With the help of the Kaladan project, cargo will reach from Vizag and Kolkata to the Northeast, without being dependent on Bangladesh.

Challenges to operationalisation

Since the 2021 military coup, Myanmar is undergoing a civil conflict; only 21% of territory is under junta control.
The Rakhine State, through which the KMMTTP passes, is largely controlled by the Arakan Army, a group designated as a terrorist outfit by the Myanmar junta. While the Arakan Army has expressed support for the Kaladan project and claimed to provide protection, any direct engagement risks violating diplomatic norms and damaging India-Myanmar state-to-state relations.

The Kaladan Multi-Modal Project is no longer just a connectivity initiative- it is a geostrategic imperative. As Bangladesh becomes less predictable and Myanmar remains unstable, India must strategically recalibrate its regional connectivity approach.

Upper Bhavani Pumped Storage Project

Context: The Expert Appraisal Committee of the Ministry of Environment, Forest and Climate Change has granted initial approval for conducting an Environmental Impact Assessment (EIA) of the 1000 MW Upper Bhavani Pumped Storage Project in the Nilgiris, Tamil Nadu.

Relevance of the Topic: Prelims: Location of Western Ghats and Nilgiri Biosphere; EIA; Pumped Storage Hydropower Project.

Upper Bhavani Pumped Storage Hydropower Project

Location: Near Upper Bhavani dam and Avalanche-Emerald reservoirs, within 1 km of Mukurthi National Park.
The pumped hydropower project aims to harness the waters of the Upper Bhavani Dam and Avalanche-Emerald reservoirs in the Nilgiris to generate 1000 MW of power.
Developer: NTPC Tamil Nadu Energy Company Ltd.
Concerns: The area is part of the Western Ghats, a biodiversity hotspot. These hills host unique ecosystems like the Shola forests and are home to several rare and endangered species.
The expert panel had earlier raised concerns due to the region’s ecological sensitivity. However, the developers submitted a revised layout and proposed that major infrastructure components including the water conductor system will be constructed underground to minimise ecological impact. Additionally, the revised layout avoids the highly sensitive Shola forest areas and does not involve displacement of local communities. Based on these changes, the EAC granted Terms of Reference (ToR) for conducting the EIA study.

What is the Pumped Storage Hydropower Project ?

Pumped storage plants use the principle of gravity to generate electricity using water that has been previously pumped from a lower source to an upper reservoir.
Operation of pumped storage power plants requires two reservoirs viz. upper and lower reservoir. Water in the upper reservoir is used for generating power during peak demand hours. The water in the lower reservoir is pumped back to the upper reservoir during the off-peak hours and the cycle continues.
Energy storage capacity of a pumped hydro facility depends on the size of its two reservoirs and the head between reservoirs, while the amount of power generated is linked to the size of the turbine.
Central and state governments have promoted pumped hydropower projects as part of India’s plans to achieve its non-fossil fuel energy targets.

Bhavani River:

Bhavani is an interstate Indian river which flows through Kerala and Tamil Nadu.
It originates in the Western Ghats from the Nilgiri hills, Tamil Nadu. It enters the Silent Valley National Park in Kerala and re-enters Tamil Nadu.
Bhavani is one of the main tributaries of the Cauvery River. It travels for 216 km and joins the Cauvery from the right bank at the Kooduthurai holy site, Tamil Nadu.
Upper Bhavani dam is located in the Nilgiri district, Tamil Nadu.

Environment Impact Assessment (EIA):

EIA is a tool used to assess the environmental, social, and economic impacts of a proposed project before it is given clearance to proceed.
It aims to predict environmental impacts, find ways to reduce adverse effects, and help decision-makers choose environmentally sustainable options.
If a project fails the EIA process, it is denied environmental clearance and cannot proceed further unless revised and approved.
Governed under the Environment Protection Act, 1986.
Administered by the Ministry of Environment, Forest and Climate Change (MoEFCC).
EIA Notification 2006 outlines the procedure, including public hearings

Now the developers must conduct a comprehensive EIA study, organise a public hearing to gather feedback from affected communities, submit the final report to the EAC and facilitate a site visit by a MoEFCC subcommittee. Based on the findings, the final environmental clearance will be considered.

IMO’s Net Zero Framework for Global Shipping Industry

Context: Recently, at its 83rd session, the Marine Environment Protection Committee (MERC) of the International Maritime Organisation (IMO) has approved a draft legal text for a Market-Based Measure (MBM) framework aimed at decarbonising the international shipping industry and promoting green shipping.

Relevance of the topic:

Prelims: MEPC-83, MARPOL Convention, Green fuels, CBDR-RC principle.

Mains: Need for green shipping, steps taken and implementation challenges.

Why does Green Shipping Matter?

Shipping plays an outsized role in global emissions:

The sector emits approximately one billion metric tonnes of GHG each year, representing about 2.8% of total global emissions.
If ranked as a country, international shipping would be the sixth-largest emitter in the world, between Germany and Japan. Without intervention, shipping emissions could increase by 50–250% by 2050 due to growing global trade.

Given its international nature, shipping is uniquely positioned for global regulation, making the IMO's action a significant precedent.

International Maritime Organisation:

IMO is the United Nations specialised agency responsible for regulating maritime transport, ensuring the safety and security of shipping, and preventing marine pollution.
Its main role is to create a regulatory framework for the shipping industry that is fair and effective, universally adopted and universally implemented.
IMO measures cover all aspects of international shipping- including ship design, construction, equipment, manning, operation and disposal.
Established in1948 (under the UN Convention), came into force in 1958.
Headquarters: London, United Kingdom
Members: 175 Member States including India.

For over ten years, IMO has been working to decarbonise the maritime industry. It undertook various strategies such as:

Initial GHG Strategy (2018) and its Updated GHG Strategy (2023).
Technical and operational measures under Annex VI of the MARPOL Convention, including: Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), Mandatory fuel oil consumption reporting.

However, without a binding economic mechanism, these efforts had limited impact. This led to a shift in focus toward Market-Based Measures (MBMs) to internalise the environmental cost of emissions.

Key Highlights of MEPC-83

At the 83rd session, IMO adopted Singapore’s Hybrid Model as the IMO Net Zero Framework- making shipping the first global industry with a binding emissions levy. It aims to help the shipping industry reduce its greenhouse gas emissions to net zero by or around 2050.

Features of Singapore’s Hybrid Model (IMO Net Zero Framework):

GHG Fuel Standard: Sets a greenhouse gas (GHG) intensity benchmark for marine fuels. Encourages the use of Zero or Near-Zero emission fuels- such as green hydrogen, ammonia, or methanol. Ships are required to meet a specified carbon intensity target per megajoule (MJ) of fuel.
Tiered Credit and Penalty System: Ships exceeding performance targets (i.e., using cleaner fuels than the standard) receive surplus emission credits. Ships underperforming (i.e., emitting more than the threshold) must purchase remedial credits or units to offset their excess emissions.
Progressive Benchmarks: The GHG intensity thresholds become stricter over time, driving innovation and investment in greener technologies. E.g., IMO rewards fuels under 19.0 g CO₂e/MJ until 2034, and under 14.0 g CO₂e/MJ thereafter.
Global but Differentiated Incentives: While the framework is universally applicable, it is designed to provide economic flexibility for developing countries.

Challenges to the IMO Net Zero Framework

1. Legal and Procedural Hurdles:

The draft Net Zero Framework was approved with 63 votes in favour, 16 against, and 24 abstentions. To implement the Net Zero Framework, IMO needs to amend Annex VI of the MARPOL convention, which governs air pollution from ships.

The amendment will undergo a six-month circulation period among all contracting parties to MARPOL. For final adoption, it requires a two-thirds majority of votes from members present and voting.
Even if the amendment is adopted, it can still be blocked if one-third of the parties, representing at least 50% of the global shipping tonnage, submit formal written objections.

2. Geopolitical Resistance:

The US boycotted the IMO deliberations and warned of reciprocal measures, if a global levy (especially one aligned with the EU proposal) was adopted.
Major fossil fuel exporters (like Saudi Arabia) and large shipping nations (like China) are resistant to aggressive emission controls.
Shipowners, especially from traditional maritime powers like Greece, are sceptical about the economic feasibility and compliance costs.
Small Island Developing States (SIDS) and Least Developed Countries (LDCs) demanded high levies to fund climate adaptation.
Norway and Scandinavian nations pushed for reward mechanisms to acknowledge early investments in green tech.
Brazil advocated for methanol as a transitional marine fuel.

3. Erosion of the CBDR-RC principle:

CBDR-RC is a core principle enshrined in climate agreements like UNFCCC, Kyoto Protocol and the Paris Agreement which acknowledges that all nations must address climate change but recognise historical responsibility and unequal capacities. Developed nations, with their longer industrial histories, are expected to bear greater burdens.
However, recent IMO proceedings reflect an effort by wealthier nations to shift responsibility onto developing economies, despite stark differences in income and consumption.

Impacts on India

While some short-term cost burdens are expected, India stands to benefit significantly in the long run:

Minimal Near-Term Impact: India’s logistics costs are projected to increase by 4.98-7.29% (imports) and 5.92-8.09% (exports) by 2030.
Limited Exposure: India currently operates nearly 236 ships over 5,000 gross tonnage, with only 135 involved in international voyages. Since MBMs apply only to international shipping, India’s coastal fleet remains unaffected.
Green Hydrogen Export Potential: Under the National Hydrogen Mission, India is developing a competitive green hydrogen sector. Indian green hydrogen, with a GHG intensity of about 16.7 gCO₂e/MJ, is well below the IMO’s threshold of 19.0 gCO₂e/MJ (till 2034) and 14.0 gCO₂e/MJ (thereafter), making it a viable export for green fuel bunkering globally.
Port Infrastructure: At least three Indian ports are gearing up to offer green hydrogen bunkering, positioning India as a future clean fuel hub.

Despite persistent disagreements, the adoption of a MBM by the IMO represents a milestone in the journey toward decarbonisation. If successful, this framework could make shipping the first truly global sector to operate under binding climate goals, setting a powerful precedent for others to follow.

India-US Cooperation in Energy and Defence Sector

Context: The Vice-President of the United States has highlighted the US’s willingness to cooperate with India more closely on energy and defence. The countries must deepen and institutionalise their cooperation, particularly focusing on critical minerals and nuclear energy.

Relevance of the Topic: Mains: India-US bilateral relations: Agreements in energy, defence, and critical minerals.

India’s Energy Priorities

India’s energy security is guided by three imperatives, at present:
- having sufficient energy resources at predictable prices
- minimal disruptions in supply chains
- progress towards an increasingly sustainable energy mix.
Nuclear energy and critical minerals matter in this respect, and can be the bedrock of further deepening energy and technology partnership.
Major Challenge: China controls about 90% of the world’s processing of critical minerals. It sometimes restricts their exports for strategic goals which poses risks to global supply chains.

India-US Cooperation in Energy and Defence sector:

US-India Energy Security Partnership, including in oil, gas and civil nuclear energy. 123 Civil Nuclear Agreement and plans to build US designed nuclear reactors in India through large-scale localisation and energy transfer.
Strategic Mineral Recovery initiative, a new US-India program for cooperation in recovery and processing of critical minerals, including lithium, cobalt, and rare earth elements, from heavy industries like aluminum, coal mining and oil and gas.
Accelerate R&D and promote investment across the entire critical mineral value chain, through US-led Minerals Security Finance Network and the Mineral Security Partnership.
US-India TRUST (Transforming the Relationship Utilising Strategic Technology) initiative to catalyse government-to-government, academia and private sector collaboration to promote application of critical and emerging technologies like semiconductors, defence, AI, quantum, biotechnology, space etc.
INDUS-X Initiative: Collaboration between India's iDEX (Innovations for Defence Excellence) and the US Defence Innovation Unit to promote innovation in defence technologies, including semiconductors for military applications.

Way Forward

The countries should prioritise long-term strategy and enable cross-sectoral skills and technology exchange in the sectors utilising critical minerals (clean energy, defence, and electronics). This includes increasing cooperation in:
- Exploring and processing critical minerals jointly. Sharing technology and skills.
- Co-investing in mineral-rich countries like those in Africa or South America.
- Building an India-US Mineral Exchange: a digital platform to track trade and investment.
- Creating blockchain-based tracking systems to ensure transparency, like Europe’s Battery Passport.
- Making joint stockpiles of important minerals to protect against future disruptions.
Long-term partnership: It takes 12–16 years to fully develop mines and processing plants, so this partnership must be planned for the long term.
To make this successful, both countries need to encourage innovation through platforms like iCET (India-U.S. Critical and Emerging Technology initiative).

India has the growth potential, while the U.S. has technology and capital. Together, they can create a long-term energy partnership that looks beyond short-term gains and focuses on stability, strategy, and sustainability.

Also Read: India-US TRUST Initiative

DOT notifies new Satellite Internet Service Rules

Context: The Department of Telecommunications (DoT) has issued a fresh set of stringent security guidelines aimed at tightening control over satellite-based internet services in India.

Relevance of the Topic: Prelims: Satellite Internet Service Rules.

New Satellite Internet Service Rules

The Department of Telecommunications has introduced new security requirements for satellite communication/ internet companies in India. The satellite internet operators-

Must localise essential functions such as locating the Network Control and Monitoring Centre within Indian territory.
Must provide real time monitoring to ensure that no user traffic originating from, or destined for India is being routed through any gateway outside Indian territory.
Prohibited from copying or decrypting Indian telecom data outside the country.
Must prevent any unintentional coverage spillover into neighbouring countries using geo-fencing technology and be capable of blocking access to websites banned in India.
Required to implement systems that can block, restrict or deny network access to specific users or groups, based on instructions from the authorities.
Must have the ability to intercept communications and monitor user activity and share user data with security agencies.
Must share user terminal information with Indian security agencies. All terminals in use must be registered and authenticated in the country, and enable support for NavIC (India’s own satellite navigation system). Indian satellite internet terminals are prohibited from working outside India.
Share a year-wise phased manufacturing plan aiming at indigenisation to a level of at least 20% of their ground segment of the satellite network. The terminals must eventually be manufactured in India, within a five year span.
Ensure that their data centres are based within the geographical boundary of India and shall make provision to provide Domain Name System (DNS) resolution within its territory.

Rationale of the New Rules

To prevent cross-border signal spillover, especially in sensitive regions.
To ensure that satellite connectivity can be monitored, intercepted, and governed in India.
To uphold national security interests while managing the growing complexity of satellite-based communication networks.

The revised conditions will apply not only to current GMPCS (Global Mobile Personal Communications by Satellite Services) license holders such as Eutelsat OneWeb and the Jio-SES alliance, but also to new entrants like Elon Musk’s Starlink and Amazon’s Project Kuiper to operate in India.

The new rules reflect India’s intent to maintain tighter control over digital infrastructure as global satellite internet players seek entry into its high-potential market.

Vizhinjam International Seaport

Context: India’s first deep water and container transshipment port at Vizhinjam, Kerala has been officially inaugurated. The port is of immense significance to India’s global maritime trade.

Relevance of the Topic: Prelims: Key facts about Vizhinjam International Seaport.

Vizhinjam International Seaport

India’s first dedicated container transshipment port.
It is an all-weather deep water port. Its natural draft of about 20 metres requires minimal capital dredging.
It is the first semi-automated port in India and the first greenfield port project.
Developed by: Adani Ports and Special Economic Zone Ltd (APSEZ) under a public-private partnership model with the Kerala government.

Need for the Port:

India relies heavily on foreign ports (like Colombo, Singapore and Klang) for handling around 75% of its inbound and outbound transshipment cargo. This results in an annual revenue loss of approximately $200 million-$220 million.
India’s container throughput capacity last year was approximately 20 million TEUs (twenty-foot equivalent units), contrasting with China’s 330 million TEUs. This highlights the need for modern ports such as Vizhinjam.

Historical Importance of Vizhinjam:

The town of Vizhinjam in Kerala has played a crucial role in the history of global maritime trade.

Inscriptions from the Pandya-Chola era (1129 AD) records Vizhinjam as Rajendra Chola Pattinam, a port of Kerala.
Historians claim that Balita, a port with considerable commercial importance which finds mention in the first century AD historical travelogue ‘The Periplus of the Erythraean Sea’, is Vizhinjam’s old name.

However, this historical significance faded away after colonisers of India prioritised ports in other places like Cochin and Madras.

Significance of Vizhinjam International Seaport:

Proximity to international shipping routes: Amongst all existing Indian ports, Vizhinjam is the closest to international shipping routes. It is strategically located just 10 nautical miles from international shipping routes linking Europe, West Asia and the Far East, the east-west shipping axis. Ultra-large container vessels can berth without deviating from their route, thereby saving costs.
Efficiency with Modern Infrastructure: As India’s first semi-automated port equipped with remote-controlled quay cranes and an AI-powered vessel traffic management system, Vizhinjam will significantly reduce vessel turnaround times.
Boost to local economy: The start of import-export operations at Vizhinjam would fast-track the development of associated infrastructure like industrial corridor, allied businesses including ship building, ship repair, logistics, warehousing and direct and indirect employment opportunities.

Also Read: Port Economy will drive India’s growth

The Centre and the State must ensure the timely completion of rail and road connectivity, which is crucial for leveraging the port’s full potential. Warehousing, logistics, and industrial facilities are essential for the port to evolve into a thriving commercial maritime hub.

Chennai-Vladivostok Eastern Maritime Corridor

Context: The Chennai-Vladivostok Maritime Corridor connecting India and Russia, offering shorter routes and increased cargo volumes, has emerged as a strategic sea link.

Relevance of the topic:

Prelims: Key facts about Chennai-Vladivostok Eastern Maritime Corridor.

Mains: One key component in India-Russia bilateral relations.

Chennai-Vladivostok Eastern Maritime Corridor

Chennai-Vladivostok EMC is an emerging strategic maritime route connecting Chennai Port (India's East Coast) with Vladivostok Port (Russia's Far East).
Envisioned during: Eastern Economic Forum (2019) in Vladivostok, Russia.
It covers a distance of around 10,458 kms and passes through the Sea of Japan, East China Sea, South China Sea, Malacca Strait and Bay of Bengal.
Acts as an alternative to the Suez Canal route, enhancing India's energy security, reducing logistics costs, and bolstering Eurasian connectivity.
It is a key component of India's efforts to diversify trade routes amid geopolitical disruptions such as the Red Sea crisis.

Recent Developments:

Surge in Cargo Volumes (FY25): The EMC has seen a sharp increase in cargo traffic:
Coal shipments surged by 87%.
Crude oil transport rose by 48%.
The uptick is linked to geopolitical disruptions in the Red Sea (Houthis targeting ships) and need for alternate and secure energy trade routes for India.

Advantages of Eastern Maritime Corridor

Reduced distance: The route is ~45% shorter, enabling lower transit times, reduced freight costs and enhanced competitiveness of Indian exports to Russia.
- Mumbai to St. Petersburg via Suez Canal: 16,066 kms
- Chennai to Vladivostok via EMC: 10,458 kms
Port Infrastructure and Regional Development: EMC has improved cargo handling at non-major ports like Dhamra, Gangavaram, and Krishnapatnam. Chennai Port is being developed as a container aggregation hub for the East Coast.
Importing coking coal from Russia’s Far East is cheaper and faster. It further augments the supply to East Coast steel plants, reducing dependency on distant suppliers. India’s crude steel capacity is largely concentrated on the East Coast (over 70%). India is heavily dependent on imported coking coal:
- Historically, Australia supplied 70–75% of India’s imports.
- This share has reduced to around 60%, with increased imports from Russia and the US.
Broader Economic Impact: EMC has potential to open new export markets for Indian goods in Russia and Northeast Asia, spur industrial growth in East Coast states (Tamil Nadu, Andhra Pradesh, Odisha) and generate employment through port-led development.
Russia's Far East could serve as a future base for Fertilizer production units, LNG export terminals. These would cater to India’s agricultural and energy sectors respectively.

Way Forward

Resolving operational challenges like harsh winters in Vladivostok which limit shipping during certain months. Other issues include container imbalances and logistical bottlenecks. Both India and Russia are working on logistics optimisation and bilateral cooperation in port and maritime development.
Enhancing Trade Mechanism: The countries must work towards developing financial mechanisms to support bilateral trade by establishing Rupee-Rouble trade settlements.

EMC is not just a trade route but a strategic instrument in India's ‘Act East’ and ‘Indo-Pacific Policy’, and Russia's ‘Pivot to Asia’ strategy. The corridor symbolises India-Russia synergy in building resilient, multipolar trade systems in the face of global disruptions.