Comprehension
Answer the question based on the passage given below.
Rajendra K. Pachauri, head of the Intergovernmental Panel on Climate Change, is getting nightmares because of the Nano, Tata’s soon - to - be - launched Rs. One lakh car. Sunita Narain of the Centre for Science and Environment (CSE) says that it isn’t the Nano by itself but cars overall that give her nightmares. The villains in my nightmares are neither the Nano nor cars overall, but stupid government policies that subsidize and encourage pollution, adulteration and congestion.
Sanctimonious greens call the Nano disastrous because of its affordability - millions more will now clog roads and consume more fossil fuel. This is elitism parading as virtue. Elite greens own cars, but cannot stand the poorer masses becoming mobile, since the consequent congestion will eat into the time of the elite!
More logical would be a protest against big cars that use more space and fuel, or highly polluting old cars. Instead, green hypocrites aim at a new car with the lowest cost, best mileage and least emissions. The Nano will not burden us with too many cars. India has very few cars per person by world standards. London and New York have ultra-high car densities, yet have clearer air than Delhi. Our problem is too many bad policies, not too many cars.
We subsidize vehicles on a gargantuan scale invisible to lay folk. Roads and flyovers cost crores to build and maintain, yet road use is free (save on a few toll roads). Traffic police and lights are costly, yet are provided free. These invisible subsidies starve cities of funds to expand roads and public transport. Land in cities now costs lakhs per square metre. Yet parking is free in the suburbs, and often costs just Rs. 10 day per day in city centres. A single parking space of 23 square meters occupies land worth Rs. 40 lakhs. A car occupies more space than an office desk, yet the desk space pays full commercial rent while parking space costs just about Rs. 10 per day.
Daily parking charges range from $30 (Rs. 630) in Washington to $30 (Rs. 1260) in New York. CSE launched a sensible campaign to raise parking fees in Delhi to Rs. 120 per day, but was foiled. So, parking space now exceeds green space, a scathing comment on priorities.
The world price of crude oil has risen 13 fold since 1998 to over $139 per barrel, but Indian petrol prices have barely doubled. Left Front politicians, who once wanted to soak the rich, now want to subsidize them. Under-recoveries of oil companies’ total may be Rs. 2,00,000 crore, even after a recent price hike. This is far more than the cost of Sarva Shiksha Abhiyan (education for all) and the Employment Guarantee Scheme put together.
We sanctimoniously lecture rich countries to reduce their green house emissions, yet subsidize our own. Diesel is subsidized to be cheaper than petrol. So, Indian car makers produce the highest proportion of diesel cars in the world. Diesel fumes contain suspended particles that are highly toxic. This subsidy kills.
So does kerosene provided at throwaway prices, ostensibly to benefit poor villagers. One third of all kerosene is used to adulterate petrol and diesel. This causes horrendous pollution even in the greenest of cars.
What’s the way forward? We must abolish subsidies and raise taxes on vehicles and fuels to reflect their full social cost. The biggest but least visible subsidy is for parking, and we should start there.
Many car owners in the West take public transport to work since parking space downtown is costly and scarce. We should levy parking fees on an hourly, not daily, basis. Rs. 10 per hour could be a starting point in the metros.
In parts of Tokyo, you cannot own a car unless you own a private parking space. This is too extreme for India, but indicates the future path. If we charge owners the full social cost of parking, people will buy smaller and perhaps fewer vehicles, and fewer still will take them to work. That will slash congestion and pollution.
Cities should levy stiff annual taxes on vehicles, not a one-time tax, and use the revenue to constantly expand public transport and roads. This will create economic synergy: Private transport will finance public transport. London and New York have high density public transport as well as high car density.
Apart from underground rail, cities need elevated roads to ease congestion and pollution. Lata Mangeshkar helped kill a proposal for an elevated
road near her Mumbai flat: perhaps she felt her throat and singing would be affected. She did not care that the throats of poor people living on the pavements were far worse affected by fumes, and might get relief if some fumes were diverted to a higher level. What elitism!
Next, some medicine that will be really bitter, politically. The excise duty on all automotive vehicles should be raised to reflect their social costs. Fuel subsidies should be abolished. Price differentials between petrol, diesel and kerosene should be removed, ending incentives for adulteration. Diesel cars should bear a heavy additional cess to finance improved healthcare for those affected by their emission of harmful
particulate matter.
That is a long, politically difficult agenda. Only part of it will ever be achieved. Yet that is the way to go, rather than agitate the Nano.
Rajendra K. Pachauri, head of the Intergovernmental Panel on Climate Change, is getting nightmares because of the Nano, Tata’s soon - to - be - launched Rs. One lakh car. Sunita Narain of the Centre for Science and Environment (CSE) says that it isn’t the Nano by itself but cars overall that give her nightmares. The villains in my nightmares are neither the Nano nor cars overall, but stupid government policies that subsidize and encourage pollution, adulteration and congestion.
Sanctimonious greens call the Nano disastrous because of its affordability - millions more will now clog roads and consume more fossil fuel. This is elitism parading as virtue. Elite greens own cars, but cannot stand the poorer masses becoming mobile, since the consequent congestion will eat into the time of the elite!
More logical would be a protest against big cars that use more space and fuel, or highly polluting old cars. Instead, green hypocrites aim at a new car with the lowest cost, best mileage and least emissions. The Nano will not burden us with too many cars. India has very few cars per person by world standards. London and New York have ultra-high car densities, yet have clearer air than Delhi. Our problem is too many bad policies, not too many cars.
We subsidize vehicles on a gargantuan scale invisible to lay folk. Roads and flyovers cost crores to build and maintain, yet road use is free (save on a few toll roads). Traffic police and lights are costly, yet are provided free. These invisible subsidies starve cities of funds to expand roads and public transport. Land in cities now costs lakhs per square metre. Yet parking is free in the suburbs, and often costs just Rs. 10 day per day in city centres. A single parking space of 23 square meters occupies land worth Rs. 40 lakhs. A car occupies more space than an office desk, yet the desk space pays full commercial rent while parking space costs just about Rs. 10 per day.
Daily parking charges range from $30 (Rs. 630) in Washington to $30 (Rs. 1260) in New York. CSE launched a sensible campaign to raise parking fees in Delhi to Rs. 120 per day, but was foiled. So, parking space now exceeds green space, a scathing comment on priorities.
The world price of crude oil has risen 13 fold since 1998 to over $139 per barrel, but Indian petrol prices have barely doubled. Left Front politicians, who once wanted to soak the rich, now want to subsidize them. Under-recoveries of oil companies’ total may be Rs. 2,00,000 crore, even after a recent price hike. This is far more than the cost of Sarva Shiksha Abhiyan (education for all) and the Employment Guarantee Scheme put together.
We sanctimoniously lecture rich countries to reduce their green house emissions, yet subsidize our own. Diesel is subsidized to be cheaper than petrol. So, Indian car makers produce the highest proportion of diesel cars in the world. Diesel fumes contain suspended particles that are highly toxic. This subsidy kills.
So does kerosene provided at throwaway prices, ostensibly to benefit poor villagers. One third of all kerosene is used to adulterate petrol and diesel. This causes horrendous pollution even in the greenest of cars.
What’s the way forward? We must abolish subsidies and raise taxes on vehicles and fuels to reflect their full social cost. The biggest but least visible subsidy is for parking, and we should start there.
Many car owners in the West take public transport to work since parking space downtown is costly and scarce. We should levy parking fees on an hourly, not daily, basis. Rs. 10 per hour could be a starting point in the metros.
In parts of Tokyo, you cannot own a car unless you own a private parking space. This is too extreme for India, but indicates the future path. If we charge owners the full social cost of parking, people will buy smaller and perhaps fewer vehicles, and fewer still will take them to work. That will slash congestion and pollution.
Cities should levy stiff annual taxes on vehicles, not a one-time tax, and use the revenue to constantly expand public transport and roads. This will create economic synergy: Private transport will finance public transport. London and New York have high density public transport as well as high car density.
Apart from underground rail, cities need elevated roads to ease congestion and pollution. Lata Mangeshkar helped kill a proposal for an elevated
road near her Mumbai flat: perhaps she felt her throat and singing would be affected. She did not care that the throats of poor people living on the pavements were far worse affected by fumes, and might get relief if some fumes were diverted to a higher level. What elitism!
Next, some medicine that will be really bitter, politically. The excise duty on all automotive vehicles should be raised to reflect their social costs. Fuel subsidies should be abolished. Price differentials between petrol, diesel and kerosene should be removed, ending incentives for adulteration. Diesel cars should bear a heavy additional cess to finance improved healthcare for those affected by their emission of harmful
particulate matter.
That is a long, politically difficult agenda. Only part of it will ever be achieved. Yet that is the way to go, rather than agitate the Nano.
Question: 1
By ‘Sanctimonious greens’ the writer refers to
By ‘Sanctimonious greens’ the writer refers to
Updated On: Jul 29, 2024
- aristocratic environmentalists
- the rich
- environmentalists with a ‘holier than thou’ attitude
- those who decry deforestation
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The Correct Option is C
Solution and Explanation
The correct option is (C) :environmentalists with a ‘holier than thou’ attitude.
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Question: 2
The elite are
The elite are
Updated On: Jul 29, 2024
- jealous of Nano owners
- afraid of traffic jams and depletion of fossil fuel
- afraid of reaching their destinations late
- full of disdain that the poor can afford cars
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The Correct Option is C
Solution and Explanation
The correct option is (C) :afraid of reaching their destinations late.
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Question: 3
The paradox of the situation is that
The paradox of the situation is that
Updated On: Jul 29, 2024
- bigger cars mean more fuel, more space and more pollution
- though India has fewer cars the Nano will bring more pollution
- London and New York have more cars and less pollution
- though India is smaller than the US its cars cause more pollution
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The Correct Option is C
Solution and Explanation
The correct option is (C) :London and New York have more cars and less pollution.
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Question: 4
In saying 23 square metres of parking space costs 40 lakhs, the writer is _____
In saying 23 square metres of parking space costs 40 lakhs, the writer is _____
Updated On: Jul 29, 2024
- Caustic
- exaggerating
- Sarcastic
- ironical
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The Correct Option is C
Solution and Explanation
The correct option is (C) :Sarcastic.
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Question: 5
The writer blames India for
The writer blames India for
Updated On: Jul 29, 2024
- subsidizing kerosene whereby greenhouse emissions are indirectly subsidized
- subsidizing diesel
- for increasing the cost of parking by the hour
- for not making it mandatory for car owners to own parking space
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The Correct Option is A
Solution and Explanation
The correct option is (A) :subsidizing kerosene whereby greenhouse emissions are indirectly subsidized.
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Question: 6
The most suitable title for this passage is
The most suitable title for this passage is
Updated On: Jul 29, 2024
- Polluting Politics
- No No Nano
- Submerge Subsidies
- More Cars, Less Pollution
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The Correct Option is C
Solution and Explanation
The correct option is (C) :Submerge Subsidies.
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Top Questions on Reading Comprehension
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THE FAIR ISLE METHOD: Fair Isle knitting is a traditional technique that involves using two or more colours of yarn in a single row to create intricate patterns and designs. This method requires careful tension management to ensure even stitches and prevent puckering. To begin, select your colours and cast on the desired number of stitches. As you knit, alternate between colours every few stitches, carrying the unused yarn along the back of the work. Mastering the Fair Isle technique allows you to create stunning visual effects in garments, accessories, and home textiles.
THE CONTINENTAL STYLE: The Continental knitting style, often referred to as “picking,” involves holding the yarn in the left hand while the right hand manipulates the needles. This method allows for greater speed and efficiency, particularly when working with complex patterns or multiple colours. To practice this style, start by casting on your stitches and using your left hand to tension the yarn. With each stitch, simply “pick” the yarn with your right needle, forming a quick and fluid motion. As you become comfortable with this technique, you may find that your overall knitting speed and comfort improve significantly.
THE SHORT-ROW TECHNIQUE: Short-row knitting is an advanced technique that allows for the creation of shaped garments, such as sleeves and shoulders, without the need for complex shaping. To make a sleeve using this technique, begin by casting on the required number of stitches. Work a portion of the row, then turn your work and return without completing the full row to create the “short rows” that shape the curves of the sleeve. To prevent holes at the turn, wrap the stitch before you turn your work. Repeat this process as needed to achieve the desired shaping and dimension of the sleeve. Once you have shaped the sleeve, you can then sew the side seams to connect the pieces of your garment and finally, complete the edges to ensure a clean finish. This method not only helps shape curves but also adds dimension to your piece, allowing you to enhance fit and style.- AILET BALLB (Hons.) - 2025
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The Story of Coffee
Coffee, a beloved beverage enjoyed by millions around the globe, has a rich and captivating history that spans centuries. The story of coffee begins in the ancient highlands of Ethiopia, where, according to legend, a goat herder named Kaldi discovered the stimulating effects of coffee beans. One day, Kaldi noticed his goats frolicking with unusual energy after eating red berries from a certain tree. Curious, he tried the berries himself and experienced a newfound alertness. This discovery soon spread to monasteries, where monks used it to stay awake during long hours of prayer. From Ethiopia, coffee cultivation and consumption spread to the Arabian Peninsula, particularly in Yemen, where the practice of roasting coffee beans and brewing the drink began to take shape. By the 15th century, coffee had become a popular beverage in the Islamic world, with coffee houses known as ‘qahveh khaneh’ emerging as social hubs for conversation, music, and intellectual exchange. These coffee houses became centers of culture and commerce, influencing the spread of coffee to Turkey and beyond, eventually reaching Europe. In Europe, coffee initially faced resistance from religious authorities who considered it a ‘Muslim drink’ and tried to ban it. However, its popularity persisted, and by the 17th century, coffee houses had sprung up in major European cities, becoming important gathering places for artists, writers, and thinkers. The stimulating effects of coffee were embraced during the Age of Enlightenment, where it was seen as a catalyst for intellectual discussion and innovation. The journey of coffee continued with the establishment of colonial plantations in tropical regions such as the Caribbean, Central and South America, and Southeast Asia. These plantations fuelled the global demand for coffee, transforming it from a regional specialty to a major commodity. The industrial revolution further accelerated coffee production and consumption, leading to innovations in coffee brewing methods and the development of instant coffee. In the modern era, coffee has evolved into a deeply ingrained part of daily life for people worldwide. Its cultural significance spans from the bustling cafes of Paris to the quiet coffee farms of Colombia. Today, coffee remains not only a popular beverage but also a symbol of social interaction, productivity, and enjoyment. Whether sipped slowly over a conversation with friends or grabbed hastily on the way to work, the story of coffee continues to unfold, intertwining with the histories and cultures of countless societies across the globe.- AILET BALLB (Hons.) - 2025
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The intricate world of modern manufacturing is a web of precision and innovation, where even the tiniest components play a pivotal role. One such element, often overlooked but crucial, is the sub-subpart. Whether it’s a carpenter fashioning a bespoke piece of furniture or an automobile engineer designing the next generation of vehicles, the creation of sub-subparts is a fundamental process that demands meticulous craftsmanship and cutting-edge technology. In the realm of woodworking, carpenters frequently work with sub-subparts like dowels, screws, and hinges. These minute components may appear insignificant, yet they determine the structural integrity and functionality of the final product. Crafting a dowel, for instance, begins with selecting the appropriate wood species, followed by precision cutting and shaping. The result is a perfectly cylindrical, sturdy sub-subpart that seamlessly joins two larger pieces of wood. The advent of computer-aided design (CAD) and computer numerical control (CNC) machines has revolutionised this process, enabling carpenters to create sub-subparts with unparalleled precision.
Similarly, in the automobile industry, sub-subparts are the unsung heroes of vehicle construction. Take, for instance, the ball bearing—a minuscule but essential component in the wheels and transmission system. Manufacturing these precision-engineered spheres involves intricate processes like forging, heat treatment, and precision machining. Modern techniques such as laser cutting and 3D printing have streamlined production, ensuring that these sub-subparts meet the demanding standards of the automotive sector. The manufacturing of sub-subparts is a testament to the convergence of traditional craftsmanship and cutting-edge technology. Whether it’s a carpenter’s workshop or a high-tech automotive assembly line, the quest for perfection in sub-subpart creation remains unwavering. The attention to detail and precision required in these processes is a testament to the dedication of craftsmen and engineers alike.
To conclude, while sub-subparts may be small in size, their significance in various industries cannot be overstated. Whether it’s a carpenter working on a timeless piece of furniture or an automotive engineer striving for superior performance, the manufacturing of sub-subparts is a crucial step towards achieving excellence in craftsmanship and technology. This fusion of tradition and innovation accentuates the essence of modern manufacturing.- AILET BALLB (Hons.) - 2025
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