India is hungry as Modi talks of feeding the world

Agencies
May 26, 2022

hungryindia.jpg

The only thing India can possibly do during this year’s global food crisis is to not make it any worse for its own poor. As the cost of basic nutrition balloons everywhere, the second-most-populous nation’s best bet is to fall back on its extensive system of state procurement and public distribution to soften the blow.

But, around mid-April, Prime Minister Narendra Modi promised US President Joe Biden that India could feed the world. If the World Trade Organisation allowed it, “India is ready to supply food stocks to the world from tomorrow,” Modi said, recalling the conversation.

Modi’s ministers and advisers ought to have known better. Just as the Indian leader was talking to Biden, the north Indian wheat crop was being scorched by a deadly heat wave. The Ukraine war and the resulting grain shortage may have presented India with an opportunity to script a role for itself in international trade, but climate change and a brewing chapati crisis should have been reasons to curb the enthusiasm.

Eventually it had to do just that: In mid-May, India imposed a hasty ban on wheat exports to ensure its own food security. It was a repeat of the Covid-19 fiasco when Modi bragged about how India, the world’s pharmacy, will save humanity. But a vicious outbreak of the delta variant forced it to backtrack. By March 31, India’s share of the global vaccine trade was just 2.3 per cent. Just as with the pandemic, the ripples of New Delhi’s wheat flip-flop are being felt internationally. The Group of Seven nations criticized the embargo. "If everyone starts to impose export restrictions or to close markets, that would worsen the crisis," German agriculture minister Cem Ozdemir said.

Actually, the opposite might be true. From Indonesia’s restrictions on palm-oil shipments to Malaysia’s ban on chicken exports, some 30 countries have resorted to such measures. Had India not closed its markets, the country might have faced a shortage of chapatis — India’s ubiquitous, unleavened daily bread. People, rich or poor, don’t consume wheat; they buy flour to make chapatis. And this year, there may be 6.5 per cent fewer chapatis for the same crop as previous harvests, while wheat output itself will likely see its first dip in seven years. 

In a nutshell, the problem is this: Last year, one kilo of Indian wheat resulted in about 770 grams of flour. This year, that might go down to 720 grams. The hottest March in 122 years has stunted grain formation. In fact, traders are buying wheat that is below their normal flour-yield cut-off level — that would be a score below 76 on a hectoliter test. Now, inferior readings of 72 are acceptable because of the scarcity of good wheat, according to industry sources.

Blame can be laid to the unusually early heat wave that engulfed India and Pakistan, weather that was made at least 30 times more likely by human-caused climate change, according to scientists at the World Weather Attribution initiative. India’s crop will be lucky to exceed 100 million tons this year, a steep decline from the initial government estimate of a record 111 million-ton harvest.

Taking 15 million metric tons from this total to export to the world — as the government boasted — was more than a little shortsighted. For one, the Food Corporation of India, the state-buying agency, has neglected to fill out its granaries. Last year, it bought 43 million metric tons for its stockpiles. This year’s target has been slashed to less than half of that. Those 19.5 million tons of purchases, plus the 30 million tons currently in FCI storage will mostly go into public distribution if the Modi administration extends the free grain program it started during the pandemic. There will be little left in the state’s wheat pool to tamp down any speculative fervor in the domestic open market.

The government isn’t without tools. If prices skyrocket, New Delhi can impose stock limits to force traders to release their hoards. The FCI could also offload more rice than wheat into the subsidised public distribution system. Most Indian diets nowadays can accommodate both. This could free up about 10 million tons of wheat to accommodate government-to-government supply deals such as with Egypt.

Still, these are stopgap solutions. The premise of Modi’s failed farm-reform legislation was to give more freedom to farmers to discover free-market prices for their produce. The about-face over wheat shows that when it comes to India’s agriculture, primacy of markets remains a pipe dream. A limit on sugar exports has also come up. Unlike wheat, where India is a bit player in global trade, the country is No. 2 in sugar shipments after Brazil. That’s a perfidy in itself because the sweetener guzzles water — and by selling it overseas, India exports its precious rain.

Maybe the current wheat shortage will ease if, as Lithuania has proposed, a protective corridor for grain shipments from Ukraine ends up breaking a Russian blockade of the Black Sea. With that, the pressure to feed India’s 1.4 billion people may also lift. But the long-term threat of climate change won’t go away. As global temperatures rise 2 degrees Celsius or more above pre-industrial levels, the country’s chapati challenge is only going to become more urgent.

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News Network
February 4,2026

shettigar.jpg

An Indian resident who won the Dh20 million (approximately Rs 50 crore) jackpot in Abu Dhabi's Big Ticket draw has told of his joy at sharing his life-changing fortune with a friend.

Shanthanu Shettigar, a shop manager in Muscat, regularly buys tickets for the monthly grand prize draw with one of his closest friends – and the pair won on February 3.

Mr Shettigar, 33, who is from Udyavar in Udupi district of the southern state of Karnataka and has lived in the Omani capital for eight years, said he was left speechless after learning of his success.

“When I first moved to Muscat, many of my colleagues were purchasing Big Ticket, which encouraged me to give it a try,” he said.

“I started buying tickets on my own, and later began sharing tickets with a close friend. The ticket that brought me this win was one we purchased together.”

“Like most people, I receive a lot of spam calls, and I was fully absorbed in my work as well. I knew the live draw was taking place tonight, but I never imagined my name would be announced,” he said.

“When I realised it was real and that I had won, I was honestly speechless. It still hasn’t fully sunk in, but I’m extremely happy.”

Mr Shettigar is not sure how he will spend his share of the money, but encouraged others to take part.

“This win was completely unexpected, so I want to take some time to think things through before deciding what to do next,” he said.

“I would definitely encourage others to participate with Big Ticket, whether with family or friends – you never know when your moment might come.”

The Big Ticket was established in 1992 with an initial first prize of Dh1 million. It is one of the most popular monthly raffles in the UAE.

It has transformed the lives of many people across the Emirates and beyond.

Entry to the Big Ticket Millionaire is Dh500. Tickets can be bought online or at counters at Zayed International Airport and Al Ain Airport.

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News Network
February 1,2026

Bengaluru, Feb 1: For travelers landing at Kempegowda International Airport (KIA), the sleek, wood-paneled curves of Terminal 2 promise a world-class welcome. But the famed “Garden City” charm quickly withers at the curb. As India’s aviation sector swells to record numbers—handling over 43 million passengers in Bengaluru alone this past year—the “last mile” has turned into a marathon of frustration.

The Bengaluru Logjam: Rules vs Reality

While the city awaits the 2027 completion of the Namma Metro Blue Line, the interim has been chaotic. Recent “decongestion” rules at Terminal 1 have pushed app-based cab pickups to distant parking zones, forcing weary passengers into a 20-minute walk with luggage.

“I landed after ten months away and felt like a stranger in my own city,” says Ruchitha Jain, a Koramangala resident. “My driver couldn’t find me, staff couldn’t guide me, and the so-called ‘Premium’ lane is just a fancy tax on convenience.”

•    The Cost of Distance: A 40-km cab ride can now easily cross ₹1,500, driven by demand pricing and airport surcharges.

•    The Bus Gap: While Vayu Vajra remains a lifeline, its ₹300–₹400 fare is often cited as the most expensive airport bus service in the country.

A National Pattern of Disconnect

The struggle is not unique to Karnataka. From Chennai’s coast to Hyderabad’s plateau, India’s airports tell a familiar story: brilliant runways, broken exits.

City:    Primary Issue   |    Recent Development

Bengaluru:    Cab pickup restrictions & distance  |    App-based taxis shifted to far parking zones; long walks and fare spikes reported

Chennai:    Multi-Level Parking (MLCP) hike  |    Passengers report 40-minute walks to reach cab pickup points

Hyderabad:    “Taxi mafia” & touting  |    Over 440 touting cases reported; security presence intensified

Mumbai:    Fare scams  |     Tourists charged ₹18,000 for just 400 metres, triggering police action

In Hyderabad, travelers continue to battle entrenched local groups that intimidate Uber and Ola drivers, pushing passengers toward overpriced private taxis. Chennai flyers, meanwhile, complain that reaching the designated pickup zones now takes longer than short-haul flights from cities like Coimbatore.

The ‘Budget Day’ Hope

As Finance Minister Nirmala Sitharaman presents the Union Budget 2026 today, the aviation sector is watching closely. With the government’s renewed emphasis on multimodal integration, there is cautious hope for funding toward seamless airport-metro-bus hubs.

The vision is clear: a future where planes, trains, and metros speak the same language. Until then, passengers at KIA—and airports across India—will continue to discover that the hardest part of flying isn’t the thousands of kilometres in the air, but the last few on the ground.

Comments

Chandramohan
 - 
Friday, 6 Feb 2026

Sir, I request the airport authorities to introduce a free transport services from terminal 1 to terminal 2 as is very difficult for the passengers to reach terminal 2 along with their luggage. Also a trolley should be provided to reach the counter. Hope the authorities would help the passengers as soon as possible.

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  • Coastaldigest.com reserves the right to delete or block any comments.
  • Coastaldigset.com is not responsible for its readers’ comments.
  • Comments that are abusive, incendiary or irrelevant are strictly prohibited.
  • Please use a genuine email ID and provide your name to avoid reject.
News Network
February 1,2026

Bengaluru, Feb 1: For travelers landing at Kempegowda International Airport (KIA), the sleek, wood-paneled curves of Terminal 2 promise a world-class welcome. But the famed “Garden City” charm quickly withers at the curb. As India’s aviation sector swells to record numbers—handling over 43 million passengers in Bengaluru alone this past year—the “last mile” has turned into a marathon of frustration.

The Bengaluru Logjam: Rules vs Reality

While the city awaits the 2027 completion of the Namma Metro Blue Line, the interim has been chaotic. Recent “decongestion” rules at Terminal 1 have pushed app-based cab pickups to distant parking zones, forcing weary passengers into a 20-minute walk with luggage.

“I landed after ten months away and felt like a stranger in my own city,” says Ruchitha Jain, a Koramangala resident. “My driver couldn’t find me, staff couldn’t guide me, and the so-called ‘Premium’ lane is just a fancy tax on convenience.”

•    The Cost of Distance: A 40-km cab ride can now easily cross ₹1,500, driven by demand pricing and airport surcharges.

•    The Bus Gap: While Vayu Vajra remains a lifeline, its ₹300–₹400 fare is often cited as the most expensive airport bus service in the country.

A National Pattern of Disconnect

The struggle is not unique to Karnataka. From Chennai’s coast to Hyderabad’s plateau, India’s airports tell a familiar story: brilliant runways, broken exits.

City:    Primary Issue   |    Recent Development

Bengaluru:    Cab pickup restrictions & distance  |    App-based taxis shifted to far parking zones; long walks and fare spikes reported

Chennai:    Multi-Level Parking (MLCP) hike  |    Passengers report 40-minute walks to reach cab pickup points

Hyderabad:    “Taxi mafia” & touting  |    Over 440 touting cases reported; security presence intensified

Mumbai:    Fare scams  |     Tourists charged ₹18,000 for just 400 metres, triggering police action

In Hyderabad, travelers continue to battle entrenched local groups that intimidate Uber and Ola drivers, pushing passengers toward overpriced private taxis. Chennai flyers, meanwhile, complain that reaching the designated pickup zones now takes longer than short-haul flights from cities like Coimbatore.

The ‘Budget Day’ Hope

As Finance Minister Nirmala Sitharaman presents the Union Budget 2026 today, the aviation sector is watching closely. With the government’s renewed emphasis on multimodal integration, there is cautious hope for funding toward seamless airport-metro-bus hubs.

The vision is clear: a future where planes, trains, and metros speak the same language. Until then, passengers at KIA—and airports across India—will continue to discover that the hardest part of flying isn’t the thousands of kilometres in the air, but the last few on the ground.

Comments

Chandramohan
 - 
Friday, 6 Feb 2026

Sir, I request the airport authorities to introduce a free transport services from terminal 1 to terminal 2 as is very difficult for the passengers to reach terminal 2 along with their luggage. Also a trolley should be provided to reach the counter. Hope the authorities would help the passengers as soon as possible.

Add new comment

  • Coastaldigest.com reserves the right to delete or block any comments.
  • Coastaldigset.com is not responsible for its readers’ comments.
  • Comments that are abusive, incendiary or irrelevant are strictly prohibited.
  • Please use a genuine email ID and provide your name to avoid reject.