SOCIETY

UNEP, CENN Continue to Support Development & Implementation of Vehicle Emission Standards in Georgia

Transport remains the main contributor to air pollution in Georgia: 71% of NOx and 40% of volatile organic compounds come from this sector. This is caused by the fact that the car fl eet is old and poorly maintained, with more than 45.5% of vehicles being 20 years or older. Furthermore, against the background of an increasing number of imported vehicles every year, alarmingly, no emission standards have been introduced so far for imported cars. As a result, introducing vehicle emission standards for imported vehicles in compliance with EU requirements has become a priority for the government.

The above poses serious risks to the environment, air quality and human health, and requires a timely and effective solution, with each citizen’s health put in danger by breathing such polluted air.

The United Nations Environment Program (UNEP) continues to assist Georgia in developing and implementing car emission standards equivalent to those in force in Europe. This initiative has been implemented by CENN in Georgia since 2019, aiming to help improve air quality and mitigate the effects of climate change by switching to low-emission vehicles in Georgia.

In May 2020, UNEP, together with its partner organization CENN, offi cially launched Phase II of its “Sustainable Low Emissions Transport” project in Georgia. The project aims to provide technical support to analyze current and proposed vehicle standards, envisaging the introduction of low-emission transport policies and standards in Georgia, within the framework of which a cost-effectiveness study was prepared on the possible economic impact of imposing restrictions on the import of vehicles in Georgia on the basis of relevant EU standards. For example: Euro 4, Euro 5 and so on, which also means setting an age limit above which car imports into the country are prohibited.

The EU Regulatory Commission is already working on the Euro 7 standard, while there is no Euro standard in Georgia today. An increase in export of used cars from developed countries and a resulting increase in the import of used cars in developing countries can be logically expected in the absence of restrictions. Recycling used cars is expensive for a state, against the background of strict environmental regulations, therefore export remains the most effective solution for developed countries today.

“In most cases, used and old cars are imported into Georgia,” said Ana Inasaridze, CENN Project Manager. “We would like to see an increase in the quality of those imported cars in terms of low emissions, which is directly linked to clean air and improving air quality. There is currently no regulation on importing cars in accordance with the EU standards in Georgia, such as Euro 4, Euro 5, or Euro 6, meaning one can import a car of any age into the country. Our goal is to restrict and monitor the import in accordance with European emission standards, vehicle emission standards for exhaust emissions of new vehicles sold in the European Union and EEA member states, and accordingly, to impose certain restrictions on the age and emission of vehicles.

“For this, we’ve prepared a cost-effectiveness analysis on possible economic results of imposing the possible restrictions. The study was conducted in collaboration with the project's leading partners, including the Ministry of Environment and Agriculture of Georgia, involving both international and local experts. The study presented several scenarios of how much the infl ow of old cars will decrease, and consequently the limit of emissions depending on what age restriction is imposed. Emphasis was mainly made on Euro 5 standards, considering the economic possibilities of the country. The study shows how much the import of used cars will decrease in Georgia, and its impacts on fi ghting air pollution. Relevant costs and expenses were also calculated,” she said.

“Notably, signifi cant progress has been made in renewing public transport. Upgrading the bus fl eet and developing the road infrastructure so that public transport becomes a priority is a step forward by the government, which includes bus lanes and pedestrian crossings. However, through the new road infrastructure e.g. in the Vake district, we have seen even more clearly that the number of private vehicles is very high and without the imposition of certain restrictions, the development of public transport alone will not be enough in the long run,” Inasaridze notes.

“In the case of Vake, the problem was solved on the main road, but traffi c is still high on secondary roads due to the

high number of private cars. Giving superiority to pedestrians and public transport was a good step, but decreasing the number of vehicles is necessary to solve the problem. The issue is quite complex itself and need a complex approach. For instance, using public transport must become more comfortable for citizens, as it is in Europe, otherwise, they will not chose public transport over their private cars. Ultimately, more work and a complex approach is needed, with the involvement of relevant agencies and experts.”

Davit Meskhishvili, Transport Expert, spoke to us about the problems and age of the vehicle fl eet and what measures should be taken to improve the situation.

“Georgia’s vehicle fl eet is very old, and up to 90% of cars are 10 years old or older. When we speak about environmental safety and our desire to make the ecosystem healthier, we shoud address the problem of renewing the car fl eet,” Meskhishvili says. “Many countries did this by introducing relevant state programs. When we work on statistics and check numbers, it’s visible that the number of electric cars in Georgia is very low. For instance, based on 2020 data, only 2000 electric cars are registered in Georgia out of one million four hundred thousand vehicles in total, which means that despite certain good reforms, the measures taken in previous years are not enough. More radical changes are necessary. The number of electric cars must be increased. The current customs system in Georgia facilitates the import of old cars, which is cheaper than importing new ones. This issue was highlighted numerous times by experts such as myself.

“Another important issue is whether ecological classes of transport (Euro 4, Euro 5, Euro 6) is determined in the country. We don’t have such standard in Georgia. The standard is mainly based on the amount of harmful substances in the exhaust.

“The higher the Euro standard is, the lower the harmful substances in the exhaust. This standard does not apply in Georgia, which is why vehicles harmful for human health or technically faulty are imported into the country. Relevant restrictions must be imposed. We have some regulations on fuel quality, but not on transport.

“The technical inspection reform, which is also very important, was launched in Georgia in accordance with the EU Directive, which is to be welcomed. In the Association Agreement, we have an obligation to improve the air quality. The reform started in 2018, and its proper implementation should also be among the solutions aiming to increase road and ecological safety,” he says.

“We see the problems: introduction of the Euro Directive has been delayed,

and stands at just 20% implementation. So if we want to progress in this direction, more work is necessary.

“Technically faulty transport pollutes the air by 71%. That’s why the tech inspection reform improvement is essential. Based on statistics, in 2019, applications for tech inspections amounted to only 50%, while in 2020 – only 25%. There is an irreversible regression, so we suggest that law enforcement needs to be improved and legislative novelties need to be addressed, which will contribute to the renewal of car fl eet,” Meskhishvili concluded.

The EU Regulatory Commission is already working on the Euro 7 standard, while there is no Euro standard in Georgia today - Ann Inasaridze, CENN

The Machine Machines

BLOG BY TONY HANMER

Writing this in a less painful moment, bracketed by the harrowing throb of perhaps an impacted wisdom tooth. I’m in Tbilisi, which for Georgia is the place to be to have such things dealt with, and tomorrow it comes out.

It has become time for me to restart making good cheese in Svaneti. On my last visit to Canada, nearly two years ago now, I found a fully illustrated guide to home-making gourmet cheeses for $3 secondhand. Now, despite an absence of our own cows (we’ll enlist the neighbors for the milk of theirs), I once again fi nd myself longing for the cheese of my childhood and youth, rather expensive here as they’re all imported.

I still have my original 20 cm diameter cylindrical mold, and the cheesecloth and beeswax. But I never got around to making a good cheese press, an essential part of the process. I designed one and then found in the blessedly rich YouTube archives that my version was basically the main, common logical solution to the problem of allowing the weight to move only up and down: vertically constraining it. Now, here in the capital, I’ve visited the Eliava bazaar near Tsereteili Metro, home of all things mechanical, to stock up on exotic parts.

I wanted the whole press to be unable to rust: part plastic (the upper and lower boards) and part stainless steel (the rods which bolt to the lower board and, fi xed there, allow the upper board to move only as required). I needed thicker plastic than the kitchen cutting boards one can buy in a home supply shop. Also, the rods must have a thread cut into only one end, to take the bolts and washers, and otherwise be smooth: so, no easy use of ubiquitous all-threaded bolts!

Following the instructions of an American friend who’s lived here nearly as long as I have and makes a lot of things by hand, I wandered through Eliava until I found this special place. Here, in one shop, I found all the parts I’ve described above, along with much more. Stainless steel, brass, copper, aluminum, tin, parts in many shapes and sizes. Sheet plastic from about 1mm to 2 cm thick, as well as solid cylinders as long as you need them. He makes bespoke furniture as well, advertising his work with photos on the walls. Nothing cheap, but when you’re the only, or the best, you won’t be cheap. I spent about 240 GEL for my pieces, including cutting the boards (160 GEL to buy, the biggest part) and the rods and their threads. I did buy a bit bigger than I’ll need, but the excess can always be cut off, whereas if something were too small you could never properly add anything.

It was most satisfying to see these decades-old, CCCP (USSR)-stamped machines which can be used to cut, drill, saw, trim, lathe any shape you want: machines which make parts for other machines. As long as I knew exactly what I wanted, and could describe it properly, and had the time (about an hour) and the money, all doors were open. Need a custom roof-rack for your vehicle? Metal grills for windows, fi ligreed as fancy as you can dream up? A shish kabob grillbox (which I also use for smoking food)? These are the 3 most popular choices. Mine is a little different, but no one even asked me what the parts were for.

It’s a 100% male world, and no-one uses any ear protection, although they will wear safety eye-goggles and gloves. So I’m afraid the constant high-level noise will rob them all of their hearing, as it did my father in his engineering work. But I have given up trying to persuade a single man to simply put on ear-covers, including my best friends here and in Svaneti. It’s just not cool, or something. No-one follows my example, but it can’t be helped.

I’ll take the boards to my friend’s to have the holes drilled and polish the surfaces nice and smooth. Then, back home in the mountains, I’ll really be ready to make my own cheese, once I sort out stable temperature and humidity conditions (using an old air conditioner and humidifi er). Just for my wife, me, and the guest house, and an occasional gift to any neighbor who won’t turn up their nose at the unfamiliar fl avor. Not a commercial production, but that’s fi ne. As the Russians say, and the Americans too, you gotta live!

Kakha Kaladze: We Aim to Make Infrastructure Projects Adapted for People with Disabilities

BY KETEVAN SKHIRTLADZE

Tbilisi Mayor Kakha Kaladze presented a report on the projects implemented in the fi eld of health and social policy in Tbilisi to the public in 2018-2021. The mayor noted that social policy is one of the important directions because the state cannot be considered a state if it does not take care of the health of its citizens.

“Citizens should be able to freely use specifi c streets, move and use transport. Work in this direction will continue in the coming years to make our city inclusive and adaptable for everyone,” Kaladze said.

At the presentation, the Deputy Mayor of Tbilisi Ilia Eloshvili, spoke about programs to support children with disabilities.

“In this regard, the assistance program for people with disabilities under the age of 18 with 800 GEL is important. It is received by more than 100 people. As well as a children and adolescent resort services program. I have personally seen how happy these children are before leaving,” Ilia Eloshvili said. Tony Hanmer has lived in Georgia since 1999, in Svaneti since 2007, and been a weekly writer and photographer for GT since early 2011. He runs the “Svaneti Renaissance” Facebook group, now with nearly 2000 members, at www.facebook.com/ groups/SvanetiRenaissance/ He and his wife also run their own guest house in Etseri: www.facebook.com/hanmer.house.svaneti

Ubiquitous Feminism

The enticing supermodels, with cute faces, eye-catching bodies and learned manners, count no longer: the business wants them out. Image source: usatoday

OP-ED BY NUGZAR B. RUHADZE

In the still patriarchal world, modern feminism, being as perseverant as it seems to be, is persistently making its way into every walk of life. This piece is not meant to defi ne feminism as a good or not movement, as striving to establish personal, social, political and economic gender equality is not my job to do! I only wonder how vigorously it operates to solidify the female place in our lives, or to strengthen the female word in the formation of opinions around the globe in general.

I could not believe my eyes when I read into a recent series of articles about the famous Victoria Secret’s decision to rebrand the company for ‘female empowerment’. Frankly, looking at the feminine part of Georgia’s population, I get the impression our culture needs male empowerment more than female. I apologize for my slightly facetious evaluation of men, favoring our mothers, wives, sisters and daughters, who are playing an increasingly growing part in the country’s economic progress and in shaping the nation’s future.

Speaking about economy, the entire world is suffering, including the garment giant VS, which, like others, is doing its possible best to survive. How interesting that a feminist evaluation of the current business situation is playing out like a serious helper! The decision triggered some tongue-in-cheek comments about this peculiar way of promoting the feminist cause. It also created curiosity as to whether this unexpected step could save the failing business or not. In an aggressive attempt to drastically transform the marketing style, the company fi red its old bunch of world-renowned angels to welcome a totally different group of female celebrities to promote the brand, among them famous soccer stars, skiers, technology investors and actresses. All of them are well-known and well-to-do public fi gures who would hardly ever think of participating in lingerie modeling auditioning sessions. In a word, the technique of choosing a model has been totally reversed, with the fi rm itself looking for them, and asking them to come and help create an absolutely revamped female image to promote the renovated practice of using a female body for fashion industry purposes.

I cannot recollect among the fashion world any such operational ventures: daring, up-to-the-minute and groundbreaking. The enticing supermodels, with cute faces, eye-catching bodies and learned manners, count no longer: the business wants them out, making way to welcome the already established positive images, publicly recognized brilliance and previously deserved fame of the accomplished women. Something is changing in the fashion approach, and the change is very attractive. Whether it works or not, the attempt is doubtlessly challenging and might make an example for others to follow.

On top of all those risky undertakings, the company also made a statement about the refreshed board of directors, with six ladies out of seven members. I would not be surprised if someday the directors too fi nd themselves on the podium. Why not? 21-st century fashion manners are going to be unrecognizably differing from what we have already seen in this popular industry.

Listen to what the fi rm’s chief executive Martin Waters said in his recent statement: “This is an exciting time for all of us at Victoria’s Secret. The progress we have made over the last year underscores our commitment to driving profitable growth, creating new opportunities for our talented associates and evolving our brand and product to refl ect the diverse experiences, passions and perspectives of our customers.”

I could not have missed the opportunity to use the VS example for its sense of progress, which defeats any accidental failure and drawback caused by wars, earthquakes or pandemics. There might be other examples out there like this one, but VS came handy at the moment. I don’t care whether it serves feminism or any other political movement. It just serves all of us to eschew failure.