‘70% of child labourers back to work in NTR, Krishna dists'
1
2
Vijayawada: A recent study by NGO Vasavya Mahila Mandali (VMM) has revealed that nearly 70% of child labourers rescued in the Krishna and NTR districts have returned to work, pointing to weak rehabilitation systems and lack of consistent follow-up.
The study, released ahead of World Day Against Child Labour (June 12), tracked the progress of 291 child labourers rescued in the last two years by VMM in collaboration with the labour department. Many were from Bihar and Uttar Pradesh, working on the streets of Vijayawada, while others hailed from surrounding villages.
While the children were initially re-admitted to schools, the study found that most parents quietly sent them back to work, often in different locations, to avoid govt scrutiny.
"We are seeing a pattern where children rescued and reintegrated into education are silently being re-employed elsewhere," said Dr B Keerthi, president of VMM.
One such case is of Charan (name changed), a boy from Kesarpalli near Gannavaram. "After passing seventh standard, my mother made me work in a sweet shop for 1,000 per month, 12 hours a day. Even after I was rescued and told to return to school, my parents preferred to send me back to work," he shared.
Dr Keerthi stressed the need for regular monitoring post-rescue.
Follow more information on
Air India plane crash in Ahmedabad here
. Get
real-time live updates
on rescue operations and check
full list of passengers onboard AI 171
.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Hindustan Times
16 minutes ago
- Hindustan Times
‘Didn't look back': Lone survivor recounts his narrow escape
Ahmedabad: The sole survivor of the Air India plane crash said his escape was a combination of fortune and quick decision in identifying a crucial space amid the wreckage and acting on his reflexes. Speaking to HT a day after the aviation disaster, 38-year-old Viswash Kumar Ramesh, an Indian-origin British national said his seat, 11A, was close to an emergency door on the left side of the ill-fated plane, a Boeing 787 Dreamliner. 'Everything was over in 30 seconds after the flight took off. I don't know how I survived. There were bodies and pieces of plane scattered everywhere. For a moment, I thought I was going to die. But I decided not to look back and keep going,' Ramesh, who is undergoing treatment in the trauma centre of Ahmedabad Civil Hospital, said on Friday. Sharing vivid details about his narrow escape, Ramesh said, 'Luckily, the portion of the plane where I was seated fell on the ground floor of the hostel premises after the plane crash landed. When I saw that the door of the plane was broken, I told myself 'I can try and get out'. Eventually, I got out of the plane.' 'I believe that others could not escape because there was a wall on that side (of the hostel) while there was a small gap where I was sitting. I still can't believe how I survived the crash because I saw people dying in front of my eyes,' Ramesh recounted. Ramesh suffered burns and bruises and has been kept under observation. 'He is not in a serious condition. He has few minor injuries in his eyes, chest, lips and his right leg. He has also got minor burns on his left hand,' said a medical official attending him. Prime Minister Narendra Modi, Union home minister Amit Shah, former civil aviation minister Praful Patel and Guajrat chief minister Bhupendrabhai Patel have met him in the last 24 hours.
Time of India
17 minutes ago
- Time of India
‘Dedicated' Badlapur man cut short sick leave to join flight
Thane: The Badlapur-based family of Deepak Pathak (32), who worked as cabin crew with Air India, said he had not been assigned duty on the ill-fated flight on Thursday. He was on sick leave, and was scheduled for a trip to London on June 14. However, he got a call from officials citing an emergency on June 11, and left for Ahmedabad. The accident occurred on June 12. The family said Deepak was a dedicated employee, but had he refused to resume duty that day, he would be alive today. His two sisters left for Ahmedabad on Thursday. Their DNA samples were taken on Friday to help identify his body. Deepak was a resident of Katrap, Badlapur East, where he lived with his mother, father and his wife of four years. Deepak's father, Babasaheb, retired from Central Railway 15 years ago, and after retirement, they shifted from Mumbai to Badlapur. Deepak's cousin, Sachin Khadtale, told TOI he was promoted from crew member to cabin crew six months ago. He mostly worked on international flights and sometimes came home after 10 to 15 days. Recently, when he came, his health was not good. Deepak's elder sister Shruti said whenever Deepak went on a trip, he used to call his mother and tell her about his trip before taking the flight. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like She Found THIS Chat on Her Husband's Phone and Vanished Overnight medalmerit Learn More Undo Even on the day of the tragedy, he called my mother in the morning from Ahmedabad, and told her he was about to leave for London. That was his last call to his family. Shruti said on Thursday afternoon, when they heard about the crash, they did not believe that Deepak was on the flight. When his phone kept ringing, they got worried. After a while, they got the message that his phone was switched off. When they saw his name in the cabin crew list, they were alarmed. His inconsolable parents were not in a position to travel to Ahmedabad, and his sisters stepped in. Follow more information on Air India plane crash in Ahmedabad here . Get real-time live updates on rescue operations and check full list of passengers onboard AI 171 .
Hindustan Times
21 minutes ago
- Hindustan Times
The science of flying and how humidity, heat pose challenges
The moments after Air India flight 171 took off from Ahmedabad airport at 40 seconds past 1.38pm were routine for any flight: A massive Boeing 787 Dreamliner barrels down runway 05/23, its nose is pointed skyward in the classic climbing posture. Soon, its nosewheels raise of the ground, followed by the pair of heavier rear landing gears and the hulking wide body jet is now aloft by the physics of aerodynamics. But soon, that begins to change: instead of gaining altitude, it begins sinking. For 33 seconds, the aircraft maintains this contradictory orientation — nose up, yet descending — before disappearing behind trees and erupting into flames. This haunting video captures a fundamental breakdown in the physics that governs all flight: the delicate equilibrium of forces— of thrust, that propels the jet forward to overcome drag so that the giant wings generate lift enough to overcome weight. The root cause for why this breakdown occurred is now the subject of a multi-agency, multi-country investigation led by India's Aircraft Accident Investigation Bureau (AAIB), with Air India, plane-maker Boeing and engine manufacturer GE Aerospace helping uncover technical clues and with assistance from air crash investigators from the UK and the US. Experts analysing the video — which will now be a crucial part of the investigation --- were struck by how the plane was doomed at a stage of flight where the laws of physics are simple, as opposed to being done in by a more dramatic outcome, such as being knocked off its path by a strong gust of wind or incurring what is known as a tail strike when pilots take off too aggressively. Understanding these forces becomes crucial as investigators determine whether engine failure, incorrect wing configuration, miscalculation of weights environmental factors — or, in fact, a combination of any of these played a role. The fundamental forces of flight Every aircraft exists in constant balance between four competing forces. As the Smithsonian's National Air and Space Museum put it: 'for take-off, thrust must exceed drag and lift must exceed weight. For level flight, lift must equal weight and thrust must equal drag'. For the 787, this balance is complex. The aircraft's two engines must generate between 54,000 and 74,000 pounds of thrust each, depending on variant and configuration. During take-off, this thrust must overcome the aircraft's drag and provide enough forward velocity for wings to generate sufficient lift supporting the plane's maximum take-off weight of 502,500 pounds, or 228,000 kg. The margin for error is narrow. While minimum thrust needed for take-off is about 1/18th of weight, this theoretical minimum assumes perfect conditions and unlimited runway length—luxuries rarely available in real operations. The lift equation To understand the conditions, and how minute changes in them have significant implication for calculations such as how much fuel to carry or, in fact, how many to board, it's important to look at the precise mathematics behind lift generation. Lift is determined by an equation that involves speed, a coefficient of lift determined by factors such as wing design, flap settings and angle of attack), and wing surface area. It is here that one of the much-speculated aspects of flight 171's final moments -- the flap's being potentially retracted -- could be of significance. If the flaps were indeed prematurely retracted, the plan would not have the lift it needed. Another significant variable in this equation is air density. And air density is sapped by the hot temperature. On Thursday, the temperature at the Ahmedabad airport at the peak of the day was 42°C. In other words, the air would have been far less dense than usual. According to the Federal Aviation Administration's Pilot's Handbook of Aeronautical Knowledge, 'the less dense the air, the less lift, the more lacklustre the climb, and the longer the distance needed for take-off and landing. 'The standard temperature at sea level is 15°C, and temperature typically decreases by about 2 degrees for every 1,000 feet of altitude. Given Ahmedabad airport's elevation of 180 feet, the expected ambient temperature should have been around 14.6 degrees. On the day of the crash, the temperature was around 42°C - nearly 28 degrees above the standard atmospheric condition. Though the runway length is about 11,000 feet, under such high-temperature conditions, the effective take-off distance available is reduced to approximately 9,600 feet, leaving far lower margin for safe lift-off,' explained Mohan Ranganathan, an aviation security expert. And then there is humidity, which further compounds these challenges. Higher humidity means more water vapour in air, which is less dense than dry air. This is because water vapor molecules are lighter than the nitrogen and oxygen molecules that make up dry air. Such conditions, especially the confluence of so many factors, require careful calibration of how much weight pilots can carry, how long their take-off run needs to be, and the angle at which the lift off. The engine limitation Modern jet engines operate within precisely defined limits crucial during investigations like Flight 171. Principal limitations include maximum internal pressure the casing can withstand and maximum allowable operating temperature. This dual-limitation system creates a performance envelope that changes dramatically with environmental conditions. At low altitudes and cooler temperatures, engine pressure limits performance. In hot conditions, reduced density requires engines to work harder for the same thrust, reaching temperature limits before pressure limits. The FAA handbook cited above states: 'Fewer air molecules in a given volume of air also result in reduced propeller efficiency and therefore reduced net thrust.' Aviation has a term for the most challenging take-off conditions: 'hot and high.' While Ahmedabad's 180-foot elevation doesn't qualify as 'high' in aviation terms, the combination of extreme heat and humidity creates similar performance challenges. The aircraft would have thus performed as if taking off from a much higher airport, with correspondingly reduced engine performance and lift generation. This creates cascading performance penalties investigators must examine closely. If flight 171 was loaded to normal capacity for the London route—carrying more than 125,000 litres of fuel plus 230 passengers and 12 crew—hot conditions may have left insufficient performance margin to handle any emergency. With inputs from Neha LM Tripathi
