• Clean Air & Sustainable Mobility

Many NCR towns still to notify list of approved fuels: CAQM

NEW DELHI: Despite directions from the pollution-control panel, the Commission for Air Quality Management (CAQM), most towns in the National Capital Region (NCR) have not notified the list of approved standard fuels to industrial clusters housing umpteen number of smaller units, boilers and furnaces, which continue to use coal and other dirty fuels for Delhi -NCR and adjoining states flagged in its policy document to curb air pollution in the region. The policy mandates phasing out coal and other dirty fuels in a time-bound manner to curb air pollution, a major share of which comes from industrial emissions. According to the panel’s report, the respective state governments need to notify the list of approved fuels under the Air (Prevention and Control of Pollution) Act, 1981. For instance, the approved fuel list for Delhi bans the use of coal, furnace oil, and other downstream and recycled fuels. There are 19 districts in the NCR that contribute to high levels of pollution in Delhi-NCR. “However, the approved fuels lists in other NCR states, while banning pet coke and furnace oil, continue to rely upon polluting fuels like coal, LDO etc with no clearly defined targets for their replacement,” the report said. According to experts, coal usage dominates the industrial districts in NCR that increases pollution. The lists from Rajasthan, Haryana and Delhi are still widely varying: considering the central theme of a common air shed for NCR, which calls for a common approved fuel list for the entire region, as per the report. Experts said that clean fuel transition is critical for finding a permanent solution to air pollution. “This will require rapid transition to natural gas and reliable supply of electricity for industrial processes. Even with the current natural gas infrastructure in Delhi, substantial transition is possible with targeted development,” said Anumita Roychowdhury, executive director, Centre for Science and Environment (CSE). The key industrial districts in the NCR include — Ghaziabad, Panipat, Bhiwadi, Alwar, Gurugram,Gautam Budh Nagar, Faridabad, and the twin towns of Sonipat and Panipat. “NCR needs a district-wide mechanism for enforcement of a clean fuel policy to prevent illegal use of banned fuels. A monitoring and surveillance system and visible display of CTO (Consent to Operate) from pollution control boards by each unit is needed in this regard,” the report said. ‘Will remit issues due to ban on 4-wheelers’ New Delhi: The government will look into the “practical problems” that can arise out of the proposed ban on BS-IV diesel vehicles if air pollution rises to the “severe plus” level, and take a call after holding discussions with people, said Environment Minister Gopal Rai. As part of its new policy to curb air pollution in Delhi-NCR, the CAQM has for the first time recommended to impose the ban on diesel four-wheelers when the AQI breaches the 450 mark.

• Clean Air & Sustainable Mobility

कचरे की आग को कम करने के लिए बेहतर कचरा प्रबंधन पर नजर

नई दिल्ली: ठोस कचरे के जलने और बार-बार लैंडफिल की आग से होने वाले प्रदूषण को कम करने के लिए, राष्ट्रीय राजधानी क्षेत्र में वायु प्रदूषण को कम करने के लिए बुधवार को वायु गुणवत्ता प्रबंधन आयोग (CAQM) द्वारा अधिसूचित संशोधित ग्रेडेड रिस्पांस एक्शन प्लान (Grap) में सूचीबद्ध तरीके हैं। दिल्ली में वर्तमान ठोस अपशिष्ट प्रबंधन प्रणाली में निहित समस्याओं से निपटने के लिए, मुख्य रूप से अपशिष्ट पृथक्करण की कमी। आयोग ने कहा कि अपशिष्ट संग्रह, सामग्री की वसूली और सुरक्षित निपटान के लिए बुनियादी ढांचा पर्याप्त नहीं है, जिसके कारण कचरे को आसानी से निपटाने के लिए जलाया जाता है। नीति ने इसे संबोधित करने के लिए नौ रणनीतियों की रूपरेखा तैयार की है, जिसमें एक ऐसी प्रणाली को अपनाना शामिल है जिसमें प्रतिदिन गीला कचरा एकत्र किया जाता है, जबकि सूखे या गैर-पुनर्नवीनीकरण योग्य कचरे के संग्रह के लिए दिन निर्धारित किए जाते हैं, इसके अलावा संपत्ति कर छूट के माध्यम से स्रोत पर अपशिष्ट पृथक्करण को प्रोत्साहित किया जाता है, और एक कचरा संग्रहणकर्ताओं के साथ छूटग्राही समझौते का ओवरहाल इसलिए भुगतान "टिपिंग मात्रा" के बजाय "कचरे की उपचारित मात्रा" पर आधारित है। IIT कानपुर (2016) द्वारा दिल्ली के वायु प्रदूषण पर एक व्यापक अध्ययन में पाया गया कि अपशिष्ट जलने से परिवेशी वायु में PM10 और PM2.5 (फाइन पार्टिकुलेट मैटर) का लगभग 10% योगदान होता है। शहर में प्रतिदिन 11,144 टन से अधिक नगरपालिका कचरा उत्पन्न होता है और कई अध्ययनों का अनुमान है कि इसमें से 2-3% को खुले में जलाया जाता है, जिससे पार्टिकुलेट मैटर, सल्फर और नाइट्रोजन ऑक्साइड का स्तर बढ़ जाता है। सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) में कार्यकारी निदेशक, अनुसंधान और वकालत अनुमिता रॉयचौधरी, जो नई व्यापक नीति तैयार करने वाले नौ-विशेषज्ञ सदस्यों में से एक हैं, ने कहा कि लैंडफिल आग सहित अपशिष्ट जलने की घटनाओं को कम करने के लिए, ध्यान देना चाहिए स्रोत की कमी पर हो न कि दंडात्मक कार्रवाई पर।

• Clean Air & Sustainable Mobility

Curbing air pollution is among top 10 priorities of Delhi government: Environment Minister Gopal Rai

Gopal Rai, the minister of the environment, has stated that he views research rating Delhi as the most polluted capital city in the world as a challenge rather than as a source of discouragement. New Delhi: Gopal Rai, the minister of the environment, has stated that he views research rating Delhi as the most polluted capital city in the world as a challenge rather than as a source of discouragement. Despite several orders from the Supreme Court, Central Pollution Control Board, and Commission for Air Quality Management (CAQM), the problem of air pollution in Delhi-NCR persists because Delhi's neighbouring states are not serious about implementation, he said in an interview with PTI. “I do not get discouraged. I take it as a challenge. There are cities in India which are more polluted than Delhi. But none of them has worked on the pollution problem like Delhi has. Curbing air pollution is among the top 10 priorities of our government and Delhi has emerged as a fighter city”, When questioned about his thoughts on research designating Delhi as the world's most polluted capital city, he responded. 22 of the world's 30 most polluted cities, including the most polluted capital city in the world, Delhi, are located in India, according to a report published by the Swiss organisation IQAir last year. The first state to implement a tree transplantation strategy and convert all industrial facilities to PNG status is Delhi. He said that we enacted the odd-even (vehicle rationing) plan when no other state had the guts to. According to research done in the past by The Energy and Resources Institute and the Centre for Science and Environment, 31% of the pollution in Delhi is produced locally, and the remaining 80% comes from nearby national capital region locations. Delhi's air pollution is not the only issue. A single airshed covers the territory within 300 kilometres of the national capital. Everyone is impacted by pollution in this area, he claimed.

• Clean Air & Sustainable Mobility

I don't get discouraged by studies ranking Delhi most-polluted capital city in world Gopal Rai

Environment Minister Gopal Rai has said he doesn't get discouraged by studies ranking Delhi as the most-polluted capital city in the world and takes it as a challenge instead. In an interview to PTI, he said the problem of air pollution in Delhi-NCR persists despite several directions by the Supreme Court, Central Pollution Control Board, and Commission for Air Quality Management (CAQM) as Delhi's neighbouring states are not serious about implementation. The minister also said the air pollution issue in the region can only be resolved through a panel of state environment ministers which should meet once every month. “I do not get discouraged. I take it as a challenge. There are cities in India which are more polluted than Delhi. But none of them has worked on the pollution problem like Delhi has. Curbing air pollution is among the top 10 priorities of our government and Delhi has emerged as a fighter city,” Rai said when asked about his opinion on a study ranking Delhi as the most-polluted capital city in the world. A report released by Swiss organisation, IQAir, last year said that 22 of the world's 30 most polluted cities are in India, with Delhi being the most polluted capital city globally. “Delhi is the first state to convert all industrial units into PNG ones and bring in a tree transplantation policy. We implemented the odd-even (car rationing) scheme when no other state had the courage to do it,” he said. On the CAQM's new policy to curb air pollution in Delhi-NCR, Rai said the states need to implement it properly. The policy lists sector-wise action plans to curb air pollution in Delhi-NCR in the next five years. “The problem is that the CAQM cannot implement policies. The states have to do it. Haryana, for example, still allows diesel generator sets in certain areas that lack power supply. It has been going on for years. “We have banned firecrackers bursting in Delhi, but still people do. Where do you think these firecrackers come from?” he asked. Thirty-one per cent of Delhi's pollution is generated locally and the rest comes from neighbouring areas in the national capital region, the minister said, citing studies conducted by The Energy and Resources Institute and the Centre for Science and Environment in the past. Air pollution is not Delhi's problem alone. The area in the radius of 300 kilometres of the national capital comes under a single airshed. Pollution in this range affects everyone, he said. “We need a holistic policy and political will power to address this problem. It won't be resolved until some sort of commitment is made at the ministerial level. “I have been demanding that a committee be constituted at the ministerial level and a joint action plan be prepared to combat air pollution in Delhi-NCR. The panel must meet once every month. Joint action is the only solution for now,” he said. Rai said he has written several letters to Union Environment Minister Bhupender Yadav stressing the need for a panel of ministers and joint action plan but “he's not even responded once”. “We have not lost hope. We need their support and we will continue to ask for it. We are not going to sit idle if the others decide not to cooperate. We will continue to take all measures to reduce our share of pollution. We are also keeping an eye on new technological solutions from around the world to curb air pollution,” he said. Rai said Delhi can even achieve the emission reduction target set under the National Clean Air Programme (NCAP) by 2024 if the neighbouring NCR cities reduce their share of pollution. “Electric buses ply inside Delhi, while diesel-run buses pollute the air on the border,” he pointed out. NCAP covers 132 non-attainment cities, which do not meet the prescribed national ambient air quality standards. These cities have been identified based on the ambient air quality data obtained during the 2011-2015 period under the National Air Monitoring Programme. The acceptable annual standard for PM 10 and PM2.5 is 60 micrograms per cubic metre and 40 micrograms per cubic metre, respectively. In 2017, Delhi's annual PM10 average stood at 240 micrograms per cubic metre. The targeted PM 10 concentration by 2024 is 168 micrograms per cubic metre. On the issue of stubble burning in Punjab, Rai said the AAP government in the state is definitely going to bring a positive change. However, it may take some time to bring the number of farm fires to zero. Punjab generates around 20 million tons of paddy straw annually. Punjab and Haryana attract attention during the paddy harvesting season in October and November with farmers setting their fields on fire to quickly clear off the crop residue before cultivating wheat and potato. It is one of the main reasons for the alarming spike in pollution in Delhi-NCR. Asked if farmers will be fined for burning stubble in Punjab, Rai said one cannot expect the baton to resolve the issue. PTI GVS BUN RCJ RCJ

• Clean Air & Sustainable Mobility

Here's why all states need to be on same page on electric vehicle policy: Explains CAQM report

Though Delhi and the National Capital Region states have drafted policies on electric vehicles replacing diesel ones, these policies vary in scope and approach, says the Commission for Air Quality Management (CAQM). The e-vehicles policy of Delhi, notified in 2020, targets a 25% electrification of all new vehicle registrations by 2024. “This policy also aims to register a minimum of 50% of all new stage carriage buses as e-buses, including both city fleet and fleet for last mile connectivity. All delivery service providers shall convert 50% of their fleet operating in Delhi to electric by 2023 and 100% by 2025,” said the <a href="https://auto.economictimes.indiatimes.com/tag/caqm+report">CAQM report</a> published on Wednesday.<br><br>The policy in Uttar Pradesh, notified in 2019, wants “nearly 10 lakh EVs, combined across all segments of vehicles” by 2024. “There is no vehicle segment-wise target for the state to support this roll-out,” notes CAQM.<br><br>In contrast to Delhi and UP, Haryana’s draft policy does not have an overall electrification target but only aims to convert 100% of the buses owned by the state transport undertakings to e-buses (battery e-vehicles or fuel cell e-vehicles) by 2029, with the first phase of 100% conversion of the bus fleet in Gurgaon and Faridabad by 2024. The policy in Rajasthan, notified last year, also has targets, neither for the overall fleet nor for vehicle segments. The policy recommends only a lump sum as an incentive for EV buyers, the amount depending on the battery capacity of the vehicle.<br><br>CAQM’s report said vehicle electrification targets for NCR in Delhi, Haryana, Rajasthan and UP need to be set in terms of the percentage of the new vehicle sales to be achieved by the end of the plan period while targeting total e-vehicles in particular categories.<br><br>Anumita Roy Chowdhury, executive director (research and advocacy), <a href="https://auto.economictimes.indiatimes.com/tag/centre+for+science+and+environment">Centre for Science and Environment</a>, and a member of the expert group involved in preparing the new Delhi policy said, “The EV policies of the NCR state governments may vary, but have several common elements. It is necessary that all states set time-bound fleet electrification targets and adopt a more harmonized and robust approach towards incentive structures and charging infrastructure with a committed funding strategy to build scale quickly.”<br><br>CAQM’s policy document said the new generation transformation awaiting the motor vehicles sector was large-scale electrification to achieve zero tailpipe emissions with battery-operated vehicles. “On the basis of lifecycle emissions, it is estimated that tailpipe emissions account for as much as 65-80% of automobile emissions. According to an estimate of <a href="https://auto.economictimes.indiatimes.com/tag/niti+aayog">NITI Aayog</a>, despite India’s current energy mix, lifetime emissions from electric vehicles today are 19-34% lower than internal combustion engines,” said the report.

• Solid Waste Management and Circular Economy

India faces uphill battle to reduce mountain of plastic waste

Restrictions aim to tackle problem, but critics say change will be costly Dhiraj Kumar, a vegetable merchant in New Delhi, hands a plastic bag filled with produce over to a customer. It is a daily ritual he has been performing for three decades. The government, however, is pushing to do away with single-use plastics, as the country tries to clean up its reputation as a major plastic polluter. As of this month, 19 types of single-use plastics are banned in India. Plastic bags are not entirely prohibited yet, but by the end of the year they will have to be of greater thickness to promote reuse -- a change critics say will increase expenses. Kumar has no plans to stop using his bags, laughing off the policy. "There are hardly any alternative, viable options available to us," he said. "If we start using paper bags or other available options, our costs will hugely increase and this job will no longer be profitable. It's better they take us to jail, because I cannot pay the fine, even if they take my half-year income." Ice-cream sticks, straws, plastic cups, cutlery, earbuds with plastic and wrapping are among the items covered by the ban. Violators face up to five years in jail, a fine of 100,000 rupees ($1,200) or both. But since the rule was imposed at the beginning of July, there has been little visible change. Sanjay Singh, one of Kumar's customers, echoed the merchant's concern and called it a "lazy policy decision." "We are already witnessing huge inflation and if they start using other bags, the result will be only an increase in the costs for us," said Singh, a government employee. The country's inflation rate in June was 7.01%, government statistics showed on Tuesday, slightly cooler than the previous month. This highlights the enforcement challenge in a country of over 1.3 billion people at a time of serious economic pressure, while at the same time, environmentalists insist something must be done to reduce India's plastic waste. There is conflicting data on just how much plastic garbage is generated in the country. In 2015, government figures stated that 9.5 million tonnes were produced annually. India has ranked at or near the top of rankings of plastics pollution over the years. Figures from the statistics website Our World in Data show India produced 12.99 million tonnes of "mismanaged" plastic waste in 2019, topping China's 12.27 million tonnes. Mismanaged waste is defined as either littered or inadequately disposed of, meaning it is placed in dumps or uncontrolled landfills. Activists question government claims that around 60% of plastic waste is recycled. A 2019 survey by the Centre for Science and Environment, a nonprofit research organization, found that only 12% was actually recycled in India. In 2019, Prime Minister Narendra Modi announced the phasing out of single-use plastics in the country by 2022. Environmental campaigners welcome the ban as a start toward reducing the impact of plastics, even if practical solutions remain elusive. "We are already witnessing the consequences of plastic pollution. It is devastating people and ecosystems," said Avinash Chanchal, campaign manager for Greenpeace India. "Plastic is poisoning communities and choking our oceans," he said. "We have to end the business model which relies on disposable products and one-way packaging." According to a report by advocacy group International Coastal Cleanup, the packaging industry is one of the major culprits behind the plastic waste problem. Yet concerns remain over the feasibility of implementing the prohibition on plastic. "The country got a full one year to implement the ban, but the states did not make the efforts" to wean people off plastic, said Bharati Chaturvedi, an environmentalist and director of the Chintan Environmental Research and Action Group. "Many companies using straws for single-use drinks tried and are still trying to delay the ban." But Chaturvedi also insisted that when it comes to plastic bags like the ones Kumar uses to sell his vegetables, there is an obvious alternative. He said vendors have to collectively ask customers to bring their own bags. Activists say the government needs to take the next step toward doing away with single-use plastics, while making the shift easier for citizens. "The government should come up with a just transition plan to support the small-scale industry and people who are dependent on the plastic industry for their livelihood," said Greenpeace's Chanchal. He is optimistic and believes that India's culture and tradition can play a role. "We should simply go back to our roots and embrace the solutions which we have practiced for many decades," he said. "There are many eco-friendly solutions for single-use plastic and Styrofoam plates, glasses and straws, such as banana leaf and stem plates, et cetera."

• Down To Earth

The cereal monopoly: A recipe for undernutrition

In an effort to counter malnutrition, the Union government introduced rice fortified with iron, folic acid and vitamin B-12 in the country After every visit to the Public Distribution System (PDS) outlet, Shantamma sits on her porch in a village in Chikkaballapur, Karnataka, picking out husk, rocks and other impurities. The slightly discoloured grains of rice she is throwing away are fortified with nutrients, but she does not know this. <p>In an effort to counter malnutrition, the Union government introduced rice fortified with iron, folic acid and vitamin B-12 in the country.</p><p>Like Shantamma, many in her village are in the dark about the rice that they are eating. They are unaware of the controversy surrounding fortification and the dangers it could pose to people with certain illnesses.<div class="ad-320-1023 inart2_processed" id="in-article3-1"></div></p><div id="outstream_ad" style="background-color: transparent;" align="center"></div><p>With a monthly income of Rs 9,000 and a family of four to care for, Shantamma acknowledges that the PDS provides rice and ragi, but it is not enough. “Can we go to sleep with just rice in our stomachs? We need to spend money on vegetables, oil, sugar and pulses,” she says.</p><p>Close to 71 per cent&nbsp;of India cannot afford healthy meals, according to a 2022 report by the Food and Agriculture Organisation (FAO). A diet becomes unaffordable when it costs more than 63&nbsp;per cent&nbsp;of a person’s income. India fares worse than countries like China (12 per cent) and Brazil (19 per cent).</p> <p>A study by the Centre for Science and Environment found that 1.7 million in India die every year due to diseases caused by a poor diet. These figures only show that the country’s food programmes need to begin addressing nutrition insecurity, rather than singularly focusing on food security.</p><p>Mallikarjun, an agricultural labourer in Chikkaballapur, says that the recent rise in food prices means that his family shops for vegetables and meat fewer times in the week. Fruits are out of the question. “With no land to cultivate vegetables, we are forced to buy what we cannot afford. We have just started eating less vegetables,” he says.</p><p>About 60&nbsp;per cent&nbsp;of Indians receive foodgrains through the PDS — a majority of states are supplied with rice and wheat. While the cereal-heavy programme might meet caloric requirements, it masks serious nutritional deficiencies.</p><p>The green revolution increased the country’s dependence on cereal. Overcultivation of cash crops, and the decline of millets, has contributed to the crisis. There is a need to diversify food crops immediately.</p><p>This is evident in the nutritional status of ration cardholders, who score poorly across all indicators. A 2019 study by a private consulting firm assessed the nutritional gaps in households that consumed foodgrains received through the PDS.</p><p>The study revealed that all beneficiaries – men, women, pregnant and lactating women and children – had low levels of basic macro and micronutrients.&nbsp;This included serious deficiencies in protein, fat, calcium, iron and folic acid.</p><p>The study expounds that only 18&nbsp;per cent&nbsp;and 20 per cent&nbsp;of the protein needs of men and women were met through government programmes. Pregnant women, lactating mothers and children, who avail nutritional supplements through the Integrated Child Development Services (ICDS), fared comparatively better. However, at least 50 per cent&nbsp;of their protein needs still went unmet.&nbsp;</p><p>Why do these programmes fail to address nutritional insecurity?&nbsp;The problem, experts say, is with the lack of dietary diversity.</p><p><strong>Monotonous diets</strong></p><p>“We are only providing people with cereal. The body needs more than just carbohydrates – it needs pulses, legumes, eggs, oil and meat. It needs variety,” says Dr Veena Shatrugna, former deputy director of the National Institute of Nutrition, Hyderabad. There are more than 20 micronutrients that the body needs, she explains.&nbsp;</p><p>Most micronutrients are available naturally in legumes, greens, fruits, dairy, egg, meat products and oils, which remain out of reach for many deprived communities.&nbsp;</p><p>“Though the PDS comes under the justiciable right to food, many people, including the government, view it as a charity initiative. They think something is better than nothing,” says Dr Vandana Prasad, a Delhi-based community paediatrician and a public health expert.&nbsp;</p><p>It is natural to crave variety, experts say. To satiate this craving, many people have come to depend on biscuits, chips and other ultra-processed foods. “My child cries if I don’t give him something with his rice, so I end up buying biscuits or chips to go along with his food,” says Geetha (name changed), a construction worker in Bengaluru.&nbsp;&nbsp;</p><p>An excess of these easily available snacks&nbsp;with a cereal-heavy diet can cause obesity and trigger non-communicable diseases like diabetes and hypertension. India already suffers from a diabetic problem of epic proportions with 74.2 million afflicted with the disease. It is only surpassed by China.&nbsp;</p><p>Cereal-heavy diets can also hide malnutrition and keep people from seeking out treatment. “Several studies establish that the effects of undernutrition are severe, affecting thinking, intelligence, cognition and daily activities,” says Dr Prashant N S, assistant director at the Institute of Public Health, Bengaluru.&nbsp;</p><p>According to the World Bank, India loses up to US $12 billion annually due to vitamin and mineral deficiencies.</p><p><strong>Rice fortification</strong></p><p>The latest ‘silver bullet’ to tackle&nbsp;anaemia caused by malnutrition&nbsp;is rice fortification. In his Independence Day address last year, Prime Minister Narendra Modi announced that rice supplied under all schemes would be fortified by 2024.&nbsp;&nbsp;</p><p>The move was not received&nbsp;well by experts, doctors and nutritionists, who have called into question the evidence, effectiveness and ethics behind the decision.&nbsp;&nbsp;</p><p>Evidence to support the effectiveness of fortification in tackling anaemia is nebulous. An RTI query submitted to the Indian Council of Medical Research – National Institute of Nutrition (ICMR-NIN) found that both fortified rice and regular rice in midday meals had a similar effect on the reduction of anaemia.</p><p>Contemporary research also calls into question the high stipulation of iron requirements in the past. “The daily requirement for iron as a nutrient was thought to be very high (before 2020). One could not possibly meet this through a normal diet. Such a situation brings up the need for fortifying the diet,” says Dr Anura Kurpad, professor of physiology and nutrition at St John’s Medical College, Bengaluru. In 2020,&nbsp;new research revealed that a regular, diverse diet could sufficiently meet iron requirements.&nbsp;</p><p><strong>Focus on individual&nbsp;</strong></p><p>For those who do suffer from vitamin and mineral deficiencies, a clinical approach is vital. The PDS, which is designed to count households as units, and not individuals, is insufficient to address malnutrition. “A case management approach is the right way to address nutritional deficiencies. A clinical intervention, with doctors who can monitor and stop dosages, is safe,” says Kavitha Kuruganti, of the Alliance for Sustainable and Holistic Agriculture (ASHA), who&nbsp;was part of a recent fact-finding visit to Jharkhand on rice fortification.&nbsp;</p><p>The fact-finding report observed&nbsp;that fortified rice could be dangerous for people who suffer from thalassemia, sickle cell anaemia, malaria, tuberculosis and even those with severe acute malnutrition.&nbsp;Even people who have the&nbsp;genetic trait and not the clinical disease could absorb an excess of iron and be at risk.&nbsp;</p><p>Kapil Mohan, Additional Chief Secretary of Food and Civil Supplies, Karnataka, explains, “This is only a miniscule amount of the population. The programme will benefit the majority.”&nbsp;</p><p>It is unclear if those with thalassemia and sickle cell anaemia were informed&nbsp;when they were provided with&nbsp;fortified rice. There is also uncertainty whether alternative options will be made available to them at PDS centres.&nbsp;</p><p>In conversation with DH, a PDS dealer, on the condition of anonymity, said that there were no information campaigns about fortified rice in Chikkaballapur. “Vendors like me attended an informational session conducted by the District Commissioner. I only explain to consumers when they ask me about the fortification process,” he says. A vast majority does not ask.&nbsp;</p><p>A lack of effort to raise awareness is a grave violation of citizens' rights to make informed choices. “Citizens should have the first say in what they consume. Their food choices should not be dictated. The government must take a collaborative approach,” says Dr Prasad.&nbsp;</p><p><strong>Unscientific approach</strong></p><p>There is also a tendency to attach a notion of ‘impurity’ towards meat-eating. “There is a push towards vegetarianism that is proving discriminatory towards minority, tribal and scheduled caste communities. For instance, traditionally, many marginalised communities consumed beef which is a cheap and nutritious source of protein and iron,” says Dr Prasad. However, restrictions on beef consumption exist in 20 out of 28 states.</p><p>Meat products have high biological value, since they are rich in protein, iron, vitamin B-12, zinc, selenium and phosphorus. Nutritionists have long advocated for the inclusion of eggs in midday meals due to their high&nbsp;protein, vitamin and mineral content.&nbsp;</p><p>A parent in Bengaluru who receives eggs for her five-year-old daughter through ICDS says, "My daughter goes to the anganwadi for the eggs. She can eat anything with eggs,” she says. Yet, in a country with a meat-eating population of 70 per cent,&nbsp;only 13 states and 3 union territories provide eggs in midday meals.</p><p>Even Karnataka, which started providing eggs in seven districts recently, came out with a National Education Policy position paper that suggests a ban on eggs and meat in midday meals. It claims they lead to ‘lifestyle disorders’.&nbsp;</p><p>Attaching morality to food and nutrition can be extremely detrimental. “People are free to use religion as a justification for their own food choices but not to thrust it upon others,” says Dr Prasad.</p><p><strong>Way forward&nbsp;&nbsp;</strong></p><p>“Food cultures have evolved over long periods. Kitchens were once nutritionally rich places because of the many different varieties of grains, meat, vegetables and fruit,” says Kuruganti.&nbsp;&nbsp;</p><p>Cultivating a holistic diet is inextricable from agricultural diversity. Local food crops, such as millets, have retreated from farms following the green revolution. The lack of crop variety, owing to the rapid expansion of commercial and cash crops, has&nbsp;contributed to poor diets.&nbsp;</p><p>“A serious effort needs to be made to diversify India’s food basket, and to protect farmers who grow diverse foods, rather than just cereals,” concludes Dr Kurpad.&nbsp;</p><p>Without sufficient evidence and stakeholder involvement, the fortified rice project becomes a one-size-fits-all solution. This ignores cultural diversity and nutritional requirements.</p><p>A sound way forward&nbsp;is to adopt a collaborative, decentralised approach. There is a need to empower citizens to make informed choices. Communities have a right to access and consume&nbsp;diverse foods through a public distribution system that makes this possible.&nbsp;&nbsp;</p>

• Clean Air & Sustainable Mobility

Delhi: Diesel curbs fuel heart burn in private car owners

NEW DELHI: The decision to ban diesel vehicles that don’t confirm to BS-VI when Air Quality Index (AQI) is in the “severe-plus” category as part of the new Graded Response Action Plan (GRAP) has come as a bolt from the blue for NCR residents, who said private cars shouldn’t be treated equally to commercial ones. Rajiv Kakria, a GK-I resident and convener of Save Our City campaign, claimed, “There is no empirical evidence that diesel cars pollute to that extent. We are soft targets, which makes it seem that the authorities are doing something. We are also concerned about air pollution, but harping on diesel vehicles is based on exaggerated figures. Why don’t they curtail flights during these months and have an odd-even for aircraft?” Out of the more than 1.3 crore vehicles registered in Delhi, diesel-run vehicles are less than 10 lakh. However, there are a significant number of car users who commute from other parts of NCR to or via Delhi. Mayank Mathur (40), a marketing professional and a resident of Bhiwadi, which is located close to the Rajasthan-Haryana border, said just travelling for work to Dwarka and back meant traversing 120km every day. “I also have to visit other locations sometimes. Keeping these factors in mind, I had opted for a diesel-run car. Though expensive, the car has a lower running cost than its petrol variant. There is no public transport anywhere close to where I live and the new rule has me at a loss as I don’t know how I will commute when it is implemented,” added Mathur. Pankaj Agarwal, general secretary of Delhi RWAs Joint Front, said it must be ensured that the same norm was followed in the entire NCR and only Delhi shouldn’t be “punished”. “The norms also must be fair to all users. There should be a compensatory mechanism for those not allowed to drive a diesel car after 10 years,” he added. Anumita Roychowdhury, executive director, research and advocacy, Centre for Science and Environment (CSE) and a member of the expert group that was involved in preparation of the new policy, said stopping the entry of diesel trucks as an emergency measure was already in place and this was being expanded to include other diesel vehicles. “Diesel emissions are highly toxic and carcinogenic and are responsible for high particulate and nitrogen oxide emissions. The primary focus of the new policy is on systemic solutions in all key sectors of pollution, which, if implemented with speed and scale, will minimise the need for emergency action,” added Roychowdhury. Amit Bhatt, managing director for India, International Council on Clean Transportation, said this would have a huge impact because a lot of vehicles in places like Ghaziabad and Gurgaon run on diesel and are a big source of emission. “The problem of Delhi should be addressed in an air shed much beyond its boundary,” he added.

• Clean Air & Sustainable Mobility

Explained: Delhi's new winter plan to fight rising pollution levels

The Commission for Air Quality Management has revised its set of anti-air pollution measures. Under the revised guidelines, curbing measures will be imposed pre-emptively based on forecasts unlike the previous rules which mandated restrictions only after levels had worsened Poor visibility, a burning sensation in the eyes and gasping for fresh air represent a common winter day in Delhi. The national capital tops every chart of being the most polluted city in the world. At times, the Air Quality Index (AQI) has indicated ‘hazardous’ levels of pollution in Delhi. In a bid to tackle the menace of air pollution, the Commission for Air Quality Management (CAQM) has updated a set of anti-air pollution measures — called Graded Response Action Plan (GRAP) — which will be implemented in Delhi and its vicinity in line with the severity of the situation. The Graded Response Action Plan was notified by the Ministry of Environment and Forests in 2017. It is brought into effect every year mid-October when pollution levels in the region starts deteriorating. Released by CAQM on Wednesday, the new restrictions under GRAP will incorporate the air pollution index which reflects the concentration of pollutants and not just particle matter (PM) 2.5 and 10 that were considered as a trigger to impose the curbs. Moreover, all the restrictions under the three most serious levels will be imposed pre-emptively and not after pollution levels have spiked, according to a Hindustan Times report. Let’s take a closer look at how Delhi plans to control air pollution. Why does Delhi choke every winter? In 2021, Delhi was found to be the most polluted city in the world for the fourth consecutive year. The national capital last year saw 14.6 per cent increase in PM2.5 concentrations than 2020, according to an Economic Times report. Owing to poor air quality, Delhi's city hospitals got more patients with respiratory conditions like asthma, respiratory infections and even heart attacks in 2021. According to an Observer Research Foundation (ORF) report, children are the most vulnerable to pollutants. Poor air quality is directly associated with respiratory problems as deficit in lung function and growth in children. A new study conducted by Energy Policy Institute at the University of Chicago revealed that life expectancy in Delhi is being reduced by 9.7 years due to air pollution. A range of urban factors along with stubble burning by farmers in neighbouring regions contribute to the increasing pollution levels in the national capital. However, the Supreme Court last year said that stubble burning is only partly responsible for pollution in Delhi, according to a Business Standard report. According to a report published by The Outlook, weather plays a key role in increasing pollution levels. Delhi and its neighbouring cities encounter a phenomenon called winter inversion, which results in low wind speeds and combined with a dip in temperature pollutants are brought closer to the ground. Other contributors include construction activities, harmful pollutants emitted by industries as well as the use of fireworks during Diwali which usually falls just before winter arrives in Delhi. ***** Explained: How air pollution is cutting life by 10 years in Delhi Air pollution claims over 10 lakh lives every year and yet we tend to ignore it ***** What do the new GRAP guidelines say? GRAP for the National Capital Region (NCR) has now been classified under four stages based on the severity of air pollution: Stage I- ‘Poor’ (AQI 201-300), Stage II- ‘Very Poor’ (AQI 301-400), Stage III- ‘Severe’ (AQI 401-450) and Stage IV- ‘Severe Plus’ (AQI over 450). Before revising GRAP, the categories were 'Good' (AQI 0-50), 'Satisfactory' (AQI 51-100), 'Moderate' (AQI 101-200), 'Poor' (AQI 201-300), 'Very Poor' (AQI 301-400) and 'Severe' (AQI more than 401). Under the new policy, measures such as ban on entry of trucks and construction activities will be implemented based on the early warning given by forecasting system. Anumita Roy Chowdhury, executive director at Centre for Science and Environment and part of the expert member on GRAP told Hindustan Times, “The idea is to not wait and then take action, but to take action in advance and when GRAP was formed, we did not have forecasting models. Now, these models will be used to forecast in advance and therefore these peak pollution events can be prevented in advance.” The revised GRAP measures call for an embargo on entry of trucks and heavy goods vehicles, except those carrying essential commodities, under the ‘Severe Plus’ (Stage IV) category or when AQI is more than 450. Under ‘Stage III’, when the situation turns severe, authorities will enforce a ban on construction and demolition activities, except essential projects like railways, metros, airports and the like. Along with these activities, brick kilns, hot mix plants and stone crushers that don’t operate on clean fuels will also be prohibited under this stage. A ban on coal and firewood — including the use of tandoors in eateries — and on diesel generator sets can be imposed under ‘Stage I’. The policy also said that state governments can considering allowing 50 per cent staff from public, municipal and private offices to work from home and the closure of educational institutions as part of emergency measures. What do experts say? Experts have lauded the revised GRAP. It is believed that by going for pre-emptive actions based on AQI projections the curbs are expected to bring down peak-level of air pollution in Delhi. Ritwick Dutta, an environmental lawyer and founder of the Legal Initiative for Forest and Environment (LIFE) was quoted in Hindustan Times saying, “The existing plan had been a failure as the implementation was largely taking place during winter and peak-pollution events, but one needs to ensure this gets implemented throughout the year.” He added that pollution levels can cross over 200 even during summers and hence pollution control measures should be implemented in Delhi throughout the year. According to a Times of India report, Anumita Roy Chowdhury, executive director of CSE had similar views about the revised policy. She pointed out that when GRAP was first implemented in 2017, CAQM didn't have the necessary technology to anticipate the worsening condition of air quality. "Earlier, GRAP failed because Delhi did not have a forecasting system in 2016-17. One had to wait for 48 hours. Now, we have better science and IIT Madras has a better forecasting system," she said.

• Clean Air & Sustainable Mobility

EV policy: States need to be on the same page

With the rising demand for to curtail pollution, various Indian states have drafted their own e-vehicle . While some states have set a segment-wise target, the others have opted for an estimated goal, reported TOI citing Commission for Air Quality Management (CAQM) report. For instance, in the national capital Delhi , the drafted policy aims towards achieving a 25% electrification of all new vehicle registrations by 2024. This policy also aims to register a minimum of 50 per cent of all new stage carriage buses as e-buses, including both city fleet and fleet for last mile connectivity. All delivery service providers shall convert 50 per cent of their fleet operating in Delhi to electric by 2023 and 100 per cent by 2025,” TOI quoted CAQM report. National Capital Region (NCR) Haryana, one of the key states of the NCR region, has taken into consideration the electrification of 100% of its state-owned buses. The policy aims towards converting all state-owned buses to e-buses with battery e-vehicles or fuel cell e-vehicles by 2029. The first phase of this conversion of the bus fleet in Gurgaon and Faridabad by 2024. “The EV policies of the NCR state governments may vary, but have several common elements. It is necessary that all states set timebound fleet electrification targets and adopt a more harmonised and robust approach towards incentive structures and charging infrastructure with a committed funding strategy to build scale quickly,” TOI quoted Anumita Roy Chowdhury, executive director (research and advocacy), Centre for Science and Environment, and a member of the expert group involved in preparing the new Delhi policy, as saying.

• Clean Air & Sustainable Mobility

Fighting farm fire with fire in Delhi: A five-year plan

NEW DELHI: The proportion of pollutants from harvest residue burning in Delhi's air last year varied from 4% to 48% on different days. Given the farm fires' big load on air quality, the Commission on Air Quality Management's new policy desires to have harvest stubble taken care of by December 31, 2026. The policy directs the governments of Punjab and Haryana, along with Delhi, to ensure in-situ and ex-situ management of the stubble and to initiate schemes to diversify crops other than paddy, promote short duration paddy varieties and prevent straw burning. In-situ management would have the post-harvest stubbled managed within the field through mulching or decomposition employing bio-decomposers. Ex-situ management would require the stubble to be baled and used as fuel in kilns and powerplants or to make biofuels. However, with no unified plan, such a target relies largely on the capabilities of the different state governments and other agencies that must provide resources to over one million paddy cultivators in Punjab alone. The policy also held the Punjab Preservation of Sub Soil Water Act, 2009, and The Haryana Preservation of Sub Soil Water Act, 2009, responsible for the delayed paddy harvest season. These Acts decree a timeline for crop planting. As Anumita Roy Chowdhury of Centre for Science and Environment explained, "The governments have fixed a date before which paddy cannot be sown in order to preserve the groundwater. Paddy sowing is put off till the monsoon." But delayed planting and harvesting of rice result in a small window for the next crop, shorter than the time a farmer needs to ready the field for wheat planting and forcing him to resort to burning of rice stubble. CAQM wants farmers to cultivate alternative crops that don't necessitate stubble burning and to plant short duration, early maturing varieties of rice like PUSA 44 or Basmati varieties that had soft paddy usable as fodder. It also recommends animal husbandry in Delhi Lal-Dora areas to consume crop residues and paper industry to use agricultural waste. Fighting farm fire with fire in Delhi: A five-year plan TNN | Jul 15, 2022, 07.02 AM IST NEW DELHI: The proportion of pollutants from harvest residue burning in Delhi's air last year varied from 4% to 48% on different days. Given the farm fires' big load on air quality, the Commission on Air Quality Management's new policy desires to have harvest stubble taken care of by December 31, 2026. The policy directs the governments of Punjab and Haryana, along with Delhi, to ensure in-situ and ex-situ management of the stubble and to initiate schemes to diversify crops other than paddy, promote short duration paddy varieties and prevent straw burning. In-situ management would have the post-harvest stubbled managed within the field through mulching or decomposition employing bio-decomposers. Ex-situ management would require the stubble to be baled and used as fuel in kilns and powerplants or to make biofuels. Fighting farm fire with fire in Delhi: A five-year plan However, with no unified plan, such a target relies largely on the capabilities of the different state governments and other agencies that must provide resources to over one million paddy cultivators in Punjab alone. Congratulations! You have successfully cast your vote The policy also held the Punjab Preservation of Sub Soil Water Act, 2009, and The Haryana Preservation of Sub Soil Water Act, 2009, responsible for the delayed paddy harvest season. These Acts decree a timeline for crop planting. As Anumita Roy Chowdhury of Centre for Science and Environment explained, "The governments have fixed a date before which paddy cannot be sown in order to preserve the groundwater. Paddy sowing is put off till the monsoon." But delayed planting and harvesting of rice result in a small window for the next crop, shorter than the time a farmer needs to ready the field for wheat planting and forcing him to resort to burning of rice stubble. CAQM wants farmers to cultivate alternative crops that don't necessitate stubble burning and to plant short duration, early maturing varieties of rice like PUSA 44 or Basmati varieties that had soft paddy usable as fodder. It also recommends animal husbandry in Delhi Lal-Dora areas to consume crop residues and paper industry to use agricultural waste. The new policy also underlines teh importance of a strong biomass supply chain to scale up ex-situ crop residue management and, accordingly, recommends that the railways shift crop residue from Punjab and Haryana to other states. The policy also recommends that till paddy removal remains unmanaged, it must be ensured that no stubble is burnt between 8am and 2pm from September to February every year. Roy Chowdhury said, "On the ground, we understand that there are challenges. So, each intervention requires a response. For instance, a good roster system is needed for bio-decomposers and tools to reach the small farmers. The ground level issues need to be addressed by the governments for these recommendations to work. And there must be accountability."

• Down To Earth

Liveability: Bengaluru’s great fall

Bengaluru’s performance was particularly bad on assessments based on quality of roads, public transport, stability and healthcare Eyebrows went up in collective amusement as a Centre for Science and Environment (CSE) report last June ranked Bengaluru the most liveable city in India. For lakhs of Bengalureans, trapped in gridlocked traffic and tons of muck, it sounded like a sad joke. A year later, stark reality has hit hard with a low global ranking on all things ‘liveable.’ <p>Ranked the least liveable among the five cities that figured in the 2022 Global Liveability Index prepared by the Economist Intelligence Unit (EIU), Bengaluru scored a lowly 46.4. Delhi with 56.5, Mumbai with 54.4, Chennai and even Ahmedabad had better scores. Out of 173 global cities surveyed, the city was ranked 146.</p><p>Bengaluru’s performance was particularly bad on assessments based on quality of roads, public transport, stability and healthcare. Only in terms of culture, environment and education were the scores relatively better.<div class="ad-320-1023 inart2_processed" id="in-article3-1"></div></p><div id="outstream_ad" style="background-color: transparent;" align="center"></div><p>The unrelenting vehicular load has severely stretched the city’s already inadequate road infrastructure. Attempts to shift part of the road traffic to rail, the Namma Metro and suburban rail included, have been painfully slow. The Bangalore Metropolitan Transport Corporation (BMTC), with its fleet not exceeding 6,000, has been thinly stretched.</p><p class="CrossHead"><strong>Opportunity missed</strong></p><div class="wb_eng" id="wb_eng_ad1"></div><p>The government missed a golden opportunity to boost public transport, reminds Dattatreya Devare, a seasoned legal activist and campaigner for a greener Bengaluru. “The Work from Home (WFH) period and resultant reduction in travel demand had given a very good opportunity. A lot of people were working from Tumakuru, Mandya and other places. This was the time to support public transport, so that proliferation of private vehicles could be controlled. But they did not do that,” he recalls.</p><p>The city today is witnessing a tremendous increase in private vehicles, Devare points out. “The congestion is back on many roads. Forget fleet expansion, BMTC now has no money to even pay salaries, the suburban rail could have managed to pick up some load but that too did not happen. They just allowed the situation to drift and in the process, the whole city is now full of private SUVs and cars.”</p><p>Liveability is measured on the basis of factors that provide quality of life: safety, mobility options, employment and educational opportunities, public space, and political stability, notes Nikita Luke, Senior Project Associate for Health and Road Safety at the World Resources Institute (WRI).</p><p class="CrossHead"><strong>Equitable open spaces</strong></p><p>Walkability, public transit and equitable open and green spaces are critical to enhance a city’s liveability, she contends. “In any liveable city, streets and neighbourhoods are designed to encourage walking and cycling instead of driving. The street network is convenient for pedestrians, with low-speed zones, high-quality footpaths, and cycle lanes. Homes, jobs, shops, schools, and other everyday destinations are within easy walking distance of each other.”</p><p>Ideally, in a liveable city, public transport and not driving is promoted. “Most mobility services and mass transit stations are within easy walking distance for residents. Mass transit stations are linked with first and last-mile connectivity for easy and direct access, making it quick, cheap, and convenient for users.”</p><p>Bengaluru clearly lacks sufficient, equitable green spaces for children and adults. “Bengaluru must protect the existing green spaces and resists new development opportunities that compromise them to ensure accessible, high-quality green areas and recreational facilities for all residents,” says Nikita.</p><p>Giving another perspective on the liveability index, ecological architect and urban thinker Sathyaprakash Varanasi reasons: “Liveability can be high if infrastructure is already there, not when it is being created. Citizens go through hell.”</p><p class="CrossHead"><strong>Urban aesthetics</strong></p><p>Linked to liveability is also urban aesthetics, an area where Bengaluru is seeing a decline. “Aesthetic is an expression of human beings, and wherever there is pleasant aesthetics, it means the mind is always happy. The kind of aesthetics we are creating is to announce ourselves. Architecture is no more to quieten the mind, but to provoke the mind here. So it has become a city of provocation, speculation, competition. To me, these are definitely indices of non-liveability,” notes Sathyaprakash.</p>

• Down To Earth

Himachal’s ecology under pressure; around 31 forest fires per day in April-June this year

In the efforts to extinguish the forest fires, three forest department personnel – one each in Una, Renukaji and Shimla – died during field operations. Roshan Lal, 66, is livid. He is yet to come to terms with the damage caused to a forest near his village, that caught fire on June 12. Lal, an agriculturist from Jangi village in Kinnaur district of Himachal Pradesh, told Mongabay-India that he had not seen a forest fire of this scale before. The fire spread over three kilometres and engulfed hundreds of trees and green cover. It took around three days to extinguish the fire but by then, over 2,000 bighas (161 hectares) of forest land had been affected by the fire. Himachal Pradesh recorded 2,763 incidents of forest fires this year from April 1 to June 30, which is the highest figure recorded by the state’s Forest Protection and Fire Control division, since 2007. While three forest officers lost their lives in efforts to control the fires, over 23,000 hectares of forest area were affected, including thousands of hectares of new plantations. Senior forest officers state that dry weather spells and human negligence or wilful destruction could be the reasons for the fires. The local people see the incidents as an outcome of large scale development projects that are tampering with the local ecology. Reginald Royston, District Forest Officer (DFO), Kinnaur, informed Mongabay-India that the report about the exact damage due to the forest fire was still being compiled. However, on the ground, the destruction is quite visible. The fire has affected the ecologically and economically significant deodar and blue pine trees valued for their timber, he said. “Hundreds of chilgoza pine trees, which produce edible nuts and are a major source of livelihood for residents of Jangi village, were destroyed,” said Lal. The affected area, was also home to Himalayan tahr and the black bear, according to Jangi residents. They suspect human tampering as the reason for the fire. However, DFO Reginald Royston said since the fire occurred on high mountain slopes where there is no human habitation, the department was not able to reach any conclusion whether the fire incident was accidental or a deliberate attempt. “But one possible reason is the prolonged dry spell in the area, which massively reduced the moisture level of the forest, thereby making them more prone to acute fire,” Royston clarified. Record breaking fire incidents The forest area in Himachal Pradesh, covers 66 percent of the state’s geographical area and is rich in biodiversity, playing a vital role in preserving the fragile Himalayan ecosystem. The rising fire incidents in Himachal Pradesh have become a major cause of worry for authorities and citizens, especially when forests are not only crucial for the state’s environmental, ecological and economic well-being, but also provide environmental services to the lowland states. Several districts of Himachal Pradesh have seen forest fires this year, reveals government data. As per the data shared by Himachal Pradesh’s Forest Protection and Fire Control Division with Mongabay-India, the state recorded 2,763 fire incidents from April 1 to June 30 this year, the usual forest fire season, with an average of 31 fires per day. Dharamshala district topped the chart with 618 fire incidents in this period, followed by Chamba (522), Mandi (364), Shimla (286), Hamirpur (285), Rampur (190), Bilaspur (151) and Solan (110). This, according to the division’s records, is the highest figure recorded by the division since its opening in Bilaspur in 2007. Comparatively, in previous years, fire incidents in an entire year have been lower than the 2,763 incidents recorded in the state so far. The fiscal year 2021-22 saw 1,275 fire incidents. while 2020-21 had 1,045 fires and 2019-20 had 1,445 fires. Until this year, the highest number of forest fires in a year were in 2009-10 (1,906) and 2018-19 (2,544). About 23,239 hectares of forest area, which is about 0.45% of the state’s area, were affected in these fire incidents. The total valuation of the impact of the fires was Rs. 64 crores (Rs. 640 million), data revealed. Of the total affected area, 18,600 hectares were part of natural forest areas, and another 4,500 hectares were new plantations, for which the forest department spends a significant amount of money each year on increasing forest cover. In the efforts to extinguish the forest fires, three forest department personnel – one each in Una, Renukaji and Shimla – died during field operations. Speaking to Mongabay-India, Anil Sharma, Chief Conservator of Forest (CCF), Forest Protection and Fire Control Division, said that most of the forest fire incidents in Himachal were that of ground fires. “Internationally, forest fires are classified into two-three major categories in which the crown fire (which spreads through the crown (top) of the trees and consumes all the part of the tree), is the most intense and difficult to control. Another category is the ground fire in which loss to the forest is there, but it mostly burns its ground cover and affects the soil,” Sharma explained. “In this year’s forest fires, the incidents of crown fires were very limited. It was mostly ground fires. There is a chance of revival of green cover of the fire-damaged forest following a good rainy season,” he added. He also revealed that the state’s chir pine forest, which is spread over 1,259 kms and constitute 3.4 percent of the total forest area of the state is more prone to fire incidents due to its physiology. The department has identified 2,026 beats as per the sensitivity level of the forest fires out of which 339 beats are highly sensitive. Rainfall deficiency, dry weather and other factors CCF Anil Sharma told Mongabay-India that the forest fires in most cases are the result of human negligence. “For instance, if someone threw a burning cigarette or if farmers ignore some burnt leftovers in their fields adjoining the forest areas, it could result in the forest area catching fire. Some fires were intentional too, for the purpose of getting good quality of grass fodder after monsoon.” “But the prolonged dry spell and higher than normal temperature this season in Himachal actually exacerbated the situation,” said Sharma adding, “The dry leaves in the forest became highly inflammable and spread the fire in forests.” As per the data obtained from Himachal Pradesh Meteorological Department, the state witnessed 95 percent and 90 percent deficient rainfall in the months of March and April respectively, which according to the director Surender Paul was the highest since 2002. In the months of May and June too, the rainfall deficiency was 23% and 48% respectively, with the upper reaches of Himalayas witnessing unprecedented rainfall deficiency. Combined with this, the state recorded 27 heatwave days, the third highest in the country after Rajasthan (39) and Madhya Pradesh (38), revealed the report by Centre for Science and Environment (CSE), a Delhi-based non-profit, based on the data from India Meteorological Department (IMD). While the Met Department predicts normal rainfall from July onwards, Jiya Lal, an environmental activist based in Kinnaur told Mongabay-India, “We all must introspect why there is a huge variation in rainfall and snowfall patterns in the state in past one decade or so.” Lal said that it is the direct consequences of the large-scale development projects that have disturbed overall state’s ecology. “Besides, global as well as other domestic climate change phenomena is helping in recurrence of dry spells more often than before in Himachal. The net result is immense damage to forest resources, wildlife and the environment,” Lal added. On how forest fire incidents can be controlled, CCF Anil Sharma said that it is impossible to stop all fire incidents. The key is ‘staying aware’. “We conduct mass contact programmes with the local people, panchayats, school children, to make them aware about the damages caused by forest fires to the forest resources, wildlife and the environment,” he said. ADVERTISEMENT CONTINUE READING BELOW Sharma said that they have also tied up with Forest Survey of India in Dehradun, and through the help of satellites the authorities from there send an alert whenever they notice smoke billowing in any part of the state’s forest area. “This helps us to reach the spot at the earliest and take all possible means to stop it from spreading further,” he concluded.

• Clean Air & Sustainable Mobility

Delhi launches new plan to tackle air pollution, brakes likely on entry of trucks

The new policy provides for these measures to kick-in based on the early warning pollution forecasting system. NEW DELHI: Winter is still a few months away, but considering the alarming spike in air pollution post-Diwali every year, the Commission for Air Quality Management for Delhi-NCR has readied its plan to fight the annual battle with toxic air well ahead of time. The new policy, besides calling for larger interventions, has revamped the Graded Response Action Plan (GRAP) or the emergency action plan introducing some stringent measures, including ban on diesel-run four-wheelers (except for BS-VI compliant vehicles or those providing emergency services) in Delhi and bordering districts as well as on medium and heavy goods vehicles. The modified GRAP measures also call for a ban on entry of trucks except those carrying essential commodities within the city as well as on Delhi-registered medium and heavy goods vehicles under the ‘severe plus’ (when AQI is more than 450) or emergency category. So far, GRAP that comes into effect every winter (October 15 – March 31) to deal with different levels of air pollution, measures such as ban on entry of trucks and construction activities used to be implemented in a pre-emptive manner. The new policy provides for these measures to kick-in based on the early warning pollution forecasting system. According to experts in the nine-member panel, which formulated the new policy to curb pollution, ban on diesel-run four-wheelers under ‘severe plus’ category of pollution will help curb the extremely high pollution , as diesel is a major contributor to PM 2.5. Pushing for harsher curbs on the entry of heavy vehicles into Delhi’s city limits, the Commission for Air Quality Management (CAQM) for Delhi-NCR and adjoining states has formulated a new policy mandating new measures under the Graded Response Action Plan (GRAP). The ban under the emergency action plan will likely include diesel-run four-wheeled vehicles (LMVs), Delhi-registered diesel-run medium and heavy goods vehicles within city limits when air quality is in ‘severe plus’ or ‘emergency’ category. However, the plan mulls excluding BS-VI complaint vehicles or those providing emergency services. So far entry of trucks (except those carrying essential commodities) used to be restricted under the emergency action suggested under GRAP, which remains on the list of banned activities even now. The other measures include shutting down of schools, colleges and educational institutions, encouraging workplaces to have 50% work from home (WFH) and ban on construction and demolition projects, which have been implemented over the past years as well. The GRAP was first notified in 2017 by the Central Pollution Control Board (CPCB) to deal with different levels of pollution mainly during the winters when Delhi-NCR sees major smog episodes. The measures under the emergency action plan every year kick-in from October 15 and remain in place till March 31 depending on the categories of pollution during this time. Instead of previously existing five-six categories based on the levels of PM 2.5 and PM 10 --- the most prominent pollutants in the region – newly-modified GRAP now has four major categories of adverse pollution levels based on the air quality index (AQI) instead. These categories are – Stage-I, poor (201-300); Stage II, very poor (301-400); Stage III, severe (401-450); and Stage IV, severe plus or emergency (AQI>450). According to experts in the nine-member panel that have helped formulate the policy, the key regulations under the severe plus, severe and very poor stages will be invoked at least three days in advance of pollution predicted to reach that category based on the early warning pollution forecasting system developed by the Indian Institute of Tropical Meteorology, Pune. The GRAP has been modified to make emergency action more preventive than reactive, said experts. “The measures under GRAP have been revamped given the early warning system with the idea of cutting down on pollution levels before they go too high. Restricting the entry of diesel-run four-wheelers, trucks and medium and heavy goods vehicles under severe plus category will help in a major reduction in vehicular emissions which are the biggest contributor to PM 2.5 levels,” said Anumita Roychowdhury, executive director, Centre for Science and Environment (CSE) and a member of the panel. The CAQM had set up a nine-member panel to help formulate a policy that offers a permanent solution to the problem of air pollution in the region, which sees extremely high levels of pollution during winter months, in particular during November-December. ACTION SUGGESTED UNDER STAGES II, III & IV Severe plus Stop entry of truck traffic into Delhi (except those carrying essential commodities); ban on plying of Delhi registered diesel-run medium and heavy goods vehicles (except those carrying essential commodities); ban on plying of four-wheeler LMVs in Delhi and NCR districts bordering Delhi (except for BS-VI compliant vehicles and those carrying essentials); state governments to decide on allowing 50% staff strength to work from home (WFH); state governments may consider emergency measures like closure of schools/colleges/ educational institutions, plying of vehicles on odd-even basis; ban on industries in NCR operating on fuels other than PNG; ban on C&D activities in linear public projects such as highways, roads, flyovers, over bridges Severe State governments in Delhi-NCR may impose restrictions on BS-III petrol and BS-IV diesel LMVs (four-wheeled vehicles); ban on construction and demolition activities across Delhi-NCR (except emergent projects); regulate operation of industries in NCR not operating on PNG/clean fuels; shutting down of brick kilns, hot mix plants etc not operating on clean fuels; ban on mining activities in NCR Very poor Ban on diesel generator (DG) sets except for emergency services, ban on coal and firewood used in open eateries/restaurants across Delhi and adjoining NCR cities NEW MEASURES UNDER GRADED RESPONSE ACTION PLAN (GRAP) GRAP now has four categories of adverse air quality based on air quality index (AQI) Stage-I poor (201-300); Stage-II very poor (301-400) Stage-III severe (401-450) Stage-IV severe plus (AQI>450) Action suggested under stages II, III and IV to be invoked three days in advance based on early warning pollution forecasting system

• Clean Air & Sustainable Mobility

NEW DELHI: Winter is still a few months away, but considering the alarming spike in air pollution post-Diwali every year, the Commission for Air Quality Management for Delhi-NCR has readied its plan to fight the annual battle with toxic air well ahead of

NEW DELHI: The capital suffocates under smog every winter with the pollution monitoring agencies and enforcement bodies acting only after the city is right in the midst of a crisis. 1 However, changes announced on Wednesday in the Graded Response Action Plan (GRAP) - a set of anti-pollution measures which are staggered depending on the severity of the crisis and a minimum number of days it persists - will let the authorities take appropriate measures three days before the situation deteriorates to make some real difference. This will be facilitated by the latest technology which will help in anticipating the pollution levels in the near future. While earlier restrictions under GRAP were implemented only after the PM2.5 levels in Delhi-NCR remained beyond 'severe' levels for at least 48 hours, the new GRAP, revised by the Centre's panel, Commission for Air Quality Management (CAQM), will implement the curbs based on forecasts made by Indian Institute of Tropical Meteorology. The new plan also entails a ban on four-wheeler diesel vehicles, including cars, running on BS-IV in Delhi and the bordering districts of NCR, if the AQI breaches the 450 mark. Experts: Early warning may help avert severe episodes Under the new GRAP for Delhi-NCR, there will be four different stages of adverse AQI: Stage I – Poor (AQI 201-300); Stage II – Very Poor (AQI 301-400); Stage III – Severe (AQI 401-450); and Stage IV – Severe Plus (AQI over 450). For these four different stages, GRAP will recommend a slew of specific measures, including a ban on the use of coal and firewood, diesel generator sets, construction, brick kilns, hot mix plants and other industries not operating on clean fuels and plying of diesel trucks in the city beside others. The GRAP has also left some scope for the state governments to take additional measures, such as announcing work-from-home and vehicle rationing schemes. Experts have welcomed these changes in the hope that the restrictions based on an early warning will help in averting worsening of pollution. “The framework for GRAP implementation has been refined to make it more preventive than reactive. Recent improvements in pollution forecasting allows us to have early warning systems to help implement preventive measures as per the AQI levels and avoid adding more pollution when a smog episode is expected to build up,” says Anumita Roychowdhury, executive director-research and advocacy, Centre For Science and environment. A member of the committee that brought about the changes in GRAP, Roychowdhury pointed out that when GRAP was first notified in January 2017 and was implemented in October that year, they didn’t have the necessary technology to anticipate the worsening of the situation. “Earlier, GRAP failed because Delhi did not have a forecasting system in 2016-17. A very basic forecasting used to happen at that time. So, one had to wait for 48 hours. Now, we have better science and IITM has a better forecasting system. Of course, CAQM and CPCB have to work together to see how the curbs can be implemented,” she added. CAQM has underlined that while it was necessary to introduce these changes, lack of adequate and appropriate infrastructure poses a hurdle in tackling pollution. “These measures help prevent adding of more pollution when the natural ventilation index is low and pollution cannot disperse. These are drastic but temporary measures. These measures need to be refined from time to time according to the exigency. However, the scope of application of these measures also remains limited if the systemic and infrastructure-level changes are inadequate in pollution sectors. For instance, vehicle restraint measures are difficult to implement during smog episodes if the public transport infrastructure is inadequate in the region,” said the CAQM.

• Clean Air & Sustainable Mobility

What We Really Lose When We Lose Our Environmental Protection Laws

The environment ministry’s proposal to weaken laws that deter environmental and ecological degradation threatens human health as well as important legal principles. Industry leaders must realise that many environment laws are apiece with the historical evolution of environmental consciousness in the country and can’t be wished away. Especially pernicious is the ministry’s idea to transform criminal offences into civil offences, which won’t deter the mega-corporations that are today’s biggest polluters. The first ever UN ‘Earth summit’ on the environment held in Stockholm in 1972 was appropriately, and simply, named the UN Conference on Human Environment. Those were early days in people’s growing environmental consciousness. The people were correctly worried about their own health and well-being being adversely affected by the pollution of their environment, chiefly their air and water. In India, these concerns found expression in a slew of legislative actions led by the vision and energy of the then Prime Minister, Indira Gandhi, who – at the Stockholm conference – was the only head of state to participate other than the prime minister of the host country, Olof Palme. In her regime came first the Wildlife (Protection) Act 1972 followed by the Water Act in 1974. The Forest (Conservation) Act 1980 and the Air Act 1981 came in Gandhi’s second tenure as the prime minister, while the Environment (Protection) Act 1986 was promulgated in Rajiv Gandhi’s term. The Environment (Protection) Act was a response to the ghastly environmental tragedy that unfolded on the night of December 2-3 in Bhopal, when around 4,000 people died and several lakh were affected, many crippled for life. Perusing the preambles of the Water and Air Act and the Environment (Protection) Act makes it amply clear that these instruments were not brought into force for any altruistic love of clean water or air but because polluted water and air is a human health hazard. These were selfish pieces of legislation on the part of Indian parliamentarians, since they wished themselves to lead healthy lives, and wished the same for their compatriots and other life forms found in the land. The preamble to the Environment (Protection) Act in particular couldn’t have been clearer about this (emphasis added): An Act to provide for the protection and improvement of environment and for matters connected therewith: WHEREAS the decisions were taken at the United Nations Conference on the Human Environment held at Stockholm in June, 1972, in which India participated, to take appropriate steps for the protection and improvement of human environment; AND WHEREAS it is considered necessary further to implement the decisions aforesaid in so far as they relate to the protection and improvement of environment and the prevention of hazards to human beings, other living creatures, plants and property… A law is as effective as the penal clause that it advertises. Without an effective penal deterrent, it is just a worthless piece of paper. The Indian Penal Code, which is concerned largely with offences against ‘persons’ and ‘property’, helps maintain social order in society using the fear of punishment, including in the form of fines, imprisonment and even death in extreme cases. The loss of one’s social standing brought on by imprisonment is a more effective deterrent than monetary fines, no matter the quantum. So when the Union environment ministry wished in response to representations received from some quarters – read: polluters, current and potential – to soften the existing penal clauses in the Water, Air and Environment Acts, it is effectively admitting that the apex environmental guardian of the nation is okay with people facing health hazards, including deadly diseases from the consumption of polluted water, the inhalation of polluted air and the overall degradation of the life-environment. For how can ‘ease of doing business’, no matter how dirty, be compromised for the sake of health and welfare? We build hospitals for the sick, after all! Ironically, on March 1, 2022, Union environment minister Bhupender Yadav had himself released a report by the Centre for Science and Environment that said India has accounted for one of every four deaths worldwide due to air pollution in 2019. What form does the environment ministry’s decriminalisation take vis-à-vis these Acts? Effectively, the ministry is proposing to replace the penal clauses in these Acts – which currently provide for court action and followed by punishment by imprisonment and fines upon conviction – with only monetary fines, to be adjudicated by an executive authority appointed by the state. In legal terms, the ministry is proposing to convert a criminal offence into a civil offence. Imagine, for example, committing a murder and getting away by paying a fine. This analogy may not even be tenuous: polluting the air and the water is no less heinous than murder; it is just that the consequences play out in a matter of years, instead of hours. If the proposed dilution of the provisions of the Water, Air and Environment Acts are given effect, the door will open wider to en-masse risks to human health even as two well-established environmental principles – non-regression and ‘polluter pays’ – will go out the window. The two principles The principle of non-regression states that the ‘state should not weaken environmental laws’. It finds mention in at least 147 constitutive documents around the world and has been understood to be an essential part of the right to a healthy environment. In India, it finds expression in Article 21 of the Constitution, which includes the right to a healthy environment as interpreted by the Supreme Court. If lawmakers of the 1970s and 1980s incorporated the risk of imprisonment upon conviction for a violation of the Water, Air or Environment Acts as a deterrent against irresponsible, and increasingly wilful, acts by polluters, then there is no case today to replace it with simple fines, no matter how hefty. In short, the move itself would be illegal in the teeth of Article 21. ‘A polluter must pay and stop pollution’ is in a nutshell the message of the ‘polluter pays’ principle. The Supreme Court has in several cases emphasised it to be an integral part of India’s environmental jurisprudence. Here, ‘pay’ is not limited to monetary fines but also includes imprisonment upon conviction in a court. Limiting it to mean only money will change ‘polluter pays’ to ‘pay and pollute’. And who really fears monetary fines today? Certainly not the megacorporations that are also today’s worst offenders on this count. What exactly is the industry’s problem? As we understand, industrialists in India face two key challenges in the context of environment protection laws. One is the need to acquire several prior permissions from different agencies, according to procedures defined by different laws, before setting up a new industrial plant. And two: allegedly frequent rent-seeking by the implementers of these laws. Industry leaders must realise that many environment laws are apiece with the historical evolution of environmental consciousness in the country – so they can’t simply be wished away. The industry may at best seek the replacement of several laws by a single omnibus legislation that meets the environmental protection needs of the country without compromising on the rigour of the laws themselves. Surely the industrialists, their employees and all their children also need clean water and air and a safe environment as much as others. As for the rent-seeking: it is essentially a governance challenge that the executive cannot overcome by diluting existing laws. There is little, if any, guarantee that the executive office of the proposed adjudicating officer dispensing fines will itself not become another rent-seeker while also remaining vulnerable – unlike, presumably, judicial action – to undue external pressure. To be clear, the government has advanced an impression that its proposal is to decriminalise these laws by replacing criminal punishment, including imprisonment, for supposedly minor offences like non-submission of reports. But a fine reading of the proposal as found in the public domain reveals this to be not true. One example to show how little thought has gone into these amendments is the proposal to vest the role of the adjudicating officer in the office of the already overburdened district magistrates. This could become a recipe for bulldozing mechanisms for clean water, air and safe environment into the forgotten corners of our district collectorates. Three ways forward At this point, there are three reasonable ways forward. Union environment minister Bhupender Yadav is known for his youthful energy and has reportedly visited a large number of national parks and sanctuaries and a number of expert institutions associated with his ministry. This was presumably to get a first-hand feel of ground realities and is most welcome. On similar lines, the minister should visit some of the known ‘critically polluted’ locations like Chandrapur, Maharashtra; Korba, Chhattisgarh; Singrauli, Madhya Pradesh; Ankleshwar and Vapi, Gujarat; Pali, Rajasthan; and Patancheru-Bollaram, Telangana. Here, he should consider interacting with the people suffering through the polluted air, water and air – before deciding if what he is proposing is the right thing to do. Concurrently, there should be a series of public consultations in person at representative locations in the country, where the concerned officials present their understanding of the need for the proposed change, to an audience consisting of different stakeholders. Just a public notice with a strict time-frame in which to respond is hardly a substitute for participatory decision-making. Let us not forget that Jairam Ramesh, the environment minister in 2009, set a sterling precedent by engaging in such a series of consultations in the matter involving Bt brinjal. Photo: Nayan Bhalotia/Unsplash The environment ministry’s proposal to weaken laws that deter environmental and ecological degradation threatens human health as well as important legal principles. Industry leaders must realise that many environment laws are apiece with the historical evolution of environmental consciousness in the country and can’t be wished away. Especially pernicious is the ministry’s idea to transform criminal offences into civil offences, which won’t deter the mega-corporations that are today’s biggest polluters. The first ever UN ‘Earth summit’ on the environment held in Stockholm in 1972 was appropriately, and simply, named the UN Conference on Human Environment. Those were early days in people’s growing environmental consciousness. The people were correctly worried about their own health and well-being being adversely affected by the pollution of their environment, chiefly their air and water. In India, these concerns found expression in a slew of legislative actions led by the vision and energy of the then Prime Minister, Indira Gandhi, who – at the Stockholm conference – was the only head of state to participate other than the prime minister of the host country, Olof Palme. In her regime came first the Wildlife (Protection) Act 1972 followed by the Water Act in 1974. The Forest (Conservation) Act 1980 and the Air Act 1981 came in Gandhi’s second tenure as the prime minister, while the Environment (Protection) Act 1986 was promulgated in Rajiv Gandhi’s term. The Environment (Protection) Act was a response to the ghastly environmental tragedy that unfolded on the night of December 2-3 in Bhopal, when around 4,000 people died and several lakh were affected, many crippled for life. Laws and penalty Workers cut-down trees for the Metro car shed project in the Aarey colony of Mumbai, Saturday on October 5, 2019. Photo: PTI Perusing the preambles of the Water and Air Act and the Environment (Protection) Act makes it amply clear that these instruments were not brought into force for any altruistic love of clean water or air but because polluted water and air is a human health hazard. These were selfish pieces of legislation on the part of Indian parliamentarians, since they wished themselves to lead healthy lives, and wished the same for their compatriots and other life forms found in the land. The preamble to the Environment (Protection) Act in particular couldn’t have been clearer about this (emphasis added): An Act to provide for the protection and improvement of environment and for matters connected therewith: WHEREAS the decisions were taken at the United Nations Conference on the Human Environment held at Stockholm in June, 1972, in which India participated, to take appropriate steps for the protection and improvement of human environment; AND WHEREAS it is considered necessary further to implement the decisions aforesaid in so far as they relate to the protection and improvement of environment and the prevention of hazards to human beings, other living creatures, plants and property… A law is as effective as the penal clause that it advertises. Without an effective penal deterrent, it is just a worthless piece of paper. The Indian Penal Code, which is concerned largely with offences against ‘persons’ and ‘property’, helps maintain social order in society using the fear of punishment, including in the form of fines, imprisonment and even death in extreme cases. The loss of one’s social standing brought on by imprisonment is a more effective deterrent than monetary fines, no matter the quantum. So when the Union environment ministry wished in response to representations received from some quarters – read: polluters, current and potential – to soften the existing penal clauses in the Water, Air and Environment Acts, it is effectively admitting that the apex environmental guardian of the nation is okay with people facing health hazards, including deadly diseases from the consumption of polluted water, the inhalation of polluted air and the overall degradation of the life-environment. For how can ‘ease of doing business’, no matter how dirty, be compromised for the sake of health and welfare? We build hospitals for the sick, after all! Ironically, on March 1, 2022, Union environment minister Bhupender Yadav had himself released a report by the Centre for Science and Environment that said India has accounted for one of every four deaths worldwide due to air pollution in 2019. Decriminalisation A couple poses during a pre-wedding photo shoot near India’s Presidential Palace, which is shrouded in smog, New Delhi, November 5, 2021. Photo: Reuters/Anushree Fadnavis What form does the environment ministry’s decriminalisation take vis-à-vis these Acts? Effectively, the ministry is proposing to replace the penal clauses in these Acts – which currently provide for court action and followed by punishment by imprisonment and fines upon conviction – with only monetary fines, to be adjudicated by an executive authority appointed by the state. In legal terms, the ministry is proposing to convert a criminal offence into a civil offence. Imagine, for example, committing a murder and getting away by paying a fine. This analogy may not even be tenuous: polluting the air and the water is no less heinous than murder; it is just that the consequences play out in a matter of years, instead of hours. If the proposed dilution of the provisions of the Water, Air and Environment Acts are given effect, the door will open wider to en-masse risks to human health even as two well-established environmental principles – non-regression and ‘polluter pays’ – will go out the window. The two principles Vedanta’s alumina refinery has been cleared for a six-fold expansion, its fly ash waste dumps set to grow to nearly 733 hectares at peak capacity. The dumps are located at the mouth of the Vamsadhara river that flows all the way to the city of Visakhapatnam. May 2017. The principle of non-regression states that the ‘state should not weaken environmental laws’. It finds mention in at least 147 constitutive documents around the world and has been understood to be an essential part of the right to a healthy environment. In India, it finds expression in Article 21 of the Constitution, which includes the right to a healthy environment as interpreted by the Supreme Court. If lawmakers of the 1970s and 1980s incorporated the risk of imprisonment upon conviction for a violation of the Water, Air or Environment Acts as a deterrent against irresponsible, and increasingly wilful, acts by polluters, then there is no case today to replace it with simple fines, no matter how hefty. In short, the move itself would be illegal in the teeth of Article 21. ‘A polluter must pay and stop pollution’ is in a nutshell the message of the ‘polluter pays’ principle. The Supreme Court has in several cases emphasised it to be an integral part of India’s environmental jurisprudence. Here, ‘pay’ is not limited to monetary fines but also includes imprisonment upon conviction in a court. Limiting it to mean only money will change ‘polluter pays’ to ‘pay and pollute’. And who really fears monetary fines today? Certainly not the megacorporations that are also today’s worst offenders on this count. What exactly is the industry’s problem? Baiga Adivasis in a protest walk. Credit: Wikimedia Commons As we understand, industrialists in India face two key challenges in the context of environment protection laws. One is the need to acquire several prior permissions from different agencies, according to procedures defined by different laws, before setting up a new industrial plant. And two: allegedly frequent rent-seeking by the implementers of these laws. Industry leaders must realise that many environment laws are apiece with the historical evolution of environmental consciousness in the country – so they can’t simply be wished away. The industry may at best seek the replacement of several laws by a single omnibus legislation that meets the environmental protection needs of the country without compromising on the rigour of the laws themselves. Surely the industrialists, their employees and all their children also need clean water and air and a safe environment as much as others. As for the rent-seeking: it is essentially a governance challenge that the executive cannot overcome by diluting existing laws. There is little, if any, guarantee that the executive office of the proposed adjudicating officer dispensing fines will itself not become another rent-seeker while also remaining vulnerable – unlike, presumably, judicial action – to undue external pressure. To be clear, the government has advanced an impression that its proposal is to decriminalise these laws by replacing criminal punishment, including imprisonment, for supposedly minor offences like non-submission of reports. But a fine reading of the proposal as found in the public domain reveals this to be not true. One example to show how little thought has gone into these amendments is the proposal to vest the role of the adjudicating officer in the office of the already overburdened district magistrates. This could become a recipe for bulldozing mechanisms for clean water, air and safe environment into the forgotten corners of our district collectorates. Three ways forward Union environment minister Bhupender Yadav at the COP26 summit in Glasgow, November 13, 2021. Photo: Reuters/Phil Noble At this point, there are three reasonable ways forward. Union environment minister Bhupender Yadav is known for his youthful energy and has reportedly visited a large number of national parks and sanctuaries and a number of expert institutions associated with his ministry. This was presumably to get a first-hand feel of ground realities and is most welcome. On similar lines, the minister should visit some of the known ‘critically polluted’ locations like Chandrapur, Maharashtra; Korba, Chhattisgarh; Singrauli, Madhya Pradesh; Ankleshwar and Vapi, Gujarat; Pali, Rajasthan; and Patancheru-Bollaram, Telangana. Here, he should consider interacting with the people suffering through the polluted air, water and air – before deciding if what he is proposing is the right thing to do. Concurrently, there should be a series of public consultations in person at representative locations in the country, where the concerned officials present their understanding of the need for the proposed change, to an audience consisting of different stakeholders. Just a public notice with a strict time-frame in which to respond is hardly a substitute for participatory decision-making. Let us not forget that Jairam Ramesh, the environment minister in 2009, set a sterling precedent by engaging in such a series of consultations in the matter involving Bt brinjal. Second, let the environment ministry draft an omnibus law for climate change and the human environment that incorporates the provisions of the Water, Air and Environment (Protection) Acts, and such that the combined law presents a single window of approval for any existing or prospecting business-person wishing to set up an industrial facility. Finally, let the environment ministry revive the proposal for a ‘National Environment Protection Agency’ (suggested but not realised in the time of Jairam Ramesh as environment minister). This will help set up an independent implementer of environmental laws with full authority and accountability.