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Experts Suggestion: No ‘Health Star’ rating on junk food packages, ‘Warning’ label needed, consumers warned

The consumers of the country need to be made aware of the health star rating given on packaged junk food. Health experts on Wednesday issued a warning saying the Food Safety and Standards Authority of India (FSSAI) should issue warning labels on such products instead of health star ratings, as they are misleading and may cause more harm than good to consumers. are being proved. Rating grades food items The Health Star rating is a labeling system that grades packaged foods on a scale of one to five stars. Experts have said that if the government is really serious about the epidemic of obesity and non-communicable diseases, then consumers need to be careful about junk food through warning labels. These health experts had reached the National Conclave on Sustainable Food Systems organized by the Center for Science in Nimli, Rajasthan. misleads consumers CSE Director General Sunita Narayan leading the event said that the Health Star rating on packaged junk food is actually designed to mislead the consumer. Emphasizing on these, the Food Safety and Standards Authority of India (FSSAI) will license junk food, but the opposite should be done. He said that it is very important to give warning label on these products. Other countries also rejected it About 50 experts from across the country participated in this deliberation programme. Let us tell you here that the health star rating is displayed on the basis of an algorithm on the back-end. It is only adopted voluntarily in a few countries such as Australia and New Zealand and is only on some food products. CSE said it has been rejected in many other countries as well, as it may mislead the consumer. Experts said that front-of-pack labeling will best remain with a specific warning label. Preparing to take this plan forward Front-of-pack labeling on packaged foods was first recommended by a committee led by the Food Safety and Standards Authority of India. CSE was also a part of this committee. Due to pressure from the food industry, FSSAI came up with another draft in 2019. The food industry was still not happy and the draft was scrapped. Discussions took place on the labeling design from January-June 2021. The report said that after consultations in February, the authority plans to go ahead with the Health Star rating.

विशेषज्ञों का सुझाव: जंक फूड पैकेज पर 'हेल्थ स्टार' रेटिंग नहीं, 'वार्निंग' लेबल की जरूरत, उपभोक्ताओं को किया सचेत

पैकेज्ड जंक फूड पर दी जाने वाली हेल्थ स्टार रेटिंग के प्रति देश के उपभोक्ताओं को सचेत किए जाने की जरूरत है। स्वास्थ्य विशेषज्ञों ने बुधवार को चेतावनी जारी करते हुए कहा कि भारतीय खाद्य सुरक्षा और मानक प्राधिकरण (एफएसएसएआई) को इस तरह के उत्पादों पर स्वास्थ्य स्टार रेटिंग के बजाय चेतावनी लेबल जारी करना चाहिए, क्योंकि वे भ्रामक हैं और ग्राहकों को अच्छे से ज्यादा नुकसान पहुंचाने वाले साबित हो रहे हैं। खाद्य पदार्थों को ग्रेड करती है रेटिंग गौरतलब है कि हेल्थ स्टार रेटिंग एक लेबलिंग प्रणाली है, जो एक से पांच स्टार के पैमाने के आधार पर पैकेज्ड खाद्य पदार्थों को ग्रेड करती है। विशेषज्ञों ने कहा है कि अगर सरकार मोटापे और गैर-संचारी रोगों की महामारी के बारे में वाकई में गंभीर है, तो उपभोक्ता को चेतावनी लेबल के माध्यम से जंक फूड के बारे में सावधान करने की जरूरत है। ये स्वास्थ्य विशेषज्ञ राजस्थान के निमली में सेंटर फॉर साइंस द्वारा आयोजित नेशनल कॉन्क्लेव ऑन सस्टेनेबल फूड सिस्टम्स में पहुंचे थे। उपभोक्ताओं को करती है गुमराह सीएसई की महानिदेशक सुनीता नारायण ने इस कार्यक्रम का नेतृत्व करते हुए कहा कि पैकेज्ड जंक फूड पर मौजूद हेल्थ स्टार रेटिंग दरअसल, उपभोक्ता को गुमराह करने के लिए डिजाइन की गई है। इन पर जोर देते हुए ही भारतीय खाद्य सुरक्षा और मानक प्राधिकरण (एफएसएसएआई) जंक फूड को लाइसेंस देगा, लेकिन किया इसके विपरीत जाना चाहिए। उन्होंने कहा कि इन उत्पादों पर वार्निंग लेबल दिया जाना बेहद जरूरी है। दूसरे देशों ने भी इसे खारिज किया इस विचार-विमर्श कार्यक्रम में देशभर के लगभग 50 विशेषज्ञ शामिल हुए थे। यहां आपको बता दें कि स्वास्थ्य स्टार रेटिंग को बैक-एंड पर एक एल्गोरिदम के आधार पर दर्शाया जाता है। यह केवल ऑस्ट्रेलिया और न्यूजीलैंड जैसे कुछ देशों में स्वेच्छा से अपनाया जाता है और महज कुछ खाद्य उत्पादों पर होती हैं। सीएसई ने कहा कि इसे कई अन्य देशों में भी इस खारिज कर दिया गया है, क्योंकि यह उपभोक्ता को गुमराह कर सकता है। विशेषज्ञों ने कहा कि फ्रंट-ऑफ-पैक लेबलिंग में सबसे अच्छा विशिष्ट चेतावनी लेबल होना रहेगा। इस योजना को आगे बढ़ाने की तैयारी भारतीय खाद्य सुरक्षा और मानक प्राधिकरण की अगुआई वाली समिति द्वारा सबसे पहले पैकेज्ड खाद्य पदार्थों पर फ्रंट-ऑफ-पैक लेबलिंग की सिफारिश की गई थी। सीएसई भी इस समिति का एक हिस्सा था। खाद्य उद्योग के दबाव के कारण एफएसएसएआई 2019 में एक और मसौदा लेकर आया। खाद्य उद्योग अभी भी खुश नहीं था और इस मसौदे को निरस्त कर दिया गया था। जनवरी-जून 2021 से लेबलिंग डिजाइन को लेकर विचार-विमर्श हुआ। रिपोर्ट में कहा गया कि फरवरी में परामर्श के बाद प्राधिकरण की योजना हेल्थ स्टार रेटिंग के साथ आगे बढ़ने की है।

Expert Tip: No ‘Star Health’ Rating on Junk Food Packages, ‘Warning’ Label Needed, Consumers Warn

The nation’s consumers should be aware of the health star rating given to packaged junk food. Health experts on Wednesday issued a warning saying the Food Safety and Standards Authority of India (FSSAI) should issue warning labels on such products rather than health star ratings as they are misleading and can cause more harm. good for consumers. Classification of food items The Health Star rating is a labeling system that rates packaged foods on a scale of one to five stars. Experts have said that if the government is really serious about the epidemic of obesity and noncommunicable diseases, consumers should beware of junk food through warning labels. These health experts had come to the National Conclave on Sustainable Food Systems organized by the Center for Science in Nimli, Rajasthan. mislead consumers CSE CEO Sunita Narayan, who led the event, said the Health Star rating of packaged junk food is actually designed to mislead the consumer. Emphasizing this, the Food Safety and Standards Authority of India (FSSAI) will authorize junk food, but the reverse should be done. She said that it is very important to give a warning label on these products. Other countries also rejected it. Around 50 experts from all over the country participated in this deliberative program. Let us tell you here that the health star rating is displayed based on an algorithm in the back-end. It is only voluntarily adopted in some countries, such as Australia and New Zealand, and only in some food products. CSE said it has also been rejected in many other countries as it can mislead the consumer. Experts said front-of-package labeling is best left with a specific warning label. - Advertisement - Preparing to carry out this plan Front labeling of packaged foods was first recommended by a committee led by the Food Safety and Standards Authority of India. CSE was also part of this committee. Due to pressure from the food industry, the FSSAI submitted another draft in 2019. The food industry was still not happy and the draft was scrapped. Discussions on the design of the labeling were held from January to June 2021. The report says that after consultations in February, the authority plans to go ahead with the Health Star rating. ,

Its time Indian consumers warned about how bad, unhealthy junk food is

Health Star Ratings are designed by the powerful food industry to mislead the consumer, food experts said Instead of the 'Health Star Ratings', as proposed by the Food Safety and Standards Authority of India (FSSAI), which will "mislead the consumers", the Centre for Science & Environment (CSE) on Wednesday demanded that warnings about unhealthy levels of salt, sugar, and fat be featured on junk food. "Health Star Ratings are designed by the powerful food industry to mislead the consumer. By pushing these, the FSSAI will give license to glorify junk foods, which is the opposite of what should be done", CSE Director General Sunita Narain said. India can't afford the epidemic of obesity and non-communicable diseases. It is time the Indian consumer is warned about how bad and unhealthy junk food is," she said. She was leading the expert deliberation on the need for front-of-pack warning labels on ultra-processed junk foods at Nimli as part of a workshop on food safety and junk food labelling, a statement said here. Front-of-pack labelling on packaged foods was first recommended by an FSSAI-led committee formed in 2013 (CSE was part of this committee). The FSSAI then came up with a draft regulation in 2018, which had strict thresholds - limits to know unhealthy levels - based on those developed by the WHO for countries like India in the South-East Asia Region. "Due to industry pressure, FSSAI came up with another draft in 2019. The food industry was still not pleased and this draft was repealed. From January-June 2021, stakeholder consultations were held on the labelling design to be adopted, thresholds to make applicable and nutrients to be displayed. The latest consultation took place in February 2022, when it was made clear that FSSAI plans to go ahead with the "Health Star Rating'," the CSE statement said. "The sole objective of the stakeholder consultations, which were heavily dominated by the packaged food industry, was to come up with a labelling system, which is industry-friendly," said CSE's Programme Director, Sustainable Food Systems, Amit Khurana. Health Star Rating is a labelling system which includes depiction of 1 to 5 stars on packaged foods. These stars are depicted based on an algorithm at the back-end, which is not known to consumers. "Given all the evidence, if front-of-pack labelling are to cater primarily to public health goals, they must take the form of warning labels and not health star ratings," reiterated Vandana Prasad, a community paediatrician, Public Health Resource Network, Delhi. "We hope the FSSAI will withstand the pressure of food processing companies and meet this requirement urgently."

CSE report: State of Biofertilizers and Organic Fertilizers in India (2022)

It is becoming clearer by the day that chemical fertilizers are not a sustainable solution to the problem of depletion of soil nutrients as a result of agriculture, particularly crop production. Biofertilizers and organic fertilizers not only provide nutrients to crops, they also help in restoring soil health and ecological balance. As we (re)discover the power and potential of biofertilizers and organic fertilizers, we need to ensure their quality and accessibility. The report by Centre for Science and Environment (CSE) assesses the state of biofertilizers and organic fertilizers in India. It also suggests ways and means by which their production and use can be promoted. Only 2.7 percent (3.8 million ha) of net sown area (140.1 million ha) in India is covered under organic and natural farming. This is after a decade and a half of India’s first organic farming policy of 2005. One of the reasons for this slow transition towards non-chemical agriculture is the lack of access to cost-effective and quality biofertilizers and organic fertilizers. Both Biofertilizers and Organic Fertilizers have so far received limited attention and support by the central and most state governments compared to what chemical fertilizer sector receives. Consequently, these sectors have remained largely unorganised and underutilised. This has resulted in issues related to poor quality, inadequate production, limited demand and trust among farmers, which collectively is impacting the upscaling of transition towards non-chemical agriculture. This is despite a growing realisation that chemical-dependent agriculture is severely affecting the health of soil and is not sustainable. The good part is that some initiatives are being taken in certain states and at the individual level. But it is not enough and a lot needs to be done, if organic and natural farming is to become a mass movement in this country, specifically, when there is high capacity to produce biofertilizers and potential to source organic fertilizers. CSE's latest report presents data and analysis on the state of Indian soil health; consumption of chemical fertilizers and subsidy given; production and quality of biofertilizers and organic fertilizers and success of policies and programmes implemented to promote their use and production. It also identifies barriers in the growth of biofertilizers and organic fertilizers and recommendations to promote their production and use. Kindly click here to access the report 'State of Biofertilizers and Organic Fertilizers in India', prepared by Centre for Science and Environment. Please click here and here to access the report 'Evidence (2004–20) on Holistic Benefits of Organic and Natural Farming in India: CSE'.

A Proposed Roadmap to Enhance Last-Mile Connectivity in India’s Metro Rail Transit Systems

Farha Irani Evidence from several countries suggests that last-mile connectivity solutions—the transport options available to commuters from the origin of their journey to the point of accessing a public transit system—enhance citizens’ mobility and increase metro rail ridership. This brief evaluates India’s operational metro rail transit systems to identify the missing links in the provision and effective implementation of last-mile connectivity. It assesses India’s existing policies related to metro rail transit systems and several global practices to present a holistic view of last-mile connectivity initiatives. The brief offers specific recommendations for structured last-mile connectivity to improve the commuter experience and augment the sustainability gains from metro rail transit systems.\ By 2025, India’s population is expected to grow to 1.4 billion,[1] about 40 percent of whom are urban. The number of cities with populations exceeding 50 million is projected to double by 2025,[2] 15 cities are estimated to have a population of over 10 million, and 85 cities will have between one million and 10 million people. This population growth will accentuate the existing pressures on India’s public transportation systems. In India, the size of a city and the percentage of daily trips[a] taken by commuters are directly linked. A 2008 study by the Ministry of Housing and Urban Affairs (MoHUA) estimated that the number of daily trips in the top 87 urban centres will more than double from 228 million in 2007 to 482 million in 2031.[3] This growth has increased the demand for public transport, which most Indian cities have been unable to meet due to the prevailing imbalance in the modal split[b] favouring private vehicle usage amid the inadequate public transport infrastructure and its suboptimal use. Metro rail transit systems encounter the same issues as other public mass transit systems. It is essential to provide easy access for commuters to the metro stations to increase the ridership and efficiency of India’s metro rail transit systems. However, the provision of economical and convenient last-mile connectivity—the transport options available to a commuter from the commencement of a trip to the point of accessing a public transit system (see Figure 1)—is a much-neglected area of planning in Indian cities. This brief assesses the need to improve and expand public transportation services in Indian cities by integrating different transit modes and enabling commuters to effectively transfer between them to enhance last-mile connectivity to metro rail transit systems. Public Transportation in India: An Overview The rapid growth of India’s urban population has triggered an increased demand for transport in the cities and surrounding areas, with commuters taking multiple long trips each day. This has also meant an augmented need for public transport. Public transportation systems account for 30 percent of trips in cities with populations between one and two million, 42 percent in areas with populations between two and five million, and 63 percent in cities with populations over five million (see Figure 2).[4] However, given the inadequacy of the public transportation system in meeting the demand for transport, the dependence on private vehicles has increased exponentially.[6] As a result, while the number of cities in India increased threefold (from 2,363 to 7,935) and the urban population increased five times (from 79 million to 377 million) between 1961 and 2011, the number of private vehicles increased 200 times (from 0.7 million to 142 million).[7] Metropolitan cities constitute the maximum share of this private vehicular growth, with New Delhi leading. Within the urban transport framework, intermediate public transport (IPT) modes, such as auto-rickshaws, cycle rickshaws, battery rickshaws and taxis, constitute up to 8 percent of daily trips in Indian cities. Although convenient, IPT modes are expensive to use, often costing the commuter over 50 percent of the total journey fare.[8] Additionally, they can ferry a limited number of commuters compared to public transportation systems, thereby taking up more road space. Commuters may also face different site-specific challenges. For instance, the public transportation system may be too far to access, may require navigating through uneven footpaths and hazardous street crossings, or may not be entirely safe, especially for women commuters. In addition, an undesirable and unsafe pedestrian environment forces commuters to switch to using private vehicles. The potential extra time needed and inconvenience faced while travelling from home to a transit station and from the station to the destination is a major deterrent to public transport use. This is further exacerbated by the lack of physical integration for different modes at transit stations, leading to accessibility issues that create a mental block against using public transport. The lack of information on the availability of parking spaces, public transport schedules, and traffic signage also act as deterrents. City planning in India has often not accounted for the most vulnerable users of public transport systems—low-income groups, persons with disabilities, the elderly, women, and those with debilitating medical conditions. In addition, footpaths and other pedestrian facilities are not equipped for universal accessibility, which may discourage economic, social, and cultural participation.[9] Urban planners and managers have become cognisant of the need to establish a city-wide integrated and multimodal transportation system to address challenges and promote the use of public transportation. However, several independent agencies plan, manage and operate the different transport modes in India. These agencies are not accountable to each other and often lack any coordination. At the same time, no agency has been mandated to integrate different public transit services and private modes, which is a major issue. Commuters may use one or several modes of transport to complete a journey. Public transit agencies typically provide bus and rail services that may form the nucleus of such trips, but commuters must complete the first and last portions of their trips on their own—they must walk, drive, or be driven to the closest station. This is referred to as the ‘first and last-mile’ of the user’s trip, or ‘last-mile connectivity’ (see Figure 1). Last-mile connectivity boosts the overall efficiency of a public transit system. Last-mile connectivity highlights the significance of planning for an enhanced commuter environment in the larger context of the station catchment area,[c] ­ in contrast to the current myopic approach of station-centric infrastructure. The provision of last-mile connectivity is imperative to shift private car users to public transportation services. Public mass transit systems serve a growing city’s economic and social requirements. Therefore, all efforts should be focused on enhancing ridership and the easy transfer of commuters to their primary transportation mode. Poor last-mile connectivity forces commuters to rely on private vehicles, aggravating traffic congestion and increasing journey times, fuel consumption and pollution. Metro rail scenario The metro rail has played a key role in reducing urban transport-related issues, such as traffic congestion, air and noise pollution, and accidents. It is also a faster and safer mode of mass transport.[10] As a result, many Indian cities have developed or are seeking to develop metro rail transit systems. At the same time, most existing metro systems in the country have not achieved their projected ridership (see Figure 3), despite a growing demand for transit options.[11] This shortfall has been attributed to fare hikes, poor last-mile connectivity, a lack of integration and operational reforms, and enabling policies for private-vehicle use (such as the availability of economical or free parking and subsidised road taxes for cars).[12 While feeder services, which transfer commuters to metro stations from their points of journey origin (shared autos, minibuses, shuttle cabs, or app-based bikes and cars), exist for operational metros, they are limited to a few places. The demand for last-mile connectivity is mainly met through IPT services, which may be expensive and confined to specific regions. In addition, the infrastructure surrounding the metro stations, which make up the last-mile connectivity system, is beyond the jurisdiction of metro agencies, raising accessibility issues for commuters. The lack of dedicated walking and cycling paths further hinders access to metro stations. Although metro agencies have begun to integrate innovative technologies and business models to enhance the level of service at metro rail transit systems, the majority of these are small-scale pilot projects that deploy feeder services to metro systems. Additionally, there is also a lack of sufficient data on the impact of last-mile connectivity services on metro systems or the reduction of private vehicle usage. This makes it difficult to assess the importance of last-mile connectivity for Indian cities. Last-Mile Connectivity: Policies in Focus While India’s major transport policies promote public transit systems, multimodal integration, and non-motorised transport (NMT), they are largely silent on the last-mile connectivity aspect. As more cities across the country build metro networks, the role of last-mile connectivity in consolidating the advantages of public transport and promoting sustainable transportation goals must be prioritised through policies. The 2014 National Urban Transport Policy (NUTP)[14] focuses on the movement of people rather than vehicles (see Figure 4). The movement of pedestrians and persons with disabilities generating zero-emissions is prioritised, followed by NMT (bicycles), public transport, IPT users, and lastly, those using private modes of transport. According to the NUTP, this structure of priority will help reduce congestion and emissions arising from the use of private modes of transport. Similarly, for metro networks, pedestrians and NMT modes are given precedence for first and last-mile connectivity, and the NUTP mandates that facilities for these modes be provided within 50 metres of metro stations. The next important aspect is pick-up and drop-off facilities for feeder services (to be located less than 100 metres from metro stations’ entry and exit structures), followed by IPT stops, private vehicles pick-up and drop-off facilities and parking spaces. The MoHUA’s 2017 Metro Rail Policy[15] focuses on improving last-mile connectivity for metro commuters. As part of the existing last-mile connectivity provisions, the ministry has focused on feeder bus services, e-rickshaws, rentable smart cycles, e-scooter services, and partnerships with cab aggregators. A further objective is to ensure that the cheapest mass transit mode is selected and used for public transport. Additionally, the policy mandates that every metro rail plan include proposals for feeder systems that enhance the catchment area of each metro station by at least five kilometres. The provision of last-mile connectivity through pedestrian pathways, NMT infrastructure, and the induction of facilities for IPT modes are essential requirements to avail any central assistance for the planned metro rail projects. Metro rail executing agencies, such as the Delhi Metro Rail Corporation (DMRC), Bengaluru Metro Rail Corporation Limited (BMRCL) and Mumbai Metropolitan Region Development Authority (MMRDA), are beginning to adopt plans focused on first and last-mile connections in an attempt to go beyond traditional practices (see Table 1). The DMRC is providing multiple options to enhance last-mile connectivity, which is also crucial given the increasing vehicular congestion and pollution in Delhi and the surrounding areas. The DMRC is encouraging the adoption of electric mobility through partnerships with YULU (micro-mobility vehicle startup), SmartE (providing e-rickshaws), and cab aggregator Uber, among others.[16] Additionally, the Delhi Transport Corporation currently operates about 174 non-AC CNG buses on 32 routes that are available at 69 metro stations. However, the infrequent service of such feeder buses, especially during peak hours, means commuter usage is poor. This can be addressed by assessing demand levels on all routes to enhance coverage and operational efficiency. In its 2021 report on the traffic situation in Delhi, the Parliamentary Standing Committee on Home Affairs[17] recommended multimodal integration at metro stations to encourage commuters to use public transport and discourage the use of private vehicles for long distances. Multimodal integration plans for 59 stations have been firmed up for Phase-III of the metro project, and another 96 stations are under finalisation. However, the committee raised concerns that the lack of coordination between the various project executing agencies (the DMRC, the Public Works Department and the Municipal Corporation of Delhi) could affect the swift implementation of these plans. In Bengaluru, the BMRCL has added inexpensive travel options like e-cycle rentals and e-bikes to the existing bus service operated by the state-owned Bengaluru Metropolitan Transport Corporation (BMTC). The BMTC manages metro feeder bus services covering 17 metro stations and running 1,981 trips.[18] In addition, bengaluru-based bike-sharing startup Bounce operates keyless scooters, and YULU provides e-bikes at several metro stations.[19] Similarly, in Mumbai, last-mile connectivity is set to improve as new innovative solutions have been implemented across the currently operational Metro Line-1. Ahead of more lines becoming functional, the MMRDA, World Resources Institute India, and Toyota Mobility Foundation jointly launched the Station Access and Mobility Program to foster public-private partnership through innovative data and technology-based solutions to improve crowd management and last-mile connectivity to the Mumbai metro. Three startups—Orbo.ai, MYBYK and AllMiles—were selected to roll out solutions at the Metro Line-1 stations.[20] While Orbo.ai uses artificial intelligence to reduce travel time through the fare collection gates, MYBK and AllMiles provide app-based transport facilities for last-mile connectivity. As a result, Mumbai Metro One Private Limited, the operator of the Metro Line-1, launched a bicycle-on-rent service in collaboration with MYBYK to enhance last-mile connectivity. Global Experiences Polluted air, economic costs, and increased stress levels associated with traffic congestion make it imperative for cities worldwide to reduce the number of private cars and develop efficient public transport solutions. But while metro, bus, or tram networks help ease congestion, they must also be financially feasible for commuters and operators. Planning for improved access to transit systems, focusing on NMT, is practised worldwide through different innovative approaches. In Asia, Singapore is rolling out its National Cycling Plan (NCP) to utilise bicycles to provide last-mile connectivity for mass rapid transit systems.[21] Given the country’s limited land resources, Singapore facilitated a smart first and last-mile strategy by building a cycling network, part of the NCP, and redesigning streets to enable pedestrians, cyclists, buses, and cars to coexist. The Land Transport Authority (LTA) plans to increase the country’s cycling path network by a third, to 1,000 kilometres by 2040, an increase from the 2013 commitment to construct 700 kilometres of cycling paths by 2030. Expanding Singapore’s cycling path network is part of LTA’s vision to improve first and last-mile connectivity while creating a ‘45-minute city with 20-minute towns’ (where commuters need only a 45-minute journey to get to work, and 20 minutes to reach amenities within residential towns). Similarly, the UK is exploring the ‘travel hub’ concept as an alternative to the traditional ‘park and ride’ idea of leaving private cars in a designated facility and taking public transport for the remainder of the journey. A travel hub is a bus, tram, metro, or train station with more facilities than the existing public transport stops, with walking and cycling as the dominant modes of access. It enables easy access to public transport facilitates and an interchange between different transport modes. It also provides regular public transit services and makes clear and comprehensive travel information available. Crucially, where large car parks are needed to accommodate private cars that are the dominant or sole mode of access for ‘park and ride’ facilities, this need is done away with in the ‘travel hubs’ concept since connectivity by other modes like cycling is improved. Pilot projects for ‘BiTiBi’[d],[22] implemented in Barcelona (Spain), Milan (Italy), Liverpool (UK) and Ghent (Belgium) were funded by the European Union between 2014 and 2017. Data showed that around 10 percent of bicycle parking users at railway stations were previously car users for the whole distance, and a further 15 percent to 20 percent stopped driving to the railway station.[23] Europe’s Sustainable Urban Mobility Plan (SUMP)[24] is another initiative that guides cities to make better transport strategies. A city-specific SUMP considers the whole functional urban area and foresees collaboration across different policy areas, levels of government, and with locals and other principal stakeholders. It ensures a variety of sustainable transport options for commuters and goods, with due consideration for locals and the urban environment. The French experience shows that it takes one to three years to prepare a SUMP. Since 1996, all French cities with more than 100,000 inhabitants have been obligated to develop and implement the SUMP. Although SUMPs are concerned with all urban transport modes, the French promote cycling, and cyclists and cycling organisations are important stakeholders and contributors in the SUMP process when identifying problems, objectives, and measures.[25] Achieving Last-Mile Connectivity for Metro Rail Transit Systems Structured last-mile connectivity could play a vital role in the twin pursuits of retaining and augmenting the sustainability gains from metro rail transit systems and improving the commuter experience. Tailoring last-mile connectivity options to the needs of commuters at metro stations will go a long way in its adoption. This can be done in four ways—physical, service, information, and institutional integration (see Figure 5). a. Physical Integration Expanding the metro rail network to bring stations closer to residential areas and prominent destinations, adding new stations on the existing network, creating a comfortable walking and cycling environment near metro stations, and providing infrastructure for e-mobility and shared modes are effective physical interventions to ensure structured last-mile connectivity systems. State governments in India can consider adopting transit-oriented development within 500 metres on either side of metro corridors to promote integrated land use and transport planning. This will encourage high-density developments near metro stations so that more people can stay or work near a station and walk directly to it. Planners should also consider providing ground-level or underground direct access from nearby developments to metro stations. The quality of access, while a fraction of the total cost of a metro rail system, directly influences its ridership. An efficiently accessible station area will maximise metro ridership, enable a barrier-free environment, manage parking effectively, provide affordable options to commuters, and create vibrant public spaces. This will help realise the economic development benefits of metro rail systems and serve the commuters’ needs. b. Service Integration Authorities must enable integrated planning of different modes of transport at station areas. The integration of the various public transport, IPT, and NMT modes with the metros will achieve a better level of service at the stations and improve the connectivity at station areas for the smooth and orderly movement of vehicular and pedestrian traffic. It is also essential to increase the frequency of feeder services and synchronise frequencies and headways with metro rail services to reduce the wait time for commuters while changing transport modes. c. Institutional Integration Different agencies regulate last-mile connectivity services. For example, the state transport departments typically govern taxis and auto-rickshaws. Likewise, creating pathways for cycling and walking is under the purview of the urban local bodies, while lighting for the pathway is the mandate of the electricity service provider. The lack of coordination, coupled with each institution forming its own rules and procedures, eventually hinders the execution of well-intentioned policies and plans. Metro rail authorities must collaborate with the various service providers to seamlessly integrate all last-mile connectivity plans. d. Information Integration Available data and technology solutions will further strengthen the effort to promote last-mile connectivity. Providing real-time service information on the arrival and departure of feeder services will encourage commuters to use public transport modes. For example, an urban bus service should be integrated with metro rail services, such that when a train arrives, it must have bus services available within a short time. Similarly, the integration of fare payments between feeder services and the metro rail and enabling smart cards and cashless transactions for fare payments will make things easier for metro rail users. Conclusion Metro rail transit systems facilitate the quick movement of people, goods and services, significantly improving a city’s economic competitiveness. They also reduce per capita vehicle ownership and usage, resulting in decreased traffic congestion, reduced parking and transport costs, and minimal per capita traffic accidents.[26] Thus, metro rail transit systems encourage compact and walkable development patterns in urban areas. Providing safe and accessible last-mile connectivity is important to reap the benefits of metro rail transit systems. Creating a network of safe and commuter-friendly last-mile connectivity solutions to access metro stations is imperative to ensure the long-term sustainability of such a mass transit system. Getting commuters to their destination requires collaboration between multiple stakeholders to design, develop, and implement a cohesive network of integrated transport modes. New infrastructure built to bridge accessibility gaps without proper access cannot be fully utilised. Public transit agencies and government organisations responsible for streets and infrastructure must work together to establish accessible and safe last-mile connectivity services to metro rail transit systems. Doing so will effectively improve people’s quality of life and positively impact urban economic growth. It may also inspire and serve as a model of development for other public mass transit systems. Endnotes [a] The entire journey from the point of origin to the destination. [b] Defined as the percentage of commuters using a specific transport mode compared to the ratio of all trips made. [c] Ideal walking distance (500 metres) from the mass transit station. [d] A ‘bike-train-bike’ solution, where commuters use bicycles for short distances and trains for longer distances. [1] NITI Aayog, Government of India, Demographic Scenario 2025, by P.N. Mari Bhat, New Delhi. [2] NITI Aayog, Demographic Scenario 2025. [3] Ministry of Housing and Urban Affairs, Government of India, Study on Traffic and Transportation Policies and Strategies in Urban Areas in India, by Wilbur Smith Associates, New Delhi, 2008. [4] Ministry of Home Affairs, Government of India, Census 2011 (New Delhi: Office of the Registrar General & Census Commissioner, 2011). [5] Ministry of Home Affairs, Census 2011. [6] Ministry of Road Transport & Highways, Government of India, Road Transport Year Book (2017-18 & 2018-19) (New Delhi: Transport Research Wing, 2021). [7] Anumita Roychowdhury et al., Good News & Bad News: Clearing the Air in Indian Cities (New Delhi: Centre for Science and Environment, 2013). [8] Ministry of Housing and Urban Affairs, Government of India, Improving and Upgrading IPT Vehicles and Services: A Study (New Delhi: Institute of Urban Transport India, 2014). [9] United Nations Department of Economic and Social Affairs, “World Programme of Action Concerning Disabled Persons,” United Nations. [10] Ministry of Housing and Urban Affairs, Government of India, Metro Rail Policy, 2017 (New Delhi: Ministry of Housing and Urban Affairs, 2017). [11] Anumita Roychowdhury et al., The Cost of Urban Commute: Balancing Affordability and Sustainability, (New Delhi: Centre for Science and Environment, 2019). [12] Roychowdhury et al., The Cost of Urban Commute: Balancing Affordability and Sustainability. [13] Roychowdhury et al., The Cost of Urban Commute: Balancing Affordability and Sustainability. [14] Ministry of Housing and Urban Affairs, Government of India, National Urban Transport Policy, 2014 (New Delhi: Institute of Urban Transport India, 2014). [15] Ministry of Housing and Urban Affairs, Metro Rail Policy, 2017. [16] Delhi Metro Rail Corporation, “Last Mile Connectivity,” Delhi Metro. [17] Parliament of India, Department-Related Parliamentary Standing Committee On Home Affairs, Rajya Sabha, Government of India, Two Hundred Twenty Eighth Report Action Taken By Government On The Recommendations/Observations Contained In The Two Hundred Twenty Second Report On The Management Of Worsening Traffic Situation In Delhi (New Delhi: Rajya Sabha Secretariat, 2020). [18] Bengaluru Metro Rail Corporation Limited, Joint Venture of Government of India and Government of Karnataka. [19] Bengaluru Metro Rail Corporation Limited, Joint Venture of Government of India and Government of Karnataka. [20] Toyota Mobility Foundation. [21] Ministry of Transport, “Efficient Transport Strategy,” Government of Singapore. [22] BiTiBi – Bike Train Bike, “Combining Bicycles & Trains in EU Cities,” European Commission. [23] BiTiBi, The Pilot Projects Step by Step: Final Results, European Commission. [24] European Commission, European Platform on Sustainable Urban Mobility Plans, Guidelines for developing and implementing a Sustainable Urban Mobility Plan (2nd edition) by Rupprecht Consult, Germany, 2019. [25] European Cyclists’ Federation, “SUMPs: Sustainable Urban Mobility Plans,” ECF. [26] Ministry of Housing and Urban Affairs, Study on Traffic and Transportation Policies and Strategies.

How bad air in Delhi is adding to summer of discontent

NEW DELHI: Delhi's air quality improved on Friday to the best of this month due to drizzle and strong winds the previous evening. However, experts said dust, coated with toxic elements, posed a major threat to the summer air quality. The city is witnessing one of the three annual phases when the pollution is at its peak, they added. On Friday, the air quality index (AQI) was 201, just one point away from "moderate", compared with Thursday's 280, on the higher side of "poor". The weather has, however, started getting dry again, and with the mercury rising, the pollution levels are expected to spike. On Thursday and Wednesday, a number of areas recorded "very-poor" air quality while Mundka clocked "severe" AQI due to dust. At 4pm on Thursday, Mundka's AQI was 403, and the same at Alipur, Anand Vihar, Bawana, Chandni Chowk, Dwarka, Major Dhyan Chand Stadium, Narela, Punjabi Nagh, Rohini, Siri Fort, Sonia Vihar and Vivek Vihar was "very poor". According to the Central Pollution Control Board data, while both fine and coarse particles were responsible for pollution, PM10 remained the lead pollutant in summer. "In long term, there are three phases of high pollution in Delhi. The first one is April-May, then pre-winter, and the third one is winter. During winter, PM2.5 is the dominant pollutant due to poor ventilation and it's discussed a lot, but the summer pollution is not given the similar importance," said an official of Delhi Pollution Control Committee. During summer, the main reason is wind-blown dust, and vehicles are the permanent source of combustion, he said, adding that other major sources of dust include unpaved patches, bald parks and construction to an extent. While Delhi's air quality largely depends on its location, several steps could be taken to reduce the pollution, the official said. "Open patches could be covered with hardy grass, whose roots hold onto the dust even if they dry. Open and unpaved stretches should also be paved or covered," he pointed out. According to experts, dust or coarser particles are as harmful as the finer ones as they are getting coated with toxic elements emanating from combustion, making the summer air as dangerous as the winter's. "PM10 is the coarser particle, and around this time of the year, its impact, mostly due to dust, is higher. The summer source apportionment studies have also revealed so. Dust particles become the carrier of the toxic material, which comes from combustion," said Anumita Roy Chowdhury, executive director of Centre for Science and Environment.

全球空氣污染最嚴重的城市：印度新德里，推行用真菌改善空氣

生活一片慘灰的新德里 對印度首都新德里（New Delhi）而言，時序進入春季，代表偶爾從天空降下的陣雨和溫暖的陽光，能夠消解秋冬時期在城市上空繚繞不去的刺鼻霧霾，讓新德里的市民總算能好好地享受大口呼吸的片刻。 在市中心外的古爾岡（Gurugram）定居長達10年的居民珂卡（Shaheen Khokhar），見證了這個年復一年的景象。每當她驅車前往市中心，她的車窗外都會覆蓋上不自然的灰色，「1分鐘前還有陽光，沒多久馬上被黑暗的霧氣吞沒」，她說：「每天我們都會看到這般怵目驚心的畫面，提醒著我們正被迫生活在這樣的空氣污染之中。」 出門不得不戴上口罩 每年10月到11月間，新德里周邊區域的學校就會因為空污過於嚴重而被迫停課，有時候停課時間甚至會長達2週之久。珂卡無奈地說：「早在COVID-19疫情大流行之前的一段時間，我們的兒童就已經戴上了口罩。」 衛冕 4 次全球空氣最糟首都 根據瑞士組織空氣品質指標（Air Quality Index，AQI）的報告，截至2021年，新德里已連續4年拿下全球第一，成為全球首都中空氣污染最嚴重的城市。 用來衡量空氣污染中細懸浮微粒（particulate matter，PM）濃度的指標，被稱之為PM2.5，其在印度新德里的數值年年都超標，遠大於世界衛生組織（WHO）建議的空氣品質標準，大約10倍以上。 目前已知細懸浮微粒對人體健康有害，從皮膚到眼睛，緊接神經系統、心血管、呼吸系統疾病，都在它影響範圍內。此外，它還會導致人們罹患癌症以及增加死亡率。 古老農法也是空污來源 從印度智庫觀察員研究基金會（Observer Research Foundation）的觀察數據顯示，工業污染與車輛廢氣排放是占印度全年空氣污染的最大宗，但在10月至11月期間，印度農民採用的傳統農法「刀耕火種」，更加劇了空氣污染的程度。 雖然這類農法在2015年已被印度德里、拉賈斯坦邦（Rajasthan）、北部的旁遮普邦（Punjab）、哈里亞納邦（Haryana）等區域禁止，但法令卻難以阻斷印度農民燃燒稻桿的習慣。2019年，印度啟動國家空氣淨化計畫（National Clean Air Program），希望用5年的時間監測及改善國家的空氣品質，而印度農業研究委員會（Indian Agricultural Research Institute）的主任辛格（Ashok Kumar Singh）也同意，為了改善空氣污染，調整印度農民的耕種方法勢在必行。 取而代之的利器 在2021年9月的某天下午，永續農業數位平台（nurture.farm）工程師兼營運長索尼（Dhruv Sawhney），在印度哈里亞納邦卡爾納爾縣（Karnal）中的一處農村空地中演講。索尼向村中200名男女介紹一種新的清除雜草方法，能幫助農民獲得更多收成，長遠來看也能為土地帶來更多好處。 索尼向農民拍胸保證，他開了玩笑：「如果沒用，我會自己動手焚燒你的田地。」 真菌分解者 索尼請農民嘗試的是印度農業研究委員會開發的有機微生物噴劑，名為普薩分解者（Pusa Decomposer），是由七種不同的真菌所組成。在經過多次實驗中，被證明能有效分解農業廢棄物種，可以在休耕的三週期間，將剩餘的農作物與土壤融合，形成下一季農作生長期所需的堆肥。 而普薩分解者也被認為較符合印度農民的需求，可能為改善印度空污的計畫帶來一絲曙光。 焚燒的時空背景 印度農業以種植水稻和小麥為主，這些農作物需要大量的地下水灌溉，但在10年前因地下水枯竭，農民將水稻播種的季節往後挪移到6月，也讓11月收成之後再整地播種小麥的時間變得更加吃緊，使得農民多半求快，用焚燒的方式快速解決。 辛格表示，普薩分解者會以粉末的形式提供給農民，300公克的配方可以噴灑在大約半公頃的土地上，政府也會提供免費的器材，讓農民能更均勻的噴灑。辛格補充：「殘留的稻茬腐爛後會使土壤肥沃，也能減少農地對化肥的依賴約25%。」相較之下，過往用焚燒的方式反而殺死土壤中有益的微生物。 抵抗空污的百百種 普薩分解者是印度因應空污的許多辦法之一，此前也曾有各種發明，例如能同時種植和清除稻桿的快樂播種機（The Happy Seeder），但在農民試用後發現有種子分配不均和播種後無法發芽的問題，因此拒絕採用。 近年，印度也在德里耗資重金興建巨型的空氣清淨機──除霾塔（smog tower），原以為能淨化方圓1公里內的髒空氣，但根據印度科學與環境中心（Center for Science and Environment）的說法，目前運作的兩座除霾塔，連方圓80公尺的空氣都淨化不了。 從根本開始改起

Gujarat, Goa Top New Energy Index – But It Could Be Flawed

Kochi: According to the NITI Aayog’s ‘State Energy and Climate Index’, developed by the government think-tank, Gujarat, Kerala and Punjab are India’s frontrunner states in improving their energy sectors. However, the index may be flawed. The index is based on secondary data, including the India State of Forests Report, which has already been criticised for its methodological gaps and biased data. The index also gives more weight to the performance of power distribution companies, instead of, as one expert suggested, focusing more on transitioning to renewable energy sources. Need for the index India has an enormous carbon footprint. According to one estimate, it is the world’s third-largest emitter of greenhouse gases, with coal contributing to 60% of the country’s power mix at present. But India has also pledged to be cleaner. India’s ‘Nationally Determined Contributions’ under the Paris Agreement stipulate that 40% of our electric power will come from non-fossil fuel based energy resources by 2030. The government has also pledged to reduce the country’s emissions intensity by 33-35% by 2030, compared to 2005 levels. And at the COP26 climate talks last year, Prime Minister Narendra Modi pledged to boost our renewable energy capacity to 500 GW by 2030 and to become net-zero by 2070. India’s states will play a vital role in meeting these goals because power production is a state subject and states have their own policies, apart from regulations implemented by the Union government. NITI Aayog’s new ‘State Energy and Climate Index’ (SECI) ranks states on their efforts to improve energy access, consumption and efficiency, and “safeguarding the environment”, according to the think-tank’s report. The index is expected to help further the “agenda of affordable, accessible, efficient and clean energy transition” and encourage “healthy competition” among states. According to NITI Aayog vice-chairman Rajiv Kumar, SECI is “the first step in creating a nationwide benchmark” for India’s states. Gujarat and Goa ahead The index ranks states on six parameters: Performance of power distribution companies (discoms) Access, affordability and reliability of energy Clean energy initiatives Energy efficiency Environmental sustainability, and New initiatives The index – which separated states into three groups: smaller, larger and UTs – gives each state a “SECI score” between 0 and 100. India has an average SECI score of 40.6. According to the report, this means states have to improve their clean energy initiatives and energy efficiencies: the national average scores of these parameters are only 22.2 and 29.1 respectively. The ‘new initiatives’ parameter fared the worst overall, with a score of just 11.1. Among larger states, Gujarat, Kerala and Punjab had the top three SECI scores. Tamil Nadu is the most energy-efficient state. Among smaller states, Goa, Tripura and Manipur appear to be at the top. Secondary data However, the scores are all based on data that experts don’t have confidence in. In particular, two of the indicators used to calculate the ‘environmental sustainability’ score are the percentage increase in forest cover and forest carbon stock. The data for both these numbers is the 2019 India State of Forest Report (ISFR). “For the environmental sustainability parameter, the forest cover has increased by 9 percent, which is a remarkable progress at national level,” the report said. But the ISFR is not reliable in itself – independent experts have already denounced it for its flawed method. The report classified plantations like coconut orchards and tea estates as ‘forests’ based on how it defines forest cover, as The Wire Science has reported. On the contrary, the Centre for Science and Environment found that the latest ISFR report, for 2021, is not able to account for almost 26 million hectares of forest land in the country. The NITI Aayog report includes a “disclaimer” that it “does not guarantee the accuracy of the data or accept the responsibility for the consequences of using this data, as this index is based purely on information received from secondary sources.” Without a guarantee of the data’s reliability, the point of the report is unclear. The SECI also gives more weight to the performances of discoms (40%) while five others make up the remaining 60%. This includes only 12% for ‘environmental sustainability’ and 15% for ‘clean energy initiatives’. As a result, states are being ranked on discom performance more than anything else. And for that, an integrated system to rank discom performance already exists, Vibhuti Garg, India lead at the Institute for Energy Economics and Financial Analysis, said. The lopsided weightage “diluted the whole state attractiveness index”, Garg added. While the SECI’s overall methodology looks “robust”, an energy-transition ranking that prioritises renewable energy, energy efficiency and clean mobility would have been better to compare states’ development in this regard, she suggested.

Zero rain at fault for spell of ‘poor’ air quality in Delhi

The first two weeks of April so far have seen Delhi record an air quality index (AQI) of over 200 (classified as ‘poor’) each day. The lack of rain in Delhi since the last week of February is also impacting the city’s pollution levels, with the air quality largely in the ‘poor’ category during the 45-day long dry spell, data from the Central Pollution Control Board (CPCB) shows. The first two weeks of April so far have seen Delhi record an air quality index (AQI) of over 200 (classified as ‘poor’) each day. The Capital also recorded 19 ‘poor’ air days in March and just 12 ‘moderate’ days —where the AQI was between 101 and 200. While the average AQI for March this year was 217, a tad lower than 223 in the month last year, the air in April so far has been worse off. Delhi has recorded an average AQI of 250 in April so far, against 199 in the corresponding period last year, data shows. The city last received rain on February 27 this year. Dust remains Delhi’s major pollutant at the moment, but experts warned that the concentration of ground-level ozone — a highly reactive gas formed in the presence of sunlight from combustion sources like vehicles and power plants — is starting to shoot up. On Thursday, Delhi recorded a 24-hour average AQI of 279 at 4pm, a slight dip from 286 on Wednesday, placing it in the higher end of the ‘poor’ category on both days. An AQI between 51 and 100 is ‘satisfactory’, 101 and 200 is ‘moderate’, 201 to 300 is ‘poor’ and 301 to 400 is ‘very poor’. Safar, a forecasting body under central government, said the present pollution levels were primarily due to dust from west Rajasthan, with coarser PM10 particles comprising of around 70% of the total particulate matter. “Winds from the west are likely to increase dust intrusion,” Safar said on Thursday. Data shows that Delhi has failed to record a ‘satisfactory’ air day this year since February 27, when the AQI was 92, thanks to light rain across the city. With 29.7mm of rain, Delhi recorded its cleanest February since the AQI was launched in April 2016, as the average AQI for the month clocked in at 225. The previous lowest AQI for February was 241, recorded in 2020. In stark contrast, this March recorded no rainfall days, with an average AQI of 227. Met officials also concurred that the pollution spike over the last two weeks could be down to dry and dusty westerly winds, bringing dust in from Rajasthan. “We are seeing a rise in mercury largely down to clear skies and westerly winds from Rajasthan, which in turn is also bringing dust,” said an official of the India Meteorological Department. But most pollution is likely due to local sources, experts said, stressing that other primary sources of bad air include industries, vehicles and power plants. A 2018 source apportionment study by The Energy and Resources Institute (TERI) showed that the contribution of dust in PM2.5 concentration in summer was 38%, followed by industries (22%) and the transport sector (17%). The Delhi government has also taken note of the pollution levels in summer and earlier this week launched a 14-point Summer Action Plan to this effect. The plan includes a one-month long campaign against open burning in the Capital that started from April 12, while an anti-dust drive will begin from April 15. The Commission for Air Quality Management (CAQM), a central government body, also held a review on dust pollution on April 7, where Delhi’s three civic bodies informed the panel that of the 18,540km roads in Delhi, at least 5,085km will be covered under daily mechanical sweeping. Tanushree Ganguly, programme lead at the Council on Energy, Environment and Water (CEEW) said multiple studies have shown that summer pollution is largely driven by dust, adding that biomass burning and vehicular emissions are prominent sources. “We are halfway through April and have already witnessed 10 ‘poor’ air quality days, compared to just three in the same period last year if the average of DPCC, CPCB and Safar taken was considered. Poor air quality during the summer months reinforces the message that air pollution in Delhi is not a winter-only problem, and needs attention and concerted action throughout the year. Delhi Pollution Control Committee, Delhi Development Authority and Delhi’s municipalities should address sources like waste burning, construction activities and dust from unpaved roads,” says Ganguly. Anumita Roychowdhury, executive director, research and advocacy at the Centre for Science and Environment (CSE) says controlling dust pollution remains a challenge in terms of intervention strategies, but suggests Delhi to carry out infrastructural changes by tackling its unpaved roads and unpaved footpaths. “These need to be paved and we need vegetative barriers, while also trying to meet the per-capita green area requirements as per the Master Plan,” she said, stressing that ozone and other gases are largely produced due to emissions coming from vehicles, industries and other combustion sources.

Union Cabinet Approves Scheme to Help Rural India in Achieving UN SDGs

The United Nations' 2030 Agenda for Sustainable Development, adopted by all United Nations member states in 2015, is a set of 17 targets that require "urgent action by all member countries." The first goal is to eradicate all forms of poverty by 2030. The Union Cabinet approved an extension of the Rashtriya Gram Swaraj Abhiyan (RGSA), a centrally-sponsored scheme to assist rural India in meeting key targets of the UN Sustainable Development Goals, on Wednesday. The United Nations' 2030 Agenda for Sustainable Development, adopted by all United Nations member states in 2015, is a set of 17 targets that require "urgent action by all member countries." The first goal is to eradicate all forms of poverty by 2030. The scheme, worth 5,911 crores, aims to empower 2,78,000 Panchayati Raj institutions, or elected rural local governments, to implement a set of social goals deemed necessary for sustainable development by the United Nations. The Cabinet meeting presided over by Prime Minister Narendra Modi, approved the redesigned RGSA, which will be implemented from April 1, 2022, to March 31, 2026. It will concentrate on improving the "governance capabilities" of Panchayati Raj institutions. According to the Centre for Science and Environment's "State of India's Environment Report, 2022," released last month, India dropped three spots from last year's 117 to 120 on the 17 Sustainable Development Goals adopted by 192 United Nations member states in 2015 as part of the 2030 Agenda.

Cabinet approves scheme to help rural India achieve UN SDGs

The scheme worth ₹5,911 crore is aimed at empowering 2,78,000 Panchayati Raj institutions, or elected rural local governments, to implement a set of social goals which the UN has deemed necessary for sustainable development. The Union Cabinet on Wednesday approved an extension to the Rashtriya Gram Swaraj Abhiyan (RGSA), a centrally-sponsored scheme to help rural India achieve key targets of the UN Sustainable Development Goals (SDGs). The UN’s 2030 Agenda for Sustainable Development, adopted by all United Nations member states in 2015, are a set of 17 targets which require “urgent call for action by all member countries”. The first goal is to end poverty in all its forms by 2030. The scheme worth ₹5,911 crore is aimed at empowering 2,78,000 Panchayati Raj institutions, or elected rural local governments, to implement a set of social goals which the UN has deemed necessary for sustainable development. The Cabinet meeting, chaired by Prime Minister Narendra Modi, approved the revamped RGSA to be executed from April 1, 2022 to March 31, 2026. It will focus on developing “governance capabilities” of Panchayati Raj institutions. According to the Centre for Science and Environment’s “State of India’s Environment Report, 2022” released last month, India slipped three spots from last year’s 117 to rank 120 on the 17 Sustainable Development Goals adopted as a part of the 2030 agenda by 192 United Nations member states in 2015. The revamped scheme cleared by the Cabinet focuses on SDGs in nine areas. These are poverty free and enhanced livelihood in villages; healthy village, child-friendly village; water-sufficient village; clean and green village; self-sufficient infrastructure in village; socially secured village; village with good governance and engendered development in village. Of the total financial outlay of ₹5911 crore, the central share is ₹3700 crore, while the share of states is ₹2211 crore. “Implementation and monitoring of the activities of the scheme will broadly be aligned for achieving the Sustainable Development Goals (SDGs). Panchayats are the focal points for all the developmental activities and implementation of schemes of various Ministries/ Departments and State Government to achieve SDGs,” a Cabinet statement said. According to the scheme’s goal plan, as panchayats have representation of “Schedule Castes, Schedule Tribes and women”, and are “institutions closest to the grassroots”, strengthening panchayats will promote equity and inclusiveness, along with social justice and economic development of the community”.

Is it possible for EVs to be truly sustainable in India?

As per the projections by the Centre for Science and Environment, India’s carbon dioxide emission is expected to touch 4.48 Gt by 2030. There is a mounting fear that global temperatures may cross 1.5°C by the early 2030s, with the Inter-Government Panel on Climate Change deeming the situation as Code Red. Gauging the pitfalls, the country is poised to diminish carbon emissions by a whopping 22% (1 Gt), compared to the projection. Presently, the transportation industry remains the nation’s third-highest contributor to the alarming situation with its level of CO2 emissions. Needless to say, this ambitious goal would require collective and collaborative efforts across sectors. This is one of the leading reasons for the demand for Electric Vehicles witnessing an uptick and the automobile manufacturers (suppliers) engaging in mass production of EVs to meet this growing demand. EVs have a myriad of benefits such as low maintenance, reduced pressure on fossil fuels, fuel-price escalation-agnostic, and serving as a sustainable mode of commuting, among others. In addition, EVs are akin to automatic vehicles and hence are easier to drive, gives a good range per charge, long battery lives, and the convenience of charging at the stations. The Government also recognized the role of EVs in sustainability and is providing a host of initiatives to encourage potential buyers, as well as auto manufacturers. Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles, (FAME II) Scheme has been launched to accelerate the rate of EV adoption in the country. With a focus on increasing the number of charging stations by Central as well as various State Governments, the sector is slowly, yet steadily opening up. EV industry beyond the subsidies But the real question is Will EV be able to sustain beyond the Subsidies? Let’s explore the sustainability quotient, without Government subsidies, broadly from three angles: Product 2-Wheeler Segment This is the most viable segment of EV for sustainability without government subsidies. This is owing to the fact that low-cost two-Wheelers are ideal for short-distance travel and Intra- city movements. Even if there is no charging infrastructure on highways or in cities, you can still use them by charging them to full capacity at home or at your office work station. As manufacturers adapt to new technology and market demand, the cost of two- and three-wheeler EVs is likely to drop further and become more sustainable. Furthermore, at a time when petrol costs are steadily rising, it is more prudent to assert that two-wheeler EVs can become the norm and exist without government support. 3-Wheeler Segment For the similar reasons as that of 2-wheeler segment, three wheelers also have higher viability in race of EV sustenance 4-Wheeler (Personal Cars) When it comes to four-wheeler cars and their long-term viability without government subsidies, it’s problematic because the vehicle itself is still very expensive, and its components are similarly outrageously expensive. Despite the fact that they will require charging infrastructure on highways and at stations, which is not present at a large scale, their sustainability is still questionable in the absence of government support because of exorbitant price. To improve the future of this segment government needs to focus on creating the charging infrastructure and increase the battery swapping stations. Commercial Vehicles Due to the dependency on state and central transportation authority this segment has higher quotient of sustainability. Since the vehicles halt at their particular stations, the charging infrastructure can easily be created at these halting stations. This will be a successful model for intra-city as well as intercity commute of the vehicle. Supporting Infrastructure Having understood the benefits, let us review the factors that can increase the volume of these vehicles on Indian roads. India needs to amplify its EV conducive infrastructure. The first step towards this is increasing the number of EV charging stations. These stations also need to have battery swapping facilities to boost the usage of EVs in India. Similarly, residential buildings, commercial spaces, and office parking spaces should also have charging facilities, if possible, mandated by the Government. This would require a collaborative approach from the Government as well as the Private corporates to set up the infrastructure that enables us to achieve the shared goal of sustaining EVs in India. The role of connectors A significant part of the cost of EVs could be attributed to the battery. Hence, relaxing taxation policies, providing incentives to auto-makers, and increasing domestic supply of battery and other components, would not only empower the local manufacturers but would also reduce the cost of importing. The saved cost could be passed on to end consumers and the availability of lower-cost vehicles would act as an incentive for consumers to make the switch. Making EV public transport would give impetus to these vehicles. Ride-sharing reduces carbon emissions to a great extent. If these ride-sharing options could be run on electricity, imagine the impact it would have on sustainability. Having said that, the supply won’t be increased if the demand doesn’t pick up. Hence, it is critical to shift consumer perceptions and debunk myths to increase its adoption. Investing in EV two-wheelers could be a good start to understanding the functioning of such vehicles. It would be worthwhile to see the gap between ICEs and EVs closing up in the future, with the latter paving the way for sustainability – the need of the hour!

Rice Exporter & IIT Grad Build Machine To Remove 100% Carbon From Industrial Emissions

“We can surely say that this has the potential to change the scenario of the Delhi NCR and other cities,” says Ravi, the IITian behind the innovation. IIT grad Ravi Saroj and Vijay Setia, former president of All India Rice Exporters Association (AIREA), have developed a machine that is capable of reducing levels of carbon dioxide (CO2) and sulphur dioxide (SO2) from industrial gas emissions. The machine is the brainchild of the two and following two years of rigorous research and testing, finally proved its efficacy in an industrial setting. A vision to curb air pollution The World Air Quality Report 2021 had named Delhi as the most polluted capital in the world, a position it had been claiming for the previous three years. This was cited as being harmful to the population in the national capital, as people were breathing the toxic air. When Ravi Saroj, from IIT Kharagpur, met Vijay Setia, now the Managing Director of Chaman Lal Setia Exports Ltd, the latter shared his knowledge of how air pollution is caused due to the burning of agricultural residues. He added how this affects the foetus in the womb. Ravi, who is from Delhi, was well aware of the harmful effects of air pollution in the national capital and was intrigued by Mr Setia’s insights. It fuelled in him a desire to do something about it. “I got a lot of exposure while working with the Centre for Science and Environment (CSE). It boosted my knowledge of the environment along with that of food processing. During my journey at the FICCI Research and Analysis Centre (FRAC), I polished these analytical skills of mine. The skillset I had developed prepared me for the role of Head of Research and Development, Chaman Lal Setia Exports Ltd,” says Ravi. Along with a few other members on the team from GNIT and IIT Delhi, Ravi and Mr Setia began working on various projects, one of which was the machine to absorb hazardous gases from industrial emissions. The working of the machine Various industrial processes lead to harmful emissions, which further cause the temperatures of the surroundings to rise. The device designed by Mr Setia and Ravi resolves two problems, one being the release of hazardous gases in the atmosphere and the second being an alternative to natural gas as a fuel in boilers. The machine operates on the principle of absorption. A filter is designed with natural absorbent properties of a special material within it. This low-cost system is then used at the outlet, wherein flue gases are released from industries. When the flue gas (containing SO2, NO2 and CO2) passes over the device, due to the absorbent properties of the filter, carbon, etc. are caught and prevented from entering the atmosphere and contributing to the greenhouse effect. Machine that absorbs toxic gases from emissions Machine that absorbs toxic gases from emissions (Picture credits: Ravi Saroj) “The filter traps CO2 entirely and eliminates NO2 and SO2, which then act as additives and are added to the boiler and aid the combustion process. This results in improved fuel efficiency, while also increasing the boiler efficiency. It also reduces temperature by 70 per cent in comparison to a normal operating stack. It is a zero-waste process.” The device has been tried and tested at the industrial level. Ravi says that the results of the testing with eight ton per hour boilers were amazing and encouraging. Speaking about how this technology is different from the other alternatives in the market that operate on the same principle, Ravi says that theirs is not a separate system that needs to be installed separately. “It acts as an inbuilt component which is a part of furnace assembly. It is specially modified and loaded with special adsorbent material to do the job. Secondly, there are no consumable costs in it. The device can be reused.”

Slow glacial melt placing J&K on cusp of climatic, economic crises

The Union Territory of Jammu and Kashmir is on the cusp of an imminent climatic disaster and potential economic crisis. Last year, a study carried out by the Delhi-based Centre for Science and Environment (CSE) revealed that of the ten glaciers located in Jammu and Kashmir, most of them, if not all, are melting, but at a very slow pace. According to the CSE study, the region’s largest glacier – Kolahoi -- has lost only 23 percent of its original area since 1962. For those unaware, glaciers form due to accumulation of snow over thousands of years. The top layers of snow exert pressure on the lower layers transforming them into ice and this pressure plus the force of gravity moves glaciers at a snail’s pace. This melting and flowing of solid rivers of snow and ice are crucial to meeting the agricultural and drinking water needs of Jammu and Kashmir, as well as the Indo-Gangetic plain. According to climate experts, the danger is two-fold – (1) Rising temperatures and increased global warming can make melting glacial ice flow at speeds so fast that they can uproot and destroy natural vegetation and silt, as well as change the region’s topography, and (2) When the glacial melting rate is not as fast, then it affects upstream to downstream water flows severely, and when the water is less, cultivation and irrigation of land located downstream gets hit hard. To get a better understanding of this natural phenomenon, Brighter Kashmir spoke to Professor Dr Ghulam Jeelani of the Department of Earth Sciences, University of Kashmir. “The Pahalgam region of the Kashmir region has two major glaciers – the Kolahoi Glacier and the Shafat Glacier. Both of these glaciers are disappearing at a rapid rate because of increased global warming, and this has the potential of converting the Kashmir Valley from being a water-rich area to an area that is under severe water stress,” warned Professor Jeelani. “Glacial melting is definitely affecting the agricultural sector and the horticulture of the region. The other danger that we see is thawing permafrost. When the earth remains frozen for at least two consecutive years, it is called permafrost. When permafrost melts, it can damage and destroy infrastructure like roads, houses and bridges,” he adds. Over the years, Professor Jeelani has consistently warned that glaciers of the Kashmir Valley are in danger of vanishing sooner than later. He and other climate experts have further cautioned that large and unstable lakes of melted water have the potential of bursting their banks without warning and damage both land and population located downstream. “Where Indian rivers are concerned, initially there could be a water flow increase, leading to widespread flooding, followed by severe water shortages as the glaciers that feed them disappear. This is having and will continue to have a huge impact on the Kashmir Valley’s water systems. The cost in terms of survival of humans too would be immense if the valley’s fertile fields and orchards also wither away due to a lack of water,” Professor Jeelani opined. The main source of water for the Kashmir Valley is the Jhelum River. It is formed by the West Lidder River upstream of Pahalgam and the East Lidder River near Amarnath. Both these water tributaries join to form the Jhelum River near Anantnag. Climate experts say the real danger is when the melting rate of glaciers surpasses the accumulation rate. Excessive melting strongly impacts stream flows and when melting rate is not as expected, the water table reduces. Currently, the snow melting process above the Kashmir Valley has not matched the early onset of summer in March and April, putting enormous pressure on natural water supply. This delay is making climate experts and other planners quite nervous and concerned. It has been postulated that “depleting stream flows in the Kashmir region can greatly affect the region’s water security and have a major impact on agriculture, horticulture, the farming community, hydropower generation and domestic water use…” A mapping of the 147 glaciers of the Kashmir Himalayan region between 1980 and 2018 by the journal Environmental Monitoring and Assessment and Springer Nature found that glacial loss has been to the tune of 28.82 percent, and now. The glaciers situated at altitudes of 4200 and 4400 m have receded more than those situated at altitudes higher than 4800 m. South facing glaciers are showing higher recession in comparison to north-facing glaciers because they are more exposed to radiation from the sun. When negative glacier mass balance leads to decreased stream flows, urgent efforts and strategies are needed to cope with problems of both water scarcity and avoidable economic loss.