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Give 'warning' label, not health star rating on junk food packages: Experts tell to FSSAI

The government should issue a ‘warning' label on packaged junk foods instead of health star ratings as they are misleading and doing more harm to customers than good, health experts said on Wednesday. Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods through ‘warning' labels, public h .. “Health star ratings are designed by the powerful food industry to mislead the consumer. By pushing these, the Food Safety and Standards Authority of India (FSSAI) will give license to glorify junk foods, which is the opposite of what should be done,” Sunita Narain, director general, CSE, said while leading the expert deliberation on the ‘Need for front-of-pack warning labels on ultra-processed junk foods'. The deliberations included about 50 experts from across the country, including Amit Khurana, programme director, Sustainable Food Systems, CSE; George Cheriyan, director, CUTS International, Rajasthan; Vandana Prasad, community pediatrician, Public Health Resource Network, Delhi; and Sanjay Pandey, lead advisor, Global Health Advocacy Incubator, India. Front-of-pack labelling on packaged foods was first recommended by an the FSSAI-led committee formed in 2013. “CSE was part of .. Read more at: https://economictimes.indiatimes.com/industry/cons-products/food/give-warning-label-not-health-star-rating-on-junk-food-packages-experts-tell-to-fssai/articleshow/90957359.cms?utm_source=contentofinterest&utm_medium=text&utm_campaign=cppst

Experts at CSE conclave say ‘No’ to Health Star ratings on junk food

FSSAI’s pro-industry move will hurt consumers Experts met to discuss packaging labeling of packaged foods, and pleaded that the FSSAI should not proceed with “Health Star ratings” on packaged fast foods because they are misleading and can do more harm to the consumer than good. He repeats that consumers should be warned about junk food with “warning” labels, if the government is serious about slowing the epidemic of obesity and non-communicable diseases. FSSAI must come forward and show they care about the Indian consumer and public health: Sunita Narain, Managing Director, CSE Find seat details: click here April 20, 2022: Experts from the public health, medical fraternity and consumer groups gathered to discuss the issue of labeling on packaged fast foods on April 19, 2022. The deliberations were part of three days’National Council on Sustainable Food SystemsOrganized by Center for Science and Environment (CSE) at Anil Agarwal Environmental Training Institute (AAETI), Nimli, Rajasthan. India cannot afford the epidemic of obesity and non-communicable diseases. Sunita Naren, director general of the Center for Science and Environment, said while leading expert deliberations on the “need for front-package warning labels” on highly processed fast foods. “Health Star ratings are designed by the powerful food industry to mislead the consumer. By pushing these things forward, the Food Safety and Standards Authority of India (FSSAI) will give license to glorify fast foods, which is the opposite of what needs to be done,” she added. The deliberations included about 50 experts from all over the country. Expert speakers for this session included: Amit Khurana, Director of the Sustainable Food Systems Program, Center for Science and Environment; George Cherian,Director of CUTS International, Rajasthan; Vandana Prasad,Community Pediatrician, Public Health Resource Network, Delhi; AndSanjay PandeyPrincipal Consultant, Global Health Advocacy Incubator, India. Recommended committee led by the FSSAI formed in 2013. CSE was part of this committee. Then the FSSAI came up with a draft regulation in 2018, which had strict thresholds – limits on what levels are unhealthy – based on those developed by the World Health Organization for countries like India in the Southeast Asian region. Due to industry pressure, the FSSAI came up with another draft in 2019. The food industry was still unhappy and this draft was cancelled. From January to June 2021, consultations were held with stakeholders regarding the label design to be adopted, the limits that could be applied, and the nutrients to be shown. CSE has documented all delays and mitigations through June 2021 in the Down to Earth Cover story. The most recent consultation took place in February 2022, when it was clarified that the FSSAI planned to move forward with a “Health Star rating”. said Amit Khurana, Program Director, Sustainable Food Systems at the Center for Science and the Environment, who was part of these consultations. “All this time, the FSSAI has been insensitive to consumer information needs. It has also ignored global best practices and evidence around them. Instead, in a coordinated manner, through its Scientific Committee and commissioned studies, it is now preparing to adopt a labeling system that is considered the least effective and rejected worldwide. world,” added Khurana Health Star Rating is a labeling system that includes a 1 to 5 star rating on packaged foods. These stars were photographed based on an algorithm at the back end, and are unknown to consumers. It is only voluntarily approved in a few countries such as Australia and New Zealand and only a portion of food products carry it. It has been rejected in many other countries because it can mislead the consumer and be easily manipulated by the industry. For example, his algorithm includes scores for positive nutrients, such as fruits, vegetables, nuts, etc., which is a carefully crafted industry strategy for selling ultra-processed foods as good foods. It also does not tell the consumer, if a particular product is high in salt or sugar because it only gives a brief star-shaped indication. For example, people with high blood pressure will not be able to tell if a product contains salt or not. Nor will it help build long-term consumer awareness about unhealthy levels of salt, sugar and fat. It was meant to compare foods within a particular food category. “Given all the evidence, if labeling on packaging is to primarily meet public health goals, it should take the form of warning signs and not health star ratings,” said Vandana Prasad, community pediatrician, Public Health Resource Network, Delhi. “We hope the FSSAI can withstand the pressure of food manufacturers and urgently meet this requirement,” she added. George Cherian, director of Consumer Unity and Trust International (CUTS) and a member of the FSSAI, has strongly advocated for FOPL that is simple and easily consumer interpretable, thus helping them identify unhealthy products. Voluntary health star ratings allow the industry to use them selectively. Hence it is used on products that are already healthier than others. He said it is important for Indian regulators to choose a simple and explanatory label that helps the consumer choose between healthier and less healthy products. A proven best practice in labeling the package is the “warning” labels for nutrients. It was simple and effective in discouraging junk food consumption. Several Latin American countries, Canada and Israel have already adopted warning signs. Many other countries are considering it. Among them, the most famous symbol-based warning signs such as those of Israel. This would be most suitable for India, as it would transcend the barriers of literature and language. “We have submitted our concerns to the FSSAI. It cannot allow a system that would effectively induce the consumer to make unhealthy choices. In conclusion, this would mislead the consumer due to its design, algorithm and inclusion of positive nutrients in the calculation,” Mesnarine said. “The FSSAI must come forward and show that they care about the Indian consumer and public health. They will have to act aggressively to face the pressures of the industry and fulfill the mandate given to them,” Naren added.

Give 'warning' label, not health star rating on junk food packages: Experts tell to FSSAI

Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. The government should issue a warning’ label on packaged junk foods instead of health star ratings as they are misleading and doing more harm to customers than good, health experts said on Wednesday. Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the epidemic of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods through warning’ labels, public health experts gathered at the National Conclave on Sustainable Food Systems’, organized by the Centre for Science and Environment (CSE) in Nimli, Rajasthan, said. Health star ratings are designed by the powerful food industry to mislead the consumer. By pushing these, the Food Safety and Standards Authority of India (FSSAI) will give license to glorify junk foods, which is the opposite of what should be done, Sunita Narain, director general, CSE, said while leading the expert deliberation on the Need for front-of-pack warning labels on ultra-processed junk foods’. The deliberations included about 50 experts from across the country, including Amit Khurana, programme director, Sustainable Food Systems, CSE; George Cheriyan, director, CUTS International, Rajasthan; Vandana Prasad, community pediatrician, Public Health Resource Network, Delhi; and Sanjay Pandey, lead advisor, Global Health Advocacy Incubator, India. Front-of-pack labelling on packaged foods was first recommended by an the FSSAI-led committee formed in 2013. CSE was part of this committee. 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 made applicable and nutrients to be displayed. CSE has documented all delays and dilutions until June 2021, the organisation alleged in a statement. The latest consultation took place in February during which it was made clear that FSSAI plans to go ahead with the Health Star Rating’. 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 Khurana, who was part of these consultations, adding that all this while, FSSAI has been insensitive to the information needs of the consumer. He alleged that the statutory body also ignored the global best practices and evidence around it. Instead, in an orchestrated way, through the scientific panel and commissioned studies, it is now getting ready to adopt a labelling system which is considered least effective and rejected across the world, he said. Health star ratings are depicted based on an algorithm at the back-end, which is not known to consumers, CSE said, adding that it is only adopted voluntarily in few countries such as Australia and New Zealand and only some food products carry it. It has been rejected in several other countries as it can mislead the consumer and be easily manipulated by the industry, the CSE said. The proven best practice in front-of-pack labelling is nutrient specific warning’ labels, experts said. They have been simple and effective in discouraging junk food consumption. Several Latin American countries, Canada and Israel have already adopted warning labels. Many other countries are considering them. Among them, the best known are symbol-based warning labels such as that of Israel. These will be most suitable for India, as it would transcend the literature and language barriers, the CSE said. We have submitted our concerns to FSSAI. It can’t allow a system that will effectively nudge the consumer to make unhealthy choices. It will mislead the consumer because of its design, algorithm and inclusion of positive nutrients in the calculation. It can’t allow relaxed limits and voluntary adoption, Narain said.

Fixing the system

We cannot manage our rivers sustainably unless we fix our waste management practices because both aspects will be intricately linked in the future For many years now India has been working, without much success, to ensure that our rivers are not polluted; that the sewage of our cities is treated before it is discharged; and that industries do not pollute. In these climate-risked times, we need to recognise the urgency of this challenge — water will be scarcer as rainfall becomes more variable and erratic. We need to manage this stress, not only by capturing the rain in millions of water bodies but also by making sure that not a single drop of water gets polluted. The good news is that our policies on rivers are evolving using the lessons from our failures. Today, the National Mission for Clean Ganga recognises that combating river pollution is not possible unless we can provide every Indian with working toilets, connected to systems that safely dispose of human excreta so it does not become another source of pollution and of bad health. This agenda is, therefore, not just about building toilets but also about building sanitation systems that are affordable to all. Growth can be sustainable only when it is affordable and inclusive. This is our real challenge. This challenge offers the opportunity to do things differently, and more effectively. Till now, the paradigm for urban sanitation has been costly. But the excreta sums of different cities, or what we call the city's "shit-flow" diagram, show that the situation is grim. Our cities do not treat or safely dispose of the bulk of the human excreta. This is because we often confuse toilets with sanitation. The fact is, toilets are mere receptacles to receive waste; when we flush or pour water, the waste flows into a piped drain, which could be either connected — or more likely not — to a sewage treatment plant (STP). This STP could be working, or not. This means that human excreta (and our household waste) is mostly not disposed of safely. It is just discharged untreated into the nearest river, lake or drain. This dirty water is responsible for the growing load of pollution, which in turn is leading to an increased disease burden. But, as I said, herein lies the opportunity. Instead of waiting for the underground sewer network to be built — which is expensive, unaffordable and frankly, given the economics of municipalities, unviable — there is another route for the excreta to flow. Today, the bulk of India's households that have access to sanitation are connected to septic tanks. These septic tanks, if well constructed, will retain the sludge and discharge the liquid through a soak pit. The faecal sludge can be emptied and conveyed for treatment. The system would work if the septic tank is built to specification; if the system for collection of human excreta (faecal sludge) is regulated; and if the sludge, so collected, is taken to treatment points so that it can be made safe for reuse. This sludge is rich in nutrients. The global nitrogen cycle is being disrupted because we dispose of the nutrient-rich human excreta into water bodies. We can return the human excreta back to land, use it as a fertiliser and reverse the nitrogen cycle. Also Read - Perfidious 'compromise' The faecal sludge, after treatment, can be given to farmers and be used as organic compost. Or, it can be treated and mixed with other organic waste, like kitchen waste, and used for biogas, or for manufacturing fuel pellets or ethanol. We should learn from ancient Roma (Rome) and Edo (the city out of which grew Tokyo). The Romans used to build huge aqueducts that ran for tens of kilometres to bring water to their settlements. Many experts have praised the Romans for the meticulously planned water supply system. But, no, these aqueducts represent not the intelligence but the utter environmental mismanagement of the great Romans. Rome was built on the river Tiber. The city did not need any aqueduct. But as the waste of Rome was discharged directly into the Tiber, the river was polluted and water had to be brought from long distances. Water outlets were few as a result and the elite appropriated these using a system of slaves. On the contrary, the traditional Japanese society never discharged their waste into the rivers. Instead, they composted the waste and then used it in the fields. Using the rivers, Edo had numerous water outlets and a much more egalitarian water supply. Water and culture go hand in hand. So, water shortage is not about the mere failure of rain. It is about the failure of society to protect and share its water endowment. The bottom line is that we cannot manage our rivers sustainably unless we fix our system of waste management. Our water future depends not only on our water wisdom but also on our waste wisdom. DTE The writer is the Director-General of CSE and editor of DownToEarth. Views expressed are personal

Give "warning" label, not health star rating on junk food packages: experts tell to FSSAI

The government should issue a ‘warning" label on packaged junk foods instead of health star ratings as they are misleading and doing more harm to customers than good, health experts said on Wednesday. Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods through ‘warning’ labels, public health experts gathered at the ‘National Conclave on Sustainable Food Systems", organized by the Centre for Science and Environment (CSE) in Nimli, Rajasthan, said. “Health star ratings are designed by the powerful food industry to mislead the consumer. By pushing these, the Food Safety and Standards Authority of India (FSSAI) will give license to glorify junk foods, which is the opposite of what should be done,” Sunita Narain, director general, CSE, said while leading the expert deliberation on the ‘Need for front-of-pack warning labels on ultra-processed junk foods’. The deliberations included about 50 experts from across the country, including Amit Khurana, programme director, Sustainable Food Systems, CSE; George Cheriyan, director, CUTS International, Rajasthan; Vandana Prasad, community pediatrician, Public Health Resource Network, Delhi; and Sanjay Pandey, lead advisor, Global Health Advocacy Incubator, India. Front-of-pack labelling on packaged foods was first recommended by an the FSSAI-led committee formed in 2013. “CSE was part of this committee. 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 made applicable and nutrients to be displayed. CSE has documented all delays and dilutions until June 2021,” the organisation alleged in a statement. The latest consultation took place in February during which it was made clear that FSSAI plans to go ahead with the ‘Health Star Rating’. “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 Khurana, who was part of these consultations, adding that “all this while, FSSAI has been insensitive to the information needs of the consumer”. He alleged that the statutory body also ignored the global best practices and evidence around it. “Instead, in an orchestrated way, through the scientific panel and commissioned studies, it is now getting ready to adopt a labelling system which is considered least effective and rejected across the world,” he said. Health star ratings are depicted based on an algorithm at the back-end, which is not known to consumers, CSE said, adding that it is only adopted voluntarily in few countries such as Australia and New Zealand and only some food products carry it. It has been rejected in several other countries as it can mislead the consumer and be easily manipulated by the industry, the CSE said. The proven best practice in front-of-pack labelling is nutrient specific ‘warning’ labels, experts said. They have been simple and effective in discouraging junk food consumption. Several Latin American countries, Canada and Israel have already adopted warning labels. Many other countries are considering them. Among them, the best known are symbol-based warning labels such as that of Israel. These will be most suitable for India, as it would transcend the literature and language barriers, the CSE said. “We have submitted our concerns to FSSAI. It can’t allow a system that will effectively nudge the consumer to make unhealthy choices. It will mislead the consumer because of its design, algorithm and inclusion of positive nutrients in the calculation. It can’t allow relaxed limits and voluntary adoption,” Narain said. PTI AG AG CJ CJ

Give 'warning' label, not health star rating on junk food packages: experts tell to FSSAI

Health star rating is a labelling system that grades packaged foods on the scale of one to five stars The government should issue a ‘warning' label on packaged junk foods instead of health star ratings as they are misleading and doing more harm to customers than good, health experts said on Wednesday. Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods ... Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods ... Read more at: https://www.deccanherald.com/national/give-warning-label-not-health-star-rating-on-junk-food-packages-experts-tell-to-fssai-1102339.html

India Needs a Different Paradigm for Agriculture, says NITI Aayog

Growing evidence shows that non-chemical agriculture has several sustainable advantages. It is time to upscale it through concerted action, and we are working towards it. Sustainable food systems are critical for sustainable development. I congratulate CSE for organising this very important discussion, said Rajiv Kumar, vice-chairperson, NITI Aayog, while delivering the keynote address during the inaugural session on ‘Nutrition, Nature and Livelihood Security in a Climate-risked World’, at CSE’s National Conclave on Sustainable Food Systems 2022in Nimli, Rajasthan. Officially releasing CSE’s new report Evidence (2004-20) on Holistic Benefits of Organic and Natural Farmingduring the inaugural session, Kumar said, “Growing evidence shows that non-chemical agriculture has several sustainable advantages. It is time to upscale it through concerted action, and we are working towards it.” Talking about the report, he added: “It is important that this work is disseminated far and wide—this report could be the tipping point in the future of natural farming. Carrying forward this publication could make the biggest difference in promoting agro-ecology, natural farming and climate-resilient farming.” Kumar also highlighted the importance of logistics—transport, cold storage, warehouse and marketing facilities—for a natural farmer and appreciated CSE’s efforts in including a separate session on better market access in the conclave. “The way we produce our food impacts nature, nutrition and livelihood. In a climate-risked world, it becomes critical to get it right through a holistic food systems perspective and make it sustainable,” said Sunita Narain, Director General, CSE, as she delivered the opening presentation. “This means we must focus equally and all together on nutrition, livelihood security and environment protection. This also means that we should minimise dependence on chemical-intensive food production practices,” added Narain.

Give 'warning' label, not health star rating on junk food packages: Experts tell to FSSA

If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods through ‘warning' labels, public health experts gathered at the ‘National Conclave on Sustainable Food Systems', organized by the Centre for Science and Environment (CSE) in Nimli, Rajasthan, said. The government should issue a ‘warning' label on packaged junk foods instead of health star ratings as they are misleading and doing more harm to customers than good, health experts said on Wednesday. Health star rating is a labelling system that grades packaged foods on the scale of one to five stars. If the government is serious about the “epidemic” of obesity and non-communicable diseases, the consumer needs to be cautioned about junk foods through ‘warning' labels, public health experts gathered at the ‘National Conclave on Sustainable Food Systems', organized by the Centre for Science and Environment (CSE) in Nimli, Rajasthan, said.

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.