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Editor's Choice : The real oximeter

What we need is an evergreen revolution that secures livelihood, provides for energy security and combats climate change CELEBRATING WORLD Environment Day in the time of an ongoing horri�c health pandemic is di�cult to contemplate. In this time of immense human grief and loss, what does the environment even count for? But take a moment to re�ect. The most important element that we gasped for in the past month was oxygen. Think of the hours and days we spent �nding oxygen for our loved ones; how we saw patients collapse and die because hospitals did not have oxygen in the tanks; how the courts stepped in to regulate the transportation of oxygen from industries across the country; how we learnt about the business of oxygen concentrator—a machine that sucks in air and gives us oxygen on demand. Our desperation cannot be recounted without pain. We saw the gasp for each breath—and just how precious it is. This then is what we must remember this World Environment Day. The oxygen that we get from nature is about increasing green cover and ensuring that our air—our every breath—is not polluted. Something we talk glibly about and yet discount with our next move. The theme of this year’s World Environment Day, celebrated every year on June 5, is ecosystem restoration. Increasing the tree density and repairing the ecosystem health means the world will sequester carbon dioxide— that is �lling up our atmosphere and leading the world to an inexorable downward spiral of climate change impacts—and release oxygen. It’s a win-win. But what we need to understand is that planting trees or restoring ecosystems will require us to �rst restore our relationship with nature and society. The fact is trees are about land—who owns it; who protects and regenerates it, and who has the rights over the produce. In India, the forest department has the “ownership” of vast areas of common forest land. But countries like India do not have “wilderness”. Instead, we have habitats where people coexist with wild animals in forests. These are the same forest districts classi�ed as the most backward and poorest. It is also a fact that using all the legal and administrative, and sometimes, muscle power, the country’s forest department has kept the tree cover somewhat intact. It works hard every day to keep people and their animals out. It shu�es �les between the bottom rung of guards and the top bureaucrats to minimise the cutting of trees for “development” projects—from mining to dams. But “growing” trees needs people to take ownership of its management; so that livestock is kept out; so that the saplings survive. More importantly, trees have a value—whether for their ecosystem services or for timber—which needs to be paid to the grower. This would then make for a tree-based renewable future—where timber can be used for making houses and wood for generating energy. This will be an evergreen revolution that puts money in the hands of the poor; secures livelihoods; and at the same time provides for energy security and combats climate change. Today the entire world is talking about nature-based solutions—what I have described above—but without putting the poor community at the centre of the solution. The reason is not di�cult to understand. It is about the political economy of land tenure; the power of the most voiceless and marginalised; and about the cost of growing trees when people matter. In this scheme the value of land and labour needs to be paid for, not in terms of the cheapest options for mitigating carbon dioxide from the air but in terms of livelihoods that this solution will provide. This will make the entire idea of buying cheap carbon o�sets unfeasible. Then, of course, there is the challenge when with every breath we inhale poison and not oxygen. We discuss this every year, when winter comes and the pollution gets trapped in the heavy air and moisture. We feel it then. We scream. But then we forget. So, just as winter ended this year, the Indian government decided to change the rules for coal-based thermal power plants to give them a licence to pollute. Simply, it said, you can pay for noncompliance and this penalty will be lower than what you would spend on pollution control equipment. The rules are oxygen for the power companies and death by breath for the rest of us. The fact is our oxygen cannot be secured in a cylinder or by an oxygen concentrator machine that I suspect every rich Indian household will now buy and keep. It cannot even be secured by the air puri�er that we already have bought and installed in our houses and o�ces. Instead, oxygen needs us to value it as the most important and critical life-support system of our world. So, this World Environment Day, when the ravages of the pandemic have left us angry and shattered, let’s not beat around the bush any more. We know today, more than ever before, that talking the talk does not save lives. We need to walk the talk. The oxygen in this battle for a greener and more inclusive tomorrow is our common anguish—this is our �ght for survival. Nothing less. (downtoearth.org.in) (https://www.downtoearth.org.in/) DTE @sunitanar

Delhi Govt Wants SC to Close 10 ‘Outdated’ Thermal Power Plants Near the City

New Delhi: The Delhi government has filed a petition in the Supreme Court seeking closure of 10 coal-fired power plants in the city’s neighbourhood. These plants, the government has said, use outdated, polluting technology. The 10 thermal power plants in Punjab, Haryana and Uttar Pradesh have been contributing significantly to air pollution in Delhi-NCR, environment minister Gopal Rai said. The Delhi government had written to the Central government requesting their cooperation on limiting pollution from these thermal plants, Rai said in a statement, but “no help has been received so far”. “We hope the Supreme Court will take necessary steps and direct closure of these plants on an urgent basis,” he continued. The 10 power plants are Dadri NCTPP (thermal power plant) Harduaganj TPS GH TPS (Lehra Mohabbat) Nabha TPP Ropar TPS Talwandi Sabo TPP Yamunanagar TPS Indira Gandhi STPP Panipat TPS, and Rajiv Gandhi TPS. A 2018 study by the Energy and Resources Institute (TERI) and the Automotive Research Association of India says 60% of the PM2.5 pollution in Delhi originates from sources outside the city, the Delhi government said. Various studies have highlighted the effects of the pollutants from such coal-fired power plants on the health of communities. The ill-effects are more pronounced for vulnerable individuals, children, pregnant women, the elderly and persons suffering from asthma and lung diseases, the government’s statement continued. The Delhi government statement also pointed to the changing compliance guidelines for thermal power plants. On April 1, the Union environment ministry had issued a notification with amended rules allowing thermal power plants within 10 km of the National Capital Region (NCR) and in cities with more than 10 lakh population to comply with new emission norms by the end of 2022. Earlier, the Centre had revised emission norms for particulate matter, sulphur dioxide and oxides of nitrogen for thermal power plants in December 2015, requiring them to install emission control systems by December 2017. “However, the Central Pollution Control Board (CPCB) arbitrarily extended the deadline to 2022. Further, according to the new notification, non-compliance by these power plants will not lead to closure of polluting units but they would continue to pollute subject to payment of a mere penalty amount,” the statement reads, according to Indian Express. The Centre for Science and Environment (CSE) had earlier found that thermal power plants account for more than 60% of the total industrial emissions of particulate matter, 45% of SO2, 30% of NOx and more than 80% of mercury in the country. These are also responsible for 70% of the total freshwater withdrawal by all industries. A recent compliance report by CSE showed that out of the 12 power plants located around Delhi, SO2 control technology was available only in two plants. According to a report by the Centre for Research on Energy and Clean Air, the delay in installation of the SO2 and NOx control facilities are leading to more than 13 deaths and a loss of Rs 19 crore daily in the region around Delhi-NCR at 2018 operational levels, the government said in its statement.

Fuel efficiency hero in race to net carbon zero

The transportation sector as a whole is facing a unique challenge — the problem of plenty. While it took 60 long years to get the first 100 million vehicles in India, the next 100 million became a reality in just 6-8 years. Therefore, orchestrating urban mobility is one of India’s biggest hurdles now. Estimates by the IEA (International Energy Agency) indicate that vehicle ownership has nearly tripled over the last decade. The urban transport network in most major Indian cities is close to the breaking point. Traffic congestion and air pollution-related health issues have become the order of the day. Anumita Roychowdhury, Executive Director — Research and Advocacy, Centre for Science and Environment (CSE), a public interest research and advocacy organisation based in New Delhi, says: “Environment and public health are development and market issues as well. These concerns today are going to have a major transforming effect on the global market. We expect to see a disruptive change in the automotive industry, globally.” The recent UN statement indicates that close to 115 countries have already pledged to carbon neutrality by 2050. Net zero has become quite a buzz word and Anumita expects this to “have a strong bearing on the automotive sector. This translates into 50 percent of world’s GDP and half of global CO2 addition. So, imagine the scale of market that are going to be impacted as a result.” India cannot remain insular to these aspects as it moves towards the next milestone on the emission roadmap. CSE's executive director feels, “India needs public and policy understanding on how to gain an edge in this change of scale (17 countries have already announced 100 percent zero emission vehicle target and phasing out of IC engines by 2040-2050). Climate change and impact of air pollution on public health globally are going to no doubt set new terms for the global market and we are part of it. So that’s the context we should keep in mind when we talk of the next trajectory from BS VI onwards.” So, what's the road ahead? What next after BS VI? April 2021 marked a year of BS VI in India. While the industry achieved this in record time, what bothers many is whether the technology leapfrogging helped the core objective of sustainable mobility. Anumita says the BS VI transition in India has instilled a great sense of confidence. “This has enabled big improvement in emissions from new vehicle fleets in India and a move up the technology ladder along with narrowing of the gap between petrol and diesel vehicles. It has enabled adoption of more stringent emission norms, particularly for diesel. BS VI adopted in 2020 is really not the final goal. The 2023 post BS VI reforms package is crucial. That will be an exercise in making BS VI itself more exacting. It will enable adoption of real world emission norms.” For the first time in India, the focus is now shifting to real world emissions. “In a way, we see a paradigm shift in the manner regulations are going to change. With that, we have now got new-generation technology and advanced emission control systems, which are coming along with the BS VI technology,” Anumita adds. She further emphasises the need for stricter norms as she qualifies India Auto Inc's regulation journey thus far as more of a “missed opportunity”. According to her, standards are meant to push the envelope but “the first target was so easy; industry barely had to do anything to meet that target. They even exceeded the target by a significant margin. When you look at the next standards, in moving from 129 gm of CO2 emission to 113 gm, it essentially aims to reduce emission by about 2.65 percent every year. An estimate between 2012 and 2016, by ICCT, has shown that on an average, the industry had already achieved 3.4 percent improvement annually. So, the targets are actually lower than what the industry has already achieved. After meeting the last set of standards in 2020, they barely require another 1.6 percent improvement a year to get to the 2022 targets.” This, she highlights, is the root of the problem because “if your requirements are so low, it does not push you to advance technology to reduce the carbon impact of motorisation.” Better technology adoption will no doubt result in better efficiency gains and Anumita points out the need to actively include two-wheelers and commercial vehicles. Speaking specifically about two-wheelers, she believes, “India has a huge advantage and opportunity to adopt fuel economy regulations.” Even though individually per unit, they use lesser fuel compared to other vehicles but “given the sheer volume and number, their demand for petrol is also enormous.” As a result, Anumita sees a clear advantage in adopting fuel economy standards for two-wheelers and CVs, especially heavy-duty ones. “International Energy Agency projections indicate that the overall transport sector fuel demand in India is going to grow significantly by 2040 and a considerable share of that will be from CVs with all the highway development that is happening. So, the heavy-duty vehicle segment is going to have enormous impact on oil demand. And they are major guzzlers. That’s why we need fuel efficiency standards for all of these very quickly, but also meaningfully.” Role of CAFE in accelerating tech transition In a way, regulation matters a lot in defining the terms of technology development. Therefore, “if that benchmark is made more stringent, then that will force improvement in technology. The most recent example is BS VI. When the regulations becomes exacting, the change is going to be about real-world emissions.” She feels OEMs proving emission performance based on the real-world conditions will be a game- changer, “Now they have to ensure the durability of their emission control systems in their vehicles. This is happening for the first time in India. That's why the 2023 reforms are so important. All of these, in combination, are supposed to become more exacting and technology forcing.” But given the cost involved and the exacerbation of the slowdown in the auto industry due to Covid, there is a growing demand from many quarters to delay it. However, Anumita does not think that is viable, “This is really not the time for us to delay our roadmap. The world is changing very fast. . . the sooner we catch up and lead, the better for us.” “The government is giving production-linked incentives to the industry. But these production-linked incentives are industry's own corporate strategy; all of these will have to come together for a green recovery strategy. Instead of delaying it, find a method and a way to stay on course. Look at Europe . . . it is so much on course and electrification is taking off because of the fuel efficiency regulations,” she adds, while explaining the role of emission in driving technological innovation to achieve it. Affordability and business sense are the drivers of EV adoption, which is why globally EVs are being promoted with state subsidies. Why electrification? Decarbonisation of future mobility is closely linked with electric mobility. —“Electrification is inevitable for various reasons,” says Anumita. As globally, the potential of IC engines is getting closer to the saturation point, any incremental tightening of emission involves a huge cost factor. In comparison, though the upfront cost of EVs is relatively high, the incremental cost of exacting tightening standards in conventional ICEs, tilts the balance in favour of EVs. “If tailpipes can achieve zero emission, you are reducing enormous emission in cities,” she explains. However, affordability and business sense are other important factors. Anumita reasons that this is one of the reasons why world-over electric vehicles are being promoted with state subsidies. But that said, she adds, “Emerging data indicates that operational and maintenance cost of electric vehicles is much lower. The battery cost is critical in the electric vehicles and scale can bring down battery cost significantly. Ultimately, it is the TCO (total cost of ownership) of the vehicle is what matters.” According to her, “The devil is in the design. What standards you set for fuel efficiency, will set the target for electrification.” Old vehicles and scrappage The other key culprit in the growing carbon footprint across the automobile industry are the older vehicles and lack of appropriate infrastructure to dispose them off. In the past few months, the finer details of the scrappage policy have been announced and a few companies like Mahindra CERO have begun operations. However, Anumita highlights the potential problem areas in the guidelines. “There is no clear mandate at the moment and there are lot of leakages. There is no clear guideline about how end-of-life vehicles need to identified and scrapped. There is not much clarity on the exact extent of the implementation of a central policy by the state. We had hoped that this will be designed as a stimulus policy, especially for old commercial vehicles — trucks and buses — and expected a central incentive and targeted policy for the heavy-duty sector. There could have been some method of linking industry participation of scrappage of end-of-life passenger vehicles and two-wheelers with electrification. That is what I feel is an opportunity missed, especially at a time when we are looking at green recovery. " IEA projections indicate that the overall transport sector fuel demand in India is going to grow significantly by 2040 and a considerable share of that will be from CVs with all the highway development that is underway across the country. Looking ahead Ground vehicles together contribute to more than 75 percent of transport emission and that in itself contributes nearly 17 percent of the world’s energy-related greenhouse gas emission. The question therefore is how can India Auto Inc make mobility a lot greener than now? Anumita believes, “The whole environment issue is no longer a soft, fringe issue. It is a serious, global development and market issue today. The moment you start setting a target for net zero and completely phasing out IC engines, it will surely have a transformative impact.” She considers it important for Indian industry to realise and understand the opportunity that lies in new-generation regulations, “The focus therefore has to be on- Need for far more transparency in vehicle performance and more consumer information. Understand the value of combining emission and fuel economy standards. Zero emission transition and trajectory for electrification need to be part of a focussed industrial policy. Government needs to be a prime mover in enabling the mechanism.” She surmises the need for proactive all-inclusive and comprehensive policies that combine market requirements with developmental issues, “an industrial agenda can no longer be delinked from the broad agenda for the future.” As former UN Secretary-General Ban Ki-moon famously said, “We must connect the dots between climate change, water scarcity, energy shortages, global health . . . Solutions to one problem must be solutions for all.”

World Environment Day: PPE, masks and shields… pandemic detritus adds to waste crisis

By Trisha Mukherjee New Delhi, Jun 4 (PTI) The crisis of plastic and biomedical waste is deepening with each Covid case as millions of people use and throw face shields, surgical masks, gloves and PPE suits, once used primarily in hospitals and now an indispensable part of everyday life. The movement against plastic has taken a battering in the pandemic with dependency on single-use plastic surging and households contributing to the tonnes of biomedical waste being generated, worried experts said ahead of World Environment Day on Saturday. The detritus of the pandemic can be seen everywhere – PPE suits lying discarded behind hospitals and crematoriums, surgical masks and shields being thrown as part of household waste and, of course, sanitiser bottles, gloves and the like found in street corner garbage dumps. With waste disposal mechanisms less than perfect in India and the ‘plastic footprint’ becoming larger by the day, concerns on plastic waste choking the planet and worries about safety are mounting. “There has been a general increase and since it is a crisis situation, we are not thinking of plastic but general prevention. The focus is no longer plastic, so that is a problem,” Ravi Agarwal, founder director of the environmental NGO Toxics Link, told PTI. “A lot of biomedical waste like masks and PPE kits are also being generated in general homes now. So that is becoming a big problem. These things are finding their way across ecosystems. A lot of these things like masks can be seen on beaches, in coral reefs etc,” he added. According to the Central Pollution Control Board (CPCB), India produced 45,308 tonnes of COVID-19 biomedical waste between June 2020 and May 10, 2021, an average daily generation of 132 tonnes of COVID-19 related waste. This is in addition to the 615 tonnes of biomedical waste a day being produced before COVID-19, amounting to a 17 per cent increase in biomedical waste generation solely because of the pandemic. Besides Covid-related waste from hospitals and homes with positive patients, there is ‘pandemic promoted’ waste from non-Covid homes, including not just protective gear but also plastic packaging with more and more people using home deliveries for essential and non-essential shopping. Under the existing waste disposal rules, biomedical waste is segregated into four categories — Yellow (highly infectious waste such as human, animal, anatomical, soiled), Red (contaminated recyclable waste generated from disposable items like tubing, bottles tubes, syringes), White (waste sharps, including needles, syringes with fixed needles), and Blue (broken or discarded and contaminated glassware, including medicine vials). Considered potentially infectious, all Covid waste, irrespective of content, is tagged Yellow and incinerated. On the face of it, India seems well equipped to handle this extra load of biomedical waste with a national incineration capacity of 800 tonnes a day. But experts said there are other factors that needed to be taken into account. “Like the fact that due to the health crisis, non-Covid biomedical waste generation has also gone up. Secondly, these incinerators are meant for waste that has been segregated. But since Covid waste is not being segregated, the process compromises the efficiency of the incinerators,” said Siddharth Singh, deputy programme manager at the Centre for Science and Environment (CSE). Whether emissions from these plants are causing further pollution remains unclear with flawed and non-functional monitoring systems at most plants. “We never know the extent of pollution we are doing... we are converting our land based pollution to water or air pollution. That’s what we end up doing,” Singh told PTI. Moreover, while national incineration capacity seems sufficient, the waste generation to incineration capacity ratio might not be met for individual states, he said. For instance, Maharashtra reported a 45 per cent increase in the volume of its biomedical waste in May last year, with daily generation going from 62,000 kg per day before Covid to 90,000 kg per day, according to a report by the Maharashtra Pollution Control Board. To address this problem, the CPCB in July last year in its revised guidelines for Covid waste management said states could approach the Environment Ministry’s ‘Hazardous Waste Treatment, Storage, and Disposal Facilities’ to deal with their Covid biomedical waste if it could not manage the load. Atin Biswas, programme director, Municipal Solid Waste at CSE, pointed out that while there were mechanisms in place, there was very little data on how many states had actually availed, or even knew of the facility. Notwithstanding the unprecedented health and environment crisis, the experts said there are ways to minimise the damage. To begin with, Singh said individuals needed to consciously reduce their plastic footprint. “We have always looked at the plastic problem in terms of recycling, but the focus should be on how to minimise it. Waste management is to reduce and manage,” he said. For Agarwal, proper disposal is key to coming one step closer towards solving the problem. “At an individual level we have a big responsibility in how we dispose of things. It has to start at the individual level and the government also has to meet the requirement. It’s cooperation between the two. It cannot be done by one or the other. “The role of municipalities becomes very critical here because waste collection from Covid homes is supposed to be done separately from general homes, but in many parts of the city (Delhi) that is not happening,” he said. CSE’s Biswas agreed. He said waste management is indeed a “shared responsibility”, and a “comprehensive communication strategy” is important to achieve the goal of reducing plastic pollution. “Waste management is a behavioural challenge. Government has always perceived this to be an engineering problem and has been very poor at communication. Had the government invested in better communication, we would have less waste to deal with in the first place,” he said. “We do need a very comprehensive strategy and a comprehensive roadmap if we have to achieve certain milestones,” Biswas added. (June 5 is celebrated as World Environment Day)

Food brands that were labelled unsafe in the past

Is the food you consume safe? Here is a list of popular food brands that have at some point of time landed in controversy after failing safety norms of various countries. Media reports recently carried reports of the world's largest food company Nestle acknowledging that more than 60 per cent of its mainstream food and drinks products do not meet a recognised definition of health The company presentation accessed by the Financial Times noted that only 37% of Nestle's food and beverages by revenues, excluding specialised medical nutrition and pet food, achieved a rating over 3.5 under Australia's health star rating system. However, this is not the first time companies have failed to lives up to acceptable health standards. Here are a few more examples of when big brands failed basic safety checks. Brand: Nestle Product: Baby Milk Alternatives Nestle got into huge trouble when it was accused of selling unhealthy alternatives for baby milk. They were accused of unethical advertisement of the product. Though they won a related lawsuit in 1974, the product was boycotted in America, New Zealand, Canada, Australia and Europe. Even now the boycott remains in certain parts though the company claims that the product is safe for consumption as per all standards. Brand: Quaker Product: Quaker Oats Back in 1950, Quaker Oats did a horrible experiment. Along with researchers from MIT, Quaker in America fed children radioactive oats for research to prove the nutrients in Quaker oatmeal travel throughout the body. Brand: Kellogg's Product: Cereals Kellogg's had to recall four varieties of its cereals in 2010 in America, because of a strange smell that was emanating from its boxes. Later, the smell was attributed to a compound leakage. The variants that were recalled were Corn Pops, Froot Loops, Apple Jacks and Honey Smacks. Brand: Burger King Product: Beef Patty In the United Kingdom, the fast-food chain Burger King got into trouble when its products were tested in 2013. The beef patties showed that they contained horse meat. The company had initially rejected the charges but later blamed it on their supplier and dropped Silvercrest Foods as a supplier. Brand: Haldiram Products: Cookies, biscuits and wafers US FDA had in 2017 rejected cookies, biscuits and wafers by Haldiram because they contained pesticides, mould and bacteria. They deemed the products unfit for human consumption. Brand: Starbucks Products: Hazelnut syrup, Caramel Sauce In India, coffee chain Starbucks faced the heat in April 2017 when 32 of their ingredients were ruled out by the Food Safety Standards Authority of India. Among them were their popular hazelnut syrup and caramel sauce. They immediately started working on the same and found replacements which suited the Indian standards. Brand: Cadbury Product: Dairy Milk In Mumbai, many customers had in 2003 complained that their Dairy Milk chocolates contained worms. This forced the Maharashtra FDA to seize all stocks manufactured in the company’s Pune plant. So, Cadbury now revamped their packaging to restore their image and made a comeback. Brand: PepsiCo and Coca-Cola Products: Pepsi and Coca-Cola In 2006, Pepsi and Coca-Cola got banned in many Indian states after there were complaints that these contained pesticides. There were also complaints of batteries and other foreign objects being present in these drinks which led to severe suspicions about their safety. Brand: Patanjali Product: Atta Noodles Patanjali Atta Noodles was banned in India in April 2016 for containing excessive quantities of lead. The Food Safety and Drugs Administration in Meerut carried out tests which found that Patanjali Atta Noodles were sub-standard and the ash content tastemaker was more than three times the prescribed limits. Even Patanjali's Divya Amla Juice and Shivlingi Beej were considered substandard by Haridwar's Ayurveda and Unani Office. Brand: Nestle Product: Maggi Maggi was banned in India in 2015 because it contained way more lead and monosodium glutamate or MSG than the prescribed limits. Maggi said that their product was safe to consume, and the limits should be measured after being diluted and not otherwise. However, they later worked on a slight formula change and a rigorous advertisement campaign to rebrand itself. Brand: Multiple Product: Honey An investigation conducted by the Centre for Science and Environment had in 2020 revealed the rampant adulteration in honey sold by major Indian brands including Dabur, Patanjali, and Emami. All these brands had adulterated their honey with sugar syrup. At a time when honey was being extensively consumed for its health benefits, the news shocked many customers.

World Environment Day 2021: COVID-19 pandemic detritus adds to waste crisis

The movement against plastic has taken a battering in the pandemic with dependency on single-use plastic surging and households contributing to the tonnes of biomedical waste being generated, worried experts said ahead of World Environment Day on Saturday. The detritus of the pandemic can be seen everywhere - PPE suits lying discarded behind hospitals and crematoriums, surgical masks and shields being thrown as part of household waste and, of course, sanitiser bottles, gloves and the like found in street corner garbage dumps. With waste disposal mechanisms less than perfect in India and the 'plastic footprint' becoming larger by the day, concerns on plastic waste choking the planet and worries about safety are mounting. "There has been a general increase and since it is a crisis situation, we are not thinking of plastic but general prevention. The focus is no longer plastic, so that is a problem," Ravi Agarwal, founder director of the environmental NGO Toxics Link, told PTI. "A lot of biomedical waste like masks and PPE kits are also being generated in general homes now. So that is becoming a big problem. These things are finding their way across ecosystems. A lot of these things like masks can be seen on beaches, in coral reefs etc," he added. According to the Central Pollution Control Board (CPCB), India produced 45,308 tonnes of COVID-19 biomedical waste between June 2020 and May 10, 2021, an average daily generation of 132 tonnes of COVID-19 related waste. This is in addition to the 615 tonnes of biomedical waste a day being produced before COVID-19, amounting to a 17 per cent increase in biomedical waste generation solely because of the pandemic. Besides Covid-related waste from hospitals and homes with positive patients, there is 'pandemic promoted' waste from non-Covid homes, including not just protective gear but also plastic packaging with more and more people using home deliveries for essential and non-essential shopping. Visas of foreign nationals stranded in India due to COVID-19 deemed valid till Aug 31Visas of foreign nationals stranded in India due to COVID-19 deemed valid till Aug 31 Under the existing waste disposal rules, biomedical waste is segregated into four categories - Yellow (highly infectious waste such as human, animal, anatomical, soiled), Red (contaminated recyclable waste generated from disposable items like tubing, bottles tubes, syringes), White (waste sharps, including needles, syringes with fixed needles), and Blue (broken or discarded and contaminated glassware, including medicine vials). Considered potentially infectious, all Covid waste, irrespective of content, is tagged Yellow and incinerated. On the face of it, India seems well equipped to handle this extra load of biomedical waste with a national incineration capacity of 800 tonnes a day. But experts said there are other factors that needed to be taken into account. "Like the fact that due to the health crisis, non-Covid biomedical waste generation has also gone up. Secondly, these incinerators are meant for waste that has been segregated. But since Covid waste is not being segregated, the process compromises the efficiency of the incinerators," said Siddharth Singh, deputy programme manager at the Centre for Science and Environment (CSE). Whether emissions from these plants are causing further pollution remains unclear with flawed and non-functional monitoring systems at most plants. "We never know the extent of pollution we are doing... we are converting our land based pollution to water or air pollution. That's what we end up doing," Singh told PTI. Moreover, while national incineration capacity seems sufficient, the waste generation to incineration capacity ratio might not be met for individual states, he said. For instance, Maharashtra reported a 45 per cent increase in the volume of its biomedical waste in May last year, with daily generation going from 62,000 kg per day before Covid to 90,000 kg per day, according to a report by the Maharashtra Pollution Control Board. To address this problem, the CPCB in July last year in its revised guidelines for Covid waste management said states could approach the Environment Ministry's 'Hazardous Waste Treatment, Storage, and Disposal Facilities' to deal with their Covid biomedical waste if it could not manage the load. Atin Biswas, programme director, Municipal Solid Waste at CSE, pointed out that while there were mechanisms in place, there was very little data on how many states had actually availed, or even knew of the facility. Notwithstanding the unprecedented health and environment crisis, the experts said there are ways to minimise the damage. To begin with, Singh said individuals needed to consciously reduce their plastic footprint. "We have always looked at the plastic problem in terms of recycling, but the focus should be on how to minimise it. Waste management is to reduce and manage," he said. For Agarwal, proper disposal is key to coming one step closer towards solving the problem. "At an individual level we have a big responsibility in how we dispose of things. It has to start at the individual level and the government also has to meet the requirement. It's cooperation between the two. It cannot be done by one or the other. "The role of municipalities becomes very critical here because waste collection from Covid homes is supposed to be done separately from general homes, but in many parts of the city (Delhi) that is not happening," he said. CSE's Biswas agreed. He said waste management is indeed a "shared responsibility", and a "comprehensive communication strategy" is important to achieve the goal of reducing plastic pollution. "Waste management is a behavioural challenge. Government has always perceived this to be an engineering problem and has been very poor at communication. Had the government invested in better communication, we would have less waste to deal with in the first place," he said. "We do need a very comprehensive strategy and a comprehensive roadmap if we have to achieve certain milestones," Biswas added. (June 5 is celebrated as World Environment Day)

विश्व पर्यावरण दिवस : पीपीई, मास्क और शील्ड..महामारी का अपशिष्ट कचरा संकट को और बढ़ाता है

नयी दिल्ली, चार जून प्लास्टिक और बायोमेडिकल कचरे का संकट कोविड के हर मामले के साथ गहराता जा रहा है जब लाखों लोग फेस शील्ड, सर्जिकल मास्क, दस्ताने और पीपीई सूट इस्तेमाल कर उन्हें फेंक रहे हैं जो कभी मुख्य रूप से अस्पतालों में इस्तेमाल होता है लेकिन अब हर किसी के जीवन का अभिन्न हिस्सा बन गए हैं। शनिवार को विश्व पर्यावरण दिवस से पहले चिंतित विशेषज्ञों ने कहा कि प्लास्टिक के खिलाफ चलाए जा रहे आंदोलन को इस वैश्विक महामारी में बड़ा झटका लगा है जहां एकल प्रयोग के प्लास्टिक पर निर्भरता बढ़ रही है और घरों से टन के टन बायोमेडिकल कचरे पैदा हो रहे हैं। वैश्विक महामारी का कूड़ा हर जगह दिख रहा है - पीपीई सूट अस्पतालों और श्मशान घाटों के पीछे फेंके पड़े हैं, सर्जिकल मास्क और शील्डों को घरों के कूड़े के तौर पर फेंका जा रहा है और निश्चित तौर पर सेनेटाइजर की बोतलें, दस्ताने और इस तरह की चीजें सड़कों के कोने में मौजूद कचरा फेंकने वाली जगहों पर देखने को मिलती हैं। भारत में कचरा निस्तारण प्रणालियों के बेहतर न होने और बड़े पैमाने पर प्लास्टिक का प्रयोग हर दिन बढ़ने के साथ प्लास्टिक कचरे के धरती पर हानिकारक प्रभाव और सुरक्षा को लेकर चिंता भी दिनों-दिन बढ़ रही है। पर्यावरण के लिए काम करने वाले एनजीओ ‘टॉक्सिक लिंक्स’ के संस्थापक निदेशक रवि अग्रवाल ने पीटीआई-भाषा को बताया, “इसमें सामान्य वृद्धि हुई है और चूंकि यह संकट की स्थिति है, हम प्लास्टिक के बारे में नहीं सामान्य बचाव के बारे में सोच रहे हैं। अब ध्यान प्लास्टिक पर नहीं दिया जा रहा है, इसलिए यह एक समस्या है।” उन्होंने कहा, “मास्क और पीपीई किट जैसा बहुत सारा बायोमेडिकल कचरा आम घरों में भी अब पैदा हो रहा है। इसलिए यह बड़ी समस्या है। ये चीजें पारिस्थितिकी तंत्र में प्रवेश कर रही हैं। मास्क जैसी कई चीजें समुद्र तटों, प्रवाल भित्तियों आदि में दिख रही हैं।” केंद्रीय प्रदूषण नियंत्रण बोर्ड (सीपीसीबी) के मुताबिक भारत ने जून 2020 से 10 मई 2021 के बीच 45,038 टन कोविड-19 बायोमेडिकल कूड़ा पैदा किया यानी हर दिन कोविड-19 संबंधी 132 टन कूड़ा पैदा हुआ। यह कोविड-19 से पहले हर दिन उत्पन्न होने वाले 615 टन बायोमेडिकल कूड़े के अलावा है। इसका मतलब है कि केवल वैश्विक महामारी के कारण बायोमेडिकल कूड़ा उत्पन्न होने में 17 प्रतिशत वृद्धि हुई। संक्रमित मरीजों वाले घरों और अस्पतालों से कोविड संबंधित कूड़े के अलावा, गैर कोविड घरों से ‘वैश्विक महामारी के बढ़ावे के कारण’ निकलने वाला कूड़ा भी है जिसमें न सिर्फ रक्षात्मक उपकरण शामिल हैं बल्कि प्लास्टिक के पैकेट भी शामिल हैं जहां ज्यादा से ज्यादा लोग जरूरी और गैर जरूरी खरीदारी के लिए होम डिलिवरी का इस्तेमाल कर रहे हैं। मौजूदा कूड़ा निस्तारण नियमों के तहत बायोमेडिकल कूड़े को चार श्रेणियों में विभाजित किया जाता है- पीला (बेहद संक्रामक कूड़ा जैसे इंसान, जानवर, शारीरिक, , लाल (ट्यूब, बोतल ट्यूब, सिरिंज जैसे निपटान-योग्य वस्तुओं से उत्पन्न दूषित पुनर्चक्रण योग्य कचरा), सफेद (सुइयां, सुई लगी सिरिंजों जैसे नुकीले कचरे) और नीला (दवाओं की टूटी हुई या फेंक दी गई तथा दूषित कांच के बोतल आदि)। संक्रामक समझी जाने वाले सभी कोविड अपशिष्ट को पीले कूड़े की श्रेणी में रखा जाता है और जला दिया जाता है। इसे दे्खते हुए, भारत इस बायोमेडिकल अपशिष्ट के अतिरिक्त बोझ से निपटने के लिए भारत अच्छी तरह से उपकरणों से लैस लगता है क्योंकि उसके पास एक दिन में 800 टन कचरा जलाने की राष्ट्रीय क्षमता है। लेकिन विशेषज्ञों का कहना है कि अन्य बातों को भी ध्यान में रखना होगा। सेंटर फॉर साइंस एंड इन्वायरन्मेंट (सीएसई) में कार्यक्रम उपप्रबंधक सिद्धार्थ सिंह ने कहा, “इस तथ्य की तरह कि स्वास्थ्य संकट के कारण, गैर कोविड बायोमेडिकल अपशिष्ट भी बढ़ा है। दूसरा, ये कूड़ा भस्म करने वाले संयंत्र अलग-अलग किए गए कचरे के लिए बने हैं। लेकिन चूंकि कोविड अपशिष्ट अलग-अलग नहीं किया जाता, यह प्रक्रिया इन संयंत्रों की कार्यक्षमता को प्रभावित करती है।” इन संयंत्रों से होने वाला उत्सर्जन और प्रदूषण कर रहा है या नहीं यह अभी स्पष्ट नहीं है क्योंकि अधिकतर संयंत्रों में निगरानी प्रणालियां या तो काम नहीं कर रही हैं या उनमें खामियां हैं।

World Environment Day: PPE, masks and shields... pandemic detritus adds to waste crisis

The crisis of plastic and biomedical waste is deepening with each Covid case as millions of people use and throw face shields, surgical masks, gloves and PPE suits, once used primarily in hospitals and now an indispensable part of everyday life. The movement against plastic has taken a battering in the pandemic with dependency on single-use plastic surging and households contributing to the tonnes of biomedical waste being generated, worried experts said ahead of World Environment Day on Saturday. The detritus of the pandemic can be seen everywhere - PPE suits lying discarded behind hospitals and crematoriums, surgical masks and shields being thrown as part of household waste and, of course, sanitiser bottles, gloves and the like found in street corner garbage dumps. With waste disposal mechanisms less than perfect in India and the 'plastic footprint' becoming larger by the day, concerns on plastic waste choking the planet and worries about safety are mounting. "There has been a general increase and since it is a crisis situation, we are not thinking of plastic but general prevention. The focus is no longer plastic, so that is a problem," Ravi Agarwal, founder director of the environmental NGO Toxics Link, told . "A lot of biomedical waste like masks and PPE kits are also being generated in general homes now. So that is becoming a big problem. These things are finding their way across ecosystems. A lot of these things like masks can be seen on beaches, in coral reefs etc," he added. According to the <a href="/topic/Central-Pollution-Control-Board" target="_blank">Central Pollution Control Board</a> (<a href="/topic/CPCB" target="_blank">CPCB</a>), India produced 45,308 tonnes of COVID-19 biomedical waste between June 2020 and May 10, 2021, an average daily generation of 132 tonnes of COVID-19 related waste. This is in addition to the 615 tonnes of biomedical waste a day being produced before COVID-19, amounting to a 17 per cent increase in biomedical waste generation solely because of the pandemic. Besides Covid-related waste from hospitals and homes with positive patients, there is 'pandemic promoted' waste from non-Covid homes, including not just protective gear but also plastic packaging with more and more people using home deliveries for essential and non-essential shopping. Under the existing waste disposal rules, biomedical waste is segregated into four categories - Yellow (highly infectious waste such as human, animal, anatomical, soiled), Red (contaminated recyclable waste generated from disposable items like tubing, bottles tubes, syringes), White (waste sharps, including needles, syringes with fixed needles), and Blue (broken or discarded and contaminated glassware, including medicine vials). Considered potentially infectious, all Covid waste, irrespective of content, is tagged Yellow and incinerated. On the face of it, India seems well equipped to handle this extra load of biomedical waste with a national incineration capacity of 800 tonnes a day. But experts said there are other factors that needed to be taken into account. "Like the fact that due to the health crisis, non-Covid biomedical waste generation has also gone up. Secondly, these incinerators are meant for waste that has been segregated. But since Covid waste is not being segregated, the process compromises the efficiency of the incinerators," said Siddharth Singh, deputy programme manager at the Centre for Science and Environment (CSE). Whether emissions from these plants are causing further pollution remains unclear with flawed and non-functional monitoring systems at most plants. "We never know the extent of pollution we are doing... we are converting our land based pollution to water or air pollution. That's what we end up doing," Singh told . Moreover, while national incineration capacity seems sufficient, the waste generation to incineration capacity ratio might not be met for individual states, he said. For instance, <a href="/topic/Maharashtra" target="_blank">Maharashtra</a> reported a 45 per cent increase in the volume of its biomedical waste in May last year, with daily generation going from 62,000 kg per day before Covid to 90,000 kg per day, according to a report by the <a href="/topic/Maharashtra-Pollution-Control-Board" target="_blank">Maharashtra Pollution Control Board</a>. To address this problem, the CPCB in July last year in its revised guidelines for Covid waste management said states could approach the Environment Ministry 's 'Hazardous Waste Treatment, Storage, and Disposal Facilities' to deal with their Covid biomedical waste if it could not manage the load. Atin Biswas, programme director, Municipal Solid Waste at CSE, pointed out that while there were mechanisms in place, there was very little data on how many states had actually availed, or even knew of the facility. Notwithstanding the unprecedented health and environment crisis, the experts said there are ways to minimise the damage. To begin with, Singh said individuals needed to consciously reduce their plastic footprint. "We have always looked at the plastic problem in terms of recycling, but the focus should be on how to minimise it. Waste management is to reduce and manage," he said. For Agarwal, proper disposal is key to coming one step closer towards solving the problem. "At an individual level we have a big responsibility in how we dispose of things. It has to start at the individual level and the government also has to meet the requirement. It's cooperation between the two. It cannot be done by one or the other. "The role of municipalities becomes very critical here because waste collection from Covid homes is supposed to be done separately from general homes, but in many parts of the city (Delhi) that is not happening," he said. CSE's Biswas agreed. He said waste management is indeed a "shared responsibility", and a "comprehensive communication strategy" is important to achieve the goal of reducing plastic pollution. "Waste management is a behavioural challenge. Government has always perceived this to be an engineering problem and has been very poor at communication. Had the government invested in better communication, we would have less waste to deal with in the first place," he said. "We do need a very comprehensive strategy and a comprehensive roadmap if we have to achieve certain milestones," Biswas added.

2021 lockdowns not as effective as last year's in cleaning Delhi-NCR air: CSE

2021 lockdowns not as effective as last year's in cleaning Delhi-NCR air: CSE Meteorology would be partly responsible for this trend, but it could also be a reflection of weakening of pollution control-measures and efforts in the city and region, it said. Lockdowns have improved the air quality in Delhi-NCR this year as well but not as effectively as last year due to the 2021 curbs being shorter and lesser stringent, the Centre for Science and Environment (CSE) has found in a study. Meteorology would be partly responsible for this trend, but it could also be a reflection of weakening of pollution control-measures and efforts in the city and region, it said. Traffic intensity was also comparatively higher in 2021, it added. This year, restrictions in Delhi started on April 6 in the form of night-curfews and weekend lockdowns with complete lockdowns being imposed on April 19. The imposition of partial-lockdown lowered PM2.5 pollutant levels by 20 per cent; while the complete lockdown brought the average down by further 12 per cent, according to the CSE analysis. "In 2020, partial lockdown started on March 12 with hard lockdown kicking in on March 25, which was lifted in phase-wise manner from May 18. Then the partial lockdown also brought PM2.5 levels down by 20 per cent, but the hard lockdown reduced it by another 35 per cent," the CSE said. Lifting of restrictions from May 18 had led to 28 per cent rise in PM2.5 levels, it said. The green think-tank also said the lockdown summers in 2020 and 2021 have been 25 to 40 per cent cleaner as compared to the summer of 2019. It also said that spring of 2021 (January-March) has recorded the highest pollution levels for the season since 2019. Normally, PM2.5 levels have a seasonal cycle with winter being the most polluted and monsoon season being the cleanest. Spring (January to March) acts as a transitional period between the two extremes- winter and summer A significant drop in PM2.5 levels happens as the weather warms up and wind picks up speed during spring. "There was a 26 per cent drop between winter of 2018 and spring of 2019. In 2020, this drop increased to 36 per cent due to pollution control measures in place and also imposition of partial lockdowns in March 2020. But this downward trend in spring pollution did not continue this year, with seasonal drop limited to 18 per cent," the report said. "In fact, spring this year has been 31 per cent dirtier than 2020 and 8 per cent dirtier than 2019," it said. The CSE analysis also showed that there were 27 "very poor" days in terms of air quality this February-March compared to 17 in 2020 and 12 in 2019. Days meeting the air quality standard also plummeted this spring to just two. The year 2020 had 16 and 2019 had six days when the standard was met, it said.

Opinion: At War With The Ecology- The COVID-19 Pandemic Is The Biggest Environmental Crisis Precipitated By Humans

World Environment Day 2021: Human activities that drive climate change and biodiversity loss, also drive pandemic risk through their impacts on our environment, writes Richard Mahapatra, Managing Editor, Down To Earth The period at the end of this sentence can pack up around 10,000 of the novel coronavirus that causes the COVID-19. That is what one can call the smallest camp of the enemy in the ongoing war against the “once-in-a-century” pandemic. Since its outbreak, there have been many “firsts” associated with COVID-19 that explain why it is so devastating. All four pandemics in history have been caused by viruses, but this is the first to be caused by a coronavirus. This is also the fastest disease that became a pandemic—just 71 days—after its outbreak. We are overwhelmed by the ravages of the pandemic. The late microbiologist and environmentalist René Dubois famously articulated that every civilisation created its own diseases and epidemics. The COVID-19 is ours. But is it just a health emergency? Rather, it is primarily an environmental disaster that enabled a virus escaping its natural habitats and infecting humans. COVID-19 is a zoonotic disease, or a disease that transmits from an animal or insect to a human being. Humans’ interactions with its ecosystem, thus, are the critical factor in transmission of these diseases. According to the United Nations Environment Programme (UNEP), about 60 per cent of known infectious diseases in humans and 75 per cent of all emerging infectious diseases are zoonoses. Zoonotic pathogens can be bacterial, viral or parasitic, with animals playing a vital role in maintaining such infections. Examples of zoonoses include HIV-AIDS, Ebola, Lyme Disease, malaria, rabies, West Nile fever, and COVID-19. The COVID-19 pandemic may be the worst, but it is not the first, as Inger Andersen, executive director of UNEP says. In 2018, the World Health Organization (WHO) released a list of 10 diseases that could cause epidemics, and all were viral in nature. Besides the usual suspects such as Zika, Ebola and SARS (triggered by a coronavirus), the list also had a Disease X, to be caused by an unknown pathogen. There is now a growing consensus that COVID-19 is Disease X. “This outbreak (COVID-19) is rapidly becoming the first true pandemic challenge that fits the Disease X category,” wrote Marion Koopmans, head, viroscience department, Erasmus University Medical Centre in the Netherlands in journal Cell. Peter Daszak, who was part of the WHO team that made the 2018 list, wrote in the New York Times that they had postulated Disease X would originate in animals, emerge at a place where economic development drives people and wildlife together, and go viral. The group predicted that the disease would be confused with other diseases during the initial stages and would spread quickly due to travel and trade. It would have a mortality rate higher than the seasonal flu and would spread as easily. It would shake the financial markets even before it became pandemic. “In a nutshell, COVID-19 is Disease X,” he wrote. This flew in the face of popular perception that the next pandemic would be that of influenza. WHO tracked 1,483 epidemic events in 172 countries between 2011 and 2018. Nearly 60 per cent of the recent epidemics were zoonotic, of which 72 per cent originated in wildlife. Besides COVID-19, WHO reported nine disease outbreaks in the first 79 days of 2020. Scientists today know just over 260 viruses in humans, which cumulatively account for just 0.1 per cent of potential zoonoses. In other words, the world remains ignorant about 99.9 per cent of potential zoonotic viruses. We are yet to identify some 1.7 million viruses that exist in mammals and birds, and 50 per cent of these have the potential or ability to infect humans. Globally, experts have identified seven anthropogenic (or, human-induced) driving factors leading to the emergence of zoonotic diseases—increased demand for animal protein; rise in intense and unsustainable farming; the increased use and exploitation of wildlife; unsustainable utilisation of natural resources; travel and transportation; changes in food supply chains; and the climate change crisis. Climate change and environmental degradation are making matters worse as they help viruses mutate faster, thus increasing the rate of spread. The Intergovernmental Science-Policy Platform on Biodiversity and Ecosystem Services (IPBES), an independent intergovernmental body based in Bonn, Germany, warns that pandemics like COVID-19 would hit us more frequently and have a higher mortality rate. According to IPBES, “Land-use change is a globally significant driver of pandemics and has caused the emergence of more than 30 per cent of new diseases reported since 1960.” “Pandemics have their origins in diverse microbes carried by animal reservoirs, but their emergence is entirely driven by human activities,” says a research report of IPBES. Also Read: Net Zero By 2050: International Energy Agency Calls For Unprecedented Transformation Of How Energy Is Produced Human activities that drive climate change and biodiversity loss, thus, also drive pandemic risk through their impacts on our environment. “Changes in the way we use land; the expansion and intensification of agriculture; and unsustainable trade, production and consumption disrupt nature and increase contact between wildlife, livestock, pathogens and people. This is the path to pandemics,” says Peter Daszak, who chaired a IPBES workshop on the pandemic. The growing demand for animal-derived food has encouraged the intensification and industrialisation of animal production, wherein a large number of genetically similar animals are bred in for higher productivity and disease resistance. Intensive farm settings cause them to be raised in close proximity to each other, in less ideal conditions characterised by limited bio-security and animal husbandry, poor waste management and use of antimicrobials as a way to counter these conditions. This makes them more vulnerable to infections, which can further lead to emergence of zoonotic diseases. High use of antimicrobials in such farm settings is also contributing to the burden of antimicrobial resistance (AMR), which itself is a chronic pandemic of high cumulative damage threatening public health across the globe. Moreover, loss of forest cover for agricultural purposes such as for growing of soy, used as a key constituent in animal feed, is also influencing the emergence of zoonotic diseases by increasing human access to wildlife. However, prevention measures would be much cheaper than the pandemics’ economic costs. The current pandemic would have cost around $16 trillion globally by July 2020. The cost to reduce the risks of future pandemics would be at least 100 times less than the cost to deal with these pandemics. By 2050, over 500 million hectares of new agricultural land will be needed to meet the global food demand, according to the Food and Agriculture Organization of the United Nations. Ecosystem services worth $10.6 trillion are lost due to land degradation annually. By contrast, switching to sustainable land management practices could deliver up to $1.4 trillion in increased crop production. In the largest-ever global restoration initiative, in the last five years, close to 100 countries has earmarked areas for repair and restoration by 2030. A preliminary analysis shows over 400 million hectares have been earmarked under this initiative, which is about 80 per cent of the agricultural land required to meet global food demand by 2050. The restoration of these areas as part of building back better to avoid future zoonosis would bring other crucial benefits, particularly mitigating climate change.

All IMD Air Quality Monitoring Stations In Delhi Offline: Think Tank

The IMD said the AQMs are functional but data is not being relayed to the central server due to a technical issue. None of the eight air quality monitoring stations (AQMs) of the India Meteorological Department (IMD) in Delhi has relayed data to the central server in the last two months, the Centre for Science and Environment said on Friday. The IMD said the AQMs are functional but data is not being relayed to the central server due to a technical issue. "Even though Delhi's monitoring network grew to 40 stations by the end of 2020, the number of active stations has reduced to 32 as all the IMD stations have gone offline," the CSE said. The IMD's station at Burari crossing has been offline since December last year, while the Ayanagar, CRRI Mathura Road, IGI Airport, Lodhi Road, North Campus DU, and the PUSA stations went offline on March 10, it said. In fact, the IMD's two other stations -- Gwal Pahari, Gurgaon, and Noida Sector 62 -- have also gone offline, the CSE said. An IMD official said the Central Pollution Control Board has been informed about the issue, and it is likely to be resolved next week. The problem could not be fixed earlier due to the COVID-19 pandemic, he said. Promoted Listen to the latest songs, only on JioSaavn.com Of the 40 AQMs in Delhi, 24 belong to the Delhi Pollution Control Committee, six are of the CPCB and two of the Indian Institute of Tropical Meteorology, Pune.

Nestle not alone, these food labels were branded unhealthy in the past

Nestle was earlier in the dock in 2015, when FSSAI banned Maggi noodles over 'No added MSG' claim Hindustan Unilever recalled over 20 varieties of instant noodles in 2015 Detergent was discovered in Mother Dairy milk in 2015, company denied charges Several popular food brands have landed in multiple controversies over the years. They have faced the heat for their products, unethical publicity, advertising and marketing campaigns that went wrong. The world’s largest food products manufacturer, Nestle currently finds itself in one more such controversy. According a report published in Financial Times, the company has acknowledged that more than 60 percent of its mainstream food and drinks products do not meet a “recognised definition of health." The leaked document, a presentation meant of internal circulation among top executives of Nestle, also mentioned that "some of our categories and products will never be ‘healthy’ no matter how much we renovate." However, the Swiss food and beverages conglomerate is not the only popular brand to be embroiled in such a controversy, as several others have faced similar allegations earlier. MSG in Maggi The Food Safety and Standards Authority of India (FSSAI) banned Maggi in 2015 after tests showed that it contained excessive lead and the labelling on its packets deceptively mentioned 'No added MSG.' The labels did not indicate the amount of flavour enhancer monosodium glutamate. Nestle has since then removed the claim 'No added MSG.' Nestle went on to recall Maggi from the market, challenged the ban that was imposed and the 'two-minute' noodles made a return to the shelves after being found to be safe for consumption. Sugar Syrup in Patanjali Honey A study by the Centre for Science and Environment (CSE), a Delhi-based NGO showed that honey sold by many popular brands, including Patanjali, Dabur and Zandu, among others, was adulterated with Chinese sugar syrup made from rice, corn, beetroot and sugarcane. The sellers sold the sugar infused honey as 'pure honey.' Samples from 13 brands of processed and raw honey that are sold in India were studied to check their purity. It was found that 77 percent of the honey samples was adulterated with sugar syrup. The brands that did not pass the test refuted the claims of the study and also put out elaborate ads in newspapers to assert their claims. Detergent in Mother Dairy In 2015, the Uttar Pradesh Food and Drug Administration found detergent in one of the samples of milk that was sourced from Mother Dairy. Mother Dairy, however, had firmly denied any adulteration of the milk sold in pouches. Carcinogens in Britannia A CSE test in 2016 found that 84 percent of the 38 commonly available brands -- including Harvest Gold and Britannia -- of packed breads, pavs and buns, contained potassium bromate and iodate. These chemical compounds are known to be carcinogens and harmful in nature. The study also tested and found residues of the chemicals in buns and pizza bases in fast food chains such as Domino's, McDonald's and Subway. The FSSAI took cognisance of the matter and ordered a probe. The government subsequently banned the use of potassium bromate in bread production. Top Ramen Recall In June 2015 Hindustan Unilever recalled over 20 varieties of instant noodles including those sold under the brands Ching’s, Top Ramen and Knorr, as they were released in the market without due approval from food and safety regulators. However, the company denied that the products were discontinued over any safety or quality concerns.

Pandemic lessons for India’s electric mobility

Travel restrictions and the economic downturn have slammed the brakes on the sector’s growth, but industry leaders say the mobility transition is on pause only until the pandemic is over. India’s electric mobility ambitions have suffered a major setback due to the Covid-19 pandemic. Vehicle manufacturers concede that with core business being heavily impacted, electrification will take a backseat for now. But they remain firm on the long-term goal of promoting cleaner alternatives to fossil fuel-powered vehicles. Sales of all forms of passenger carriers, including light and heavy duty buses, three-wheelers, e-rickshaws and taxis, have decreased since the pandemic struck in 2020, as most have opted for private transportation. This has affected India’s efforts to electrify public mobility, a segment that the government has been targeting as an efficient way of reducing the carbon footprint of a greater number of passengers. india EVs Source: Society of Indian Automobile Manufacturers “The Covid-19 induced lockdown and restrictions have severely impacted the overall commercial passenger segment,” said Rohit Srivastava, vice president for the buses segment with the manufacturer Tata Motors. “The pace of electrification, specifically in the case of e-buses, has also been dampened.” Srivastava however is hopeful that continuation of robust subsidy schemes such as the Faster Adoption and Manufacturing of Hybrid and Electric Vehicles (FAME) will help revive consumers’ interest in electric mobility in the long run. The FAME scheme India’s federal government rolled out an incentives package, called the Faster Adoption and Manufacturing of Hybrid and Electric Vehicles (FAME) scheme, in 2015. It was updated in January 2019 with a much bigger budget of 100 billion Indian rupees (US$1.4 billion) to support the sale and manufacturing of electric vehicles and components for three more years. The scheme includes incentives to switch to electric cars, buses and motorbikes as well as promoting the expansion of a country-wide charging network. Only vehicles with at least 40 per cent of their components made in India are eligible, a limitation aimed at promoting domestic manufacturing. The pandemic may necessitate an extension of the current 2022 end date for the scheme. The need for a long-term vision Anumita Roychowdhury, executive director of research and advocacy at think-tank Centre for Science and Environment (CSE), says that to get electrification back on the mobility agenda, India will need a long-term and consistent policy road map. “But the reality is, we don’t even know what will happen after [the second iteration of the] FAME [scheme],” she said. “While we do understand that Covid-19 has derailed the economy, we could have been a lot more strategic in terms of linking economic and green recovery,” Roychowdhury added. She welcomed the central government’s newly announced incentive scheme rewarding the production of batteries, known as Production Linked Incentives (PLI). But the centre and states need to come together with a cohesive policy for all the initiatives to be effective, she added. Despite all the disruptions, Mahindra & Mahindra, one of the earliest entrants into the shared electric transport segment, remains optimistic that rapid electrification is possible, particularly for vehicles covering short distances such as rickshaws. “We expect about 40 per cent of overall three-wheelers sold in the country to be electric by 2025,” said Mahesh Babu, chief executive of Mahindra Electric. Unlike developed countries, India requires complex transportation solutions involving a range of different vehicles for each stage of a journey. Last-mile mobility in India offers a huge opportunity for electric vehicle (EV) penetration and is set for a massive transformation, Babu said. “We aim to roll out new, innovative and customised EV solutions in both personal and commercial segments that will invigorate India’s last-mile mobility and delivery needs.” Mahindra has over 3,000 electric four-wheeled vehicles and more than 20,000 electric three-wheeled vehicles, such as rickshaws, running in the shared and corporate markets. As these vehicles cost as much as their carbon-intensive counterparts but are cheaper to maintain, Babu believes EV is well suited to take over last-mile transportation and delivery services. However, the pandemic has not spared even the low-speed e-rickshaws that have been at the front line of India’s electric vehicle revolution. Close to 8,000-11,000 e-rickshaws were sold per month prior to the pandemic, according to a 2018 study carried out by the consulting firms Kearney and Bloomberg. This number had been expected to grow steadily, said Rahul Mishra, a partner with management consultancy Kearney. “Covid has not only severely impacted the e-rickshaw market and shared mobility but also pushed the electric mobility agenda out of the country,” said Mishra. As the e-rickshaw market was organising and manufacturers were entering the space with better products, the pandemic forced them to fundamentally review their strategy, he said. Charging ahead However, Eric Vas, president of the Urbanite brand business unit at the motorcycle and auto rickshaw manufacturer Bajaj Auto, believes that three-wheelers will remain a cost-effective solution for average city commuters. “We may not have launched anything commercially, but we have put enough vehicles in the market that are going through trials. At this point, there are multiple challenges ranging from initial cost of acquisition to charging infrastructure,” he said. The lack of charging infrastructure is a big reason why electric mobility is yet to take off in India. According to Vas, even battery-swapping solutions, in which the user only rents the charged battery pack and replaces it at dedicated swapping points, are not efficient given the high costs of batteries. If a battery is the most expensive part of a vehicle, investors would rather reduce the number of batteries and not vice versa, Vas said, pointing out that in battery-swapping systems the number of batteries available at any point will have to exceed the number of vehicles that end up using them. Battery manufacturing is expected to grow in India as local production is necessary to keep electric vehicles cost-competitive, according to a recent report by Emkay Global called Decoding Electric Vehicle Disruption. Due to economies of scale and technological advancements, battery costs are expected to decrease, which would make battery swapping sustainable for smaller vehicles, the report said. Despite the setbacks due to the pandemic, public transport cannot be wished away, says CSE’s Roychowdhury. A clear, long-term road map for electrification covering the next decade will determine whether India’s roads will become less carbon-intensive. But India can move in the direction of clean mobility only by learning from its policy failures and successes, incentivising manufacturing and investing in the lighter modes of transportation that are most popular among consumers.

Kolkata needs to bring back Cycles

Kolkata, Jun 3 (UNI) Cycling restrictions in the city were imposed on about 36 streets in the year 2008 by the Kolkata Police which had been increased to 174 roads in 2013 and later due to widespread protests Kolkata Police this had been reduced to 62 road restrictions and at present, these restrictions continue to exists in 62 major roads impacting the livelihoods of thousands who use cycling as the only means of transport. The Kolkata Police has cited two reasons behind the cycle restrictions – that it slows down traffic and threatens safe vehicular movement. SwitchON Foundation filed an RTI to the Office of the Deputy Commissioner of Police, Traffic Department, Kolkata in 2020 and also conducted a vehicular count survey accompanied by speed mapping surveys and commuters perception surveys to come up with evidence from the ground. The RTI responses have been used as on-ground data to comprehend if the reasons cited hold any ground validation. The insights from the RTI data (from 2008-2020) revealed some interesting findings: Cyclists’ deaths between the 2008-2013 period have remained consistent. Total deaths by fatal RTA have come down. Deaths of pedestrians and motorcyclists have also come down. Road safety campaigns and safe road infrastructure has played a crucial role. During the period, Pedestrians form 55% of the total deaths by fatal Road Traffic Accidents (RTA) while cycles form only 6%. There is no data on official records on cases for unregistered slow-moving across all years and no-entry violations (post-2013) and In 2020 only 5 petty cases have been booked for bicycles. Between the 2008-2013 period, 88.2 lakhs of cars have been booked for violating parking rules as compared to only 5104 bicycles for breaking traffic rules. A speed mapping and vehicular count exercise were also conducted from November 2020 to January 2021 along with a commuters perception survey Vehicular count exercise was conducted in 8 major roads in peak hour traffic of 9-11 AM through image and video capturing method while speed mapping exercise was conducted in 10 major roads (5 in North Kolkata and 5 in South Kolkata) to collect on-ground evidence to find if cycles are really slow-moving as the officials are claiming it to be. Although cycle share has increased by 10.5 times between 2013 and 2020, cycles currently only form only 7% of the total transport share. Trams, one of the oldest form of sustainable mobility in Kolkata, saw a decrease in numbers by almost 7X The speed mapping exercise revealed that the average speed of cycles in major roads of Kolkata is about 14 km/hr which is way past that of a car (i.e. 12 km/hr) and matches up that can be seen to come down for motorcyclists, pedestrians, and NMTs. This could be because of improvement in road infrastructure and campaigning for road safety time and time again, Therefore, it is apparent that road infrastructure can play a pivotal role in improving the safety of commuters. A commuters perception survey revealed that about 88% of commuters consider motorcyclists as more risky drivers on Kolkata roads. On the other hand, almost 9 million cars were booked by the Kolkata Police in the last 7 years for incorrect parking for leaving the vehicle in such a position to cause or likely to cause danger. This builds the case to bring more restrictions against cars that create more congestion on the roads and could also be tagged as the probable cause behind slowing down of traffic. The insights from the vehicular count and speed mapping exercise also challenge the fact that cycles are slow-moving vehicles. In 2018, a report published by Delhi based Centre for Science and Environment also revealed that Kolkata consists of narrow road spaces, congested lanes, and hence the average speed of traffic staggers around 14-18 km/ hour. "Our study uncovers that an average cycle speed is 14 km/hr which is way past that of a car and matches that of a motorcycle. If separate cycle lanes are created, cycle speeds can further increase and be the most efficient mode of transport besides being the safest, cleanest, and most economical. This can help reduce congestion on the roads and help us build sustainable mobility plans and healthy quality of life in our fast urbanizing cities." Cycles are not just asafe mode of transport but environmentally very sustainable with zero pollution and emissions and show positive impacts on the rider’s health and also helps clean up the city’s air. However, the current policies in the city are hostile towards cycles and NMTs. This has allowed more cars to come on our roads causing more problems like vehicular pollution, traffic congestion, and a higher number of road fatalities. Taking action ahead of Bengal elections 2021, Bengal, an initiative of SwitchON Foundation to generate awareness on clean air in the State of Bengal, has been conducting several innovative activities across the state that necessitates the need for safe cycling in the city by demanding dedicated cycle lanes. The push for increased adoption of cycles is not new. As metropolitan cities are choking with heavy vehicular pollutants making it unhealthy for hundreds and thousands of city dwellers, large-scale adoption of cycles and non-motorized transport creates a new opportunity for a post-COVID-19 green recovery. Vinay Jaju of SwitchON Foundation said, “Our studies have shown that Kolkata Police’s restriction on bicycles have no grounds any more. Kolkata cycle restrictions need to go, infact cycles need to be the center of Kolkata’s mobility plan as they are a clean, sustainable, economical, efficient and healthy way to travel. Kolkata must embrace cycles like all megacities in the world, promote it and build safe cycle infrastructure.” Abhishek Chatterjee of SwitchON Foundation said, “ The data on Road Traffic Accidents from 2008 to 2020 received from the Traffic Department clearly shows that motor vehicles are causing obstruction on the roads. In fact, there were negligible fines on bicycles as per official records. Hence, more restrictions should be imposed on cars, as has been done in other fast urbanizing cities like London.” Shreya Karmakar of SwitchON Foundation said, “Cycles can easily match the average speed of cars. Even under restrictions, cycles have been growing, however, their percentage is still minuscule as compared to the growth in motor vehicles. Therefore we need to create more spaces for cycles, walking and public transport and make Kolkata a more liveable city.” One of the city cyclists said, “This arbitrary ban is affecting domestic workers, milkmen, newspaper delivery men, factory workers, and others who cannot use cycles as the only means of transportation.”

'अनहेल्दी' फूड को लेकर सिर्फ नेस्ले ही नहीं आपके ये पसंदीदा ब्रांड भी रह चुके हैं विवादों में..जानिए डिटेल

नेस्ले का 60 फीसदी फूड अनहेल्दी (Unhealthy Food) है और इस बात को कंपनी ने खुद स्वीकार की है. नई दिल्ली. दुनिया की सबसे बड़ी फूड एंड ड्रिंक कंपनियों में शुमार नेस्ले (Nestle) इन दिनों विवादों में है. मैगी, किटकैट और नेसकैफे बनाने वाली कंपनी नेस्ले का 60 फीसदी फूड अनहेल्दी (Unhealthy Food) है. इस बात को खुद कंपनी ने मानी है और अब अपने प्रोडक्ट्स में न्यूट्रिशन वैल्यू बढ़ाने के लिए नई रणनीति पर काम कर रही है. हालांकि, ये विवाद सिर्फ नेस्ले तक ही सीमित नहीं है. इससे पहले भी कई ऐसी कंपनियां हैं जो कि नुकसानदायक फूड को लेकर विवादों में घिर चुकी हैं. तो आइए जानते हैं इनके बारे में- मैगी में MSG भारतीय खाद्य सुरक्षा और मानक प्राधिकरण (FSSAI) ने 2015 में मैगी पर प्रतिबंध लगा दिया था.यह बैन इसलिए लगाया गया था क्योंकि परीक्षणों से पता चला था कि मैगी में अत्यधिक मात्रा में लीड यानी कि सीसा था और इसके पैकेट पर भ्रामक रूप से 'नो एडेड एमएसजी' लिखा हुआ था. उस समय नेस्ले ने स्वाद बढ़ाने वाले मोनोसोडियम ग्लूटामेट की मात्रा का संकेत नहीं दिया था. हालांकि, विवादों में आने बाद से नेस्ले ने 'नो एडेड एमएसजी' के दावे को हटा दिया. बाद में नेस्ले ने मैगी को वापस मार्केट में पेश किया. दिल्ली स्थित एक गैर सरकारी संगठन सेंटर फॉर साइंस एंड एनवायरनमेंट (CSE) के एक अध्ययन से पता चला है कि पतंजलि, डाबर और झंडू सहित कई लोकप्रिय ब्रांडों द्वारा बेचे जाने वाले शहद में गन्ना, चावल, मक्का, चुकंदर से बने चीनी की सिरप की मिलावट की गई थी. विक्रेताओं ने चीनी युक्त शहद को 'शुद्ध शहद' के रूप में बेच दिया. बाद में जब इसकी जांच की गई तो इसमें 77 प्रतिशत शहद के तौर पर चाशनी की मिलावट पाई गई थी. बता दें कि उस समय जिन ब्रांडों ने परीक्षण पास नहीं किया, उन्होंने अध्ययन के दावों का खंडन किया था और अपने दावों पर जोर देने के लिए समाचार पत्रों में विस्तृत विज्ञापन भी डाले थे. मदर डेयरी में डिटर्जेंट साल 2015 में मदर डेयरी दूध के नमूनों में डिटर्जेंट पाया गया था. इसका खुलासा उत्तर प्रदेश खाद्य एवं औषधि प्रशासन ने किया था. हालांकि, मदर डेयरी ने पाउच में बेचे जाने वाले दूध में किसी तरह की मिलावट से इनकार किया है. ये भी पढ़ें- अगर आपके पास है 1 रुपये का ये सिक्का तो आपको मिलेंगे 1.5 लाख रुपये, जानिए कैसे? ब्रिटानिया में कार्सिनोजेन्स (Carcinogens) साल 2016 में सीएसई परीक्षण में पाया गया था कि ब्रिटानिया के पैक्ड ब्रेड, पाव और बन्स में पोटेशियम ब्रोमेट और आयोडेट शामिल हैं जिसे हेल्थ के लिए काफी नुकसानदायक माना जाता है. अध्ययन ने डोमिनोज, मैकडॉनल्ड्स और सबवे जैसे फास्ट फूड चेन में बन्स और पिज्जा बेस में रसायनों के अवशेष पाए गए थे. बाद में इस पर बैन भी लगाया गया था.

SWEDISH MINISTER APPOINTS ENVIRONMENTALIST SUNITA NARAIN TO INTERNATIONAL ADVISORY GROUP FOR ENVIRONMENT, CLIMATE & BIODIVERSITY

Swedish Minister for International Development Cooperation Per Olsson Fridh appointed Sunita Narain – Environmentalist, Writer and Director General of The Centre for Science & Environment & Editor of Down to Earth Magazine – to an international advisory group for action on environment, climate and biodiversity launched in connection with World Environment Day. The purpose of the group, which comprises international experts who provide a deep commitment and knowledge in the field, is to further strengthen the Swedish Government’s efforts to address climate change, halt the loss of biodiversity and the depletion of ecosystems. Strong global action on these issues is necessary for sustainable and equitable development, and to prevent conflicts and new pandemics. Ambassador Klas Molin said: “I am happy that Sunita Narain of Centre for Science and Environment has been appointed to the Minister’s international advisory group for environment, climate and biodiversity. Sunita’s broad and very relevant experience also includes a South Asian perspective with its many challenges.” Sunita Narain said: “COVID-19 and climate change both teach us that the world is interdependent and we need global cooperation to find solutions that are equitable and transformative. By setting up this advisory group, the Swedish government has once again shown its willingness to engage with diverse voices to find solutions that will work for all. I am delighted to be part of the effort and will look forward to its deliberations.” The Centre for Science and Environment (CSE) under Ms Narain’s leadership, was awarded the Stockholm Water Prize in 2005. CSE’s work on rainwater harvesting has shown the many ingenious ways in which people learnt to live with water scarcity. Besides Ms Narain, other members of the group include Ili Nadiah Dzulfakar, climate activist and founder of Klima Action Malaysia; Wanjira Mathai, Regional Director for Africa at the World Resources Institute think tank; Ulrika Modéer, UN Assistant Secretary General and Director of the United Nations Development Programme’s Bureau of External Relations and Advocacy, former State Secretary at the Swedish Ministry for Foreign Affairs; Olof Skoog, Head of the European Union delegation to the United Nations in New York, Swedish diplomat; and Peter Winsor, Professor of Oceanography and Director of the World Wildlife Fund’s Arctic Programme. The first (informal) meeting of the advisory group is going to be held in early autumn and will be led by Minister Fridh.