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India’s Electric Vehicles Face Practical, Technical Hurdles

NEW DELHI — H.S. Panno, an independent contractor living in a spacious two-story penthouse in New Delhi, had his doubts when he bought his first electric car in September. So far, he’s pleased with his savings on gas and maintenance, which are down by more than half, but disappointed with the practical limitations of driving his Nexon XZ+. For starters, he says he’s only getting 125 miles per charge, not the promised range of 195 miles. And he can’t drive the car outside the city because of a lack of charging stations. EVs are a rarity in India, where more than 300 million vehicles, most of them scooters and three-wheel motorized rickshaws, jam the highways. The country is now making an ambitious push for what it calls “electric mobility,” to reduce smog. But the effort is plagued with technological and logistical hurdles, even for those relatively simple vehicles. The EV passenger car segment may be potentially huge but for now it is a niche within a niche: In March, 25,640 electric vehicles were sold across the country, of which 90% were two and three-wheelers. The total 400,000 EVs registered in India in 2019 accounted for less than 0.2% of all vehicles. Panno got a $1,770 rebate as a government incentive for buying his Nexon XZ+, Indian automaker Tata’s mid-range electric vehicle model. It cost $22,740, about twice the price of the company’s most popular gas-fueled models. “It’s a good car and a pleasure to drive, but I’m still scared of breaking down midway from a lack of charge,” Panno said. Officials see EVs as a solution to the deadly smog choking city streets, even though for the most part heavily polluting coal power plants generate the electricity needed to charge them. India’s capital New Delhi provides a slew of subsidies to first-time EV buyers. EVs are also exempt from road tax and registration fees and there are other incentives to encourage swapping of old gas and diesel vehicles for new electric ones. About half of India’s 31 states have drafted similar EV policies with varying degrees of progress. The New Delhi government recently dropped the Nexon XZ+ and Nexon XM from its list of a dozen four-wheel vehicles eligible for subsidies. The reason? Their low range. Tata said the Nexon XZ+’s 315-kilometer range was verified by the official Automotive Research Association of India. But the actual range depends on factors such as air conditioning, “individual driving style and the conditions in which the vehicle is driven,” the company said in a statement. The EV market has been growing at an annual rate of 20% and is dominated by five major players: Tata, Mahindra & Mahindra Ltd., MG Motor India, Olectra Greentech Ltd. and JBM Auto Ltd. Startups also are joining the fray. Local automakers have been slow to get into making EVs and their parts, largely because of a lack of demand. Those that have jumped in mostly rely on cheap imports that have added to complaints over poor quality. Last year, India raised tariffs on imports of EVs and their parts, including all-important and expensive lithium-ion batteries. That and other policies are aimed at encouraging domestic production, raising quality and bringing prices down to the level of conventional autos. Some companies, both domestic and foreign, have taken heed and dozens of projects are in the pipeline. Tata plans a $54 million lithium-ion production facility in the Indian state of Gujarat. Japan’s Toshiba-Denzo-Suzuki has set up a factory in the western state of Gujarat, an auto manufacturing hub, to make lithium-ion batteries for Maruti Suzuki and Suzuki motor plants. Elon Musk recently announced Tesla plans to set up an EV factory in southern India. Moushumi Mohanty, head of electric mobility at the Centre for Science and Environment, a nonprofit focused on sustainable development, says the lack of charging stations remains a big hurdle. “For the supply side to work, the government will have to formulate a standardized regulatory framework to monitor the quality of technology and safety parameters,” Mohanty added. India has been striving to follow the lead of the U.S., Japan, and China in building up its auto industry, which already employs more than 35 million people, directly or indirectly, and contributes more than 7% to the country’s gross domestic product. To help repair damage from the pandemic, the country’s leaders are aiming to double exports of vehicles and components in the next five years. The effort to ramp up EV use is part of a global trend. Sales of such vehicles rose 40% in 2019 from a year earlier to account for 2.6% of worldwide car sales, or about 1% of all vehicles, according to the International Energy Agency. But for the foreseeable future, India’s EV market will likely remain the domain of electric scooters and rickshaws, which cost $1,200 to $3,680 and like passenger cars need charging facilities. Ashok Kumar switched to driving an electric rickshaw taxi from working at a printing press three years ago, after hearing the New Delhi government was offering subsidies. However, he never got the promised rebate on his $1,770 electric rickshaw. Kumar sets out each day acutely aware that he has just until lunchtime to earn as much as he can. Then he has to rush home to charge his vehicle. It takes 12 hours of charging to get a running time of five hours, he says. “It’s absolutely useless,” he said about the e-rickshaw as he waited for customers outside a metro station. So far, New Delhi, a city of 31 million people, has only 72 active charging stations, with another 100 in the pipeline. That’s nowhere near enough for a city that plans to ensure one-quarter of all new vehicles sold, whatever their size, be electric. The problem is worst for commercial vehicles that cannot afford to stop in the day to recharge. Most private EV owners just charge their vehicles at home, viewing public charging stations as a last resort. Jasmine Shah, vice chairman of the Delhi Dialogue and Development Commission, a government think tank leading the capital’s electric mobility initiative, shrugs off such complaints. India needs EVs to improve the environment, he said. “We’re simply focusing on creating demand for electric vehicles. The rest will follow,” Shah said.

SC notice on plea questioning Indian brands of honey

The Supreme Court on Monday sought response from Centre and states on a plea seeking permanent ban on all unauthorised production, and companies and individuals carrying out illegal adulterated honey business. New Delhi: The plea, filed by the Anti-Corruption Council of India Trust, through advocate Manju Jetley, cited the report from researchers of Centre for Science and Environment (CSE), stating that major Indian brands of honey "were mixing honey with a modified sugar from China which bypasses some basic tests used to detect the adulteration in honey". A bench, headed by Chief Justice S.A. Bobde and comprising Justices A.S. Bopanna and V. Ramasubramanian, after a brief hearing in the matter, issued notice on the plea. "Most of the honey sold in the Indian market is adulterated with sugar syrup. Therefore, instead of honey, people are eating more sugar, this is immensely worrying as it will further compromise health in the troubled times of Covid-19," said the plea. The plea also sought direction to the companies to submit to investigation or test reports of different honey brands or products before the top court. "Major brands Dabur, Patanjali and Zandu are selling honey adulterated with the modified sugar from China which can bypass some of the basic tests used to detect adulterated honey, research from the Centre for Science and Environment (CSE) has alleged," added the plea. Submitting that spokespersons from Dabur, Patanjali and Zandu claimed that their honey brands meet the regulatory requirements laid down by the Food Safety and Standard Authority of India (FSSAI) and denied that their honey products were adulterated, the plea argued that as per the news published, out of 70 samples, only three could pass the internationally accepted by NMR spectroscopy test. "It is a food fraud more nefarious and more sophisticated than CSE found in 2003 and 2006 investigation into soft drinks, more damaging to our health than perhaps anything that they have found till now keeping in mind the fact we are still fighting against a killer Covid-19 pandemic with our backs to the wall," the plea said. The plea is based on a CSE investigation, which alleged Chinese companies were exporting sugar syrup as fructose syrup to India with claims that it could bypass the basic test specified for selling honey in the Indian market.

Vehicle Scrappage Policy: Is India On The Right Track To Ensure Clean Air For All?

As per the Scrappage policy, commercial vehicles will be deregistered in 15 years and private vehicles in 20 years if they fail to get fitness certificates New Delhi: On February 1, Finance Minister Nirmala Sitharaman confirmed that vehicle scrappage policy will be coming soon, while announcing Budget 2021. Union Minister of Road, Transport and Highways Nitin Gadkari, in March shared an outline of the policy, which is said to not only help boost the automobile sector but also help support government’s clean air initiatives. As per the policy, commercial vehicles will be deregistered in 15 years and private vehicles in 20 years, if they fail to get fitness certificates. Every vehicle beyond the age-limit will have to undergo the mandatory automated fitness test, failing which it will be taken off the road and the owner will be fined. Vehicle Scrappage Policy: Is India On The Right Track To Ensure Clean Air For All? India has around 17 lakh vehicles that are older than 15 years but do not have a fitness certificate The move will help reduce vehicular pollution and contribute to India’s efforts towards achieving its climate goals. It will also strengthen the country’s road safety and create employment by providing a necessary boost to the automobile sector, Mr Gadkari said while announcing the policy in Lok Sabha on March 18, 2021. He added that India has around 17 lakh vehicles that are older than 15 years but do not have a fitness certificate. Also Read: Google Earth’s ‘Timelapse’ Reflects The Effects Of Climate Change Over The Past 37 Years Government will offer incentives for those who buy a new vehicle and scap the old ones. These initiatives will include tax rebates of up to 25 per cent, to be offered by State governments; 5 per cent discount on new cars to be provided by manufacturers, upon showing the scrapping certificate; as well as a waiver of the registration fee for new vehicle. Mr Gadkari also claimed that several scrapping centres will be set up across the country where people can sell their old automobiles at approximately 4-6 per cent of the value of the new vehicle. Vehicle Scrappage Policy: Is India On The Right Track To Ensure Clean Air For All? The rules of the policy are likely to come into effect from the end of this year: Experts Also Read: India Has Already Witnessed Multiple Big Forest Fires This Year: Here Is All You Need To Know About Wildfires The rules of the policy are likely to come into effect from the end of this year post which a vehicle that fails the fitness test or fails to get its registration renewed will be termed ‘end of life vehicle’. As per a report by Centre for Science and Environment, the older generation of vehicles emit several times more pollutants than the current generation. India implemented BS VI emissions standards nation-wide in April 2020. In most parts of India, barring 13 big cities that had introduced BS IV standards in 2010, BS IV standards were only introduced nationwide in 2017. Currently, BS III and BS IV vehicles largely dominate the vehicle fleet across India with BS I and BS II vehicles continuing in varied proportion. CSE also reports that compared to a BS IV car, a 15-year-old diesel car emits 7.6 times higher Particulate Matter (PM) and 3.4 times higher Nitrogen Oxide. Thus, emissions from one old diesel car are equal to four to seven new cars. A 10-year-old diesel car emits 2.4 times higher PM compared to a BS IV car. Toxic emissions, too, are higher from older vehicles. The difference in emissions of different genre of commercial vehicles is also substantial, it says. CSE’s estimate shows that the emission load from diesel vehicles that are 11 to 15 years old is a lot more on a per vehicle basis than those that are between 1 to 10 years old. Removing old vehicles, particularly old diesel vehicles, from the fleet will substantially reduce direct exposure on road. This benefit can be maximised if the old heavy duty diesel trucks are removed, it says. Vehicle Scrappage Policy: Is India On The Right Track To Ensure Clean Air For All? As per a report by Centre for Science and Environment, the older generation of vehicles emit several times more pollutants than the current generation Also Read: Delhi Has Taken More Air Pollution Control Measures Than Any Other City But There Is Still A Long Way Ahead: CSE Report According to S N Tripathi, member, Steering Committee, National Clean Air Program, the policy will benefit both car owners and clean air initiatives by the government. He tells NDTV, From the new vehicle scrapping policy for private and commercial vehicles, both owners and clean air plan will be benefitted. While owners will get better deal than scrapping in private yards, the scrapped metal can be used for car manufacturing thus avoiding fugitive dust coming out from metal ores mining. This is a wonderful example of circular economy. He adds that the time bound scraping will also limit exhaust emissions which is a major cause of pollution in cities. CSE’s Executive Director, Research and Advocacy, Anumita Roychowdhury says that the policy is an important step forward, but falls short of becoming an instrument of green recovery. She explains, This is certainly an important step forward to build infrastructure for organised and scientific scrapping of old vehicles. But this misses the opportunity of designing the policy as an effective stimulus programme for green recovery in the sector to achieve deeper and quicker air quality benefits. This policy has only ‘advised’ the state governments and the automobile industry to provide voluntary incentives to the owners of the old vehicles. There is no commitment from the central government to make this a fiscal stimulus strategy in the post Covid times for quicker renewal of the ageing heavy duty vehicle fleet with Bharat Stage VI vehicles or to link other segments with targeted electrification. This is a case of missed opportunity. She further adds that while the new draft policy is a big positive for supporting a network of well – equipped scrappage facilities, with adequate environmental safeguards to stop unsafe dismantling of old vehicles that contaminate water, soil and air and wastage of material, ‘its focus on targeted fleet renewal for maximum emissions gains is still weak.’ For such a targeted programme for heavy duty vehicles, the policy can take a more nuanced approach, she explains, Consider the fact that some truck owners may want to only dispose of the very old trucks without replacing it. But others may want to scrap and replace the older trucks. In that case, a rebate can be given to the owners of end-of-life vehicles who are interested in ‘only scrapping’ the vehicle without immediate replacement. And this rebate can be given based on scrappage certificate from authorised scrappage centres. But higher incentives can be given for ‘scrappage and replacement’ of old/end-of-life vehicles with BSVI compliant vehicles. Also Read: World Air Quality Report Highlights: India’s Air Quality Improved In 2020, But 22 of 30 World’s Most Polluted Cities Are In India In this case, Ms Roychowdhury says, the vehicle dealer/manufacturer may also give matching incentives. She suggests that the thumb rule could be to reduce the overall cost of the new replacement vehicle meeting BSVI standards by upto 15 per cent. While old trucks with more economic life left can get comparatively higher incentive as that will give higher emissions benefits. The strategy however, can be different for older personal vehicles – cars and two-wheelers. For these vehicles, the incentive can be linked with voluntary replacement with electric vehicles. Reason is simple. Personal vehicles are numerous and a generic public support for their fleet renewal can divert a lion share of allocated budget from the priority heavy duty segment Therefore, the public support for personal vehicle segment can be linked only with voluntary electrification. This can be additional to the normal scrapping of end-of life vehicles as already proposed in the draft policy. This can maximise air quality gains, Ms Roychowdhury explains. Lastly, she asserts that this first ever formal scrappage policy in India is urgently needed to help build infrastructure for safe disposal and material recovery to minimise environmental hazards from junk vehicles and clunkers. But given the fact that India is adopting scrappage policy during these unprecedented pandemic times, it is necessary to leverage this targeted fleet renewal with well-designed central support for post-pandemic green deal.

An overview of most prevalent lifestyle diseases – Prevention and Care

An overview of most prevalent lifestyle diseases – Prevention and Care As the law of nature states, a healthy lifestyle assures a better life. The demanding work life and personal commitments has made humans prone to a number of diseases. The on-going pandemic has also brought upon a number of challenges, like the lack of physical activity and excess stress with the work from home culture. As we celebrate World Health day, it is imperative we pay attention to the most common lifestyle diseases and how they have become more prevalent in recent times. India is the world’s democracy and is a fast growing economy and rates at number 10 out of the 11 countries in Asia Pacifiz Region in the Health Index. According to the Centre for Science and Environment, over 61 percent of the deaths in India are attributed to lifestyle or non-communicable diseases. The reports also say that every 12th Indian is a diabetic patient as India ranks second in the list of countries with the highest diabetes records. Unhealthy eating habits like junk or processed foods, artificial sweeteners and fatty food items is one major reason for the various health complications in the present day world. While lifestyle choices like consumption of alcohol, irregular sleeping cycles and tobacco smoking also contributes largely to the rise in the number of medical cases. An unexpected rise in body weight increases the risk of diabetes. Uncontrolled diabetes and high blood pressure can result in serious health complications like brain strokes, nerve damage, and kidney failure. While thyroid may not show noticeable symptoms in the initial stages but if progressed to an advanced stage, can lead to a number of health problems like obesity, heart diseases, infertility complications, and sleep apnea. Below listed are a few preventive measures one can adopt to live a hassle-free life and cut down the risks associated with several health ailments: ● Make healthy food choices: A wholesome diet can help the body receive the right amount of proteins, nutrients, and vitamins. It is essential to chalk out the right diet plan and follow the same on a regular basis. The platter should consist of green leafy vegetables and food items rich in vitamin A, calcium, and fiber. One must also consume an adequate amount of water on an everyday basis while water-based fresh fruits like watermelon, muskmelon, grapes, etc are also another best alternative. Portion control is important to understand for every individual, excessive food consumption can lead to serious health hazards. It is advisable to reduce the portion size and consume food every two hours. ● Include more physical activities in your daily routine: Striking the balance between the right diet and physical activity is important to keep the body fit and healthy. To keep the immune system active and functioning properly, every individual must participate in some physical activities for nearly 30 minutes per day. Walking is considered to be the best form of exercise for all age groups that can help to burn the extra calories and improve the strength and endurance of our immune system. Performing household chores and some light yoga can help one calm down from the regular stress and anxiety. ● Monitor the body weight: Bodyweight needs to be managed and monitored regularly. Increased body weight can lead to obesity, diabetes, and thyroid in extreme conditions. ● Avoid Smoking and Drinking: Thiocyanate and nicotine in cigarettes can increase the excretion of iodine that develops high risks of adapting thyroid. It automatically doubles the risk of adopting several health complications by damaging the blood vessels. Reduction in smoking and drinking can help one live long and develop higher energy levels. ● Try to reduce screen time – The usage of mobile phones should be reduced when it is not required. The radiation coming out of mobile phones affects our health in many ways and especially patients suffering from thyroid. Therefore it is important to keep away the mobile phones or any electronic devices and reduce screen-timing before sleeping. It helps one to get a goodnight’s sleep and feel fresh the next morning.

India's electric mobility ambitions face practical, technical hurdles

H.S. Panno, an independent contractor living in a spacious two-story penthouse in New Delhi, had his doubts when he bought his first electric car in September. So far, he's pleased with his savings on gas and maintenance, which are down by more than half, but disappointed with the practical limitations of driving his Nexon XZ+. For starters, he says he's only getting 200 kilometers (125 miles) per charge, not the promised range of 315 kilometers (195 miles). And he can't drive the car outside the city because of a lack of charging stations. EVs are a rarity in India, where more than 300 million vehicles, most of them scooters and three-wheel motorized rickshaws, jam the highways. The country is now making an ambitious push for what it calls “electric mobility," to reduce smog. But the effort is plagued with technological and logistical hurdles, even for those relatively simple vehicles. The EV passenger car segment may be potentially huge but for now it is a niche within a niche: In March, 25,640 electric vehicles were sold across the country, of which 90% were two and three-wheelers. The total 400,000 EVs registered in India in 2019 accounted for less than 0.2% of all vehicles. Panno got a $1,770 rebate as a government incentive for buying his Nexon XZ+, Indian automaker Tata’s mid-range electric vehicle model. It cost $22,740, about twice the price of the company's most popular gas-fueled models. “It's a good car and a pleasure to drive, but I'm still scared of breaking down midway from a lack of charge," Panno said. Officials see EVs as a solution to the deadly smog choking city streets, even though for the most part heavily polluting coal power plants generate the electricity needed to charge them. India’s capital New Delhi provides a slew of subsidies to first-time EV buyers. EVs are also exempt from road tax and registration fees and there are other incentives to encourage swapping of old gas and diesel vehicles for new electric ones. About half of India’s 31 states have drafted similar EV policies with varying degrees of progress. The New Delhi government recently dropped the Nexon XZ+ and Nexon XM from its list of a dozen four-wheel vehicles eligible for subsidies. The reason? Their low range. Tata said the Nexon XZ+'s 315-kilometer range was verified by the official Automotive Research Association of India. But the actual range depends on factors such as air conditioning, “individual driving style and the conditions in which the vehicle is driven," the company said in a statement. The EV market has been growing at an annual rate of 20% and is dominated by five major players: Tata, Mahindra & Mahindra Ltd., MG Motor India, Olectra Greentech Ltd. and JBM Auto Ltd. Startups also are joining the fray. Local automakers have been slow to get into making EVs and their parts, largely because of a lack of demand. Those that have jumped in mostly rely on cheap imports that have added to complaints over poor quality. Last year, India raised tariffs on imports of EVs and their parts, including all-important and expensive lithium-ion batteries. That and other policies are aimed at encouraging domestic production, raising quality and bringing prices down to the level of conventional autos. Some companies, both domestic and foreign, have taken heed and dozens of projects are in the pipeline. Tata plans a $54 million lithium-ion production facility in the Indian state of Gujarat. Japan’s Toshiba-Denzo-Suzuki has set up a factory in the western state of Gujarat, an auto manufacturing hub, to make lithium-ion batteries for Maruti Suzuki and Suzuki motor plants. Elon Musk recently announced Tesla plans to set up an EV factory in southern India. Moushumi Mohanty, head of electric mobility at the Centre for Science and Environment, a nonprofit focused on sustainable development, says the lack of charging stations remains a big hurdle. “For the supply side to work, the government will have to formulate a standardized regulatory framework to monitor the quality of technology and safety parameters," Mohanty added. India has been striving to follow the lead of the U.S., Japan, and China in building up its auto industry, which already employs more than 35 million people, directly or indirectly, and contributes more than 7% to the country’s gross domestic product. To help repair damage from the pandemic, the country's leaders are aiming to double exports of vehicles and components in the next five years. The effort to ramp up EV use is part of a global trend. Sales of such vehicles rose 40% in 2019 from a year earlier to account for 2.6% of worldwide car sales, or about 1% of all vehicles, according to the International Energy Agency. But for the foreseeable future, India's EV market will likely remain the domain of electric scooters and rickshaws, which cost $1,200 to $3,680 and like passenger cars need charging facilities. Ashok Kumar switched to driving an electric rickshaw taxi from working at a printing press three years ago, after hearing the New Delhi government was offering subsidies. However, he never got the promised rebate on his $1,770 electric rickshaw. Kumar sets out each day acutely aware that he has just until lunchtime to earn as much as he can. Then he has to rush home to charge his vehicle. It takes 12 hours of charging to get a running time of five hours, he says. “It’s absolutely useless," he said about the e-rickshaw as he waited for customers outside a metro station. So far, New Delhi, a city of 31 million people, has only 72 active charging stations, with another 100 in the pipeline. That’s nowhere near enough for a city that plans to ensure one-quarter of all new vehicles sold, whatever their size, be electric. The problem is worst for commercial vehicles that cannot afford to stop in the day to recharge. Most private EV owners just charge their vehicles at home, viewing public charging stations as a last resort. Jasmine Shah, vice chairman of the Delhi Dialogue and Development Commission, a government think tank leading the capital’s electric mobility initiative, shrugs off such complaints. India needs EVs to improve the environment, he said. “We’re simply focusing on creating demand for electric vehicles. The rest will follow," Shah said.

PIL in SC seeks testing of honey brands for purity

NEW DELHI: The Supreme Court on Monday sought the Union government's response to a PIL seeking purity test of all brands of honey sold in the market, given various reports available in the public domain about massive adulteration of one of the most sought after natural products. A bench headed by Chief Justice S A Bobde issued notice to the home ministry on a petition by NGO 'Anti-Corruption Council of India' after hearing brief arguments from senior advocate V K Shukla, who persuaded the bench to overcome its initial hesitation to entertain the PIL. Citing a report from Centre for Science and Environment, the petitioner said major Indian brands were mixing honey with a modified sugar imported from China to bypass basic tests for detection of adulteration. "CSE alleged that Chinese companies were exporting sugar syrup as 'fructose syrup' to India with claims that it could bypass the basic test specified for selling honey in the Indian market," it said. The petitioner pegged the assertion by saying "as per database, the average quantity of fructose imported from China is over 10,000 MT every year since 2014-2015, when it was less than 2,500 MT"." The NGO said, "It is also found that most of the honey sold in the Indian market is adulterated with sugar syrup. Therefore, instead of honey, people are eating more sugar. This is immensely worrying as it will further compromise health in the troubled times of Covid- 19."

SC issue notices to Centre, States on plea seeking ban on adulterated honey

The Supreme Court on Monday sought response from Centre and states on a plea seeking permanent ban on all unauthorised production, and companies and individuals carrying out illegal adulterated honey business. The plea, filed by the Anti-Corruption Council of India Trust, through advocate Manju Jetley, cited the report from researchers of Centre for Science and Environment (CSE), stating that major Indian brands of honey "were mixing honey with a modified sugar from China which bypasses some basic tests used to detect the adulteration in honey". A bench, headed by Chief Justice S.A. Bobde and comprising Justices A.S. Bopanna and V. Ramasubramanian, after a brief hearing in the matter, issued notice on the plea. "Most of the honey sold in the Indian market is adulterated with sugar syrup. Therefore, instead of honey, people are eating more sugar, this is immensely worrying as it will further compromise health in the troubled times of Covid-19," said the plea. The plea also sought direction to the companies to submit to investigation or test reports of different honey brands or products before the top court. "Major brands Dabur, Patanjali and Zandu are selling honey adulterated with the modified sugar from China which can bypass some of the basic tests used to detect adulterated honey, research from the Centre for Science and Environment (CSE) has alleged," added the plea. Submitting that spokespersons from Dabur, Patanjali and Zandu claimed that their honey brands meet the regulatory requirements laid down by the Food Safety and Standard Authority of India (FSSAI) and denied that their honey products were adulterated, the plea argued that as per the news published, out of 70 samples, only three could pass the internationally accepted by NMR spectroscopy test. "It is a food fraud more nefarious and more sophisticated than CSE found in 2003 and 2006 investigation into soft drinks, more damaging to our health than perhaps anything that they have found till now keeping in mind the fact we are still fighting against a killer Covid-19 pandemic with our backs to the wall," the plea said. The plea is based on a CSE investigation, which alleged Chinese companies were exporting sugar syrup as fructose syrup to India with claims that it could bypass the basic test specified for selling honey in the Indian market.

Promoting coal and renewables cannot go together; India must embrace green energy for rapid, sustainable growth

ON Earth Day on April 22, US President Joe Biden will host 40 world leaders at an extraordinary virtual summit he has convened to tackle the crisis of climate change. Both Indian Prime Minister Narendra Modi and Chinese President Xi Jinping are expected to attend the conclave. Since his first day in office, Biden has assumed the mantle of global climate leadership. Within hours of his inauguration, Biden re-entered the US into the Paris Agreement, an international accord signed in 2015 by 196 countries to reduce their greenhouse gas emissions in order to keep global warming below 2˚C and ideally below 1.5˚C compared to pre-industrial levels. Also read: Good start by Joe Biden rolling back travel ban and rejoining the Paris Agreement Biden has repeatedly stressed that he wants the US to achieve a 100% clean energy economy and reach net-zero emissions no later than 2050. His administration is close to signing agreements with Japan, South Korea and Canada to scale up their respective carbon emission reduction targets under the Paris accord. US climate envoy John Kerry visited India and China in the past few weeks to push two of the world’s major polluters to strengthen their greenhouse gas reduction targets. Following Kerry’s visit, China and the US issued a joint statement committing to cooperate to tackle the climate crisis, but negotiations with India did not yield any specific promise to strengthen New Delhi’s climate change goals. While publicly the US administration has been appreciative of India’s efforts to increase its share of renewable energy, the global climate emergency demands a more ambitious greenhouse gas reduction target from India—something that is proving to be elusive. PM Modi is not expected to make any major announcement in terms of measurable targets in emission reduction at the summit or revising upwards its goals under the Paris climate agreement. India’s inconsistent policy on green energy India’s green energy policy is a study in contradictions. On one hand, PM Modi had announced last year that India will increase its existing clean energy capacity of 134 gigawatt (GW) to 220 GW by 2022; on the other hand Union Home Minister Amit Shah is promoting coal mining. Speaking at a public event in January this year, Shah said that the coal sector will be the largest contributor to India’s ambition of being a $5 trillion economy, suggesting that more coal mines would be offered for commercial mining in the near future. At the same event, Union minister for Coal Pralhad Joshi said that India should make the maximum use of its coal reserves while shifting to cleaner forms of energy. As per the draft National Electricity Policy (NEP) 2021, India may build new coal-fired power plants, it was reported on Monday. The confusion and contradictions in our climate change and energy plan couldn’t have been more glaring. According to a study by Nature Climate Change, India’s carbon dioxide (CO2) emissions have been rising much higher than the world average of 0.7%. We are responsible for 7 % of carbon emissions globally. Though in absolute terms it is still lower than both US and China (China and the US emitted 10.06 gigatonnes (Gt) and 5.41 Gt of CO2 emissions in 2018, while India emitted 2.65 Gt in the same year), the question we need to ask ourselves as a nation is do we need to emulate the US or China in their growth trajectory—which is to first pollute and then clean up – or can we chart an entirely new course in our development path, making a clean break from fossil fuels while leading the global efforts in renewable energy generation and combating climate change? Coal is a dirty fuel. It pollutes our water bodies, our air, and our soil. Coal mining has displaced communities, depriving tens of thousands of their traditional livelihood. Besides the steep social and environmental cost that coal mining and burning imposes on society, there are several other compelling reasons why India will benefit from making a complete transition towards renewable energy. Also read: India urgently needs a comprehensive strategy to combat climate change Why India must shift to renewable energy Firstly, unlike US domestic policy on the climate crisis that has been marred by fierce Republican opposition and climate science denialism, in India there is a near domestic consensus on making a rapid transition towards clean energy. Ten years ago, the then-Indian PM Manmohan Singh made an aggressive bid for green energy when he launched the Jawaharlal Nehru National Solar Mission, aiming to create an installed capacity of 20,000 megawatts (MW) of solar power by 2022. Singh nudged the private industry to create solar valleys along the lines of silicon valleys. It was Singh’s prescience that he saw solar power promotion as a huge growth opportunity. He envisioned solar valleys to become hubs for solar science, engineering and research, and fabrication and manufacturing. “I am convinced that solar energy can be the next scientific and industrial frontier in India after atomic energy, space and IT,” Singh had said in 2010. Secondly, Shah’s push for coal is at variance with PM Modi’s consistent promotion of solar power. Modi signed the Paris accord in 2015, setting India’s ambitious national goals for climate change mitigation and adaptation. Under his leadership, India has enhanced renewable energy capacity by two-and-a-half times, while solar energy capacity has increased by 15 times in the past six years. In February this year, he said that his government aims to produce 40 GW of solar power in the next one-and-a-half years through rooftop solar projects alone. The Union Government under PM Modi has been promoting a production-linked incentive (PLI) scheme, under which domestic solar companies are being incentivised to manufacture solar photovoltaic modules in the country rather than importing them from China. When seen in this context, Shah’s projection of coal as being the mainstay of the Indian economy is not only deeply troubling but also sends conflicting signals both domestically and globally. For India to be a pioneer in renewable and solar power, it is imperative that it gradually transitions away from coal-fired power plants, which currently account for three-fourths of India’s annual power output. Thirdly, given that solar and wind energy prices have fallen to record lows, there is neither an economic nor a social case in favour of coal power. Last month, the Centre for Science and Environment reported that half of India’s coal-fired thermal power plants had failed to meet the December 2017 target of 100% ash utilisation, thereby threatening water bodies, soil health and the well-being of communities situated near the thermal power plants. Thermal power is not only polluting, it is also no more particularly cheaper compared to renewable power. The solar tariff reached through competitive bidding in the country touched a record low of Rs 2 per unit in an auction held by Solar Energy Corporation of India for a 1,070-MW solar power project in November last year. Also read: World Environment Day: Climate Change, Refugees & Governance Fourthly, publicly funded financial institutions such as multilateral development banks and export credit agencies based in member nations of the Organisation for Economic Co-operation and Development, such as the US, the UK, and several European nations, are no longer willing to finance greenfield coal power projects. Some of the word’s largest investment funds are moving away from coal and fossil fuels, too. Why should we funnel the money of Indian banks in thermal power when global financial institutions are moving away from coal? Fifthly, US President Biden has committed to invest trillions of dollars in clean energy over the next four years of his presidency. This is a great opportunity for India to create millions of new jobs and businesses around clean energy by joining hands with the US President at this critical juncture of human history. Sixthly, it is estimated that unmitigated climate change could reduce the average income of a person on the earth by 23% by the end of this century. Far from being a catalyst for India’s economic growth, coal burning and its adverse impact on the environment and communities in India will impede India’s growth. We are currently in a unique moment in human history. The next ten years will be critical in determining whether mankind will be successful in limiting global warming and saving our planet. The last two hundred years of global growth was fired by fossil fuels, but human survival and progress hereon must be led by green energy and not coal. One hopes PM Modi will seize this moment in history, and on Earth Day, when he addresses world leaders, he will commit India to meet a net-zero greenhouse gas emissions goal by 2050.

40c in March? How hot will May and June be?

Rising temperatures during summer months will have serious repercussions on the economy* Baripada town near Odisha's Similipal Tiger Reserve recorded 44.6°Celsius on March 31, 2021 * Chennai set an all-time record of 41.3°Celsius for March on the 30th of the month this year, erasing the earlier record of 40.6°Celsius way back on March 29, 1953* Delhi cracked a blazing 40.1°Celsius on March 29, 2021, making it the hottest March since 1945 * Andhra Pradesh, Telangana, West Bengal and Tamil Nadu also joined the club of soaring 40s in the last days of March * March 2021 was the third warmest month in 121 years in terms of monthly average maximum temperature, according to the India Meteorological Department(IMD) These numbers tell a scary story.And if March was hot, April is no better with Rajasthan, Gujarat, Maharashtra and Madhya Pradesh already in the race to be among the hottest states. Delhi,meanwhile, has already had its first hat-trick of 40°Celsius temperatures this season – 40.2°Celsius on April 13, 40.2°Celsius on April 14 and 40.5°Celsius on April

40c in March? How hot will May and June be?

Rising temperatures during summer months will have serious repercussions on the economy* Baripada town near Odisha's Similipal Tiger Reserve recorded 44.6°Celsius on March 31, 2021 * Chennai set an all-time record of 41.3°Celsius for March on the 30th of the month this year, erasing the earlier record of 40.6°Celsius way back on March 29, 1953* Delhi cracked a blazing 40.1°Celsius on March 29, 2021, making it the hottest March since 1945 * Andhra Pradesh, Telangana, West Bengal and Tamil Nadu also joined the club of soaring 40s in the last days of March * March 2021 was the third warmest month in 121 years in terms of monthly average maximum temperature, according to the India Meteorological Department(IMD) These numbers tell a scary story.And if March was hot, April is no better with Rajasthan, Gujarat, Maharashtra and Madhya Pradesh already in the race to be among the hottest states. Delhi,meanwhile, has already had its first hat-trick of 40°Celsius temperatures this season – 40.2°Celsius on April 13, 40.2°Celsius on April 14 and 40.5°Celsius on April

India’s electric vehicles face practical, technical hurdles

H.S. Panno, an independent contractor living in a spacious two-story penthouse in New Delhi, had his doubts when he bought his first electric car in September. So far, he’s pleased with his savings on gas and maintenance, which are down by more than half, but disappointed with the practical limitations of driving his Nexon XZ+. For starters, he says he’s only getting 200 kilometers (125 miles) per charge, not the promised range of 315 kilometers (195 miles). And he can’t drive the car outside the city because of a lack of charging stations. EVs are a rarity in India, where more than 300 million vehicles, most of them scooters and three-wheel motorized rickshaws, jam the highways. The country is now making an ambitious push for what it calls “electric mobility,” to reduce smog. But the effort is plagued with technological and logistical hurdles, even for those relatively simple vehicles. The EV passenger car segment may be potentially huge but for now it is a niche within a niche: In March, 25,640 electric vehicles were sold across the country, of which 90% were two and three-wheelers. The total 400,000 EVs registered in India in 2019 accounted for less than 0.2% of all vehicles. Panno got a $1,770 rebate as a government incentive for buying his Nexon XZ+, Indian automaker Tata’s mid-range electric vehicle model. It cost $22,740, about twice the price of the company’s most popular gas-fueled models. “It’s a good car and a pleasure to drive, but I’m still scared of breaking down midway from a lack of charge,” Panno said. Officials see EVs as a solution to the deadly smog choking city streets, even though for the most part heavily polluting coal power plants generate the electricity needed to charge them. India’s capital New Delhi provides a slew of subsidies to first-time EV buyers. EVs are also exempt from road tax and registration fees and there are other incentives to encourage swapping of old gas and diesel vehicles for new electric ones. About half of India’s 31 states have drafted similar EV policies with varying degrees of progress. The New Delhi government recently dropped the Nexon XZ+ and Nexon XM from its list of a dozen four-wheel vehicles eligible for subsidies. The reason? Their low range. Tata said the Nexon XZ+’s 315-kilometer range was verified by the official Automotive Research Association of India. But the actual range depends on factors such as air conditioning, “individual driving style and the conditions in which the vehicle is driven,” the company said in a statement. The EV market has been growing at an annual rate of 20% and is dominated by five major players: Tata, Mahindra & Mahindra Ltd., MG Motor India, Olectra Greentech Ltd. and JBM Auto Ltd. Startups also are joining the fray. Local automakers have been slow to get into making EVs and their parts, largely because of a lack of demand. Those that have jumped in mostly rely on cheap imports that have added to complaints over poor quality. Last year, India raised tariffs on imports of EVs and their parts, including all-important and expensive lithium-ion batteries. That and other policies are aimed at encouraging domestic production, raising quality and bringing prices down to the level of conventional autos. Some companies, both domestic and foreign, have taken heed and dozens of projects are in the pipeline. Tata plans a $54 million lithium-ion production facility in the Indian state of Gujarat. Japan’s Toshiba-Denzo-Suzuki has set up a factory in the western state of Gujarat, an auto manufacturing hub, to make lithium-ion batteries for Maruti Suzuki and Suzuki motor plants. Elon Musk recently announced Tesla plans to set up an EV factory in southern India. Moushumi Mohanty, head of electric mobility at the Centre for Science and Environment, a nonprofit focused on sustainable development, says the lack of charging stations remains a big hurdle. “For the supply side to work, the government will have to formulate a standardized regulatory framework to monitor the quality of technology and safety parameters,” Mohanty added. India has been striving to follow the lead of the U.S., Japan, and China in building up its auto industry, which already employs more than 35 million people, directly or indirectly, and contributes more than 7% to the country’s gross domestic product. To help repair damage from the pandemic, the country’s leaders are aiming to double exports of vehicles and components in the next five years. The effort to ramp up EV use is part of a global trend. Sales of such vehicles rose 40% in 2019 from a year earlier to account for 2.6% of worldwide car sales, or about 1% of all vehicles, according to the International Energy Agency. But for the foreseeable future, India’s EV market will likely remain the domain of electric scooters and rickshaws, which cost $1,200 to $3,680 and like passenger cars need charging facilities. Ashok Kumar switched to driving an electric rickshaw taxi from working at a printing press three years ago, after hearing the New Delhi government was offering subsidies. However, he never got the promised rebate on his $1,770 electric rickshaw. Kumar sets out each day acutely aware that he has just until lunchtime to earn as much as he can. Then he has to rush home to charge his vehicle.

In drought-prone Marathwada, solar-powered water pumps are a mixed blessing

Loopholes and improper implementation of the solar water pump scheme might harm the environment further. Beed, Maharashtra: Government schemes to solve big problems like water scarcity are, naturally, only as good as their implementation on the ground. In 2019, the Maharashtra government announced the Mukhyamantri Saur Krushi Pump Yojana (MSKPY), to deploy one lakh off-grid solar-powered water pumps within three years. The pumps are also being counted towards a renewable energy target of 22 gigawatts (GW) by 2022 set for the state under the National Electricity Plan 2018. The pumps harness renewable energy, to draw water for agriculture in the daytime. Some villages in Maharashtra only get electricity at night, so the ability to run a water pump during the day is important to local farmers. VDO.AI “I don’t have to go to the farm at night to pump water (now)... There is no fear of getting electrocuted,” says Manisha Pawar, who owns and farms 2-acres in Kalsambhar, a village 59 km from the district headquarters at Beed. Pawar paid 10% of the cost - Rs16,570 - to have the solar-powered water pump installed on her farm in October 2020. Since then, she says, she’s been able to grow vegetables and millets (jowar) in addition to the Kharif crop and fodder she managed in the summer months before. Related stories Future of work: 6 things everyone needs to know about product management Ex-Amrut master distiller on what it takes to make great whisky Officers of the implementing agency, Mahavitaran (also known as MSEDCL), say that 61,069 solar pumps had been installed under the scheme as of December 3, 2020. More than half of them, 32078, in the drought-prone Marathwada region with an average rainfall of 700mm and groundwater below 400-500 ft, according to farmers and reports. Eligibility rules Under the MSKPY, farmers with an assured water source but without an electricity connection are eligible for the scheme. However, Bharat Kamble, PRO, MSECDL, explains that farmers in areas where the groundwater is already below 60 meters can’t qualify for the scheme as per Groundwater Survey and Development Agency (GSDA) rules. “We ask farmers whether the groundwater level is as per rule,” said Chandramani Mishra, a superintendent engineer of the renewable energy section of MSEDCL. “If he affirms, then only we give pumps. However, there is no mechanism to check groundwater level technically with equipment with MSEDCL,” he said. As of now, officials seem to be depending on farmers to know and correctly report the ground water level. “Farmers need to apply online. MSEDCL officials approve the applications if farmers are eligible as per rules. Farmers receive intimation on a mobile phone. Farmers have to choose the vendor of solar pumps from the list available online,” Mishra said. “There is no mechanism or rule to check how deep bore wells are dug up by farmers. Farmers in the forms fill that water level is in the limits as per rules,” Atul Deulgoankar, an environmental activist from Latur, said. According to Pintu Tangde, the sarpanch of Kalsambhar, Pawar's village, the groundwater table on her farm had receded to 400 feet at the time of getting the solar pump. If farmers continue to exploit groundwater, it will be depleted further... government should assess the regions to know how many pumps should be distributed in that area. - Pratha Jhawar, Centre for Science and Environment Additionally, bigger farmers have found ways to avail of the scheme too. Umesh Deshmukh, a farmer from Mirkhel, 40 km from its Taluka Parbhani, in Marathwada, has received a 3 HP pump under the scheme. “We have a total of 35 acres of land. We have divided it among five brothers, my father, wives of two brothers. Thus, technically we all are marginal farmers. Electricity connection is in the name of my father. We all applied for the pumps and we, fortunately, got selected,” Deshmukh said. “Our borewell is more than 250 ft deep,” he said. One meter is 3.3 feet. Still, there are advantages of the solar pumps for farmers. “Earlier, the electricity DP box would explode when the load was high,” Deshmukh said. “I don’t have to face such an issue with solar pump. I don’t have to go to farms at night to water the crops. This year, I have cultivated watermelon, ginger, and muskmelon in the summer and I am hopeful that I will get a good harvest and income,” he said. Experts speak Pratha Jhawar of the Centre for Science and Environment, Delhi, said, “Government, seeing the misery of farmers due to lack of water, gives away pumps to applicants. But if farmers continue to exploit groundwater, it will be depleted further. And solar pumps might not be useful in such a worst (case) scenario. Instead, the government should assess the areas/regions to know how many pumps should be distributed in that area,” she said. Maharashtra “has 1.5 crore farmers and the number of available pumps is only one lakh. How much power subsidy burden will decrease? Or how much pollution caused by diesel pumps will decrease?” another expert asked. Sarpanch Tangde of Kalsambhar village said: “Water level has already gone down to 400 ft in the village. We have to get water from a pond that is 4-5 km away.”

State-owned vaccine manufacturers sit idle as India scours for jabs: Report

While SII and Bharat Biotech, both private firms, struggle to meet India’s domestic requirement besides international obligations, the government is giving no job to seven public sector firms Presently, two private Indian vaccine manufacturers-- Serum Institute of India (SII) and Bharat Biotech -- are struggling to meet India’s domestic demand of 90 million doses every month besides their other contractual obligations. But they are producing about 70 million doses per month, which is considerably below the required quantity. ADVERTISING Shocking as it may be, the Narendra Modi government did not consider any of its own institutes for manufacturing Covid-19 vaccines, an investigative report by Down To Earth (DTE) magazine reveals. These include the Central Research Institute (CRI) in Himachal Pradesh; BCG Vaccine Laboratory (BCGVL), Pasteur Institute of India (PII) and HLL Biotech in Tamil Nadu; Bharat Immunologicals and Biologicals Corporation Limited, Uttar Pradesh; Haffkine Bio-Pharmaceutical Corporation Limited, Maharashtra; and Human Biologicals Institute, Telangana. The state-of-the-art Integrated Vaccine Complex based in Chengalpattu, Tamil Nadu has also been lying idle since its inauguration in 2016, says the report. It is clear by now that vaccination is the only way to combat the highly contagious coronavirus. And it is here that India is falling behind. There is crunch of vaccines across the country as Covid infections and deaths climb at maddening pace. Till the first week of April this year, India has managed to fully immunise barely 0.9 per cent of its adult population with double doses of the vaccine; another 12.7 million people have received a single dose. Reports of vaccine shortages have emerged from across the country including Odisha, Gujarat, Rajasthan and Maharashtra among others. However, India has disbanded its public sector vaccine manufacturers to make way for private players, finds the DTE investigation. While in a belated move, on April 16, 2021 the government announced a plan to include three PSUs in the vaccine-making process, three major vaccine manufacturing units under the Ministry of Health and Family Welfare, which have the maximum expertise and capacity to produce vaccines, have not been included in this list, the report reveals. Even the Integrated Vaccine Complex was not included. The report says that on March 17, Maharashtra’s Chief Minister Uddhav Thackeray had specifically asked Prime Minister Narendra Modi during a video-conferencing to allow the transfer of Covaxin technology to state-owned Haffkine Institute in Mumbai. The Centre has not yet given a go-ahead. Before the Covid-19 pandemic, India was the world leader in vaccine production. But presently, China and USA are manufacturing more Covid-19 vaccines than India. The DTE report suggests that India’s public sector needs a second chance. Government needs to put money into the public sector to ramp up their infrastructure and vaccine production. Nations the world over are realising that profit-driven private players might not be enough during the unprecedented crisis, the report says. “In India, the public sector should be revived to its full capacity with adequate support to strengthen its inherent strengths on expertise and skilled human resource,” Y. Madhavi, researcher at the Council of Scientific and Industrial Research–National Institute of Science, Technology And Development Studies, is quoted as saying. The report also questions the government’s decision to identify only one company (Bharat Biotech) for technology transfer. “Involving more companies in manufacturing could have averted the shortage,” says Vibha Varshney, the lead investigator and writer of the magazine’s report. The three-part investigation also finds that most of the vaccines for the novel coronavirus disease through March 2021 were manufactured in China, followed by the United States, India, the European Union and the United Kingdom. Amongst them the US and UK have kept all their vaccines for domestic consumption. EU countries are sharing within themselves. India and China are the only countries exporting almost half of their vaccines to other nations, mostly those in the developing and underdeveloped world.

‘Ancient India harvested every drop of rain. We must restore this science’

Sunita Narain is director general of the Centre for Science and Environment (CSE). Sharing her perspective with Times Evoke, she discusses ancient India’s incredible water harvesting systems — and why we must revive these: The water situation in India is a complex one — we have apparent scarcity. There are fears of running out of water and having wars over it — these are terrifying scenarios. But the fact also is, water is the world’s most replenishable resource — we don’t need to have scarcity. There’s enough for everyone. If there is a looming water scarcity, it’s because we are mismanaging a precious and life-saving resource. Water for thought We need to focus on management practices we must fix. CSE began researching India’s water conservation science in the early 1990s. A team of us were driving through the Rajasthan desert where we found these upside-down ‘flying saucers’ — it turned out to be an extremely clever water harvesting structure with an artificial catchment. Whatever rain fell was harvested and stored in an underground well. The science was incredible — one hectare of land could give you a million litres of water, even in Jaisalmer, which had the driest conditions of the world. The city itself had flourished despite receiving just 50 milimetres of rain in a year, thanks to harvesting every drop. Our book ‘Dying Wisdom’ then documented every region of India, pulling out the knowledge stored in the British Gazetteers of how each state had grown its own unique system of water harvesting, based on catching rain and community management. Ladakh had zings, the Himalayan region had guls, Bihar had its ahar payne, Meghalaya had bamboo drip irrigation, Kerala had water harvesting structures actually built into the Ghats while Tamil Nadu had cascade tanks. Every region valued its rain endowment. ‘Changing India’s agricultural patterns can solve water challenges’ This system fell apart when the British came to India. They didn’t understand this scientific diversity or community-based water management. They replaced this with canals and diversion systems — water was taken out of the hands of communities and given to bureaucracies to manage. Independent India repeated this and these ancient wisdoms declined. By the time we wrote our book, they seemed lost. But a turning point came after this research and today, with the MGNREGA program, many villages are rejuvenating water systems. Restoring this science widely would be a huge help because these systems knew how to live with nature’s excesses and its scarcities. 2 This science was a gentler way of coexisting with nature, as compared to the very masculine way of colonialism, which wanted to conquer nature. Consider Bihar, an endemically flood-prone region. Bihar had developed an amazing system of floodwater management — a British engineer called William Willcocks sent there during the Bengal Famine wrote how the British could do nothing better than to recreate this system. His advice was ignored but he was right. He found ‘kaani nadis’, channels to divert floodwater, spreading this widely across the land. During floods, people depended on this water for food — these lakes and ponds produced makhana or lotus seeds, fish and rice varieties growing above the water. ‘We’ve broken the water cycle — we must work with nature to ensure water security’ But, over time, these channels were seen to be a waste. They were given away for revenue first and then built over. This happened because our mindset changed to thinking, ‘We can tame the river’. The traditional thought was, we’d live with nature and even optimise its excesses like floods. The modern way was, no, we’d build embankments. We’d bind the river down. Today, those embankments have constricted silt — so, the riverbed is often higher than the surrounding areas, making floods even more intense. If we learn to respect nature, we can live with it. But we are working against nature today. I am not against big dams — but their value is smaller than the millions of water harvesting structures we could build everywhere. Once, Jodhpur had the extraordinary Padamsar and Ranisar lakes — the latter was inside the Jodhpur fort. TIMES EVOKE The hills behind the fort were the catchment which first brought water to Ranisar. This would get filled and then, the overflow would go to Padamsar, the lake of the people. The overflow of that would go to all the stepwells which were the groundwater recharge points across the city of Jodhpur. Now, we’ve destroyed that catchment of Jodhpur for mining and quarrying. So, the water harvesting potential has shrunk and Jodhpur depends today on water from the Rajasthan Canal which is very expensive because it has to be pumped over a long distance. This has deepened the cost, the unsustainability — and the crisis. The ecological rationality of these ancient Indian systems must be understood and blended with the challenges of today. The biggest crisis now is climate change. It will bring more rain with fewer numbers of rainy days — this means more flooding in cities. The only way to manage this is to increase the water harvesting potential of urban regions, with lakes, ponds and parks having such systems. Building this is quite simple. It requires you to plan for a pond and a catchment which must be kept clean. It makes you conscious of your local environment. And it requires community participation, from villages to RWAs. We must rebuild our relationship with water now. We can do this by respecting ancient India’s wisdom.