Cse In News

Great Indian Bustard: Is it ‘Tilting at Windmills’? The critically endangered bird species has been meeting a bloody end, trying to negotiate high-tension wires and wind turbines in Rajasthan’s Desert National Park area.

When Cervantes had Don Quixote “tilting at windmills,” in the 17th century classic, he had not imagined that the “hulking giants” could actually kill. For the large Great Indian Bustard of the Rajasthan desert, the windmill – or the large wind turbine -- is no imaginary enemy. Birds meet a bloody end trying to negotiate the high-tension wires and wind turbines in this region. In a census in 2017-18 of the entire range of the Great Indian Bustard, it was estimated that there were about 129 birds left, with an error range of plus or minus 19. Scientists attempting to conserve this species worry that wind energy could sound the death knell for this large bird. Wind is seen as a source of “green” energy and its capacity was constantly increasing in India between 1985 and 2015; it now accounts for about 4% of all energy in the country; wind also comprises about 44% of all renewable energy in India, according to data compiled by the Centre for Science and Environment. Chart rdnp (From Down To Earth annual report, State of India’s Environment 2020) The Great Indian Bustard population was shown to have reduced about 82% over 47 years, from 1,260 individuals in 1969 to about 300 by 2008. The bird species is critically endangered and is on the Red List of the International Union for the Conservation of Nature. Changes in cropping pattern and local grasslands had already adversely impacted the Great Indian Bustard’s population when the first wind turbines were installed in the Thar region in 2001. The five-year Great Indian Bustard Species Recovery Programme of captive breeding began in 2019 after earlier attempts at habitat restoration, with funding of Rs 33 crore. The Centre, Rajasthan government and the Wildlife Institute of India, with its team of 17 scientists, are currently engaged in the programme. Breeding Center Breeding Centre Picture Credit: Harsh Vardhan Between June and November last year, six Great Indian Bustard eggs were collected. Deputy conservator of forest Kapil Chandrawat of the Desert National Park said since six eggs were collected rather early in the season, the government granted permission to collect more eggs. In all, there are now 10 chicks at the conservation centre at Sam. “They are doing well, gaining weight,” Chandrawat said. The focal area of the conservation effort is the Desert National Park in Rajasthan, spread over 3,000 sq km. Scientists estimate that there are about 40 Great Indian Bustards in the park area. These large birds – the male weighs about 15 kg and stands about a metre tall – are locally migratory, flying about 100 km away to cultivated patches from October to March, and spending the other months in the arid regions of Western Rajasthan. Male atjodhpur zoo Picture Credit: Harsh Vardhan Environmentalist Harsh Vardhan has long been campaigning for captive breeding of the bird, seeing the sharp fall in numbers over the decades. “International experts from BirdLife International were also involved in the planning of this conservation project. The plan for such breeding was first mooted in 1980, but it took this long for it to be executed. There will be much learning from this for scientists and forest officials,” Harsh Vardhan said. The sole male chick is named after scientist Asad Rahmani, former director of the Bombay Natural History Society, for it hatched from the egg on July 30 last year, the birthday of the scientist. Chick Chick. Picture Credit: Harsh vardhan The endangered bird lays just one egg a year, and since the egg lies in the open grassland, it is an easy meal for predators, like free ranging dogs, lizards, crows, snakes and wild boar. Mortality in the wild is high, at about 40%. In case of severe drought, the bird may not lay an egg at all. These first-generation human-tended chicks currently being raised at Sam are quite used to touch and even get an occasional massage. Given that they are so used to human contact, they may not be released into the wild, Harsh Vardhan said. The next generation will be tended such that they could be restored to the wild. Female Great Indian Bustards attain sexual maturity in three years. So these chicks could be expected to bear eggs, and once those chicks hatch, some of them may be released to repopulate desert grasslands. The release will, of course, only happen if a viable number of birds emerge from eggs; also, the next batch of chicks will need to be raised with less human contact to more easily adapt in the wild. another of same chick Another of same chick. Picture Credit: Harsh Vardhan Once the birds take wing, however, they will face a problem if they fly beyond the boundaries of the Desert National Park – the wind turbines. The wind park here is now the largest in the world. The Great Indian Bustards are large and heavy birds; they fly at low heights, and the extensive cables of the grid here are hard for them to see and negotiate. There have been several instances of birds – not just bustards – dying because of contact with high-voltage power distribution lines that form part of the grid. The wind turbines stand on revenue land, over which the state forest department has no control. WII scientists have been picking up carcasses of birds from under the wind turbines and high-voltage wires, to arrive at an estimate of the number of birds killed. Extrapolating the data, they estimate that 1,20,000 birds are killed after collision with turbines or power distribution lines each year in the Desert National Park and its surrounding area. Wildlife conservationists have urged the government to shift underground the grid and transmission lines to reduce bird mortality. The government has also asked wind firms to install bird diverters on turbines and wires, and to paint the top of the turbines orange so the birds can clearly see them. Conservationists say regulated tourism must be allowed inside the Desert National Park; although tourists arrive to see the sand dunes and listen to folk music, their entry into the national park is restricted. Conservationists argue that tourists were among the first to note the absence of tigers some years ago in Sariska National Park; regulated tourism does aid conservation efforts. male in courtship Picture Credit: Harsh Vardhan There are nearly 73 villages and settlements inside the Desert National Park. The Thar is among the most densely populated deserts in the world. While the conservation attempt by raising chicks will go some way, the goal of bringing the Great Indian Bustard back from the brink of extinction cannot be met without making its habitat safe for this large bird. The high number of human settlements has increased garbage and led to growth in the population of pigs. The number of predatory dogs is rising. WII scientists collared one dog to track its prey and discovered that a single dog had killed 22 chinkara in one year. There are also few forest guards in this region, and the acute shortage means that a chowki (post) might be staffed with just one forest guard. DCF Chandrawat said the Desert National Park currently functions at 50% sanctioned staff strength. The summer temperature in this area is upward of 50 degree C, and the guards work in inhospitable conditions. They are, however, the first to know of changes in the region, and some of them develop a great deal of knowledge with long years of service. There is need to offer greater security and better conditions of work to the guards, so that young people with a scientific bent of mind can take up the task. Wind Energy Facing Challenges For about three decades, between 1985 and 2015, wind energy was seen as a promising source of renewable energy and capacity was gradually expanded, to about 37 gigawatt (GW). However, in recent years, there has been a slackening of wind energy projects in India as existing wind farms face operational challenges and reduced liquidity. One major player, Suzlon, now faces debt of Rs12,000 crore. Government has imposed caps on tariff, making auctions unattractive. Wind is also a rather capricious source of energy, and there is unpredictability about generation. With solar energy generation becoming less expensive, there is competition within the renewable energy sector that puts wind at a disadvantage. At Kanoi village on the edge of the Desert National Park in Jaisalmer, which once had an abundance of Great Indian Bustards, villagers protest that the wind turbines keep whirring through the day and night, without pause. The ceaseless noise, they say, does not allow peaceful sleep. Villagers showed one of these writers two people who were mentally unwell, and blamed the constant noise from the turbines for the high levels of mental disability. page 15 Picture Credit: Harsh Vardhan There are other developments, too, that have made the Rajasthan desert less hospitable to these birds – farmers now cultivate crops like “guar”; the millets that were earlier cultivated were also food for these birds. Grazing livestock may also trample over the eggs, which lie in desert sands unprotected. The state government has now undertaken grassland development schemes and put in place enclosures to prevent predators from attacking the birds at 26 stretches, in lands near the Desert National Park but not belonging to the forest department. Village communities were educated about the conservation attempt, to prevent livestock owners from grazing their animals in these areas. This year, the locusts have arrived in larger numbers than last year. The chemicals used to kill locusts could also end up harming the Great Indian Bustard, especially if they feed on locusts that have ingested chemicals.

Indian cities must act now to revive mobility, CSE analysis suggests

The Centre for Science and Environment (CSE) in India has carried out a survey on changing commuting choices postpandemic in Delhi and surrounding cities in the National Capital Region (NCR) to suggest policy actions to revive mobility post-lockdown. Indian cities must act now to revive mobility, CSE analysis suggests The Centre for Science and Environment (CSE) has laid out key findings from its ongoing analysis of the impact of the pandemic on mobility and transport in India and globally to highlight the next steps needed in the immediate emergency period, as well as in longer-term strategy for the ‘new normal’. “The future and the ‘new normal’ that we will be faced with post-lockdown will demand steps to rebuild confidence in mass transit systems while improving it, contact-free walking and cycling, and measures to cut unnecessary travel to reduce pressure on already stressed public transport systems,” said Anumita Roychowdhury, Executive Director- Research and Advocacy, CSE. The results of the survey suggested that, while use of public transport is expected to reduce in the short-term, there is a positive shift in attitude towards high quality public transport, contact-free walking and cycling, and lifestyle adjustment to reduce unnecessary travel trips in the longer-term. “This is a strong signal for policymakers. Cities urgently need to leverage the solutions emerging from this crisis to control overcrowding in buses and metro, maximise fleet utilisation to improve services, plan for augmentation, make massive shift towards walking and cycling to give options of contact free travel to all income classes and also re-engineer workplace to reduce unnecessary travel needs to take the pressure off the stressed public transport systems. We cannot miss the bus now,” Roychowdhury said. CSE policy pointers for rebuilding mobility and public transport systems Health and safety The overall ranking of the factors that will influence the preference for using public transport shows that health safety is now the top concern. This is followed by road safety, availability of mode options, comfort, distance of trips, cost of journey and environmental consciousness. Preference for car ownership and usage to increase in the short-term but declines in the longer-term Among the respondents, 64 per cent already own vehicles (car, two-wheelers including multiple ownership) and 36 per cent do not own any vehicles. Among all respondents, about 28 per cent have said they may want to buy a vehicle for safety reasons in the near future. However, among the 36 per cent of those who do not own any vehicle, about 43 per cent of them have said they do not wish to own any vehicle in the near future. Live COVID-19 briefing: expectations for innovation and infrastructure in the post- COVID future> Sylvain Haon, Senior Director of Strategy at UITP, takes charge of the next COVID- 19 briefing from Intelligent Transport and UITP, as we look ahead to the tech-led solutions that can help public transport and its associated infrastructure get back to business as usual after the pandemic. Long-term positive sign positive for public transport and walking and cycling Within six months of post lockdown, metro ridership will decline from 37 per cent at pre lockdown level to 16 per cent Cars and two-wheelers share will increase from 28 per cent to 38 per cent Walking and cycling share will increase from four per cent to 12 per cent In the long-term, (one-two years and beyond) total bus and metro share will regain and increase from 45 per cent to 47 per cent. Preference for high quality public transport The majority of the respondents – 73 per cent – stated that they would prefer to use public transport if it meets high quality standards for services. About 22 per cent said that they will continue to use personal transport and the rest will move to cab and shared mobility. 38 per cent will use public transport for connectivity, 23 per cent each for cost effectiveness and sustainability, and 16 per cent to avoid traffic. Level of access to public transport modes At Delhi-NCR wide level, close to 40 per cent do not have access to bus stops within 500 metres; and 69 per cent do not have access to metro stations within 500 metres. However, about 34 per cent have access to a bus stop within 200 metres and 11 per cent have access to metro within 200 metres. Fiscal and bail out packages to revive public transport Cities such as London are working towards a bailout package of emergency fund worth £1.6 billion, and the CSE analysis urged that these strategies have to begin immediately in India. Moving forward The CSE urged that this is the opportunity to redesign India’s mobility strategies. In order to do so, it suggested that India must: Rebuild public confidence in safe public transport with stringent implementation of hygiene and social distancing measures Design reform based fiscal package and fiscal instruments to support revival of transit systems and reduce cost burden on bus-based systems Allocate more protected lanes to buses to maximise fleet utilisation and carrying capacity Implement long term strategies to augment integrated public transport and services Adopt measures like work from home, staggered timing etc to reduce unnecessary travel trips and move short trips to walking and cycling as much as possible

Public vs private transport: What surveys show and what they can't

Manufacturers of passenger vehicles and of two-wheelers are praying that a possible preference towards personal mobility in the wake of Covid-19 spurs a rise in demand in upcoming times. In India and the world over, automotive industries have taken a deafening blow due to lockdowns put into place which have impacted supply, production and demand. Only in recent weeks have restrictions begun being relaxed and as more and more people come out of their homes, it remains to be seen if demand will indeed trickle upwards. In numerous surveys conducted over the past several weeks, respondents have showed a strong preference towards making use of personal modes of transportation instead of modes of public transportation. The major driving factor behind this could be a fear psychosis pertaining to the communicable nature of coronavirus. And with number of positive cases continuing to rise exponentially in India, those in need of moving from one place to another in cities and towns are most likely to either make use of personal transport already at their disposal or possibly considering making a purchase. In an HT Auto survey on Twitter last week, 78.1% of the total 350 respondents showed preference towards personal car or two-wheeler. Cabs were preferred by 8.7% while only 7.2% voted for buses or metro. The remaining voted for autos. A separate survey carried out by Centre for Science and Environment showed that use of public transport may fall for six months. The survey included over 400 middle and high-income groups in Delhi and surrounding NCR cities. The analysis showed that preference for car ownership and usage will increase in the short run. (Read more here) Another survey by market research and analysis firm Velocity MR stated that 62% respondents had said they would avoid cab-hailing firms like Ola and Uber. This survey had a sample size of 3,000 and covered categories including shopping habits, purchase habits, travel, social activities, investments, social responsibilities during this pandemic. (Read more here) It is important to note here that there could be several factors at play which decide on the preference patterns and voting choices when it comes to observing patterns in private vs public transportation in Covid-19 times. Work from home, buying capacity, possession/ownership of vehicles from before Covid-19 and similar factors can influence decisions on whether to shun public transportation or not. In the CSE survey for instance, among the 36% respondents who do not own any vehicle, around 28% said they may want to buy one for safety reasons in the near future. Yet, 73% respondents have preferred to move to public transport if it meets high quality standards for services. Most surveys, therefore, are only indicative at best. With current times of uncertainty, new vehicle purchases are likely to remain limited even if people look at avoiding public modes of transportation. Rating agency CRISIL recently predicted another year of double-digit decline in the Indian automotive industry. With job cuts or retrenchments, or even the possibility of these, there is a strong indication that people would most likely cancel or push back plans of vehicle purchases. CRISIL elaborated that since passenger vehicle segment has a high finance penetration of 78% to 80% and because of income uncertainty, the number of customers opting to take loans would decline. Shunning public transportation and also canceling plans of new purchases could give a boost to the used-car segment, a possibility that has resulted in companies like Maruti, Volkswagen and even luxury car maker Audi further strengthening their respective pre-owned business. The course that people opt to take in India and the world over from hereon remains to be seen and while there are not many who are denying use of public transportation will go down in the foreseeable future, the resultant benefit of this for OEMs is an ambiguous question only time will answer.

Virus, heatwave and locusts form perfect storm in India

NEW DELHI — As if the coronavirus wasn’t enough, India grappled with scorching temperatures and the worst locust invasion in decades as authorities prepared for the end of a monthslong lockdown despite recording thousands of new infections every day. This triple disaster drew biblical comparisons and forced officials to try to balance the competing demands of simultaneous public health crises: protection from eviscerating heat but also social distancing in newly reopened parks and markets. The heat wave threatens to compound challenges of containing the virus, which has started spreading more quickly and broadly since the government began easing restrictions of one of the world’s most stringent lockdowns early last month. “The world will not get a chance to breathe anymore. The ferocity of crises are increasing, and they’re not going to be spaced out,” said Sunita Narain of New Delhi’s Center for Science and Environment. When her 6-year-old son woke up with a parched throat and a fever, housekeeper Kalista Ekka wanted to bring him to the hospital. But facing a deluge of COVID-19 patients, the doctor advised Ekka to keep him at home despite boiling temperatures in the family’s two-room apartment in a low-income neighborhood in South Delhi. “The fan only makes it hotter but we can’t open the window because it has no screen,” and thus no defense against malaria and dengue-carrying mosquitoes, Ekka said. In a nearby upmarket enclave crowded with walkers and joggers every morning and at dusk — some with face coverings, some without — neighbors debated the merits of masks in an online forum. In the heat, “it is very dangerous to work out with a mask. So a Catch-22 situation,” said Asmita Singh. Temperatures soared to 118 degrees Fahrenheit in the capital New Delhi last week, marking the warmest May day in 18 years, and 122 F in the desert state of Rajasthan, after the world’s hottest April on record. India suffers from severe water shortages and tens of millions lack running water and air conditioning, leaving many to seek relief under shady trees in public parks and stepwells, the ancient structures used to harvest rainwater. Though many people continued wearing masks properly, others pushed them onto chins, or had foregone them altogether. Cyclone Amphan, a massive super storm that crossed the unusually warm Bay of Bengal, sucked up huge amounts of moisture, leaving dry, hot winds to form a heat wave over parts of central and northern India. At the same time, swarms of desert locusts have devastated crops in India’s heartland, threatening an already vulnerable region that is struggling with the economic cost of the lockdown. Farmers have been banging plates, whistling or throwing stones to try to drive the locusts away, and sometimes even lighting fires to smoke them out. The swarms appeared poised to head from Rajasthan north to Delhi, but on Wednesday a change in wind direction sent them southward toward the state of Madhya Pradesh instead. K.L. Gurjar, a top official of India’s Locust Warning Organization, said his 50-person team was scrambling to stop the swarms before breeding can take place during India’s monsoons, which begin in July. Otherwise, he said, the locusts could destroy India’s summer crops. Meanwhile, India reported another record single-day jump of more than 6,500 up the total to 158,333 confirmed cases and 4,531 deaths. Prime Minister Narendra Modi’s government is preparing a new set of guidelines to be issued this weekend, possibly extending the lockdown in worsthit areas while promoting economic activity elsewhere, with unemployment surging to 25%. The sudden halt to the Indian economy when the lockdown began March 25 has been devastating for daily laborers and migrant workers, who fled cities on foot for their family homes in the countryside. The government started running special trains for the migrants, but deaths on the rails because of starvation or dehydration have been reported. Others immediately put into quarantine centers upon their arrival in home districts have tested positive for COVID-19, adding to the burden of severely strained rural health systems. To jump start the economy, Modi’s environment ministry has moved to lower liabilities for industrial polluters and given private players the right to explore for coal and mine it. Cheap oil will fuel recovery efforts worldwide. Indian environmental journalist Joydeep Gupta said that the perfect storm of pandemic, heat and locusts show India must go green. He said the government should implement policies to safeguard biodiversity and offer incentives for green energy to reduce greenhouse gases that cause climate change. Instead, “the government is promoting the same sectors of the industry that have caused the multiple crises in the first place,” he said. But Narain said other government initiatives that expand federal agriculture employment, cash transfer and food ration programs help India deal more effectively with its threats. “It’s building coping abilities of the very poor to be able to deal with stress after stress after stress,” she said. | June 2, 2020

Refiners rush to ramp up capacity 'Demand will increase to about 70% to 80% of the pre-Covid level in the next 3 months'

The oil industry expects fuel demand to start limping back to the pre-Covid period from this month with the relaxation in lockdown and increased movement of vehicles across the country. Promote health. Save lives. Serve the vulnerable. Visit who.int Analysts said a change in lifestyle would lead to people preferring personal vehicles to public transport, which would spur fuel demand and boost vehicle sales. The fuel demand had crashed 70 per cent in April and started to pick up in May. Sources said the demand would ramp up to about 70 per cent to 80 per cent of the pre-Covid level in the next three months. They said Indian Oil’s refineries plan to raise their capacity utilisation rate to 80 per cent to meet demand. Other stateowned refiners, BPCL and HPCL, are also drawing up plans to boost capacity. The lockdown and travel curbs aimed at stemming the spread of Covid-19 since March 25 has forced people to stay home, which cut demand. The government had extended its nationwide restrictions to May 31 but relaxed rules in areas with lower number of cases leading to some recovery in fuel demand. Petrol sales in the first half of May declined 47.5 per cent to 570,000 tonnes from a year ago but were up from 334,000 tonnes sold in the first half of April, when sales declined 61 per cent. Sales of diesel fell 38 per cent to about 1.93 million tonnes in the first half of May from a year earlier. In April, they had fallen by an average of 57 per cent. In the first half of April, the refiners sold 1.1 million tonnes of diesel. The output of eight core industries for April contracted a whopping 38.1 percent compared with a decline of 9 percent in March. Crude oil output fell 6.4 per cent, refinery 24.2 per cent and natural gas 19.9 per cent. Analysts said there would be an increased use of personal vehicles such as twowheelers and cars as people would try to avoid the use of public transport, which would increase the fuel demand. The use of public transport is expected to reduce for six months post lockdown and health safety will be the top priority for the people in choosing the most suitable mode of travel, a recent analysis by the Centre for Science and Environment said. While this would boost the demand of petrol, the resolution of the logistical and financial constraints faced by truckers would spur the demand of diesel, the analysts said. Rating agency Crisil said the used car market stands to gain more from the pandemic as opposed to the new vehicles market. Covid-19 has taken a toll on people's personal finances as well as businesses in general. In the wake of such events, not a lot of people will prefer spending money on new vehicles and instead opt for affordable used vehicles to address their personal mobility needs. The International Energy Agency forecasts the nation’s fuel demand will return to year-ago levels by the fourth quarter. The Paris-based body sees it declining 8 per cent on an annual basis in 2020 with diesel and gasoline consumption likely to drop about 12 per cent and jet fuel about 18 per cent, according to its monthly oil market report.

Migrants: Future of work and production

It is also important to note that their pain has not gone unnoticed - trains have been started to bring migrants back home Sunita Narain Events are moving so fast in our world. It was just two weeks ago that I wrote how the economic collapse because of Covid- 19 had made the invisible visible. I wrote about the images of migrant labourers that haunt us, who made their way from villages to cities for jobs and are now walking back home because of job loss — often dying and collapsing with hunger. Since then, the migrant crisis has made its way into our homes; into our living rooms; and into our consciousness like never before. We have seen them; we have felt their pain; and we have wept when we heard how tired migrants sleeping on train tracks were crushed to death by an incoming train. But it is also important to note that their pain has not gone unnoticed — trains have been started to bring migrants back home. But as yet, all these efforts, including the move to provide free food to the returning people, are still too little, too meagre, and almost seemingly reluctant. Much more needs to be done to take them home with dignity and to provide them the wherewithal to survive in the coming months. However, what we need to discuss now is not just the returning migrants but what this will mean for the future of work and the future of production — not just in India but across the world. So, what happens to work now — workers have returned home; they may come back as things improve or they may not. Already in Indian cities, we are getting news about how essential municipal services are affected without this workforce. We are getting news about the panic of builders — industry is finding that even when lockdowns are lifted, production needs workers. So, the value of their work — the worker who was until now dispensable and cheap — is being felt. These workers were kept in the worst conditions; sleeping and eating in hovels — inside the “sweat” factory that the world has come to know. There is no government housing or transport or any other such facility for industrial areas — factories are supposed to produce and workers are supposed to find whatever means they can to survive. We know that people live cheek-to-jowl with industry — this makes them vulnerable to toxic gas leakages or pollution. But have we ever stopped to ask why these informal, illegal habitations are built — because there is no housing provided. But labour needs jobs; industry needs labour. But now labour has gone; some say they will never return. Work needs to be reimagined. In areas where people will return, this is the great opportunity to renew rural economies and make them resilient. But this is not going to be easy. Just consider how, in the 1970s, when Maharashtra had the great famine looming and it feared massive unrest in its cities because of a rural exodus, one man, V S Page, a Gandhian, had come up with the scheme to keep people employed at their place of residence. This was the start of the Employment Guarantee Scheme (EGS), which morphed into the Mahatma Gandhi National Rural Employment Guarantee Act (MGNREGA) many years later. But what we forget as this programme took the avatar of government rules is that it was a contract — between the rural and urban. Professionals in cities paid a tax, which went into the scheme meant to provide employment at home for villages. It was a win-win for both. What we also forget is the opportunity that this work provides to rebuild nature’s capital — through real and tangible assets of water, forests, grazing lands, horticulture, and investment in livelihoods. This is not to say that these words are not there in the government document. All this is said, but there is little understanding of the intent or the opportunity. It is a tired scheme, meant to provide menial and backbreaking work during distress. We need new direction and leadership. We must stop seeing this as a scheme for breaking stones in the scorching sun. We must see this as the scheme for providing livelihoods for renewal — do all we can to build the rural economy, driven as it is through value addition in agriculture, dairy and forestry. It needs a new blueprint; a new compact between the rural and the urban. But this then brings me to the question of production — India and all other countries of the world are desperate to re-start factories and re-build economies. The fact is that the global economy is built on cheap labour and by discounting environment protection — there is a cost to providing homes for workers; providing adequate living conditions and wages that would give people well-being. There is a cost to ensure that water and air and waste are not dumped, but treated and then disposed of. The rich did not want to pay this cost; they wanted cheap goods for consumption. That’s why production moved to China and other similar worlds, including ours. So, what happens now? Let’s keep discussing this.

Swarms Of Locusts Are The Latest Threat To India Amid Coronavirus Pandemic

India's been hit by a cyclone and a heat wave this month. That's all on top of the pandemic, which, of course, has the country under lockdown. The country's economy has also taken a hit with 100 million Indians having lost their jobs. And now they're beset with another problem. NPR's Lauren Frayer reports. LAUREN FRAYER, BYLINE: They violated the coronavirus lockdown and landed in deserted streets this week in India's Pink City, the tourist hub of Jaipur. But these were unwelcome visitors, and they turned the sky brown. It was like an eclipse. FRAYER: "We couldn't see the sun, there were so many locusts," one resident tells local TV. He says his kids got scared and ran indoors. After a noisy night of flapping and buzzing, the locusts left his fruit trees destroyed. KL Gurjar is deputy director of India's locust warning organization. It exists to warn farmers about when to harvest their crops so that locusts don't eat them. FRAYER: He says the air is thick with locusts. So far, they've blanketed half a dozen states in western and central India. They look like big brown grasshoppers with horns. And farmers already facing losses because of the coronavirus lockdown are fighting back. FRAYER: They're clanging pots and pans to scare the locusts away. In one town, a deejay hauled a huge boom box into the fields to blast them with techno music. FRAYER: Others are aiming fire hoses filled with insecticide and even sending up drones. Locusts swarm India annually just before the monsoon rains. But this is the worst infestation in 25 years. Tarun Gopalakrishnan from the Centre for Science and Environment in New Delhi blames climate change. Locusts, he says, love heat, and temperatures have topped 115 in Delhi this week. They also love moisture, and India is getting a lot more storms outside the rainy season, he says. TARUN GOPALAKRISHNAN: And the Indian Ocean average water temperature has been warmer than usual. So all that has contributed to breeding conditions for locusts. FRAYER: Locusts breed in the rain. Next month, the monsoon deluge begins. And so a race is now underway to kill these locusts or drive them out before they have a summer of romance in India. Lauren Frayer, NPR News. Transcript provided by NPR, Copyright NPR. | May 31, 2020

After lockdown, carpocalypse? Why Delhi may see a spike in congestion, pollution

NEW DELHI: Is Delhi staring at a carpocalypse? As the city gradually moves towards normalcy, experts predict massive road congestion and longer commuting time with the fear of infection and drastically reduced capacity of public transport pushing more people towards personal vehicles. “Covid-19 is going to stay here for some time and so will the fear because personal safety is of prime importance. People will tend to prefer private transport,” says Ashok Bhattacharjee, urban planner and former director of Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre (UTTIPEC). He believes reduction in capacity of public transport, due to social distancing, will push more people towards personal vehicles. More cars and two-wheelers will take up space on roads, leading to more congestion and pollution. Delhi Metro, the capital’s lifeline, used to ferry about 30 lakh passengers a day before it stopped operations. “Instead of 1,800-2,000 passengers, a Metro train will now carry 350 to 400 passengers to ensure social distancing,” points out S Velmurugan, senior principal scientist, traffic engineering and safety division, Central Road Research Institute (CRRI). Delhi Transport Corporation (DMRC) and the Cluster scheme, with a combined fleet of 6,348 buses, used to ferry 42 lakh passengers a day before the lockdown. While the buses are back on the road, only 20 passengers are being allowed at a time. “We will need around 18,000 buses now in Delhi. Many people are working from home, all industries are not open and at least five lakh people have left Delhi. That is why we are not facing any congestion right now but this is going to become a real problem soon,” he warns. “There are two type of commuters - choice users and captive users. Those with a choice will now opt for a car or twowheeler,” says PK Sarkar, former head of Transport Planning at School of Planning and Architecture. “The captive user has no option, but where are the buses? We need 20,000 buses in Delhi now. These users will be forced to buy two-wheelers or cheaper options like mopeds, leading to more congestion and the city will collapse,” he says. “Private transport will increase and so would usage of auto rickshaws and cabs, apart from cycling trips,” Velmurugan said. “This is going to be a menace not only in Delhi but in all metropolitan cities.” Bhattacharjee says those who can’t afford personal vehicles will suffer the most. “Those who can’t afford private or hired modes and prefer to use cycle in absence of public transport would be deprived of the same due to unsafe road traffic conditions. This is of immediate concern and the government is not ready to deal with that,” he remarks. “Bicycle sales have gone up dramatically around the world and protective lanes are being provided for cyclists,” says Anumita Roychowdhury, executive director, research and advocacy, Centre for Science and Environment. She says the present crisis can set the foundation for an improved walking and cycling infrastructure. Sarkar points out that Delhiites tend to avoid cycling for distances beyond 5-6 km and the city needs a master plan for a cycling infrastructure. Both Bhattacharjee and Velmurugan believe that given the limited number of buses, dynamic route rationalisation is needed. “I notice DTC buses on routes like 460 and 534 arriving at a frequency of five to 15 minutes while other routes don’t have the same frequency. This is an improper and ridiculous way of scheduling,” he says. All experts are unanimous in saying that in the present scenario, as many people should work from home as possible. “We need to restrict travel requirement and have a combination of work-from- home and staggered office timings. We need to reduce the load on the current system since otherwise there will be more personal vehicles on roads,” says Roychowdhury. “The concept of office has to disappear and people have to work from home,” suggests former joint commissioner of police Maxwell Pereira. “The public transport in Delhi was never enough and that’s why those who could afford went for personal vehicles and others took to cycling. A further increase in number of private transport is a valid concern at the moment,” he says. “Increased congestion would mean that mass transport like buses, which are needed to move the majority, will become slower as cars and two-wheelers, which carry less people will occupy more space on roads,” says Roychowdhury. “The government has to intervene right now. Bengaluru is doing bus priority lanes and Delhi should look into that to maximize utilisation.” “People who cannot afford personal mobility will use shared transport. Period,” says Amit Bhatt, director of integrated transport, WRI India. “The cities will come to a grinding halt if choice users and people with affordability shift to private transportation,” he says. Both Bhatt and Roychowdhury say it is important to restore trust and confidence in shared mobility, be it buses, Metro or auto rickshaws. Bhatt says the government could introduce a Covid-19 safety labelling for transport services. “People need to ask themselves that if they can go to their office or market, what’s wrong with taking public transport if the social distancing norms are being met?” she asks.

Public Transport on Decline; 2- Wheelers, Small Cars to See a Rise: Network18 Public Sentimeter Poll

Network18 in 13 languages and across all our digital and social news platforms - News18, Moneycontrol, Firstpost and CNBC-TV18, with close to 50 thousand responses in all, it was found that a lot of respondents won't prefer public transport once the lockdown is over. Instead, they will prefer using their own vehicles to travel. The poll which ran for a week from May 21 to May 28 found that almost 70% of respondents on an average across the languages said they will prefer own vehicles to travel for work. While 84% Punjabi speaking respondents said they will use personal vehicles, Bengalis were the least fearful with only 34% saying they will use personal vehicles. However, instead of saying they will travel in public transport, equal number of Bengalis said they don't know or can't say about the future possibilities. On the other hand, 30% of the Urdu and Tamil speaking respondents were ready to travel in public transport, the maximum in our survey. Interestingly, when asked on the possibility to take ride hailing services like Ola and Uber, non of them showed any interest. This study is synonymous with our interactions with industry leaders who echo the same thought on increasing use of two-wheelers and small cars for travelling. When asked, Kia Motors India Marketing and Sales Vice President and Head, Manohar Bhat said 'the use of public transport will decline in coming days and people will prefer smaller cars'. Automakers like Maruti Suzuki, Honda, Toyota and Tata Motors expect demand for personal vehicles to go up in the country as social distancing and fear associated with COVID-19 veer people away from public transport. The country's largest carmaker Maruti Suzuki India (MSI) expects demand to shift towards lower-priced cars in the post-lockdown scenario. "People will prefer personal vehicles over public transport and it comes out from different consumer surveys which we have conducted," MSI Executive Director, Marketing and Sales, Shashank Srivastava told PTI. "So the shift is expected towards smaller cars and first-time buyers. We are already witnessing this trend in around 1,800 dealerships which we have been able to re-open in the past few days," Srivastava said. Previous trends have also shown that consumers gravitate towards established brands during stress periods, he noted. Echoing similar views, Honda Cars India Ltd (HCIL) Senior Vice President and Director, Marketing and Sales, Rajesh Goel said that considering people will be extra careful against COVID-19, personal mobility will gain much more significance than shared mobility or public transport, and hence can contribute to sales. "Apart from new car sales in different segments, we feel that customers would also consider certified used car sales as they can afford a well maintained nice looking car with much more affordability," he added A recent analysis by the Centre for Science and Environment claimed the use of public transport is expected to reduce for six months post-lockdown and 'health safety' will be the top priority for people while choosing the most suitable mode of travel. "While the use of public transport is expected to reduce in the short run, there is a positive shift in attitude towards highquality public transport, contact-free walking and cycling and lifestyle adjustment to reduce unnecessary travel trips in the longer term," the environment policy think tank said.

Meant to eradicate locusts, pesticides affect soil, crops

The Locust Warning Organisation (LWO) sprayed Malathion 96 and Chlorpyrifos, both organophosphate pesticides, to control the locust swarms across states. The Food and Agriculture Organisation (FAO) of the United Nations said on Friday that it may declare the locust invasion a plague if it takes a turn for the worse after breeding by the voracious, crop-crunching insects in India, Pakistan and West Africa. FAO now categorises the locust invasion that has reached India as an “upsurge”. Swarms of desert locusts have chomped through vegetation and crops across farm lands in Punjab, Madhya Pradesh, Maharashtra, Gujarat, Uttar Pradesh and Chhattisgarh. The Locust Warning Organisation (LWO) sprayed Malathion 96 and Chlorpyrifos, both organophosphate pesticides, to control the locust swarms across states. Both are extremely toxic and high level of exposure to the pesticides may cause nausea, dizziness and even death. They can also impact soil fertility by altering the ecological balance. “We have conducted control operations in 47,000 ha in Rajasthan, Gujarat, Rajasthan and Madhya Pradesh by spraying pesticides,” said KL Gurjar, deputy director of the LWO. A swarm near Jhansi in UP has scattered. Gurjar said there is no clear indications the locusts will head towards Delhi. FAO, saying it may declare a plague of locusts, cautioned that farmers shouldn’t try to control the swarms. “Unfortunately, spraying of chemical insecticides is the only effective method when desert locusts are in such large numbers. There are bio-pesticides which are safe ways of controlling them, but may not be as effective. FAO doesn’t encourage control of desert locusts by farmers. State or federal teams that are trained in locust invasion management should do it with safety equipment,” said Keith Cressman, senior locust forecasting officer at FAO, at a webinar organised by the Centre for Science and Environment on Friday. One of the options with farmers is to dig trenches around their farms to prevent hoppers from entering. Noise can scatter locusts, but they prevent focused control operations by the authorities as the swarms move in different directions. Cressman said the current severe locust invasion was linked to climate changeinduced aberrations in rainfall. “There was good breeding in India last year, the monsoon was protracted which allowed further increase in locust populations. The drying vegetation in south-west Pakistan also led to them reaching India a month in advance,” he said. India was alerted by FAO last year about the possibility of waves of invasions. The desert locusts were expected to remain limited to its habitat in Rajasthan, but the swarms scattered to Madhya Pradesh, Uttar Pradesh and Maharashtra because of the strong north-westerly winds following cyclone Amphan, which struck West Bengal and Odisha on May 20. “Except for Malathion 96, the rest that they are spraying are highly poisonous pesticides. They are red-labelled. They are meant for locust control in desert areas which are largely uninhabited. But the same pesticides are being sprayed on in areas with habitation and with water bodies. These pesticides will drift and residue will remain. They will definitely disturb the ecological balance of the area and kill natural enemies—pests which can counter other crop pests. So, we can expect outbreak of other pests,” said GV Ramanjaneyulu, executive director at the Centre for Sustainable Agriculture. “Desert locusts don’t multiply in nondesert areas so there is no point in spraying toxic pesticides in such large quantities in other states. They have a short life cycle and will die in due course. Government must consider biocontrol agents,” he added. With the onset of monsoon rains, the locusts will come back to their summer breeding sites in the desert along the India-Pakistan border. “They will be flying back and forth with the winds till monsoon arrives,” Cressman said. The other forecast that FAO has made is that with the south-west monsoon winds, desert locusts that bred in the Horn of Africa will travel to Rajasthan across the Indian Ocean in June. “Spraying of insecticides is compounding environmental problems in the Horn of Africa. We do not have wherewithal to undertake these measures at the scale required, we need aircraft to spray, expertise to spray. Biotechnological interventions should be considered…locust invasions are an existential challenge if they are allowed...in the coming years,” Richard Mark Mbaram, technical adviser to the Nigerian ministry of agriculture, said

COVID-19: Personal car use to increase while public transport to witness decline

COVID-19: An analysis by the CSE suggests an increase in car usage and a decline in use of public transport in the immediate future. However, it points to a positive sign for public transport, walking and cycling in the long term. As cities in India get ready to reopen economy in the post-COVID-lockdown era, people transport is one pressing matter that requires keen observation and strategy. Public transport is what keeps a city moving, however, social distancing is the ‘new normal’ that will remain so for many months to come. The need for personal means of mobility is expected to see a substantial rise as people scramble to invest in cars to keep themselves and their families safe. A recent analysis conducted by the Centre of Science and Environment (CSE) suggests that there will be an increase in car ownership and usage, while also pointing to the decline in use of public transport in the immediate future. However, in the long run, the need for sturdier and safer public transport will take centre stage. “The future and the ‘new normal’ that we will be faced with post-lockdown will demand steps to rebuild confidence in mass transit systems while improving it, contact-free walking and cycling, and measures to cut unnecessary travel to reduce pressure on already stressed public transport systems,” says Anumita Roychowdhury, executive directorresearch and advocacy, CSE. CSE has laid out the key findings from its ongoing analysis of the impact of the pandemic on mobility and transport in India and around the to highlight the steps needed not only in the immediate emergency period but a longer-term strategy for the new normal. The first flush of results, based on the survey of middle and high-income groups in Delhi and surrounding cities in the National Capital Region (NCR), show public mood is changing. While the use of public transport is expected to reduce in the short run, there is a positive shift in attitude towards high-quality public transport, contact-free walking and cycling and lifestyle adjustment to reduce unnecessary travel trips in the longer term. Use of public transport came to a complete halt in India due to the nationwide lockdown but in countries that did not lock down completely and had their public transport running, there was a drastic decline of some 70-90 percent (that also brought along financial losses). There are serious concerns around an increase in transit costs (bus and train), higher taxes on buses, and plummeting revenue. Intermediate transport and shared mobility have started to repurpose for emergency health services, deliveries of groceries and essentials, courier service, and fixed-route services. However, there is no financial package for rebuilding public transport systems so far. The ongoing CSE analysis includes the perception of the middle to high-income groups and the perception of the lowerincome groups will be made available later. The analysis highlights that preference for car ownership and usage will increase in the short run but it will decline in the longer term. Of the respondents, 64 percent already own vehicles (car, twowheelers including multiple ownership). Of the 36 percent who do not own a vehicle, about 43 percent have said they do not wish to own any vehicle in the near future. Also read: How car rental could be your new safety move against COVID-19 after lockdown The findings go on to support a positive sign for public transport, walking and cycling in the long term. This survey has assessed preferences for modes during the initial six months post locked down, and over 1-2 years and longer-term. Within six months of post lockdown, metro ridership will decline from 37 percent at pre lockdown level to 16 percent. But cars and two-wheelers share will increase from 28 percent to 38 percent. Encouragingly, walk and cycling share will increase from 4 percent to 12 percent. In the long term, (1-2 years and beyond) total bus and metro share will regain and increase from 45 percent to 47 percent. But the intent to use personal vehicles shows an arrested trend – reducing from 35 percent to 31 percent. Walk and cycling share will also increase from 4 percent in pre-lockdown to 9 percent in long terms. Policy needs to respond to this intent and stimulate the dormant demand for good quality public transport, walking and cycling and reduce dependence on personal vehicles.

Use of public transport likely to dip for 6 mnths post lockdown: CSE survey

Use of public transport likely to dip for 6 mnths post lockdown: CSE survey Within six months after the lockdown, metro ridership will decline from 37% in pre-lockdown period to 16%, the CSE said. transport A recent analysis by the Centre for Science and Environment said the use of public transport is expected to reduce for six months after the lockdown to contain the coronavirus ends. The enivronment group said there is a positive shift towards high quality public transport among the citizens. The urge to have a 'contact-free walking and cycling' could reduce unnecessary travel trips in the future, said CSE. "While use of public transport is expected to reduce in the short run, there is positive shift in attitude towards high quality public transport, ...

Locust may reach Bihar and Odisha, swarms may overfly Delhi and other cities

NEW DELHI: Extent of locust invasion may get wider and swarms may reach as far as Bihar and Odisha in June-July before it would eventually return to Rajasthan with progress of the monsoon. Its impact in cities, including Delhi, will, however, not be felt as the locust simply overfly urban areas without troubling humans. India was informed by the UN’s Food and Agriculture Organisation (FAO) this week that “several successive waves of invasions can be expected until July in Rajasthan with eastward surges across northern India as far as Bihar and Odisha followed by westward movements and a return to Rajasthan on the changing winds associated with the monsoon”. Referring to the FAO’s latest locust status bulletin, the agriculture ministry on Friday said the swarms were, however, less likely to reach south India, Nepal, and Bangladesh. “Locusts don’t like urban areas. They simply overfly these areas where they don’t have much to eat. They don’t attack humans,” said Keith Cressman, senior locust forecasting officer with the FAO on Friday. He also indicated that the swarms, currently noticed in different states in north and central India, would eventually move to western part of Rajasthan with the progress of monsoon as they find desert as their most appropriate breeding ground. Cressman was responding to a question of environmentalist Sunita Narain who during a webinar on the issue, organised by the Centre for Science and Environment (CSE), asked him specific question on threat to Delhi while referring to advisories issued by the city government on possibility of locust attack in the Capital. Unlike its usual period of invasion during monsoon, the locust swarms entered border districts of Rajasthan and Punjab in April and then gradually moved with wind direction to interior districts of different states. Category-wise, it has already passed the ‘outbreak’ stage and now reached the higher stage of ‘upsurge’ in terms of intensity and extent. Cressman said there was no need to panic as it would reach the stage of ‘plague’ (considered devastating for standing crops and vegetation) only at the end of this year if it is not controlled effectively before that. Expressing his confidence in India’s ability to deal with it, Cressman, who had visited Rajasthan in January to see the preparedness, said the country has one of the best locust control mechanisms and it had successfully controlled the invasion in the past. He said, “India is well equipped and has the oldest national locust programme in the world.” As India has already stepped up its locust control efforts in affected states, Union agriculture secretary, Sanjay Agarwal, held a meeting with officials of civil aviation ministry, National Disaster Management Authority (NDMA) and the Pawan Hans regarding use of aerial spraying of pesticides for locust control by using helicopter / aircraft / drones. Besides, the home ministry has written to chief secretaries of all the states and gave necessary instructions to streamline the inter-state movement facility for the personnel engaged in locust control works. Usually, the locust swarms enter India through Pakistan for summer breeding in the month of June/July with the arrival and progress of monsoon. Its incursion this year, however, happened early because of presence of residual population of locust in Pakistan which the neighbouring country couldn’t control during last season.

Locust surge may turn into global plague: expert

Swarms won’t overrun central India’ The current upsurge in desert locust attacks could turn into a full-fledged global plague by the end of the year if it spreads to West Africa and the insects begin breeding there, says the Food and Agriculture Organisation’s senior locust forecasting officer Keith Cressman. However, despite the dramatic images of locusts in Jaipur and at the Panna tiger reserve, and the fears of attacks as far as Delhi, Mr. Cressman says the swarms are unlikely to linger in the central Indian States or over large urban centres, and will return to the deserts of Rajasthan with the arrival of monsoon. A changing climate and the recent cyclonic activity have brought the swarms into India earlier than expected and driven them further east than usual, he added. Watch | Locust attack in India “Locusts don’t like urban areas, they will simply overfly the urban areas. They will make enough of a bother to scare people, [but] they don’t attack humans, of course. There’s not much to eat in urban areas. They’re not good at eating cement and concrete, they really like to eat the natural vegetation,” he said on Friday, speaking at a webinar organised by the Centre for Science and Environment.

How urban design impacts mental health

Poorly designed cities and buildings impact us in more ways than one. We could use the post-Covid era as a chance to make changes in our living environment Most of us are used to navigating serpentine traffic jams on potholes-ridden roads on the way to work every morning. We stare at pictures of soothing mountains and blue skies, wishing we could get away when our dull, bare office walls remind us to get back to work. Overall, urban workers are stressed, irritable and anxious. We can brush it off as just another city life syndrome, but it turns out our surroundings impact us in more ways than you can imagine. According to the Centre for Urban Design and Mental Health (UD/MH), cities are associated with higher rates of most mental health problems compared to rural areas: an almost 40% higher risk of depression, over 20% more of anxiety, and double the risk of schizophrenia, in addition to loneliness, isolation and stress. In India, while we are beginning to see how urban design impacts physical health, only a handful of experts understand the links between mental health and our poorly designed cities. The Covid pandemic has highlighted the need to put people first and create liveable cities. Perhaps we won’t get another chance to relook at the designs of our neighbourhoods and make our post- Covid world more liveable. Layla McCay, Director of London-based UD/MH, says the crisis has underlined the importance of the public realm for our health, both in terms of keeping us in good health (such as with infrastructure like parks and friendly urban designs) and in reducing the risk of infection (such as having wider pedestrian paths to allow for social distancing, etc.) McCay explains that the design of buildings and cities can support mental health by increasing people’s access to high quality, well-maintained green spaces with diverse plant and animal life. “Even views of natural settings from buildings may have some benefit.” In addition, designing to reduce loneliness and promote positive social interaction is key. “Many millions may live in cities, but despite this, people often feel a sense of social isolation that can be addressed by urban design. This includes designing homes and neighbourhoods with local amenities, including parks, within walking distance,” she says. She talks of integrating physical activity into people’s regular routines by investing in safe walkways, street connectivity, and good quality public transport. City designers or architects must consider mental health as an objective from the very start of any project, says McCay. New York’s International WELL Building Institute (IWBI) — known for its global rating system, WELL Building Standard — leverages buildings and communities as tools for public health and well-being. Emily Winer, IWBI’s WELL Mind Concept Lead, says, “Beyond buildings, the WELL Community Standard highlights the need for nature in the urban environment. Urban green spaces, for example, are associated with a range of short- and long-term mental health benefits, positively affecting age groups across the lifespan, from children to older adults.” Ben Channon, a member of IWBI’s Mind Concept Advisory, explains that while corporate benefits like gym memberships, working from home, and mental health days have become more commonplace, there’s more to the conversation. “The impact that design can have on our wellbeing is often left by the wayside, especially in terms of our emotional responses. Messy homes can stimulate the release of cortisol, a hormone that makes us experience stress. Similarly, the lack of control and unpredictability associated with commuting to work can increase cortisol production, and the stress is likely to linger throughout the day, resulting in decreased happiness and diminished productivity.” In his first book, Happy by Design: A Guide to Architecture and Mental Wellbeing, Channon explored the latest scientific findings to identify the nexus of neuroscience, psychology, architecture and mental well-being. Many of the ideas discussed in the book can be integrated into a building’s design without huge cost implications. One common solution that developers and designers are pursuing is the allocation of space to promote activity and boost endorphins. For example, the designation of a single location for a coffee machine encourages staff to move around and socialise with fellow employees,” he says. Channon also recommends the incorporation of natural and tactile materials (wood, natural fibres, etc.) that engage directly with the sense of touch. Such design principles are important for affordable housing too, a key concept being promoted in India over the last few years. “An approach to affordable housing design that’s consciously centred on wellbeing could provide vital support to those who often have the fewest resources to address mental health issues, but who tend to need it the most,” he says. India-centric While such design interventions have been studied and implemented abroad, we need new methods for the post-Covid world. Avikal Somvanshi, Programme Manager, Sustainable Cities Programme at New Delhi’s Centre for Science and Environment, points out that the many ratings of most liveable cities worldwide have all been dominated by cities from the U.S. and Europe. “Given the fact that these very cities became a hotbed for the pandemic and had the most fatalities, we ought to revisit what we mean by liveable and healthy cities,” he says. Doctor’s advice: Dr. R. Padmavati, Director, Schizophrenia Research Foundation (India) The National Mental Health Survey in India (2015-2016) reiterated the growing burden of mental health issues in our metros. Some common conditions shown to be more prevalent in urban areas include depression, anxiety across age groups, high suicide rates, substance use disorders, and dementia. I make it a point to ask my patients where they are coming from, since their immediate living environment is key. Recently, a 45-year-old woman in Chennai approached me with symptoms of anxiety after moving to a crowded locality from her ancestral home in a quiet zone. It is important to note that more women suffer from depression, especially those from lower-income groups. Increased stressors such as overcrowded and polluted environments, violence, and reduced social support are to blame. Even until a decade ago, senior citizens could commute easily, but today they are anxious to step outdoors. The fear of accidents, difficulties in crossing roads, chain-snatching incidents, absence of walkways, etc. have a negative impact on the elderly. Explaining how COVID-19 has completely altered the meaning of a healthy space globally, Somvanshi looks at how closed air-conditioned spaces that were the bedrock of quality infrastructure are no longer considered safe. “We need ventilation and social distancing now, and traditional Indian architecture and city design has prioritised ventilation. Open-air markets and recreational spaces have been a staple in our cities, things we are now learning are critical in reducing the exposure to and spread of air-borne viruses and infections like COVID-19.” The danger, he says, lies in overcrowding and the way forward lies in finding better management and designs for that while making sure “we don’t unnecessarily shift public utilities and spaces into airconditioned buildings like malls,” says the architect. Shalini Ramesh, Director of Market Solutions at IWBI, explains that there has been strong interest in WELL from Indian architects, designers, developers, and policymakers. “We did a WELL roadshow in February 2020 across Chennai, Bengaluru, Mumbai and Delhi. As of May 2020, there are 80 projects that have been WELL certified or are registered for certification. All eyes on Delhi UD/ MH has published case studies on Delhi’s gated communities and the impact of high-rise living on mental health. This autumn, a Delhi case study will be published. New Delhi-based architect and urban designer Kriti Agarwal, who has worked on the case study, examines if and how the capital has used the principles of urban design to ensure mental well-being of its inhabitants. Agarwal, an assistant professor at Jindal School of Art & Architecture, explains that 49% of the city’s total population resides in slum areas, “unauthorised colonies”, and 860 jhuggi-jhopri clusters without civic amenities. She points out that Delhi Metro has aided commuting, but there is a huge shortfall of buses. “First and last mile connectivity remains a major issue; 35% of the city walks, 27% uses buses and 7% uses autos/ cycle-rickshaws,” she says. The latest (2008) report on the State of Mental Health in Delhi shows high levels of distress and poor subjective well-being. “The significant stressors indicated were crowded roads, larger distances, traffic problems, disturbed and erratic routines, migrations of people resulting in a diluted culture and weak community links, lawlessness and fear for safety, especially of women, children and the elderly,” says Agarwal. She adds that people reported material well-being but poor life satisfaction.