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India’s oldest conglomerates: 10 pre-independence giants still leading the market

A period of darkness followed after World War II for a number of reasons — one of them being the limited access to sweets and sugar. Between 1942 and 1953, the UK imposed sugar rationing to prevent hoarding, where sugar intake averaged at 40 grams per day. And this purported deprivation had some surprisingly positive effects! Recent research on individuals born in the 1950s has revealed a startling connection between early life sugar exposure and the development of chronic diseases like <keyword id="20902" type="General" weightage="20" keywordseo="type-2-diabetes" source="Orion">type 2 diabetes</keyword> and <keyword id="22984" type="General" weightage="20" keywordseo="hypertension" source="Orion">hypertension</keyword> later in life. The study found that limiting sugar intake during the critical first 1,000 days of life — from conception to nearly age three — can significantly reduce the risk of these conditions. Published in the journal Science, the study analysed data from the UK Biobank and compared the health outcomes of individuals born before and after the end of World War II sugar rationing in 1953 — after which sugar and sweet intake doubled to 80 grams per day. Notably, overall nutrient intake remained relatively stable during the rationing, with protein and fat consumption largely unaffected by the rationing policies, as per the study. The researchers discovered that those exposed to lower sugar levels during this period had a 35% reduced risk of developing type 2 diabetes and a 20% reduced risk of hypertension. Moreover, the onset of these diseases was delayed by four and two years, respectively. “Sugar early in life is the new tobacco, and we should treat it as such by holding food companies accountable to reformulate baby foods with healthier options and regulate the marketing and tax sugary foods targeted at kids,” says Paul Gertler, one of the study’s authors and a professor of economics at the University of California. The study suggests that even in-utero sugar exposure can have long-lasting health consequences. Limiting sugar intake during pregnancy and early childhood can provide significant protection against future health problems. <div type="Article" hostid="261" msid="112411685" title="Diet soda fans, look out for this ingredient — it may increase your risk of blood clots and heart problems, scientists say" mstype="2" mssubtype="0"></div>

“Sugar early in life is the new tobacco”: Scientists urge food companies to reformulate baby foods and tax sugary options

Since 2013, <a target="_blank" href="https://www.businessinsider.com/elon-musk">Elon Musk</a> has promised that <a target="_blank" href="https://www.businessinsider.com/tesla">Tesla</a> will have a <a target="_blank" href="https://www.cnn.com/2013/09/18/business/tesla-self-drive-car/index.html">self-driving car</a>. To get there, the company has leaned on a specialized group of test drivers who are part of what's known internally as "Project Rodeo."Test drivers on Project Rodeo say they push the company's self-driving software to its limit. They work to bridge the gap between driver-assist software and fully autonomous driving. Operating on open streets with other vehicles, cyclists, and pedestrians, they have tested unreleased software that will be crucial to Tesla's push into autonomous driving.Test drivers said they sometimes navigated perilous scenarios, particularly those drivers on Project Rodeo's "critical intervention" team, who say they're trained to wait as long as possible before taking over the car's controls. Tesla engineers say there's a reason for this: The longer the car continues to drive itself, the more data they have to work with. Experts in self-driving tech and safety say this type of approach could speed up the software's development but risks the safety of the test drivers and people on public roads."The idea is that you're a cowboy on a bull and you're just trying to hang on as long as you can," a former test driver who trained for the critical-intervention team in San Francisco said.Business Insider spoke with nine current and former Project Rodeo test drivers and three Autopilot engineers in states including California, Texas, and Florida. The drivers worked on training Tesla's Full Self-Driving software and its Autopilot software, which, despite the products' names, require a licensed driver at the wheel. Most asked to remain anonymous, citing a fear of professional reprisal, but their identities are known to Business Insider. Eight of the drivers described experiences that occurred over the past year, mostly between November and April.<div type="image" title="tesla cars in a parking lot" height="2827" width="4195" msid="114814069" hostid="261" sizebytes="1645262"></div>None of the test drivers who spoke with BI said they had been involved in a crash.Five who worked for the company in 2024 said they narrowly avoided collisions, including almost hitting a group of pedestrians. One former critical-intervention driver in Texas told BI that they sometimes ventured into their city's bar district late at night to see how Tesla's FSD software reacted to drunk patrons spilling out after last call. The former driver in San Francisco recalled riding around Stanford University during training, testing how close FSD would allow the vehicle to get to people at crosswalks before they had to take over. And a third critical-intervention driver said they allowed the car to speed through yellow lights and drive 35 mph under the speed limit on an expressway to avoid disengaging the system.A former Autopilot engineer told BI that while testing is done on open roads, Tesla runs hundreds of simulations and sometimes tests difficult scenarios on a closed course before rolling out new software to test drivers' vehicles.Tesla did not respond to a detailed list of questions about Project Rodeo and its self-driving technology.The test drivers' experiences highlight the balancing act Tesla and other automakers face as they prepare their self-driving software for widespread consumer use.Experts say public testing is crucial and can help identify safety issues before the technology hits the market. Missy Cummings, a former safety advisor for the National Highway Traffic Safety Administration, said that while practices vary, she believes many autonomous-vehicle companies likely employ tactics similar to Tesla's."In theory, these drivers have gone through training, and eventually these cars do need to be able to operate in the public domain," Cummings said. She added that clearly marked vehicles could help the public better identify test drivers.Safety experts say fragmented and limited autonomous-vehicle regulations, coupled with self-reporting by automakers, create a complex environment where companies balance public safety with getting their products ready for commercial use."There are very few rules around autonomous testing and a lot of dependency on self-reporting," said Mark Rosekind, a former NHTSA administrator and chief safety innovation officer for Zoox, an Amazon-owned autonomous-taxi firm. "If companies aren't reporting, it's hard to know what's going on."In the past decade, authorities have investigated several automakers, including Tesla, Waymo, and Cruise, over crashes involving self-driving or driver-assist software.<div type="image" title="elon musk looks at a tesla" height="3488" width="4868" msid="114814075" hostid="261" sizebytes="1020846"></div>A lot depends on Tesla's promise of autonomous driving; Musk said <a target="_blank" href="https://www.businessinsider.com/elon-musk-tesla-worth-basically-zero-without-self-driving-2022-6">in 2022</a> that self-driving was "really the difference between Tesla being worth a lot of money or worth basically zero." The Morgan Stanley analyst Adam Jonas wrote in a <a target="_blank" href="https://www.businessinsider.com/tesla-robotaxi-release-date-elon-musk-stock-price-2024-9">note</a> last month that the company's future valuation was "highly dependent on its ability to develop, manufacture, and commercialize autonomous technologies." Tesla's stock fell by 10% on October 11, the day after the company's robotaxi event. <a target="_blank" href="https://markets.businessinsider.com/news/stocks/tesla-stock-price-q3-earnings-elon-musk-profit-margins-guidance-2024-10">It rebounded after Tesla reported earnings on October 23</a>, and it's up by more than 3% overall in the year to date.<h2 id="e24440fb-f024-4003-b2a2-7b4d055c8c7a">Inside the day-to-day of a Project Rodeo driver</h2>Tesla went on a hiring spree this year, bringing on test drivers in at least half a dozen US cities, a review of LinkedIn profiles suggests.A <a target="_blank" href="https://www.businessinsider.com/tesla-job-openings-seasonal-test-drivers-data-capture-2023-7">job listing from 2023</a> said test drivers needed a "clean driving record, safe driving habits, and a minimum of 4 years of licensed driving experiences." Eight drivers told BI that the onboarding process included two to three weeks of hands-on training, including test drives with a trainer in the passenger seat.According to employees and internal documents, one specialty within Project Rodeo works to replicate the job of a ride-hailing driver by picking random points on a map and driving between them. Those working on a different team, known as the "golden manual" team, drive manually, without any assistance, to train FSD software on what by-the-book, error-free driving looks like.Critical-intervention test drivers, who are among Project Rodeo's most experienced, let the software continue driving even after it makes a mistake. They're trained to stage "interventions" — taking manual control of the car — only to prevent a crash, said the three critical-intervention drivers and five other drivers familiar with the team's mission. Drivers on the team and internal documents say that cars rolled through red lights, swerved into other lanes, or failed to follow posted speed limits while FSD was engaged. The drivers said they allowed FSD to remain in control during these incidents because supervisors encouraged them to try to avoid taking over.The critical-intervention drivers recalled multiple instances where they felt unsafe but believed intervening could put their jobs at risk. The former driver in Texas recalled taking over only after FSD nearly rammed the car into the side of a vehicle stopped at an intersection.Non-critical-intervention drivers said they also felt pressure to push the system as far as possible. Five current and former employees said that they were instructed to intervene if they became uncomfortable with the software's behavior but that they sometimes received feedback from their supervisors if they were considered to have disengaged too early.John Bernal, a former test driver and data analyst at Tesla, said test drivers dealt with risky situations as far back as 2022. (Bernal was terminated that year; he said he was fired for sharing videos on his YouTube channel that showed his personal Tesla malfunctioning while using FSD.) He described instances where he broke traffic laws in order to collect data. Bernal said that his supervisors never instructed him to break the law but that he sometimes felt it was the only way to get the data the company wanted.He recalled one test in 2022 that was designed to see how well the system recognized a red light."My training was to wait until the wheels touched the white line before I could slam on the brakes," Bernal said. He said he sometimes ended up in the middle of the intersection if the system didn't work correctly.He also worked to train the autonomous software on "vulnerable road users" — defined by the Department of Transportation as pedestrians, bicyclists, people on scooters or in wheelchairs, or highway workers on foot — when he manually drove the "Ground Truth Machine," a Tesla outfitted with lidar and radar sensors to help the system map and identify objects."I'd drive over double lines to get close to a bike," Bernal said. "I would go obnoxiously slow through an alleyway where drunk people were, and I would be extremely rude and get really close to people."<div type="image" title="tesla showroom with autopilot posters" height="2939" width="4200" msid="114814073" hostid="261" sizebytes="255868"></div>Two years later, test drivers were asked to train the system near pedestrians, test drivers said. Five recalled a bug with FSD that made vehicles brake too early at crosswalks. To improve its performance, they were instructed to interact with pedestrians as frequently as possible.Sometimes, the drivers said, the software would slam on the brakes when no one was at the crosswalk; other times, it wouldn't stop at all. According to Tesla employees and internal documentation, FSD's performance depended heavily on its software version, and the versions appeared to operate at different levels of caution.The former San Francisco driver said that as they drove around Stanford University, their trainer, another test operator with more experience on the team, chastised them for braking too early. They recalled that at one point they came within three feet of hitting a bicyclist at a roundabout."I vividly remember this guy jumping off his bike. He was terrified," the driver told BI. "The car lunged at him, and all I could do was stomp on the brakes." They said the trainer was pleased by the incident. "He told me, 'That was perfect.' That was exactly what they wanted me to do."The driver added that "it felt like the goal was almost to simulate a hit-or-miss accident and then prevent it at the last second."The former Autopilot engineer said it was better for training to see whether the software could correct itself. They also said that not intervening when the car acted abnormally — including veering into another lane or doing something that confuses another driver — was important for training. Human motorists don't always drive rationally, they explained, and the software needs to know how to respond. It's also easier to parse the data if there are fewer driver interventions, they said."At the critical juncture where it's about to make the key decision," they said, it's helpful to see whether the software makes the right or wrong call. "We want the data to know what led the car to that decision," the engineer said. "If you keep intervening too early, we don't really get to the exact moment where we're like, OK, we understand what happened."<h2 id="52098605-f887-4702-a6ab-cf47e173ce28">A 'Wild West' with little regulation</h2>Tesla is one of many automakers attempting to make autonomous vehicles a reality. Waymo, backed by Alphabet, launched the first driverless taxi service in Phoenix in 2020."In many ways, it's like the Wild West out there," said Cummings, the former NHTSA safety advisor. "There is very little regulation around training or informing the public about testing."The stakes of data collection on public roads are high. In 2018, a self-driving Uber with a person behind the wheel struck and killed a pedestrian in Arizona. Cruise paused testing after one of its driverless vehicles hit a pedestrian in October 2023. Another vehicle had already hit the pedestrian when the Cruise car struck her, dragging her 20 feet before stopping. It <a target="_blank" href="https://www.getcruise.com/news/blog/2024/cruise-resumes-manual-driving-as-next-step-in-return-to-driverless-mission/">resumed testing</a> with safety drivers in some cities in May.<div type="image" title="waymo self driving taxi interior with pedestrians outside" height="4000" width="6000" msid="114814077" hostid="261" sizebytes="568560"></div>Two former Waymo employees said that they had a team similar to Tesla's critical-intervention team but that Waymo's version of critical-intervention testing was limited to closed tracks with dummies. Two former Cruise employees said that they had mapping teams and teams that tested on closed courses and public roads but that, unlike at Tesla, those teams were instructed to take over as soon as the software went off track, and they typically tested with at least two people in the car.A Waymo spokesperson said the company's safety framework included rigorous testing in controlled environments and on public roads. A Cruise spokesperson said the company's vehicles were designed as fully autonomous systems and were therefore fundamentally different from Tesla's driver-assistance technologies.Philip Koopman, an autonomous-driving expert at Carnegie Mellon University, said that Tesla's critical-intervention approach, as described to him by BI, was "irresponsible" and that the company should be playing out all "critical scenarios" on a closed course."By allowing the software to continue misbehaving to the point a test driver needs to avoid a crash, Tesla would be imposing a risk on other road users who have not agreed to serve as test subjects," Koopman said.Alex Roy, a general partner at NIVC and a former director of operations at the autonomous-driving startup Argo AI, said companies should be correcting the software as soon as it strays from the course, particularly on public roads."You should play those mistakes out in a simulation, not on an open road," Roy said. "Real-world testing is necessary, but real-world mistakes are not." The former Tesla engineer said they doubted that computer simulations are sophisticated enough to replicate the data generated by real-world driving. The former engineer said that, to help the software improve, it was best for test drivers to avoid intervening whenever possible."If you have a parent that's holding the bike the entire time, it never gets to learn," the engineer said.Test drivers on Project Rodeo felt this keenly."You're pretty much running on adrenaline the entire eight-hour shift," one former test driver in the Southwest said. "There's this feeling that you're on the edge of something going seriously wrong."Do you work for Tesla or have a tip? Reach out to the reporter via a non-work email and device at <a target="_blank" href="mailto:gkay@businessinsider.com">gkay@businessinsider.com</a> or <a target="_blank" rel="noopener noreferrer" class="c-link">248-894-6012</a>.

Inside 'Project Rodeo,' the Tesla effort pushing the limits of self-driving technology

The impact of mobile phone service tariff hike was evident in July with <keyword id="19896911" type="General" weightage="20" keywordseo="Reliance-Jio" source="keywords" meta.keywordsubtype="org" meta.entityname="Reliance Jio" meta.hostid="261" meta.entityid="Reliance Jio">Reliance Jio</keyword>, Bharti <keyword id="19896909" type="General" weightage="20" keywordseo="Airtel" source="keywords">Airtel</keyword>, <keyword id="19899016" type="General" weightage="20" keywordseo="Vodafone-Idea" source="keywords" meta.keywordsubtype="org" meta.entityname="Vodafone Idea" meta.hostid="261" meta.entityid="Vodafone Idea">Vodafone Idea</keyword> reporting loss of customer base, which resulted in an overall decline in <keyword id="20781077" type="General" weightage="20" keywordseo="telecom-subscribers" source="keywords">telecom subscribers</keyword> in the country. Reliance <keyword id="19906886" type="General" weightage="100" keywordseo="Jio" source="keywords">Jio</keyword>, Bharti Airtel and Vodafone Idea increased their mobile service plan rates in the range of 10-27 % in the first week of July. Airtel and Vodafone Idea have more than doubled their entry-level mobile rates in the last 2-3 years to Rs 199 that comes with 28 days validity. State-run <keyword id="19970536" type="General" weightage="20" keywordseo="BSNL" source="keywords" meta.keywordsubtype="org" meta.entityname="BSNL" meta.hostid="261" meta.entityid="BSNL">BSNL</keyword> was the only player that added new subscribers and led the market in terms of new net customer addition, according to a monthly subscribers report released by the Telecom Regulatory Authority of India on Friday. According to the report, BSNL added over 2.94 million mobile subscribers in July. Bharti Airtel lost 1.69 million mobile subscribers which was highest among its peers. Vodafone Idea and Reliance Jio lost 1.41 million and 758,000 mobile subscribers, respectively. Overall, the telecom subscriber base in the country declined marginally to 1,205.17 million in July from 1,205.64 million in June. North East, Maharashtra, Rajasthan, Mumbai, Kolkata, Tamil Nadu, Punjab, Bihar, West Bengal, UP East, Haryana, Andhra Pradesh telecom circles recorded decline in mobile customer base post the hike in mobile services rates. The wireline or the fixed line connections segment increased by about 1% to 35.56 million in July from 35.11 million in June. Reliance Jio led the fixed-line segment with addition of over 480,000 new subscribers. It was followed by Bharti Airtel which added over 136,000 new subscribers, VMIPL 12,413, Vi 11,375, Tata Teleservices 3,971 and Quadrant added 12 new fixed line customers. BSNL was the biggest loser in the segment. The state-run firm lost 134,000 fixed line customers and its sister concern lost 56,454 customers. The broadband customer base in the country increased to 946.19 million at the end of July from 940.75 million in June. Top five players accounted for 98.42% of total broadband connection in the country. Reliance Jio led the chart with 488.63 million <keyword id="23252277" type="General" weightage="20" keywordseo="broadband-customers" source="keywords">broadband customers</keyword>, Airtel with 284.03 million, Vodafone Idea with 126.72 million, BSNL with 29.61 million and Atria Convergence with 2.26 million. Bharti Airtel led the machine-to-machine cellular mobile connections with 28.46 million subscribers accounting for 53.02 % market share.It was followed by <keyword id="21892784" type="General" weightage="20" keywordseo="vodafone-idea-limited" source="keywords">Vodafone Idea Limited</keyword>, Reliance Jio Infocomm Limited and BSNL with market share of 27.71 %, 13.68 % and 5.58 % share respectively.

Jio, Airtel, Vi record customer loss post tariff hike, BSNL becomes only gainer in July

<keyword id="19896956" type="General" weightage="100" keywordseo="Swiggy" source="keywords" meta.keywordsubtype="org" meta.entityname="Swiggy" meta.hostid="261" meta.entityid="Swiggy">Swiggy</keyword>’s stock market debut has been awaited for a long time and recent reports suggest that the Bengaluru-based company is expected to raise more than USD 1 billion through its IPO. Reports also suggest that the company might soon file its draft red herring prospectus (DRHP) with the <keyword id="19901204" type="General" weightage="20" keywordseo="Securities-and-Exchange-Board-of-India" source="keywords" meta.keywordsubtype="org" meta.entityname="Securities and Exchange Board of India" meta.hostid="261" meta.entityid="Securities and Exchange Board of India">Securities and Exchange Board of India</keyword> (Sebi), potentially launching its IPO as early as this week. Meanwhile, Swiggy has been busy implementing several notable changes across its operations, probably to gear up for its IPO. From changing leadership to expanding Instamart’s reach, let us take a look some changes implemented by Swiggy in the last few months. <h2>Leadership overhaul </h2> One of the most significant shifts has been at <keyword id="19939135" type="General" weightage="20" keywordseo="Swiggy-Instamart" source="keywords">Swiggy Instamart</keyword>, the company's quick commerce arm. Swiggy appointed <keyword id="22954620" type="General" weightage="20" keywordseo="Amitesh-Jha" source="keywords">Amitesh Jha</keyword>, a seasoned executive from Flipkart, as the new CEO of Instamart last month. This move marks the third leadership change for Instamart in just 18 months. As part of this transition, Phani Kishan, the outgoing head of Instamart, was announced to take on a broader role within Swiggy, overseeing the Central Growth unit and working closely with co-founder Sriharsha Majety on new initiatives. <h2>Expanding Instamart’s reach </h2> Swiggy Instamart has also been on an expansion spree, recently launching in 11 new cities across India, including Rajkot, Thrissur, and Kanpur. This expansion marks a strategic push into Tier 2 and 3 cities, broadening its customer base beyond metropolitan areas. The platform, which offers delivery of daily essentials in just 10 minutes, also said in a press release that it has seen encouraging results in these new locations. In Mangalore, for example, a new store achieved 1,000 orders in a single day faster than many larger cities. This localised approach, featuring partnerships with regional vendors, has enhanced Instamart’s appeal and efficiency in serving diverse customer needs. "Users across India already recognise the convenience Swiggy provides," Amitesh Jha said in a press release and added, "The enthusiastic demand from smaller towns and cities has been incredibly encouraging. Our expansion into these new locations marks a significant milestone, allowing even more people to experience the ease of having thousands of products—from everyday essentials to electronics and toys—delivered in just 10 minutes from both national and local brands." <h2>Changes in management </h2> Swiggy has also made notable changes in its management team recently. Himavant Srikrishna Kurnala, previously with Reliance Retail’s JioMart, was appointed as the head of product for Instamart earlier this year. His appointment is part of a broader strategy to strengthen the team ahead of the IPO. Other key hires include Mayank Rajvaidya, who has been named vice president of fruits and vegetables, and Manu Sasidharan, who joined as associate vice president of the FMCG category. These additions come in the wake of several high-profile departures from the company, signalling a recalibration of Swiggy’s leadership structure. <h2>Policy changes for restaurant partners </h2> Swiggy’s founder recently revealed that the decade-old startup partners with over 3 lakh restaurants today. And thus, when a policy change decision was announced that impacted restaurant partners directly, it made headlines. In a move to standardise its service fees, Swiggy extended its gross value service fee policy to restaurants in non-metro areas. This change, effective from August 14, involves charging a service fee on the gross value of orders, including GST and packaging fees. This adjustment was expected to lead to an increased commission for restaurant partners in smaller towns and cities. The policy shift aligns with the fees already applicable to restaurants in larger urban areas and reflects Swiggy’s efforts to streamline its revenue model. <h2>Converting into a public limited company </h2> To facilitate its upcoming IPO, Swiggy also transitioned from a private limited company to a public limited company. Earlier this year, Swiggy updated its name to <keyword id="23191546" type="General" weightage="20" keywordseo="swiggy-limited" source="keywords">Swiggy Limited</keyword>, removing the term 'Private' to better align with its public offering aspirations. This strategic move was intended to prepare the company for public investment and enhance its market presence. As Swiggy readies itself for its IPO, these changes underscore the company's commitment to growth, innovation, and adaptability. The upcoming listing marks a significant milestone in Swiggy’s journey, reflecting its ongoing evolution and strategic realignment in the competitive food delivery landscape.

Swiggy is preparing for its IPO soon: A look at some recent changes in the company

If you woke up in <keyword id="19900881" type="General" weightage="20" keywordseo="delhi" source="keywords">Delhi</keyword> recently, you might have noticed more than just the nip in the air – a thick, toxic smog has blanketed the city, turning the air almost unbreathable. On Monday, Delhi’s <keyword id="19920379" type="General" weightage="20" keywordseo="air-quality-index" source="keywords">Air Quality Index</keyword> (<keyword id="19916482" type="General" weightage="20" keywordseo="aqi" source="keywords">AQI</keyword>) hit 481, placing it in the "severe plus" category. For context, the “severe” category begins at an AQI of 401, and anything above 450 poses serious health risks even for healthy individuals. According to Swiss group IQAir’s live rankings, Delhi is currently the most polluted city in the world, with an air quality score of 1,081 – a “hazardous” level that is 130.9 times the World Health Organization’s recommended limit for PM2.5. <h3 style="line-height:1.38;margin-top:14pt;margin-bottom:4pt;">Major contributors to Delhi’s smog</h3>The root causes of Delhi’s pollution are manifold: <ul><li>Stubble Burning: On Saturday, crop residue burning contributed 25% of Delhi’s air pollution. By Sunday, this figure had climbed to 40%, according to SAFAR (System of Air Quality and Weather Forecasting and Research). Satellites recorded 1,334 stubble-burning incidents in six northern states on Sunday alone, the highest number in four days.</li><li>Vehicles: On Sunday, vehicular emissions accounted for 15.8% of the city’s pollution, according to the Centre’s Decision Support System for Air Quality Management.</li><li>Construction Dust and Industrial Emissions: PM2.5, a deadly pollutant, remains the most prominent factor, capable of penetrating deep into the lungs and leading to severe respiratory and cardiac diseases.</li></ul><h3 style="line-height:1.38;margin-top:14pt;margin-bottom:4pt;"><keyword id="24020184" type="General" weightage="20" keywordseo="GRAP-Stage-4" source="keywords">GRAP Stage 4</keyword></h3>To combat the rising pollution levels, authorities have enforced Stage 4 of the Graded Response Action Plan (GRAP). Here’s a breakdown of the restrictions: <ul><li>Vehicle Restrictions:</li><ul><li>Diesel medium and heavy goods vehicles (BS-IV and below) registered in Delhi are banned unless carrying essential goods.</li><li>Non-essential light commercial vehicles from outside Delhi can only enter if they use CNG, BS-VI diesel, or are electric.</li><li>Trucks carrying non-essential items are barred unless they use cleaner fuels like LNG, CNG, or BS-VI diesel. </li></ul><li>Workplace and School Adjustments:</li><ul><li>Classes for students in grades 6 to 9 and class 11 have moved online.</li><li>Offices in the National Capital Region (NCR) are advised to work at 50% capacity, with the rest operating remotely. </li></ul><li>Construction Ban: </li><ul><li>Construction and demolition (C&amp;D) activities have been halted, including large projects like highways, flyovers, and pipelines. </li></ul></ul>Out of Delhi’s 40 monitoring stations, 32 reported AQI levels above 400 on Monday. Visibility in parts of the city dropped to just 100 metres due to the thick smog. The health implications of these numbers are alarming. <keyword id="20118319" type="General" weightage="20" keywordseo="PM2-5-levels" source="keywords">PM2.5 levels</keyword> in Delhi were recorded at 130.9 times the safe limit set by the WHO. According to experts, long-term exposure to such air quality could lead to an 11% increase in premature mortality rates due to respiratory and cardiovascular diseases. Studies have shown that Delhi residents may lose an average of 10 years of life expectancy if pollution levels persist. Despite the restrictions, life in Delhi continues under a cloud of smog. Iconic landmarks like India Gate have become barely visible through the haze. While flights and trains are operational, some delays have been reported.

GRAP Stage 4 restrictions take effect as air quality in Delhi deteriorates; PM2.5 levels 130 times higher than WHO limits

Shares of Anil Ambani-led group firms -- <keyword id="20367971" type="General" weightage="20" keywordseo="reliance-home-finance" source="keywords">Reliance Home Finance</keyword> Ltd, <keyword id="6360089" type="General" weightage="20" keywordseo="Reliance-Power" source="Orion">Reliance Power</keyword> and <keyword id="46907" type="General" weightage="20" keywordseo="Reliance-Communications" source="Orion">Reliance Communications</keyword> -- hit their <keyword id="10112182" type="General" weightage="20" keywordseo="lower-circuit-limits" source="Orion">lower circuit limits</keyword> on Monday as investors continued to desert the counters after markets regulator <keyword id="19901201" type="General" weightage="20" keywordseo="Sebi" source="keywords">Sebi</keyword> barred the industrialist and 24 others from the securities market for five years on charges of diversion of funds from <keyword id="19936674" type="General" weightage="20" keywordseo="Reliance" source="keywords">Reliance</keyword> Home Finance Ltd. The stock of Reliance Power dropped 4.99 per cent to hit the lower circuit limit of Rs 32.73 on the BSE. Shares of Reliance Home Finance Ltd tumbled 4.93 per cent to Rs 4.24 -- the lowest trading permissible limit for the day. Reliance Communications dived 4.92 per cent to touch the lower circuit of Rs 2.32. Reliance Infrastructure also declined 2.90 per cent to Rs 205.55. Shares of Reliance Infrastructure, Reliance Home Finance and Reliance Power had slumped on Friday also. Sebi has imposed a penalty of Rs 25 crore on Ambani and restrained him from serving as a director or Key Managerial Personnel (KMP) in any listed company or Sebi-registered entity for five years. Besides, a fine ranging Rs 21 crore to Rs 25 crore has been levied on 24 entities. Also, the regulator barred Reliance Home Finance from the securities market for six months and slapped a fine of Rs 6 lakh on it. After receiving multiple complaints alleging the diversion/siphoning of funds of Reliance Home Finance Ltd, Sebi conducted an investigation for the period of FY 2018-19 to ascertain any regulatory violations. In its probe, Sebi found that <keyword id="19902194" type="General" weightage="20" keywordseo="Anil-Ambani" source="keywords">Anil Ambani</keyword>, with the help of RHFL's KMPs -- Amit Bapna, Ravindra Sudhalkar and Pinkesh R Shah -- have orchestrated a fraudulent scheme to "siphon off" funds from RHFL by disguising them as loans to entities linked to him. Although the board of directors of RHFL had issued strong directives to stop such lending practices and review corporate loans regularly, the company's management ignored these orders. Sebi, in its 222-page order on Thursday, noted the cavalier approach by the company's management and promoter in approving loans worth hundreds of crores to companies that had little to no assets, cash flow, net worth, or revenue. This suggests a sinister objective behind the 'loans'. The situation becomes even more suspicious when considering that many of these borrowers were closely linked to the promoters of RHFL. Eventually, most of these borrowers failed to repay their loans, causing RHFL to default on its own debt obligations. This led to the company's resolution under the RBI Framework, leaving its public shareholders in a difficult position.

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