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India’s Journey Towards Sustainable, Low-Carbon Farming

India roughly comprises about 20% of the carbon credits in the world based on a 2023 report from the Delhi-based think tank, Centre for Science and Environment (CSE). More than Rs. 5,525.65 crore (US$ 650 million) has been earned in revenues by the carbon credits. Agriculture in India has always been more than just a sector—it is the soul of the nation’s economy. Feeding more than a billion people, providing livelihood for almost 46% of the workforce and contributing 16% (FY24) to the Gross Domestic Product (GDP), this industry has long been the backbone of India’s rural economy and national resilience. Today, this sector is rapidly emerging as a significant climate force, whether for better or worse. The voluntary carbon market in India was estimated to be worth over Rs. 10,201 crores (US$ 1.2 billion), as of May 2023, with 1,451 projects either registered or undergoing various stages of consideration through two leading global registries, Verra and Gold Standard. India roughly comprises about 20% of the carbon credits in the world based on a 2023 report from the Delhi-based think tank, Centre for Science and Environment (CSE). More than Rs. 5,525.65 crore (US$ 650 million) has been earned in revenues by the carbon credits. Thus, one can see that the country stands pivotal in the global carbon offset ecosystem and has a growing thrust on climate-conscious development. What does ‘low-carbon agriculture’ mean? Low-carbon agriculture actively minimises its contribution to global warming by reducing emissions. A low-carbon footprint for agriculture means low emissions of carbon dioxide (CO2) and other greenhouse gases due to all types of agricultural activities, such as fuel and other farm inputs, emissions from the field, livestock processes, etc. In broad terms, it means smart farming: implementing methods that minimise energy consumption and waste and improve the efficiency of every production stage. Why it matters for India’s future? India's agricultural sector, which is currently struggling with climate change and food security issues, will be the forerunner of the country's future. With agriculture playing an active part with approximately 13–14% of total greenhouse gas (GHG) emissions of the country, it has become inevitable to adopt low-carbon pathways. These carbon emission reductions would not only help India achieve its national climate targets and a sustainable economy but secure the livelihoods of millions of farmers. How farming activities contribute to carbon emissions? Farming is essential for our food supply, but it simultaneously releases GHG emissions from several commonly adopted agricultural practices, contributing to global warming. Here are a few examples of how agriculture causes these emissions:

Delhi struggles to protect yamuna floodplains amid urbanisation and encroachment

New Delhi: When the Yamuna was in spate in 2023, the city got an opportunity to recharge the aquifers in the floodplain and excess water to sustain the wetlands during water-scarce months. But the regularity with which the river can recharge groundwater is hampered by rapid and unplanned urbanisation, concretisation and encroachment of river zones. "We once did a calculation on the amount of water needed to recharge the aquifers and support the river, but realized concretization was a huge problem," said Sushmita Sengupta, programme manager (water), Centre for Science and Environment. "Wetland encroachment impedes the natural function of the river in its floodplain. Concretisation and urbanisation are killing the city." In 2023, the National Green Tribunal instructed Delhi Development Authority to demarcate the Yamuna's one-in-100-year floodplain, a crucial step in eco-conservation that remains to be done. Without such a demarcation, Delhi is unable to fully assess the impact of floods. Environmentalist Faiyaz A. Khudsar reiterated, "In Delhi, floodplain restoration must be the ultimate goal, and this is the right moment. We must identify the floodplain wetlands from Palla to Okhla, restore them and identify the floodplain grasslands that have been taken over by woody weed species." Ecologists note that the river's survival during dry months depends on interconnected wetlands and waterbodies and natural flora. If the floodplain is managed properly, the aquifers can augment potable water supply in the capital. Scientist Vikram Soni termed water the ‘blue gold' for Delhi, a DDA official did admit, "When you use concrete or stones, or select non-native grasses or lawn grasses for greening the active floodplain, how will the river interact with its components? A river cannot be healed without healing its floodplain." Time and again, the ground reports of several organisations tell of Delhi losing its biggest natural resource to unabated encroachments in ecologically sensitive zones. "In the past few decades, a large number of cross-sectional and linear projects including bridges, roads, metro train depots, Akshardham Temple and Commonwealth Games Village have greatly compromised the flooding pattern and flood carrying capacity of floodplain," pointed out Bhim Singh Rawat, associate coordinator, South Asia Network on Dams, Rivers and People. "The beautification of riverbanks undertaken in the guise of riverfront development is concretising a natural resource, further compromising the flood absorption capacity of the floodplain."

City experts highlight local climate shock issues ahead of COP30 meet

Current pledges fell short, said Anumita Roychowdhury, executive director, Centre for Science and Environment. It's time we focused on transitioning energy, industry and transport, protecting biodiversity, reforming food systems and building resilience, added Harjeet Singh, a global advocate for climate and social justice. Kolkata: The message was loud and clear: local climate shocks, the results of global warming, are now striking harder than the larger, slower-moving universal crisis. Climate experts, activists and NGOs on Wednesday met to present a ‘Climate emergency charter' at COP30, to be held in Brazil from Nov 10 to 21. Sujata Bose of EnGIO, a key organiser of the event, said, "From the cyclone-ravaged Sundarbans to Kolkata's overheated streets, Bengal is already living through the kind of climate disasters that the world hopes COP30 will act to prevent." The event is being organised also by CANSA and Press Club, Kolkata. The meeting was attended online by Ana Toni, CEO of COP30 and Brazil's national secretary for climate change, and in person by Pradeep Khemka, honorary consul of Brazil in Kolkata. Toni's participation underscored the urgency of linking Bengal's local climate vulnerabilities with the global negotiation table. Speakers stressed Bengal's struggles — the cyclone-battered Sundarbans to peri-urban Kolkata, reeling from urban heat spikes — demanded immediate recognition under COP's loss and damage financing, said Abhijit Chatterjee, a professor at Bose Institute. India's first climate assessment in 2020 had identified Bengal among the most vulnerable states. By 2050, the state is projected to be the 60th climate risk-prone region globally. Cyclone Amphan in 2020 claimed 99 lives in the Sundarbans, destroyed 29 lakh homes and caused a damage of Rs 1,02,442 crore. Cyclone Bulbul in 2019 had affected 35 lakh people there and led to losses of Rs 23,813 crore. In 2021, Cyclone Yaas had affected more than 5 crore people there and led to losses of Rs 21,535 crore, said Tuhin Ghosh, director of School of Oceanographic Studies, Jadavpur University. He pointed out the Sundarbans was as vulnerable as low-lying Pacific island nations, such as Tuvalu or Kiribati, in terms of population density and poverty. But unlike those island states, it supported 4.5 million people, many displaced or impoverished by storms, erosion and rising seas, he added. The core agenda for COP30 is to strengthen nationally determined contributions (NDCs 3.0) due in 2025, aligning them with Paris Agreement's 1.5°C goal. Current pledges fell short, said Anumita Roychowdhury, executive director, Centre for Science and Environment. It's time we focused on transitioning energy, industry and transport, protecting biodiversity, reforming food systems and building resilience, added Harjeet Singh, a global advocate for climate and social justice. Local experts urged Bengal's ground-level realities be folded into this global agenda as Kolkata's warming trend was among the steepest globally — a rise of 2.6°C between 1950 and 2018. Sea-level rise is another looming threat.

Climate Disaster Relief Fund: Need of the Hour

INDIA experienced extreme weather events on 322 out of the 366 days in 2024, surpassing the 318 days in 2023 and 314 days in 2022. Nearly 88 per cent of the previous year saw extreme weather in one or more parts of the country, up from 87 per cent in 2023 and 86 per cent in 2022. These extreme weather events have resulted in severe human and economic losses, with 3,472 fatalities in 2024, up from 3,287 in 2023 and 3,026 in 2022 – an increase of 15 per cent in three years. These figures are based on the data available with the Centre for Science and Environment (CSE) and Down to Earth (DTE). According to the reports thus far this year, the situation is only escalating and if so, it surely points to a worrying trend. In August 2025 itself, Uttarakhand, Himachal Pradesh, Punjab, Haryana, Madhya Pradesh, Bihar, and Jammu & Kashmir have experienced unprecedented rains and floods, resulting in significant destruction, numerous fatalities, missing persons, and widespread infrastructure damage. In Uttarakhand's Uttarkashi district, severe flash floods struck primarily due to cloudbursts. Catastrophic rainfall and landslides occurred in Himachal Pradesh. 40 out of 55 districts in Madhya Pradesh have received above normal rainfall this monsoon season. Nearly 25 lakh people in low-lying areas of Bihar were affected by floods in 10 districts along river Ganga. Heavy rainfall, particularly in the border districts of Amritsar, Pathankot, Gurdaspur and Tarn Taran, caused floods in Punjab. Jammu & Kashmir had their wettest monsoon spell since 1950. Frederick Engels had explained in his Dialectics of Nature, “at every step we are reminded that we by no means rule over nature like a conqueror over a foreign people, like someone standing outside nature – but that we, with flesh, blood, and brain, belong to nature, and exist in its midst, and that all our mastery of it consists in the fact that we have the advantage over all other beings of being able to know and correctly apply its laws.” He went on to say, “with every day that passes we are learning to understand these laws more correctly, and getting to know both the more immediate and the more remote consequences of our interference with the traditional course of nature.” However, our track record on conducting Environmental Impact Assessments (EIA) – which is an essential pre-requisite before any major project is conceived and implemented – point to the fact that we are yet to truly understand and apply ‘these laws’. EIA is mandatory for any project, especially in environmentally fragile areas. Unfortunately, in most cases, in our country this is either violated or compromised. Additionally, no information regarding projects labelled ‘strategic’ by the union government, is disclosed to the public. Most studies on environment and climate change also underline our lack of understanding and application of ‘these laws’. According to the Climate Risk Index (CRI) – one of the longest-running climate impact indices, being brought out since 2006 – published by Germanwatch, a non-profit advocating for sustainable development, India ranks 6th among the countries most affected by extreme weather events over the three decades from 1993 to 2023. We have experienced devastating floods in 1993, 1998, and 2013, along with severe heat waves in 2002, 2003, and 2015. Overall, more than 400 extreme events have hit India since 1993, causing $180 billion in losses and at least 80,000 fatalities. However, the effects of global warming and climate change induced by it, which often manifest as extreme weather events, are not restricted to India alone. They are now truly a global phenomenon. As per the annual report of the National Centers for Environmental Information (NCEI) – part of the National Oceanic and Atmospheric Administration (NOAA), under the US Department of Commerce – 2024 was the warmest year since global records began in 1850. Earth’s temperature has risen by an average of 0.06°C per decade since 1850. However, the rate of warming since 1982 is more than three times as fast, 0.20° C per decade. 2024 was 1.18 °C warmer than the 20th century average of 13.9 °C. It was 1.35 °C warmer than the average of 13.7 °C, for the second half of the 19th century. The 10 warmest years in the historical record have all occurred in the past decade, 2015 to 2024. Yet, the very same United States that came up with this report, pulled out of its Paris Agreement commitments! Under such circumstances, there is a lot of attention on India, especially since we have set ambitious climate targets, aiming for net-zero emissions by 2070 and a 50 per cent reduction in emissions intensity by 2030. However, this year’s union budget offered only a token acknowledgement of climate action. Though the Ministry of Environment, Forest, and Climate Change (MoEFCC) did receive a modest increase in its budget allocation, funding for critical sectors such as industrial decarbonisation, climate adaptation, and ecosystem conservation remained grossly inadequate. The National Coastal Mission funding was reduced by 96 per cent, from Rs 50 crore to a mere Rs 2 crore. This would undoubtedly weaken efforts in coastal protection and resilience-building amidst growing sea-level rise and cyclone risks. The O-SMART programme, critical for modelling oceanic climate changes, received no allocation for the second consecutive year, limiting India’s ability to monitor changes in vulnerable coastal ecosystems. The National Adaptation Fund for Climate Change (NAFCC), Climate Change Action Plan (CCAP), and National Mission on Himalayan Studies (NMHS) were moved to the secretariat budget, earmarked as administrative expenses rather than key programmatic initiatives within the budget. All this was despite warnings from experts that if climate risks remain unmitigated, India faces the possibility of losing 24.7 per cent of its GDP by 2070, due to rising climate-induced disruptions. The union government’s utter lack of intent and concern is laid bare in the fact that they are yet to set up a dedicated Climate Disaster Relief Fund, aimed at providing non-repayable aid to states during emergencies and ensuring sustained support in the aftermath of disasters. With more and more states facing the vagaries of nature, the creation of such a fund needs immediate attention. In the backdrop of the union government refusing to extend loan waivers to the victims of natural calamities like the Wayanad landslides of 2024, state governments should have considerable say in the fund’s administration. It is high time that the union government wakes up from its slumber and addresses climate change – an issue which affects peoples lives and livelihoods – with due seriousness. On global warming and climate change, if we fail to act now, we risk being subjected to the recurrent crises that seek to restore “the equilibrium by destroying not only the means of life, enjoyment and development that have been produced, but also a great part of the productive forces themselves”, as warned by Engels. Therefore, “let us not, however, flatter ourselves overmuch on account of our human conquest over nature. For each such conquest takes its revenge on us.”

Sunita Narain on monsoon fury, climate emergency and more

In an exclusive interview with India Today, Sunita Narain, DG, Centre for Science & Environment (CSE) talked about monsoon mayhem in North India, climate change and steps needed to address the issue. On climate change, Sunita Narain said, "The fact is, we have climate change, but that we can do nothing about. But at least you can start accepting the fact that every year, extreme weather events are going to increase. You have to accept the fact the Himalayas are the world's youngest mountain range. They are the most vulnerable. You have to start planning for it.

Delhi’s EV push not enough to cut transport emissions, warn experts

Other panellists included Anumita Roychowdhury from Centre for Science and Environment, Dhavala Srinivas from Delhi Integrated Multi-Modal Transit System , Harshal Salve from AIIMS and Anup Patil from Intangles. Transport and emissions experts on Tuesday said that while Electric Vehicle (EV) uptake in Delhi has crossed 12%, the transition alone may not be a viable solution to cut transport-related emissions in the Capital. Speaking at a session during Connect Karo 2025 organised by WRI India, experts noted that frequent technological shifts and changing norms often deliver short-term, superficial results without addressing long-term challenges. Gazala Habib, professor at IIT Delhi, said the rush to push EVs in Delhi overlooks the city’s lack of preparedness to deal with the waste generated. “Increasing EVs is not really helping with ‘zero emission’ as it also means higher electricity consumption, and our power generation is still largely fossil fuel-based. Moreover, if all vehicles move to EVs, are we prepared for the disposal of batteries that will also increase? We do not have the infrastructure for it as of now,” she said. Habib added that reducing emissions requires realistic monitoring and assessment, along with multiple measures, rather than relying on a single technology. Representatives from the trucking industry also flagged practical concerns. Pradeep Singhal, general secretary of the All India Truckers Welfare Association, said, “The truck industry operates at a very low margin and already faces competition from railways and inland waterways. The push towards frequently changing vehicles—from BSIV to BSVI to electric—adds to costs. We do not mind switching if the technology is not obsolete before at least the loans are paid. It is a matter of livelihoods.” Experts further noted that India’s urban mobility planning has channelled significant investments into metro rail and electric buses, in line with national goals. However, rising private vehicle use is worsening air quality, safety, and equity due to weak holistic planning and limited commuter data. They emphasised the need for a comprehensive, data-driven framework to guide future mobility policies. Other panellists included Anumita Roychowdhury from Centre for Science and Environment, Dhavala Srinivas from Delhi Integrated Multi-Modal Transit System , Harshal Salve from AIIMS and Anup Patil from Intangles.

‘Flawed planning, vanishing ecosystems’: Key flood causes in Gurugram

Urban experts attributed the crisis to the erasure of Gurugram’s natural sponges, such as johads, seasonal streams and Aravalli runoff channels Every monsoon, Gurugram, the so-called Millennium City, comes to a grinding halt. On Monday, heavy rainfall once again left the city paralysed, with commuters stranded for up to ten hours, underpasses submerged, and residents wading through waist-deep water. While officials blamed “unprecedented rainfall”, experts and residents said the crisis is rooted in flawed planning, vanishing ecosystems and misplaced priorities. Residents questioned the government’s repeated claims of “abnormal rain”. “Every year we are told it’s because of unusual rain. But what’s unusual about rain in monsoon? The unusual thing is that a city like Gurgaon still has no working drainage system,” said Sushil Mehta, a Sector 46 resident who spent five hours stuck in traffic on Monday night. Urban experts attributed the crisis to the erasure of Gurugram’s natural sponges, such as johads, seasonal streams and Aravalli runoff channels, which have been replaced by glass towers, asphalt and poorly maintained drains. “It’s like pouring a bucket of water onto a plastic sheet instead of grass. The problem is the surface, not the water,” said an urban planner with the Gurugram Metropolitan Development Authority (GMDA). The city’s reliance on car-centric infrastructure, particularly flyovers and underpasses, has worsened flooding. “Underpasses are designed as bowls without proper drainage. They fill up first and then trigger city-wide jams. More roads don’t mean less congestion; they mean more cars,” said Sarika Panda Bhatt, Director at Nagarro and Trustee, Raahgiri Foundation. To be sure, according to data from India Meteorological Department (IMD), Gurugram recorded 577.3mm of seasonal rainfall from June 1 to September 2, which is 39% higher than the normal. Bhatt added, “It’s shocking that in a city as new as Gurgaon, it can take two hours to travel two kilometres during a downpour. This isn’t an old legacy city; it’s a textbook failure of modern planning. Solutions are not new. We need at least 1,000 public buses, safe footpaths and a metro system expanded to Dwarka, Manesar, Sohna and Faridabad. The Comprehensive Mobility Plan has been on paper for a decade. What’s missing is execution.” Multiple agencies, including GMDA, Municipal Corporation of Gurugram (MCG), Haryana State Industrial and Infrastructure Development Corporation (HSIIDC) and National Highways Authority of India (NHAI), operate with overlapping jurisdictions, resulting in a diffusion of accountability. Developers have encroached on wetlands and drains, while citizens have worsened the problem by dumping waste. DCP (Traffic) Rajesh Kumar Mohan said the police are left firefighting civic failures. “On Monday, we deployed over 5,000 personnel across key junctions to keep traffic moving. But no amount of manpower can solve a structural drainage failure. Unless long-term solutions are implemented, the chaos will repeat.” Experts called for urgent systemic change. “The maniacal pace of construction of wider roads, flyovers and underpasses to accommodate vehicles has worsened urban flooding,” said Anumita Roychowdhury, Executive Director of Research and Advocacy at the Centre for Science and Environment (CSE). “This requires a serious rethink. We need water-sensitive urban design, green spaces, permeable surfaces, rainwater harvesting, and drainage that doubles as public space. Public transport, walking and cycling infrastructure reduce road paving and allow better percolation. Gurgaon must shift away from its obsession with cars if it wants to be climate resilient.”

राजदीप सरदेसाई से बोलीं सुनीता नारायण: जलवायु परिवर्तन को नहीं रोक सकते

उत्तर भारत के बड़े हिस्से इन दिनों बाढ़ की चपेट में हैं। लाखों लोग पानी में फंसे हुए हैं और जनजीवन पूरी तरह अस्त-व्यस्त हो गया है। यह स्थिति केवल प्राकृतिक आपदा नहीं बल्कि जलवायु परिवर्तन का सीधा असर है। पर्यावरण विशेषज्ञों का कहना है कि देश अब जलवायु आपातकाल का सामना कर रहा है, लेकिन संसद, मंत्रिमंडल की बैठकों या टीवी चैनलों पर इस गंभीर विषय पर बहुत कम चर्चा होती है। सवाल उठ रहा है कि आखिर जलवायु परिवर्तन से निपटने के लिए राष्ट्रीय स्तर पर ठोस योजना कब बनेगी। सेंटर फॉर साइंस एंड एनवायरनमेंट (CSE) की महानिदेशक सुनीता नारायण ने राजदीप सरदेसाई के शो में स्पष्ट रूप से कहा है कि, हम जलवायु परिवर्तन को रोक नहीं सकते, लेकिन हमें इस सच्चाई को स्वीकार करना होगा कि हर साल चरम मौसम की घटनाएँ और बढ़ेंगी। उन्होंने चेतावनी दी कि अगर सरकारें अभी से ठोस कदम नहीं उठातीं तो हर साल बाढ़, सूखा, लू और असामान्य बारिश जैसी आपदाएँ आम होती जाएँगी। दरअसल, विशेषज्ञों का कहना है कि बाढ़ जैसी आपदाएँ केवल प्राकृतिक कारणों से नहीं बल्कि आंशिक रूप से मानव निर्मित भी हैं। अनियोजित शहरीकरण, नदियों के किनारे अतिक्रमण और जल निकासी तंत्र की कमजोरियों ने स्थिति को और भयावह बना दिया है।

Sunil Rajguru, editor of Dataquest and PCQuest, passes away

Beyond CyberMedia, Rajguru contributed to the Hindustan Times and the Centre for Science & Environment, and wrote columns for Sify and India Today’s DailyO. CyberMedia today announced with deep sorrow the passing of Sunil Rajguru, Editor of Dataquest and PCQuest, who died at 2:30 pm IST on Monday while undergoing treatment at a hospital. He had been battling cancer for over a year. He is the first working editor from CyberMedia to pass away, a loss that has left colleagues across the organisation and the wider journalism community deeply saddened. A seasoned journalist, Rajguru had a long and distinguished career in technology and business media. At CyberMedia, he helmed Dataquest and PCQuest, and had previously worked with the other group publication, Living Digital, as well as the research agency IDC India. He was known for his editorial insight, his ability to explain complex technology trends, and his active role in moderating panels, conducting video interviews, and leading industry conferences and webinars. Beyond CyberMedia, Rajguru contributed to the Hindustan Times and the Centre for Science & Environment, and wrote columns for Sify and India Today’s DailyO. An alumnus of the Asian College of Journalism, Bangalore, he combined a strong academic grounding with professional versatility. Colleagues remember him for his editorial acumen as well as his warmth and mentorship. His death is being mourned across the CyberMedia group and the technology journalism community. Rajguru is survived by his wife, Suma Ramachandran, and their son.

Is India's E20 fuel rollout damaging engines?

Anumita Roychowdhury, executive director of research at the Centre for Science and Environment, a New Delhi-based think tank, told DW that higher ratios of ethanol blends of gasoline are creating a different energy system for vehicles. India's E20 ethanol fuel rollout is supposed to boost energy security and cut oil imports, but owners of older petrol cars are reporting engine damage, reduced mileage, and rising maintenance costs. Ajay Raj, a government official in New Delhi, noticed a drop in his car's mileage and an increase in its maintenance costs just months after the government introduced 20% ethanol-blended fuel across India. "The mechanic told me E20 blended petrol is making my engine lethargic and the rubber seals are not built for it," Raj told DW. "In the coming months, I may have to replace parts and recalibrate the engine." Government aims for energy security and reduced oil imports Meenakshi Natrajan, a sales executive in the southern Indian city of Chennai, also reported reduced mileage and potential damage to her vehicle. "I used to get 18 kilometers [11 miles] per liter on the highway, but now it barely touches 13. I can see and feel the car losing power," Natrajan told DW. "The workshop has warned me that there could be injector clogging and the fuel pump could get damaged on E20 blend." India rolled out E20 fuel with the aim of reducing oil imports as part of Indian Prime Minister Narendra Modi's focus on clean energy. Ethanol is a biofuel derived from agricultural produce or organic waste. The move has saved over $16 billion (around €14 billion) in foreign exchange over the past decade, according to official government data and reports — equating to a reduction in crude oil imports by about 24.5 million metric tons. Mixed views on ethanol blending A public interest litigation (PIL) was filed last month at India's Supreme Court after E20 became the only choice of fuel at nearly 90,000 fuel stations across India, leading to an uproar among motorists concerned about the impact on their older vehicles. The PIL, filed by advocate Akshay Malhotra, sought a direction to the country's Petroleum Ministry to ensure the availability of ethanol-free gasoline at all fuel stations and to ensure that consumers were informed about ethanol compatibility of their vehicles at the time of fuel dispensing. But the country's top court on Monday rejected the PIL and claimed that the introduction of E20 fuel was well considered and would also benefit farmers who grow sugarcane, the main ingredient of ethanol. Environmentalists and industry experts have expressed mixed views on whether the switch to E20 is essential for sustainability and energy independence. Anumita Roychowdhury, executive director of research at the Centre for Science and Environment, a New Delhi-based think tank, told DW that higher ratios of ethanol blends of gasoline are creating a different energy system for vehicles. "This requires very diligent evaluation of the potential impacts on emissions, especially evaporative emissions and unregulated emissions of toxic gases," she said. "The potential lowering of fuel economy performance, corrosive impacts on the structural systems of the on-road vehicles, and the implications for food security as food stock is the primary source of this fuel," Roychowdhury added. She pointed out that while ethanol blend aims to strengthen energy security, it needs to be pursued with caution to avoid unintended consequences. Survey reveals widepread issues with E20 A recent Local Circles survey involving over 37,000 petrol vehicle owners across the country revealed that 28% of owners of vehicles purchased in 2022 or earlier experienced unusual levels of wear and tear or repairs in 2025, particularly affecting components such as the engine, fuel lines, tanks, and carburetors. Additionally, two-thirds of vehicle owners who bought their cars in 2022 or earlier have observed reduced fuel efficiency after using E20 fuel, the survey found. "Ethanol is a well-proven fuel suitable for automobiles, but the fuel lines should not have rubber parts that ethanol can dissolve," said automobile expert Murad Ali Baig, who noted that ethanol produces about 30% less energy than standard gasoline, so "acceleration may suffer and cars will have less power." Is E20 key to a safe and greener future? Proponants of India's rollout point to successes in other countries. For example, they say, Brazil's ethanol fuel program faced initial technical challenges, which were largely resolved through technological upgrades, but now saves $10 to $15 billion annually. "In the current geopolitical scenario, it is needed to appreciate and support nations moving towards self-reliance and energy security through such steps, rising beyond individual and political aspirations," Neelkanth Marathe from the Emission Controls Manufacturers Association told DW. However, Marathe admitted that there were technical challenges involved with adopting higher levels of ethanol blending typically beyond 15%. "Ethanol absorbs moisture, which can lead to corrosion of related engine parts and hardening of seals and gaskets causing leakages and compression loss, thus impacting engine performance," said Marathe, who said that it is essential to replace these parts with compatible grade materials. While E20 blending has made a notable impact by cutting CO2 emissions so far, shifting to EVs remains essential for accelerating transport sector decarbonization and meeting India's long-term climate goals, noted Roychowdhury. "The future automotive roadmap requires rapid market uptake of electric vehicles with zero tailpipe emissions to address the air pollution, public health crisis and growing energy intensity of vehicles in India," she concluded.

India’s ageing wind infra has potential to unlock 25.4 GW capacity

Repowering India’s ageing wind power infrastructure through a system-wide upgrade—manufacturing innovation, infrastructure overhaul, and tailored financial architecture—can help unlock 25.4 gigawatts (GW) of enhanced capacity. The Centre for Science and Environment’s (CSE) in a report explored the urgent need to repower, replace old, low-capacity turbines with modern, high-capacity ones, and to unlock vast untapped potential in wind-rich states like Tamil Nadu and Gujarat. It highlights structural barriers that hinder repowering, from fragmented ownership to outdated evacuation systems, and calls for a coordinated, policy-backed response. “India’s wind repowering sector holds a transformative potential worth ₹1.39–1.52 lakh crore, offering the possibility of unlocking 25.4 GW of enhanced capacity from ageing wind infrastructure,” the report revealed. A feasibility study on repowering wind power plants by IIT Bombay’s Grid Integration Lab, released in March 2025, also raises similar issues. It points to complexities in multi-owner wind farm sites, continuation of existing power purchase agreements (PPAs), regulatory hurdles, and need for substantial investment in power evacuation infrastructure. The report underscores that without targeted policy support, financial incentives, and regulatory reforms, developers are unlikely to independently pursue repowering initiatives. Outdated infrastructure Despite being located in some of the world’s most wind-rich sites, India’s wind capacity is built on outdated infrastructure, the CSE report pointed out. Tamil Nadu alone operates more than 8,800 turbines totalling 6.25 GW, many of which rely on obsolete technology. Similarly, Maharashtra, Karnataka, and Gujarat together host thousands of sub-megawatt machines installed over two decades ago. These turbines, mostly below 1.5 megawatt (MW) with capacity utilisation factors of 10–14 per cent, occupy high-potential Class I wind zones but fail to meet current efficiency standards, it revealed. CSE noted that the 2023 National Repowering and Life Extension Policy for Wind Power Projects requires a minimum 1.5-fold increase in energy generation from repowered sites, highlighting the pressing need for systematic infrastructure modernisation. Yet this significant potential remains largely unrealised, hindered by three critical structural challenges that require urgent and coordinated action. These challenges are upgrading Category A sites with next-generation turbines, aligning and strengthening transmission infrastructure, and mobilising targeted investments to drive wind repowering success. Critical barriers India’s premier wind corridors, including Tamil Nadu’s Muppandal and Gujarat’s coastal regions, require turbines capable of handling both high wind speeds (around 10 Meters/ second) and high turbulence intensity (TI 0.16). “However, the current Revised List of Models and Manufacturers (RLMM) issued by the Ministry of New and Renewable Energy (MNRE) offers only six certified models rated for TI 0.16—all of which are under 1 MW capacity and have hub heights below 100 metres,” it added. These models are technically inadequate for effective repowering, which requires 2–3 MW turbines with higher hub heights. Moreover, India’s current turbine supply primarily caters to sites with TI 0.12–0.14, rendering the country’s best wind corridors effectively unserviceable. Tamil Nadu’s wind evacuation system exemplifies critical infrastructure constraints. For instance, the Muppandal region still relies on legacy 11 kV feeder systems designed in the 1990s for 200–600 kW turbines. Modern 1.5-2 MW turbines face grid compatibility issues such as current overload risks, voltage instability, and increased transmission losses. Upgrading to 33 kV or higher evacuation systems demands substantial replacement of switchgear, transformers, and supporting infrastructure. Additionally, many wind-dense zones lack 400 kV substations, creating critical capacity bottlenecks. Repowering economics differ fundamentally from greenfield wind projects, involving distinct costs such as dismantling, site preparation, and evacuation upgrades. Current financial policies fail to accommodate these specific needs, offering no support for dismantling and site reclamation, no capital offset for grid infrastructure upgrades, and no differentiated capital subsidies for repowering requirements. “Without targeted fiscal incentives, concessional loans, performance-based grants, or specialised financial instruments designed for small investor participation in repowering, project viability remains compromised on both technical and ownership fronts,” the CSE report suggested.

India can't do without coal, but can reduce emissions using tech, biomass

What do we do with coal and the electricity it generates? This is the zillion-dollar question amid the twin challenges of climate change and the urgent need for energy across vast parts of the developing world. The world is fast running out of the carbon budget to keep temperature rise below 1.5°C — a guardrail against out and out devastation. We need solutions that can and must work in the interests of all. This is where the coal question becomes complicated. It is easy to say “keep it in the ground” — do not use coal for generating electricity because

The Role of Auto Rickshaws in Urban India’s Green Push

Sustainable transportation in urban India often reminds us of electric vehicles, bicycles, and metro systems, among others. However, although a common and essential mode of urban transportation, autorickshaws are often overlooked in the list. Autorickshaws are crucial for last-mile connectivity in urban areas and contribute to a greener environment if maintained properly. Read on to explore how autorickshaws contribute to less pollution, their role in social and economic empowerment, and more! How do Autorickshaws Contribute to a Greener Environment? In the past, the majority of autorickshaws were run by petrol or diesel, both of which are known for their emissions. But over the past few years, changes brought about by laws and city regulations have led the industry to adopt greener technologies. In large cities like Chennai, Delhi, and Mumbai, almost all autorickshaws now run on compressed natural gas (CNG), and a new breed of electric rickshaws is gaining popularity. Autorickshaws benefit the environment in the following ways: Increased Productivity Studies show that autorickshaws use less fuel per passenger kilometre than private vehicles or conventional taxis. They use less fuel on each journey because of their lighter frames and smaller engines. Shared Transportation Cuts Down on Traffic Whether as shared rides or point-to-point shuttles, autorickshaws frequently accommodate multiple passengers, which lowers the overall number of vehicles required on congested roads and, consequently, aggregate emissions. Cleaner Fuels With notable decreases in NOx and particulate emissions since 2010, Delhi's transition to CNG-powered vehicles has served as a model for greener urban transportation, according to the Centre for Science and Environment. Multimodal Transportation By acting as essential 'last-mile' connections to buses, metros, and suburban trains, autorickshaws increase access to public transport and lessen people's dependency on private, inefficient automobiles. What is e-Auto and its Role in a Greener Environment? Electric autorickshaws, or e-rickshaws, have surged onto the urban scene, propelled by incentives, reduced battery costs, and India’s climate targets. Delhi, Pune, Lucknow, and several smaller towns now feature fast-growing e-rickshaw fleets. Here’s how e-autos are changing the game: Zero Emissions e-autos do not emit any direct pollutants, which is especially critical in crowded urban centres notorious for smog and respiratory illnesses (NITI Aayog, 2022). Lower Noise Pollution The shift from combustion engines to electric motors makes city streets quieter, improving urban liveability. Reduced Operating Costs for Drivers e-autos save more fuel and maintenance costs compared to CNG or other equivalent variants. Thus, owners can operate autos at lower operating costs, increasing their profit. How to Keep Your Autorickshaws Roadworthy? To reap their environmental rewards, autorickshaws must be diligently maintained. Poorly serviced engines emit more than double the pollutants of well-maintained ones. Here are some of the essential tips for maintaining your autorickshaws to keep them roadworthy: Routine Servicing Regular oil changes, emissions checks, and engine tune-ups preserve efficiency and minimise pollution from older models. Tyre Care Properly inflated and aligned tyres reduce fuel use. This is a major requirement, given India’s often uneven roads. Battery Upkeep For e-rickshaws, maintaining healthy batteries extends range and prevents hazardous waste from premature disposal. Insurance as a Maintenance Incentive Timely auto rickshaw insurance renewal not only fulfils legal obligations but also guarantees smoother financial recovery from accidents, breakdowns, or natural calamities. You can purchase comprehensive three-wheeler insurance policies that cover not just third-party liabilities but also personal damage. Some companies cover add-on repairs and theft and, in many cases, offer discounts for a no-claim bonus and continued good maintenance. Insurance isn’t just paperwork; it’s a pathway to quick vehicle rehabilitation. It helps reduce economic downtime for the driver, ensuring more consistent and lower-emission movement across India's urban ecosystems. Why Insurance is Essential for Autorickshaws to Score More Green Points? Here are some of the reasons why you must insure your autorickshaw: Legal Compliance It's mandatory for all three-wheeler owners to have at least third-party insurance. Having the correct insurance means you avoid legal penalties, fines, or even the suspension of your vehicle's registration. Additionally, being insured under the law allows you to operate your business without fear of legal interruptions, ensuring your operations run smoothly and are fully compliant with the Motor Vehicles Act. Protection Against Accidents and Damage Running a three-wheeler business means constant exposure to the risks of accidents, collisions, or even natural disasters. Commercial vehicle insurance plays a vital role by covering the expenses for repairs when your autorickshaw is damaged. It often includes medical coverage for the driver if they are injured in an accident. This financial protection ensures that sudden, unexpected repair costs don’t disrupt your operations or drain your savings, allowing you to keep your business running smoothly. Vehicle Theft Protection Autorickshaws are valuable assets, making them targets for theft, especially in busy urban areas. Insurance that includes theft protection ensures you don't suffer a severe financial blow if your vehicle is stolen. With claim settlement options, you're compensated for your loss, minimising business disruption and enabling you to replace the stolen vehicle to continue operations quickly. Third-Party Liability Coverage By law, every commercial vehicle in India is required to have third-party insurance. This coverage safeguards you against legal and financial responsibility if your autorickshaw causes harm to others or damages someone's property. It covers third-party injury claims and property repairs, protecting you from potentially hefty out-of-pocket legal expenses and ensuring ongoing compliance with regulations so your business isn’t interrupted by legal troubles. What Challenges do e-Autorickshaws Face on the Road Ahead? Even though the green auto rickshaw movement is growing, India still faces many obstacles: Infrastructure for Charging Particularly outside of major cities, e-auto adoption is outpacing the construction of dependable charging stations. Recycling Batteries Sustainable recycling is becoming increasingly important as millions of batteries are expected to reach the end of their lifecycle. Consistency in Policy The sector's green shift may be slowed by shifting state-level policies and variable subsidies. Auto rickshaws, quintessential symbols of Indian urban resilience, are far more than just a means of transport. They are catalysts for change, connecting millions to opportunity while quietly advancing the country’s clean mobility goals. By supporting the switch to CNG and electric options, ensuring regular vehicle maintenance, and protecting drivers with reliable three-wheeler insurance, India can unlock the full potential of these green movers.

पपीते के बीज और सहजन से डेयरी अपशिष्ट जल को स्वच्छ बनाने की कोशिश

प्रदूषित पानी की सफाई सेंटर फॉर साइंस एंड एनवायरनमेंट की 2024 की एक रिपोर्ट बताती है कि भारत के शहरों से निकलने वाले गंदे पानी और सीवेज का एक-तिहाई से भी कम साफ किया जाता है। इसका मतलब है कि बाकी पानी नदियों, झीलों और जमीन में बह जाता है। मिश्रा बताती हैं कि पानी या गंदे पानी को साफ करने के पारंपरिक तरीकों में तीन चरण होते हैं: शुरुआती या प्राथमिक, द्वितीयक और तृतीयक उपचार। शुरुआती उपचार में सिर्फ भारी कणों या तैरते पदार्थों को हटाया जाता है। प्राथमिक उपचार में, पारंपरिक रूप से फिटकरी और फेरस सल्फेट जैसे कौयगुलांट मिलाए जाते हैं जो बाजार में आसानी से उपलब्ध हैं। मिश्रा कहती हैं, “ये कौयगुलांट गाद बनाते हैं जो टैंक के तल में जम जाता है, जिसे छोड़ने से पहले दोबारा साफ करना पड़ता है। कुछ डेयरी प्लांट गाद को निकालकर जमीन पर फेंक देते हैं, जिससे मिट्टी दूषित होती है और प्रदूषण फैलता है।” भारत 1998 से दूध उत्पादन में दुनिया भर में सबसे आगे है। फिलहाल वैश्विक दूध उत्पादन में भारत का योगदान करीब एक-चौथाई है। अकेले 2024 में देश में 239 मिलियन टन से ज्यादा दूध का उत्पादन हुआ। हालांकि, डेयरी क्षेत्र भारत की अर्थव्यवस्था और ग्रामीण आजीविका की रीढ़ है। लेकिन इससे उद्योग से बड़ी मात्रा में गंदा पानी निकलता है जिस पर चर्चा ना के बराबर होती है। यह ऐसी पर्यावरण संबंधी चुनौती है जिसकी अक्सर अनदेखी की जाती है। अध्ययन बताते हैं कि डेयरी से निकलने वाले गंदे पानी की मात्रा इस उद्योग में प्रसंस्कृत दूध से करीब ढाई गुना है। कच्चे दूध से दही, मक्खन और पनीर जैसी उपभोक्ता वस्तुएं बनाते समय भारी मात्रा में अपशिष्ट जल निकलता है। हालांकि, इस पानी को साफ करने क लिए दशकों से पारंपरिक तरीके अपनाए जा रहे हैं जिसमें रसायनों का इस्तेमाल शामिल है। लेकिन, उनकी लागत और पर्यावरण संबंधी दुष्प्रभाव चिंता बढ़ाते रहे हैं। एनवायरनमेंटल मॉनिटरिंग और असेसमेंट में प्रकाशित एक नए अध्ययन में प्राकृतिक कौयगुलांट का पर्यावरण-अनुकूल विकल्प के रूप में सुझाव दिया गया है। अध्ययन की प्रमुख लेखिका और एमआईटी वर्ल्ड पीस यूनिवर्सिटी की सहायक प्रोफेसर लिप्सा मिश्रा कहती हैं, “दुनिया भर में पानी की मांग बढ़ रही है, इसलिए गंदे पानी को इस तरह से साफ करना जरूरी है जिससे पारिस्थितिकी तंत्र साफ-सुथरा रहे और प्रदूषण कम हो।” कुदरती कौयगुलांट के फायदे अपने अध्ययन में मिश्रा और उनकी टीम ने प्राकृतिक कौयगुलांट के रूप में पपीते के बीज, मौसंबी के छिलके, और सहजन के पाउडर का इस्तेमाल किया। पपीते के बीज पानी में प्रदूषकों से चिपक सकते हैं और नीचे बैठ सकते हैं। अध्ययन में बताया गया है कि मौसंबी के छिलके फिर से इस्तेमाल के लिए अहम पोषक तत्व भी प्राप्त कर सकते हैं। साथ ही, पानी की गुणवत्ता में भी सुधार कर सकते हैं। सबसे अहम बात यह है कि सहजन के जीवाणुरोधी गुण पानी में बैक्टीरिया की बढ़ोतरी को रोकने, पानी की गुणवत्ता में सुधार लाने और पानी से होने वाली बीमारियों के जोखिम को कम करने में मदद करते हैं। मिश्रा और उनके सहयोगियों ने अध्ययन में बताया कि प्राकृतिक कौयगुलांट पानी के पीएच संतुलन को बनाए रखने के साथ ही जैव रासायनिक ऑक्सीजन मांग (बीओडी), रासायनिक ऑक्सीजन मांग (सीओडी) और गंदगी के स्तर को कम करने में भी मदद करते हैं। उदाहरण के लिए, सहजन सूक्ष्मजीवों के विघटन से होने वाले ऑक्सीजन के नुकसान को रोकता है और बीओडी को कम करने में मदद करता है, जो स्वस्थ जलीय आवासों को बनाए रखने के लिए जरूरी है।

Metro connectivity changes Kolkata’s commute

Every working day at 7.30 a.m., Deblina Gangopadhyay, a 27-year-old Ph.D. scholar and teaching assistant at a law university in Kolkata, would take a local train from the Konnagar railway station near her home in West Bengal’s Hooghly district. She would deboard at Bally station and embark on a tedious bus ride from outside the railway station all the way near her workplace at Salt Lake. “It took me nearly two hours, sometimes more, to get to work that way. Now I simply take a train to Howrah and then a metro from there to reach my workplace,” she says. Since August 22, after the Esplanade-Sealdah stretch of the East-West metro corridor became operational, her commute time for the 40-km distance between her home and workplace has come down to a little over an hour each way. “My whole family has been waiting for years for this metro service on the Esplanade-Sealdah stretch to be operational. I also feel much more at ease knowing I will be safer inside a metro, and that I can use it at peak hours and at night, unlike buses which sometimes become sparse without warning,” Gangopadhyay says. She adds that while the bus ride cost her ₹40 one way, the metro rides cost her just ₹19. As Deblina weaves her way through the Howrah train station into the attached Howrah metro station through peak office-hour crowds, she recognises other daily passengers from her earlier modes of commute. “I see so many people who used to take the same bus from Bally to Salt Lake as me, AC50,” she says. On August 22, 2025, Prime Minister Narendra Modi inaugurated three metro links in Kolkata, covering 13.6 km, taking the total track length to 74 km. These included the much-awaited complete East-West corridor (Green Line) from Howrah Maidan to Salt Lake Sector V, Noapara to Jai Hind (airport) on the Yellow Line, and the Beleghata to Hemanta Mukhopadhyay stretch on the Orange Line. The Central government spent around ₹4,000 crore on the project. The first Monday after its inauguration Deblina’s daily Green Line commute witnessed a surge of almost 83,000 passengers. On weekdays, it has been averaging nearly 1.8 lakh passengers a day. By connecting two of West Bengal’s biggest railway stations, Howrah and Sealdah (both of which see footfalls of millions) as well as the business districts across Howrah, central Kolkata, and Salt Lake, the East-West Green Line of Kolkata Metro has changed the design of public commute in Kolkata. Crowds surge Now, there has been a surge of about 1 lakh passengers across all metro lines since the first Monday after the inauguration. By Friday, August 29, the Kolkata Metro carried over 7 lakh passengers on each weekday. The North-South corridor (Blue Line), the oldest line that was started in 1984, saw a surge of about 70,000 passengers on August 25. P. Uday Kumar Reddy, the General Manager (GM) of Metro Railways, Kolkata, who is retiring by the end of August, is relieved that the last leg of the Green Line was finished under his watch. Sitting in his office on the 13th floor of the Metro Rail Bhawan on Jawahar Lal Nehru Road near Park Street Metro station, the GM reminisces about the challenges he faced in connecting the Esplanade and Sealdah station. Visible from his expansive office windows are the city’s iconic green meadows, Maidan, and the Vidyasagar Setu, connecting Kolkata and Howrah over the Hooghly river. Reddy says that a connection between the twin cities of Howrah and Kolkata was the first line ever thought of, roughly around 1919. In 1949, when Dr B.C. Roy was the Chief Minister of West Bengal, he says, experts had come to Kolkata from Paris and designed both the East-West line and the North-South line. However, while the North-South line was made operational by 1984, the East-West corridor was shelved till it became partially operational in 2024. A part of that line goes under the Hooghly river. “Even though a portion of the East-West line passes through under-river tunnels, the more challenging part was the 2.5 km stretch which was left between Esplanade and Sealdah. That was what we were most focussed on. It took us two and half years to complete it,” Reddy says. In 2019, while the underground tunnel connecting Esplanade and Sealdah stations was being constructed, the land overground caved in, leading to the displacement of hundreds of residents of Durga Pithuri Lane, at the bustling Bowbazar area of central Kolkata. “One tunnel was incomplete, the second tunnel got deformed under the pressure of the surroundings. Both tunnels had to be repaired, and we have to redo the houses,” Reddy says. Boon and bane On August 22, when the PM was flagging off new metro connections in Kolkata, around 100 residents of Durga Pithuri Lane staged an agitation 15 km away, banging utensils and demanding their homes be rebuilt and returned to them. “All of us have been relocated to different parts of the city. We have been reeling under the pain of displacement for the last six years. When will we get our homes back? A total of 40 people have passed away in this time and their last breath wasn’t in the comfort of their own homes,” says a protesting resident. Another problem is that commuters on the old North-South metro (Blue line) are facing several issues along the route due to the sudden and sharp increase in the passenger load. “There has been a delay in the metro of about 15 to 20 minutes during peak office hours, at a time when commuters are increasing by the minute. The crowding on the station is unimaginable nowadays. When one metro finally arrives after 20 minutes, people are fighting just to be able to get into the metro compartments,” says 24-year-old marketing professional Shreeja Basu, who commutes to and from work using the line. She adds that when she does somehow manage to get into the compartment, she can barely see the floor or breathe easy. “Half of the time the air-conditioning in the metros is not working. Imagine what that is like for people who feel claustrophobic,” she says. Basu adds that often, escalators at the stations do not work. Reddy says that a connection between the twin cities of Howrah and Kolkata was the first line ever thought of, roughly around 1919. In 1949, when Dr B.C. Roy was the Chief Minister of West Bengal, he says, experts had come to Kolkata from Paris and designed both the East-West line and the North-South line. However, while the North-South line was made operational by 1984, the East-West corridor was shelved till it became partially operational in 2024. A part of that line goes under the Hooghly river. “Even though a portion of the East-West line passes through under-river tunnels, the more challenging part was the 2.5 km stretch which was left between Esplanade and Sealdah. That was what we were most focussed on. It took us two and half years to complete it,” Reddy says. In 2019, while the underground tunnel connecting Esplanade and Sealdah stations was being constructed, the land overground caved in, leading to the displacement of hundreds of residents of Durga Pithuri Lane, at the bustling Bowbazar area of central Kolkata. “One tunnel was incomplete, the second tunnel got deformed under the pressure of the surroundings. Both tunnels had to be repaired, and we have to redo the houses,” Reddy says. Boon and bane On August 22, when the PM was flagging off new metro connections in Kolkata, around 100 residents of Durga Pithuri Lane staged an agitation 15 km away, banging utensils and demanding their homes be rebuilt and returned to them. “All of us have been relocated to different parts of the city. We have been reeling under the pain of displacement for the last six years. When will we get our homes back? A total of 40 people have passed away in this time and their last breath wasn’t in the comfort of their own homes,” says a protesting resident. Another problem is that commuters on the old North-South metro (Blue line) are facing several issues along the route due to the sudden and sharp increase in the passenger load. “There has been a delay in the metro of about 15 to 20 minutes during peak office hours, at a time when commuters are increasing by the minute. The crowding on the station is unimaginable nowadays. When one metro finally arrives after 20 minutes, people are fighting just to be able to get into the metro compartments,” says 24-year-old marketing professional Shreeja Basu, who commutes to and from work using the line. She adds that when she does somehow manage to get into the compartment, she can barely see the floor or breathe easy. “Half of the time the air-conditioning in the metros is not working. Imagine what that is like for people who feel claustrophobic,” she says. Basu adds that often, escalators at the stations do not work. The older Blue line and the recent Green line connect at Esplanade station. Located adjacent to New Market, a popular shopping destination especially ahead of Durga Puja, Esplanade metro station has reported an unprecedented spike in crowds especially at rush hour. Commuters complain about the lack of staff to ease out these bottlenecks. Some even raise safety concerns as fire alarms are triggered during peak hours and there is no staff to guide passengers to safety. The GM dismisses these as “teething issues” and “nothing that cannot be addressed”. He says the Railways know how to handle crowds. “Last year, without the three new metro connections, we carried about 9 lakh people in a single day during Durga Puja,” he says. The Metro Railway official says that earlier the Metro Rail was running on six rakes (coaches), now they have eight. “If required, we will put in more rakes. There is a total of 14 rakes that are available. We are also working on transitioning to Automatic Train Operation (auto driving mode) in our metros from the Automatic Train Protection (manual driving mode). Things will improve; it is only a matter of time,” Reddy says. Additionally, the terminal station of the Blue line, Kavi Subhash (New Garia), has become non-operational after July 28, when cracks were flagged in the station structure. That led to chaos and uncertainty among those who regularly commute to and from New Garia by metro, especially patients and their families who travel to the private hospitals located in the area. Trains are also being short-terminated in preceding stations, and officials say it will take about nine months to restart operations. They add that Kavi Subhas station was built in 2010, but cracks started appearing in 2014. Heavy rains accelerated the cracks. Impact in the influence zone According to the research and advocacy non-profit Centre for Science and Environment (CSE), Kolkata is constrained by a lack of road space with less than 10% of the cityscape under roads, in comparison to New Delhi’s 21%. “Kolkata is a dense and compact city with a huge land constraint. While that makes public transport more accessible and travel distances shorter, we need to build on that. The modernisation and expansion of a multimodal public transport system is therefore very important, especially with new metro links,” says Anumita Roychowdhury, CSE’s executive director of research and advocacy. She highlights the importance of the influence zone, the area in a 400-500-metre radius of a metro station. “As new infrastructure is introduced, we will see a shift in the mass transport system and its design and implementation. Overall development of the para transit ecosystem, especially in the influence zone, is critical,” she says, suggesting that all public transport be integrated. However, since August 22, private bus and yellow taxi owners have been worried. “Each bus route has suffered a loss of about ₹2,500 a day. Passengers have dropped by 100 to 150 a day since the metros opened. We do not know if we will be able to sustain our businesses like this,” says Tito Saha, general secretary of the City Suburban Bus Service, one of the biggest forums for private bus owners in and around Kolkata. He feels the government should have taken steps in advance to prevent this crisis.