Cse In News

Clean Air & Sustainable Mobility

Washed, But Not Clean: No Good-Air Days In Last 2 Yrs

Anumita Roychowdhury, executive director (research and advocacy) at Centre for Science and Environment, said the intense rainfall cleansed the particulates and dust. "But it is still difficult to attain sustained good air days due to high background levels of pollution in the region. Moreover, gases like ozone and NOx become more prominent during this season. At the same time, the systemic action for pollution control continues to remain inadequate," she said. Despite heavy rainfall on four days in 2025 so far, Delhi is yet to witness a single good air day — an air quality index in the range of 0 to 50. The city recorded the last good air day almost two years ago on Sept 10, 2023, with an AQI of 45. Since monsoon months are the cleanest as rain helps in settling down the pollutants, the city's lowest AQI recorded in 2025 was 51 in the satisfactory category on July 15. In 2024, the city saw the lowest AQI at 53 in the same category on Aug 8. Experts said that due to high emissions, heavy rainfall — measuring more than 64.5mm — could not aid in ensuring a good air day. On Aug 9 this year, Safdarjung, the city's base station, logged 79mm of rainfall. It also received heavy rainfall at 77mm on May 2, 81.2mm on May 25 and 68.1mm on July 29. Anumita Roychowdhury, executive director (research and advocacy) at Centre for Science and Environment, said the intense rainfall cleansed the particulates and dust. "But it is still difficult to attain sustained good air days due to high background levels of pollution in the region. Moreover, gases like ozone and NOx become more prominent during this season. At the same time, the systemic action for pollution control continues to remain inadequate," she said. Sunil Dahiya, founder and lead analyst of EnviroCatalysts, said Delhi's air quality was dependent on emissions and meteorology. "Delhi has not seen a good air day for almost two years as we haven't reduced the emissions at source and meteorology was unfavourable," Dahiya pointed out. The data since 2015, when Central Pollution Control Board started calculating AQI, shows that good air days were seen when Delhi recorded an intense spell of rain or there was a lockdown or restriction on polluting activities. For instance, 2023 recorded just one good air day on Sept 10 with an AQI of 45 following rain and restrictions imposed due to the G20 Summit. Since 2015, the city has witnessed only 14 good air days. No good air day was reported in 2015, 2016 and 2018, but Delhi witnessed two such days in 2017 during the monsoon, on July 30 and 31. Similarly, two good air days were witnessed in 2019 when AQI touched 49 on two consecutive days — Aug 18 and 19. In 2020, the city saw five good air days — one in March during the Covid-19 lockdown and four in Aug during the monsoon. The capital saw only one good air day in 2021 on Oct 18 when AQI dipped to 46 due to incessant rain. Three such days were reported in 2022 in Sept and Oct with rain again playing a crucial role in cleaning the air.

Director General Office

India’s Clean Energy Conundrum

President Trump’s threat to double tariffs on Indian goods, to 50%, as punishment for the country’s continued purchase of Russian oil, puts India in an untenable position. The US is its top export market, but India is deeply reliant on importing energy to support the needs of its 1.4 billion people. As the world’s most populous nation and one of its fastest-growing economies, India faces unprecedented energy demands and also pressure to meet that demand with clean energy. Today, around 70 percent of the country’s electricity comes from coal — a major contributor to air pollution in India’s large cities. So how can India meet its fast-growing energy needs while also ensuring energy affordability, equity, and public health? Where is India in making progress toward deploying clean energy? What role might conventional energy continue to play? And how does India’s relationship with China factor into its decarbonization efforts? This week, Jason talks to Sunita Narain about the state of India’s clean energy transition. Sunita is executive director of the Centre for Science and Environment, a research and advocacy center where she has worked since 1982. In 2016, Time magazine named her one of the 100 most influential people in the world.

Industrial Pollution

GST Hurting India''s Circular Economy: CSE Study

The steep GST of 18 per cent levied on several crucial waste categories has become an obstacle in the sustainable management of solid waste in India and is also leading to revenue losses of around Rs 65,000 crore, according to a new study published on Tuesday. The study by think tank Centre for Science and Environment (CSE) finds that small dealers who collect scrap cannot afford an 18-per cent GST, so they keep their transactions cash-based and untaxed. This not only deprives the government of revenue but also distorts the market, as compliant businesses struggle to compete with tax-evading informal operators. In fact, the informal sector dominance results in an estimated Rs 65,000 crore in annual GST losses due to unrecorded transactions. Without interventions, this loss is projected to escalate to Rs 86,700 crore by 2035. "While India is rooting for recycling of waste and promotion of a circular economy, the existing GST regime could be dumping all that effort into the proverbial 'waste bin'. For one, the regime does not differentiate between virgin and recycled materials, taxing them equally, which places recycled products at a severe cost disadvantage despite their lower environmental impacts," said Nivit K Yadav, programme director, industrial pollution unit, CSE. "Metal scrap, including ferrous and non-ferrous materials essential for secondary steel and aluminum production, faces this high tax rate, making formal transactions economically unviable for small dealers," said Subhrajit Goswami, programme manager at CSE. This flies in the face of the National Steel Policy, which aims for 40 per cent of India's steel production to come from scrap by 2030. The 18-per cent GST on ferrous scrap makes it economically unviable for small dealers to operate formally. A reduced rate would align the fiscal policy with the country's circular economy objectives, says Goswami. Similarly, plastic waste, electronic waste and various industrial by-products are subjected to an 18-per cent GST, creating a significant cost burden that pushes operators toward informal, cash-based transactions. Goswami said this high taxation particularly impacts e-waste recycling, where valuable materials like gold, silver and rare earth elements could generate substantial formal economy revenues if properly incentivised through lower tax rates. Speaking at the report release, Pranshu Singhal of NGO Karo Sambhav concurred: "No one actually looks at waste as a resource. They wake up only when both natural resources and waste are taxed at the same rates for them." India's waste management sector is dominated by informal operators, who handle up to 90 per cent of certain waste streams like e-waste and metal scrap. "Policies have focussed more on the EPR (Extended Producer Responsibility) rules, which manage to cover about 30 per cent of the waste but the remaining major chunk of waste (70 per cent) is handled by the informal sector," Sandip Chatterjee of the Sustainable Electronics Recycling International (SERI) said. Millions of informal workers handle hazardous waste like batteries and e-waste without safety gear or fair wages. The CSE said formalising their work with social security, better pricing and access to healthcare is not just an economic necessity, it is a moral obligation. The study recommends lowering the GST rates on critical waste streams, such as metal scrap, plastics and e-waste, from 18 per cent to 12 per cent in the short term, with a further reduction to 5 per cent. This would encourage and incentivise compliance while maintaining revenue neutrality. Even a 50-per cent reduction in informal sector participation, combined with a 12-per cent GST rate, could generate Rs 62,384 crore in net revenue by 2035. The report proposes integrating informal workers into government schemes and providing them access to subsidised loans, healthcare and pensions. To strengthen Extended Producer Responsibility (EPR) compliance, the report suggests linking GST benefits to verified recycling. Producers who meet EPR targets through formal channels could receive tax rebates, creating a self-reinforcing cycle of compliance and transparency.

Industrial Pollution

CSE Study Seeks GST Cut on Waste to Boost Recycling, Add ₹1.8 Lakh Cr by 2035

CSE Study: A new analysis of India’s Goods and Services Tax (GST) regime by Centre for Science and Environment (CSE) has shown that this much debated taxation structure can garner up to Rs 1.8 lakh crore in additional revenue by 2035 – simply by initiating some basic reforms in the way it deals with solid waste. “While India is rooting for reuse-recycle of waste and promotion of a circular economy, the existing GST regime could be dumping all that effort into the proverbial ‘wastebin’. For one, the regime does not differentiate between virgin and recycled materials, taxing them equally, which places recycled products at a severe cost disadvantage despite their lower environmental impacts,” says Nivit K Yadav , programme director, industrial pollution unit, CSE. Yadav was speaking here today at the online release of CSE’s study — Relax the Tax: Facilitating Waste Circularity Ecosystem through GST Rationalization — which exposes how the GST system is actually hindering the growth of a circular economy in the country, and also leading to revenue losses. Among the others who spoke at the release of the study were Dr Sandip Chatterjee , senior advisor, Sustainable Electronics Recycling International (SERI) and former senior director, Union ministry of electronics and information technology; Pranshu Singhal , founder and managing director, Karo Sambhav; Imteyaz Ali , project director, Plastic Sarthak Sanstha; and Subhrajit Goswami , programme officer, industrial pollution unit, CSE. High GST rates are stifling critical recycling sectors A steep GST of 18 per cent levied on several crucial waste categories has become an obstacle in the sustainable management of solid waste. Says Subhrajit Goswami of CSE: “Metal scrap, including ferrous and non-ferrous materials essential for secondary steel and aluminum production, faces this high tax rate, making formal transactions economically unviable for small dealers.” This flies in the face of the National Steel Policy, which aims for 40 per cent of India’s steel production to come from scrap by 2030 – the 18 per cent GST on ferrous scrap makes it economically unviable for small dealers to operate formally. A reduced rate would align the fiscal policy with our circular economy objectives, says Goswami. Similarly, plastic waste, electronic waste and various industrial by-products are subjected to an 18 per cent GST, creating a significant cost burden that pushes operators toward informal, cash-based transactions. Goswami points out that this high taxation particularly impacts e-waste recycling, where valuable materials like gold, silver and rare earth elements could generate substantial formal economy revenues if properly incentivised through lower tax rates. Speaking at the report release, Pranshu Singhal of Karo Sambhav concurred: “No one actually looks at waste as a resource – they wake up only when both natural resources and waste are taxed at the same rates for them.” India’s waste management sector is dominated by informal operators, who handle up to 90 per cent of certain waste streams like e-waste and metal scrap. According to SERI’s Sandip Chatterjee, “Policies have focused more on the EPR (Extended Producer Responsibility) rules, which manage to cover about 30 per cent of the waste – but the remaining major chunk of waste (70 per cent) is handled by the informal sector.” The CSE study finds that small dealers who collect scrap cannot afford an 18 per cent GST, so they keep their transactions cash-based and untaxed. This not only deprives the government of revenue, but also distorts the market, as compliant businesses struggle to compete with tax-evading informal operators. In fact, the informal sector dominance results in an estimated Rs 65,000 crore in annual GST losses due to unrecorded transactions. Without interventions, this loss is projected to escalate to Rs 86,700 crore by 2035. The CSE analysis offers another strong motivation for rationalising the GST regime. Millions of informal workers handle hazardous waste like batteries and e-waste without safety gear or fair wages. Formalising their work with social security, better pricing and access to healthcare is not just an economic necessity – it is a moral obligation. Yadav highlights the broader implications for India’s industrial competitiveness: “Our research shows that the current GST structure is inadvertently penalising the very sectors that could drive India’s transition to a circular economy. The 18 per cent tax on e-waste and metal scrap is particularly counterproductive when we’re trying to build a robust secondary materials market. By rationalising these rates, we’re not just talking about tax reform — we’re talking about unlocking India’s potential as a global leader in sustainable manufacturing.” CSE study advocates a four-pronged strategy for reform Phased GST reduction: The study recommends lowering GST rates on critical waste streams — such as metal scrap, plastics and e-waste — from 18 per cent to 12 per cent in the short term, with a further reduction to 5 per cent. This would encourage and incentivise compliance while maintaining revenue neutrality. Integration of the informal sector: Even a 50 per cent reduction in informal sector participation, combined with a 12 per cent GST rate, could generate Rs 62,384 crore in net revenue by 2035. The report proposes integrating informal workers into government schemes and providing access for them to subsidised loans, healthcare, and pensions. EPR-GST integration: To strengthen Extended Producer Responsibility (EPR) compliance, the report suggests linking GST benefits to verified recycling. Producers who meet EPR targets through formal channels could receive tax rebates, creating a self-reinforcing cycle of compliance and transparency. NGO and CSO integration for sectoral transformation: The study emphasises the crucial role of non-governmental organisations and civil society organisations in bridging the gap between informal workers and formal systems. NGOs with established networks in waste management communities can facilitate skill development programmes, provide financial literacy training, and help workers access government schemes. CSOs can serve as intermediaries, helping informal operators understand compliance requirements while advocating for their rights and safety standards. This collaborative approach ensures that formalisation does not displace existing workers, instead it upgrades their working conditions and economic opportunities through structured support systems. Goswami, who is the report’s lead author, says: “Our analysis proves that the status quo is unsustainable. The government loses double what it collects from the waste sector today — a deficit that will only worsen. By lowering GST rates and formalising the sector, we can turn this into a Rs-1.8 lakh crore opportunity while advancing environmental and social justice. This report provides the roadmap; now we need the political will to implement it.”

Industrial Pollution

कबाड़ करा रहा देश को 65000 करोड़ का नुकसान? बस कम हो जाए ये एक चीज तो बदल जाएगी तस्वीर!

देश में ठोस कचरे के प्रबंधन पर 18 फीसदी जीएसटी लगने से न केवल पर्यावरण के अनुकूल रिसाइक्लिंग प्रक्रिया प्रभावित हो रही है, बल्कि सरकार को हर साल भारी राजस्व नुकसान भी उठाना पड़ रहा है. ‘सेंटर फॉर साइंस एंड एनवायरनमेंट’ (CSE) की एक ताजा रिपोर्ट के मुताबिक, इस ऊंची कर दर के कारण कबाड़ खरीदने-बेचने वाले छोटे कारोबारी टैक्स देने से बचते हैं और नकद लेन-देन को तरजीह देते हैं. सालाना 65,000 करोड़ का टैक्स घाटा रिपोर्ट के अनुसार, इस व्यवस्था से सरकार को करीब 65,000 करोड़ रुपये सालाना का जीएसटी घाटा हो रहा है, जो 2035 तक बढ़कर 86,700 करोड़ रुपये तक पहुंच सकता है. इससे संगठित कारोबारियों के लिए प्रतिस्पर्धा करना भी मुश्किल हो जाता है, क्योंकि असंगठित कारोबार टैक्स का बोझ नहीं उठाते. अध्ययन में बताया गया कि धातु, प्लास्टिक, ई-कचरा और औद्योगिक उप-उत्पादों पर समान 18% जीएसटी लगाने से रिसाइक्लिंग को बढ़ावा देने के प्रयास कमजोर पड़ते हैं. CSE के औद्योगिक प्रदूषण इकाई के कार्यक्रम निदेशक निवित के. यादव ने कहा कि मौजूदा टैक्स ढांचा नए और रिसाइकल्ड उत्पादों में कोई अंतर नहीं करता, जिससे रिसाइकल्ड सामान महंगा पड़ता है और बाजार में उसकी मांग घटती है. 2030 तक 40 फीसदी स्टील कबाड़ से बनाने का टारगेट संस्था के कार्यक्रम प्रबंधक शुभ्रजीत गोस्वामी ने राष्ट्रीय इस्पात नीति का हवाला देते हुए कहा कि 2030 तक 40% इस्पात उत्पादन कबाड़ से करने का लक्ष्य है, लेकिन मौजूदा कर दरें छोटे कारोबारियों को संगठित ढांचे में आने से रोकती हैं. रिपोर्ट में सुझाव दिया गया है कि धातु, प्लास्टिक और ई-कचरे पर जीएसटी को चरणबद्ध तरीके से पहले 12% और फिर 5% तक लाया जाए. साथ ही, असंगठित क्षेत्र के कामगारों को संगठित दायरे में लाकर उन्हें सामाजिक सुरक्षा, स्वास्थ्य सेवाएं और सस्ते ऋण की सुविधा दी जानी चाहिए.

Industrial Pollution

कबाड़ पर अधिक जीएसटी से देश की अर्थव्यवस्था को नुकसानः सीएसई अध्ययन

ठोस कचरे के प्रबंधन पर लागू 18 प्रतिशत जीएसटी को घटाने की सिफारिश करते हुए एक अध्ययन में कहा गया है कि इससे सरकार को सालाना करीब 65,000 करोड़ रुपये का नुकसान हो रहा है। साथ ही इससे कबाड़ का पर्यावरण अनुकूल तरीके से प्रबंधन भी प्रभावित हो रहा है। शोध संस्थान ‘सेंटर फॉर साइंस एंड एनवायरनमेंट’ (सीएसई) की मंगलवार को जारी एक रिपोर्ट कहती है कि कबाड़ खरीदने-बेचने वाले छोटे कारोबारी 18 प्रतिशत माल एवं सेवा कर (जीएसटी) का बोझ नहीं उठा सकते हैं लिहाजा वे नकद में लेनदेन करते हैं और कर नहीं चुकाते हैं। रिपोर्ट कहती है कि कबाड़ कारोबार में असंगठित क्षेत्र के इस दबदबे से सालाना करीब 65,000 करोड़ रुपये का जीएसटी नुकसान होता है, जो वर्ष 2035 तक बढ़कर 86,700 करोड़ रुपये तक पहुंच सकता है। रिपोर्ट के मुताबिक, धातु, प्लास्टिक, ई-कचरा और औद्योगिक उप-उत्पादों पर समान रूप से 18 प्रतिशत कर लगाने से अपशिष्ट पुनर्चक्रण (रिसाइक्लिंग) को बढ़ावा देने के प्रयास कमजोर पड़ते हैं। सीएसई की औद्योगिक प्रदूषण इकाई के कार्यक्रम निदेशक निवित के. यादव ने कहा कि मौजूदा जीएसटी व्यवस्था में नए और पुनर्चक्रित उत्पादों में कोई भेदभाव नहीं होने से पर्यावरण के अनुकूल पुनर्चक्रित उत्पाद महंगे पड़ते हैं। संस्था के कार्यक्रम प्रबंधक शुभ्रजीत गोस्वामी ने कहा कि राष्ट्रीय इस्पात नीति के तहत वर्ष 2030 तक 40 प्रतिशत इस्पात उत्पादन कबाड़ से होना है, लेकिन मौजूदा कर दरें छोटे कारोबारियों के लिए संगठित ढंग से कामकाज को अलाभकारी बना रही हैं। अध्ययन में कहा गया है कि धातु, प्लास्टिक और ई-कचरे पर जीएसटी को चरणबद्ध तरीके से घटाकर पहले 12 प्रतिशत और फिर पांच प्रतिशत पर लाया जाए। साथ ही असंगठित क्षेत्र के कामगारों को संगठित दायरे में लाकर उन्हें सामाजिक सुरक्षा, स्वास्थ्य सेवाएं और सस्ती ऋण सुविधा देने का भी सुझाव दिया गया है। रिपोर्ट के मुताबिक, जीएसटी दर घटाकर और आधे असंगठित कारोबारियों को संगठित क्षेत्र में लाने से वर्ष 2035 तक 62,000 करोड़ रुपये से अधिक का शुद्ध राजस्व प्राप्त किया जा सकता है।

Industrial Pollution

Slashing GST on waste can unlock Rs 1.8 lakh crore, high tax hurting circular economy goals—CSE

The Indian government is sitting on a hidden revenue of lakhs of crores—from the waste recycling sector, the Centre for Science and Environment (CSE) has said in a new report released Tuesday, arguing that reducing 18% Goods and Services Tax (GST) on several crucial waste categories could bring in Rs 1.8 lakh crore in additional revenue by 2035. Under the GST framework in India, scrap materials are treated as goods, and they are subject to GST when sold or traded. Further, the waste management sector in India is divided into the formal and informal sector. The formal sector consists of registered businesses that follow tax regulations, including GST, while the informal sector operates outside this framework. “Most small dealers who collect scrap cannot afford an 18% GST, so they keep their transactions cash-based and untaxed,” CSE said in a release on the report. “These unrecorded transactions lead to estimated Rs 65,000 crore annual GST losses for the government.” The report, titled ‘Relax the Tax: Facilitating Waste Circularity Ecosystem through GST Rationalization’, states how heavy GST rates on different products obstruct the circular economy around waste recycling in India. From the same tax rates for virgin and recycled products, to a high 18% GST on metal scrap, plastic waste and e-waste, the report explains how the existing GST regime doesn’t incentivise and actively hinders waste recycling. Waste recycling and circular economy are seen as pillars of India’s sustainable development policies, with Union Minister for Environment Bhupender Yadav announcing this March that India’s circular economy could create $2 trillion in market value by 2050. Initiatives like the NITI Aayog’s Circular Economy Cell and Circular Economy Action Plans for different waste categories like plastic, e-waste, industrial waste, hazardous waste and metal waste indicate the government’s efforts towards this end.

Industrial Pollution

High GST on scrap, e-waste hurting India's circular economy: CSE study

he steep GST of 18 per cent levied on several crucial waste categories has become an obstacle in the sustainable management of solid waste in India and is also leading to revenue losses of around Rs 65,000 crore, according to a new study published on Tuesday. The study by think tank Centre for Science and Environment (CSE) finds that small dealers who collect scrap cannot afford an 18-per cent GST, so they keep their transactions cash-based and untaxed. This not only deprives the government of revenue but also distorts the market, as compliant businesses struggle to compete with tax-evading informal operators.

Industrial Pollution

Rajpura Plant: Lowest Emission Intensity

Nabha Power Limited (NPL) on Wednesday said its Rajpura thermal power plant has been named as the country's best-performing supercritical coal-based thermal power plant for emission intensity by think tank '? Centre for Science and Environment (CSE). It said it is in the below 800MW capacity unit category. NPL is a wholly-owned subsidiary of Larsen & Toubro. The thermal power plant is located in Punjab's Patiala district.

Industrial Pollution

Rajpura Thermal Plant Tops Emission Efficiency Charts

Nabha Power Limited's Rajpura thermal power plant has been distinguished as the best-performing supercritical coal-based thermal facility in India concerning emission intensity, according to the Centre for Science and Environment (CSE). This recognition comes under the below 800MW capacity unit category. A subsidiary of Larsen & Toubro, the plant is situated in Punjab's Patiala district. In its recent 'Decarbonizing the Coal-based Thermal Power Sector in India: A Roadmap' report, CSE highlighted the Rajpura plant's impressive 0.84 tonne/MWh emission factor, surpassing the average national figure of 0.97 tonne/MWh. Additionally, the plant boasts the industry's lowest auxiliary power consumption rate at 4.62%.

Down To Earth

‘Not number but where tigers thrive matters’

Madhya Pradesh — often hailed as India's ‘Tiger State' — leads the nation in tiger numbers. But with this success comes the challenge of managing a growing big cat population, maintaining ecological balance, and tackling persistent human-wildlife conflict. Adding to the complexity are rapid diversions of forest land for non-forest use, encroachments into key corridors, and the mounting pressures of climate change. In this context, P Naveen spoke with additional principal chief conservator of forests (wildlife), MP, L Krishnamurthy. In a candid discussion, he outlined the department's focus areas — from strengthening corridors and improving habitats to using technology and empowering communities — and shared his vision for the state's tiger conservation journey. Excerpts from the interview… How many are too many? When it comes to tiger numbers in the state, what is Madhya Pradesh's target population? n We can't fix the numbers. The department is focusing on consolidating the landscape through protection, habitat management, corridor management, and community engagement in wildlife conservation. That said, we still have some tiger reserves and forest areas, like the proposed Omkareshwar Wildlife Sanctuary, where more tigers can be supported. The main focus is on landscape consolidation rather than chasing a specific number. How many tigers can Madhya Pradesh realistically support without leading to excessive human-wildlife conflict? n Tiger numbers can be estimated based on the ecological carrying capacity of each tiger reserve and protected area. However, it's equally important to consider the social carrying capacity — that is, the willingness and ability of communities to coexist with large carnivores. Our goal is to keep tiger populations connected through functional corridors, which helps reduce conflict in and around tiger reserves. What plans are in place to manage the tiger population as it approaches the state's ecological carrying capacity? n Under the leadership of the chief minister, we have expanded our network of protected areas by adding new tiger reserves and sanctuaries. We've also developed comprehensive strategies including the State Wildlife Action Plan, a State Elephant Management Plan, and the use of Artificial Intelligence in wildlife monitoring and conflict reduction. We're also promoting ecotourism, creating livelihood opportunities, and running awareness programs. Each tiger reserve has a Tiger Conservation Plan, and protected areas are governed by detailed management plans. The State of India's Environment 2025 report by CSE states that Madhya Pradesh has diverted the highest amount of forest land (38,553 hectares) for non-forest use. How much of this diversion occurred within designated tiger corridors or ecologically sensitive zones? n In cases where land is diverted from within corridor areas, we receive equivalent revenue land under the Forest Conservation Act (FCA) provisions. Additionally, mitigation measures are implemented to ensure that wildlife movement is not disrupted, following the recommendations of the State Board for Wildlife (SBWL) and the National Board for Wildlife (NBWL). The proportion of land diverted from within Ecologically Sensitive Zones (ESZs) and tiger corridors is a small fraction of the total—excluding Panna, where we've taken a landscape-level approach with the Greater Panna Landscape Management Plan.

Industrial Pollution

GST Hindrance in India's Waste Management: A Call for Tax Reforms

According to a study by the Centre for Science and Environment (CSE), an 18% GST on crucial waste categories is obstructing sustainable waste management in India and causing revenue losses amounting to Rs 65,000 crore. The high tax rate forces small scrap dealers to operate informally, bypassing the formal tax system. The study highlights how the informal sector, handling up to 90% of certain waste streams like e-waste and metal scrap, leads to an estimated annual GST loss of Rs 65,000 crore. If unchecked, this figure could swell to Rs 86,700 crore by 2035, overshadowing circular economy efforts. Experts suggest reducing GST rates on metal scrap, plastics, and e-waste from 18% to 12% or even 5% to promote compliance and sustain revenue neutrality. They call for formalizing informal workers through integration into government schemes and tying GST benefits to EPR compliance to motivate recycling efforts.

Clean Air & Sustainable Mobility

Can Tesla, VinFast and other foreign EV firms thrive in the Indian market?

Ms Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, said: “For India, electrification is not just an opportunity to clean up the environment, but it is also an industrial opportunity.” As growth in electric vehicle (EV) sales slows down in the US and Europe, competition is accelerating in India’s nascent electric car market with the entry of billionaire Elon Musk’s Tesla and Asian carmakers, such as Vietnam’s VinFast and China’s Leapmotor. India is the world’s third-largest car market in terms of domestic vehicle sales, and it is predicted to overtake the US and China to become the largest by 2030. The government hopes that electric cars will make up 30 per cent of total car sales by then, up from a mere 2.5 per cent out of the 4.3 million cars sold in 2024. But India is also a challenging market with price-conscious consumers, limited charging infrastructure, difficult road conditions, and high import duties on foreign cars. Telsa drove into the Indian market in July with two variants of its Model Y, a popular electric sport utility vehicle (SUV), which come with a hefty starting price tag of around US$70,000 (S$90,000), compared with just US$37,490 in the US, according to Forbes India. A key reason was the import duty, which can rise to 110 per cent, making the SUV more expensive in India than in many other countries. Tesla, which is currently operating in Mumbai and plans to expand to Delhi, is testing the market, said Mr Srihari Mulgund, India new age mobility partner at EY-Parthenon India, a consulting company. “They are trying to see how the market perceives the product. There will be learning, and it will help them develop an India product strategy,” he noted. The government is working to expand infrastructure for charging EVs, which will be key to their acceptance. More than 12,000 EV charging stations were in use nationwide in 2024, and the government aims to have 3.9 million by 2030. Leading up to Tesla’s entry on July 15, Mr Musk had criticised the high import duties, remarking that they were “the highest in the world by far, of any large country”. The US is negotiating lower automotive tariffs as part of the India-US trade deal. Tesla, which competes in the luxury EV sector, has ruled out manufacturing in India, according to Heavy Industries Minister H.D. Kumaraswamy. Operating on a different model in another part of the cost spectrum is Vietnamese EV-maker VinFast, which was named one of Time’s 100 most influential companies in 2024. It is taking orders for two premium SUVs, which will be priced in the range of 1.8 million rupees (S$26,500) to 3.5 million rupees, according to Indian media reports. VinFast opened its first showroom in the city of Surat, in the western state of Gujarat, on July 27, and its second in the city of Chennai, in the southern state of Tamil Nadu, on Aug 2. It has also tied up with local partners to create a charging network and for after-sales service, with plans to launch 35 dealerships by the year end in 27 cities. According to VinFast’s press release, its car assembly plant in Tamil Nadu is the company’s third operational facility globally. The facility, which is part of a 160 billion rupee investment pact inked between VinFast and the Tamil Nadu government in 2024, will initially make 50,000 vehicles per year. VinFast Asia chief executive Pham Sanh Chau told NDTV news channel: “This plant lays a solid foundation for us to make Tamil Nadu not just a manufacturing hub for India, but also VinFast’s largest export base for South Asia, the Middle East and Africa.” Mr Puneet Gupta, director for India and Asean markets at S&P Global Mobility, said: “Tesla and VinFast will both serve as catalysts in driving up EV market share in India. They are expected to attract greater attention from consumers towards electric vehicles and help increase confidence in EV technology.” Chinese automobile start-up Leapmotor’s electric cars are also being launched in India, by multinational automotive manufacturing corporation Stellantis, which will assemble the vehicles. India is hoping that such assembly plants, which are at the lower end of manufacturing, will be the starting point for building a manufacturing ecosystem of EVs. While domestic EV manufacturers are keen to protect their turf, the government is encouraging foreign carmakers to come to India and make it their EV manufacturing hub in the region. Consumers with higher purchasing power are turning to EVs Sales of electric cars are inching up in India, the world’s fourth-largest economy. In 2024, 99,165 electric cars were sold, which is a 20 per cent increase over the previous year, according to the Federation of Automobile Dealers Associations. EV growth in India has been led by two- and three-wheelers that accounted for a majority of the over two million EVs sold in 2024. The growth is not coming from the entry-level segment, but SUVs – where cars start at around one million rupees – and the premium segment. Consumers with more purchasing power, who own more than one car and are aware of environmental concerns, are likely leading the trend, said analysts. When Mr Surinder Gera decided to replace his 11-year-old diesel car with an electric SUV, he spent as much time convincing his 21-year-old son, with whom he runs the family clothing manufacturing business, as he did researching cars and the charging infrastructure. The family already owns a petrol car. “He told me it’s too much of a risk, as we travel a lot for our business. But I convinced him. I wanted to bring down my family’s carbon footprint,” said the 47-year-old businessman, who is based in the northern Indian city of Ludhiana. In addition, Mr Gera charted every location he had visited in the last five years to see whether charging stations were present along each route. He settled on an SUV made by domestic automobile company Mahindra & Mahindra, which fell within his budget. Mahindra’s electric car line-up starts at around 1.5 million rupees. Vocal for local Unlike in other parts of the world, where Chinese EV companies have been rapidly increasing their market share, domestic manufacturers dominate the market in India. China’s BYD’s, the world’s biggest EV-maker, had a US$1 billion investment plan rejected in 2023 amid geopolitical tensions between India and China. So BYD scaled down its plans for India and relies on its assembly plant in the southern city of Chennai, which has an annual capacity of 10,000 to 15,000 units. BYD also imports many of the cars it sells in India. Things may improve for Chinese companies as China and India seek to repair ties following a 2020 clash on their border. Tata leads with over half of the market share in the electric car segment, followed by MG Motor, which is a joint venture between India’s JSW Group and China’s Saic Motor. They are followed by Mahindra & Mahindra and China’s BYD. Tata Motors, which once had a 70 per cent share, is finding its dominance in the Indian market challenged as more competitors come in with new car models and offer innovations like allowing buyers to lease EV batteries. In response, Tata Motors plans to have around 15 models by 2030. Mahindra & Mahindra in 2024 also announced plans to introduce seven new EVs by 2030. Long and winding road for foreign car brands Newcomers face a squeeze between the competition and aspirational buyers who want multiple features at a low price, said EY’s Mr Mulgund. “India is a very heterogeneous market. There is the rural and urban divide. Building up a dealership and service is no mean feat, and finding the right partners takes time. It can be built, but it’s a longer gestation period,” he said. “The (EV) market is not massive. Price becomes a critical part of any proposition. Indian customers are also ambitious. They want a car at the right price point but want all the bells and whistles. That is a difficult proposition to beat. You need a certain level of scale to deliver that.” Government push In order to push foreign carmakers to manufacture in India, the government in 2025 launched the Scheme to Promote Manufacturing of Electric Passenger Cars in India. Under the scheme, Customs duty is cut to 15 per cent, provided that automakers invest a minimum of 41.5 billion rupees within three years. They can then import 8,000 electric cars with a cost, insurance and freight value of US$35,000 subject to the 15 per cent tax per car. So far, Tesla has not shown interest, while other car manufacturers such as Mercedes-Benz, Skoda-Volkswagen, Hyundai and Kia have indicated interest, according to Mr Kumaraswamy, the minister. Volvo Car India’s managing director Jyoti Malhotra told news agency Press Trust of India that, given the level of investment required, the company would do best to continue to assemble its cars in India, as it is doing, for now. As more benefits are seen, and we anticipate bigger scale, then we can evaluate others, he said. For India, going electric is an environmental imperative, given how pollution levels are climbing in its urban centres. According to the World Air Quality Report 2024 by Swiss air-quality technology company IQAir, Delhi is the most polluted capital city in the world and India is the world’s fifth-most polluted country, down from No. 3 in 2023. Vehicular emissions contributed 51.5 per cent to Delhi’s pollution. Delhi has banned 10-year-old diesel and 15-year-old petrol cars, and on July 1, banned even the refuelling of such cars. Ms Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, said: “For India, electrification is not just an opportunity to clean up the environment, but it is also an industrial opportunity.” She noted that the government, apart from implementing manufacturing schemes needed to strengthen charging infrastructure, also needed to incentivise consumers more, citing measures like free parking for EVs. “In India, you require industry to develop its manufacturing capacity adequately. You need a supply chain of critical minerals and battery manufacturing. But the supply chain will evolve only if the (automobile) industry perceives there is a demand in the market. Both have to go hand in hand.”

Clean Air & Sustainable Mobility

Can Tesla, VinFast and other foreign EV firms thrive in the Indian market?

Clean Air & Sustainable Mobility

Can Tesla, VinFast and other foreign EV firms thrive in the Indian market?

Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, said: “For India, electrification is not just an opportunity to clean up the environment, but it is also an industrial opportunity.” As growth in electric vehicle (EV) sales slows down in the US and Europe, competition is accelerating in India’s nascent electric car market with the entry of billionaire Elon Musk’s Tesla and Asian carmakers, such as Vietnam’s VinFast and China’s Leapmotor. India is the world’s third-largest car market in terms of domestic vehicle sales, and it is predicted to overtake the US and China to become the largest by 2030. The government hopes that electric cars will make up 30 per cent of total car sales by then, up from a mere 2.5 per cent out of the 4.3 million cars sold in 2024. But India is also a challenging market with price-conscious consumers, limited charging infrastructure, difficult road conditions and high import duties on foreign cars. Tesla drove into the Indian market in July with two variants of its Model Y, a popular electric sport utility vehicle (SUV), which come with a hefty starting price tag of around US$70,000, compared with just US$37,490 in the US, according to Forbes India. A key reason was the import duty, which can rise to 110 per cent, making the SUV more expensive in India than in many other countries. Tesla, which is currently operating in Mumbai and plans to expand to Delhi, is testing the market, said Srihari Mulgund, India new age mobility partner at EY-Parthenon India, a consulting company. “They are trying to see how the market perceives the product. There will be learning, and it will help them develop an India product strategy,” he noted. The government is working to expand infrastructure for charging EVs, which will be key to their acceptance. More than 12,000 EV charging stations were in use nationwide in 2024, and the government aims to have 3.9 million by 2030. Leading up to Tesla’s entry on July 15, Musk had criticised the high import duties, remarking that they were “the highest in the world by far, of any large country”. The US is negotiating lower automotive tariffs as part of the India-US trade deal. Tesla, which competes in the luxury EV sector, has ruled out manufacturing in India, according to Heavy Industries Minister H. D. Kumaraswamy. Operating on a different model in another part of the cost spectrum is Vietnamese EV-maker VinFast, which was named one of Time’s 100 most influential companies in 2024. It is taking orders for two premium SUVs, which will be priced in the range of 1.8 million rupees (US$20,561) to 3.5 million rupees, according to Indian media reports. VinFast opened its first showroom in the city of Surat, in the western state of Gujarat, on July 27, and its second in the city of Chennai, in the southern state of Tamil Nadu, on Aug 2. It has also tied up with local partners to create a charging network and for after-sales service, with plans to launch 35 dealerships by the year end in 27 cities. According to VinFast’s press release, its car assembly plant in Tamil Nadu is the company’s third operational facility globally. The facility, which is part of a 160 billion rupee investment pact inked between VinFast and the Tamil Nadu government in 2024, will initially make 50,000 vehicles per year. VinFast Asia chief executive Pham Sanh Chau told NDTV news channel: “This plant lays a solid foundation for us to make Tamil Nadu not just a manufacturing hub for India, but also VinFast’s largest export base for South Asia, the Middle East and Africa.” Puneet Gupta, director for India and Asean markets at S&P Global Mobility, said: “Tesla and VinFast will both serve as catalysts in driving up EV market share in India. They are expected to attract greater attention from consumers towards electric vehicles and help increase confidence in EV technology.” Chinese automobile start-up Leapmotor’s electric cars are also being launched in India, by multinational automotive manufacturing corporation Stellantis, which will assemble the vehicles. India is hoping that such assembly plants, which are at the lower end of manufacturing, will be the starting point for building a manufacturing ecosystem of EVs. While domestic EV manufacturers are keen to protect their turf, the government is encouraging foreign carmakers to come to India and make it their EV manufacturing hub in the region. In 2024, 99,165 electric cars were sold, which is a 20 per cent increase over the previous year, according to the Federation of Automobile Dealers Associations. EV growth in India has been led by two- and three-wheelers that accounted for a majority of the over two million EVs sold in 2024. The growth is not coming from the entry-level segment, but SUVs – where cars start at around one million rupees – and the premium segment. Consumers with more purchasing power, who own more than one car and are aware of environmental concerns, are likely leading the trend, said analysts. When Surinder Gera decided to replace his 11-year-old diesel car with an electric SUV, he spent as much time convincing his 21-year-old son, with whom he runs the family clothing manufacturing business, as he did researching cars and the charging infrastructure. The family already owns a petrol car. “He told me it’s too much of a risk, as we travel a lot for our business. But I convinced him. I wanted to bring down my family’s carbon footprint,” said the 47-year-old businessman, who is based in the northern Indian city of Ludhiana. In addition, Gera charted every location he had visited in the last five years to see whether charging stations were present along each route. He settled on an SUV made by domestic automobile company Mahindra & Mahindra, which fell within his budget. Mahindra’s electric car line-up starts at around 1.5 million rupees. Unlike in other parts of the world, where Chinese EV companies have been rapidly increasing their market share, domestic manufacturers dominate the market in India. China’s BYD’s, the world’s biggest EV-maker, had a US$1 billion investment plan rejected in 2023 amid geopolitical tensions between India and China. So BYD scaled down its plans for India and relies on its assembly plant in the southern city of Chennai, which has an annual capacity of 10,000 to 15,000 units. BYD also imports many of the cars it sells in India. Things may improve for Chinese companies as China and India seek to repair ties following a 2020 clash on their border. Tata leads with over half of the market share in the electric car segment, followed by MG Motor, which is a joint venture between India’s JSW Group and China’s Saic Motor. They are followed by Mahindra & Mahindra and China’s BYD. Tata Motors, which once had a 70 per cent share, is finding its dominance in the Indian market challenged as more competitors come in with new car models and offer innovations like allowing buyers to lease EV batteries. In response, Tata Motors plans to have around 15 models by 2030. Mahindra & Mahindra in 2024 also announced plans to introduce seven new EVs by 2030. Newcomers face a squeeze between the competition and aspirational buyers who want multiple features at a low price, said EY’s Mulgund. “India is a very heterogeneous market. There is the rural and urban divide. Building up a dealership and service is no mean feat, and finding the right partners takes time. It can be built, but it’s a longer gestation period,” he said. “The (EV) market is not massive. Price becomes a critical part of any proposition. Indian customers are also ambitious. They want a car at the right price point but want all the bells and whistles. That is a difficult proposition to beat. You need a certain level of scale to deliver that.” In order to push foreign carmakers to manufacture in India, the government in 2025 launched the Scheme to Promote Manufacturing of Electric Passenger Cars in India. Under the scheme, Customs duty is cut to 15 per cent, provided that automakers invest a minimum of 41.5 billion rupees within three years. They can then import 8,000 electric cars with a cost, insurance and freight value of US$35,000 subject to the 15 per cent tax per car. So far, Tesla has not shown interest, while other car manufacturers such as Mercedes-Benz, Skoda-Volkswagen, Hyundai and Kia have indicated interest, according to Kumaraswamy, the minister. Volvo Car India’s managing director Jyoti Malhotra told news agency Press Trust of India that, given the level of investment required, the company would do best to continue to assemble its cars in India, as it is doing, for now. "As more benefits are seen, and we anticipate bigger scale, then we can evaluate others," he said. For India, going electric is an environmental imperative, given how pollution levels are climbing in its urban centres. According to the World Air Quality Report 2024 by Swiss air-quality technology company IQAir, Delhi is the most polluted capital city in the world and India is the world’s fifth-most polluted country, down from No. 3 in 2023. Vehicular emissions contributed 51.5 per cent to Delhi’s pollution. Delhi has banned 10-year-old diesel and 15-year-old petrol cars, and on July 1, banned even the refuelling of such cars. Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, said: “For India, electrification is not just an opportunity to clean up the environment, but it is also an industrial opportunity.” She noted that the government, apart from implementing manufacturing schemes needed to strengthen charging infrastructure, also needed to incentivise consumers more, citing measures like free parking for EVs. “In India, you require industry to develop its manufacturing capacity adequately. You need a supply chain of critical minerals and battery manufacturing. But the supply chain will evolve only if the (automobile) industry perceives there is a demand in the market. Both have to go hand in hand.” - The Straits Times/ANN

DTE - Web

Extreme Weather In Uttarakhand: Worst Monsoon In Four Years Brings Deadly Floods And Landslides

Uttarakhand is experiencing its most severe monsoon in four years, with extreme weather in Uttarakhand recorded on 65% of days from June 1 to August 5, 2025. Due to climate change, unregulated growth of infrastructure, and poor early warning systems, the acute flash floods and landslides of the season have caused disastrous loss of life. So far, at least 53 people have died, and over 60 people are missing in Dharali village, Uttarkashi. Researchers warn that the worst may not be behind us, and that we must understand why this has occurred, the damage it will do, and how we can prevent it. How Does This Year’s Monsoon Compare to Previous Years? The intensity of the 2025 monsoon is unmatched in recent years. Data from Down To Earth (DTE) and the Centre for Science and Environment (CSE) shows a consistent increase in extreme weather days: