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Historical Rainwater Practices Revived for Climate Resilience

Droughts and floods are increasingly common and severe worldwide, often due to extreme rainfall patterns. Monsoon regions, which have adapted to cycles of drought and abundance for centuries, offer valuable insights into rainwater monitoring and conservation. In Korea, a significant lesson emerges from the 15th century. During King Sejong's reign in 1441, the nation developed the world's first official rain gauge, the cheugugi, a copper cylindrical instrument. This innovation was accompanied by the creation of a state-administered rain monitoring network. On September 3 of that year, as recorded in the Annals of the Choson Dynasty — a UNESCO Memory of the World record — local magistrates were tasked with measuring rainfall and reporting findings to the central government. This initiative marked one of the earliest examples of climate data governance, viewing rain as a measurable, manageable, and communal resource — a public good to be respected. India also boasts a deep history of rainwater harvesting, tracing back to the Vedic period and the Indus–Sarasvati Valley civilisation (3,000–1,500 BC) through to the 19th century. Indian communities across diverse ecological zones established decentralized systems to collect and store rainwater, such as the sophisticated reservoirs found at the archaeological site of Dholavira in Gujarat. Historical records, including ancient inscriptions, temple documents, and folk traditions, reveal that these systems were engineered and governed, with set rules for sharing and maintaining water as a communal asset. While these practices waned during colonial rule, they are being revitalized by local communities, government initiatives, and NGOs today. The revival of traditional wells is gaining traction, especially in urban areas grappling with water shortages. In Bengaluru, southern India, communities are employing traditional well-digging techniques to access shallow aquifers. These efforts frequently receive support from various levels of government and organizations like Biome Environmental Trust, Aga Khan Trust for Culture, Indian National Trust for Art and Cultural Heritage, and the Centre for Science and Environment. The current Indian prime minister has also initiated the Jal Shakti Abhiyan: Catch the Rain campaign to bolster community-led rainwater harvesting nationwide. In Korea, there is a burgeoning revival of this ancient knowledge in contemporary settings. Urban projects like the Star City rainwater management system show promise, yet the movement to restore traditional practices, such as rainwater harvesting, is still gaining momentum. In Cambodia, the Rain School Initiative empowers students and teachers to manage rainwater for both drinking and climate education purposes. Rainwater represents not only a technical solution but also a cultural key to resilience, offering autonomy, sustainability, and hope. This is why the proposal to establish UN Rain Day on September 3 exists. This date honors Korea's historical contribution to rain monitoring and celebrates global rain literacy. It is a symbolic reminder of how rain has shaped human civilizations and its potential to influence our future — if we embrace the wisdom of water. International designations, like World Water Day (March 22) and World Toilet Day (November 19), have successfully raised awareness and driven global action. A UN Rain Day would highlight rain as a crucial but often overlooked resource, especially important for climate adaptation in monsoon regions and beyond.

ANALYSIS: High Stakes in Geneva as countries, experts discuss addressing plastic pollution

In response to the concerns regarding plastic pollution in both terrestrial and aquatic ecosystems worldwide, a diverse assembly comprising national governments, international organisations, civil society entities, private sector representatives, and academia will convene in Geneva, Switzerland’s capital city, from 5 to 14 August for the second part of the fifth session of the Intergovernmental Negotiation Committee (INC-5.2) meeting on plastic pollution. The primary objective of this assembly is to finalise an international, legally binding instrument to address plastic pollution, with particular attention to its impact on marine environments. According to the United Nations Environment Program (UNEP), in March 2022, at the resumed fifth session of the UN Environment Assembly (UNEA-5.2), a historic resolution was adopted to develop an international legally binding instrument on plastic pollution, including in the marine environment. The resolution (5/14) entitled “End plastic pollution: Towards an international legally binding instrument”, requested the Executive Director of UNEP to convene an Intergovernmental Negotiating Committee (INC) to develop “the instrument,” which is to be based on a comprehensive approach that addresses the full life cycle of plastic, including its production, design, and disposal. Based on this, UNEP said the INC commenced its work during the second half of 2022, with an ambitious target to complete the negotiations by the end of 2024, but this did not happen. Again, the third session (INC-3), which the UNEP said marked the process’s midway point from 13 to 19 November 2023 in Nairobi, Kenya, was followed by the fourth session (INC-4) from 23 to 29 April 2024 in Ottawa, Canada. The first part of the fifth session (INC-5.1) took place from 25 November to 1 December 2024 in Busan, Republic of Korea. Now, expectations are high, as critical stakeholders worry if the second part of the fifth session (INC-5.2), scheduled to take place in Geneva, will deliver stringent regulations to address the impacts of plastic pollution globally due to alleged significant pushbacks from industry lobbyists, particularly those from fossil fuel and chemical industry states. Plastic pollution concerns in Africa, Nigeria According to the World Health Organisation (WHO), annually, more than 400 million tons of plastic are produced globally. An estimated 19–23 million tons end up in lakes, rivers and seas. However, only less than 10 per cent of the world’s annual plastic production is recycled. In Africa, which produces only 5 per cent and consumes 4 per cent of global plastic, a growing population and urbanisation are driving an increase in single-use plastic, exacerbating environmental pollution and health threats. Meanwhile, Africa’s most populous nation, Nigeria, is among the countries facing a severe plastic pollution crisis, ranking as a top global polluter. Annually, an estimated 2.5 to 3.5 million tons of plastic waste are generated across Nigeria, with a decimal fraction being recycled. This often leads to widespread environmental damage, since plastics do not decay (are non-biodegradable), impacting both aquatic and terrestrial ecosystems, and posing risks to public health. If one looks into major drainages and corners of major cities and communities in Nigeria, the chances of finding empty water sachets and plastic bottles, as well as takeaway plastic packages, are significantly high. In the face of these growing concerns, several efforts are ongoing to address plastic pollution in Nigeria. One of the states leading this effort is Lagos, Nigeria’s commercial capital. Recently, the Lagos State Government announced that it has commenced full enforcement of its ban on certain single-use plastics (SUPs). Similarly, in June, the UNEP explained that they are working with the Nigerian government to introduce a series of regulations that will make companies that produce and use plastic packaging responsible for countering plastic pollution. Major dividing issues among negotiating blocs at INC As Parties seek to develop and finalise a legally binding international treaty on plastic pollution, a deep division has emerged over critical themes following the past four cycles of negotiations held. According to the Centre for Science and Environment (CSE), there are several concerns about whether the treaty should include caps on plastic production, inclusion of chemicals of concern and design standards for plastic products. Also, parties do not agree on the structure of finance mechanisms, including a possible primary polymer fee and remediation fund and whether measures should be mandatory or voluntary, and applied globally or nationally. Over the course of five rounds of negotiations of the Intergovernmental Negotiating Committee (INC), the CSE noted that member states have had ample opportunity to articulate their red lines, identify points of convergence, and highlight areas of substantive divergence. These discussions, the centre said, have laid the groundwork for the adoption of an international, legally binding instrument to end plastic pollution. However, the group said progress remains hindered by a persistent divide between oil and plastic-producing countries, many of which have pushed for a narrow focus on downstream waste management and a larger group of countries advocating for an ambitious, full life-cycle approach to plastic pollution. The experts said the current Chair’s text reflects this tension and that it presents a significantly diluted version of the treaty that was initially envisioned, shaped by the assertive positions and influence of fossil fuel-aligned states. “As a result, several critical provisions, such as those related to plastic production limits, toxic chemical phase-outs, and financing mechanisms, remain heavily bracketed or intentionally ambiguous,” a fresh report by the CSE released on Sunday, noted. Since the commencement of the fifth session, however, the report suggests there has been renewed momentum from parties after a number of countries submitted formal textual proposals on key articles of the draft treaty. These proposals, it said, have emerged from active bilateral and multilateral consultations, signaling a growing appetite among member states to move the process forward in Geneva. Meanwhile, in early July 2025, member states convened in Nairobi for consultations aimed at identifying potential landing zones, particularly for the more contentious articles of the draft treaty. Several of these articles saw the submission of fresh textual proposals by member states, reflecting evolving positions and efforts to bridge critical divides. Over 100 countries, including members of the “High Ambition Coalition,” backed binding reductions in plastic production. In contrast, the CSE said oil- and petrochemical-exporting nations, like Saudi Arabia and Russia, resisted such caps, emphasising waste management instead. Groups like India, Kuwait, and Saudi Arabia also opposed any changes to the consensus-based decision-making process, stalling agreement on procedural reforms. At the negotiation, Nigeria falls under the Africa Group. So far, Parties have expressed divergent views and demands under the different articles (about 20) referenced in the initial draft texts. For instance, deliberations around Article 1, dubbed as “Objectives” of the “Global Plastics Treaty”, reveal both a broad consensus on the need to end plastic pollution and divergent perspectives on the framing and ambition of this objective. “Most countries agree that the treaty should explicitly aim to protect human health and the environment, with many emphasising the need for a comprehensive, full life-cycle approach to plastics,” the CSE noted. It said countries such as Ghana (on behalf of the African Group), Rwanda, Bangladesh and Tuvalu (on behalf of PSIDS) advocate for a clear and strong reference to addressing plastic pollution throughout its entire life cycle from production to disposal. The groups highlight the importance of tackling not only plastic waste, but also upstream drivers like production volumes and product design. These positions, the CSE said, often reference marine environments and biodiversity, recognising the global and transboundary nature of plastic pollution. Brazil, Egypt and Indonesia also support the overarching goal of ending plastic pollution but tend to frame it within broader sustainable development or environmental protection narratives. Malaysia introduces circular economy considerations, suggesting that sustainable waste management and safer material cycles are integral to the treaty’s success. On the other hand, countries such as Iran, Kazakhstan and Kuwait call for greater sensitivity to national contexts. Iran emphasises legacy plastic pollution and the need for financial and technical support for developing countries. Kuwait and others express caution about expanding the treaty’s mandate too far, raising questions about overlap with other international health and environment frameworks.

Will your insurance survive the next storm? What most policies miss and how to fix it

India is now among the top five countries globally most affected by climate-related disasters. According to the India Meteorological Department and the Centre for Science and Environment, the country witnessed 314 extreme weather events in 2023 alone, resulting in over 3,000 fatalities and impacting nearly 2.5 crore people across 22 states. From flash floods and urban deluges to heatwaves and cyclones, the scale and frequency of such events are no longer exceptional — they’re a regular part of our reality. And yet, our insurance preparedness has not kept pace. Despite rising awareness and growing policy adoption, a large number of Indian households remain underinsured or incorrectly insured for the climate risks they actually face. Too often, policyholders assume that having an insurance plan automatically ensures protection. But in the wake of a disaster, many find out — too late — that their policy excludes the very thing they needed it for. Extreme Weather Is No Longer an Exception From Guwahati to Gurugram, India is facing a new normal: ● Monsoon rains flooding major urban centres like Delhi, Mumbai, and Bengaluru ● Heatwaves breaking decades-old records in states like Rajasthan and Uttar Pradesh ● Cyclones like Michaung and Biparjoy disrupting lives and infrastructure across eastern and western coasts

Why the number of bus users in Mumbai and Delhi has plummeted

Nilakshi Joshi’s day starts early. Every morning, she and her six-year-old son walk from their home in Shivaji Nagar, a massive cluster of slums in the east of Mumbai, to the nearest bus stop to board a red bus at 7 am. The bus is operated by Brihanmumbai Electric Supply and Transport, the city’s public bus company. Joshi and her son travel 5 km to his school, after which she returns home. A few hours later, at 11 am, she repeats this journey to pick him up. Like Joshi, Delhi resident Ramvati also relies entirely on the bus system for her daily commutes. Every morning, she travels around 2 km in a low-floor bus run by the Delhi Transport Corporation, from the densely built colony of Tughlaqabad Extension in south-east Delhi to high-rise apartment buildings where she is a domestic worker. She takes a bus back home at around 1.30 pm to pick her son up and drop him off at tuition classes after school. She waits an hour there, then heads back home with him. Both Ramvati and Joshi’s waits at their bus stops should not exceed 20 minutes, according to the timetables of the transport corporations of these cities. But when Scroll met them in late July, Joshi ended up waiting for 45 minutes before her bus arrived, and Ramvati for around an hour. Both said such delays were common. “I would have reached home by now had I gone walking, instead of all this waiting,” said Ramvati. But walking 2 km with her young son would not be easy. “If the bus comes on schedule, it would be so easy for us,” she said. Joshi said with the delays piling up, her commute ends up taking three to four hours of her day. But despite the poor service, the bus is the only feasible option for many residents. In Delhi, commuters such as Ramvati continue to use them because buses are free for women and cheaper than the metro and shared autos. In Mumbai, they are crucial because they have a wide network that extends deep into residential colonies – they also act as feeder transportation to local railway stations. The train is the backbone of public transport in the city, used by 70 lakh commuters each day. The struggle that Joshi and Ramvati face in their daily commutes is reflected in stark statistics: ridership numbers in both cities have dropped sharply. In Mumbai, since 2011, daily ridership has fallen by 44% – from 35.8 lakh to just over 20 lakh. In Delhi, meanwhile, between 2019 and 2023, daily ridership fell around 19% from 51.02 lakh to 41.41 lakh. Even as the two cities have taken different approaches to managing their fleets, the availability of buses in both has fallen short of the benchmark set by the union ministry of housing and urban affairs. According to this standard, there should be 60 buses for every one lakh residents for cities with populations of more than 20 lakh, such as Mumbai and Delhi. But Delhi has only around 45 buses for every lakh residents and Mumbai, around 21.6 for every lakh, said Sayan Roy, who works at the sustainable mobility programme at the Centre for Science and Environment. “The buses have not been able to match the increasing populations arriving in cities of Mumbai and Delhi,” Roy said. This is the second part in our ‘Urban Immobility’ series. Mumbai’s declining fleet In fact in Mumbai, not only have the number of buses failed to match the rise in population, the number has actually fallen by around 40% since 2011. That year, the fleet consisted of 4,385 buses. Today, only 2,594 buses are in operation, data from the Brihanmumbai Electric Supply and Transport shows. Part of the reason the government has cut fleet numbers is the poor financial health of the corporation: it saw losses rise from Rs 336 crore in 2021-’22 to Rs 1,038 crore in 2022-’23, according to a report by Aamchi Mumbai Aamchi BEST, a citizen-led group for bus commuters. “This is one of the reasons why state undertakings are not able to buy more buses to improve poor frequency,” said Roy. The fact that the service was “loss-making” was also a key reason why the municipal corporation, which provides financial aid to Brihanmumbai Electric Supply and Transport, in 2017 proposed a new model of “wet-leasing”. Under this arrangement, it would pay private operators to provide it with buses, as well as drivers, conductors and other staff and services. Today, of the city’s total fleet, 16% are owned by the Brihanmumbai Electricity Supply and Transport, while 84% are privately owned. Privatisation “is where the problem began”, said Hussain Indorewala, an urban researcher, who is a member of Aamchi Mumbai Aamchi BEST. Indorewala explained that with this change, services deteriorated. Since the government was paying private players a minimal fee, he said, the operators have been cutting corners and compromising on services and maintenance to widen their profit margins. This has increased disruptions, he said. An Aamchi Mumbai Aamchi BEST report published in November 2024 noted that the bus system had been seeing “defaulting contractors, breakdown of buses, discontented workers, inconvenienced commuters, inadequate and poor quality services, and an incapacitated public sector”. Jagnarayan Gupta, general secretary of BEST Kamgar Sanghatana, a union of drivers and conductors, said private operators also do not have adequate numbers of drivers and conductors. “Sometimes buses are delayed or cancelled due to non availability of staff,” he said. “And bus breakdowns have become even more frequent.”

The solution to urban congestion is mass transit systems, not more roads

We have normalised congestion in our lives. We stand, sit, wait, fume, curse, groan, and get angry and frustrated. By the time we get to our destination, we are so exhausted that it feels as though the day is over before it has even begun. Each day, our journey ends in helplessness. In this daily grind, what we often fail to count for are the hours of our lives we lose — time away from family, friends, or even leisure. We discuss it endlessly — being stuck in traffic has taken over our conversations; yet, what is surprising is that we do not really understand why this is happening or what needs to be done. The only solutions in our mind are going signal-free, building flyovers, and widening roads. But the jam stays, and even gets worse. My colleagues at the Centre for Science and Environment and Down To Earth have deconstructed congestion in 50 cities and towns across the country. They asked a simple question: How does India move? The answer, unsurprisingly, is that it often does not. City after city, people told us of their daily struggle to commute. Whether small or large, metro or hill town, the difference between peak and non-peak travel times is double or more in most cities; in other words, it takes twice as long to reach your destination during rush hours. In some cities, like Delhi and Bengaluru, the peak period is getting extended — so much so that roads are now gridlocked beyond office hours. We also know that the more the congestion, the more the air pollution, with vehicles idling on roads emitting toxic fumes. So, congestion is not only taking away our time: It is also adding to the stress and health burden from air contaminants that reduce our life spans. It is bad. And it must not be normalised. To beat the trauma of congestion, we need to understand its political economy. People are increasingly shifting to private transport — two-wheelers or cars — for their daily commute. This means that even as cities add road infrastructure and flyovers, cars, the most inefficient users of road space, fill them up. Delhi, for instance, registers over 500 new cars every day. This is despite all the congestion and the fact that cars account for only 7-11 per cent of daily trips in the cities we surveyed. In Bengaluru, another city notorious for congestion, only 7 per cent of total trips are with cars, according to the data from the city’s comprehensive mobility plan. The question, then, is this: Where and how will we make space for the remaining 80-90 per cent of trips, if they are made using cars? What dominates the commute in cities are two-wheelers — 30 to even 40 per cent of daily trips are by this mode. But what is worrying is that two-wheelers are losing ground to cars in smaller cities. This is probably because, unlike in metros, where people prefer two-wheelers due to congestion (they can move faster), there appears to be more space in sub-million cities, and so cars fill the roads. Congestion then rears its ugly head. This leapfrog augurs bad news. The fatal flaw is the lack of public transport modes in cities. Not only are public buses few and far between, but what cripples this system is its unreliability — ironically, the result of congestion itself. As buses get stuck in traffic, they get delayed, and people shift away from them. In cities with highly efficient metro systems, there is some relief for commuters. But here, the question of convenience and affordability arises, as people count not just the cost of the metro ticket but also the fares for rickshaws, taxis or other last-mile options they take to get to the station and eventual destination. This is also because our roads are not designed for pedestrians and so, the walk to the station is just not safe or possible. Amid all this, what is growing exponentially and adding to the mayhem on our roads is the informal para-transit systems — from conventional auto-rickshaws to the assembled battery rickshaws and mini-buses. This mode is crucial, since it provides last-mile connectivity and serves as a preferred and affordable travel option for millions in cities. However, because it is largely unplanned and unregulated, it adds to congestion. But the fact is we cannot fix transport in our cities unless we recognise these informal systems and integrate them into our planning and regulatory frameworks. What, then, is the way out of this jam? We know what needs to be done — it is a no-brainer. More mass transport systems, from buses to metros to trams, that can move people efficiently. More walkable sidewalks so that last-mile connections can be made safely. More integrated para-transit systems so that there is regulation on the movement of these vehicles. Stricter penalties for violating traffic rules, especially for illegal and unmanaged parking, which happens just about anywhere. We know all this. But we are still not getting our act together; instead, we just keep hoping that the next road widening will make the nightmare go away. Let’s wake up. Let’s smell the traffic. The author is at the Centre for Science and Environment.sunita@cseindia.org, X: @sunitanar

Routematic Accelerates Green Mobility with EV Rollout in Delhi-NCR

A recent Centre for Science and Environment (CSE) study identifies vehicular emissions as the leading cause of Delhi’s winter air pollution, surpassing stubble burning and road dust. With vehicles emi... Read more at: https://www.hrkatha.com/industry-news/routematic-accelerates-green-mobility-with-ev-rollout-in-delhi-ncr-2/ In a significant step toward building sustainable urban mobility and addressing the pressing issue of air pollution in the National Capital Region, Routematic, India’s leading AI-powered corporate com...

Choking Smell of the Traffic

We have “normalised” congestion in our lives. We stand, sit, wait, fume, even curse, groan, get angry and frustrated, and by the time we get to our destination, we are so exhausted that it feels as though the day is over before it has even begun. Each day, our journey ends in helplessness. In this daily grind, what we often fail to count are the hours of our lives we lose—time away from our family, friends, or even just leisure. We discuss it endlessly—being stuck in traffic has taken over our conversations—yet what is surprising is that we do not really understand why this is happening or what needs to be done. The only solution in our mind is going signal-free, building flyovers and widening roads. But still, the jam stays; gets worse even.

Routematic Expands Electric Vehicle Fleet in Delhi-NCR

Vehicular emissions have been identified as the leading cause of winter air pollution in Delhi, according to a recent study by the Centre for Science and Environment (CSE). The study highlights that vehicles emit more than 50% of harmful pollutants in the region, surpassing the impact of stubble burning and road dust. Given this, Given this alarming data, the city’s clean air agenda views initiatives like Routematic’s EV deployment as crucial. In a major step toward sustainable urban transportation and combating severe air pollution in the National Capital Region (NCR), Routematic, India’s leading AI-powered corporate commute platform, has announced the rollout of its Electric Vehicle (EV) fleet in Delhi-NCR. This move aligns with both the company’s goal to decarbonise corporate transportationation and the government’s larger mission to promote clean energy adoption. As part of its strategic plan, Routematic aims to deploy 1,000 electric vehicles across Delhi-NCR by the end of the current financial year. This initiative aims to significantly reduce carbon emissions from corporate employee transportation by substituting traditional fuel-based vehicles with zero-emission electric alternatives. “The EV rollout in Delhi-NCR marks a critical step in our journey to electrify 30% of our overall fleet within the next two years,” said Sriram Kannan, Founder & CEO of Routematic. “As more enterprises embrace greener practices, we’re proud to offer reliable, secure, and environmentally responsible transportation solutions that align with both business needs and environmental goals.” The new EV fleet leverages Routematic’s proprietary AI-powered routing algorithms and ride-sharing capabilities to minimise idle time and traffic congestion—two major contributors to the region’s poor air quality. These intelligent systems enhance efficiency and play a key role in lowering the overall carbon footprint of urban commutes. Vehicular emissions have been identified as the leading cause of winter air pollution in Delhi, according to a recent study by the Centre for Science and Environment (CSE). The study highlights that vehicles emit more than 50% of harmful pollutants in the region, surpassing the impact of stubble burning and road dust. Given this, Given this alarming data, the city’s clean air agenda views initiatives like Routematic’s EV deployment as crucial. As one of India’s largest corporate commute platforms, we understand the responsibility we carry in shaping sustainable mobility solutions,” added Kavitha Ramachandragaowda, co-founder and executive director of Routematic. “This launch is not just about switching to electric vehicles—it’s about driving real change through accountability, innovation, and climate action.” The Delhi-NCR EV rollout follows a string of successful green mobility deployments by Routematic across India. The company recently expanded its electric fleet in Chennai and achieved a major milestone in Pune, where it became the first and only enterprise commute provider to operate completely without diesel or petrol for Infosys. Founded in 2013, Routematic serves over 350,000 employees across 300+ enterprises in more than 23 Indian cities. Its corporate clients include industry giants such as Infosys, HCL, Flipkart, Barclays, American Express, DHL, and KPMG. Earlier in May 2025, the company secured $40 million (INR 340 crore) in Series C funding from the Fullerton Carbon Action Fund and Shift4Good to accelerate its EV and sustainability initiatives. With this latest launch, Routematic continues to reinforce its leadership in green corporate transportation, signalling a strong commitment to building a cleaner, more sustainable future for India’s urban centres.

Routematic Accelerates Green Mobility with EV Rollout in Delhi-NCR

A recent Centre for Science and Environment (CSE) study identifies vehicular emissions as the leading cause of Delhi’s winter air pollution, surpassing stubble burning and road dust. With vehicles emitting over 50% more harmful pollutants than any other source, clean mobility is now central to the city’s fight for cleaner air. In a significant step toward building sustainable urban mobility and addressing the pressing issue of air pollution in the National Capital Region, Routematic, India’s leading AI-powered corporate commute platform, today announced the launch of its Electric Vehicle (EV) fleet in Delhi-NCR. This initiative is part of the company’s broader effort to decarbonise corporate transportation across India and aligns with the government’s push toward clean energy adoption. The company aims to deploy 1,000 EVs across Delhi-NCR by the end of the current financial year, reinforcing its commitment to cleaner, greener, and more sustainable corporate mobility solutions. Routematic’s newly launched EV fleet in Delhi-NCR aims to significantly reduce the tailpipe emissions and carbon footprint of corporate employee transportation by gradually replacing traditional fuel-based vehicles with zero-emission electric alternatives. Beyond emissions reduction, the platform’s proprietary AI powered routing algorithms and ride-sharing capabilities help reduce traffic congestion and idle time, two additional contributors to poor air quality in NCR. With Delhi consistently ranking among the most polluted cities in the world, vehicular emissions remain one of the key contributors to deteriorating air quality. A recent Centre for Science and Environment (CSE) study identifies vehicular emissions as the leading cause of Delhi’s winter air pollution, surpassing stubble burning and road dust. With vehicles emitting over 50% more harmful pollutants than any other source, clean mobility is now central to the city’s fight for cleaner air. Routematic’s EV rollout comes at a time when both governments and citizens are working towards introducing sustainable greener alternatives in everyday infrastructure. Also, with businesses undergoing shift to embed climate consciousness into their operations this latest move, aims to set a new benchmark for sustainable corporate mobility in India’s capital region. “The EV rollout in Delhi-NCR marks a critical step in our journey to electrify 30% of our overall fleet within the next two years. As more enterprises embrace greener practices, we’re proud to offer a reliable, secure and environmentally responsible employee transportation solutions that support both business goals and planetary health. The expansion underscores our commitment to green mobility and further strengthens our role as a trusted partner in corporate transportation.” – said Sriram Kannan, Founder & CEO, Routematic.

Delhi breathes its cleanest July air in 10 years: Data released, here's what made it possible

The Central Pollution Control Board (CPCB) said that Delhi experienced its cleanest July air in a decade, mainly due to consistent rainfall on 23 out of 31 days. As of July 30, the monthly average Air Quality Index (AQI) stood at 79 -- classified as "Satisfactory" under CPCB's air quality rating system. CPCB began calculating the AQI in April 2015. It said July 2025's average AQI of 79 is significantly lower than previous years. In comparison, the average AQI was 96 in July 2024 and 83.67 in July 2023. The CPCB also shared data showing the AQI data for the last few years. Environment Minister credits multi-agency action Delhi's Environment Minister Manjinder Singh Sirsa had claimed on July 23 that the city was on track to witness its cleanest July in a decade. "This is not just a weather-driven phenomenon. It reflects the impact of Delhi’s multi-agency implementation model, sustained landfill action, intensive cleanliness drives, and a firm commitment to results-based governance," he added. Officials also noted that by July 23, Delhi had already seen 118 days of "Good", "Satisfactory" or "Moderate" air in 2025 -- matching the total for the entire year in 2024. Experts point to weather, not just policy However, air pollution experts remain cautious about the claims. Anumita Roychowdhury, air pollution specialist and Executive Director at the Centre for Science and Environment, said the improvement in air quality is largely weather-driven. "Monsoon rains wash away pollutants and bring down pollution levels. This year’s frequent and intense rainfall spells are the key factor," she said. On the government’s role, Roychowdhury added, "We don’t yet have comprehensive emissions data for such a short window. Monsoon is not the right season to measure the long-term effectiveness of policy interventions. We’ll need to watch the pollution levels during the winter to assess real progress.” Rainfall surpasses long-term average Delhi has already received more rainfall than the long-period average for July. As of Wednesday morning (8:30 AM), Safdarjung -- the city’s base weather station -- recorded 220.2 mm of rain, exceeding the long-term July average of 209.7 mm. By 5:30 pm on the same day, another 15 mm had been recorded. Other parts of the city also saw light to moderate showers. Palam weather station logged 4.6 mm in 24 hours until 8:30 am and 28.3 mm from 8:30 am to 5:30 pm. Pusa station recorded 37.5 mm and 12.5 mm during the same periods respectively, while Janakpuri saw 11.5 mm in the late afternoon. An official from the India Meteorological Department (IMD) said light to moderate rain is likely to continue on Thursday, followed by light rainfall, thunder, and lightning from Friday onwards.

Delhi Records Cleanest July Air In A Decade; Monsoon Rains, Gov't Efforts Debated

New Delhi has seen its cleanest air in July in a decade, a welcome development for which overall rainfall throughout the month is largely responsible. The monthly average Air Quality Index (AQI) of the capital was 79 up to July 30, a level that falls into the category of "satisfactory," data made available by the Central Pollution Control Board (CPCB) said. New Delhi has seen its cleanest air in July in a decade, a welcome development for which overall rainfall throughout the month is largely responsible. The monthly average Air Quality Index (AQI) of the capital was 79 up to July 30, a level that falls into the category of "satisfactory," data made available by the Central Pollution Control Board (CPCB) said. Delhi Environment Minister Manjinder Singh Sirsa had, on July 23, already indicated that July 2025 was set to be the cleanest in a decade, attributing the improvement to "Delhi’s multi-agency implementation model, continuous landfill action, intensified sweeping operations, and a clear commitment to outcome-based governance." Officials had also highlighted that Delhi had already clocked 118 days of "good," "satisfactory," or "moderate" air quality by July 23, matching the total recorded for the entire year of 2024. But air pollution specialist Anumita Roychowdhury, executive director at the Centre for Science and Environment, doubted the government's exclusive claim to credit. "The general enhancement in air quality is indeed a function of meteorological conditions. As it stands, the level of pollution decreases during monsoon months because of the washout effect, where pollutants evaporate owing to heavy rains. This year, we have seen regular bouts of heavy rains, which have definitely contributed," Roychowdhury said. She also warned against making final judgments on the long-term effect of the government during the monsoon season. "We do not have all the emissions data to be in a position to make such a comparison in such a short time frame. The monsoon season would not be the right time to make this sort of analysis. We need to observe how the level of pollution recovers during the winter months to determine if measures taken by the government are moving in the right direction." The Safdarjung weather office, the main meteorological observatory of Delhi, had accumulated 220.2mm of rain till 8:30 AM on Wednesday, which surpassed the long-term average for July of 209.7mm. The India Meteorological Department (IMD) added another 15mm of rain at Safdarjung till 5:30 PM on Wednesday. Other areas of the city too saw light to moderate showers, with the IMD predicting the same to prevail for the next couple of days in the form of very light to light rain and thunderstorms along with lightning from Friday onward. 28.3mm and 12.5mm were received at Palam and Pusa, respectively, between 8:30 AM and 5:30 PM on Wednesday.

At AQI 79, Delhi Records Cleanest July Air In 10 Years; Delhiites Temporarily Breathe Sigh Of Relief

Delhi’s air pollution has been a cause of concern for the residents for years now. However, recently, the Central Pollution Control Board (CPCB) shared the average air quality index (AQI) data, stating that Delhi experienced its cleanest air in July 2025, marking the best air quality in the past decade. Keep reading to know the details. In July 2025, Delhi experienced rainfall on 23 days out of 31, which helped the city breathe better. Delhi witnessed its cleanest air in July 2025, the best for the month in the past decade. According to Hindustan Times, for this report, the CPCB compared AQI data from 2015 to 2025. As per their categories, AQI between 0 and 50 is “good”, 51 to 100 is considered “satisfactory”, 101 to 200 is “moderate”, 201 to 300 is “poor”, 301 to 400 is “very poor”, and lastly, over 400 is considered “severe”. According to CPCB’s categorisation, till July 30, the monthly average air quality index (AQI) of the capital was 79, which is considered “satisfactory.” This month, Delhi had 28 “satisfactory” days and only two “moderate” days. Temporarily Breathe Sigh Of Relief The Central Pollution Control Board (CPCB) shared a monthly average air quality index (AQI) report revealing that after 10 years, Delhi experienced its cleanest air in July 2025. As per experts, frequent rainfalls have played a major role. by Priyanshi Shah Updated: August 01, 2025 12:51 PM At AQI 79, Delhi Records Cleanest July Air In 10 Years; Delhiites Temporarily Breathe Sigh Of Relief Delhi’s air pollution has been a cause of concern for the residents for years now. However, recently, the Central Pollution Control Board (CPCB) shared the average air quality index (AQI) data, stating that Delhi experienced its cleanest air in July 2025, marking the best air quality in the past decade. Keep reading to know the details. ADVERTISING Delhi Recorded The Cleanest Air In July 2025 delhiImage Courtesy: Canva Pro/ Wysiati (Representative Image) In July 2025, Delhi experienced rainfall on 23 days out of 31, which helped the city breathe better. Delhi witnessed its cleanest air in July 2025, the best for the month in the past decade. According to Hindustan Times, for this report, the CPCB compared AQI data from 2015 to 2025. As per their categories, AQI between 0 and 50 is “good”, 51 to 100 is considered “satisfactory”, 101 to 200 is “moderate”, 201 to 300 is “poor”, 301 to 400 is “very poor”, and lastly, over 400 is considered “severe”. According to CPCB’s categorisation, till July 30, the monthly average air quality index (AQI) of the capital was 79, which is considered “satisfactory.” This month, Delhi had 28 “satisfactory” days and only two “moderate” days. Also Read: 10 Gorgeous Private Pool Villas Near Delhi You Can Book Under ₹20,000 Advertisement July Average Air Quality Index (AQI) Here’s what Delhi’s July average air quality index looked like over the past few years – July 2024- 96 July 2023- 83.67 July 2022- 87.29 July 2021- 110.06 July 2020- 83.80 Advertisement July 2019- 134 July 2018- 103.83 July 2017- 98.39 The highest AQI for July in Delhi was recorded in 2016, and that was 145.64, and then in 2015 it was 138.13. In July 2025, the average air quality index in major cities like Ahmedabad, Bengaluru, Chennai, Gandhinagar, Jaipur, Mumbai, and Patna was recorded as “satisfactory”. Meanwhile, cities as Vapi, Visakhapatnam, Sri Ganganagar, Pali, Nandesari, Nagaur, Jalore, Jaisalmer, Durgapur, Bikaner, Byrnihat, Chhapra, and Barmer recorded “moderate”. This year, the majority of cities recorded “good” air quality. Interestingly, none fell into the “poor,” “very poor,” or “severe” categories. Highlighting overall improved air quality, an air pollution expert and executive director at the Centre for Science and Environment, Anumita Roychowdhury, in talks with Hindustan Times, stated that frequent rainfalls played a major role in air quality improvement. While the AQI improvement in Delhi is a major relief, we hope that this continues in the coming months, with the right measures, as well.

Cutting Forests, Cutting Corners: India’s forest policy is sabotaging its own climate goals

There is a systematic shift toward “industry-centric, technocratic approaches” that weaken community participation and scientific rigor in forest conservation, according to an earlier governance review by the Centre for Science and Environment, an advocacy group. The central government’s moves to dilute environmental safeguards, especially those governing forest land, may accelerate industrial growth in the short term, but it deeply undermines the country’s long-term climate commitments. This paradox is rooted in a dangerous false equivalence. A key concern is the increasing policy reliance on monoculture plantations as substitutes for natural forests. While plantations may provide fast economic and forestry outputs, scientific analyses consistently show that they fall far short of the carbon storage, biodiversity and ecosystem resilience provided by intact natural forests. This shift threatens the integrity of India’s carbon strategy and risks a major carbon sink shortfall—estimated at over 1 billion tonnes carbon dioxide equivalent by 2030—if current trends continue unchecked. Legislative changes weakening forest protection framework India’s forest protection framework has been weakened by major changes in laws and rules, chiefly through the Forest (Conservation) Amendment Act, 2023, and the Forest Conservation Rules of 2022. The amendment narrows the legal definition of “forest” to only areas officially notified or recorded as forest after October 25, 1980, and exempts lands converted to other uses before December 12, 1996. This excludes vast areas, including substantial “deemed forests,” from protection. It also introduces broad exemptions for strategic projects near borders, public infrastructure in security-affected districts, and certain linear projects, making large tracts of forest legally available for non-forest use. Simultaneously, the Forest Conservation Rules, 2022, erode community rights by removing gram sabha (village council) consent as a mandatory prerequisite for forest land diversion, instead allowing state governments and the Centre to approve projects without direct community consultation at the early stages. The new rules and the amendment Act further expand the list of permitted activities in forests, such as zoos, eco-tourism, and various infrastructure projects—even within ecologically sensitive areas—with most oversight shifted from local communities to central authorities. Fundamental shift These policy shifts represent a fundamental move toward prioritizing industrial, infrastructure and security interests over ecological and community safeguards. The dilution of definitions, removal of early-stage community consultation, and broadened exemptions collectively open up vast areas of forest to commercial and non-forest use, raising serious concerns among conservationists, policy analysts and rights advocates regarding the long-term impacts on biodiversity, local livelihoods, and India's climate commitments. The danger lies in a policy architecture that systematically undermines the carbon sequestration infrastructure upon which India’s climate commitments depend. By treating monoculture plantations as equivalent substitutes for natural forests while weakening the scientific rigor essential for credible climate action, these changes threaten to isolate Indian businesses from the climate-conscious global economy. At the heart of this miscalculation lies a misunderstanding of how carbon sequestration actually works. Research by The Energy and Resources Institute (TERI) on India’s carbon strategy demonstrates that achieving the committed 2.5-3 billion tonnes CO2 equivalent by 2030 requires genuine forest restoration, not plantation substitutes that masquerade as climate solutions. The distinction isn’t academic. It’s the difference between meeting India’s net zero commitments and falling catastrophically short. Erosion of carbon sequestration infrastructure An analysis by the Observer Research Foundation reveals the stark mathematics behind India’s forest challenge. While policy frameworks celebrate tree cover increases, 96 percent of tree cover loss from 2013 to 2019 occurred in natural forests, with intact forests accounting for only 6.7 percent of India’s total tree cover. This isn’t merely an ecological concern. It represents a systematic erosion of India’s carbon sequestration infrastructure when the country needs it most. Forest degradation already costs India 1.4 percent of GDP annually, according to a TERI analysis, a haemorrhaging that hastens as climate impacts intensify. Rather than stemming this loss, current policies appear designed to amplify it through weakened protections and scientifically questionable compensatory mechanisms that prioritize industrial access over economic stability. The global business community has grown increasingly explicit about the risks such policies create. KPMG’s Climate Risk Report emphasizes that ESG (environmental, social, and governance) considerations have become “virtually certain” regulatory requirements, with financial and reputational impacts for non-compliance now integrated as principal risks in enterprise risk management frameworks. The carbon credit market offers perhaps the most telling illustration of how diluted forest policies translate into commercial disadvantage. Nine renewable energy projects from India were among 47 projects worldwide producing “problematic credits” in 2024, with 80 percent of carbon credits from these major projects unable to reliably deliver promised emissions reductions due to lack of additionality, according to a study by Corporate Accountability, a civil society organisation. Quality deficit has commercial consequences When there is a demand for high-quality, verified carbon credits, India’s plantation-heavy approach fails to meet international quality standards. This is exemplified by PwC’s approach to carbon credit quality, with 87 percent of the consultancy’s portfolio coming from projects protecting natural environments. This quality deficit has immediate commercial consequences that extend beyond environmental compliance. In such a scenario, India’s compensatory afforestation programmes would struggle to meet “robust additionality, baseline, and monitoring, reporting, and verification frameworks,” according to a carbon market study by EY, which could potentially exclude Indian businesses from premium carbon markets and the substantial revenues they represent. There is a systematic shift toward “industry-centric, technocratic approaches” that weaken community participation and scientific rigor in forest conservation, according to an earlier governance review by the Centre for Science and Environment, an advocacy group. This trajectory contradicts global trends toward stakeholder engagement and transparency that international investors increasingly demand, signalling institutional weakness rather than business-friendly reform. India has nearly 140 million hectares of potential for forest protection and landscape restoration that could sequester 3-4.3 billion tonnes of above-ground carbon by 2040, found a restoration analysis by the World Resources Institute, a think tank. However, realizing this opportunity requires policy frameworks that recognize the fundamental distinction between genuine restoration and industrial plantation, the distinction that current policies systematically blur. High stakes for net zero ambitions India could potentially provide over 50 percent of total climate mitigation potential through agricultural and forestry interventions, but the integrity of these solutions depends critically on maintaining scientific rigor in distinguishing between natural ecosystems and commercial plantations, said an analysis of nature-based solutions by PwC. The consultancy’s emphasis on verifiable emissions reductions directly contradicts the plantation-as-forest substitution that underlies current policy thinking. India needs to invest $1.5 trillion by 2030 for climate action at scale, according to estimates by a climate investment analysis by Deloitte. Weak forest policies that generate questionable offsets rather than genuine carbon sequestration will exclude Indian businesses from this massive financing opportunity while undermining the country's credibility in international climate negotiations. India’s current forest policy trajectory represents more than an environmental misstep. It’s a strategic blunder that threatens to strand the country’s businesses in an increasingly unforgiving global marketplace where climate credibility determines access to capital, markets and partnerships. India’s forests represent more than carbon sinks. They constitute strategic infrastructure whose protection determines whether the country can honour its climate commitments while preserving economic competitiveness. The current policy trajectory jeopardizes both objectives simultaneously, creating vulnerabilities that extend well beyond environmental concerns to the fundamental architecture of India’s economic future.

Earthquake rocks Russia, ripples reach US; will climate change end geopolitical wars?

“Nature spares no one, not even superpowers,” noted environmentalist Sunita Narain, emphasizing the need for global cooperation. The UN has repeatedly called for collective action to curb emissions, yet major powers remain distracted by arms races and trade wars, diverting resources from climate resilience. The world, on Wednesday, July 30, awoke to chaos as a massive 8.8-magnitude earthquake struck Russia’s Kamchatka Peninsula, the strongest in the region since 1952. Hours later, tsunami waves up to 4 metres high crashed into the coasts of Russia and Japan, triggering evacuations and causing structural damage. The tremors’ ripple effects were felt as far away as the U.S. West Coast, where rising water levels and strong currents sparked alarm. This natural disaster, reminiscent of the catastrophic 2004 Indian Ocean tsunami that killed over 230,000 people across 14 countries, underscores the indiscriminate fury of nature. As geopolitical tensions, from the Ukraine war to U.S.-Russia rivalries, dominate global discourse, the earthquake and tsunami serve as a grim reminder that climate change and natural calamities are humanity’s true common enemies, demanding urgent, united action. The Kamchatka earthquake, centered off Russia’s eastern coast, unleashed waves that battered coastal towns, uprooting infrastructure and forcing thousands to flee to higher ground. Japan, no stranger to seismic activity, activated its early warning systems, evacuating coastal areas in Hokkaido and Tohoku. The Japan Meteorological Agency reported minor injuries but no fatalities, though damaged buildings and disrupted power lines painted a picture of disarray. Across the Pacific, the U.S. National Tsunami Warning Center issued alerts for California, Oregon, and Washington, as tidal surges caused flooding in low-lying areas. The U.S. Geological Survey noted that the quake’s transcontinental impact highlights the interconnectedness of global geophysical systems, a reality often overshadowed by political rivalries. The 2004 Indian Ocean tsunami, triggered by a 9.1–9.3-magnitude quake near Sumatra, remains a haunting benchmark. It devastated coastal communities in Thailand, Sri Lanka, India, and beyond, displacing millions and exposing the vulnerability of densely populated coastlines. India’s Andaman and Nicobar Islands and Tamil Nadu bore heavy losses, with over 12,000 deaths. The 2025 Kamchatka event, while less deadly, reignites fears of such catastrophes, particularly as climate change amplifies their severity. Rising sea levels, melting glaciers, and destabilized coastal sediments—driven by human-induced greenhouse gas emissions—make tsunamis more destructive. In countries like Japan, Indonesia, Bangladesh, and coastal India, even a modest 0.5-meter sea-level rise can double the impact of tsunami surges, according to a 2023 UN Climate Report. Climate change is no longer a distant threat but a present crisis, disrupting economies and lives across every continent. The Paris Agreement, effective since November 4, 2016, urges nations to limit global temperature rise to below 2°C, ideally 1.5°C, to mitigate climate impacts. Yet, global emissions continue to climb, with 2024 recording a 1.3 percent increase in CO2 levels, per the International Energy Agency. Changing weather patterns, rising sea levels, and extreme events like heatwaves and floods are now commonplace. In India, erratic monsoons and coastal erosion threaten livelihoods, with 40 percent of the population living in vulnerable coastal areas, as per the Ministry of Environment. The Kamchatka tsunami underscores how climate factors, such as warming oceans, intensify natural disasters, making them more frequent and far-reaching. The irony is stark: while nations like the US and Russia remain locked in geopolitical tussles—evident in the ongoing Ukraine conflict and Cold War-era rivalries—they face a shared adversary in climate-induced disasters. The US, despite its economic might, saw its Pacific coast rattled by the Kamchatka quake’s aftershocks. Russia, grappling with its own economic sanctions, now faces reconstruction costs in Kamchatka. “Nature spares no one, not even superpowers,” noted environmentalist Sunita Narain, emphasizing the need for global cooperation. The UN has repeatedly called for collective action to curb emissions, yet major powers remain distracted by arms races and trade wars, diverting resources from climate resilience. India, too, is at a crossroads. Its 7,500-km coastline, home to bustling ports and tourist hubs, is increasingly at risk. The National Disaster Management Authority (NDMA) has invested in early warning systems since 2004, saving lives in events like Cyclone Amphan in 2020. However, rising sea levels threaten cities like Mumbai and Chennai, with a 2024 World Bank study estimating USD 1.2 trillion in potential losses by 2050 if climate measures falter. India’s push for renewable energy, targeting 500 GW by 2030, is commendable, but it must accelerate adaptation strategies like mangrove restoration and coastal defenses to mitigate tsunami risks.

दिल्ली में 10 साल बाद सबसे साफ हवा, AQI आंकड़े कर रहे राहत की तस्दीक

विशेषज्ञ इस दावे को लेकर संदेह में हैं. सेंटर फॉर साइंस एंड एनवायरनमेंट की वायु प्रदूषण विशेषज्ञ और कार्यकारी निदेशक अनुमिता रॉयचौधरी ने बताया कि वायु गुणवत्ता में सुधार मौसम की परिस्थितियों का परिणाम है. उन्होंने कहा कि मानसून के दौरान भारी बारिश के कारण प्रदूषक पानी में मिल जाते हैं, जिससे प्रदूषण का स्तर घटता है. इस वर्ष लगातार हो रही तीव्र बारिश को इस स्थिति का मुख्य कारण माना गया है. पिछले एक दशक में जुलाई का महीना दिल्ली के लिए सबसे स्वच्छ रहा, जहां औसत वायु गुणवत्ता सूचकांक (AQI) 79 दर्ज किया गया, जो 2015 के बाद का सबसे कम आंकड़ा है. हाल ही में हुई रुक-रुक कर बारिश ने दिल्ली की वायु को साफ करने में महत्वपूर्ण भूमिका निभाई है, जिससे पूरे सप्ताह के दौरान वायु गुणवत्ता में सुधार देखने को मिला है. AQI में सुधार के पीछे बारिश का एक महत्वपूर्ण कारण है. केंद्रीय प्रदूषण नियंत्रण बोर्ड के आंकड़ों के अनुसार, दिल्ली में पिछले दस वर्षों में जुलाई का महीना सबसे अधिक स्वच्छ रहा. लगातार हो रही बारिश के कारण वायु गुणवत्ता में सुधार होता रहा, जिससे दिल्ली की हवा ने पिछले एक दशक के रिकॉर्ड को तोड़ दिया. बीते सालों में जुलाई के महीने में दिल्ली की हवा बीते वर्षों में जुलाई के दौरान दिल्ली का वायु गुणवत्ता सूचकांक (AQI) विभिन्न स्तरों पर रहा है. 2015 में यह 138.13, 2016 में 145.64, 2017 में 98.39, 2018 में 103.83, 2019 में 134, 2020 में 83.80, 2021 में 110.06, 2022 में 87.29, 2023 में 83.67, 2024 में 96 और 2025 में 79 दर्ज किया गया है. यह 2025 का AQI पिछले वर्षों की तुलना में सबसे कम है, जो वायु गुणवत्ता में सुधार का संकेत देता है. सामान्य से अधिक हुई बारिश जुलाई महीने में बारिश की मात्रा औसत से अधिक रही है, और शहर के विभिन्न क्षेत्रों में लगातार वर्षा हो रही है. भारत मौसम विज्ञान विभाग (IMD) ने आज दिल्ली और उसके आसपास के क्षेत्रों में तेज बारिश की संभावना जताई है. इसके साथ ही, 31 जुलाई को बारिश के लिए यलो अलर्ट भी जारी किया गया है. AQI कितना बेहतर दिल्ली और एनसीआर में लगातार बारिश के कारण वायु गुणवत्ता सूचकांक में सुधार हुआ है. जुलाई महीने में औसत AQI 79 दर्ज किया गया, जो 2015 के बाद से सबसे कम है. यह AQI संतोषजनक श्रेणी में आता है. केंद्रीय प्रदूषण नियंत्रण बोर्ड (सीपीसीबी) के अनुसार, AQI को 0 से 50 के बीच अच्छा, 51 से 100 के बीच संतोषजनक, 101 से 200 के बीच मध्यम, 201 से 300 के बीच खराब, 301 से 400 के बीच बहुत खराब और 401 से 500 के बीच गंभीर माना जाता है. वायु प्रदूषण विशेषज्ञ ने क्या कहा? विशेषज्ञ इस दावे को लेकर संदेह में हैं. सेंटर फॉर साइंस एंड एनवायरनमेंट की वायु प्रदूषण विशेषज्ञ और कार्यकारी निदेशक अनुमिता रॉयचौधरी ने बताया कि वायु गुणवत्ता में सुधार मौसम की परिस्थितियों का परिणाम है. उन्होंने कहा कि मानसून के दौरान भारी बारिश के कारण प्रदूषक पानी में मिल जाते हैं, जिससे प्रदूषण का स्तर घटता है. इस वर्ष लगातार हो रही तीव्र बारिश को इस स्थिति का मुख्य कारण माना गया है. रॉयचौधरी ने सरकार के योगदान पर टिप्पणी करते हुए कहा कि सीमित समय में सभी उत्सर्जन डेटा की तुलना करना संभव नहीं है. मानसून के मौसम में इस तरह के आकलन करना उचित नहीं होगा. सर्दियों के महीनों में प्रदूषण के स्तरों का विश्लेषण करना आवश्यक है, ताकि यह पता चल सके कि सरकार की पहल सही दिशा में प्रगति कर रही हैं या नहीं. सामान्य से अधिक हुई बारिश जुलाई में बारिश की मात्रा पहले के औसत से अधिक रही है. दिल्ली के सफदरजंग मौसम केंद्र ने बुधवार सुबह 8:30 बजे तक 220.2 मिमी बारिश रिकॉर्ड की, जबकि इसका लंबा अवधि का औसत 209.7 मिमी है. इसी दिन शाम 5:30 बजे तक इस केंद्र ने 15 मिमी और बारिश दर्ज की. शहर के विभिन्न क्षेत्रों में हल्की से मध्यम बारिश हुई. पालम मौसम केंद्र ने बुधवार सुबह 8:30 बजे तक पिछले 24 घंटों में 4.6 मिमी और सुबह 8:30 से शाम 5:30 बजे के बीच 28.3 मिमी बारिश रिकॉर्ड की. इसी समय में पूसा स्टेशन पर क्रमशः 37.5 मिमी और 12.5 मिमी बारिश हुई, जबकि जनकपुरी स्टेशन में देर दोपहर 11.5 मिमी बारिश हुई. भारत मौसम विज्ञान विभाग (IMD) के एक अधिकारी के अनुसार, गुरुवार को भी हल्की से मध्यम बारिश की संभावना बनी रहेगी, जबकि शुक्रवार से बहुत हल्की से हल्की बारिश, गरज और बिजली गिरने की घटनाएं देखी जा सकती हैं.