Centre for Science and Environment masthead Twitter LinkedIn Facebook Instagram Donate

Cse In News

Cse In News

Delhi Government's Air Pollution Mitigation Plan Could Fall Short On Several Parameters: Environmental Expert

The ambitious Air Pollution Mitigation Plan 2025 launched last month by the BJP-led Delhi government in one of the world's most polluted cities may fall short on several parameters despite some redeeming features, says a leading environmental activist. Reflecting on the putting on 'hold' the fuel ban on end-of-life vehicles amid public pressure, which came into effect this week, Shambhavi Shukla of the Centre for Science and Environment (CSE) told this reporter:“In its decades-long campaign on the right to clean air, CSE has never recommended the phase-out of personal vehicles based on age. Instead, we have recommended the improvement of fuel and emission standards for vehicles – from BS-0 in the mid-1990s to BS-6 introduction in 2020.”

Is your car next? End-of-life vehicle’s age not just a number, it’s a bigger debate in Delhi-NCR; what owners need to know

NEW DELHI: The debate among scientists and environment policy experts over what really drives vehicle pollution has heated up in Delhi after the Commission for Air Quality Management's (CAQM) directive of denying fuel and impounding end-of-life vehicles from July 1 onwards. Petrol vehicles that are over 15 years old and diesel vehicles that are over 10 years old are in the direct line of fire of CAQM's Direction 89. The policy's aim is to reducing emissions, but environmentalists and automotive experts have questioned whether a vehicle's age should be the only parameter for such an action. The Centre for Science and Environment (CSE), which has been part of several scientific studies on pollution in Delhi-NCR, said that it does not recommend phasing out vehicles based on age. Rather, improving fuel and emission standards was what it seeks. Experts at CSE, along with researchers at IIT-Delhi and Delhi Technological University (DTU), advocated for improving the pollution under control (PUC) regime to ensure that vehicles on the road are well-maintained. "In its decades-long campaign on the right to clean air, CSE has never recommended the phase-out of personal vehicles based on age. Instead, we have recommended the improvement of fuel and emission standards for vehicles — from BS-0 in the mid-1990s to BS-6 introduction in 2020," a statement from CSE said. It added that it recommended the use of technology such as remote sensing to monitor emissions and identifying polluters while advocating an improved and stringent PUC regime to ensure that on-road vehicles are better maintained. "We know that vehicles, including personal vehicles, contribute the bulk of toxic air emissions, and therefore, we have also recommended massive augmentation of public transport and mobility systems, and vehicle restraint measures like increased parking rates and parking management area plans. It is only in the case of commercial vehicles, like trucks, that CSE has researched and recommended targeted fleet renewal and scrappage, but this also with incentives for commercial vehicle owners to replace fleets," CSE said. Some other experts, however, pointed out that the age of the vehicle was a telling factor on the possibility of higher emissions. Deepty Jain, assistant professor at the Transportation Research and Injury Prevention Centre in IIT Delhi, said that the tail-pipe emission of a vehicle depends on the vehicle's age, make, model, kilometres driven, and fitness. "If the annual average kilometres driven is high, one can expect its average emissions per kilometre to be higher than newer vehicles," she said. She added that age becomes one of the benchmarks to omit the emitting vehicles. "The problem is that for vehicles, a baseline must be made. Obtaining a PUC certificate is not difficult, so also the fitness certificate. So how do I really discourage people from using older vehicles? I cannot do anything else but look at the age," Jain said. A 2018 TERI-ARAI study said that approximately 40% of PM2.5 was generated by the transport sector. A recent CSE study based on data from the Indian Institute of Tropical Meteorology said that around 50% of Delhi's air pollution was caused by vehicle emissions. Experts also pointed out that the existing PUC system was faulty and outdated. A study by DTU even proposed an air quality measure such as an exhaust emission index (EEI) to replace the current PUC system. This EEI would largely rely on the idle testing of carbon monoxide (CO) and hydrocarbons (HC) emission for petrol vehicles and smoke density for diesel vehicles. Dr Rajeev Kumar Mishra, associate professor of environmental engineering at DTU, said maintenance records of vehicles could be identifiers. "Identifying vehicles for phasing out should be based on accumulated mileage, maintenance records and performance by emission norms, not just by age," he said. In 2024, three armoured vehicles used in the Prime Minister's security were denied registration extension by NGT on the grounds of vehicle pollution in Delhi-NCR. The Special Protection Group (SPG) pointed out that the specialised vehicles had only covered 6000, 9500, and 15,000km. However, the BS-III vehicles, then set to de-register in December 2024, were denied extension up to 2029. Green activist Bhavreen Kandhari also called the current no-fuel policy "troubling". The policy encourages people to scrap older cars and buy new ones, which would refresh the vehicle fleet and increase the total number of vehicles on the road. "Clean air won't come from just newer vehicles. It will come with fewer vehicles. That means shifting the focus towards reducing private car dependency," she said. "Age-based bans ignore real-world emissions. An old well-maintained car may emit less than newer, poorly maintained vehicles," she said.

Delhi’s vehicle ban sparks debate: Is scrapping old cars the answer to pollution?

The Delhi-NCR’s crackdown on older vehicles to curb pollution has reignited a fierce debate among scientists, environmentalists and transport experts. While the Commission for Air Quality Management (CAQM) has barred petrol cars older than 15 years and diesel vehicles over 10 years from refuelling or plying on roads from July 1, critics argue that age alone shouldn’t dictate a vehicle’s fate. According to a TOI report, the Centre for Science and Environment (CSE) has long opposed phasing out vehicles based solely on age. Instead, the organisation advocates stricter emission norms and better pollution checks. "In its decades-long campaign on the right to clean air, CSE has never recommended the phase-out of personal vehicles based on age," the group said in a statement. Instead, it pushes for improved fuel standards, remote emission monitoring and stronger public transport. Experts highlight that the current Pollution Under Control (PUC) certification is flawed. A Delhi Technological University (DTU) study even proposed replacing it with an Exhaust Emission Index (EEI), which would assess idle emissions more accurately. Dr Rajeev Kumar Mishra of DTU argued that maintenance records and mileage, not just age, should determine a vehicle’s roadworthiness. However, IIT-Delhi’s Deepti Jain countered that age remains a practical benchmark. "Obtaining a PUC certificate is not difficult... So how do I really discourage people from using older vehicles? I cannot do anything else but look at the age," she was quoted by TOI. Studies show transport contributes heavily to Delhi’s toxic air, up to 50%, as per a CSE analysis. Yet, activists like Bhavreen Kandhari argue that replacing old cars with new ones won’t solve the crisis. "Clean air won’t come from just newer vehicles. It will come with fewer vehicles," she reportedly said, urging policies that reduce private car dependency. As per TOI, even government vehicles haven’t been spared - three BS-III armoured cars used for the Prime Minister’s security were denied registration extensions by the NGT last year due to pollution concerns, despite low mileage.

Flying 40-year-old planes, yet banning ‘old’ cars?’ Ex-IAF Officer calls out Delhi fuel ban

Delhi kicked off July with a lot of controversy thanks to the fuel ban on old vehicles. A former Indian Air Force officer has criticised the Delhi government’s decision to ban fuel sales to End-of-Life (EoL) vehicles, petrol cars over 15 years old and diesel vehicles over 10 years old, questioning the logic of restricting older cars while the country continues to operate aircraft more than 40 years old. Ex-IAF questions rationality behind End-of-Life vehicle ban Former Indian Air Force officer Sanjeev Kapoor questioned the policy’s selective enforcement by targeting personal vehicles. He raised eyebrows by stating that 40-year-old aircraft and 30-odd-year-old other commercial transport are okay, but a 10-year-old diesel and a 15-year-old petrol vehicle are illegal to ply on the streets of Delhi. He posted on social media, “We are still flying aircraft that are over 40 years old & many of our trains, buses, boats, ferries & commercial planes in daily use are more than three decades old. So why are restrictions being imposed only on personal vehicles? With fuel no longer available at gas stations, this will only create a parallel ecosystem, which is neither sustainable nor desirable. That’s my take.” Why the Govt cracked down on 62 lakh vehicles? According to a November 2024 analysis report by the Centre for Science and Environment (CSE), automobiles are the largest source of pollution in Delhi, contributing over 51% of emissions from local sources. Despite initiatives such as the CNG programme, the gradual phase-out of older diesel and petrol vehicles, and the implementation of stricter emission standards, etc, the air quality continues to degrade, especially in winters.

‘Why ban old cars when jets fly at 40?’: Air Force veteran blasts Delhi’s fuel carbs over ageing vehicles

Barely two days after rolling out its strict fuel ban for end-of-life vehicles, the Delhi government has pressed pause on its impounding drive, bowing to a tide of public outrage and sharp criticism from opposition leaders. In one such criticism, a former Indian Air Force officer has criticised the Delhi government’s decision to ban fuel sales to End-of-Life (EoL) vehicles. Former Indian Air Force officer Sanjeev Kapoor questioned the policy’s selective enforcement by targeting personal vehicles. He questioned why operating 40-year-old aircraft and 30-odd-year-old other commercial transport are okay, but 10-year-old diesel and a 15-year-old petrol vehicles are illegal to ply on the streets of Delhi. In a post on X (formally Twitter), he wrote, “We are still flying aircraft that are over 40 years old & many of our trains, buses, boats, ferries & commercial planes in daily use are more than three decades old. So why are restrictions being imposed only on personal vehicles? With fuel no longer available at gas stations, this will only create a parallel ecosystem, which is neither sustainable nor desirable. That’s my take.” According to a November 2024 analysis report by the Centre for Science and Environment (CSE), automobiles are the largest source of pollution in Delhi, contributing over 51% of emissions from local sources. Despite initiatives such as the CNG programme, the gradual phase-out of older diesel and petrol vehicles, and the implementation of stricter emission standards, the air quality continues to degrade, especially in winters. The Delhi government from July 1, banned fuel for end-of-life vehicles — 10 years or older for diesel vehicles and 15 years or older for petrol vehicles — that are deregistered and not allowed to ply on the roads as per the court’s orders. Only seven overage vehicles were impounded by authorities on the second day.

पुरानी गाड़ियों पर फ्यूल बैन खत्म होगा... जब्त नहीं होंगी पुरानी गाड़ियां? दिल्ली सरकार का रुख, क्या कह रहे एक्सपर्ट, समझें पूरी बात

दिल्ली में पुरानी गाड़ियों पर फ्यूल बैन को लेकर मामला गर्माया हुआ है। सरकार ने 1 जुलाई से 15 साल पुराने पेट्रोल और 10 साल पुराने डीजल वीकल को फ्यूल देने पर रोक लगाई थी। इसके साथ ही पेट्रोल पंप पर ही पुरानी गाड़ियों को जब्त किया जा रहा था। सरकार के इस फैसले की व्यापक आलोचना होने लगी। इस मुद्दे पर लोगों की नाराजगी भी देखने को मिली। इन सब को देखते हुए दिल्ली सरकार बैकफुट पर आ गई है। सरकार ने इस आदेश पर रोक के लिए कमीशन फॉर एयर क्वालिटी मैनेजमेंट को लेटर लिखा है। दिल्ली सरकार ने एक बड़ा यू-टर्न लेते हुए पेट्रोल पंपों पर पुराने वाहनों को फ्यूल बैन वाला फैसला वापस लेने का मूड बना चुकी है। 1 जुलाई को लागू हुए इस विवादास्पद आदेश में 10 साल पुराने डीजल और 15 साल पुराने पेट्रोल वाहनों को ईंधन मिलने पर रोक लगा दी गई थी, जिसकी व्यापक आलोचना और भ्रम की स्थिति पैदा हो गई थी। दिल्ली के नागरिकों को हो रही कठिनाइयों को देखते हुए, हमारी सरकार ने कमीशन फॉर एयर क्वालिटी मैनेजमेंट को पत्र लिखकर अनुरोध किया है कि एन्ड-ऑफ-लाइफ वाहनों को फ्यूल न देने के निर्णय पर पुनर्विचार किया जाए। यह निर्णय लाखों परिवारों की रोजमर्रा की जिंदगी और आजीविका को प्रतिकूल रूप से प्रभावित कर रहा है। क्या कह रहे एक्सपर्ट्स दिल्ली में वाहनों से होने वाले प्रदूषण के वास्तविक कारणों पर वैज्ञानिकों और पर्यावरण नीति विशेषज्ञों के बीच बहस तेज हो गई है। दिल्ली-एनसीआर में प्रदूषण पर कई वैज्ञानिक अध्ययनों का हिस्सा रहे सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) ने कहा कि वह उम्र के आधार पर वाहनों को चरणबद्ध तरीके से हटाने की सिफारिश नहीं करता है। बल्कि, उसने ईंधन और उत्सर्जन मानकों में सुधार करने की सलाह दी थी।

'40 साल पुराने जहाज उड़ा सकते हैं, 10 साल पुरानी कार नहीं चला सकते?', पूर्व वायुसेना अधिकारी ने उठाए बड़े सवाल

दिल्ली ने जुलाई की शुरुआत में पुरानी गाड़ियों पर फ्यूल बैन के कारण काफी विवाद खड़ा कर दिया. भारतीय वायुसेना के एक पूर्व अधिकारी ने दिल्ली सरकार के इस फैसले की आलोचना की है, जिसमें 15 साल से अधिक पुरानी पेट्रोल कारों और 10 साल से अधिक पुरानी डीजल गाड़ियों को ईंधन बेचने पर प्रतिबंध लगाया गया है. उन्होंने सवाल उठाया कि जब देश 40 साल से अधिक पुराने विमान चला रहा है, तो पुरानी कारों पर प्रतिबंध लगाने का क्या तर्क है? पूर्व भारतीय वायुसेना अधिकारी संजीव कपूर पूर्व भारतीय वायुसेना अधिकारी संजीव कपूर ने व्यक्तिगत वाहनों को निशाना बनाने वाली नीति की आलोचना की. उन्होंने सोशल मीडिया पर पोस्ट किया, “हम अभी भी 40 साल से अधिक पुराने विमान उड़ा रहे हैं और हमारे कई ट्रेन, बसें, नावें, फेरी और वाणिज्यिक विमान दैनिक उपयोग में तीन दशक से अधिक पुराने हैं. तो फिर केवल व्यक्तिगत वाहनों पर ही प्रतिबंध क्यों लगाया जा रहा है? CSE की रिपोर्ट सेंटर फॉर साइंस एंड एनवायरनमेंट (CSE) की नवंबर 2024 की विश्लेषण रिपोर्ट के अनुसार, दिल्ली में प्रदूषण का सबसे बड़ा कारण ऑटोमोबाइल हैं, जो स्थानीय स्रोतों से 51% से अधिक उत्सर्जन में योगदान करते हैं. CNG कार्यक्रम, पुराने डीजल और पेट्रोल वाहनों का धीरे-धीरे चरणबद्ध तरीके से हटाना, और सख्त उत्सर्जन मानकों को लागू करने जैसी पहलों के बावजूद, हवा की गुणवत्ता विशेष रूप से सर्दियों में खराब होती जा रही है.

प्राइवेट गाड़ियों को उम्र के आधार पर बैन करना सही नहींः सीएसई ने कहा

उम्र के आधार पर गाड़ियों को फ्यूल न देने से बढ़ रहे विवाद के बीच थिंकटेक सीएसई (सेंटर फॉर साइंस एंड एनवायरमेंट) ने साफ किया है कि निजी गाड़ियों को उम्र के आधार पर बैन करना सही नहीं है। हम इसके पक्ष में नहीं है। सीएसई ने सुझाव दिया है कि पीयूसी सिस्टम में व्यापक सुधार किए जाने चाहिए, ताकि सड़कों पर वही गाड़ियां चलें जो पूरी तरह मैनटेन हो। पीयूसी स्टम को रिमोट सेंसिंग टेक्नालॉजी और इमिशन मॉनिटर से जोड़ा जाना चाहिए। साथ ही अधिक पल्यूशन फैलाने वाली गाड़ियों की सड़कों पर पहचान जरूरी है। पब्लिक ट्रासंपोर्ट और मोबिलिटी सिस्टम को मजबूत करें सीएसई ने कहा कि यह सही है कि गाड़ियां हवा को काफी प्रदूषित कर रही है। इसलिए हम हमेशा पब्लिक ट्रासंपोर्ट और मोबिलिटी सिस्टम को मजबूत करने की हमेशा बात करते रहे हैं। प्राइवेट गाड़ियों को कम करने के लिए पार्किंग रेट बढ़ाने और पार्किंग मैनेजमेंट एरिया प्लान बनाने जरूरी है। गाड़ियों को स्क्रैप करने और उसकी फ्लीट रिन्यू करने का सुझाव कमर्शल वीकल जैसे ट्रक आदि पर सही है। लेकिन, इसमें भी वीकल ओनर को अपनी गाड़ी बदलने पर इंसेटिव दिया जाना चाहिए। सीएसई के सुझाव स्टेट और नैशनल पॉलिसी के आधार पर एंड ऑफ लाइफ वीकल के मानक तय हो। ऑटोमेटेड और एडवाइंस वीकल टेस्टिंग सिस्टम, एंड ऑफ लाइफ वीकल की पहचान कर अनफिट करार दे। सड़कों पर चलते हुए गाड़ी कितना पल्यूशन कर रही है, इसके लिए रिमोट सेसिसंग मॉनिटरिंग अपनाई जाए। एंड ऑफ लाइफ वीकल को फेजआउट करने के लिए इंसेंटिव दिए जाएं। पीयूसी सिस्टम सुदृढ़ हो और इसका एनफोर्समेंट भी प्रभावी हो। दिल्ली समेत सभी राज्य अनफिट और एंड ऑफ लाइफ वीकल की लिस्ट जारी करें और इसके लिए ऑटोमेटेड टेस्टिंग सेंटर बनें।

From Bonn to Belém, global climate talks inch forward amid deep divides

“There were fears that including trade measures in the JTWP discussion would overtake all other discussions on just transition. Luckily, a draft text was produced with other elements championed by civil society, and this will be negotiated at Belém,” says Avantika Goswami, Programme Manager of the Climate Change Programme at the Centre for Science and Environment (CSE), a non-profit organisation based in New Delhi. The annual two-week Bonn Climate Change Conference concluded on June 26 with some progress but also exposed the deep divisions between parties at a time when the impacts of global warming are intensifying. The mid-year meeting, under the United Nations Framework Convention on Climate Change (UNFCCC), is meant to address the technical and scientific aspects of climate negotiations and shape the agenda for the upcoming Conference of Parties (COP) to the UNFCCC. The meeting was delayed by nearly two days due to disagreements over the agenda, as developing countries demanded formal discussions on the climate finance obligations of developed countries and the impacts of unilateral trade measures such as the European Union’s Carbon Border Adjustment Mechanism (CBAM). The familiar divide among parties, particularly around finance and ambition for emissions reduction, continued and affected progress on several other agenda items. Despite this, Bonn witnessed substantial progress on items such as the Global Goal on Adaptation and the Just Transition Work Programme. The 2025 meeting was held in the shadow of the last-minute climate finance agreement pushed through by the Azerbaijan presidency at COP29 in Baku last year that left many parties frustrated – a sentiment that carried over to the Bonn conference. On June 24, the Alliance of Small Island States (AOSIS) expressed its frustration, saying, “Climate change and its devastating impacts are accelerating, why are we not acting at least at equal pace?” At the close of the session, the Least Developed Countries (LDC) Group echoed similar frustration over attacks on science stating, “It is alarming that the reflection of scientific fact is being challenged. That the mere mentioning of 1.5°C seems to be a red flag is an extremely concerning development.” The group noted that current efforts are off track and called for more ambitious mitigation goals. The mood was summed up during the closing plenary when U.N. Climate Change Executive Secretary Simon Stiell said, “We have a lot more to do before we meet again in Belém (COP30). There is so much more work to do to keep 1.5 alive, as science demands.” Progress on just transition and adaptation The Bonn climate change conference, SB62, saw progress on two key negotiation items: the Just Transition Work Programme (JTWP) and the Global Goal on Adaptation (GGA). For the first time, negotiators produced a draft decision and an informal note on the JTWP, which will be further discussed at COP30 in Belém. The note outlines possible approaches to financing, capacity building, and technology transfer to support developing countries in implementing just transition strategies. It also encourages countries to integrate just transition considerations into their national climate plans, including Nationally Determined Contributions (NDCs), National Adaptation Plans (NAPs), and long-term low-emissions development strategies (LT-LEDS). This marks an initial step toward embedding social equity and labour issues within the core planning frameworks of the Paris Agreement, says Jonas Kuehl, a policy advisor at the International Institute for Sustainable Development (IISD), an independent think tank. The JTWP text connects climate finance to the broader social and economic aspects of just transition. It includes references to human rights, gender equality, and the rights of Indigenous Peoples and other vulnerable groups. These references broaden the scope of climate finance and indicate that resources must also support social protection, reskilling, and inclusive planning, not only infrastructure, emission reductions, and adaptation, says Kuehl. The latest JTWP document also includes language on unilateral trade measures. Developing countries have pushed for discussionS on such measures, which they have said are imposed in the name of climate action. They argue that these policies limit their ability to respond effectively to climate change. Developed countries, however, argue that such issues should be addressed in trade forums such as the World Trade Organization (WTO). Experts view the inclusion of trade measures in JTWP as a positive development, but caution that it should not overshadow other critical aspects of just transition. “There were fears that including trade measures in the JTWP discussion would overtake all other discussions on just transition. Luckily, a draft text was produced with other elements championed by civil society, and this will be negotiated at Belém,” says Avantika Goswami, Programme Manager of the Climate Change Programme at the Centre for Science and Environment (CSE), a non-profit organisation based in New Delhi.

Curbs in place, but capital still struggles to end single-use plastic items

July 3 is International Plastic Bag Free Day. However, across Delhi, single-use plastic (SUP) bags, including those prohibited since 2018, are being used by shopkeepers and customers. Disposable cutlery and drinking straws made of plastic have also resurfaced in the marketplace. Despite restrictions imposed three years ago in July on single-use plastic, plastic items, particularly low-quality polythene bags below 50-micron thickness banned in 2018, continue to be extensively used without consequences. While several initiatives were undertaken to encourage the use of alternative materials, the ban continued to be ineffective. Delhi Pollution Control Committee officials remained unresponsive to queries about the confiscation of illegal plastics and polybags, and even a Right to Information application failed to obtain official statistics. "In May, information was sought through DPCC on illegal plastic seized, FIR filed, areas inspected, etc. A few days ago, the reply we received said that ‘no such information is available with them'," said Amit Gupta, a Delhi-based environment and RTI activist. "It shows that agencies are not serious," he emphasised. In a similar RTI filed by an activist in July 2024, DPCC replied that a compensation of Rs 16.4 lakh was collected over the past three years. However, that reply, too, failed to share details of cases registered against storing, selling or manufacturing banned plastic. In Feb this year, an order by National Green Tribunal pointed out that 35 industrial units in Bawana and Narela industrial areas were found manufacturing single-use plastic items and were later closed. Independent analysts have some numbers to share. According to Plannex Recycling, an organisation that deals with waste management and recycling, the city generates approximately 1,113 tonnes of plastic waste daily, with about 871 tonnes processed or recycled, leaving around 242 tonnes unprocessed every day. "This unprocessed waste contributes to environmental issues, including pollution of the Yamuna and clogging of drainage systems. Specifically, single-use plastic constitutes a significant portion of this waste," said CEO Yuvraj Bhardwaj. "In 2023, Delhi's SUP waste was estimated at 1,117 tonnes per day, projected to rise to 1,158 tonnes per day by 2026. Despite efforts to manage this through waste-to-energy plants and recycling, about 20% of plastic waste still ends up in landfills," he added. According to a report by Centre for Science and Environment, plastic bags are the most common type of SUP used for shopping and carrying groceries and other items. Experts cite various reasons for the ban violation. "More than 120 countries across the globe have banned some kind of single-use plastic. However, most of the countries are struggling with implementing these bans due to the inconsistencies in the national and regional laws," said Siddharth Ghanshyam Singh, programme manager at CSE. "A global ban on the most problematic single-use plastic items, such as carry bags, will help in improved implementation, cost savings for local and national govts, and take us a step closer to a single-use plastic-free planet," he added. Singh pointed out that a report by Earth Action indicated that bans and phase-outs on the most problematic plastic products could result in a net saving of $8 trillion between 2025 and 2040 for govts of 73 countries responsible for 90% of the total plastic consumption, including India. "A ban is not a ban unless it is enforced in both letter and spirit. The continued presence of banned single-use plastic bags in markets across India is not just a policy failure; it is an environmental and legal breach," said environment activist Bhavreen Kandhari. "Despite clear prohibitions under the Plastic Waste Management Rules and repeated complaints from citizen groups such as Warrior Moms to pollution control boards nationwide, enforcement remains weak and inconsistent." Meanwhile, local market representatives cite the lack of cheaper alternatives as the major reason. "No reliable and cheap substitute has been provided by govt. Thus, packaging for most of the goods continues with plastic materials. It creates a mess, no doubt, especially due to poor redressal and mass use by street vendors, but they use it because it's openly available. Go to Sadar market; it's full of vendors and manufacturers," said Nitin Gupta from Kamla Nagar Trader Association.

बेहतर पब्लिक ट्रांसपोर्ट के बिना अधूरा है समाधानः एक्सपर्ट्स

एक्सपर्ट के अनुसार उम्र पूरी कर चुकी गाड़ियों की जो संख्या बताई जा रही है, उस पर संदेह है। इसलिए इस कदम का प्रदूषण पर कुछ व्यापक असर पड़ेगा, ऐसा नहीं लग रहा है। CSE ( सेंटर फॉर साइंस एंड एनवायरनमेंट ) की डीजी सुनीता नारायण के अनुसार सबसे बड़ा सवाल तो यही है कि नियमों के बावजूद यह गाड़ियां अभी तक चल कैसे रही हैं? दूसरा पहले दिन कम गाड़ियां पकड़ी गई है। ऐसा लग नहीं रहा है कि इतनी अधिक गाड़ियां अपनी उम्र पूरी करने के बाद सड़कों पर चल रही है। दूसरा यह कि यह गाड़ियां अगर चल भी रही है तो इनका इस्तेमाल कौन कर रहा है? क्या उनके पास यह विकल्प है कि वह नई गाड़ियां खरीद सकें ? क्या राजधानी के पास इन लोगों को पब्लिक ट्रांसपोर्ट देने का विकल्प है? उम्र पूरी कर चुकी गाड़ियों का प्रयोग कम कर रहे लोग एनवायरोकैटलिस्ट (Envirocatalyst) के फाउंडर और लीड एनालिस्ट सुनील दहिया ने कहा कि सीएनजी के समय भी पुरानी गाड़ियों को किट लगाने की छूट दी गई। लेकिन उसका इतना लाभ नहीं मिला। इस समय भी इस दायरे में आने वाली गाड़ियों की संख्या उतनी नहीं है जितना अनुमान लगाया जा रहा है। इसलिए इससे प्रदूषण पर खास असर नहीं पड़ेगा। इंटरनैशनल काउंसिल ऑन क्लीन ट्रांसपोर्टेशन के मैनेजिंग डायरेक्टर अमित भट्ट ने बताया कि उम्र पूरी कर चुकी गाड़ियों का इस्तेमाल लोग काफी कम कर रहे हैं। ज्यादातर गाड़ियां एक ही जगह पर पार्क है।

Used Cars In Delhi Now Available For Throwaway Prices: Mercedes-Benz Available For Just Rs 2 Lakh

This policy has sparked widespread debate among citizens who feel penalised despite responsible ownership practices, amidst rising costs associated with purchasing newer models within similar segments today. Meanwhile, the Centre for Science and Environment (CSE) reports that vehicles contribute over half of Delhi's local emissions. Posters at Delhi fuel stations now declare, "Fuel will not be dispensed to 'end of life' vehicles." This is part of the Delhi government's strategy to combat air pollution by banning fuel for older vehicles. Petrol vehicles over 15 years and diesel ones over 10 years are affected. As a result of this, used cars in Delhi are now available for throw-away prices. To make the full use of this opportunity, used car dealers across the country are flocking in to buy these 'end of life' used cars at cheap rates and resell them with sizeable profit in other states. Read more at: https://www.drivespark.com/four-wheelers/2025/used-cars-in-delhi-available-at-cheap-rates-fuel-ban-public-concern-user-plight-politics-072929.html

Delhi HC issues notice on petrol pump owners' plea against fuel ban on overage vehicles

The crackdown follows the alarming ndings by the Centre for Science and Environment (CSE), whose November 2024 analysis found that vehicles contribute 51 per cent of pollution from all local emission sources in Delhi -- making them the single largest source of air pollution in the city The Delhi High Court has agreed to examine a plea challenging the city government’s policy to penalise and prosecute the petrol pump owners if they refuel ‘end-of-life’ (EoL) vehicles -- petrol vehicles older than 15 years and diesel vehicles older than 10 years. A bench of Justice Mini Pushkarna issued notice and sought responses from the Delhi government and the Commission for Air Quality Management (CAQM) on the plea led by the Delhi Petrol Dealers Association. petrol pump owners and their attendants with an additional responsibility of implementing Motor Vehicles Act -- without them being necessarily equipped or authorised under the law to carry out such a responsibility. The plea will likely be heard next on September 8. To reduce emissions and improve air quality in the national capital, which frequently ranks among the world’s most polluted cities, the Delhi government has begun enforcing strict new rules on EoL vehicles. According to directives issued by the CAQM, all petrol pumps across the National Capital Territory (NCT) will deny fuel to old vehicles identied through AI-powered Automatic Number Plate Recognition (ANPR) cameras. AI-enabled cameras installed at petrol stations will automatically identify outdated vehicles using number plate data. Once recognised, these vehicles will be agged in the system to prevent fuel issuance. The crackdown follows the alarming ndings by the Centre for Science and Environment (CSE), whose November 2024 analysis found that vehicles contribute 51 per cent of pollution from all local emission sources in Delhi -- making them the single largest source of air pollution in the city

India Can’t End Coal Yet, But Must Clean Up Its Power Sector: CSE Report

India’s electricity demand is rising fast, and coal is still the main source of power. But coal-based thermal power plants are also the largest source of greenhouse gas (GHG) emissions in the country. A new report by the Centre for Science and Environment (CSE) says the country should not focus on ending coal use, but on making coal power cleaner. Coal Still Fuels Country “Electricity generation is responsible for 39 percent of greenhouse gas emissions in India, and coal-based thermal power plants play a major role in this,” said Sunita Narain, director general of CSE. “It is not possible to completely stop coal in a country like India, but it can be decarbonised, that is, made carbon emission-free.” CSE released the report, titled Decarbonising the Coal-based Thermal Power Sector in India, during a Round Table discussion attended by senior officials, industry leaders, and researchers. The report says it is not practical to move away from coal completely. Instead, India should reduce emissions from coal in a planned and targeted way. Narain pointed out that India has achieved 46.3 per cent of its installed electricity capacity from non-fossil sources like solar and wind. But power from these sources still forms only about 12 per cent of actual electricity generation, because it is not consistent or reliable. “It is for this reason that strong and strategic measures for emission reduction from coal-based power plants would be critical to reducing overall emissions from the sector,” she said. Cutting Emissions Without Cutting Coal The CSE report warns that if current trends continue, emissions from the coal-based thermal power sector could increase from 1,076.7 million tonnes in 2022-23 to 1,332.7 million tonnes by 2031-32. If coal continues to provide around 73 to 75 per cent of electricity, emissions could go as high as 1,838 million tonnes by 2031-32. The Round Table included officials from the Central Electricity Authority (CEA), Central Electricity Regulatory Commission (CERC), GRID India, NTPC, Tata Power, Adani Power, civil society groups, and researchers. They discussed the challenges and possible solutions for reducing emissions from coal power plants. Ashok Lavasa, former environment and finance secretary, said the focus has changed. “The conversation has shifted from eliminating coal to focusing on just transition. Over the past 30–40 years, the climate discourse has shown the limits of a one-dimensional energy view and highlighted the need for energy security.” Ramesh Veeravalli, a technical member of CERC, said research is needed for better technology. “Research on full and cost-effective carbon capture, utilisation and storage is a critical lever for decarbonising the sector.” Rajiv Porwal, director of system operations at GRID India, stressed flexibility and cost. “We need grid flexibility to decarbonise the coal sector. Until affordable large-scale storage is available, thermal plants must stay flexible. For now, the focus should be on least-cost solutions.” The CSE report looked at the performance of power plants based on their technology and carbon emissions. The findings were surprising. Eight coal plants that are over 25 years old are among the top-performing units. In contrast, 49 plants that are less than 20 years old are among the worst-performing. The study also found that 95 sub-critical units under 25 years of age are working at lower efficiency than the national average. The report also found that super- and ultra-supercritical plants, which are more efficient, are underused. In 2022-23, 14 out of 72 supercritical units and 8 out of 20 ultra-supercritical units operated at less than 50 per cent capacity. Sub-critical plants, which are less efficient, had the highest average plant load factor at 68 per cent. Supercritical plants had 62 per cent, and ultra-supercritical only 54 per cent. This shows that newer, more efficient technologies are not being used to their full potential. What Can Be Done? CSE suggests three main steps to reduce emissions by 2031-32. First, improve the efficiency of the existing power plants. Second, increase power generation from super- and ultra-supercritical units. Third, co-fire coal with biomass—mixing up to 20 per cent biomass in the fuel. Parth Kumar, programme manager for industrial pollution at CSE, said, “All of this together could bring down the emissions to 900 million tonnes by 2031-32, which is a 32.4 per cent reduction from the business-as-usual scenario.” He added, “The quantum of this reduction would be higher than the combined emissions of the iron and steel and cement sector in India.” CSE also recommends changes in how the power sector works. These include linking emission performance to how power is dispatched, revising power purchase agreements, using the coal tax (cess) for cleaner technology, and improving electricity demand forecasting. Nivit K Yadav, programme director for industrial pollution at CSE, said even young power plants that perform poorly should be included under renovation and modernisation schemes. “Many units, even after using domestic coal with sub-critical technology, rank among the best-performing ones in the country. This points to the possibility of achieving low emissions even with plants that are older and use domestic coal,” he said. The report makes it clear that coal will remain part of India’s energy system for the near future. But some steps can be taken now to make it cleaner and reduce its impact on the environment. The message is simple: Don’t end coal, fix it.

Decarbonising the coal-based thermal power sector in India can lead to over 30 per cent reduction in GHG emissions: CSE

“Electricity generation accounts for 39 per cent of India’s total greenhouse gas (GHG) emissions, and coal-based thermal power plants (TPPs) are a major contributor. But in a country like India, the focus cannot be on “ending” coal, but on decarbonising it”: said Sunita Narain, director general, Centre for Science and Environment (CSE). She was speaking at a Round Table meeting where CSE released its new report, Decarbonising the Coal-based Thermal Power Sector in India . Though India has increased its non-fossil electricity capacity from a negligible base to nearly 46.3 per cent of its total installed capacity by March 2025, the generation and supply of electricity from renewables (solar and wind) remains intermittent and limited to a share of around 12 per cent. “It is for this reason that strong and strategic measures for emission reduction from coal-based power plants would be critical to reduce overall emissions from the sector,” said Narain. The CSE Round Table brought together all the major stakeholders including Central Electricity Authority (CEA), Central Electricity Regulatory Commission (CERC), GRID India, National Thermal Power Corporation (NTPC), Tata Power, Adani Power etc with think tanks, civil society and academia to discuss the pathways for decarbonising thermal power plants in India and the associated issues and challenges. Besides Narain, the other key experts and stakeholders who addressed the participants were Ashok Lavasa , former secretary of the Union ministries of Finance and Environment, Forest and Climate Change; Ramesh B Veeravalli , member (technical), CERC; Ajay Sharma , executive director (engineering), NTPC; and Rajiv K Porwal , director (system operations), GRID India. Based on the projections of the National Electricity Plan, the CSE report estimates that in a business-as-usual scenario, emissions from the TPP sector would go up to 1,332.7 million tonne (MT) by 2031-32 from 1,076.7 MT in 2022-23. Considering the share of coal power not going down as expected in recent years, the study also projects a scenario that if coal share continues to remain between 73 to 75 per cent, the emissions could go as high as 1,838 MT. Speaking at the meeting, Ashok Lavasa said: “The conversation has shifted from eliminating coal to focusing on just transition. Over the part 30-40 years, the climate discourse has shown the limits of a one-dimensional energy view and highlighted the need for energy security.” According to Ramesh Veeravalli, “research on full and cost-effective carbon capture, utilisation and storage is a critical lever for decarbonising the sector”. Rajiv Porwal made a case for flexibility and low-cost solutions: “We need grid flexibility to decarbonise the coal sector. Until affordable large-scale storage is available, thermal plants must stay flexible. For now, the focus should be on least-cost solutions.” The CSE study has benchmarked the power generating fleet technology-wise, based on its CO 2 emission intensity. Some interesting findings: Eight older units above 25 years of age were among the top performing units 49 units below the age of 20 years were among the least performing 95 sub-critical units below 25 years of age operate below the national average efficiency of the sub-critical fleet. The study has also highlighted the under-utilisation of super and ultra-super critical plants with 14 out of 72 super critical and eight out of 20 ultra-super critical units operating under 50 per cent plant load factor as of 2022-23. In terms of overall average PLF among the three technologies, the sub-critical fleet has the highest average PLF (plant load factor) of 68 per cent, compared to 62 per cent in the case of super critical and 54 per cent for ultra-super critical fleets — which are the reverse of their efficiency orders. The CSE report suggests three major technological levers for decarbonising the sector by 2031-32: Improving the efficiency of the existing fleet to benchmark levels Increased generation from super and ultra-super critical plants Accelerating biomass co-firing to 20 per cent. According to Parth Kumar, programme manager, industrial pollution, CSE: “All of this together could bring down the emissions to 900 MT by 2031-32 — which is a 32.4 per cent reduction from the business-as-usual scenario.” Adds Kumar: “The quantum of this reduction would be higher than the combined emissions of the iron and steel and cement sector in India.” The report recommends systemic changes to current mechanisms such as, considering emission parameters for merit order dispatch, revisiting the structure of power purchase agreements, re-purposing coal cess for decarbonisation and strengthening electricity demand forecasting in India. Says Nivit K Yadav, programme director, industrial pollution CSE: “We also recommend that non-performing younger plants should be included under the renovation and modernisation policy. Many units, even after using domestic coal with sub-critical technology, rank among the best performing ones in the country. This points to the possibility of achieving low emissions even with plants that are older and use domestic coal.”

More than 100 illegal waste sites flagged in Haryana Aravallis, citizens demand ‘No-Go-Area’ designation

The Centre for Science and Environment (CSE) had tested samples of the solid waste from the Bandhwari landfill dumped in one of the Aravalli forest areas near the landfill and found a high concentration of pathogens and toxic metals.” Demanding the declaration of ‘No-Go-Area’ zones for waste dumping, burning and landfills, over 100 geo-tagged locations across five districts of Haryana, Gurugram, Faridabad, Nuh, Rewari and Charkhi Dadri, have been highlighted in the second part of the State of the Haryana Aravallis: Citizens’ Report. The Aravalli mountain range, estimated to be over two billion years old, is under serious threat due to rampant violations, according to the report submitted by the ‘People for Aravallis’ group to Union Minister for Environment, Forest and Climate Change Bhupender Yadav and Haryana Chief Minister Nayab Singh Saini. Neelam Ahluwalia, Founder Member of People for Aravallis, said the report underscores how illegal industrial waste burning continues in several villages despite a blanket ban imposed by the Nuh Deputy Commissioner in early May this year on open waste burning within the ecologically fragile Aravalli region. “The report highlights how, in direct violation of the blanket ban imposed by Nuh Deputy Commissioner in early May this year on open waste burning within the ecologically fragile Aravalli region, alleged illegal industrial waste burning continues in Khori Khurd, Khori Kalan, Sonari, Gurnawat, Rangala, Naharpur, Sewka and other villages in Tauru, which is resulting in severe air, soil and groundwater pollution,” she said. “It also throws light on the pollution being caused in the eco-sensitive Aravalli region as a result of the infamous Bandhwari landfill and a landfill site near ITI Colony on the old Sohna-Alwar road, where mixed waste is being dumped daily. Regular fires at both landfill sites in the Gurugram Aravallis emit dangerous toxins, as organic waste, e-waste, plastic, chemicals and hazardous waste are all burnt together, adding to Delhi-NCR’s and Haryana’s air pollution, heat index and climate sensitivity,” she claimed. ADVERTISEMENT She further said, “The report also highlights how, over the last few years, hazardous solid waste from the Bandhwari landfill and other kinds of waste have been dumped in mining quarries and forest areas across many locations in the Gurugram and Faridabad Aravallis, contaminating the soil, surface and groundwater in NCR’s lifeline for clean air, water recharge and wildlife habitat. The Centre for Science and Environment (CSE) had tested samples of the solid waste from the Bandhwari landfill dumped in one of the Aravalli forest areas near the landfill and found a high concentration of pathogens and toxic metals.” “Dumped waste lying in 100-plus locations across five districts of the state where the Aravalli range runs, as mentioned in the report, must be removed from these eco-sensitive areas immediately and disposed of in a responsible manner. It is critical to establish a mechanism for strict monitoring and accountability, which is completely lacking at this point, in order to bring any positive change to the current extremely dismal health of the Aravallis,” she said. Neelam added, “We urge the government to constitute Aravalli Protection Task Force Committees in all the Aravalli districts, headed by the DC of each district under the supervision of the Chief Secretary. Strict accountability with severe consequences is a must to ensure that government officials do their job without neglect and in a proactive manner to safeguard the Aravallis, so that our cattle, wildlife and people in the Aravalli districts in Haryana can live with dignity, without gasping for breath, drinking toxic water and being sick.”