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62L vehicles in Delhi can't get fuel anymore : Here's why

According to a November 2024 analysis by the Centre for Science and Environment (CSE), vehicles account for over half (51%) of all local emission sources in Delhi. Starting today, fuel stations across Delhi will not provide petrol or diesel to 'end-of-life' vehicles. The move comes as part of the Delhi government's efforts to combat air pollution. The ban specifically targets petrol vehicles over 15 years old and diesel vehicles over 10 years old. An estimated 62 lakh such vehicles will be affected by this decision in the national capital alone. Pollution source Vehicles responsible for over half of Delhi's local emissions According to a November 2024 analysis by the Centre for Science and Environment (CSE), vehicles account for over half (51%) of all local emission sources in Delhi. The Commission for Air Quality Management (CAQM) has now issued Statutory Direction No 89, enforcing strict measures against end-of-life vehicles across the National Capital Region (NCR). This includes goods carriers, commercial vehicles, cars, two-wheelers and more.

61 Lakh Vehicles In Delhi Won't Get Petrol/Diesel From Today

According to the Centre for Science and Environment (CSE), vehicles contribute over 51 per cent of Delhi’s local pollution. In a landmark move to control air pollution, the Delhi government has enforced a fuel ban on end-of-life vehicles—petrol vehicles older than 15 years and diesel vehicles older than 10 years. Starting today, such vehicles will no longer be allowed to refuel at petrol stations across the city. Why the Ban? According to the Centre for Science and Environment (CSE), vehicles contribute over 51 per cent of Delhi’s local pollution. To curb emissions, the Commission for Air Quality Management (CAQM) issued a statutory directive, extending the fuel ban to all end-of-life vehicles, including goods carriers, two-wheelers, and even vintage vehicles. This decision affects over 62 lakh vehicles in Delhi alone and several lakhs more across Haryana, Uttar Pradesh, and Rajasthan. How the Ban Will Be Enforced The Transport Department, in coordination with Delhi Police and MCD, has launched an extensive deployment plan. Automatic Number Plate Recognition (ANPR) cameras installed at 498 fuel stations will scan vehicle number plates and cross-check them with the VAHAN database. If a vehicle is found to be overaged, the system will alert the fuel station operator and notify enforcement agencies for further action. Delhi Police and Traffic Police officers are stationed across fuel stations, with two extra personnel at each pump to maintain law and order. Teams will closely monitor overaged vehicles and prevent them from getting fuel. On-Ground Reactions and Concerns Despite the government’s intention, petrol dealers and commuters have voiced strong concerns. Fuel station staff report no training on denying fuel to non-compliant vehicles. Many argue that well-maintained older vehicles may not be harmful and that a Pollution Under Control Certificate (PUCC) should be considered. Commuters like Mohit have called for a trial run of 15–30 days to raise awareness among the public, especially among those who may be unaware or uneducated. Dealers fear being penalised for missing violators, and there is uncertainty about how long enforcement teams will be stationed. The Way Forward While the fuel ban reflects Delhi’s urgent need to improve air quality, smoother implementation, awareness campaigns, and clear guidelines are essential. Without them, commuters and fuel station staff are likely to face confusion, leading to practical and legal challenges.

Global conflicts, trade tensions and fragile multilateralism overshadow Bonn conference and its outcomes

A world riven by global conflicts, trade wars and climate impacts left its mark on the recently concluded mid-year UN climate talks in Bonn. Having started on a difficult note, with developing countries pushed to discuss climate finance obligations and impacts of unilateral trade measures like the EU’s carbon border tax only to face resistance from developed countries, the Bonn talks have fallen prey to familiar fault lines and slow progress on many issues – says an assessment by Centre for Science and Environment (CSE) of the outcomes of the talks A CSE team had attended and reported on the conference. Speaking from Bonn, Avantika Goswami, Programme Manager, Climate Change, CSE said: “We do not see an appetite to uphold multilateralism from developed countries, and Bonn made that clear. The refusal to dive deeper into Article 9.1 and hear out concerns from developing countries about unilateral trade measures symbolises the imbalance of power that persists in this space. While civil society is driving momentum on issues like just transition, all other spaces remain paralysed by inequity and the refusal of the Global North to support, fund and enable climate action in the rest of the world in line with its historical duty.” A breakthrough in Just Transition Work Programme, but differences persist Under the UAE Just Transition Work Programme (JTWP), developing countries emphasised addressing climate change-related unilateral trade measures, such as trade-restrictive policies like the EU-Carbon Border Adjustment Mechanism (CBAM), while developed countries pushed for aligning just transition pathways with 1.5°C goals and reporting them in national climate targets that are submitted to the UNFCCC. A draft negotiating text emphasising “ whole-of-economy approaches to just transitions”, facilitating “universal access to clean, reliable, affordable and sustainable energy for all”, and variable pathways to energy transitions was produced in Bonn with some areas of consensus, including various proposals from civil society. This will be forwarded for negotiation at COP30 in Belem. Trade measures burden the Global South Initially proposed by Like-Minded Developing Countries (LMDCs) as a standalone agenda item, Unilateral Trade Measures ultimately became discussion items under JTWP and the Response Measures forum. Developing countries highlighted the adverse impacts of such trade-restrictive measures on economies that undermine equity and shift the burden on to the Global South. In the JTWP, Parties stressed the need for international cooperation and support to address these impacts, with China proposing a joint event with the WTO. In the Response Measures track, the G-77 and China pushed to prioritise UTMs in the Katowice Committee’s work but the EU and other developed countries opposed, suggesting the issue be handled in trade-specific forums. Global Stocktake discussions stuck on purpose Parties wrapped up informal consultations on the UAE Dialogue on implementing the Global Stocktake (GST) outcomes without reaching consensus. Developed countries pushed for annual synthesis reports to track implementation of the GST, while developing countries argued for a focus on implementing national climate targets (NDCs) and opposed turning the dialogue into a reporting mechanism. They also called for referencing Article 9.1 of the Paris Agreement to clarify the dialogue’s purpose and scope. Adaptation talks stall over how to measure progress Negotiations on the Global Goal on Adaptation (GGA) stalled primarily over how to develop indicators to track progress on the means of implementation (MOI) needed by developing countries to adapt to climate impacts. Under the GGA framework agreed upon at COP28 in Dubai, UAE, indicators have to be developed to measure the progress on various targets. MOI mainly includes finance, apart from technologies and capacity building, for adaptation measures such as early warning systems. Other contentious issues in the GGA text include language around transformational adaptation, the Biennial Transparency Reports (BTRs) and Article 9 which refers to financial obligations of developed countries towards developing countries. The negotiations will continue at COP30 in Belem based on the informal note prepared at Bonn. Once again, climate funding divides At the Presidency-led consultations on the ‘Baku to Belém Roadmap to $1.3 trillion’, developing countries stressed equity and the need for public, grant-based finance. The G77 and China called for addressing systemic barriers, including high capital costs and unilateral trade measures, warning against shifting burdens onto the Global South. Civil society groups demanded transparency and grounding of the Roadmap in Article 9 of the Paris Agreement. Developed countries, including the EU, Canada, Japan, and Australia, emphasised enabling environments and the role of private finance. The COP30 Presidency will release a Roadmap document at the Financing for Development conference in Seville. Sharm el-Sheikh Dialogue circle equity, finance Sessions under the Sharm el-Sheikh Dialogue discussed building financial systems that support climate action and resilience. Three thematic sessions under the Dialogue addressed issues of capacity building for financial sector development, transition planning for low-emission, climate-resilient development, and ways to support NCQG implementation through Article 2.1(c). Developing countries highlighted the need for recognising different national circumstances and ensuring that rules on transparency and risk do not penalise vulnerable countries. The need for public finance to support adaptation was a consistent demand. No agreement on mitigation purpose or ambition Parties remain deeply divided on the purpose and ambition of the Mitigation Work Programme (MWP). Developed countries view it as a tool to extract stronger climate commitments from developing nations, while developing countries insist it must respect national priorities and focus more on means of implementation. Some, including the EU, called for aligning MWP activities with findings from the Global Stocktake. Others warned against turning the MWP into a forum for political pressure or backdoor commitments. Negotiations also explored how the MWP could become a ‘safe space’ for identifying barriers and sharing solutions. A substantial part of the negotiations also focussed on the need and role of a ‘digital platform’ for sharing mitigation actions and serving as a ‘match-making tool’ due to be launched in Belem. Capacity gaps, transparency concerns on UN carbon markets Although no formal negotiations took place on UN carbon markets, workshops and dialogues revealed concerns around transparency, safeguards, and capacity gaps. A two-day mandated dialogue on Article 6.2 explored early experiences with cooperative approaches, including presentations on opportunities, barriers, benefit sharing, and capacity needs. A one-day capacity-building workshop was held on the Article 6.4 Paris Agreement Crediting Mechanism. Discussions on phasing out the Clean Development Mechanism lingered with some parties preferring the earliest phase out and others a delay. As carbon market infrastructure takes shape, concerns remain around transparency, safeguards, and scrutiny many of which were highlighted in special and side-events. Capacity gaps for developing countries came up repeatedly in these forums. Article 6.8 saw quieter progress, with parties discussing how to implement the work programme on non-market approaches and integrate non-market approaches into broader development goals of countries.

Heat, Hunger, and the Ghosts of Empire

A 2022 investigation by Rohini Krishnamurthy and Trishant Dev of the Centre for Science and Environment found that Adivasi communities did not see any tangible benefits from the deal. Their labor—and their land—were essentially commodified for Western climate compliance. The industrialized nations of the Global North—many of them former imperial powers—built their prosperity through centuries of colonial extraction and, later, unrestrained emissions. Today, the consequences of that history are unfolding across a warming planet, with the most severe impacts falling on those who were once colonized. From India’s drought-ravaged farmlands to forests in Africa cleared in the name of “carbon offsets,” climate justice remains deeply entangled with the legacies of empire. And despite the progressive rhetoric of climate finance and sustainable development, many of today’s “solutions” replicate the very hierarchies they claim to dismantle. In India, communities already relegated to the margins—Adivasis, Dalits, and other castes—bear the brunt of climate disruption. This same situation is being replicated across many former European colonies in Africa, the Caribbean, and the Pacific. The wealth of today’s richest nations is built atop the ruins of colonial plunder. Their industrialization, fueled by fossil capitalism, led to unchecked greenhouse gas emissions that destabilized global climate systems. Yet the countries now most vulnerable to ecological collapse are those that once suffered the most under colonial rule. During the British Raj, India’s agrarian landscape was fundamentally transformed. Communal lands used for subsistence farming were converted into monocultural fields of cash crops—cotton, indigo, and tea—destined for European markets. Indian farmers were coerced into growing export commodities and forced into wage labor to meet colonial tax demands. Similar stories unfolded in French-ruled West Africa, where Indigenous farming practices were dismantled and forests were cleared for cotton plantations. The result was not just economic dislocation but environmental degradation on a vast scale. In a recent report, the Intergovernmental Panel on Climate Change acknowledged this link, stating that contemporary climate vulnerabilities are rooted in “historical and ongoing patterns of inequity, including colonialism.” This marks a long-overdue recognition of what scholars and communities have long argued: that colonialism is not a historical footnote to the climate crisis, but its origin story. Tao Leigh Goffe, a scholar at the City University of New York, traces this origin back to 1492, when Columbus’s arrival in the Americas set off centuries of imperial conquest and ecological devastation. In Dark Laboratory: On Columbus, the Caribbean, and the Origins of the Climate Crisis, Goffe writes that climate breakdown is not a recent aberration but the culmination of racial capitalism and scientific racism that justified the mass exploitation of people and the environment under the guise of “civilization.” She urges us to recognize climate change as a political and historical phenomenon—not simply an environmental one—driven by centuries of global extraction, violence, and dispossession. If the colonial past laid the groundwork for ecological collapse, the present-day architecture of climate finance threatens to reinforce it. Carbon markets, introduced under the Kyoto Protocol in 1997, were intended to price pollution. In practice, they allowed wealthy nations and corporations to continue emitting carbon so long as they paid to “offset” it elsewhere, often in the Global South. In the Araku Valley of Andhra Pradesh, tribal communities signed away rights to carbon credits through a partnership brokered by the Naandi Foundation and foreign corporations. Villagers planted trees across 6,000 hectares of land, but the carbon credits were sold to Livelihoods Funds, a French firm whose clients include Danone and Michelin. A 2022 investigation by Rohini Krishnamurthy and Trishant Dev of the Centre for Science and Environment found that Adivasi communities did not see any tangible benefits from the deal. Their labor—and their land—were essentially commodified for Western climate compliance. This is not an anomaly. Scholars and activists warn of a new “green colonialism,” where climate projects touted as progressive cover the continued exploitation of the Global South. Oxford University researchers have noted that offset schemes enable corporations and governments in the Global North to continue emitting high levels of greenhouse gases while utilizing Indigenous lands, often without obtaining meaningful consent. A 2022 Greenpeace UK report underscored this imbalance, urging climate reparations and financial justice for those who suffer the most but have contributed the least. These injustices are compounded by broken promises. In 2009, wealthy nations pledged $100 billion annually in climate finance to developing countries from 2020 to 2025. Yet as of 2023, the pledge remains largely unfulfilled. Meanwhile, reforestation efforts linked to these funds have led to land grabs and violence, particularly in parts of Africa, Southeast Asia, and Latin America. Vijaya Ramachandran of the Breakthrough Institute has described this as a form of “green colonialism,” where lofty climate goals are achieved at the expense of the world’s poorest. Ironically, nations like India and China—whose per capita emissions remain far below those of the U.S. and Canada—are often vilified in global climate negotiations. The real disparity lies in luxury-fueled emissions from the North, where fossil-fueled affluence is rarely questioned. India’s caste system adds another layer to climate injustice, compounding historical marginalization with new environmental vulnerabilities. Adivasis, Dalits, and other caste-oppressed communities face the most severe consequences of climate change—from recurring droughts to deadly heatwaves and rising sea levels—without access to resources or political representation. A 2022 study by the National Campaign on Dalit Human Rights (NCDHR) in Maharashtra’s Kallam and Osmanabad blocks surveyed over 2,200 people. It found 96% of respondents faced extreme vulnerability to drought; 75% earned less than $60 per month; and 58% lacked homestead land. Most were excluded from state relief programs. Public water sources were insufficient, leading to widespread illness and malnutrition. The findings point to a brutal reality: climate change amplifies systemic caste discrimination, worsening poverty, while government programs fail to offer even basic protections. Fisherfolk from the Koli caste in Maharashtra face similar exclusion. Sea-level rise, coastal erosion, and cyclones, such as Nisarga in 2020 and Tauktae in 2021, have devastated their communities. Their customary rights to the coastal commons are often ignored in urban climate strategies, including Mumbai’s Climate Action Plan. Despite court victories—such as a National Green Tribunal case in Uran that exposed illegal development—Koli voices are still marginalized in policy discourse. Their demands include not only environmental justice but broader citizenship rights encompassing healthcare, education, and disaster relief. Journalist Bhumika Saraswati, recipient of the UN-Laadli Media Award and the Human Rights Press Award, documents these layered injustices in her project Unequal Heat (@heat.southasia). Through photography and field reporting, she explores how rising temperatures disproportionately affect Dalit and Adivasi women, those already made vulnerable by caste, gender, and geography. For Saraswati, heat is more than a weather condition—it’s a metaphor for generational rage. Her reporting uncovers stories of sexual violence, displacement, and resistance, particularly in regions like Chhattisgarh, where women organize to defend their land from deforestation and mining. Their struggle, captured through her lens, serves as a powerful reminder that climate resistance is also a form of social resistance. To confront climate change is to confront the legacies of empire, the inequalities of global capitalism, and the hierarchies of caste and race. It means recognizing that the crisis did not begin with plastic straws or rising sea levels, but with conquest, exploitation, and systems built to privilege some at the expense of others. Climate finance, when detached from historical accountability and grassroots leadership, risks becoming yet another tool of control. True climate justice must begin with listening to the Adivasi farmer, the Koli fisherwoman, the Dalit activist. It must include reparations, land rights, and a radical rethinking of what development means. Otherwise, we’re not solving the climate crisis—we’re simply exporting it, albeit in greener clothes.

Delhi Bans Petrol and Diesel for Old Vehicles to Tackle Air Pollution

The Centre for Science and Environment (CSE) has highlighted that vehicles account for more than 51% of local air pollution in Delhi, making this move critical for improving the city’s air quality. From July 1, 2025, Delhi has enforced a strict ban on the sale of petrol and diesel to old vehicles, marking a significant step in the fight against air pollution in the national capital. Under the new rules, any diesel vehicle older than 10 years and petrol vehicle older than 15 years is now barred from refuelling at any fuel station within Delhi, regardless of where the vehicle is registered. This directive comes from the Commission for Air Quality Management (CAQM) and is being implemented with the support of the Delhi government, Delhi Police, Traffic Police, and the Municipal Corporation of Delhi (MCD). Sweeping Ban The ban is sweeping, affecting not only private cars but also commercial vehicles, goods carriers, two-wheelers, and even vintage vehicles. According to government data, this move will impact around 62 lakh vehicles in Delhi alone. The ban is also set to be rolled out in phases across other NCR cities, with Sonipat in Haryana next in line from November 1, 2025. Enforcement and Compliance Plans To ensure strict enforcement, the authorities have deployed a comprehensive plan. Automatic Number Plate Recognition (ANPR) cameras have been installed at nearly 500 fuel stations across the city. These cameras are linked to the VAHAN database and can instantly identify vehicles that have crossed the legal age limit. If an overaged vehicle is detected, the system alerts the fuel station operator, who then refuses to dispense fuel and notifies enforcement agencies for further action, which may include seizure of the vehicle or issuing fines. At each of the 350 key petrol pumps, a traffic police officer is stationed to monitor compliance, supported by additional police personnel to maintain law and order during the enforcement drive. Teams from the Transport Department and MCD are also present to ensure the rules are followed strictly. Fuel stations are required to display clear signboards stating that fuel will not be dispensed to end-of-life vehicles, and staff have been trained on these new procedures. The crackdown is not limited to roads and fuel stations. Vehicles found parked in public spaces or even in apartment complexes that fall under the end-of-life category may also be towed and impounded. The authorities have warned that fuel stations violating these norms will be reported and may face penalties under the Motor Vehicles Act. The decision is backed by earlier Supreme Court and National Green Tribunal (NGT) orders that banned the use and parking of overaged vehicles in public places in Delhi. The Centre for Science and Environment (CSE) has highlighted that vehicles account for more than 51% of local air pollution in Delhi, making this move critical for improving the city’s air quality. Apart from environmental benefits, the ban is expected to boost the automobile sector and government revenues. According to estimates, replacing old vehicles with new ones could generate trillions of rupees in turnover for the auto industry and significant tax revenue for both central and state governments. The Delhi government has also issued Standard Operating Procedures (SOPs) for fuel stations, including maintaining logs of denied fuel transactions and regular reporting to the authorities.The public is being urged to cooperate with the new rules for the sake of cleaner air and a healthier city.

Two Vehicles Seized As Delhi Govt Enforces Fuel Ban On Over-Age Vehicles In National Capital

The crackdown follows the alarming findings 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. In a major move to combat air pollution, the Delhi government has enforced a strict fuel ban on 'end-of-life' (EoL) vehicles -- petrol vehicles older than 15 years and diesel vehicles older than 10 years -- from being refuelled at petrol pumps across the national capital. Authorities confirmed that two motorcycles have already been identified and seized under the new enforcement, and the vehicles will be scrapped in accordance with the official policy. About The Crackdown The crackdown follows the alarming findings 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.

Delhi Begins Fuel Ban For End-of-life Vehicles From Today

According to a November 2024 analysis by the Centre for Science and Environment (CSE), vehicles are the leading polluters in Delhi, accounting for over half, 51 per cent, of the pollution from local emission sources in the national capital. In a move to tackle vehicular pollution, petrol pumps across Delhi will stop supplying fuel to end-of-life (EoL) vehicles starting Tuesday, 1 July, as per the directive issued by the Commission for Air Quality Management (CAQM). The enforcement will be carried out jointly by the Transport Department, Delhi Police and traffic officials. The decision applies to all types of vehicles, including goods carriers, commercial vehicles, vintage cars, and two-wheelers, across the National Capital Region (NCR). Petrol pumps have been directed to display signage stating ‘fuel will not be dispensed to end-of-life vehicles’ and maintain a log of denied fuel transactions. To enforce the ban on fuelling old vehicles, one traffic police officer will be stationed at each of the 350 identified petrol pumps to monitor and prevent the refuelling of end-of-life vehicles. Additionally, two police personnel will be deployed at each pump to maintain law and order. Also, automatic number plate recognition (ANPR) cameras, installed at 498 fuel stations and integrated with the VAHAN database, will identify non-compliant vehicles by cross-verifying their number plates and alerting the fuel station operator. This information will also be shared with enforcement agencies for the impounding and scrapping of old vehicles. According to a November 2024 analysis by the Centre for Science and Environment (CSE), vehicles are the leading polluters in Delhi, accounting for over half, 51 per cent, of the pollution from local emission sources in the national capital. Vehicle owners found violating the rules will face penalties, including fines of Rs 10,000 for four-wheelers and Rs 5,000 for two-wheelers, and their vehicles may be impounded. The government has also warned petrol pump owners that non-compliance may attract penalties under Section 192 of the Motor Vehicles Act, 1988.

NO fuel for THESE vehicles in Delhi from today: 10 things to know

This crackdown follows a November 2024 study by the Centre for Science and Environment (CSE), which found that vehicles contribute nearly 51% of the city’s local emissions — making them the largest single source of pollution. In a major crackdown on vehicular pollution, the Delhi government has started strict enforcement of fuel restrictions on end-of-life (EoL) vehicles from Tuesday, July 1. Under new rules issued by the Commission for Air Quality Management (CAQM), petrol and diesel stations across the National Capital Territory (NCT) will no longer supply fuel to vehicles that have crossed their legal age limit. Ban targets vehicles older than 10 or 15 years As per the rules, diesel vehicles older than 10 years and petrol vehicles older than 15 years will not be allowed to refuel at any fuel station in Delhi. These vehicles, once flagged, will be fined and impounded. Four-wheeler owners found violating the rule will be fined Rs 10,000, while two-wheeler owners will be fined Rs 5,000. Already, two such two-wheelers have been seized and are being processed for scrapping as per the policy. AI cameras to spot banned vehicles To ensure effective implementation, the government has installed AI-enabled Automatic Number Plate Recognition (ANPR) cameras at 498 petrol stations. These cameras are linked to the national VAHAN database and automatically detect overage vehicles based on their number plates. Once detected, fuel is denied and enforcement teams are alerted for further action. Multi-agency action across fuel stations The Transport Department has deployed 59 special teams and partnered with Delhi Police, Traffic Police, and the Municipal Corporation of Delhi (MCD) for monitoring. Delhi Police is managing fuel stations numbered 1 to 100. Transport Department is covering stations numbered 101 to 159. One traffic police officer and two local police personnel are posted at each of the 350 high-risk stations. Traffic Inspector Ashok Kumar told IANS, “According to Delhi government guidelines, vehicles older than the set age will not be allowed to refuel. Four fuel stations in Parliament Street Circle have ANPR systems and teams deployed for enforcement.” Pollution data backed the move This crackdown follows a November 2024 study by the Centre for Science and Environment (CSE), which found that vehicles contribute nearly 51% of the city’s local emissions — making them the largest single source of pollution. The new policy is in line with a 2018 Supreme Court order and a 2014 National Green Tribunal (NGT) directive that banned the use and parking of vehicles that exceed their permissible age in Delhi. Clear instructions issued for smooth execution The Delhi Traffic Police has issued a 10-point instruction list to ensure smooth implementation. 1. Ensure that ACsP/TIs have made proper liaison/meeting with local police to facilitate smooth implementation. 2. Detail cranes with sufficient staff at and around the identified petrol pumps to immediately remove impounded/seized vehicles. 3. Ensure that staff deployed at petrol pumps are briefed to behave politely but firmly with vehicle owners. 4. Ensure that fuel stations display notices indicating that fuel will not be dispensed to end-of-life vehicles. 5. Deploy regular mobile patrolling teams in concerned areas to monitor and enforce the regulation. 6. Ensure that ACsP/TIs concerned are monitoring the drive regularly to ensure effective implementation. 7. Ensure that staff are equipped with e-challan machine to identify end-of-life vehicles. 8. Impound/seize end-of-life vehicles found plying or coming to petrol pumps and hand them over to authorized RVSF. 9. Regularly review and monitor the implementation of the regulation. 10. Effective implementation of the CAQM direction is being done.

Two vehicles seized as Delhi enforces fuel ban on over-age vehicles

The crackdown follows the alarming findings 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. In a major move to combat air pollution, the Delhi government has enforced a strict fuel ban on 'end-of-life' (EoL) vehicles -- petrol vehicles older than 15 years and diesel vehicles older than 10 years -- from being refuelled at petrol pumps across the national capital. Authorities confirmed that two motorcycles have already been identified and seized under the new enforcement, and the vehicles will be scrapped in accordance with the official policy. The crackdown follows the alarming findings 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 Transport Department has implemented a multi-agency deployment plan involving the Delhi Police, Traffic Police, and Municipal Corporation of Delhi (MCD) personnel at strategically chosen petrol stations, particularly those with a high volume of old vehicles. Delhi Police officers have been assigned to petrol stations numbered 1 to 100, while the Transport Department has deployed 59 dedicated teams across stations numbered 101 to 159. One traffic police officer has been stationed at each of the 350 petrol pumps identified for monitoring refuelling activities, with two additional police personnel present at every station to maintain law and order during the drive. To support real-time detection, 498 fuel stations have been equipped with Automatic Number Plate Recognition (ANPR) cameras. These cameras, integrated with the national VAHAN database, automatically identify overage vehicles and alert fuel station operators. Once flagged, details of these vehicles are sent to enforcement teams for immediate action, including impounding and scrapping. Traffic Inspector Ashok Kumar, speaking to IANS, said, "According to the Delhi government's guidelines and directions from senior officers, EoL vehicles which are over 10 years diesel and over 15 years petrol will be acted upon. Four petrol pumps have been identified in the Parliament Street circle with ANPR cameras installed, and we have deployed our transport and local police staff there." "The ANPR cameras will detect the vehicle and trigger an alarm. Our staff has also been given e-Challan software. If any such vehicle is identified, the owner will be informed, and the vehicle will be seized as per procedure and handed over to the Risk-Based Supervisory Framework (RBSF)," he said. He further added, "From the data collected from four petrol pumps so far, we have seized two motorcycles older than 15 years and handed them over to registered scrap dealers. The vehicle owners can claim reimbursement directly from the scrapping authority." Petrol pump staff have also been briefed on the enforcement policy. One employee told IANS, "We've been instructed not to refuel vehicles older than 10 or 15 years. AI cameras installed at the pumps first identify the vehicles, and then we decide whether to provide fuel. If needed, we verify the vehicle's RC and inform the authorities." This comprehensive enforcement is part of the Delhi government's broader effort to curb vehicular emissions and improve the city's air quality.

Fuel Ban on Overaged Vehicles Begins in Delhi, Impacting Over 62 Lakh Vehicles

This move targets one of the primary contributors to Delhi’s air pollution—vehicles—which, according to a 2024 report by the Centre for Science and Environment (CSE), are responsible for over 51% of local emissions. New Delhi: In a major push to combat air pollution, the Delhi government has implemented a ban on dispensing fuel to ‘end-of-life’ vehicles starting today. Under this new rule, petrol vehicles older than 15 years and diesel vehicles over 10 years old will no longer be allowed to refuel at any petrol pump in the capital. This move targets one of the primary contributors to Delhi’s air pollution—vehicles—which, according to a 2024 report by the Centre for Science and Environment (CSE), are responsible for over 51% of local emissions. The enforcement, backed by the Commission for Air Quality Management’s Statutory Direction No. 89, affects all categories of overaged vehicles including private cars, goods carriers, commercial vehicles, two-wheelers, and even vintage vehicles. The scale of the impact is massive—over 62 lakh vehicles in Delhi alone fall under this category. Neighboring states are also affected, with 27.5 lakh overaged vehicles in Haryana, 12.69 lakh in Uttar Pradesh, and 6.2 lakh in Rajasthan, as of March 2025. To ensure strict implementation, the Transport Department has deployed enforcement teams in coordination with Delhi Police, Traffic Police, and the Municipal Corporation of Delhi (MCD). Petrol pumps have been divided into zones for better management. Delhi Police will monitor stations numbered 1 to 100, while the Transport Department will handle those from 101 to 159. Each of the 350 key fuel stations will have a traffic police officer on duty, supported by two additional police personnel to maintain law and order. Technological assistance is also being used in the form of Automatic Number Plate Recognition (ANPR) cameras installed at 498 fuel stations. These cameras, linked to the VAHAN database, will automatically identify vehicles beyond permissible age and alert fuel operators and enforcement authorities. Such vehicles may also be impounded and sent for scrapping. However, the rollout has not been smooth. Fuel station operators and commuters have raised concerns about the lack of preparedness and awareness. Nischal Singhania, a petrol dealer, criticized the move for being rushed without a trial period, questioning how long enforcement teams would remain deployed and how dealers would handle the burden afterward. Many fear being penalized for inadvertently fueling banned vehicles. Commuters also voiced concerns, especially regarding the absence of public awareness campaigns. A commuter named Mohit suggested a 15–30 day trial run to educate the public. He emphasized that those unaware of the new rule, particularly people passing through Delhi, could face serious inconvenience. Staff at some petrol stations, like one in Green Park, admitted they had not received any training on how to identify and deny service to violators. Some citizens questioned the logic behind the blanket ban, pointing out that many older vehicles are well-maintained and may still meet pollution norms. One two-wheeler rider argued for a more nuanced approach that considers a vehicle’s actual condition and suggested that a valid Pollution Under Control Certificate (PUCC) should be the deciding factor instead of age alone. While the fuel ban is a bold step toward reducing pollution, its success depends on effective communication, proper training of enforcement teams, and public cooperation. Without these, what was meant to be a solution could quickly spiral into confusion and confrontation on the ground.

Fuel ban on overage vehicles in national Capital draws mixed reactions from Delhiites

The crackdown follows alarming data from the Centre for Science and Environment (CSE), which, in a November 2024 analysis, revealed that vehicular emissions contribute to 51 per cent of Delhi's local pollution -- the highest share among all sources. Delhi's decision to enforce a strict fuel ban on 'end-of-life' (EoL) vehicles -- petrol vehicles older than 15 years and diesel vehicles older than 10 years -- has drawn mixed reactions from residents of the national Capital. While many have welcomed the move as a necessary step to curb pollution, others have questioned its logic and uniformity. Authorities have already seized two motorcycles flagged under the new policy and sent them for scrapping as part of the enforcement process. The crackdown follows alarming data from the Centre for Science and Environment (CSE), which, in a November 2024 analysis, revealed that vehicular emissions contribute to 51 per cent of Delhi's local pollution -- the highest share among all sources. A local said, "As you know, pollution in Delhi is very high. Considering all these factors, the government's step is very good to remove the overage vehicles." Another added, "Due to pollution, many people suffer. This decision taken by the government is praiseworthy as it will reduce pollution in Delhi." Echoing similar sentiments, another resident said, "The government has taken the right decision to curb pollution in Delhi. Those who are still going on using their EoL vehicles should face strict action."

Non-metros contributing 70% of our sales: BlueStar MD

India experienced extreme weather events on 88% of days in 2024, in one or more parts of the country, as per data by Centre for Science and Environment and Down To Earth. Between 1993 and 2022, India lost about $180 billion to severe heat and rains, the Climate Risk Index 2025 report said. This climate change, essentially the extreme summer, has also been causing shortage in gig workers for quick commerce players like Zepto, Zomato, Swiggy among others. Bengaluru: The aspirational middle class from tier 3,4 and 5 cities are the new consumers for home appliances company, BlueStar, which are contributing 70% of its sales, Managing Director B Thiragarajan told DH in an interview. “We saw almost 70% of the sales in scal year 2025, as there is a penetration level and good amount of disposable income.,” he said. India has been witnessing a rising demand for consumer goods, including electronics from non-metros as discretionary spending continues to rise. However, 2025 saw a distorted summer with early rain spells and erratic dampening the sales for consumer electronics companies. BlueStar, as the country’s second largest player in airconditioning, witnessed a degrowth of 25% in nancial year 2024-25 (FY25) as compared to the previous year when it saw 57% growth. The cooler than usual summer has hit the sales of several companies including talcum, ice cream, soft drink among others. The unusual weather has emerged as a new threat to India’s 1.4 billion-strong market lately. Despite this, the rm believes that the rest of the year will make up for the degrowth, particularly the festive season. “If the summer has failed a full year, the growth will be there because subsequent seasons do well,” he added. Additionally, the company is investing in customer experience especially as quick commerce has been picking up pace. The Mumbai-headquartered rm has been beeng up delivery on quick commerce platforms, given that it’s increasingly becoming a way of life, especially in metros. For now, Blue Star had to slash production by as much as 25% between April and June, as it saw less buyers. While workforce remains an issue for the home appliances rm with respect to demand, conforming to Bureau of Indian Standards (BIS) has created hurdles in the supply chain because of testing. BlueStar also sells commercial ACs, however, the market size continues to be very small. Presently, the commercial segment is one-tenth of the of the country, as per data by Centre for Science and Environment and Down To Earth

Severe rainfall alert in Uttarakhand as cloudburst kills 9 in Uttarkashi landslide

“Unregulated construction along riverbanks and steep slopes turns every cloudburst into a potential death sentence,” said Dr. Sunita Narain, Director General of the Centre for Science and Environment. “We’re building in places that nature never intended for permanent human habitation.” In the fragile hours before sunrise on Sunday, a sudden cloudburst above the Silla village in Uttarkashi district set off a deadly cascade of destruction. The torrential downpour triggered flash floods and a massive landslide that slammed into a construction site near the Yamunotri pilgrimage route, sweeping away tents and laborers in its violent descent. By Monday morning, the grim toll had come into sharper focus: two bodies recovered, seven more feared dead, and a state left shaken under a renewed severe rainfall alert. The victims were laborers and staff stationed at a campsite established for an upcoming resort project. Their lives, like the tin sheds they sheltered in, were torn apart in seconds. According to The Times of India, State Disaster Response Force (SDRF) teams, alongside local police and fire services, waded through slush and shattered debris to recover remains and search for survivors. “This was no ordinary rain. It was a brutal cloudburst that came down with ferocity,” said Uttarkashi District Magistrate Meharban Singh Bisht. “9 feared dead in pre-dawn flash flood at Uttarkashi resort construction site.” The cloudburst struck at approximately 2:45 a.m., as most of the workers were asleep in temporary shelters near the under-construction Yamunotri Bhawan. Located roughly 4 kilometers from the Yamunotri temple, the site is nestled in a region long vulnerable to cloudbursts and glacial runoff. Char Dham yatra suspended then restored The disaster forced the temporary suspension of the Char Dham yatra, one of India’s most sacred pilgrimages. Authorities closed the Barkot-Yamunotri road for over 24 hours, citing debris blockages and treacherous terrain. The route was reopened Monday afternoon after emergency crews cleared key chokepoints. “Safety of pilgrims is our top priority. We urge travelers to avoid the route during night hours and heed all weather advisories,” said a senior official from the Uttarakhand Tourism Department. “Uttarakhand cloudburst: 24-hour ban on Char Dham lifted.” Despite the restoration of road access, authorities have kept the severe rainfall alert in force for Uttarkashi, Chamoli, Rudraprayag, and Pithoragarh districts. The India Meteorological Department (IMD) warned of more heavy precipitation, thunderstorms, and localized flooding through Wednesday. Rising risk under changing skies This latest incident has reignited concern over the climate vulnerability of Uttarakhand, a state prone to flash floods, landslides, and seismic instability. Experts have long warned that rapid infrastructure development along sensitive Himalayan slopes is compounding the risk of catastrophic weather events. “Unregulated construction along riverbanks and steep slopes turns every cloudburst into a potential death sentence,” said Dr. Sunita Narain, Director General of the Centre for Science and Environment. “We’re building in places that nature never intended for permanent human habitation.” In February this year, a similar cloudburst in Joshimath led to widespread panic, displacing over 1,000 people. Now, with monsoon rains intensifying and glacial melt increasing due to global warming, the warnings have turned into regular realities. “Two killed, seven feared dead after landslide triggered by cloudburst.”