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Just 87 of 2,919 BBN Units Fined for Pollution: Are Rules Being Enforced Enough?

In Himachal Pradesh’s largest industrial hub—Baddi-Barotiwala-Nalagarh (BBN)—only 87 out of 2,919 industrial units were fined for environmental violations over the past five years. The figure, revealed by the State Pollution Control Board during the recent Assembly session, raises serious questions about the effectiveness of pollution control enforcement in the region. Between 2019 and 2024, the Pollution Control Board recovered Rs 3.2 crore in environmental damages from these 87 units under rules laid down by the National Green Tribunal (NGT). These fines were imposed on industries found flouting norms related to air and water pollution. Despite recovering damages and disconnecting the power supply to 27 non-compliant units—including four stone crushers—activists and locals argue that the number of violators penalised is too low compared to the scale of industrial activity in BBN. The area is home to 380 red-category industries, 1,404 orange-category, and 1,135 green-category units. Red-category industries—such as cement plants, distilleries, and metal extraction units—pose the highest environmental risk. These are expected to operate under strict pollution control norms, including emission monitoring, effluent treatment, and waste disposal systems. However, experts point out that enforcement appears inadequate. A recent study by the Centre for Science and Environment flagged industrial clusters like BBN for weak monitoring, infrequent inspections, and delays in action against repeat offenders. “Just 87 units penalised out of nearly 3,000 suggests either under-reporting or under-enforcement,” said an environmental expert familiar with the BBN region. “In a heavily industrialised zone, it is hard to believe violations are limited to this handful.” Local residents have repeatedly complained about poor air quality, industrial waste dumped in open spaces, and contaminated water bodies. Medical practitioners in Nalagarh have reported rising cases of respiratory and skin diseases, which many link to unchecked pollution. Power disconnection, seen as a last-resort punitive measure, was implemented against 27 units only after multiple warnings failed. But environmental groups say that action often comes too late, after significant damage has already occurred. In its defence, the Pollution Control Board claims it is stepping up enforcement. Officials say real-time emission monitoring systems are being planned for key red-category units, and surprise inspections have been increased in recent months. Yet, critics argue that real change will require regular audits, stricter timelines for compliance, and holding not just small violators but major players accountable. They also advocate for greater transparency in pollution data and for allowing public access to compliance reports. With BBN continuing to serve as an economic engine for Himachal Pradesh, the challenge remains to strike a balance between industrial growth and environmental protection. The current numbers suggest that while some action has been taken, much more remains to be done to ensure clean air and water for the region’s residents.

Toxic Air, Idle Funds: How India’s Pollution Battle Is Lost In Red Tape

The air in India is not just thick with smog—it’s heavy with neglect. The Lancet Planetary Health, a leading planetary health journal, delivers a sobering statistic: 1.5 million lives are lost each year due to prolonged exposure to air pollution. But beyond the death toll lies a systemic failure to act. With industries spewing toxins, construction dust hanging heavy, and stubble burning smothering entire regions, India’s metro cities routinely top global pollution charts. What was once an environmental concern has now escalated into a full-blown public health emergency—a chronic, stealthy plague that shuts down schools, buries skylines in haze, and overwhelms hospitals with respiratory cases. 13 of the world’s twenty most polluted cities are in India. Yet, action remains sluggish, and accountability remains elusive. A recent parliamentary report laid before the House on March 25, 2025, exposed that the Ministry of Environment has spent just 1 percent of the ₹858 crore allocated for pollution control this year, raising serious concerns about the government’s willingness and capability to combat India’s worsening pollution crisis. But the problem isn’t just about unutilised funds—it’s about a system trapped in inertia, where bureaucratic inefficiencies, delayed approvals, and lack of urgency stall even the most critical interventions. ADVERTISEMENT While people choke on polluted air, policy paralysis continues, and the funds meant to address the crisis sit idle, buried under layers of red tape. To set the context, we need to first understand how we got here. India’s pollution story According to the U.S.-based Health Effects Institute, which studies the impact of environmental pollutants on human health, air pollution is one of the leading risk factors for premature mortality in India. The severity of the problem is reflected in data. A 2018 study published in The Lancet Planetary Health found that in 2017, over 76 percent of India’s population was exposed to air pollution levels exceeding the National Ambient Air Quality Standard (NAAQS) of 40 µg/m³, while no state met the World Health Organisation’s much stricter guideline of 10 µg/m³. As of 2024, India continues to struggle, with IQAir reporting that 42 of the world’s 50 most polluted cities are located in the country. Worsening the crisis is the fact that India continues to assess air quality using outdated standards—NAAQS was last revised in 2009—while the WHO updated its global air quality guidelines in 2021. This widening gap between international benchmarks and India’s official standards undermines efforts to acknowledge and act upon the true scale of health risks. Compounding the problem is the inadequacy of India’s pollution monitoring infrastructure. ‘Most cities have only one continuous monitor—one data point is not enough for heterogeneous urban environments,’ says Kartikeya Bhatotia, Climate Fellow at Harvard University (2024). Further, according to the Tracing the Hazy Air 2025 report by the Centre for Research on Energy and Clean Air (CREA), 28 of the 130 targeted cities still lack continuous ambient air quality monitoring stations (CAAQMS). Of the remaining 102 cities with such infrastructure, only 97 maintain adequate data coverage—and among them, 29 have actually shown an increase in PM10 concentrations. In 2024, 206 out of 253 cities with available data surpassed the national standards for PM10. The Indo-Gangetic Plain, which houses nearly 40 percent of India’s population, remains the most affected region, and all 28 cities in the National Capital Region exceed the prescribed limits. Explaining India’s pollution crisis, Shyam Sundar Sridhar, a public policy professional working on environment and climate change, describes it as a policy paradox. On one hand, rising vehicle sales—particularly two-wheelers and cars—are viewed as key indicators of consumer demand and economic prosperity. Vehicle ownership is celebrated as a symbol of a growing middle class and improving standards of living. But on the other hand, this very reliance on automobiles is contributing significantly to India’s air pollution crisis. ‘When consumer spending is equated with vehicle ownership,’ Sridhar explains, ‘any attempt to curb vehicular emissions is bound to meet resistance.’ Sridhar further emphasised that India’s environmental pollution crisis cannot be tackled through siloed efforts or by leaving the responsibility solely to the Ministry of Environment. Instead, it demands coordinated, cross-sectoral responses that bring together multiple departments and levels of governance. The gap between policy intent and on-ground impact is frequently widened by administrative delays, fragmented responsibilities, and a culture that prioritises box-ticking over outcome-driven action. Bureaucratic gridlock and structural issues Behind the haze that suffocates India’s cities is a governance architecture buckling under its own weight. While funding remains chronically underutilised, the deeper crisis lies in institutional rot—staff shortages, fragmented authority, and a culture of reactive, optics-driven measures point out both Debadityo Sinha, Senior Resident Fellow and lead of the Climate and Ecosystems team, and Manoj Kumar, a researcher at the Centre for Research on Energy and Clean Air (CREA). At the heart of the issue is the Control of Pollution (CP) scheme, a centrally funded program which primarily provides financial assistance to regulatory bodies like the Central Pollution Control Board (CPCB) and State Pollution Control Boards (SPCBs). The scheme follows a structured process: the CP Division allocates funds to CPCB, which then disburses them to SPCBs and other implementing agencies based on approved proposals. On the ground, SPCBs are India’s frontline pollution regulators but they are hobbled by chronic institutional weaknesses, including understaffing. ‘Implementation challenges in air quality management, in part, stem from the fact that many state Pollution Control Boards are operating without their full sanctioned workforce, highlighting the need to prioritise the filling of long-pending vacancies,’ remarks Kumar. According to the CPCB’s 2024 report, 49 percent of sanctioned posts across SPCBs and Pollution Control Committees (PCCs) remain vacant. Even the CPCB itself is functioning with a 16 percent vacancy rate. Kumar explains that the most commonly cited reason for vacant posts is the lack of eligible candidates in the feeder cadre—meaning promotions are stalled simply because there’s no one to promote. While rigid service rules limit flexibility, the consequence is a severely compromised enforcement apparatus. State government thus routinely cites administrative and logistical delays for poor fund utilisation. In a December 2024 review meeting, Assam blamed election-related restrictions and floods; Uttar Pradesh cited delays in the tendering process; Meghalaya pointed to delays in data compilation from other departments; Telangana vaguely promised that utilisation would improve “from next week” and Karnataka said implementation would begin once tendering was complete. States like Gujarat, Maharashtra, Karnataka, and Odisha report average fund utilisation of less than 40 percent, with large portions of unspent funds often parked in fixed deposits instead of being used for active mitigation. Sinha from the Vidhi Legal asserts that ‘We must not only look at how much the funds are spent, but also see how they are spent.‘ However, the problem goes beyond underutilised budgets. SPCBs function as multi-member bodies headed by chairpersons and member secretaries—typically political appointees or government officials. Meetings are irregular and decision-making tends to be reactive. Most board members serve in ex officio roles or represent entities with vested interests, such as municipal corporations or state infrastructure departments. This creates a fundamental conflict of interest, undermining any move toward stricter environmental regulation. Sinha observes, ‘there is no real incentive for pollution control boards to enforce rules.’ He adds that even if there are 100 violations, sending notices in just 50 cases would be enough to set a strong precedent, but that doesn’t happen. Despite multiple expert committee reports over the decades—from the Planning Commission to the CSE—diagnosing issues like unstable leadership, lack of technical staff, and weak institutional design, meaningful reform remains elusive. In fact, a 2017 Supreme Court judgement had rebuked states for appointing underqualified individuals to SPCBs and directed them to adopt new recruitment rules. However, compliance has been patchy. Most SPCBs continue to prioritise bureaucratic familiarity over subject-matter expertise, sidelining qualified professionals from academia and civil society, as also highlighted by Ishita Srivastava, Annanya Mahajan and Arunesh Karkun from Sustainable Futures Collaborative (SFC) in their paper on Pollution Regulation in India in Economic & Political Weekly. These governance gaps are further exacerbated by poor prioritisation of funds. The missed opportunity Despite ₹853.9 crore being allocated for 2025-26, only ₹7.22 crore had been spent by January 31, 2025. The ministry blamed bureaucratic delays, citing pending approval for the scheme’s continuation, effectively stalling fund disbursement. This marks a sharp contrast from previous years when funds were fully utilised—₹600 crore in 2022-23 and ₹847 crore in 2023-24. However, the issue extends beyond procedural holdups. A Centre for Science and Environment (CSE) report revealed that 64% of NCAP funds were spent on filling potholes instead of tackling major pollution sources. While potholes contribute to air pollution, they aren’t significant enough to justify such a large share of the budget, explains Sridhar. He adds, ‘Fixing potholes is the easiest solution, but real pollution sources require far more complex interventions.’ Official data further highlights a skewed spending pattern: 67 percent of the Central Pollution Scheme’s allocation has gone toward road dust management. In contrast, other major pollution sources—industrial emissions, domestic fuel use, and biomass burning—have each received just 1 percent. Capacity building and monitoring, both crucial for long-term institutional reform, accounted for only 4 percent of the expenditure.

Swerving Around Chaos On Delhi’s Cycle Tracks

Cyclists swerving off designated tracks onto busy roads to avoid parked cars and three wheelers, garbage heaps, leisure spots, even shops and stalls; bollards standing askew, causing the cyclists to lose balance; cycle lane markings disappearing after a few hundred metres — while Delhi govt and other civic authorities strive to promote the use of non-motorised transport in the city, the tracks created to cater to cyclists tell a despairing story. To gauge how effective Delhi's cycle tracks are, TOI ventured along the remnants of the old BRT corridor on Lal Bahadur Shastri Marg and Josip Broz Tito Marg from Ambedkar Nagar to the Moolchand flyover. Mukesh was cycling to Mehrauli for work. He was on the road rather than the cycle track. His expression a mix of resignation and humour, he said, "Yeh hatwa kaun sakta hai? Aadat ho gayi hai. Sab badiya hai (Who can remove this? We've got used to it and everything is fine)." A few metres ahead, another cyclist shrugged and captured the essence of the daily commuter: "Jahaan jagah milegi, wahan chalenge (We'll use whatever space we find)." The acquiescence of Mukesh and other cyclists is understandable given the state of the cycle track there. At the Ambedkar Nagar T-point, the track has crumbled, forcing cyclists to jostle for space on the main road. "This is the condition for the last month," said an autorickshaw driver. "Of course, these people have to ride on the road." In any case, the dedicated track — meant to facilitate a safe, eco-friendly commute — has become everyone's space except theirs. At some spots, it is smooth and inviting until parked buses and street vendors illegally reclaim the space. A kilometre from there, decorative pieces marking the entry to the track slant into the passage, putting riders off-balance, almost pushing them into puddles of stagnant water. "It's simple," another weary cyclist repeated. "Ride where space is available. The rule of the road here isn't about right of way — it's about finding a way to squeeze through." Daily-wage workers, students and officegoers fend for themselves on this unsuitable road, riddled with encroachments and poor upkeep. From 2021 to March this year, there were around 450 accidents involving cyclists in the city, of which 185 (41%) were fatal, resulting in 186 deaths. The BRT stretch is proof of the hazards cyclists have to face on the streets of Delhi. S Velmurugan, chief scientist and head, Traffic Engineering and Safety Division at CSIR-Central Road Research Institute, said, "As far as I remember, the full length of the cycle track was 5.8km and it was a proper corridor before the demolition of the BRT system in 2011-2013. Unfortunately, now traffic forces cyclists to hop between the track and the road — an unsuitable and impractical situation." He pointed out that encroachment was a major impediment and the civic authority must be held accountable as the custodian of the road. "Restoring and maintaining cycle tracks is not difficult," he said. "Accountability has to be established. In certain places, the guard at the track entrance allows motorists also to pass through." Vivek Chattopadhyay, principal programme manager (clean air and sustainable mobility), Centre for Science and Environment, explained that BRT was a multiple-objective project. Despite only a small section being initially operated, thus limiting public understanding of the corridor's potential, the system notably prioritised cyclists and pedestrians with dedicated spaces and planned crossing facilities, thus encouraging sustainable transport. He emphasised that expanding road space for cars wasn't a solution, showing statistics that said cars and two-wheelers constituted only 20% of road users, with 75-80% relying on buses, cycles or walking. With the BRT system's discontinuation and reversion to standard roads, the dedicated paths for pedestrians and cyclists have been neglected. "Govt's inability to preserve the improved road design elements is evident," said Chattopadhyay. "Similar deterioration affected the cycling and walking infrastructure created for the Commonwealth Games in 2010. Throughout Delhi, footpaths are unusable, cyclists face safety risks and children's cycling activities are curtailed. This situation prevents Delhi from developing into a truly people-friendly city." A PWD official said, "The upkeep of cycle tracks is our responsibility and if deficiencies have been observed at some spots, they need to be inspected. However, encroachment by vendors or illegally parked cars need the intervention of other agencies. We have written to them about these." As for illegal parking on cycle tracks, traffic officers agreed that this fell in their ambit. "The stretch that you are discussing will be checked," one officer told TOI. "Other encroachments have to be handled by other authorities."

Two of five key stations in Gurgaon defunct for two months, air quality checks hit

Gurgaon: Two of the five continuous ambient air quality monitoring systems (CAAQMS) in the district — Vikas Sadan and Manesar — ceased recording data for the past two months. The disruption in real-time air quality monitoring raised alarms among experts. According to the Central Pollution Control Board (CPCB) guidelines, areas with populations between 10,00,000 and 50,00,000 should have a minimum of five CAAQMS and three manual monitors to ensure comprehensive air quality assessment. Gurgaon, with a population of 15.1 lakh as per the 2011 Census, barely meets this requirement. The malfunctioning of two monitors further exacerbates the city's already inadequate air quality monitoring infrastructure. "The current number of monitors is insufficient for a city of this size and population density. The city needs at least eight monitoring stations to track and manage air quality effectively," said Shubhansh Tiwari, research associate at the Centre for Science and Environment. Experts said the five monitoring stations are not properly distributed across the district, which leads to inaccurate air quality data. "Gwalpahari, Sector-51, and Teri Gram monitoring stations track data from one side of the city while Vikas Sadan is the only one to get data from the old city. Thus, the stations are not ideally located. More stations should be set up where most people live to check the pollutants they are exposed to," he added. The monitoring station at Gwalpahari is run by the India Meteorological Department, while the stations at Vikas Sadan, Teri Gram, Sector 51, and Manesar are under HSPCB. These stations, however, do not give an ideal picture when calculating the data as they do not cover all district zones. "Gurgaon, the third most polluted city in India in 2024, following Byrnihat in Meghalaya and Delhi, lacks sufficient air quality data. With a pressing need for more monitoring stations to track pollution levels, evaluate mitigation strategies, and inform policy decisions, it's concerning that two existing stations are currently non-functional," said Manoj Kumar, air analyst at the Centre for Research on Energy and Clean Air (CREA). "As a non-attainment city, Gurgaon should be included in the upcoming revision of the National Clean Air Programme for focused action," he added. A non-attainment city consistently fails to meet the national ambient air quality standards defined by the Central Pollution Control Board (CPCB). The malfunctioning monitors are located in critical areas, leaving significant gaps in data collection. This lack of real-time data hampers the ability to implement timely and effective measures to combat air pollution. Residents have expressed frustration over the situation, citing health concerns due to prolonged exposure to poor air quality. Acknowledging the issue, HSPCB said efforts are underway to fix the issue. However, the delay in restoring full monitoring capabilities has left many questioning the efficiency of the current system. "The firm that was given the tender for the monitoring stations is demanding an increase in price to maintain and upload the data. We are currently trying to work out a solution," said Vijay Chaudhary, regional officer, Gurgaon (south). The air quality in Delhi-NCR plummets to dangerous levels as the region is blanketed by toxic haze due to a combination of dry weather and local emissions like garbage burning, road dust, and gusty winds. Without a proper understanding of the air quality, residents and monitoring agencies can't take adequate steps to mitigate pollution.

Is zero waste Kerala’s dream or dilemma?

On March 30, 2025, the International Day of Zero Waste, Kerala declared that 98.47% of local bodies in the state achieved waste-free status. ‘Zero waste’ has been a campaign slogan of the left-of-centre governments in Kerala for over a decade. However, the state was compelled to walk the talk after the massive fire breakout in March 2023 at the Brahmapuram municipal waste dump site near Kochi, the state’s commercial hub. The fire, which took a fortnight to be put out, emitted huge quantities of pollutants, including toxic dioxins. The subsequent public outcry and legal interventions forced the government to set targets for revamping its waste management system. Since then, the Kerala government has made frantic efforts to achieve its goal, conducting clean-ups on roadsides, beaches, rivers, and lakes; contracting businesses to clear the huge ‘legacy waste’ dumps across the state; and running a ‘war room’ at the state secretariat to coordinate the waste management activities. Decentralised waste management The state’s Solid Waste Management Policy 2018 emphasises decentralised waste management, prioritising the collection and segregation of waste into wet (biodegradable) and dry (non-biodegradable) categories. Biodegradable waste, accounting for 70-80% of municipal solid waste (MSW) in Kerala, is required to be disposed of by converting it into compost or biogas, preferably at the ‘source’, that is, the households and institutions where the waste gets accumulated. To hold citizens accountable as waste generators, the government has initiated campaigns promoting the narrative “My Waste, My Responsibility.” Laws have been amended to increase penalties for open dumping of waste, and official monitoring squads have been formed. Citizens are encouraged to report violations in their neighbourhoods. Over the past two years, local self-government institutions (LSGIs) have made significant strides in treating bio-waste and achieving targets for ‘zero waste’ status. However, the state’s capacity to sustainably manage non-biodegradable waste, particularly plastics and e-waste, remains limited. The 13 parameters used for ranking LSGIs include at least 80% coverage in door-to-door collection and segregation of waste, cleaning visible ‘garbage vulnerable points’, assessing schools and businesses on their ‘green’ activities, addressing gaps in bio-waste treatment capacity, and tracking inspections and violations. Efficiency in collecting and transporting waste to disposal points is the measure used to assess non-biodegradable waste management. Urban sprawl Kerala’s society is rapidly urbanising, with spending shifting from essential food items to a variety of consumer goods. According to the latest Census data (2011), 47.7% of Kerala’s population lived in urban areas, projected to soar to a staggering 96% by 2036. The state’s Monthly Per Capita Consumption Expenditure (MPCE) in urban and rural areas surpasses national averages, as per the 2023-24 Household Consumption Expenditure Survey (HCES). Kerala’s high literacy rate, augmented by digital literacy, has created a double-edged sword. While it facilitates knowledge and economic prosperity, it also fosters a consumer culture driven by global markets. The influx of goods and gadgets, many destined to become waste, has spurred a sharp increase in waste generation. Trash spread Studies have noted the alarming consequence of waste, especially plastic waste, dumped in the open. A 2019 study by Thanal, an NGO based in Thiruvananthapuram, found that every square metre of Kerala’s coastline was littered with 1.66 pieces of plastic, three times the global average (0.55). Plastic has been discovered in shallow ocean waters and on rocky reefs off the Kerala coast. By 2018, a state-wide survey by the Kerala State Literacy Mission Authority (KSLMA) revealed that 73% of Kerala’s natural water sources were unsafe for use, with accumulated MSW contaminating 53% of the studied sources. The conclusion is clear: despite achieving 100% literacy, the state’s populace has not embraced environmental literacy. The Ashtamudi and Vembanad-Kol Ramsar wetlands are polluted with plastics, microplastics, and heavy metals. Common seafood items — including grey mullet, blue spot mullet, Indian oil sardine, Indian anchovy, and green and brown mussels — contain microplastics. A state where nearly one quarter of food expenses goes to purchasing eggs, fish, and meat (23.33% in rural areas and 21.30% in urban areas, according to HCES 2023-24) faces significant food contamination challenges. The health repercussions of mismanaged waste are stark. The resurgence of diseases like chikungunya, rat fever, hepatitis, dengue, and cholera has been alarming. The State Economic Review 2017 attributed the increase in vector-borne and water-borne diseases to poor sanitation, environmental pollution, and unsafe drinking water. The economic burden of health issues is also significant. The medical expenditure (as a proportion of the total Monthly Per capita Consumption Expenditure — MPCE) of a person in a Kerala village is the highest in the country at 17.9 percent (national average 13.3%). The environmental impacts of waste extend beyond public health. The waste sector is the second largest emitter of greenhouse gases (GHG) in Kerala, contributing eight percent of the state’s GHG emissions in 2021, as per the Greenhouse Gas Inventory Report 2024. Domestic wastewater accounted for 94% of these emissions, followed by industrial wastewater (4%) and solid waste disposal (2%). Dubious data A crucial challenge in MSW management in the state is the absence of reliable data on waste quantity and quality, composition, and characteristics. Official documents since 2018 have been reporting that Kerala generates approximately 3.7 million tonnes of municipal solid waste annually. This raises the question of whether Kerala has stabilised its MSW generation — against the global trend of growth in MSW, rising consumerism, rapid urbanisation, and quick lifestyle changes — or whether the data is dependable. In its 2023 Performance Audit report, the Comptroller and Auditor General (CAG) of India, observed that data on key aspects of MSW in Kerala such as quantity, composition and characteristics are “inconsistent and unreliable.” Such data gaps have been exploited to justify the adoption of inappropriate waste treatment technologies. A case in point is the aggressive promotion of capital- and energy-intensive waste-to-energy (WTE) plants as a solution to Kerala’s waste management challenges. These technologies are ill-suited for the state’s waste with high moisture content (55-80%) and low calorific value (around 1700 Kcal/kg). The unreliability of data is particularly evident regarding plastic waste. Despite a continuous rise in plastic waste generation globally and in India, annual reports from the Central Pollution Control Board (CPCB) have reported a reduction in plastic waste in Kerala from 133,316 tonnes in 2018-19 to 71,000 tonnes in 2022-23. In its February 2024 report on “Pollution Caused by Plastic,” the Parliamentary Public Accounts Committee (PAC) noted several discrepancies in state and national data on plastic waste. In many states in the country, plastic waste in the villages is not being reported. As a result, the government lacked “a comprehensive picture of plastic waste generation in the entire country,” observed the PAC. The PAC also chastised the Ministry of Environment for failing to establish national and local targets and action plans for the Reduction, Reuse, and Recycling (3Rs) of waste — the primary strategies for minimising waste and pursuing zero waste goals. Disputed claims In 2019, India’s Ministry of Housing and Urban Affairs (MoHUA) claimed that India recycled 60% of its plastic waste. In the same vein, in its 2023 report submitted to the National Green Tribunal (NGT), the apex court on environmental matters in India, the Kerala State Pollution Control Board (KSPCB) claimed that the state processed 200 tonnes of plastic waste every day through authorised recyclers. Had these figures been true, both India and Kerala would have achieved plastic waste recycling rates above 60%, surpassing even Europe. The Centre for Science and Environment (CSE), a public interest research organisation based in New Delhi, debunked MoHUA’s claim by pointing out that “in India, all forms of plastic waste disposal — energy/resource recovery, alternate use, incineration and burning in waste-to-energy plants — are put into the bucket of recycling.” This explanation holds good for Kerala’s claim too.

Indian cities embrace white rooftops to beat rising temperatures without fans or ACs

An increasing number of Indians are adopting white rooftops as an affordable and effective way to beat rising temperatures. With summers becoming longer and hotter, especially in densely built urban areas, staying cool is becoming both more challenging and costly. For many low-income families, air conditioners are not a viable option. That’s why a simple yet effective solution is gaining popularity across India—painting rooftops white. Known as cool roofing, this technique helps lower indoor temperatures by a few degrees without consuming electricity. It’s affordable, low-tech, and proving to be a game-changer. Heat death in India in 2024 In 2024, the Union Ministry of Health and Family Welfare reported 360 heatstroke deaths, but a separate report recorded a much higher toll of 733 deaths and over 40,000 heatstroke cases across 17 states. Between March and June, India endured record-breaking temperatures, with 37 cities exceeding 45°C. A news analysis on heatstroke deaths by the non-profit HeatWatch revealed major discrepancies between official government figures and those reported by the media. The National Programme on Climate Change & Human Health (NPCCHH) and the National Centre for Disease Control (NCDC) issued three key guidelines to reduce heat-related deaths, including the 2021 National Action Plan on Heat-related Illnesses and the 2024 guidelines on emergency cooling and autopsy findings. However, the report found that many healthcare professionals were unaware of these protocols, and hospital infrastructure remained insufficient to handle the increasing cases of heatstroke. How the white rooftops make life comfortable Imagine wearing black on a sunny day—it absorbs heat and makes you feel even hotter. The same happens with rooftops. Experts say regular concrete or metal roofs can reach scorching temperatures of 65°C or more. However, a simple coat of white or reflective paint can keep a roof up to 28°C cooler, significantly reducing indoor heat. By reflecting sunlight instead of absorbing it, the method keeps rooms cooler underneath, even without fans or air conditioners running all day. Programme Manager of the Sustainable Habitat Programme at the India-based Centre for Science and Environment, Sugeet Grover, emphasized that even a 2-5°C drop in indoor temperatures can make a significant difference for families living in small or poorly ventilated homes. However, he cautioned that not all white paints offer the same level of heat reflection. "White is the color that reflects the most light, but that doesn't mean any white paint will yield the same results," he explained. "Different paints have varying reflection values—some reflect more, some less. The reflectivity of the material itself also matters. Still, a simple white paint is better than none," he clarified. In a Zoom interview with JoyNews’ Mahmud Mohammed-Nurudeen, Sugeet emphasized that once users experience more comfortable indoor temperatures, they will rely less on fans and air conditioners, significantly reducing electricity and cooling costs.

Rooftop rainwater harvesting campaign in Latur to help mitigate effects of rising mercury

Latur, With the rising temperatures becoming a serious concern, Maharashtra's Latur district has decided to carry out a campaign to promote rooftop rainwater harvesting not just in government buildings but also private establishments. The 'Amritdhara Abhiyan' would be held over the next two months through community participation and the focus will be on maximising rainwater percolation into the ground during the upcoming monsoon in the district, Collector Varsha Thakur-Ghuge said on Wednesday. She was speaking at 'Fight Against Heat' workshop organised by the District Disaster Management Authority to brainstorm solutions for climate resilience. At the event, experts highlighted how climate change was intensifying heatwaves, impacting not just geography but also the economy. Studies suggest that nearly 40 per cent of the economy was affected by climate-related disruptions, the collector said. The rising temperatures also have severe consequences on public health, with millions of people across the world suffering due to heat-related illnesses, she said. The collector announced the launch of the 'Amritdhara Abhiyan' as a first step towards large-scale implementation of roof water harvesting, ensuring groundwater replenishment. She stressed on immediate and long-term environmental initiatives to transform Latur into 'Green Latur' by 2032', marking the district's 50th anniversary. The collector appealed to government staffers, private establishments and residents to install roof water harvesting systems at their homes and workplaces. Additionally, emphasis will be placed on well recharge programmes, large-scale tree plantations and green infrastructure development, she said. Environmentalist Atul Deulgaonkar said Latur has already suffered from climate change affects and further increase in temperature could lead to severe crises like water scarcity and heat strokes. Rapid urbanisation and concretisation are aggravating heat conditions. The future constructions should prioritise heat-absorbing materials, urban tree cover and green spaces to mitigate the rising temperatures, he said. Rajneesh Sareen, from the Centre for Science and Environment, New Delhi, addressing the event via video conference said people must become warriors for environmental protection and lead the conservation efforts. He stressed the urgent need for a 'Cooling Master Plan' in urban areas to regulate temperatures through green corridors, parks and increased tree plantation. Architect Avinash Haval from Pune, who also virtually addressed the workshop, claimed this year's heatwave is expected to last longer due to climate change. He called for immediate measures such as tree plantations around existing buildings, terrace gardens, solar energy adoption, biogas use, and roof water harvesting, as well as long-term steps like implementation of green building concepts in new constructions and strategic development of urban green belts.

Are Polluters Really Paying?

India is taking steps to fight the plastic waste menace, but its efforts will not see fruition unless it gives more teeth to its policies and guidelines – a case in point is that of the country’s Extended Producer Responsibility (EPR) guidelines for plastic packaging. A new analysis by Centre for Science and Environment (CSE) highlights significant gaps in the implementation of the guidelines. These findings, say CSE researchers, combined with a set of targeted recommendations, underscore the need for robust interventions to ensure that India’s EPR framework effectively addresses plastic pollution and upholds the “polluter pays” principle. EPR in this context implies that producers and other stakeholders (such as importers etc) of plastic packaging material can be held accountable for their products through their entire lifecycle. This means that Producers, Importers, and Brand Owners (PIBOs) must invest in collection, transportation, channelisation and recycling of packaging plastic waste. The EPR guidelines, issued by the Ministry of Environment, Forest, and Climate Change (MoEFCC) on February 16, 2022, require manufacturers, PIBOs as well as Plastic Waste Processors (PWPs) to register on a centralised portal. This framework sets specific targets for collection, recycling, end-of-life, recycled content usage and selective re-use in plastic packaging. CSE’s study, however, reveals major gaps in enforcement and systemic integrity that need urgent redressal. Speaking at the release of the CSE assessment, Sunita Narain, director general, CSE, said: “We must manage our plastic in a manner so that it does not become a waste. The government’s EPR guidelines are an important tool, but the operational loopholes and other concerns that have emerged from the CSE assessment can lead to questions about its integrity – we must ensure that all this effort does not end up being a “waste” of time.” The EPR ecosphere and the portal The centralised EPR portal has received 41,577 registrations from PIBOs (till the time of the CSE assessment) -- 83 per cent of the registered PIBOs are Importers, 11 per cent are Producers and 6 per cent are Brand Owners. Of these, Producers are responsible for introducing the majority of plastic packaging into the Indian market -- cumulatively accounting for 65 per cent of the total. Brand Owners are the next biggest contributors with 26 per cent. Importers, despite being the highest in numbers to register, have only introduced 9 per cent of the plastic packaging introduced in the market. Says Atin Biswas, programme director, sustainable solid waste management and circular economy unit, CSE: “No Manufacturers of virgin plastics feature on the portal, despite the EPR guidelines mandating registration for Manufacturers. Another concern is that key contributors to plastic waste management such as urban local bodies (ULBs) and informal waste collectors lack representation in the EPR framework. This absence deprives them of incentives and support to manage plastic waste effectively, placing an undue burden on local governments.” While collection targets have been in force since the notification of the guidelines, the (mechanical) recycling targets have kicked in from the fiscal year 2024-25. In the financial year 2024-25, registered PIBOs have a mandate to mechanically recycle 35 per cent of the total plastic packaging introduced into the Indian market across all plastic categories. These PIBOs have introduced 23.9 million tonne (MT) of plastic packaging into the Indian market since the launch of the EPR portal in April 2022 – this translates into an annual average plastic packaging waste generation of about 8 MT. Says Biswas: “This indicates that the Central Pollution Control Board’s (CPCB’s) estimation of annual average plastic waste generation (all kinds of plastic waste) of 4.1 MT is an underestimation.” The MLP menace There is another problem: almost 66 per cent of the plastic packaging introduced into the Indian market is flexible in nature – this kind of plastic is difficult to collect and recycle. A March 2024 amendment to the EPR guidelines under the Plastic Waste Management Rules, 2016 has reclassified multi-layered plastic (MLP) packaging -- used to package chips, biscuits etc, and other small formats such as sachets – as flexible plastic packaging. Says Siddharth G Singh, programme manager, sustainable solid waste management and circular economy unit, CSE: “Cities across the Indian sub-continent have been struggling to deal with MLP packaging: a very small fraction of this waste goes for mechanical recycling and processing. The reclassification of MLP into flexible plastic category takes away the pressure from PIBOs to design their plastic packaging better, keeping the end-of-life of plastics in consideration. The burden of collecting and managing problematic formats of plastic packaging thus falls on local governments.” Singh adds: “Currently, PIBOs are paying only 10 per cent of the total cost of collecting and channelising plastics to a plastic waste processor or recycler, especially for MLP packaging.” The whiff of a fraud In October 2023, the CPCB and state pollution control boards blew the lid off a scam in this sector – they discovered that plastic waste recyclers in three states were indulging in generation of fake ‘plastic certificates’. Explains Biswas: “The EPR guidelines promote a market-driven credit/certificate trading mechanism that does not require PIBOs to actually collect and manage plastic waste. EPR for plastic packaging has been reduced to PIBOs simply procuring certificates from Plastic Waste Processors at throwaway prices, thus reducing the liability and accountability of the PIBOs and undermining the “polluter pays principle” on the basis of which the laws were notified.” The regulatory bodies have found that 0.7 million (seven lakh) fake certificates were generated by plastic recyclers. This is 38 times more than the certificate generation capacity of recyclers. The CPCB has already imposed a cumulative fine of Rs 355 crore on the violators. Says Singh: “Such practices drive certificate prices to untenable lows, undermining the system’s credibility. We have found that the malpractice is more widespread than believed – CSE’s assessment has discovered many more states where fake certificates are being generated. End-of-life disposal service providers such as waste-to-oil, waste-to-energy and cement co-processing facilities have been found to be generating certificates and transferring in volumes exceeding their registered processing capacities. As far as we know, no action has yet been taken against the PIBOs for defeating the purpose and principles of the EPR guidelines.”

Africa: Recycling of acid battery, glass, cashew, e-waste could reduce 8.7 million tonne of CO₂ – Report

A new report released by an India-based think tank Centre for Science and Environment (CSE) said Africa can reduce its emissions significantly if it recycles this waste by initiating and encouraging industrial waste circularity. The CSE report indicates that 100 per cent recycling of just four types of industrial waste – lead acid battery, glass waste, cashew waste and e-waste – could reduce 8.7 million tonnes of CO₂, which is a 2 per cent reduction in total GHG emissions from the continent. Industrial waste contributes 30-40 per cent of total greenhouse gas (GHG) emissions in Africa. This was contained in a report, titled ‘ Africa’s Wasted Potential: Unlocking industrial waste in circularity ’, released in Lagos on Tuesday at a pan-Africa workshop jointly hosted by CSE and Nigeria’s National Environmental Standards and Regulations Enforcement Agency (NESREA). Speaking at the workshop, the Manager of Industrial Pollution at CSE, Ishita Garg, said: “The CSE report uncovers the unexplored potential of industrial waste, a resource often ignored. Africa’s circular economy efforts have remained focused on plastic and municipal waste, and industrial waste has largely been overlooked. This report emphasises the urgency of addressing this issue and demonstrates how circular solutions can drive both economic growth and environmental sustainability.” Garg said: “The report stresses on the need to prioritise industrial waste and treat it as a resource and a development opportunity. By adopting circular practices, industries can lower raw material costs, improve energy efficiency, and reduce their GHG emissions while creating job opportunities.” He pointed out that, “While Africa is projected to double its GHG emissions by 2050 in a business-as-usual scenario, scaling up circularity practices could present a significant opportunity to cut GHG emissions at both country and continent level” While the opportunities are clear, the report also sheds light on the barriers that hinder progress on the ground. One of the major roadblocks in enhancing industrial waste circularity in Africa is the absence of comprehensive waste inventories on the type and quantity of industrial waste generated. He pointed out that, “While Africa is projected to double its GHG emissions by 2050 in a business-as-usual scenario, scaling up circularity practices could present a significant opportunity to cut GHG emissions at both country and continent level” While the opportunities are clear, the report also sheds light on the barriers that hinder progress on the ground. One of the major roadblocks in enhancing industrial waste circularity in Africa is the absence of comprehensive waste inventories on the type and quantity of industrial waste generated. The report says many African countries that are experiencing rapid industrialisation lack data on industrial waste generation, including figures on recycling, reuse and disposal, making it difficult to track material flows and identify opportunities for circularity. “The absence of such information has resulted in dumping of waste like slag, fly ash, plastic, glass, paper, etc. which are otherwise easily recyclable. “Having a waste inventory is a crucial first step towards industrial waste circularity and absence of such essential information questions the handling and management of industrial waste. Without reliable data, policies and interventions fail to address the actual scale of industrial waste challenges,” she said. Other factors that make large-scale adoption of industrial waste circularity difficult include the limited financial support for circular practices, insufficient industrial waste management infrastructure, and gaps in the policy framework. The CSE’s report also highlights the absence of industrial waste targeted goals and actions in circular economy policies of many African countries, underscoring a major barrier to large-scale implementation.

Fact Check: CSE Report Warning Of Cancer Risk From Bread Dates Back To 2016, Misleadingly Shared As Recent

A 2016 news bulletin based on CSE’s study is being shared with a misleading claim, claiming it to be recent. The CSE report from 2016 stated that 84% of tested samples contained harmful chemicals like potassium bromate and iodate, which are classified as potential cancer-causing agents. A video clip from Hindi news channel Aaj Tak’s bulletin is being widely shared across social media platforms. In this clip, Centre for Science and Environment (CSE) is cited as stating that 84% of tested samples failed quality checks, revealing the presence of harmful chemicals like potassium bromate and iodate, both linked to serious diseases, such as cancer. The video clip’s continuous circulation in recent days has led many to believe it is a recent report. In its investigation, Vishvas News found this claim to be misleading. The viral video is not recent but dates back to 2016, when CSE published a report stating that traces of potassium bromate/iodate were found in the bread sold in Delhi. The report classified potassium bromate as a category 2B carcinogen (potentially cancer-causing), which is banned in many countries. However, it is still used in India. What is viral? Social media user ‘GK Bohra Parthasarathy‘ shared the viral video clip with the caption, “The bread which is sold in the name of pav roti, double roti is so dangerous, please be careful.” Many other users across different social media platforms have also shared this video clip with similar claims. Investigation A keyword search led us to the original report, published on Aaj Tak’s official YouTube channel in 2016. This report, dated May 24, 2016, is based on a study by the CSE, which claimed that traces of potassium bromate, potassium iodate or both were found in 84% of bread and bakery samples collected from Delhi. According to the report, potassium iodate can lead to thyroid issues, increasing the risk of autoimmune thyroiditis and elevating the risk of cancer. Following this report, the government ordered an investigation. The then Health Minister JP Nadda acknowledged the report and urged the people not to panic. He directed the Food Safety and Standards Authority of India (FSSAI) to take necessary to take appropriate action. The report also includes a statement from Chandra Bhushan, the then head of CSE, but is no longer associated with CSE. According to a Hindustan Times news report dated September 20, 2019, he resigned after 22 years from CSE. According to his LinkedIn profile, Chandra Bhushan is currently the Chief Executive Officer of the International Forum for Environment Sustainability and Technology (iFOREST). During our investigation, we found the original study report on the CSE website, published on May 23, 2016. Based on this report, many news organisations covered its findings at that time. You can find the related news reports here. On May 26, 2016, The Times of India reported that the then All India Institute of Medical Sciences (AIIMS) director, MC Mishra, addressed concerns over the presence of potassium bromate and potassium iodate in bread. He stated, “There may be some risk in it, but nobody eats a whole packet of bread every day…most people eat one or two loaves of bread every day, so there is no need to worry about it in the long run, as FSSAI has also said.” We contacted India Today Fact Check’s Executive Editor Bal Krishna regarding the viral video clip. He confirmed that this report dates back to 2016. Additionally, an analysis of the profile that shared the viral video suggests that the content aligns with a specific ideology. Conclusion: A 2016 news bulletin based on CSE’s study is being shared with a misleading claim, claiming it to be recent. The CSE report from 2016 stated that 84% of tested samples contained harmful chemicals like potassium bromate and iodate, which are classified as potential cancer-causing agents.

Delhi’s air was toxic for 56% of the days in last 5 years, AQI no reliable measure—CAG report

Delhiites breathed toxic air for 1,195 days out of 2,137 days in the last five years, putting residents at risk of severe health ailments and vulnerabilities, a report by the Comptroller and Auditor General (CAQ) on the city’s pollution has highlighted. The report, which was tabled Tuesday afternoon before the Delhi Assembly, also pointed at some glaring gaps like no information about vehicles in pollution monitoring and data collection by agencies. For over 56 percent of days in the last five years, it found, the air quality remained in the ‘poor’ to ‘severe’ category. On the Central Pollution Control Board (CPCB) scale, an AQI of 50 or below is considered ‘good’; ‘satisfactory’ when it is between 51 and 100; ‘moderate’ between 101 and 200; and ‘poor’ when it is between 201 and 300. Anything between 301 and 400 is considered ‘very poor’; while it is marked ‘severe’ when AQI is above 400. “This report has pointed out various shortcomings in the effort made by the Government in controlling vehicular emission such as lack of information regarding the type and number of vehicles plying on Delhi roads and assessment of their emission load, shortage of public transport buses and public transport for last mile connectivity so as to reduce the use of private vehicles, not implementing of less polluting alternatives,” it read. Apart from locational disadvantage, which makes Delhi vulnerable to dust and smoke from neighbouring states getting trapped in their airshed, it is also a victim of government apathy. Increased vehicular movement, open fires, and road and construction dust are issues that the government agencies have not been able to manage. In winter, the capital’s woes only become worse. Its internal sources of pollution are teamed with stubble burning smoke from the neighbouring Punjab and Haryana, cracker smoke from Diwali and bonfires. The cold weather further traps these pollutants closer to the ground, making breathing tough in Delhi. “While there has been a year-on-year reduction in pollution levels in Delhi over the last few years, this reduction is slow and not enough when the health of residents is at stake. Clearly, the action by agencies is not enough,” Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, told ThePrint.

'India Can be An Example In War Against Climate Change': Germany's Special Envoy

“India can be the example,” for many countries in this war against climate change, Gerhard Schlaudraff, deputy special envoy for international climate action, Germany, said today. Yes, there is the challenge of economic growth during the “transition” to a green society, but India, in recent years, had brought electricity to millions, not to speak of adding 20 gigawatts in renewable energy in recent years. And that success could be an incentive for other countries to replicate, he added. Schlaudraff spoke of the new geopolitical environment, possibly a reference to the Trump administration’s decisions on climate change. “We believe in science” and that global warming was “man made,” adding that “additional government elements” were necessary as was a reform in international financial architecture. He spoke of technological cooperation and mentioned, importantly, that “investment (presumably, Western in developing economies) was the oxygen for green energy transition.” During the discussions, Sunita Narain of the Centre for Science and Environment spoke of a “green inclusive idea,” the lower cost of generating renewable energy and certain important decisions to be made: electric buses to be preferred to electric cars.

AQI down from last year, Gurgaon breathes cleaner air in March

Gurgaon: The city recorded better air quality this March compared to the same period last year but remained ‘moderate'. The average air quality index (AQI) stood at 183, down from 189 in March 2024. According to Central Pollution Control Board (CPCB) data, this makes it the third cleanest March since air quality monitoring began in the city in 2016. The average index for the month was 210 in 2016, 231 in 2017, 215 in 2018, 169 in 2019, 237 in 2020, 213 in 2021, 204 in 2022, and 152 in 2023, revealed CPCB data. Experts attribute this year's improvement to stronger winds, which helped disperse pollutants. However, despite the progress, the city did not experience a single ‘good' air day. March saw two ‘satisfactory' days, 15 ‘moderate' days, and 13 ‘poor' days. Shubhansh Tiwari, a research associate at the Centre for Science and Environment (CSE), said, "The average wind speed reached 25kmph this March, compared to less than 10kmph in previous years. This helped clear pollutants, but still, the city witnessed very few ‘satisfactory' air days and no ‘good' ones. The persistent presence of high PM2.5 and PM10 levels suggests local pollution sources remain a major concern." The HSPCB highlighted vehicular emissions, suspended road dust, and waste burning as primary pollution sources. "We are taking stringent action against violators and have instructed municipal corporations to intensify dust mitigation efforts. Fire tenders have also been deployed to control waste fires," said Vijay Chaudhary, regional officer, Gurgaon (south). Meanwhile, air quality slightly worsened on Monday, with AQI rising to 162 from 128 the previous day, though it remained in the ‘moderate' category. The concentration of PM2.5 -- toxic particles that can enter the bloodstream via the lungs -- was the highest in Gwalpahari (289 µg/m³), followed by Teri Gram (259 µg/m³) and Sector 51 (245 µg/m³). Teri Gram also recorded the highest PM10 levels at 310 µg/m³, followed by Sector 51 (287 µg/m³) and Gwalpahari (233 µg/m³). This data was unavailable for Vikas Sadan. CPCB's permissible limits for PM2.5 and PM10 are 60 µg/m³ and 100 µg/m³, respectively. An AQI between zero and 50 is considered ‘good', 51 and 100 ‘satisfactory', 101 and 200 ‘moderate', 201 and 300 ‘poor', 301 and 400 ‘very poor', and 401 and 500 ‘severe'.

बढ़ते वाहन, घटती रफ्तार ट्रैफिक का संकट भारत में बढ़ता ट्रैफिक एक गंभीर समस्या बन चुका

भा रत में बढ़ता ट्रैफि क एक गंभी र समस्या बन चुका है। बढ़ती जनसंख्या , शहरी करण और अवस्थि त या ता या त णा ली के का रण मुख शहरों में ट्रैफि क जा म आम हो गया है। इससे समय की बर्बा दी, आर्थि क नुकसा न, पर्या वरण दूषण और स्वा समस्या एं बढ़ रही हैं। ट्रैफि क जा म का एक मुख का रण सा र्वजनि क परि वहन की कमजो र स्थि ति है। दि ल्ली मेट्रो , मुंबई लो कल और को लका ता मेट्रो जैसे कुछ सफल उदाहरण मौ जूद हैं, लेकि न अधि कां श भा रती य शहरों में सा र्वजनि क परि वहन सी मि त और अवस्थि त है। दि ल्ली में सा र्वजनि क परि वहन के उपयो ग के सम्बंध में सेंटर फॉ र सा इंस एंड एनवा यरनमेंट की रि पो र्ट के अनुसा र, 2013 से 2018 के बी च दि ल्ली में बसों की रा इडरशि प में 16.9ति शत की गि रा वट दर्ज की गई है। नि जी वा हनों पर बढ़ती नि र्भरता ट्रैफि क जा म को और गंभी र बना रही है। लंदन और सिं गा पुर ने सा र्वजनि क परि वहन को इतना भा वी बना दि या है कि नि जी वा हनों का उपयो ग सी मि त हो गया है, जबकि भा रत में स्थि ति उलट है। हा लां कि , कंजेशन चा र्ज जैसे उपा य भा रत में वहा रि क प से चुनौ ती पूर्ण हैं क्योंकिक्योंकि सा र्वजनि क परि वहन अभी पर्या नहीं है और डि जि टल टोलिं ग सि म पूरी तरह वि कसि त नहीं आ है। सड़क ढां चे की अपर्या ता भी ट्रैफि क समस्या को बढ़ा रही है। भा रत का सड़क नेटवर्क वि में दूसरा सबसे बड़ा है, जि सकी कुल लंबा ई 62,15,797 कि लो मी टर से अधि क है, लेकि न इनमें से अधि कां श सड़कें संकरी , जर्जर और अति मण से भा वि त हैं। जा पा न और दक्षि ण को रि या में सड़क रखरखा व यो जना एं इतनी वस्थि त हैं कि ट्रैफि क जा म बत कम हो ता है, जबकि भा रत में सड़क परि यो जना ओं की धी मी गति के का रण यह समस्या वि करा ल प ले रही है। भा रती य अर्थवथा को भी ट्रैफि क जा म के का रण भा री नुकसा न उठा ना पड़ता है। बो न कंसल्टिं ग गु्रगु् प की रि पो र्ट बता ती है कि दि ल्ली , मुंबई, को लका ता और बेंगलु जैसे चा र मुख भा रती य शहरों में ट्रैफि क जा म के का रण हर सा ल लगभग 1.47 ला ख करो ड़ पये का नुकसा न हो ता है। यह नुकसा न ईंधन की बर्बा दी, उत्पा दकता में कमी और स्वा सम्बंधी भा वों के का रण हो ता है। टॉमटॉम ट्रैफि क इंडे के अनुसा र, बेंगलु के लो ग सा ला ना औसतन 132 घंटे ट्रैफि क जा म में बि ता देते हैं, जो उत्पा दकता के लि ए बड़ा नुकसा न है। पर्या वरण दूषण भी ट्रैफि क जा म की एक गंभी र परि णति है। दुनि या के 20 सबसे दूषि त शहरों में से 13 भा रत में हैं। ट्रैफि क जा म के का रण वा हनों से नि कलने वा ले का र्बन उर्जन में भा री वृद्धि हो ती है, जि ससे वा यु गुणवत्ता खरा ब हो ती है और स्वा समस्या एं बढ़ती हैं। ची न ने इस समस्या से नि पटने के लि ए इलेक्ट्रि क वा हनों को प्रा थमि कता दी है और सा र्वजनि क परि वहन को अधि क ऊर्जा -कुशल बना या है, जबकि भा रत में इलेक्ट्रि क वा हन अभी भी बड़े पैमा ने पर अपना ए जा ने की क्रि या में हैं। भा रत में 2023 के अंत तक लगभग 6,586 सा र्वजनि क ईवी चा र्जिं ग स्टेशन उपल थे, जबकि ची न में यह संख्या 6 मि लि यन से अधि क थी । ईवी अपना ने की गति चा र्जिं ग इंफ्रा स्ट्रर, बैटरी उत्पा दन और नी ति समर्थन पर नि र्भर करती है। इस समस्या के समा धा न के लि ए कई भा वी रणनी ति यां अपना ई जा सकती हैं। सबसे पहले सा र्वजनि क परि वहन णा ली को मजबूत करना अनि वा र्य है। अधि क शहरों में मेट्रो नेटवर्क, इलेक्ट्रि क बसों और सा इकि ल ट्रैक को बढ़ा वा देना चा हि ए। भा रत में हा ई-ऑक्यूपेंसी व्ही कल लेन का प्रा वधा न कि या जा सकता है, जि ससे एक से अधि क या त्रि यों वा ले वा हनों को प्रा थमि कता मि ले और का र-पूलिं ग को प्रो त्सा हन मि ले। सड़कों के बुनि या दी ढां चे में सुधा र भी आवक है। फ्ला ईओवर, मल्टी-लेवल पा र्किं ग और स्मा र्ट ट्रैफि क सि ल जैसी सुवि धा एं वि कसि त की जा नी चा हि ए। कृत्रि म बुद्धि मत्ता और बि ग डेटा का उपयो ग करके ट्रैफि क को भा वी प से बंधि त कि या जा सकता है। भा रत में अभी तक केवल कुछ ही शहरों जैसे बेंगलु और पुणे में एआई आधा रि त ट्रैफि क मैनेजमेंट ला गू आ है, जबकि ची न और जा पा न में यह णा ली पहले से ही उत है। इसे देशभर में ला गू करने के लि ए आवक तकनी की और शा सनि क बदला वों पर ध्यान देने की आवकता है। हा लां कि इसका चरणब का र्या यन जरी है। का र्य-समय में बदला व और वर्क फ्रॉ म हो म को बढ़ा वा देना भी एक वहा रि क समा धा न हो सकता है। यदि वि भि क्षेत्रों के का र्या लय और स्कूलों का समय अलग-अलग कि या जा ए, तो ट्रैफि क लो ड को वि भा जि त कि या जा सकता है। हा लां कि , यह समा धा न केवल आईटी और कॉ र्पो रेट सेर तक सी मि त रहेगा , जबकि फैक्ट्री , सर्वि स सेर और खुदरा उद्यो ग के संदर्भ में भी इस पर चर्चा हो नी चा हि ए। फ्लेक्सि बल ऑफि स टाइमिं ग नी ति ला गू कर ट्रैफि क पी क टाइम को नि यंत्रि त कि या जा सकता है। इलेक्ट्रि क वा हनों के उपयो ग को भी प्रो त्सा हि त कि या जा ना चा हि ए। पेट्रो ल और डी जल वा हनों की तुलना में इलेक्ट्रि क वा हनों का उपयो ग बढ़ा ने के लि ए चा र्जिं ग इंफ्रा स्ट्रर को मजबूत करना आवक है। भा रत में ईवी बैटरी नि र्मा ण, चा र्जिं ग स्टेशन वि स्तार और सरका री नी ति यों के भा व पर अधि क ध्यान देने की आवकता है। भा रत को वैश्वि क अनुभवों से भी सी खने की जरत है, लेकि न केवल सतही तुलना करने के बजा य वहा रि कता पर ध्यान देना आवक है।

Traffic Mismanagement Bleeds India’s Economy, Wastes Fuel, Chokes Cities: CSE Report

A report from the Centre for Science and Environment (CSE) has highlighted the growing traffic congestion in Delhi and its large impact on commuter experience, economic productivity and environmental pollution. The report states that, on weekdays, traffic congestion reduces average speed by 41% during morning peak hours and by 56% during evening peak hours. Even on weekends, the reduction is significant, with morning traffic going down by 27% and evening traffic going down by 42%. Economic and Productivity Loss The report estimates that traffic congestion creates a considerable economic productivity loss, especially for workers of various skill levels. An unskilled worker could lose between Rs 7,200 - Rs 19,600 each year, skilled workers could lose up to Rs 23,800, and a highly-skilled worker could lose Rs 25,900. The economic equivalent of the time loss equals nearly 12% of the worker’s monthly take-home pay, indicating a serious cost of time loss due to commuting delays. Anil Chhikara, Former Deputy Commissioner, Transport Department, Government of NCT of Delhi, told ETV Bharat, “Around 3% of India's GDP is waste due to cows standing in traffic. Metropolitan cities have become congested due to traffic, whose fuel consumption is 10% waste. Where vehicles stand in traffic, a chamber of pollution is formed, which contains gases like carbon monoxide and sulphur oxide, which can be measured. This chamber contains VOC, a volatile organic composition, which has particles like benzine, aldehyde, which is increasing the air quality. If the average speed during peak hours is 30 km/hr, then it is very good. The speed of vehicles is inversely propositional to pollution. The difference between our country and foreign countries is that we are not managing the traffic. The traffic light was applied on the course and it was reduced to 2-3 minutes in which a person gets his turn 3-4 times, so 10 minutes are wasted in completing the journey.” Additionally, congestion-related economic losses in Delhi are projected to reach USD 14.7 billion by 2030, due to pollution and wasted fuel. Fuel losses, because of traffic congestion alone, could cost millions of dollars daily, exacerbating the already severe air quality problems facing the city. The impacts of traffic congestion on pollution have a direct correlation, because emissions from stopped vehicles can be 3 to 7 times greater than free-flowing traffic. Large quantities of nitrogen dioxide (NO₂), carbon monoxide (CO), and carbon dioxide (CO₂) are emitted, affecting local air quality and health risks for local residents. Rise of Motorisation and Problems of Public Transport Motorisation in India has surged since 2000, with the number of new vehicles doubling every 5-6 years. Although the pandemic ended the upward trajectory for a period, motorisation rebounded quickly and in 2023-24, an average of 58,000 new motor vehicles were registered each day, where 52,000 were private vehicles. In Delhi, on average, there were 6.4 lakh vehicles registered in the same period as above, and on average, new vehicles were registered every day, with approximately 1,750 being new vehicles. There has also been considerable momentum regarding electrification, and since 2015-16, the share of electric vehicles in total new registrations is 6.5% of all registrations. The issues with the dominance of foreign vehicles, however, still exist. The modal share of private traffic in Delhi went from 27% in 1994 to 48.2% in 2018, and average trip length increased from 6 kilometres in 2007 to 10.9 kilometres in 2018, showing both increased trip lengths and increased dependence on roadways. Metro and Public Transport Decline The number of commuters on the Delhi Metro has not reached initial expectations. The daily average ridership during 2019-20 was around 27.79 lakh riders per day, compared to an expected ridership of 53.47 lakh. While, on one hand, the number of metro commuters has increased by 67.5 percent from 2011 to 2020, on the other hand, bus ridership reduced by about 24.6 percent during the same period, indicating mode switching among commuters. However, are more people riding the metro, or has the trip frequency increased? The increase in total metro ridership does not necessarily mean more trips since the total is made up of multiple interchanges for each rider. The Municipal Corporation of Delhi (MCD) is developing a proposal for a multi-storey parking lot in Tikona Park, Tis Hazari Court, which is one of the most congested areas in Delhi. This works with an expectation that the facility can accommodate 500 vehicles, thus addressing the severe parking scarcity and reducing traffic bottleneck. In other parts of the city, similar works, such as the parking space on Gandhi Maidan and Nigam Bodh Ghat parking, have been successful in congestion relief. "The parking will significantly reduce the traffic congestion near Tis Hazari Court, one of the most congested areas of the national capital," an MCD official stated. "The construction of the parking space will provide a significant convenience to the residents." Impact of SUV Growth on Traffic Congestion One of the reasons for an increase in congestion is the phenomenon called ‘car bloat.’ This staggering increase in passenger vehicles, especially SUVs and pickup trucks, is furthering the congestion related to roadways. A study published in 'Transportmetrica' found that a growing demand for SUVs contributed to a 9.5% reduction in freeway capacity from 1995 to 2019 in the Twin Cities of Minnesota. Larger vehicles take up more space, require larger deceleration distances, and block road visibility contributing to increased congestion. "If you’re in a short car and you want to be able to anticipate what’s ahead, you’re going to give somewhat more headway with the vehicle in front of you," said researcher of the report, Levinson. Traffic Issues Near Schools Morning and afternoon rush hours outside schools have become chaotic due to heavy traffic, illegal parking and excessive honking. In response, the Directorate of Education (DoE) has issued directives for all government and private schools to implement strict measures to curb traffic congestion and noise pollution. Schools are required to conduct awareness programs and coordinate with local police to address parking violations. "Traffic jams around schools have been a persistent issue, with countless complaints from parents and residents about vehicles blocking entrances and constant honking," said a senior official from the education department. "Schools should be sanctuaries of safety not just within their walls but also in the spaces children navigate daily. The incessant noise and traffic congestion not only disrupt concentration but pose serious safety risks, especially for students crossing busy roads." However, school authorities face challenges in enforcing these regulations. Many schools lack designated drop-off zones, and municipal infrastructure support remains inadequate. "We don't have the authority to impose fines or tow illegally parked vehicles. Many parents drop off and pick up children in cars, often parking temporarily near the school. Restricting this often leads to unpleasant confrontation with parents," said Principal of Amity International School. She added that awareness campaigns may not bring the desired change. "Our school, located near a busy shopping complex and residential area, faces severe traffic congestion during peak hours. We've repeatedly urged the municipal corporation to cover open drains to expand parking space. We advise parents to use carpools and avoid unnecessary honking, and have designated separate gates for private drops, vans, and buses. Assigning traffic police at peak hours would ease the situation." A mother of two children said, “Every morning feels like navigating a battlefield. Cars are double-parked, the honking never stops, and I constantly worry about the risk of an accident," she said. "If the new rules are enforced properly, it will make mornings less stressful." A principal of a Delhi school said regulations without sufficient infrastructure support are unlikely to achieve anything. "The real issue lies in the lack of proper traffic management around schools. The focus should be on creating designated drop-off zones, improving road infrastructure, and ensuring that traffic police are present at peak hours," she said.

Heat is on, blame high-rises

The surge in high-rise constructions in the city, particularly in Gachibowli, Madhapur, and Kokapet, thanks to the relaxed floor space index (FSI) policy, is significantly contributing to the ‘urban heat island (UHI)’ effect Hyderabad. The core urban areas are 1.9°C warmer than peri-urban areas due to trapped heat (heat retention) by high-rises and dark roads.Peri-urban areas cooled by 12.3°C at night while it was 9.7°C in the city core areas. Hot nights pose severe health risks by preventing recovery from the daytime heat, causing prolonged bodily stress due to more urban heat island effects in the night. The growing intensity of UHI effects in Hyderabad and other urban areas was highlighted in the socio economic survey report tabled in the recent Assembly session, which referred to the ‘Urban Heat Stress Tracker-Hyderabad’ published by the Centre for Science and Environment (CSE).