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Delhi’s Ozone Levels Spike Sharply In Many Areas, Raising Alarms Over Public Health

Ozone pollution has surged to alarming levels in several parts of the capital, reaching nearly twice the permissible limit. According to SAFAR, a monitoring agency under the Ministry of Earth Sciences, ozone concentration near the Major Dhyan Chand National Stadium hit 239 micrograms per cubic meter on Tuesday. As per national air quality standards, this level should not exceed 100 micrograms per cubic meter. Scientists note that while ozone spikes were previously confined to the summer months, the trend has now become a year-round concern in many parts of the country. Elevated ozone levels can damage the lungs and significantly increase the risk of heart disease, making it a growing public health threat. Unlike other pollutants, ozone doesn’t have a single direct source. Instead, during extreme heat, emissions from vehicles and power plants react in the atmosphere to form ozone, leading to a rise in its levels. According to a report by the Centre for Science and Environment (CSE), many Indian cities have witnessed a worrying increase in ozone pollution. This summer, ten major cities recorded dangerously high ozone levels, with Delhi being the most affected. The report, titled “An Invisible Threat: Air Quality Tracker”, analyzed ozone trends in Delhi-NCR, Bengaluru, Mumbai, Chennai, Kolkata, Pune, Greater Ahmedabad, Greater Hyderabad, Greater Jaipur, and Greater Lucknow. The findings revealed that ozone levels rose more sharply between January and March compared to the summer months of April to July. Ahmedabad reported an astonishing 4000-fold increase in ozone levels compared to last year, while Pune saw a 500 per cent rise and Jaipur recorded a 152 per cent jump.

Troubling Ubiquity

Plastic, a versatile material with a lifespan of hundreds of years, has multiple benefits and uses. However, its production, consumption, and disposal have severe environmental consequences, including water pollution, marine life deaths, and a significant carbon footprint due to fossil fuel dependence. According to European Environment Agency (EEA), the average annual plastic consumption in Western Europe is approximately 150 kg per person, exceeding the global average of 60 kg by more than twofold. According to a recent report, the United States generates the most plastic waste per capita worldwide, with an average American producing 130.09 kg annually. In contrast, India’s per capita plastic waste generation stands at around 19.88 kg. As a relatively recent invention, plastic’s affordability and adaptability have made it ubiquitous in modern times. However, its lifecycle poses significant challenges. Alarmingly, only about 9 per cent of all plastic ever produced has been recycled, while 12 per cent has been incinerated. The remainder remains in use or has been disposed of in landfills or released into the environment, including oceans, as per EEA. In March 2022, the fifth session of the UN Environment Assembly adopted a landmark resolution to develop an internationally legally binding instrument addressing plastic pollution, including in marine environments. The resolution tasked the UNEP Executive Director with convening an INC to craft the instrument, adopting a comprehensive approach that encompasses the entire life cycle of plastic, from production and design to disposal. A growing tide of plastic waste is threatening the Ruzizi dam in eastern Congo, leading to frequent power outages in several major cities. Local authorities are scrambling to address the issue, which highlights the devastating environmental consequences of plastic pollution. The environmental impacts of discarded plastics, littering, leaching of toxic components and the contamination of ecosystems and the food chain with micro plastics, are well established. Even after centuries, plastic waste remains, refusing to decompose. Its persistence harms marine life and ecosystems. The toxic chemicals leach into water sources and there are several human health risks from micro plastic consumption. The plastic waste disintegrates into microscopic pieces, contaminating the food chain and endangering humans and animals. Oceans and landscapes are congested with plastic, from the deepest sea beds to the highest mountains. Emissions from production, use, and disposal degrade the environment, accelerating climate change. Despite mounting evidence, plastic production is expected to rise, intensifying the crisis. Urgent action is necessary to mitigate the effects of plastic pollution. Consensus on plastic pollution remains elusive, mirroring challenges in climate talks, due to economic, job, and development concerns. The High Ambition Coalition advocates drastic measures, including a 40 per cent production cut by 2040 and lifecycle interventions. In contrast, oil and petrochemical lobbies resist reductions, promoting recycling and waste management instead. Plastics, primarily made from fossil fuels like petroleum, natural gas, and coal, are at the centre of this debate. The Global Coalition for Plastic Sustainability, an alliance of plastic-producing countries, pushes for a waste management-focused approach. According to a Centre for Science and Environment (CSE) report, Iran’s announcement of Global Coalition for Plastic Sustainability faced opposition at the INC’s third session. The coalition’s status was downgraded to a “like-minded group”. However, Iran’s interventions on behalf of this group garnered support from Russia, India, Cuba, and Western Asian nations, including Saudi Arabia, Bahrain, and Iraq. This coalition advocates for a legally binding instrument prioritising waste management to minimise the impact on plastic-producing countries. India, adhering to the principle of Common but Differentiated Responsibilities (CBDR) on climate issues, emphasises that any legally binding instrument should consider individual countries’ circumstances. Indian officials assert that solutions to pollution should not involve binding targets or production caps.

1.7crUnresolvedOffences Against Pvt VehiclesOutpace Commercial Wheels

New Delhi: While Delhi Trac Police trac-police) is considering ways to tackle the backlog of trac violations by commercial vehicles, private car owners, considered more law-abiding than their commercial counterparts, are ratcheting up a more worrying number of oences. Around 9.3 lakh private vehicles in the city have three or more challans pending against their name for road rule violations. The total bookings awaiting resolution among private vehicles is 1.7 crore, far exceeding the 16 lakh challans pending against commercial vehicles. The top three private vehicles in this dishonour list are yet to pay 601, 509, and 464 challans. Among vehicles with unsettled nes, there are 51.6 challans for speeding beyond permitted limit. The second highest oence is improper parking with 21.5 lakh violations. There are 21 lakh challans pending payment for violations related to riding without a helmet on a two-wheeler. Interestingly, an ongoing study by CSIR-Central Road Research Institute, based on observations of 2,34,740 two-wheeler riders and passengers on dierent road types and urban environments, found that while a signicant proportion of riders wear helmets, only 63% did so correctly. Not holding a valid pollution under control certicate has emerged as the h most common oence, with over 12.9 lakh unresolved oences. Ocials attribute this to increased surveillance and digital enforcement mechanisms that ag expired or missing PUC certicates in real time. How will this huge pendency in bookings be resolved? Experts say a balanced approach is needed — fair to motorists, rule violators and police — else the people will continue violating rules. S Velmurugan, chief scientist and head, Trac Engineering and Safety Division, CSIR-CRRI, said, "From overspeeding to the pollution violations, the pendency on resolving bookings has risen, but private car owners remain indierent. Many wait to pay their nes during the special Lok Adalat camps when the amounts are reduced. Some don't even bother doing that. Without more manpower for impounding end-of-life vehicles and trac ocers being given seizure powers, enforcement will remain weak. We need a cap — say, three challans — beyond which vehicles can be impounded." Vivek Chattopadhyay, principal programme manager (Clean Air and Sustainable Mobility), Centre for Science and Environment, said, "Trac certainly has overwhelmed the city. Building more yovers or underpasses hasn't helped. Central govt thought that increasing penalties for oences would intimidate people into obeying the rules. But today there is almost lawlessness on the roads. Unless we invest in public transport, regulate private vehicle use and redesign roads for people instead of cars, the congestion and pollution will only get worse."

Kochi’s air quality ‘poor’ mostly this year, pollutant levels a worry

Kochi: The air quality index (AQI) of Kochi was more than 100 — which is considered ‘poor' — on most days in the last three months of 2025, according to the index recorded by various monitoring agencies. AQI was more than 100 for 10 days in Jan, 24 days in Feb and 20 days in March. In addition to this, pollutant levels also remain a concern. Experts said that in the last five years, they noticed a trend where AQI levels in the city peak during the months from Jan to April as construction activity increases to finish works before monsoon. Added to this is high atmospheric particulate matter (PM) due to vehicular emissions and road and infrastructure construction activities. Even in the evenings, when the city experienced slight rainfall, AQI ranged between 80 and 85. A recent study by Cusat's atmospheric science department, presented last month at CARE 2025 climate conference, further examined the trend between 2018 and 2023. It was found that the highest level of pollution was observed on Tuesday and Friday — especially during rush hours in the morning and evening — while it was lower on weekends. The morning AQI peaks are influenced by local meteorological conditions and household emissions or burning waste. AQI is lowest at night throughout the year, with even Kochi's noon hours being better with a below-50 AQI. "It's necessary to take proactive and preventive action now as Kochi and the surrounding areas are being urbanised and motorised rapidly and can worsen the air quality trends if the growing sources of pollution like vehicles, construction and waste, among others, are not addressed immediately," said Centre for Science and Environment (Delhi) air pollution and clean transportation programme head Anumita Roychowdhury. Yet, experts said AQI in Kochi is much better than in many other cities in India as the city has an advantage as it is the entry point of the southwest monsoon and changing weather works in its favour and acts as a cleanser. "Due to its geographical and climatic advantages, pollution concentration does not build up here," said Roychowdhury. However, this change in AQI levels has city pulmonologists worried. They said "air pollution is impacting a productive population's quality of life" with an increase in children and young adults reporting complaints of respiratory ailments and allergies. "We are seeing a rise in young asthmatics due to allergies and we have to regularly increase the medicine dosage. Standing even for 10 minutes at a bus stop often causes suffocation due to increased pollution, making the young and middle-aged vulnerable to conditions like chronic lung disease or COPD," said Dr Paramez AR, senior pulmonologist and member of Cochin Thoracic Society, which spreads awareness on the impact of air pollution on health. Kochi: The air quality index (AQI) of Kochi was more than 100 — which is considered ‘poor' — on most days in the last three months of 2025, according to the index recorded by various monitoring agencies. AQI was more than 100 for 10 days in Jan, 24 days in Feb and 20 days in March. In addition to this, pollutant levels also remain a concern. Experts said that in the last five years, they noticed a trend where AQI levels in the city peak during the months from Jan to April as construction activity increases to finish works before monsoon. Added to this is high atmospheric particulate matter (PM) due to vehicular emissions and road and infrastructure construction activities. Even in the evenings, when the city experienced slight rainfall, AQI ranged between 80 and 85. A recent study by Cusat's atmospheric science department, presented last month at CARE 2025 climate conference, further examined the trend between 2018 and 2023. It was found that the highest level of pollution was observed on Tuesday and Friday — especially during rush hours in the morning and evening — while it was lower on weekends. The morning AQI peaks are influenced by local meteorological conditions and household emissions or burning waste. AQI is lowest at night throughout the year, with even Kochi's noon hours being better with a below-50 AQI. "It's necessary to take proactive and preventive action now as Kochi and the surrounding areas are being urbanised and motorised rapidly and can worsen the air quality trends if the growing sources of pollution like vehicles, construction and waste, among others, are not addressed immediately," said Centre for Science and Environment (Delhi) air pollution and clean transportation programme head Anumita Roychowdhury. Yet, experts said AQI in Kochi is much better than in many other cities in India as the city has an advantage as it is the entry point of the southwest monsoon and changing weather works in its favour and acts as a cleanser. "Due to its geographical and climatic advantages, pollution concentration does not build up here," said Roychowdhury. However, this change in AQI levels has city pulmonologists worried. They said "air pollution is impacting a productive population's quality of life" with an increase in children and young adults reporting complaints of respiratory ailments and allergies. "We are seeing a rise in young asthmatics due to allergies and we have to regularly increase the medicine dosage. Standing even for 10 minutes at a bus stop often causes suffocation due to increased pollution, making the young and middle-aged vulnerable to conditions like chronic lung disease or COPD," said Dr Paramez AR, senior pulmonologist and member of Cochin Thoracic Society, which spreads awareness on the impact of air pollution on health.

India should reject full FTA with US, opt for zero-to-zero tariff deal instead: GTRI

As former US President Donald Trump announced a 90-day pause on tariffs to allow trade negotiations, a new report by the Global Trade Research Initiative (GTRI) has advised India to steer clear of signing a full Free Trade Agreement (FTA) with the United States. Instead, GTRI has recommended that India pursue a limited “Zero-for-Zero” tariff deal—covering 90% of industrial goods—to protect its strategic interests and vulnerable sectors. According to the GTRI, a comprehensive India-US FTA could prove costlier than beneficial, as it may force India into damaging trade-offs. The report warns that Washington’s likely demands could compromise India’s economic, agricultural, and digital sovereignty. Key concerns include: Undermining the Minimum Support Price (MSP) system for farmers Allowing genetically modified (GM) food imports Lowering agricultural tariffs, impacting millions of Indian farmers Changing patent laws to extend US pharmaceutical monopolies Permitting direct entry of US e-commerce giants into India’s consumer market Such changes, GTRI said, would endanger farmer incomes, threaten food security and biodiversity, affect public health, and harm small retailers. Reducing farm tariffs could impact the livelihoods of hundreds of millions of Indians. Similarly, cutting duties on automobiles could damage India’s auto industry, which contributes nearly one-third to the country’s manufacturing output. Warning from history: Australia’s car industry collapse The report cites the collapse of Australia’s domestic car industry in the 1990s as a cautionary example. Australia had slashed tariffs under pressure, which eventually led to de-industrialisation in the auto sector. India’s auto industry, which contributes nearly one-third of its manufacturing GDP, could face a similar fate if duties on imported vehicles are reduced under an FTA with the US. Agriculture, pharma & retail sectors at risk Reducing farm tariffs, the report warns, could jeopardise the livelihoods of over 100 million Indians dependent on agriculture. Similarly, changes to India’s patent regime may restrict access to affordable medicines, undermining public health initiatives. Further, letting US e-commerce companies operate without restrictions could devastate India’s small retail businesses, many of which are yet to fully recover from the pandemic. Zero-to-Zero tariff deal: A smarter alternative Instead of a full-blown FTA, GTRI advocates for a “Zero-for-Zero” industrial tariff deal, similar to the model Europe has offered the United States. This type of deal: Focuses only on industrial goods Avoids complex negotiations on agriculture, pharma, and digital services Reduces risk for India’s vulnerable sectors while boosting trade in manufacturing Such a limited, strategic trade deal could help India grow its industrial exports without compromising domestic priorities. Better FTA options: EU, UK, Canada, Japan GTRI further suggests that India focus its trade diplomacy on partners where the risks are lower and complementarities are higher, such as: European Union, United Kingdom, Canada, Japan, South Korea, and ASEAN countries. The think tank also encourages re-engaging with China and Russia, and exploring joint value chains in chemicals, machinery, and electronics, where both economies could benefit from sourcing and exporting together. Trade analysts have praised GTRI’s cautionary stance. Speaking on the matter, Ajay Srivastava, founder of GTRI, emphasised: “India must not bargain away its core interests. The focus should be on smart, limited agreements—not one-sided FTAs that damage agriculture, pharma, or small business.” Dr. Sunita Narain, policy expert and director of a leading think tank, added: “Food security, public health, and digital sovereignty are non-negotiables. The idea of zero-for-zero deals makes sense because they keep us in control of our economic narrative.” While a US-India trade deal sounds attractive on paper, GTRI’s report urges policymakers to tread with caution. A targeted zero-to-zero tariff agreement, rather than a full-scale FTA, may be the best path forward for India in 2025. As global trade dynamics shift rapidly, India’s challenge lies in balancing access with autonomy—ensuring that growth doesn’t come at the cost of national interest.

भीषण गर्मी से रातें भी होने लगीं गर्म, दिल्लीवासियों ने किया तीन वर्षों में सबसे ज्यादा तापमान का अनुभव

राजधानी भीषण गर्मी की चपेट में है और न दिन में चैन है और न रात को चैन। हर कोई गर्मी और लू से बेहाल है। हालात ऐसे हो गए हैं कि दिन ही नहीं, रातें भी गर्म होने लगी हैं। इसका अंदाजा इसी बात से लगाया जा सकता है कि मंगलवार रात का तापमान भी तीन साल में अप्रैल में सबसे ज्यादा रहा। दिल्लीवासियों ने अप्रैल में इस सीजन की पहली गर्म रात पांच इलाकों में झेली। हालांकि, मौसम विभाग ने पश्चिमी विक्षोभ के असर से गुरुवार से मौसम में बदलाव और तापमान में कमी आने का अनुमान जताया है। मौसम विभाग के अनुसार गुरुवार को आमतौर पर आसमान में बादल छाए रहेंगे। बूंदाबांदी या हल्की बारिश हो सकती है।बादलों की गड़गड़ाहट, बिजली चमकने और 30 से 40 किलोमीटर प्रति घंटे की रफ्तार से हवा चलने का पूर्वानुमान है। हवा की गति 50 किलोमीटर प्रति घंटे तक भी जा सकती है। अधिकतम और न्यूनतम तापमान क्रमश: 39 और 25 डिग्री रह सकता है। कमोबेश यही स्थिति शुक्रवार को भी रहेगी। मौसम विभाग ने इन दो दिनों के लिए येलो अलर्ट भी जारी किया है, लेकिन लू चलने का नहीं बल्कि तेज हवाओं के साथ हल्की बारिश का। बुधवार को दिल्ली का तापमान बुधवार को दिल्ली का न्यूनतम तापमान सामान्य से 5.6 डिग्री अधिक 25.6 डिग्री दर्ज किया गया। यह 2022 के बाद तीन साल में अप्रैल में सबसे अधिक न्यूनतम तापमान है। पीतमपुरा में यह 29.5 डिग्री सेल्सियस पर पहुंच गया। अधिकतम तापमान सामान्य से 5.4 डिग्री अधिक 40.5 डिग्री सेल्सियस दर्ज किया गया। यह पिछले दिन से आधा डिग्री कम है। आयानगर में यह सबसे अधिक 40.9 डिग्री रहा। हवा में नमी का स्तर 73 में से 31 दर्ज किया गया। मौसम में बदलाव चिंताजनक गौरतलब है कि अलवर में सेंटर फॉर साइंस एंड एनवायरमेंट (सीएसई) की ओर से हाल ही में आयोजित तीन दिवसीय पर्यावरण सम्मेलन में विशेषज्ञों ने मौसम में आ रहे इस बदलाव पर चिंता जताई थी। मौसम एवं जलवायु वैज्ञानिकों ने बताया कि शहरों में बढ़ती आबादी, कंक्रीट के जंगलों का विस्तार और घटते वन क्षेत्र रातों के गर्म होने के लिए जिम्मेदार हैं। ऊंची इमारतों के बीच फंसने के कारण जमीन से पैदा होने वाली गर्मी रात में भी ऊपर नहीं आ पाती। ऊपर से एयर कंडीशनर की गर्मी भी रातों को और गर्म बना रही है। अगले पांच दिन तक लू नहीं चलेगी उधर, लगातार तीन दिन तक भीषण गर्मी और लू चलने के बाद मौसम विभाग ने पूर्वानुमान जताया है कि गुरुवार से अगले पांच दिन तक लू नहीं चलेगी। इसके साथ ही पश्चिमी विक्षोभ के कारण मौसम में बदलाव और तापमान में गिरावट के भी आसार हैं।

Air pollution level improved in 77 cities since 2017, shows study

Under the National Clean Air Programme, air pollution levels improved in 77 cities but increased in 23 others, a new analysis has found. Compared to baseline year of 2017-18, PM10 (coarse pollution particles; with a diameter of 10 micron) levels increased in 23 cities, remained unchanged in two and improved in 77 cities, an analysis by Centre for Research on Energy and Clean Air (CREA) has found. It also found that out of 130 cities under the National Clean Air Programme (NCAP), 28 still do not have Continuous Ambient Air Quality Monitoring Stations (CAAQMS), indicating critical gaps in real-time air quality monitoring infrastructure. PM10 data from the remaining 102 cities with CAAQMS was analysed for the period April 1, 2024 to March 31, 2025 (FY 24-25) by the CREA team. Delhi recorded the highest annual (FY 24-25) PM10 concentration at 206 micrograms per cubic metres among NCAP cities, followed by Byrnihat (in Meghalaya) at 200 micrograms per cubic metres, and Patna at 180 micrograms per cubic metres--each over three times higher than the national standard of 60 micrograms per cubic metres, the analysis added. Compared to the previous year (FY 23-24), PM10 levels decreased in 69 NCAP cities while 33 saw an increase. Since 2017-18, 10 cities in Uttar Pradesh recorded an over 40% reduction in PM10 levels compared to the baseline year, followed by two cities each in Uttarakhand and Punjab. One city each from Tamil Nadu, Jharkhand, Jammu & Kashmir, Rajasthan, Nagaland, Maharashtra, and West Bengal also achieved an over 40% reduction. Odisha and Maharashtra had the highest number of cities with increased PM10 levels. Assam reported four such cities, Madhya Pradesh , three, and Bihar, West Bengal, and Chhattisgarh , two cities each. “A few Indian cities have shown notable improvement in reducing PM 10 levels, but the majority remain far from meeting the NCAP targets, and with just one year to the deadline. Despite some progress, 91 of the 102 NCAP cities with CAAQMS data still continued to exceed the lenient national annual PM10 standard during FY 2024–25,” said Manoj Kumar, Analyst at CREA. ‘In recent years, NCAP assessments have typically used integrated data from Continuous Ambient Air Quality Monitoring Stations (CAAQMS) and National Air Quality Monitoring Programme (NAMP) networks by averaging values from both systems to evaluate air quality trends. However, this approach risks misrepresenting PM10 levels, as the two systems vary significantly in measurement technique and frequency. To ensure accuracy and avoid underestimation or overestimation, it is important to assess trends using CAAQMS and NAMP data separately,” he added. The union environment ministry launched National Clean Air Programme (NCAP) in January, 2019 with an aim to improve air quality in 131 cities in 24 States/UTs by engaging all stakeholders. The programme envisages reductions up to 40% or achievement of National Ambient Air Quality Standards for PM 10 concentrations by 2025-26. Road dust mitigation has been the primary focus of the NCAP with much lower funding for combustion sources that emit pollutants, a Centre for Science and Environment (CSE) assessment said last year. Of the money spent, 64% ( ₹10,566 crore) has gone into road paving, widening, pothole repair, water sprinkling, mechanical sweepers, etc. Only 14.51% has been used for controlling biomass burning, 12.63% for reducing vehicular pollution and a mere 0.61% for controlling industrial pollution. NCAP was originally planned to tackle both PM10 and PM2.5 concentrations in the 131 non-attainment cities or cities that consistently fail to meet the standard. In practice, only PM10 concentration has been considered for performance assessment. PM2.5, the more harmful pollutant , emitted largely from combustion sources, has been neglected, CSE found.

Gurgaon 7th, Charkhi Dadri 8th in list of cities with worst air quality this March

Charkhi Dadri and Gurgaon from Haryana, for a 12th month in a row, made it to the list of 10 Indian cities with highest air pollution. Pollution data analysed by the Centre for Research on Energy and Clean Air (CREA) this March ranked Gurgaon on the 7th spot, with average particulate matter 2.5 (PM2.5) calculated at 81µg/m³. It was followed by Charkhi Dadri, with average PM2.5 level at 80 µg/m³, in the 8th position. CREA, which studied air pollution data from 142 cities across the country, found that Meghalaya's Byrnihat (160 µg/m³) was the most polluted. Ghaziabad (112 µg/m³) in UP came second, and the others on the list were Hajipur (Bihar), Angul (Odisha), Nalbari (Assam), Guwahati (Assam, Nayagarh (Odisha) and Sasaram (Bihar). PM2.5 levels in these cities consistently breached safe limits of 60µg/m³ set by the Central Pollution Control Board (CPCB) and 15 µg/m³ by the World Health Organization. Experts pointed out that Gurgaon and Charkhi Dadri have been listed among India's most polluted cities in monthly analysis since the past year. "The repeated presence of Haryana's cities among the top 10 most polluted in India is a clear sign that current measures are falling short. Without immediate and sustained intervention, air pollution in the state remains a public health concern," said Manoj Kumar, an analyst at CREA. PM2.5 — tiny airborne particles that can penetrate into the lungs — are cause and worsen respiratory issues and cardiovascular diseases. High exposure, even for a month, can pose serious risks to vulnerable populations, including children and the elderly. "Gurgaon, one of India's major cities, has seen a sharp rise in air pollution level that is paralleled by a growing number of respiratory disorders among residents. Pollutants can irritate every mucous membrane, making any pre-existing respiratory diseases worse, such as asthma, bronchitis and COPD (chronic obstructive pulmonary disease). Long exposure to polluted air can trigger serious health implications such as heart diseases and strokes," said Dr Kuldeep Kumar Grover, head of critical care and pulmonology at CK Birla Hospital, Gurgaon. CREA's report also included comparative analysis of PM2.5 levels recorded in March 2024. Then too, Gurgaon and Charkhi Dadri made it to the top 10 most polluted cities list, though their rankings were worse, at the 5th and 7th spots, respectively. Gurgaon's PM2.5 concentration was the same at 81 µg/m³, and Charkhi Dadri – at 64 µg/m³ — was relatively lower than March 2025. Shubhansh Tiwari, a research associate at the Centre for Science and Environment (CSE), said states need to make a concerted effort to reduce air pollution in cities across the country. "Stricter enforcement of emission standards, promotion of clean technologies and public awareness campaigns are crucial to combat this menace. Though some cities have witnessed a reduction (in PM2.5 levels), it is very minimal," he said. Asked about the CREA's findings, officials of Haryana State Pollution Control Board (HSPCB) said on Tuesday that Gurgaon's air quality has improved compared to last year. "There has been a reduction in pollutants, but it is true that the ground reality has not changed completely. Coal-based industries have been shifted out of NCR cities, and many have converted to PNG. Road infrastructure has also improved in the last four years, and awareness about pollution has also increased. But we still have miles to go. We are working towards achieving clean air," said Vijay Chaudhary, regional officer, Gurgaon (south). Ajay Thakur, a resident of Sector 30 in the city, said living in a polluted area has become a way of life. "Air pollution is not just a seasonal issue. It's a year-round struggle that affects our health and daily lives. It's heartbreaking to see children and elderly suffer. We need more effective measures to ensure cleaner air for everyone," he said.

दिल्ली के कई इलाकों में सामान्य दो गुना तक बढ़ा ओजोन का स्तर, सेहत को पहुंचा रहा नुकसान

राजधानी के कई इलाकों में ओजोन का स्तर सामान्य से दो गुना तक पहुंच गया है। दिल्ली की हवा में प्रदूषण के स्तर पर नजर रखने वाली पृथ्वी विज्ञान मंत्रालय की संस्था सफर की रिपोर्ट के मुताबिक मंगलवार को मेजर ध्यानचंद नेशनल स्टेडियम के आसपास के इलाके में हवा में ओजोन का स्तर 239 माइक्रोग्राम प्रति क्यूबिक मीटर तक पहुंच गया। मानकों के तहत हवा में इसका स्तर अधिकतम 100 माइक्रोग्राम प्रति क्यूबिक मीटर से ज्यादा नहीं होना चाहिए। वैज्ञानिकों के मुताबिक कुछ समय पहले तक गर्मियों के मौसम में ही ओजोन के स्तर में बढ़ोतरी देखी जाती थी। लेकिन देश के कई हिस्सों में ये अब पूरे साल की समस्या बन गया है। हवा में ओजोन की मात्रा ज्यादा होने से हमारे फेफड़ों को नुकसान पहुंचता है। वहीं इससे दिल की बीमारी का भी खतरा बढ़ता है। ओजोन के प्रदूषण का कोई खास सोर्स नहीं होता है। बेहद गर्म मौसम में गाड़ियों और पावर प्लांट से निकलने वाला धुआं आपस में क्रिया करके ओजोन बनाने लगता और हवा में ओजोन का स्तर बढ़ने लगता है। सेंटर फॉर साइंस एंड एनवायरमेंट की एक रिपोर्ट के मुताबिक देश के कई शहरों में ओजोन के प्रदूषण के स्तर में चिंताजनक वृद्धि हुई है। इस साल गर्मियों में भारत के दस प्रमुख शहरों में ओजोन का स्तर खतरनाक स्तर तक बढ़ गया है। इनमें दिल्ली सबसे ज्यादा प्रभावित हुई। एयर क्वालिटी ट्रैकर एन इनविजिबल थ्रेट नाम से आई इस रिपोर्ट में प्रमुख रूप से दिल्ली, एनसीआर, बेंगलुरू, मुंबई, चेन्नई,कोलकाता, पुणे, ग्रेटर अहमदाबाद, ग्रेटर हैदराबाद, ग्रेटर जयपुर और ग्रेटर लखनऊ में ओजोन के स्तर का विश्लेषण किया गया। रिपोर्ट के मुताबिक इन शहरों में अप्रैल से जुलाई की तुलना में जनवरी से मार्च के बीच ओजोन के स्तर में कहीं अधिक बढ़ोतरी दर्ज की गई। अहमदाबाद में पिछले साल की तुलना में ओजोन के स्तर में 4000 गुना की बढ़ोतरी हुई है। वहीं पुणे में 500 और जयपुर में 152 फीसदी की बढ़ोतरी हुई है। सीएसई में वायु प्रदूषण पर लम्बे समय से काम कर रहे डॉक्टर विवेक चटोपाध्याय कहते हैं कि ओजोन के प्रदूषण की समस्या सिर्फ गर्मियों में होती थी, अब ये पूरे साल की समस्या बन गई है। खास तौर पर दक्षिण और पश्चिमी तटीय महानगरीय इलाकों में ये समस्या काफी बढ़ चुकी है। सामान्य तौर पर जब सूरज की रौशनी हो, गर्मी ज्यादा हो और गाड़ियों के धुएं का प्रदूषण हवा में मौजूद हो तो ही ओजोन के प्रदूषण में वृद्धि देखी जाती है। लेकिन हमने अध्ययन में पाया कि महानगरों में सूर्यास्त के बाद भी हवा में ओजोन का स्तर बढ़ा हुआ रहता है। ओजोन के प्रदूषण की खास बात ये है कि ये गैस के रूप में होती है। ऐसे में दिल्ली का ओजोन प्रदूषण हवा के साथ आसपास के ऐसे इलाके में पहुंच सकता है जहां प्रदूषण का कोई स्रोत न हो। ऐसे में इसके प्रदूषण की चपेट में काफी बड़े इलाके के लोग आ जाते हैं। सांसों पर बोझ बढ़ा रही ओजोन दिल्ली मेडिकल काउंसिल की साइंटिफिक कमेटी के चेयरमैन डॉक्टर नरेंद्र सैनी के मुताबिक हवा में ओजोन के स्तर का बढ़ना काफी खतरनाक है। ये सीधे हमारे फेफड़ों पर असर डालता है। हवा में ओजोन बढ़ने से सांस लेते समय छाती में दर्द, खांसी, गले में जलन और सांस की नली में सूजन जैसी दिक्कत हो सकती है। फेफड़ों के काम करने में कमी आ सकती है। ओजोन ब्रोंकाइटिस, अस्थमा इत्यादि को और खराब कर सकता है। ओजोन के कारण कार्डियोवैस्कुलर बीमारी हो सकती है जो दिल को प्रभावित करती है। बहुत लम्बे समय तक ओजोन के सांस के जरिए शरीर में जाने से कैंसर जैसी बीमारियों का खतरा भी हो सकता है। ओजोन का प्रदूषण पौधों को पहुंचा रहा नुकसान ओजोन की परत को नुकसान पहुंचने से दुनिया में मक्के के उत्पादन में कमी आ रही है। ये खुलासा यूएस एग्रीकल्चर डिपार्टमेंट की रिसर्च यूनिट USDA ARS Global Change and Photosynthesis Research Unit की ओर से किए गए अध्ययन में हुआ है। रिपोर्ट के मुताबिक ओजोन के निचले स्तर को नुकसान पहुंचने मक्के की फसल के उत्पादन में कमी आई है। ओजोन की निचली परत को नुकसान पहुंचने से सूरज की बहुत की ऐसी किरणें नीचे आ रही हैं जो मक्के की पत्तियों में कैमिकल संतुलन को बिगाड़ रही हैं। गौरतलब है कि सूरज से आने वाली पराबैंगनी किरणों को रोकने में ओजोन परत की महत्वपूर्ण भूमिका होगी। इस परत के चलते हम कई खतरनाक विकिरणों से बच पाते हैं। ओजोन की परत तब बनती है जब उद्योगों और गाड़ियों के धुएं में मौजूद नाइट्रस ऑक्साइड सूरज की रौशनी से टूट जाता है और ओजोन बनाने के लिए रासायनिक रूप से प्रतिक्रिया करता है। शिकागो स्थित इलिनोइस विश्वविद्यालय के शोधकर्ता 20 सालों से फसलों पर ओजोन प्रदूषण के प्रभावों का अध्ययन एक खास तरह के फॉर्म पर कर रहे हैं जहां ओजोन के अलग अलग स्तर का फसलों पर अध्ययन किया जा रहा है। अध्ययन करने वाले वैज्ञानिकों ने मक्के की तीन प्रजातियों पर अध्ययन किया। इसमें पाया गया कि ओजोन के प्रभाव के कारण हाइब्रिड फसलों की उपज में 25 फीसदी तक की कमी दर्ज की गई। वहीं पारंपरिक प्रजातियों के उत्पादन पर कुछ खास असर नहीं हुआ। वहीं हाइब्रिड मक्के के पौधे ओजोन के प्रभाव के चलते जल्दी बूढ़े होने लगे। ओजोन के चलते पौधों में ये बदलाव क्यों हो रहा है ये जानने के लिए वैज्ञानिकों ने पौधे की पत्तियों की रासायनिक बनावट का अध्ययन किया। स्टडी में पाया गया कि पारंपरिक प्रजाति के पौधे की पत्तियों में ओजोन के प्रभाव के चलते कुछ खास बदलाव नहीं हुआ। वहीं हाइब्रिड पौधे की पत्तियों में टोकोफेरोल और फाइटोस्टेरॉल कैमिकल की मात्रा बढ़ गई। ऐसे में इस स्टडी से साफ पता चला की हाइब्रिड प्रजातियां ओजोन के प्रति बेहद संवेदनशील हैं। पूर्व मुख्य तकनीकी सलाहकार एवं परियोजना प्रबंधक, विश्व खाद्य संगठन, (संयुक्त राष्ट्र संघ) डा. राम चेत चौधरी कहते हैं कि क्लाइमेट चेंज के साथ ही ओजोन की परत को नुकसान पहुंचने का सीधा असर फसलों पर पड़ता है। ओजोन के प्रभाव के चलते पौधे की पत्तियों में बनने वाली बहुत सी ऊर्जा नष्ट हो जाती है। साथ ही पत्तों में टिशूज को भी नुकसान पहुंचता है। हमें पर्यावरण को बेहतर बनाने के साथ ही आने वाले समय के लिए ज्यादा रजिस्ट्रेशन वाली प्रजातियों का विकास करने की जरूरत है। ये है बचाव सीएसई ने ओजोन प्रदूषण पर किए गए अपने अध्ययन में कुछ सुझाव दिए हैं। इसमें कहा गया है कि, ओजोन की जटिल रासायनिक संरचना के कारण इसे ट्रैक और नियंत्रित करना मुश्किल है। इसे ट्रैक और नियंत्रित करने के लिए एक व्यवस्था बनाए जाने की जरूरत है। वैश्विक अनुभवों के मुताबिक जैसे जैसे हवा में मौजूद प्रदूषण के कणों का स्तर गिरता है नाइट्रोजन ऑक्साइड और ग्राउंड लेवल ओजोन का स्तर बढ़ने लगता है। ऐसे में ओजोन को नियंत्रित करने के लिए उद्योगों, वाहनों, घरों और खुले में जलने से होने वाले उत्सर्जन को रोकने के लिए सख्त नियम होने चाहिए। ओजोन शहरों से दूर दूर तक फैल कर प्रदूषण में इजाफा करता है। इसके लिए स्थानीय और क्षेत्रीय स्तर पर निगरानी की जरूरत है।

How Africa can reduce GHG emissions

New study report by India-based think tank Centre for Science and Environment (CSE) highlights the continent’s potential in recycling industrial waste; calls for policy reforms, infrastructure investment, and industry-led collaborations to unlock the possibilities Lagos (Nigeria): Industrial waste contributes 30-40 per cent of total greenhouse gas (GHG) emissions in Africa. A new report released here today says the continent can reduce its emissions significantly if it recycles this waste by initiating and encouraging industrial waste circularity. The report, titled ‘Africa’s Wasted Potential: Unlocking industrial waste in circularity’, has been prepared and published by New Delhi (India)-based think tank Centre for Science and Environment (CSE). It was released in Lagos at a pan-Africa workshop jointly hosted by CSE and Nigeria’s National Environmental Standards and Regulations Enforcement Agency (NESREA). Speaking at the workshop, Ishita Garg, Programme Manager, Industrial Pollution, CSE 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 added: “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.” A call to action: Lagos workshop brings key regulators together: The workshop in Lagos brought together regulators from Nigeria, Kenya, Ghana, Uganda and Tanzania and is aimed at having focussed discussions on strengthening regulations, encouraging industry participation, and creating financial incentives to enhance circularity across industrial sectors. Dr Christopher N Beka, Director-Inspection and Enforcement with NESREA represented Prof Innocent Barikor, Director General of the Agency, at the workshop. Speaking in the event, Dr Beka said: “Africa’s industrial sector has a unique opportunity to integrate waste circularity -- especially as much of the continent’s industrial infrastructure is yet to be built. Regulatory frameworks need to evolve to support industrial waste circularity at large scale. Strengthening policies and enhancing industry participation will be crucial in industrial waste sustainability goals.” Garg 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”. 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 tonne of CO₂, which is a 2 per cent reduction in total GHG emissions from the continent. 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 that many African countries that are experiencing rapid industrialization, 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. Said Garg: “The absence of such information has resulted in dumping of waste like slag, fly ash, plastic, glass, paper, etc which are otherwise easily recyclable.”

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.