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भारत की प्रदूषित नदियां दुनियाभर के लिए समस्या बनीं

भारत में दशकों से चले आ रहे खराब तरीके से कचरे के प्रबंधन के कारण कूड़े के बड़े-बड़े पहाड़ हर जगह दिखाई पड़ जाते हैं। लेकिन इस बढ़ते हुए ‘बिना उपचारित कचरे’ का परिणाम सिर्फ हम तक सीमित नहीं है। जलीय वातावरण में फैलते कचरे का अनुमान लगाने वाले एक नए अध्ययन से पता चलता है कि आने वाले समय में भारत इस वैश्विक समस्या के लिए कुछ बड़े जिम्मेदार देशों में से एक होगा और इसकी वजह शहरों यानी नगरपालिका क्षेत्रों का बिना उपचारित कचरा है। भारत में लाखों लोग अपने अस्तित्व के लिए विशाल नदी प्रणालियों पर निर्भर रहते आए हैं। भारतीय वन्यजीव संस्थान के मुताबिक, भारत की नदियां दुनिया के अनोखे जलीय जीव-जंतु और पौधों की 18% आबादी का पोषण भी करती हैं। लेकिन 2022 में केंद्रीय प्रदूषण नियंत्रण बोर्ड ने भारत की 605 नदियों में से आधे से थोड़ी ज्यादा नदियों को प्रदूषित पाया। यह प्रदूषण न सिर्फ लोगों के स्वास्थ्य और जैव विविधता के लिए खतरा है, बल्कि अब यह जल स्रोतों में जाने वाले कचरे के बढ़ते वैश्विक बोझ से भी जुड़ गया है। इंटरनेशनल इंस्टीट्यूट फॉर एप्लाइड सिस्टम्स एनालिसिस (IIASA) के शोधकर्ताओं ने एक नए अध्ययन में अनुमान लगाया कि 2020 में, भारत के नगरपालिका क्षेत्र के कचरे ने दुनिया की नदियों में बहकर जाने वाले कचरे में 10% का योगदान दिया है। और यह तब है, जब 2018 तक लागू नीतियों को ध्यान में रखा गया था। सेंटर फॉर साइंस एंड एनवायरनमेंट में रिसर्च एसोसिएट श्रोतिक बोस ने कहा, “यह कोई आश्चर्यजनक या असंभव आंकड़ा नहीं है। ऐसे कई अध्ययन हैं, जो भारत में कचरे के खराब प्रबंधन के बारे में बताते हैं।” सरकार ने अकेले गंगा नदी को साफ करने पर 13,000 करोड़ रुपये खर्च कर दिए, लेकिन ये प्रयास काफी हद तक बेकार साबित हुए। 2019 के एक आकलन में क्वालिटी काउंसिल ऑफ इंडिया ने पाया कि गंगा के किनारे बसे 70% से ज्यादा शहर सीधे अपना कचरा नदी में डाल रहे थे क्योंकि उनके पास कचरे से निपटने वाले संयंत्र नहीं थे। बिना सीवेज ट्रीटमेंट प्लांट और कचरे के सही तरीके से प्रबंधन न होने के कारण 38,000 मिलियन लीटर से ज्यादा अपशिष्ट जल भारतीय नदियों में मिल रहा है।

AQI worsens in city, but remains ‘poor’

Gurgaon: On Thursday, the city‘s air quality index (AQI), recorded at 291, was just a few points shy of being in the ‘very poor' category. It deteriorated from the previous day's reading of 243 but remained in the ‘poor' category. Of the four monitoring stations in the city, Gwalpahari recorded an AQI of 320 and Vikas Sadan of 306, both ‘very poor'. Teri Gram recorded a relatively lower AQI of 252 (poor). AQI was not recorded at the Sector 51 monitoring station. According to the System of Air Quality and Weather Forecasting and Research (Safar), relief is unlikely over the next three days due to unfavourable conditions for pollutant dispersion. "The predominant surface wind, most likely from the north, will prevail at a speed of less than 4kmph during morning hours for the next three days. While northwest wind speed may rise to 6-8kmph during the afternoon, it will decrease by the evening. Smog/moderate fog may occur in most places, and dense fog in isolated places during the morning. Smog or shallow fog is likely in the evening or night, with mainly clear sky till Dec 29," it stated. Environmental specialists attributed the deteriorating air quality to local pollutants. "Vehicular pollution, road dust, rampant construction, and garbage burning incidents are trapping the pollutants in the atmosphere," said Shubhansh Tiwari, a research associate at the Centre for Science and Environment. PM2.5 concentrations peaked in Sector 51 (310 µg/m³), followed by Teri Gram (221 µg/m³), and Vikas Sadan (134 µg/m³). PM10 levels were also the highest in Sector 51 (234 µg/m³), followed by Teri Gram (215 µg/m³). Vikas Sadan did not record this data. The Central Pollution Control Board (CPCB) stipulates annual average permissible limits of 60µg/m³ for PM2.5 and 100 µg/m³ for PM10. According to CPCB guidelines, ‘moderate' AQI can cause respiratory discomfort to individuals with asthma and cardiopulmonary conditions, while ‘poor' AQI typically causes breathing difficulties for most people on extended exposure. AQI classifications range from ‘good' (0-50), ‘satisfactory' (51-100), ‘moderate' (101-200), ‘poor' (201-300), ‘very poor' (301-400), to ‘severe' (401-500).

Delhi-NCR air pollution: What GRAP shouldn’t do. And what it should

Every winter, as the Air Quality Index (AQI) in NCR plunges to hazardous levels, govt rolls out its Graded Response Action Plan (GRAP) – a court-mandated emergency protocol to temporarily reduce air-pollution. Though well-intentioned, some provisions have been doing exactly the opposite. Causing more pollution, or the reduction in pollution—if at all—is too small compared to the havoc it causes to the public. Here is a pick of four such measures that need relook: 1) Don’t stop construction, ask for clean practices The blanket ban on construction and demolition work under GRAP impacts thousands of daily-wage labourers, forcing many to leave the city in winter. There are nearly 13.8 lakh such workers registered in Delhi alone. As TOI has written recently, most of them do not get the compensation they are supposed to get during such bans. That aside, construction stops only in a few places and goes on blatantly in most places—e.g. thousands of home renovations or constructions. It’s beyond any law enforcement agency to identify and halt such work. What halts immediately, however, are much-needed public works like repair of badly broken but heavily used roads. The result: traffic congestion and dust, which compounds the pollution problem. Often, some dust-emitting large govt projects remain exempt from the ban. Possible solution: Mandate green construction practices, instead of halting work. China, for example, is making environmentally sustainable buildings a standard by 2027. Even in 2020, green building initiatives constituted 77% of China's new urban development projects. Law enforcement agencies can do random check of construc tion sites for their adherence to green norms and seal those not in compliance. This will balance the need for pollution control with continuity of economic activities. 2) Barricades = Traffic jams = More pollution In the name of implementing GRAP, the police places barricades across the city, which brings traffic to halt at peak hours. It causes congestion and adds to pollution. To catch a fraction of non-complaint vehicles, every vehicle is halted or slowed. The traffic policemen are compelled to inhale the same toxic air. An officer said they have an app through which they can check the registration of vehicles, and also a booklet with pictures of different vehicles and specifications to help identify the ones that are banned. But that doesn’t help. Possible solution: Govt agencies should ensure that owners of vehicles not supposed to be on road during GRAP receive a message on their phone. While some did receive such messages from the Delhi transport department last year, many didn’t this year. A system should be developed to identify old and banned vehicles plying on the roads through CCTV cameras and penalise them. And if such a system isn’t possible to build, stop this measure all together. The feasibility-desirability mismatch is just too high. 3) Stop chaotic manner of green tax collection At Delhi’s 154 entry points, green tax collection often creates bottlenecks due to manual and haphazard processes. Of these, only 11 are equipped with RFID systems, exacerbating de lays and pollution. On average, 1,05,989 commercial vehicles enter the city every day. Of this, around 70,000 vehicles are cabs. Possible solution: Expand RFID-based contactless systems for smooth tax collection. Create dedicated lanes for commercial and non-commercial vehicles to reduce congestion. Hope springs eternal 4) Anti-smog guns, more hype than help Deployed in three shifts across the city, anti-smog guns spray water to settle dust but often obstruct traffic and waste resources. They hinder the movement of traffic by blocking one lane of busy roads during peak hours. The sights of cabs or private cars tailing smoke-guns to clean their windscreen are all too common! According to official data, 200 anti-smog guns have been deployed in the city. Possible solution: Assess the utility of anti-smog guns with a data-driven approach. Deploy them during non-peak hours to minimise congestion and focus, instead, on long-term dust control measures. 5 Parking fee hikes need better public transport Increasing parking fees under GRAP aims to deter private vehicles but overlooks Delhi’s glaring public transport gaps. Delhi Metro is the most preferred modes of transport, but last-mile connectivity is still a big challenge. Delhi currently has 7,683 buses, including govtrun DTC and cluster buses, but the number is significantly lower than the demand. On an average, 70 buses – both DTC and cluster – break down in the city every day, causing significant traffic congestion and inconvenience to commuters. There is no parking management plan either. In 2020, the Supreme Court had directed formulation of a comprehensive parking policy, which is nowhere in sight. Possible solution: Once the last-mile connectivity of metro improves, DTC buses are adequate and reliable and there is a single ticketing of all local commuting options, the use of private vehicles will come down on its own. While GRAP’s intent to curb air pollution is commendable, its execution is often devoid of ground realities. For meaningful change, Delhi needs long-term, structural reforms that address pollution at its roots rather than relying on temporary fixes that disrupt lives and livelihoods. GRAP days What is GRAP? GRAP is a set of emergency pollution-control measures ?rst formulated in 2016 and implemented from 2017 onwards under the guidance of the Supreme Court and various environmental authorities. It operates in stages, with restrictions escalating as pollution worsens. Expert opinions GRAP measures are short-term emergency responses, not long-term solutions. The city needs year-round actions like fleet electrification, better public transport, green construction technology, and effective waste management to eliminate the need for GRAP. —Anumita RoyChowdhury | Executive director, CSE Real estate must adopt dust-control measures and sustainable practices like prefabrication and ready-mix concrete. Anti-smog guns and mechanised sweeping vehicles should have staggered schedules to reduce congestion-induced pollution—Sunil Dahiya | Founder, Envirocatalysts

Delhi pollution: GRAP causing more problems that it solves?

Delhi's Graded Response Action Plan (GRAP), designed to combat winter air pollution, is causing more problems than it solves, according to critics, ToI reported on December 23. Several measures, meant to reduce pollution, are disrupting daily life and may even be worsening air quality, said the report (by Priyangi Agarwal). GRAP: Experts' take Experts emphasise that GRAP is a short-term fix, not a long-term solution. “GRAP measures are short-term emergency responses, not long-term solutions. The city needs year-round actions like fleet electrification, better public transport, green construction technology, and effective waste management to eliminate the need for GRAP,” Anumita RoyChowdhury, Executive Director, CSE, told ToI.

Delhi's Air Crisis: Reevaluates GRAP's Effectiveness Amid Rising Pollution

Despite emergency measures, the air quality worsens, exposing gaps within the Graded Response Action Plan and demanding long-term solutions. Delhi faces one of the most pressing environmental crises of our time, as air pollution continues to wreak havoc on public health and the environment. Central to the discussion on thwarting this crisis is the Graded Response Action Plan (GRAP), instituted by the Commission for Air Quality Management (CAQM) under Supreme Court guidance. Initially put to action back in 2017, GRAP aims to introduce measures during periods of significantly poor air quality, such as the current winter season. The plan is often activated when the air quality index (AQI) hits alarming levels. Most recently, this occurred when Delhi's AQI crossed the 400 mark, indicating 'severe' levels of pollution, leading to the implementation of GRAP-4, painted as the strictest set of measures yet. Despite these efforts, the situation appears to be deterioriating, raising questions among experts and residents alike. According to reports from The Economic Times, several unintended consequences arise from the actions dictated by GRAP, challenging their effectiveness. Among the controversial measures introduced under GRAP is the construction ban, intended to cut down on the dust and emissions generated by building projects. While aimed at reducing particulate matter, the construction halt has stalled important public works such as road repairs, inadvertently leading to increased congestion and pollution. Experts, including Anumita RoyChowdhury, Executive Director of the Centre for Science and Environment (CSE), have stated, “GRAP measures are short-term emergency responses, not long-term solutions.” But it doesn’t stop there. Traffic barricades set up with the good intentions of restricting polluting vehicles have become another sticking point, resulting instead, critics argue, in major traffic jams. These delays only add more emissions to the air, detracting from GRAP’s goal from the outset. More efficient methods, like utilizing CCTV to identify offending vehicles, are being proposed as viable alternatives. Then there’s the issue of rising parking fees, intended to discourage private vehicle use. Unfortunately, with Delhi's public transport system struggling and seen as inadequate by most, this tactic has fallen flat. Robust improvements are sorely needed, including enhanced last-mile connectivity for the metro system, expanded reliable bus fleets, and the establishment of simple, unified ticketing processes. All these nuances expose the grim reality: GRAP, with its restrictions and emergencies, only addresses symptoms of far more complex, systemic challenges facing the city. The economic ramifications of pollution extend far beyond simply inconvenient travel; healthcare costs are skyrocketing due to pollution-induced ailments. Daily wage laborers, for example, suffer financially due to bans on construction impacting their livelihoods. With many of these contributing factors so interlinked, the need for holistic solutions becomes all the more pressing. Beyond GRAP’s immediate measures, experts advocate for strategies involving long-term planning—like fleet electrification, green construction practices, and improved waste management systems. It stands to reason: if the underlying problems contributing to poor air quality are not resolved, temporary fixes like GRAP will only serve to defer the inevitable environmental reckoning. The glaring inefficiencies of Delhi's public transport system only compound the issue. Statistics indicate the Delhi Transport Corporation's (DTC) ridership has plummeted to levels far below where they should be, hovering at roughly 25 lakh daily passengers, which is nearly 45% lower than pre-COVID levels. Critics, like author Sidharth Mishra, argue the existing measures penalize residents for traffic and pollution conditions largely beyond their control. He emphasizes, “The banning of private vehicles... has shown no improvement in air quality.” Public trust relies heavily on effective, reliable transport structures—a fact not lost on those tracking pollution’s impacts. The lens we adopt matters greatly; analysis of policies like GRAP necessitates we look beyond mere compliance and instead envision solutions rooted deeply within community needs and systemic change. Could we pivot from reactive, temporary policies to proactive, sustained measures? Experts and advocates alike believe addressing the pollution crisis’s core causes through improved public transport, incentivizing green building practices, and systemic resilience will pave the way for tangible solutions. Unless significant policy shifts and cooperative societal action are taken, Delhi's air quality will continue to be dictated by the whims of weather rather than sustained governmental action. The clock is ticking—time for solutions is now.

Delhi AQI: GRAP causing more problems than it's solving? What experts say

Delhi-NCR's air pollution is emerging as a serious health crisis, causing increasing concern among both residents and experts. While measures like the Graded Response Action Plan (GRAP) have been implemented to curb the deteriorating air quality, the situation seems to be worsening, with numerous unintended consequences arising from the steps taken. GRAP, implemented in 2017 under Supreme Court guidance, is a set of measures designed to address the smog and hazardous air conditions during critical periods, particularly in winter. However, experts and environmentalists argue that while GRAP might have provided some short-term relief, it is proving to be a limited solution to a much larger, systemic problem, reports The Economic Times. The challenges posed by air pollution in the city go beyond just air quality. The economic impact of pollution is significant, with health-related costs rising dramatically. Only last week GRAP-4, the strictest level of the graded response action plan, was implemented as the AQI for the Delhi-NCR region had crossed the 400 mark, indicating 'severe' air quality. One of the mandated moves under GRAP is the ban on construction, which has turned out to be a major issue. While intended to reduce dust pollution, it halts important public works like road repairs, increasing congestion and pollution. It also impacts thousands of daily wage labourers who lose income. A report by ToI suggests a potential solution to this is mandating green construction practices rather than outright bans, similar to China's approach - making environmentally sustainable buildings a standard by 2027. Another issue is traffic barricades, which are set up to catch polluting vehicles. They often lead to significant traffic jams, which in turn increase emissions. Critics suggest a more effective solution would be to implement a system that identifies and penalizes banned vehicles using CCTV cameras or by sending notifications to vehicle owners via phone. Additionally, the report said that the collection points for the Green Tax at Delhi's entry points create major bottlenecks. Expanding RFID-based contactless systems and establishing dedicated vehicle lanes could help alleviate this problem. Anti-smog guns that are deployed to settle dust have turned out to cause traffic obstructions during peak hours. Experts suggest that these guns should be used during off-peak times and focus on long-term dust control. In the coming years, experts believe that Delhi’s pollution crisis will continue to be a major challenge unless there is an effective policy implementation and improved public cooperation. A report by ToI citing Anumita RoyChowdhury, Executive Director, CSE, said, “GRAP measures are short-term emergency responses, not long-term solutions. The city needs year-round actions like fleet electrification, better public transport, green construction technology, and effective waste management to eliminate the need for GRAP.”

Waste to Worth: Be Excreta Wise

Every society must understand how the excreta it produces is managed. It teaches us many things about water, about waste, about technologies. It also teaches us about economics and politics: of who in our societies is subsidised to defecate. Every society must connect the dots between the excreta it produces, the pollution it causes and the opportunity to reuse and recycle the waste so that it becomes a resource. This is what the Centre for Science and Environment’s (CSE) report, ‘Waste to Worth,’ is all about—it puts together the best prac-tices to turn wastewater into water and not pollution. Today, the discharge of effluent is adding to the water crisis by degrading available water through pollution. It is also adding to our health crises as socie-ties continue to drink this “sewage”-laced water. All this then points to the solution ahead—the way to take that “wasted” water and make it “usable” so that it can be returned to the hydrological cycle.

Ferozepur’s Talwandi Bhai wins ‘Change Maker 2024’ award for Excellence in Waste Management

Ferozepur’s Talwandi Bhai wins ‘Change Maker 2024’ award for Excellence in Waste Management Ferozepur, December 24, 2024: The Nagar Council of Talwandi Bhai has been honoured with the prestigious Change Maker 2024 Award by the Centre for Science and Environment (CSE), New Delhi. This recognition marks a moment of pride for the Ferozepur constituency, lauded by MLA Rajneesh Dahiya, who credited the city's residents and Nagar Council for their unwavering support and efforts. Sanitary Inspector Sukhpal Singh, a key figure in this achievement, received special recognition from CSE for his innovative work in solid waste management over the past year. The district administration, led by Deputy Commissioner Deepshikha Sharma and Additional Deputy Commissioner Dr Nidhi Kumudh, commended the council's exemplary model and encouraged other municipalities to emulate their efforts. Talwandi Bhai’s success stems from significant advancements in solid waste management, making it the first city in the Ferozepur region to process all its waste under one roof. The city’s state-of-the-art waste management plant features composting units, MRF units, bailing facilities, sanitary landfills, and creative initiatives like waste-to-art projects and beautification of garbage vulnerable points. Additionally, the city has achieved 100% remediation of its legacy waste and developed a Waste-to-Wonder park, garnering statewide attention. Under the Swachh Bharat Mission, the council also inaugurated an aspirational public toilet to promote hygiene and sanitation. At the national-level Change Maker Conclave held at the India Habitat Centre, New Delhi, representatives from 28 states and 3 union territories participated. Among the six cities representing Punjab, Talwandi Bhai stood out for its impactful presentation by Sukhpal Singh, earning the esteemed Change Maker 2024 Award. Sukhpal Singh expressed gratitude to his team members, including Suresh Kumar, Ramesh Kumar, and Ram Chand, and acknowledged the vital contributions of city residents in making this achievement possible. This award solidifies Talwandi Bhai’s position as a model city in waste management and urban development.

‘Broad definition of forests & imprecise data’. Why govt forest cover report might be too optimistic

While the latest India State of Forest Report has indicated an increase in the country’s green cover, experts have said that the use of inaccurate methodologies to define forests might be giving an overly optimistic view of the ground reality. On Saturday, the Union Ministry of Environment, Forest and Climate Change (MoEFCC) released the State of Forests Report by the Forest Survey of India (FSI). The report highlighted that India’s total forest and tree cover was 827,357 sq km, which accounted for 25.17 percent of the country’s total geographical area—an increase of 3.41 percent since 2021. Usually released biennially, the report primarily relies on satellite data to map forest lands and non-forest green cover. According to officials from the FSI (FSI), satellite images are first run through digital image processing (DIP) software, where radiometric defects are removed to improve the clarity of visuals. Areas where land changes appear to have occurred since the last survey are identified and teams then conduct ground checks to confirm the satellite findings. Experts, however, said that satellites with low precision often tend to present an inaccurate picture. FSI uses the Linear Imaging Self Scanning Sensor-3 with a resolution of 23.5 m, which means land cover with a geometric dimension on the ground of less than that is not discernible. Weather, agriculture plantations too close to forest lands, and large shrubs—often mistaken for full-grown trees—are some of the other limitations of the survey. “No methodology is 100 percent accurate, but we have improved the accuracy of our surveys. Extensive ground surveys also back our satellite monitoring,” said a senior official from the environment ministry. Disappearing forests In 2021, when the last forest report was released, the Centre for Science and Environment, a Delhi-based environmental think tank, conducted an analysis and found that 25.87 million hectares of India’s forests were “missing”. The analysis said that there was a difference between what was recorded as a forest area and the actual forest cover in that recorded area. In the 2021 FSI report, 77.53 million hectares (775,300 sq km) of land were marked as forest area. However, the actual forest cover on these lands was found to be only 51.66 million ha (516,600 sq km). According to the CSE assessment, as much as 34 percent of the area classified as forests was missing. “Nowhere in the report has the FSI explained where this difference of over 25 million ha is,” said Sunita Narain, CSE’s director general.

ResearchED: India Beats US And UK In This Very Important Field

Global greenhouse gas emissions have surged to an all-time high, painting a dire picture of the planet’s climate future. This rise, driven by industrialisation, deforestation, and fossil fuel consumption, emphasises the critical need for nations to uphold their commitments under the Paris Agreement. Yet, a troubling pattern has emerged: while countries have pledged ambitious targets, many are failing to deliver. Amid this global shortfall, India emerges as a beacon of hope, demonstrating significant progress in meeting its climate goals. A Model Of Climate Commitment India has set ambitious goals under its Nationally Determined Contributions (NDCs) to the Paris Agreement. India, responsible for approximately 7% of global carbon emissions, has made ambitious promises and followed through with concrete actions. The country has pledged to achieve net-zero emissions by 2070 and reduce the emissions intensity of its GDP by 45% by 2030 compared to 2005 levels. It has also promised to achieve 50% non-fossil fuel energy capacity by 2030. These targets are supported by initiatives like the National Solar Mission, which aims to establish India as a global leader in solar energy. India’s installed renewable energy capacity stood at 175 GW in 2022, placing it fourth globally. This capacity includes 64 GW from solar and 47 GW from wind energy. Furthermore, India has reduced its emissions intensity by 33% between 2005 and 2021, a testament to its commitment to sustainable growth. According to the Climate Action Tracker, India’s climate action is compatible with limiting global warming to 2°C, putting it among the few countries with a credible pathway to achieving this goal. Solar energy, in particular, has witnessed exponential growth, with projects like the Bhadla Solar Park in Rajasthan, the world’s largest, contributing significantly. Additionally, India’s National Solar Mission has been a game-changer, driving down the cost of solar power to ₹2.44 per unit, among the lowest globally. By 2023, India had installed over 64 GW of solar energy and 47 GW of wind energy, and its renewable energy projects employ over 700,000 workers, showcasing the socio-economic benefits of green growth. Advanced Economies Falling Behind In stark contrast, many developed nations, despite having greater resources and historical responsibility for emissions, are struggling to meet their targets. The United States, the world’s second-largest emitter, pledged to halve emissions by 2030 compared to 2005 levels. However, as of 2022, the U.S. has only achieved about a third of this reduction, with projections suggesting a 23%-37% shortfall if current policies persist. A significant part of this shortfall stems from political polarisation, which has hindered the implementation of long-term climate policies. The United Kingdom, often lauded for its leadership during the 2015 Paris Agreement, faces similar challenges. Its 2030 target of a 68% reduction from 1990 levels is now at risk due to delays in renewable energy investments and rising reliance on natural gas. The UK’s decision to approve new North Sea oil fields in 2023 sparked criticism, reflecting a growing tension between short-term energy security and long-term climate goals. This failure undermines the credibility of developed nations in leading global climate action. Challenges In Achieving Global Climate Goals The disparity between promises and actions raises questions about the effectiveness of international agreements like the Paris Accord. Moreover, the reliance on fossil fuels persists even in advanced economies. The U.S. and the UK continue to subsidize oil and gas industries, with the U.S. providing $20 billion in subsidies annually. Developed nations have long pledged $100 billion annually to help developing countries combat climate change. However, this commitment was fulfilled only in 2022, two years behind schedule. According to the OECD, this delay has significantly slowed climate adaptation and mitigation efforts in vulnerable regions. India, despite being a recipient of such funds, has independently mobilised resources for green infrastructure. Initiatives like the International Solar Alliance (ISA), co-founded by India and France, aim to facilitate solar power adoption globally, particularly in Africa and Asia. The ISA has already enabled over $2 billion in investments for solar projects, reinforcing India’s leadership on the global stage. Balancing Growth And Sustainability Experts emphasise that aligning economic development with environmental sustainability is key. John Podesta, Senior Advisor to President Biden, notes that “local governments and private sector initiatives play a critical role in bridging federal policy gaps.” The gap between developed and developing nations’ climate actions is not just a policy issue but a matter of equity. John Kerry, U.S. Special Presidential Envoy for Climate, recently stated, “We cannot achieve our global goals without ambitious action from all nations, particularly the largest emitters.” In contrast, Indian climate activist Sunita Narain emphasises, “Developing nations like India cannot be asked to bear an unequal burden of emission reductions when historical emitters shirk their responsibilities.India’s progress demonstrates that climate action and economic growth are not mutually exclusive.”

As GRAP fails, Delhi pollution strategy looks suspect

It’s going to be about a week since the provisions under Graded Response Action Plan (GRAP) level 4 were implemented for the second time by the Commission for Air Quality Management (CAQM) as air pollution level moved into the 400 plus category. This meant that among other things the lawmakers feel that diesel vehicles used by common people and diesel generators providing power when government supplies fail are the main culprits for the poor air quality. However, even after acting against these ‘villains’, and also taken punitive action against those who dared to come out for a week now, the air quality has got only worse. The weather department says that the air quality would remain bad until the wind again gains speed or it rains. During the first 15 days of December this year, when the CAQM was taking credit and releasing statements about Delhi’s air quality being the best in the last six years, it should have acknowledged that the improvement was largely due to natural factors such as high wind speeds and a western disturbance. The reality is that Delhi remains at the mercy of nature, as even the strictest norms fail to deliver lasting results. It is time to shift focus to long-term solutions rather than relying on temporary measures. One critical area of improvement is the need to strengthen—or rather, revitalize—our public transport system, which currently lies in complete disarray According to the Economic survey of the state government 2023-24, Delhi Transport Corporation (DTC) buses have continued to witness a decline in ridership, struggling to return to pre-COVID levels. The current daily average of 25 lakh passengers represents a 45 per cent drop over the past decade, far below the 46.77 lakh recorded during 2012-13. Ridership hit its lowest during the pandemic, plummeting to 12.24 lakh daily, and remains 25 per cent below pre-pandemic numbers. DTC’s fleet currently stands at 7,683 buses, including 1,970 electric buses, far below the 10,000-bus target set by a 26-year-old Supreme Court directive. Of these, electric buses have been provided by the Centre and the Arvind Kejriwal-Atishi governments have not added a single bus to the fleet. The old rickety CNG buses, which make up most of the DTC fleet, face frequent breakdowns. These buses should have been replaced after eight years, given the rough conditions they operate in but that did not happen in the past decade. The consequences of declining bus ridership contribute in a big way to Delhi’s severe winter air pollution. The ill effects of lack of confidence in bus service are visible beyond commuter inconvenience. Reports from the Centre for Science and Environment (CSE) highlight the link between fewer public transport users and increased reliance on private vehicles, which increases congestion and adds pollutants in the air worsening its quality. The delay in the completion of the Metro projects has contributed in a big way to winter pollution. An IIT-Delhi report highlights that Metro ridership, despite increase in the past years, still falls 47.45 per cent short of its projected targets. According to the data released by IIT-Delhi and the National Institute of Urban Affairs, the dying DTC fleet and delay in the Metro projects have led to an increase in the share of two-wheelers and four-wheelers from 38 to 49 per between 2007 to 2018. Although Delhi boasts an extensive bus network, with 57 per cent of the population living within a five-minute walk of a bus stop, the service’s inefficiency deters potential users, the report said. The issue at hand is whether the authorities responsible for controlling pollution barking up the wrong tree. The banning of private vehicles on Delhi roads have shown no improvement in air quality. What has added to their misery is the lack of alternative transport arrangements. Are the government and the courts not penalising the people for the crime they have not committed.

Fix Ozone Layer Depletion

Over two billion years ago, blue-green algae, early aquatic organisms, began using energy from the sun to convert molecules of water and carbon di-oxide and recombine them into organic com-pounds and molecular oxygen. This has resulted in increase of oxygen and decrease of carbon dioxide in the atmosphere. In the atmosphere, some oxy-gen molecules absorb energy from the sun’s ultra-violet (UV) rays and split to form single oxygen atoms. These atoms combined with molecular oxygen (O2) to form ozone (O3) molecules, which are very effective in absorbing ultraviolet rays. Over India According to the head of the National Ozone Cen-tre in New Delhi, there is no trend to show total ozone depletion in the stratosphere over India. However, the Centre for Science and Environment, New Delhi, revealed a disturbing trend in ground-level ozone pollution rise across India’s major cit-ies like Delhi, Bangalore, Jaipur, Kolkata, etc.

3-month op launched to make Gurgaon plastic-free

Gurgaon: The state pollution control board has initiated raids as part of a three-month plan to make the city free of single-use plastic. In the last 15 days, the pollution board raided several polythene bag manufacturing units in the city, confiscating around 10,000 kg of bags and imposing over Rs 8 lakh in environmental compensation. According to data sourced from Haryana State Pollution Control Board, Gurgaon and Faridabad generate 2,200 TPA of municipal waste, of which 5% is single-use plastic. Nirmal Kashyap, head of the air cell and regional officer at the board, said the idea was to disrupt the supply chain of single-use plastic and polythene bags. "We will carry out a three-month-long campaign to ensure the city becomes plastic-free. The board is committed to implement the state govt's prohibition on manufacturing, stocking, and utilisation of these materials, striving to liberate the city and the state from this environmental hazard," he added. Officials said violators could be penalised under the Environment Protection Act, 1986, with the possibility of being jailed for up to 5 years or fined up to Rs 1 lakh. "Polythene and single-use plastic present substantial threats to the environment and wildlife. They persist without biodegradation for hundreds of years, accumulating and precipitating various environmental complications. They likewise impede the decomposition of municipal solid waste, exacerbating disposal challenges. Animals frequently consume plastic, mistaking them for sustenance, potentially resulting in grave health complications or mortality. Furthermore, the incineration of plastic releases carcinogenic gases, potentially inducing cancer and other respiratory ailments," Kashyap said. According to the pollution board's annual report, 14% of all plastic waste in the state accumulates in landfills, while 78% undergoes recycling. Experts backed the move, but raised questions on implementation. "The methodology we initially adopted was robust and progressive, similar to those followed by other countries. However, heavy industry influence on key ministries derailed our efforts. Despite starting with a strong approach, we failed to finalise the items that should have been banned," said Siddharth Singh, programme manager at the Centre for Science and Environment. "Implementation would be more straightforward with blanket bans on certain products, but inconsistencies across state policies on what is banned and what is not create confusion. Additionally, political connections of plastic manufacturers complicate enforcement," he added. Asked what affected implementation, Shyamala K Mani — senior adviser at the Centre for Environmental Health, Public Health Foundation of India, and a former professor at the National Institute of Urban Affairs, said, "Lack of political and bureaucratic will, complete failure to understand the situation and lack of concern for the environment and human health have affected implementation. I don't see any limitations for not implementing it properly and with full force. There are sufficient alternatives that are competitively priced and certified. What has to be done is already cited in the plastic waste management rules 2016, amended in 2018, 2022 and 2024. We must implement them and make it mandatory for the manufacturers to fulfil their commitment to EPR Rules and all PCBs and CPCBs to enforce it."

Experts warn about rise in NO2 levels across Delhi

The primary sources of NO2, which causes wheezing, shortness of breath and can lead to respiratory infections, include vehicles, biomass burning, and industrial emissions, according to scientists. While Delhi on Friday recorded the fourth consecutive “severe” day under the air quality index (AQI) – a scale that uses a weighted formula biased towards particulate matter (PM) – experts warned that levels of another dangerous toxin in the air, nitrogen dioxide (NO2), have been consistently soaring, even during periods of relatively “low pollution”. The primary sources of NO2, which causes wheezing, shortness of breath and can lead to respiratory infections, include vehicles, biomass burning, and industrial emissions, according to scientists. Traffic congestion is particularly significant, as it results in idling vehicles that release high levels of NO2. Data analysed by HT shows that NO2 concentrations have frequently breached safety limits in several regions across the city, especially high-density traffic zones like ITO and Anand Vihar. Data from Central Pollution Control Board (CPCB) showed the hourly NO2 concentration touched a peak of 494 µg/m3 at ITO, which is among Delhi’s busiest traffic intersections. This was followed by an hourly peak of 489µg/m3 at east Delhi’s Anand Vihar, another traffic hub comprising of an ISBT, a metro station and a railway station. Not too far behind was west Delhi’s Pusa, which touched a peak of 447µg/m3. These figures are nearly six times the national safety standard of 80µg/m3, with the World Health Organization’s (WHO) limit being far stricter at 25µg/m3. In other words, if you’re at ITO or Anand Vihar during poor traffic, you are inhaling as much as six times the safe limit of NO2. December’s average NO2 level at ITO was 165µg/m3, while Anand Vihar recorded 161µg/m3 — both double CPCB’s safety threshold. Even areas with moderate traffic, such as North Campus DU and Punjabi Bagh, showed peaks exceeding 200µg/m3, underscoring the widespread nature of the problem. Data indicates that the location of monitoring stations and traffic patterns play a significant role in NO2 distribution. At least 17 more stations out of Delhi’s 40 ambient air quality stations crossed a peak of 200µg/m3, including North Campus DU (350µg/m3), Punjabi Bagh (298µg/m3), Dwarka’s Sector 8 (261µg/m3), Wazirpur (257µg/m3) and CRRI Mathura road (253µg/m3). Experts said ITO was exhibiting high NO2 levels even before Delhi saw its first smog spell from November 13 onwards, indicating NO2 peaks don’t necessarily correlate with PM2.5 and PM10 levels. “We have seen ITO consistently record high NO2 levels, a fairly busy intersection. The station is also located next to the road and is likely to capture a significant chunk of the emission released by vehicles, which is what people on the roadside are also likely inhaling,” said Sunil Dahiya, an analyst at the think-tank Envirocatalysts, stating in addition to PM2.5 and PM10, agencies need to monitor NO2 levels and take action, particularly at hotspots. Experts point to traffic congestion as a primary driver of NO2 pollution. “The most common reason is traffic congestion, which is a source that can easily be fixed. Long-term action will however only occur when we reduce the vehicles on the road and make a transition not just to cleaner fuels, but also to cleaner public transport,” he adds, stating with Stage-3 and Stage-4 restrictions of the Graded Response Action Plan (Grap) rolling out, should help bring down NO2. Immediate solutions like reducing congestion and expanding public transportation could mitigate the crisis while transitioning to cleaner fuels remain a long-term goal. Delhi’s road network, burdened by 7.9 million registered vehicles and an influx from neighbouring cities, underscores the scale of the challenge. Anumita Roychowdhury, executive director, of research and advocacy at the Centre for Science and Environment (CSE) said that vehicles contribute up to 81% of Delhi’s total NO2 pollution, making them primary sources that need tackling. “While we see congestion through the year, particularly at intersections like ITO, calm wind conditions in the winter period mean the gas can stay trapped and build up over time,” she said. While transitioning to cleaner fuels and expanding public transportation are necessary long-term strategies, immediate interventions like reducing road congestion could yield quicker results. Without urgent action, Delhi’s residents will continue to bear the brunt of this harmful pollutant, compounding the city’s already dire air quality crisis.