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Impose temporary curfew, stagger work timings, don’t wait till last minute to introduce curbs: Experts on Delhi’s air crisis

Better public transport, traffic management, staggered office timings around the year for all, and 24×7 surveillance on construction sites — these are some methods air pollution experts and environmentalists suggest. The city’s air quality has been in the ‘severe plus’ category for the third consecutive day on Tuesday. A combination of meteorological factors such as low wind speeds, dip in temperature, as well as pollutant emissions from stubble burning and local sources are the cause of this. TALKING HEADS Prof Mukesh Sharma, co-author of IIT Kanpur’s source apportionment study on air pollution in Delhi: “Apart from the Graded Response Action Plan, which is all part of the requirements, steps have to be taken as early as possible. The more stringent of the emergency measures are taken in months as late as November. Work should start in the earlier months to reduce air pollution. There is only little that a citizen can do by wearing masks, minimising exposure, and protecting themselves at this time.” Prof Gufran Beig, Principal Investigator at the National Institute of Advanced Studies: “When Particulate Matter 2.5 remains the lead pollutant and the humidity is so high, water sprinkling will not suffice. Water sprinkling will only reduce PM 10 and bigger particles which is not as harmful as PM 2.5. Without making traffic conditions as smooth as possible, stagnation conditions will only add to the misery. As far as the long-term trend is concerned, there has been a discussion of the airshed approach where gap areas have been clearly identified. We need to move forward with this though it will take time.” Festive offer Anumita Roychowdhury, Executive Director of Research and Advocacy at the Centre for Science and Environment: “In Delhi and NCR, we are not prepared to implement changes in each sector at a scale and speed that is needed. With the current annual emissions in Delhi, it needs a 60 per cent reduction to be able to meet the clean air standard… For instance, the only way to control transportation and vehicular pollution is to understand how the city is scaling up its public transport infrastructure and last-mile connectivity to reduce private vehicle use. Similarly, we need to control industrial pollution. This can only happen when we look at the type of fuels and technologies used across all types of industries.” Anand Arya, a Noida-based environmental activist: “In the short term, the focus should be on conducting traffic studies and staggering work timings of people… not only in government offices. This should happen the entire year. Public transport connectivity across NCR should be strengthened. Metro expansion must be taken up on a war footing.”

Delhi's AQI hits 500: What is smog and how it aects us

Delhi's AQI hits 500: An explainer on smog as thick haze from stubble burning, weather, and pollutants choke the city, prompting emergency measures under GRAP to combat the severe air quality crisis. Thick grey haze choked Delhi for the third consecutive day on Tuesday, with pollution levels reaching a dangerous 488 on the Air Quality Index (AQI), falling into the ‘severe plus’ category. According to the Central Pollution Control Board (CPCB), the AQI stood at 488 at 9 am. On Monday, Delhi had recorded its second-worst air quality in six years, with the AQI reaching 494. The city’s worsening air quality is attributed to a combination of factors, including adverse weather conditions, stubble burning, and smog. Residents are grappling with unbreathable air and severely reduced visibility. Smog is a mix of smoke and fog, and there are two main types: Photochemical smog and Sulfurous smog. Photochemical smog is the most common. Photochemical smog, often referred to as 'Los Angeles Smog', is mainly formed in the summer months, particularly in subtropical areas. It consists of gases like carbon oxides, nitrogen oxides, and hydrocarbons. This type of smog forms when sunlight reacts with nitrogen oxides and volatile organic compounds (VOCs) in the atmosphere. Unlike sulfurous smog, photochemical smog doesn’t require smoke or fog to form. Nitrogen oxides are emitted by vehicles, power plants, and factories, while VOCs come from sources like paints, gasoline, and cleaning products. CAUSES OF SMOG Smog is caused when air pollutants and exhaust gases from human activities mix with the atmosphere. It results from the reaction of emissions from automobiles, industrial facilities, and power plants with sunlight. Other contributing factors include coal combustion, vehicular emissions, industrial pollution, and agricultural fires. The formation of smog is also influenced by local weather conditions, temperature, and climate. Long-term exposure to smog can have severe health consequences, including respiratory and cardiovascular diseases, asthma, allergies, and a weakened immune system. Smog can also increase the risk of developing cancer and other serious conditions. The eects can extend beyond humans: smog can contaminate plants and animals, especially those exposed to polluted air In Delhi, air pollution contributes to 10,000 to 30,000 premature deaths annually, according to the Centre for Science and Environment (CSE) report in 2023. The London Smog of 1952, which saw particulate matter (PM) levels reach around 500 micrograms per cubic meter, led to over 4,000 premature deaths due to a combination of high PM and sulfur dioxide (SO2) levels.

India asks rich nations to remove technology transfer barriers

India on Monday called on developed countries to remove barriers to technology transfer, increase public climate finance, and avoid unfair trade measures disguised as climate action. The appeal came during a high-level ministerial roundtable on pre-2030 ambition at the UN climate talks in Baku. India's environment secretary Leena Nandan also urged rich nations to take the lead in cutting emissions and achieving netzero by 2030. “This is essential to build a stronger, sustainable future,” she said. The official said that innovative technologies are critical for a low-carbon future but said they must be made accessible to developing countries. Developing countries need solutions like clean energy and carbon removal, but barriers like intellectual property rights make it hard for them to access these technologies, Nandan said. “COP29 should come up with practical solutions to make technology affordable, adaptable, and relevant for developing countries,” she added. India asked developed countries to close the massive climate finance gap delaying climate action in developing countries. "Trillions of dollars are needed for clean energy projects, disasterresilient infrastructure, and climate adaptation... It should be ensured that that deviation from leastcost development pathways committed by developing countries are fully met though public finance by developed countries. "Not doing so puts additional cost on people in developing countries bearing a disproportionate burden of climate change without having caused the problem," Nandan said. India also raised strong objections to unilateral trade measures like the European Union's Carbon Border Adjustment Mechanism (CBAM), which it said unfairly shifts the costs of climate action to poorer nations. These measures hurt international cooperation and add financial burdens to developing countries, Nandan warned. Finance Minister Nirmala Sitharaman last month termed CBAM "unilateral and arbitrary" and said such measures could potentially harm India's industries and disrupt the balance in international trade. According to Delhibased think tank Centre for Science and Environment, CBAM will impose an additional 25 per cent tax on carbon-intensive goods exported from India to the EU. This tax burden would represent 0.05 per cent of the country's GDP. India also highlighted that global emissions could peak by 2030, as the 2024 NDC synthesis report projects that emissions will be 2.6 per cent lower in 2030 compared to 2019 levels. This is achievable if all countries work together. But for this to happen, developing nations need access to finance, technology, and capacity-building support, it said.

G20 Summit Fails to Provide Clear Climate Finance Direction, but Multilateral Support Remains Crucial: Experts

G20 leaders have been criticized for not sending a clear signal on a new climate finance package to support developing nations, despite reaffirming their commitment to multilateralism and the UN climate convention as key mechanisms for addressing global climate challenges. As negotiators gather in Baku for COP29, many experts express concern that the G20's statements do not address crucial issues, such as the transition away from fossil fuels or providing financial support for loss and damage caused by climate change. The lack of a robust climate finance commitment, experts say, risks undermining global climate action, particularly in developing countries already grappling with the impacts of climate change. Vaibhav Chaturvedi, Senior Fellow at the Council on Energy, Environment, and Water (CEEW) in Delhi, noted that the G20 is not the appropriate platform for negotiating the details of the climate finance package, which remains under discussion at COP29 as part of the UNFCCC process. According to Chaturvedi, the key questions around the financial quantum and the specifics of who will contribute are not addressed in the G20 statement. However, he emphasized that the G20’s commitment to multilateralism remains significant, particularly in light of the US and Argentina’s wavering commitment to the Paris Agreement. “Despite uncertainties like the US and Argentina pulling out, the G20 has reiterated that the multilateral process is crucial,” he said. While the G20's multilateral approach is seen as important, climate activist Harjeet Singh criticized the group’s failure to specify the financial scale required to tackle climate change, particularly for the most vulnerable nations. Singh, who is also the Global Engagement Director for the Fossil Fuel Non-Proliferation Treaty Initiative, emphasized the need for climate finance to be delivered as grants, not loans. "Without decisive progress on finance at COP29, we risk heading toward a catastrophic temperature rise, with the most vulnerable bearing the brunt of the consequences," Singh warned. The G20’s stance against unilateral trade measures, such as the European Union's Carbon Border Adjustment Mechanism (CBAM), has been hailed as a positive development for developing countries. These measures, which impose tariffs on carbon-intensive imports, are seen by critics as an unfair burden on poorer nations that are trying to transition to low-carbon economies. Trishant Dev, Programme Officer at the Centre for Science and Environment in Delhi, welcomed the G20’s opposition to such trade practices, highlighting the need for climate policies to align with the principle of Common but Differentiated Responsibilities (CBDR), which recognizes that developed countries should take the lead in addressing climate change. Chaturvedi agreed that the G20’s position on trade measures is significant, emphasizing that the leaders had made it clear that such unilateral actions should not be used as unjustified trade restrictions. This could help shift the conversation at COP29 toward fairer climate finance solutions and prevent the use of climate action as a pretext for trade barriers. As the UN climate talks continue, the pressure is mounting to reach an agreement on a new climate finance package to help developing countries reduce emissions and adapt to climate change. Estimates suggest that at least USD 1.3 trillion per year is needed to address the worsening climate impacts, but the path to securing these funds remains unclear. Moreover, developing countries have raised concerns about the fairness of trade policies that disproportionately impact them, especially as developed nations fail to meet their climate finance commitments. UN climate chief Simon Stiell also urged G20 leaders to commit to more rapid emissions reductions to avoid devastating economic and environmental consequences. As the world moves closer to the critical COP29 discussions, the outcome of these talks will be pivotal in determining the future of climate finance and the global effort to tackle climate change.

India unable to meet WHO air quality standards; airshed approach, US-style EPA needed, says former WHO chief scientist

Dr Soumya Swaminathan, former chief scientist at the World Health Organization, says India should adopt an “airshed approach” to analyze its air pollution crisis and set up an environment protection agency to enforce government rules with strict action. The remarks by Swaminathan, who is principal adviser for the National Tuberculosis Elimination Programme (NTEP) at the Union ministry of health and family welfare (MoHFW), were made in an interview with Mint. They come as the air quality index (AQI) in Delhi spikes record levels, forcing the state government to issue emergency orders, including school closures. Edited excerpts: Every year during the onset of winters, an air pollution havoc starts. What lessons should we draw? The air quality index (AQI) in India varies from place to place. In India, we have the National Clean Air Program (NCAP) and they have set up close to 1,000 monitoring stations nationwide. They provide real-time updates on the air quality. We also need to put such stations in rural areas. We also need to do airshed approach analysis because air is not something which is limited over Delhi or cities. What is airshed analysis? Airshed analysis studies air movement by seeing satellite technology. For example, if we look at satellite images, the entire Indo-Gangetic plan – starting from Pakistan to North Indian states like Punjab, Delhi, Haryana, Uttar Pradesh and going over Bihar, West Bengal, Nepal and spinning into Bangladesh – is covered in a thick blanket of smog. So, air pollution is a combination of meteorological factors which come into play at this time of the year when the air gets colder. Other factors which contribute to air pollution during this time are stubble burning, firecrackers at Diwali but it is not limited to these factors only. A Centre for Science & Environment (CSE) study showed stubble burning accounted for only 4% of the air pollution in Delhi -- the rest of it was coming from transport, construction site, burning of waste, factories, industries, local cooking fuel, road dust etc. So, airshed is a way of looking at the whole issue rather than piece by piece, identifying from where and which direction the pollution is coming, root causes etc. So, countries need to work together in setting the standards and enforcements within their own national borders. Also, we are not meeting the WHO Air quality standards. There’s hardly any place in India which meets WHO Air quality standards. What are the WHO standards for air pollution? WHO standards states that PM2.5 should be less than 15 micrograms per cubic meter, while for PM10 it is less than 30. According to the NCAP, the annual cut off for PM2.5 is 40 µg/m3 and for PM10 it is 60 µg/m3. I also suggest that NCAP must re-look their strategies as at present their whole goal is to reduce PM10 by 2026. However, PM2.5 is more dangerous as it penetrates into lungs causing more severe health concerns like respiratory illness, Chronic obstructive pulmonary disease (COPD), cardiovascular diseases etc. Air pollution has a huge impact on economy as people cannot go out to work, fall sick, stay indoors and schools and offices are gets closed. It is estimated that India loses about 1.6% to 1.8% of GDP every year because of air pollution. In your opinion, what steps should the government take? We need to attack the sources of air pollution which vary across India. For example, for transport, we need to ensure that trucks which have not migrated to BS-4 fuel standards, should be off the roads. Similarly, every class of vehicle which is not meeting emission standards should be off the roads. We need to strengthen our public transport. See how London did it. In cities like Delhi, we have a good metro system, but we need more electric buses. Encourage walking and cycling. We should put strict control of emission coming from industries, and agencies much take strict action against non-compliance. Poor people should have access to clean fuel. We need to expand the Ujjwala scheme for the poor who want to get their LPG re-filled at a subsidized price. Monitoring PM2.5 also needs to be done. Enforcement of the rules in the right way is required and setting up of an Environment Protection Agency (EPA) in the US. We already have Delhi Pollution Control Committee (DPCC) and Central Pollution Control Board (CPCB)? Yes, but they look at the small parts of the problems. They are not enforcing the rules. We need one agency which needs to put scientific inputs, and regulatory agencies have to be based on science from physical, medical, social fields. Should India join hands with international agencies so that we are on the same page? A couple of years ago, India had signed The Thimphu Declaration, where India, Nepal, Bhutan and Bangladesh came together to address air pollution in the Indo-Gangetic Plain together. Air pollution is a cross-border issue, and the goal is to bring down AQI to 35 by 2035. This was supported by the World Bank. So, these international banks are financing these programmes. We also have the support of technical agencies like WHO etc. Every country needs to set the target by how much they are going to reduce PM2.5 emission. I think, India can take the leadership as we have the potential to do it in terms of capacity, infrastructure, manpower to financing and political will.

India Demands Removal Of IPR Barriers To Boost Climate Action

At the UN climate talks in Baku, Azerbaijan, India urged developed nations to eliminate intellectual property rights (IPR) barriers hindering technology transfer to developing countries. Environment Secretary Leena Nandan emphasized that innovative technologies critical for a low-carbon future must be accessible to poorer nations to support their climate efforts. Speaking at a ministerial roundtable on pre-2030 climate ambitions, Nandan stressed that developed countries must lead in cutting emissions and achieving net-zero targets by 2030 to foster a sustainable future. She called on COP29 to deliver practical solutions to make clean technologies affordable and adaptable for developing nations. India also highlighted the urgent need to address the climate finance gap. Nandan pointed out that trillions of dollars are required annually for clean energy projects, climate adaptation, and disaster-resilient infrastructure. She asserted that developed countries must fulfill their climate finance commitments through public funding rather than relying on profit-driven private sector investments. PlayUnmute Fullscreen Criticism was directed at unilateral trade measures like the European Union's Carbon Border Adjustment Mechanism (CBAM), which imposes taxes on imports such as steel, cement, and aluminum from countries like India and China. Nandan argued that CBAM unfairly shifts the cost of climate action to developing nations, undermining global cooperation. Finance Minister Nirmala Sitharaman previously described CBAM as "unilateral and arbitrary," cautioning that it could harm Indian industries. According to a Centre for Science and Environment study, CBAM could result in an additional 25% tax on India’s carbon-intensive exports, equivalent to 0.05% of the GDP. During a dialogue on "just transition," Nandan called for fairness and climate justice in addressing global challenges. She emphasized that developed nations must acknowledge their historical emissions and support the growth priorities of the Global South. Principles like equity and "common but differentiated responsibilities" should guide international climate action Highlighting energy disparities, Nandan noted that India’s per capita energy consumption is one-third of the global average, reflecting its development challenges. She called for developed countries to achieve net-zero emissions by 2030, enabling developing nations to grow with lower transition costs. She further advocated for monetizing the "carbon debt" owed by wealthier nations due to their excessive resource usage. India reiterated that global emissions could peak by 2030 if all nations collaborate. However, achieving this requires developing countries to have equitable access to finance, technology, and capacity-building support. The country’s demands reflect its commitment to ensuring that climate action is inclusive and just for all nations.

Delhi's Air Pollution: Slow Murder A Decade In The Making

New Delhi is choking under a haze of pollution, which is an expected crisis in the Capital city every winter. Delhi's air pollution is the result of decades of unchecked construction, excessive usage of private road vehicles, industrial growth, and political indifference. Even as the Supreme Court of India took up the matter and ordered GRAP protocols, the capital’s citizens woke up on Tuesday to hazardous air quality, with the index at 500. Delhi woke up to its pollution crisis in October 2016, when the city experienced smog episodes with PM2.5 levels—dangerous fine particulate matter—reaching 750 micrograms per cubic metre, 12 times the safe limit. PlayUnmute Fullscreen In response, the Aam Aadmi Party government implemented the "Odd-Even" scheme to reduce vehicular emissions. However, the scheme's impact has yet to be measured. In addition, the same year, the Supreme Court directed the Ministry of Environment, Forest and Climate Change (MOEFCC) to devise a coordinated plan to tackle pollution episodes, resulting in the Graded Response Action Plan (GRAP) in 2017. However, the capital’s pollution crisis has been decades in the making. India introduced landmark legislations, such as the 1981 Air (Prevention and Control of Pollution) Act and the 1986 Environment (Protection) Act, to curb pollution. However, Delhi's air pollution crisis dates back to the 1990s. During this decade, rapid urban growth and industrialisation overwhelmed any impact of these legislative measures. In 1996, the Centre for Science and Environment released its Slow Murder report, chronicling the city's worsening pollution. This report spurred the Supreme Court to intervene, demanding an action plan from the Delhi government. Delhi’s government proposed its first air pollution control plan in 1998 and launched the Environment Pollution (Prevention and Control) Authority (EPCA) in 1998. The Authority introduced compressed natural gas (CNG) for public transport vehicles, reducing emissions from buses and auto-rickshaws. However, in the 2000s, Delhi's population grew exponentially—from 16.6 million in 2001 to over 46 million by 2011. The number of registered vehicles, too, grew from 4.24 million in 2004 to over 10.8 million in 2018. The city’s public transportation infrastructure buckled under the pressure of overpopulation. At the same time, Delhi saw an industrial relocation as many factories moved to NCR towns outside the capital city’s borders. This only created new pollution hotspots. Other factors include burning crop residue in neighbouring states, particularly during winter, when weather conditions trap pollutants closer to the ground. Transparency and monitoring showed some progress during the 2010s. In 2009, the National Ambient Air Quality Standards were revised to include 12 pollutants. In 2014, the National Air Quality Index(NAQI) was introduced. The NAQI simplified air quality data into accessible categories, raising public awareness about the severity of Delhi’s air pollution. In 2017, India attempted to attack vehicular pollution by implementing Bharat Stage IV (BSIV) vehicular emission norms nationwide. However, this proved insufficient in the face of growing sources of pollution. Meanwhile, solid waste burning and unregulated construction activities continued unabated.

India's wish at COP29: $600 billion in grant-based climate finance from developed countries

India is pushing for at least $600 billion in grant-based climate finance from developed countries out of the overall demand of $1.3 trillion for developing countries, a senior negotiator from India said. The official, in an exclusive chat with this correspondent on Saturday on the sidelines of the COP29 summit in Baku, said India was also pushing for the Loss and Damage Fund (LDF) as it is one of the most climatically vulnerable countries and has borne the brunt of repeated extreme weather events. A section of climate experts maintains that India should not demand LDF and should leave it to the smaller vulnerable countries. “We are very clear — we have demanded that there should be $1.3 trillion overall annual climate finance support from 2025 onwards for the developing countries to flow from developed countries, of which at least $600 billion should be in the form of grant while the additional amount may be coughed up from other sources,” the official said. However, the official made it clear that even if part of the finance gets sourced from the private sector, it should be under the overall ambit of developed countries. "This (paying the amount) is the responsibility of developed countries... from where and how they organise it is their lookout. But all funds should come through them only,” the official added. Speaking on behalf of Like-Minded Developing Countries at the high-level ministerial on climate finance on November 14, India had asserted the “need to mobilise at least $1.3 trillion every year till 2030, without subjecting developing countries to growth-inhibiting conditionalities". Naresh Pal Gangwar, additional secretary in the ministry of environment, forest and climate change and lead negotiator at COP29, had delivered the statement. India had earlier pitched for $1 trillion annually in global investment for climate action. A report released recently by the UN also referred to $1 trillion in climate finance but observed that about half of the fund could come from private financial sources across the borders, a view that many feel may form the cornerstone of the upcoming financial negotiations where political leaders, including India’s minister of state for environment Kirti Vardhan Singh, are expected to hash out a consensus on the quality and quantity of finance. “A few drafts of the NCQG (new, collective, quantifiable goal) of climate finance have been out but there has been hardly any meaningful progress so far as developed countries have not mentioned anything on the quantum clearly and are just dragging the discussion” Harjeet Singh, a climate expert and key anti-fossil fuel campaigner, said. The Telegraph has accessed the latest draft of the new climate finance goal, which was condensed to 25 pages from 34 pages, but the key points of concern and disagreements persist. On the LDF, which was set up at the Dubai COP after years of discord within the developed and developing country groups, the Indian official said: “According to the global agreement on loss and damage, the fund is open to all developing countries, as we are one of the most vulnerable countries of the world. A report from Germanwatch earlier showed that India is close to the top of the list, both in terms of mortality and financial loss, because of climatic impacts — on the annual and decadal scales." “I think India has all the right to claim for loss and damage funds,” said India’s leading climate expert Sunita Narain of the Center for Science and Environment. “The Indian stand augurs well for vulnerable communities like those in the Sunderbans where close to 5 million people are at the doorstep of climatic disasters. Out of that, according to a World Bank study, nearly 25 per cent are at acute risk… many of them have already suffered repeated disasters and incurred huge losses and hence they need all the support from the newly created fund,” a Bengal-based climate expert said.

GRAP in force, but no end to open waste burning & cracker bursting

GRAP restrictions are in place and the city is cloaked in smog that is equivalent to smoking dozens of cigarettes a day, but none of it has deterred people from bursting firecrackers to celebrate weddings, and resort to open waste burning. Heaps of garbage were seen ablaze at several spots in the city on Sunday. A pile of trash at a green belt in Sector 86 took 20 minutes to douse, residents said. Other areas where waste was burnt in the open were — DLF 2, IFFCO Chowk, Sector 10 and Udyog Vihar. Locals said shopkeepers, garbage collectors, sanitation workers and security guards burn waste in the open. "The garbage disposal system is not in place, so people tend to burn waste. Also, as the marriage season has begun, it is also giving people an excuse to burn crackers. These are major reasons that we are suffering," said Rishav Gaur, a resident of Sector 85. "Firecrackers have always been a part of our celebrations, but the worsening air quality is alarming. We need to rethink our traditions to protect our health and environment," said Neena Gupta, a resident of Sector 40. "Firecrackers add to pollution and it is becoming unbearable. It's high time we consider more sustainable ways to celebrate," said Anish Yadav, who lives in Palam Vihar. Experts say smoke from burning waste and leaves releases tiny pollutants that can get embedded in the lungs when inhaled. "Waste burning in the open releases PM 2.5, PM 10, oxides of nitrogen and carbon monoxide," said Shubhansh Tiwari, a research associate at the Centre for Science and Environment (CSE). Under the third stage of the Graded Response Action Plan (GRAP), construction and demolition activities, operations of stone crushers, all mining and associated activities, and using BS III petrol and BS IV diesel LMVs (four-wheelers) are banned across Delhi-NCR. GRAP-3 was enforced on Nov 15, when air quality across NCR reached hazardous levels, and GRAP 4 — with even stricter curbs — will be in effect from Monday, Nov 18. In Gurgaon, the district administration had banned the production, sale and bursting of traditional firecrackers from Oct 22 till Jan 31 next year. ‘Green' crackers, which don't have barium salts, can be burst only for a few hours on Diwali, Christmas and some other festivals. "We have increased patrols and surveillance to ensure compliance with the ban on firecrackers. Violators will face stringent penalties. To tackle open waste burning, MCG has enhanced waste collection services and is encouraging residents to segregate waste at the source," said Vijay Chaudhary, regional officer (south), Gurgaon, Haryana State Pollution Control Board (HSPCB) Separately, HSPCB officials said they sealed a construction site in DLF 5 as work was going on despite the ban. Other mandatory measures, which are applicable with or without GRAP, were found missing there too. Loose soil was found uncovered. One DG set of capacity 250 KVA was found installed with inadequate stack height, and water sprinkling was not being carried out. The site has two anti-smog guns but it needs to install a total of four as the construction area is large, they said. "We are taking action against the violators who are not complying with GRAP norms. We have sealed four ready-mix cement factories, and two other closure notices have been issued since Friday. We are also imposing environmental compensation on sites that are not following the norms," said Nirmal Kashyap, head of the air-cell of Haryana, HSPCB.

Air turns ‘severe plus’; schools to go online except for Standard 10, 12

The toxic haze hanging over NCR for past few days intensified on Sunday and Delhi’s average Air Quality Index deteriorated to the season’s worst of 441 at 4pm, well into the ‘severe’ zone, compared to 419 a day earlier. By 6pm, it had surpassed 450, reaching the ‘severe plus’ category, prompting Commission for Air Quality Management to impose the fourth and most extreme stage of Graded Response Action Plan in NCR from 8am on Monday. CM Atishi posted: “Physical classes shall be discontinued for all students, apart from Class 10 & 12. All schools will hold online classes till further orders.” Grap-4 also gives an option to central and NCR govts to shift to work-from-home for employees. Air turns ‘severe plus’; schools to go online except for Standard 10, 12 TNN | Nov 18, 2024, 07.58 AM IST Air turns ‘severe plus’; schools to go online except for Standard 10, 12 NEW DELHI: The toxic haze hanging over NCR for past few days intensified on Sunday and Delhi’s average Air Quality Index deteriorated to the season’s worst of 441 at 4pm, well into the ‘severe’ zone, compared to 419 a day earlier. By 6pm, it had surpassed 450, reaching the ‘severe plus’ category, prompting Commission for Air Quality Management to impose the fourth and most extreme stage of Graded Response Action Plan in NCR from 8am on Monday. CM Atishi posted: “Physical classes shall be discontinued for all students, apart from Class 10 & 12. All schools will hold online classes till further orders.” Grap-4 also gives an option to central and NCR govts to shift to work-from-home for employees. Also read: Air quality in 'severe plus': GRAP-4 imposed in Delhi-NCR; what's allowed and what's not Sign of four: GRAP to squeeze Delhi further GRAP-IV is clamped when the poison in the air reaches "emergency' levels with AQI surpassing 450 (on a scale of 500). It primarily focuses on vehicular restrictions to reduce pollution. Under stage 4, entry of non-emergency trucks into Delhi has been barred for non-BS 6 compliant light commercial vehicles (LCVs) registered outside Delhi, and BS-4 and below diesel-operated medium and heavy goods vehicles in Delhi. The exemption earlier granted to construction and demolition (C&D) activities in linear public projects such as highways, roads, flyovers, over bridges, power transmission, and pipelines has now been removed. Central Pollution Control Board's data shows that the AQI rapidly surged through the day, as visibility remained poor. Delhi's AQI was 421 at 9am, which spiked to 452 at 6pm and further increased to 468 at 10pm. This was the fourth 'severe' day of the month. Before this, the AQI briefly remained in the 'severe plus' band on Nov 13 when it went up to 454 at 9pm. However, as CPCB considers the day's AQI at 4pm, Delhi on Sunday recorded an AQI of 441, the second highest this year after 447 on January 14. Anumita Roychowdhury, executive director, Research and Advocacy, Centre for Science and Environment (CSE), said, "This is happening because of the combined impact of the deepening of winter inversion and trapping of high local and regional pollution. We need urgent measures to slow down further loading of pollution from the key sources."

Bumper-to-bumper in Delhi

Delhi, the sprawling heart of India, is a city of contrasts—modern skyscrapers stand alongside historic monuments, and bustling markets coexist with serene parks. Yet, beneath its vibrant facade lies a grim reality: a city ensnared in relentless traffic congestion. Despite an extensive network of roads, flyovers, and metro lines, Delhi’s transportation system is buckling under the weight of its own growth. Traffic jams have become a daily ordeal for millions, with clogged intersections, chaotic flyovers, and bumper-to-bumper queues defining the capital’s landscape. The roots of this crisis run deep, fueled by rapid urbanisation, an exploding vehicular population, and inadequate infrastructure planning. Major roads, from the Ring Road to the Outer Ring Road, struggle to cope with the sheer volume of vehicles. Intersections like Chirag Dilli and Mukarba Chowk have become synonymous with gridlock, while construction projects and breakdowns of vehicles, especially DTC buses, further exacerbate the chaos. During peak hours, commuters often find themselves stuck for hours, navigating a labyrinth of congestion that stretches across the city. The repercussions of this crisis are severe. Traffic snarls not only drain time and productivity but also have dire economic and environmental consequences. Studies estimate that Delhi loses Rs 60,000 crore annually due to congestion, with this figure expected to climb to nearly Rs 98,000 crore by 2030. The incessant idling of vehicles contributes significantly to air pollution, making Delhi one of the most polluted cities in the world. While authorities have proposed a range of measures—from dedicated bus lanes to intelligent traffic management systems—implementation remains sluggish, and the gap between planning and execution continues to widen. As commuters grapple with mounting frustrations and environmental degradation, the urgent need for sustainable, long-term solutions becomes undeniable. Choke Points Among the major stretches notorious for gridlocks are traffic intersections below the Chirag Dilli and Panchsheel flyovers, the NSG intersection at Airport Road, and key zones like Pusa Road and Shankar Road. Chaudhary Brahm Prakash Chowk, KS Krishnan Marg, and Dev Prakash Shastri Marg are also on the list. Meanwhile, areas like Zakhira Crossing to Karampura on Shivaji Marg and Mukarba Chowk to Peeragarhi remain perennially congested, with vehicular snarls worsening during peak hours. A significant chunk of South Delhi and Southeast Delhi, including the Yusuf Sarai Market, Andheria Mod, and Mehrauli-Badarpur Road, faces persistent traffic jams. Factors contributing to the congestion include heavy pedestrian movement, illegal parking, inadequate road width, and ongoing construction activities, such as those near the Saket metro station. The scenario worsens during festive seasons and monsoon rains, transforming already-congested roads into impassable nightmares. The Delhi Traffic Police, grappling with these challenges, has recommended several measures to ease the pressure. Proposals include installing central verges, constructing pedestrian subways, relocating bus stops, and implementing speed-calming devices. These measures, though practical, remain piecemeal solutions in the absence of overarching infrastructural upgrades. The inadequacy of the Ring roads The city’s ring roads are meant to provide a smooth flow of traffic and reduce congestion in the city centre. Instead, these have become yet another traffic hotspot. Traffic on Ring Road remains a chaotic nightmare, resembling a twisted ‘jalebi’. From Majnu Ka Tila to Hanuman Temple, bumper-to-bumper jams disrupt commutes, worsened by two-wheelers and autos cutting lanes recklessly. Tuesdays see peak congestion near Hanuman Temple, despite new traffic signals installed by Delhi Traffic Police at Hanuman Setu. The recent inauguration of the Ashram Flyover and its extension raised hopes for smoother traffic, but bottlenecks near Sarai Kale Khan continue to frustrate drivers. Construction of the rapid rail at Sarai Kale Khan has turned a half-kilometre stretch into a 30-minute ordeal. On the Outer Ring Road, narrow sections like Haiderpur Badli Mod exacerbate jams. A six-lane road narrows to four under a railway bridge, creating a bottleneck that even emergency vehicles struggle to navigate. The PWD and Railways are in talks to widen the bridge, but no consensus has been reached yet. Further, metro construction on the Outer Ring Road has turned Prashant Vihar to Rohini Jail Mod into a gridlock zone. Commuters face 30-40 minute delays on this three-kilometre stretch. Haphazardly parked vehicles near Rithala Metro Station further compound the chaos. Frequent closures of parts of the Ring Road in order to facilitate repairs exacerbate the situation. Meanwhile, a third ring road, dubbed the Urban Extension Road - II is under construction. The UER-II Project comprises five parts, with three portions located in Delhi and the remaining two in Haryana. The project, which is set to cost Rs 3,600 crores, spans a total length of 75.71 kilometres, with 54.21 kilometres located in Delhi and 21.50 kilometres in Haryana. Upon completion, the UER-II will alleviate traffic congestion on the existing inner and outer Ring Roads, significantly improve commuting in the outer, western, and southwestern parts of Delhi, and provide direct access between Sonipat and Gurugram in Haryana. The project connects NH-44 (Delhi-Chandigarh Highway) to NH-48 in South Delhi, encompassing key areas like Bawana, Narela-Kanjhawala, Mundka, and Dwarka. It features spurs (small links connecting main roads/highways with small roads) leading to Sonipat/Jind, Bahadurgarh, and connectivity to the Dwarka Expressway. However, the project has faced repeated delays in the past. Initially set to be completed in September 2023, the deadline was first extended to December 2023 before being extended once again to December 2024. Proposals in limbo Efforts to tackle the problem aren’t lacking on paper. Plans for flyovers, underpasses, and elevated roads have been floated repeatedly. One such proposal is the construction of a five-kilometre flyover along the Old Delhi-Gurgaon Road, aimed at separating airport-bound traffic from city commuters. The Delhi International Airport Limited (DIAL) and Gurgaon Metropolitan Development Authority (GMDA) have championed this project, expecting it to slash travel time by up to 75%. However, the estimated cost of over Rs 4,000 crore has raised eyebrows, particularly when previous projects like the Mandi Road expansion have seen little progress. The Mandi Road expansion project, approved in March 2023, stands as a glaring example of bureaucratic delays. With an estimated cost of Rs 597 crore, the project promised to widen the 30-meter stretch between Chattarpur Metro Station and Goalpahari in Haryana, providing much-needed relief to commuters along the congested Mehrauli-Gurgaon Road. Yet, over a year later, land acquisition has not even begun. Such delays highlight a systemic issue: the gap between planning and execution. Experts argue that while financial constraints and logistical hurdles play a role, lack of inter-agency coordination remains the biggest bottleneck. Unified planning bodies, like the Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre, have been criticised for their inability to enforce deadlines or ensure accountability. Impact of vehicle breakdowns In Delhi, the smallest disruption can have a major ripple effect on traffic. A vehicle breakdown, especially during rush hour, can quickly transform the busiest roads into long stretches of standstill traffic. This phenomenon has become so common that the Delhi Traffic Police frequently use social media to warn drivers about potential delays caused by such incidents. Buses are the most common culprit. On average, about 70 buses from Delhi Transport Corporation (DTC) and the Cluster Scheme break down on city roads every day, adding to the already overwhelming congestion. In 2021, over 7,000 buses broke down, a figure that nearly doubled to 13,000 last year, with hotspots like Paharganj, Patel Nagar, Delhi Cantonment, and Vasant Vihar bearing the brunt. A traffic officer explained that resolving such incidents typically takes about 50 minutes, though in some cases, the process can stretch to over an hour. “Removing these buses is a complicated task,” the officer said. He added that the buses are equipped with hydraulic brake systems, and only skilled mechanics can unlock them. Since these buses operate on extensive routes, and their depots are located at considerable distances, waiting for the mechanical team to arrive further delays the process. A broken-down bus is a major inconvenience, not only for stranded passengers but also for the city’s already overburdened traffic system. Traffic officers highlight the chaos caused by breakdowns, especially during monsoons or on two-lane flyovers, where even a single immobile bus can lead to massive tailbacks and increased pollution. To address this, Delhi Traffic Police has urged the transport department to deploy emergency technical teams at various locations. Road safety experts emphasise the need for better alert systems to warn road users of breakdowns. Rather than using tree branches, proper signage should be placed at least 100 metres from the spot to allow vehicles to change lanes smoothly. Implementing quick response teams similar to those abroad could also be a possible solution. These teams could swiftly manage emergencies like fires or breakdowns. GPS technology could also play a crucial role, with buses sending automatic distress signals to response teams. Such systems could drastically reduce delays and disruptions. At the same time, the importance of identifying the root causes of breakdowns cannot be understated. Many of these CNG buses overheat during summer, leading to breakdowns or fires. Authorities need to assess factors such as maintenance schedules, bus age, and route distances. Exploring alternative transport modes might also help prevent buses from overheating. While discussions continue, the lack of immediate solutions leaves Delhi commuters grappling with frustrating delays and increasing pollution caused by immobile buses. The cost of inaction The consequences of inaction are dire. Prolonged traffic jams not only waste precious time and fuel but also contribute to rising air pollution levels—a pressing issue in a city already grappling with hazardous air quality. According to a 2024 study by the Centre for Science and Environment (CSE), vehicular emissions account for nearly 40 per cent of Delhi’s air pollution. Without immediate intervention, the city risks aggravating its environmental crisis. The economic cost of congestion is also staggering. A report by the Boston Consulting Group estimated that Delhi loses Rs 60,000 crore annually due to traffic congestion, including losses from wasted fuel, productivity, and health impacts. If left unchecked, this cost is projected to surge to nearly Rs 98,000 crore by 2030 as the vehicular population continues to rise. Another study by IIT Madras highlights that congestion disproportionately impacts bus commuters, accounting for 75% of the total loss. To address this, the researchers recommend introducing dedicated bus lanes, which could reduce congestion costs by nearly half. Buses, catering to 60% of the city’s transport demand, are far more efficient than private vehicles, with an average occupancy of 20 passengers compared to 2.2 in cars and 1.2 in two-wheelers. The study advocates for more frequent and comfortable buses to attract private vehicle users, coupled with advanced scheduling systems to optimise operations. Intelligent traffic management, including smart traffic lights, is also recommended to minimise fuel wastage. Citing Maharashtra’s transport department findings, the researchers noted that a single bus could replace up to 35 private cars, significantly reducing road congestion. They stress that Delhi must prioritise sustainable transport solutions to combat escalating congestion costs and improve commuter experiences. Traffic traps Traffic intersections below the Chirag Dilli and Panchsheel flyovers NSG intersection at Airport Road Pusa Road Shankar Road Chaudhary Brahm Prakash Chowk KS Krishnan Marg Dev Prakash Shastri Marg Zakhira Crossing to Karampura on Shivaji Marg Mukarba Chowk to Peeragarhi

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Ravi Group’s Jayesh Shah Transforms Mumbai’s Skyline with Eco-Towers

The concrete jungle of Mumbai is set to become a little greener, thanks to an audacious new project spearheaded by Jayesh Shah, the innovative mind behind Ravi Group. Dubbed “Eco-Towers,” this revolutionary concept aims to blend sustainable living with cutting-edge architecture, potentially reshaping the very fabric of urban existence in India’s financial capital. “We’re not just building apartments; we’re cultivating ecosystems,” Shah declared at yesterday’s press conference, his eyes gleaming with enthusiasm. The Eco-Towers project, set to break ground next month in Andheri West, promises to be a game-changer in the realm of eco-friendly urban development. Picture this: a cluster of sleek, 40-story buildings, their facades adorned with cascading greenery. But these aren’t mere decorative elements. Each tower will function as a vertical forest, with over 100 species of plants and trees integrated into the structure. These green walls won’t just look pretty; they’ll actively purify the air, reduce ambient temperature, and create micro-habitats for urban wildlife. But Shah’s vision doesn’t stop at the exterior. Inside, each apartment will be a marvel of sustainable engineering. “We’re harnessing the power of nature and technology to create homes that breathe,” Shah explained. The buildings will feature state-of-the-art greywater recycling systems, solar panels, and even small indoor hydroponic gardens for residents to grow their own produce. The Eco-Towers project has already caught the attention of environmental experts. Dr. Sunita Narain, Director General of the Centre for Science and Environment, called it “a bold step towards reimagining urban living in the face of climate change.” However, not everyone is convinced. Critics argue that the project’s high-end nature might make it inaccessible to the average Mumbaikar. Shah was quick to address these concerns: “This is just the beginning. Our goal is to refine these technologies and eventually make them standard in all our developments, across all price points.” Ravi Group, under Shah’s leadership, has been pushing the envelope of sustainable development for years. The company has already delivered over 17,000 homes across Mumbai, but Eco-Towers represents their most ambitious project to date.

What is GRAP, the National Capital Region’s plan to tackle air pollution?

From 8 am on Monday, as a thick layer of smog enveloped the Delhi-National Capital Region, stage-IV of the Graded Response Action Plan was put into action. This came the day after the Air Quality Index slid into the “severe+” category, breaching the 450 mark. An AQI of more than 400 “may cause respiratory impact even on healthy people, and serious health impacts on people with lung/heart disease”, warns a release from the Ministry of Environment, Forest and Climate Change. “The health impacts may be experienced even during light physical activity.” An AQI below 100 is considered satisfactory, but even that may cause breathing discomfort to sensitive people. GRAP is a series of emergency measures that are put into place by the Commission for Air Quality Management as pollution levels rise to specified measures in the Delhi-NCR – which consists of Delhi and parts of Haryana, Uttar Pradesh and Rajasthan – to prevent the air quality deteriorating even further. GRAP stages There are four stages of GRAP. Stage-IV is the highest. It is implemented when the AQI climbs to more than 450. It requires almost all school classes to be held online even as it is recommended that offices work on half strength. All construction activities even of highways and roads are banned; trucks are prohibited from entering the National Capital Region except if they are carrying essential commodities or running on clean fuels. State governments are urged to consider additional measures such as shutting down non-emergency commercial activities and enforcing odd-even schemes for vehicles. This means that private vehicles with plates ending with odd numbers can operate only on odd dates, while those with even registration numbers can operate on the others. As stage-IV of GRAP goes into effect, the measures required under previous stages remain in place. Stage-I is ordered when the AQI is poor (between 210-300). It involves measures such as the mechanical sweeping of roads and sprinkling water on them to keep the dust from rising. It also bans some kinds of construction and demolition activities. Stage-II is put into place when the AQI is in the “very poor” category (301-400). It entails ensuring uninterrupted power supply to discourage the use of alternate power arrangements such as diesel generator sets that cause pollution and increasing parking fees to discourage private transport. Advertisement Stage-III, implemented when the air quality is in the “severe” category (401-450), directs that all mining and stone crushing activities in the region be shut down, among other actions. Origins of GRAP GRAP has its roots in a list of measures to mitigate air pollution that the Central Pollution Control Board submitted to the Supreme Court in 2016. After they were approved by the Supreme Court, they were notified the next year by the Environment Ministry as the Graded Response Action Plan. The Supreme Court mandated that the Environmental Pollution (Prevention and Control) Authority should implement these measures. In 2021, the Commission for Air Quality Management in NCR and Adjoining Regions was established to ensure “better co-ordination, research, identification and resolution of problems” about air quality, its website says. Advertisement The Environmental Pollution (Prevention and Control) Authority was dissolved and the commission became the single agency tasked with containing air pollution in the National Capital Region. In 2022, the administration of GRAP was modified. Previous versions of GRAP were enforced based on the levels of particulate matter – fine matter in the air that contributes to air pollution. Now, the Air Quality Index, which counts other pollutants too, has become the measure for air pollution and to implement GRAP. The previous versions of GRAP were reactive. After 2022, the air quality management commission made GRAP measures preemptive based on AQI predictions. Why has it not worked? In a piece in Down to Earth, Sunita Narain, the director general of the Centre for Science and Environment, said that GRAP was supposed to be “an emergency alert system”. It laid down urgent steps to be taken when pollution levels peaked. But “it has become the only time we act, which, obviously, is too little and too late”, she noted.