Cse In News

Clean Air & Sustainable Mobility

Delhi hasn’t had a ‘good’ air day in over a year, you may have to wait till 2025

Delhi has not breathed a single ‘good’ air day in the past 443 days, with meteorologists further warning that the national capital was likely to end this year without any ‘clean air’ day. According to the Central Pollution Control Board (CPCB) data, the last time Delhi’s air quality index was in the ‘good’ category was September 2023. The CPCB data shows Delhi’s air quality index (AQI) on 10 September last year was 45—considered ‘good’, shows an analysis by ThePrint. An AQI of 50 or below is considered ‘good’; ‘satisfactory’ when it is between 51 and 100; ‘moderate’ between 101 and 200; and ‘poor’ when it is between 201 and 300. Anything between 301 and 400 is considered ‘very poor’; while it is marked ‘severe’ when AQI is above 400. This year, the cleanest air recording in Delhi was on 13 September, when the AQI touched 52. The AQI on Tuesday was at 343 in the ‘very poor’ category. “We are yet to record a ‘good’ air day, but we have seen that there has been an increase in the number of ‘moderate’ and ‘satisfactory’ days. We will release the annual air quality analysis soon,” a senior CPCB official told ThePrint. Senior CPCB officials said that since it was nearly December, which usually records the worst air days, it was unlikely that Delhi would record a ‘good’ air day this year. Over the last few weeks, the capital has been reeling under one of the worst pollution spells since monitoring began in the region. On November 18, AQI climbed to 494—categorised in the ‘severe plus’ zone. From 13 November onwards, Delhi has recorded a continuous spell of ‘severe’ AQI—barring two days when it marginally improved but still remained only a few notches short of being categorised in the ‘emergency’ zone. Intense pollution days on rise Weather experts pointed out that Delhi’s pollution levels are becoming more intense. While air quality data shows that there has been no significant difference in the average annual AQI recordings, the levels of ultrafine particulate matter or PM2.5—which tends to log into internal organs, causing long-term health problems—are increasing every year. An analysis by the Centre for Science and Environment, an environmental think tank, showed that in 2023, Delhi’s annual average PM2.5 level was 100.9 micrograms per cubic metre (ug/m3). This was two percent higher than in 2022 and six percent higher than in 2020 when the city’s air was exceptionally clean owing to the Covid lockdown. The analysis also showed a similar pattern in the long-term three-year average recordings from five of the oldest air quality monitoring stations in Delhi—ITO, IHBAS, Mandir Marg, Punjabi Bagh and RK Puram. The 2021-23 average was around three percent higher than the 2020-22 period.

Clean Air & Sustainable Mobility

How Delhi Missed The Bus In Bad-Air Fight

Every winter, a greyish haze thickens in the air, with air quality levels reaching hazardous levels. To control the further rise in toxic air quality, several restrictions under Graded Response Action Plan (GRAP) come into effect. Currently, schools are switched to online mode, while there is a ban on construction and demolition activities. There is a restriction on the plying of certain vehicles, including BS-III petrol and BS-IV diesel four-wheelers, non-cleaner inter-state buses from NCR states, entry of trucks, non-cleaner light commercial vehicles registered outside Delhi, and Delhi-registered BS-IV-and-below diesel-operated medium goods vehicles and heavy goods vehicles. While Delhi's transport sector is a major contributor to pollution, experts say not much has been done to strengthen public transport to reduce the number of private vehicles on the road. As per Economic Survey of 2023-24, Delhi has a total stock of 79 lakh vehicles — and it added 6.5 lakh vehicles during 2023-24, according to the VAHAN database. As much as 90.5% of these are two-wheelers and cars. On a daily basis, as many as 1,100 two-wheelers and 500 private cars are registered on average in Delhi, according to an analysis done by Centre for Science and Environment (CSE). Delhi sees the daily entry and exit of approximately 1.1 million vehicles. Emission inventory studies for Delhi done by IIT-Kanpur in 2015, TERI-ARAI in 2018, and SAFAR in 2018 point out that the transport sector's contribution to PM2.5 is 20%, 39%, and 41%, respectively. Private vehicles on roads have increased, but the number of public buses is highly inadequate to meet the city's requirements. Sample this: In 2018, Delhi govt informed Supreme Court that the city requires 11,000 buses to meet its transportation needs. However, Delhi currently has 7,683 buses, including govt-run DTC and cluster bus services. Of these, 3,000 CNG buses are more than 10 years old. Traffic police say that an average of 70 buses, including DTC and cluster, break down in the city every day, causing significant traffic congestion, inconvenience to commuters, and increased pollution levels due to idling vehicles. According to CSE, Delhi has around 45 buses per lakh population (considering 2011 census data) as opposed to the service level benchmark of 60 buses per lakh population specified by ministry of housing and urban affairs. Around 1 lakh three-seater auto-rickshaws ply in the city. Delhi Metro currently has an operational network of 348.418 km with 255 stations and an additional 85.982 km with 63 stations in the pipeline. Though Delhi Metro has been recording an increase in passenger journeys and is one of the most preferred modes of public transport, the lack of proper last-mile connectivity is an issue. Besides, a denser network of DMRC is required for routes connecting outer Delhi areas. Anumita Roychowdhury, executive director, research and advocacy, CSE, said despite several technology solutions implemented to control vehicular emissions, vehicles remained the top contributor among the local sources. "This requires massive scaling up of bus transport and its integration with the metro system with efficient last connectivity. This demands adequate, reliable, affordable, and connected public transport service across all neighbourhoods. This progress needs to be monitorable and verifiable," she said. Amit Bhatt, India managing director, International Council on Clean Transportation (ICCT), said, "To reduce vehicular emissions, we need to look at both the demand and supply sides. There is a need to add more buses, enhance the metro network, and create proper infrastructure for cycling and pedestrian-friendly areas." Another way, Bhatt said, was to restrict the absolute number of vehicles based on successful examples from other countries. "In China, there is a cap on the number of vehicles that can be registered. London has a provision for a congestion tax, while California made it mandatory for vehicle manufacturers to sell a certain percentage of EVs from their total fleet. After Delhi made it mandatory to switch to CNG, the time has come for Delhi to consider a shift to EVs by drawing inspiration from California model and give mandates to manufacturers to sell a portion of their fleet as electric. However, it is also necessary to have proper EV infrastructure at public and private places. For instance, Norway has a provision for the right to charge, and no society, municipal bodies, or others can refuse anyone from charging their vehicles." Former deputy commissioner of transport department Anil Chikara said several studies done in the past stated that 55% of vehicles travelled a distance of up to 5 km, while around 85% of vehicles covered a distance of up to 15 km in Delhi. "The focus should be on reducing the dependency on personal vehicles of those who cover up to 5 km daily. Strengthening the last-mile connectivity can help people switch to public transport," said Chikara. He added that similar to a golf cart, govt should introduce vehicles in the organised sector that could be plied for last-mile connectivity and people could use them on a sharing basis for travelling shorter distances.

Climate Change and Green Economy

Finance COP fails to offer adequate finance to developing countries for climate action

After an extension and over two weeks of intense negotiations, the 29th UN climate change conference or COP29 in Baku finally reached a consensus on a new collective quantified goals (NCQG) on climate finance but disappointed developing countries with only $300 billion per year by 2035 as against a required $1.3 trillion. The Standing Committee on Finance of COP29 last week acknowledged that the nationally determined contributions of developing countries will cost $5.1–6.8 trillion up until 2030, or $455–584 billion per year, and adaptation finance needs are estimated at $215–387 billion annually until 2030. “The NCQG’s heavy reliance on loan-based financing and private capital, with limited emphasis on grants or low-cost mechanisms, risks exacerbating debt burdens for developing countries. This could shift undue responsibility onto these nations, compelling them to seek additional contributions," said Suryaprabha Sadasivan, senior vice president at Chase India, a public policy and advocacy advisory firm. The NCQG refers to finance that is meant to be provided by developed countries to developing countries to help them meet their goals to transition from fossil fuels and curb greenhouse gas emissions. This will cost “trillions of dollars" to developing nations. Developing countries are due to share their new NDCs by early 2025. Experts have raised concerns that the lack of predictable and adequate finance constrains the ability of developing nations to scale up climate ambition. “COP29 comes at the close of a brutal year—a year seared by record temperatures and scarred by climate disaster—all as emissions continue to rise," UN secretary-general António Guterres said in his closing remarks. “Developing countries swamped by debt, pummelled by disasters, and left behind in the renewables revolution, are in desperate need of funds." Onus on developed countries The final draft of NCQG said developed countries must take the lead on climate finance, mobilizing at least $300 billion per year by 2035 for developing countries. It recommended diversifying funding sources to include public and private, bilateral and multilateral and alternative sources. “The COP29 decision on NCQG is the final nail in the coffin of 1.5°C," said Vaibhav Chaturvedi, senior fellow at the Council on Energy, Environment and Water (CEEW). “Accelerating mitigation actions without the required means of implementation is only a fool’s dream." A funding agreement at COP29 was essential to help nations take measures that would keep global temperature rise below 1.5°C of pre-industrial levels. COP29 closed in the wee hours of Sunday, two days beyond its schedule. Despite extended plenary sessions, the summit witnessed a dramatic walkout by developing and vulnerable nations, including India and Cuba. “The NCQG outcome is extremely disappointing; the developed countries have completely let down the Global South," said Sehr Raheja, programme officer, climate change, at the Centre for Science and Environment (CSE). Developing countries voiced their opposition to the NCQG in its present form. “The call by developed countries for ambitious NDCs was heard frequently at this COP, but the means of implementation to enable high ambition in NDCs does not really seem to have matched the needs." Raheja lists a number of reasons as to why the outcome from COP29 has been deemed weak. Among the most pressing issues were the quantum of finance, the lack of goals for mitigation, adaptation, loss and damage, the long timeline of 10 years (2035) and reduced emphasis on grants and grant- equivalent finance. The agreement did say, “All actors to work together to enable the scaling up of financing to developing country Parties for climate action from all public and private sources to at least $1.3 trillion per year by 2035." Identifying alternative fund sources Part of the negotiations this year was to identify alternative sources of climate funding for developing countries, particularly exploring public and private sources. Rich countries, which are primarily responsible for historical climate change, committed in 2009 to providing $100 billion annually by 2020 to developing countries. This pledge, already seen as grossly inadequate, was only fulfilled in 2022, two years behind the deadline. “Current NDCs will require $7 trillion. By 2035, NDCs are to be revised at least twice, so the needs will be much greater. Unlike NDC revisions, there is no provision for revising the $ 300 billion target every five years. This sends a negative signal for raising ambition. It would not be surprising if the collective enhancement in NDC 3.0 ambition by developing countries is only symbolic or absolutely conditional," said Manish Shrivastva, senior fellow, earth science and climate change, at New Delhi-based The Energy and Resources Institute (TERI).

Clean Air & Sustainable Mobility

Calcutta air 'poor' at four sites, people out to enjoy nippy weekend exposed to foul air

Four of the city’s seven air quality monitoring stations recorded “poor” air on Sunday, exposing people out to enjoy a nippy weekend to foul air. The stations that recorded poor air at 10am, 1pm and 4pm are at Ballygunge, Bidhannagar, Fort William and the Victoria Memorial. The stations at Jadavpur, Rabindra Sarobar and Rabindra Bharati University (BT Road campus) recorded “moderate” air. According to the data, PM2.5, a tiny particulate matter 2.5 microns or less in size that can hit any organ, was the prominent pollutant in all seven monitoring stations. According to the Central Pollution Control Board (CPCB), “poor” air causes “breathing discomfort to most people on prolonged exposure” and “moderate” air causes “breathing discomfort to people with lungs, asthma and heart diseases”. Anumita Roy Chowdhury, the executive director of the New Delhi-based Centre for Science and Environment (CSE), said PM2.5 are so tiny that they “break through blood barriers”. “PM2.5 enters the bloodstream after breaking through the barriers. It can then travel to any organ with blood,” said Roy Chowdhury, an air quality management expert. She said automobile exhaust, industrial units, any form of combustion and open burning contribute to the generation of PM2.5. The ultra-small particulates also form from the breakdown of larger particulates such as PM10. “Air pollution is a year-long phenomenon but adverse atmospheric conditions during winter lead to concentration of the pollutants. During summer the air in touch with the ground heats up and rises, dispersing the pollutants. This process slows down during winter, trapping pollutants in the lower levels of the air, the air that we breathe,” said another scientist. A haze hung over the city on Sunday. A woman in her 30s who crossed EM Bypass around noon said the visibility had dropped because of the haze. “During winter, people step out in large numbers on Sundays. They must be concerned about the drop in the air quality,” a scientist said. The National Environmental Engineering Research Institute had in 2017-18 done a source apportionment study for air pollution in Calcutta and Howrah. The report was submitted in 2019. The study found that vehicles contributed 25 per cent of PM2.5 in Calcutta during winter, secondary aerosols contributed 32 per cent, wood combustion 15 per cent and coal burning 9 per cent. In Howrah, vehicles accounted for 31 per cent of PM2.5, secondary aerosols 27 per cent, and wood and coal combustion 11 per cent each. Secondary aerosols, also called secondary particles, are pollutants that are formed when gases produced by human activities or naturally react in the air. Last year, the state pollution control board hired The Energy and Resources Institute to conduct a fresh source apportionment study. A board official said the report is expected next year. Guidelines issued by the Central Pollution Control Board say citizens can help improve the air quality of a place by maintaining vehicles properly, following lane discipline, abiding by the speed limit and avoiding prolonged idling of engines. The guidelines also urge people to use small cars instead of SUVs when the air quality drops to “very poor” or “severe”.

Solid Waste Management and Circular Economy

Global meet set to begin final negotiations on a treaty to end plastic pollution

As the world gets ready to meet in Busan, South Korea next week for the fifth Intergovernmental Negotiating Committee session (INC 5) on ending plastic pollution, India could lead the world towards the development of a global criteria for single-use plastics ban, say researchers from Centre for Science and Environment (CSE) who have closely followed the negotiations through the years. In March 2022, the world had come together to agree on a ground-breaking United Nations Environment Assembly (UNEA) resolution 5/14 to “End Plastic Pollution”. The resolution mandated the creation of the INC to arrive at a legally binding instrument. After four rounds of negotiations in Punte Del Este, Paris, Nairobi and Ottawa, this fifth and final round of negotiations in Busan — between November 25 and December 1, 2024 – is where the member states are expected to try and build consensus on a host of issues related to plastic pollution. According to the UNEP, problematic, unnecessary and avoidable (single-use) plastics represent 36 per cent of the plastic production in the world. Of this, an estimated 85 per cent is mismanaged – which means they end up in the environment and pollute it. Says Sunita Narain, director general, CSE: “141 countries across the globe have banned or restricted some form of plastic products, indicating a high willingness among member states to take action. However, inconsistencies in regulations across countries or provinces and states have rendered the implementation of these bans more challenging than anticipated.” India introduced a resolution in UNEA 4, aimed at “ending single-use plastic product pollution.” Says Atin Biswas, programme director, Solid Waste Management and Circular Economy, CSE: “The country is positioning itself as a leader in efforts to eliminate single-use plastics at both regional and national levels.” In 2019, the Government of India had developed a criteria-based framework to identify problematic and unnecessary single-use plastic products. A total of 40 single-use plastic products, including carry bags, small plastic bottles, intravenous (saline) bottles and tea bags were evaluated using this criteria-based method – which was then used to phase out 19 single-use plastic items that were banned from production, stocking, distribution, sale, and use from the Indian market. Adds Biswas: “The criteria developed by India, guided by its ministry of chemicals and fertilisers, along with support and inputs from other member states advocating for a global criteria-based approach, can serve as a foundation for creating a comprehensive, logical, and science-based global framework for problematic, unnecessary, and avoidable plastic products including single-use plastic products.” At the INC meetings, a criteria-based approach has been advocated by many countries. “Overall, the idea of developing and embracing global criteria for problematic, unnecessary, or avoidable plastic products under the international legally binding instrument on plastic pollution enjoys support from at least 70 member states,” says Siddharth G Singh, programme manager, Solid Waste Management and Circular Economy, CSE. CSE’s analysis of the existing Indian criteria for problematic and mismanaged single-use plastic and those proposed in the Report of the Co-Chairs of the ‘Ad hoc intersessional open-ended expert group’ reveals significant alignments and overlaps between India’s national ban framework and the global ban proposals from these countries. Says Singh: “Commonalities include criteria such as littering propensity, environmental impact, recyclability, essentiality, collectability, and availability of alternatives. India’s approach additionally considers aspects like product safety and social and economic impacts.” The third version of the INC Chair’s non-paper notes that Article 3 on Plastic Products (and Chemicals) of Concern could incorporate criteria for identifying specific (short-lived and single-use) plastic products. It also outlines a proposed process or framework for the Conference of Parties (COP) to identify additional plastic products subject to regulation and establish a process for reviewing the list. Harmonisation and creating a level playing field for businesses would be a step to avoid unnecessary economic costs. Says Narain: “The significant alignments indicate that the groundwork for global consensus is already in place. By building on these shared principles and drawing from successful national models, the international community can establish a cohesive, science-driven approach to ensure global consistency in tackling problematic, unnecessary and avoidable single-use plastic products.”

Clean Air & Sustainable Mobility

How Delhi missed the bus in bad-air fight

Solid Waste Management and Circular Economy

In Busan the World Needs to Choose Planet Over Plastics

This week, numerous experts from international Geneva have joined negotiators in Busan, Republic of Korea, for the fifth meeting of the Intergovernmental Negotiating Committee to develop an international legally binding instrument on plastic pollution, including in the marine environment (INC-5). Member States are expected to agree at this session, scheduled to conclude on Sunday 1 December, on the final text of the future plastics treaty, marking a turning point in how plastic is produced, consumed and disposed. While the negotiations have formally started this Monday, Member States and stakeholders have been busy in the past days attending preparatory meetings and a march in support of a strong treaty. In his video message, the UN Secretary General insisted that Member States have a historic opportunity to start building a world free of plastic pollution and waste, they must deliver a treaty that is ambitious, credible and just. → Follow the negotiation on UN TV, through the IISD Earth Negotiations Bulletin daily coverage, or the Global Plastics Diplomacy Briefing daily wraps and learn more about the role of Geneva and other resources, news, parallel and side events, on our dedicated page Road to Busan | Plastic Pollution INC-5. At INC-5, negotiators have to decide whether to accept the INC Chair’s Third Non-Paper as the basis for negotiations. The non-paper presents treaty text on elements States have expressed sufficient convergence on, while unresolved elements among States remain to be further discussed during negotiations. The approach proposed by the Chair H.E. Amb. Vayas aims to make the best use of the remaining time left in the negotiations. Last week, the Chair released a new Note providing further detail relevant to the organization of work at INC-5 (UNEP/PP/INC.5/7), including on the establishment of contact groups, in-session documentation, and the schedule of work for the first three days of the session. → Access all INC-5 documents. Well before the adoption of the UN Environment Assembly (UNEA) resolution 5/14 mandating the establishment of the instrument, international Geneva has brought forward discussions on the need for ambitious action on plastic pollution, contributing with its knowledge in areas such as chemicals, health, trade, finance, green economy and more. The Geneva Beat Plastic Pollution Dialogues have offered the space for conversations to turn into synergetic action. → Read last week’s newsletter for a recap of the dialogues that took place on the Road to Busan, stressing that we cannot say we didn’t know, we cannot say we can’t act. Recent news and resources include: Plastics counteract the ability of Antarctic krill to promote the blue carbon pathway in the deep ocean | C. Manno, I. Corsi, E. Rowlands et al. | Marine Pollution Bulletin | December 2024 Greenpeace, WWF, Break Free from Plastic deliver almost 3 million signatures demanding strong Global Plastics Treaty | 24 November 2024 At least 1,500 March in Busan Demanding Cuts in Plastic Production as Global Treaty Talks Reach Final Stage | Break Free From Plastic | 23 November 2024 Why South Korea’s Leadership Is Critical for a Successful Global Plastics Treaty | The Diplomat | 23 November 2024 Information submitted by the World Health Organization | Ensuring the integration of health aspects within the international legally binding instrument on plastic pollution, including in the marine environment | 22 November 2024 Busan EPPIC convening sparks progress on plastic pollution lifecycle solutions, celebrates first year with over 100 members | IUCN | 22 November 2024 84% of people across ten countries support cuts to plastic production | Break Free From Plastic | 22 November 2024 Plastic pollution a global threat to human rights, say UN experts | OHCHR | 21 November 2024 Moment of Truth: Will INC-5 Deliver the Plastics Treaty the World Needs? | Andrés Del Castillo & Lindsey Jurca Durland | CIEL | 20 November 2024 Five firms in plastic pollution alliance ‘made 1,000 times more plastic than they cleaned up’ | The Guardian | 20 November 2024 What to Expect at Plastics INC-5 | IISD | 18 November 2024 Open Letter: The Importance of Consumer Information in the Intergovernmental Negotiating Committee on Plastics Pollution | One Planet Network, Adelphi and HEJSupport | 18 November 2024 Streamlined Comparison of the Third Non-Paper and Compilation Draft Text of the Future Plastics Treaty | CIEL | 18 November 2024 Global Plastic Treaty Negotiations Country Positions | Centre for Science and the Environment India | 18 November 2024 The Global Commitment 2024 | Ellen MacArthur Foundation & UNEP | 18 November 2024 The US no longer supports capping plastic production in UN treaty | GRIST | 18 November 2024 Preventing Corporate Capture: Democratic Legitimacy and the Global Plastics Treaty | Rob Ralston, Bethanie Carney Almroth, Rachel Radvany, Dharmesh Shah, Mengjiao Wang and Juressa Lee | SSRN | 15 November 2024 Global Plastics AI Policy Tool | Benioff Ocean Science Laboratory at University of California Santa Barbara and Eric and Wendy Schmidt Center for Data Science & Environment at University of California Berkeley

Clean Air & Sustainable Mobility

Delhi chokes with just 32% clean air funds being utilised, progress remains sluggish

Delhi witnessed its worst air quality in five years on Monday, with the Air Quality Index (AQI) hitting a staggering 494, rivaling its most polluted day in 2019. The alarming figures put a spotlight on the National Clean Air Programme (NCAP), launched in 2019, which aimed to cut PM10 levels by 40% (from 2017 levels) or meet national air quality standards by 2026. But the numbers tell a grim story. Delhi has utilised just 32% of its allocated NCAP funds of Rs 42.69 crore, leaving a whopping Rs 29.15 crore untouched. This places the capital among the bottom five of 19 identified “non-attainment cities.” Cities like Noida and Faridabad, while faring worse in fund utilisation, have made some progress, yet remain far from hitting their targets, says a report in The Indian Express. So, what’s holding Delhi back? Officials from the Delhi Pollution Control Committee (DPCC) pointed to bureaucratic delays. A standing committee in the Municipal Corporation of Delhi (MCD), crucial for approving proposals above Rs 5 crore, is yet to be formed. This bottleneck has stalled key projects like pavement work, traffic corridor greening, and dust control measures. “This lower percentage is primarily due to delays in forming a standing committee in the MCD. Once established, this committee is expected to accelerate fund utilisation for various planned activities such as end-to-end pavement of roads, greening of traffic corridors, projects, and dust-control measures etc. under NCAP,” said a DPCC official, The Indian Express reported. Delhi’s neighbouring city, Ghaziabad stands out with an 80% fund utilisation rate. But even there, reducing PM10 levels by the required 57% remains a Herculean task. At the other end of the spectrum is Noida, which has used just 11% of its funds. The Centre’s recent submission to the National Green Tribunal shows that Delhi and several NCR cities are only halfway toward achieving NCAP targets. What’s worse, key tools like source apportionment studies — critical to identifying major pollution sources — are still pending in cities like Noida and Faridabad. Critics argue that the current focus on dust mitigation under NCAP diverts attention from industrial and vehicular pollution, which are major contributors to PM10 levels. The Centre for Science and Environment (CSE) highlighted earlier this year that performance-linked funding disproportionately favours dust control while leaving major combustion sources underfunded. With Delhi’s air quality teetering between “very poor” and “severe” levels since the start of November, these inefficiencies highlight the urgent need for a course correction. Until then, the city and its residents are left gasping for breath.

Clean Air & Sustainable Mobility

What can Commission for Air Quality Management do to improve Delhi air?

The story so far: Air pollution in Delhi has been in the ‘severe’ and ‘severe plus’ category for the most part of the last 10 days. This week, the Supreme Court pulled up the Commission for Air Quality Management (CAQM), the government’s monitoring agency, on its inadequate pollution control response. What is the CAQM? The CAQM in the National Capital Region (NCR) and adjoining areas came into existence through an ordinance in 2020, which was later replaced by an Act of Parliament in 2021. The CAQM was set up for better coordination, research, identification and resolution of problems surrounding air quality and connected issues. It initially had 15 members, comprising officials, past and present, of the environment ministry and other departments of the Union government, as well as officials of various State governments, and representatives from NGOs and other agencies. The CAQM is now headed by Rajesh Verma and there are 27 members. The CAQM replaced the EPCA (Environmental Pollution (Prevention and Control) Authority), which was formed in 1998 by the Supreme Court. However, the EPCA was not backed by a statute and experts had raised the issue that it lacked the teeth to act against authorities which did not follow its orders. Despite that drawback, it was under the EPCA that many of the measures being followed by the CAQM started, including the Graded Response Action Plan or GRAP, a list of temporary emergency measures to control air pollution. What are the powers of CAQM? Under the Commission for Air Quality Management in National Capital Region and Adjoining Areas Act, 2021, the CAQM was given the power to take all measures, issue directions and entertain complaints, as it deems necessary, for the purpose of protecting and improving the quality of air in the NCR and adjoining areas. Under Section 14 of the Act, the CAQM can initiate stringent actions against officers for not following its orders. Why did the SC pull up the CAQM? Over the years, the Supreme Court which has been hearing an ongoing case on air pollution, has pulled up different governments and agencies for their laxity. On September 27, Justice A.S. Oka and Justice Augustine George Masih orally observed about CAQM: “Like pollution, your directions are in the air.” The court was referring to various stakeholders not following the CAQM’s orders despite specific provisions under the 2021 Act. “There has been total non-compliance of the Act. Please show us a single direction issued to any stakeholder under the Act... We are of the view that though the Commission has taken steps, it needs to be more active. The Commission must ensure that its efforts and directions issued actually translate into reducing the problem of pollution,” the Bench observed. On November 18, the Supreme Court slammed the CAQM for delayed action while directing stringent curbs under Stage IV of the GRAP and noted that rather than taking pre-emptive action to contain air pollution, it waited in vain for the air to improve. Stage IV is the highest level of restrictions under GRAP, and according to the CAQM’s rules, it is supposed to be implemented when the air quality category is likely to fall to ‘severe plus’, and is likely to remain in that level for three or more days. The court pulled up the CAQM for delaying implementation of curbs though the AQI had slipped to the ‘severe plus’ category. Is the CAQM to blame for Delhi’s pollution? Though the CAQM makes plans and coordinates with different agencies, it is the agencies that have to implement them on the ground. An official of the CAQM said the commission has improved coordination and planning. “For example, though the paddy stubble burning, which is a source of severe pollution, happens in October-November, we start meeting State officials from February and continue talks till the season is over,” the member said. The CAQM had also coordinated with Punjab and Haryana to prepare action plans for controlling stubble burning in 2022 and it is updated every year. About challenges that the commission faces, the official said, “Over the years, though we were looking at different sources of pollution and trying to control them, our main focus was on controlling stubble burning. But from now onwards, we will try to focus on multiple areas. We will be putting more energy and time on controlling dust and vehicular pollution too.” Anumita Roychowdhury, executive director, Centre for Science and Environment, said that the decision to impose GRAP should be taken proactively by the CAQM. Pollution forecasting methods have to be more accurate, she added. About CAQM being pulled up by the court for not making sure that the commission’s orders are not followed, she said that before taking action on officers, the CAQM should work with different State governments to work out the specific time bound targets to be achieved in different sectors. “Then identify gaps in actions and ensure proper strategy development, and resource allocation have been done and accordingly track implementation. If the action is still not on track then the action can be taken. But it is more important to focus on enabling action at ground level,” she said.

Director General Office

King Charles official foreign tour of Indian subcontinent 'encouraging' sign after cancer treatment

Atrip to the Indian subcontinent could be on the cards for the King, providing a much-needed lift after his battle with cancer. The tour might also mark a return to his postponed visits to India, Bangladesh, and Pakistan following the Queen's passing in September 2022. Downing Street is reportedly drafting plans for Charles and Camilla to spearhead a charm offensive as the UK seeks stronger economic ties post-Brexit. A source revealed: "It's hugely encouraging to be able to make such plans for the King and Queen given the year the monarch has had, but it's very much full steam ahead. A tour of the Indian subcontinent is in the offing, which will be of huge political and cultural significance for Britain on the world stage. The King and Queen are the perfect ambassadors at such a time." Foreign Office officials have been greenlit to discuss potential Royal visits, with tours of India, Pakistan, and Bangladesh now being considered. Indian PM Narendra Modi, after the cancellation of the prior visit, is keen to welcome the King and Queen Camilla. However, the burgeoning friendship between Modi and Russian President Vladimir Putin raises concerns, following their meeting at the BRICS summit and recent commendations of Russia's "strategic partnership" with India by Putin. Mr Modi has maintained that the conflict in Ukraine should be "ended peacefully". During his tenure as Prince of Wales, Charles, accompanied by Camilla, visited Pakistan in 2006 for a week-long trip, reports the Mirror. He expressed to well-wishers: "It has taken me very nearly 58 years to reach you and it's not from want of trying, I can tell you." The Royal couple returned to Pakistan in 2019 to strengthen bilateral relations. In November of the same year, Charles embarked on his 10th official visit to India, with a focus on climate change, sustainability, and social finance. His itinerary included a stop at the Meteorological Department in New Delhi, a ride in an electric rickshaw, and a meeting with environmentalist Sunita Narain. Last month, the King and Queen Consort enjoyed a spa break in India following their tour of Australia and Samoa. Sources suggest Charles is keen to make an official visit to India as monarch. Palace officials reported last month that he is ready to resume a full schedule of overseas tours after finding the Australian and Samoan trip to be the "perfect tonic". The Mirror disclosed recently that the Royal couple is gearing up for a spring tour to Italy as efforts to fortify European ties continue. With Italy celebrating a holy Jubilee year in 2025, starting on Christmas Eve and concluding on Epiphany 2026, there is speculation about a potential meeting between the royals and the Pope.

Director General Office

Stop waiting for miracles

It’s that time of the year again when Delhi and its neighbouring regions brace for an annual apocalypse. Temperatures are dropping, and as the wind slows, pollutants already present in the atmosphere will settle closer to the ground. We won’t be able to breathe. All we can do is hope and pray for divine intervention — for the gods of wind and rain to show mercy. Because, let’s face it, despite all these years, we’ve done next to nothing to combat pollution effectively. The Graded Response Action Plan (GRAP) was supposed to be an emergency alert system to tackle pollution spikes with immediate measures. But what do we actually do? Wait until the situation becomes unbearable, and then take half-hearted actions, that are too little, too late. Now we’re hearing that the government will play god, using cloud seeding to create artificial rain and wash away the pollutants. But we know this: moisture traps pollutants, often worsening the problem. So, let’s cut to the chase. How do we reclaim the benefits of pollution control? First, a quick recap of what’s been done so far. This story starts in the 1990s, when the Centre for Science and Environment (CSE) released its report, ‘Slow Murder’, proposing an action plan. The main culprits behind pollution (and this shouldn’t surprise anyone) were vehicles, poor fuel quality and lax emission standards. In the late 1990s, the Supreme Court intervened, mandating cleaner fuel, stricter emission standards (the foundation of Bharat Stage 1, 2, 3, 4, and now 6 norms), and a boost in public transport. In 1998, the apex court ordered 11,000 buses to hit Delhi’s roads. Over 16 years later, the city hasn’t even achieved half that number. But let’s park that discussion for now. Compressed Natural Gas (CNG) emerged as a leapfrog solution — a stopgap while petrol and diesel quality took another decade to improve. CNG brought immediate relief and was a game-changer at the time. Anyone who lived in Delhi in the early 2000s can tell you how controversial this decision was. But it worked. Now, as we stand on the cusp of the electric vehicle revolution, the shift to CNG offers vital lessons. The tech challenge Back then, no country had adopted CNG for vehicles at the scale Delhi proposed. Affordability was another issue. Policies had to guide technological innovation — designing safety standards and bus prototypes, for instance. Financial incentives helped phase out old buses and auto-rick-shaws in favour of CNG models. The implementation challenge This wasn’t about rolling out a few CNG buses. The court ordered a complete transition within two to three years. Coordination and swift decision-making were crucial. Today, Delhi boasts an ambitious e-bus plan. But it’s crawling along, failing to match the explosive rise in private vehicle ownership. In 2023, the number of private vehicles registered in Delhi doubled compared to the previous year. Despite rising petrol and diesel prices eating into household budgets, the surge in private cars chokes not only the roads but also every investment in infrastructure, technology and cleaner fuel. Meanwhile, countless old vehicles still spew pollutants unchecked. The math is simple: even if new vehicles are cleaner, their sheer numbers negate any benefits. The second culprit: dirty fuels From kitchen stoves to factories and thermal power plants, the fuels we burn — primarily biomass or coal — are the second major source of pollution. The Supreme Court banned the dirtiest fuel, petcoke, while Delhi government prohibited coal usage, later extending the ban across the National Capital Region. Thermal power plants were supposed to clean up or shut down. Yet, progress here has been sluggish. The CNG shift taught us that bans only work when people have alternatives. When diesel buses were scrapped, CNG supplies had to be reliable and affordable. Similarly, fiscal policies ensured that clean fuel remained cheaper than its dirtier counterpart. Now, while coal is banned, the high cost of natural gas is driving industries to the brink of non-competitiveness. This is a recipe for failure. The way forward There’s so much more to say, and I promise to keep speaking up about this. But here’s the crux: clean air requires year-round effort. It demands collective action on a massive scale. Let’s stop waiting for miracles. It’s time to act — and act decisively.

Clean Air & Sustainable Mobility

India needs to start thinking of air pollution as a glocal problem

Last week at COP29 in Baku, world leaders pledged to reduce emissions to tackle climate change, yet just miles away in India’s Indo-Gangetic plain, air quality plummeted. This underscores a dual crisis: an environmental emergency and a public health catastrophe, costing India over a million lives and 1.6%-1.8% of its GDP annually. Globally, 9 in 10 people breathe air that fails to meet WHO standards. For India, the critical challenge is advancing development while mitigating the impacts of air pollution. The solution lies in science-based actions, inspired by global successes and tailored to India’s unique needs. You can’t fix what you can’t measure Identifying pollution sources is essential for effective solutions. Research from the Centre for Science and Environment (CSE) pinpoints key culprits: vehicular emissions, industrial pollution, crop burning, and construction dust. Countries like the UAE and the US use emission inventories to track pollutants; Beijing’s Clean Air Action Plan cut PM2.5 levels by 35% in just five years. India’s National Clean Air Programme (NCAP) aims for a 40% reduction in PM 2.5 and 10 levels by 2026. We need stronger data (pollutants and emissions at source), clear regulations, ambitious targets and accountability to drive real change. Air pollution is a ‘glocal’ problem—global in reach but local in solutions. So, what are the strategies we can adopt? 1. Greening Urban Mobility: India’s transportation sector accounts for 2.9 billion tonnes of carbon dioxide (CO2) emissions. Lessons from Norway, where 54% of new cars are electric, and Copenhagen, with 62% cycling daily, show the way. India’s EV sales surged 42% in FY24, but more must be done — expand the FAME scheme, incentivise EV adoption, and ramp up public transport and cycling infrastructure. 2. Cleaner Industry and Energy: Industrial pollution contributes 30-35% of India’s CO2 emissions, with coal power plants responsible for 60% of this. China’s ‘War on Pollution’ reduced urban emissions by 40% by shifting to renewables and enforcing stricter pollution controls. India must phase out coal, retrofit factories, and empower regulators to enforce standards. 3. Agriculture and Stubble Burning: Stubble burning releases harmful pollutants like CO2, CO, and particulate matter. In India, it contributes to 149 million tons of CO2 annually. In Argentina, Brazil, and Bolivia, large agribusinesses have shifted to no-burn methods and residue management techniques like mulching and the use of biochar. This success was driven by a combination of stringent environmental regulations and farmer subsidies. India must incentivise farmers to adopt clean technologies (developed by ICAR and others), expanding crop residue management schemes. 4. Citizen Power: Clean air requires collective action. India’s SAFAR platform offers real-time air quality updates, empowering citizens. South Korea has taken this further with ‘citizen inspectors’ and drones to monitor pollution. India must innovate, creating participatory platforms where citizens become changemakers in the fight for cleaner air. 5. Sustainable Financing: Global funding for air pollution is limited, with less than 1% of international climate finance allocated to it between 2015 and 2021. However, the Indian govt allocated Rs 948 crore to pollution control in the 2023-24 Union Budget, a 64% increase from the previous year. We need to ensure these funds are used effectively, leveraging innovative financing models like green bonds to support public transport, urban greening, and renewable energy projects. The World Bank has committed $1.5B for the Indo-Gangetic plain states and the UP cabinet has just approved setting up of a Clean Air Management Authority which aims to reduce PM 2.5 to < 45 ug/cu.m in five years. 6. Clean Energy for Cooking, Heating: Over 76% of Indian households have access to LPG, but many still rely on traditional cooking methods. The Ujjwala scheme has connected over 8 crore households to cleaner cooking fuels, but we must continue expanding access, learning from programs like Mexico’s solar cooking and Kenya’s clean cookstoves. 7. Forests as Our Saviours: Between 2001 and 2022, India lost 2.1 million hectares of forest, releasing 1.56 gigatons of CO2. But forests can be powerful allies in the fight against pollution. China’s ‘Great Green Wall’ and Costa Rica’s reforestation programs offer valuable lessons. India’s efforts, such as its Green India Mission and CAMPA (Compensatory Afforestation), could adopt these strategies, combining community-driven efforts with technology to track forest health and carbon sequestration. Air pollution costs the world 1.2 billion workdays and $8.1 trillion in health damages annually—6.1% of global GDP. It’s time to treat clean air not just as an environmental or health issue but as an economic asset. With countries in the Indo-Gangetic plain working towards an AQI target of 35 by 2035, India can lead the way. The time is now for parliamentarians, policymakers, civil society, academia, and the private sector to unite in this mission. Swaminathan is former chief scientist at WHO and co-chair, ‘Our Common Air’, a global commission working to catalyse clean air action

Climate Change and Green Economy

Cop29 summit: Decision awaited on funding package for poorer nations

Negotiators will soon decide whether to accept a proposed 300 billion dollar package for poorer nations to curb and adapt to climate change — a plan hammered out early on Sunday by the head of fractured United Nations climate talks. The deal to be presented to nations of “at least 300 billion dollars by 2035” is a compromise between the 1.3 trillion a year developing countries seek to adapt to climate change and wean off fossil fuels and the current 100 billion amount. Evans Njewa, the chairman of the Least Developed Countries negotiating bloc of nearly 50 countries, would not comment specifically on the latest figure but said “it’s a good value and we hope we can do better”. The latest figure appears to be something that Fiji can live with, its delegation chief Biman Prasad told The Associated Press. “Everybody is committed to having an agreement,” Mr Prasad said. “They are not necessarily happy about everything, but the bottom line is everybody wants a good agreement.” “While wealthy, polluting countries should have committed to a higher amount, this is a floor not a ceiling. The pressure to increase funding will only grow over time,” said Manish Bapta, president of the Natural Resources Defence Council. “This is not only the right thing to do morally — it is critical for humanity’s survival and prosperity.” But not everyone was happy. “The global North has abandoned the global South,” Avantika Goswami of New Delhi-based Centre for Science and Environment said. “This was the last remaining window for the North to step up, pay its fair share, and restore some semblance of trust in the multilateral process. They have failed,” Ms Goswami said. Mohamed Adow, of the think tank Power Shift Africa, said the summit “has been a disaster for the developing world”. “It’s a betrayal of both people and planet, by wealthy countries who claim to take climate change seriously,” he said. Panama’s Juan Carlos Monterrey called it “unacceptable” in a post on X, saying “the text is detrimental to our future and the qualified goal is still very low.” Earlier on Saturday, negotiators went from one big room where everyone tried to hash out a deal together into several separate huddles of upset nations.

Climate Change and Green Economy

A $300B a year deal for climate cash at UN summit sparks outrage for some and hope for others

United Nations climate talks adopted a deal to inject at least $300 billion annually in humanity's fight against climate change, aimed at helping developing nations cope with the ravages of global warming in tense negotiations. But not everyone was happy. ''The Global North has abandoned the Global South," Avantika Goswami of New Delhi-based Centre for Science and Environment ...

Clean Air & Sustainable Mobility

Solutions beyond subsidies

As the air quality index (AQI) in Delhi-NCR spirals into hazardous levels each winter, the agricultural belt of Punjab, Haryana, and Uttar Pradesh continues to see thousands of stubble-burning cases each year, primarily after the kharif paddy harvest. On November 18, 2024, Punjab recorded 1,251 farm fires daily, raising the state’s cumulative to 9,655 cases this season. This marks a slight improvement from previous years, yet far from eliminating the problem. In contrast, Haryana reported a record low of 1,179 cases, attributed to better policy implementation and adoption of alternatives. However, air quality remains largely unaffected. A report by the Centre for Science and Environment (CSE) highlights how multiple sources—vehicular emissions, industrial activities, and domestic cooking—significantly contribute to pollution in Delhi NCR, often outpacing stubble burning. Yet, the visual impact of farm fires, visible from satellite data, places them at the forefront of public and political scrutiny every year. On November 17, it contributed 37.5 per cent of Delhi’s PM2.5 levels, the highest contribution of the season

Clean Air & Sustainable Mobility

Shifting capital no solution

elhi is turning into a gas chamber with the air quality index hitting the hazardous 400-500 ‘severe plus’ category. Schools have been shifted to online mode, companies forced to announce work-from-home for their employees, and vehicles face restrictions. Vivek Chattopadhyay, Principal Programme Manager, Centre for Science and Environment (CSE) talks to Surya S Pillai of The Statesman about the wider impact of air pollution, lack of political will to curb the menace and how health cost estimation is missing from the conversation surrounding the issue. Q. Pollution is a crisis at many levels, be it the physical health, financial loss, or the overburdened medical infrastructure. How are we, as a nation, failing to deal with this apocalypse?