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PM-KUSUM योजना को पुनः अंशांकन की आवश्यकता

वर्ष 2019 में शुरू की गई प्रधानमंत्री किसान ऊर्जा एवं उत्थान महाभियान (पीएम कुसुम योजना) का एक सराहनीय उद्देश्य है: भारत में कृषि को सौर ऊर्जा से संचालित करना। लेकिन अपनी शुरुआत के छह वर्षों में, इस योजना ने अपने लक्ष्यों का केवल लगभग 30 प्रतिशत ही हासिल किया है। इसकी समय-सीमा वर्ष - 2026 - तेजी से नजदीक आ रही है, क्या यह शेष लक्ष्य को भी हासिल कर पाएगी? सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) की एक नई रिपोर्ट, जो विशेष रूप से योजना के जमीनी क्रियान्वयन पर किसानों के दृष्टिकोण से डेटा और जानकारी एकत्र करने पर केंद्रित है, ने पीएम-कुसुम को अपने लक्ष्यों को प्राप्त करने में मदद करने के लिए एक रोडमैप पेश किया है। पीएम कुसुम योजना के कार्यान्वयन की चुनौतियां: चयनित भारतीय राज्यों से केस स्टडीज शीर्षक वाली रिपोर्ट आज यहां सीएसई द्वारा आयोजित एक वेबिनार में जारी की गई। सीएसई के औद्योगिक प्रदूषण और नवीकरणीय ऊर्जा के कार्यक्रम निदेशक निवित कुमार यादव के अनुसार, इस योजना को तीन घटकों में विभाजित किया गया है, जिसमें (ए) बंजर भूमि पर मिनी ग्रिड की स्थापना, (बी) डीजल जल पंपों को बदलने के लिए ऑफ-ग्रिड सौर जल पंपों की स्थापना, और (सी) बिजली के पानी के पंपों को बदलने के लिए ऑन-ग्रिड सौर जल पंपों की स्थापना और कृषि फीडर सोलराइजेशन के लिए मिनी ग्रिड की स्थापना पर ध्यान केंद्रित किया गया है। अधिकांश कार्यान्वयन घटक बी के तहत हुआ है, जिसमें हरियाणा, राजस्थान, महाराष्ट्र और उत्तर प्रदेश शीर्ष प्रदर्शन करने वाले राज्यों में से हैं। घटक ए और सी में न्यूनतम कार्यान्वयन देखा गया है। हरियाणा के सोनीपत जिले के अटेरना गाँव से पीएम-कुसुम योजना का एक लाभार्थी, जो कहता है: “सौर जल पंप ने खेती की गतिविधियों को आसान बना दिया है हमारी ज़मीन पर सोलर वाटर पंप लगने का मतलब है कि अब हमें बिजली कटौती के डर के बिना दिन में अपनी ज़मीन की सिंचाई करने की आज़ादी है।” डीजल या बिजली के पंपों से सौर ऊर्जा से चलने वाले पंपों पर जाने वाले किसानों ने इसे लाभदायक पाया है, लेकिन केवल तभी जब उन्होंने जो पंप लगाए हैं वे सही आकार के हों - रिपोर्ट कहती है कि हरियाणा के किसान डीजल वाटर पंपों से सोलर वेरिएंट पर स्विच करने के बाद प्रति वर्ष 55,000 रुपये तक बचा रहे हैं।

On-road pollution by Delhi vehicles exceeds emission limits: Study

Your vehicle, despite passing PUC tests, is likely emitting more pollutants than the emission standard while running on the road, reveals a new study. Vehicles, including those under the latest BS VI norms, emit much more in real-world operations as compared to type-approval (laboratory) limits, says a new study by International Council on Clean Transportation (ICCT). The non-profit agency analysed pollutants like carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), and UV smoke (particulate matter) emitted by 1.1 lakh vehicles using remote sensing technology at 20 locations in Delhi and Gurgaon. It found commercial vehicles were far more polluting than private ones. BS VI taxi (CNG) and light goods vehicles fleets emit 2.4 and 5 times more NOx than their private car counterparts fuelled by petrol, diesel and CNG. The study challenges the notion that vehicles fuelled by compressed natural gas (CNG) are a “clean” transportation alternative. The real-world NOx emissions of the BS VI CNG fleet for three-wheelers, private cars, taxis, LGVs class I, LGVs class II, and buses were found to be 3.2 times, 2 times, 4 times, 4.9 times, 14.2 times, and 1.5 times higher, respectively, than type-approval limits. Atype approval certificate is given to a vehicle manufacturer after it meets technical, safety and other requirements and is allowed to be sold in the markets. The study was part of the Real Urban Emissions (TRUE) Initiative, conducted in collaboration with authorities in Delhi and Gurgaon.It stated that India’s strategy of leapfrogging from BS IV to BS VI emission standards led to significant reductions in tailpipe emissions across all pollutants measured and vehicle types captured. For instance, real-world NOx emissions from private cars showed areduction of 81% and emissions from buses showed a reduction of nearly 95%. However, despite this improvement, real-world emissions from BS VI vehicles in many cases remain higher than type-approval limits, particularly for NOx. Since vehicles are a major source of air within Delhi, the study highlighted gaps in pollution under control (PUC) certificates, which miss out on key pollutants like NOx and PM and do not capture real-world emissions and idle-state tests. The study recommends PUC could be complemented with real-world technologies like remote sensing. Kolkata is the only city in the country which is using it since 2009. Amit Bhatt, India managing director ICCT, said it’s time to reimagine our emissions testing regime and aggressively push for the adoption of zero-emission vehicles (ZEVs). “For the first time in India, we have collected significant emissions data from vehicles on the road and what impacts our air quality is not the laboratory emissions, but the pollutants released by these vehicles while on the road,” said Bhatt. Anirudh Narla, researcher at ICCT India, said remote sensing technology can nonintrusively screen tailpipe emissions from vehicles on a mass scale under real-world operations and aid in identify ing highly polluting vehicles. The report recommends finalising and publishing the Automotive Industry Standard (AIS) 170, which will set the required technical parameters for remote sensing devices and provide authorities with the proper resources to measure vehicle exhaust in real-time. Sheila Watson, FIA Foundation deputy director, said, “This important research clearly shows India and the rest of the world that CNG is not the clean alternative fuel which was promised.” Anumita Roychowdhury, executive director, research and advocacy, Centre for Science and Environment, said remote sensing as an on-road surveillance method can not only help identify and weed out the worst emitters but also help understand emissions performance of different technologies and fuels. “This shows that while the CNG transition has helped cut toxic particulate emissions from diesel vehicles during the early years, NOx emissions from on-road CNG vehicles without adequate controls can be high. This builds a case for the next big transition to electrification to make tailpipe emissions not cleaner but zero,” she added.

Vehicles may be polluting more than y despite passing PUC tests

Despite passing Pollution Under Control (PUC) tes roads are likely emitting more pollutants than thei TOI reported citing a new study by the Internation Transportation (ICCT). The study reveals that even vehicles adhering to th significantly higher emissions in real-world condit settings. The ICCT's analysis used remote sensing technology to measure pollutants such as carb hydrocarbons (HC), nitrogen oxides (NOx), and particulate matter from 1.1 lakh vehicles and Gurgaon. The findings highlighted that commercial vehicles contribute more to pollution than priv CNG taxis and light goods vehicles emitting 2.4 and 5 times more NOx, respectively, than The study challenges the perception of compressed natural gas (CNG) as a “clean” alternat the real-world NOx emissions of BS VI CNG vehicles, including three-wheelers, private ca multiple times higher than the type-approval limits, which are based on laboratory tests. Type approval certificates are granted to vehicle manufacturers once their vehicles meet s standards, allowing them to be sold in the market. The study was part of the Real Urban E conducted in collaboration with authorities in Delhi and Gurgaon. While the leap from BS IV to BS VI emission standards in India has resulted in substantia emissions, the study notes that real-world emissions for BS VI vehicles still exceed type-a NOx. For example, while real-world NOx emissions from private cars decreased by 81% an they still remained higher than expected. Given that vehicles are a major source of air pollution in Delhi, the study points out signifi certification process, which fails to measure key pollutants like NOx and particulate matt real-world emissions. The study suggests that PUC tests should be complemented with re remote sensing, a practice currently only used in Kolkata since 2009. Amit Bhatt, India Managing Director at ICCT, emphasized the need to rethink India’s emi for the adoption of zero-emission vehicles (ZEVs). "For the first time in India, we have co data from vehicles on the road, and what impacts our air quality is not the laboratory emi released by these vehicles while on the road," TOI quoted Bhatt as saying. Anirudh Narla, a researcher at ICCT India, highlighted that remote sensing technology ca emissions from vehicles on a large scale under real-world conditions, helping to identify h The report also recommends finalizing and publishing the Automotive Industry Standard establish the technical parameters for remote sensing devices and equip authorities to m time. Sheila Watson, Deputy Director of the FIA Foundation, remarked, "This important researc rest of the world that CNG is not the clean alternative fuel which was promised." Anumita Roychowdhury, Executive Director of Research and Advocacy at the Centre for Sc that remote sensing as an on-road surveillance method could not only help identify the w insights into the emissions performance of different technologies and fuels. "This shows that while the CNG transition has helped cut toxic particulate emissions from early years, NOx emissions from on-road CNG vehicles without adequate controls can be next big transition to electrification to make tailpipe emissions not cleaner but zero," she

Eco-friendly agriculture must reduce farmers’ costs

The global food system is not only environmentally harmful, but also makes poverty worse in rural areas of emerging markets and developing countries. It must be turned upside down, as Sunita Narain, a leading Indian environmentalist, told D+C/E+Z in an interview. What are the main points we must focus on if we want to make sure everyone on Earth gets sufficient food of sufficiently good quality? Well, from the perspective of emerging markets and developing countries, three issues are crucial: We need an agricultural system that is good for farmers, offering good livelihoods long-term. The system must also be good for soils and the natural environment at the local level. Finally, it must be good in terms of nutrition, ensuring that all people can enjoy healthy diets. Please elaborate on these three points. First of all, the system we currently have is failing farmers. In India, they are facing a triple attack. The prices they get are very low, so masses are stuck in poverty. Food-price inflation is a hot topic in India, so the government wants to depress prices. Its response is therefore to import cheap food. As a result, farm-gate prices don’t rise, leaving the farmers worse off. At the same time, farmers are exposed to increasing – and increasingly worse – extreme weather events. Some are hit hard by crop losses. But when poor harvests increase food prices, yet more cheap food is imported. This distortion is possible due to the global trade system, which allows India to import agricultural commodities that are subsidised by other governments. This system rewards industrial-scale farming with massive inputs, and the result is that smallholders are squeezed and cannot prosper. At the same time, industrial-scale farming is harming the climate and thus compounding the extreme-weather risks. So, what needs to happen? We need to turn the global agriculture system upside down. It must become less input intensive, more rewarding and less risky for farmers. The supposedly modern farming system that you have in Europe, North America and other places is plainly unsustainable. It is harming the climate and depleting biodiversity. India is not so far at that point. EU subsidies are atrocious. You have made farmers depend on state aid, but only the largest farms really thrive. Even in Europe, smaller ones are being crowded out. Only the big farms get enough subsidies to thrive. When the EU decided to modify the system to make it less environmentally damaging, all farmers rose up in protest because they were set to lose money. The reforms were half-hearted to begin with, and now your policymakers have further slowed them down. In what sense were reforms half-hearted? Well, consider the organic sector as an example. EU policies have created a high-cost niche market for prosperous consumers. Low-income households cannot afford those goods. For farmers too, however, organic production basically means higher costs. To some extent, additional subsidies cover them, but organic farming still requires more labour and is more expensive. Pesticides are comparatively cheap if you consider how much work weeding requires. All in all, the subsidy system is still geared to maximising high-input production on large land holdings. That benefits the agrichemical industry as well as the food-processing multinationals, which like homogenous commodities. So, we need regenerative agriculture instead. Yes, we do, but the trouble is that multinationals keep hijacking terms like this. They modify their destructive patterns slightly and then claim they are now regenerative. The global food system is incredibly destructive. It is not only exacerbating the global environmental crisis, but also compounding poverty in the rural areas of emerging markets and developing countries because farms there become uncompetitive in view of heavily subsidised products from more prosperous nations. Who can make change happen? Change is happening where farmers see the benefits of taking a different approach and then opt for more sustainable practices. My impression is that this is happening mainly on subsistence farms, which are highly diversified, but hardly allow families to produce enough goods to sell, so they stay trapped in poverty. No, I don’t agree. I am thinking of things like the Andhra Pradesh Community Managed Natural Farming programme. Andhra Pradesh is a state in South India, and the programme is based on science. It is designed to invest in soil capacities in order to make farms more productive. The results are excellent. Farm productivity has stayed the same, but farmers’ returns have improved. We need this kind of project to take off in many places. Eco-friendly approaches must reduce farmers’ costs and allow their financial situation to improve. What would that mean in terms of consumer choices? It may surprise you, but as an Indian environmentalist I am not advocating vegetarianism or veganism. Both are quite popular in our country which has a long tradition of vegetarianism. However, we need to consider farmers’ livelihoods. In this regard, cows are very important in India. The farmers need the milk, the dung and the meat. India is the world’s largest milk producer, but we do not have huge ranches. Typically, a farming family will have one or two cattle and 10 at most. Without these animals, they would be even poorer, so it wouldn’t help them if everyone became vegetarian in India. But the international scenario is totally different. Yes, indeed. At the global level, meat production has become very destructive. It is a driver of deforestation. Huge holdings use antibiotics not to cure, but to prevent diseases – and the result is an increase of drug-resistances, and that can make the treatment of human diseases unviable too. Ranches are using growth hormones and consuming enormous amounts of fodder, especially maize and soya. Indeed, humankind is now using more land to grow animal feed than to grow food for human beings. No doubt, high-income countries are consuming too much meat, thus setting the wrong example internationally. But let me emphasise, the question is not do we eat meat at all, but how is the meat that we eat produced. Human diets must include protein, and meat is protein rich. If you want to become vegetarian for personal reasons, that is your choice, and your government shouldn’t force it on you. What governments must do, however, is regulate agriculture businesses in ways that prevent environmental harm. The topic of what people should and should not eat is very controversial. Yes, I know. Your Green party in Germany once fared poorly in elections because it had spoken out in favour of one vegetarian day per week in company canteens. As far as I know, right-wing populists are now agitating for the right to eat meat as though that right was under threat. They deny that consuming too much meat is unhealthy, not only for an individual human being, but for the planet as a whole. We only have one planet, and we must look at diets from the eco-perspective. What is your take on sugar? I would say it is the new tobacco. Medical science shows that eating too much of it has serious health impacts, but the major food-processing industries do not want people to be aware of it. In fact, salt and fat should be seen in the same light. Consumers should be informed precisely of just how much sugar, salt and fat they can eat and at what point they start putting their health at risk. They should be told that, if they drink this large Coca-Cola bottle, that will be their sugar quota for three days, and if they have this helping of Maggi noodles along with it, that will be their salt quota for one day. Unfortunately, the lobbying power of food multinationals is great, and they oppose appropriate labelling. Therefore, people don’t get this kind of information in many countries. That is a tragedy because people do make changes once they really understand the issues. Sunita Narain is the director general of the Centre for Science and Environment, an independent think tank based in Delhi. She is also the editor-in-chief of the environmentalist magazine Down to Earth.

PM-KUSUM scheme needs recalibration

The Pradhan Mantri Kissan Urja Evam Utthaan Mahabhiyaan (PM KUSUM scheme), introduced in 2019, has a commendable objective: that of solarising agriculture in India. But in the six years since its inception, the scheme has achieved only about 30 per cent of its targets. With its deadline year – 2026 – approaching fast, will it be able to cover the remaining ground? A new report by Centre for Science and Environment (CSE), which focuses on gathering data and information especially from the perspective of farmers on on-ground implementation of the scheme, has offered a roadmap to help PM-KUSUM strike its targets. The report, titled Implementation Challenges of the PM KUSUM Scheme: Case Studies from Selected Indian States, was released here today at a webinar organised by CSE. According to Nivit Kumar Yadav, programme director, industrial pollution and renewable energy, CSE, the scheme is divided into three components, focusing on (A) installation of mini grids on barren lands, (B) installation of off-grid solar water pumps to replace diesel water pumps, and (C) installation of on-grid solar water pumps to replace electric water pumps and installation of mini-grids for agriculture feeder solarization. Most of the implementation has taken place under component B, with Haryana, Rajasthan, Maharashtra and Uttar Pradesh are among the top performing states. Components A and C have seen minimal implementation.

Review parking charges by Sept 30: CAQM to agencies

Experts and stakeholders, however, have said that the move is likely to lead to a significant increase in parking rates in the city, particularly in rush hours and high-density areas like markets and office spaces from October In a bid to encourage the use of public transport in Delhi and reduce air pollution, the Commission for Air Quality Management in NCR and Adjoining Region (CAQM) has directed urban bodies in the city to “review” and “rationalise” parking fee of private vehicles by September end. The move will bring a uniform parking fee structure in the city, which will have surges based on the time of the day and the prevailing congestion in an area, according to CAQM. Experts and stakeholders, however, have said that the move is likely to lead to a significant increase in parking rates in the city, particularly in rush hours and high-density areas like markets and office spaces from October. “The commission, under Section 12 of the CAQM Act, 2021, hereby directs the urban local bodies in Delhi to comprehensively review and rationalise the parking charges for private vehicles in their respective jurisdictions and complete the exercise latest by September 30, based on the review of local area - specific integrated parking management plans and associated pricing strategies,” said CAQM said in its August 20 order shared on Thursday. This revision in parking fee needs to implemented by September 30 in Delhi and disseminated to the public widely, it added. This is the second time that CAQM has issued similar directions. In April, it had asked to rationalise the parking charges by August 30. The direction, which is expected discourage the use of private vehicles on the roads, is a part of efforts to make the city’s air cleaner by way of reducing vehicular emissions. “The ever-growing fleet of private vehicles in Delhi-NCR has been a prime contributor to vehicular emissions and that such large number of private vehicles also cause traffic congestions and jams,” CAQM said in its order. Delhi, that has the notorious distinction of being the most polluted Capital in the world, gets engulfed in toxic haze particularly at the onset of winter every year. Cleaner public transport options like the Delhi Metro or electric buses will help reduce air pollution and multiple meetings have been held from time-to-time to encourage clean public transport and hike fees for private vehicles, the order further stated. CAQM said that the last exercise of fixing parking charges was carried out several years ago. “At the same time, despite issuing directions in previous meetings, the latest of which was April 24, such an exercise had still not been carried out yet, except during stage-2 of the Graded Response Action Plan (GRAP) and briefly in NDMC’s (New Delhi Municipal Corporation) jurisdiction last year,” the commission said. An MCD official said a proposal in this regard has already been prepared, however, it is yet to be cleared in the house of councillors. “The same is pending for consideration and approval of the corporation in the house.” Anumita Roychowdhury, executive director, research and advocacy at Centre for Science and Environment (CSE) said the parking pricing norms need to be implemented alongside parking management area plans, previously directed by CAQM. “All municipalities need to implement these directions at a ward-level as isolation in some commercial areas will not work. In theory, the pricing will be based on importance of the place, the time of the day and the charges should increase with duration of the parking time period,” said Roychowdhury, stating this is what needed to be defined by the municipal bodies. Amit Bhatt, managing director (India), International Council on Clean Transportation (ICCT) said increasing parking charges alone will not work, as Delhi needs parking area management plans too. At the same time, he said incentives for cleaner options were required. “We also need to either reduce charges for zero-emission vehicles or making parking free for them. This then incentivises a shift to cleaner fuels too,” he said.

E For Erratic: Why city's green ride is underpowered

NEW DELHI: Delhi prides itself as the electric vehicle capital of the country. Pushing the eco-friendly mode of travel in the city, Delhi govt expanded the EV infrastructure and claimed that the number of charging points increased from 4,700 to 18,000 in two years. Perhaps. But on the ground, the reality is quite different. TOI went around the city to assess the charging facilities and found that many charging stations installed by PSUs or power distribution companies, even in major locations like Connaught Place, were sadly non-functional. The six-dock charging station near the new Parliament building on Rafi Marg, which was inaugurated in July 2020 by the central govt and touted as India's first public EV charging station, was surprisingly found inoperative. "This has been defunct for months now," shrugged a parking lot worker there. "We don't even remember when it last worked. Its wires disappeared, stolen maybe. Vehicles earlier stopped here to charge but not anymore." The situation was similar in Connaught Place, where nearly all the EV charging stations were out of order, with the wires cut or the charging guns missing. "Many drivers come here to find the charging station defunct. They come because the map shows these stations as working," said a parking operator there. His colleague interjected, "Patel Nagar and Khan Market have some working charging stations." At Khan Market, while two of the charging points were working, users complained of incessant power trips and slow charging. Shockingly, the entire charging machine was missing from a station in Greater Kailash. But like many others, it was shown as functional on maps and EV charging station locator apps. Some charging docks are now used by homeless people, as garbage dumps by others. In Jan, TOI had reported about some of the non-functional charging stations in areas under the jurisdiction of New Delhi Municipal Council. Thursday's check found them still not working. A survey in June said that locating an accessible, safe and working charging station was a top anxiety trigger for 88% of EV owners. Inadequate EV infrastructure is a deterrent for switching from fuel-based vehicles to electric mobility. An expert said, "This big problem is already impacting the market. Also, a location earmarked for a charging station is often reflected in maps and apps as a functional charging station even though the machines haven't been installed there." Some experts, however, see this as a transition problem. "While the temporary non-functioning of charging stations presents challenges for EV adoption, govt has responded with several key measures to address the issue," said Archit Fursule of Climate Trends. "Initiatives include expanding the network of charging stations, implementing stricter maintenance regulations and offering incentives for infrastructure development. Additionally, industry efforts like eHUB by MG Motors and the Universal EV Charging App highlight a collaborative push towards improving accessibility and reliability." According to Moushumi Mohanty, senior programme manager (electric mobility), Centre for Science and Environment, public charging is more for a top-up rather than a full charge. "However, it is still a problem," she said. "The revised guidelines talk of mandating interoperability, which is like having a universal charger. This might solve this issue to some extent. Although defunct stations are an issue and it might impact the market for some time, in the long run, it will ultimately work." She cited how during the changeover to CNG in 1999, there were interminable queues outside CNG stations. So, she reasoned, whenever there's a tech change, there are some initial problems.

Dehli: 30 सितंबर तक पार्किंग शुल्क की समीक्षा करें

दिल्ली में सार्वजनिक परिवहन के उपयोग को प्रोत्साहित करने और वायु प्रदूषण को कम करने के लिए, एनसीआर और आस-पास के क्षेत्र में वायु गुणवत्ता प्रबंधन आयोग (सीएक्यूएम) ने शहर के शहरी निकायों को सितंबर के अंत तक निजी वाहनों के पार्किंग शुल्क की “समीक्षा” करने और उसे “तर्कसंगत” बनाने का निर्देश दिया है। सीएक्यूएम के अनुसार, इस कदम से शहर में एक समान पार्किंग शुल्क संरचना आएगी, जिसमें दिन के समय और क्षेत्र में व्याप्त भीड़भाड़ के आधार पर वृद्धि होगी। हालांकि, विशेषज्ञों और हितधारकों ने कहा है कि इस कदम से शहर में पार्किंग दरों में उल्लेखनीय वृद्धि होने की संभावना है, खासकर भीड़भाड़ वाले घंटों और बाजारों और कार्यालय स्थलों जैसे उच्च घनत्व वाले क्षेत्रों में अक्टूबर से। सीएक्यूएम ने गुरुवार को साझा किए गए अपने 20 अगस्त के आदेश में कहा, "आयोग, सीएक्यूएम अधिनियम The CAQM Act,, 2021 की धारा 12 के तहत, दिल्ली में शहरी स्थानीय निकायों को अपने-अपने अधिकार क्षेत्र में निजी वाहनों के लिए पार्किंग शुल्क की व्यापक समीक्षा और युक्तिसंगत बनाने और स्थानीय क्षेत्र-विशिष्ट एकीकृत पार्किंग प्रबंधन योजनाओं और संबंधित मूल्य निर्धारण रणनीतियों की समीक्षा के आधार पर 30 सितंबर तक यह अभ्यास पूरा करने का निर्देश देता है।" इसमें कहा गया है कि पार्किंग शुल्क में इस संशोधन को दिल्ली में 30 सितंबर तक लागू किया जाना चाहिए और जनता के बीच व्यापक रूप से प्रसारित किया जाना चाहिए। यह दूसरी बार है जब सीएक्यूएम ने इसी तरह के निर्देश जारी किए हैं। अप्रैल में, इसने 30 अगस्त तक पार्किंग शुल्क को युक्तिसंगत बनाने को कहा था। यह निर्देश, जिससे सड़कों पर निजी वाहनों के उपयोग को हतोत्साहित करने की उम्मीद है, वाहनों के उत्सर्जन को कम करके शहर की हवा को स्वच्छ बनाने के प्रयासों का एक हिस्सा है। सीएक्यूएम ने अपने आदेश में कहा, "दिल्ली-एनसीआर में निजी वाहनों की लगातार बढ़ती संख्या वाहनों से होने वाले उत्सर्जन में मुख्य योगदानकर्ता रही है और निजी वाहनों की इतनी बड़ी संख्या यातायात जाम का कारण भी बनती है।" दिल्ली, जिसे दुनिया की सबसे प्रदूषित राजधानी होने का कुख्यात गौरव प्राप्त है, हर साल सर्दियों की शुरुआत में विशेष रूप से जहरीली धुंध में डूब जाती है। आदेश में आगे कहा गया है कि दिल्ली मेट्रो या इलेक्ट्रिक बसों जैसे स्वच्छ सार्वजनिक परिवहन विकल्प वायु प्रदूषण को कम करने में मदद करेंगे और स्वच्छ सार्वजनिक परिवहन को प्रोत्साहित करने और निजी वाहनों के लिए शुल्क बढ़ाने के लिए समय-समय पर कई बैठकें आयोजित की गई हैं। सीएक्यूएम ने कहा कि पार्किंग शुल्क तय करने की आखिरी कवायद कई साल पहले की गई थी। आयोग ने कहा, "इसी समय, पिछली बैठकों में निर्देश जारी करने के बावजूद, जिनमें से सबसे हालिया 24 अप्रैल को हुई थी, अभी तक ऐसा कोई अभ्यास नहीं किया गया था, सिवाय ग्रेडेड रिस्पांस एक्शन प्लान (जीआरएपी) के चरण-2 के दौरान और पिछले साल एनडीएमसी (नई दिल्ली नगर निगम) के अधिकार क्षेत्र में कुछ समय के लिए।" एमसीडी के एक अधिकारी ने कहा कि इस संबंध में एक प्रस्ताव पहले ही तैयार किया जा चुका है, हालांकि, इसे पार्षदों के सदन में मंजूरी मिलनी बाकी है। "यह सदन में निगम के विचार और अनुमोदन के लिए लंबित है।" सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) में अनुसंधान और वकालत की कार्यकारी निदेशक अनुमिता रॉयचौधरी ने कहा कि पार्किंग मूल्य निर्धारण मानदंडों को पार्किंग प्रबंधन क्षेत्र योजनाओं के साथ लागू करने की आवश्यकता है, जिन्हें पहले सीएक्यूएम द्वारा निर्देशित किया गया था। "

Emissions of Delhi-NCR vehicles higher than approved limits in lab settings: Study

Real world emissions even from vehicles, across fuel types, complying with the latest emission standard of Bharat Stage VI (BS VI) are higher than type approval limits, contributing to high pollution levels in Delhi NCR, a new report by The International Council on Clean Transportation (ICCT) has found. This is particularly the case for high-use commercial vehicles; for instance, BS VI taxi and light good vehicle fleets were shown to emit 2.4 and 5.0 times more nitrogen oxides (NOx) emissions than the counterpart private car fleet. The results based on a remote sensing based emissions monitoring study also challenge the notion that vehicles fueled by compressed natural gas (CNG) are a “clean” transportation alternative. Across the range of BS VI vehicles measured fueled by CNG, emissions were 1.5–14 times greater than the type-approval limits, the study conducted in collaboration with Delhi Transport Department (DTC) and Gurugram deputy commissioner’s (GDC) office found. For three-wheelers, private cars, taxis, light goods vehicles (LGVs), and buses, nitrogen oxides (NOx) emissions were found to be 3.2 times, 2 times, 4 times, 4.9 times, 14.2 times, and 1.5 times higher, respectively, than type-approval limits. These findings suggest that the combined benefits of stricter emission standards and an accelerated shift to zero-emission vehicles (ZEVs), at least in the commercial vehicle category, ICCT has recommended. Agencies like the Commission for Air Quality Management in NCR could implement policies such as a ZEV sales mandate and a combustion engine phaseout program targeted at highly polluting vehicle segments. California for example has zero emission vehicle mandate on the supply side that vehicle manufacturers need to comply with. Paris and London are implementing low emission zones within the city to push for switching to ZEVs. As part of the study, exhaust emissions of NOx, carbon monoxide (CO), hydrocarbons (HC), and ultraviolet (UV) smoke, a proxy for particulate matter, were measured from several vehicle types: two- and three-wheelers, private cars, taxis, light goods vehicles (LGV), and buses. The campaign captured over 100,000 valid measurements across 20 sites in Delhi and Gurugram and uncovered important patterns that can guide the development of targeted and effective policies to combat traffic-related pollution. “We are seeing that NOx emissions need to be monitored very effectively from the transport sector because NOx contributes to secondary particulate matter (PM) and in turn high pollution levels in Delhi NCR,” said Amit Bhatt, India managing director ICCT in a press conference on Friday. “The real world emissions of BS VI vehicles are found to be higher compared to the lab value mainly because of loading, road conditions, maintenance etc. It doesn’t reflect the emissions as measured in static conditions,” Bhatt explained. ICCT measured emissions from all fuel categories-- petrol (45%); CNG (32%) and diesel (23%). “Diesel vehicles are performing poorly on PM and NOx but unfortunately CNG vehicles are also emitting equally high amounts of NOx on road,” said another expert from ICCT. “It is evident that real-world emissions from transport vehicles differ significantly from their laboratory values. For the first time in India, we have collected significant emissions data from motor vehicles on the road and it is crucial to remember that what impacts our air quality is not the laboratory emissions, but the pollutants released by these vehicles when they are in operation. Therefore, it’s time to reimagine our emissions testing regime and aggressively push for the adoption of zero-emission vehicles,” Bhatt added in a statement. “This important research clearly shows India and the rest of the world that compressed natural gas is not the clean alternative fuel which was promised. While Delhi battles with dirty air, a visible killer hanging over the city, the study has shown that this less visible but still deadly fuel is not the answer. For health and for the climate, the solutions to dirty air are to switch to walking, cycling, and shared electric mobility,” said Sheila Watson, Foundation for the Automobile and Society deputy director in a statement. It is however important to note that vehicles produced to the newest emissions standard – BS VI – show significant improvements in tailpipe emissions across all pollutants and vehicle types measures. For example, real-world NOx emissions from private cars showed a reduction of 81% and buses nearly 95% as compared to BS IV, ICCT said. In 1998, the Supreme Court ordered that all public transport vehicles in Delhi that ran on diesel switch to compressed natural gas (CNG) by 2001. This included buses, three-wheelers, and taxis. “While CNG has played a significant role in curbing toxic and carcinogenic particulate emissions from diesel vehicles in Delhi, the new assessment of the real world emissions shows that NOx emissions from on-road CNG fleet can be high. While CNG has been a transitional fuel, the solution cannot be substituting one transitional fuel with another to get cleaner emissions. But to move towards zero tailpipe emissions or electric vehicles,” said Anumita Roy Chowdhury, executive director, Centre for Science and Environment (CSE).

Delhi govt plans a green push to counter climate crisis

The Delhi government has drawn up a series of proposals to mitigate and tackle the climate crisis in the Capital as part of the new draft state action plan on climate change (SAPCC), environment minister Gopal Rai said on Wednesday. The suggestions in the document include installing solar panels on rooftops to generate 750 MW in solar power, ensuring all streetlights are LED-based by 2030, and installing low-cost sensors that can issue flood warnings. The proposals were prepared following a high-level committee meeting with 40 different government departments, agencies and expert institutions, Rai said. The climate crisis plan, which is still in the draft stage, focuses on seven key sectors and has been in works for over two years now, Rai said. He said that it will be submitted to the Centre over the next fortnight, after incorporating fresh suggestions from experts, and said that the state plans to implement it as soon as the Centre approves it. Delhi already has an SAPCC, which came into force in 2019 — after a delay of eight years, and formulated using data till 2011. “Due to the rapid environmental degradation we have seen over the last few years, a decision was taken to revise the 2019 plan. A committee was formed for this two years ago, comprising experts who have been shaping this draft plan. The same committee is being overseen by the chief secretary too,” Rai said. The minister said that the need to tackle climate crisis is a matter of priority, and noted that extreme weather events are becoming the new norm. “We are seeing more extreme weather events, which are directly impacting people’s lives. This includes extreme heatwaves and this year, the monsoon broke several records too,” Rai said. He said the government has identified seven key sectors which will require both mitigation and adaptation measures — the energy sector, urban planning, water management, forest and green cover, transport sector, agriculture, and the health sector. The new plan has been prepared in collaboration with the German Technical Cooperation Group (Gesellschaft für Internationale Zusammenarbeit or GIZ) and institutes such as IIT Delhi and GGSIPU. Further, an assessment, part of the draft plan, found the northeast, east and south Delhi districts to be the most vulnerable to climate crisis, Rai said. Delhi was hard hit by extreme weather conditions this year — the first five months were the city’s driest since 2018, and the Capital recorded intense heatwaves in May and June. However, Delhi also logged extreme rain in June, July and August. In fact, when the monsoon hit Delhi in late June, the Capital received 228.1mm of rainfall on June 28 — the highest for a single day in the city since 1936. A senior environment department official said the 2019 SAPCC was considered while making the new plan. “Several aspects of the new SAPCC use the 2019 plan as a base. We have added to that, using findings of the last decade. The 2019 plan is still in force,” the official said, on condition of anonymity. Among other measures, the draft plan calls for include shifting power infrastructure underground, 100% waste segregation by the end of the year, increasing Delhi’s waste-to-energy capacity, increasing the number of climate-resilient buildings, eco-restoring and increasing Delhi’s Ridge and forest areas, and discouraging the use of private vehicles by improving public transport systems. “Suggestions made in this latest meeting will be added to the draft plan, which we plan to submit within a fortnight. The Centre may make further suggestions and once finalised by them, we can implement it,” Rai said. Experts said the plan appears to cover all aspects on paper, but will require extensive planning in terms of mobilising resources and funds. “Delhi already has a number of clean air plans and an existing climate action plan too. The new plan, once ready, will require detailed planning,” said Anumita Roychowdhury, executive director, research and advocacy at Centre for Science and Environment (CSE). “What we also need is to converge our existing plans, as measures like shifting to electric vehicles, improving public transport, improving waste management or cleaning the Yamuna are not new. All we need now is a scalable strategy and a clear idea of implementation. We also need a strong monitoring and evaluation network,” she said.

Wealthy Nations Aim To Shift Climate Finance Burden

Wealthy nations are pushing for the inclusion of more countries, like China and Saudi Arabia, to contribute to climate finance, aiming to address the financial gap often left by developed countries. This proposal is controversial and has led to pushback from developing nations who argue it undermines their needs and historical contexts. The next major climate discussions are set for November 2024, where countries will finalize the New Collective Quantified Goal (NCQG) under the UN Framework Convention on Climate Change (UNFCCC). The aim is to mobilize funds for developing countries to combat climate change, which could involve shifting some responsibility onto nations categorized as high emitters. Negotiators from developing countries caution against such moves, viewing them as attempts by wealthier nations to sidestep their historical obligations to finance climate initiatives. According to delegates, this approach could significantly stall negotiations and disrupt the existing framework established under the UNFCCC and the Paris Agreement. Historically, developed nations, characterized as Annex II countries, are responsible for providing financial support to less-developed countries grappling with climate impacts. These nations, including the US, EU member states, and others, have heavily contributed to greenhouse gas emissions throughout industrialization. Recent proposals from the EU and Switzerland suggest countries with high per capita incomes and substantial emissions should also contribute. Specifically, Switzerland's proposal suggests involving nations where the gross national income exceeds $40,000 and emissions per capita surpass 250 tonnes of CO2 equivalents. Harjeet Singh, Global Engagement Director for the Fossil Fuel Non-Proliferation Treaty Initiative, argues such proposals risk unduly shifting the burden of climate finance. "Developing nations are often struggling with poverty and inadequate infrastructure, and expecting them to fund climate action contradicts the principles of equity and responsibility,” he remarked. Many developing nations are concerned about how proposals could set new precedents for funding responsibilities, potentially making it harder for them to finance their own climate resiliency initiatives. The fear is exacerbated by the historical reluctance of developed countries to fully deliver on previous commitments. Very few developed nations have achieved the promised levels of financing under previous climate agreements, leading to skepticism among developing countries. They argue instead for the need for richer countries to fulfill their existing financial commitments rather than attempting to reallocate the responsibilities. According to Diego Pacheco, spokesman for Like-Minded Developing Countries (LMDC), the principle of common but differentiated responsibilities should guide the negotiations. "Expecting the Global South to shoulder new financial burdens is neither just nor equitable, and distracts from developing countries’ existing climate challenges,” he emphasized. A report from the Centre for Science and Environment (CSE) highlighted the disproportionate impacts these policies could have on developing economies. It noted how past emissions and the wealth gained through fossil fuel usage historically vests responsibility primarily on developed countries. The study also proposes countermeasures by urging developing nations to impose their own carbon taxes on exports heading to Europe. Such measures could funnel resources back to domestic environmental goals, thereby controlling national mitigation strategies. Critics of CBAM (Carbon Border Adjustment Mechanism) contend it unfairly penalizes developing economies and undermines their potential for equitable development. Without access to adequate financing and technology, many are at risk of being left behind as the world transitions to greener energy sources. Understanding the balance needed for this transition is key, especially as COP29 approaches. Discussions must focus on ensuring climate funds are genuinely directed to developing countries, rather than getting entangled in arguments about contributor definitions. For many, the priority should lie with creating systems to effectively distribute resources to those most vulnerable to climate impacts. Meanwhile, developed nations must shoulder the responsibility of their historical emissions without seeking to transfer their obligations to nations recently classified as high emitters.

दिल्ली से आए अधिकारी ने किया को-ट्रीटमेंट प्लांट का निरीक्षण

नई दिल्ली स्थित सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) के कार्यक्रम अधिकारी हर्ष यादव बुधवार को सहारनपुर पहुंचे। उन्होंने मल्हीपुर रोड स्थित 38 एमएलडी सीवेज ट्रीटमेंट प्लांट (एसटीपी) के ही साथ बने 25 केएलडी के को-ट्रीटमेंट प्लांट का निरीक्षण किया। सेंटर फॉर साइंस एंड एनवायरनमेंट वर्ष 2018 से उत्तर प्रदेश में संधारणीय मल कीचड़ एवं सेप्टेज प्रबंधन (एफएसएसएम) के लिए तकनीकी सहायता प्रदान कर रहा है। सहारनपुर भी उन शहरों में शामिल है जहां अमृत कार्यक्रम चलाया जा रहा है। यहां में वर्ष 2022 से यमुना एक्शन प्लांट परिसर में 25 केएलडी का को-ट्रीटमेंट प्लांट चालू है। इस दौरान उनके साथ नगर स्वास्थ्य अधिकारी रमेशचंद गुप्ता भी रहे। निरीक्षण के बाद हर्ष यादव ने नगरायुक्त संजय चौहान से मुलाकात की।

A critique of Carbon Border Adjustment Mechanism (CBAM) – implications for Global South

Carbon Border Adjustment Mechanism (CBAM) is the European Union’s proposed tax on energy-intensive products such as iron, steel, cement, fertilizers and aluminium, imported from countries like India and China. A report by an Independent Think Tank, Centre for Science and Environment (CSE) on Wednesday, 17th of July, 2024 reportedly claimed that CBAM will impose an additional 25 % tax on carbon-intensive goods exported from India to the European Union. This tax burden would represent 0.05 % of India’s GDP according to the report, titled The Global South’s response to a changing trade regime in the era of climate change by the Centre for Science and Environment (CSE). The report has recommended a counter-tax on rich countries historically responsible for the climate change. These findings are reportedly based on the data from the past 3 years, 2021-22 to 2023-24. The tax is to be based on the carbon emissions generated during the production of these goods. The developing countries are worried that this would harm their economies and make it too expensive for them to trade with the European bloc. The move has also sparked debate at the Multilateral forums including the UN Climate Conferences with the developing countries arguing that under UN climate change rules, countries cannot dictate how others should reduce emissions. Genesis of the problem Historical trends indicate that carbon-intensive production has shifted from developed to developing countries & that today’s differences in emissions intensity are tied to historical emissions, as the Global North utilised fossil fuels like coal during the early stages of the Industrial Revolution which enabled it to amass wealth and grow its economies. The imposition of CBAM overlooks this historical fact and unfairly penalises the Global South, according to critics. Counter measure recommended by CSE The report has recommended a counter-tax on rich countries historically responsible for climate change. It says, this tax could be levied on trade partners responsible for a significant share of cumulative historical carbon dioxide emissions since the pre-industrial period. CSE’s Recommendation on Domestic measures which can be adopted CSE report has recommended collecting a carbon tax domestically. It says, countries like India could institute their own carbon tax on exports of CBAM products destined for the European Union or any country imposing a carbon border tax. Revenues generated from a domestic carbon tax then could be directed into a government-managed fund to support the decarbonisation efforts of the Indian industries. By collecting a carbon tax domestically, India thus can have greater control over its mitigation strategies and achieve decarbonisation more effectively according to the recommendation. Criticism of CBAM A Comprehensive Assessment Report on CBAM released by CSE states that: It raises costs and hurts the Trade Competitiveness of the Global South & violates CBDR, CBDR standing for Common but Differentiated Responsibilities. The CBDR Principle recognises that the growth in the Developed countries has been achieved at the cost of higher levels of CO2 emissions. Tools like Carbon Border Taxes imposed by rich countries will further take away the ability of the developing countries to finance decarbonisation. CBAM is aimed at cushioning the European Union’s firms from competitors who can manufacture more cheaply in countries that do not subject them to a carbon price. The need for an overhaul of the Global trade rules for a climate-risked world has been widely recognised. However, it has been pointed out that, it should not be at the cost of climate justice. Policies such as the EU’s Carbon Border Adjustment Mechanism (CBAM) place the burden of decarbonising heavy industrial sectors on the Global South, and act as a roadblock in their path of development, said experts speaking at a Webinar organised by Centre for Science and Environment (CSE), the New Delhi-based Think Tank. Epilogue The CSE report states, developed countries historically relied on fossil fuels for their economic growth. However, today, despite having the capacity to significantly reduce domestic emissions and possessing technologies for low-carbon manufacturing, they continue emitting. Not only this, they have also outsourced high-emission production from developing countries. Developing nations are therefore unjustly penalised by a CBAM which fails to account for the historical factors shaping their current reality. According to the report, CBAM also disregards the prior failure of wealthy countries to make good on their promises to ensure that green technologies are more accessible to developing countries, whether through extending knowledge or providing financing. The developing countries are also expected to bear the cost of their decarbonisation to avoid the CBAM, even when the Paris Agreement emphasises the need for the developed world to extend financial and technological support to the developing world, aiding them in their mitigation efforts. Thus, CBAM is a clear violation of the principle of common but differentiated responsibilities (CBDR) enshrined in the Paris Agreement and the United Nations Framework Convention on Climate Change UNFCCC, says the report. India aims to become a net-zero emitter by the year 2070 under its Long-Term Low-Carbon Development Strategy and has announced its own domestic carbon credit trading system. In addition, following the recommendation of the CSE report, India can start collecting a carbon tax domestically to avoid being taxed in Europe. Revenues generated from a domestic carbon tax then could be directed into a government-managed fund to support the decarbonisation efforts of the Indian industries.

Developed countries push to expand contributor base for new climate finance goal

As the deadline to agree on a new climate finance goal nears, developed nations are pushing to expand the list of countries responsible for contributing funds to help developing countries address climate change, with Switzerland even proposing criteria to broaden the donor base. Submissions made by some developed countries to the UNFCCC regarding negotiations on the New Collective Quantified Goal (NCQG) — the new climate finance goal to be finalised in Baku, Azerbaijan in November — suggest that wealthy nations might pressure countries with high emissions and high gross national income (GNI) per capita, such as Saudi Arabia, Russia, and China, to contribute. Negotiators from developing countries say a discussion on broadening the climate finance contributor base goes far beyond the mandate for NCQG and could stall negotiations at COP29. According to the 1992 United Nations Framework Convention on Climate Change (UNFCCC), high-income industrialised nations (referred to as Annex II countries) are responsible for providing finance and technology to help developing countries combat and adapt to climate change. These countries include the US, Canada, Japan, Australia, New Zealand, and European Union (EU) member states such as Germany, France and the UK. Some developed countries, led by the EU and the US, argue that the global economic landscape has changed significantly since 1992. They suggest that nations which have become wealthier during this period, like China and some Gulf states, should also contribute to the new climate finance goal. Developing countries view this as an attempt to shift responsibility from those who have historically benefited from industrialisation and contributed the most to greenhouse gas emissions. They argue that expecting them to contribute, especially when many are still struggling with poverty and inadequate infrastructure, undermines the principle of equity. In a submission to the UNFCCC last week, the European Commission said the “collective goal can only be reached if parties with high GHG emissions and economic capabilities join the effort.” The US said that while current contributors will continue to support developing countries, other nations with the “capacity to support others in pursuing mitigation and adaptation must also be accountable for delivering on the NCQG’s support layer.” “Their contributions will also enable a larger quantum for the support layer of the NCQG,” the US said, adding that contributing parties could be identified in various ways — through a “definitional approach, a criteria-based approach, a de facto approach, or otherwise.” Switzerland proposed that in addition to developed countries, parties that are among the “10 largest current emitters and have a purchasing power parity-adjusted gross national income per capita of more than USD 22,000” should also contribute to the new climate finance goal. This proposal puts the spotlight on countries such as Saudi Arabia, Russia, and China. According to the Swiss proposal, countries with cumulative past and current emissions per capita of at least 250 tonnes of carbon dioxide equivalent and a purchasing power parity-adjusted gross national income per capita of more than USD 40,000 should also contribute. Diego Pacheco, spokesperson for Like-Minded Developing Countries (LMDC) and lead negotiator for Bolivia, told PTI that developing countries were opposed to the idea of reopening and widening the contributors’ base beyond the established framework of the UNFCCC and the Paris Agreement. “This goes far beyond the mandates for discussing the NCQG. Developed countries should fulfil their financial commitments,” he said. Pacheco said the principles of equity and common but differentiated responsibilities should be central to the negotiations for formulating a meaningful NCQG. Harjeet Singh, a climate activist and Global Engagement Director for the Fossil Fuel Non-Proliferation Treaty Initiative, said the attempt to shift responsibility risks stalling critical negotiations at COP29, leaving vulnerable communities to bear the brunt of catastrophic climate impacts. He said that increasing pressure to expand the contributor base for climate finance undermines the core principles of the UN climate convention and the Paris Agreement, which clearly place the primary responsibility on historically industrialised nations. “While the new proposals acknowledge the cumulative emissions and per capita income of countries, they conveniently overlook the decades of inaction by wealthy nations that have drastically increased the need for climate finance,” Singh said. Sehr Raheja, a programme officer at the Delhi-based think tank Centre for Science and Environment, said that discussions on who should contribute and which countries should be considered developed will require a lot of time, as these questions are “very complicated and technical,” while countries will reach the deadline for the NCQG in November. Raheja said if developed countries push to discuss this now, it might derail the NCQG negotiations and prevent them from reaching a fair and timely agreement. She stressed that it is more important to prioritise the establishment of a mechanism to ensure that funds actually reach developing countries, given the track record on commitments by wealthier nations so far, rather than getting stuck on who should contribute.

निजी आपरेटरों को और अधिक प्रोत्साहित करने की आवश्यकता-हर्ष यादव

सहारनपुर-नई दिल्ली स्थित सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) के कार्यक्रम अधिकारी हर्ष यादव ने आज मल्हीपुर रोड स्थित 25 केएलडी के को-ट्रीटमेंट प्लांट का निरीक्षण कर संधारणीय मल कीचड़ एवं सेप्टेज प्रबंधन (एफएसएसएम) की जानकारी ली और नगरायुक्त संजय चौहान से भेंट कर उसके निष्कर्षो से अवगत कराया। हर्ष यादव ने निरीक्षण के दौरान नगर स्वास्थ्य अधिकारी डॉ. आर सी गुप्ता से शहर में एफएसएसएम की प्रगति पर चर्चा की। उनके निरीक्षण में सहारनपुर में 38 एमएलडी सीवेज ट्रीटमेंट प्लांट (एसटीपी) स्थित को-ट्रीटमेंट प्लांट का निरीक्षण भी शामिल था। उल्लेखनीय है कि सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) वर्ष 2018 से उत्तर प्रदेश सरकार के शहरी विकास विभाग (डीओयूडी) को अमृत कार्यक्रम के तहत राज्य भर में संधारणीय मल कीचड़ एवं सेप्टेज प्रबंधन (एफएसएसएम) के लिए तकनीकी सहायता प्रदान कर रहा है। सहारनपुर भी उन शहरों में शामिल है जहां अमृत कार्यक्रम चलाया जा रहा है। सहारनपुर में वर्ष 2022 से यमुना एक्शन प्लांट परिसर में 25 केएलडी का को-ट्रीटमेंट प्लांट चालू है। नगर स्वास्थय अधिकारी डॉ. आर सी गुप्ता ने सीएसई के कार्यक्रम अधिकारी हर्ष यादव को बताया कि सहारनपुर में एफएसएसएम उपचार इकाई पूरी क्षमता से काम कर रही है, जो सीएसई के तकनीकी सहयोग से सहारनपुर नगर निगम द्वारा विकसित एक स्थायी डिस्लजिंग योजना का परिणाम है। बाद में हर्ष यादव ने नगरायुक्त संजय चौहान से भेंट कर उन्हंें निरीक्षण के निष्कर्षो से अवगत कराया और संधारणीय मल कीचड़ एवं सेप्टेज प्रबंधन (एफएसएसएम) की इस प्रगति को बनाये रखने के लिए सुझाव दिए। उन्होंने कहा कि निगम को निजी ऑपरेटरों को मल-कीचड़ को-ट्रीटमेंट प्लांट तक पहुंचाने के लिए और अधिक प्रोत्साहित करने की आवश्यकता है।