Centre for Science and Environment masthead Twitter LinkedIn Facebook Instagram Donate

Cse In News

Cse In News

From definition to deployment: India's evolving green methanol ecosystem a crucial addition to country's green taxonomy stride across sectors

On 27 February 2026, the Union Ministry of New and Renewable Energy (MNRE) published the standard definition for green methanol in India. This was followed by the announcement of India's first green methanol bunkering facility and the release of a draft tender for 'Production and supply of Green Methanol' as part of the National Green Hydrogen Mission. The tender was issued by Solar Energy Corporation of India (SECI), under the Strategic Interventions for the Transition to Green Hydrogen Programme (SIGHT) as a preliminary step to facilitate domestic production and supply of green methanol. India defines green methanol Methanol is widely used across several industrial applications, including production of paint, resin and solvent, chemical processing and fuel blending. In India, pharmaceutical and chemical sectors are the primary consumer of methanol. Traditionally, methanol is produced using syngas, a combustible gas mixture of hydrogen (H2), carbon dioxide (CO2) and carbon monoxide (CO). The carbon components of syngas require carbon-based raw materials, which is fetched through coal and natural gas as feedstock. The final product has a high carbon emission intensity (ranging between 1.46 kg CO2eq/t to 3.95 KgCO2eq/t production) and is termed 'grey methanol'. With the introduction of the new guidelines by MNRE, 'green methanol' is defined as 'methanol as a product' whose emission arising from the synthesis process including 'Green Hydrogen production, methanol synthesis, purification, and on-site storage shall not exceed 0.44 kilogram of carbon dioxide equivalent per kilogram of methanol (kg CO2 eq/kg CH3OH), calculated as an average over the preceding 12-month period'.It is further mandated that for the synthesis process, 'carbon dioxide may be sourced from biogenic sources, Direct Air Capture (DAC), or existing industrial sources' while using green hydrogen as primary fuel source. Introduction of this formal definition has established regulatory clarity to project developers, investors and industrial consumers.

Conflict in the backyard: Wild animal attacks are pushing farmers into debt

Wild, marauding animals are destroying crops and adding massively to the economic losses of farmers in many parts of India, making farming increasingly unviable. There is now a war involving not only big mammals such as tigers, elephants and leopards, but also wild boars, nilgai and other ungulates and, most damaging of all, monkeys. This is a fact, but one that we are not willing to discuss, let alone resolve. The conservation community would like to avoid this discussion; for them — perhaps rightly so — if there is a conflict, the fault lies at the doorstep of humans. We know that humans are destroying the habitats of wild animals and doing much more to push them out of forests in search of easy food and prey. This conflict is also, in part, a consequence of successful wildlife protection, which has increased animal numbers. But this cannot be an excuse to look away from the desperate plight of farmers. We tend to brush it under the table — and because it hurts the poor, it is easy to do so. The 2025 report “Human Wildlife Conflicts: an Estimation of Net Agricultural Losses in Maharashtra”, by the Pune-based Gokhale Institute of Politics and Economics, is the only study of its kind. Its findings show the net agricultural losses in the state due to wildlife are ₹10,000 crore-40,000 crore annually. And this, says the report, is a gross underestimate. What is worrying is that the study found 62 per cent of the farmers had reduced their cropped areas because of animal attacks. Farmers listed crop damage by wild animals as the key problem after unseasonal rain and low prices for produce; one-third said such damage was the main reason for their loss of income. A 2021 study by the University of British Columbia, Canada, and the Centre for Wildlife Studies, India, found that farmers in Karnataka lost one to three months of income each year to wild-animal raids. A single elephant “interaction” can cost a farmer a loss of 20 per cent or more. A 2025 study from Kodagu district in Karnataka found that close to 50 per cent of farmers surveyed incurred losses amounting to a whopping ₹90,000 per year, pushing many into debt. The forest department of Himachal Pradesh estimates that annual crop losses add up to ₹500 crore, and if indirect costs of fencing and other protection measures are included, it would be ₹1,500 crore at the very least. This is again confirmed by a 2026 study in the Western Ghats of Tamil Nadu. The study says 90 per cent of farmers identified wildlife conflict as their primary production risk, with a staggering 50-60 per cent of crops damaged primarily by wild boars, peafowl and elephants. Investigation by Down To Earth from across the country recounts the same story of lost income, livelihoods and rising indebtedness. The question now is: What needs to be done to “rebalance” this relationship and establish some form of co-existence between humans and animals? The Indian government’s response so far has been slow, confused and dismal. What is good is that it now accepts the nature of the crisis. As of the June-July kharif season 2026, it has included animal-related losses in the national crop insurance scheme, the Pradhan Mantri Fasal Bima Yojana. Farmers are given a 72-hour window to report the loss, which will be verified using drones before compensation is paid. Whether this will work remains to be seen, given the scheme’s existing flaws. Additionally, it is the state governments that pay compensation to farmers. The report of the Gokhale Institute also found that even when 25 per cent of farmers affected by wild animal attacks sought compensation, only 1-2 per cent received payment commensurate with the damage. Most either did not know about the scheme or could not navigate its complex bureaucratic procedures. The flashpoint is Kerala, where the issue has become not just a battle between humans and animals but also a dispute between the Centre and the state. Under Section 62 of the Wildlife Protection Act, only the Centre can declare a wild animal “vermin”, which would then allow it to be culled by the forest department. The Centre has been reluctant to do so even for specific animals in specific states. So, the Kerala government in 2024-25 introduced its own Wildlife Protection Bill, declaring attacks by wild boars a statewide disaster and classifying the animal as “vermin”. In February this year, the Kerala governor finally agreed to forward the Bill to the President for clearance. The Bill does not allow farmers to kill wild boars themselves; instead it devolves authority to licensed shooters, who can be called upon by panchayats to cull the animal. On the other hand, late last year, the National Board of Wildlife recommended reinstating protection for the rhesus macaque as a Schedule II animal, making culling difficult. It follows recommendations from animal-rights groups, but discounts the fact that even forest departments agree monkeys have become a menace and efforts to control their population through sterilisation have not worked. I would call this decision tone-deaf. Such an approach will only mean more conflict, not less. This is not good for either conservation or farmers. The author is at the Centre for Science and Environment. sunita@cseindia.org, X: @sunitanar

Divided by Contagion: Health as Sovereign Responsibility

Lockdowns, which until 2020 the WHO had explicitly rejected for dealing with pandemics, forced 500 million children around the world out of school, half of them in India. Dr Sunita Narain, Director General of the Centre for Science and Environment, said in February 2021 that more than half the world’s additional 115 million people were pushed back into extreme poverty live in South Asia. India, she said, was all set to usher in a 375 million-strong ‘pandemic generation’ of children up to age 14 who are likely to suffer long-lasting impacts like increased child mortality, being underweight and stunted, and educational and work-productivity reversals.

Maharashtra State Compressed Biogas (CBG) Policy, 2026 is expected to open a new growth path

The much-awaited Maharashtra State Compressed Biogas (CBG) Policy 2026 was officially approved and released on May 5, 2026. Stakeholders across the state have been eagerly anticipating this framework, which is designed to upscale a sector where Maharashtra already holds a strong position. The state currently ranks third in India with 24 commissioned CBG plants, trailing only Uttar Pradesh (40) and Gujarat (25). The policy rightly emphasises the utilisation of municipal organic waste, agricultural residues, and other biodegradable materials as primary raw materials. It aims to empower local self-government bodies to efficiently segregate, collect, and process waste, promoting its use in the CBG sector. By focusing on a circular economy, the state intends to reduce the burden on landfills, improve public health, enhance environmental quality, and significantly lower greenhouse gas (GHG) emissions. To ensure effective execution, the state government has established committees at various levels to oversee development and implementation. In line with recommendations from the Centre for Science and Environment (CSE), the policy focuses on diverse waste streams while restricting the cultivation of alternative feedstock, such as energy crops, strictly to barren or unused land to avoid land-use conflicts with food production. While the policy clearly defines its scope and stakeholders, including Urban Local Bodies (ULBs), Public Sector Undertakings (PSUs), and private developers, CSE found one major stakeholder notably absent from the formal list which is City Gas Distribution (CGD) companies. "This is a real big gap, since CGDs are critical for last mile evacuation under SATAT. They should have been included as stakeholders with defined roles in offtake, pipeline tie ups, and steering committee representations," mentioned Srinivas Kasulla, Tattva Engineering Systems. To facilitate ease of implementation, the framework is closely aligned with national initiatives such as SATAT (Sustainable Alternative Towards Affordable Transportation), GOBARdhan, the Swachh Bharat Mission, and the National Bioenergy Mission. Securing the supply chain and feedstock infrastructure A standout feature of this policy is its practical approach to feedstock security, which has historically been a major bottleneck for the sector. The state encourages a multi-feedstock model that utilises everything from sugar factory residues and animal dung to market waste. To ensure a steady supply, the policy promotes long-term contracts with Agricultural Produce Market Committees (APMCs) and sugar factories, a strategy long recommended in CSE research reports. Furthermore, the state intends to develop CBG hubs in areas with high biomass availability, supported by integrated infrastructure for feedstock sourcing, collection, storage, and transportation. The policy also focuses on strengthening the overall supply chain to resolve existing security issues regarding raw materials. Utilisation of by-products For the effective use of by-products, the policy pushes for the distribution of bio-fertiliser through registered sales centres of the agriculture department. However, to further improve the uptake of organic manure by farmers, the policy could have benefited from including fertiliser companies as key partners in the value chain. Additionally, drawing from CSE's experience, a sensitisation program for farmers would be a valuable way to raise awareness of the benefits of bio-fertilisers and address specific agricultural concerns. Financial viability and investor incentives The policy introduces significant financial levers to ensure projects are commercially sustainable. Recognising that many CBG initiatives face high initial costs, the state has authorised Viability Gap Funding (VGF) of up to Rs 75 lakh per ton of capacity, with an overall ceiling of Rs 15 crore per project. For the 2026-27 fiscal year alone, a substantial budget of Rs 500 crore has been proposed for VGF support. Streamlined governance and district-level execution To move projects from the planning stage to active production, the state has established a rigorous three-tier committee structure: · State-Level Steering Committee: Led by the chief secretary, this body handles strategic oversight, inter-departmental coordination, and policy amendments. · Executive Committee: This committee monitors implementation progress and resolves administrative or technical challenges. · District Compressed Biogas Coordination Committees (DBCC): Headed by district collectors, these committees are tasked with identifying project sites, facilitating land allocation, and coordinating with Farmer Producer Organizations (FPOs) for raw material collection. This localised approach is complemented by a single-window clearance system and a digital dashboard to monitor project progress in real-time. Land assistance and other incentives The policy provides land on a lease basis at a concessional rate of 0.7 per cent of the Ready Reckoner (RR) rate. To ensure the actual commissioning of plants on the ground, the policy specifically mandates that land allocation will be cancelled if the project does not become operational within two years. If government land is available, it will be prioritised for CBG projects, subject to environmental and pollution clearances. Additional incentives include a 2.5 per cent refund on State Goods and Services Tax (SGST) once production begins. By treating CBG units as priority infrastructure for water and electricity access, Maharashtra is sending a clear signal that it is open for serious bioenergy investment. District-Level Project Facilitation Cell The policy rightly addresses the need for "hand-holding" within the sector by establishing a District-level Project Facilitation Cell. This cell provides a single-window facility for developers and a dashboard for monitoring implementation. Furthermore, a robust monitoring and evaluation system has been introduced to oversee project implementation, quantify waste processed and CBG produced, and estimate subsequent carbon emission reductions. This system will periodically review project outcomes to ensure transparency and accountability. As Srinivas Kasulla of Tattva Engineering Systems noted, "Policies are usually judged by good intentions. This one will be judged by the impact it creates on the ground, and that impact is going to be huge. Maharashtra has managed to bring SATAT, GOBARdhan, and Swachh Bharat together in a way that actually works." Conclusion The policy has integrated several structural measures advocated by CSE to ensure the sector's long-term sustainability including feedstock security and supply chains, decentralised institutional framework and financial support for high OpEx. However, despite these strengths, the policy could be further strengthened by addressing remaining gaps identified in the broader bioenergy ecosystem like inclusion of CGD companies, strengthening the by-product value chain and farmer sensitisation.

Delhi to get 13 new air quality monitoring stations this year

To eliminate geographical gaps in pollution tracking in the Capital, 13 additional Continuous Ambient Air Quality Monitoring Stations (CAAQMS) will be set up across Delhi this year, with 10 expected to be operationalised by November, environment minister Manjinder Singh Sirsa told HT on Thursday. Officials aware of the matter said the locations of the new CAAQMS, along with other details, will be finalised within the next few days. “Delhi currently has 47 CAAQMS, and 13 more will be added this year. The Delhi Pollution Control Committee (DPCC) will develop 10 of these stations. The location of the new stations is still being finalised, but they will be operational by November. The other three stations will be run by institutions appointed by the Commission for Air Quality Management (CAQM),” Sirsa said. Delhi currently has the highest number of air quality monitoring stations among all cities in the country, and the highest density of CAAQMS. The 13 new planned stations will increase the total to 60. Earlier in February, the Delhi government had inaugurated six new CAAQMS in the city, and announced plans to install 14 additional stations in the coming financial year. “We are looking at a 5x5 km grid, so soon there will be a station every 25 sqkm, completing the entire network for Delhi in terms of geographical area by the end of 2026-27,” Sirsa had said, adding that the 25 sqkm goal had been set to eliminate geographical gaps in pollution tracking. Meanwhile, environmental experts said that while it was a welcome move, efficient data utilisation is the key. Anumita Roy Chowdhury, executive director at the Centre for Science and Environment, told HT: “More data availability is expected to improve policymaking. For instance, having 60 stations in the city may allow tracking the nature of pollution almost on a neighborhood scale, allowing for hyperlocal action to be taken. However, the government must also define an objective for this monitoring, and decide how the station grid will be used to take neighborhood-level action.” Chowdhury added: “A fundamental issue irrespective of the number of stations is what they will do to ensure data quality, as this is a costly investment. An independent third-party assessment is needed to ensure data quality.” Of Delhi’s 47 stations, 30 are operated by the DPCC, seven by the Indian Meteorological Department, six by the Central Pollution Control Board (CPCB), one by the Union ministry of housing and urban affairs, and three by the Indian Institute of Tropical Meteorology (IITM)

Delhi to get 13 new air quality monitoring stations this year

To eliminate geographical gaps in pollution tracking in the Capital, 13 additional Continuous Ambient Air Quality Monitoring Stations (CAAQMS) will be set up across Delhi this year, with 10 expected to be operationalised by November, environment minister Manjinder Singh Sirsa told HT on Thursday. Officials aware of the matter said the locations of the new CAAQMS, along with other details, will be finalised within the next few days. “Delhi currently has 47 CAAQMS, and 13 more will be added this year. The Delhi Pollution Control Committee (DPCC) will develop 10 of these stations. The location of the new stations is still being finalised, but they will be operational by November. The other three stations will be run by institutions appointed by the Commission for Air Quality Management (CAQM),” Sirsa said. Delhi currently has the highest number of air quality monitoring stations among all cities in the country, and the highest density of CAAQMS. The 13 new planned stations will increase the total to 60. “We are looking at a 5x5 km grid, so soon there will be a station every 25 sqkm, completing the entire network for Delhi in terms of geographical area by the end of 2026-27,” Sirsa had said, adding that the 25 sqkm goal had been set to eliminate geographical gaps in pollution tracking. Meanwhile, environmental experts said that while it was a welcome move, efficient data utilisation is the key. Anumita Roy Chowdhury, executive director at the Centre for Science and Environment, told HT: “More data availability is expected to improve policymaking. For instance, having 60 stations in the city may allow tracking the nature of pollution almost on a neighborhood scale, allowing for hyperlocal action to be taken. However, the government must also define an objective for this monitoring, and decide how the station grid will be used to take neighborhood-level action.”

An idea delinked from commonsense

An engineer from IIT-Bombay, Himanshu Thakkar is currently the coordinator of South Asia Network on Dams, Rivers & People (SANDRP) and the editor of Dams, Rivers & People. He has been associated with the water and environment sector for more than 25 years and has worked closely with the World Commission on Dams, the Narmada Bachao Andolan and the Centre for Science and Environment. Rashme Sehgal draws him out on India’s ill-conceived river-linking projects: Prime Minister Modi says interlinking the Ken river (in Madhya Pradesh) to the Betwa (in neighbouring Uttar Pradesh) will help irrigate 1.06 million hectares, provide drinking water to 6.2 million people and generate 130 MW of hydropower and solar energy. Are these valid claims? The Ken-Betwa Link Project (KBLP) that PM Modi laid the foundation for in December 2024 does not have (valid) forest or wildlife clearances. Let me clarify. Both clearances were on the condition that the hydropower component would be taken out of the protected area. But it hasn’t been done. The hydrological figures remain a state secret and have not been peer reviewed or put out in the public domain. There is absolutely no basis to conclude that Ken has surplus water and Betwa is water-deficient. Worse, the project documents do not even look at far cheaper, quicker, less destructive alternatives. To paraphrase what PM Modi said in the context of the Polavaram dam, politicians think of dams as ATMs. The environmental impact assessment of the project is so shoddy it hasn’t even properly studied the impact on the Panna Tiger Reserve (PTR). When the MoEF (ministry of environment and forests) expert appraisal committee (EAC) on river valley projects refused to clear the project after four meetings, Uma Bharati (then Union water resources minister) threatened a dharna. The ministry then reconstituted the EAC, with S.K. Jain as chairman, and cleared the Ken-Betwa project in its very first meeting in December 2016, overruling the reasons for refusal. The same S.K. Jain went on to become director-general of the project. The forest advisory committee (FAC) and the Supreme Court-appointed central empowered committee (CEC) argued forcefully against the project, but the CEC report was not even considered by the apex court! Senior foresters had warned against building a dam on the Ken and a connecting canal between the two rivers. The Betwa already has seven dams on it and none provide the amount of irrigation water being claimed by the irrigation department. The official minutes of the FAC meeting note that the project will involve felling 46 lakh trees (each of a girth greater than 20 cm) from the forest area alone. This will have a huge hydrological impact, besides adversely impacting the environment, biodiversity and climate of this entire region. But none of these impacts have been properly assessed. The FAC and the National Board for Wildlife (NBWL) had recommended the height of the dam be reduced, and all inflows into the dam be released as environment flows in non-monsoon months. It wanted an independent assessment of the claim that there is no alternative for Bundelkhand. The CEC report had conclusively proved that this claim was false. The project was sold with one USP: that it would solve Bundelkhand’s water problem. But from the very beginning, the detailed project report (DPR) showed that the key objective of the project was to facilitate water transport to the upper Betwa basin areas like Raisen and Vidisha. So, the Ken-Betwa project will in fact facilitate export of water out of drought-prone Bundelkhand! The project lays down a plan to irrigate 6.35 lakh hectares of farmland in six districts (three each in MP and UP) at a cost of Rs 45,000 crore, besides providing jobs in construction and tourism.

India's ethanol push makes a strong case amid rising oil prices, but with careful steps

The Indian government has moved to formally include the higher ethanol blends in motor fuel, such as E85 and E100, under the Central Motor Vehicles Rule, through a draft amendment that is open to public comments till May 28. This move signals a renewed push for ethanol blending in motor fuel, months after consumer concerns over E20's impact on vehicles' performance across the country. Ethanol is basically ethyl alcohol that is made from molasses, grains and farm waste. Ethanol is basically ethyl alcohol that is made from molasses, grains and farm waste. The Ministry of Road Transport and Highways (MoRTH) issued draft rules on April 27 to formally incorporate E85 and E100 into the Central Motor Vehicles Rules. This regulatory step allows for the testing, certification, and eventual mass production of vehicles designed to run entirely on ethanol. This push follows the nationwide rollout of E20, comprising 20% ethanol-blended petrol, which became the default petrol grade in India on April 1, 2026. While this created quite some consumer concerns around the country, the government remained adamant on its track to increased ethanol use in motor fuel. The latest draft rule comes as the next step towards that direction. Interestingly, India's push for this further increase of the ethanol amount in petrol comes at a time when the crude oil prices have been witnessing a significant surge in the international market due to the Middle East conflict. Ethanol has a lot of drawbacks against petrol as a motor fuel, but the recent developments in the international oil market are making the case in favour of this greener energy solution stronger. What's ethanol, and how it's making headlines Ethanol is made from crops such as sugarcane, rice and maize. It is a biofuel considered less polluting than pure petrol. The less polluting nature has made ethanol central to India's plan to cut costly ‌oil imports ‌and reduce planet-heating emissions from the transport sector. Under the government programme, state-run oil companies currently mix 20% ethanol with each litre of petrol before it reaches the fuel pumps. The 20% ethanol-blended petrol, known as E20, started being widely sold across the country last year, five years ahead of the schedule set by the government, despite a backlash from vehicle owners complaining of reduced fuel efficiency and increased engine wear. Now, the government is aiming to take the bar up and increase the blend to 85% and eventually to 100%. Risks are real for ethanol Ethanol has some key disadvantages compared to petrol as a motor fuel. These include lower energy density leading to reduced fuel economy, a hygroscopic nature that can lead to engine damage through water absorption, corrosive nature on certain key metal parts of the powertrain. Ethanol contains approximately 30–35% less energy per litre than pure petrol. This typically results in a 3–4% drop in fuel economy for standard E10 blends and up to 6–8% for E20 blends. Ethanol naturally attracts and bonds with moisture from the air, which can cause phase separation, where a water-ethanol mixture settles at the bottom of the fuel tank, potentially leading to issues like engine stalling, misfires, or even hydrolock in extreme cases. Ethanol's solvent properties can degrade, swell, or crack rubber hoses, seals, and gaskets, especially in older vehicles. It can also corrode certain metals like aluminium and steel. Ethanol has a higher heat of vaporisation than petrol, which can make engines harder to start in very cold climates, especially when the ethanol blend is high. Fuel stability is another issue, as ethanol-blended fuel degrades faster than pure petrol, making it less suitable for long-term storage in vehicles that are not used frequently. Researchers looking at India's transport sector have warned that the benefits of higher ethanol blending in motor fuel are more constrained as the blending level rises. Reuters has quoted Shyamasis Das, a fellow at the Centre for Social and Economic Progress, a public policy think tank, saying that higher blending can cut oil imports, but not as much as often claimed. As he explained, ethanol has roughly a third less energy per litre than pure petrol, requiring vehicles to burn more fuel to generate the same power, which limits the extent to which blended fuels can reduce the demand for oil. Besides the technical challenges, there are other major concerns as well. Ethanol production is a highly energy-intensive process, often requiring significant fertiliser, pesticides, and fossil fuel energy for farming and processing the biofuel. Ethanol production can lead to increased water pollution and scarcity, as well as high water usage for cultivating crops like sugarcane. The food vs fuel debate has been a key aspect of the government's ethanol program. The demand for land to produce ethanol reduces the land available for food crops, which can impact food security. Another key issue is the higher emissions in specific conditions. While often cleaner, ethanol blends can increase the evaporation of Volatile Organic Compounds (VOCs) in warmer temperatures, which can contribute to smog, a key element of environmental pollution. The way forward The key reason behind the government being adamant to remain firm on the push for the ethanol track is its benefits on the crude oil import bill. India is the world's third-largest crude oil importer. Around 85% of its fuel needs are met through imports. The government's drive to raise blending levels stems from a desire to cut its crude import bill and boost energy security. Keeping pace with that goal, India currently also has a surplus ethanol production capacity. Prime Minister Narendra Modi said in March 2026 that ethanol blending had helped reduce the country's crude import dependence during the Middle East conflict that impacted the global fuel supply chain significantly. In just over 11 years, India has raised the percentage of ethanol blending in petrol more than 13 times, from 1.5% in 2014 to 20% in 2025, a far faster rate of increase than many other major ethanol-producing countries. The government says the shift to biofuel saved ₹1.06 trillion ($12 billion) in crude oil imports and avoided 54.4 million tonnes of carbon emissions in a decade, equivalent to emissions from 12 million petrol cars a year. It also claims the reduction in fuel efficiency due to ethanol-blended petrol is marginal. Now it is being claimed that the heavy reliance on imported crude oil could be further increased with even higher blends. But the steps ahead need to be cautious and judiciously taken, since ethanol may bring down the import bill, but doesn't offer a pollution-free fuel solution, as many claim. Experts warn that a clear, long-term strategy for decarbonising transport is lacking and could bring trade-offs on efficiency, water use and the climate. Anumita Roychowdhury, Executive Director at the Centre for Science and Environment, a Delhi-based think tank, reportedly said that ethanol blending is not the most effective way to reduce emissions or improve fuel efficiency in the transport sector. While the biofuel reduces greenhouse gas emissions, it coughs out other pollutants, she explained.

Oil price rises bolster India’s ethanol push despite drawbacks

India is seeing a push to further increase the amount of ethanol in petrol as oil prices surge due to the conflict in the Middle East, even as the ambitious national biofuel programme may hold back efforts to cut pollutants. Ethanol, made from crops such as sugarcane, rice and maize, is central to India’s plan to cut costly ‌oil imports ‌and reduce planet-heating emissions from transport. Under the government programme, state-run oil companies mix 20% ethanol with each litre of petrol before it reaches the fuel pumps. India reached its target of 20% ethanol fuel, known as E20, last year, five years ahead of schedule, despite a backlash from drivers complaining of reduced fuel efficiency and ⁠increased engine wear. Prime Minister Narendra Modi said in March that ethanol blending had helped reduce crude import dependence during the U.S. and Israeli war with Iran. Transport Minister Nitin Gadkari has called for even higher blends, such as 85% ethanol, and for vehicles to eventually run entirely on the fuel. India is the world’s third largest crude importer with some 85% of its oil needs met through imports. The government’s drive to raise blending levels stems from a desire to cut its crude import bill and boost energy security. India currently also has a surplus ethanol production capacity. But experts warn a clear, long-term strategy for decarbonising transport is lacking and could bring trade-offs on efficiency, water use and the climate. RISKS OF ETHANOL After rolling out E20 petrol nationwide, the government has set up an inter-ministerial panel to explore ways to use surplus ethanol production capacity, including raising blending levels. Ethanol producers are pushing for higher targets and wider adoption of flex-fuel vehicles, capable of running on high levels of ethanol. Researchers looking at India’s transport sector warn the benefits are more constrained as blending levels rise. “Higher blending can cut oil imports, but not as much as often claimed,” said Shyamasis Das, a fellow at the Centre for Social and Economic Progress, a public policy think tank. Ethanol has roughly a third less energy per litre than pure gasoline, requiring vehicles to burn more fuel to generate the same power, according to the U.S. Energy Information Administration. This limits the extent to which blended fuels can reduce the demand for oil, Das said. “Ethanol blending is not the most effective way to reduce emissions or improve fuel efficiency in transport,” said Anumita Roychowdhury, executive director at the Centre for Science and Environment, a Delhi-based think tank. The biofuel reduces greenhouse gas emissions, but coughs out other pollutants, said Roychowdhury. “While some pollutants may fall, others like nitrogen oxides can increase, and burning ethanol also produces toxic emissions such as carbonyl compounds,” Roychowdhury said. She said that India would need to introduce regulations, like those in Brazil, which also uses high levels of ethanol to power vehicles, but regulates emissions of toxic compounds such as acetaldehyde and formaldehyde. FAST-RISING FUEL In just over 11 years, India has raised the percentage of ethanol in gasoline more than 13 times, from 1.5% in 2014 to 20% in 2025, a far faster rate of increase than many other major ethanol-producing countries. The government says the shift to biofuel saved 1.06 trillion rupees ($12 billion) in crude oil imports and avoided 54.4 million tonnes of carbon emissions in a decade, equivalent to emissions from 12 million petrol cars a year. It also describes the reduction in fuel efficiency as marginal. The transport and petroleum ministries did not respond to requests for comment. “The climate impact depends on how the ethanol is produced, not just how it is used,” Das said. In India, most ethanol used for blending is derived from food crops, rather than agricultural waste, raising concerns about both emissions and resource use. “Using crops like sugarcane and maize for ethanol will put more pressure on water and land,” Das said, warning that this could deepen stress in already water-scarce regions that could in turn trigger social tensions. In several states, farmers have protested against new ethanol distilleries, citing water strain and pollution, and the diversion of crops like maize to produce fuel has made it more expensive to feed poultry and other livestock. The ethanol push is also shifting farmers away from growing oilseeds, undermining India’s efforts to cut cooking oil imports, to instead raise crops for the ethanol industry. During the current supply year, oil companies sought about 10.5 billion litres of ethanol, but received offers for roughly 17.8 billion litres, according to industry data. Das said India was pursuing competing fuel options simultaneously, from biofuels to electric vehicles and hybrids, “which risks spreading resources thin and confusing industry.” Ethanol could be better suited for industry, where systems can be adapted to handle lower-energy fuels more efficiently, rather than pushing it into transport and risk slowing the transition to cleaner technologies, Roychowdhury said. “If too much pressure is put on transport to absorb ethanol, it could derail the transition to zero-emission mobility,” she said.

Oil price spike boosts India's ethanol drive amid Middle East conflict; experts warn of impact on fuel efficiency

India is seeing a push to further increase the amount of ethanol in petrol as oil prices surge due to the conflict in the Middle East, even as the ambitious national biofuel programme may hold back efforts to cut pollutants. Ethanol, made from crops such as sugarcane, rice and maize, is central to India's plan to cut costly ‌oil imports ‌and reduce planet-heating emissions from transport. Under the government programme, state-run oil companies mix 20% ethanol with each litre of petrol before it reaches the fuel pumps. India reached its target of 20% ethanol fuel, known as E20, last year, five years ahead of schedule, despite a backlash from drivers complaining of reduced fuel efficiency and ⁠increased engine wear. Prime Minister Narendra Modi said in March that ethanol blending had helped reduce crude import dependence during the U.S. and Israeli war with Iran. Transport Minister Nitin Gadkari has called for even higher blends, such as 85% ethanol, and for vehicles to eventually run entirely on the fuel. India is the world's third largest crude importer with some 85% of its oil needs met through imports. The government's drive to raise blending levels stems from a desire to cut its crude import bill and boost energy security. India currently also has a surplus ethanol production capacity. But experts warn a clear, long-term strategy for decarbonising transport is lacking and could bring trade-offs on efficiency, water use and the climate. Risks of ethanol After rolling out E20 petrol nationwide, the government has set up an inter-ministerial panel to explore ways to use surplus ethanol production capacity, including raising blending levels. Ethanol producers are pushing for higher targets and wider adoption of flex-fuel vehicles, capable of running on high levels of ethanol. Researchers looking at India's transport sector warn the benefits are more constrained as blending levels rise. "Higher blending can cut oil imports, but not as much as often claimed," said Shyamasis Das, a fellow at the Centre for Social and Economic Progress, a public policy think tank. Ethanol has roughly a third less energy per litre than pure gasoline, requiring vehicles to burn more fuel to generate the same power, according to the U.S. Energy Information Administration. This limits the extent to which blended fuels can reduce the demand for oil, Das said. "Ethanol blending is not the most effective way to reduce emissions or improve fuel efficiency in transport," said Anumita Roychowdhury, executive director at the Centre for Science and Environment, a Delhi-based think tank. The biofuel reduces greenhouse gas emissions, but coughs out other pollutants, said Roychowdhury. "While some pollutants may fall, others like nitrogen oxides can increase, and burning ethanol also produces toxic emissions such as carbonyl compounds," Roychowdhury said. She said that India would need to introduce regulations, like those in Brazil, which also uses high levels of ethanol to power vehicles, but regulates emissions of toxic compounds such as acetaldehyde and formaldehyde.

Delhi hosts ‘Beat Plastic Pollution’ workshop

The Delhi Environment Department on Monday organised a one-day “Beat Plastic Pollution” workshop, bringing together policymakers, experts, educators, and over 150 students to discuss sustainable solutions to plastic waste. The initiative aligns with Chief Minister Rekha Gupta’s vision of building a cleaner and more sustainable capital. Environment Minister Manjinder Singh Sirsa praised the department’s efforts and commended students for their creativity and active participation. “Removing single-use plastics is essential for Delhi’s clean future. Your creativity today inspires lasting change,” he said. The event began with a ceremonial lamp-lighting and a welcome song by students of Bal Bhavan Public School, Mayur Vihar Phase-II. It featured a mix of educational and cultural activities, including expert sessions, exhibitions, quizzes, poems, and a street play highlighting the harmful impact of single-use plastics. Experts shared key insights on waste management and sustainability. Tushita Rawat from the Centre for Science and Environment spoke on circular economy approaches, while IPCA Director Ashish Jain emphasised source segregation. Ekta Gupta from the MCD discussed urban waste management practices. Students performed a nukkad natak and participated in interactive sessions such as quizzes and poster-making competitions focused on World Environment Day themes. Prizes were also distributed to encourage engagement. The workshop concluded with a collective pledge to adopt environmentally responsible practices, with the minister stressing the crucial role of youth in driving long-term change and eliminating plastic pollution from the city.

Sirsa lauds ‘Beat Plastic Pollution’ workshop, calls for youth-led action

New Delhi, Delhi Environment Minister Manjinder Singh Sirsa on Monday lauded a one-day workshop on "Beat Plastic Pollution", organised by the Environment Department, stressing the need for collective action and youth participation to tackle plastic waste. The workshop brought together policymakers, experts, educators and over 150 students to deliberate on sustainable plastic waste solutions, and featured exhibitions, street plays, and expert sessions, officials said. Congratulating the Department and the students, Sirsa said, "Removing single-use plastics is essential for Delhi's clean future. Your creativity today inspires lasting change." The programme commenced with a ceremonial lamp-lighting and a welcome song by students of Bal Bhavan Public School, Mayur Vihar Phase-II. It was attended by students, teachers, environment experts, along with senior officers of the Environment department, Government of NCT Delhi, officials added. Students presented exhibitions and staged a street play highlighting the harmful impact of plastic waste, while experts led sessions on waste management and sustainability. Tushita Rawat from the Centre for Science and Environment spoke on circular economy approaches, Ashish Jain, Director at IPCA, discussed source segregation, and Ekta Gupta from the Municipal Corporation of Delhi highlighted urban waste practices.

What Development Costs Adivasi Women In Jharkhand’s Coal Belt

Coal-based power plants create fly ash, which, according to the Centre for Science and Environment, is the second-largest waste stream in India. These plants produce hundreds of millions of tonnes annually. Ash ponds overflow, and ash slurry pollutes rivers. Residents near thermal plants in Jharkhand and surrounding states report food coated in ash, sick livestock, and blackened water sources. These accounts are substantiated by years of reports from groups working in these areas. The communities closest to the ash ponds are mostly Adivasi.