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ENVIRONMENAL EDUCATION: Green programme to promote environmental education in schools across Ludhiana

The district education officer (DEO), Ludhiana (Punjab) has directed all the principals of primary, middle, high, senior secondary and private/aided schools to initiate the Green School Programme (GSP) through a letter. The programme was launched under the Environment Education Programme (EEP-2023-24) in collaboration with the Centre for Science and Environment (CSE), New Delhi and the Punjab State Council for Science and Technology, Chandigarh (PSCST). It emphasises the urgent need to integrate effective environmental education into the school curriculum promoting sustainability and resource efficiency. As part of initiating the programme, schools within the district will undergo an extensive audit conducted by CSE and PSCST. The audit will assess resource consumption patterns and practices in these educational institutions. Post this audit, the top three schools will be recognised and awarded on the World Environment Day 2024.

दिल्ली : हवा में NO2 की मात्रा में भारी वृद्धी, अस्थमा मरीजों पर काफी ज्यादा बुरा असर

दिल्ली की हवा में जहरीली नाइट्रोजन डाइऑक्साइड गैस यानी NO2 की मात्रा पिछले साल अक्टूबर के मुकाबले इस साल 60 फ़ीसदी ज़्यादा पाई गई है. Centre for Science and Environment ने अपनी ताजा रिसर्च रिपोर्ट में यह खुलासा किया है. CSE ने कहा है कि दिल्ली में जो बिजी ट्रैफिक इंटरेक्शंस है वहां पर NO2 की मात्रा शहर के दूसरे इलाकों के मुकाबले 3 से 4 गुनी ज्यादा पाई गई है.

Delhi pollution: Stubble burning has declined in Punjab but is still a menace

The Supreme Court on Tuesday came down heavily on the neighbouring states of Delhi, ordering them to take immediate action against stubble burning, which the court said was one of the major contributors to air pollution in the national capital. Punjab largely bore the brunt of the court’s ire, as the state is said to be the biggest source of pollution through stubble burning. However, data shows that although Punjab still remains far ahead of others, the overall number of stubble burning instances recorded in the state has actually declined in recent years. Meanwhile, they have gone up in Madhya Pradesh, Uttar Pradesh and Rajasthan. A decline of air quality in winter has been a regular affair in Delhi for many years now. According to the Central Pollution Control Board, the health impact of the city’s air quality has remained 'severe' since November 1 this year. Data from the Indian Institute of Tropical Meteorology shows that stubble burning accounted for more than 38 percent of the concentration of PM2.5 particles in Delhi’s air on Wednesday. On the other hand, transportation, the second-biggest source, accounted for just above 11 percent. The practice of setting crop residue on fire so that the field can be made ready for sowing the next crop is known as stubble burning. For farmers, thin profit margins and pressure to plant the next crop on time to maximise their yields mean that stubble burning is the most inexpensive and easiest way to clear their fields. Punjab has seen the highest number of stubble burning instances recorded over the years. In fact, even this year, the state accounts for more than 65 percent of the stubble burning recorded in the country since September 15. According to the data from the Indian Agricultural Research Institute (IARI), as many as 31,872 stubble burning events were recorded in India from September 15 to November 7. Even on Tuesday, as the Supreme Court was coming down harshly on the state, Punjab recorded 1,515 cases of stubble burning. November 5, which saw 3,230 stubble burning events in Punjab, has been the worst day so far this year. “This kind of rapid build-up is not uncommon during this part of the season and is generally associated with smoke-fall from farm stubble fires and meteorological factors assisting transportation of the smoke to Delhi-NCR and topping the high local pollution. But it must be kept in consideration that this rapid build-up in a short time span is able to tip air quality into severe category because baseline pollution from local sources is already very high,” said Avikal Somvanshi, Head of Urban Lab, Centre for Science and Environment (CSE), while releasing its analysis report of Delhi’s air pollution this week. According to the CSE report, levels of NO2, which comes largely from vehicles, have seen a significant rise in Delhi. This indicates the high impact of vehicular pollution. In fact, city-wide average NO2 is up by 60 percent compared to the first week of October last year. This signifies that while stubble burning needs to be curbed, more needs to be done to bring pollution from other major sources such as vehicles, industry, power plants, waste burning, and construction under control.

Now, green programme to promote environmental education at Ludhiana schools

In a letter issued by the district education officer (DEO) on Tuesday to all the principals of primary, middle, high, senior secondary and private/aided schools, announced the step to initiate the Green School Programme (GSP) Aimed to instil environmental consciousness and sustainable practices in schools, it was launched under the Environment Education Programme (EEP-2023-24) in collaboration with the Center for Science and Environment (CSE), New Delhi, and the Punjab State Council for Science and Technology, Chandigarh. The initiative, previously known as the National Green Corps (NGC), has been introduced with the support of the Centre. The programme emphasises the urgent need to integrate effective environmental education into the school curriculum, promoting sustainability and resource efficiency. Under the GSP, schools within the district will undergo an extensive audit, conducted by the Center for Science and Environment in New Delhi and the Punjab State Council for Science and Technology in Chandigarh. The audit will assess resource consumption patterns and practices in these educational institutions. The best three schools that demonstrate outstanding commitment to environmental conservation will be recognised and awarded on World Environment Day 2024. Schools interested in participating in the audit can register on the Green School Program website: https://greenschoolsprogramme.org/audit/23/register by November 18, 2023. To facilitate the GSP and its objectives, a one-day orientation workshop for school principals and Eco Club in-charges is underway. The workshop aims to provide essential training on GSP registration, the audit process, and the steps required to make schools more eco-friendly. It is open to all schools in the district, including primary/middle, high, senior secondary, and private/aided Schools. The workshop will feature district coordinators or resource persons Narendra Pal Verma, Jasveer Singh and resource person Manpreet Singh. To ensure the smooth organisation of the orientation workshop, specific responsibilities have been assigned to various employees within the district. The training sessions are scheduled to be conducted in Samrala, Khanna, Payal on November 9, 2023 and Jagraon, Raikot, Ludhiana on November 10, 2023.

Amid spike in pollution, Delhi’s high NO2 levels a sign of worry

Delhi’s high particulate matter (PM) 2.5 concentration may be the focus of agencies and government departments as they look to bring down the Capital’s high pollution levels but the concentration of another pollutant, nitrogen dioxide (NO2), is slowly beginning to spike and is currently two-to-three times the permissible limit of 80 micrograms per cubic metre (µg/m3) in parts of the city, Central Pollution Control Board (CPCB) data showed. NO2 comes largely from vehicle emissions, and its levels indicate an enduring problem with Delhi’s air — pollution from vehicles. According to the Delhi economic survey 2022-23, there are 7,917,898 registered vehicles in Delhi. In addition, Delhi also sees vehicular traffic from Gurugram and Faridabad (in Haryana), and Noida and Ghaziabad (in Uttar Pradesh). It should come as no surprise, then that ITO , one of Delhi’s busiest traffic intersections is currently recording the highest NO2 levels in November, averaging an NO2 concentration of 191µg/m3, over twice the daily safe limit. Another high-traffic zone, Nehru Nagar (123 micrograms per cubic metre) has the second highest concentration in the month, followed by Okhla Phase-2, which recorded an average NO2 concentration of 116µg/m3. CPCB data also showed Delhi’s average NO2 concentration in the first seven days of the month has risen sharply, exacerbated by the prevailing calm wind conditions since November 2. Delhi’s average NO2 concentration in the first week of November was 54.7µg/m3 — a rise of around 47% from last month’s average NO2 concentration of 37.3µg/m3. Even though the 24-hour concentration is lower than the national standard of 80, the average concentration in November is still over two times the World Health Organization’s (WHO) limit of 25µg/m3. Experts say long-term exposure to high NO2 levels is linked to asthma and also increases people’s susceptibility to respiratory infections. Sunil Dahiya, analyst at the Centre for Research on Energy and Clean Air (CREA) said the data clearly shows for a need to have sustained plans for busy intersections, where levels are shooting up to around three times the standard. “ All three hotspots have heavy traffic and face congestion, with Okhla having industries too, another NO2 source. Government bodies need to look at monthly data and take action at such intersections so that such levels can be brought down,” Dahiya said. Dahiya added that NO2 levels, similar to PM2.5, was beginning to spike, due to the prevailing calm wind conditions in the city, which were not allowing it to disperse. The NO2 being emitted by vehicles is therefore remaining close to the surface and accumulating -- to levels beyond permissible limits at locations where congestion is more common. Data trends for Delhi were similar in October. ITO recorded an average NO2 concentration of 102µg/m3 in the month of October. Okhla Phase-2 recorded 80µg/m3. In an analysis, released on November 5, the Centre for Science and Environment (CSE) also commented on the rising NO2 levels in the city, pointing out that these were up by around 60% in comparison to the first week of October. Anumita Roychowdhury, executive director, research and advocacy at CSE, said high NO2 levels in an area were a clear indicator of the impact of vehicular traffic.

Stubble burning not only to blame for alarming spike in air quality in Delhi: report

Delhi’s pollution level – PM2.5 concentration – saw its first huge spike of this winter season on November 2 with a sudden and staggering 68 per cent jump within 24 hours, crossing 313 microgramme per metre cubed which was equivalent to “severe plus” category as per the Air Quality Index (AQI) concentration range, the Centre for Science and Environment (CSE) said in its latest study. It also said that stubble burning alone could not have led to this alarming spike in Delhi’s air pollution levels if local factors, including vehicle emissions, had not already poisoned the national capital’s air. Releasing the new analysis by CSE of the deadly winter pollution that has gripped Delhi-NCR these days, CSE Executive Director, Research and Advocacy, Anumita Roychowdhury said: “This winter season has started with a much higher pollution level compared to November last year. The combination of adverse meteorological conditions, onset of crop residue burning, and high local pollution has tilted the scale dangerously, increasing public health risk. “Even though the overall long-term pollution curve is stable and downward, it is still significantly above the national ambient air quality standards. This demands most stringent and sustained action on vehicles, industry, energy systems and waste management across the region.” The analysis has been done by CSE’s Urban Lab, whose head Avikal Somvanshi said: “This kind of rapid build-up is not uncommon during this part of the season and is generally associated with smoke-fall from farm stubble fire and meteorological factors assisting transportation of the smoke to Delhi-NCR and topping the high local pollution. “But it must be kept in consideration that this rapid build-up in a short time span is able to tip air quality into severe category because baseline pollution from local sources is already very high.”

Delhi air pollution: Why November became worst in last 10 years

The air in and around the national capital is heavy and burns the eyes. But Delhi wasn't always like this in November. It wasn’t so about a decade back. Punjab existed, and so did its farms. What has changed all of a sudden that Delhi’s air has started becoming so toxic around November? Sports commentator Sanjay Banerjee, who has been living in Delhi-NCR for the last 23 years, has seen better winter air quality. He attests to the fact that high pollution has become a major problem only in the last decade. “I stop going out for my morning walks and stay indoors as much as possible. I use an air purifier at home and put on a mask whenever I have to step out,” says 61-year-old Sanjay Banerjee. People who have been living in Delhi for decades would agree with Banerjee. The onset of winter was with blue skies. It was only around Diwali that Delhi’s air quality would dip and that too for a fortnight at best. Now, things have become much grimmer. “Earlier, we used to see patients with breathing problems just before and after Diwali. This year we are witnessing such patients from the beginning of October, and November is particularly bad,” Dr GC Khilnani, a pulmonologist who has been practising in Delhi since 1991, tells IndiaToday.In. “I am seeing people reporting breathing issues since the beginning of October and there is a 30-40 per cent increase in such patients,” says Dr Khilnani, who is chairman of PSRI Institute of pulmonary, critical care and sleep medicine and member of the WHO technical advisory group on global air pollution and health. Vehicular emissions, construction dust and smoke from farm fires are three major contributory factors to the air pollution in Delhi. Emissions from vehicles and industry and biomass burning contribute to the tinier PM2.5 pollutants while construction dust is behind the coarser PM10 pollutants. This year, the percentage share of PM2.5 in PM10 has crossed 50 per cent, indicating higher impact of combustion sources of pollution, according to the Centre for Science and Environment (CSE). This brings us to the most interesting question -- why does Delhi become a gas chamber in November? And why has it started affecting air quality only since the last decade? PUNJAB FARM FIRES AND POLLUTION IN DELHI Though Delhi’s air remains poor almost throughout the year, it is only in November that people sit up and take note of it as it reaches hazardous levels. Vehicular emissions and construction dust are present throughout the year, but what makes November worse are the smoke from farm fires and the wind conditions.

AQI ‘very poor’ for second day, all eyes on wind speed

GURGAON: The city witnessed a slight improvement in the air quality on Tuesday with the wind speed at 6kmph. The air quality index (AQI) — at 364 — stayed in the ‘very poor’ category for the second consecutive day, after it was recorded at 373 on Monday. Of the four monitoring stations in the city, the highest AQI — 404 (severe) — was recorded at Sector 51, followed by 357 in Gwalpahari, 342 in Teri Gram, and 360 in Vikas Sadan. Track the pollution level in your cityAccording to the System of Air Quality and Weather Forecasting and Research (SAFAR), surface winds with speeds of up to 12kmph are expected for the next six days while the AQI will likely be in the ‘very poor’ or ‘severe’ categories. The PM2.5 reading on Tuesday was highest in Sector 51 (399µg/m3), followed by 387µg/m3 in Gwalpahari, 375µg/m3 in Teri Gram, and 348µg/m3 in Vikas Sadan. Meanwhile, the PM10 data in Sector 51 was recorded at 381µg/m3, followed by 342µg/m3 in Teri Gram and 282µg/m3 in Gwalpahari. Vikas Sadan does not record the PM10 data. According to the CPCB, the annual average permissible limits for PM2.5 and PM10 are 40µg/m3 and 60µg/m3, respectively. “The region is witnessing a slight relief, but this will not last for long. The air quality is likely to deteriorate to the severe category again in a day or two as the wind speed may reduce and make the dispersion of pollutants difficult,” said Shubhansh Tiwari, a research associate at the Centre for Science and Environment. According to satellite data from Nasa, collated by the Indian Agricultural Research Institute, 26 farm fires were detected in Haryana on Tuesday and 1,515 in Punjab. Meanwhile, the city recorded a minimum temperature of 15.9 degrees Celsius on Tuesday and a maximum of 31 degrees. There is a possibility of rain on Friday because of a western disturbance in the region. However, this may not bring a dip in the temperature, according to an official of India Meteorological Department (IMD). We also published the following articles recently Wind improves air quality in Noida and Gurgaon, AQI stands in 'very poor' zoneThe air quality in Noida and Ghaziabad slightly improved as wind speed increased, but remained in the 'very poor' category. Gurgaon's air quality index (AQI) decreased from 'severe' to 'very poor', while Noida's AQI decreased from 'severe' to 'very poor' as well. However, Greater Noida and Ghaziabad still had 'severe' AQI. The Noida administration appointed sector magistrates to enforce compliance of guidelines and restrictions on diesel trucks and construction activities.105025036 Wind helps improve AQI, but air still very poorGurgaon experienced a slight improvement in air quality due to increased wind speed, resulting in better dispersion of pollutants. The city's air quality index (AQI) dropped from severe to very poor. However, experts warn that the AQI is still hazardous and more action is needed to reduce emissions from industries, power plants, and local sources like transportation and construction. The PM2.5 and PM10 levels remained high, exceeding the permissible limits. Delhi, Faridabad, Noida, and Ghaziabad also recorded poor to severe AQI. Health experts advise residents to stay indoors and wear N95 masks during peak pollution hours.105025430 Muradpur AQI worst as air quality deteriorates in cityThe air quality in Patna has reached its highest level of pollution this winter, with the 24-hour average Air Quality Index (AQI) reaching 265. Several other cities in the state of Bihar also recorded high AQI levels above 300, which is considered very poor and can cause respiratory illnesses. To combat air pollution, the Patna Municipal Corporation has implemented strict measures to control construction activities and has deployed anti-smog guns and sprinkler machines. The India Meteorological Department has predicted dry weather during Diwali.105026656

Turning trash to treasure in India’s waste management sector

[BENGALURU/CHENNAI] India’s rapid urbanisation has meant growing environmental problems arising from municipal waste – but for Singapore’s waste management players, these represent business opportunities. “Waste management is a key area of growth within the urban sector,” said G Jayakrishnan, executive director for South Asia, the Middle East and Africa at Enterprise Singapore. India generates some 150,000 tonnes of municipal solid waste each day, according to a 2023 report from the New Delhi-based Centre for Science and Environment. “This opens new avenues for Singapore companies to enter the market and provide value-added services, to contribute and advance urban development in India...

Air Quality In Odisha Capital Slips To ‘Moderate’ Category

Bhubaneswar: While Delhi is choking with pollution levels again turning ‘severe’ on Wednesday morning, the air quality in Odisha capital is also causing concern having plunged to ‘moderately polluted’ category with winter settling in. Bhubaneswar, Cuttack, Rourkela – and four towns – Balasore, Angul, Talcher and Kalinganagar in the state are identified as non-attainment cities with high PM-10 and PM 2.5 in ambient air. And the state capital now ranks first among these cities and towns, according to reports. In Bhubaneswar, air quality index (AQI) was in the range of 103 to 130 between November 1 and 4. The PM10 (particles with a diameter of 10 micrometres or less) stood at 145mg/m3 at Chandrasekharpur on November 1, 104 mg/m3 at monitoring station of OSPCB at Unit VIII on November 2 and 140 mg/m3 at Khandagiri and 101 mg/m3 at Palasuni on November 3. It was found to be 124 mg/m3 and 121 mg/m3 on November 4 at Capital police station area and IRC village respectively. The level of PM2.5, another major pollutant in the air, was also said to be poor in parts of the city on November 7. According to Odisha State Pollution Board (OSPCB) officials, the level of the pollutant at different stations was found to be in the range of 35 to 54 mg/m3 on on November 3 and 4. Although there are no large industrial establishments here, construction activities along with the regular movement of heavy goods on National Highway-16 is massively contributing to the deteriorating air quality in the city. ADVERTISEMENT The officials added that temperature inversion, especially during winter, further prevent the rise and dispersal of pollutants from the lower layers of the atmosphere with PM10 pollutant remaining suspended in the air for nearly six hours and PM2.5 for even a longer period. While the coarse (bigger) particles can irritate your eyes, nose, and throat, the fine (smaller) particles can get into the deep parts of your lungs, causing cough and asthma attacks, or even into your blood, according to Centre of Disease Control and Prevention. ACTION PLAN Notably, clean air action plan has been devised as per National Clean Air Programme (Ncap) at these seven places in the state. The highest of Rs 20.52 crore of Rs 54.38 crore received in the last financial year under Ncap was sanctioned for Bhubaneswar to ensure that steps are taken to reduce air pollution, Forest ,Environment and Climate Change Minister Pradip Amat had told the Assembly in March. WINTER TROUBLE In April, the Centre for Science and Environment (CSE), in its annual winter pollution report, stated that Bihar, West Bengal and Odisha are increasingly falling into the pincer grip of toxic particulate pollution during winter season. Bihar with an average PM2.5 level of 134 micrograms per cubic meter (µg/m3) was the most polluted state in the east, followed by West Bengal with average PM2.5 level of 84 µg/m3 between October 1, 2022 and February 28, 2023. Odisha was third with a seasonal average of 63 µg/m3 with Talcher (75 µg/m³) being the most polluted.

[Analysis] Indian aviation’s turbulent path to sustainability

India’s aviation industry is experiencing remarkable growth. The ambitious expansion plans of carriers like Air India and IndiGo are bound to have a significant impact on their emissions, given the carbon-intensive nature of the aviation industry. The authors of this analysis estimate that the combined annual CO2 emissions of the two airlines will rise from the current 10 million tonnes to at least 18 million tonnes in the next decade. Moreover, the climate impact of aviation is four-fold larger than that of CO2 emissions alone because of high altitude emissions. The technical and logistical viability of their mitigation plans, such as ‘Sustainable Aviation Fuel’ and Carbon Offsetting, is highly questionable, write the authors of this analysis. The views in the analysis are those of the authors. Even as the climate crisis casts an ever-lengthening shadow, India’s aviation industry is poised for a dramatic takeoff. As passenger numbers in India are expected to climb 7% annually, Air India and IndiGo, two of India’s aviation giants, are gearing up to meet the surging demand. In February this year, Air India set a record by ordering 470 new aircraft, scheduled for delivery over the next decade. This move will increase its current fleet of 124 aircraft nearly five-fold by 2033. Not to be outdone, IndiGo Airlines announced an order for 500 new Airbus aircraft four months later. With a previous order of 480 aircraft still pending delivery, IndiGo’s fleet size will increase by almost 1000 in the next decade for a four-fold increase over its current fleet strength of around 300 aircraft. However, amidst these ambitious growth strategies lies an unsettling reality – the aviation industry’s carbon footprint, a consequence of its carbon-intensive nature, is set to increase significantly. We conducted an analysis that considers multiple scenarios for Indigo and Air India, taking into account their historical performance, market shares, and fleet expansion plans. While we have presented a simplified summary here, our detailed calculations, done for the purpose of this analysis, support our projections. Between 2013 and 2023, IndiGo witnessed remarkable growth, with its passenger base expanding at an impressive compound annual growth rate (CAGR) of 18%, which we arrived at using data from the Directorate General of Civil Aviation (DGCA) website for the years 2013-2023 to calculate the passenger growth rate, specifically for IndiGo Airlines. However, it is unlikely that IndiGo can sustain such a high growth rate in the future. We conservatively estimate that IndiGo’s growth will considerably slow down to a CAGR of about 10% in the next decade, with their ambitious expansion plans leading to a rise in market share but at a considerably slower pace than in the previous decade. Despite this adjustment, the airline will experience a considerable increase in passengers, swelling from the current 86 million in 2022-23 to over 220 million in the next ten years. In 2022-23, IndiGo’s greenhouse gas (GHG) emissions stood at 6.7 million tonnes. However, with the expected growth, we anticipate IndiGo’s annual emissions to rise to 12.5 million tonnes in the next decade, even with anticipated improvements in fuel efficiency from the adoption of new aircraft and optimistic assumptions about potential reductions through the use of ‘Sustainable Aviation Fuel.’ Concurrently, we project Air India’s annual CO2 emissions to rise from about 2.8 million tonnes in 2023 to over 5.5 million tonnes in 10 years despite the fuel efficiency of new aircraft. This projection is contingent upon our assumption that Air India’s ambitious five-fold expansion plan will halt its market share decline and stabilise it. To achieve this stabilisation, we assume that Air India will match the all-India passenger growth rate of 7%. In summary, we estimate that the combined annual emissions from these two carriers alone would rise to at least 18 million tonnes in the next decade, greater than the emissions of the whole country of Ethiopia in 2021. Moreover, the impact of flights is considerably larger than the direct climate impact of CO2 emissions. Contrails, formed from aircraft exhaust in cold high altitudes, can evolve into cirrus clouds, both of which trap outgoing heat and amplify aviation’s warming impact on the climate. The IPCC AR6 has assessed that for a 20-year time horizon, the net global warming potential (GWP) of aviation is staggeringly four times that of CO2 emissions alone. Unambitious mitigation plans Unfortunately, the ambitious expansion plans of these carriers are matched by their lack of ambition in mitigating the environmental consequences of expansionism. Our analysis reveals a conspicuous absence of credible emission reduction plans from either carrier. To its credit, IndiGo publishes annual reports setting out its GHG and particulate matter emissions, as well as its current and planned social and environmental initiatives. In contrast, Air India has placed little data in the public domain and none about its GHG emissions. The few plans mentioned by these carriers largely focus on emissions from fuel used for ground operations. For instance, Air India has introduced Taxibots to reduce fuel consumption for on-ground operations and IndiGo has electrified its on-ground units. However, emissions from ground operations amount to only about 1% of an airline’s total emissions; 99% of emissions result directly from fuel used by aircraft, for which the mention of mitigation is astonishingly little. We emailed both carriers to inquire about their emissions and future emission control plans, but we have not yet received a response. Beyond the blue sky The most commonly mentioned strategies for mitigating airline emissions, as also noted in IndiGo’s 2022-23 ESG report, are the adoption of so-called ‘Sustainable Aviation Fuels’ (SAF) and using ‘carbon offsets’. We, therefore, analyse the technical viability and scope of these strategies in detail. ‘Sustainable Aviation Fuel’ (SAF) is blended and used with conventional jet fuel and is touted as a ‘sustainable’ alternative to conventional jet fuel because of reduced lifetime emissions. It is made of various sources of feedstock and biomass, meant to be used as a “drop-in” fuel, requiring no changes to the aircraft and infrastructure. Depending on the combination of materials used to manufacture it, it is claimed that certain kinds of SAF can reduce emissions up to 80% relative to the baseline scenario of no SAF. However, more grounded scientific projections of their technical feasibility have found that even under their most optimistic scenario, SAF may reduce fleet-wide airline emissions only by 23% by 2050 relative to 2005 levels. Regardless, as Indigo acknowledges, they expect to use a maximum blend of 10% SAF by 2030, which would lead to their total absolute emissions being lower by, at most, 8%, even in the most optimistic scenario relative to not using SAF. Our estimates of IndiGo’s future emissions have internalised optimistic SAF reductions. It is important to note that SAF is an untested technology at scale: it is not presently under mass production and faces supply constraints. It is also three to four times more expensive than kerosene jet fuel, disincentivising airlines from incorporating high levels of SAF blended fuel. It is expected that costs will fall substantially as production capacity is increased. However, new challenges are likely to emerge as production scales up. Depending on the feedstock used to produce a particular type of SAF, it can precipitate several harmful impacts. For instance, if a previously food-producing land is repurposed for SAF feedstock cultivation, it could displace food production to a new area, potentially causing deforestation or land degradation. It can result in water pollution, too, due to the runoff of fertilisers and pesticides. Given these concerns, establishing credible certification programs for SAF fuels will be essential. Unfortunately, recent research has found the global REDD+ certification programme for carbon offsets, which could have served as a blueprint for SAF certification, dangerously unfit for purpose. ‘Carbon offsets’ are commonly presented as a viable solution for counterbalancing greenhouse gas emissions. By purchasing ‘carbon offset credits’, an emitter effectively funds positive environmental actions taken by another party, which can encompass a range of initiatives such as renewable energy projects and afforestation. In reality, however, offset projects have been beset with serious problems. A study published in Science found that over 90% of rainforest carbon offsets certified by Verra, the world’s leading carbon standard for the so-called ‘voluntary offsets market,’ were worthless. These offsets were purchased by some of the largest corporations in the world, including Disney, Shell, and Gucci, to claim emissions reduction. Closer home, a new report just released by the Centre for Science and Environment has revealed troubling details about offset projects in India. In effect, carbon offset schemes have evolved into a carte blanche for polluters to perpetuate their pollution while evading accountability for the inadequate success of these offsets. The same fate may await prospective SAF certification schemes of the future. How much would it cost carriers to offset their emissions credibly? Direct Air Capture (DAC) is one of the most significant technologies that verifiably satisfies most of the requirements for a credible offset project. It works by filtering carbon dioxide directly from the atmosphere and storing it in underground geological formations.

Delhi sees concerning surge in NO2 pollution levels, shows CPCB data

As the capital city grapples with high levels of particulate matter (PM) 2.5 pollution, another pollutant, nitrogen dioxide (NO2), is on the rise in Delhi, according to data from the Central Pollution Control Board (CPCB). NO2, primarily stemming from vehicle emissions, indicates a persistent air quality issue in Delhi attributed to vehicular pollution. The city's economic survey for 2022-23 reported a staggering 7,917,898 registered vehicles in Delhi, with traffic extending from Gurugram, Faridabad in Haryana, and Noida and Ghaziabad in Uttar Pradesh, the Hindustan Times reported. Key Pollution Hotspots Notably, the ITO traffic intersection, one of Delhi's busiest, is currently recording the highest NO2 levels in November, averaging 191µg/m3, over twice the daily safe limit. Nehru Nagar follows closely with 123 micrograms per cubic metre, and Okhla Phase-2 recorded an average NO2 concentration of 116µg/m3, it said. CPCB data indicates a sharp rise in Delhi's average NO2 concentration in the first week of November, exacerbated by calm wind conditions since November 2. The average NO2 concentration in this period was 54.7µg/m3, representing a 47 percent increase from the previous month's average of 37.3µg/m3. While the 24-hour concentration remains below the national standard of 80, the monthly average is more than double the World Health Organization's (WHO) limit of 25µg/m3. Health Implications Experts warn that prolonged exposure to high NO2 levels is linked to asthma and increased susceptibility to respiratory infections. Sunil Dahiya, an analyst at the Centre for Research on Energy and Clean Air (CREA) told the paper that there is a need for sustained plans at congested intersections where levels exceed standards. Dahiya emphasized that NO2 levels are rising due to calm wind conditions, preventing dispersion, and accumulating near the surface, particularly in traffic-congested areas. A similar trend was observed in October, with ITO recording an average NO2 concentration of 102µg/m3. The Centre for Science and Environment (CSE) noted a 60 percent increase in NO2 levels in Delhi compared to the first week of October, the report added. Anumita Roychowdhury, executive director of research and advocacy at CSE told the paper that there is an urgent need to address vehicular pollution, especially in high-traffic areas. She stressed the necessity of local interventions for efficient traffic dispersal in pollution hotspots.

AQI at Delhi’s Anand Vihar touches 999 again. How hazardous is this for health?

Delhi witnesses the same story every year as its people are left to breathe toxic air. The National Capital is blanketed in a thick layer of smog as the Air Quality Index (AQI) touched the ‘severe’ level again on Wednesday (8 November). The Delhi government has shut schools from Thursday (8 November) till 18 November as citizens gasp for clean air. The AQI in Anand Vihar in east Delhi once again reached 999, as per AQIcn.org. The area previously reported such air quality of appalling proportions on 2 November. The air quality in many areas, including RK Puram and Punjabi Bagh, was above 400 in the ‘severe’ category. According to Swiss group IQAir’s data at 10.30 am today, Delhi was the second most polluted city in the world. Pakistan’s Lahore topped the list, while India’s Kolkata and Mumbai were at the fourth and seventh spots, respectively. What does such toxic air mean for Delhi and its people? Why is Anand Vihar so badly affected than the rest of the National Capital? Let’s take a closer look. Anand Vihar records 999 AQI When air quality plunges to the ‘severe’ category, even healthy people become vulnerable to respiratory issues. The worsening air pollution in the city affects everyone irrespective of their age group. Dr Arvind Kumar, a senior lung specialist at Medanta Hospital, told the Independent, the current air quality in Delhi is akin to smoking about 25-30 cigarettes every day. An AQI between zero and 50 is considered ‘good’ everywhere. An increase of 50 gradually worsens the air quality. It is considered ‘severe’ when AQI is between 401 to 450, while the ‘severe +’ level is reported when the air quality index is over 450. Experts say that an AQI of 500 signals “worst air quality with worst health impacts”, according to Hindustan Times (HT). However, it must be noted that this is the highest value on the pollution measurement metric on some stations in Delhi. Others cannot report beyond 999. While System of Air Quality and Weather Forecasting And Research (SAFAR) monitoring stations cannot report AQI over 999, the Central Pollution Control Board (CPCB) can track particulate matter (PM) concentrations well beyond 999, reported The Quint. As per the website AQIcn.org’s data at 1 pm, the maximum PM 2.5 in Anand Vihar was at 558, while PM10 level was as high as 999. What high AQI means for our health Hazardous particulate matter (PM 2.5 or PM 10) concentrations in the air are a cause for worry. PM2.5 concentrations can result in asthma, heart attack, bronchitis and other respiratory issues. These tiny particles or droplets can get deep inside our lungs and further harm us. The World Health Organization (WHO) has capped the safe daily PM2.5 concentrations limit at 15 micrograms per cubic meter. However, in 2019, some parts of Delhi like Anand Vihar had recorded PM 2.5 concentrations of 2400 on the CPCB monitor, reported The Quint. At an AQI of 999, the concentration of poisonous Carbon Monoxide (CO) in the air could reach the fatal level of 90, reported The Statesman. According to the US’ Centers for Disease Control and Prevention (CDC), CO poisoning can lead to headache, dizziness, vomiting, chest pain and confusion. Other pollutants in the air like sulphur dioxide, nitrogen dioxide, lead and ozone also increase the risk of respiratory problems, irritation in eyes and frequent headaches. What makes Anand Vihar so vulnerable? There are several factors contributing to such high levels of pollution at Anand Vihar nearly every year. Higher vehicular pollution, dust as well as emissions from nearby industries in Uttar Pradesh’s Ghaziabad exacerbate the pollution problem of Anand Vihar, which is located in close proximity to the Sahibabad industrial area and the Ghazipur landfill. Last November, Delhi environment minister Gopal Rai said the Delhi Pollution Control Committee (DPCC) identified the construction work on the Delhi-Meerut RRTS corridor, local dust and pollution from diesel buses operating from a busy bus terminus as the main reasons for higher pollution in the area. The primary pollutant in Anand Vihar was found to be PM10, HT reported last year citing the CPCB data. Anumita Roychowdhury, executive director, research and advocacy at the Centre for Science and Environment (CSE), told the newspaper at the time that consistent high AQI levels at the location means it was a local problem. “With PM10 being the lead pollutant, it shows that this is a local dust problem and the AQI comes down each time it rains as the dust settles down. In the last few years, ever since Anand Vihar was identified as a pollution hotspot, unpaved roads and dust-resuspension was a problem and that will have to be addressed.”

Air quality drops to 'poor' in five monitoring stations in Kolkata on Tuesday

The air quality dropped to “poor” in five monitoring stations in the city on Tuesday in what could be the start of another season of poor or worse air quality. At 7pm on Tuesday, the air quality in stations in Ballygunge, Bidhannagar, Fort William, Jadavpur and Victoria Memorial was poor. Two other stations, Rabindra Bharati University and Rabindra Sarobar, reported moderate air quality. There are seven continuous air quality monitoring stations in Kolkata. According to the Central Pollution Control Board (CPCB), “poor” air quality can cause “breathing discomfort to most people on prolonged exposure”. The prominent pollutant in all the five stations that recorded poor air quality was PM 2.5, a fine particulate matter that is less than 2.5 microns in size. Doctors said the fine particles can enter the lungs and other organs. They can trigger a number of health issues. Worsening air quality is of particular concern to people with existing diseases like asthma and chronic obstructive pulmonary disorder, said doctors. Scientists said a drop in temperature and wind speed traps pollutants — released by human activities and other sources — closer to the ground. Stronger winds in summer blow away pollutants. Higher temperatures also warm up the air. The warm air rises up and takes away the pollutants. This process of dispersal slows down with a drop in temperature as winter approaches. The drop in temperature and the slowing down of the wind speed traps pollutants in the air closer to the ground. This increases the exposure level of people to poor air. Arup Halder, a pulmonologist at Calcutta Medical Research Institute (CMRI), said people should avoid going out for morning walks. “Go out for a walk in the late morning or afternoon. Use a mask during walks whenever the air quality drops to moderate,” said Halder. Air quality management experts said regular watering of the city’s roads, identifying hotspots and framing action plans to curb pollution in them and preventing waste burning are some of the steps that could help curb the pollution. Abhijeet Chatterjee, a professor at the Bose Institute, said the authorities should be very strict about curbing all open burning in the city. “Open burning still happens. The authorities must use all resources to stop this. This burning during morning or evening, which is still common, completely vitiates the air and the impact remains for a long duration,” he said. Chatterjee is also an advisor to the Kolkata Municipal Corporation, for management of the city’s air quality. He said he had suggested that the KMC waters the roads twice a day. “The surface becomes dry as the temperature drops in the evening. Watering the roads twice is necessary. This will prevent the re-suspension of road dust,” Chatterjee said. Anumita Roy Chowdhury, an air quality management specialist, stressed on identifying hotspots, preparing an action plan and executing it. “Kolkata has seven monitoring stations. They help identify the hotspots of pollution. The sources of pollution have to be identified and then measures should be taken to curb those sources,” she said.

Air Pollution: दिल्ली-एनसीआर से ज्यादा खतरनाक है मुंबई की हवा, सीधे खून में जा सकते हैं कण, तटीय इलाके खतरनाक!

दिल्ली और एनसीआर की फिजा में जितनी जहरीली हवा के कण घूम रहे हैं, उससे कहीं ज्यादा खतरनाक कण देश की आर्थिक राजधानी मुंबई में मौजूद हैं। वैज्ञानिकों की मानें तो अगर ऐसी ही परिस्थितियां लगातार बनी रहीं, तो तटीय इलाकों के शहरों में दिल्ली एनसीआर से ज्यादा खतरनाक हालात पैदा हो सकते हैं। फिलहाल केंद्रीय प्रदूषण कंट्रोल बोर्ड समेत इस दिशा में काम करने वाली तमाम एजेंसियों ने इन शहरों के लिए न सिर्फ चेतावनी जारी की है, बल्कि ऐसे इलाकों में हो रहे अंधाधुंध निर्माण पर निगरानी बरतने और जरूरत पड़ने पर अंकुश लगाने के लिए भी कहा है। बीते कुछ दिनों में मुंबई जैसे महानगरों में वायु की गुणवत्ता सबसे खराब की श्रेणी में पहुंच चुकी है। बीते कुछ दिनों से जिस तरीके से दिल्ली में वायु प्रदूषण खतरनाक स्थिति में पहुंच चुका है, ठीक इसी तरीके से समुद्री इलाकों में बसे शहरों में भी एक्यूआई लेवल 'वेरी पुअर' की श्रेणी में पहुंच चुका है। केंद्रीय प्रदूषण कंट्रोल बोर्ड के आंकड़ों के मुताबिक मुंबई और चेन्नई जैसे शहरों में भी वायु प्रदूषण लगातार बढ़ता जा रहा है। सेंटर फॉर साइंस एंड एनवायरनमेंट के एयर पॉल्यूशन कंट्रोल यूनिट के प्रमुख कार्यक्रम प्रबंधक विवेक चट्टोपाध्याय कहते हैं कि मुंबई और चेन्नई जैसे शहरों में लगातार प्रदूषण बढ़ता बहुत खतरनाक संकेत है। इसके पीछे का तर्क देते हुए वह कहते हैं कि मुंबई में एयर क्वालिटी इंडेक्स 350 के करीब पहुंच चुका है, जो कि आने वाले दिनों में और बढ़ सकता है। वह कहते हैं कि यह चिंता की बात इसलिए सबसे ज्यादा है क्योंकि समुद्र के किनारे बसे शहरों और राज्यों को इस बात का हमेशा से अंदाजा रहा है कि समुद्री हवाओं के चलते इन शहरों में प्रदूषण कम होता है। लेकिन जिस तरह से लगातार शहरों में निर्माण और वाहनों की संख्या बढ़ रही है, उससे यहां की समुद्री हवाएं इन शहरों के प्रदूषण को खत्म नहीं कर पा रही हैं। सेंटर फॉर साइंस एंड एनवायरनमेंट के अपने आंकलन के मुताबिक मुंबई की हवा में सबसे जहरीले कण पीएम-1 दिल्ली की तुलना में ज्यादा पाए गए। वह कहते हैं कि दिल्ली में पीएम 2.5 ज्यादा है जबकि उससे भी महीन कण जो कि सीधे रक्त की कणिकाओं में जाते हैं वह पीएम-1 मुंबई में ज्यादा हैं। इसके पीछे का कारण बताते हुए विवेक चट्टोपाध्याय कहते हैं कि मुंबई में जिस तरह से ऊंची-ऊंची इमारतें बनाई जा रही हैं उससे समुद्र की ओर से बहने वाली हवाओ में अवरोध पैदा हो रहा है और इन ऊंची-ऊंची बिल्डिंगों के बीच में "कैन्यान इफेक्ट" बन जाता है। जिसके चलते प्रदूषण के कण शहर में ही मौजूद रहते हैं और हवाएं भी बेअसर हो जाती हैं। वह कहते हैं कि मुंबई और चेन्नई जैसे शहरों में शुरुआती दौर से यह माना जाता रहा है कि यहां की हवाएं शहर के प्रदूषण को खत्म कर देती हैं, लेकिन अब यह ट्रेंड बदल रहा है। बीते कुछ समय से इन शहरों की एक्यूआई प्रभावित हो रही है। केंद्रीय प्रदूषण कंट्रोल बोर्ड ने भी समुद्री किनारों पर बसे शहरों में बढ़ रहे प्रदूषण पर चिंता जताई है। बोर्ड के वैज्ञानिकों के मुताबिक इन शहरों के लिए भी बाकायदा गाइडलाइंस जारी की गई है और राज्यों को कड़े कदम उठाने के लिए कहा गया है। सीपीसीबी के मुताबिक इन राज्यों में समय-समय पर अस्पतालों के बीच से रेस्पिरेटरी डाटा इकट्ठा करने और पब्लिक हेल्थ प्रोटक्शन प्लान के मुताबिक रणनीति बनाने के लिए निर्देश दिए गए हैं। सीसीबी के वरिष्ठ अधिकारियों का कहना है कि यह निर्देश सिर्फ महाराष्ट्र के लिए नहीं बल्कि उन सभी समुद्री किनारों पर बसे हुए शहरों और राज्यों की जिम्मेदार अथॉरिटी को दिए गए हैं, जहां पर यह पहले से माना जाता रहा है कि समुद्री हवाओं से प्रदूषण कम होता है। सेंटर फॉर साइंस एंड एनवायरनमेंट के एयर पॉल्यूशन कंट्रोल यूनिट के प्रिंसिपल प्रोग्राम मैनेजर विवेक चट्टोपाध्याय कहते हैं कि अब यह तथ्य सही नहीं है कि समुद्र के इलाकों में प्रदूषण नहीं होता। सीएसई के इन इलाकों में किए गए अपने अध्ययन के मुताबिक जमीनी स्तर पर निर्माण काम ज्यादा हो रहा है। इसके अलावा दिल्ली और एनसीआर की तरह अन्य प्रभावित इलाकों की तरह समुद्री क्षेत्र में बसे शहरों का मॉनिटरिंग सिस्टम भी मजबूत नहीं है। वैज्ञानिकों का कहना है कि दिल्ली-एनसीआर जैसे शहरों में ग्रैप के माध्यम से बहुत हद तक प्रदूषण पर कंट्रोल लगाने की कोशिश तो की जाती है। लेकिन मुंबई और चेन्नई जैसे शहरों में ऐसी मजबूत व्यवस्था लागू ही नहीं है। यही वजह है कि लगातार बढ़ रहे वाहनों की संख्या और हो रहे निर्माण के चलते समुद्री किनारों पर बसे शहर लगातार प्रदूषित हो रहे हैं। सेंटर फॉर साइंस एंड एनवायरनमेंट के वैज्ञानिकों का मानना है कि बीते दो से तीन सालों में यह परिस्थितियां तटीय इलाकों में ज्यादा बदहाल हुई हैं। मुंबई में प्रदूषण की देखरेख करने और इस दिशा में काम करने वाली गैर सरकारी संस्था कोस्टल एयर कंट्रोल डिविजन के सुमित डालचंद पाटिल कहते हैं कि बीते कुछ सालों में सिर्फ मुंबई ही नहीं बल्कि अन्य तटीय इलाकों में हर तरीके का प्रदूषण लगातार बढ़ रहा है। उनका मानना है कि मुंबई में वायु प्रदूषण की प्रमुख वजहों में बिजली उत्पादक संयंत्रों की भी बहुत बड़ी भूमिका है। इसके अलावा लगातार बढ़ रहे वाहनों समेत अलग-अलग इलाकों में हो रहे तेजी से निर्माण प्रदूषण को बढ़ाने के बड़े कारक हैं। सुमित कहते हैं कि वैसे तो महाराष्ट्र समेत अन्य तटीय राज्यों में सांस की बीमारियों का एक स्पेसिफिक डाटा रिलीज किया जाना चाहिए। लेकिन जो आंकड़े अभी तक पता चले हैं, उसमें यह बात सामने आई है कि मुंबई में सांस के रोगियों की संख्या भी बढ़ रही है। वह कहते हैं कि सीपीसीबी समेत तमाम गैर सरकारी संस्थाएं लगातार प्रदूषण के बढ़ रहे इस ख़तरनाक स्तर पर राज्य की एजेंसियों को अलर्ट भी जारी कर रही हैं।

दिल्ली में प्रदूषण पर विशेषज्ञों ने कहा- सरकार को वोट बैंक की राजनीति से ऊपर उठना चाहिए

वायु प्रदूषण विशेषज्ञों का मानना है कि दिल्ली में वायु गुणवत्ता के खराब होने के पीछे सिर्फ पराली जलाना ही नहीं बल्कि स्थानीय प्रदूषण भी बड़ा कारण है. इस दिशा में सरकार को वोट बैंक की राजनीति से ऊपर उठना चाहिए.