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Cse In News

MC earmarks 20 sites to set up temporary fire stations

Chandigarh: Municipal Corporation, Chandigarh, has identified a total of 20 locations across the city for setting up temporary fire stations during Diwali. The Fire and Emergency Services department has also finalised the roster of employees, and six staff will be deployed in three shifts on such temporary stations. These temporary fire stations will work round the clock for four days, November 10th to 13th, and each unit will be manned by experienced firemen. “Besides over half a dozen markets, other high footfall areas of the city will also be covered under this arrangement. A big fire fighting vehicle will be stationed at each location for quick response, in case of any fire,” sources said. “In 12 cracker selling sites, around 100 stalls are permitted by the Chandigarh administration. It is a high-risk area for the civic body authority. Besides the temporary fire stations, the department has fire-fighting motorcycles, which will keep moving inside congested markets, commercial areas and other required locations. Deployment of staff for bike-borne fire-fighters has also been done,” an official said. We also published the following articles recently 450 vendors get temporary licences in cityOver 450 vendors in Ranchi have obtained licenses to sell firecrackers at designated locations for the Diwali festival. The sellers will operate at various grounds and a school. However, the firecracker market will not be set up at Morhabadi ground this year due to Statehood Day celebrations. This administrative step aims to enhance the shopping experience, boost local businesses, and ensure safety. The Diwali Market is known for its diverse range of goods and is popular among residents and tourists.105082615 Delhi Air Pollution: 'GRAP temporary measure, penal action required'Experts have highlighted the inadequate implementation and enforcement of existing rules as the weakest link in the fight against air pollution in Delhi-NCR. They emphasized the need for real action in addressing vehicular pollution, industrial emissions, waste burning, and construction/demolition dust, instead of solely focusing on episodic events like stubble burning. The Centre for Science and Environment (CSE) called for more stringent enforcement, monitoring, and penal action. Another expert from the Centre for Research on Energy and Clean Air (CREA) pointed out the lack of progress in strengthening public transportation and emission regulations for industries and power plants. Both experts advocated for an airshed approach to pollution control.105000048 CRPF deploys UAVs and additional troops for newly introduced polling stations in Naxal hit areasThe Central Reserve Police Force (CRPF) has deployed additional troops, drones, road opening parties, and withdrawal teams to ensure voting in newly created polling stations in hypersensitive areas in Chhattisgarh. Around 450 polling stations have been established in areas previously controlled by Maoists. Two additional companies of the CRPF's commando battalions have been deployed in sensitive locations, and 62 CRPF companies have been brought to the state. The CRPF has also established 22 new forward operating bases in naxal areas. Coordination meetings with senior officers of the state police and the election commission have taken place to ensure security at sensitive polling booths.105014175

Toxic air: Get serious on avoiding death by breath

If you live in a city with clean air, cycling is good for your health. Not so, however, in cities with toxic air. A cyclist inhales more air, and when the air is severely polluted, it means inhaling more toxic air. Which means cycling is not advisable in Delhi right now. Ditto for brisk walking or any kind of vigorous outdoor activity. In an all-too-familiar scenario, the city, home to more than 20 million people, as well as its neighbourhood, is once again making headlines because of its toxic air even amid all the news about looming Assembly elections in several states, Israel’s attacks on Gaza and the ongoing humanitarian catastrophe. At the time of writing, pollution levels in Delhi have slightly improved. From "severe" for five consecutive days, it had moved up to the "very poor" category. As if on cue, on November 6, Facebook tossed up a photo I had clicked last year on the same date -- it was about sunset, smog and the city. Many among the upper middle classes and rich are seeking a reprieve by installing air purifiers at home, travelling in air-conditioned cars and spending as much time indoors as possible. But it is still a wafer-thin minority that has all these options. All schools in Delhi have been ordered to remain shut till November 10; construction is banned, as is non-essential truck movement. Water sprinklers are being used to settle the dust. Doctors are asking people to wear masks, stay indoors as long as possible. And the "odd-even" car restrictions are set to return after Diwali. Year after year, it is the same story. How does one talk about India’s terrifying air pollution when the discourse around it seems repetitive and bordering on hopeless? What are we missing in the conversation about air pollution? How do we overcome hopelessness? To start with, there is a need to separate the official talking points from the national conversation about toxic air. Official India does not like global benchmarks; it is hesitant to see a correlation between air pollution and deaths and diseases. But the national conversation is shaped not just by official statements. It must take on board what scientists and experts are saying and citizens’ voices. Despite the mounting scientific data, we are not taking the devastating health effects of toxic air seriously. A scientific paper published by the India State-Level Disease Burden Initiative in December 2020 on the health and economic impact of air pollution in Lancet Planetary Health noted that 1.7 million deaths in India were attributable to air pollution in 2019, 18 per cent of the deaths in the country. It said that while household air pollution is decreasing in India, resulting in 64 per cent reduction in the death rate attributable to it from 1990 to 2019, the death rate from outdoor ambient air pollution has increased during this period by 115 per cent. Health must be the prism through which we view and address air pollution. Official strategies to deal with air pollution do not centre-stage the health effects. Many experts say that, typically, all governments in India opt to deal with low-hanging fruits. They look for quick fixes, silver bullets, like smog towers and spraying water. These can improve things a little in the short term, but they will not solve India’s smog problem. "The problem with the national conversation on air pollution is that it is fixated on specific times of the year and on extremes. So, the official strategy to deal with air pollution also largely pivots around winter, ignoring what happens the rest of the year. The discussion is also Delhi-centric. But air pollution now is a pan-India problem, also prevalent in smaller cities", says Bhargav Krishna, environmental health and policy researcher and fellow, Sustainable Futures Collaborative. On November 5, Fatehabad in Haryana topped the "most polluted city" list in India, with PM2.5 concentration at 338 µg/m3 (microgrammes per cubic metre), as Sunil Dahiya, analyst, Centre for Research on Energy and Clean Air (CREA), pointed out on X (formerly Twitter). Delhi was second, with a PM2.5 concentration of 334 µg/m3. Mumbai’s air is also raising concerns though it is not as bad as Delhi. Arguably, winter is the worst, pollution sits in the air, but, as Krishna points out, we cannot deal with India’s air pollution problem "if we ignore what happens for the rest of the year". There are multiple reasons for toxic air in many parts of India -- construction, vehicular pollution, stubble burning, industrial emissions and others. We need to talk about all the factors which cumulatively contribute to toxic air, and not just a few. We need to ask questions. For example, why is there so little focus on the contribution of power plants to foul air? Only five per cent of India's coal-fired power stations have installed flue gas desulphurisation systems, that are air pollution control mechanisms for sulphur dioxide emissions, according to a recent study by environmental think tank Centre for Science and Environment. And we need to talk about regulation. "We have emissions guidelines, but they are not enforced. The regulatory capacity and will are not there," says Krishna. We need hyper-local data on health impacts of air pollution. "Currently, we do not have data about respiratory infections from primary health centres or at the block level. The other source of health data would be from outpatient visits. There is no centralised database on this currently. A state profile will not give us the necessary micro picture," Krishna adds. In January 2019, India launched its National Clean Air Programme. Key goals included reduction of PM2.5 levels by 20-30 per cent by 2024 relative to 2017 levels in 132 cities. A recent report by CREA points to sluggish progress -- only 37 of the cities have completed even the source apportionment studies which were supposed to be completed in 2020. And that would be just the first step. Almost all these reports still lack public availability and no city action plan has been updated with new findings of the report as envisaged in the NCAP. The National Emission Inventory is also yet to be formalised, which was to be completed by 2020, says CREA. India will also have to install many more air quality monitoring stations to reach its own goals by 2024. That might seem like a tall order. But it is not, if we are serious about avoiding death by breath. We must address the toxic air problem across the country, through the year, not just in winter.

ऑड-ईवन में दिल्ली की प्राइवेट CNG कारों को भी छूट नहीं, काम की हर बात जानिए

नई दिल्ली: अगर दिल्ली में ऑड-ईवन योजना लागू हुई तो सीएनजी फोर वीलर्स को छूट नहीं मिलेगी। सरकार 13 नवंबर से 20 नवंबर तक सप्ताह भर के लिए ऑड-ईवन लागू करने की तैयारी में है। सूत्रों के अनुसार, ड्राफ्ट प्लान में ऑड-ईवन के दायरे से CNG वीइकल्स को बाहर नहीं रखा गया है। पिछली बार, ऑड-ईवन की पाबंदियों से CNG गाड़ियों को छूट दी गई थी। एक सरकारी सूत्र ने कहा कि 'इलेक्ट्रिक वाहनों को छोड़कर ईंधन के आधार पर किसी तरह के वाहनों को छूट नहीं रहेगी। CNG वैसे तो साफ ईंधन है लेकिन हमें यह देखना होगा कि प्रदूषण की एक बड़ी वजह वीइकुलर कंजेशन है।' हालांकि, दिल्ली में रजिस्टर्ड सभी टैक्सियों को ऑड-ईवन के दौरान छूट मिलेगी। अन्‍य राज्‍यों में रजिस्टर्ड टैक्सियों पर ऑड-ईवन के दौरान प्रतिबंध रहेगा। दिल्‍ली सरकार के दूसरे राज्यों में रजिस्टर्ड कैब्‍स की एंट्री बंद करने के प्रस्ताव पर सूत्रों ने कहा कि ऑड-ईवन के दौरान, NCR से ऑल्टरनेट दिनों पर केवल ऑड या ईवन नंबर वाली कारें ही दिल्ली आएंगी। गुरुवार को एक आधिकारिक बयान में उबर (कैब एग्रीगेटर) ने कहा कि दिल्‍ली-एनसीआर में चलने वाली उसकी सभी कैब्स या तो CNG पर चलती हैं या इलेक्ट्रिक हैं। कंपनी ने कहा क‍ि CNG वीइकल्‍स पर ऐसी पाबंदियों से लोग पेट्रोल या डीजल वीइकल्‍स खरीदने को मजबूर होंगे। सेंटर फॉर साइंस एंड एनवायरनमेंट की एक्‍जीक्‍यूटिव डायरेक्‍टर अनुमति रॉय चौधरी ने कहा, 'जब प्रदूषण का स्‍तर बेहद खराब हो, तो प्रदूषण रोकने के लिए आपसे जो बन पड़े, करना चाहिए।' उन्‍होंने कहा कि गाड़ियों की आवाजाही पर रोक से ट्रैफिक कंजेशन कम होगा। इंटरनैशनल काउंसिल ऑन क्लीन ट्रांसपोर्टेशन के इंडिया एमडी, अमित भट्ट ने कहा कि केवल जीरो टेलपाइप एमिशंस वाले वीइकल्‍स की परमिशन होनी चाहिए। उन्‍होंने कहा, 'ऐसा नहीं कि CNG से एमिशन नहीं होता। होता है, लेकिन डीजल और पेट्रोल से कम होता है।' भट्ट ने कहा, 'होना यह चाहिए कि पलूशन चेक सर्टिफिकेट जारी करते समय पार्टिकुलेट मैटर और नाइट्रोजन ऑक्‍साइड्स एमिशंस देखने चाहिए। उससे एमिशंस की सही तस्‍वीर पता चलेगी।'​

ब्लॉग: शर्मनाक है दिल्ली का जानलेवा प्रदूषण

दि ल्ली और एनसी आर को पर्या वरणी य चुनौ ति यों का लगा ता र सा मना करना पड़ रहा है जो खरा ब शा सन से उत्पन्न हुई हैं: यमुना प्रदूषि त ही है; कूड़े की सफा ई एक समस्या बनी हुई है;है वा हनों का धुआं बढ़ रहा है, दो षपूर्ण शहरी नि यो जन के परि णा मस्वरूप शहरी बा ढ़ आती है और अरा वली पर्वत श्रृंखला सुरक्षि त नहीं है। अगर दि न में दो बार सफा ई न की जा ए, तो मेरेस्टडी टेबल और रसोई के सामा न पर धूल की एक मो टी परत जम जा ती थी , जो न केवल आंखों से दि खाई देती थी , बल्कि राष्ट्री य राजधा नी के एक प्रमुख क्षेत्र में ती सरी मंजि ल के फ्लैट में हा थ सेभी आसा नी से महसूस हो ती थी । यह 2014 की बा त है और, मैं कि सी भी मुख्य सड़क के कि ना रेकी इमा रत में नहीं रह रहा था। आज वह स्थि ति बहुत बदतर और राष्ट्री य शर्म की बा त हो गई है। लो ग अंतही न पी ड़ा झेल रहे हैं लेकि न सरका रेंइस राष्ट्री य स्वा स्थ्य आपा तका ल के सा मने पूरी तरह असहाय नजर आ रही हैं। भा रत सरका र, जो एक छो टे राज्य की सरका र के साथ मि लकर दि ल्ली पर शा सन करती है, इस तथ्य को स्वी का र करने से इनका र कर रही है कि यह एक लो कतां त्रि क त्रा सदी है। दि ल्ली में भा जपा (सभी सात सांसद उसके हैं) और आम आदमी पा र्टी (जि सके मुख्यमंत्री हमेशा खांसते रहते थे) की सरका रों के पा स एक-दूसरेसे लड़ने के लि ए समय है, लेकि न जनता के ज्वलंत मुद्दे को हल करने के लि ए एक साथ बैठने का समय नहीं है, यह जले पर नमक छि ड़कने जैसा है। दो नों पक्षों को कड़े शब्दों में धि क्का रने सेकुछ खास हा सि ल हो ने वा ला नहीं है, जो दुः खद है। सबसे अपमा नजनक बा त यह है कि एक अंतरराष्ट्री य क्रि केट आयो जन, जि समें वि देशी टी में शा मि ल थीं, का मैच भा री धुंध के बी च नई दि ल्ली में आयो जि त करना पड़ा , जि सकी बहुत आलो चना हुई। एशि या ई पड़ो सी-श्री लंका और बांग्ला देश-वि का सशी ल देश हैं,हैंलेकि न वहां हवा की गुणवत्ता दि ल्ली जैसी नहीं है. सा ल दर सा ल हर सर्दी में ऐसी वा यु गुणवत्ता के सा थ नई दि ल्ली दुनि या का सबसेखराब शहर रहा है। पि छले रवि वा र को एक्यूआई शनि वा र के 415 से बढ़कर 454 हो गया । जैसे-जैसेसर्दि यां आती हैं, घा तक वा यु प्रदूषण के का रण दि ल्ली वा सि यों की सांसेंसचमुच रुक-सी जा ती हैं। अब एक बच्चा भी जा नता है कि धूल के कण (पी एम 2.5) फेफड़ों में भा री संक्रमण का का रण बनते हैं और यह सब ला खों वा हनों के प्रदूषण, पटा खे, नि र्मा ण गति वि धि यों , तेजी से घटते वन क्षेत्र, लुप्त हो ते जल नि का य (का र्बन सिं क) और पराली जला ए जा ने जैसेका रकों के चलते हो ता है। अंतरराष्ट्री य क्रि केट मैच के अला वा , जो बात इंडि या , या भा रत के लि ए और अधि क अपमा नजनक है, वह यह तथ्य है कि राष्ट्री य राजधा नी में कई राजनयि क रहते हैं, जो आश्चर्य जता ते हैं कि भा रत इस समस्या का समा धा न क्यों नहीं कर सकता ? हम चंद्रमा पर उतरने या वंदे भा रत ट्रेन शुरू करने का ढिं ढो रा तो पी टते हैं,हैंलेकि न भूल जा ते हैं कि एक शक्ति शा ली सरका र की ना क के नी चे ला खों लो ग जहरीली हवा में सां स लेने को मजबूर हैं। कुछ साल पहले,ले जब दि ल्ली में ऐसा संकट आया था तो नी ति आयो ग, प्रधा नमंत्री का र्या लय और दि ल्ली मुख्यमंत्री का र्या लय आदि प्रदूषण-रोधी उपकरण स्था पि त करने वा लों में सबसेआगे थेलेकि न उन ला खों गरीब और मध्यम वर्ग के लो गों का क्या जो ऐसे जी वन रक्षक उपकरण खरीदने में सक्षम नहीं हैं? गो ल्फ लिं क, मो ती बा ग, न्यू फ्रेंड्स कॉ लो नी या जो र बाग में रहने वा ले रईस खर्च उठा सकते हैं लेकि न यह को ई समा धा न नहीं है। वा यु प्रदूषण की समस्या 1980 के दशक के अंत में शुरू हुई जब दि ल्ली की सड़कों पर डी जल वा हनों , मुख्य रूप से टैक्सि यों और ऑटो का बो लबा ला था । दि ल्ली और एनसीआर में ट्रैफि क का फी कम था लेकि न हवा प्रदूषि त थी. एक्यूआई जैसा शब्द या प्रदूषण को मा पने की मशी नें भी लगभग अनुपस्थि त थीं फि र 1998 में सुप्री म को र्ट द्वा रा नि युक्त भूरेला ल समि ति आई। यह बि गड़ती वा यु गुणवत्ता सेनि पटने के उपा य सुझा ती रही । लगभग 20 साल बा द, समि ति की सदस्य पर्या वरणवि द् सुनी ता ना रायण को सुनवा ई के दौ रान न्या या धी शों को दि खाने के लि ए वा यु गुणवत्ता मा पने का एक उपकरण सुप्रीम को र्ट में ले जा ना पड़ा कि शी र्ष अदा लत के संरक्षि त, वा ता नुकूलि त कमरों के भी तर हवा बेहद प्रदूषि त थी। दि ल्ली सरका र ने सम-वि षम नंबर प्लेट वा ली का रों को वैकल्पि क दि नों में सड़कों पर चलने की अनुमति देने का फॉ र्मूला आजमा या था कुछ वर्ष पूर्व इसने कुछ समा धा न प्रदा न कि या लेकि न चतुर भा रती यों और अमी र दि ल्ली वा सि यों ने सड़कों पर चलने के लि ए दो अलग-अलग का रों (दो स्तों और रि श्तेदा रों से बदली हुई) का उपयो ग करके इसेलगभग हरा दि या । डॉ क्टरों, स्कूली बच्चों , एकल महि ला और सरका री अधि का रि यों आदि को दी छूट ने एक प्रशंसि त यो जना की प्रभा वशी लता को कमजो र कि या ।अगर सुप्रीम को र्ट अनुमति देता है तो इसेइसी मही ने फि र सेला गू कर दि या जा एगा लेकि न क्या इससे राष्ट्री य राजधा नी के खांसते बूढ़ों और बच्चों को आराम मि लेगा ? शा यद नहीं ! दि ल्ली और एनसीआर को पर्या वरणी य चुनौ ति यों का लगा ता र सामना करना पड़ रहा है जो खराब शा सन से उत्पन्न हुई हैं:हैंयमुना प्रदूषि त ही है; कूड़े की सफा ई एक समस्या बनी हुई है; वा हनों का धुआं बढ़ रहा है, दो षपूर्ण शहरी नि यो जन के परि णा मस्वरूप शहरी बा ढ़ आती है और अरावली पर्वत श्रृंखला सुरक्षि त नहीं है। जब तक आम आदमी पा र्टी और भा जपा द्वा रा बहुत सख्त उपा य ला गू नहीं कि ए जा ते, दि ल्ली में नि र्दो ष भा रती यों की धी रे-धी रेमौ तें और भा रत की वि श्व भर में बदना मी जा री रहेगी । अकेले 2020 में, कथि त तौ र पर वा यु प्रदूषण से54,000 लो गों की मौ त हुई। क्या यह राजनेता ओं को चौं का ने वा ला आंकड़ा नहीं है?

Best of Both Sides: To combat pollution, use of personal vehicles must decrease

As a severe smog episode persists in Delhi and the National Capital Region, emergency action has been taken to not only restrict construction activities, waste burning, diesel generator sets, and industrial sources but also to restrain vehicle usage. This time too, in addition to restricting trucks, all Bharat Stage III (BSIII) vehicles and BSIV diesel vehicles have been taken off the road. Further restraints are proposed on the use of personal cars with a temporary odd-and-even scheme to regulate daily movement based on licence plate numbers. Such emergency measures are restrictive, but are needed to slow down the peaking of pollution and prevent a further dip in air quality. Yet, year after year, efforts to restrain vehicles provoke the sharpest public criticism. This is because of the crippling mobility crisis in the city. When faced with such measures, the gut reaction is to underplay the role of vehicles in the city’s air pollution. Official emissions inventories of 2018 show that vehicles emit about 40 per cent of the particulate load in the city. The Decision Support System of the Indian Institute of Tropical Meteorology in Pune, which continuously estimates the relative contribution of sources to particulate concentration every hour, finds that vehicles can contribute more than half of the pollution among local sources; they can also be the second- or third-highest contributor if local and external sources of pollution are combined. Despite this evidence and knowledge, mitigation of vehicular emissions remains difficult. In the long-drawn pollution battle in the city, vehicles have always been the key target of action. Following a series of Supreme Court directives, Delhi has successfully reduced toxic diesel emissions over time by restricting truck entry and imposing a pollution charge on trucks, big diesel cars and SUVs and on diesel fuel, while leapfrogging to BSVI emission standards in 2020. The overall share of diesel car registration has dropped from more than 35 per cent in 2014-15 to 7.5 per cent in 2022-23. To add to this, the entire public transport and local commercial transport systems have been moved to compressed natural gas. Fleet electrification is also underway. This transition has successfully reduced transport diesel consumption by 46 per cent in the city between 2014 and 2022. Yet, emission improvement per unit of vehicle due to these advancements has been undercut by the cumulative emissions from explosive vehicle numbers and congestion. Even after phasing out older vehicles, the number of on-road vehicles is more than 80 lakh. Two-wheelers are 60 per cent of the fleet, but growth in car numbers remained bullish even during the pandemic, with a strong recovery at 47 per cent during 2022-23. With a staggering 280 lakh daily trips expected to be generated in the city, Delhi could collapse if a sizable shift to cars occurs without adequate public transportation. Personal automobile dependence has to be reduced; public transport needs to be augmented. The Delhi Master Plan target of 80 per cent of motorised trips by public transport by 2020 has not been met yet. The deadline has been shifted to 2041. Ironically, despite the increase in demand and growth in bus numbers to 7,041, against the Supreme Court-mandated 10,000 buses, the number of passengers carried per bus daily has dropped by an average of 48 per cent since 2017-18, as per the Delhi Economic Survey, 2022-23. While passenger numbers are down, the distance completed by buses each day has increased, leading to more empty kilometres. The Metro is gaining its pre-pandemic ridership now. Even though improvements are underway with the expansion of the electric bus fleet, revamping of bus infrastructure, route rationalisation, the One Delhi App, universal journey planner, real-time arrival information bus stops etc, these are not adding up for scalability. While more efforts are needed to make integrated public transport convenient, accessible and affordable for all, they won’t be adequate without strategies to simultaneously restrain personal vehicle usage. Largely free and uncontrolled parking and the absence of effective taxes on car usage and congestion pricing make personal vehicles comparatively cheaper to operate. This acts as a hidden subsidy for cars, while the journey costs of using public transport interchanges can be more expensive. Currently, the only available legal restraint measure for car usage is the notified parking rules requiring ward-wise parking management area plans and variable pricing. But these have not been implemented, having faced strong opposition despite the successful implementation of three pilots directed by the Supreme Court and subsequent directives for their city-wide implementation in 2019. The political will to tame the car has to get stronger to ensure a substantial shift to public transport. It is possible. About 60 per cent of Delhi’s urban area will be within a 15-minute walking distance from metro stations and about 80 per cent of Delhi residents will be within 400 metres of some metro station once the entire network is in place. Scalable integrated public transport services, feeders, a dense street network for walking and cycling, and more housing closer to the transit nodes can make a difference. But any scale of change will never be enough unless the demand for car usage is reduced with effective action. The writer is executive director, Research and Advocacy, Centre for Science and Environment (CSE), New Delhi

To mitigate pollution, cabs registered outside Delhi may be restricted from entering city

The Delhi government is likely to ban the entry of commercial cabs registered outside Delhi, into the Capital as part of the air pollution mitigation efforts, environment minister Gopal Rai said on Wednesday. Under the rules, which are yet to be notified, cabs registered outside Delhi, which operate through app-based aggregators such as Ola and Uber, will not be allowed to enter the city, along with diesel taxis including those conforming to BS6 emission norms. According to an official aware of the matter, there will only be clarity in the matter when an order is issued. “The order may be issued on Friday,” he said, requesting anonymity. A senior transport department official, however, said the department was also considering restricting rather than completely banning cabs because the move may lead to chaos. “The ban has been proposed during the period odd-even scheme may be in force. Rather than banning all cabs, the odd-even rule may apply to the outside cabs entering Delhi. The cabs registered in Delhi will be exempted from the rule,” the second official added. An industry person aware of the matter said all app-based cabs were CNG, and banning them would mean more private vehicles on the road. Uber, in an official statement, said, “While we haven’t received any order from the transport department, we want to reiterate that all the cars on Uber in Delhi are CNG or electric and shared mobility helps more people commute in fewer cars.” Ola did not respond to the development. Transport minister Kailash Gahlot said the department was equipped to implement a complete ban on such taxis. “The final decision would be taken based on the court’s suggestion,” he said. Rai said the Supreme Court wanted to know whether only taxis registered in Delhi can ply in Delhi as an additional measure to control the pollution. “We have asked the transport department to prepare a report regarding the possible impact of the ban on diesel taxis. It will be submitted in the court on Friday,” said Rai, adding that the Delhi government will increase the frequency of buses and Metro to ensure no inconvenience is caused. The period of the ban will likely be November 13-20, after which an extension will depend on the prevailing conditions. Experts said that the restrictions on vehicles can be used as an emergency measure to reduce traffic, toxic exposures and prevent additional loading of emissions. “As vehicles are the major contributors of pollution among the local and regional sources in Delhi, emergency action cannot ignore vehicles. Past studies have shown that such schemes can slow down the peaking of pollution, stabilise and even lower peak levels even when the atmospheric conditions are hostile,” said Anumita Roychowdhury, executive director (research and advocacy) at Centre for Science and Environment.

From bad to worse: Local factors to blame as new hotspots emerge in Delhi

NEW DELHI: New Moti Bagh, Nehru Nagar, Sonia Vihar and Delhi University’s North Campus are the emerging pollution hotspots with unusually high PM2.5 concentrations. These are in addition to the 13 hotspots identified in 2018 and considered to have an annual PM2.5 concentration higher than the city’s average. Delhi pollution hotspots An analysis by the Centre for Science and Environment has shown that there are new locations in the city with bad pollution levels. Though Delhi Pollution Control Committee has prepared action plans to deal with pollutants at the 13 old hotspots, no such step has yet been taken for the new locations. Track the pollution level in your city Experts said the pollution levels in these locations depended on local pollutant sources and climatic conditions. Another CSE analysis done this year showed that the average PM2.5 concentration at Nehru Nagar, NSUT Dwarka and Lodhi Road was 118 micrograms per cubic metre in 2022, higher than in the 10 hotspots of 2018 and only behind Jahangirpuri (127 micrograms per cubic metre), Anand Vihar (124) and Mundka (117). In 2022, the other non-hotspots with the worst PM2.5 levels were Patparganj (109 micrograms per cubic metre), Alipur (104), Sonia Vihar (103), ITO (102) and Major Dhyan Chand National Stadium (101). Anumita Roychowdhury, executive director, research and advocacy, CSE, said, “The proliferation of pollution hotspots needs proper investigation and hyper local action strategies that address all local sources of pollution and exposures. Such an approach has been taken for the hotspots that were officially identified in 2018. But the scope needs to be expanded to include the newer hotspots as well. The hotspot action also needs to be supported by a city-wide strategy for mitigation because local action for sources like vehicles may not suffice. Hotspots require strong compliance, monitoring and reporting strategy.” Sunil Dahiya, analyst, Centre for Research on Energy and Clean Air, added, “The increase in pollution levels at new locations is an indicator of worsening transport sector emissions, unregulated construction of residential buildings, workspaces and roads, etc., in those locations. Delhi needs an aggressive shift to an electric-powered public transportation system and non-motorised transport infrastructure that motivates citizens to stop buying new vehicles and not use personal transport vehicles. This is required to reduce the emission load from transport. We need to give up on the mentality of building flyovers to improve transport in the city and instead use that money to build better public transportation systems.” We also published the following articles recently Mayor Shelly Oberoi for random checks at pollution hotspotsMayor Shelly Oberoi has instructed MCD officials to enforce strict measures to tackle pollution in Delhi. She will personally check the arrangements and has asked surveillance teams to ensure the ban on dumping construction waste and open burning of waste is implemented. Challans have been imposed for violations. The MCD and Delhi government are working together, and residents are urged not to burst crackers during Diwali. Additional measures have been funded for the 12 zones, and officials will carry out ground checks to implement anti-pollution measures.105029090 Delhi: Fire department starts sprinkling water at 13 pollution hotspotsThe Delhi Fire Services is conducting a water-sprinkling operation at 13 pollution hotspots in the city to address the worsening air pollution crisis. These hotspots were selected based on the levels of PM10 and PM2.5 pollutants. The operation aims to settle down dust and improve air quality. The government has also implemented emergency measures under the Graded Response Action Plan due to the deteriorating situation. In addition, the odd-even car rationing scheme will be implemented from November 13 to 20, and in-person classes in schools will be suspended to protect children's health.105014767 Mumbai air pollution: 350 BEST buses to get air-purifiers, traffic hotspots to get filtration chimneysThe city of Mumbai is taking various technological measures to combat air pollution. This includes fitting air filters on buses, installing virtual chimneys at congestion spots, placing special streetlights, and implementing air purification systems in gardens. The municipal body is actively implementing these measures as part of a comprehensive strategy to address air quality issues. In addition, the Maharashtra government has issued guidelines for air pollution mitigation and is monitoring the progress of these technologies. IIT Bombay is also collaborating with companies to test and assess new pollution reduction technologies.104905505

The Odd and Even of Delhi’s Air

In 1996, the Delhi-based Centre for Science and Environment published a report on air pollution in the city. It discussed in detail the main culprit (vehicles), outlined policy measures, and described a series of quite creative awareness-building actions that they had undertaken primarily through the print media. According to CSE, almost two-thirds of the city’s pollution load was accounted for by vehicular pollution, and so, it made an argument to impose stringent emission standards, improve fuel quality, invest in public transport, and more generally, monitor air better. Almost 30 years later, air quality continues to be poor for most of the year, and severe for several weeks. As a massive urban agglomeration and the node of political power and media attention, Delhi’s air attracts special attention. Worsening air quality here is accompanied by a public frenzy, and growing frustration that nothing seems to change compels everyone from the state government to the courts to act. Or, at the very least, be seen to act. Hence, odd/even.

Decision on odd-even plan in Delhi after Supreme Court hearing on Fri: Rai

The Delhi government will file an affidavit in the Supreme Court ahead of the Friday hearing in response to its directions on air pollution A decision on the odd-even road rationing scheme proposed to be implemented from Monday, November 13, will be taken on Friday after the Supreme Court’s hearing on the measures taken for air pollution in the national Capital, Delhi environment minister Gopal Rai said on Wednesday. At its hearing on Tuesday, the Supreme Court termed the odd-even scheme as “optics” and appeared to question its efficacy and success in the past in reducing the dangerously high pollution levels. In the written order that followed the hearing, the bench of justices Sanjay Kishan Kaul and Sudhanshu Dhulia asked the Delhi government to revert on Friday. “It is thus suggested that though the Delhi Government is seeking to impose restrictions on the basis of “Odd-Even”, she (amicus curiae Aparajita Singh) submits that this is really an unscientific method. If on the basis of colour-coded stickers, vehicles which have orange stickers (run on diesel) can be banned instead. On this aspect also, the state government will report back to us,” the bench said on Tuesday. Rai said the transport department has been told to present the two major studies conducted on the odd-even schemes. “Two studies on the impact of the odd-even scheme have been conducted in the past; one by Harvard University and the other by Delhi Technological University (DTU). The reports will be submitted to the Supreme Court and as per the directions of the SC, a final decision will be taken on Friday,” he said. According to the government’s odd-even policy, private vehicles with registration plates ending in odd numbers will be allowed on the streets on odd-numbered dates, while even-numbered vehicles can ply on even dates. The plan, first implemented in Delhi in 2016 and repeated in 2017 and 2019, has been a matter of debate with no comprehensive study backing the step in its efficacy to curb vehicular pollution. The odd-even scheme is part of the restrictions mandated under Grap 4 when air quality index reaches severe+ levels (AQI value of 450+). A study by DTU on the 2016 implementation of the scheme found that the concentration of PM2.5 and PM10 levels dropped, but only partially. According to the study, an average reduction of 5.73% in PM2.5 levels and 4.70% in PM10 levels was seen across three roads assessed by the authors. As of October this year, nearly 2.5 million cars ply on Delhi roads every day. In 2019, the government cited the study by the University of Chicago and Harvard University to explain its decision to implement the odd-even scheme, saying it found that Delhi’s air pollution reduced by around 14%-16% during the first odd-even experiment in January 2016. Experts and environmentalists have underlined a gamut of concerns with the programme. Several have called it short-sighted and unscientific, while others have highlighted the long list of exemptions to the rule, especially those for taxis and two-wheelers. “The effectiveness of this measure will depend on the minimal exemptions. This will be inconvenient for personal car users just as the way other emergency measures impact the other target groups. But such aggressive action has to catalyse longer term reforms in public transport services and fleet electrification to avoid such disruptive action in the coming winters,” said Anumita Roychowdhury, executive director (research and advocacy) at Centre for Science and Environment.

NO2 levels shoot up in Delhi despite ban on trucks, experts point to Diwali rush

Diwali-related traffic could be adding to Delhi’s air pollution woes, going by a spike in nitrogen dioxide levels seen in some parts of the city on Wednesday — these were four times the 24-hour level prescribed by the National Ambient Air Quality Standards, and over 13 times the 24-hour standard that the World Health Organisation (WHO) guidelines prescribe. In South Delhi’s RK Puram, for instance, data from the Delhi Pollution Control Committee (DPCC) showed that the NO2 level at 5 pm was 329.7 µg/m3. The national 24-hour standard is 80 µg/m3, and the WHO’s 24-hour guideline is 25 µg/m3. This is on a day when the average AQI at 4 pm was 426, in the ‘severe’ category. In contrast, on November 3 (when the AQI at 4 pm was worse at 468), RK Puram recorded a peak NO2 level of 142.9 µg/m3 at 11 am. On Wednesday, the highest level recorded in the first half of the day at RK Puram was 229.6 µg/m3 at noon. With emissions from the transport sector contributing the largest chunk to NO2 levels among local sources in Delhi, Diwali-related traffic could be driving the surge, said Anumita Roychowdhury, Executive Director, Research and Advocacy, Centre for Science and Environment (CSE).

Gurgaon: CO level 70 times higher than safe limit, air still ‘very poor’

GURGAON: It’s not only PM2.5 and PM10 that are pushing the city’s air quality index (AQI) to hazardous levels. The level of carbon monoxide (CO) too is over 70 times the permissible limit, according to data from the Central Pollution Control Board (CPCB). The CO concentration in the city on Thursday varied between 102µg/m³ and 182µg/m³, while the safe limit is 1.7µg/m³. Gurgaon pollution CO is a toxic gas that is colourless, odourless and tasteless, and doesn’t cause irritation, unlike other pollutants. It is produced when carbonaceous fuels like wood, diesel, coal, natural gas, kerosene, and stubble are incompletely burned. High concentrations of CO can cause breathlessness, difficulty in focusing and memory loss. It also affects the supply of oxygen to vital organs. The city’s average CO level (calculated over eight hours) was 130µg/m³ on Wednesday. It was the highest at Sector 51 (182µg/m³), followed by Gwalpahari (125µg/m³), Teri Gram (110µg/m³) and Vikas Sadan (102µg/m³). On Tuesday too, Sector 51 had the highest CO level at 110µg/m³, followed by Gwalpahari and Teri Gram (both 102µg/m³) and Vikas Sadan (102µg/m³). Experts said that heavy traffic on highways results in high CO levels, but wind blowing in from the north with smoke from stubble burning are behind the current rise. “The CO concentration shoots up due to the winds coming down from the northern region. The winds have high concentration of CO because of burning of paddy, apart from local factors like garbage burning and plying of diesel vehicles,” Shubhansh Tiwari, a research associate at the Centre for Science and Environment, said. Haryana State Pollution Control Board (HSPCB) officials said diesel vehicles are primarily responsible. “Continuous movement of vehicles on the highways passing through the city day and night is also a major concern. On the other hand, in Delhi, the traffic volume is high only during the peak hours. Firewood burning at construction sites by workers at night and waste burning also contribute to high CO levels,” said Vijay Chaudhary, the HSPCB regional officer. Doctors said high CO concentration can lead to shortness of breath and loss of concentration. “Continuous exposure to high levels of CO can lead to severe choking,” chief medical officer Dr Virender Yadav said. Meanwhile, the city’s AQI continued to stay in the ‘very poor’ category for the third consecutive day on Wednesday with an overall reading of 385, up from Tuesday’s 364. The wind speed remained the same, 3kmph. All of the city’s air monitoring stations saw ‘very poor’ air on Wednesday — Teri Gram (385) recorded the highest AQI, followed by Gwalpahari (377), Vikas Sadan (369) and Sector 51 (362). Meanwhile, neighbouring Delhi recorded ‘severe’ AQI at 426 on Wednesday, followed by Faridabad (425), Noida (405) and Ghaziabad (384). According to satellite data from Nasa, collated by the Indian Agricultural Research Institute, 44 farm fires were detected in Haryana on Wednesday and 2,003 in Punjab. The System of Air Quality and Weather Forecasting and Research (SAFAR) said surface winds with speeds ranging from 4kmph to 12kmph are expected in the region for the next six days, and the AQI is likely to stay ‘very poor’ or ‘severe’. According to guidelines issued by the Central Pollution Control Board, when AQI is in the ‘moderate’ category, there can be breathing discomfort to the people with asthma and lung or heart disease. In ‘poor’ AQI, breathing discomfort can be felt by most people on prolonged exposure. An AQI between zero and 50 is considered ‘good’, 51 and 100 ‘satisfactory’, 101 and 200 ‘moderate’, 201 and 300 ‘poor’, 301 and 400 ‘very poor', and 401 and 500 ‘severe’. The PM2.5 level was highest in Sector 51 (398 µg/m³) on Wednesday, followed by 381 µg/m³ in Gwalpahari, 374 µg/m³ in Teri Gram, and 345 µg/m³ in Vikas Sadan. The level of PM10 was the highest at Sector 51 (385µg/m³), followed by Teri Gram (344µg/m³) and Gwalpahari (283µg/m³). Vikas Sadan doesn’t record PM10 data. According to the CPCB, the annual average permissible limits for PM2.5 and PM10 are 40µg/m³ and 60µg/m³, respectively. A day after the city recorded the season’s coldest night at 15.3 degrees Celsius on Tuesday, the minimum temperature was 16 degrees on Wednesday. The maximum temperature too saw a slight rise — it was 32.8 degrees Celsius on Wednesday, from 31 degrees the day before.

To mitigate pollution, cabs registered outside Delhi may be restricted from entering city

According to an official aware of the matter, there will only be clarity in the matter when an order is issued. The Delhi government is likely to ban the entry of commercial cabs registered outside Delhi, into the Capital as part of the air pollution mitigation efforts, environment minister Gopal Rai said on Wednesday. Under the rules, which are yet to be notified, cabs registered outside Delhi, which operate through app-based aggregators such as Ola and Uber, will not be allowed to enter the city, along with diesel taxis including those conforming to BS6 emission norms. According to an official aware of the matter, there will only be clarity in the matter when an order is issued. “The order may be issued on Friday,” he said, requesting anonymity. A senior transport department official, however, said the department was also considering restricting rather than completely banning cabs because the move may lead to chaos. “The ban has been proposed during the period odd-even scheme may be in force. Rather than banning all cabs, the odd-even rule may apply to the outside cabs entering Delhi. The cabs registered in Delhi will be exempted from the rule,” the second official added. An industry person aware of the matter said all app-based cabs were CNG, and banning them would mean more private vehicles on the road. Uber, in an official statement, said, “While we haven’t received any order from the transport department, we want to reiterate that all the cars on Uber in Delhi are CNG or electric and shared mobility helps more people commute in fewer cars.” Ola did not respond to the development. Transport minister Kailash Gahlot said the department was equipped to implement a complete ban on such taxis. “The final decision would be taken based on the court’s suggestion,” he said. Rai said the Supreme Court wanted to know whether only taxis registered in Delhi can ply in Delhi as an additional measure to control the pollution. “We have asked the transport department to prepare a report regarding the possible impact of the ban on diesel taxis. It will be submitted in the court on Friday,” said Rai, adding that the Delhi government will increase the frequency of buses and Metro to ensure no inconvenience is caused. The period of the ban will likely be November 13-20, after which an extension will depend on the prevailing conditions. Experts said that the restrictions on vehicles can be used as an emergency measure to reduce traffic, toxic exposures and prevent additional loading of emissions. “As vehicles are the major contributors of pollution among the local and regional sources in Delhi, emergency action cannot ignore vehicles. Past studies have shown that such schemes can slow down the peaking of pollution, stabilise and even lower peak levels even when the atmospheric conditions are hostile,” said Anumita Roychowdhury, executive director (research and advocacy) at Centre for Science and Environment.

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.