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.
सेंटर फॉर साइंस एंड एनवायरनमेंट की एक्जिक्यूटिव डायरेक्टर अनुमिता रॉयचौधरी ने NDTV को बताया कि उनकी हालिया रिपोर्ट में पाया गया है कि दिल्ली-एनसीआर में PM 2.5 का स्तर 2 नवंबर को 24 घंटे के अंदर 68 प्रतिशत बढ़ गया, जो बेहद चौंकाने वाला है. इसकी वजह से प्रदूषण का संकट अचानक गहरा गया.” दिल्ली के प्रदूषण में वाहनों का योगदान 50% से 60% तक पर्यावरण विशेषज्ञों के आंकलन के मुताबिक दिल्ली-एनसीआर इलाके में प्रदूषण के आंतरिक स्रोतों में वाहनों का योगदान 50% से 60% तक है, जो बहुत चिंताजनक है. एक तरफ जहां सरकार प्रदूषण संकट से जूझ रही है. वहीं आम लोगों को इसका खामियाजा भुगतना पड़ रहा है CSE की अर्बन लैब के एनालिसिस में समझाई गईं वजहें CSE की अर्बन लैब के एनालिसिस में दिल्ली की जहरीली हवा के पीछे प्रमुख वजहों को उजागर किया गया है. रिपोर्ट में कहा गया है कि इस साल अबतक प्रदूषण के स्तर में हुई वृद्धि असामान्य नहीं है. आमतौर पर उत्तर भारतीय राज्यों में किसान सर्दियों की फसल पर काम शुरू करने से पहले पराली जलाते हैं. लेकिन, दिल्ली के एयर क्वालिटी इंडेक्स में उछाल के पीछे दिल्ली-एनसीआर में धुएं की आवाजाही में मदद करने वाले मौसम संबंधी कारक भी हैं.” CSE के अर्बन लैब के प्रमुख अविकल सोमवंशी ने कहा, “यह ध्यान में रखा जाना चाहिए कि कम समय में यह तीव्र वृद्धि एयर क्वालिटी को गंभीर कैटेगरी में ले जाने में सक्षम है, क्योंकि स्थानीय स्रोतों से बेसलाइन प्रदूषण पहले से ही बहुत अधिक है.” 2020 के बाद ये अभी तक का सबसे सीवियर स्मॉग अनुमिता रॉयचौधरी ने बताया, ” जब स्मॉग की शुरुआत हुई, तो हम काफी चौकन्ने हुए. क्योंकि प्रदूषण काफी रफ्तार से बढ़ा. 24 घंटे में ही 68% तक प्रदूषण बढ़ चुका था. उसके बाद 4 दिनों तक लगातार 300 से ज़्यादा स्तर पर PM2.5 का कंसंट्रेशन रहा. शायद 2020 के बाद ये अभी तक का सबसे सीवियर स्मॉग है.” उन्होंने कहा, “दिल्ली-एनसीआर की हवा में PM2.5 स्तरों में अभूतपूर्व वृद्धि, ऐसे समय में दर्ज की गई; जब राजधानी के PM2.5 लेवल में पराली जलाने की हिस्सेदारी धीरे-धीरे घट रही है.”
NEW DELHI: With the stubble burning season reaching a peak, the component of stubble burning in Delhi's PM2.5 is likely to rise. Though the share reached a high of 35.4% on November 3, it has remained mostly 20-25% so far. The share of stubble burning in the PM2.5 is estimated to be 25.6% on Tuesday and 30.8% on Wednesday, according to Decision Support System (DSS). Delhi pollution An analysis of the System of Air Quality and Weather Forecasting and Research (SAFAR) data of previous years shows that the peak single day source of stubble burning in Delhi's PM2.5 was 34% in 2022, 48% in 2021, 42% in 2020, 44% in 2019 and 58% in 2018. Though SAFAR stopped sharing the data this year, DSS does publish the figure on the contribution of biomass burning to the PM2.5 after synchronising the information between the two systems. Track the pollution level in your city "The intensity of the fires rises between November 1 and 15, but wind directionand speed determine stubble burning's impact on Delhi's air. Calm wind conditions in the city can also aggravate pollution," pointed out Gufran Beig, SAFAR founder and project director. He added the current absence of active western disturbance or strong winds or rain had resulted in the city's prolonged misery. Anumita Roychowdhury, executive director, research and advocacy, Centre for Science and Environment, said, "Even if the number of fire counts have reportedly gone down over the years, the problem persists. While solutions have been well identified, their implementation at scale within a short time span hasn't been possible. On ground preparedness is needed to ensure each and every farmer has affordable access to the machinery for mulching the straw in the field." She added, "Adequate storage and transportation infrastructure are available for the straw to be taken for industrial use. This can act as an economic incentive for farmers not to burn the rice stubble." Sunil Dahiya, analyst, Centre for Research on Energy and Clean Air, felt the government's focus should be to engage farmers and ensure policy implementation on procurement of stubble with financial incentives and by promoting crop diversification for the next sowing cycle.
NEW DELHI: The odd-even rule of road rationing, implemented for the first time in January 2016 when the air quality deteriorated to "very poor", will make a comeback to the capital next week. While Delhi government believed that the measure was necessary as the air quality index had slipped into the "severe" category and the prevailing weather conditions and poor wind speed were not helping much either, experts argued that it should have been implemented by now. Track the pollution level in your cityThe rule, which restricts the movement of cars on the basis of the last digit of their numberplates, was implemented twice in 2016 and once in 2019. It had to be called off in 2017 after the National Green Tribunal refused to exempt two-wheelers. Emergency and police vehicles, women-driven cars, and those occupied by differently abled and carrying VIPs were also exempted. Several organisations analysed the impact of the first odd-even plan. A CSIR-CRRI study observed that among the most tangible outcomes was the absence of congestion and gridlocks across the arterial stretches on weekdays, but the average level of PM2.5 was only marginally less compared to the same days in previous years. A study published in a journal, Current Science, stated that the 15-day odd-even rule had failed to improve the capital's air pollution levels as there was barely any impact on the vehicular pollution load. It added that people shifted their travel schedule to beat the 8am-8pm restrictions and there was a sharp rise in the number of exempted buses, autos, taxis and two-wheelers. A study by IIT-Delhi researchers had also found that the rationing had reduced air pollution by only 1-3%. Delhi Technological University stated in a 2019 study that the level of particulate matter had reduced only by 4.7-5.7%. International Council on Clean Transportation's India managing director, Amit Bhatt, however, said the current situation was so extreme that any reduction in air pollution would be good for people. "It is easy to implement because it falls under Delhi government's domain. In fact, the odd-even rule should be part of the long-term strategy to combat air pollution, a through-the-year phenomenon in the city," he said. But Bhatt argued against exempting two-wheelers as they, along with light commercial trucks, were the most polluting vehicles due to their sheer number. He added that PM and nitrogen oxides, which actually cause air pollution, were still not part of the pollution-under-control testing regime. Anumita Roychowdhury, Centre for Science and Environment's executive director (research and advocacy), said it was among the emergency measures undertaken to prevent further loading of pollution when Delhi was witnessing consecutive "severe" air quality days. "Vehicles contribute more than half of the total daily pollution from local sources during winter. Some of the past studies have indicated tapering off of peak levels and downward dip during odd-even weeks... But its effectiveness will depend on the comprehensive design of the scheme with minimal exemptions and enforcement," she said. Sunil Dahiya, an analyst with Centre for Research on Energy and Clean Air, said, "The rule should have been implemented by now. The government decided to enforce the rule from November 13 as it lacked proper infrastructure."
Reducing the number of vehicles on the road will definitely reduce the peak pollution levels, but this emergency action is not a silver bullet and its impact will be limited because two-wheelers — which contribute significantly to emissions — are exempted, and so are taxis. “Transport has two components — one is exhaust from the tailpipe, and the other is from tyre and brake wear and tear. Tailpipe emissions have PM2.5, which will have soot, organics, nitrogen oxides, carbon monoxide, and some poly-aromatic hydrocarbons,” said Sachchida Nand Tripathi, Professor, IIT Kanpur, and Steering Committee member, National Clean Air Programme. But transport is the top contributor to pollutants, and it cannot be left out when air quality remains ‘severe’ for days together. “If you look only at Delhi’s local sources, transport is the top contributor to pollutants. Vehicles are the biggest part of the problem now and you cannot leave vehicles out while taking emergency action,” said Anumita Roychowdhury, Executive Director, Research and Advocacy, Centre for Science and Environment (CSE). While pollution would come down with the scheme, experts say it is difficult to estimate exactly how much. “This time, it would be difficult to say. Some parts of transport sector emissions come from outside Delhi, and these restrictions are being implemented in Delhi. Restrictions are also only a small subset of the transport fleet which actually plies on the roads. Even within that subset, there are exemptions. It’s also about how effective you can make it. With all that, it doesn’t give the result you would expect. If you have many interventions concurrently, it would be difficult to say what impact an individual intervention might have,” said IIT Kanpur’s Prof Tripathi said.
New Delhi: Delhi Environment Minister Gopal Rai on Monday said the BJP is scapegoating Punjab for air pollution in the national capital, while their own governments have failed to ban diesel buses in Uttar Pradesh and Haryana. Referring to a study by the independent think tank Centre for Science and Environment, he revealed that 69 per cent of Delhi's air pollution originates from neighbouring states. "While Delhi is taking all possible steps to tackle the issue, the acti...
New Delhi and its adjacent areas have been engulfed in a thick layer of smog for the past seven days, prompting authorities to take drastic measures including the closure of schools and calling a halt to non-essential construction activity and truck movements. Despite the several measures that have been put in place, the government is struggling to contain the worst haze and smog of this season, which is a catastrophe for India's capital and has become an annual blight. Experts anticipate that the air quality will be aggravated further due to low wind speeds and the onset of winter, and have urged the government to immediately declare a health emergency. On Nov 6, the air quality index (AQI) in Delhi stood at 471 and the city remains in the "severe" category, according to the System of Air Quality and Weather Forecasting and Research (SAFAR), a government project that monitors air pollution. It marked the fourth consecutive day that the capital recorded "severe" air quality. Similar situations prevailed in the capital's outskirts, including in Ghaziabad, Noida and Gurgaon, triggering health concerns among the residents. On Nov 3, the AQI hit 500 — the highest the measurement can go and 100 times the limit deemed to be healthy by the World Health Organization. Arun Chandel, a taxi driver in central Delhi, complained that the haze was hurting his eyes and making it hard for him to breathe. "Everyday, it is like that I am inhaling 15 to 20 cigarettes, poisonous smoke going inside my chest," said Chandel, who finds it difficult to stay indoors despite the smog as he lives hand to mouth and needs his daily income. According to SAFAR, AQI between zero and 50 is considered "good", while a reading between 51 and 100 is deemed "satisfactory", between 101 and 200 is deemed "moderate", while 201-300 range is "poor", 301-400 "very poor", and 401-500 "severe". Beyond 500 is severe plus emergency. On Nov 6, the Delhi government announced restrictions on use of vehicles from Nov 13 to 20, allowing vehicles with odd number plates to ply on odd dates and vehicles with even registration numbers allowed on alternate days. Last week, the government asked residents to work from home, extended a shutdown of schools until Nov 10, put in place traffic restrictions and banned non-essential construction work, in a bid to contain the rising level of pollution. The number of patients in hospital due to respiratory and breathing problems has increased because of a spike in the pollution levels in the air, said Ujwal Parikh, a pulmonologist at Sir Ganga Ram Hospital in New Delhi. The worsening air pollution has triggered political blame games between the Delhi local government and India's federal government that is run by Prime Minister Narendra Modi. The Aam Aadmi Party, a competitor of Modi's Bharatiya Janata Party, is in power in Punjab state and in Delhi, which is not a full-fledged state but classified as a Union Territory. "The blame games among the policy makers happen every year. The federal government accuses the Delhi government of the situation, and the Delhi government accuses the federal government ... It is high time to take some steps instead of blaming each other," said Ashish Jain, a resident of central Delhi. Burning of crop stubble by farmers in Punjab and neighboring Haryana, compounded by winds that carry the pollutants into Delhi and a drop in temperatures trapping the particles, aggravate the smog situation every year during this time. Stubble burning is a cheap and effective way of clearing fields after harvest, preparing farmers for next year's crops. Other key reasons for pollution in New Delhi are car emissions, construction and the burning of garbage at waste plants. Stubble burning accounts for about 25 percent of the pollution over Delhi. Satellite images showed more than a thousand such fires burning in Punjab State alone on Nov 5. Falling temperatures play a large part in the rising pollution as cooler air settles on the region and wind speeds cannot rise, trapping pollutants and preventing them from dispersing, said Anumita Roychowdhury, an executive director at the New Delhi-based Centre for Science and Environment. Electrification of transport fleets, encouraging people to use public transport, faster switching to electric vehicles from fossil fuel-based vehicles and transitioning to natural gas in industrial areas are some of the long-term measures needed to curb the pollution, Roychowdhury said. Farmers should be encouraged to adopt some bio-decomposer method to clear their fields, and they should be offered cash incentives to stop stubble burning, said Umesh Chandra Kulshrestha, a professor at Jawaharlal Nehru University in New Delhi, also calling for the phasing out of old vehicles and halting of overloaded trucks.
The Delhi Government on Tuesday said that it will study and incorporate the directive of the Supreme Court in the odd-even vehicle rationing system that will come into effect on 13 November. The development came after the Supreme Court questioned the effectiveness of the restrictions in bringing down the air pollution levels in Delhi. What if there was no Delhi Metro "Have you evaluated how it worked in previous years? Such schemes are only optics," the SC Bench of Justices Sanjay Kishan Kaul and Sudhanshu Dhulia said. The bench also said that the air pollution situation in the National Capital Region would have been worse had the metro railway system not been in place. "An issue is extreme weather conditions. God knows what would have happened if Metro was not there. Though point-to-point connectivity is still an issue," Justice Kaul said. What SC said The Court, while hearing an application regarding air pollution in the national capital, further urged the Delhi government to control the entry of "orange-tagged" vehicles (polluting diesel cars) and taxis from other States in the national capital. How Delhi government reacted Reacting to the SC observations, Delhi Environment Minister Gopal Rai said that the government will incorporate the Apex Court's directions on pollution in finalising details of the odd-even car rationing scheme. "The Supreme Court has given its observations related to stubble burning, firecrackers, and air pollution in Delhi. Our government will implement the order of the Supreme Court. The problem of pollution is the problem of the whole of North India. I request all governments that if we implement all the steps to reduce pollution, we will succeed," Rai said. Why odd-even On Monday, the Delhi government decided to bring back the 'Odd-Even' rule in the city between November 13 and 20. The AAP government first introduced the odd-even traffic scheme in December 2016 to reduce the number of vehicles plying on the road and, thus, emissions from them. Under this scheme, vehicles with licence plates ending in odd numbers (1, 3, 5, 7, and 9) will be allowed to operate on odd days, while vehicles with even-numbered plates (0, 2, 4, 6, and 8) will be permitted on even days. How much air pollution do vehicles cause? According to the Delhi Transport Department, vehicular pollution is considered to be a major source of air pollution in the national capital. A 2021 Centre for Science and Environment (CSE) study found that emissions from cars and other vehicles in Delhi was the single-largest contributor to air pollution in the capital.
Air Pollution levels have shot up across Indian cities, especially in Delhi and other cities of the National Capital Region like Noida, Gurgaon, Ghaziabad, Faridabad etc. According to the data provided by the Central Pollution Control Board (CPCB) website, AQI levels in Delhi on Tuesday (November 7) remained in the severe category - Anand Vihar recorded 432, RK Puram measured 437, Punjabi Bagh showed 439, and New Moti Bagh registered a reading of 410. In Noida, a reading at Sector 62 at 6 am showed an AQI of 384 (very poor) while in Gurugram, a reading at Sector 51 at 6 am showed an AQI of 399 (very poor). While several reasons contribute to air pollution, vehicular emission remains a major source of pollution in cities like Delhi. Crop burning by neighbouring states of Punjab and Haryana, construction activities, and cold weather are some of the other reasons for air pollution in NCR. Clear Blue Skies During Covid-19 Lockdown As economic activities came to a halt and a lockdown was implemented in March 2020, air across cities cleared up. Between March 25 and May 18, 2020, Delhi saw a drastic drop in air pollution levels and according to reports, the air quality index (AQI) in the capital remained in the “satisfactory” category for most of the time. According to news articles, the Centre for Science and Environment said in a report, "In Delhi-NCR, one of the major factors that led to the drop in pollution was a 97% reduction in overall traffic and 91% reduction in trucks and commercial vehicles entering the capital during April, as compared to the pre-lockdown months of December-January." This clearly shows how vehicular emissions greatly impact Delhi's pollution levels. More than three years later when economic activities are in full swing, and life is so-called back to normal, Delhi is reeling under the impact of toxic air. Particulate Matter: Impact Of Vehicular Emission On Health Vehicles emit several pollutants depending upon the quality of the fuel they consume, engine efficiency, vehicle type, maintenance of vehicle and more. The major pollutants released as vehicle/fuel emissions include particulate matter, carbon monoxide, nitrogen oxides, photochemical oxidants, air toxics like benzene, aldehydes, and oxides of sulphur, among others. All these pollutants have a severe impact on a person's health. Talking about vehicular emissions, Dr Viswesvaran Balasubramanian, Consultant Interventional Pulmonology and Sleep Medicine, Yashoda Hospitals, Hyderabad, says, "Carbon monoxide is one of the most important vehicular pollutant produced by the incomplete combustion of carbon-containing fuels in vehicles. When inhaled, it binds to haemoglobin in the bloodstream, reducing the blood's ability to carry oxygen. This can lead to symptoms like shortness of breath, chest pain, and even hypoxia (oxygen deficiency). In individuals with pre-existing respiratory conditions, such as chronic obstructive pulmonary disease (COPD), CO exposure can worsen their symptoms." He adds that nitrogen dioxide (NO2), another vehicular pollutant, irritates the airways which can lead to inflammation of the respiratory tract. This can worsen conditions like bronchitis and asthma. Prolonged exposure to NOx is associated with increased respiratory symptoms and reduced lung function. "Apart from gases, particulate matter (PM2.5 and PM10) from vehicle emissions can be inhaled deep into the lungs. This can cause or exacerbate respiratory issues, such as bronchitis, asthma, and reduced lung function. Long-term exposure to PM has been linked to an increased risk of lung cancer and other respiratory diseases," says Dr Balasubramanian. Sulfur Dioxide (SO2) is primarily emitted from industrial sources and power plants, and vehicle emissions can also contribute to SO2 levels in the air. SO2 can irritate the respiratory system, leading to symptoms like coughing, wheezing, and shortness of breath. It can also worsen asthma and other respiratory conditions, the doctor says. "Reducing exposure to these pollutants is essential for protecting respiratory health. This can be achieved through measures like using cleaner transportation options, supporting regulations for stricter vehicle emissions standards, and living in areas with reduced traffic-related air pollution. Public health initiatives and policies are crucial in addressing the impact of vehicle pollution on respiratory health," suggests Dr Balasubramanian.
As Antimicrobial resistance (AMR) rapidly takes root in India, it threatens to bring back the days when once-treatable diseases became life-threatening again. A recent study by the Indian Council of Medical Research (ICMR) lays bare the alarming rise in resistance to last-resort antibiotics. Among the many reasons for this spike in AMR, the excessive use of antimicrobials in various sectors, notably animal agriculture, is turning out to be a key factor. Role of animal agriculture in AMR The sprawling landscape of India's livestock farming is interspersed with practices that rely heavily on antibiotics. Often, these are not for disease treatment but for purposes such as growth promotion and mass prophylaxis. Antibiotics are frequently mixed into animal feed, targeting the gut directly, or are used in low doses, both of which provide conducive environments for resistance evolution. India's penchant for poultry is backed by unsettling facts. The Centre for Science and the Environment has consistently highlighted the rampant use of antibiotics in India's chicken industry. In one of its reports, a cocktail of six prominent antibiotics, frequently used in poultry, was detected. The sheer volume of antibiotics funneled into the livestock is astounding. A global mapping exercise, led by Van Boeckel et al. estimated India's antibiotic consumption in livestock at a staggering 63,151 tons in 2010, projecting an alarming 67 per cent increase by 2030. “On a factory farm, the presence of so many animals in close proximity creates a melting pot for disease, providing ‘Big Ag’ the opportunity to sell antibiotics and other pharmaceuticals to farmers,” said award-winning author and CEO of Compassion in World Farming, Philip Lymbery while taking about his book ‘Sixty Harvests Left: How to Reach a Nature-Friendly Future’. “It is no coincidence that 73 per cent of the world’s stock of antibiotics goes to farmed animals, largely to ward off diseases associated with intensive farming. The biggest six drug companies rely on the animal farming sector for $9 billion of sales each year,” he added. The consequences of unchecked AMR are not distant but are being felt now. Europe witnesses 33,000 deaths annually due to antibiotic-resistant bacterial infections, with a significant percentage attributed to bacteria that resist even the last-line antibiotics. The United States paints a similar picture with over 35,000 deaths every year from such infections. These statistics are merely the tip of the iceberg. A report by the UN Interagency Coordination Group on Antimicrobial Resistance postulates that by 2050, drug-resistant infections could lead to a harrowing 10 million deaths annually. Presently, the world sees a death toll of 7,00,000 every year due to drug-resistant infections. To standardise AMR surveillance and develop strategies at all levels, the World Health Organisation introduced the Global Antimicrobial Resistance And Use Surveillance System (GLASS). The 2020 GLASS report presented a concerning pattern, revealing that only a third of AMR incidences occur in high-income countries. The bulk, two-thirds of these incidences, are concentrated in low and medium-income countries. India's immediate crisis Returning to the ICMR's findings, the diminishing efficacy of the antibiotic carbapenem stands out as a cautionary tale. As surgeries and other medical procedures risk becoming fatal endeavors in the absence of effective antibiotics, it's evident that India stands at a crossroads. However, not all is lost. Andhra Pradesh provides a blueprint for a possible solution. Consider it as an approach where stakeholders across the board collaborated for a common goal: combating AMR. The programme’s mission was to address the misuse of antibiotics in AP's poultry and aquaculture sectors. Through meticulous research, strategic stakeholder collaboration, and sustained government engagement, the stakeholders not only revealed the challenges but also galvanized consensus against using antibiotics as growth promoters. The integration of evidence-based research with community and governmental engagement laid the foundation for a transformative paradigm shift. By fostering agreement on antibiotic cessation and advocating for a dedicated 'One Health' cell, efforts like these shine as a beacon of hope. This holistic strategy underscores the value of collective action and stakeholder unity in steering agriculture towards sustainability, thereby addressing the AMR challenge head-on. To circumvent the looming crisis, a critical reassessment of animal agriculture and its intertwined role in the rise of AMR in India is paramount. The integration of sustainable and responsible practices is more than a need – it is an imperative. As global networks become more interwoven, the call for sustainable practices reverberates beyond borders, underscoring that this is not solely India's challenge but a global responsibility.
A recent report by the Centre for Science and Environment (CSE) suggests that the city’s “earlier beginning” in smog episodes and poor air quality this year began earlier compared to last year, which may be attributed to the low rainfall in September and October. The report mentioned that during the winter of 2022-23 in Delhi, one such smog episode was recorded from January 6 to January 9. In global practice, three continuous days of severe AQI is considered one smog episode. Over the winters in previous years, such episodes have been recorded lasting 6 to 10 days. This year Delhi recorded a 64 percent deficit in rainfall in October and a 33 percent deficit in September, according to the India Meteorological Department (IMD).
CSE Report On Delhi Pollution: दिल्ली-एनसीआर में जहरीली हवा के पीछे इस साल कम बारिश का होना बताया जा रहा है। सेंटर फॉर साइंस एंड एनवायरनमेंट ने अपनी रिपोर्ट में इसका जिक्र किया है।
NEW DELHI: There is nothing like a disaster to galvanise authorities and this is quite evident in Delhi-NCR where inadequate round-the-year action on the ground and lack of enforcement of existing rules emerge as the weakest link in the fight against air pollution.Experts, tracking the issue for years, have flagged how all sectors have policies and rules but their implementation and enforcement are not stringent and uniform, leaving people in the capital and neighbouring areas gasping for breath. They also underlined that real action to deal with vehicular pollution (the largest contributor of pollution in Delhi), industrial emissions, waste burning and construction/ demolition dust should not be pushed to back burner while red-flagging only episodic events like stubble burning whose contribution, in any case, is less than the other sources put together. "While several measures taken over the years to clean up fuels and technology across transport and industry as well as to control dust have helped to stabilise and bend the longer term particulate trends, more action is needed at scale and speed to address the remaining policy gaps for meeting the clean air targets in Delhi," said Anumita Roychowdhury of the Centre for Science and Environment (CSE). Noting that the Graded Response Action Plan (GRAP) measures are just temporary emergency response to prevent further loading of pollution when the pollution is already tapped in the city, she said, "While this emergency action is largely confined to dust control, construction, truck movement, open burning etc, this requires very stringent enforcement, monitoring and penal action cross the city." Asked to identify few actions which Delhi-NCR should have taken round-the-year but it didn't, another expert Sunil Dahiya of Centre for Research on Energy and Clean Air (CREA) pointed out at inefficient progress on strengthening public transportation and non-motorised transport infrastructure, lack of enforcement of emission regulations aiming to reduce emission load from industries and coal-based power plants, and absence of emission load reduction-based approach for key polluting sectors and geographies as critical gaps which led to the current situation. He also underlined that the portrayal of false solutions to air pollution in the form of anti-smog guns and smog towers has actually led to diversion from real solutions of emission load reduction at pollution sources. Both Roychowdhury and Dahiya pitched for using an airshed approach to deal with the situation through comprehensive measures as air pollutants don't have boundaries. "The regional or airshed based approach to pollution control with a strong compliance and implementation strategy, effective financing and monitoring are urgently needed to make a difference," said Roychowdhury.
NEW DELHI: The Delhi government has extended the period of closure for all schools up to class 5, till Friday, November 10,2023. Delhi Education Minister Atishi annouced of the development on X (formerly Twitter). She tweeted, "As pollution levels continue to remain high, primary schools in Delhi will stay closed till 10th November". — AtishiAAP (@AtishiAAP) Several schools in Noida have stopped outdoor activity of students, such as morning assemblies or sports activities. Raising concerns over students' health, some schools have announced that they will switch to online mode of classes. "We have decided to conduct online classes from tomorrow until the situation improves. Only the class 11, 12 students will be coming tomorrow for exams..." TOI quoted Aditi Basu Roy, principal of a private school in Greater Noida. The announcement comes as Delhi grapples with record-breaking levels of air pollution. Earlier, Delhi CM Arvind Kejriwal had announced a two day closure of schools in Delhi, for November 4 & 5. ALSO READ: Delhi schools shut as air pollution hits 'severe' mark; MCD schools to hold online classes Scientists have warned that the AQI levels are likely to remain severe till the end of this week. Falling temperatures, stagnant winds and the surge in post-harvest stubble burning in Punjab and Haryana have contributed to the accumulation of this toxic haze blanketing the region. TOI on Monday, November 6, reported that the sub-committee of the Commission for Air Quality Management in NCR and adjoining areas implemented the Graded Response Action Plan - GRAP Stage IV as Delhi's AQI touched 454. ALSO READ: GRAP IV in Delhi: Vehicular Pollution in Focus The commission said that state governments in NCR would decide on allowing public, municipal and private offices to work on 50% stength and the rest to work from home. Anumita Roychowdhury, executive director of research and advocacy at the Centre for Science and Environment, was quoted by TOI, saying, "The current smog situation requires the most stringent emergency measures to not add further to the health risk." How is the AQI measured? The Air Quality Index (AQI) is a measure of how clean or polluted the air is. It is calculated using data from air quality monitors that measure the concentration of five major pollutants: ground-level ozone, particle pollution (PM2.5 and PM10), carbon monoxide, sulfur dioxide, and nitrogen dioxide. The AQI is reported on a scale of 0 to 500. The higher the AQI, the greater the level of air pollution and the greater the health concern
GURGAON: The city witnessed its second day of 'severe' air on Sunday, recording an average AQI of 402. Two of four stations in the city registered 'hazardous' air conditions. The continuous dip in air quality prompted the pollution watchdog to halt all construction work - even for public projects - in Delhi-NCR and enforce restrictions under GRA. City sees second straight severe air day, AQI likely to stay same for now IMD officials said relief from foul air was unlikely anytime soon as wind speeds would not improve at least for the next three days. They explained that the rising pollution in the region was the result of 'thermal inversion', which means pollutants emitted from vehicles, road dust and smoke from farm fires in Punjab and Haryana are getting trapped because of the low wind speed. Experts warned that the situation could get worse if the meteorological conditions didn't improve. Track the pollution level in your city "The region has been witnessing a high influx of biomass coming all the way from Punjab and other districts of Haryana, where paddy stubble is being burnt. These farm fires could increase over the next 15 days. Also, Delhi-NCR has a peculiar geographical position, where pollutants tend to accumulate at this time of the year. This is aided by stubble intrusion because of low wind speed and a dip in temperature," said Shubhansh Tiwari, a research associate at the Centre for Science and Environment. While two of the stations in the city recorded 'very poor' air on Sunday - Vikas Sadan (379) and Sector 51 (323) - Gwal Pahari and Teri Gram, which are in the vicinity of the Aravali hills, logged 426 and 478, respectively. The air quality in the neighbouring cities wasn't any better. While Faridabad recorded 450, Delhi reported 454 and Noida 414 - all in the 'severe' zone. Ghaziabad, meanwhile, showed some improvement at 395 - 'very poor'. The PM2.5 level, too, reached hazardous levels - it was the highest in Gwal Pahari at 416 g/m3, followed by Teri Gram (471g/m3), Vikas Sadan (374 g/m3) and Sector 51 (321g/m3). The PM10 level was the highest at Teri Gram (433g/m3), followed by Gwal Pahari (377g/m3) and Sector 51 (291g/m3). Vikas Sadan doesn't record PM10 data. According to the CPCB, the annual average permissible limits for PM 2.5 and PM 10 are 40g/m3 and 60g/m3, respectively. The dip in temperature also played a role in the deteriorating AQI levels. The city recorded a minimum temperature of 17.3 degrees Celsius on Sunday and a maximum of 30.6 degrees. The mercury, however, is unlikely to dip till November 11. "Winter has set in and air pollution in Delhi-NCR has started to make headlines again. The AQI levels will worsen if the authorities fail to take strict measures in checking vehicular emissions and farm fires. As far as meteorological factors are concerned, temperature, humidity and wind speed play an important role in PM2.5 concentrations. With El Nino gaining strength, anomalies can be expected in the local weather, which could aggravate the air quality," said Abinash Mohanty, sector head (climate change and sustainability) at IPE Global. Experts warned people - especially those with lung ailments - to avoid going outdoors unless absolutely necessary. "Both the elderly and the young, and those with medical conditions are most vulnerable to the foul air. They should exercise utmost caution," said Dr Nevin Kishore, senior consultant and head (pulmonology) at Max Hospital.
India is rapidly adopting electric vehicles (EVs) with annual sales exceeding 1.2 million in 2022-2023. However, this surge raises concerns about the life and demand of EV batteries. India currently relies heavily on imports for lithium-ion EV batteries. However, there is a growing push to support domestic EV industry development, thereby fostering economic growth and job opportunities. Materials from old EV batteries can be extracted through the recycling process, but battery recycling is highly capital-intensive and there is no existing market guide pricing and supply-demand dynamics. India must therefore, address these gaps to start recycling EV batteries at a large scale. The adoption of electric vehicles (EVs) is witnessing a swift expansion around the globe, driven by the growing emphasis of governments and demand from consumers for low-emission transportation options. India, a rapidly emerging market for EVs, currently has over 2.3 million EV users. In the financial year 2022-23, India’s annual EV sales surpassed 1.2 million, marking a 174% increase from the previous year. More than 60% of these sales were electric two-wheelers, while passenger electric three-wheelers accounted for 29% of the total units sold, as reported in the Annual India EV Report Card published earlier this year by consulting firm, JMK Research. More than half of the three-wheelers registered in India in 2022 were electric, according to an International Energy Agency (IEA) report published in April. As the use of EVs grows around the world, there is also a growing need for EV batteries. This demand has led to significant growth in battery production. By 2030, it’s expected that there will be over five terawatt hours (TWh) of gigafactory capacity globally each year. ‘Gigafactory’ is a term popularised by the automobile company Tesla, which essentially means a large-scale EV battery manufacturing facility. For context, the country Senegal consumed about five terawatt hours (5,300 gigawatt hours per year) of electricity in 2021. India’s electricity consumption was around 1400 terawatt hours (1,442,000 gigawatt hours per year) as of 2021. EVs are powered by lithium-ion (Li-ion) batteries. Therefore, with the increasing demand for EVs, the demand for Li-ion batteries is also set to increase. In 2021, the global lithium market was valued at $6.83 billion and it is projected to grow at an annual rate of 12 percent from 2022 to 2030. As of 2021, the global lithium production amounted to 100,000 tonnes (equivalent to 90.7 million kilograms), while the worldwide reserves are estimated to be around 22 million tonnes (equivalent to 20 billion kg), according to data from the U.S. Geological Survey. Priti Mahesh, the Chief Program Coordinator of the non-profit Toxics Link, told Mongabay-India, “With such rapid growth expected in the global lithium market, it’s important to understand the necessary materials for the production of EV batteries, its battery recycling market and how this will impact the future of EV batteries.” What are the components of a Li-ion battery? Electric vehicle batteries come in different configurations, encompassing various shapes and sizes. Manufacturers have a multitude of choices when it comes to battery design, spanning from the physical structure of the cells to their chemical composition. Batteries can be categorised into two main groups – primary batteries (also known as single-use batteries), which cannot be recharged and secondary batteries, which are rechargeable. Lithium-ion batteries belong to the latter category, as they can be charged and reused multiple times. Explaining the composition and structure of lithium-ion batteries, Mahesh states, “In addition to lithium, a lithium-ion battery contains various other components and the manufacturing process involves multiple layers. Like most batteries, lithium-ion batteries consist of a positively charged cathode, a negatively charged anode, and an electrolyte that separates them. Typically, the cathode is composed of a mixture of lithium, nickel, cobalt, and manganese, while graphite is the most common choice for the anode. To protect and hold the individual cells together, lithium-ion batteries are enclosed in either an aluminium or steel casing, safeguarding them against mechanical damage.” EV batteries typically consist of hundreds of cells, allowing each battery pack to maintain its charging and discharging capabilities for a range of 100,000 to 200,000 miles (1,60,934 to 3,21,868 kilometres) shares Rishabh Jain, Senior Programme Lead at The Council on Energy, Environment and Water (CEEW). This confidence in battery durability is reflected in manufacturers’ common practice of offering extended warranties, often covering eight years or 100,000 miles for their electric vehicles (EVs). Typically, automobile Original Equipment Manufacturers (OEMs) such as Ola Electric and Ather Energy provide a standard three-year warranty for the batteries in their EVs. However, these batteries can potentially exceed this warranty period and last up to five years or more, contingent on factors such as usage patterns, environmental conditions and the effectiveness of the battery charging process. Batteries used in two and three-wheelers are generally designed to withstand approximately 2,000 cycles of charging and discharging. In cases where EVs are employed for commercial purposes, the battery may wear out in as little as two years. Private vehicle batteries tend to have a longer lifespan, but for those engaging in extended journeys, battery replacement may become necessary within three years. Moreover, current EV batteries have a lifespan of approximately 15 to 20 years within the vehicle, and they may even have a second life after this initial period. This extended longevity is complemented by ongoing advancements in EV battery technology, which are expected to result in batteries that last even longer, while also becoming more cost-effective, smaller in size and easier to transport. Can India become self-reliant in EV battery manufacturing? India’s ambition to expand its EV programme and bolster domestic manufacturing faces a significant challenge in ensuring a stable supply of raw materials for battery cells. At present, India heavily relies on imports, primarily from China, for Li-ion batteries and cells due to limited local cell manufacturing. Jain elaborates, “This dependence on imports makes India’s EV industry vulnerable to global supply chain uncertainties and risks. However, there is a growing push to reduce import reliance and promote self-reliance to keep more of the value chain within India, thereby fostering economic growth and job opportunities. Policy initiatives like the Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles (FAME II) scheme and the Production-Linked Incentives (PLI) scheme are designed to support domestic industry development. FAME II encourages EV equipment manufacturers to source at least 50% of their components locally, while the PLI scheme targets Advanced Chemistry Cell (ACC) manufacturers.” To address material security, India is also focusing on expanding mining exploration both within the country and overseas. India has joined the Minerals Security Partnership (MSP), a global alliance led by the United States, to catalyse investment in critical mineral supply and value chains. These strategies aim to increase domestic battery availability, reduce imports and lower battery costs while ensuring access to key raw materials like lithium, nickel, cobalt, and manganese, which constitute a significant portion of cell costs. A CEEW study, titled How can India Indigenise Lithium-Ion Battery Manufacturing? authored by Rishabh Jain, highlights the critical importance of India gaining more control over the supply chain of lithium-ion batteries. Jain emphasises that considering the complexity of the global supply chain, it becomes imperative to develop an energy storage ecosystem, scale up battery cell manufacturing, and stabilise it to align with India’s decarbonisation objectives. “Additionally, the focus should be squarely on battery recycling as a means to reduce the demand for new minerals,” he adds. Can EV batteries be recycled to mine minerals? When we are producing so many batteries already, can the minerals locked inside the batteries be extracted to produce new batteries? Anumita Roy Chowdhury, Executive Director at the Centre for Science and Environment (CSE), believes this is possible. Studies on a global scale have shown that the material trapped inside batteries can have infinite utility if efficiently extracted, separated, and recycled. “So, when the batteries are no longer suitable for vehicles, the first thing to do is to reuse them in some other application. Then, when the batteries have reached the end of their life, take them back and extract all that material,” she elaborates. Global estimates, including those from the International Council on Clean Transportation (ICCT), suggest that approximately 50 percent of spent battery materials can potentially be mined, presenting an opportunity to significantly reduce the annual demand for these minerals by up to 28 percent over the next two decades (2050). In India, NITI Aayog forecasts that by 2030, there could be as much as 128 gigawatt-hours of recyclable batteries available, with EV batteries constituting 46 percent of this total. India’s current recycling capacity stands at a modest two gigawatt-hours approximately and it would have to increase about 60 times in the next eight years.