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Turning trash to treasure in India’s waste management sector

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

Air Quality In Odisha Capital Slips To ‘Moderate’ Category

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

[Analysis] Indian aviation’s turbulent path to sustainability

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

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

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

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

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

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

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

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

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

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

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

Delhi Sees Concerning Surge In NO2 Pollution Levels, Shows CPCB Data

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

Stubble Burning Not Only To Blame For Alarming Spike In Air Quality In Delhi: CSE Report

Delhi’s pollution level – PM2.5 concentration – saw its first huge spike of this winter season on November 2 with a sudden and staggering 68 per cent jump within 24 hours, crossing 313 microgramme per metre cubed which was equivalent to “severe plus” category as per the Air Quality Index (AQI) concentration range, the Centre for Science and Environment (CSE) said in its latest study. It also said that stubble burning alone could not have led to this alarming spike in Delhi’s air pollution levels if local factors, including vehicle emissions, had not already poisoned the national capital’s air.

Explainer: दिल्ली-NCR की हवा ही बन गई जहरीली… पिछले 10 वर्षों में सबसे खराब क्यों हुआ बीत रहा नवंबर?

दिल्ली-NCR की हवा जहरीली हो गई है। राष्ट्रीय राजधानी और इसके आसपास के इलाकों में निकलने के बाद लोगों के आंखों में जलन की शिकायत आ रही है। रिपोर्ट्स की मानें तो करीब एक दशक पहले ऐसा नहीं होता था। दिल्ली की आबो हवा खराब होने के पीछे पंजाब को भी एक कारण बताया जा रहा है लेकिन एक दशक पहले पंजाब भी था और वहां खेती भी होती थी, लेकिन अचानक ऐसा क्या बदल गया जिससे नवंबर के आसपास दिल्ली-NCR की हवा इतनी जहरीली होने लगी? इंडिया टुडे की रिपोर्ट के मुताबिक, पिछले 23 साल से दिल्ली-NCR में रहने वाले कमेंटेटर संजय बनर्जी ने कहा कि हमने पहले सर्दियों में हवा की गुणवत्ता बेहतर देखी है, लेकिन पिछले दशक से वायु प्रदूषण बड़ी समस्या बन गई है। 61 साल के संजय कहते हैं कि अब मैं मॉर्निंग वॉक के लिए बाहर नहीं जाता हूं। घर पर रहकर समय गुजार लेता हूं। दिल्ली की हवा इतनी खराब हो गई है कि घर पर भी मैं एयर प्यूरीफायर का यूज करता हूं और बाहर निकलता हूं तो मास्क जरूर लगाता हूं। ये भी पढ़ें: दिल्ली में ऑड-ईवन स्कीम टली, मंत्री गोपाल राय बोले- SC की समीक्षा के बाद होगी लागू 1991 से दिल्ली में प्रैक्टिस कर रहे पल्मोनोलॉजिस्ट डॉक्टर जीसी खिलनानी ने बताया कि मेरे पास दिवाली से ठीक पहले और दिवाली के बाद सांस की समस्याओं से जूझ रहे मरीज आते थे, लेकिन अब अक्टूबर की शुरुआत से ही हमारे पास ऐसे मरीज आने लगे हैं। नवंबर में तो ऐसे मरीज ज्यादा सामने आने लगे हैं। PSRI इंस्टीट्यूट ऑफ पल्मोनरी, क्रिटिकल केयर एंड स्लीप मेडिसिन के अध्यक्ष और सदस्य डॉक्टर खिलनानी ने कहा कि ऐसे रोगियों में 30-40 प्रतिशत की वृद्धि हुई है। वायु प्रदूषण के मुख्य कारण आखिर क्या हैं? दिल्ली की हवा को प्रदूषण करने के पीछे तीन मुख्य कारण हैं, जिनमें गाड़ियों से निकलने वाला धुआं, निर्माणकार्य स्थलों से निकलने वाला धूल और खेतों में जलने वाली पराली से निकलने वाला धुआं शामिल है। गाड़ियों, इंडस्ट्री और बायोमास जलने से निकलने वाला धुआं PM2.5 को बढ़ावा देता है, जबकि निर्माणस्थल से PM10 निकलते हैं, जो प्रदूषण को बढ़ाने में कारगर होते हैं। रिपोर्ट्स के मुताबिक, दिल्ली की हवा लगभग पूरे साल खराब रहती है, लेकिन केवल नवंबर में ये ज्यादा खतरनाक हो जाती है। वाहनों से धुआं और निर्माणस्थल से धूल तो सालभर निकलता रहता है, लेकिन जो चीज नवंबर को खतरनाक बनाती है, वो है खेतों में जलने वाली पराली और उससे निकलने वाला धुआं। ये भी पढ़ें: दिल्ली के स्कूलों में समय से पहले विंटर ब्रेक, 9 से 19 नवंबर तक सभी स्कूल बंद जलवायु और ऊर्जा के लिए ग्रीनपीस इंडिया के अभियान प्रबंधक अविनाश चंचल के मुताबिक, पंजाब में, भारी मशीनरी और रासायनिक उर्वरकों के अत्यधिक उपयोग ने पहले ही खेती को घाटे का व्यवसाय बना दिया है। पराली जलाने का विकल्प किसानों के लिए बहुत महंगा है। ऐसी स्थिति में, यदि किसान खेत में पराली नहीं जलाते हैं, तो उन्हें प्रति एकड़ कम से कम अच्छी खासी अतिरिक्त धनराशि खर्च करनी पड़ेगी, जिसे किसान वहन नहीं कर सकते। रिपोर्ट्स के मुताबिक, नवंबर में जब हवा की गति कम होती है और नमी अधिक होती है, तब किसान पराली में आग लगाते हैं, जिससे प्रदूषक तत्व हवा में फंस जाते हैं। हवा की गति में कमी के कारण खेतों में जलने वाली पराली से निकलने वाला धुआं, गाड़ियों से निकलने वाला धुआं और निर्माणस्थलों से निकलने वाली धूल आसमान में जमा हो जाते हैं और नवंबर में दिल्ली की हवा को जहरीला बना देते हैं। दिल्ली में वायु प्रदूषण में किसकी कितनी भागीदारी? केंद्र सरकार की एजेंसी SAFAR के अनुमान के अनुसार, पिछले वर्षों में खेतों से निकलने वाले धुएं ने दिल्ली के पीएम2.5 प्रदूषण में 40 प्रतिशत तक योगदान दिया था। ऐसा आम तौर पर नवंबर के मध्य में होता है। लेकिन एक बड़ा सवाल ये भी कि खेतों में जलने वाले पराली के लिए पंजाब को दोषी क्यों ठहराया जाता है, हरियाणा को क्यों नहीं? विशेषज्ञों का कहना है कि हरियाणा बासमती चावल उगाता है जबकि पंजाब के किसान गैर-बासमती पूसा किस्म के धान की खेती अधिक करते हैं। ये भी पढ़ें: प्रदूषण से राहत नहीं, लगातार खराब हो रही दिल्ली की हवा, AQI 400 के पार बासमती की फसल को नाजुक देखभाल की आवश्यकता होती है और इसलिए कटाई ज्यादातर मैन्युअल रूप से की जाती है। पंजाब में गैर-बासमती धान की कटाई कंबाइन हार्वेस्टर द्वारा की जाती है। इसके अलावा, पंजाब में खेतों का आकार हरियाणा और उत्तर प्रदेश के भूखंडों की तुलना में बहुत बड़ा है, और कंबाइन हार्वेस्टर का उपयोग अधिक किया जाता है। पराली तो बाहरी कारण, दिल्ली में गाड़ियों से निकलने वाला धुआं कितना जिम्मेदार? खेत की आग या पराली जलाने से निकलने वाला धुआं एक बाहरी कारक है। लेकिन दिल्ली के वायु प्रदूषण में गाड़ियों से निकलने वाला धुआं स्थानीय कारण है, जो 12 महीने प्रभावी रहता है। रिपोर्ट्स के मुताबिक, दिल्ली में 75 लाख गाड़ियां रजिस्टर्ड हैं और इनमें से एक तिहाई कारें हैं। दिल्ली के बाहर रजिस्टर्ड करीब 20 लाख गाड़ियां भी राजधानी की सड़कों पर दौड़ती हैं। CSE ने 2 नवंबर को कहा कि वाहनों द्वारा उत्सर्जित नाइट्रोजन डाइऑक्साइड (एनओ2) का औसत स्तर पिछले साल अक्टूबर के पहले सप्ताह की तुलना में 60 प्रतिशत अधिक है।

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

Delhi’s pollution level – PM2.5 concentration – saw its first huge spike of this winter season on Nov 2 with a sudden and staggering 68% jump within 24 hours, crossing 313 microgramme per metre cubed which was equivalent to ‘severe plus’ category as per the Air Quality Index (AQI) concentration range, the Centre for Science and Environment (CSE) said in its latest study. It also said that stubble burning alone could not have led to this alarming spike in Delhi’s air pollution levels if local factors, including vehicle emissions, had not already poisoned the national capital’s air. Higher levels compared to last year Releasing the new analysis by CSE of the deadly winter pollution that has gripped Delhi-NCR these days, CSE executive director, Research and Advocacy, Anumita Roychowdhury said, “This winter season has started with a much higher pollution level compared to November last year. The combination of adverse meteorological conditions, onset of crop residue burning, and high local pollution has tilted the scale dangerously, increasing public health risk.” “Even though the overall long-term pollution curve is stable and downward, it is still significantly above the national ambient air quality standards. This demands the most stringent and sustained action on vehicles, industry, energy systems and waste management across the region.” The analysis has been done by CSE’s Urban Lab, whose head Avikal Somvanshi said: “This kind of rapid build-up is not uncommon during this part of the season and is generally associated with smoke-fall from farm stubble fire and meteorological factors assisting transportation of the smoke to Delhi-NCR and topping the high local pollution. “But it must be kept in consideration that this rapid build-up in a short time span is able to tip air quality into a severe category because baseline pollution from local sources is already very high.” An alarming trend The report pointed out that the most notable trend this year is the “sudden and rapid build-up of smog” episode in this early phase of winter. “On Nov 2, PM2.5 levels in Delhi crossed 300 microgrammes/cubic metre or ‘severe plus’ level for the first time this season. It was a very sudden escalation as the level rose a staggering 68% within 24 hours,” it said. The analysis pointed out that during the previous five years, overall trends show that PM2.5 levels start to rise steadily from the beginning of October. “This year, the levels started to rise from the middle of September. Illustratively, this increase was at a slower rate and by the end of October, the levels were 20-30% lower than the average levels for the corresponding Octobers of the previous five winters – since 2018-19,” it said. It further pointed out that early beginning of bad air quality days this year due to lower rainfall during September and October. “In contrast to the previous winter of 2022-23, the smog episode has started earlier this year. The last day with ‘good’ PM2.5 AQI before the onset of winter was observed on September 9, 2023,” it said. It remains to be seen how many more smog episodes with varying durations may occur this winter. As is the global practice, at least three continuous days of severe AQI is considered as one smog episode. Previous winters and Delhi’s pollution In previous winters, such episodes have been recorded lasting six-10 days; the winters between 2018 and 2021 had, on an average, experienced three smog episodes each. During the winter of 2022-23, only one smog episode was recorded from January 6-9. Also, Diwali and late December of 2022-23 did not witness a smog episode (like in the earlier winters). The analysis by CSE’s Urban Lab listed the key factors behind Delhi’s toxic air. The report noted that this spike in pollution levels is not uncommon during this time of the year and is generally associated with stubble burning in north Indian states before farmers start work on the winter crop. Not a result of stubble burning only Meteorological factors helping the movement of smoke to Delhi-NCR is also behind the jump in Delhi’s Air Quality Index, it said. The report also stated that share of PM2.5 in PM10 is an important indicator of the impact of combustion sources. “While coarser PM10 comes largely from dust sources, the tinier PM2.5 come more from vehicles, industry and open burning. This year the percentage share of PM2.5 in PM10 has crossed 50%, which indicates higher impact of combustion sources. On Nov 2, the ratio for PM2.5 stood at 60% -- highest this season indicating the higher influence of combustion sources,” the report stated. It further said that SAFAR’s estimate has shown that the percentage contribution of farm stubble fire to Delhi’s PM2.5 concentration had crossed 25% on Nov 2. “It was in the 10-20% range in the week leading to Nov 2. This is expected to rise in the coming days. The fire instances in Punjab and Haryana are yet to peak. In previous years, on the worst days, its contribution had topped 40%, as generally noted during the middle of November,” it noted. The report also stated that the levels of NO2 – which comes largely from vehicles -- are also rising in the region. “This indicates high impact of vehicular pollution. City-wide average NO2 is up by 60% compared to the first week of October last year. Certain high traffic locations have been reporting levels as high as three-four times the 24-hour standard,” it said. ITO is most polluted NO2 location in Delhi, with an average of 219 microgrammes/cubic metre. Nehru Nagar and Siri Fort are the next most polluted NO2 locations in Delhi, the report said.

क्या सिर्फ पराली की आग ही है दिल्ली के पॉल्यूशन का कारण… क्या कहते है एक्सपर्ट, दिल्ली की इस जहरीली हवा के लिए आख़िर कौन है जिम्मेदार!

जैसा कि आप सभी जानते है दिल्ली में इस समय पॉल्यूशन एक बहुत बड़ी समस्या बन गया है। लेकीन यह अकेले पराली जलाने से ही दिल्ली के वायु प्रदूषण के स्तर में इतनी खतरनाक वृद्धि नहीं हो सकती थी, इसमें अगर वाहन उत्सर्जन सहित स्थानीय कारकों ने पहले से ही राष्ट्रीय राजधानी के आसमान को इतना ज्यादा जहरीला नहीं बनाया होता. दिल्ली में चल रही जहरीली वायु की गुणवत्ता पर एक नवीनतम रिपोर्ट में यह पूरी बात सामने आई है. सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई) की कार्यकारी निदेशक अनुमिता रॉयचौधरी ने मिडिया को बताया है कि उनकी रिपोर्ट में आख़िर क्या पाया गया है कि पूरे दिल्ली-एनसीआर में ही पीएम2.5 का स्तर 2 नवंबर को केवल 24 घंटों के भीतर ही ‘चौंकाने वाला और अभूतपूर्व’ 68 प्रतिशत तक बढ़ गया था.पीएम2.5 के स्तर में भी काफ़ी बढ़ोतरी एक ऐसे समय में दर्ज की गई थी, जब दिल्ली के पीएम2.5 के स्तर में ही पराली जलाने की भूमिका धीरे-धीरे काफ़ी कम हो रही है. सिस्टम ऑफ एयर क्वालिटी एंड वेदर फोरकास्टिंग एंड रिसर्च (एसएएफएआर) और डिसीजन सपोर्ट सिस्टम फॉर एयर क्वालिटी मैनेजमेंट इन दिल्ली द्वारा ही दर्ज किए गए आंकड़ों से साफ़ पता चला है कि पिछले कुछ दिनों में दिल्ली के पीएम2.5 सांद्रता में पराली जलाने की हिस्सेदारी 25 से 35 प्रतिशत के रेंज में ही रही है, जो कि पिछले वर्षों की तुलना में काफ़ी कम है. जैसे-जैसे यह पराली जलाना अपने चरम पर पहुंचेगा, इसके बढ़ने की संभावना और भी ज्यादा है.यह पूछे जाने पर कि क्या इसका मतलब यह है कि आंतरिक प्रदूषण कारक हवा की गुणवत्ता में भी गिरावट का कारण बन रहे हैं, रॉयचौधरी ने कहा, “बिल्कुल. इसका पूरा मतलब है कि आने वाला अधिकांश प्रदूषण स्थानीय स्रोतों से ही है. अगर हम इस तथ्य पर कोई ध्यान नहीं देते हैं और अपना ध्यान एक कारण पर ही केंद्रित रखते हैं, तो हम समस्या का सही समाधान कभी नहीं ढूंढ पाएंगे.”सीएसई की अर्बन लैब के विश्लेषण में दिल्ली की जहरीली हवा के पीछे कुछ प्रमुख कारकों को सूचीबद्ध किया गया है. इस रिपोर्ट में कहा गया है कि वर्ष के इस समय के दौरान प्रदूषण के स्तर में यह जो भी वृद्धि असामान्य नहीं है और आमतौर पर उत्तर भारतीय राज्यों में ही किसानों द्वारा सर्दियों की फसल पर काम शुरू करने से पहले ही पराली जलाने से जुड़ी हुई होती है दिल्ली की वायु गुणवत्ता सूचकांक (एक्यूआई) में भी उछाल के पीछे दिल्ली-एनसीआर में धुएं की आवाजाही में ही मदद करने वाले मौसम संबंधी कारक भी हैं. सीएसई के अर्बन लैब के प्रमुख अविकल सोमवंशी ने भी कहा, “लेकिन यह ध्यान में रखा जाना चाहिए कि कम समय में यह तीव्र वृद्धि हवा की गुणवत्ता को गंभीर श्रेणी में ले जाने में काफ़ी सक्षम है क्योंकि स्थानीय स्रोतों से बेसलाइन प्रदूषण पहले से ही बहुत अधिक है.”लगातार पांच इन दिनों तक वायु गुणवत्ता सूचकांक (एक्यूआई) के गंभीर श्रेणी में रहने के बाद से दिल्ली में प्रदूषण का स्तर मंगलवार की सुबह को थोड़ा कम हुआ और यह ‘बहुत खराब’ श्रेणी में पहुंच गया. राष्ट्रीय राजधानी दिल्ली का वायु गुणवत्ता सूचकांक मंगलवार को भी शाम 4 बजे 394 था, जो सोमवार शाम 4 बजे 421ही दर्ज किया गया था.

Stubble burning not the only reason for Delhi air quality: CSE report

Delhi’s pollution level — or PM2.5 concentration — saw its first huge spike of the winter on 2 November with a sudden and staggering 68 per cent jump in 24 hours, crossing 313 microgram per cubic metre, which took it into the "severe plus" category, as per the air quality index (AQI) concentration range, the Centre for Science and Environment (CSE) said in its latest study. It also said stubble burning alone could not have led to this alarming spike in Delhi's air pollution levels if local factors, including vehicle emissions, had not already poisoned the national capital's air. Releasing the new analysis of the deadly winter pollution that has gripped Delhi-NCR, CSE executive director, research and advocacy, Anumita Roychowdhury said: "This winter season has started with a much higher pollution level compared to November last year. The combination of adverse meteorological conditions, onset of crop residue burning, and high local pollution has tilted the scale dangerously, increasing public health risk.

GRAP temporary emergency measure, need enforcement of rules & penal action to tackle air pollution: Experts

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 the people in capital city 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, noting that only Delhi centric measures would not suffice as pollution blows between boundaries. Hundred percent collection, segregation and recycling of all waste, remediation of legacy waste in all dump sites, elimination of dirty fuels in all non-confirming industries and households, and stronger hyper local action on all other pollution sources are some of the areas where the authorities need to act round-the-year. Source link