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Weather elements help Delhi see cleanest January since AQI launch...

NEW DELHI: The capital saw its cleanest January this year since the Central Pollution Control Board (CPCB) started measuring the Air Quality Index (AQI) from April 2015 onwards, mainly owing to excess rainfall, fewer foggy days and seven western disturbances. The month’s average AQI stood at 279 against 324 in 2021. This January witnessed two rare ‘satisfactory’ days and one ‘severe’ day. Track the pollution level in your city Experts said when a strong western disturbance affects the region, it causes rain, rise in temperature and wind speed and helps in improving air quality. Rain activity was intense, making January 2022 the wettest in 121 years. Fog, which comes from Indo-Gangetic plains, carries a huge quantity of air particles. Fog formation also affects the boundary layer height and causes calm conditions by trapping pollutants,” said Gufran Beig, founder project director, SAFAR. CPCB data shows that two ‘satisfactory’ air quality days were recorded this January. In contrast, no such day was seen in January in the previous years. At three, this January also saw the highest number of ‘moderate’ days. According to CPCB, 26 out of 31 days this month had air quality in the range of ‘poor’ to ‘severe’ (AQI above 201). In comparison, there were 29 such days each in January 2021, 2019 and 2017; 31 each in 2016 and 2018; and 28 in 2020. “This January, there has been a significant decrease in the ‘severe’ and ‘very poor’ days compared to last year. This is because of intermittent rain, higher wind speeds to the tune of average 5m/sec and reduced and no severe foggy days,” said Dipankar Saha, former head of CPCB’s air laboratory, who analysed the past few years’ AQI for January. Pointing out that winter was about to end, Anumita Roychowdhury, executive director, Centre for Science and Environment, said “action for sustained change” must gather momentum. “Daily average levels of PM2.5 are bouncing back again. There has been rapid increase since January 28. The improved monthly average level of pollution this month seems to be the result of record rainfall and a cold spell for an extended period as well as more unique winter conditions. The impact of changing climate on air quality patterns will have to be understood better for interventions,” she said. Delhi had last year recorded its cleanest October and dirtiest November.

Future of public transport in India – Electric Buses

Given that the ratio of cars per thousand individuals is far less in India than in developed countries like the USA, UK and Australia, the dependence of majority of the population on public transport will continue. The need to reduce the dependence on imported oil, and the growing concerns over climate change have been the key drivers to the growth of electric vehicles (EVs) throughout the world. To keep pace with the global economy, various policy initiatives have been introduced by the Indian government since 2007 to give an impetus to the high-potential EV industry. Further, the government’s goal to achieve net-zero emissions by 2070 as committed during the recently held COP26 summit, further presses the need to focus on EVs as the ‘future of mobility’. Given that the ratio of cars per thousand individuals is far less in India than in developed countries like the USA, UK and Australia, the dependence of majority of the population on public transport will continue. Hence, in order for India to reduce its carbon emissions, focus has to be on the mass scale electrification of public transport, in which e-buses will play a crucial role. In view of the various policy initiatives and the rising EV revolution, while a great response has already been shown by the existing Indian market players in the 2 & 3 wheelers segments (which require relatively less capex); the existing commercial vehicle players have either entered or are in the process of entering the EV space. As per a report, in the year 2020 around 5,15,600 EVs were sold in India, which included only 600 e-buses(1). Further, according to a report issued by SMEV, around 2,36,802 EVs were sold in India in FY20-21, and as per market sources e-buses accounted for only a small portion of the cumulative EV sales(2). In respect of the market players, until the FY20-21, about 74% of the total e-bus supply orders in India were catered by relatively new market players(3). The e-bus reforms in the country have been largely driven by incentives offered by the government, and few of the key initiatives contributing to the growth of e-bus industry are: (i) FAME II, with an outlay of INR 10,000 crores, is aimed providing upfront subsidies and creating EV charging infrastructure. This scheme proposes to support 7,090 e-buses with an incentive of up to INR 50 lakhs each. Bids to procure 5,580 e-buses have recently been sought by CESL under the ‘Grand Challenge’ as part of FAME II. (ii) National Programme on ACC, with an outlay of INR 18,100 crore, is aimed at incentivizing setting up of manufacturing facilities for 50 GWh of ACC and 5 GWh of niche ACC technologies. (iii) PLI scheme for automobile and auto components, with an outlay of INR 25,938 crore, is aimed at incentivising manufacturing of high technology automobiles and automotive components in India. In addition to the above, several initiatives have been introduced like reduction of GST on EVs, introduction of vehicle scrappage policy, de-licensing of public charging stations, etc. Despite the aforesaid the Indian e-bus revolution has not grown to the targeted levels, and is facing its own set of challenges, some of which are as under: (i) Dependency on imports: While chassis and bus bodies of the e-buses are being manufactured locally, the e-bus industry is still largely dependent on imports from select players for a variety of EV components and batteries. (ii) Uncertainty of battery life, and environmental concerns: There are uncertainties with regard to the limited life of the batteries of e-buses (which is estimated to be approx. 5 years), as the same is yet to be tested. Further, various bodies have also raised environmental concerns regarding the disposal of the batteries used in EVs. (iii) Lack of infrastructure: In order for the entire country to switch to e-buses, major infrastructure updation including charging stations are required to be created, for which huge capital investment is required. As against target requirement of 4,00,000 charging stations for 2 million EVs by 2026, there had been only 1,800 charging stations in India until March 20214. Lastly, as both the government and public are becoming more aware about the much needed switch to e-mobility, it is equally important to understand that the presence of e-buses will only be felt when an entire eco-system is developed for such buses, the role of government departments is streamlined so as to ensure an adequate demand-supply equilibrium, fiscal benefits and incentives are continued to be provided, and R&D on more efficient and cost effective technologies is encouraged. It would be interesting to examine whether the upcoming Union Budget will be able to deliver to the expectations of the industry.

Delhi Weather: जानिए इस बार जनवरी महीने में क्यों दिल्ली में हवा पिछले सालों के मुकाबले रही साफ?

सेंटर फॉर साइंस एंड एनवायरनमेंट की डायरेक्टर अनुमिता रॉयचौधरी ने कहा, सर्दिय खतम होने वाली हैं. लेकिन 28 जनवरी के बाद से PM2.5 के औसत स्तर में इजाफा हो रहा है. केंद्रीय प्रदूषण नियंत्रण बोर्ड (CPCB) ने अप्रैल 2015 से दिल्ली की वायु गुणवत्ता सूचकांक (AQI) मापना शुरू किया है, जब से राष्ट्रीय राजधानी दिल्ली में इस बार जनवरी का महीना मौसम के हिसाब से सबसे साफ़ दर्ज किया गया. इस बार दिल्ली में मुख्य रूप से अधिक बारिश, कम कोहरा वाले दिन और इस महीने में आये सात पश्चिमी विक्षोभों को आधार बनाया गया. इस साल जनवरी 2022 में शहर का औसत वायु गुणवत्ता सूचकांक 279 रहा है, वहीं पिछले साल जनवरी 2021 महीने का औसत वायु गुणवत्ता सूचकांक 324 दर्ज किया गया था. मौसम विभाग के विशषज्ञों ने इस नए साल के जनवरी महीने में, औसत वायु गुणवत्ता सूचकांक पिछले सालों के मुकाबले साफ़ होने के कारणों को बताते हुए कहा कि, जब एक मजबूत पश्चिमी विक्षोभ किसी क्षेत्र को प्रभावित करता है तो इससे बारिश, तापमान और हवा की गति में वृद्धि का कारण बनता है. इससे हवा की गुणवत्ता में सुधार होता है. उन्होंने आगे बतया कि, इस बार शहर में बारिश पिछले 121 साल में जनवरी 2022 में सबसे अधिक दर्ज की गई. सीपीसीबी के जरिये जारी आंकड़ों के मुताबिक, इस साल जनवरी में दो दिन हवा की गुणवत्ता संतोषजनक श्रेणी में दर्ज किया गया. जबकि इस साल के मुकाबले पिछले साल जनवरी में आदर्श वायु गुणवत्ता का कोई दिन नहीं देखा गया था. वहीं इसी साल जनवरी में मौसम वायु गुणवत्ता "मध्यम श्रेणी" की दर्ज की गई. जनवरी 2022 में, 31 दिनों में से 26 दिनों में हवा की गुणवत्ता "खराब" से "गंभीर" ( AQI 201 से ऊपर) श्रेणी में दर्ज किया गया. इसकी तुलना में, जनवरी 2021, 2019 और 2017 में इस तरह हवा की गुणवत्ता 29 दिन थे, वहीं 2016 और 2018 में 31 दिन, जबकि जनवरी 2020 में इस तरह के 28 दिन दर्ज किये गए थे. टाइम्स ऑफ़ इंडिया में छपी खबर के मुताबिक, सीपीसीबी की एयर लेबोरेटरी के पूर्व प्रमुख दीपंकर साह ने बताया, "इस साल जनवरी में वायु गुणवत्ता सूचकांक पिछले साल की तुलना में बहुत कम "गंभीर" और "बहुत खराब" श्रेणी में दर्ज की गई है. वहीं इस बार रुक रुक कर होने वाली बारिश, हवा की औसत गति 5 मीटर/ सेकंड रही है, साथ ही कम गंभीर कोहरे वाले दिनों के कारण यह महीना बेहतर रहा है. सेंटर फॉर साइंस एंड एनवायरनमेंट की डायरेक्टर अनुमिता रॉयचौधरी ने कहा, सर्दिय खतम होने वाली हैं. लेकिन 28 जनवरी के बाद से PM2.5 के औसत स्तर में इजाफा हो रहा है. उन्होंने आगे कहा कि, इस महीने प्रदूषण के बेहतर मासिक औसत स्तर के लिए रिकॉर्ड बारिश और विशेष ठंडक वाले दिनों के कारण रहा है. हवा की गुणवत्ता के पैटर्न पर बदलते जलवायु के प्रभाव के हस्तक्षेपों को समझना होगा." हम आपको बता दें दिल्ली ने साल 2021 में सबसे साफ़ वायु गुणवत्ता अक्टूबर महीने में दर्ज की गई और सबसे खराब श्रेणी नवंबर में दर्ज किया.

To tackle air pollution, devise concrete, measurable time-bound targets

Economic incentives tied to pollution-based targets would allow for both an efficient allocation of NCAP funds for cities where there are active air quality policy implementations and would also additionally incentivise states to reach such targets in a time-bound manner We don’t need any more studies to underline the importance of clean air for a healthy population or to show that there is a positive correlation between polluted air and negative GDP growth. Recent studies in the United States have also linked high Covid-19 mortality rates to areas where population was exposed to higher particulate matter. India which has the dubious distinction of having 21 out of 30 most polluted cities in the world, we are still not serious about solving air crisis. The National Clean Air Program (NCAP), the only centrally funded scheme that deals with air pollution, is badly formulated and grossly underfunded. After much delay, disbursement of funds started in November 2020. 231 cities with poor air quality, including Delhi, were left out and some of the smaller cities such as Shillong received ₹20 lakh, which is not even enough to buy one air quality monitor. The war against pollution will need be led by the central government because air pollution does not recognise administrative boundaries. Take the case of Delhi. A recent study by the Centre for Science and Environment highlighted that Delhi’s internal contribution to pollution is 31% to the existing PM2.5 levels, the rest originated from the National Capital Region and surrounding areas. Every time Delhi takes stringent measures such as shutting polluting industries and power plants, higher tax for diesel vehicles, the city government loses revenue. However, the air does not get any cleaner because the industries move to neighbouring cities/states and continue to pollute Delhi’s airshed. With Gurgaon, Ghaziabad and Faridabad featuring among the most polluted cities of India, the inaction by governments of NCR districts and Commission for Air Quality Management’s (CAQM) inefficiency in ensuring that states are bound to specific time-bound targets, has nullified Delhi government’s efforts in addressing air quality levels in Delhi and providing its citizens with a better measure of life. Similarly, although industrial pollution within Delhi has gone down from 16% in 2016 to 2.5% in 2019 as a result of measures taken by the Delhi government to either shut down or encourage adoption of cleaner fuels, just a few kilometers from Delhi’s border, industrial clusters in Faridabad, Narela, Sahibabad consisting of most polluting smelters, and tanneries continue to operate with limited regulations resulting in toxic emissions. A regional approach where states only look at air quality within their administrative boundaries is bound to fail, while adopting an airshed approach will go a long way in helping improve air quality levels for the NCR region. We need to take a regional airshed approach, further elaborating the NCR example - a body like CAQM would need to formulate a 10-year plan for the NCR area. This plan should have specific annual targets for each of the cities in the airshed. For example, if Delhi were to reduce its particulate matter by XX micro grams in a year, then Delhi would get additional funds of XX crore. At the same time, if Delhi misses the target, then Delhi would be penalized by XX crore. Unless we have concrete, measurable time-bound targets, we will continue to ruin the lungs of our children. The much-acclaimed China model for pollution mitigation was successful due to region-wise emission-reduction targets evolved for its most polluted regions, where each city was given long and short-term targets to reduce particulate matter concentrations, with best performing cities rewarded with additional budgetary allocations. This is no different than the concept of social bonds as a financial tool that is being used world over to address or mitigate a specific social issue and seek to achieve positive social outcomes. Economic incentives tied to pollution-based targets would allow for both an efficient allocation of NCAP funds for cities where there are active air quality policy implementations and would also additionally incentivise states to reach such targets in a time-bound manner. We should give up our dream of double digit GDP growth or of becoming a superpower if a large percentage of our future generations are growing up in areas with toxic air.

Future of public transport in India – Electric Buses

Given that the ratio of cars per thousand individuals is far less in India than in developed countries like the USA, UK and Australia, the dependence of majority of the population on public transport will continue. The need to reduce the dependence on imported oil, and the growing concerns over climate change have been the key drivers to the growth of electric vehicles (EVs) throughout the world. To keep pace with the global economy, various policy initiatives have been introduced by the Indian government since 2007 to give an impetus to the high-potential EV industry. Further, the government’s goal to achieve net-zero emissions by 2070 as committed during the recently held COP26 summit, further presses the need to focus on EVs as the ‘future of mobility’. Given that the ratio of cars per thousand individuals is far less in India than in developed countries like the USA, UK and Australia, the dependence of majority of the population on public transport will continue. Hence, in order for India to reduce its carbon emissions, focus has to be on the mass scale electrification of public transport, in which e-buses will play a crucial role. In view of the various policy initiatives and the rising EV revolution, while a great response has already been shown by the existing Indian market players in the 2 & 3 wheelers segments (which require relatively less capex); the existing commercial vehicle players have either entered or are in the process of entering the EV space. As per a report, in the year 2020 around 5,15,600 EVs were sold in India, which included only 600 e-buses(1). Further, according to a report issued by SMEV, around 2,36,802 EVs were sold in India in FY20-21, and as per market sources e-buses accounted for only a small portion of the cumulative EV sales(2). In respect of the market players, until the FY20-21, about 74% of the total e-bus supply orders in India were catered by relatively new market players(3). The e-bus reforms in the country have been largely driven by incentives offered by the government, and few of the key initiatives contributing to the growth of e-bus industry are: (i) FAME II, with an outlay of INR 10,000 crores, is aimed providing upfront subsidies and creating EV charging infrastructure. This scheme proposes to support 7,090 e-buses with an incentive of up to INR 50 lakhs each. Bids to procure 5,580 e-buses have recently been sought by CESL under the ‘Grand Challenge’ as part of FAME II. (ii) National Programme on ACC, with an outlay of INR 18,100 crore, is aimed at incentivizing setting up of manufacturing facilities for 50 GWh of ACC and 5 GWh of niche ACC technologies. (iii) PLI scheme for automobile and auto components, with an outlay of INR 25,938 crore, is aimed at incentivising manufacturing of high technology automobiles and automotive components in India. In addition to the above, several initiatives have been introduced like reduction of GST on EVs, introduction of vehicle scrappage policy, de-licensing of public charging stations, etc. Despite the aforesaid the Indian e-bus revolution has not grown to the targeted levels, and is facing its own set of challenges, some of which are as under: (i) Dependency on imports: While chassis and bus bodies of the e-buses are being manufactured locally, the e-bus industry is still largely dependent on imports from select players for a variety of EV components and batteries. (ii) Uncertainty of battery life, and environmental concerns: There are uncertainties with regard to the limited life of the batteries of e-buses (which is estimated to be approx. 5 years), as the same is yet to be tested. Further, various bodies have also raised environmental concerns regarding the disposal of the batteries used in EVs. (iii) Lack of infrastructure: In order for the entire country to switch to e-buses, major infrastructure updation including charging stations are required to be created, for which huge capital investment is required. As against target requirement of 4,00,000 charging stations for 2 million EVs by 2026, there had been only 1,800 charging stations in India until March 20214. Lastly, as both the government and public are becoming more aware about the much needed switch to e-mobility, it is equally important to understand that the presence of e-buses will only be felt when an entire eco-system is developed for such buses, the role of government departments is streamlined so as to ensure an adequate demand-supply equilibrium, fiscal benefits and incentives are continued to be provided, and R&D on more efficient and cost effective technologies is encouraged. It would be interesting to examine whether the upcoming Union Budget will be able to deliver to the expectations of the industry.

A clarion call

Some parts of Climate Change: Science and Politics are simple and others are complex, much like the issue itself. The truth is stark: we are living on a planet that is heating up. But what we have done with that truth is complicated. And that is what this book seeks to address. It begins with the basics, explaining the earth’s climate system, natural greenhouse effect and the problem of rising emissions. Then it explains at length the impact of climate change on the planet, the history of climate negotiations (from the Earth Summit in Rio de Janeiro to the Paris Agreement and beyond) and how carbon markets operate. At the heart of the issue is the problem of climate equity. For decades, it has been the industrialised nations which are historically responsible for some 70 per cent of global emissions. Despite their annual emissions slowing down, they have not fundamentally shifted away from a carbon intensive economy. Hence, the developing countries claim that these nations should bear the larger responsibility of repairing the impact of global warming. But they are resisting, “hell-bent on erasing any mention of historical emissions from all texts”. It is in this context that the push towards net zero assumes importance. The UN Secretary General’s Climate Action Summit in October 2019 saw 65 countries commit to the net zero concept. Many like the US, the UK, Canada and France have set a 2050 net zero deadline. But this is problematic on several levels. Several countries, for one, have not charted a clear roadmap on how they are going to meet the deadline. Others are resorting to carbon trading, but given the lack of rules for this under the Paris Agreement, it may not be the long-term solution. At places, the book is too niche and might be of interest only to the specialists. Despite this, it is highly informative and a lot of effort has gone into the research and execution. The tone of the book is urgent. As Sunita Narain, the director general of the Centre for Science and Environment, writes in the preface, “Too much time has been wasted in denial, or plain laxity in getting our act together to move at the speed and scale that is needed. We do not have the luxury of time anymore. My generation has squandered the privilege away.” Perhaps this tone is warranted, given how it underlines the truth that climate change is one issue we cannot remain neutral about. After years of inaction and indifference, we are facing the heat—literally. Climate Change: Science and Politics Published by Centre for Science and Environment Price Rs750; pages 198

CSE finds early signs of rising air pollution in MP, Chhattisgarh

The CSE analysis shows that air pollution during winter is a problem in all the cities in these two states, with Gwalior and Singrauli having the worst air quality It is not only the northern part of India that is in the grip of severe winter pollution but several cities in other regions -- including in the central Indian states of Madhya Pradesh and Chhattisgarh -- are experiencing a worsening of winter pollution, finds a latest analysis from Centre for Science and Environment (CSE). The analysis shows that air pollution during winter is a problem in all the cities in these two states, with Gwalior and Singrauli having the worst air quality -- as bad as the winter air quality of cities in the National Capital Region and Uttar Pradesh. Nitrogen dioxide (NO2) pollution is also high in these cities, with Indore recording the highest for the region. Singrauli, a small town in eastern Madhya Pradesh, but designated as a critically polluted area by the Central Pollution Control Board, has the most polluted air in the region with a 2021 average of 81 micrograms per metre cube. It is followed by Gwalior and Katni that have 2021 averages of 56 micrograms per metre cube and 54 micrograms per metre cube, respectively. The 2021 average has bypassed the 2020 average in all the major cities -- Bhopal, Indore, Jabalpur and Ujjain -- and it does not meet the annual standard as well. "Satna has the lowest 2021 average value, but the quality of data from the city's only station is suspect. Bilaspur, Bhilai and Maihar do not have adequate data for computation of annual values," a release from the CSE said on Monday. "Even though real time air quality data is extremely limited in this region, whatever real time data is emerging from only 17 cities of these two big states indicate a growing crisis and vulnerability to winter smog. This demands early and stronger multi-sector action at a regional scale to meet the clean air targets," said executive director, research and advocacy, CSE, Anumita Roychowdhury. "Gaps in air quality data and lack of quality control of data makes it difficult to construct reliable air quality trends and do proper risk assessment," said Avikal Somvanshi, programme manager, Urban Lab, CSE. "The worsening of air quality in the region has not drawn adequate public attention. In winter, air quality of cities such as Singrauli, Gwalior, Jabalpur and Katni could get nearly three times worse than their annual average levels." The CSE analysis of air quality status in cities of Madhya Pradesh and Chhattisgarh is an assessment of annual and seasonal trends in PM2.5 concentration for the period January 1, 2019 to December 12, 2021. This analysis is based on real time data available from the current working air quality monitoring stations in central India. The analysis covers 18 continuous ambient air quality monitoring stations (CAAQMS) spread across 17 cities in the two states -- two stations in Gwalior and one station each at Bhopal, Damoh, Dewas, Indore, Jabalpur, Katni, Maihar, Mandideep, Pithampur, Ratlam, Sagar, Satna, Singrauli, Ujjain, Bhilai and Bilaspur. Air quality monitoring is still very limited in the central region. Cities in MP have data available for over two years; but real time monitors in Chhattisgarh became operational only in the latter half of 2021, which limits the possibility of assessing long term trends. Therefore, the data is indicative of the current status of air quality and seasonal variations in particulate pollution in medium and smaller cities in the region, the CSE release said.

Northerly winds trigger chill in city, max temp dips

Kochi: While it is not very noticeable and strong as a heavy rainfall or intense heat, chill conditions have been reigning in different parts of the city in the past one week. Doctors have also noted an increase in the number of people with viral fevers, cough and cold amidst the rising cases of Covid-19, with the Omicron variant behind the surge. The day temperatures have dropped by a degree or two over the past week. "We are receiving cold northerly winds which are blowing along both the coasts. This is because of the cold wave conditions prevailing in north and central India," said S Abhilash, director, ST Radar centre, Cochin University. The India Meteorological Department (IMD) has said that cold wave conditions have intensified in the northwest, central and east India. Maximum temperatures in the city dipped to 30 degrees Celsius this week compared with 31-32 degrees Celsius recorded in the first two weeks of this month. The weather has been very dry too. According to IMD data, the city recorded 21.4 degrees Celsius on January 26, 2021 and January 12, 2020 which was the lowest in the month in both the years. In its monthly forecast on temperatures, the weather department said that below normal maximum temperatures are likely in the peninsular region. Healthcare experts said that it is likely that the weather is also playing a role in the rising cases of Covid-19. “Cold, cough and viral fevers peak during winter more than any other season. The winds could speed up the spread of the infection because we are not seeing it contained in homes alone. It is spreading fast in neighbourhoods too,” said Dr George M Justin, senior pulmonologist in a city hospital. He said that regional viral infections can act as a trigger for people with chronic or borderline asthmatic patients, especially people living in areas with smog or fog. People exposed to vehicular pollution, living by the roadsides and industrial areas are vulnerable to these subtle changes in temperatures. According to a study done by the Centre for Science and Environment, Kochi city has not been able to sustain the air quality gains of 2020. Within the city, Vyttila has the worst air with its December average adding up to 56 microgram per cubic metre (ug/m3). Udyogamandal has the least polluted air with a 33 ug/m3. The latest report by Greenpeace India, analysing the Central Pollution Control Board (CPCB)'s data from 10 major cities of southern India reveals that average pollution levels in the cities far exceed the latest WHO guidelines. The report says that the PM 2.5 levels in Kochi exceeded 4-5 times along with Chennai, Mysuru and Pondicherry. The primary contributors to worsening air quality are fossil fuel powered infrastructural development, industries, transport, waste burning and construction activity. Chronic exposure to air pollution increases the likelihood of asthma, low birth weight, depression, schizophrenia, diabetes, stroke, lung cancer and can cause premature deaths.

Air quality bad in Bengaluru, Mysuru, says Greenpeace report

The revelation was made by environment watchdog Greenpeace India, which has cited data from the Central Pollution Control Board (CPCB) for the period November 2020 to November 2021. The three major cities of Bengaluru, Mysuru and Mangaluru in Karnataka are among 10 in South India with air pollution levels exceeding World Health Organisation guidelines despite pandemic-linked lockdowns and restrictions. The revelation was made by environment watchdog Greenpeace India, which has cited data from the Central Pollution Control Board (CPCB) for the period November 2020 to November 2021. This is in sharp contrast to a recent report by the Delhi-based Centre of Science & Environment lauding Bengaluru’s ability to hold on to gains in air quality made during the Covid-19 lockdown. Apart from the three Karnataka cities, air pollution data from Hyderabad, Chennai, Amaravati, Visakhapatnam, Kochi, Puducherry, and Coimbatore were also analysed. “Coimbatore, Bengaluru, Mangaluru and Amaravati saw annual particulate matter (PM) 2.5 (particles lesser than 2.5 microns) levels exceed WHO guidelines of 5 micrograms per cubic metre by almost 6 to 7 times, while in Mysuru, Kochi, Chennai and Pondicherry, PM2.5 levels exceeded the guidelines by 4 to 5 times,” the report said. While the annual PM10 (less than 10 microns) levels in Visakhapatnam and Hyderabad exceeded the prescribed WHO guidelines of 15 micrograms per cubic metre by 6 to 7 times, Bengaluru, Mangaluru, Amaravati, Chennai and Kochi recorded data that exceeded the limit by 3 to 4 times. Fossil fuel-powered infra work a worry Mysore, Coimbatore and Pondicherry recorded PM10 levels that exceeded the WHO guidelines for safe air by 2 to 3 times. Greenpeace said the primary contributors to the worsening of air quality are fossil fuel-powered infrastructure development works, industries, transport, waste burning and construction activity. It pointed out that this analysis is a much needed reminder that air pollution is a public health crisis that is not confined to just North Indian cities, and if not acted upon now, the South Indian cities too are not far from cities like Delhi in terms of health and economic impact due to air pollution. Chronic exposure to air pollution increases the likelihood of asthma, low birth weight, depression, schizophrenia, diabetes, stroke, lung cancer and can cause premature deaths, the report added. “We have to prioritise the immediate shift to clean energy and transport to stop more damage. If we look at Bengaluru’s PM10 data, the annual average in most stations is exceeding not only the WHO guidelines, but National Ambient Air Quality Standards (NAAQS) levels too,” said Avinash Chanchal, Campaign Manager, Greenpeace India. The report suggests that the governments in the southern states and city administrations promote decentralised renewable energy solutions such as rooftop solar, creating integrated public transport, non-mechanised transport-friendly infrastructure and addressing other contributors like waste burning, construction sector, industrial emissions and biomass burning. “The pollution control boards must realise that no level of air pollution is safe and even the long-term exposure of lower concentrations of air pollution can severely impact human health. Thus, the CPCB must revise the current NAAQS for all pollutants based on WHO’s proposed interim target and gradually achieve the revised standards,” Chanchal added.

A system in shambles

Environmental impact assessment has become a convoluted exercise, designed for futility Ranking is an instrument to reward the best performers — but more importantly, it signals the best way to do things. So, when the Union Ministry of Environment, Forest and Climate Change (MoEFCC) says that it will rank the state environmental impact assessment authorities based on the speed at which environmental approvals are given, it basically implies that all it cares about is the "clearance" of projects, not the quality of the assessment or the ability to ensure that the environmental impacts of development projects are mitigated. You could argue that time taken is not an indicator of the level of scrutiny — and that MoEFCC's notice is designed only to hold the assessment committees accountable and to ensure that projects are not unnecessarily delayed. But it is not that simple. The fact is this "ranking" is the final nail in the already built coffin of environmental assessments. Over the past decade or so, government after government has systematically decimated the process of decision-making that would allow for assessment or scrutiny. It is a sham and a farce, and in my view this direction by the ministry — set up to purportedly safeguard environmental interests — has only made its contempt for its self-built process apparent. Environmental Impact Assessment (EIA) started way back in 1994, when development projects were few and the process remained uncontested. The rot took hold from the early 2000s when "building" projects were included in this system of scrutiny.

Strengthen regulation of GM food; ‘Ban GM food’-demand unreasonable

But the regulatory landscape must be founded on scientific rigour The anti-GMO activists’ demand that the Food Safety and Standards Authority of India (FSSAI) scrap its draft Food Safety and Standards (Genetically Modified or Engineered Foods) Regulations, 2021, and summarily disallow GM food/ingredients, is certainly ill-founded and unscientific. The activists contend that the move to allow food products in the market with a “contains GMO” label, if any of the individual ingredients of a product making up 1% of more of the product is of GM origin, is a tacit approval of imports of GM food. But, the fact is the Indian consumer is already exposed to GM-food products, directly and indirectly. The Centre for Science and Environment reported in 2018 that 32% of the 65 food products available in the market that it tested had GMO content; nearly 80% of these products were imported. Besides, GM-crop based animal feed and imported animal and plant produce that likely have GM origins/exposure are currently marketed in India, though very likely adhering to provisions of the Cartagena Protocol on Biosafety. Against this backdrop, labelling GM origin food benefits the consumer, helping her decide between a GM product and a non-GM alternative. That said, the food standards & safety regulator—and the government—must take a nuanced view of the objections. India has the laboratory capacity to detect as low as 0.01% GM content. So, the 1% threshold is indeed too high; the standards must not just enable food safety but also choice for the discerning consumer—quite in the spirit of the strict organic certification standards, or even the Delhi High Court’s recent directive that food businesses must make explicit the vegetarian/animal origin of each ingredient in a dish/food product. Indeed, the FSSAI should mandate the explicit mention of GM content, with the packaging indicating the exact degree to which the product contains each individual GM ingredient. The provision in the draft regulation that holds that FSSAI approval of a specific GM-origin food/ingredient holding unique identification from the Biosafety Clearing House (established under the Cartagena Protocol), OECD, etc, will be universal needs relooking. First, the FSSAI needs to clearly list the jurisdictions/authorities whose approval will be acceptable for the purposes of this provision; ‘etc’ must not allow approvals by authorities that may not have an acceptable rigour of testing—indeed, even between developed jurisdictions, there is hardly any uniformity of such rigour. Second, in the context of consumables such as gut biome enhancers, microbes-based food supplements, which may contain multiple Living Modified Organisms, there is a need to conduct local studies to determine that the interplay of such organisms is safe. Regulation 4(12) in the FSSAI draft holds that GM-based ingredients can’t be used for any infant food. It is true that running safety tests on infants is a near-impossibility. But, if the FSSAI has reservations about GM-content in infant consumables, should this not hold for at least the years of early development? Genetic modification playing a larger role in food technology is unavoidable in the long run, and in many cases, could even be desirable. For a country like India that aims to boost nutrition levels among its vulnerable population, a product like golden rice—rice fortified with Vitamin A—is manna; India has high levels of Vitamin-A-deficiency-related vision loss. Without a scientific attitude towards GM-foods, we won’t be able to benefit from the development of genetically-engineered golden rice. At the same time, the regulatory landscape should inspire faith among the masses through scientific rigour. For that, FSSAI must relook its draft regulations and plug gaps.

We, The People, Found 73 Constitutional Wrongs, Sir! https://www.livelaw.in/columns/73rd-republic-day-73-constitutional-wrongs-190397

The people of India are celebrating the 73rd Republic Day of India, today, the day on which, 72 years ago, we the people of India, gave unto ourselves.. 66.Article 48A imposes an obligation to protect and improve environment and safeguarding forests. The State of India's Environment Report 2021 released by Centre for Science and Environment (CSE) in June 2021 with comprehensive data on subjects such as Forest, Climate Change, Habitat, Water, Air Pollution, Rural Development, Biodiversity, and Industry has stated that India ranked 117 out of 180. In achieving 17 SDGs (sustainable development goals) India slipped to 117 in 2021 from 115 in 2020. Challenges such as hunger, low food security, achieving gender equality, fostering innovation are the reasons why India's rank slipped in 2021. India ranks below four South Asian nations such as Bhutan, Bangladesh, Nepal and Sri Lanka.

देश के कई महानगरों से बेहतर है गार्डन सिटी की हवा

बेंगलूरु. एक ओर जहां देश के कई महानगर वायु गुणवत्ता को सुधारने पर एड़ी-चोटी का जोर लगाने के बावजूद कोई खास सफलता नहीं पा रहे हैं वहीं हाल ही वायु प्रदूषण के एक अध्ययन ने बेंगलूरु के लिए अच्छी खबर दी है। गार्डन सिटी वर्ष 2020 में हुए लॉकडाउन के दौरान वायु गुणवत्ता के जिस स्तर पर पहुंची थी, उसे लगभग बरकरार रखा गया है। विज्ञान और पर्यावरण केंद्र (सीएसई), नई दिल्ली की ओर से जारी विश्लेषण में कहा गया है कि बेंगलूरु के लिए वर्ष 2021 में वायु गुणवत्ता की दृष्टि से अच्छे दिनों की संख्या 208 थी। आंकड़े बताते हैं कि 2020 में लॉकडाउन के दौरान यह संख्या 214 दिनों की तुलना में मामूली रूप से कम है। सबसे प्रदूषित और सबसे साफ-सुथरे इलाके दिलचस्प बात यह है कि शहर के भीतर आवासीय इलाका बापूजी नगर प्रदूषण की दृष्टि से सबसे ज्यादा प्रभावित था। यहां दिसंबर माह की औसत रिकॉर्डिंग 76 यूजी/एम3 पाई गई जबकि औद्योगिक केंद्र होने के बावजूद पीन्या दिसंबर 2021 के लिए 36 यूजी/एम3 मासिक औसत के साथ सबसे कम प्रदूषित हवा वाला क्षेत्र रहा। कचरा जलाने से उत्सर्जन के कारण वायु प्रदूषण सीएसई में अर्बन डेटा एनालिटिक्स लैब के प्रोग्राम मैनेजर अविकल सोमवंशी के अनुसार बापूजी नगर जैसे क्षेत्रों में वाहनों के यातायात और घरेलू कचरा जलाने से उत्सर्जन के कारण वायु प्रदूषण बढ़ जाता है, जबकि पीन्या में बेहतर विनियमन और निगरानी ने प्रदूषण कम करने में मदद की। वे कहते हैं कि वास्तव में, औद्योगिक केंद्रों की तुलना में बीटीएम-लेआउट और जयनगर में एक्यूआई बदतर है। विश्लेषण में बेंगलूरु के दस निरंतर परिवेशी वायु गुणवत्ता निगरानी स्टेशन (सीएएक्यूएमएस) शामिल हैं, जिनमें से दो स्टेशनों - सिटी रेलवे स्टेशन और सेनेगुरवाहल्ली से 2021 (जून से दिसंबर) की दूसरी छमाही के लिए डेटा उपलब्ध नहीं था। कर्नाटक के अन्य जिलों में बागलकोट, बीदर, चामराजनगर, चिक्कबल्लापुर, चिकमगलूरु, दावणगेरे, गदग, हासन, हुब्बल्ली, कलबुरगी, कोलार, कोप्पल, मडिकेरी, मेंगलूरु, मैसूरु, रायचूर, रामनगर, शिवमोग्गा, उडुपी, विजयपुरा और यादगीर में एक-एक स्टेशन भी इसमें शामिल किया गया। गदग और कलबुरगी में भारी वायु प्रदूषण गदग और कलबुरगी में भारी वायु प्रदूषण पाया गया। रिपोर्ट में कहा गया है कि इन शहरों में एक्यूआई बहुत खराब श्रेणी को पार कर सकता है लेकिन यहां पर्याप्त डेटा उपलब्ध नहीं है। सर्दियों में सबसे खराब साप्ताहिक प्रदूषण के दौरान गदग ने साप्ताहिक औसत 192 यूजी/एम3 दर्ज किया जो इसके वार्षिक औसत का लगभग पांच गुना है। वहीं दिसंबर के मध्य में कलबुरगी ने 104 यूजी/एम3 दर्ज किया। वहीं एनओ2 कॉन्सेंस में कलबुर्गी ने मासिक एनओ2 स्तरों में 5.8 गुना उछाल दर्ज किया। वहीं हुब्बल्ली ने नवंबर, अक्टूबर और सितंबर के महीनों की तुलना में 3.3 गुना अधिक बढ़ोतरी दर्ज की। रिपोर्ट के अनुसार हवा में सतही ओजोन (ओ3) की मात्रा में उल्लेखनीय वृद्धि हुई है। कलबुर्गी में 93 माइक्रोग्राम प्रति घन मीटर और उडुपी में 81 माइक्रोग्राम प्रति घनमीटर। तत्काल कार्रवाई जरूरी सीएसई के अनुसंधान कार्यकारी निदेशक अनुमिता रॉय चौधरी के अनुसार साल भर स्वच्छ वायु मानकों को पूरा करने के लिए सभी राज्यों में घरों में वाहनों, उद्योग, बिजली संयंत्रों, अपशिष्ट जलाने, निर्माण और ठोस ईंधन के उपयोग से होने वाले प्रदूषण को नियंत्रित करने के लिए सभी क्षेत्रों में तत्काल कार्रवाई की आवश्यकता है।

मुंबईतील हवेची गुणवत्ता खराब, धुके आणि धूळ वातावरणात असल्याने दृश्यमानता कमी झाली

मुंबईतील हवा आज सगळ्यात खराब असल्याचं समोर आलं असून येथे Air Quality Index 267 वर गेल्याची नोंद झाली आहे. मालाड येथील 'Air Quality Coordinates' 436 म्हणजेच 'Acute pollution' या श्रेणीत होता. भांडुप येथे 336, माझगाव येथे 372, वरळी येथे 319, वांद्रे कुर्ला संकुल येथे 307, चेंबूर 347, अंधेरी 340 असा हवा गुणवत्ता निर्देशांक नोंदवला असून या ठिकाणांवरील हवा अतिवाईट श्रेणीत आहे. तर कुलाबा अथे हवा गुणवत्ता निर्देशांक 221 म्हणजेच वाईट श्रेणीत आहे. मुंबई समुद्र किनाऱ्यावर धोक्याची चादर पाहायला मिळत आहे. येथे वातावरणात दृश्यमानता कमी असल्याने कमी दिसत आहे. समुद्रात मोठ्या प्रमाणावर धुके आणि धूळ वातावरणात असल्याने दृश्यमानता कमी झाली आहे तसेच आकाशात धुरकट दिसून येते. सेंटर फॉर साइंस एंड एनवायरनमेंट द्वारे क्षेत्रीय वायु प्रदूषणाच्या पातळीवर एका विश्लेषणद्वारे निष्कर्ष काढण्यात आले आहे की समुद्रच्या जवळीकने राजधानी मुंबईत वाढत्या वायु प्रदूषण थांवण्यात मदत केलेली नाही. या विश्लेषणात 1 जानेवारी 2019 ते 9 जानेवारी 2022 च्या काळासाठी PM2.5 एकाग्रतेत वार्षिक आणि मोसमी रुझान आकलन होते. या दरम्यान मुंबईत खराब दिवसांची संख्या दुप्पट झाली आहे जेव्हाकि चांगल्या दिवसांत 20 टक्क्यांची कमी आली आहे. सीएसई विश्लेषण संकेत देत आहे की मुंबईत खराब वायु गुणवत्ता असलेल्या दिवसांची संख्या वाढत आहे. शहरात पूर्व मध्य मुंबईत कुर्ला येथे केवळ 55 टक्के डेटा होता तर उत्तरी मुंबईत मलाड येथे 68 टक्के होता.

Induction of e-bus in DTC: Remedy or political stunt

The DTC and Delhi Integrated Multi-modal Transit System (DIMTS) jointly own about 6,900 buses in the city responsible for providing inland transport to the commuters. These and other forms of transport are often blamed for the seemingly uncontrollable air pollution that has been dogging not only the capital but large chunks of north and central India for years. In what he called the first step towards combatting air pollution caused by vehicular traffic, Chief Minister Arvind Kejriwal flagged off the first e-bus inducted into the DTC fleet on January 17, 2022, from Indraprastha Bus Depot. Induction of e-bus seems the right step considering the environmental degradation Delhi has undergone over the years. However, integrating just one bus in a fossil fuel-run jungle will be as ineffective as cutting a tree with a penknife. The government, however, is pushing to get over 1500 e-buses under the ‘Centre’s Grand Challenge’ scheme. Under the scheme, Convergence Energy Services Limited (CESL), a state-run joint venture of Public Sector Units (PSUs), will provide 3,472 e-buses to nine metropolitan cities viz Mumbai, Delhi, Bangalore, Hyderabad, Ahmedabad, Chennai, Kolkata, Surat and Pune. Delhi has made an ambitious pitch for acquiring 1,500 buses under the scheme and the government hopes to get at least 1,000 buses. While the move of inducting e-buses in the Delhi fleet sounds has been welcomed by some environmentalists, the question still remains whether it would be enough to solve the perpetual problem of air pollution? Delhi has been the centre of attention for its air pollution for nearly two decades, earning the dubious title of the world’s most polluted capital city. It was only during the strict and strenuous lockdown in 2020 that Delhi’s air quality meter had touched green. The problem of air pollution is so rampant in the city that the Supreme Court had to establish Commission for Air Quality Management (CAQM) in 2021. The commission took some drastic measures to bring the menace under control. Schools were shut, along with construction and industrial processes for a significant amount of time. The Delhi government quite easily uses stubble burning in the neighbouring states as a shield to protect itself from the prying eyes of the Supreme Court as well as the public. However, the main factors for the capital’s air pollution remain urban construction activities, industrial emissions and vehicular pollution. Arvind Kejriwal flagged the e-bus on January 17, 2022 (Photo: Twitter) Delhi government acknowledging one of the prime urban factors behind air pollution is focused to make amendments and helping to rectify the problem has taking steps to rectify one of its urban factors, vehicular pollutions. As per Statista, a German company specialising in market and consumer data, there were about 33,300 buses running in Delhi for 2022, among which the DTC owns approximately 6,900 buses while the rest are privately owned by organisations. With so many buses, the impact of induction of e-buses, even if Delhi got its desired 1500, would be meagre. “Certainly, one bus cannot make the difference. It has to be about a fleet, and Delhi in any case has a target to expand its bus fleet to meet its basic public transport requirement. Therefore, augmentation of buses to the desired number and then targeted electrification, that is what is needed right now. Delhi can certainly set a very high level of ambition given the fact that Delhi has notified its electric vehicle policy its targeting for 25 pc electrification by 2024,” Anumita Roychowdhury, Executive Director, Centre for Science and Environment tells Media India Group. Roychowdhury believes that Delhi needs to set a plan before proceeding further with its goal of electrification. “A much larger electric vehicle fleet is required in all segments, including buses. This procedure is just coming, but clearly what we have to plan for, target for and require is a much-upscaled plan for targeted electrification of the fleet. So, Delhi is in the process of purchasing new electric buses. Hence, the bus procurement needs to be designed for rapid electrification,” she says. The Delhi government also needs to focus not only on the buses under DTC but also Delhi Integrated Multi-modal Transit System (DIMTS). Both the fleets need to be updated and electrified in order to make an impact. “Delhi has a hybrid system; it has DTC and it has DIMTS. So together whatever bus procurement policy Delhi has to adopt today it has to be linked to electrification. In fact, its new fleet can be fully electrified or majorly electrified and that targe can be easily set. In any case, Delhi’s EV policy is talking about 25pc total electrification by 2024,” observes Roychowdhury. It’s not just about buses says Roychowdhury. “Delhi has notified its electrification policy. But it is not just about buses, while buses need to be done, Delhi will also have to take action to electrify all the vehicular segments to meet its set target. So, the entire upcoming fleet needs to be electrified. For that, milestones are required to be set by the authorities,” she adds. “The number for electrification depends and it is not the final number. We are in 2022 already and they have set a daunting target of achieving 25 pc electrification by 2024 or within two years. They certainly need to make efforts to meet the target and then keep ramping it up. Delhi government has also started doing the needful, they have recently come up with a policy also for the targeted electrification for the delivery fleet and fleet aggregators. They are setting up a charging station network and incentives are also being designed to promote it. All the pieces that we have in the policy, they have started the implementation but now the whole question is how soon can they implement all of it,” asks Roychowdhury. Indeed, many policies that have seemed glorious or great on paper have fallen through due to poor implementation. The governments, both central and state, need to be focused and to work in close coordination to achieve this target and go beyond it. But achieving close coordination is often a tall order for governments that are more about politics than policy.