• Sustainable Mobility

Covid-19 aftermath: Longer traffic jams, newer choke points in Delhi

An analysis by the Delhi traffic police shows that between March and June 2020, the travel time in the city reduced by 40-60%, depending on the location. The Covid lockdowns have had a major impact on traffic and mobility patterns in the Capital -- jams are continuing beyond peak hours, new chaos hot spots are emerging, and fewer rides are being made to public transport hubs once restrictions have been lifted, according to assessments by the traffic police and data from Google Mobility Trends. During the first lockdown imposed in March 2020 to curb spread of Covid-19, the city of cars – as Delhi is often referred to since it has over 10 million vehicles, the maximum in the country -- fell silent with its chock-a-block abruptly empty. An analysis by the Delhi traffic police shows that between March and June 2020, the travel time in the city reduced by 40-60%, depending on the location. For instance, travelling from residential localities in east Delhi to west Delhi took around 40 minutes as opposed to over an hour in the pre-pandemic days. The situation, however, changed quickly after June 2020, as people started resuming travel to workplaces, recreational spots, and to supermarkets and malls, with the government relaxing curbs as part of its unlock guidelines. New choke points The return of vehicles led to new traffic patterns emerging. Senior traffic police officials said that over the last year, at least 20 arterial stretches where traffic was not heavy have become new congestion points. “By November last year, we started noticing increased traffic jams. In fact, over the last year, there is a change in traffic patterns. We are seeing more roads turning into congestion points in addition to the existing choke points,” said a senior traffic official, who asked not to be named. Traffic police records show that stretches such as the Ring Road near Safdarjung Hospital, Sri Aurobindo Marg near Hauz Khas, Rajouri Garden (Najafgarh Road), Ajmal Khan Road (near Karol Bagh), Pankha Road (near Hari Nagar) are some of the stretches where heavy traffic jams are being reported more frequently. “A stretch emerges on our radar if there are recurrent traffic jams being reported from there over a significant period of time. The criteria is that the traffic on these roads are not caused by a temporary reason such as a vehicle breakdown or an accident, but because of high traffic volume,” the traffic official added. Heavier traffic at regular trouble spots As new traffic choke points were emerging, snarls on the regular chaos hot spots was getting denser too, said traffic police. Estimates show that on the busiest stretches of the city, including ITO junction, Ashram Chowk, Britannia Chowk, Mukarba Chowk, Delhi-Noida Direct Flyway, and Dhaula Kuan crossing, the traffic volume during peak rush hours increased by 10-12% over the last year compared to the pre-lockdown period. Some of these stretches are also breaking away from the original patterns of “peak hour traffic”— which was categorised by the traffic police as 8am to 12pm and 4pm to 8pm, when the traffic picked up on roads. Complaints received by the traffic department’s control room between June 1 and July 20 this year show that stretches such as the ITO intersection, Mukarba Chowk, Ring Road (from Hyatt Hotel to AIIMS flyover), Ashram intersection, Britannia Chowk, Kashmere Gate (near ISBT), Rajouri Garden crossing (Najafgarh Road), Dwarka Road (near the Palam flyover) and Outer Ring Road (near Hauz Khas metro station) are now reporting traffic jams beyond peak hours. To be sure, some of these stretches -- such as Ashram -- have peculiar problems such as haphazard construction work. At the ITO intersection, which is categorised as one of the busiest stretches in the Capital, traffic volume during the pre-pandemic days was around 250,000 to 300,000 vehicles (during peak hours). In September 2020, the traffic volume increased marginally to around 325,000 to 340,000, but jams were still limited to the four hours in the morning and four hours in the evening with relatively smooth flow during the rest of the day. Since June 10 this year, when traffic movement resumed after the second lockdown imposed in April this year, the traffic volume has been high through the day. A short-period estimate shows that the intersection has been recording around 400,000 vehicles during peak hours, and jams now continue on the stretch for almost the entire day. Mobility trends According to Google’s mobility trends the city’s traffic pattern was changed by the pandemic. The tool tracks the number and length of visits people make to certain kinds of places compared to a baseline – in this case, a five-week period between January 3 and February 6 this year. After the lockdown was announced last year, Delhi saw a drop of nearly 80% in people’s trips to retail and recreational places, parks, supermarkets, pharmacies and workplaces, the trends show. Public transit, which includes places such as bus and train stations, saw the highest drop in people’s mobility in a week after the lockdown was announced, as much as 88%. This, however, has been gradually changing with the Capital easing lockdown measures over time. For example, on April 1 last year there was a 73% drop in visits to supermarkets and pharmacies compared to the baseline, but the drop was 64% on May 1, 27% on June 1, 26% on July 1 and 20% on August 1 last year. The most recent mobility trends, of July 26 this year, show that the drop in visits to retail and recreational spots such as cafes, shopping centres cinemas and libraries has reduced to 29% and to workplaces has dropped to 30%. Movement around residential areas across the city has seen an upward swing, with a 9% increase. Fewer trips to public transport hubs The most worrying trend, according to experts, is that fewer trips are being made to public transport hubs such as Metro stations and bus stands. The mobility trends show that even after the public transport modes resumed services, there was a drop of 24% in mobility around these spots as compared to the baseline. To be sure, curbs were imposed on seating capacity in public buses and the Metro in accordance with the Covid protocols. Though 100% seating has now been allowed in DTC buses and the Metro, standing is not allowed to discourage crowding. Experts say that besides the curbs on seating capacity, the concern over health and safety in public transport also discourage people from using them. This, they said, means that even those who used their private vehicles only for shorter commutes have started using private vehicles more often, leading to a more vehicles on city roads than during the pre-pandemic days. An analysis by the Centre for Science and Environment (CSE), an organisation focusing on public interest research and advocacy, showed that the mean travel speed on 12 major stretches in Delhi increased from 24 kmph pre-lockdown to 46 kmph during the lockdown. This again reduced again to 29 kmph after the lockdown between October and November 2020 as the government announced phased reopening of activities. Delhi Metro Rail Corporation said even after full seating capacity has been allowed inside the trains, the network is running at 20% of its capacity. This is also resulting in long queues outside stations. “Even though the public transport modes are now operational there is a fear among people that travelling in such close proximity with others might increase the chances of infection. This could undo the years of work that has been done in getting people to ditch their private cars and use public transport modes,” Anumita Roychowdhury, executive director research and advocacy, CSE, said. She added, “People who owned a private vehicle, but chose to travel in metros and buses, now prefer to travel via their own cars, because of safety and convenience.” This, however, is not a trend unique to Delhi. Researchers at Vanderbilt University, Nashville, predicted in June last year the possibility of a sweeping switch to “single-occupancy vehicle” dominating the roads of at least 16 US cities, resulting in the risk of extreme traffic post pandemic. Focus on congestion management Traffic police and experts said that, in a post-pandemic world, the focus will have to be on congestion management and on coming up with innovative measures to control dependence on private vehicles. “Policing will have to focus on congestion management. As enforcers of traffic rules, it is certainly our job to ensure that traffic rules are followed and if not people are penalised, but the focus should be to manage congestion and along with it create awareness of best practices,” said Muktesh Chander, special commissioner of police (traffic). Chander said that he wrote to his colleagues in July, asking them to shift their focus on congestion management on arterial roads, as opposed to penalty-based policing. Sewa Ram, professor of transport planning at the School of Planning and Architecture (SPA), said that the new commuting patterns of the city will have to be studied thoroughly so that a holistic plan can be made around it. “This is a scenario that no one in the world has seen before. The increase in congestion could be a temporary impact of the pandemic, but we must prepare for the worst and plan on how the city’s infrastructure needs to be prepared to handle this new load,” Ram said.

• Clean Air & Sustainable Mobility

Air pollution is now a matter of life and death

Until adequate measures for transformative change to prevent air pollution at source are firmly in place, Indian cities will remain highly polluted, causing illness and death, and adversely affecting our GDP and climate In a dharna (agitation) which began two years ago, Anita Dhole, a resident of Mahul in Mumbai’s Chembur, continued her protest against air pollution during the coronavirus lockdown in Mumbai while most people experienced blue skies, distant, scenic views and wildlife sightings in cities all over the world, and the United Nations (UN) announced its first Clean Air for Blue Skies Day. The UN has emphasised the need to “build back better” to avoid future shocks to our planet and has described air pollution as a leading health hazard and contributor to climate change. It has also drawn attention to the special burden of climate change, including indoor and outdoor air pollution on women. Apart from suffering from health effects themselves, women face the brunt of childcare and household responsibilities, which increase disproportionately when a family member becomes ill. Unsurprisingly, women are also at the forefront of researching data, finding solutions and creating awareness, interacting with authorities and influencing policy change. Dhole’s 600-day dharna on the footpath from October 28, 2018, was to highlight the predicament of nearly 30,000 people, including herself, resettled next to a refinery and an industrial complex in a Slum Rehabilitation Authority project. She tells those who will listen of heartbreak and misery where children who do not meet developmental milestones because of exposure to air pollution struggle to breathe. “People are dumped next to industrial effluents and air pollution from chemicals like benzene which measure dangerously high levels and make us ill, but we feel nobody cares,” she says. ENT surgeon Dr Sarika Verma was moved to become a clean air activist when she observed that one in four children in Gurugram near Delhi (periodically the most air-polluted city in the world) has been on nebulisers and the air quality regularly crossed into hazardous levels in the winter months. “In India, 4.6 lakh people died of Covid-19 in the past 16 months, but 1.2 million people die annually from air pollution. Unlike Covid, air pollution is not treated as a health emergency to rectify a preventable cause of death,” she says. Verma goes on to explain that unborn children face low birth weight and premature delivery, and there is now evidence to suggest a mother’s placenta contains breathable particulate matter of 2.5 micrometre diameter (PM 2.5). PM 2.5 are very fine particles, a mixture of solid and liquid droplets of 2.5 diameter or smaller, 30 times thinner than a human hair. They are inhaled deeply into the lungs, causing respiratory and other disease. In Maharashtra, an Indian Medical Council Report quantifies premature air pollution deaths as 1.4 lakh people in 2019, the second highest in any state in India. Eighteen of the non-attainment air quality cities in India are in Maharashtra. Placed within Mumbai city limits, the Deonar open landfill has been key in the recognition of the city’s air pollution problem. It contains mixed garbage unscientifically dumped to a height of 100 feet; in 2016, more than 70 schools shut down for days in a blaze that could be seen on NASA images from space. People experienced the equalising nature of air pollution across socioeconomic sections as most of Mumbai was blanketed by smog and Deonar became a rallying point for air pollution-related discourse. Burning garbage dumps is ubiquitous in areas surrounding Mumbai in the absence of an effective garbage management policy and government air pollution monitoring networks do not cover them. I realised the near-complete lack of accessible data from source when I began documenting other informal garbage dumps soon afterwards. I imagined the people living alongside severely polluted air as I saw them walk alongside, white smoke billow into and around their homes. In 2020, I measured air pollution on the roadaside in Bhiwandi with a hand-held meter next to kilometres-long burning garbage. The smell was noxious as plastic crumpled to white smoke and black shreds. The meter recorded 612µg/m3 breathable particulate matter of 2.5 diameter (PM2.5) at one-minute intervals, though the safe limit is only 20 µg/m3 in a 24-hour period. Unsurprisingly, the winter cough I already had inflamed my chest and I couldn’t speak for days. My meter, while not as accurate as the expensive air quality index stations installed by Pollution Control Boards, is highly indicative of high levels of individual exposure. At Gurugram in 2014, software engineer and founder of Airveda, Namita Gupta, realised the lack of usable data as a mother concerned about the air her children were breathing at home. She experimented with manufacture of monitoring meters and networks meters “I set up a system to monitor air quality at home, so that I would know when I could send my children down to play, expanded it to cover their school and now supply meters to augment the government’s formal AQI monitoring network. There is no way to measure air pollution in the coverage gaps without using low-cost meters,” she says. Recently, she supplied her meters to the Maharashtra Pollution Control Board when they placed indigenously developed meters from four startups next to their stationery measuring points to evaluate accuracy of the data. Anumita Roychowdhury and her colleagues at the Centre for Science and Environment, New Delhi, have even carried hand-held meters into the High Court and Supreme Court in 2015 to demonstrate air quality to judges. Prior to the Deonar fire, air pollution had been popularly understood as a ‘Delhi issue’ because of constant reports quantifying Delhi’s poor air quality. After Roychowdhury stumbled upon the issue of air pollution in the 1980s as a young researcher, she has been at the forefront of creating data and awareness and advocating policy change. Her successes include conversion of public transport vehicles from diesel to CNG, a ban on air-polluting construction activities on bad air quality days and proposal of a clean fuel strategy for industry. “Delhi is the first Indian city where the issue of air pollution was categorised into its components. Over the years, Delhi is the only city to shut down all coal power plants and the first one to ban constructions on bad air quality days. We have expanded our work to many other Indian cities too now,” she says. Following Roychowdhury’s lead, some sources have been identified and tackled in other Indian cities too. However, despite her successes, power plants in other parts of India have been granted several extensions of the deadline for clean air emissions and new coal-based power plants are still being sanctioned this year. At a launch of the Mumbai Climate Action Plan (MCAP) in August, the energy sector (which still relies on coal fired power plants) was quantified as the largest emitter of carbon dioxide in Mumbai. In contradiction, other government agencies have categorised leading emission sources differently. Recent studies of NEERI in March 2021 and SAFAR (of the Ministry of Earth Sciences) in June 2021 point to road dust and vehicular traffic as the highest emitters respectively, with power plants, industries, open garbage burning, crematoria etc contributing significantly. While it isn’t clear which one is worst, it is certainly clear that all of these emissions require serious and sustained effort and that action is urgent. Hema Ramani, a lawyer associated with the Bombay Environmental Action Group, has advocated for clean fuel use of the hundreds of licenced and unlicenced bakeries scattered in the residential areas of Mumbai. Her research shows that most bakeries are wood-fired. She approached MCGM to licence and regulate all bakeries within a time-bound programme for effective implementation of cleaner fuel conversions. “Unfortunately, the bakers are reluctant as there is very little interest and no incentive is being offered to them to switch to cleaner fuels by any regulatory authority,” she says. It is apt that the Clean Air for Blue Skies Day falls just before the Indian festive season and reminds us that air pollution needs to be controlled before reaching hazardous levels by taking preventive action now. The festival season worsens air quality immediately before winter, when weather conditions ensure that polluted smog hangs thickly, blanketing our cities. Air pollution not only impacts health and climate, but the economy as well. By 2030, it is estimated that a population of more than 10 million will live in seven Indian mega cities like Mumbai, Delhi and Gurugram where air pollution is highest. GDP loss from air pollution has been quantified by the Indian Medical Council at a stunning figure of Rs7,182 crore in Maharashtra and Rs58,560 crore in India. The National Clean Air Programme (NCAP) was launched in September 2020 as a “Long-Term, Time-Bound, National Level Strategy”. It is supported by budgetary allocations of Rs4,400 crore in 2020 and Rs2,217 crore in 2021 when Finance Minister Nirmala Sitharaman in her Budget speech acknowledged the need to“tackle the burgeoning problem of air pollution”. Despite the budgetary allocation for 2020 being delayed by the pandemic and the allocation for 2021 cut by nearly half, the NCAP has given fresh impetus to action. Citizens’ experiences with clean air during the lockdown has accelerated and resulted in much greater engagement and a renewed push for transformative change. Nevertheless, real change remains elusive. Adding to more than three million existing vehicles in Mumbai, 495 more were registered within a 24-hour period in June 2021. Stubble burning in Haryana impacts air quality of Delhi and Gurugram. Due to a rise in LPG price, poor women have returned to choolhas, burning firewood and cow dung for cooking. Wood burning crematoria, often situated in residential areas, burnt continuously and required additional firewood during the second wave of the coronavirus crisis in April-June, increasing air pollution during lockdown. Mumbai, which recently became one of ‘Climate 40’ cities worldwide, is committed to reduce emissions by 2030 and Maharashtra will be the first state to develop a detailed climate action plan. The MCAP identifies tackling air pollution as a priority. The plan will be reviewed internally and externally through these two months (September and October), scheduled for public launch by November 2021. Over five years after the garbage dump at Deonar burnt, we continue our struggle to identify air pollution sources. To alleviate the suffering of people like Dhole, the Maharashtra Pollution Control Board has tendered for 15 mobile air pollution vans which will identify problems and measure air pollution on the spot. In Delhi, giant smog towers are being installed in an attempt to reduce the immediate effects of highly polluted air. However, a new IPCC (Intergovernmental Panel on Climate Change) report clarifies what is actually required as “limiting cumulative CO2 emissions”. Measures such as smog towers are a palliative effort and measurement of air quality a very initial part of the long road ahead to better air quality, one which requires hard decisions. Back at Deonar, in addition to an existing plant to incinerate medical waste, new waste-to-energy plants are proposed. Jyoti Mhapsekar, president of the Stree Mukti Sanghatana, an NGO working with women waste pickers for decades, says many of the waste pickers they work with and the other eight lakh people who live in the neighbourhood, even people working in her office, are sufferers of air pollution. “We are apprehensive that the new incinerators for waste-to energy plants added to the already-existing medical waste plant will only increase air pollution,” she says. It’s now one year since the first UN Clean Air for Blue Skies Day. Its theme Healthy Air, Healthy Planet “emphasises the health effects of air pollution, particularly during the Covid-19 pandemic”. While we quantify sources and draw up plans, we continue to encourage and promote activities which worsen air quality. Until adequate measures for transformative change to prevent air pollution at source are firmly in place, Indian cities remain among the most air polluted in the world, causing illness and death, adversely affecting our GDP and climate. “Air pollution is a life-and-death issue for too many people,” says UNEP Executive Director Inger Anderson. Dhole’s voice is strong and clear as she tells of her harrowing experiences while distributing aid during Covid-19 to people who are already sufferers of respiratory disease caused by air pollution. “From my footpath at Mahul to thousands of people, from March 27, 2020, till today, even during the Covid wave of May-June,” she says. Women are disproportionately affected by air pollution, individually and by their burden of household responsibility. It is apt that women lead positive action too: Citizens’ science and data generation; awareness campaigns, research, policy changes and startups. Inspired by them, rapidly urbanising India has the opportunity to make the air pollution story a pan-India success story. Will we step up?

• Director General Office

Water for fruit

The scale of the transformation is huge and the potential for change is massive The pear tree I am looking at is nearly bent to the ground under the weight of fruit — 50-100 kg grows on each tree in this 50-year-old orchard. Then my gaze shifts to guava, plum, peach, and miles of kinnow and other citruses. And, of course, there was date palm. No, I did not visit Israel last month. I was in Abohar in Fazilka district of Punjab, at the border of Pakistan, and then crossed over to Sri Ganganagar district in Rajasthan. This is the region of the Rajasthan Canal, also known as the Indira Gandhi Nahar. It was incredible to see how water can transform land; and also to learn of the initiative and the scientific knowledge and the risk that the pioneers took to make the desert green. The Indira Gandhi Nahar extends almost 400 km, bringing water of the Sutlej-Beas up to Bikaner and Jaisalmer. But as the journey of water lengthens, the demand goes up. Along with prosperity, the canal brings conflict and competition over the increasingly scarce water. But instead of working to build a water-prudent economy, water-guzzling paddy is now being grown where the canal reaches. All the talk about diversification of agriculture, breaking away from the paddy-wheat cycle, and moving to crops that will be water-prudent is just not happening on the ground. How can this precious water be used optimally? It is here that agroforestry with fruit trees — horticulture — can play a critical role. It provides high-value agriculture; water usage is less with efficient use of drip irrigation. More importantly, it could be the basis of economic growth and jobs — fruit trees have huge potential not just for nutrition-providing juice but also for their use in pharmaceutical and cosmetic industries. Then there is the date palm — it grows in saline groundwater, so it does not even need the precious canal water. But my visit tells me that the fruit revolution is still a story in the making. My first stop was at the Punjab Agricultural University’s Dr J C Bakhshi Regional Research Station in Abohar, where scientists are working painstakingly to improve the productivity of fruit trees; they are using tissue culture to find salinity- and pest-tolerant species. This is where I saw the mind-boggling vision of fruit-laden pear trees growing in the desert. I also saw the date palm, grown from tissue culture, which is so profitable that every sapling costs Rs 4,500, and yet there is a two-year waiting period for farmers to get one. The demand is so high in Rajasthan that the state government has had to restrict the number of saplings a farmer can buy. The sheer hunger and potential of the change became apparent. Then I visited the farm of the late Kartar Singh Narula, who brought kinnow to this dry region of Sri Ganganagar way back in the 1960s, when the canal waters had just reached. It is said that Jawaharlal Nehru was so taken by this idea that he was keen to visit Narula’s Lyallpur farm but had to cut short his journey because of the death of Rajendra Prasad. Today, run by Narula’s family, the farm is full of every species of citrus that you can think of. It’s the proverbial oasis in the desert. It was also in this period that Balram Jakhar — who we all know as a stalwart politician — started his kin now farms in Abohar. These men had the vision to think, not of rice that would guzzle the water, but of this high-value crop of citrus. They wanted sustainable productivity. They understood the advantages of water-prudent, high-value production. Today, the Jakhar farms are run by his grandson Ajay Jakhar, a farmer leader. Here I saw incredible technological interventions to grow good-quality citrus plants at scale — the Jakhar nursery alone produces over 100,000 citrus saplings a year. And there is demand for more. The scale of the transformation is huge and the potential for change is massive: We know the world needs to move towards nature-based solutions; we need to build wealth from sustainable use of natural resources, including water; we need to grow trees to sequester carbon dioxide; and we need to build livelihoods. But I came back with unanswered questions — the spirit of the fruit revolution seems to have got lost along the way. We saw fruit trees, but no efforts to add value from the produce; not even through juice production at scale. We saw no signs of any other efforts to build the fruit economy. Instead, we saw and heard of the still growing popularity of paddy cultivation in this dry region. Then there is the question of sustainability. We know that fruit trees are grown with massive inputs of chemical fertilisers and pesticides — all fruit-growing regions of the world have problems of toxins. So, what can be done and done differently? Questions aside, my visit to the farms of Abohar and Sri Ganganagar filled me with excitement of the possibility of future changes. For this is where the new economy must go — it is about nature, nutrition, and farmers first. The writer is at the Centre for Science and Environment sunita@cseindia.org Twitter: @sunitanar

• Sustainable Mobility

Cycling ban runs contrary to pollution mitigation efforts in India

The eastern Indian city of Kolkata, once a capital under British rule, has a rich tradition of cycling and was home to the country's first bicycle club set up by the British in 1897. Now a campaign is gathering steam to remove a ban on cycling on 64 roads at a time when the city authorities are coming up with a cycling masterplan, which includes creating 120km of cycling tracks as part of a clean air action plan. The plan, which identifies strategies to reduce pollution from every source, is part of the National Clean Air Programme, a federal initiative. Authors Ruskin Bond and Amitav Ghosh, film-maker Aparna Sen and singer Usha Uthup are among dozens of prominent citizens who have now backed the campaign #BringBackCycles to fight the ban. The campaign has been initiated by non-governmental organisation SwitchON Foundation, which in an open letter to West Bengal Chief Minister Mamata Banerjee urged the removal of the ban, arguing that bicycles are zero-emission transportation that enables livelihoods and reduces congestion as they take up approximately five times less space than cars on the roads. "Every city is moving in the direction of non-motorised transport for congestion and pollution. The other angle is of livelihood. Lots of people cycle to work. This cycle ban is unusual in a country where the poor widely use cycles to get around," said Mr Vinay Jaju, managing director and co-founder of SwitchON Foundation. I feel the system is so car-centric. Kolkata has been designed in a way to encourage cycling or walking. It is sad that cities like London and Paris are trying hard to include more cycling and we have a ban," he added. Cities across India are coming up with ways to mitigate pollution by creating infrastructure for bicycles. The Kolkata Metropolitan Development Authority has drafted the cycle masterplan that seeks to create 120km of cycle tracks. But it has yet to start implementation amid contradictions like the cycle ban. In Kolkata, the traffic ban dates back to 2008, when the traffic police, trying to rein in unruly traffic, prohibited cycling on 38 roads. By 2013, the ban had expanded to include 162 roads, resulting in protests. It was then reduced to 64 roads. On some roads, cycling is totally banned, but on other roads, it is prohibited between 7am and 11pm. Over the years, the Kolkata police have explained that the ban was put in place to better manage chaotic traffic. The Kolkata traffic police told the Kolkata High Court in 2014 that the cycle ban was there "because cycles and other forms of non-motorised transport have been running indiscriminately through the roads". But pollution in Kolkata, like other large congested metros, remains a big problem. Last winter, pollution touched the very severe category. According to a 2019 study by the National Environmental Engineering Research Institute, cars contribute 20 per cent to 25 per cent of air pollution. A recent study, titled Evaluation Of The Impact Of Ambient Air Pollution On Respiratory Health Of Traffic Police In Kolkata, found that traffic constables were among a higher risk group and likely to develop respiratory dysfunctions due to pollution. Ms Anumita Roy Chowdhury, executive director for research and advocacy at the Centre for Science and Environment, said cities needed to understand the importance of making cycling a priority. "Things are moving (in Kolkata) with the bicycle masterplan. Especially in the context of Kolkata, cities really need to understand the opportunity they have. Not just that more people are cycling. In terms of compactness, Kolkata has a huge advantage (to reduce pollution) and it is very conducive to promote non-motorised transport," she said. "Cycling is a very important mobility option. A lot of leveraging is possible today with petrol prices (going up). If you increase the glamour quotient, not just for the poor, it should be seen as a mode of choice for the rich and middle class." The coronavirus pandemic has also seen more people taking to cycling. Cinematographer Satanjib Gupta uses his bicycle as his main mode of transportation now. "It's the most convenient vehicle for me. The street length is very short - 5km to 6km. Whenever I choose a destination, it is less than 10km. After Covid-19, I never use any other kind of vehicle. I have avoided public transport," said Mr Gupta, who is a member of BYCS, an Amsterdam-based social enterprise promoting cycling. "After Covid-19, cycles are getting more attention. Many people cycle to the city centre to earn money. It's the poor who suffer the most. And if you see a 'no cycling' board everywhere in the city, you feel discouraged."

• Industrial Pollution

50% coal-fired plants flouting water norms

BATHINDA: Advocacy group Centre for Science and Environment has claimed that half of country’s fresh water based coal-fired power plants fail to meet the 2015 water-use standards. Citing its study titled ‘Water Inefficient Power’, the CSE claims that even six years after these norms came into force, the thermal-power industry continues to guzzle water. In support of its theory that the sector was adding to water stress in the country, CSE says it found 48% of coalpower fleet to be in waterscarce districts like Barmer and Baran in Rajasthan. “Counted among the most waterintensive industries, the coalpower sector is responsible for about 70% of the total freshwater withdrawal by all industries. Indian power plants with cooling towers consume twice as much water as their global counterparts,” reads the report. The 2015 norms (re-revised in 2018) requried the plants installed before January 1, 2017, to meet a water consumption limit of 3.5 cubic metres per megawatt hour of power produced. For the plants installed after January 1, 2017, this limit is 3 cubic metres per MWh, apart from adopting zero liquid discharge. Additionally, all freshwater-based plants must install cooling towers and meet the 3.5 cubic metres limit. The seawater-based plants were exempt from meeting this limit. The compliance deadline of December 2017 has long passed. The water standards for thermal power plants were introduced in 2015 along with the emission norms. Though emission norms timelines were revised twice (2017 and 2021), while the water norms were overlooked. CSE industrial pollution unit programme director Nivit Kumar Yadav said: “Many power producing regions of the country have water crisis and water pollution because of the discharge from these plants.” CSE surveyed plants of more than 154 gigawatt capacity and found 50% non-complying, most of these state-owned. The CSE claims that some of the old plants operate without the cooling towers, indicating a flouting of not only the water norms but also the emission standards. These pre-1999 units were identified for retirement but neither retired yet nor upgraded, says CSE deputy programme manager Sugandha Arora. The survey found loopholes in the self-reported data and variance in formats across states. Yadav said: “This sector should reduce its massive water footprint, report data accurately, and ensure zero discharge in newer plants.”

• Clean Air & Sustainable Mobility

Delhi’s PM2.5 levels fell 48% during 2020 lockdown, finds study

Among other cities in India, Chennai and Amritsar recorded even higher improvements in air quality -- with 62% and 51% reductions in PM 2.5 concentrations, respectively Delhi recorded a 48% reduction in PM 2.5 concentrations during the nationwide hard lockdown from March 25 to May 31 last year compared to the same time span in the years between 2015 and 2019, a study has found. This improvement, however, was not visible before or after the lockdown period, underscoring the need for long-term measures to battle air pollution across cities. Particulate Matter 2.5 -- or PM 2.5 -- are extremely tiny pollutants (2.5 microns in diameter or smaller) that can be inhaled and dissolve into the blood stream. High exposure to them is known to cause respiratory and heart issues. Indian and some Chinese cities recorded some of the highest improvements in PM 2.5 concentrations globally during the complete lockdown period, but not so much during pre- or post-lockdown periods, the study by the World Meteorological Organisation and the Global Atmosphere Watch said. For example in contrast, during the pre-lockdown period Paris recorded 58% reduction but only 9.5% reduction during lockdown; Augsburg recorded a 70% reduction in PM 2.5 levels during pre-lockdown but only 6.8% during lockdown period. Munich recorded only 5.3% reduction during lockdown; New York 27%; Sao Paolo 17% and Madrid saw an increase by 17% which may be linked to meteorological factors the study said. Among other cities in India, Chennai and Amritsar recorded even higher improvements in air quality -- with 62% and 51% reductions in PM 2.5 concentrations, respectively. Scientists also found that levels of Nitrogen dioxide (NO2) -- another prominent air pollutant -- reduced by 55% during the lockdown period in Delhi, compared to only 4.3% in pre-lockdown and 32% reduction during partial relaxation of lockdown curbs. “For India, a noticeable reduction was observed during the partial lockdown despite lesser restrictions on mobility…During the full lockdown, reductions in PM2.5 concentrations were observed in both northern and southern hemisphere cities, more notably in India, a few Chinese cities (Chengdu, Guangzhou, Wuhan), Tartu, Seville, Moscow, Montreal, Mexico City, Quito and Lima,” the study titled “A global observational analysis to understand changes in air quality during exceptionally low anthropogenic emission conditions” said. India went into a 68-day lockdown from March 25, 2020 to stem the spread of Covid-19 pandemic. All economic activities and businesses came to a standstill, factories and shops shuttered down and offices shifted to a work-from-home mode. Since then, there have been several regional lockdowns depending on the severity of an outbreak in an area, but the country as a whole has not implemented nationwide restrictions to the same degree. Lockdown periods varied from region to region. The specific dates were provided by the city data providers and validated with other data sources. From this information, lockdown stages were defined to ensure a consistent comparison for the same city, across cities and regions. Still, New Delhi ranked the world’s most polluted capital for the third straight year in 2020, according to IQAir, a Swiss group that measures air quality levels based on PM2.5 concentrations. Last year, Delhi’s 20 million residents breathed some of the cleanest air on record in the summer because of coronavirus lockdown curbs, but battled toxic air in the winter months largely due to a sharp increase in farm residue burning in neighbouring states. “Covid-19 proved to be an unplanned air-quality experiment, and it did lead to temporary localised improvements. But a pandemic is not a substitute for sustained and systematic action to tackle major drivers of both pollution and climate change and so safeguard the health of both people and planet,” said WMO secretary-general Petteri Taalas said in a statement on Friday. The study, published in the National Library of Medicine on August 20, looked at the data from in situ ground-based air-quality observations from over 540 traffic, background and rural stations spanning across 63 cities from 25 countries in the world. Globally, it observed decreases of up to about 70% in mean nitrogen dioxide (NO2), another pollutant, and between 30% and 40% in mean PM2.5 concentrations over the 2020 full lockdown compared to the same period in 2015–2019. There were also some “complex signals” retrieved from the data studied. For instance, Spanish cities Madrid and Valencia saw an increase in PM 2.5 levels during their lockdown period mainly due to transport of pollutants from Africa. Similarly Beijing, Shenyang and Xi’an also showed similar spikes because of secondary formation of particulate matter, the WMO study led by Centre for Atmospheric and Climate Physics (CACP) and Centre for Climate Change Research (C3R), University of Hertfordshire and other institutions said. Scientists said these deviations in results prove that governments need long-term measures to battle air pollution, high exposure to which is linked to not just health issues but also lower life expectancy. “This unplanned air-quality experiment can serve as a benchmark for policymakers to understand whether existing air-quality regulations would protect public health. While lockdowns had a clear impact on air quality in urban areas, the spatial and temporal extent of that impact, the specific role of meteorology and of episodic contributions (e.g. from dust, domestic and agricultural biomass burning and crop fertilisation), and the cascade responses from indirect and non-linear effects are far from being fully understood,” WMO said in its firstAir Quality and Climate Bulletin on Friday. “I think the message is very clear. Overall emissions levels from local pollution sources had reduced but more importantly, there was a reduction in emissions from the entire airshed, so even transport of pollution was addressed. We need a similar strategy for the entire Indo-Gangetic plains now,” said Anumita Roychowdhury, executive director of the Centre for Science and Environment.

• Director General Office

How Assam’s cow protection law could devastate the state’s already-stressed rural economy

In a state where more than 70% of its population is still dependent on agriculture for livelihood, the new rules will make cattle trading virtually impossible. Barely three months after the Bharatiya Janata Party was reelected in Assam, the state government moved the Assam Cattle Preservation Bill 2021 to protect cows, a sacred animal for most Hindus. On July 12, Chief Minister Himanta Biswa Sarma introduced the Bill to replace the Assam Cattle Preservation Act 1950, claiming that the older legislation does not have sufficient safeguards to regulate the slaughter, consumption and transportation of cattle. The Bill was passed on August 13, the last day of the Budget session. Advertisement The new legislation prohibits the sale and purchase of beef in areas inhabited by non-beef eating communities and within a 5-km radius of a temple or a satra (as Vaishnavite monasteries are called). The legislation further specifies a ban on interstate transport of cattle to and from Assam, without valid documents, ostensibly to stem smuggling of cattle to neighbouring Bangladesh. The newly passed legislation has also banned the slaughter of cows of any age, as opposed to the age of 14 years specified in the earlier law. Declining livestock sector Many fear that the passage of the legislation will make cattle trading virtually impossible because law-enforcement agencies are likely to interpret it arbitrarily and that ambiguities in the clauses will encourage vigilantism. With the passage of new legislation, Assam became the latest entrant to the growing list of states to amend or introduce laws to protect cows since the BJP-led National Democratic Alliance government came to power in 2014. Between 2001-2013-’14, the livestock sector was a major driver in the growth of farmers’ income, registering an annual growth of 4.5% over the period. However, the fortunes of the sector have taken a nosedive since the mid-2010s. IndiaSpend detailed the adverse effects of such laws on the livestock economy. Advertisement The growth of beef and leather exports has come to a halt since 2014. The growth in beef exports fell from 35.93% in 2013-’14 to 3.06% in 2017-’18. India is responsible for 13% of the world’s leather production, but the growth in the export of leather and leather products declined from 18% in 2013-’14 to 1.4% in 2017-’18. As more than 70% of the state’s population is still dependent on the agriculture sector for livelihood, compared to less than 50% for all of India, the new law could have a particularly adverse effect on Assam’s rural economy. The latest round of National Sample Survey data shows that the state has experienced negative growth in overall farmer income (-0.34%). The livestock sector is one of the few bright spots in the state that has registered a growth rate of 9.47% in income. The sector’s contribution to the rural income is 12%, next to agriculture (63%) and wage/salary (21%). ‘Demonetisation of assets’ The new legislation is set to change the role that the livestock sector plays in Assam’s beleaguered rural economy. In the state, more than 97% of livestock is in the unorganised sector. Most farmers in the state report that though the cattle they own are of indigenous breeds that have low milk yields, they rely on the additional income they obtain from selling the cattle after they become fallow and stop producing milk, typically after 10 years-12 years of a cow’s life. Advertisement As per the 19th round of Livestock Census conducted in 2012, the state has a cattle population of 1,03,07,700, of which only 3.84% is exotic or crossbreed. The figure at the national level is 20.81%. However, indigenous cattle still account for 54.41% of total milk production in the state. A recent study by Go Anusandhan Sanstha, a cow research institute in Mathura, reported that a milch cow yields an economic return of Rs 85 per day. Unproductive cattle, on the other hand, yield a loss of Rs 60 per day. Unable to dispose of such cattle after the expiry of their productive period, farmers are left with no option but to abandon the cattle. Such disruption, in the words of environmentalist Sunita Narain, amounts to “demonetisation of farm assets as farmers cannot sell the livestock to traders, causing severe loss to his income from such endowment”. The economic burden of fallout from such laws will fall disproportionately on smallholders, many of whom belong to disadvantaged communities. In the state, small and marginal farmers together account for 93.62% of households reporting major sources of income from self-employment in the livestock sector. Many of them belong to disadvantaged communities such as the Scheduled Castes, Scheduled Tribes and Other Backward Classes. In Assam, these communities account for 22.73% of households compared with 4.42% at the national level. Shift towards buffaloes The evidence from the latest livestock census shows that the new legislation in Assam is also unlikely to achieve its much-avowed goal of protecting sacred cows as the states with more stringent laws against cow trading and slaughter have witnessed a sharp decline in their cattle populations. Advertisement Stuck with cattle that cannot be disposed of, farmers are increasingly moving towards buffaloes, which is, as in other states, kept outside the ambit of The Assam Cattle Preservation Bill 2021. However, such a shift towards more expensive livestock such as buffaloes and hybrid breeds would more likely get concentrated among relatively better endowed rural households, leading to increased rural inequality. The shock to the livestock sector in the state has come at a most inopportune time. A recent World Bank Document titled “Assam: Poverty, Growth and Inequality” prepared for the state notes that rural poverty is stubbornly high in the state at 34%, which changed little from 36% in the previous decade. The state has also recently secured the ignominy of one of the worst-performing states along with Bihar and Jharkhand in the third edition of Niti Aayog’s Sustainable Development Goals that was unveiled in June. Most rural areas in the state under duress have increasingly witnessed resource-poor rural households undertaking seasonal migration from rural to urban centres, many even outside the state to support their fragile livelihoods. Advertisement If shock from the Covid-induced lockdown is not enough, the new legislation on cow protection could deal a final nail in the coffin of the already-battered rural economy in the state.

• Clean Air & Sustainable Mobility

A matter of life

Air pollution, a silent killer, eats away almost nine years of a person’s life in north India The people of Delhi in particular and north India in general wake up to a dangerous reality. Air pollution is turning from bad to worse and is making them die early. An American research institute has said the average Indian in this region is going to lose over nine years of his or her life if air pollution remains at the 2019 levels. The worst-polluted region is the Indo-Gangetic plain, including Delhi. About 40 per cent of the population lives here. Delhi is the most polluted where air pollution is shortening life by nearly a decade. Uttar Pradesh is a close second at 9.5 years. Air pollution is enveloping this region like a coffin cloth. The WHO guidelines say that PM 2.5 (particulate matter less than 2.5 microns in diameter) should not go beyond 10 microns per cubic metre. In 2019, the average concentration of PM 2.5 in India was 70 microns per cubic metre — the highest in the world. If these levels continue to hold, they will eat away people’s lives. These particles are ultra-fine and pass through the lungs and, carried by the bloodstream, expose nearly all cells in the body. A Centre for Science and Environment report quoted research papers that these particles cause “head-to-toe harm”, from heart and lung disease to diabetes and dementia and cancer to brittle bones, damaged skin and fertility. Air pollution is said to have caused 1.8 million deaths in 2015, averaging about the same since then. Three factors — garbage burning, construction and transportation — cause air pollution in India. Biomass burning pollutes the air in the rural areas along with seasonal stubble burning. Experts have suggested that garbage burning be tackled first and in the short term. In most Indian cities, over three-fourths of garbage is collected daily. If municipal efficiency is increased to lift the remaining garbage, burning would be avoided and that can reduce air pollution to some extent. Measures are being taken by the Government to check pollution on account of transportation and construction. The National Clean Air Programme is aimed at cutting particulate pollution by at least a third at the 2017 levels by 2024. If that is achieved, national life expectancy may increase by about two years and 3.5 years for residents of the northern region. However, these are massive exercises as the number of vehicles continues to zoom and construction activity sees no contraction at all. On top of it, violation of environmental rules is rampant. It is now imperative to reduce traffic-based air pollution by carpooling and sharing taxis, using bicycles and public transport, owning CNG and electric vehicles, improving road signages for easier driving, lane driving and better roads to avoid jams, and shifting to solar energy. Western countries also faced air pollution in the past but they made progress in the last decades not by chance but as a result of policy choices. That is what every Indian has to make because it is a life-and-death question.

• Director General Office

TV namigi: Podnebne spremembe, Dvanajsti mož in Džungla

Dokumentarec o vplivih na podnebne spremembe, zgodba iz II. sv. vojne o porazu, ki je postal simbol junaštva in dogodivščina četverice popotnikov v Boliviji. Podnebne spremembe: Dejstva: TV SLO 2 ob 20.00 Climate Change: The Facts. 2019. 1/2. Režija: Serena Davies. Glavne osebe: David Attenborough, Greta Thunberg, Michael E. Mann, Sunita Narain, Naomi Oreskes. Dok. odd. 60 min. Podnebne spremembe so bile dolgo stvar prihodnosti, toda zdaj podnebje spreminjamo tako hitro, da prvič v zgodovini vidimo tudi posledice. Silovitejše nevihte in poplave, izrazitejši vročinski valovi, naraščanje morske gladine, suše, požari v naravi, tajanje ledenikov...

• Director General Office

vikrutha abhivruddhi pai vishaanuvu dhaadi

Virus attack on unnatural development for details please see the attachment.

• Clean Air & Sustainable Mobility

Air pollution needs smart responses, not gimmicks

Polluted air cuts 9 years from life expectancy of 40 pc Indians, says study Days after Delhi chief minister inaugurated a smog tower as his government’s answer to air pollution that has already reached critical levels, yet another study shows that air pollution could shave off as many as nine years from the life expectancy of as many as 40 pc of India’s populations. Indian government and business need to get serious about tackling air pollution immediately rather than gimmicks like smog towers and the like. On September 1, the Energy Policy Institute of the University of Chicago published a study saying that up to 40 pc of Indians, or close to 550 million people, could see their life expectancy drop by as many as nine years due to air pollution levels. The study said that large parts of northern, central and eastern India have to face significantly high levels of pollution for a sustained period of time during the year. The report also cautioned that it was alarming to note that India’s high levels of air pollution have expanded geographically over time and highlighted worsening pollution levels in Maharashtra and Madhya Pradesh. The report did have a positive tinge to it, but it was a highly conditional positivity. The researchers at the Chicago University said that if India managed to achieve the targets set in the National Clean Air Programme then it could hope to reverse some of the damage caused to the health of its population. The report said if the targets were achieved and sustained, then life expectancy could rise by 1.7 years nationwide and 3.1 years in New Delhi. Under the NCAP, the government is committed to cut pollution in 102 most polluted cities across India by up to 30 pc in the next three years, by cutting industrial emissions and vehicular exhaust, introducing stringent rules for transport fuels and biomass burning and reduce dust pollution. It also envisages improved monitoring of pollution. Just days before this report was published, on August 23, Delhi chief minister Arvind Kejriwal inaugurated a fancy smog tower in the central business district of Connaught Place on a pilot basis to clean air. The tower, standing 24 m tall, aims to clean about 1000 cubic metres of air per second. Opening the tower, Kejriwal said that the efficiency of the project would be evaluated by expert teams from the IITs in Mumbai and New Delhi at the end of two years and then more such towers could be installed. Though the tower may be good enough to clean the air in the near vicinity, environmentalists say it is a showpiece but not much more. “These smog towers are definitely not going to work and also it is a futile exercise. First to let the pollutants to get emitted from many sources and then trying to capture it through smog towers. It would be useful if they install pollution control devices used in a few better technologies, to cut down the emissions at the source so that they don’t get released in the atmosphere. Because once it is in the atmosphere, it is difficult to do anything. Since air moves constantly, even if you clean a specific area, it will get polluted again,” Vivek Chattopadhyaya, senior programme manager (Clean air and Sustainable Mobility) at Delhi-based Centre for Science and Environment (CSE), tells Media India Group. Chattopadhyaya adds that the focus of all efforts has to be in pollution control at the source itself rather than installing a smog tower, putting up air purifiers at home. “The solution has to be for the public interest at a large scale. So that entire population gets benefitted,” he adds. Pollution sources no mystery The government has long known the key sources of pollution in the capital as well as all over the country. Automobile emissions are one of the biggest contributors, and along with industry and construction, they account for an overwhelming proportion of the total air pollution. For instance, in Delhi and neighbouring areas, vehicular pollution contributes more than one-third of the pollution in the capital. All over India, the figures don’t vary much. The government has initiated some actions to curb automotive emissions such as pushing electric vehicles as well as tightening emission norms with the introduction of BS-VI, jumping from current BS-IV. Analysts welcome the move as a bold one but say this is contradicted by laxity in other areas. “The government has taken a tough decision to introduce BS-VI norms that match those prevailing in Europe and other countries right now. It was a bold decision to move directly from BS-IV to BS-VI. But other sectors like power plants and construction have a diluted road map. They are allowing the norms to be implemented over a longer period of time. That is not helping us to reduce air pollution in a big way. Also, a huge effort has to be made in other smaller sources which are widespread in nature like small scale units, medium scale industry units and garbage burning. These are very large-scale issues due to the sheer number of sources,” says Chattopadhyaya. “Also, areas with higher pollution levels should have tighter norms than others. I think if we adopt this strategy and national clean air programme gets further strengthened, not just looking at cities, right now we are looking at say 122 cities, but there are more than 5,000 cities and towns in India, and if we don’t control air pollution in all the cities, then the NCAP cannot be successful. So, the scope of the action has to be expanded and the scale has to expand along with the stringency,” he adds. Even in adoption of electric vehicles, the movement is rather slow. For instance, the Delhi government has set a target of EVs to number about 25 pc of all vehicles in the city-state by 2024. But with three years to go, EVs make for only 1.3 pc of all vehicles. Nationwide figures are perhaps worse. The government has not yet finalised a cut-off date or even strategy to push the automobile industry from internal combustion engines to EVs. Though some ideas were floated by NITI Aayog, the rebranded planning commission, but they were far too ambitious and were junked by union minister Nitin Gadkari as well as the industry. Pollution hurting future generations as well as economy The higher levels of air pollution present in India impacts the children and younger population more. A recent survey showed that the prevalence of asthma and allergic symptoms was higher among children in Delhi when compared to kids in Kottayam and Mysuru, where the air pollution levels are considerably lower. Conducted by the Lung Care Foundation and Pulmocare Research and Education Foundation, the study involved over 3000 children in the age groups of 13-14 and 16-17 years. The researchers say that lung function approaches its peak around these ages, and hence the study focused on these children and who had been living in the same city for the past 10 years, to gauge longer term impact of air pollution on human health. In Delhi, 52.8 pc of the children reported sneezing, while the figure stood at 39.3 pc for Kottayam and Mysuru. While 38.4 pc of children in Delhi reported cough, the corresponding figure for Kottayam and Mysuru was 18.9 pc. A total of 31.5 pc of children in Delhi reported shortness of breath, while only 10.8 pc in Kottayam and Mysuru experienced it. Poor health and lower life expectancy have a severe economic bearing as well. As India’s population is overwhelmingly young, the country could end up paying a much higher price if it continues to neglect air pollution, say analysts. “A World Bank assessment said that air pollution has associated health cost to population as well as the economy, economic productivity as well as other things. It costs about 3 pc of the GDP. But the mitigation or controlling air pollution would cost around 1 pc of the GDP. So, mitigation is cheaper than the cost that we are incurring due to air pollution. I think on the economic sense also we need to push for action because that will also improve the economy as well as the health of the people,” says CSE’s Chattopadhaya. There is enough research and evidence in front of leaders like Kejriwal that mitigation at the root – by cutting emissions and enhancing energy efficiency of all devices as well as adopting greener lifestyle — is the only way to curb air pollution. Smog towers can only serve to fog their own minds about the priorities that need to be accorded to curb this all-pervasive menace.

• Sustainable Mobility

Delhi govt in talks with Centre to ease restrictions on induction of e-buses

Jasmine Shah, vice-chairperson of the Delhi Dialogue and Development Commission said that the Delhi Transport Corporation (DTC) has already floated a tender for 300 e-buses and as a large part of its fleet is going to retire in the next couple of years, there is an opportunity to scale up the number of e-buses. New Delhi: Delhi government is in talks with the Centre to ease restrictions on the number of electric buses that can be inducted under the FAME (Faster Adoption and Manufacturing of Hybrid and Electric Vehicles) scheme so that up to 5,000 electric buses can be added in Delhi’s in the city’s public transport fleet in the next five years. Jasmine Shah, vice-chairperson of the Delhi Dialogue and Development Commission said that the Delhi Transport Corporation (DTC) has already floated a tender for 300 e-buses and as a large part of its fleet is going to retire in the next couple of years, there is an opportunity to scale up the number of e-buses. Shah was speaking at a webinar organised by the Centre for Science and Environment to discuss ways to build scale and speed up zero-emission mobility. “This is where the alignment with FAME needs to be improved. The upfront subsidy that FAME gives drives down the cost per km and a state like Delhi can easily absorb three or five thousand e-buses in the next five years,” Shah said. He said that there are restrictions on how many e-buses can be subsidised under FAME, but that doesn’t work for a city of the scale of Delhi, Mumbai or Bengaluru. He said Delhi has the know-how, backend support and infrastructure and everything is all set but for this small hitch. Sunita Narain, director-general of CSE said that if there is no transformation of scale in the adoption of electric mobility, the benefits will not add up. Anumita Roychowdhury, executive director, research and advocacy, CSE said that a ‘zero-emission mandate’ is required in the country, along with other accelerators like charging and battery ecosystem, fuel economy regulations, financing strategies, etc. Roychowdhury said incentives provided by Delhi government can also reduce the on-road price of electric two-wheelers by 57% on average. Shah added that Delhi’s EV policy gives generous incentives and the two-wheelers and three-wheelers are going to be the game changers when it comes to scale and volume. “Delhi government is giving the remaining permits for autorickshaws only to e-autos and there would be more than 4,000 e-autos in the city soon,” he said.

• Water Programme

Delhi में भरा 'मुफ्त का पानी', सीएम 'ध्यानमग्न'; शहर जलमग्न

Heavy Rain In Delhi: देश की राजधानी दिल्ली को पेरिस बनाने के दावे किए जा रहे थे लेकिन दिल्ली पेरिस बनने की बजाय इटली के शहर Venice जैसी बन गई है. नई दिल्ली: आज हम आपके लिए एक Quiz भी लेकर आए हैं. आज हम आपको एक झरने की तस्वीर दिखाएंगे. आपको बताना है कि ये झरना भारत के किस राज्य में है? और जहां ये झरना है उस हिल स्टेशन का नाम क्या है? लोग पैसे खर्च करके ऐसे Water Falls देखने के लिए पहाड़ों पर जाते हैं. लेकिन ये झरना किसी Hill Station पर नहीं बल्कि दिल्ली में मौजूद है और इसे देखने के लिए सरकार ने कोई टिकट नहीं रखी है. आप दिल्ली में बारिश के दिनों में ऐसे झरनों का आनंद मुफ्त में ले सकते हैं. दिल्ली छोड़ ध्यान में डूबे सीएम केजरीवाल इस समय देश की राजधानी दिल्ली के मुख्यमंत्री अरविंद केजरीवाल जयपुर में ध्यान यानी Meditaion में डूबे हैं जबकि दिल्ली पानी में डूबी है. अरविंद केजरीवाल जयपुर में 10 दिन के विपस्सना ध्यान शिविर में हिस्सा लेने गए हैं, जबकि दिल्ली पेरिस बनने की बजाय इटली के शहर Venice जैसी बन गई है. जहां सड़कों पर नाव चल रही है. दिल्ली की सरकार ने लोगों को मुफ्त पानी का वादा किया था. लेकिन दिल्ली की सड़कों पर प्रचुर मात्रा में मुफ्त का पानी ऐसे भर जाएगा इसकी किसी ने कल्पना नहीं की होगी. अगर आप दिल्ली में रहते हैं तो आपको छुट्टियां मनाने के लिए पहाड़ों पर जाने की जरूरत नहीं है क्योंकि दिल्ली के Fly Overs से ही पानी के झरने फूट रहे हैं. दिल्ली की सड़कों पर Swimming Pool का आनंद इसके अलावा आप दिल्ली की सड़कों पर ही नदी, तालाब और Swimming Pool का आनंद ले सकते हैं और इनमें से किसी भी सुविधा के लिए आपको पैसे नहीं चुकाने हैं. ये दिल्ली सरकार की बाकी योजनाओं की तरह बिल्कुल मुफ्त है. दिल्ली में बीते दो दिनों में कुछ ही घंटे बारिश हुई लेकिन दिल्ली की सड़कें मिनटों में समुद्र में बदल गईं. दिल्ली में चाहे साइकिल पर चलने वाला व्यक्ति हो या गाड़ी से चलने वाला व्यक्ति सबको दो दिन से ऐसा ही लग रहा है जैसे दिल्ली एक दरिया है और इसमें डूब के जाने के अलावा किसी के पास कोई रास्ता नहीं है. दिल्ली में भारत सरकार के बड़े-बड़े मंत्री, हाई कोर्ट और सुप्रीम कोर्ट के जज, प्रधानमंत्री, राष्ट्रपति समेत तमाम VVIP रहते हैं. लेकिन चाहे इनमें से किसी का भी बंगला हो या कोई पुलिस थाना दिल्ली में शायद ही कोई ऐसी जगह होगी जहां बारिश का पानी ना भरा हो. दिल्ली के जब एक पुलिस थाने में पानी भर गया तो कुछ लोगों ने Social Media पर लिखा कि ये पानी थाने में अपना जुर्म कबूल करने गया है. हालांकि ये बारिश ही अकेली समस्या नहीं है. कुछ ही मिनटों की बारिश के बाद पूरी दिल्ली अक्सर जाम हो जाती है. एक मेट्रो ट्रेन की Window से बनाए गए इस Video को देखकर आप समझ जाएंगे कि दिल्ली में आज Traffic Jam की क्या स्थिति थी? ये हाल तब है जब ट्रैफिक जाम की वजह से दिल्ली की अर्थव्यवस्था को हर साल 70 हजार करोड़ रुपये का नुकसान होता है. वैसे तो आपको ऐसी तस्वीरें भारत के किसी भी शहर में दिखाई दे जाएंगी. चाहे वो दिल्ली हो मुंबई हो, बेंगलुरु हो या चेन्नई लेकिन दिल्ली भारत की राजधानी है. भारत की पहचान है. सोचिए अगर आज ओलंपिक खेल टोक्यो में नहीं, बल्कि दिल्ली में हो रहे होते तो क्या होता. शायद नौकायान की प्रतियोगिता के लिए अलग व्यवस्था करने की जरूरत ही नहीं पड़ती बल्कि दिल्ली की सड़कों पर ही इसका आयोजन हो जाता. अगर G7 देशों की बैठक दिल्ली में होती तो शायद दुनिया के बड़े-बड़े नेताओं को नाव में बिठाकर सम्मेलन वाली जगह पर पहुंचाया जाता. दिल्ली में जिन इलाकों में बाढ़ जैसी स्थिती है उसमें से कुछ इलाके NDMC के अंतर्गत आते हैं. जबकि कुछ इलाकों की जिम्मेदारी दिल्ली सरकार की है. यानी इसमें सबकी बराबर गलती है. लेकिन सवाल ये है कि जब दिल्ली की सरकार दिल्ली को पेरिस जैसा बनाने का श्रेय लेती है तो फिर उसे इस समस्या के बारे में भी गंभीरता से सोचना चाहिए. बता दें कि दिल्ली में पिछले 12 वर्षों में ये सितंबर के महीने में हुई सबसे ज्यादा बारिश है. लेकिन ज्यादा बारिश का बहाना बनाकर सरकारें शहरों को डूबने के लिए नहीं छोड़ सकती. दिल्ली ही नहीं भारत के ज्यादातर शहरों में थोड़ी सी बारिश के बाद सड़कें पानी में डूब जाती हैं क्योंकि भारत में Urban Planning पर कभी किसी सरकार ने ज्यादा ध्यान ही नहीं दिया. आपको जानकर हैरानी होगी कि हजारों वर्षों पहले भारत में जो सभ्यताएं विकसित हुई थीं उनमें पानी की निकासी के ज्यादा बेहतर इंतजाम थे. Centre For Science And Environment के वैज्ञानिकों के मुताबिक, अंग्रेजों के भारत आने से पहले भारत में बाढ़ और बारिश के पानी की निकासी की शानदार व्यवस्था थी. तब बारिश आज की तरह परेशानी का कारण नहीं बनती थी बल्कि बारिश की एक-एक बूंद का सही इस्तेमाल किया जाता था. लेकिन जब अंग्रेज भारत आए तो उन्होंने पूरे भारत में नहरें और नाले बनाने शुरू कर दिए और पानी का प्रबंधन भारत के लोगों के हाथों से निकलकर अंग्रेजी अफसरों के हाथ में चला गया और आजादी के बाद भी ये परंपरा कायम रही. प्राचीन भारत के लोग प्रकृति के साथ सामंजस्य बिठाकर चलते थे जबकि अंग्रेज प्रकृति पर विजय पाना चाहते थे. उदाहरण के लिए आप एक तस्वीर देखिए. ये मिट्टी के जो टीले आप देख रहे हैं इन्हें राजस्थान में कुंडी कहा जाता था आम तौर पर इसे कुंड भी कहते हैं. कुंडी सिस्टम के तहत ऐसे टीले बनाए जाते थे जिनमें बारिश का पानी जमा हो जाता है और फिर यहां से ये पानी कुओं में पहुंचता था. कुंडों को ढककर रखा जाता था इसलिए इसमें जाने वाला पानी पीने लायक भी होता था. लेकिन जब अंग्रेजों ने भारत में शहरों का निर्माण शुरू किया तो उन्होंने अतिक्रमण को बढ़ने दिया. ड्रेनेज सिस्टम को प्राकृतिक ढलान के विपरीत बनाया जाने लगा. यानी पानी की निकासी का जो सिस्टम ऊपर से नीचे की तरफ होना चाहिए था वो नीचे से ऊपर की दिशा में बनाया गया. इसलिए आज भी ज्यादा बारिश की स्थिति में पानी आगे बढ़ने की बजाय पीछे लौटने लगता है और फिर सड़कों पर जमा हो जाता है. आजादी के बाद भी इस स्थिति को नहीं बदला गया. Indian Institute Technology Delhi की एक रिपोर्ट के मुताबिक, दिल्ली का ज्यादातर ड्रेनेज सिस्टम 1976 के मास्टर प्लान पर आधारित है. ये मास्टर प्लान उस समय दिल्ली की 60 लाख की आबादी के लिए बनाया गया था जो अब बढ़कर सवा दो करोड़ हो गई है. हैरानी की बात ये है कि इस ड्रेनेज सिस्टम के तहत आने वाले ज्यादातर नालों का बहाव भी ऊपर से नीचे की तरफ नहीं बल्कि नीचे से ऊपर की तरफ है. IIT Delhi ने जब इस ड्रेनेज सिस्टम पर एक Study की तो पता चला कि पानी की निकासी के लिए बनाए गए दिल्ली के 183 नालों में से 18 पूरी तरह गायब हो चुके हैं क्योंकि इन नालों के ऊपर अब अतिक्रमण कर लिया गया है. बाकी के नाले या तो गलत ढंग से बनाए गए थे या फिर इनमें इतनी गंदगी जमा हो जाती है कि पानी आगे ही नहीं बढ़ पाता. इसके अलावा किसी भी शहर में Sewage और बारिश के पानी की निकासी के लिए अलग-अलग नाले होने चाहिए. लेकिन दिल्ली जैसे शहरों में जगह की कमी वजह से ये दोनों नाले आपस में मिल जाते हैं. Sewage के पानी में लोगों द्वारा फेंकी गई गंदगी भी होती है इसलिए पानी के बहाव में रुकावट आ जाती है. इसके अलावा जब दिल्ली में ज्यादा बारिश होती है तो यमुना में गिरने वाले नालों के गेट बंद कर दिए जाते हैं. इसकी वजह से भी पानी को आगे बढ़ने का रास्ता नहीं मिलता. कुल मिलाकर भारत के शहरों को बारिश वाली बाढ़ से बचाना कोई बड़ी बात नहीं है. इसके लिए सिर्फ वही Common Sense इस्तेमाल करनी होगी जिसका इस्तेमाल सैंकड़ों वर्ष पहले हमारे पुरखे करते थे. अब सवाल ये है कि दिल्ली की ऐसी स्थिति के लिए जिम्मेदार कौन है? दिल्ली में पानी की निकासी के लिए 11 अलग-अलग सरकारी विभाग जिम्मेदार हैं यानी दिल्ली में जितने Drainage System नहीं है उससे ज्यादा सरकारी विभाग इस सिस्टम के लिए जिम्मेदार हैं. इसके अलावा दिल्ली की सड़कों के रखरखाव की जिम्मेदारी 6 सरकारी विभागों पर है. इनमें से प्रमुख हैं National Highways Authority of India यानी NHAI, Public Works Department यानी PWD, Delhi Development Authority यानी DDA और दिल्ली के पांच नगर निगम. NHAI और DDA भारत सरकार के अंतर्गत आते हैं जबकि PWD पर दिल्ली सरकार का नियंत्रण है, इसके अलावा दिल्ली के ज्यादातर नगर निगमों पर बीजेपी का कब्जा है. यानी दिल्ली को पानी में डूबोने के मामले में सब मिले हुए हैं. दिल्ली के लोग मुफ्त के पानी में डूब रहे हैं तो देश के लोगों की उम्र बढ़ते प्रदूषण की वजह से कम होने लगी है. Chicago University के Energy Policy Institute ने भारत के वायु प्रदूषण पर एक रिसर्च की है. जिसके मुताबिक प्रदूषण की वजह से भारत के 40 प्रतिशत लोगों की औसत उम्र 9 वर्ष तक घट सकती है. यानी अगर कोई व्यक्ति 80 वर्ष तक जीता है तो भारत के वायु प्रदूषण की वजह से उसकी उम्र 71 वर्ष ही रह जाएगी. इस Study में दावा किया गया है कि उत्तर भारत के 48 करोड़ लोग हर रोज खतरनाक वायु प्रदूषण का सामना करते हैं. जिस हवा में उत्तर भारत के लोग सांस लेते हैं वो दुनिया के किसी भी हिस्से के मुकाबले 10 गुना ज्यादा जहरीली है. लेकिन मध्य और पश्चिमी भारत के लोगों की स्थिति भी ज्यादा अच्छी नहीं है. वर्ष 2000 के बाद से महाराष्ट्र और मध्य प्रदेश जैसे राज्यों में हवा की गुणवत्ता भी बहुत खराब हुई है और यहां के लोग भी वायु प्रदूषण की वजह से पहले के मुकाबले 2 से 3 वर्ष कम जी रहे हैं. इस रिपोर्ट में ये सुझाव भी दिया गया है कि अगर भारत सरकार एक मजबूत Clean Air policy लेकर आए तो भारत के लोगों की औसत उम्र 5 वर्ष तक बढ़ सकती है. सिर्फ दिल्ली में ही अगर वायु प्रदूषण का स्तर World Health organization की गाइडलाइन के मुताबिक हो जाए तो दिल्ली वालों को जीवन जीने के लिए 10 अतिरिक्त साल और मिल जाएंगे. WHO की Guidlines कहती हैं किसी शहर में वायु प्रदूषण का स्तर 10 Micro-Gram Per Cubic Meter से ज्यादा नहीं होना चाहिए. लेकिन वर्ष 2019 में भारत में प्रदूषण का स्तर करीब 70 Micro-Gram Per Cubic Meter था. यानी जितना होना चाहिए उससे सात गुना ज्यादा. Medical Journal 'Lancet' के मुताबिक, वर्ष 2019 में दुनिया के 92 लाख लोगों की मौत वायु प्रदूषण की वजह से हुई थी. इनमें से 16 लाख से ज्यादा मौतें अकेले भारत में हुई थी. वायु प्रदूषण का आंकलन करने वाली संस्था IQ Air ने हाल ही में दुनिया के सबसे प्रदूषित देशों की लिस्ट जारी की थी. इसमें भारत तीसरा सबसे प्रदूषित देश है. इस लिस्ट में पहले नंबर पर बांग्लादेश और दूसरे नंबर पर पाकिस्तान हैं. यानी प्रदूषित देशों के मामले में Top 3 देश भारतीय उपमहाद्वीप के ही हैं. इसी साल दुनिया के सबसे प्रदूषित शहरों एक लिस्ट भी आई थी. जिसमें TOP 10 प्रदूषित शहरों में 5 भारत के शहर थे. इसमें दिल्ली से सटा गाजियाबाद दूसरे नंबर पर और दिल्ली तीसरे नंबर पर थी. इसके अलावा इस लिस्ट में लखनऊ, मुजफ्फरनगर और हापुड़ जैसे शहर भी शामिल थे.

• Sustainable Mobility

Delhi govt in talks with Centre to ease restrictions on induction of e-buses

Delhi government is in talks with the Centre to ease restrictions on the number of electric buses that can be inducted under the FAME (Faster Adoption and Manufacturing of Hybrid and Electric Vehicles) scheme so that up to 5,000 electric buses can be added in Delhi’s in the city’s public transport fleet in the next five years. Jasmine Shah, vice-chairperson of the Delhi Dialogue and Development Commission said that the Delhi Transport Corporation (DTC) has already floated a tender for 300 e-buses and as a large part of its fleet is going to retire in the next couple of years, there is an opportunity to scale up the number of e-buses. Shah was speaking at a webinar organised by the Centre for Science and Environment to discuss ways to build scale and speed up zero-emission mobility. “This is where the alignment with FAME needs to be improved. The upfront subsidy that FAME gives drives down the cost per km and a state like Delhi can easily absorb three or five thousand e-buses in the next five years,” Shah said. He said that there are restrictions on how many e-buses can be subsidised under FAME, but that doesn’t work for a city of the scale of Delhi, Mumbai or Bengaluru. He said Delhi has the know-how, backend support and infrastructure and everything is all set but for this small hitch. Sunita Narain, director-general of CSE said that if there is no transformation of scale in the adoption of electric mobility, the benefits will not add up. Anumita Roychowdhury, executive director, research and advocacy, CSE said that a ‘zero-emission mandate’ is required in the country, along with other accelerators like charging and battery ecosystem, fuel economy regulations, financing strategies, etc. Roychowdhury said incentives provided by Delhi government can also reduce the on-road price of electric two-wheelers by 57% on average. Shah added that Delhi’s EV policy gives generous incentives and the two-wheelers and three-wheelers are going to be the game changers when it comes to scale and volume. “Delhi government is giving the remaining permits for autorickshaws only to e-autos and there would be more than 4,000 e-autos in the city soon,” he said.

• Clean Air & Sustainable Mobility

This August was more polluted than last two

New Delhi: August 2019 and 2020 saw two and four “good” air quality days, respectively, but no such day was recorded this year, data from Central Pollution Control Board shows. In terms of average Air Quality Index (AQI), Delhi fared the worse this August than 2020 and 2019, but better than 2018. The average AQI this August was 107 as against 64 in 2020, 87 in 2019 and 112 in 2018. Though the city recorded two “heavy” rainfall days this month, experts said rainfall pattern, high dust concentration and other local emission sources played an important role. An AQI between below 50 is classified as “good”, between 51 and 100 as “satisfactory” and between 101 and 200 as “moderate”. “Poor” air ranges from 201 to 300, “very poor” from 301 to 400 and “severe” from 401 to 500. n August last year, the highest AQI was 87 and no “moderate” day was witnessed. However, 21 “moderate” air quality days were reported in August this year. According to India Meteorological Department’s data, 10 rainy days were recorded in August this year against 15 and 16 rainy days in 2020 and 2019, respectively. Though August 2018 saw 19 rainy days, experts said some days recorded very light to light rainfall and pollutants remained in the air. Experts said the prominent pollutant in the last week of August this year was PM10, suggesting high concentration of dust in the air. Dipankar Saha, former head at CPCB’s air laboratory, said, “Rain played a key role in August this year. As fewer rainy days were observed, the top soil was not wet enough to settle down the pollutants.” Anumita Roy Chowdhury, executive director, research and advocacy, Centre for Science and Environment, said, “The city saw more dry spells this August than in the past two years. Due to a longer dry spell this time, the particulate levels were higher. The impact of local sources should also be investigated.” LS Kurinji, programme associate, Council on Energy, Environment and Water, said, “Data from the Safdarjung weather station indicates that Delhi witnessed less rainy days in August this year compared with 2020. Further, a rise in activity levels was witnessed owing to the economic reopening. Google mobility trends showed the number of trips for retail and recreation purposes and work almost doubled in August 2021 compared with last year.”

• Solid Waste Management and Circular Economy

Gurugram incinerator plant 'illogical' in Indian scenario: Activists tell public hearing

The government’s plan to set up a Waste to Energy (WtE) incinerator plant at Gurugram’s Bandhwari landfill has brought into debate the effectiveness of such plants in managing solid waste. Setting up an incinerator plant is “illogical” in the Indian scenario, according to several experts. Residents from various sectors of Gurugram and from surrounding villages expressed disapproval of the “waste to energy plant” and its expansion from 15MW to 25MW. Activists from the Dalit Adivasi Shakti Adhikar Manch (DASAM) along with various NGOs, social and environmental groups, including the Citizens for Clean Air, NCR Waste Matters, Warrior Moms, members of the Aravali Bachao Citizens Group etc. were present and marked their protest for the plant a public hearing organized for the plant's expansion. The hearing was called by the civic bodies on the subject of waste to energy plant expansion on August 31, 2021. Despite heavy rain, more than 200 people from Gurugram, Faridabad and nearby villages around the landfill came to attend the public hearing. A waste-to-energy plant (WtE) is a waste management facility that combusts waste to produce electricity. This type of power plant is sometimes called a trash-to-energy, municipal waste incineration, energy recovery or resource recovery plant. What is not accounted for is the large amount of noxious gases, the products of low temperature combustion of unsegregated waste, being spewed out by the plants into the city’s already polluted air. An expert compared this process with creating landfills in the sky. WtE by incineration is a non-viable, non-feasible technology. It will force the operators and governments to slowly divert more and more waste towards the incinerators because it is a very expensive technology and can be economically feasible only if 50-60% of waste goes into it. Solid municipal waste (SWM), if not handled scientifically, has the potential to damage the health of the environment and become a public health hazard. The emphasis of waste management policies should transition from disposal to source separation to recycling and finally to waste prevention. Nearly half of India’s WtE plants, meant to convert non-biodegradable waste, are defunct. Further, the country’s inability to segregate waste has resulted in even the existing plants working below capacity, according to an analysis by the Centre for Science and Environment. The authorities are viewing waste only from a ‘trading’ point of view and not its management. Instead of monetising aspect alone, there should have been mention of due processes for handling of recyclables and a list given of empanelled recyclable agencies to meet with the objectives of SWM rules of resource management. The dry waste should be going to designated Dry Waste Collection Centres for optimum resource recovery for recycling purposes with authorised agencies. The Vendor Agreement is a serious reflection of the civic mess and failed SWM practices in the city of Gurugram. The agreement also resonates with the unaccountable and insensitive nature of waste handling activity being carried out in the city by the sole waste concessionaire of Municipal Corporation of Gurugram (MCG). Ruchika Sethi from the Citizens for Clean Air mentioned about the worsening air quality of Gurugram. In 2017, in order to address the prolonged exposure of Gurgaon citizens to poor air quality (5-9 times the safe level of PM 2.5), we submitted a petition signed by 25,000 concerned citizens. We also gave a road map to address the local sources of year-round pollution such as the rampant practice of waste dumping, levelling in open grounds and burning of waste (including plastic, municipal, e waste) in open areas. But the suggestions were ignored. She said that once this incineration begins, we won't be able to undo the damage done to the air quality. Shashi Bhushan from the DASAM spoke about Integrating waste pickers, scrap dealers, aggregators, recyclers at ward level and augment their work and provide infrastructure support either by way of some basic machines which will help stack and aggregate the dry waste as well as allocate land to work as secondary sorting sheds or dry waste collection centres. If waste is from different parts of Gurugram and Haryana, why should Bandhwari village suffer? He raised questions about the implementation of SWM Rules which are not being implemented by the municipal corporations. He demanded that Material Recovery Facility (MRF) centres to be set up at ward levels thereby following the SWM Rules. He alleged that this plant will destroy the only source of livelihood for thousands of waste pickers. Environmentalist Saurabh mentioned about the Refuse Derived Fuel (RDF) plant which was built in collaboration with Angel Biotech a few years back but later burned. The plant was set up using the taxpayers money and later burned using the same. He questioned the panel and asked them about the things found in household waste which will be burned to produce energy. He added that he has been working since the last 13 years to develop greens and clean our environment but we’ve received no support from the government. Environmentalist Vaishali Rana asked the authorities that if the waste is from different parts of Gurugram and Haryana, then why is the waste not sorted at their originating point only? Why do the people of Bandhwari village have to face the impact of the huge landfill site? She alleged that the environmental clearance which was taken by the company is based on false information. The report submitted by the company for clearance of 2019 doesn't mention that the area which is sought for the plant comes under Aravali which falls under ‘gair mumkin pahar’ (uncultivable hill) and is notified under Section 4 of the Punjab Land Preservation Act (PLPA). For the same, they need to seek permission from the Central Government and not the Haryana Forest Department, she said. Knowledge support was provided by Shibu K. Nair of the Global Alliance for Incinerator Alternatives (GAIA), Dr Shyamala Mani and many environmentalists who backed the opposition to the plant.