These days India’s capital, New Delhi, is witnessing an intellectual debate thanks to two consecutive damning reports by an international agency and an US University. In January, Yale University, claimed that Delhi’s air quality is worse than that of Beijing. Three days ago the World Health Organisation (WHO) presented a database of 1600 cities from 91 countries stating that Delhi’s air quality was worst among all of them.
All hell broke loose as the government agencies quickly got into a combative mode suggesting that their data did not match the one provided by the WHO. They also said that Beijing had worse air quality than Delhi but as the city did not provide enough data they seemed better off than us.
The environmentalist on the other hand rejected this line of argument saying that whether we are worse off than Beijing or not, or whether the data is over played by the WHO, is not the point. The real issue is our air quality standards have fallen drastically after considerably improving in the first decade of the 21st century.
The improvement was short lived and what was being suspected for the last few years has now been confirmed by the WHO data. According to the database the concentration of fine particles that enter your respiratory system (PM 2.5) was at 153 micro grams per cubic meter whereas the WHO standard for safe levels was at 10 micrograms per cubic meter. Similarly, the PM 10 the coarse particles were at 286 micrograms per cubic meter as against the WHO standards of 20 micrograms per cubic meters.
These two components of air pollution (i.e. PM 2.5 and PM 10) are prodcued by NOx, SOx, ammonia and carbon monoxide emission. NOx and SOx stands for various oxides of nitrogen and sulphur gases respectively that pollute the atmosphere. Vehicles, especially driven by diesel, are a major cause of NOx emission as well as carbon monoxides.
If we look at the data in Delhi the phenomenal rise in vehicles in the last 14 years has systematically eroded the good work done by the government in controlling the pollution. In 2002 the PM 10 levels in the city stood at 192 micrograms per cubic meter while the number of vehicles was at 3.9 million. It included two wheelers, three wheelers, cars, buses and small trucks and dumpers. A year earlier in 2001 the state government in one fell swoop made shift from diesel to CNG (compresses natural gas) as the preferred fuel for its public transport.
It was an action that was a result of Delhi Government’s assurance to the apex court that they would do whatever it takes to make Delhi’s transportation green enough. The plan they had submitted to the Supreme Court of India promised that by 2020 eighty percent of all the local commute within the city would be done by public transport. For this the metro rail would act as fulcrum, whereas 10000 buses would ply the roads connected with the metro rail, mono-rail would act to fill the gaps left by metro and battery operated vehicles would be used instead of diesel driven autos and taxis.
Overnight all the three wheelers, trucks and buses were ordered to change to the fuel (CNG). It led to extreme inconvenience to public and the transporters alike but the results were quick and encouraging. The metro network which was a meagre 14 kilometres in 2001 also grew quickly to connect some of the heaviest traffic regions of the city. By 2007 the PM 10 levels in the air came down to 161 micrograms per cubic meter.
However, the administration and government in the state as well as the Centre couldn’t capitalise on this success. Between the years 2007 and 2011 the PM 10 levels grew from a low of 161 micrograms per cubic metre to 281 over taking the earlier high of 191 micrograms per cubic meter recorded in 2001. This growth coincided with the rise in the number of vehicles from 5.2 million in 2007 to 7.4 million in 2011.
Add to this the vehicles that were introduced in the city had lax emission norms to begin with. Though Delhi has made it mandatory to use led free petrol and diesel the vehicles that emit noxious NOx and carbon monoxide are still plying the roads in large numbers.
As the purchasing power of the middle class increased, their need to own a car grew too. Car manufacturers around the world sensed an opportunity. So did the government. In a bid to earn huge revenues from car manufacturers, indiscriminate relaxations in both emission norms were given to the car manufacturers to set up their shops in India. The country saw a glut of models and within no time more than 100 models were available where only 10 to 15 were seen just a few years ago.
Most these models had Euro 3 standards for emission. Very few followed Euro IV and almost none followed Euro V emission norms in a vehicle. The Indian emission standards for vehicles the Bharat Stage III and IV are already nine and 14 years behind the Euro IV standards respectively. Euro V is not even in consideration. This meant that the vehicles that were being introduced had far more polluting potential than in the developed countries.
Meanwhile, under the pressure of auto lobby, which was raking in money for itself and also filling government coffers and helping banks do brisk business in car loans segment, the government also relaxed duties on diesel driven SUVs. This led to a sharp increase in the sale of diesel cars and SUVs in Delhi.
But that was not the only problem. The 12 hour relaxation for trucks to pass through the city brought those old trucks and buses that use inferior diesel. Their growing numbers helped in steady rise of NOx emission and concentration in Delhi’s atmosphere.
For a brief period of 15 days in October 2010 the government introduced measures to bring to personal traffic by announcing school holidays and requesting people to desist from using personal vehicles and many offices staggered their office hours to smoothen traffic for the commonwealth Games. However, this arrangement was good for such short duration events of international importance and was impossible to replicate on a long term basis.
The government of the day both in the state and the centre was stuck between the lure of revenue earned from the auto sector and the deteriorating air conditions in the city. It got into action and created a Bus Rapid Transit (BRT) corridor and introduced new buses. The metro system which grew phenomenally in the last 10 years from barely 15 kilometres in 2001 to 190 kilometres saw a surge in ridership to 2.4 million a day.
But by then the action was too little too late. The number of personal vehicles had increased to a level where no amount of government intervention made any difference. The burgeoning ownership and constant use of cars and other vehicles led to a steady deterioration in the gains made by the government itself on controlling air pollution. When the problem started getting out of hand the government acted but by now the people who were used to a certain comfort of individual transport revolted.
They were resentful of the government’s effort to clear the road for public transport on which they had little faith. The bus service even now in Delhi is woefully inadequate with only 6000 buses as against the planned 10000. Their frequency too is erratic and the problem of rash driving by the drivers, though, considerably down, is still alarming. People also didn’t appreciate the fact that the BRT system hindered the movement of personal vehicles like car and two wheelers.
The metro on the other hand did little to convince car owners to leave their vehicles and join the public transport. They still prefer to use the comforts of door to door transport which their car provides.
Here in lies the catch for every administration, poly planner and politician. The Delhi experience shows that the government in its myopic planning allowed car manufacturers to glut the market with low quality stuff. It was lapped up by a newly rich, status driven and comfort hungry population. The false sense of well being and enhanced status lulled people into believing that all was well and even if the government wasn’t doing enough to promote the integrated public transport system, it had pledged in the apex court, they didn’t mind or rather didn’t care.
Now when the air quality deteriorated and started hurting everyone’s health, the public wanted the government to do something to address the problem but with an unspoken caveat. Any action taken by the government should clean the air without letting people forfeit their comforts, they have grown accustomed to. The government on the other hand has no magic wand whereby bringing down air pollution and letting people buy as many polluting cars as they want.
This is what I call “Delhi Dilemma”. This is brought upon by the rulers who are too clever by half. They think they will let the businessmen go scot free with whatever they want to and also keep the people in good humour by pandering to their unfulfilled needs and vanity.
However, this does not work in the long run. Sooner or later the chickens come home to roost and everyone has to make a choice. However, at that moment there is no space left to make a choice which is acceptable or palatable to all the stakeholders. You have to make someone unhappy. Most of the time one ends up annoying both the parties and is unceremoniously dumped. As wise men say, “you can’t fool all the people, all the time.”
the #1 Itinerary on Five things I learned in … indiadynamic on LET’S TALK SERIES: Why online… Dhiraj Singh on LET’S TALK SERIES: Why online… Clean Ganga: Where e… on Clean Ganga: Where experts fai… indiadynamic on Incremental changes in agricul…
- May 2020
- April 2020
- February 2020
- August 2019
- June 2019
- May 2019
- April 2019
- March 2019
- February 2019
- January 2019
- July 2018
- June 2017
- May 2017
- May 2016
- December 2015
- November 2015
- July 2015
- June 2015
- October 2014
- July 2014
- June 2014
- May 2014
- April 2014
- October 2013
- May 2013
- December 2012
- November 2012
- October 2012
- July 2012
- June 2012
- December 2011
- November 2011
- October 2011
- October 2010
- June 2010
- May 2010