By Anumita Roychowdhury/Centre for Science and Environment

1. 1
Delhi story
Anumita Roychowdhury
Centre for Science and
Environment
Session: Transport and Air
Pollution Stories from Five
Global Cities
Conference
‘’Connect Karo Conference‘’
WRI - India
New Delhi April 5-7, 2016

2. 2
Should we Leave Delhi?

3. First generation action....

4. Late nineties
-- Concern over health
propelled first generation
action
-- One death per hour due
to air pollution related
diseases in Delhi
-- Public opinion pushed first
phase of action

5. 5
First phase of action……….
First generation action - until 2003
Vehicles: Euro II emissions standards in 2000, five years ahead of schedule,
(Euro III in 2005); unleaded petrol
Largest ever public transport fleet – bus, taxis and three-wheeler on natural gas
Controlled benzene content in petrol
Pre-mix petrol for two- and three-wheelers
Phased out 15 year old commercial vehicles; Capped the number of three-
wheelers
Strengthened vehicle inspection programme (PUC)
Efforts made to bypass transit traffic
Industry -- Relocated polluting industry;
Power plants: Action on power plants; All except one on natural gas
Ban on open burning – but poorly enforced

6. 6
CNG Bus Emissions in 2004
0.32
0.009 0.007
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
Bharat stage II Diesel
Bus (500ppm max.
sulfur)
Bharat stage II Diesel
Bus +CRT (50ppm
max. sulfur)
Bharat statge II CNG
Bus + 3 way catalyst
PMemissionsfrombusesingrammesperkilometre CNG was the first generation
leapfrog strategy in Delhi
Source: Teri

7. Even climate benefit……
729.74Euro II CNG bus +three way catalytic
converter
781.38Euro II diesel bus on 50 ppm sulphur
fuel + CRT
766.1Euro II diesel bus on 350 ppm sulphur
fuel + DOC
798.7Euro II diesel bus on 500 ppm sulphur
fuel + DOC
CO2
g/km
Type of bus
Evidence on tailpipe CO2 emissions from India
---- Climate mitigation has not been the primary driver of NGV programme.
-- But GHG reduction potential is drawing attention now
-- Globally, on well to wheel basis 25% average reduction in CO2 (e) compared to gasoline LDV is
reported. In relation to diesel results are mixed and depends on type and level of technology. NGV
can have lower fuel efficiency (IEA 2010)

8. Black carbon vs methane
New study shows that in comparison with the warming potential ofNew study shows that in comparison with the warming potential of
black carbon emissions from the older diesel fleet, CNG has beenblack carbon emissions from the older diesel fleet, CNG has been
less warming…..less warming…..
-- When black carbon from diesel is not considered estimated CO2-- When black carbon from diesel is not considered estimated CO2
(e) increase due to switch(e) increase due to switch
-- When black carbon is taken into account -- switch is carbon neutral-- When black carbon is taken into account -- switch is carbon neutral
Upto 30% reduction in CO2 (e)Upto 30% reduction in CO2 (e)
Source: Conor Reynolds and M
Kandlikar, British Columbia
2008

9. Benefits from new generation
CNG buses
CSIR-IIP-University of Alberta study:
:
-- Ultrafine particles from Euro IV Indian
diesel bus - 600 to 2000 times more than
the Euro IV CNG bus.
-- CNG ultrafine emissions are less or close
to Euro VI standards for particulate
number.
-- Diesel bus emits 1000 times more
ultrafine particle numbers than Euro VI
limit on transient cycle.
-- CNG buses have performed much better
on all parameters than the diesel bus –
CO, NMHC, NOx, and are close to Euro
VI norms
-- Diesel bus – CO is19 times higher, NMHC
47 times higher, and NOx 17 times higher
than Euro VI emissions standards.
.
CO
(gm/kwh
)
NMHC
(gm/kwh
)
NOx
(gm/kwh
)
Total
Particles
Diesel
bus
Accelerat
ion
7.87 7.58 8.42 6.45x1014
Cruise 2.68 - 7.14 4.46x1014
CNG bus
Accelerat
ion
0.43 0.15 0.87 2.78x1011
Cruise 2.2 0.57 0.82 4.37x1011
Euro VI
(WHSC)
(WHTC)
1.5
0.40
0.13
0.16
0.40
o.46

10. 10
After a short respite pollution
curve turns upward
Based on CPCB dataBased on CPCB data
Particulate pollution decline and rise again
due to rapid increase in vehicle numbers
NO2 levels rising steadily
Multi-pollutant crisis – ozone levels are also rising

11. Second generation challenge....

12. Deeper understanding of health outcomes

13. Fifth largest killer in India……
More than 18 million healthy life
years lost due to air pollution. Air
pollution triggers stroke,
cardiovascular and respiratory
diseases, cancer…..
Air pollution is the 5th largest
killer in India…….

14. Health of children compromised……
2012 epidemiological study on
children in Delhi (CPCB and
Chittaranjan National Cancer Institute
of Kolkata):
-- Covered about 12,000 school-
going children from 36 schools.
-- Every third child has reduced
lung function. Sputum of Delhi’s
children contains four times more
iron-laden macrophages than those
from cleaner environs, indicating
pulmonary hemorrhage.
-- The levels of these biomarkers
in children have been found to be
higher in areas with high PM10
levels.

15. Sputum cytology of a 14-year old
girl, showing abundance of particle
laden AM
Alveolar macrophage: the biomarker of air pollution
Exposed group; Kolkata
taxi driver
Increase in AM number

16. High level of bio markers in polluted
parts of Delhi

17. 43
7 6 4
6 3
8
Effects studied
No.ofstudies
Respiratory Cardio Cancer Related Eye related
Cytogenetic Mortality Others
Source: CSE
Wide range of health
symptoms
Not just respiratory symptoms …. Also cardiovascular, eye
disorders, cellular changes, cancer, diabetes, blood pressure,
effect on brain and foetus and premature deaths….

18. Toxic risk
The endpoint of the toxic risk is cancer
-- India: over 700,000 new cases and 300,000 people are set to die
every year, (National Cancer Control Programme)
-- By 2026, more than 1.4 million people will be falling in the grip of
the disease.
-- NCCP lists greater exposure to environmental carcinogens as
an important reasons.
-- Mitigation strategy must reduce environmental risk from all factors
– air pollution is an important risk factor
Hospitals in Delhi reporting significant increase in the number of
lung cancer among non-smokers

19. Better understanding of where pollution is
coming from?

20. Pollution profile of Delhi
Source: IIT Kanpur study for Delhi Government

21. 21
• Need exposure
mapping across
micro environment
Ambient air quality to integrated
exposure

22. 22
Ambient air quality vs Exposure
Union Ministry of Health and Family Welfare
Report of Steering committee on air pollution and
health related Issues’,
More important to know how close we are to the
pollution source, what are we inhaling, and how much
time we spend close to the pollution source than what
occurs generally in the air that is influenced by climate
and weather.
Shift from concentration management to exposure
management
Ambient concentrations do not always well represent
human exposures,
Ambient concentration is not a good surrogate for total
air pollution risk, -- cannot indicate exposure and
health outcome
Chennai
PM2.5 emission apportionment
PM2.5 exposure apportionment
Source: S Guttikunda – SIM Air

23. In Delhi, the people’s exposure to vehicle exhaust is 3 to
4 times higher than the world average
Estimates from Apte, J. S., Bombrun, E., Marshall, J. D., & Nazaroff, W. W. (2012). Global Intraurban Intake Fractions for Primary
Air Pollutants from Vehicles and Other Distributed Sources. Environmental Science and Technology, 46(6), 3415–3423.
Exposure (iF) is
the population-
weighted intake
fraction, or the
grams of
vehicle
pollution
inhaled per
grams of
vehicle
pollution
emitted.
Change the practice
Estimate exposure

24. 24
People living close to roads are most exposed
to vehicular fume
Health Effect Institute: Influence of
vehicular pollution maximum upto
300-500 m from roadside. About
55% of Delhi’s population live within
this influence zone.
-- University California Berkeley:
The PM2.5 inside vehicles 1.5 times
higher than the surrounding
background air and ultra-fine levels
about 8.5 times higher in Delhi.
-- The short-term peaks during
travel in Delhi can go above 1000
microgramme per cum

25. 2525
How much pollution we breathe in Delhi?
Average exposure to PM2.5 ranged between 192 to 642
micrgramme per cum. Peaks as high as 457 to 1170. The
average ambient level ranged between 191 to 277.
Source: Based on CSE exposure monitoring and DPCC data for ambient levels

26. 26
New science: Some particulates are
more harmful than others
Studies are assessing differentiated health risk according to source
of particulates
A significant study by the same Health Effect Institute, Boston, published in
Environmental Health Perspective recently:
Particles from coal and diesel are more harmful than wind blown dust.
These increase ischemic heart disease related deaths.
This is dangerous as global Burden of dieses for India attributes half of
air pollution deaths to heart disease.
This must inform policy....

27. Second generation clean air action....

28. 28
Explosive motorisation
Need stringent and
preventive action and
decision here to influence
the future stock -- several
times higher than the
legacy stock
Source: CSE
In
lakh
The legacy stock in
India is much
smaller than the
new vehicle stock
yet to roll out
New motorisation
must be based on
best available
technology and
fuels
Restrain this
growth

29. Mixed trends......
PM and Nox still correlate with motorization. Carbon monoxide and
sulphur dioxide have decoupled from motorization trend

30. Motorisation and oil demand…..
Trend in fuel consumption by different modes of transport in India
Transport energy demand grown
at 1.2 times the GDP growth rate.
Fuel consumption by vehicles in
2035 could be six times that of
the 2005 level. (ADB).
Shift of freight from railways to
trucks will also add to the energy
stress: (Railway share less than
30%)
Source IEA

31. Technology roadmap……

32. 32Source: India, Europe compiled from Diesel Net, USA data
provided by Axel Friedrich, Germany
Emissions standards roadmap: An
unfinished agenda
Diesel car PM norms in g/km
Note: Europe has additionally introduced particle number standards at Euro V
level
Future norms of US and Europe are tightening NOx norms for diesel more

33. The Supreme Court intervention since October 2015:
Takes regional approach – NCT Delhi to NCR Delhi
Focus on all pollution sources – vehicles, construction, trash
burning, road dust
Special focus on toxic risk reduction from diesel vehicles–
trucks, light commercial vehicles, taxis and diesel cars
Application of polluter pay principle
Focus on monitoring and compliance
Public transport: Infrastructure for buses and non-motorised
transport
Discussion on restrain measures have started
Beginning of next phase of action

34. Supreme Court directives on diesel vehicles since October
2015:
-- Imposition and doubling of environment
compensation charge on trucks – Rs 100 crore collected
in 3 months
-- Entry of pre-2006 trucks banned
-- Non-destined trucks being diverted
-- All diesel taxis in NCR to be replaced by CNG
-- Luxury diesel cars banned to stop misuse of low tax
policy
Directives on diesel vehicles

35. Delhi Government programmes and budget:
-- Odd and Even scheme
-- Augmentation of bus numbers, infrastructure and
service
-- Infrastructure for walking and cycling on PWD roads
-- Elevated BRT
-- Municipal bodies revising parking fees
Central government programmes and budget
Issued draft notification on Euro VI in 2020
Differentiated infra tax on diesel and petrol cars
AMRUT and smart city policies etc
Government action since October
2015

36. Night time pollution during winter of 2014-15 and 2015-16
Source: CSE
Impact of action on trucks on night
time pollution

37. Diesel cars legally allowed to emit several
times more NOx and PM than petrol cars
Diesel emissions class 1 carcinogen for
strong link with lung cancer
Black carbon emissions from diesel vehicles
several times more heat trapping than CO2
Life cycle diesel emissions high -- CO2
emissions from the upstream diesel refining
process to increase
Diesel fuel has higher carbon content than
petrol.
Rebound Effect: If more diesel is burnt due
to cheaper prices and more driving, more
heat-trapping CO2 will escape.
Nullifies marginal greenhouse gas reduction
benefit of diesel car ……
Control dieselisation
135
140
145
150
155
160
165
170
175
Petrol cars (> 1400cc) Diesel cars (< 1600cc)
CO2(gm/km)
CO2CO2
0
0.005
0.01
0.015
0.02
Petrol cars (> 1400cc) Diesel cars (< 1600cc)
PM(gm/km)
PMPM

38. London: Pre Euro VI cars not to be allowed inside the ultra low emissions zone in Central London.
France: Euro VI diesel cars not to be included in the new category 1 colour coding scheme that
classifies vehicles according to how much they pollute. French government to “progressively” ban
diesel vehicles. Paris: To phase out pre-2011 diesel cars by the end of the decade.
Madrid: To ban polluting diesel cars from the city centre from 2020.
Netherlands: In 1998 the Third National Environment Policy targeted to reduce diesel chare to only
5% in 2010. Dutch registration and circulation taxes for diesel cars are close to prohibitive. Kept
share of diesel cars in Netherland lower than EU average.
Brazil Sales of diesel passenger cars and commercial vehicles below 1,000 kg are banned since
the 1970s
Beijing has banned diesel cars as a pollution control measure. China has the lowest diesel car
penetration at less than 1%. China taxes do not differentiate between petrol and diesel fuel.
Sri Lanka has imposed several times higher duties for diesel cars compared to petrol cars and
have reduced diesel car sales.
Global action on diesel cars

39. 39
Accelerate emissions
standards roadmap
-- Introduce Bharat Stage IV emissions
standards nation-wide this year
--- Leapfrog to Euro VI emissions standards in
2020
-- Implement advanced in-use compliance
regulations and strategies

40. 40
India adopts air quality index and health
advisory
National Air Quality Index in India
Breakpoints for AQI Scale 0-500 (units: μg/m3 unless mentioned otherwise)

41. 41
Health advisory to people in
Indian cities

42. 42
Pollution emergency action in Delhi
Source: CSE analysis based on DPCC data
Delhi enforces Odd and even scheme as pollution emergency action
during January 2016
Pollution context based on AQI:
November and December 2015 -- higher number of days in severe
category-four times the safe standard –the worst category according to the
National Air Quality Index.
November 2015 had 73% cent of days in severe category against 53%
in November, 2014.
December 2015 had 67% of days in severe category as against 65% in
December 2014.
December 2014 at least had 3% of days in good and satisfactory
category but December 2015 had none.

43. Winter of 2014-15: No action
Source: CSE

44. Source: CSE
Winter of 2015-16: Action gathers
momentum

45. Pollution lightened...
Good Bad
0 to 0.3 0.3 to 0.45 0.45 to 0.60 0.60 to 0.75 0.75 to 0.90 > 0.90
Legends:
Aerosol Optical Depth: Pre Odd-
Even Trial December 18 to 31, 2015
Aerosol Optical Depth : During Odd-
Even Trial January 1 to 15, 2016
Source: University of Miami

46. 46
Improvement in quality of life
-- Road rationing allowed buses, autos and taxis to do more kilometres and
carry more people. Metro and bus ridership increased
-- Bus fleet utilization improved -- DTC bus fleet utilization improved from 84%
in normal days to 95% during Odd-even fortnight
-- Petrol Dealers Association reported overall drop in petrol and diesel sales --
by 4.7% and 7.8%
-- Traffic Survey and Travel Attributes Study’ by the School of Planning and
Architecture’ found:
substantial reduction in traffic volume and congestion.
Improvement in journey speed by all modes
Average occupancy of cars increased from 1.4 to 2.1
People experience change….
Other spin offs draw focus on
mobility agenda…..

47. Air pollution and mobility challenge…..

48. 48
MOBILITY CRISIS
Cities are losing battle of car-bulge: The rapid increase in
vehicles is destroying all gains of air pollution and health
Cars occupy
more road
space, carry
fewer people,
pollute more,
guzzle more
fuel.
They edge out
public transport
users,
pedestrians,
bicycles, cycle
rickshaws ..

49. Delhi government budget 2016-17–
Augment bus numbers, infrastructure and
improve service
Supreme Court directive on bus
infrastructure

50. 50
Reality check in DelhiReality check in Delhi
Public transport losing groundPublic transport losing ground
Source: Anon 2008, transport demand forecast study: study and development of an integrated cum multi modal public transport network for NCT of Delhi, RITES, MVA Asia Ltd, TERI, September

51. Bus reforms
Under scanner:
Bus rolling stock – clean and fuel efficient buses. Delhi
government budget for 3000 buses
Bus infrastructure – depot, terminal, inspection and
maintenance strategies
Quality of bus service -- operational efficiency
Bus rapid transit
Financing of bus systems
Scale up the solutions

52. 52
Delhi is developing guidelines for modal
interchange location Delhi-- UTTIPEC/DDA guidelines
Bus stop, cycle rental: within 50 meter level
walk from station exit
Cycle and two wheeler parking :within 100
meter level walk from station exit
Auto rickshaw stand: within 150 meter level
walk from station exit
Private car/taxi/auto rickshaw “drop off”:
with barrier-free of exiting pedestrians and
NMT
Pedestrian exits, bus-stops and Cycle-
rickshaw stands must be closest to main
pedestrian exits from station.
Car parking if provided, must be BEYOND 250
M distance of Station/ or PT interchange point
Pairing of Origin-Destination (O-D) Nodes:
Provide cycle/ auto stands at nearby
important destinations.
Metro
station/Public
transport
interchange
point

53. Delhi government budget – Investment in
walking and cycling infrastructure
Supreme Court directive on clean air fund
and investment in walk and cycling
infrastructure

54. 54
Unsafe walking access….
Poorly designed walking infrastructure
- Discontinuous, poorly paved footpaths, and not easily accessible
- Height and width of pavements violate norms
- Poor signages, no pedestrian refuge islands -- crosswalks are ordeal
- No kerbed ramps or blended crossings to access the crosswalk facilities
- Exposure to traffic very high.
Source: CSE

55. 55
Design solutions are not implemented

56. Retrofit change…
……..Change is possible
Connaught Place
Source: CSE

57. Looks nice. But design faults
compromise use
VIKAS MARG
Source: CSE

58. Poor maintenance
and obstruction
TUGHLAKABAD FORT
Source: CSE

59. 59
NMT infrastructure not protected
Source: CSE

60. There are policies and laws…
but don’t add up
– National Urban transport policy: Advisory
-- CMVR safety rules -- says motorist cannot enter
pedestrian way. Liable to penalty
--Indian Penal Code (sec 283), sec 34 of Delhi Police
Act -- obstruction in public space punishable
-- Urban street vendor policy, 2007, to protect livelihood
rights – Guidelines for proper vending zones. They are
service providers on footpaths…
-- Master Plan 2021 provides for pedestrian facilities
-- Design and engineering guidelines (IRC) –
-- Disabilities Act 1995 (Sec 44) – guidelines for disable
• Rules are not enforced for protection of
pedestrian infrastructure and rights

61. Shahadra, East Delhi
Policy link between
sprawl and pollution
weak
Only 1 per cent of
Delhi’s population live
in Lutyen’s Delhi.Density 26683
persons/km
New Delhi: Population
Density 3820
NE Delhi: Population Density
37346

62. Space affluence vs
unliveable peripheries

63. •Delhi has one of the most sparsely populated core in the world.
• New Delhi’s density is more than six times lower than core
administrative regions of New York and Madrid
Source: Complied
Density control in Delhi has pushed
people out of the city core

64. Need density redistribution and infilling
• Chawri Bazar • Race Course • Green Park
Source: CSE

65. 65
Integrated Public Transport Network Plan for
2021. implement this….to meet Delhi Master
Plan target of 80% public transport ridership
in 2021.
Source: Transport Demand Forecast and Development of Public Transport Network, RITES

66. 6666
But roads are not designed for public
transport, walking and cycling…..
Engineering changes once made cannot be reversed easily…
It permanently decides our travel choices. Locks in pollution

67. Case Study – Outer Ring Road (Nehru Place Flyover)
Travelling from A to B
CR
Park Kalkaj
i
Pamposh-
Enclave
Nehru
PlaceB
A
Originally 30M across the road

68. Case Study – Outer Ring Road (Nehru Place Flyover)
Travelling from A to B – Pedestrian Route 1
CR
Park
Kalkaj
i
Pamposh-
Enclave
Nehru
Place
B
A
1000M via FOB
FOB

69. Case Study – Gurgaon Sector 28
Accessing Metro from ITC Laburnam Apts
ITC Laburnam
Apts
• Shortest
route not
possible.
Emerald Court
1
IFFCO Chowk
Metro
MGF Plaza
Mall
400M

70. Case Study – Gurgaon Sector 28
Accessing Metro from ITC Laburnam Apts
ITC Laburnam
Apts
Emerald Court
1
IFFCO Chowk
Metro
MGF Plaza
Mall
1800M

71. National Habitat Standard Mission of the Ministry of
Urban Development
Guidelines for compact mixed land use
-- 95% of residences should have daily needs retail, parks, primary schools and recreational
areas accessible within 400m walking distance.
-- 95% residences should have access to employment and public and institutional services by
public transport or bicycle or walk or combination of two or more.
-- At least 85% of all streets to have mixed use development.
-- Need small block size with high density permeable streets etc
Build compact city
………Devil is in detail
UTTIPEC guidelines

72. Need restraint measures...
Directive on parking policy as car
restraint measures ....

73. 73
This is not sustainable…

74. 74
Parking pressure
• Insatiable demand for land:
• Daily registration of cars is
generating demand for land bigger
than 310 football fields! Land is
expensive and has other
opportunity costs.
• Inequitous use of land: A car is
allotted 23 sq m for parking. Under low
cost housing scheme only 18-25 sq m is
allotted to very poor families.
• Urban common, green spaces,
walkways at risk
Land is limited. Where will Delhi find more
land to park cars?

75. 75
Acceptance of demand management
principles
2006
Supreme Court/EPCA:
“Land is limited and there is a limit to the additional parking space that
can be created in the city. This will also require …. well thought out
pricing policy to control the demand for parking.”
• The provision of parking for personal motorised vehicles
cannot be considered as a matter of public good.
• Individual user of personal vehicle should pay for the use of the
space for parking and parking facilities. The ‘user pays’ principle
should govern the pricing of parking.
• Government should not subsidise this cost
• On the basis of these principles MCD, DDA, NDMC should frame
the rationalised pricing policy for all types of parking facilities…

76. 76
National Urban Transport Policy
2006
-- Urban land is valuable. Levy high parking fee that
represents value of land occupied. Graded parking fee
should recover the cost of the land. Make public
transport more attractive.
-- Public transport vehicles and non-motorised modes of
transport be given preference in parking space allocation.
-- Park and ride facilities for bicycle users with convenient
interchange are a useful measure.
-- In residential areas byelaws need changes to free the
public carriageway….

77. Why are we wasting so much
valuable space for parking?
A 100 sqm plot built to the full allowable FAR (315 sq m)
needs 161 sq m of parking space by Law - more than half.
This is equal to one and half storey or space of 4 EWS
dwellings….

78. 78
Free or underpriced parking
inciting motorisation
Indian cities have the lowest
parking rates in the world
Global studies show :
Shifting from free to
parking rates can reduce
automobile commuting by
10-30 per cent especially
if linked with other
transportation choices
Weak connection
between parking policy
and air pollution
mitigation strategy

79. 79
Other countries are using parking
policy to restraint car use
Boston has frozen parking requirements at 10 per cent higher than the 1973
levels. This has helped Boston to meet the federal clean air standards.
Portland, Oregon set an overall cap of 40,000 parking spaces downtown. This
increased public transport usage from 20-25 per cent in the 1970s to 48 per cent in
mid 1990s.
Seattle allows a maximum of one parking space per 100 square metres of
downtown office space.
San Francisco limits parking to seven per cent of a downtown building’s floor area
New York: Very high parking fees and limited parking supply have lowered car
ownership far below the average rates in other US cities.
Amsterdam -parking fees expanded to meet NO2 and PM10 standards.
Zurich considers total NO2 emissions when determining the amount of parking to be
allowed.
Bogota has removed limit on the fees that private parking companies can
charge. The additional revenue is dedicated to road maintenance and public
transit service improvement.

80. 80
Policy principles changing...
but no action
• Need flexible parking standards and maximum caps
• Parking district management
• Stringent controls and enforcement
• Parking pricing for demand management
• Integrate parking design with multi-modal integration;
• Parking strategy for buses, IPT, freight
• No parking on green spaces, pavement, NMT lanes etc. Non-negotiable.
• Need parking strategy for residential areas and mixed land use areas. Promote
priced, shared, common parking
• Use parking revenue for local area development, public transport; Stringent penalty
on parking violations.
• Parking strategy for special localities like hospitals, railway station, cinemas,
shopping malls, schools, high impact events etc
• Need traffic impact assessment of new developments

81. 81
Indian style socialism… we tax the bus
higher than the car
2,90,431
30,521
2,725
5.69
2.39
0.44
0
50000
100000
150000
200000
250000
300000
350000
Two wheeler Cars Bus
0
1
2
3
4
5
6
Total annual tax per vehicle Total tax per vehicle-km
Tax per
vehicle-km
Annual
tax
World bank study in India: Buses
pay more taxes
In Delhi:
Buses pay at least Rs 13,000
per year as road tax
Cars: One time road tax
works out to be a mere Rs
300 per year
Need tax measures to change
behaviour

82. 82
Action Agenda for air Pollution control
Reduce emissions from vehicles
Leapfrog emissions standards
Reinvent mobility – link with urban planning and design
Reduce emissions from power plants
Tighter control on coal based power plants
Set new standards for NOx and air toxics
Shift to natural gas for power – insist GOI provides clean gas
Reduce emissions from air polluting industry
Review the challenges of industrial emissions and control measures
Reduce emissions from generator sets
Tighter emission standards for generator sets
Siting and acoustic measures for big gen sets
Energy efficiency measures to reduce electricity demand
Action on open burning
Monitoring and awareness campaign
Road dust and construction activities
Adopt dust control measures for construction industry, and roads

83. 83
• The paradox: Strong environmental laws;
but weak action.
• Role of Judiciary: catalyst
• Vigilant civil society: important
• Need legal mechanism to meet clean air
targets
Challenge of air quality governance

84. 84
Our health is non-negotiable
Source: CSE

85. 85
Thank You