Both cars and two-wheelers need to be brought under odd-even, says CSE

Business Today , Thursday, January 07, 2016
Correspondent : Sarika Malhotra
VivekChattopadhyaya, Programme Manager, Air Pollution Control Unit at the Centre for Science and Environment (CSE), talks to BT's Sarika Malhotra about Delhi's odd-even drive to combat pollution.

BT: How is the odd-even vehicle drive working in Delhi? Will it make any substantial difference in the pollution levels of the city?

VivekChattopadhyaya: For the substantial reduction in vehicular emission load, all the private vehicles need to be brought under the odd-even regime - that means two-wheelers and cars. As per our analysis, cars contribute 20 per cent of vehicular PM (particulate matter) load and two-wheelers contribute 30 per cent of vehicular PM load.

Since it is known that congestion leads to higher emissions, the odd-even measure is helping to reduce the journey time for most vehicles by 40 per cent, as per our interaction with commuters. Therefore, in addition to reduction from emissions from cars that are off-road due to odd or even number, the increased speed will lead to reduction in idle emissions.

At the same time, all other measures which are part of smog emergency response system - such as implementing the restrictions on garbage/refuse burning, adherence to emissions norms for industries with strict monitoring, and shutting down the Badarpur power plant - are important for Delhi. Among them, the diversion of trucks that do not have business - and due to pollution tax on trucks - is making a dent in emissions from trucks, which severely pollute the air with high diesel exhaust emissions during night.

Since the air shed of Delhi and surrounding cities are common - all of the cities in NCR need to follow the similar stringent measures including odd-even, and controls of emissions from industries, construction, among others.

BT: Has it helped in controlling pollution? Are vehicles the biggest pollutants in Delhi?

Chattopadhyaya: The PM has a variety of sources, but with regard to combustion sources which are primarily (originates from burning of fossil fuels, biomass, refuse), the PM2.5 in the National Capital Region of Delhi is mainly contributed by transport (45 per cent), residential/ biomass (27 per cent), industry (24 per cent) and power sector (4 per cent), according to a study by Indian Institute of Tropical Meteorology of the Ministry of Earth Sciences.

In urban areas, the composition varies from season to season, but during winter time, the share of coarse particulates reduces and fine particulate levels increase. Therefore, when all sources including the natural dust and road dust is taken into account, the relative share of vehicles drops. But we need to remember that even the road dust is highly quoted with toxics, which get re-suspended in the air due to high vehicular traffic.

Air pollution control requires equally stringent action in all sources of emissions irrespective of the share, but priority must be given to fossil fuel combustion sources as they emit highly toxic particles. As you know, the diesel soot/ particulates are confirmed human carcinogens.

BT: What has been the experience of similar Odd-even drives globally?

Chattopadhyaya: The odd and even is a part of strategy in most countries that experience smog episodes, but at the same time several other measures are taken to reduce the smog. Therefore, in combination all these strategies work to reduce the emissions. However, other measures like restrictions on all diesel vehicles, old vehicles, intensification of public transport services, higher parking and congestion charges, and higher tax on private vehicles are needed to be implemented. The odd and even is a short-term strategy. Once implemented, it gives immediate relief from vehicular fumes that people breathe. It is important to note that studies have pointed that 55 per cent of Delhi's population reside around major roads (within 300 metre to 500 metre) that are exposed to vehicular fumes. Therefore, reducing the vehicular emissions at breathing zone helps reduce the exposure to toxic fumes.

BT: What is the larger solution for Delhi to combat pollution?

Chattopadhyaya: Delhi has to gradually reduce the traffic volume comprising private vehicles as the city is increasingly becoming depended on private motorisation, which has impact worsening the air quality. The share of buses in meeting the travel need of the commuters is falling from 60 per cent to 40 per cent while the share of metro is increasing slightly. But as a whole we are far behind the Master Plan of Delhi target to meet the 80 per cent modal share (travel share) by public transport by 2020.

Therefore, we have to arrest the overall decline in public transport share and scale it up to ensure that we meet the 2020 target. We need to ensure that mass rapid transit systems (metro, train, BRTs) are well connected with bus services and intermediate transport services like autos and taxis (with reliability and dependability of services and full coverage) with safe access for walkers and cyclists. This can reduce both the harmful pollutants and reduce the heat-trapping CO2. It is known that Delhi's private vehicles are a major contributor to CO2 emissions.

At the same time, the city has to reduce dieselisation by removing fuel price advantage, and charging pollution tax on all diesel vehicles, like the honourable Supreme Court has directed on trucks. This is needed till we achieve Euro 6/ BS VI standards because currently diesel cars are emitting several times more PM and NOx than their petrol counterparts. Similarly, the standards for all vehicles need to match the global best standards.

Regarding the other sources, we need thoroughly implement the ban on garbage burning, enforcement on industrial emissions, control on emissions from power plants.

All strategies need to be implemented simultaneously in a time-bound manner to reduce the ambient PM and NOx levels, which have increased by as much as 50 to 60 per cent in Delhi over the years.

BT: Any lessons globally that can be imbibed?

Chattopadhyaya: National air quality standards need to be met with a set timeline, which should be legally binding for cities. Each country under the EU is required by the Air Quality Directive to define "zones" and "agglomerations" to which the pollutant limits would apply. Article 13 imposes an absolute obligation on Member States to ensure that the limits and margins of tolerance for air pollutants are not exceeded in any zone or agglomeration after the deadline.

In Australia, all Australians have the same level of air quality protection. The standards are legally binding on each level of government. China has seen a great improvement in major air pollutant levels since the release of the action plan in June 2013, which marked the start of the national campaign against smog. China plans to reduce the concentration of PM2.5 in Beijing to 60 micrograms per cubic metre by 2017, down from 89 micrograms per cubic metre in 2014. Therefore, India should not be lax on poor air quality.

 
SOURCE : http://www.businesstoday.in/opinion/interviews/both-cars-and-two-wheelers-need-to-be-brought-under-odd-even-says-air-pollution-control-unit/story/227886.html
 


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