1998: Like a deadly shroud, a black haze covered India’s capital. Children were being born asthamatic, respiratory illnesses spread like wildfire, and cancers menaced the city.
Delhi was one of the world’s 10 most polluted cities, with vehicles accounting for 70 per cent of polluting emissions.
Pollution levels exceeded World Health Organisation standards by nearly five times.
A turnaround seemed impossible. Then, the Supreme Court stepped in.
2003: Delhi won the US Department of Energy’s first ‘Clean Cities International Partner of the Year’ award for ‘‘bold efforts to curb air pollution and support alternative fuel initiatives’’.
Figures prove this new freshness: Compared to 1997, carbon monoxide levels are down 32 per cent, sulphur dioxide levels, 39 per cent.
TODAY, Delhi is a showpiece example of making air quality safe with its entire public transport fleet converted to Compressed Natural Gas (CNG) on a scale unparalleled anywhere else—80,000 CNG vehicles including 9,000 buses. Delhi has banned taxis, buses and auto rickshaws older than 15 years.
The great vehicle explosion continues in Delhi. Yet, this rush of clean vehicles keeps the air relatively sparkling.
The initiative was entirely driven by the judiciary pushing and prodding a reluctant government. Every step was a struggle till implementing agencies were threatened with contempt of court for their innovative excuses to not implement the CNG programme.
Vehicle manufacturers quoted obnoxious figures for changing to a new technology. The Government of India dilly-dallied to modify the Motor Vehicles Act to include CNG in its ambit.
Today, every Delhi politician claims credit for bringing in CNG.
It started with a public interest litigation by the Centre of Science and Environment in 1996 that resulted in a series of Supreme Court orders, the major step being introduction of CNG for public transport in 1998.
Instrumental in exposing government lies and charting a roadmap for the Centre was an independent committee set up by the Supreme Court—the Environment Protection Control Authority (EPCA), headed by Bhure Lal.
In 2002, at one point, it seemed the CNG programme would be abandoned.
There was no infrastructure to support court orders. The result was serpentine queues of auto rickshaws and buses at CNG stations, holding up commuters. Today, there are 110 CNG stations in Delhi.
Autorickshaws were the first to convert once the government offered sales tax exemptions. If the government is willing, the toughest plans can take off even through smog and smoke.
Landmark datelines to capital clean
April 1995: Mandatory fitting of catalytic convertors
April 1996: Low sulphur diesel introduced
April 1998: Introduction of CNG buses in Delhi
Sept 1998: Complete removal of lead in petrol
Dec 1998: Restrict plying of goods vehicles during the day
Sept 1999: Amendment of Motor Vehicles Act to include CNG
April 2000: Private vehicles to be registered only if they conform to Euro II standards
April 2000: Eight-year-old commercial vehicles phased out
Nov 2002: Conversion of all public transport buses to CNG
WHAT MUMBAI MUST LEARN FROM DELHI
Decide fuel strategy: Clean fuels—CNG, LPG, low sulphur diesel—or a mixture of these for Mumbai?
Set clear deadlines: Impose fines on manufacturers or oil companies breaching deadlines
The administration should take initiatives, not wait for the prod of the judiciary
Set up independent monitoring agency like EPCA to review progress
Incentives like sales-tax exemptions on CNG vehicles
sonujain@expressindia.com