A comprehensive approach to urban mobility, affordability and infrastructure is the need of the hour to reclaim Delhi’s air and ensure a healthier, sustainable future

As India aspires to emerge as the world’s third-largest economy, it continues to grapple with the challenge of crafting a robust policy framework to combat the persistent environmental crises (read pollution) in its capital city, Delhi. Thankfully, the stubble-burning season officially concluded on November 30, 2024, and it is perceived as the end of the annual apocalypse of Delhi’s air pollution. But, it needs to be seen that although the practice was outlawed in 2015, it continues unabated, contributing to approximately 35 per cent of Delhi’s pollution. However, the core issue extends far beyond stubble burning, encompassing broader atmospheric and industrial factors. Decisive action in addressing these deeper challenges – and not prolonged silence – is the need of the hour.

After weeks of smog and burning eyes and a high Air Quality Index (AQI), on December 2, 2024, Delhi’s air quality showed marginal improvement for the second consecutive day, with the AQI that was recorded at 273 in the morning – though still within the ‘poor’ category. According to the Central Pollution Control Board (CPCB), the city’s 24-hour average AQI on December 1 stood at 285, providing a modest reprieve after 32 consecutive days of ‘very poor’ and ‘severe’ air quality (AQI levels exceeding 400). However, despite these minor improvements, the Supreme Court on December 2, 2024, refused to ease emergency restrictions under Stage 4 of the Graded Response Action Plan (GRAP) for air pollution in Delhi.

The Court emphasised that any relaxation of measures would depend on a consistent and substantial downward trend in AQI levels. The schools have nevertheless opened giving a fresh breath to the students from the online or hybrid mode. Although experts caution that pollution levels could potentially worsen, the past three days have seen clear skies and sustained, stronger winds from the northwest, which have facilitated the dispersion of pollutants. One of the most contributing factors of pollution, according to the Centre for Science and Environment (CSE), is ‘vehicular pollution’ which remains the most significant contributor to Delhi’s air pollution, accounting for 51.1 per cent of emissions from all local sources, despite technical interventions aimed at reducing emissions. CSE’s analysis highlights a persistent ‘mobility crisis’ in the city, characterised by systemic shortcomings in the public transport infrastructure despite years of investment.

This crisis has driven a sharp increase in the number of private vehicles, which now play a substantial role in fuelling winter air pollution. Notably, even during periods of reduced stubble burning, Delhi’s air quality frequently remains in the ‘poor’ or ‘very poor’ categories. CSE’s report draws attention to several critical issues undermining public transportation, including its lack of reliability. For instance, instances of buses breaking down during transit rose significantly, from 781 in 2018-19 to 1,259 in 2022-23.

Furthermore, high waiting times at bus stops reveal a fundamental inefficiency in the system: less than 1 per cent of bus stops offer waiting times of less than 10 minutes, while approximately 50 per cent require passengers to wait over 15 minutes.The state of public transportation in Delhi remains deeply inadequate. According to a report Delhi currently has approximately 45 buses per 100,000 residents, based on data from the 2011 census.

This figure is significantly below the benchmark set by the Ministry of Housing and Urban Affairs, which recommends a ratio of 60 buses per lakh of the population. In comparison, major global cities such as London, Hong Kong, Shanghai, and Seoul exhibit considerably higher ratios, ranging from 69 to 90 buses per 100,000 residents, highlighting a significant disparity in Delhi’s public transportation infrastructure.While the Delhi Metro has been championed as a cornerstone of urban mobility, its impact remains constrained.

With an average daily ridership of only 2,700 passengers per train, the Metro’s limited capacity – that poor labourers aren’t able to afford – and reach is evident, failing to address the broader needs of the city’s commuters. According to The Economic Times, an unskilled daily-wage labourer in Delhi spend approximately 8 per cent of their income on travel via non-air-conditioned buses, 14 per cent on air-conditioned buses, and an alarming 22 per cent on the Metro.

These figures underscore the economic burden placed on vulnerable sections of the population. The challenge is addressing the issue of ‘affordability’. Data from the ‘Economic Survey of Delhi 2023-24’ further paints a stark picture of the city’s growing vehicle population. Delhi currently has 7.9 million registered vehicles, with an additional 650,000 vehicles added in 2023-24, a figure that surpasses the pre-pandemic (COVID) annual average of 610,000.

Moreover, the city experiences a daily influx and outflow of 1.1 million vehicles. The annual growth rate of two-wheelers and cars stands at 15 per cent, contributing significantly to transport-related pollution. Notably, according to the CSE, the transport sector accounts for 81 per cent of nitrogen oxide (NOx) emissions in the capital, further worsening its air quality challenges.

There is a reports that the number of vehicles in the capital doesn’t correspond to the size of its population, showing how a small proportion of the population has an outsised contribution to the air pollution crisis.

According to data obtained in the latest cycle of the National Family Health Survey, only a small proportion of families residing in Delhi own cars – 19 per cent in its rural areas and 28 per cent in its urban centers. Yet, Delhi streets are often congested by this small proportion of car-owners.” However, an equally concerning factor lies in the extensive proliferation of industries across Delhi and the National Capital Region (NCR), which persist as major and consistent sources of pollutants.

These industrial emissions subject the residents of Delhi to a form of ‘slow violence (read poison)’. Therefore, enhancing public transportation systems is a pivotal strategy for addressing the challenges posed by urban mobility and environmental sustainability in Delhi. Key measures such as improving last-mile connectivity, reducing fares to ensure affordability for a broader demographic, and expanding the public transport fleet to accommodate the city’s growing population are essential for reducing the dependence on private vehicles.

By prioritising these initiatives, it is believed that a significant decrease in traffic congestion and vehicular emissions can be achieved, contributing to a cleaner and healthier urban environment. Moreover, such measures would improve the inclusivity and accessibility of the city, enabling individuals without personal vehicles to navigate Delhi more efficiently. In the long term, a robust and affordable public transport network would not only promote environmental sustainability but also enhance the overall quality of life for all residents by fostering greater equity and mobility within the city.

(The writer is Programme Executive, Gandhi Smriti and Darshan Samiti; views are personal)