The Air Quality Index (AQI), a composite index of several pollutants used to measure air quality, has hovered over 300 almost continuously, even breaching 500 on some days. The tolerable AQI level is 100. The AQI level is categorised as very severe if it crosses 400. This problem seems to recur almost every winter in Delhi, with residents keeping a close watch on the weather app during winter. 

Studies undertaken on this matter attribute the worsening air quality to several factors, including: 

• Crop burning in the neighbouring States, 
• Construction dust, road dust, and burning of firewood during winter,
• Diwali crackers, emissions from industries, and from motor vehicles

Transport Sector Emissions

However, many of them are seasonal, and some are year-round contributors. The transport sector is a year-round contributor. If emissions from vehicles are addressed, it will not only bring down the pollution level but will also ensure that even with some seasonal contributors, the AQI stays within tolerable levels.  

It is imperative to adopt long-term measures to reduce pollution from vehicles and the transport sector, as any stopgap arrangements that ease when the problem subsides to some extent will not suffice.

Secondly, clean vehicles and fuels, albeit essential, have limitations. Supply-side measures will have only a limited impact. 

To attain a lasting effect, they have to be supplemented by demand-side measures that prompt the residents to use public transport and non-motorised modes of transportation, instead of personal motor vehicles.

How To Fix Public Transport System

Firstly, the city needs to think differently about improving its public transport system. Though it has a 400-km metro network, last-mile connectivity, unlike in many developed metros, has been a challenge for commuters. Dedicated studies have to be undertaken to find ways in which people living or working within a 4 or 5-km radius can access the metro easily. This could be achieved through small electric buses, park-and-ride facilities, and even better footpaths. Unfortunately, these were not part of the planning process.

Secondly, there is a need to improve the public bus system in the city. Unfortunately, the buses are of such poor quality that anyone who can afford a motorcycle has already moved to one. Quality improvements may increase the bus fare, but those who seek convenient transport will be willing to pay the higher fare. The only way to bring in such services and yet retain affordable services for those in the lower income categories is to introduce premium bus services alongside the basic service that already exists.

The added advantage is that, given the higher fares, such services will not need a subsidy from the government, will run on a business model, and may even pay a premium that can be used to cross-subsidise the affordable services.

Cycling Infrastructure, Footpaths

Thirdly, there is a need for a vast improvement in the cycling and walking infrastructure across the city. A few years ago, the previous government announced a plan to build 500 km of good-quality footpaths. However, the work stopped after a few kilometres had been built. This is an important requirement for any city, especially the capital city of a large and populous country, and should get priority in transport investments.

The need of the hour is an integrated public transport network, and not a siloed system of metros and buses operating in isolation from each other. Integrated public transport networks are possible only if there is a lead institution to take charge of public transport across the city.

Urban Transport Services

Unfortunately, Delhi does not have such a lead institution. There are multiple institutions that are involved in urban transport services. Among them are the Delhi Metro Rail Corporation, the Delhi Transport Corporation, several private bus operators, and the Indian Railways. Several different agencies build and maintain the road network and the parking facilities. This leads to a high degree of fragmentation that does not lend itself to having an integrated transport network. 

Therefore, it is essential to have a lead institution, akin to Transport for London (TfL) or the Land Transport Authority (LTA) in Singapore, that can take charge of all transport systems in Delhi, ensuring that the capital city of the country can have a world-class and integrated transport system. Delhi also has a large budget, which can have the provision for such a lead institution.

There are often conversations about how this kind of infrastructure can be financed. In this context, there is a significant amount of prime land occupied by the existing public transport operators, especially in the form of bus depots and terminals. The commercial value of these has not been exploited. Every bus depot could build multi-storied property, either as commercial or residential spaces. This will not only bring in considerable revenue; it will also enhance the level of convenience for passengers and thereby improve ridership. Besides, buses only need the ground floor to be parked at night. During the daytime, these depots could be used for public parking of other vehicles, thereby bringing in further revenue from parking fees.  

Integrated Transport System

In short, Delhi’s transport system needs a comprehensive review. While a good network does exist for the metro, it is not efficiently integrated with bus systems, non-motorised modes, and clean technologies. Once these are done, Delhiites should be able to breathe easy for all time to come.

The Economic Survey 2025-26 has accorded priority to air quality. The Economic Survey has stated that environmental regulation is part of welfare economics, recognising pollution as a negative externality that may lead to market failure if left unchecked.

It’s about time the government puts this into action.

(O.P. Agarwal is a retired IAS officer. Sangeeta Singh is a Professor of Practice at the Indian School of Public Policy. Views are personal.)