Pune's Escalating Air Pollution Crisis Demands Urgent Action

Pune, the vibrant cultural and educational hub of Maharashtra, India, is grappling with deteriorating air quality that threatens public health and quality of life. Recent data reveals the city's Air Quality Index (AQI) frequently hovering in the 'poor' to 'unhealthy' range, with levels around 110 to 173 as of early 2026. In 2024-25, Pune recorded just 52 'good air days,' a sharp decline from 79 the previous year, underscoring the worsening trend. Fine particulate matter (PM2.5), tiny inhalable particles 30 times smaller than a human hair, is a primary culprit, linked to respiratory issues, allergies, asthma, and heightened risks for children and the elderly.

The transport sector bears significant responsibility, contributing approximately 46% of PM2.5 emissions, 73% of nitrogen oxides (NOx), and 66% of carbon monoxide (CO) in the Pune Metropolitan Region according to the 2020 SAFAR-India emissions inventory. This surge, up 91% in transport-related PM2.5 from 2012 to 2019, stems from rapid vehicle proliferation and an aging, polluting fleet.

Unmasking the Vehicular Culprits: ITDP's Vehicle Inventory Insights

The Institute for Transportation and Development Policy (ITDP) India, a leading advocate for sustainable urban mobility, conducted a comprehensive vehicle inventory survey across Pune Municipal Corporation (PMC) and Pimpri-Chinchwad Municipal Corporation (PCMC), surveying over 4,000 vehicles at petrol pumps and parking spots. Findings paint a stark picture: about 70% of internal combustion engine (ICE) vehicles are pre-Bharat Stage VI (BS-VI), the current emission standard, with pre-BS and BS-I to IV models dominating.

Key statistics highlight the disparity—a pre-BS car emits as much as 11 BS-VI cars, while a pre-BS truck equals 14 BS-VI trucks in pollution output. Goods vehicles account for over 60% of PM and NO2, two-wheelers for 30-50% of CO and PM, and light motor vehicles (LMVs) for around 40% of CO2. In PCMC, these categories—goods, two-wheelers, and LMVs—generate over 85% of tailpipe pollution and greenhouse gases; in PMC, it's over 90%.

Diesel vehicles exacerbate PM and NOx, while petrol dominates CO and CO2. Despite BS-VI norms since 2020, real-world emissions exceed lab tests, with taxis emitting 2.4 times more NOx than personal cars and light goods vehicles five times more. Pollution Under Control (PUC) certificates fall short, testing only stationary CO, hydrocarbons, and smoke, ignoring PM, NOx, or on-road performance.

What is a Low Emission Zone (LEZ)? Decoding the Concept

A Low Emission Zone (LEZ) is a defined urban area where access for high-polluting vehicles is restricted through outright bans or daily pollution charges, compelling drivers toward cleaner alternatives like BS-VI compliant, electric vehicles (EVs), or non-motorized transport. Unlike broad emission standards, LEZs target hotspots, fostering immediate local improvements while nudging fleet modernization.

Globally proven, London's LEZ (2008) across 33 boroughs charges non-compliant heavy vehicles, evolving into the Ultra Low Emission Zone (ULEZ) in 2019 covering 1,500 sq km and tackling NO2 alongside PM. A 2023 University of Bath study credits LEZ with a 13% PM10 drop (2008-2013) and ULEZ with 18.4% NO2 reduction, plus 4.5% fewer long-term health issues and 8% less respiratory problems. Similar successes in Seoul, Paris (Crit’Air stickers), Brussels, Lima, and Beijing reduced non-compliant vehicles dramatically—London from 61% in 2017 to 3.8% in 2024.

In India, precursors include Matheran's vehicle ban, Taj Mahal restrictions, and Delhi's truck charges. PCMC integrated LEZ into its August 2024 Graded Response Action Plan (GRAP), imposing Rs 100-750 fees on pre-BS/BS-I to III vehicles during poor air quality.

Public Pulse: ITDP's Landmark Perception Study in Pune and PCMC

In September-October 2025, ITDP India surveyed 2,000 two- and four-wheeler users across PMC and PCMC for the 'Pune and Pimpri-Chinchwad Perception Study on Air Pollution and Low Emission Zone Strategies.' Respondents recognized air pollution's health impacts and overwhelmingly supported LEZ measures.

• 96.5% would shift to less polluting or zero-emission private vehicles (e.g., EVs, BS-VI) if high-polluters were banned.
• 24.5% opted for public transport, walking, or cycling as primary alternatives.
• For a daily charge (Rs 75 two-wheeler, Rs 150 car), 96% preferred switching vehicles; only 4% would pay occasionally for emergencies.

"If LEZs are implemented in a city like Pimpri-Chinchwad, it can help reduce PM2.5 emissions by almost 90% by restricting BS4 and below vehicles," notes Siddharth Godbole, Senior Associate at ITDP India. This citizen buy-in signals feasibility for Pune's context.

Photo by Zoshua Colah on Unsplash

Projected Transformations: Up to 79% Pollution Slash by 2030

Collaborating with the International Council on Clean Transportation (ICCT), ITDP modeled LEZ impacts for PCMC: restricting pre-BS and BS-I to IV vehicles, assuming shifts to BS-VI, could cut PM by 79% and NOx by 67% citywide by 2030. BS-VI alone yields 50% PM and 32% NOx reductions, amplified in hotspots—Zone 1 (29.6 sq km, 27% emissions) and Zone 2 (88 sq km, 63% emissions), covering 47.5% of the city but 63% of tailpipe pollution.

Heavy goods vehicles dominate PM/NOx, two-wheelers CO/HC. Complementary BS-VI fleet turnover and clean mode shifts promise Pune Metropolitan Region-wide gains, reclaiming breathable air and cutting health costs.

Step-by-Step Roadmap: Implementing LEZ in Pune

ITDP outlines an 8-step framework adaptable for Pune:

• Coordinate stakeholders: Traffic police, RTO, environment agencies; use Automatic Number Plate Recognition (ANPR) for enforcement.
• Set emission targets and hotspots via inventories like ITDP's.
• Design zones: Start small (core areas), expand citywide.
• Enforce via fees/bans, revenue ring-fenced for public transport/EV incentives.
• Build infrastructure: High-frequency buses, cycle tracks, charging stations.
• Garner support: Advance notice (1+ year), mobility coaching like Brussels.
• Monitor and adapt: Pre/post air quality assessments.
• Legal backing: State/central policies akin to FAME-II (21 states incentivize EVs).

Pune/PCMC/Chhatrapati Sambhaji Nagar are piloting, with PCMC's GRAP as a testbed.

Synergizing Solutions: Beyond LEZ for Sustainable Mobility

LEZ efficacy amplifies with ecosystem upgrades. ITDP urges Pune to emulate Barcelona's Superblocks—reallocating vehicle space to pedestrians, green areas, bike lanes. PMPML's 500 CNG BS-VI buses signal progress, but scaling public transport, footpaths, and EV infrastructure is vital.

Pollution charge revenues should fund these, ensuring equity—subsidies for low-income scrappage, business aids like Paris. PUC reforms to include PM/NOx, dynamic testing needed.

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Navigating Challenges: Legalities, Equity, and Enforcement

India's LEZ rollout faces hurdles: legal frameworks (Delhi's Supreme Court precedent), stakeholder roles, tech (ANPR affordability), and equity for legacy vehicle owners. ITDP stresses phased approaches—start with fees, graduate to bans—giving transition time.

Citizen surveys affirm support, but education on health benefits counters resistance. Multi-agency coordination, like Pune's PMC-PCMC collaboration, is key. Global lessons: London's decade-long evolution minimized backlash.

Photo by Zoshua Colah on Unsplash

Pune's Path Forward: A Breath of Fresh Air on the Horizon

ITDP's LEZ air quality study positions Pune at a pivotal juncture. With public willingness, proven models, and targeted interventions, slashing emissions 80%+ by 2030 is achievable, fostering healthier streets and sustainable growth. As PCMC advances GRAP LEZ, Pune can lead India's clean air charge.

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