The Odd/Even Policy: Odds of the Policy that evened Out Pollution in Many Cities

In the beginning of 2016, Delhi opted to the Odd Even formula as a final resort to fight pollution in the capital of the nation. All the public transport in the city had already been converted to CNG fueling back in 2005. The first phase of the Odd/Even policy was from 1^st January to 15^th January. Delhi is not the first city to implement this, many other cities in the past namely Mexico City back in 1989, Bogota (Capital of Columbia) and recently in Beijing, China ahead of 2008 Olympics. 

 

While some cities saw genuine reduction in pollution levels, the policy has failed in many other cities, as citizens found a way to circumvent the rule by purchasing two cars with number plates ending with odd and even numbers - there by achieving the opposite.

 

Paris:

In 2014, this rule was applied as an experiment in March. Similar thing was done in 1997, both the times, the rule was then removed as the officials were able to meet the required the goals just  y implementing it for a day.

 

Mexico City:

In Mexico City the odd-even rationing policy a.k.a Hoy No Circula ('today it doesn't circulate') was introduced as early as 1989. Cars were banned for one day per week depending on the last number on their number plate. On Mondays five and six were banned, on Tuesdays seven and eight, etc. Even though initially there was a genuine reduction in pollution levels (a drop of 11%), people started circumventing the rule by buying two cars with odd and even numbers. Thus the policy failed in the city as finally it led to an increase in air pollution (rise of 13%).

 

Bogotá:

In Bogota, capital of Columbia, the policy was named Pico y Placa ('peak and plate'). It banned cars during the peak hours for two days per week. In order to make it harder for citizens to break the rule by buying two cars, the government kept on switching the combination of days and numbers every year.

 

New Delhi:

After the implementation of the scheme, many experts also said that the scheme had, in fact, worked. They opined that less congestion in Delhi owing to the scheme was shielding people from "direct exposure" to pollutants, especially in and around areas of high car density such as traffic junctions.

Experts had also unanimously endorsed that a reduction in the volume of cars was simultaneously bringing down levels of gaseous pollutants like oxides of nitrogen, sulphur dioxide and black carbon, which is a mixture of road dust and vehicle fumes.

 

 

The Delhi government had also told the Delhi High Court that the scheme had resulted in Delhi's Lowest Pollution Peak compared to the previous high-smog episodes this winter. The Environment Pollution Control Authority (EPCA), appointed by the Supreme Court, had confirmed the Delhi government's claim, according to PTI.

 

It is clearly observable that all these cities had implemented this scheme in its own pattern, in certain cities, it succeeded, in others it resulted in a contradictory rise in air pollution. The first phase was successful in Delhi and currently, the second phase is on the run. But, this is not a permanent solution to the problem, people will start buying more cars and this will backfire and ruin all the efforts of the government and the citizens.