Faced with the challenge of reducing particulate matter in Delhi, the court in July 1998, ordered buses that were more than eight years old to be converted to CNG or other ``clean fuel" by April 1, 2001. It also ruled that this conversion should include the entire DTC fleet by April 2001. The court also directed the government to increase the number of buses from the present 7,000 (including private operators) to 10,000 by April 1, 2001.

The SC directive applies to both DTC and private-owned buses in Delhi. Nevertheless, private operators have no clue about the order. So far, DTC has done little in terms of framing an action plan for its implementation. Delhi Chief Minister Sheila Dikshit has already started seeking more time.

``We are neither confident nor sure whether we will be able to supplyover 1,800 CNG buses (more than eight years old) by March 31, 2000. We may even have to approach the court at a later stage," she told the media recently.In fact, DTC has already requested the court to reinterpret the order on "clean fuels". They want the diesel buses to be included, which means the court should allow DTC to procure Euro I-compliant diesel buses for which it had already placed an order in October 1998. Out of the 400 buses ordered, 35 have been delivered already.

According to a DTC affidavit, a gradual phase-in of CNG buses would be a better option keeping in mind the needs of the commuter and development of infrastructure.

According to the proposed plan, DTC would augment its own fleet from the present 3,122 to 5,000 by March 31, 2004. Of them, 2,614 would be CNG buses, while 1,500 would be running on any "clean fuel". Effectively, there will be 4,114 buses running on clean fuel while 886 will run on diesel. Among these diesel buses, 633 would be Euro I-compliant while the remaining 263would be the regular DTC buses. Further, DTC has told the court that just in case more environment-friendly options like battery-operated buses, hybrid vehicles, electric trolley buses and microprocessor-based diesel engines come along by March 2001, it does not want to be stuck with CNG buses.

Therefore, DTC is keeping its options open" as far as clean fuels are concerned. DTC has also mentioned in its affidavit that it is exploring the possibility of converting the 1,800 buses to run on propane and has sought an exemption from converting these buses to CNG. However, will DTC, which says it cannot bear the burden of providing conversion kits to the 5,000-odd buses it expects to operate by 2001, be able to afford the new, cleaner technology?

Phasing in of CNG buses involves both conversion of the old bus fleet to CNG mode and the purchase of new engines. With just nine months to go, DTC is yet to convert a single bus to CNG mode. As late as July 26, 1999, DTC floated fresh tenders seeking bidders forconversion of existing diesel engines to CNG engines.

Ashok Leyland has agreed to convert 500 buses to CNG and the rest will be converted by other companies. But, many companies have categorically stated that they will not convert buses that are more than four to five years old. There is an age bar on commercial vehicles in Delhi. Hence, there is no point in converting buses that are plying for more than eight years when they will be junked as soon as they turn 15. However, there are no clear DTC guidelines on this.

DTC is in a worse situation as far as buying CNG buses is concerned. Till date, it has placed an order for only 20 buses-divided equally between TELCO and Ashok Leyland. While the latter has delivered five chassis of which one was inaugurated on June 4 this year, only one TELCO CNG bus has hit the road till now.

DTC insists the court should give it more time as manufacturers will not be able to provide the CNG buses within the deadline. It has listed its problems as limited availability ofCNG kits, inadequacy of CNG stations, and some initial technical hitches. But the feedback from all parties concerned-the manufacturers of buses and suppliers of CNG (Gas Authority of India Ltd)-doesn't support the argument.

As early as December 1998, both TELCO and Ashok Leyland, wrote to the DTC stating that if allowed a lead-time of 16-20 weeks, they would be able to deliver 60-40 dedicated CNG chassis respectively every month provided a formal order is placed in time. Both the companies are still waiting for that order to materialise.