UPSC Mains Current Affairs for 5 August 2025

Ethanol Blending – A Cleaner Step with Mileage and Maintenance Trade-offs

August 5, 2025

Ethanol Blending Latest News

Amid the nationwide rollout of E20 fuel, concerns over reduced mileage and vehicle damage due to ethanol's corrosive nature and lower energy content have emerged.

Introduction

India’s transition toward energy self-reliance and carbon reduction has achieved a landmark with the nationwide rollout of E20 fuel, petrol blended with 20% ethanol.
The target, initially set for 2030, has been met five years ahead of schedule in 2025.
While the move bolsters energy security, supports sugarcane farmers, and cuts crude oil imports, it has raised concerns among vehicle owners and experts regarding its effects on fuel efficiency, engine health, and long-term maintenance.

Ethanol Blending and Its Policy Context

Ethanol is an alcohol-based biofuel typically derived from sugarcane, maize, or other biomass sources.
It’s blending with petrol reduces carbon emissions and helps India reduce dependency on imported fossil fuels.
The government’s Ethanol Blended Petrol (EBP) Programme, launched in 2003 and accelerated over the past decade, first achieved a 10% ethanol blending (E10) milestone in 2022.
In 2025, the E20 rollout was declared complete nationwide.
The achievement aligns with India’s broader renewable energy and energy security ambitions under the National Bio-Energy Programme.

Environmental and Economic Gains

The E20 programme is estimated to reduce India’s crude oil import bill by over Rs. 50,000 crore annually and reduce carbon dioxide emissions significantly.
It also provides economic support to farmers by increasing the demand for sugarcane and other feedstock crops.
However, while macroeconomic and environmental benefits are substantial, E20’s implications for individual vehicle performance and user costs present a complex trade-off.

Impact on Fuel Efficiency

One of the most debated impacts of ethanol blending is the drop in mileage.
Ethanol contains about 30% less energy per litre than petrol. This energy deficit translates into increased fuel consumption per kilometre driven.
Central Govt’s View: The Ministry of Petroleum and Natural Gas (MoPNG) has clarified that the mileage loss is “marginal”, around 1-2% for E10-designed vehicles calibrated for E20 and 3-6% for others. With proper engine tuning, the Ministry says efficiency losses can be minimised.
Expert Opinion: Independent automotive experts, however, estimate that real-world mileage loss could be as high as 6-7%, particularly for vehicles not optimised for E20. This would mean more frequent refuelling and higher running costs for users.

Corrosion and Compatibility Issues

The more serious concern relates to vehicle maintenance. Ethanol is hygroscopic, meaning it absorbs moisture from the atmosphere. This can lead to:
- Corrosion of metal components such as fuel tanks, fuel lines, injectors, and exhausts.
- Degradation of rubber and plastic components like seals, gaskets, and hoses.
- Alteration of air-fuel ratio, affecting combustion and performance, especially in engines without calibrated ECUs.
Experts from firms like Primus Partners and FADA (Federation of Automobile Dealers Associations) have warned that older vehicles not designed for E20 may suffer from increased wear and tear, leading to higher maintenance costs.

Industry Response

Major automobile manufacturers have responded by:
- Hero MotoCorp stated that vehicles manufactured before April 2023 may require engine modifications and replacement of rubber components to safely run on E20.
- TVS Motor Company acknowledges that ethanol’s corrosive nature requires re-engineered components to prevent premature wear and compatibility issues.
To support the transition, manufacturers are now producing E20-compatible models and updating service advisories for older vehicles.

Future Outlook and Higher Blends

While the E20 transition is already posing technical challenges, discussions have begun on potential future blends like E30 or E40. Experts caution that higher blends will necessitate:
- Dual fuel dispensing infrastructure at petrol pumps.
- Retrofitting of older vehicles or phase-outs.
- Regulatory clarity and greater consumer awareness.
Until such safeguards are in place, expanding beyond E20 may increase the burden on both consumers and service providers.

Source: TH | SF

Ethanol Blending FAQs

Q1: What is E20 fuel?

Ans: E20 is petrol blended with 20% ethanol, introduced to reduce oil imports and emissions.

Q2: How does ethanol blending affect vehicle mileage?

Ans: E20 fuel may reduce mileage by 3–7% due to ethanol’s lower energy content.

Q3: Are all vehicles compatible with E20 fuel?

Ans: Only vehicles manufactured after April 2023 are typically E20-compatible; older ones may need modifications.

Q4: What maintenance issues can arise from E20 use?

Ans: Ethanol can corrode metal parts and degrade rubber components, increasing maintenance needs.

Q5: Will higher ethanol blends be introduced in the future?

Ans: Experts warn that blends like E30 or E40 may pose greater risks without infrastructure and vehicle readiness.

India’s Fighter Jet Crisis: MiG-21 Retirement, LCA Delays, and IAF’s Modernisation Challenges

August 5, 2025

IAF Fighter Jet Shortage Latest News

The Indian Air Force (IAF) will retire its MiG-21 fighter jets in September 2025, marking the end of their six-decade service.
This will reduce IAF’s fighter strength to 29 squadrons, well below the sanctioned 42.
The IAF is awaiting delayed deliveries of the Light Combat Aircraft (LCA)-Mk1A to replenish its fleet.

Meanwhile, China has significantly bolstered its air power with 1,300 fourth-generation aircraft and two fifth-generation jets (J-20 and J-31), highlighting the urgency for India to induct 400-450 advanced combat jets to maintain strategic parity.

About MiG-21

The MiG-21 is a single-engine, single-seater multi-role fighter and ground attack aircraft that has served as the backbone of the Indian Air Force (IAF) for decades.
First inducted in 1963 as an interceptor, the aircraft was progressively upgraded for various combat roles, including ground attacks.
India has procured over 700 MiG-21s across different variants such as Type-77, Type-96, and BIS, with the latest being the Bison, upgraded with advanced avionics, missiles, and radars.

Legacy of MiG-21s: From Supersonic Pioneers to 'Flying Coffins'

Inducted after the 1962 war with China, the MiG-21s marked the Indian Air Force’s (IAF) entry into supersonic aviation and were its first non-western fighters.
License-produced by HAL, they served as the IAF’s backbone for decades.
However, a series of crashes in the 2000s—partly due to the lack of Advanced Jet Trainers—earned them the infamous tag of "flying coffins," with nearly 500 accidents and over 450 fatalities since 1965.
Notably, during the 2019 aerial skirmish with Pakistan post-Balakot strikes, a MiG-21 flown by Wing Commander Abhinandan Varthaman was shot down.
Advanced variants like the MiG-21 Bison are now being phased out, with the final two squadrons set to retire by September 2025.
The IAF's fighter strength currently stands at 29 squadrons, far below the sanctioned 42, relying heavily on Su-30MKIs, MiG-29s, Mirage-2000s, Jaguars, and LCA Tejas for operational capability.

IAF’s Fighter Strength Faces Critical Challenges

IAF faces a significant depletion in its combat fleet with the impending retirement of MiG-21s and Jaguars by 2030, potentially reducing its strength by around 16 squadrons.
Without fresh inductions, the IAF's squadron count could fall below 30 in the coming years, far short of the sanctioned 42.
While future projects like the Medium Role Fighter Aircraft (MRFA) and the indigenous Advanced Medium Combat Aircraft (AMCA) are in development, their timelines remain uncertain.
Currently, the IAF operates only two squadrons of the LCA Mk1, with the more advanced Mk1A variant facing manufacturing delays.
Despite a contract for 83 Mk1As signed in 2021, the expected deliveries starting March 2024 have been postponed, further straining the IAF’s modernization efforts.

Delays in LCA Mk1A Deliveries

Under a $6.5 billion deal, Hindustan Aeronautics Limited (HAL) was to deliver 83 Tejas Mk1A jets—including 73 fighters and 10 trainers—starting March 2024, but not a single aircraft has been delivered yet.
Production has now been expedited, with eight jets expected this fiscal year and the rest by 2028.
To address these delays, an Empowered Committee for Capability Enhancement (CECE) identified key vendor ecosystem improvements.
The Mk1A, designed to replace ageing MiG-21s, is critical for the IAF's fleet, which also includes older MiG-29s and Jaguars from the 1980s.
Additionally, HAL is working on LCA Mk2 and is set to receive 99 engines from GE Aerospace for ongoing production.
Meanwhile, India has procured 272 Su-30MKIs from Russia, of which around 200 are operational.
To replace losses, the Ministry of Defence signed a ₹1,300 crore deal in December for 12 new Su-30MKIs, with the engines licence-produced by HAL.

The Way Forward

IAF has charted an ambitious plan to induct over 600 fighter jets in the next two decades, with a significant focus on indigenous LCA variants.
- This includes 180 LCA-Mk1A, over 120 LCA-Mk2, 114 Medium Role Fighter Aircraft (MRFA), and at least 120 Advanced Medium Combat Aircraft (AMCA).
A Twin-Engine Deck Based Fighter for the Navy is also on the drawing board. However, these plans depend on timely production and deliveries.
As an interim measure, India is exploring the limited import of fifth-generation fighters, considering options like the Russian Su-57 and American F-35.
The AMCA, envisaged in two phases—Mk1 with GE414 engines and Mk2 with a co-developed 110KN engine—is central to India’s future air combat capability.
The Aeronautical Development Agency (ADA) has invited private sector participation for AMCA production, marking a shift from past practices.
However, the MRFA program, for which an RFI was issued in 2019, remains stalled due to its high cost and competing priorities.
The IAF’s modernisation drive now hinges on the successful execution of these parallel programs and strategic collaborations.

Source: TH | IE

IAF Fighter Jet Shortage FAQs

Q1: Why is the IAF retiring MiG-21 jets in 2025?

Ans: The MiG-21s have served over six decades and are outdated, necessitating their phased retirement for fleet modernisation.

Q2: What is the current strength of IAF’s fighter squadrons?

Ans: After MiG-21 retirements, IAF’s fighter strength will drop to 29 squadrons, below the sanctioned strength of 42 squadrons.

Q3: Why are LCA-Mk1A deliveries delayed?

Ans: Manufacturing bottlenecks and engine supply issues have delayed HAL’s deliveries of LCA-Mk1A jets under the $6.5 billion deal.

Q4: What are India’s plans to replenish fighter jets?

Ans: IAF plans to induct over 600 jets, including LCA variants, MRFA, AMCA, and twin-engine deck-based fighters for the Navy.

Q5: Is India considering importing fifth-generation jets?

Ans: Yes, India is exploring limited imports of fifth-generation fighters like the Russian Su-57 and American F-35 as interim measures.

Supreme Court Empowers Pollution Control Boards to Levy Environmental Compensation

August 5, 2025

Pollution Control Boards Environmental Compensation Latest News

The Supreme Court ruled that Pollution Control Boards (PCBs) are empowered to impose environmental compensation on polluting entities as part of their statutory mandate under the Water Act and Air Act.
A bench comprising Justices PS Narasimha and Manoj Misra clarified that PCBs can demand restitutionary or compensatory damages through fixed monetary sums or bank guarantees as preventive measures against potential environmental harm.

Case Background

The Delhi Pollution Control Committee (DPCC) challenged a 2012 Delhi High Court ruling.
The High Court had cancelled DPCC’s notices that asked for monetary guarantees and compensation from properties without valid environmental consents.
The High Court said only courts could impose such penalties.
However, the Supreme Court overturned this decision. It ruled that DPCC has the authority to demand compensation as part of its regulatory powers to protect the environment.

PCBs’ Statutory Authority to Levy Compensation

The Supreme Court expanded the powers of PCBs, affirming their authority to impose and collect restitutionary and compensatory damages for restoring polluted air and water bodies.
The judgment clarified that PCBs can demand fixed sums of money or bank guarantees as ex-ante preventive measures under Sections 33A (Water Act, 1974) and 31A (Air Act, 1981).

Scope and Limits of Compensation Powers

The Court cautioned that such compensation cannot be levied for every statutory violation.
It is applicable only when actual environmental damage has occurred or is imminent.
The Court directed that these powers must be exercised only after framing subordinate legislation (rules and regulations) under both Acts.
These rules must ensure adherence to principles of natural justice, providing a fair process before imposing compensatory measures.

Jurisprudence Backing the Ruling

The judgment drew on landmark cases like Vellore Citizens Welfare Forum (1996) and Indian Council for Enviro-Legal Action (1996).
The judgements in these cases emphasized environmental restitution as a constitutional and statutory obligation, distinct from punitive sanctions.

Principles Laid Down by the Court

The Court established key principles guiding PCBs:
- Distinction Between Remedial and Punitive Measures: Restitutionary compensation is preventive/remedial, not punitive. Fines or imprisonment are punitive and require judicial procedures.
- Non-Punitive Nature of Compensation Orders: Monetary compensation for environmental damage is not punitive if imposed under regulatory powers.
- Polluter Pays Principle: This principle is part of Indian law and applies when:
  - Environmental thresholds are breached, causing damage.
  - Environmental damage occurs even if thresholds are not breached.
  - Potential environmental risks are identified, irrespective of breaches.
- Duty of Preventive Action: PCBs must act proactively (ex-ante), even without proven damage, using their powers under Sections 33A and 31A to avert potential environmental harm.

Broad Mandate and Regulatory Responsibilities

The Apex Court highlighted that PCBs possess expansive regulatory powers under the Water and Air Acts, including authority to shut down industries, stop essential services, and issue remedial directions to prevent and control pollution.
These powers come with enormous responsibilities to uphold environmental protection.
It linked the PCBs’ duties to the State's constitutional obligations under Article 51A (Fundamental Duties), particularly in the context of the climate crisis, stressing that water and air protection is of utmost significance.

Strengthening Remedial Jurisprudence

The Court observed that the expansion of fundamental rights, including the right to a clean environment, must be matched by robust remedial powers.
Merely issuing injunctions or compensatory orders is inadequate; restitutionary measures ensuring ecosystem restoration must become a key component of environmental regulation and enforcement.

Source: TH | IE | LL

Pollution Control Boards Environmental Compensation FAQs

Q1: What powers did the Supreme Court grant Pollution Control Boards?

Ans: They can impose restitutionary damages or bank guarantees for preventing environmental harm under Water and Air Acts.

Q2: When can Pollution Control Boards demand compensation?

Ans: Only when actual or imminent environmental damage is established, not for every statutory violation.

Q3: What principle supports environmental compensation?

Ans: The Polluter Pays Principle, embedded in Indian environmental law, mandates polluters to bear restoration costs.

Q4: Are compensation orders punitive?

Ans: No, compensation is remedial or preventive, distinct from punitive fines or imprisonment, which need judicial proceedings.

Q5: What safeguards did the Court mandate for compensation orders?

Ans: Pollution Boards must frame rules ensuring natural justice, transparency, and procedural fairness before imposing damages.