Study On Electric Mobility in India: Submitted in Partial Fulfillment of The Requirements For The Award of The Degree of

Study on Electric Mobility in India
Indian institute of management , Ahmedabad
Submitted in partial fulfillment of the requirements

for the award of the degree of
Bachelor of Commerce (Honours)

BCOM (H)
To
Guru Gobind Singh Indraprastha University, Delhi
Guide: Submitted by:

(Guide Name) (Sameer gaur)
Roll No.:031
Institute of Innovation in Technology & Management

New Delhi – 110058
Batch (2016-2019)
Certificate
I, Mr./Ms. ___Sameer gaur____, Roll No. __0319088816_ certify that the Project
Report/Dissertation BCOM (H) / Code 309 entitled “ Study on Electric Mobility in
India___” is done by me and it is an authentic work carried out by me at
___________________________________________________. The matter embodied in
this project work has not been submitted earlier for the award of any degree or diploma to
the best of my knowledge and belief.
Date: Signature of the Student
Certified that the Project Report/Dissertation of BCOM (H) entitled

“________Study on Electric Mobility in India_____________”
done by Mr. ___Sameer gaur________, Roll No. __0319088816__, is
completed under my guidance.
Name of the Guide: Signature of the Guide

Designation:
Date:
Countersigned
(Director / Project Coordinator)
Acknowledgement
I would like to express my deepest appreciation to all those who

provided me the possibility to complete this report. A special gratitude I
give to our final year project manager, Mrs Mohita mathur, whose
contribution in stimulating suggestions and encouragement, helped me
to coordinate my project especially in writing this report.
Furthermore I would also like to acknowledge with much appreciation

the crucial role of the professors of IIM Ahmedabad who gave the
permission to use all required equipment and the necessary materials to
complete the task M. Srinivas Cherla . A special thanks goes to my
mento, who helped me parts and gave suggestion about the task Mr.
Gaurav kapoor. I have to appreciate the guidance given by other
supervisor as well as the panels especially in our project presentation
that has improved our presentation skills thanks to their comment and
advices.
LIST OF TABLES
Table No Title Page No

1 Details of planned vs Actual data samples 19
2 Roadmap proposed by Niti Aayog for transitioning from 31
ownership based approach to usership based approach
3 Phase wise implementation details 32
4 Table 4 34
5 Business as usual scenario 42
6 Better supporting infrasctructure for EVs (Scenario 1) 44
7 Better price-value proposition in addition to support 44
infrastructure (Scenario 2
8 Table – 8 50
9 Table – 9 57
LIST OF SYMBOLS
S No Symbol Nomenclature & Meaning

1  Sigma (Summation)
2 @ At the rate
3 & And
4 % Percent
5 ( Left Bracket
6 ) Right Bracket
7 $ Dollar
8 = Equal
9 < Less than
10 > More than
11 / Slash
12 . Full stop
13 , Comma
LIST OF FIGURES
Figure No Title Page No

1 Fig 1 Snapshot of the questionnaire 13
14 Fig - 14 Policymaking and technology commercialization 30

interlink
15 Fig - 15 Consumer Awareness on EVs & Govt. 40
Inventives
16 Fig – 16 Comparison of Actual Travel Vs Range for 42
electric two wheeler
17 Fig - 17 Range expectation for electric four wheeler 42
18 Fig 18 Ranking of purchase criteria 43
19 Fig 19 Effect of predisposition on vehicle choice in 44
"Business as Usual" case
20 Fig 20 Ola 45
21 Fig 21 Consumer propensity to purchase EV when 47
presented with Scenario 1
22 Fig 22 Consumer propensity to purchase EV when 47
presented with Scenario 1 & 2
23 Fig 24 Gender of the respondents 48
24 Fig 25 Education of the respondents 49
25 Fig 26 Annual Income of the family 49
26 Fig 27 50
27 Fig 28 51
28 Fig – 29 52
29 Fig – 30 53
30 Fig – 31 Factors considered during purchasing a car 53
31 Fig 32 Preference of location for charging EV 55
32 Fig 33 Maximum allowed waiting for 40 km range 55
extension
LISLIST OF ABBREVIATIONS
S No Abbreviated Name Full Name

1 2W Two Wheeler
2 4W Four Wheeler
3 BAU Business as Usual
4 GOI Government of India
5 ASDC Automotive Skills Development Council
6 NBEM National Board for Electric Mobility
7 NCEM National Council for Electric Mobility
8 CRM Customer Relationship Management
9 EPS Earning Per Share
10 NEMMP National Electric Mobility Mission Plan
11 NMEM National Mission on Electric Mobility
12 PHEV Plug in Hybrid Electric Vehicles
13 PPP Public Private Partnership
14 EV Electric Vehicles
15 UNEP United Nations Environment Program
16 FAME Faster Adoption of Hybrid and Electric
Vehicles in India
17 EESL Energy Efficiency Services Limited
18 CKD Completely Knocked Down
19 DHI Department of Heavy Industries
20 ICEV Internal Combustion Engine Vehicle
Contents
S No Topic Page No
1 Certificate (s) 2-3
2 Acknowledgements 4
3 List of Tables 5
4 List of Symbol 5
5 List of Figures 6-7
6 List of Abbreviations 7
7 Chapter-1: Introduction 8 - 10
8 Chapter-2: Research Methodology 11 - 47
9 Chapter-3: Data Presentation & Analysis 48 - 56
10 Chapter-4: Summary and Conclusions 57 - 60
11 References/Bibliography 61
12 Appendices 62 - 65
Chapter - I : Introduction
Profile of Industry
Increasing level of air pollution in Indian cities has been a cause of concern for policy
makers. More than 25 Indian cities are within the 100 most polluted cities in the World
1. The cause of growing air pollution in cities is related to a variety of sources however
transport sector makes significant contribution
2. It is important the emissions from transport sector are minimized. The adverse effects
of air pollution on human health and to the economy are well known and therefore to
minimize the impact on the environment, policy makers are considering several
options. Electric vehicles have been seen as a promising technology option and
several national governments have successfully implemented policies to promote the
technology. Indian government is keen to promote electric vehicles as a green
mobility options and is also considering it as a viable solution to reduce air pollution
in cities. Globally there are several success stories and best practices. For example,
China has taken to electric vehicles in a big way for two wheelers and buses. In the
UK, cities like London are giving incentives such as grants to purchase new electric
vehicles, exemptions from congestion charges and free or reduced parking charges for
electric vehicles in many boroughs. In India, electric 3 wheelers have been partly
successful, however not much diffusion of electric vehicles has happened within 2
wheelers, 4 wheelers and city bus fleets. Techno-economic assessments however
show that electric two wheelers can become commercially viable by 2020 itself and
electric four wheelers can be a major technology option by 2030
3. If government provides incentives and infrastructures for charging are available. A
strong climate policy also advances the cause of electric vehicles. The government is
keen on promoting electric vehicles and the Minister of Power
4. Has even put an ambitious goal of becoming 100% electric by 2030.
The other ministries, particularly Minister of Road Transport and Highways, made a strong
statement at Society of Indian Automobile Manufactures (SIAM) annual convention, that has
unnerved the automotive industry.
Profile of Institution
IIM Ahmedabad was established on 11 December 1961 with the active support of
the Government of India, the Government of Gujarat, Harvard Business School, and
prominent members of Indian industry. The physicist Vikram Sarabhai and
businessman Kasturbhai Lalbhai, both natives of Ahmedabad, played pivotal roles in setting
up the institute. The institute's Kasturbhai Lalbhai Management Development Centre and a
Kasturbhai Lalbhai Chair in Entrepreneurship are named in his honour. The management
educator Ravi J. Matthai and several other Ahmedabad-based industrialists also played a
major role in its creation
Academics
Like other IIMs, IIM Ahmedabad currently offers post graduate diplomas in management, not
degrees, pending the approval of the Indian Institute of Management Bill, 2017.[14]These
include two-year full-time programmes (PGP),[15] one-year full-time residential executive
programme (PGPX),[16] and ePost Graduate Programme (ePGP) in Management.[17]IIM
Ahmedabad also offers doctoral level fellowship programmes.[18] The institute conducts a
number of executive education and faculty development programmes.
 Post Graduate Programme in Management for Executives (PGPX) / Executive
Post Graduate Programme in Management (EPGP)
 Fellow Programme in Management (FPM)
 Armed Forces Programme in Business Management (AFP)
 Post Graduate Programme in Food and Agri-business Management (PGP-
FABM)
 ePost Graduate Programme (ePGP)
Exchange Programmes
IIMA has affiliations with 78 leading business schools across the world. In 2015-16, 140 students
from IIMA spent a semester at affiliate business schools across North America, Europe, Africa,
Australia and the Asia Pacific region, while 87 students from foreign colleges spent a semester at
IIMA for the same period. The Institute has a Dual Degree programme arrangement with a few
business schools such as HEC Paris, Bocconi University, ESSEC Business School in Paris, University
of Cologne and ESCP Europe. Some of the students going on exchange receive scholarships from the
Institute, DAAD Germany, the French Government and participating schools.
Notable faculty
19th Governor of the Reserve Bank of India C. Rangarajan was a faculty Professor] of economics here
and was later awarded the title of Honorary Fellow of IIM-A in 1997. N. Ravichandaran who is
currently a Professor, previously served as 4th director of Indian Institute of Management
Indore.] Abhishek Mishra was a faculty member for six years, before leaving to become a member
of Samajwadi Party and an elected MLA of Uttar Pradesh. Anil Kumar Gupta was a professor who
was awarded Padma Shri for his contributions to management education.
Notable alumni
 Beheruz Sethna – 1st President of University of West Georgia
 Baba Shiv, Professor of Marketing at Stanford University Graduate School of Business
 V. Kasturi Rangan – Malcolm P. McNair Professor of Marketing at Harvard Business School
 Jagmohan Raju – Joseph J. Aresty Professor at Wharton School of the University of
Pennsylvania
 Harbir Singh – Mack Professor of Management at Wharton School of the University of
Pennsylvania
Arts and social work
 Nachiket Mor, National Director for Bill and Melinda Gates Foundation - India
 Gaurav Dagaonkar '06 – music director, vocalist and songwriter
 Vijay Mahajan '80 – founder and CEO of the BASIX initiative
 Shakti Maira – Artist, sculptor and writer
 Mallika Sarabhai '74 – classical dancer; activist; director of Darpana Academy, Ahmedabad
 Salil Shetty '83 – Secretary-General of Amnesty International
Business
 Sarathbabu Elumalai – Founder and CEO of FoodKing

 Rajesh Gopinathan '96 – CEO and MD, Tata Consultancy Services
 Piyush Gupta '83 – Chief Executive Officer, DBS Bank
 Nirmal Jain, founder and chairman of India Infoline (IIFL)
Objective of study
(1)To study
1. Assess the consumer awareness and capture their perceptions about EV.
2. Evaluate consumer sensitivities on tangible and intangible parameters involved in
purchase decisions related to EV.
3. Develop understanding about the current state of infrastructure and barriers to wider
adoption of EV and propose improvements.
4. Study policy and regulatory aspects and come up with recommendations to the
authorities.
5. Ambitious target to switch to 100% EV by 2030.
6. Govt. vehicles to be switched to EV over the next few years. Procurement already
ongoing.
7. To be conducted on behalf of a leading Automobile Maker.
8. Scope of work:
 Understanding the consumer perception on Electric Vehicles
 Identifying the challenges, Roadblocks and triggers to market penetration.
 On basis of above undergo a SWOT analysis
 Develop business strategy for the automaker for entering the Electric Mobility space
Timelines :
 Start date 26th February 2018 end latest by 7 March 2018.

 600 Sample points for each city.
(2) To Compare
1. The price of electric vehicle as compared to a normal vehicle.
2. Central government subsidy for purchasing EV:

 Upto 29K on two wheelers; 51K on three wheelers.
 Upto 1.4L on four wheelers & 61L on buses.
3. High duty structure and taxation.
4. Most vehicle components are imported and domestic supply chain is not yet
established Infrastructure for EV’s such as charging stations are not available.
Chapter - II : Research Methodology
(a) Methodology used for Data Collection :
Design and conduct a comprehensive survey in order to understand consumer

perceptions about electric vehicles
A. will be conducted in two stages.
1. The first stage include designing an exhaustive questionnaire in consultation which

was designed by IIMA and Sustain impact .
2. For the second stage, we will then conduct a detailed consumer survey at showroom
service centres, Petrol pumps in Jaipur. to gather approximately 150 data points to
throw light on following:
 Consumer Awareness & interest in EV.
 Consumer behaviour, requirements and options for commute
 Consumer stimulation towards different options or situations (Present the consumer
with flashcards about multiple scenarios, and record user reactions to those scenarios)
The survey will be structured for a face to face interview format, but we will also
employ other means such as web, e-mail, phone or postal surveys as deemed
appropriate on a case by case basis. We would make every effort to keep the survey
questionnaire up to the point and under 10 minutes per interview. The questionnaire
shall be designed in such a way that it capture the change in consumer perception and
thus the prospective sale under different scenarios of
a. Business as usual approach
b. Under an ecosystem where improved supporting infrastructure exists
c. In addition to the supporting infrastructure, government incentives are introduced .
B. Study the current state of infrastructure and barriers to wider adoption of EV

and propose improvements
Conduct literature review and interview urban development officials, power
distribution companies to understand the current situation of infrastructure and
provisions under government schemes for promoting use of EV. Also survey the
availability of physical infrastructure and talk to at least 10 EV owners to capture their
opinion about the infrastructure.
C. Use insights to explore government policies and environmental parameters
needed to create a favourable and enabling environment for electric vehicles in
India.
In the end, we will undertake a detailed study of government policies related to EV
applicable in the surveyed city and also take a look at environmental parameters like
Electric Prices, Oil Prices, Battery development etc. and their expected impact on EV
market in future. This would also include study of supply chain such as supplier,
distributor and service network including vehicle technologies available for choice
What is a Survey?
Technically, a survey is a method of gathering and compiling information from a group of
people, more often known as sample, with an intention of gaining knowledge by
organizations, businesses or institutions. This information or opinion collected from sample,
is more often generalization of what a large population thinks.
Surveys provide important or critical information in the form of meaningful data which is
further used by businesses or organization to make informed and sound decisions. There are
different types There is much variety when it comes to surveys. This is both in terms of with
what frequency a survey is administered and in what ways a survey is deployed to its
respondents.
Types of Survey
Now that we know what a survey is, let us understand the different types of surveys. Surveys
can be classified in different ways, as mentioned earlier, depending upon the frequency at
which they are administered and ways in which they are deployed. There are other types of
survey like random sample survey (to understand public opinion or attitude) and self-selected
type of surveys. You will read more about types of a survey in the following paragraphs.
Types of survey based on deployment methods:
1. Online surveys: One of the most popular types of survey is online survey.
With technology advancing many folds with each passing day, online survey
is becoming more popular. This survey consists of survey questions that can
be easily deployed to the respondents online via email or they can simply
access the survey if they have an internet connection. These surveys are easy
to design and simple to deploy. Respondents are given ample time and space
to respondent to answer these surveys and so researchers can expect unbiased
responses. They are less expensive as compared to traditional surveys and
data can be collected and analyzed quickly.
2. Paper surveys: As the name suggests, this survey uses the traditional paper
and pencil approach. Many would believe that paper surveys are a thing of
past. However, they are quite handy when it comes to field research and data
collection. These surveys can go where computers, laptops or other handheld
devices cannot go. There is a flipside to it too, this survey type is the most
expensive method of data collection. It includes deploying a large number of
human resources along with time and money.
Questionaire
A questionnaire is a research instrument consisting of a series of questions for the purpose of
gathering information from respondents. Questionnaires can be thought of as a kind of
written interview. They can be carried out face to face, by telephone, computer or post.
Questionnaires provide a relatively cheap, quick and efficient way of obtaining large amounts
of information from a large sample of people. Data can be collected relatively quickly
because the researcher would not need to be present when the questionnaires were completed.
This is useful for large populations when interviews would be impractical.
.
Questionnaire Formats
Depending upon the nature of the questions in a questionnaire, there can be different
types of questions in questionnaire -
1. Questions in Open Ended Format
Questions that allow the target audience to voice their feelings and notions freely
are called open-format questions or open-ended questions. These questions are not
based on pre-determined responses, giving respondents an opportunity to express
what they feel is right, and often provide real, perceptional, and at times, startling
proposals. Open-ended questions placed at the end of a questionnaire tend to draw
accurate feedback and suggestions from respondents as well.
Fig 1
2. Questions in Closed Ended Format

Questions which have multiple options as answers and allow respondents to select a
single option from amongst them are called closed-format or closed-ended questions.
As a fixed answer set is provided, these are ideal for calculation of statistical
information and percentages of various types. Closed-ended questions help to arrive at
opinions about a product or service, and sometimes, about a company, in a more
efficient manner.
Types of Closed Format Questions

Closed-ended questions which are aimed at collecting accurate statistical data can be
classified into the following seven types:
Importance Questions
Questions which ask respondents to rate the importance of some specific matter on a
rating scale of 1 to 5 are called importance questions. Such questions facilitate drawing
what respondents This type of questionnaire is especially useful when conducting
preliminary analysis. consider significant - enabling vital business decision-making.
Fig 2.
Likert Questions
The degree to which respondents agree to a specific statement can be ascertained using
Likert questions. Customers' feelings about a topic, product or service can be easily
gauged by asking them these questions.
Fig 3
Dichotomous Questions
Questions that make respondents answer with a simple "yes" or "no" are called
dichotomous questions. These questions carry one disadvantage-there is no other way
of analyzing the answer between a "yes" and "no". A middle perspective is not
possible.
Fig 4
Buying Propensity Questions

These are aimed at assessing customers' future intentions, determining their propensity
toward buying a specific product or service. Buying propensity questions help
marketers to understand the needs of customers and the probability of their buying a
certain product or a service.
Fig 5
3. Other Types of Questionnaires
Apart from the above-mentioned two broad classifications there are two more types
which are rarely used in practice, namely; Mixed Questionnaire and Pictorial
Questionnaire.
 Mixed questionnaires consist of closed as well as open-ended questions. These are

normally used in the field of social research.
And
Fig 6
A detailed questionnaire has been designed keeping in mind the objectives of the study. A
mix of multiple choice and open ended questions has been used depending on the nature
of information sought from the consumer. The questionnaire has been designed to start
with a few warm up questions in the first two sections and then advance into more pointed
questions that will help understand the consumer preferences and decision making. The
intent is to keep the interaction under 10 minutes and will constitute between 25 – 30
questions in all. The questionnaire is organized into five sections:
 Travel patterns and Vehicle ownership: This section captures details pertaining to the
vehicle ownership of the person being interviewed. This will help us in understanding
the type of vehicles the consumer owns and their daily travel log.
 Awareness about Electric Vehicles: In this section we try to understand the general
awareness of consumer when it comes to electric vehicles. This will give us an
indication of the marketing communication and information dissemination
requirements, and the effectiveness of current approaches.
 Consumer preferences about Electric vehicle: In order to truly succeed in any market,
it is very important to understand the consumer perspective, and offer a solution that
meets the consumer’s requirements. To this end, we plan to understand the current
barriers and prioritise the requirements accordingly.
 Scenario exercises: Through the scenario exercises, we plan to capture the change in
consumer perception and thus the prospective sale under different scenarios that are
detailed in WP1 above. Flash cards, will be employed in order to communicate
scenarios to the consumer, and record his/her response to the scenarios presented.
 Consumer profile: Demographic and general consumer information is captured in the
final section.
Sectional division of the questionaire

1) Prevailing commuting experience
Fig 7
Travel pattern
Fig 8
Consumer perspectives / preferences

Fig 9
Fig 10
Fig 11
Demographic Information
Fig 12
In addition to the questionnaire, interviews of municipality, urban local bodies, government

officials, and automotive dealers were conducted in order to capture their perspectives and to
understand their alignment with the goals set out by the central government. These interview
questions were put together using a market mapping approach [5], which focuses on covering all
the interlinked components in the value chain right from the conception till delivery to the end
consumer. Using this framework, all the stake holders were identified and their role in the market
outlined i.e. Enabling environment, Core market actors and Input service provision. The Figure 2-
3 details a preliminary market map for electric cars as developed in a UNEP funded project
“Technology Needs Assessments”
Fig 13
There are multiple players in the EV market and it is very crucial to pick the right sample so
as to get the representation of various stakeholders in EV ecosystem . We plan to use a
questionnaire format to record responses of potential and existing EV owners . Questions will
be adjusted between the questionnaires used for potential and existing consumers in order to
keep them relevant for both the groups. In order to capture views of the administration , we
plan to interview various governments and urban local body officials . we will also interview
automotive dealers in order to understand the views of auto industry and other core players
when it comes to electric mobility. All put together, we plan to conduct 1000 consumer
interviews and around 20 – 30 interviews of all the other stake holders in EV segment . The
table below gives a tentative breakup of the sample space
Table 1 Details of planned vs Actual data samples

Survey execution
The project execution was split down in to multiple stages and activities were defined for
each stage.
i. Preparatory Phase:
1. Preparation of initial questionnaire
2. Conducting sample survey
3. Finalizing questionnaire
4. Identify locations and seek permissions from government
departments for conducting survey
ii. Field work Phase
1. Primary survey of prospective and existing consumers
2. Interview of Auto Dealerships
3. Interview of Municipal, Urban local body officials, Supporting
organizations and other Stakeholders
Preparatory Phase
a) A preliminary questionnaire was prepared based on the objectives and scope of the
project. Organization of the questionnaire and details of its subsections have been
covered in the “Questionnaire” section above.
b) After taking consent from IIM Ahmedabad on the preliminary questionnaire, a

sample survey was conducted by the summer interns with over 20 participants at
the university campus. Based on consumer responses to the sample survey, wording
of a few questions was modified to make them clearer, format and rating scales of a
couple of questions were changed, and a few other questions were broken down
into multiple parts. The revised and fine-tuned questionnaire was then sent to DTU
for final approval.
c) The following factors were considered in choosing the location for survey. The
location should be able to provide us with unrestricted access to a good number of
candidates with
I. Spare time on hand so that the participant can give a quality interview
II. Exposure or experience of participant with purchasing a vehicle
III. Higher probability of the participant owning a vehicle
d) Participants of both genders and from all age groups
e) Minimum basic awareness about automobiles and electric vehicles
Based on the above criteria we found that passenger waiting halls at Railway stations and
Bus stations, consumer lounges at auto service centres, food courts and resting / seating
areas in malls to be ideally suited for our survey. In addition to that, we also got permission
from a few private organizations and PSU companies to interview their employees during
break time.
Field work Phase
Field work was completed with the help of under graduates or post graduates summer
interns from various public and private universities of the country . They were assigned the
task of primary data collection by conducting face to face interviews at designated locations.
We had a daily roundup call at 20:30 in order to facilitate knowledge sharing about
consumer behaviour patterns that the team members were observing at different locations,
interviewing tips and to respond to any concerns that Study on Electric mobility in India .
Survey timings were also adjusted for various locations in order to get a better mix of
consumers and also to ensure a higher footfall and hit rate. For instance at railway stations
it was observed that most of the travellers during day time (9:00 - 15:00) were visitors or
non-locals who were coming to Hyderabad on business or personal reasons, or were
returning back to their home towns. On the other hand there was a higher distribution of
local travellers early in the morning (6:00 - 9:00) or late afternoon and evening (after 15:00).
This was because many long distance trains have a transit halt at Hyderabad during the day
time, whereas there are lot more local trains that originate from or terminate at Hyderabad
early in the morning or late in the afternoon and in the evening respectively. Similarly for
auto service centers, it was observed that lot of 4W drop offs were scheduled, and vehicle
owners did not visit the service center for dropping off their vehicles. Whereas most of the
4W vehicle owners turned up for picking up their vehicles in the evening between 16:00 –
19:00. The case was different for 2W service centers, in that customers were present both
during drop off and pick up times. Even in this case, the hit rates were lower during the drop
off time as most of the consumers would be rushing to work in the morning, whereas it was
easier to get responses in the evening time when the consumers would come for picking up
their vehicles.
In addition to the consumer interviews, sales managers or heads of selected auto

dealerships of major domestic and global two and four wheeler auto makers like Suzuki,
Toyota, Mahindra, Tata, Honda, Hero Motors, TVS, Bajaj, Volkswagen, Skoda, Renault /
Nissan, BSA etc. were interviewed for the study. A total of 14 dealerships were interviewed.
For the stake holder interviews, we approached auto component makers, electric vehicle
manufacturers, Indian Railways, Telangana State Road Transport Corporation, Hyderabad
Metro Rail Corporation, Hyderabad municipal and state government departments. A total of 5
stake holders have been interviewed for our study. We have official clearances from the
respective authorities to publish their interviews conducted as a part of this study.
Methodology used for Data Analysis
We start our analysis by summarizing the views of various stake holders who play a role in
the electric vehicle ecosystem.
Electric Vehicle Component Manufacturers

Few EV component manufacturers who are involved in the manufacture of chargers and
controllers for electric vehicles were interviewed. They are also working on developing
specialized battery packs and storage solutions based on the end usage of the vehicle. For
instance they have separate battery recommendations for passenger rickshaws and small load
autos, cabs v/s private cars etc.
They mentioned that today almost all the electrical modules, motors, controllers and batteries
are imported from China, while the structural components connected to the chassis such as
steering, brakes, suspension, air conditioning are generally sourced locally by the auto
makers. The primary reason for this is because there is an indigenous supply chain of
conventional auto component makers who can supply structural components for EV at
competitive prices. On the other hand technical competency is lacking among Indian
manufacturers for production of Lithium ion batteries and other electronic and electrical
components in India. Chinese suppliers are at least 5 years ahead in technology, and offer
products at a predatory price. Further they are incentivised by the Chinese government with
tax breaks and subsidies on exports. Unless there is a huge demand, new entrants cannot
achieve the economies of scale that would be required to compete against the more
established Chinese players. Further, there are no major entry barriers on import and trading
of these components, so it is cheaper to import from China than to manufacture them in India.
All these factors make it unattractive for the Indian auto component manufacturers to invest
in domestic manufacturing, when they can actually import goods at a reasonable cost to meet
the current market demand.
Take for instance the specific case of energy storage batteries used in EVs. The transition to
EVs would require a battery capacity of about 400 GWh (gigawatt hours) each year, which,
as per research conducted by Council on Energy, Environment and Water (CEEW), is
equivalent to increasing the current global EV battery production by a factor of four, just to
cater to the Indian EV market. Currently China is in the lead position followed by the US
with installed capacities of 125 GWh and 35 GWh respectively. Germany is leading the EU
nations and plans to have 34 GWh capacity by 2019. Currently 100% of Li-ion batteries are
imported. It was for the first time in 2016 that Central Electrochemical Research Institute
(CECRI), Karaikudi in Tamil Nadu, set up the first indigenous Li-ion fabrication facility that
has applications in defence, solar powered devices, railways and other high end usages. EVs
will create a huge demand for Li-ion batteries, and this is an ideal opportunity for the
domestic auto component manufacturing industry to transition into.
Analysis of Dealers and Stakeholder Interviews
A total of 14 dealerships were interviewed. Major domestic and global two and four wheeler
auto makers like Suzuki, Mahindra, Tata, Nissan, Honda, Fiat, Mitsubishi, Bajaj,
Volkswagen, Skoda, Volvo, Renault and BSA were interviewed for our study.
EV awareness and market potential – Auto Dealership perspective
Most of the dealerships mentioned that there is very little awareness of EVs among
consumers. Not just consumers, there is also very little awareness among auto dealerships
about the plans of their respective auto makers about EVs. This overall poor market
awareness results in very few inquiries for EVs. Less than 5% of the total inquiries in a
month are for EVs, and fewer still (~20% of the EV inquiries) actually convert into orders.
Despite the higher prices, margins on BEVs are lower than conventional ICEVs or mild
hybrids. This is partly because of the auto makers not being able to reach economies of scale
with low volumes, but also partly due to the complicated government subsidy disbursement
process. The subsidy is not directly passed on to the consumer by the government, but the
dealer needs to sell the vehicle at reduced price to the consumer at the time of sale, and then
needs to recover it from the government through an e-platform developed by the government.
This makes it convenient for the consumer and the government, but the time taken for
recovery makes it unpalatable for the dealership. All these put together demotivate the sales
team and the dealerships to pursue sale of XEVs. One of them mentioned that a lot of 2W
dealerships had stopped offering electric 2W after EV sales had dropped between 2013-2016.
After sale service and battery recycling
The dealerships were also not confident of providing the same level of after sale service to
EV owners as they would to ICEV owners. Components for EVs are mostly imported by auto
makers, and the lead times are very high. Also the EV technology is evolving rapidly and
components change frequently. So most of the local auto component re-sellers do not stock
EV components, and it is also not possible for auto service centers have to maintain local
inventory of all the components. The service centers make every effort to maintain minimum
inventory of critical spares and problematic components. Also there is a scarcity of trained
staff to work on EVs and so not all service stations are capable of repairing EVs. All these
resource bottlenecks, cause delays in service of EVs and there have been instances where
customers had to wait for a couple of weeks to get their EVs repaired. Strangely, the
dealerships / service centers did not express any concern about future availability of skilled
servicemen or re-training of existing staff to work on EVs. They mentioned that by the time
EVs become prevalent, most of the service personnel will re-skill themselves through
unorganized means. They even drew parallels to service technicians at electrical and
electronics gadget repair centers, and computer and mobile repair shops that spawned in
every nook and corner. These technicians mostly do not have any formal training, but have
learned troubleshooting of hi tech electronic gadgets on the job.
One more problem that service centers mentioned is that most of the times residences of
consumers do not have proper earthing or adequate power supply at the parking lot to setup
charging stations. So the dealerships offer technical support and can even arrange for an
electrician to setup the charging point, but would charge additional for material and service.
There was a mixed response from the dealerships on whether or not automakers provide any
assistance on recycling of used EV batteries. Most of the dealerships mentioned that the
automaker would provide assistance on replacing the battery upon end of its service life, but
they were not certain on recycling facilities for EV batteries. They expect the strong battery
recycling network that exists for conventional lead acid batteries would play an important
role in recycling of EV batteries as well.
Other stakeholder perspectives
For the stakeholder interviews, we approached auto component makers, electric vehicle
manufacturers, Indian Railways, Telangana State Road Transport Corporation, Hyderabad
Metro Rail Corporation, Greater Hyderabad Municipal Corporation, and Industries &
Commerce (I&C) and Information Technology (IT) Department of the Telangana
government. A total of 6 stake holders have been interviewed for this study.
The awareness of common man about any product or technology is primarily driven by his
consumption of the product. From that perspective, a common man is still not aware of EV’s
as much as he would be aware of the tradition IC engine vehicles or even latest mobile
technologies. Even those who know something about EVs have a very low level of
understanding and all they think is that electric vehicles are slow moving vehicles. But there
is lot of curiosity among masses about the Electric vehicles and an increasing awareness due
to adoption of EVs in public transport by various cities and states. Even within their
respective organizations, only the persons / departments handling EV projects or activities are
aware about initiatives of the state government or municipality on EVs. The primary reason
for this is because this is a nascent area and there are very few projects or activities being
pursued at present in this area. So only designated government department that is responsible
for EVs is aware of it. Once state level policies for EVs are developed following the release
of central government policies on EV, the roles and responsibilities will become clear to the
government machinery.
One more problem that service centers mentioned is that most of the times residences of
consumers do not have proper earthing or adequate power supply at the parking lot to setup
charging stations. So the dealerships offer technical support and can even arrange for an
electrician to setup the charging point, but would charge additional for material and service.
There was a mixed response from the dealerships on whether or not automakers provide any
assistance on recycling of used EV batteries. Most of the dealerships mentioned that the
automaker would provide assistance on replacing the battery upon end of its service life, but they
were not certain on recycling facilities for EV batteries. They expect the strong battery recycling
network that exists for conventional lead acid batteries would play an important role in recycling
of EV batteries as well.
Other stakeholder perspectives
For the stakeholder interviews, we approached auto component makers, electric vehicle
manufacturers, Indian Railways, Telangana State Road Transport Corporation, Hyderabad Metro
Rail Corporation, Greater Hyderabad Municipal Corporation, and Industries & Commerce (I&C)
and Information Technology (IT) Department of the Telangana government. A total of 6 stake
holders have been interviewed for this study.
The awareness of common man about any product or technology is primarily driven by his
consumption of the product. From that perspective, a common man is still not aware of EV’s
as much as he would be aware of the tradition IC engine vehicles or even latest mobile
technologies. Even those who know something about EVs have a very low level of
understanding and all they think is that electric vehicles are slow moving vehicles. But there
is lot of curiosity among masses about the Electric vehicles and an increasing awareness due
to adoption of EVs in public transport by various cities and states. Even within their
respective organizations, only the persons / departments handling EV projects or activities are
aware about initiatives of the state government or municipality on EVs. The primary reason
for this is because this is a nascent area and there are very few projects or activities being
pursued at present in this area. So only designated government department that is responsible
for EVs is aware of it. Once state level policies for EVs are developed following the release
of central government policies on EV, the roles and responsibilities will become clear to the
government machinery.
Existing Consumer Interviews
We interviewed a total of 9 EV owners in the city of Hyderabad. As early adopters, the existing
consumers were aware of the occasional issues that come along with new products like poor
support ecosystem, technical limitations and maturing technologies, no resale options or resale
value etc. Despite some of those limitations, they went ahead because the benefits like automatic
transmission, low running cost and environmental friendliness and outweighed the limitations
like low range, uncertainty and high cost. In order to have a better support mechanism to help
overcome some of these limitations, the users developed social media communities on WhatsApp
and Facebook and shared concerns and DIY approaches to resolving everything from refilling of
customized lead acid batteries to improving the effect of air conditioning in summers to nearest
charging points and other emergency failures. One of the common concerns mentioned by all the
customers was that the service stations do not give priority to EV owners and take a lot of time to
resolve issues. At times customers ended up posting their issues publicly on Facebook etc. before
the consumer support decided to act on their issues at a higher level. When questioned about what
are the most important criteria for a purchase decision, most of them put Environment and
Driving range on the top; initial purchase cost, maintenance and running costs, and availability of
charging stations came next; and performance, styling, availability of variants and resale value
were considered the least important criteria in making a purchase decision.
Incentives, Infrastructure and Projects.
Telangana State: Government is actively promoting the generation and use of renewable
energy and see it as an ideal starting point to improve air quality problem. It is also
encouraging the vehicle aggregators in expanding their base in the state to propagate
shared mobility concept along with EV fleet introduction to deal with vehicular pollution
concerns. Various proposals for EV introduction in public transport are also at advance
stages of planning. The government has proposal to set up 4-5 charging under PPP and will
be operational by the end of 2017. More charging stations will be added on a periodic basis
as the demand grows. In addition Telangana state has already exempted EV’s from road tax
and other incentives are under advanced stages of consideration. Details will be shared at
an appropriate time.
HMRL: Hyderabad city is facing severe traffic congestion and increased pollution levels.
High emissions of CO, CO2, SO2, NOX, TSPM, RSPM, etc. and deterioration of Air Quality
Index is posing a major threat to the health of denizens. Keeping in view of all these factors,
Hyderabad Metro Rail is being built not as a simple Metro, but an urban redesign &
rejuvenation effort to transform Hyderabad into a people friendly green city with good air
quality and living standards. In this direction, HMRL is critically considering usage of
electrical vehicles as feeder services not only to provide seamless travel to the commuters,
but also to reduce carbon footprint. These vehicles will be specifically designed to be eco
friendly, aesthetic and safe. They will run on battery and will be zero air and sound pollution
vehicles.
GHMC: Currently the municipality is not running any programs for EVs, but will be
supporting other departments. We are identifying government lands in prime areas for
setting up charging stations, and are discussing with urban planning and electricity board on
the feasibility of high power charging stations. We are pushing for converting cabs to CNG
and other pollution free technologies. We are aware of ongoing talks with Ola to convert
conventional fleet vehicles to e-vehicles and launching them in Hyderabad, and the pilot run
that TSRTC is conducting.
TSRTC: TSRTC is currently running a pilot for 2 months on EV buses supplied by BYD, China.
The bus has a range of 250 km on full charge and consumes around 1kw/km. This translates
to Rs 8/km running cost for electric, compared to Rs 30/km for diesel. However, the capital
costs for this bus are almost 4-5 times that of a regular bus. We have submitted a proposal
with Dept. of Heavy Industries (DHI) for allocating subsidy for 100 E-buses. They have
agreed to fund the project but are yet to disburse the funds. TSRTC will not be able to foot
the bill out of its budget. If the project gets underway, we are planning to operate these E-
buses in a PPP mode. Since TSRTC owns and operates its own workshops, we are also
concerned about lack of knowledge among our service staff. There is a urgent need to revise
curriculum in ITI’s etc. so that the students become more aware of electrical subjects in
addition to the mechanical and automotive engineering.
Indian Railways: IR is a central government undertaking and does not engage in any state
projects. IR was the first to pursue electrification in a big way and most of our locomotives
are propelled by electricity. We offer two charging stations at Secunderabad railway station
for free, but have not seen a single consumer use them so far. This is because there are no
EV users and the few who use it, do not see a need to visit railway station for charging their
EVs. Our primary business is transportation of passengers and freight and we prefer to focus
our efforts on those. We will continue to evaluate meaningful ways to provide support to
our consumers / passengers in the future and take necessary steps.
Policy and Regulatory frameworks for EVs in India

While many countries have included EVs as an element of transportation policy, their
responses have varied according to their stage of economic development, energy resource
endowments, technological capabilities, and political prioritization of responses to climate
change. In India, a particular set of circumstances which are conducive to a sustainable
mobility paradigm have created an opportunity for accelerated adoption of EVs over vehicles.
These are:
1. A relative abundance of exploitable renewable energy resources.
2. High availability of skilled manpower and technology in manufacturing and IT software.
3. An infrastructure and consumer transition that affords opportunities to apply technologies

to leapfrog stages of development.
4. A universal culture that accepts and promotes sharing of assets and resources for the
overall common good. These circumstances position India to pursue an EV policy which
systematically ensures that India’s EV program keeps pace with the global scale since large
economies seem to take significant steps towards electrification of vehicles. India’s growth
prospects create potential for developing leadership in EV in certain segments. In that sense,
the policy will encourage a path which starts with India-specific characteristics and initiatives
for its auto sector, building towards global relevance and applications.
The key objectives of the EV policy are:
1. Reduce primary oil consumption in transportation.
2. Facilitate customer adoption of electric and clean energy vehicles.
3. Encourage cutting edge technology in India through adoption, adaptation, and research and
development.
4. Improve transportation used by the common man for personal and goods transportation.
5. Reduce pollution in cities.
Considering the current adoption rates for EV, a switch over to EVs would not only require a
significant push from the government both in terms of policy and regulatory environment, but
also would need to localize the supply chain, and enhance domestic capacities for product and
technology development for BEVs. Figure 6-1 shows the policymaking and technology
commercialization interlink that needs to be created for a sustained advancement of the industry.
Fig - 14 Policymaking and technology commercialization interlink

The Department of Heavy Industry (DHI) is the nodal department of GOI for the automotive
sector and has taken a number of initiatives aimed at accelerating the growth and development of
Indian automotive industry. It is also entrusted to develop a 10 year roadmap for automotive
industry i.e Automotive Mission Plan (AMP). The AMP is the collective vision of Government of
India (Government) and the Indian Automotive Industry on where the motor vehicles, auto
components, and tractor industries should reach over the next ten years in terms of size,
contribution to India’s development, global footprint, technological maturity, competitiveness,
and institutional structure and capabilities. The first decadal AMP was published for 2006-2016
and was followed by the second AMP 2016-2026.
AMP 2026 seeks to define the trajectory of evolution of the automotive ecosystem in India
including the glide path of specific regulations and policies that govern research, design,
technology, testing, manufacturing, import/ export, sale, use, repair, and recycling of
automotive vehicles, components and services [13]. But AMP2026 does not focus on EVs and
does not have any provisions for the electric vehicle industry as AMP has a broader mandate for
improving auto industry in general.
Though commendable initiatives have been taken by GOI since 2010, the policy framework for
EVs is still evolving. Among the primary factors that influenced government into proactively
developing policies are:
 Fast dwindling petroleum resources

 High current account deficit owing to huge oil import bill
 Environmental considerations, climate change
 Worldwide shift to more efficient drive technologies and fuel efficient systems
This require a paradigm shift from the current petroleum based mobility towards more efficient
and cleaner alternates such as electric vehicles, hybrids, fuel cell vehicles etc., which have a
lower per km energy consumption. However the high cost of technology, cost conscious
consumer mind set and almost non-existent government support were major impediments
towards such transformation. In order to catalyse such change and create a sustainable
framework, the then Indian government in 2011 initiated National Mission on Electric Mobility
(NMEM), and cleared the proposals setting up of a National Board for Electric Mobility (NBEM)
and National Council for Electric Mobility (NCEM).
NMEM and NEMMP
The objective of NMEM the program was to overcome above barriers through a collaborated
approach between different stakeholders, providing necessary government support and
effecting the entire transformation under a mission mode approach. Earlier in April 2017, a 6
member NBEM board was constituted. This board will examine, formulate and propose short
and long-term plans and contours of the mission programme on electric mobility, and roles and
responsibilities of the various stakeholders. The mandate of NBEM is to improve communication
between government and industry and to resolve difference of opinion, if any, among various
ministries. It will examine, recommend, monitor and review electric mobility related R&D
projects and pilot projects and also evaluate and propose business models for popularising
electric mobility.
Under the National Mission on Electric Mobility, a plan was set up to ensure saving on
transportation fuel in coming years through initiation of National Electric Mobility Mission Plan
2013 (NEMMP). The plan calls for achieving 6-7 million electric/hybrid vehicles in India by the
year 2020 along with milestones for indigenisation of technology, thereby ensuring India’s
global leadership in electric mobility segment. A total cumulative outlay of about Rs.14,000
Crore has been planned during the span of the scheme, including contribution from the
Industry.
In addition the NEMMP 2013 also calls for
1. Demand side incentives to facilitate adoption of hybrid/electric vehicles which was later
accelerated through Faster Adoption of Hybrid and Electric Vehicles in India (FAME )
scheme
2. Promoting R&D in technologies such as battery technology, power electronics, motors,
systems integration, battery management system, testing infrastructure through
participation of industry, academia and all other stakeholders to promote indigenisation
and achieving technology breakthrough for cost reduction
3. Promoting charging infrastructure to instil consumer confidence thereby creating
necessary infrastructure
4. Supply side incentives
5. Encouraging retro-fitment of on-road vehicles with hybrid kit.
NITI Aayog- Vision Paper on Mobility transformation
Indian think tank, Niti Aayog along with Rocky Mountain Institute, USA has come up with a
mobility transformation concept in May 2017, wherein India intends to leapfrog from
private ownership and fuel based mobility to a new mobility paradigm which is shared,
connected and electric. The roadmap of such transformation from ownership based
approach to usership based approach is proposed through a three phase activities of system
integration achieved through mobility as a service and interoperable transport data, scaled
manufacturing achieved through new products and technology and Electric Vehicle
deployment and shared infrastructure development through Mobility oriented development
an vehicle grid integration. The details are shown in Table 6-2. Further such transformation
is expected to be achieved in three phases spread over a period of 15 years from 2017 to
2032. Various activities and agendas for these three phases is given in the Table .
Table – 2 Roadmap proposed by Niti Aayog for transitioning from ownership based
approach to usership based approach
Table – 3 Phase wise implementation details
The central government on its part is leaving no leaving anything to chance in underscoring its
intention to move to EVs. As a number of government departments such as Ministry of Power,
Ministry of New and Renewable Energy, Ministry of Road Transport and Highways, Ministry of
Heavy Industries and Public Enterprises etc. are responsible for anchoring the transition from
conventional to electric mobility, GOI has shifted the electric vehicles programme from the
Department of Heavy Industries (DHI) to government’s premier think tank Niti Aayog.
This move is expected to help synchronise efforts of the different departments of the
government to move the nation towards electric mobility by 2030.
On August 17th 2017, the Ministry of Power,GOI, through its Energy Efficiency Services Limited
(EESL) has launched a global bid for 10,000 electric cars for use by Union ministers and senior
bureaucrats, and for 4,000 public charging stations for the city of Delhi. The government hopes
that this will give a fillip to the EV industry in India and will provide confidence to the corporates
who can in turn bring in much required investments. This will also address the concerns raised
by few organizations about the low demand for EVs in India.
The government recently also launched Technology Platform for Electric Mobility (TPEM) – a
joint initiative of the departments of heavy industry (DHI) and science and technology (DST),
which aims to make the hybrid and electric vehicle market in India self-sustaining by increasing
domestic capacities for product and technology development. The government will bear up to
60% of the research and development (R&D) cost for developing indigenous low-cost electric
technology with the remaining amount expected to be contributed by user-industry partners
(vehicle and component manufacturers) in kind and by resources, providing labs and facilities
for the research.
At the Telangana state level, the department overseeing automobile industry is the Department
of Industries and Commerce. The department works on developing policy frameworks,
attracting new investments, identifying opportunities for setting up industries, utilizing IT in
various government processes, and promoting digital empowerment of the citizens. They are
working along with different public partners such as Telangana State Road Transport
Corporation (TSRTC), Telangana State Renewable Energy Development Corporation Ltd.,
(TSREDCO), Hyderabad Metro Rail Limited (HMRL), Greater Hyderabad Municipal Corporation
(GHMC), and private partners such as cab aggregation companies like Ola, Uber and other start-
up companies to promote EVs and to provide infrastructure to support EVs. Though state level
policies are being developed for Production and sale of EVs, promoting low carbon transport,
recycling of batteries etc., the state is currently well aligned with DHI, Niti Aayog and GOI in
putting together the same. Once the central government policies are framed (based on the Niti
Aayog report on EVs that comes out in Nov-Dec’17), state level policies will be put in place.
In the meantime, the Telangana state government is keen on taking Public Private Partnership
(PPP) route to fund infrastructure development projects and for other state initiated projects
such as electric buses etc. introducing EVs. The following stake holders have been identified for
promoting of EV technologies by the state government.
 Power Generation and distribution companies
 State run and Private Infrastructure players
 Vehicle manufacturers
 Component Manufacturers
 Vehicle Aggregators
 Town Planners
 State Run Transport corporations
While these vehicles are re-shaping the last-mile connectivity, this segment continues to
grapple with its own set of challenges, which include:
Design and battery Regulatory and compliance
► Use of lead-acid batteries, which ► Licenses issued without testing the

need to be replaced within 7-8 months driving skills and lack of driver training
► Cost-sensitivity of the segment, ► Absence of safety and compliance

which makes Li-ion batteries standards, municipal and spatial
commercially unviable and warrants a planning
much higher scale for adoption
► Registration norms not being
► Current design of e-rickshaws followed by majority of e-rickshaws
doesn’t possess the required vehicle plying on the road
strength and often fail on safety
standards
Charging Financing
► Unavailability of fixed e-rickshaw ► High interest rate charged by

stands and charging points unorganized lenders/stringent payment
terms given the unorganized nature of
► Sub-standard charging equipment the segment
► Electricity theft for charging ► Buyers’ inclination toward cheaper
products, posing threat to safety
Table – 4
State electric vehicle policies
Consequent to the government’s push to all electronic vehicles by 2030, multiple state
governments have taken initiatives to attract EV manufacturing in their states, and to fast-
track adoption of these vehicles. Karnataka became the first state of the country to notify an
EV policy. Gujarat , Telangana and Andhra Pradesh are expected to release their respective
policies in due course. The policies thus far have included incentives to manufacturers and
private players to set up charging infrastructure. Nagpur became the first city recently with
availability of mass e-mobility options ranging from e-rickshaws, e-taxis to e-buses.
Gujarat is already home to major car manufacturers and multiple car makers have plans to
manufacture electric cars from their production facilities in the state.
Theoretical Description
What is electric vehicle?
An electric vehicle (EV), also referred to as an electric drive vehicle, is a vehicle which uses
one or more electric motors for propulsion. Depending on the type of vehicle, motion may be
provided by wheels or propellers driven by rotary motors, or in the case of tracked vehicles,
by linear motors. Electric vehicles can include electric cars, electric trains, electric trucks,
electric lorries, electric airplanes, electric boats, electric motorcycles and scooters,
and electric spacecraft.
An electric car is an alternative fuel automobile that uses electric motors and motor
controllers for propulsion, in place of more common propulsion methods such as the internal
combustion engine (ICE). Electricity can be used as a transportation fuel to power battery
electric vehicles (EVs). EVs store electricity in an energy storage device, such as a battery.
The electricity powers the vehicle's wheels via an electric motor. EVs have limited energy
storage capacity, which must be replenished by plugging into an electrical source.
Electric cars have the potential of significantly reducing city pollution by having zero tail pipe
emissions. Vehicle greenhouse gas savings depend on how the electricity is generated. With
the U.S. energy mix using an electric car would result in a 30% reduction in carbon dioxide
emissions. Given the current energy mixes in other countries, it has been predicted that such
emissions would decrease by 40% in the UK, 19% in China, and as little as 1% in Germany.
Comparison with internal combustion engine vehicles
An important goal for electric vehicles is overcoming the disparity between their costs of
development, production, and operation, with respect to those of equivalent internal
combustion engine vehicles (ICEVs).
Running costs
Given the Tesla Roadster's plug-to-wheel mileage of 280 W·h/mi and an arbitrary electricity
price of $0.10/kW·h, driving a Tesla Roadster 40 miles a day would cost $1.12. For
comparison, driving an internal combustion engine-powered car the same 40 miles, at a
mileage of 25 mpg, would use 1.6 gallons of fuel and, at a cost of $3 per gallon, would cost
$4.80. This is approximately 4 times more expensive than charging the electric car. This cost
advantage varies depending on the costs of gasoline and electricity, the mileages of the
vehicles, and the type of driving being considered.
The Tesla uses about 13 kW·h/100 km (0.47 MJ/km; 0.21 kW·h/mi), the EV1 used about
11 kW·h/100 km (0.40 MJ/km; 0.18 kW·h/mi).
Nissan estimates the 5 year operating cost to $1,800 and $6,000 for a gasoline car. The
documentary film Who Killed the Electric Car? shows a comparison between the parts that
require replacement in a gasoline powered cars and EV1s, with the garages stating that they
bring the electric cars in every 5,000 mi (8,000 km), rotate the tires, fill the windshield
washer fluid and send them back out again. Even the hydraulic brakes require less
maintenance because regenerative braking itself also slows the vehicle, as it does with a
hybrid.
Range
The REVAi, also known as the G-Wiz, is the top-selling electric car in the world
Current electric car infrastructure is not capable of completing a long trip in the same amount
of time as a gasoline car due to more frequent and long recharge times. According to the
documentary film Who Killed the Electric Car? the EV1 was "only" suitable for 90% of
consumers.
Range issues can be solved by towing a generator on long trips, renting a gasoline car, in two
car houses by using the other car, and by improvements to the electrical infrastructure.
Charging stations are being created with 80% recharge in 30 minutes.
Replaceable standard battery packs is also an option. The battery would be charged at the
energy station and the vehicle's depleted battery would be replaced with the fully charged
one, for a fee. Because of the weight (several hundred kilos), the vehicle and the energy
station need to be adapted with a simple lift-and-slide-in mechanism to facilitate the
replacement. It should not take longer time to switch batteries than filling up a gasoline car. A
small car would use one battery pack, while a larger car might use several of the standardized
battery pack.
Types of EVs
 EVs (also known as plug-in electric vehicles) derive all or part of their power from electricity
supplied by the electric grid. They include AEVs and PHEVs.
 AEVs (all-electric vehicles) are powered by one or more electric motors. They receive
electricity by plugging into the grid and store it in batteries. They consume no petroleum-
based fuel and produce no tailpipe emissions. AEVs include Battery Electric Vehicles
(BEVs) and Fuel Cell Electric Vehicles (FCEVs).
 PHEVs (plug-in hybrid electric vehicles) use batteries to power an electric motor, plug into
the electric grid to charge, and use a petroleum-based or alternative fuel to power the internal
combustion engine. Some types of PHEVs are also called extended-range electric vehicles
(EREVs).
Top 5 Best Selling EVs
#1 Volkswagen e-Golf — Remember the time when saying “e-Golf” was synonymous
with “Norway”? Not anymore, despite Norway still being the nameplate largest market
(514 deliveries), the German BEV had 506 deliveries in the Netherlands and 450 at home. So,
the 1,985 units registered in January are spread out more than a year ago. The model is
benefiting from a larger battery and more favorable context, which actually led to demand
that Volkswagen wasn’t expecting and thus long lead times, something the automaker
promised to cut significantly during this year with increased production.
#2 Renault Zoe — The 1,871 deliveries of January marked a 27% drop year over year
(YoY), making it the nameplate’s worst performance since April. With no known production
hiccups and the demand as strong as ever, this slowdown could be attributed to the fact that
LG Chem does not have enough batteries to provide the French automaker. As for individual
country performances, despite the dismal result at home (633 deliveries, its worst result in 14
months), there were decent numbers in Germany (299 deliveries), Norway (334 deliveries),
and Spain (104 deliveries).
#3 BMW i3 — The German Stormtrooper hatchback saw flat sales in January, with
1,867 deliveries. With the all-electric version now representing 75% of deliveries, one can
consider the i3 as part of the BEV team. Looking at individual countries, the i3 had strong
results in Norway (614 BEV deliveries), Germany (359 deliveries), and France (172
deliveries). Looking into 2018, expect deliveries to pick up in the coming months — BMW
will be going into full production in its Leipzig plant and presumably delivering as many i3
and i8 as the factory can deliver.
#4 Mitsubishi Outlander PHEV — Solid as a rock, the Japanese SUV saw its sales slip
slightly (-1% YoY) to 1,165 registrations. Despite this minor setback, the Mitsubishi model
continues to profit from its unique mix of space, AWD, range, and affordability (€40,000) to
make it popular in markets like the UK, Norway, Sweden, and Iceland (126 registrations in
that last one). In the long run, with no direct competitors in sight and a promised update
during the year, the Japanese SUV will probably stay among Europe’s top sellers, even
making a run for the “Best-Selling PHEV” trophy.
#5 Smart Fortwo ED — The tiny two-seater seems destined for success this year,
registering 1,143 units in January. If Germany (729 registrations) is the main driving force,
other market performances are also impressive, with Italy (131 registrations) and France (98
registrations) being the most important. Despite the limited range coming from the small 17.6
kWh battery and the lack of fast charging, the new Smart Electric has met with enthusiastic
demand, catching Daimler off-guard (surprise, surprise). That has led to 9 month lead times
for the model, making the OEM quest to be an all-electric brand even more pressing. I mean,
if there is a car that should have been electric from the beginning, it’s the Fortwo, right?
EV Awareness
Consumer awareness about EVs is evaluated by asking the consumers to name a few brands of
ICEV and EV available in the market, and further inquiring if government provides any
incentives to the consumer for purchasing EVs. Analysis of the survey results reveals that only
30% of the respondents were aware of EVs whether it be 2W or 4W. Among those who are
aware, people are 3 times more likely to be aware of a EV 4W than they would be about EV 2W.
This is mainly due to the admiration for Mahindra Reva and Tesla.
Fig - 15 Consumer Awareness on EVs & Govt. Inventives
Among those consumers who have some basic level of awareness about EVs, only 25% (i.e 7%
of the total population) are aware of the fact that Government provides incentives for purchase of
EVs. 54% of survey participants are neither aware of EV nor government subsidy.
Preferences for Electric Vehicles
In this section a study of user preferences on vehicle range, charging time and purchase
preference priority for electric vehicles is evaluated. As the Figure 5-13 suggests, 90% of the
peoples range expectations for electric 2W will be met if a range of 200 km is offered. For
electric 4W, this range envelope to meet the 90% consumers expectations doubles to 400 km
Figure 5-14. Comparing the range expectations against the daily travel patterns of the users, we
see that 90% of the users travelled under 60 km on a daily basis. So if the electric vehicles 2W
offer a range of the, say 120 km, it would address the requirements of a vast majority of the
consumers. But this would fall short of the expectations, which are around two and four times of
the requirements.
Majority of the consumers prefer charging their electric vehicles at home. Among those who
prefer other locations, there is an equal propensity for public charging stations and charging
stations at work. One of the main reasons stated by consumers is because currently public
charging stations are not available in Hyderabad, so the thought of charging at a public location
does not arise. Couple of consumers also stated that they did not see public charging stations
serving any purpose other than giving the EV owners some psychological comfort that they won’t
be left stranded in the middle of the road should their electric vehicle require a re-charge. This re-
assurance may go a long way in improving consumer confidence which would sway them in
favour of electric vehicles.
Fig – 16 Comparison of Actual Travel Vs Range for electric two wheeler
Fig - 17 Range expectation for electric four wheeler

Another perspective was also brought up by consumers, who pointed out that it would be
impractical to consider public charging stations as it takes way too long for recharging a vehicle
with currently available technologies. Most of the curb side parking is owned by government
and parking lots are both public and privately owned. Rentals for these prime real estate spots
are very high in most of the metro cities. Currently the rent burden per consumer at a gas
station is very low as filling up the tank at a gas station hardly takes any time and the rental cost
is recovered from multiple consumers who drive in to the gas station. Whereas the situation
with electric charging stations would be quite different as charging vehicles takes time, which
means the burden is spread on fewer consumers. Unless government offers curb side parking
slots and open lands at no rent for charging stations, the per hour parking fees / rentals would
itself exceed the price for recharging / energy consumption, making public charging stations
unviable, and thereby defeating the purpose of providing public charging stations. Possibility of
theft of power from charging stations, or vandalizing charging stations all together on highways
and other remote locations that are not secured was also raised by some of the consumers.
Fig 18 Ranking of purchase criteria

Scenario Exercises
A Scenario exercise is conducted by exposing the consumer to hypothetical situations which
are created by defining various technical, regulatory, market and environmental factors that
influence purchase decisions of potential consumers. Analysing the stated preferences of
consumers to these hypothetical scenarios helps understand the sensitivity of consumers
towards these factors how they manifest themselves in a purchase decision.
In the current study, the following three scenarios are presented to the consumer by using
flash cards:
i. Business as usual scenario (BAU)
ii. Scenario 1 with improved supporting infrastructure for electric vehicles
iii. Scenario 2 with improved infrastructure and better price value proposition
Consumer responses with regards to purchase decision are noted for all the three scenarios,
and the reasons for those decisions are also recorded.
Fig 19 Effect of predisposition on vehicle choice in "Business as Usual" case
An evaluation of the impact of predisposition of the consumer towards EVs shows is done.
Figure 5-18 shows that if the consumer was already predisposed towards, electric vehicles
before seeing the flash cards, he/she would be 1.7 times more likely to choose an electric
vehicle over a conventional vehicle, upon being asked to choose between the two after viewing
the “Business as Usual” scenario shown in Figure 5-19. On the other hand among the consumers
without any such predisposition towards electric vehicle, there is an equal chance that he/she
would choose one or the other.
Table – 5 Business as usual scenario

The flashcard for BAU scenario makes an effort to educating the customer and providing a very
objective comparison between conventional and electric vehicles. It compares ICEVs and EVs on
commonly used product attributes such as fuel economy, performance re-fuelling time etc., and
price components such as subsidy, vehicle price etc. For the electric vehicle as well, power was
specified both in cylinder volume “cc” and in horsepower. The engine power in HP and
corresponding engine capacity in cc are estimated and included for a direct comparison between
the two vehicle types. Upon raising the consumer awareness by presenting this information,
around half of the consumers who have no predisposition towards EVs are likely to switch over
to electric vehicles. This ratio is as high as 80% among those consumers with a predisposition
towards EVs. This shows the importance of consumer awareness about electric vehicles, when
considering a vehicle purchase.
One good way to raise consumer awareness would be to provide a very basic and simple statistic
on the savings that can be achieved per day by switching over to electric vehicles. For instance
providing information by putting things into perspective like “Pay less than bus fare when you
travel in an electric car”, or “A ride to airport will only cost you only ₹30/- when you ride in an
electric car” etc. will be much more impactful and create awareness than trying to explain
concepts like Total Cost of Ownership etc. to the consumers. Some examples of this being
practiced in the real world are shown in Figure 5-20.
Fig 20 Ola
Further the consumer is presented with two hypothetical scenarios. In Scenario 1, the
consumer is presented with a scenario with better supporting infrastructure for electric
vehicles. In Scenario 2, the consumer is presented with a better price value proposition for
electric vehicles in addition to the better supporting infrastructure presented in Scenario 1.
Representative flash cards for these two scenarios are shown in Figure 5-21 & Figure 5-22
respectively for reference.
Table - 6 Better supporting infrasctructure for EVs (Scenario 1)
The better support infrastructure scenario offers a few perks to EV owners like charging points on
arterial roads and public locations such as metro stations, malls and parking lots, free parking,
priority driving lanes, exemption from tolls, free pass to use public transport etc. There are no
direct monetary rewards but time and money savings as a result of preferential treatment offered
to EVs. The second scenario offers direct monetary rewards to the owner by offering low cost
financing, exemption on road tax and lower taxation rate compared to conventional vehicles. In
addition to that, owners are also offered Income tax benefits. This reduces the Total Cost of
Ownership (TCO) for EVs while the TCO for conventional vehicles remains the same as BAU
scenario.
Table - 7 Better price-value proposition in addition to support infrastructure (Scenario 2)

Figure 21 & Figure 22 summarize the propensity of consumers to switch over to EVs when
offered with just better infrastructure only (Scenario 1), and when offered both better
infrastructure and price value proposition (Scenario 2). It can be seen from Figure 5-24 that
consumers who had no intention of purchasing any vehicle regardless of whether it was ICE or
EV, upon being furnished with more information about EVs offered
Fig 21 Consumer propensity to purchase EV when presented with Scenario 1
Fig 22 Consumer propensity to purchase EV when presented with Scenario 1 & 2

Chapter-III: Data Presentation & Analysis
DATA ANALYSIS
Age of the Respondents
Age of the respondents
22 - 33
33 - 43
43 - 53
Fig 23 Age of the respondents
A total of 157 respondents were surveyed for the Consumer perception towards Green cars. Out
of the respondents surveyed 72 were in the age group of 23 – 33 years, 66 respondents were in
the age group of 33 – 43 years and 19 respondents were in the age group of 43 – 53 years. Thus it
can be inferred that collectively 88% of the respondents were in the age group of 23 – 43 years
indicating most respondents were young.
Gender of the Respondents
Gender of the respondents
Female
Male
Fig 24 Gender of the respondents
Out of the respondents surveyed 94 were males while 63 respondents were females. Thus it can
be inferred that there is a balance in the sex of the number of respondents surveyed.
Education of the Respondents
Education of the respondents
Gaduates
Post graduates
Doctorates
Fig 25 Education of the respondents
Out of the respondents surveyed 69 were Graduates, 87 respondents were Post Graduates and 1
respondent was Doctorate. Thus it can be inferred that there is a balance in the number of
Graduates and Post Graduates surveyed.
Annual Income of the Family
Annual Income of the Family
< Rs. 600000

Rs. 600000 - 800000
Rs. 800000 - 1000000
Rs. 1000000 - 1200000
> 1200000
Fig 26 Annual Income of the family
Out of the respondents surveyed 22 had an annual income less than Rs. 600000. 19 respondents
had an annual income of Rs. 600000 – 800000. 30 respondents had an annual income of Rs.
800000 – 1000000. 27 respondents had an annual income of Rs. 1000000 - 1200000 while 59
respondents had an annual income greater than Rs. 1200000. Thus it can be inferred that a
collective of 74% of the respondents have annual average income of more than Rs. 800000
indicating disposable income available with families to purchase a car.
Age of the respondent Vs Green Cars replacing Conventional Cars over time
A test of Correlation was done for Age Vs Green car replacing the conventional cars over time to
determine the relationship between the two parameters.
Hypothesis:
H0: The distribution of Green Cars replacing Conventional Cars over time is same across all
categories of Age.
H1: The distribution of Green Cars replacing Conventional Cars over time is not same across all
categories of Age.
100
90
80
70
60
23 - 33 years
50
33 - 43 years
40
43 - 53 years
30
20
10
0
It does not make any No May be Yes
difference
Fig 27
We accept the null hypothesis that the distribution of understandings about Green Cars is same
across all categories of Age. It is highest in the category of more information required for the
purchase of the Green Car.
Sex of the respondent Vs Understanding about Green Cars
A test of correlation was performed between Sex & Understanding about Green Cars to
determine the relationship between the two parameters.
Hypothesis:
Ho: The distribution of Understanding about Green cars is same across males and females
H1: The distribution of Understanding about Green cars is not same across males and females.
70
60
50
40
Graduate
30
Post graduate
20
10
0
Strongly Disagree Neither Agree Agree Strongly Agree
Disagree Nor Disagree
Fig 28
we retain the null hypothesis, but the significance is low. Overall males had a better
understanding about Green Cars
VIII. Annual Income of the family Vs Consideration to buy a Green Car
A test of correlation was performed between annual income & consideration to buy a Green Car
to determine the relationship between the two parameters.
Hypothesis:
Ho: The distribution of the future consideration to buy an environmental friendly car is same
across all categories of Annual Income.
H1: The distribution of the future consideration to buy an environmental friendly car is not same
across all categories of Annual Income.
environmental friendly car is same across all categories of Annual Income. Thus as income
increases the acceptance of is higher.
Table - 8
Car Usage Vs Green Cars replacing Conventional cars
A test of correlation was performed between car usage & Green Cars replacing conventional cars
to determine the relationship between the two parameters.
Hypothesis:
Ho: The distribution of Green Cars replacing conventional cars over time is same across all
categories of Car Usage.
H1: The distribution of Green Cars replacing conventional cars over time is not same across all
categories of Car Usage.
100
90
80
70
60
50 Liesure
40 Daily Commutation
30
20
10
0
It does not make No May be Yes
any difference
Fig - 29
We accept the null hypothesis that the distribution of Green Cars replacing conventional cars over
time is same across all categories of Car Usage. The number of respondents whose car usage is
Leisure believe that the over period of time conventional cars would be replaced by Green Cars.
Car Usage Vs Knowledge of Green Cars
A test of correlation was performed between car usage & Knowledge of Green cars to determine
the relationship between the two parameters.
Hypothesis:
Ho: The distribution of knowledge of Green Cars is same across all categories of Car Usage.
H1: The distribution of knowledge of Green Cars is not same across all categories of Car Usage.
80
70
60
50
40 Leisure
30 Daily Commutation
20
10
0
Strongly Disagree Neither Agree Agree Strongly
Disagree Nor Disagree Agree
Fig - 30
Factors considered during purchasing a car
Factors considered during purchasing a car
Fuel Efficiency
Features
Brand
Environment Friendly
All th above
Fig – 31 Factors considered during purchasing a car

A total of 157 respondents were surveyed for the Consumer perception towards Green cars. Out
of the respondents surveyed 31.3% of the respondents said they considered all the mentioned
factors while purchasing a car, 28.6% respondents said Fuel Efficiency, 20.3% respondents said
Features were an important factor while making the decision to purchase a car, 15.4% said the
Brand was important and 4.4% of the respondents said the car being Environment Friendly was
an important factor.
The survey results suggest that up to 70% of the consumers are willing to wait between 5 and 15
minutes at a public charging station for a booster charge that can give a range extension of 40 km.
Preference of Charging location
At Home
At Work
At Public Charging Station
Others
Fig 32 Preference of location for charging EV
Maximum allowed waiting for 40 km range

extension
5 min
10 min
15 min
30 min
upto 1 hr
Fig 33 Maximum allowed waiting for 40 km range extension

While there were a few customers who compared charging stations to emergency services, in
that having charging stations provided the re-assurance to users that they would not be left
stranded in the middle of the road with dead batteries, we can see that consumers ranked that
to be the most important parameter impacting their purchase decision. In response to a direct
question about the importance given common factors considered while taking purchase
decision, consumers responded that availability of support infrastructure such as charging
stations, price and driving range are the most critical factors.
Market updates and media roundup
The automotive industry has been going through a lot of churn globally as many of the leading
automotive markets have announced their countdown to switch over to electric mobility, or as
in the case of Norway, have already embarked in a significant way that direction. France and UK
have announced that they will be banning all petrol and diesel cars by year 2040. Germany has
announced that they will have 1 million electric cars by 2020, up from 100,000 electric cars as of
August 2017. China has committed to a quota of 8% Alternate Energy Vehicles from 2018, 10%
from 2019 and 12% from 2020, and at least 20% its projected annual vehicle sale of 35 mn
vehicles would use alternate energy by 2025. India has been among the most aggressive and has
set itself an ambitious target to completely switch over to electric vehicles by 2032 a full decade
ahead of more industrialized nations [20]. This would still mean a very steep ramp up 2,000
electric cars in year 2016 to selling 10 million electric cars in year 2030.
Automakers have been quick to respond to the aspirations of the regions and some of them have
made significant adjustments to their planned product mix and electric vehicle offering. Arguably
the steepest course correction has been made by the Swedish car manufacturer Volvo, which
announced that it will be dumping petrol-fuelled cars starting in 2019. Compare this to the
announcement made in 2016 by Volvo about a 1mn cumulative EV sale by 2025. Ford, which
was relying on its lone horse “Ford Focus EV” from 2011 till date, has announced in January
2017 that it would introduce 13 new EV models by 2020. [21] German auto maker BMW has
announced launch of 4 new EV models between 2018 and 2020, and expects up to 25% of sales
from EV by 2025, up from 4% in 2017. [22] Luxury car maker Porsche has promised that half of
its new vehicles will be electric by 2023. But there are significant regional differences as well.
The Big 3 have in general followed the wait and watch approach, the German automakers are
warming up to EV’s, the Japanese and Korean automakers are getting serious about BEV, and
reluctantly slowing down development of Fuel cell technology, while the Chinese automakers are
lapping up the enormous opportunity presented by their home market, which is also the biggest
auto market in the world.
OEM Announcement Concern Source
Volvo First BEV launch Business World

planned globally
including India in
2019. Will continue --
to offer PHEV in the
interim.
Mercedez- Intends to bring Govt. should encourage Economic Times

Benz EVs into India both PHEVs and EVs. It is
starting from 2020. also crucial to achieve a
smooth transition to BS
VI from BS IV
Renault - Pilot run for Nissan EVs require a strong Economic Times
Nissan leaf to be charging infrastructure
conducted by end as, operating range
of 2017. No is still a developing
confirmation on parameter and battery
commercial launch. costs are still high
Maruti Suzuki Already offers mild Govt. should not alter Business Standard
hybrids in the policies. Companies
market. Has been make investments based
working on PHEV on policies and later
technology and realize that the policy
localizing the has been changed
supply chain, but without notice.
has not announced
any timelines.
Tata Will launch Tata Economic Times

Tiago globally in
2017 and Tata
Nano in India in --
2018
Mahindra Established player. Requests Govt. to be Economic Times

Offers 2 BEVs cars, consistent with the
1 BEV mini truck, subsidies they are giving.
and 2 micro hybrids Huge investments go
as well. into new technology
development and need
long term stability for
recovery.
Hyundai Dropped plans of

launching hybrids
next year. Will
focus on launching -- Autocar
full electric vehicles
for India in 2018.
Toyota Already offers

hybrids in the
market -- --
Table – 9
Chapter-IV: Summary & Conclusions
Conclusion
The automotive industry in India is at a cross roads between continuing on the usual course or
taking bold steps and leapfrogging in to the new realm; from personal mobility to shared
mobility and from a petroleum based mobility to electric mobility. The first wave of electric
vehicles (EV) that were introduced around 2010-11 were two wheelers from little known
start-ups, and they failed to create major inroads. There are exceptions like Reva and e-
rickshaws, which succeeded in creating a market for electric four wheelers and three wheelers
respectively. But lack of clear government policies, lack of vehicle standards and wait and
watch attitude of large auto makers meant that Indian EV sales are a mere 0.02% of total auto
sales in 2016. After release of the vision document by Niti Aayog and the ensuing incentives
announced by the government, the policy and regulatory environment also seems to be
conducive for implementation of electric mobility. The stance of GOI is very clearly in the
favour of BEVs. Provided the government is able to generate enough investor confidence,
auto majors and would foray into XEV manufacturing, and investments would come
knocking on the door into India.
Auto Industry Perspective: The auto industry in India has been taken by surprise by the
governments sudden thrust towards EVs. Barring Mahindra Electric Mobility Limited, which
already has two BEVs in its stable, most of the other domestic and international auto majors
were planning on launching micro hybrids, medium and heavy hybrids and PHEVs in phases
starting from 2018 – 2020. With the withdrawal of FAME incentives and increase in tax rate post
GST, most of the auto makers have called off fresh hybrid vehicle launches. Despite the
presence of alternate mobility technologies, there is little doubt among auto makers that EV is
the future of mobility. The auto makers have returned to the drawing board and are busy
preparing a line-up of BEVs localized for the Indian market. Technology alliances have been
announced between Indian and foreign companies, and India is on the radar for upcoming
global launches by German, Japanese, US and Korean auto majors.
What the industry expects from the government is to stay consistent with policies that have
already been announced (subsidies, taxation etc.) as huge investments go into new technology
development and companies need long term stability to recover these investments. They also
would like government to participate in putting charging stations and other infrastructure
building required to prepare the nation for EV wave.
Consumer Perspective: Our study shows that consumer awareness about EVs and about
government schemes/policies related to EVs is very poor. This points to poor marketing on part
of the auto industry and lack of awareness campaigns etc. on part of government. Despite that,
there is a lot of consumer interest in EVs, and if educated properly, clearly expressed preference
towards EV. A study of travel patterns reveals that most of the consumers use their private
transport to travel to work. Also 90% of the consumers travel under 60km every day and spend
3 hours on the road. The range expectations for 90% of the consumers for 2W and 4W are 200
km and 400km respectively. This expected range for EVs is beyond what most of the EVs in the
market can presently deliver, but going by the technology trajectory, it will certainly be possible
in the next 5 years. 75% of the consumers are willing to wait up to 15 mins at public charging
station for a booster charge that will give a range extension by 40 km.
Policy: Ideally speaking it would be best to create a level playing field and let the market decide
the winning product/technology. That is the best strategy, as it means producing a great car, not
a compliant one. But that approach would take a long time and so policy makers are to choose
from among the tools available to them like purchase subsidies, measures supporting Electric
Vehicle and component manufacturers, fuel economy standards and Zero Emission Vehicle
(ZEV) mandates. Heavy subsidies distort the market, create compliance cars and cost tax payers
money. A better option would be to have a high carbon tax on gas guzzlers, and use that fund to
accelerate the development of technologies. But such a policy would be difficult to implement
and may have many leakages without adequate cross checks. The government must also focus
on regulations for disposal and recycling of batteries and standardization of charging
infrastructure and other key components EVs for the safety of owners. In the case of e-
rickshaws
 The roads for plying slow moving vehicles like e-rickshaws needs to be defined
 E-rickshaw makers need to be certified
 Standards need to be framed to prevent fragile structure, which has been found to be a
major cause of concern for road safety
Infrastructure: The consumer survey ranks need proper support infrastructure as the most
important criteria impacting purchase decision, followed by initial cost. Consumers view setup
of charging infrastructure to be responsibility of the government, while government prioritizes
projects that are in larger interest of the masses. So there must be enough EV plying on streets
for government to make setup of charging infrastructure priority.
Going by the charging preferences mentioned by the consumers, charging stations just provide
reassurance to intra city travellers who prefer charging at home only and not in public charging
stations. Charging stations are mainly required on highways so as to enable inter city travel
using EVs. Location and security of these charging stations will be very critical on highways since
at 4 - 8 lakhs a piece, quick charging stations are expensive capital equipment and could be
easily vandalized unless properly secured.
Local urban bodies must also work on identifying prime locations and make them available for
setting up charging stations as real estate is very limited and expensive in prime areas.
Training: The Government should make efforts to introduce electrical concepts related to EVs
in traditional automotive courses at Industrial Training Institutes (ITI) such as Mechanical
Engineering and Automotive Engineering. This will help prepare these students for their
eventual careers in a new realm dominated by EVs. In parallel, automotive sector skill council i.e
Automotive Skills Development Council (ASDC) should come up with courses to re-skill existing
work force and recognize prior informal learning, thereby allowing transition of service
technicians from non-formal to organised job market.
References
 Ernst and Young Report 2017
 Business today article dated 23 June 2018
 Electrical Vehicles markets blog
 WHO, “WHO Global Urban Ambient Air Pollution Database (update 2016),” WHO,
[Online]. Available:
http://www.who.int/phe/health_topics/outdoorair/databases/cities/en.
 S. K. G. R. &. P. P. Guttikunda, “Nature of air pollution, emission sources, and
management in the Indian cities.,” Atmospheric Environment, vol. 95, no. 0, pp. 501-510,
2014.
 S. Dhar and M. a. S. P. Pathak, “Electric vehicles and India's low carbon passenger
transport: a long-term co-benefits assessment.,” Journal of Cleaner Production, 2016.
 S. D. Charles O. P. Marpaung, “Market Mapping – An Introduction,” in Second Capacity
Building Workshop – Asia and CIS, Bangkok, Thailand.
 OLA, “Introducing Ola Electric,” OLA, May 2017. [Online]. Available: large OEM partners
including Mahindra, Tata, Kinetic, BYD, and TVS amongst others.
 IEA, “Global EV Outlook 2017,” IEA Publications, 2017.
 D. Ghosh, “Ather's electric scooter to cost around Rs 1 lakh, launch expected in 2018,”
Moneycontol, 26 June 2017. [Online]. Available:
http://www.moneycontrol.com/news/business/startup/athers-electric-scooter-to-cost-
around-rs-1-lakh-launch-expected-in-2018-2309511.html.

 Goldsmith (2007), A Roadmap to Sustainable Transport, Insead Knowledge, Pg 1-3
 Levy P (2009), Grow your Green Pdf, Pg 2
 Liss G (2009), Zero Waste Business Pdf, , Pg 2 Times New Roman
 McKeegan N (2010), free fast-charging stations for 4,400 Chevrolet-Volt owners
 Moniz B (2008), The Automobile Industry & Sustainable Development, 16th GERPISA
International Colloquium, Pg 1-13
 PTI, “No permits required for e-rickshaws, govt issues notification,” The Economic Times,
30 August 2016. [Online]. Available:
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ofinterest&utm_medium=text&utm_campaign

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Study on Electric Mobility in India

Indian institute of management , Ahmedabad

Submitted in partial fulfillment of the requirements

Bachelor of Commerce (Honours)

Guru Gobind Singh Indraprastha University, Delhi

Guide: Submitted by:

Institute of Innovation in Technology & Management

Date: Signature of the Student

Certified that the Project Report/Dissertation of BCOM (H) entitled

done by Mr. ___Sameer gaur________, Roll No. __0319088816__, is

completed under my guidance.

Name of the Guide: Signature of the Guide

I would like to express my deepest appreciation to all those who

Furthermore I would also like to acknowledge with much appreciation

Table No Title Page No

3 Phase wise implementation details 32

S No Symbol Nomenclature & Meaning

Figure No Title Page No

2 Fig 2 Snapshot of the questionnaire 14

3 Fig 3 Snapshot of the questionnaire 14

4 Fig 4 Snapshot of the questionnaire 14

5 Fig 5 Snapshot of the questionnaire 15

6 Fig 6 Snapshot of the questionnaire 15

7 Fig 7 Snapshot of the questionnaire 17

8 Fig 8 Snapshot of the questionnaire 18

9 Fig 9 Snapshot of the questionnaire 19

10 Fig 10 Snapshot of the questionnaire 19

11 Fig 11 Snapshot of the questionnaire 20

12 Fig 12 Snapshot of the questionnaire 20

13 Fig 13 Snapshot of the questionnaire 21

14 Fig - 14 Policymaking and technology commercialization 30

S No Abbreviated Name Full Name

1 Certificate (s) 2-3

5 List of Figures 6-7

8 Chapter-2: Research Methodology 11 - 47

9 Chapter-3: Data Presentation & Analysis 48 - 56

10 Chapter-4: Summary and Conclusions 57 - 60

Arts and social work

 Sarathbabu Elumalai – Founder and CEO of FoodKing

 Start date 26th February 2018 end latest by 7 March 2018.

2. Central government subsidy for purchasing EV:

 Upto 1.4L on four wheelers & 61L on buses.

3. High duty structure and taxation.

(a) Methodology used for Data Collection :

Design and conduct a comprehensive survey in order to understand consumer

1. The first stage include designing an exhaustive questionnaire in consultation which

B. Study the current state of infrastructure and barriers to wider adoption of EV

Types of survey based on deployment methods:

2. Questions in Closed Ended Format

Types of Closed Format Questions

Buying Propensity Questions

 Mixed questionnaires consist of closed as well as open-ended questions. These are

Sectional division of the questionaire

Consumer perspectives / preferences

In addition to the questionnaire, interviews of municipality, urban local bodies, government

Table 1 Details of planned vs Actual data samples

b) After taking consent from IIM Ahmedabad on the preliminary questionnaire, a

In addition to the consumer interviews, sales managers or heads of selected auto

Electric Vehicle Component Manufacturers

done by Mr. _Sameer gaur__, Roll No. 0319088816, is