Description of an Electric Vehicle

The electric vehicle (EV) is propelled by an electric motor, powered by rechargeable battery packs,
rather than a gasoline engine. From the outside, the vehicle does not appear to be electric. In most
cases, electric cars are created by converting a gasoline-powered car. Often, the only thing that clues the
vehicle is electric is the fact that it is nearly silent [5].

Under the hood, the electric car has:

 An electric motor.

 A controller.

 A rechargeable battery.

The electric motor gets its power from a controller and the controller gets its power from a
rechargeable battery.

The electric vehicle operates on an electric/current principle. It uses a battery pack (batteries) to provide
power for the electric motor. The motor then uses the power (voltage) received from the batteries to
rotate a transmission and the transmission turns the wheels [3].

Advantages and Disadvantages of the EV

Fuel can be harnessed from any source of electricity, which is available in most homes and businesses

It reduces hydrocarbon and carbon monoxide, responsible for many environmental problems, by 98%

Also reduces pollution.

Does not produce emissions. Important in urban cities, where cleaner air is much needed.

Limited in the distance that can be driven before the complete failure of the battery

Accessories, such as air conditioning and radios drain the battery.

Heavier car due to the electric motors, batteries, chargers, and controllers.

More expensive because of cost of the parts.

The National Electric Mobility Mission Plan (NEMMP) 2020 is a National Mission document
providing the vision and the roadmap for the faster adoption of electric vehicles and their
manufacturing in the country. As part of the NEMMP 2020, Department of Heavy Industry
formulated a Scheme viz. Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles in
India (FAME India) Scheme in the year 2015 to promote manufacturing of electric and hybrid
vehicle technology and to ensure sustainable growth of the same.
The Phase-I of this Scheme was initially launched for a period of 2 years, commencing from
1st April 2015, which was subsequently extended from time to time and the last extension was
allowed up to 31st March 2019. The 1st Phase of FAME India Scheme was implemented through
four focus areas namely (i) Demand Creation, (ii) Technology Platform, (iii) Pilot Project and
(iv) Charging Infrastructure. Market creation through demand incentives was aimed at
incentivizing all vehicle segments i.e. 2-Wheelers, 3-Wheelers Auto, Passenger 4-Wheeler
vehicles, Light Commercial Vehicles and Buses.
 
The demand incentive was available to buyers of xEV in the form of an upfront reduced
purchase price to enable wider adoption. Also, grants were sanctioned for specific projects under
Pilot Projects, R&D/Technology Development and Public Charging Infrastructure components
under the scheme. In the 1st phase of scheme, about 2.78 lakh xEVs were supported with a total
demand incentives of Rs. 343 Crore [Approx]. In addition, 465 buses were sanctioned to various
cities/states under this scheme. The details of funds earmarked and utilized under Phase-I of
FAME India Scheme is tabulated below:
The evaluation of Phase-I of FAME Scheme was done by an independent
consultant. The main findings of the validation of outcome report as submitted by
consultant are given below:
 
i. During the last 2 years, the agenda of clean mobility has been placed front and center in
all discussions. The relatively increased awareness, is in itself a notable achievement
ii.  Overall outcomes of key parameters of Fuel saving and CO 2 reduction are significantly
below the target for FAME;
iii. Industry players have been cautious about developing capabilities – players have chosen
to operate adjacent to their core capabilities
iv. Subsidy structure needs to be revised based on the powertrain technology (to incentivize
cleaner technologies) and to establish parity across technologies
v. Overall phased implementation plan has taken off but at the very slow pace,
demonstrated limited progress in the first phase. The next phase of scheme extension
should focus on a clear catch-up plan
vi. Benefits from unaccounted segments like e-3W and e-rickshaws can potentially add to
the results, however growth in segments like e-rickshaws was unplanned. Support to
these segments to be evaluated.
 
Under FAME Scheme Phase-I, the demand incentive amount was determined for each category
(vehicle - technology - battery type) taking into account the principles of Total Cost of Ownership
(TCO), Pay-back Period on account of fuel savings, cost of maintenance etc.
 
Based on the experience gained during Phase 1 of FAME Scheme and suggestions of various
stakeholders including industry associations, the Department of Heavy Industry notified Phase-II
of the Scheme, vide S.O. 1300 dated 8th March 2019, with the approval of Cabinet with an
outlay of Rs. 10,000 Crore for a period of 3 years commencing from 1 st April 2019. The details
of the scheme is available in Department’s website (www.dhi.nic.in).

The list of stakeholders (not exhaustive) includes the following:

a) Vehicle manufacturers (referred to as OEMs in this document) b) Automotive component

manufacturers c) Engine manufacturers d) Tractor manufacturers e) Manufacturers and
suppliers of raw materials and consumables to the Automotive industry f) Machinery and capital
goods manufacturers g) Buyers, users, consumers, traders, and dealers of automobiles, tractors,
and auto components h) Commuters, pedestrians, and co-users of roads across the country i)
Persons employed in the Indian Automotive industry directly and indirectly j) Automotive
dealers, traders, and other participants in the Auto supply chain k) Automotive repair shops and
workshops l) Financial Services industry engaged with the Automotive sector, and includes
banks, NBFCs, insurance companies, and equity investors m) Governments (including state and
local governments) and other regulatory bodies/institutions that formulate policies that impact
the Automotive sector n) Fuel suppliers (including oil refineries, gas utilities, pipeline companies,
and oil retailing companies) o) Non-government organisations, activists, and supporters of
various causes that have a relationship with the Auto industry in some manner p) Institutions
and entities concerned with infrastructure related to automotive sector, such as, road designing
and building institutions, traffic planning and management authorities, ports, logistics
companies, and the like q) The media sector.

AMP 2026 aims to propel the Indian Automotive industry to be the engine of the “Make in India”
programme, as it is amongst the foremost drivers of the Manufacturing sector: Over the next decade,
the Indian Automotive sector is likely to contribute in excess of 12% of the country’s GDP and comprise
more than 40% of its manufacturing sector. Around 13% of the excise duty collection of the Government
can be attributed to the Indian Automotive industry. The Automotive industry can be termed as the
mother of the manufacturing sector in an economy, as its fortunes directly impact the fortunes of
several related manufacturing industries (e.g. Iron & Steel, Aluminium, Lead, Rubber, Plastics, Glass,
Machine tools, Moulds & dies, Chemicals, and Capital Goods) and several in the Services sector (e.g.
Logistics, Banking, Insurance, Sales & distribution, Service & repair, and Fuels). The rapid growth of the
Indian Automotive industry will provide a strong fillip to the Micro, Small and Medium industries of the
country across multiple sectors, the development of which is one of Government’s principal objectives.

AMP 2026 seeks enhancing mobility: The focus of AMP 2026 is to promote safe, efficient and
comfortable mobility for every person in the country, with an eye on environmental protection and
affordability through both public and personal transport options. The objective is to provide a choice to
the consumer to access multiple options for mobility. AMP 2026 aims to enhance mobility in the country
while also addressing the need to minimize the negative externalities arising from the use of
automobiles, such as, congestion, air pollution, global warming, and road accidents. AMP 2026 seeks to
achieve a healthy balance between the human aspiration of personal transport and efficiency of public
transport in India.

AMP 2026 seeks to increase net exports of the Indian Automotive industry several fold: AMP 2026
recognises that the Indian Automotive industry (both vehicles and auto components) has the potential
to scale up exports to the extent of 35-40% of its overall output over the next ten years and become one
of the major automotive export hubs of the world. In line with this, AMP 2026 makes several
prescriptions to improve competitiveness, technological advancement, infrastructure investment, and
branding. On the flip side, the import intensity of automobiles is likely to increase in the coming years on
account of the increasing use of electronics and the enhancement in the value of design and engineering
in making of vehicles and components. At present, India is deficient in skills and capabilities in both
these areas, namely auto-electronics and design/engineering. AMP 2026 seeks to increase the share of
local manufacture of vehicles and components, in particular, automotive electronics, light-weighting
materials, moulds & dies, and machinery, which will save the country substantial foreign exchange and
be a shot in the arm for the “Make in India” programme as well. AMP 2026 also aims to increase the
quantum of indigenously carried out research, design, engineering and manufacturing in both
automotive vehicles and components. Developing a robust ecosystem for design and development of
automobiles in India is an important pillar that will determine the industry’s success. This will also go a
long way in building Brand India from current Low Cost Manufacturer tag to something more
aspirational.

Automotive specific infrastructure: The Government recognises that the rapid growth of the automotive
industry in the coming decade will involve a big increase in the movement of physical goods (e.g. raw
materials, components, assemblies, and finished vehicles) both within the country and across the sea
ports. This will call for an order of magnitude step up in the logistics infrastructure in the country
including the following: i) Dedicated facilities such as berths, parking and faster clearance for automotive
exports at Mundhra, Chennai, JNPT, and Mumbai ports ii) Flexi deck auto-wagons “BCACBM7 ” for
movement of vehicles iii) Coastal shipping and inland waterways policy to facilitate automotive logistics
iv) Weighbridges at an interval of every 100 kilometres on national highways and state highways v)
Electronic tolling – Interoperable electronic tolling using FASTag (RFID tag) affixed at the centre of the
windscreen of vehicles to be implemented speedily across the country. vi) Wayside facilities: Amenities
like parking, repairs, rest areas, recreation, eateries to be created on all national and state highways at
an interval of 50 kilometres vii) Transport Nagars: Facilities for transhipment of goods shall be created
outside major cities and trade hubs where all necessary infrastructure including multimodal access,
backward and forward linkages for regulatory and other clearances needed for shipment of goods are
included. viii) City Development Plans of all major towns should make adequate provision for
automobile showrooms, service centres andparking facilities. ix) There should be a planned
establishment of sufficient charging stations for electric vehicles in both cities and rural areas x) Digital
infrastructure (e.g. VAHAN, Accident data, and ICES) should be set up expeditiously xi) State
governments should be encouraged to set up Auto Supplier Parks that ensure continuous power supply,
park-to-port rail links, tooling centres, technical training centres for workmen skill upgradation, and
proximate banks for providing easy access to capital