A Research project on:

To study the rise of electric vehicle

Name: Shivam Maske

Prn: 210102241008

 Exclusive Summary

As the population is increasing day by day the consumption of Fuel

like petrol and Diesel have increased and if this continues soon there will no
fuel left on Earth. There is solution for this problem and that is “ELECTRIC
VEHICLES “

The potential for alternative technologies in the automobile such as

electric vehicle in India, as in the case of many compatible markets, depends
on improved battery technologies, range government subsidy, lower prices
and better charging structure

The demand of electric vehicle has increased in past few years as they
are easy to maintain, pocket friendly, and produces no emission. Electric
vehicle can be the best vehicle for day-to-day life.

 Research Methodology

Significance of the study

The study of this topic will help us to understand the importance of

electric vehicle and how it will affect our future and up coming generations.
At present electric vehicle are the only alternative for ICE (Internal
Combustion Engine) type vehicle. This can be the turning point for the
automobile industry and sooner every company will start manufacturing
electric vehicles

This research will help students, entrepreneur, businesses and all

other people who are into the Electric Vehicle to understand future, scope,
market and limitations.
 Research type
This is mixed research which will be conducted on qualitative and quantities
data.
Qualitative dada is calculated through surveys and interviews whereas the
Quantative data is calculate on the basis of numerical data such as statics and
measurement

Source of Data

 Primary data
The data which is collected individually and there is no reference for it

 Secondary data
The data which is present in the form of interview, articles and etc.
and is collected by another person.

Scope of study
The future of the electric vehicle can be seen very promising. All the multinational
brands can be seen focusing on the EV market. So, in this research we will study about EV in
depth and will conclude that can Electric vehicle compete against ICE engine and can it be
revolutionary technology.

Limitations of Research
 Like the other technology this also has some limitations and that are:
 Not suitable for the areas with more power cuts
 EV cost much more that ICE vehicle
 Charging time is much more
 Limitations on range and speed
 Can’t be driven overload

Sample design and Research

A Questionnaire of 16 question will be prepared for which appropriate options will
be available for respondent to select the option. The questionnaire will be created with help
of google docs which is an E-survey form and it will shared through e-mail, what’s app, and
social media

Regulation

Governments and cities have introduced regulations and incentives to accelerate the shift
to sustainable mobility. Regulators worldwide are defining more stringent emissions targets.
The European Union presented its “Fit for 55” program, which seeks to align climate,
energy, land use, transport, and taxation policies to reduce net greenhouse gas emissions by
at least 55% by 2030, and the Biden administration introduced a 50 percent electric vehicle
(EV) target for 2030. Beyond such mandates, most governments are also offering EV
subsidies.

Cities are working to reduce private vehicle use and congestion by offering greater support
for alternative mobility modes like bicycles. Paris announced it will invest more than $300
million to update its bicycle network and convert 50 kilometres of car lanes into bicycle
lanes. Many urban areas are also implementing access regulations for cars. In fact, over 150
cities in Europe have already created access regulations for low emissions and pollution
emergencies.

Consumer behavior

Consumer behavior and awareness are changing as more people accept alternative and
sustainable mobility modes. Inner city trips with shared bicycles and e-scooters have risen
60 percent year-over-year and the latest McKinsey consumer survey suggests average
bicycle use (shared and private) may increase more than 10 percent in the post-pandemic
world compared with pre-pandemic levels (See also “The future of micro mobility: Ridership
and revenue after a crisis,” July 2020). In addition, consumers are becoming more open to
shared mobility options. More than 20 percent of Germans surveyed say they already use
ride-pooling services (6 percent do so at least once per week), which can help reduce vehicle
miles traveled and emissions (See also “Shared mobility: Where it stands, where it’s
headed,” August 2021).

Technology

Industry players are accelerating the speed of automotive technology innovation as they
develop new concepts of electric, connected, autonomous, and shared mobility. The
industry has attracted more than $400 billion in investments over the last decade—with
about $100 billion of that coming since the beginning of 2020. All this money targets
companies and start-ups working on electrifying mobility, connecting vehicles, and
autonomous driving technology (See also “Mobility’s future: An investment reality check,”
April 2021). Such technology innovations will help reduce EV costs and make electric shared
mobility a real alternative to owning a car.

Electrification will play an important role in the transformation of the mobility industry and
presents major opportunities in all vehicle segments, although the pace and extent of
change will differ. To ensure the fast, widespread adoption of electric mobility, launching
new EVs in the market is an important first step. In addition, the entire mobility ecosystem
must work to make the transformation successful, from EV manufacturers and suppliers to
financers, dealers, energy providers, and charging station operators—to name only a few

The future of passenger vehicle powertrains is electric

The tipping point in passenger EV adoption occurred in the second half of 2020, when EV
sales and penetration accelerated in major markets despite the economic crisis caused by
the COVID-19 pandemic. Europe spearheaded this development, where EV adoption
reached 8 percent due to policy mandates such as stricter emissions targets for OEMs and
generous subsidies for consumers.

In 2021, the discussions have centered on the end date for internal combustion engine (ICE)
vehicle sales. New regulatory targets in the European Union and the United States now aim
for an EV share of at least 50 percent by 2030, and several countries have announced
accelerated timelines for ICE sales bans in 2030 or 2035. Some OEMs have stated their
intentions to stop investing in new ICE platforms and models and many more have already
defined a specific date to end ICE vehicle production. Consumer mindsets have also shifted
toward sustainable mobility, with more than 45 percent of car customers considering buying
an EV.

However, the continued acceleration of electrification is putting significant pressure on

OEMs, their supply chains, and the broader EV ecosystem to meet these targets. This is
particularly obvious with respect to setting up the required charging infrastructure.
By 2035, the largest automotive markets will go electric

Regulatory pressure and the consumer pull toward EVs vary greatly by region. Europe is
mainly a regulation-driven market with high subsidies, while in China consumer pull is very
strong despite reduced incentives. In the United States, EV sales have grown slowly due to
both limited regulatory pressure and consumer interest, although the regulator trend is set
to change under the new administration.

On a global level, we expect EV (BEV, PHEV, and FCEV)1 adoption to reach 45 percent under
currently expected regulatory targets. However, even this transformative EV growth outlook
is far below what’s required to achieve net zero emissions. EVs would need to account for
75 percent of passenger car sales globally by 2030, which significantly outpaces the current
course and speed of the industry.

We believe Europe—as a regulatory-driven market with positive consumer demand trends

—will electrify the fastest and is expected to remain the global leader in electrification in
terms of EV market share. In addition to the European Commission target, which requires
around 60 percent EV sales by 2030, several countries have already announced an end to
ICE sales by 2030. In line with this, seven OEM brands have committed to 100 percent EV
sales by 2030 within the European Union. In the most likely accelerated scenario, consumer
adoption will exceed regulatory targets and Europe will reach around 75 percent EV market
share by 2030. The European Union announced a zero-emissions target for new cars by
2035.

China will also continue to see strong growth in electrification and remain the largest EV
market in absolute terms. Uptake results from strong consumer pull, despite low EV
subsidies and no official end date for ICE sales. However, the government’s dual-credit
policy has led to an increased EV share in OEMs’ portfolios. Our adoption modeling yields a
Chinese EV share above 70 percent for new car sales in 2030 in the accelerated scenario.

In the United States, the Biden administration announced a 50 percent electrification target
for 2030, strong investments in charging infrastructure, and more stringent fleet emissions
targets. EV uptake will result mainly from regulatory support in California and other states
that follow its CARB ZEV regulation. US OEMs support electrification targets and have
declared ICE bans by 2035, meaning the United States will follow Europe and China in EV
uptake with a small delay; it is expected to exceed current regulatory targets and reach 65
percent EV sales by 2030 in the accelerated scenario

The e-mobility transformation will disrupt more than the automotive industry

In the European Union, achieving the accelerated scenario of around 75 percent EV sales by
2030 will have implications for the entire EV value chain and ecosystem. In parallel, the
industry must decarbonize the full lifecycle of vehicles to get closer to a net-zero target.
Incumbent automotive suppliers need to shift production from ICE to EV components.
Europe will have to build an estimated 24 new battery giga-factories to supply local
passenger EV battery demand. With more than 70 million EVs on the road by 2030, the
industry will need to install large numbers of public chargers and provide maintenance
operations for them. Renewable electricity production needs to increase by 5 percent to
meet EV charging demand. Finally, emissions from BEV production must decline, since BEVs
currently have 80 percent higher emissions in production than ICE vehicles

Electrification will cause a major shift in the entire automotive supply chain

The transformation of the automotive industry toward electrification will disrupt the entire
supply chain and create a significant shift in market size for automotive components. Critical
components for electrification such as batteries and electric drives and for autonomous
driving like light detection and ranging (LiDAR) sensors and radar sensors will likely make up
about 52 percent of the total market size by 2030. Components only used in ICE vehicles
such as conventional transmissions, engines, and fuel injection systems would see a
significant decline to around 11 percent by 2030—about half the size of 2019 levels. Such a
drastic shift will force traditional component players to adapt quickly to offset decreasing
revenue streams.

The scale of disruption will be significant: according to the Institute for Economic Research
(Ifo) in Munich, more than 100,000 jobs will change in the German automotive industry by
2030. That is roughly five to ten times the scale of jobs compared with the phaseout of coal
power that Germany announced for 2038

Announced EU battery production will likely stay just ahead of demand

Based on announced build-up plans, we expect a 20-fold increase in battery production

capacity in Europe to 965 GWh by 2030. Assuming the full capacity is built by 2030, Europe
should meet expected demand of 874 GWh. BEV passenger cars and commercial vehicles
will drive 90 percent of this battery demand. While on paper announced capacities seem to
follow and match demand, in reality temporary implementation risks will likely occur given
giga-factory production issues, typically slow yield ramp-ups, fragmentation of the supply
chain, and large inflexible OEM contracts. Thus, in an accelerated EV adoption case, battery
demand would come very close to exceeding announced supply in the medium term. In the
next ten years, we expect the mining industry to slow down and other geopolitical and
supply chain crises to pop up periodically, leading to some short-term price spikes in
commodities like nickel and lithium.
Battery cell production is moving physically closer to vehicle assembly plants. While ten
years ago almost all cells were imported from Asia, regional production hubs exist today in
Eastern Europe, for example. Furthermore, multiple plants will go on stream in key vehicle-
producing countries like Germany, the United Kingdom, and France and in low-carbon-
emitting environments such as Norway and Sweden.

In addition to incumbent battery cell players from Asia setting up locations in Europe, some
entirely new companies are entering the space. One key development in battery sourcing
involves the backward integration of OEMs from packs and modules up to cell production—
mostly in the form of joint ventures with cell manufacturers. OEM backward integration
plans result from their growing battery cell demand, the desire for control and certainty of
supply, and the ambition to keep a significant part of vehicle value creation inhouse. OEMs
are also seeking areas for differentiation, with battery technology, durability, and
performance seen as key evaluation criteria for BEVs.

Production of raw materials and battery components follow the localization trend of battery
cell plants. However, there is a time lag and only some of the raw materials needed, which
include nickel, cobalt, lithium, and graphite, are available for local sourcing in Europe.
Companies must therefore compete globally to secure required volumes and do it
sustainably in line with environmental, social and governance (ESG) criteria. While all four
commodities must ramp up quickly, with potential price variation in the future, nickel will
likely be the commodity under the most pressure in the short to medium term

Acceleration in charging infrastructure buildup needed

In line with EV uptake, the buildup of charging infrastructure needs to accelerate to avoid
becoming a potential bottleneck and limiting consumer-driven EV adoption. Building
charging infrastructure in sync with the EV fleet will be essential in the coming decade.

While first-generation EV buyers relied mainly on private charging (in 2020, 80 percent of EV
buyers in Europe had access to private charging), the next generation will depend on public
charging. More than 50 percent of Europeans will be living in multifamily homes without
private charger access, and public chargers will ensure practicality of EVs for long-distance
trips, which prospective EV buyers still consider a main concern.

Likewise, regulatory processes to install chargers in private homes require simplification and
production capacity for wall boxes must increase. Production scale-up and simplified
regulation (in terms of shortened permit and building times) are also necessary for public
chargers, in addition to the creation of demand-based coverage.

We estimate the industry needs to install more than 15,000 chargers per week by 2030
within the European Union. Simplified regulations are needed to facilitate charger siting,
since it can currently take up to three years to obtain approval for grid extensions for a fast-
charging station. Ensuring the EU-wide coverage of public charging is essential to avoid
having chargers located only in profitable locations.
EVs are poised to command on average more than 5 percent of electricity demand in 2030
in Europe. It will be important to reduce charging during peak load periods through
“managed charging” by controlling charging time, duration, and intensity with vehicle-to-
grid (V2G) technology as an enabler. In a scenario with appropriately managed charging
devices in place as well as incentives to charge during nonpeak hours, much of the customer
impact on the electric grid will be mitigated

Reaching net zero also means decarbonizing EV production

There is a clear path to reducing CO2 equivalent (CO2e) emissions from passenger cars in
operation. A recent International Council on Clean Transportation (ICCT) analysis stated that
the shift from ICE to BEV would reduce total lifecycle CO2e emissions by around 65 percent
based on the current average energy mix in Europe and by 83 percent with entirely green
electricity.

As the electricity supply evolves and charging with green energy for a larger fleet of EVs
becomes feasible, materials and production will become the dominant sources of emissions
in an EV’s lifecycle. Today an EV’s production generates an almost 80 percent higher
emissions intensity compared with an ICE car, due mainly to the battery and the vehicle’s
higher share of aluminium.

When aiming to reduce material emissions, two main issues matter:

Increasing recycled content. Replacing virgin/primary materials with recycled alternatives

will save a large share of emissions associated with the initial generation of raw materials.
Replacing 30 percent of primary material with recycled material can save 15 to 25
percent2 of production emissions. Recycled material use, however, comes with multiple
challenges, including the reality that end-of-life (EOL) collection remains very immature,
making it difficult to achieve an automotive-grade materials stream. Furthermore, multiple
industries are interested in using recycled material to achieve their decarbonisation targets,
which will result in supply bottlenecks and the higher prices of several recycled materials.

Shifting to green raw materials. Using primary materials produced in a low/no-carbon

process enables high-grade materials with low emissions footprints. Examples of this
approach include inert anode aluminium smelting via hydroelectricity or steel produced
through hydrogen-based direct reduced iron in an electric arc furnace (H2 DRI-EAF steel).
Around 80 to 90 percent of today’s typical material emissions can be eliminated with 2030
technologies. The main approaches involve decarbonizing the raw material refining
processes by using renewable electricity, for example, and decarbonizing the forming as
well as other high-energy manufacturing processes, also via electrification.

While a switch in electricity resources is simple, the shift from today’s processes to
manufacturing routes that avoid CO2e emissions altogether—rather than capturing or
gradually reducing them—will require significant investments in plants and equipment. A
predictable demand for green materials and long-term commitments between suppliers and
buyers would help overcome this obstacle in the next decade.

A determined approach to decarbonizing and combining these methods could produce

vehicles with 10 to 30 percent of today’s production emissions by 2030—a challenging feat
but necessary to fulfill the Green Deal aspiration. Nevertheless, decarbonizing the supply
chain and achieving Scope 3 emissions reductions may cause vehicle costs to rise at a time
when OEMs are trying to lower prices to boost consumer interest and achieve sustainable
long-term margins

A 55 percent transport emissions reduction target by 2030 versus 1990 requires more
drastic measures

Current regulation and targets are not sufficient if the road transport sector wants to fully
contribute to the 55 percent CO2e emissions reduction target by 2030 versus 1990 as
required by the Fit for 55 program.

However, passenger cars have one advantage over other industries from a decarbonisation
point: The zero-emissions option (e.g., the BEV) is cheaper than the current alternative (ICE)
from a total cost of ownership perspective in some countries today and by 2025 at the latest
in countries without incentives. This is not the case in most other industries, where
decarbonizing results in higher costs for both producers and consumers.

However, with the average car age at ten years in Europe, it will take time for EV sales to
have an impact at the parc level. The current regulation on sales is therefore not sufficient
to meet the goal of a 55 percent emissions reduction from 1990 levels by 2030.

Closing this gap will require further measures targeting CO2e emissions of the vehicle parc.
ICE vehicle kilometres travelled could be decreased by reducing private car kilometres,
increasing shared mobility, and changing consumer perspectives on walking/biking.

At the same time, the most efficient lever is to accelerate the ICE parc turnover and remove
highly polluting ICE vehicles from the fleet with, for example, “cash-for-clunkers” programs
for old ICE cars.

Another way to reduce CO2e emissions from ICE vehicles is to increase the share of bio- and
e-fuels as these have a low carbon footprint and are compatible with the existing ICE parc.
However, the majority of bio- and e-fuels supply will be required to decarbonize
marine/aviation and commercial road transport, for which only limited zero-emissions
alternatives exist today

Conclusion:
Electric vehicles are coming, and we are on the right track regarding decarbonizing the
transport sector, though more actions need to be taken. It is an industry transformation
taking place at unprecedented speed. It is also crossing industry borders, involving energy,
infrastructure, mobility, and automotive players. While a major challenge, it represents a
huge opportunity for incumbents and new players to take a leading role in creating new
multi-billion industries and jobs. The key will be to couple sustainability with economic
viability through innovative technology and properly guided mobility transformation. Based
on its diverse mobility landscape, its focus on sustainability and its proven technology
leadership, Europe could emerge as a role model for other regions globally.