This presentation is about the current EV market in India.

1. Electric Vehicle
Scenario in India
Done by,
Deepak S
MBA-Power Management

2. EV Market in India
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3. Why India should go for EV?
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 India need to reduce dependency on a fossil-fuel based economy. India's crude oil imports for 2014-15 was 112 billion
dollars (approximately 7,00,000 crore rupees)
 Aspects related to global warming needs a shift to automobile solutions that reduces/ do not produce greenhouse gas
emissions.
 Air Quality Indices related to India indicate that the air in many cities of India is no longer healthy. Automobile related
pollution has been one of the causes for this
 India can become a global provider for clean mobility solutions and processes that are affordable and scalable.
 People living in some of the Indian cities are being affected by noise pollution. Some of the Indian cities have the worst
noise pollution levels in the world. Electric vehicles may contribute to a reduction in noise pollution levels in the cities.
 Energy efficiency and emission reduction has improved in automobiles but energy efficiency measures and pollution
control measures did not keep pace with the sales growth in vehicles.

4. Current Status of EV in India
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 The Indian electric vehicles (EV) market is at a very nascent stage comprising of only 1% of the total automobile sales
 95% of the Indian EV market is dominated by 2 and 3-wheelers
 The EV market in India was about 25,000 units at the end of 2016-17 and 56,000 units at the end of 2017-2018
 4,330 EVs were sold in Gujarat, 2,846 in West Bengal, 2,467 in Uttar Pradesh and 2,388 in Rajasthan during the fiscal year 2016-17
 The EV market in India is set to see the entry of a flurry of new players of foreign and domestic origin in the 2 and 3-wheeler
segments
 Chinese firms such as BYD Auto Co. Ltd will supply electric buses to some state transport firms. Mahindra has a first to the market
advantage in 4 wheeler segment. The company plans to make 60,000 electric vehicles annually from 2020.
 The Indian unit of South Korea’s Hyundai Motor Co. Ltd is expected to launch its electric vehicle in 2019. Maruti Suzuki will enter the
market by 2020. Tata Motors has launched its electric vehicle Tata Tigor in 2018

5. EV market and challenges
in India
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6. 6

7. Government Initiatives for promoting EV
in India
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 In 2012, the National Electric Mobility Mission Plan (NEMMP) 2020 was established to promote hybrid and electric vehicles
 Under the NEMMP 2020, an incentive scheme, Faster Adoption and Manufacturing of Hybrid and Electric Vehicles (FAME Phase 1
&2), was launched in 2015 to reduce the upfront purchase price of hybrid and electric vehicles and to stimulate their early adoption
 In early 2018, the Ministry of Power launched the new National Electric Mobility Programme to focus on creating the charging
infrastructure and a policy framework to set a target of more than 30% electric vehicles by 2030
 The Programme will be implemented by Energy Efficiency Services Limited (EESL) which will aggregate demand by procuring
electric vehicles in bulk to get economies of scale
 Ministry of Power (MoP) has notified the charging infrastructure for electric vehicles-guidelines and standards on 14th December
2018
 Special incentives for Indigenous OEM and EV manufacturers were announced under FAME
 Many state governments like Delhi, Maharashtra, Tamilnadu have announced state policies for adoption of EV

8. “India is also a member of the Electric Vehicles Initiative (EVI) multi-governmental policy
forum. The EVI forum was established in 2009 to accelerate the deployment of electric
vehicles worldwide and facilitate exchanges between policymakers and various
stakeholders. Countries currently active in the EVI include Canada, China, Finland,
France, Germany, India, Japan, Mexico, the Netherlands, Norway, Sweden, the UK and
the US. The initiative is jointly led by Canada and China. The International Energy Agency
serves as the EVI coordinator
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9. NEMMP (National Electric
Mobility Mission Plan)
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10. National Electric Mobility Mission Plan
(NEMMP)
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 Government of India launched the National Electric Mobility Mission Plan (NEMMP) 2020 in 2013
 It aims to achieve national fuel security by promoting hybrid and electric vehicles in the country. There is an ambitious
target to achieve 6-7 million sales of hybrid and electric vehicles year on year from 2020 onwards
 Government aims to provide fiscal and monetary incentives to kick start this nascent technology. With the support from
the Government, the cumulative sale is expected to reach 15-16 Million by 2020
 It is expected to save 9500 Million Litres of crude oil equivalent to Rs. 62000 Cr. savings. Government has launched the
scheme namely Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles (FAME India) under NEMMP 2020 in the
Union Budget for 2015-16 with an initial outlay of Rs. 75 Cr
 It is envisaged that early market creation through demand incentive, in-house technology development and domestic
production will help industry reach a self-sufficient economies of scale in the long run by around the year 2020

11. Ministries involved in NEMMP
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 Ministry of Heavy Industries and Public Enterprises (Department for Heavy Industries)
 Ministry of Power & Renewable Energy
 Ministry of Urban Development
 Ministry of Finance
 Ministry of Roads & National Highways
 Department of Science & Technology

12. FAME (Faster Adoption and
Manufacturing of (Hybrid &) Electric
Vehicles in India)
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13. FAME India
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 The FAME India (Faster Adoption and Manufacture of (Hybrid and) Electric Vehicles) Scheme is an incentive scheme for the
promotion of electric and hybrid vehicles in the country
 Ultimate objective of the scheme is to promote electric mobility and the scheme gives financial incentives for enhancing electric
vehicle production and creation of electric transportation infrastructure
 FAME was launched by the Ministry of Heavy Industries and Public Enterprises in 2015 to incentivize the production and promotion
of eco-friendly vehicles including electric vehicles and hybrid vehicles
 The Scheme operates in two phases:
1. Phase I: started in 2015 and was completed on March 31st, 2019.
2. Phase II: started from April 1st, 2019, will be completed by March 31st, 2022

14. FAME India Phase 1
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 Phase I of the FAME-India Scheme was launched on April 1st, 2015 and extended to March 31, 2019. Its original time period was two
years but it was extended three times
 The scheme was implemented with an outlay of Rs 795 crore. Approximately 2,18,625 Electric Vehicles were ‘promoted’ by FAME I
till July 2018 and the main objective is to provide demand incentives
 The mother programme of FAME- the National Electric Mobility Mission Plan (NEMMP) 2020 was launched in 2013 to achieve sales
of six-seven million units of electric vehicles and thus to realise fossil fuel saving of 2.2 to 2.5 million tonnes
 Initial area coverage of FAME phase 1:
a. Cities under “Smart Cities” initiatives
b. Major metro agglomerations – Delhi NCR, Greater Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad, Ahmedabad
c. All State and other Urban Agglomerations/Cities with 1 million+ population (as per 2011 census
d. Cities of the North Eastern States

15. FAME India: 1 funds allocated
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70, 27%
155, 59%
10, 4%
20, 8% 5, 2% 2015-2016
Technology Platform
(Including testing infrastructure)
Demand Incentives
Charging Infrastructure
Pilot Projects
IEC/Operations
*Amount in Crores (Rs.)
Total funds allocated (2015-16): Rs.260 Crores

16. FAME India: 1 funds allocated
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120, 24%
340, 67%
20, 4%
20, 4% 5, 1% 2016-2017
Technology Platform
(Including testing infrastructure)
Demand Incentives
Charging Infrastructure
Pilot Projects
IEC/Operations
*Amount in Crores (Rs.)
Total funds allocated (2016-17): Rs.535 Crores

17. FAME (Faster Adoption and
Manufacturing of (Hybrid &) Electric
Vehicles in India) Phase II
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18. FAME India Phase 2
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 The second phase is an expanded version of the first phase. FAME India Phase II has a total outlay of Rs 10000 Crores over
the period of three years from 1st April 2019 to 2022
 Allocation for the scheme for 2019-20 is estimated to be at Rs 1,500-crore; Rs 5,000 crore in 2020-21 and Rs 3,500 crore in
2021-22
 FAME-II will cover buses using EV technology; electric, plug-in hybrid and strong hybrid four wheelers; electric three-
wheelers including e-rickshaws and electric two-wheelers
 For the overall monitoring, sanctioning and implementation of the scheme, an inter-ministerial empowered committee –
‘Project Implementation and Sanctioning Committee’ (PISC) that is headed by the heavy industry secretary, shall be
constituted
 In early 2018, the Ministry of Power launched the new National Electric Mobility Programme with broad objectives. Here,
the focus is for establishing the electric charging infrastructure and a policy framework to set realise more than 30%
electric vehicles by 2030

19. Implementation Process of FAME II
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The scheme is proposed to be implemented through the following verticals:
o) Demand Incentives
b) Establishment of network of Charging Stations
e) Administration of Scheme including Publicity, IEC (Information, Education & Communication) activities.
Sr.no
Component 2019-20 2020-21 2021-22
Total Fund
requirement in crores
1 Demand Incentives 822 4587 3187 8596
2 Charging Infrastructure 300 400 300 1000
3
Administrative Expenditure
including Publicity, ICE activities
12 13 13 38
Total for FAME-II 1134 5000 3500 9634
4 Committed expenditure of Phase -I 366 0 0 366
Total 1500 5000 3500 10000

20. FAME II Demand Incentives
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 Demand incentive will be available for consumers (buyers/end users) in the form of an upfront reduced purchase
price of hybrid and electric vehicles to en0bIe wider adoption, which will be reimbursed to the OEM by
Government of India and it will be a battery based incentive.
 Under this scheme it was proposed that Rs.10,000/Kwh (battery size) will be the demand incentive given to the
customers
 In order to promote e-buses government decided to provide incentive of Rs.20,000/Kwh
 Following categories of vehicles shall be eligible for demand incentives.
1. Buses (only electric vehicle technology)
2. Four Wheelers (Electric (EV), Plug in Hybrid (PHEV) and Strong Hybrid (SHEV))
3. Three-wheeled (Electric) including Registered E-Rickshaws
4. Two Wheeler (Electric)

21. FAME II Demand Incentives (contd.,)
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To meet the qualifying criteria for the demand incentives, the hybrid/electric vehicle (xEVs) including its variants and
versions, should
 be manufactured in the country and have such percentage of localisation as may be notified fr0m time to time
 Meet provisions contained in Central Motor Vehicle Rules (CMVR) in terms of type of approval, classification,
categorization, definition, road worthiness, registration etc, as per the provisions contained in CMVR
 Obtain certificate of FAME India Phase II eligibility fulfilment from recognised testing agencies
 Be accompanied by at least three-year comprehensive warranty including that of battery from the manufacturer
and to have a adequate facilities for after sale services for the life of vehicle
 Be fitted with suitable monitoring devices to know the mileage of vehicle to determine the total fuel savings on a
real time basis
 Should appropriately display a sticker indicating that the vehicle has been purchased under the scheme

22. FAME II other important notifications
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 The Scheme envisages support for setting up of adequate public charging infrastructure to install confidence
amongst EV users, through active participation and involvement of various stakeholders including Government
agencies, industries, and Public Sector Enterprises (PSEs)
 Flexibility of funding for establishment of charging infrastructure to the extent of 100% of cost depending upon
the project proposal shall be available for promoting electric mobility
 The scheme will be implemented with the help of proper knowledge/technical expertise which will be chosen
through competitive bidding process
 A suitable IEC (Information, Education, Communication) program will be undertaken for creating consumer
awareness rind promotion of the scheme, on a need basis, through education and training, publicity, organization
of business meets/seminars/conferences/symposia etc. by Department of Heavy Industry. Industry Association.
Voluntary Organizations, etc.
 The charging infrastructure that will be setup under this programme (FAME II) should follow the rules and
regulations put down by Ministry of Power (MoP) under “Charging Infrastructure for Electric Vehicles-Guidelines
and standards”

23. Charging Infrastructure for
Electric Vehicles-Guidelines
and standards
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24. Objectives
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 To enable faster adoption of electric vehicles in India by ensuring safe. reliable, accessible and affordable
Charging Infrastructure and eco-system
 To promote affordable tariff chargeable from EV owners and Charging Station Operators/Owners
 To generate employment/income opportunities for small entrepreneurs
 To proactively support creation of EV Charging Infrastructure in the initial phase and eventually create market for
EV Charging business
 To encourage preparedness o1 Electrical Distribution System to adopt EV Charging infrastructure

25. Public Charging Infrastructure (PCI)- Minimum Requirements:
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 An exclusive transformer with all related substation equipment including safety appliance.
 33/11 KV line/cables with associated equipment including as needed for line termination/metering etc.
 Appropriate civil works.
 Adequate space for Charging and entry/exit of vehicles
 Current international standards that are prevalent and used by most vehicle manufacturers internationally are CCS
and CHadeMO. Hence, Public Charging Stations shall have, one or more electric kiosk/boards with installation of all
the charger models as follows:
Charger Type Charger Connectors*
Rated Voltage (V)
No. of Charging
Points/No. of Connector
guns
(CG)
Fast
CCS (min 50 kW) 200-1000 1/1 CG
CHAdeMO (min 50 kW) 200-1000 1/1 CG
Type-2 AC (min 22 kW) 380-480 1/1 CG
Slow/Moderate
Bharat DC-001 (15 kW) 72-200 1/1 CG
Bharat AC-001 (10 kW) 230 3/3 CG of
3.3 kW each
*In addition, any other fast/slow/moderate charger as per approved BIS standards
whenever notified.

26. Public Charging Infrastructure (PCI)- Minimum Requirements
(contd.,)
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 The kiosk/board may have options for installation of additional chargers if required
 The Public Charging Station Providers are free to create Charging Hubs and to install additional number of
Kiosk/Chargers in addition to the minimum number of chargers prescribed above.
 Tie up with at least one online Network Service Providers (NSPs) to enable advance remote/online booking of
charging slots by EV owners. Such online information to EV owners should also include information regarding
location, types and numbers of chargers installed/available etc. Share charging station data with appropriate
DISCOM and to maintain appropriate protocols as prescribed by such DISCOM for this purpose. CEA shall have
access to this database
 Appropriate public amenities
 Where, in addition to the above, fast charging facility is also planned to be provided at the PCS by the PCI provider,
the following additional infrastructure must be provided:
1. Appropriate Liquid Cooled cables if High Speed Charging Facility for onboard charging of Fluid Cooled Batteries
(FCBs) is also planned.
2. Appropriate Climate Control Equipment for Fast Charging of Batteries to be used for swapping (i.e. not onboard)

27. Location of Charging Infrastructures
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In case of Public Charging Stations, the following minimum requirements are laid down with regard to density or
distance between two charging points:
 At least one Charging Station should be available in a grid o1 3 Km X 3 Km. Further, one Charging Station be set up
at every 25 Km on both sides of highways/roads
 For long range EVs (like long range SUVs) and heavy duty EVs like buses/trucks etc, there should be at least one
Fast Charging Station with Charging Infrastructure Specifications as standards every 100 Kms. one on each side of
the highways/road located preferably within/alongside the stations
 Within cities, such charging facilities for heavy duty FVs shall be located within transport nagars, bus depots
 Moreover, swapping facilities are also not mandatory within cities for Buses/trucks

28. Business Models for Charging
Infrastructure
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29. 29
EV infrastructure
Charging
On-board
charging
Off-board
charging
AC Chargingspot DC charger
Private car
Private car
Public bus
Battery swapping
Commercial
vehicle
Passengercar
Side-swapping
Rear-swapping
Bottom-swapping
Public bus Sanitation
vehicle
Private car Taxi

30. Battery Leasing and Swap Schemes
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 It help negate consumer concerns about battery durability and performance, while simultaneously reducing the
initial/upfront EV purchase price
 Service providers retain the ownership of batteries
 This model puts the operational costs of an EV on par with conventional ICEs
 It allows manufacturers to retain ownership of the battery for various 'second-life' applications that would
 provide additional value
 At the end of the contracted subscription/rental period, the EVs would then return back to the franchised dealer
network, giving them greater control over its assets
 Manufacturers, battery suppliers and service operators can partner to collectively develop 'battery swap/switching
stations

31. Infrastructure Service Models
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Public Infrastructure Model:
 Provides EV station at public parking spaces
 Only EVs are allowed to park at these spots, they are likely to act as an incentive to consumers in urban cities
 This model would have to be supported by local municipalities in partnership with infrastructure providers
 It seeks to provide access to charging for those consumers that lack home charging
Private Infrastructure Model :
 More preferable in the early stages of EV adoption as it responds to direct consumer demand
 It involves installing charging points for EV adopters at their residence or at private sites such as malls, office
parking etc
 This ensures higher usage of charging points based on actual demand, as reflected by EV purchases, thus
providing a greater return on investment

32. End-to-End Solution
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 Involves close partnerships between OEMs, infrastructure facility providers, maintenance services providers and
local Governments
 Provide consumers with an integrated package of end-to-end value added services, thereby minimizing the
number of interfaces that the consumer has to manage.
 Evolve as a subscription service where EV adopters pay a monthly/annual fee for an integrated services package
that involves access to charging facilities, vehicle maintenance services and free parking at public pay-and-park
lots, that are managed by local municipalities

33. Present and Future of Electric
vehicle in India
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34. End-to-End Solution
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35. Future of EV’s in India
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The report by Bloomberg New Energy Finance (BNEF) says that India will have better progress on electric two-
wheelers, rickshaws and electric buses over the next 10 years.
 The report believes that by 2040, EVs will constitute only 40 per cent of the total passenger vehicle fleet in India
 At the end of 2017, there were just 6,000 highway-capable electric cars plying on Indian roads, which is a minuscule
number when compared to the overall numbers of total cars on Indian roads
 The BNEF study says that the annual sales of EVs will reach 30,000 units in 2022 as opposed to 2,000 units in 2017
 And if the sale of EVs grows as the study has predicted, they will constitute about 6.6 per cent of annual vehicle
sales by 2030 and go up to 27 per cent by 2040
 Also, by 2040, about 13 per cent of the passenger vehicles plying on Indian roads will be electric by 2040

36. Suggestions for developing EV market in India
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 The government needs to implement significant subsidy schemes and put up mandates which will encourage car
buyers to look at electric vehicles
 The next most important thing is to develop a good network charging infrastructure across the country. A good idea will
be to involve private players in this as well although that is easier said than done
 Factors such as unreliable electricity supply, lack of co-ordination between different government levels and lack of
demand for EVs keep private players away from investing in charging infrastructure
 Also, the state-owned utilities will need to invest in charging infrastructure as well although their financial health is not at
par with state-owned electric utilities in other parts of the world
 Government should try to converge schemes such as “Make in India Initiative” with the EV policy
 EV stakeholders should come up with robust business models for charging infrastructure and for EV such as retrofitting
and etc.

37. Thanks!
Any questions?
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