This article has been written by Dr. Nilesh Kane, Chief – Power Distribution, Tata Power Company.
The Indian automobile market is finally starting to catch on to the idea of clean mobility, although the percentage share of electric vehicles (EVs) is still in the low single digits today. From a peak of 26 million vehicles sold in 2018-19, the demand for petrol/diesel powered vehicles has declined to 17.5 million in the last financial year as compared to 17.5 million during the same period. EV Sales increased from 1.3 lakhs to 2.3 lakhs. Although EVs represent about 1% of the total market in percentage terms, the trend is clear – clean personal mobility is here to stay and is expected to play a bigger role in the years to come. Before the end of the current decade, policy makers expect EVs to constitute 70% of all commercial cars, 30% for private cars, 40% for buses and 80% for two and three-wheelers.
since before electric vehicle Started at the turn of the new millennium, the idea of clean mobility remains a small part of the large automobile market space in India. While the total cost of ownership of EVs has been the biggest impediment to the development of clean mobility in the country, the real elephant in the room was about powering these vehicles through a national network of reliable vehicles. EV Charging Station, Even progressive-minded consumers who wanted to switch to an EV had to deal with ‘range anxiety’, the worry of running out of charge between two charging points. While consumers have been waiting for a denser charging network before switching to EVs, auto companies could not expand it, leading to higher cost of vehicles. This apparent impasse, which was stifling demand for electric vehicles in an otherwise promising market like India, remains a challenge and we are only beginning to solve it.
In the past few years, there has been a rapid growth in public charging networks across India, while two-wheeler consumers who constitute the largest segment in the EV market, use domestic charging points. But experts in the automobile market also tell us that a strong and efficient national public charging network will be a necessary precondition for increased adoption of electric mobility in India. Going by the global trend, the EV charger ratio is 6 for both China and Netherlands, 19 for the US while it is 135 for India. This means there is one charger per 135 EV in India as compared to 6 in China. According to the firm Alvarez and Marsal, India needs to install 46000 charging stations by 2030 to achieve the global benchmark.
According to recent estimates by rating agency ICRA, India may invest Rs 14,000 crore to set up 48,000 charging points in the next three to four years. If this forecast is fully implemented, today we will have around three EV charging points for every four-four petrol pumps in the country. All this was done in less than five years, while the 65,000-gasoline station in India was built in the last five to six decades!
Despite the general optimism in the EV and its ancillary industries, which see many new players joining in every year, charge point operators (CPOs) as a standalone business can be quite challenging. The emerging economics of CPO as a business is also quite interesting. As a capital-intensive business, a typical charging point of fast chargers costs around Rs 30 lakh (i.e. in addition to) EV charger The major cost is due to the power infra required to activate the EV charger (excluding land) and it will cost Rs 10 lakh per year to run. Therefore, an entrepreneur of such a business would have to wait at least three years to see any profit, even if he manages to bring in enough business to cover the running costs each year.
The frequency of rings from cash registers to EV charging outlets will depend on the EV population in the country and its continued growth. Efforts are already underway to give the EV industry a major push during the first few years of its development. Today we have subsidy-driven market-creation schemes in all major states and also at the national level. fame Plan. Similarly, the government also relaxed norms for setting up charging points, to ensure that their development is not hampered by over-cautious and complex policies.
While the existing state-owned oil companies (such as Indian Oil, Hindustan Petroleum etc.) are planning to set up EV charging stations across the country, a major part of the emerging network will also come from private players such as Tata Power, which will provide sustainable are promoting. Mobility through EasyCharge’s own network to create a pan-India EV infrastructure. Some of these private companies are also tying up with state-owned brands to expand their EV charging network.
Finance will be the key bottleneck that we will have to actively manage to ensure EV sales and lack of charging points don’t add to the egg and chick puzzle, effectively thwarting India’s march towards clean mobility. and finally a net zero target has been set for 2070. The franchise model built on the shoulders of individual entrepreneurs is a very good proposition at many levels. One, it will be a reliable job generator and second, it will support the risk-taking entrepreneurial spirit in India, which has been growing rapidly in recent years. But above all, it will ensure that millions of Indians become active participants in the country’s clean mobility revolution, thus ensuring its sustainability in the long run.
As per our understanding first we need to create a perception in the mind of the consumers by installing more charging networks and creating awareness about its usage and accessibility. Secondly, as a promotional proposition, there is a need to install Type-2 chargers in various housing societies combined with fast chargers at strategic locations to address the concern and confidence of the consumers. Third, there is a need to reduce aspects of the total cost of ownership by adopting the latest technologies in batteries and EV chargers and enhancing credibility and eventual active community engagement through various campaigns and social media promotions.
For the first time in the history of India’s automobile industry, clean personal mobility is getting a serious shot as a reliable alternative to petrol/diesel vehicles. The impressive growth in the demand for two wheelers in the recent years has already established the fact that the common man is ready to make a big difference. There is no reason to doubt the inevitable dominance of clean mobility on Indian roads. Our national environmental goals linked to our international climate change commitments are now expecting us to fire on all cylinders (green).
However, with around 300 million registered vehicles in the country today, roads will continue to be the prime connector for the people of India. When we start replacing these with EVs, we will need a massive nationwide network of public charging points. And it’s a big ball we can’t take our eyes off of if we’re serious about the future of clean mobility in India.
Disclaimer: The views and opinions expressed in this article are solely those of the original author and do not represent those of The Times Group or any of its employees.
The Indian automobile market is finally starting to catch on to the idea of clean mobility, although the percentage share of electric vehicles (EVs) is still in the low single digits today. From a peak of 26 million vehicles sold in 2018-19, the demand for petrol/diesel powered vehicles has declined to 17.5 million in the last financial year as compared to 17.5 million during the same period. EV Sales increased from 1.3 lakhs to 2.3 lakhs. Although EVs represent about 1% of the total market in percentage terms, the trend is clear – clean personal mobility is here to stay and is expected to play a bigger role in the years to come. Before the end of the current decade, policy makers expect EVs to constitute 70% of all commercial cars, 30% for private cars, 40% for buses and 80% for two and three-wheelers.
since before electric vehicle Started at the turn of the new millennium, the idea of clean mobility remains a small part of the large automobile market space in India. While the total cost of ownership of EVs has been the biggest impediment to the development of clean mobility in the country, the real elephant in the room was about powering these vehicles through a national network of reliable vehicles. EV Charging Station, Even progressive-minded consumers who wanted to switch to an EV had to deal with ‘range anxiety’, the worry of running out of charge between two charging points. While consumers have been waiting for a denser charging network before switching to EVs, auto companies could not expand it, leading to higher cost of vehicles. This apparent impasse, which was stifling demand for electric vehicles in an otherwise promising market like India, remains a challenge and we are only beginning to solve it.
In the past few years, there has been a rapid growth in public charging networks across India, while two-wheeler consumers who constitute the largest segment in the EV market, use domestic charging points. But experts in the automobile market also tell us that a strong and efficient national public charging network will be a necessary precondition for increased adoption of electric mobility in India. Going by the global trend, the EV charger ratio is 6 for both China and Netherlands, 19 for the US while it is 135 for India. This means there is one charger per 135 EV in India as compared to 6 in China. According to the firm Alvarez and Marsal, India needs to install 46000 charging stations by 2030 to achieve the global benchmark.
According to recent estimates by rating agency ICRA, India may invest Rs 14,000 crore to set up 48,000 charging points in the next three to four years. If this forecast is fully implemented, today we will have around three EV charging points for every four-four petrol pumps in the country. All this was done in less than five years, while the 65,000-gasoline station in India was built in the last five to six decades!
Despite the general optimism in the EV and its ancillary industries, which see many new players joining in every year, charge point operators (CPOs) as a standalone business can be quite challenging. The emerging economics of CPO as a business is also quite interesting. As a capital-intensive business, a typical charging point of fast chargers costs around Rs 30 lakh (i.e. in addition to) EV charger The major cost is due to the power infra required to activate the EV charger (excluding land) and it will cost Rs 10 lakh per year to run. Therefore, an entrepreneur of such a business would have to wait at least three years to see any profit, even if he manages to bring in enough business to cover the running costs each year.
The frequency of rings from cash registers to EV charging outlets will depend on the EV population in the country and its continued growth. Efforts are already underway to give the EV industry a major push during the first few years of its development. Today we have subsidy-driven market-creation schemes in all major states and also at the national level. fame Plan. Similarly, the government also relaxed norms for setting up charging points, to ensure that their development is not hampered by over-cautious and complex policies.
While the existing state-owned oil companies (such as Indian Oil, Hindustan Petroleum etc.) are planning to set up EV charging stations across the country, a major part of the emerging network will also come from private players such as Tata Power, which will provide sustainable are promoting. Mobility through EasyCharge’s own network to create a pan-India EV infrastructure. Some of these private companies are also tying up with state-owned brands to expand their EV charging network.
Finance will be the key bottleneck that we will have to actively manage to ensure EV sales and lack of charging points don’t add to the egg and chick puzzle, effectively thwarting India’s march towards clean mobility. and finally a net zero target has been set for 2070. The franchise model built on the shoulders of individual entrepreneurs is a very good proposition at many levels. One, it will be a reliable job generator and second, it will support the risk-taking entrepreneurial spirit in India, which has been growing rapidly in recent years. But above all, it will ensure that millions of Indians become active participants in the country’s clean mobility revolution, thus ensuring its sustainability in the long run.
As per our understanding first we need to create a perception in the mind of the consumers by installing more charging networks and creating awareness about its usage and accessibility. Secondly, as a promotional proposition, there is a need to install Type-2 chargers in various housing societies combined with fast chargers at strategic locations to address the concern and confidence of the consumers. Third, there is a need to reduce aspects of the total cost of ownership by adopting the latest technologies in batteries and EV chargers and enhancing credibility and eventual active community engagement through various campaigns and social media promotions.
For the first time in the history of India’s automobile industry, clean personal mobility is getting a serious shot as a reliable alternative to petrol/diesel vehicles. The impressive growth in the demand for two wheelers in the recent years has already established the fact that the common man is ready to make a big difference. There is no reason to doubt the inevitable dominance of clean mobility on Indian roads. Our national environmental goals linked to our international climate change commitments are now expecting us to fire on all cylinders (green).
However, with around 300 million registered vehicles in the country today, roads will continue to be the prime connector for the people of India. When we start replacing these with EVs, we will need a massive nationwide network of public charging points. And it’s a big ball we can’t take our eyes off of if we’re serious about the future of clean mobility in India.
Disclaimer: The views and opinions expressed in this article are solely those of the original author and do not represent those of The Times Group or any of its employees.