A STUDY OF ANALYSIS OF ELECTRIC VECHICLE

MARKET IN INDIA

TABLE OF CONTENTS

SL. NUMBER CONTENTS PAGE NUMBERS

Executive Summary

1 Theoretical background of the study

2 Industry profile &company profile

3 Research methodology

4 Analysis and interpretation data

 CHATPER-I

INTRODUCTION

The automotive industry has become one of the most important world-wide industries,
not only at economic level, but also in terms of research and development. Increasingly,
there are more technological elements that are being introduced on the vehicles towards the
improvement of both passengers and pedestrians’ safety. In addition, there is a greater
number of vehicles on the roads, which allows for us to move quickly and comfortably.
However, this has led to a dramatic increase in air pollution levels in urban environments
(i.e., pollutants, such as PM, nitrogen oxides (NOX), CO, sulfur dioxide (SO2), etc.).
In addition, and according to a report by the European Union, the transport sector is
responsible for nearly 28% of the total carbon dioxide (CO2) emissions, while the road
transport is accountable for over 70% of the transport sector emissions. Therefore, the
authorities of most developed countries are encouraging the use of Electric Vehicles (EVs) to
avoid the concentration of air pollutants, CO2, as well as other greenhouse gases. More
specifically, they promote sustainable and efficient mobility through different initiatives,
mainly through tax incentives, purchase aids, or other special measures, such as free public
parking or the free use of motorways. EVs offer the following advantages over traditional
vehicles:

 Zero emissions: this type of vehicles neither emit tailpipe pollutants, CO2, nor
nitrogen dioxide (NO2). Also, the manufacture processes tend to be more
respectful with the environment, although battery manufacturing adversely affects
carbon footprint.

Simplicity: the number of Electric Vehicle (EV) engine elements is smaller, which
leads to a much cheaper maintenance. The engines are simpler and more compact,
they do not need a cooling circuit, and neither is necessary for incorporating
gearshift, clutch, or elements that reduce the engine noise.

Reliability: having less, and more simple, components makes this type of vehicles
have fewer breakdowns. In addition, EVs do not suffer of the inherent wear and tear
produced by engine explosions, vibrations, or fuel corrosion.

Cost: the maintenance cost of the vehicle and the cost of the electricity required is
much lower in comparison to maintenance and fuel costs of traditional combustion
vehicles. The energy cost per kilometer is significantly lower in EVs than in
traditional vehicles.

Comfort: traveling in EVs is more comfortable, due to the absence of
vibrations or engine noise.

Efficiency: EVs are more efficient than traditional vehicles. However, the overall
well to wheel (WTW) efficiency will also depend on the power plant efficiency. For
instance, total WTW efficiency of gasoline vehicles ranges from 11% to 27%,
whereas diesel vehicles range from 25% to 37%. By contrast, EVs fed by a natural
gas power plant show a WTW efficiency that ranges from 13% to 31%, whereas
EVs fed by renewable energy show an overall efficiency up to 70%.

Accessibility: this type of vehicle allows for access to urban areas that are not
allowed to other combustion vehicles (e.g., low emissions zones). EVs do not suffer
from the same traffic restrictions in large cities, especially at high peaks of
contamination level. Interestingly, there was a recent OECD study that suggests that,
at least in terms of Particulate Matter (PM) emissions, EVs will unfortunately not
improve the air quality situation

Driving range: range is typically limited from 200 to 350 km with a full charge,
although this issue is being continually improved. For example, the Nissan Leaf has
a maximum driving range of 364 km, and the Tesla Model S can reach more than
500 km.

Charging time: full charging the battery pack can take 4 to 8 h. Even a “fast
charge” to 80% capacity can take 30 min. For example, Tesla superchargers can
charge the Model S up to 50% in only 20 min, or 80% in half an hour.

Battery cost: large battery packs are expensive.

Bulk and weight: battery packs are heavy and take up considerable vehicle space. It
is assumed that the batteries of this type of vehicles have an approximate weight of
200 kg, which can vary, depending on the battery capacity.
 CHAPTER-II

REVIEW OF LITERATURE

 Garling and Thogersen’sessay (2001), “Marketing of Electric Vehicles,” discusses

how substituting electric vehicles for traditional ones could reduce local pollutants
and greenhouse emissions from the transportation system. They contend that the
user of an electric vehicle pays a hefty price for these societal benefits in terms of
pricing, availability, speed, and acceleration. The authors believe that to finish the
diffusion process, supportive national policies and skilled marketing are required.
Based on a consideration of current tand future expected qualities of electric
vehicles, as well as a review of data on early adopters, the article outlines a two-
phrase strategy for marketing electric automobiles.
 Afroz (2015) and his colleagues published a study to investigate how individual
values and attitudes influence consumers' purchasing intentions for electric
vehicles. Customers from Malaysia are the focus of the study. Individual
consequences (ICNs), such as measures of convenience, product size range, and
perceived utility, were found to be adversely connected to green purchasing
intention in the study (PIN). While consumers consider fuel efficiency,
consumption, and comfort of a car when making a purchasing decision, they may
choose an electric vehicle if the manufacturer offers a battery recycling facility.
PIN has no statistically meaningful link with ECN's environmental impacts.
 Craig Morton (2016) and co-authors observed the impact of consumer innovation
as well as perceptions of electric vehicle functional capabilities on customer
demand for electric vehicles in their study on consumer preferences for electric
vehicles. The study proposes a framework for analyzing the impact of consumer
innovation and attitudes on electric car functional qualities.
 Helmus (2016) explores result and performance metrics to aid policymakers in
optimizing the rollout of charging infrastructure; enhancing the business case in
his research is a key performance indicator of charging infrastructure. Performance
measurement is essential for a successful charging infrastructure rollout and
operation. This involves the development of key result indicators (KRIs) and key
performance indicators (KPIs), which provide policymakers with data to use in
their interactions
 with stakeholders and projects. To extract appropriate KPIs, a two-step technique
was used: first, policymakers' stakeholders were analyzed (resulting in a set of
objectives and result indicators), and then these objectives were translated into
KPIs and intervention options.
 Karwa (2016) in his study comes up with the idea of educating the electric vehicle
dealers and providing training. The hurdle to accept electric vehicle is to transfer
knowledge from dealer to customer. The dealer sales staff is the main direct
contact with the customer. The dealership personnel were able to better
comprehend the value proposition of electric vehicles as a result of their regular
use, and they were able to engage with potential customers. The service area and
the front of the dealership should both have electrical infrastructure installed.
Dealership staff should be trained on EVSEs on a regular basis. Multimedia tools
and streamlined one-page sales papers that show EV fuel savings, local
incentives, and advantages should be included in training.
 Nazneen (2018) and co-authors aimed to identify customer perceptions of EV
benefits in terms of the environment, car cost, comfort, trust, technology,
infrastructure, and social acceptance in their study. Consumers are fully aware of
the benefits to the environment. More infrastructure facilities are needed by the
government. Governments and manufacturers must invest to shape consumer
perceptions and deliver the expected characteristics.
 Monica and Mifzala (2019) investigated customer perceptions in Banglore by
learning about their attitudes, feelings, and perceptions. The researchers discovered
the level of EV knowledge and the elements that influence client purchase decisions.
The majority of buyers are aware of the environmental benefits of electric vehicles.
As a result, half of the customers were environmentally sensitive and may like to
adopt it. They believe that installing charging stations will aid in the growth of EV
sales.
 In their study, researchers Helmus and van den Hoed (2019) focused on charging
infrastructure with the goal of better understanding important performance
indicators for public charging infrastructure. Stakeholder concerns about public
charging are considered, using objective and result indicators in their study for
charging infrastructure. Over the course of various specified goals, result
indicators,
 performance indicators, and various possibilities are assessed. The formulation of
key result indicators and key performance indicators, which provide ideas for
communicating with stakeholders and implementing, are required for charging
infrastructure performance monitoring.
 Rajper S. Z. (2020) and colleagues analyzed the literature on electric vehicle
potential in poor nations. The study looked into electric two-wheelers (E2Ws),
hybrid vehicles, and electric four-wheelers (E4Ws). E2Ws are more affordable for
developing countries due to their low purchase price and low operating costs. In
developing countries with a big number of gasoline-powered two-wheelers on the
road, the E2Ws could be a viable answer. E4W deployment in developing
countries should be delayed until economies of scale can reduce the different costs
associated with E4Ws. Because HEVs are less expensive to purchase than E4Ws,
they may proliferate in developing countries.
 Beena and Rakesh (2020) investigated current and future trends in electric
vehicle production and sales in India, as well as emission standards for India,
vehicle standards based on light duty vehicle energy consumption, emission
reduction based on global warming for light duty vehicles, and an examination
of the EV market. According to the survey, there are numerous barriers to
overcome for EV adoption, and customers are eager to reduce pollution and
accept the possibilities, but the various costs are significant, so a cost-effective
car is expected in India.
 Bansal (2021) and colleagues conducted research to learn about Indian consumers'
attitudes on electric vehicles and their desire to buy them. They initially estimated
Indian customers' propensity to buy electric vehicles with features, such as long
range and quick charging times, as well as consumer attitudes toward
environmental friendliness and social norms. Consumers are willing to pay an
extra Rs. 748 to Rs. 2548 for quick EV charging, Rs. 524 to Rs. 2998 to add a
kilometer to a driving range of 200km, and Rs. 7791 to Rs. 51,845 to save Rs. 70
every 100 kilometers, according to their findings.
 CHAPTER-III

OVERVIEW ON STUDY OF ELECTRIC VEHICLES

Let's start by considering the legacy vehicle technology: the internal combustion
engine, or ICE. The technology is conventional, well-established, and reliable, but it
consumes large amounts of gasoline—which can be costly in many ways.

Enter the electric vehicle drivetrain! Unlike internal combustion technology—which

uses combustion and pressure to propel a vehicle—electric vehicles, or EVs, are propelled by
electromagnetism. These vehicles use electricity, typically stored in a battery, to power an
electric motor. EV technology is used in hybrid electric vehicles, or HEVs; plug-in hybrid
electric vehicles, or PHEVs; and battery electric vehicles, or BEVs.

The hybrid electric vehicle was the first EV technology to reach the modern vehicle
market. HEVs, such as the Toyota Prius and Lexus CT-200-H, are popular because of their
increased fuel efficiency. These vehicles combine an internal combustion engine and an
electric motor with a small battery for storing electricity. Although an HEV is only fueled
by gasoline, the vehicle's battery is also used to power the electric motor. The electricity
stored in the battery primarily comes from recapturing energy through regenerative braking.
This use of recaptured energy is one of the reasons an HEV is more fuel-efficient than a
typical ICE vehicle.

The final type of electric vehicle technology is the battery electric vehicle. This
vehicle has no internal combustion engine and is powered only by the battery and electric
motor. BEVs don't use gasoline and are only charged by EVSE. A BEV has the largest
battery of all the vehicle types. It's also the most energy efficient and produces zero tailpipe
emissions.

Part 2: Vehicle Ranges

Because each vehicle type incorporates different technologies, the range these
vehicles can travel differs as well. ICE vehicles—fueled only on gasoline—typically can
travel 350 to 450 miles on a full tank of gas.
Hybrid electric vehicles are more efficient in their use of gasoline and typically can travel
550 to 700 miles. Although they do have a battery and electric motor, this battery is only
fueled during a typical drive cycle and is not a primary source of propulsion. However, due
to regenerative
braking, this small battery is the primary reason for the hybrid's increased fuel efficiency
and range.

The larger battery in a plug-in hybrid electric vehicle enables the vehicle to operate in all-
electric mode, typically traveling 20 to 40 miles just on electricity. PHEVs are designed to
support average daily commutes and easy overnight recharging using a standard outlet. After
most of the energy in the battery is depleted, the vehicle can operate in hybrid mode for
longer distances, running off gasoline and using a small portion of the battery to support the
electric drivetrain, for a full vehicle range of 450 to 550 miles.

Finally, a battery electric vehicle has the simplest and most efficient drivetrain with a
typical battery range of 150 to 300 miles. BEVs can be charged overnight using standard
residential Level 2 EVSE.

Part 3: EV Regenerative Braking Modes

The most noticeable difference between driving an electric vehicle and a conventional
ICE vehicle is regenerative braking. Regenerative braking means the electric motor is
operated in reverse, thereby applying a braking force through electromagnetism. This
recaptures some of the vehicle's kinetic energy by charging the battery. Some electric vehicle
models have specific driving modes that incorporate varying levels of regenerative braking.

Under normal driving conditions, an EV such as the Tesla Model S engages regenerative
braking to slow the vehicle when the driver removes their foot from the accelerator. The
“Standard” setting provides the maximum amount of regenerative braking power— it
recaptures the most energy and reduces wear and tear on the brakes. Alternately, the “Low”
setting incorporates a reduced regenerative braking force that recaptures less energy but
allows the vehicle to coast farther than in the “Standard” mode.

An EV like the Tesla Model S also has specific settings for how the braking systems
operate when the vehicle is stopped or moving at very low speeds. The “Creep” mode is
designed to replicate the idling speed of an ICE vehicle. It disengages regenerative
braking and applies a small amount of motor torque when stopped, or at low speeds when
the driver's foot is off the
accelerator. This feature is most commonly used in a parking lot when searching for a
place to park.

In all of these braking modes, the brake pedal is always available and operates the same
way as in a conventional vehicle under emergency braking conditions.

Regenerative braking modes vary with each vehicle make and model. For example, the
Nissan Leaf provides three levels of regenerative braking modes, and the Chevrolet Bolt's
system involves depressing paddles next to the steering wheel to maximize regenerative
braking and bring the vehicle to a complete stop.

Part 4: PHEV Drivetrain Modes

With two completely separate drivetrains—electric and combustion—PHEVs can

incorporate regenerative braking and also operate under many different driving modes. For
example, the Ford Fusion has three driving modes—"Auto EV,” “EV Now,” and “EV
Later”— each with specific uses.

The “Auto EV” mode incorporates an optimized combination of battery energy and gasoline
to provide the most efficient use of both fuel sources. This mode is ideal for travel at faster
highway speeds.

The “EV Now” mode relies entirely on the battery and electric drivetrain, which results in
zero tailpipe emissions, similar to a battery electric vehicle.

Finally, the “EV Later” mode conserves battery capacity for use later in a trip. This mode is
ideal for trips that combine traveling at highway and in-town speeds. It uses the combustion
engine at highway speeds and reserves energy for “EV Now” mode during a later portion of
the trip, when the electric drivetrain is most efficient.

Part 5: EVSE Types

All plug-in electric vehicles, including plug-in hybrids and battery electric vehicles,
use electric vehicle supply equipment, or EVSE, to charge their batteries.
There are three common types of EVSE. The first is referred to as a Level 1 charger.
Typically, these units are portable cordsets that run off a standard 120-volt household
outlet, and provide approximately 2 to 5 miles of range per hour of charging. This is the
most affordable type of charger, but it is limited in the daily range it can supply to a
vehicle. Therefore, this application is most common for PHEVs with smaller batteries, or
for BEV drivers with a short daily commute to work.

Level 2 chargers provide more energy per hour and run off 208 or 240 volts. These chargers
are more expensive and are typically installed as permanent pedestal-style or wall-mounted
units. They provide a vehicle with about 10 to 20 miles of range per hour of charging. This
is the most common application for long-range BEVs, as well as workplace and public
charging stations.

Finally, a DC Fast Charger is the most expensive type of charger, but it provides the most
energy per hour to the vehicle. A standard DC Fast Charger can provide 60 to 80 miles of
range in about 20 minutes. These chargers are most common along highways, and are only
recommended to support occasional long-distance trips—because frequently charging the
battery at such a high power level can lead to battery degradation.

Part 6: Reporting Energy Consumption

For federal fleet vehicles, reporting energy consumption is a requirement of

doing business. With ICE vehicles, fuel consumption is typically reported through the
fuel card provider that records each fueling transaction.

However, electric vehicles can be charged on-site or off-site at wall outlets, simple EVSE
units, and networked units. Although many of these charging units can record and store
transactions, some of the most-affordable EVSE may not. Therefore, the recommended
method for measuring energy consumption—expressed in kilowatt-hours—is through
telematics.
Telematics platforms commonly capture kilowatt-hours and display them in an online
dashboard. A fleet manager can select a custom date range to find a vehicle's energy
consumption in kilowatt-hours over a certain time period. This date range can be applied to
all of the electric vehicles in a fleet, providing the information necessary for annual federal
fleet reporting.
Networked or smart-EVSE units are another good source of energy consumption information. These units frequently
have online dashboards, similar to telematics, that capture energy consumption by vehicle. These dashboards are
often accessible through smart phone applications as well. However, if the vehicle is occasionally charged on another
network, the data from the primary EVSE unit may be incomplete. In this case, drivers should try to collect
information from off-site charging stations to supplement the data from their primary EVSE unit.

The vehicles themselves also often display energy consumption or vehicle efficiency on their physical dashboard.
Some vehicle models show lifetime energy consumption, so federal fleet managers will need to check the kilowatt-
hours consumed annually to complete their FAST reports. However, if the vehicle displays the lifetime efficiency
in miles per kilowatt-hour, fleet managers will need to divide the annual vehicle miles traveled by the vehicle
efficiency to determine annual energy consumed.

(Annual miles)/(miles/kWh) = annual kWh

If all else fails, the U.S. Department of Energy's Federal Energy Management Program has a simple way to
estimate vehicle energy consumption: Take the vehicle's annual mileage reading and multiply it by the vehicle's
fuel economy, listed in kilowatt-hours per mile on Fueleconomy.gov.

Annual miles x kWh/mile = annual kWh

Part 7: Conclusion

Now that you know all about EV types, driving ranges, regenerative braking, drivetrains, and charging, you are
ready to drive your new electric vehicle!

CHAPTER-IV
Analysis and interpretation data

1. A pie chart showing the Electric vehicle Market share of three

wheeler, two wheeler, Passenger vehicle, Commercial

Vehicles.

Chart and table no: 1

Type of vehicle 2018 2030
Three-Wheeler 73.09% 98.03%
Two-Wheeler 9.76% 0.05%
Passenger vehicle 3.57% 0.46%
Commercial Vehicle 13.59% 1.46%

The above table shows the market share occupied by individual type of electric vehicle.

In 2018 the three- wheeler market share is 73.09%, two wheeler market share is 9.76%,
passenger vehicle market share is 3.75% and commercial vehicle market share is 13.59%.

In 2030 the market share of three- wheeler would be 98.03%, the tow wheeler market share
would be 0.05%, the three wheeler market share would be 0.46% and the commercial vehicle
market share would be 1.46%.

From the above graph we can see the look at market share in2018 and possible market look
of the 2030. The 2030 market share would be dominated by three-wheeler electric vehicle,
while the market share other categories would reduce gradually.
 2. Electric vehicle sales by individual type in India in the year of 2018

and 2019

Table and chart no: 2

Vehicle Type Sales in 2018 Sales in 2019 Change

Two-wheeler 54800 126000 71200
Three-wheeler 520000 630000 110000
Four-wheeler 1200 3600 2400

The above table show the sale comparison of electric vehicles in the years of 2018 and 2019
by their individual type.

We can observe that the sales of all type of electric vehicles that being sold.

 The two-wheeler sales had increased from 54800 units in 2018 to 126000 units in
2019. There is a increase in the sale of electric two-wheeler by 71200 units in the year
2019.
 The three-wheeler sales had increased from 520000 units in 2018 to 630000 units in
2019. The increase in sale of electric three-wheeler is 110000 units in the year 2019.
 The four-wheeler sales had increased from 1200 units in 2018 to 3600 units in 2019.
The increase in sale of electric four-wheeler is 2400 units in the year 2019.

Chart Title
Sales in 2018Sales in 2019Change

700000 630000
600000
520000
500000
400000
300000
200000

126000 110000
100000 54800 71200
1200 3600 2400
0
Two-wheeler Three-wheeler Four-wheeler

In the above graph we can see the changes in sales of electric vehicles compared between
the year of 2018 and 2019. The have tremendously increased from the year 2018 to 2019.
 3. Bar graph showing sales of Two-Wheeler in the year of 2018, 2019

and Projected sales of 2020, 2021,2022 and 2023.

Table and chart no: 3

Year 2018 2019 2020 2021 2022 2023

Sales (in units) 77525 128178 - - - -
Projected sales (in units) - - 358094 1022925 2693641 6295098

The above table shows the sale of Two-wheeler EV’s in units for the year of 2018,
2019 and Projected sales until 2023.
The sales in the year of 2018 is 77525 units, 128178 units in 2019. And the Projected
sales for the year of 2020 is 358094 units, 1022925 units in the year2021, 2593641
units in 2022, and 6295098 units in the year 2023.

The graph shows a sudden rise in estimate from the year 2021. However, referring to
the trend line we can assume that by 2022 the sales would be between30-40 lakh.
 4. Bar graph showing sales of Three-Wheeler in the year of 2018,

2019 and Projected sales of 2020, 2021,2022 and 2023.

Chart and table no: 4

Year 2018 2019 2020 2021 2022 2023
Sales (in units) 558622 701010 - - - -
Projected sales (in units) - - 915407 1234757 1742160 2593702

In the table we see the Three-Wheeler sales in India of 2018, 2019 and Projected sales till
2023.

The sales in the year of 2018 is 558622 units, 201010 units in 2019. And the Projected sales
for the year of 2020 is 915402 units, 1234757 units in the year2021, 1742160 units in 2022,
and 2593702 units in the year 2023.

The above graph shows us the gradual increase in the sales from 2018 to 2019 and huge
increase rate in sales of three wheeler in the projected sales from 2020 to 2023.
 5. Share Percentage of type of Electric Vehicle sold across India in

the year of 2019.

Chart and table no: 5

Vehicle type Percentage

Four-wheeler 0.47%
Two-wheeler 16.59%
Three-wheeler 82.94%

The above table show the share percentage of individual type of electric vehicle sold
in the year of 2019.
In the above graph it is clear that electric three-wheeler are the most sold Electric
vehicle in the last financial year with sale amounting at 82.94% of the total electric
vehicles sold in India. The second most sold electric vehicle type is Two-Wheeler
with sales amounting at 16.59% of the total sales. And the most least sold electric
vehicle type in financial year 2019 was four-Wheelers with just 0.47% of the total
sales of the Electric Vehicle in the last fiscal year.

From the above graph we can tell that three-wheeler electric vehicles the sold vastly
than any other type of electric vehicle in India.
 6. Total sales of electric vehicles in the year 2019 by Sates and Union

Territories in 2019
 Chart and table no: 6

States and Union Total

Territories Sales
Maharashtra 36597
Gujarat 31577
Uttar Pradesh 28974
Haryana 25877
Delhi 20224
Tamil Nadu 17821
Rajasthan 17405
Karnataka 15228
West Bengal 14775
Kerala 11392
Andhra Pradesh 10265
Telangana 9265
Punjab 6922
Madhya Pradesh 6979
Uttarakhand 4534
Chhattisgarh 4821
Odisha 4402
Bihar 3699
Assam 1908
Jharkhand 1890
Dadra & Nagar Haveli 820
Total sales 275375

The above table shows us the sales electric vehicle happened in the individual states
and union territories of India in the year 2019.

The sales in number of units are as follows Maharashtra 36597, Gujrat 31577, Uttar Pradesh 28974,
Haryana 25877, Delhi 20224, Tamil Nadu 17821, Rajasthan 17405, Karnataka 15228, West Bengal,
17775, Kerala 11392, Andhra Pradesh 10265, Telangana 9265, Punjab 6922, Madhya Pradesh, 6979,
 Punjab 6922, Uttarakhand 4534, Chhattisgarh 4821, Odisha 4402, Bihar 3699, Assam 1908,
Jharkhand 1890, Dadra & Nagar Haveli 820.

Total Sales of EV by States & Union Territories in 2019

Dadra & Nagar Haveli 820
Jharkhand 1890
Assam Bihar Odisa 1908
Chattisgarh Uttarkhand Madhya Pradesh 3699
Punjab Telangana Andra Pradesh 4402
Kerala West Bengal Karnataka Rajasthan Tamil Nadu 4821
Delhi Haryana Uttar Pradesh 4534
Gujarat Maharastra 6979
6922
9265
10265
11392
14775
15228
17405
17821
20224
25877
28974
31577
36597
0500010000150002000025000300003500040000

From the above table we come to know that Maharashtra has recorded the largest sales of
electric vehicle in India, followed by Gujarat and Uttar Pradesh. These sales figures also
show us the interest of India people shifting towards electric vehicle.
 7. Passenger EV sales in India
Chart and table no: 7

Year Passenger electric vehicle

2013 4000
2014 9000
2015 6000
2016 10050
2017 20000
2018 30050

The table shows the sales of electric passenger in number of units from the
year 2013 to 2018.
The sales are as follows, in the year 2013 the total passenger electric vehicle
sales was 4000 units, in 2014 it was 9000 units, in 2015 it decreased to 6000
units, in 2016 the sales increased to 10050 units, in 2017 the sales was 20000
units and in the year 2018 the sale of passenger vehicle was 30050 units.

From the above graph we learn that, sales of electric passenger vehicle from the
year 2016 has been increasing at an incredible rate.
 8. FEMA 2 incentive scheme for Electric Two-wheeler

Table and chart number no: 8

Incentive per Incentive in 2014

Type of EV
KW in 2018 up to
Two-wheeler 10000₹ 30000₹

The above table show the incentive scheme offered by the government to the Electric two-
wheeler

Here in this graph we see that the govt has reduced the incentive given to the electric two-
wheeler segment form FEMA 1 scheme in 2014 to FEMA 2 scheme in 2019.

The FEMA 1 scheme gave incentives up to ₹30000 but the after revision the incentive
given to electric two-wheeler is now based on how many kilowatt battery is being used in
the
electric two wheeler, that is currently ₹10000 per kilowatt.

Two-wheeler insentive scheme

35000

30000

25000

20000

15000

10000

5000
Incentive per KW in 2019 Incentive in 2014 upto
0

The graph shows us the decrease in the incentives offered by the government to
the customers of electric two-wheeler vehicles. This is mainly due government
deciding to provide incentives to the electric vehicle customers based on the
battery capacity of the electric vehicle.
 9. FEMA 2 incentive scheme for Electric Three-wheeler
Chart and table no: 9

Incentive per KW in
Type of EV Incentive in 2014 upto
2018
Three-wheeler 10000 60000

The above graph and table show the incentive scheme offered by the government to the
Electric three-wheeler

Here in this graph we see that the govt has reduced the incentive given to the electric two-
wheeler segment form FEMA 1 scheme in 2014 to FEMA 2 scheme in 2019.

The FEMA 1 scheme gave incentives up to ₹60000 but the after revision the incentive
given to electric three wheeler is now based on how many kilowatt battery is being used in
the
electric three wheeler, that is currently ₹10000 per kilowatt.

Three-wheeler insentive scheme

Incentive in 2014 upto

Incentive per KW in 2019

010000 20000 30000 40000 50000 60000 70000

In this bar graph we see that the government has reduced the incentives scheme of
electric three wheeler from 60000₹ in 2014 to 10000₹ per kilowatt in
2019.
 10. FEMA 2 incentive scheme for Electric Three-wheeler
Chart and table no: 10

Incentive per KW in
Type of EV Incentive in 2014 up to
2018
Four-wheeler 10000 150000

The above table show the incentive scheme offered by the government to the Electric four-
wheeler

Here in this graph we see that the govt has reduced the incentive given to the electric two-
wheeler segment form FEMA 1 scheme in 2014 to FEMA 2 scheme in 2019.

The FEMA 1 scheme gave incentives up to ₹30000 but the after revision the incentive
given to electric four-wheeler is now based on how many kilowatt battery is being used in
the electric four-wheeler, that is currently ₹10000 per kilowatt.

Four-wheeler incentive scheme

Incentive in 2014 upto

Incentive per KW in 2019

020000400006000080000 100000 120000 140000 160000

In this bar graph we see that the government has reduced the incentives scheme of electric
four-wheeler from 60000₹ in 2014 to 10000₹ per kilowatt in 2019
 11. Rise in sale of Electric vehicle as a result of Govt policies.
Chart and table no: 11

Every car sold in India from 2030 will be electric, under new government plans that have
delighted environmentalists and dismayed the oil industry.

It’s hoped that by ridding India’s roads of petrol and diesel cars in the years ahead, the
country will be able to reduce the harmful levels of air pollution that contribute to a
staggering 1.2 million deaths per year.

India’s booming economy has seen it become the world’s third-largest oil importer, shelling
out $150 billion annually for the resource – so a switch to electric-powered vehicles would
put a sizable dent in demand for oil. It’s been calculated that the revolutionary move would
save the country $60 billion in energy costs by 2030, while also reducing running costs for
millions of Indian car owners.
 12. Predicted BEV charging load revenue for utilities.
Chart and table no: 12
Year Revenue ( ₹ in Cr)
2020 ₹2000
2025 ₹7000
2030 ₹82000

The estimated revenue from the BEV charging load in 2020 is ₹2000 Cr,
in 2025 is ₹7000 Cr, and in 2030 is ₹82000 Cr.

BEV charging load can earn additional revenue for utilities.

Although the additional load due to BEV charging is minor, that could still serve as a
valuable additional revenue source for the financially distressed distribution utilities, as
shown in above Figure. Assuming a marginal electricity tariff of Rs 9/kWh, by 2030, BEV
charging load could earn about Rs 80,000 Cr of additional revenue for utilities

Between 2015 and 2030, the commercial sector energy consumption is expected to nearly
double; assuming the average commercial tariff remains the same in real terms, by 2030, the
commercial sector revenue would also double (in real terms) i.e. Rs 84,000 Cr. In short, by
2030, the additional revenue due to BEV charging load would be comparable to that of the
commercial sector.
Annexure

Questioners

1. Name of the state

2. Total number of electric vehicles sold from 2013 to 2019 (by individual year)

3. Number of electric two-wheeler sold from 2013 to 2019 (by

individual year) (in units)

4. Number of three-wheeler sold from 2013 to 2019 (by

individual year) (in units)

5. Number of four-wheeler sold from 2013 to 2019 (by individual year) (in
units)

6. To what percentage of utilization made out the FEMA

incentive scheme by the People

7. Is there any Incentive Scheme introduced by the local state government

8. At what rate the electric vehicle purchase is increasing.

9. number of electric vehicle models existing in current market.

10. Average number of new electric vehicle modes coming in market every year.

11.Number of electric vehicle market players or manufacturers existing in the

current market.

Data of the Questioners collected from Society of Indian

Automobile Manufacturers (SIAM) as a primary source.