TSPSC Group – I Mains,2024 Paper - I : General Essay : on "ELECTRIC MOBILITY OR ELECTRIC VEHICLES"

 

TSPSC Group – I Mains,2024

Paper - I : General Essay

 

For  Examination guidance purpose only

For any clarification please refer to the prescribed text books

Time : 3 Hours                                                                                      Marks : 150 

 

Note : Answer all questions. Answer ONE question from each section.

Answer to each question should be limited to around 1000 words. All questions carry equal marks .

For GENERAL ESSAY PAPER :

Syllabus :

Section-I 1. Contemporary Social Issues and Social Problems. 2. Issues of Economic Growth and Justice.

Section-II 1. Dynamics of Indian Politics. 2. Historical and Cultural Heritage of India.

Section-III 1. Developments in Science and Technology. 2. Education and Human Resource Development

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GENERAL ESSAY ON ELECTRIC MOBILITY

OR

ELECTRIC VEHICLES

  

An electric car, fuelled by batteries, was seen running in France for the first time on 19 April 1881 – and it continued to be the transport for the rich and famous, for another 30 years. Then came the first motor car running on petrol. It offered improved range, at an affordable cost – and sent the electric car to extinction – almost.

 

It was to take a full century for electric cars to become a good value proposition once more. Finally, it looks like its Second Coming is here and now. What no industry pundit predicted was one recent development: the emergence of India as the focal point in this global lurch towards electric transportation and, as potentially, the largest market for Electric Vehicles (EVs) in the world and a crucible for EV innovation.

 

Market analysts all agree on the pace and potential of EV usage growth in India. Consider these recent findings:

 

• The electric vehicle market in India is poised to emerge as the leading market in the world and might be worth over $ 200 billion by 2030, increasing annually at 30%- 36%, says the India Energy Storage Alliance.

• The year 2022 could be a watershed year for EV adoption in India, driven by the commercial vehicle segment of 3-wheelers and small 4-wheelers, according to studies by the World Economic Forum. India is one of the supporters of the global EV30@30 campaign which aims to shift at least 30% of vehicle sales to EVs by 2030.

• The Dublin, Ireland-based Research and Markets.com estimate that the Indian EV market size will grow at a phenomenal 94.4% to reach the US $ 152.21 billion by 2030.

 

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The Government of India , as a part of its commitment to reduce  greenhouse gas emissions and  also in view of the recurring episodes  of high air pollution in major cities, has  an ambitious plan to shift from petrol/ diesel vehicles to electric vehicles for  both public and private use by 2030.  A similar trend is seen in many other  countries of Europe, USA, Germany,  etc. What then is an electric vehicle and  how clean is it? 

 

An electric car looks almost like a  petrol or diesel car. However, if you  observe more closely, you will find that  while driving, the electric car produces  much less noise and more importantly  does not produce tailpipe emission. In  fact, it does not have a tailpipe at all.  

 

 

An electric car looks almost like a petrol or diesel car. However, if you observe more closely, you will find that while driving, the electric car produces much less noise and more importantly does not produce tailpipe emission. In fact, it does not have a tailpipe at all.

 

Under the bonnet you will find some more tell-tale signs: instead of a huge internal combustion engine with its fuel lines, exhaust pipes, coolant hoses and intake manifold, all you see is an electric motor and its controller. Then there is no petrol tank at the back. It is replaced by a traction battery pack under the passenger seat.

 

How does an Electric Car Work?

All cars are energy conversion devices – converting potential energy stored in the fuel to kinetic energy to drive the wheels. In a conventional vehicle, the fuel is petrol or diesel. When the fuel is mixed with oxygen and burned inside the Internal Combustion Engine (ICE), it releases the energy locked in the hydrocarbons of the fuel as heat, which pushes the pistons to turn the wheels of the car.

 

The burning process produces a number of chemical compounds like oxides of nitrogen, sulphur, carbon dioxide etc. which are released to the environment through the tailpipe. These have adverse effect on the environment (global warming) and on human health.

 

The workhorse of an electric vehicle is its electric motor. It converts the chemical energy stored in the battery to mechanical energy to turn the wheels of the car. The process takes place electrochemically, without any burning of the fuel and hence no emission of any kind. Thus, an electric car is considered “clean”.

 

The principle of an electric motor is simple. Place a copper wire in a magnetic field and pass an AC current through it. The AC current induces a varying magnetic field in the copper wire due to which it experiences a force or torque.

 

If the copper wire is in the form of a loop, then the two sides of the loop, which are at right angles to the external magnetic field experience forces in the opposite directions, making the loop rotate. Attach a shaft to the loop, you have a rotating axle.

In an actual electric motor, the rotating part is the rotor (also called armature). Rotor has conducting coils.

 

It is enclosed in a stator, which carries a magnet. When electric current flows

through the rotor coils, the induced magnetic field interacts with the stator magnetic field to produce a torque. The rotor also carries a commutator, a device to reverse the direction of the current flow in the rotor to flip the induced magnetic field with respect to the stator magnetic field. This keeps the rotor from getting locked in one position but rotating continuously as long as the current is flowing through it. This power is transferred to the drive wheel to drive the car. Both AC and DCmotors can be used.

 

One of the biggest differences between a petrol vehicle and an electric vehicle has to do with the drive train – that is the transmission, gear and clutch assembly.

(i) A petrol car has a multiple speed gearbox and a clutch to engage them while driving. This is because most internal combustion engines cannot operate below about 750 RPM, which is quite high to start a car from standstill. So a step-down gear is required to adopt the high-speed engine to the stationary drive wheel.

 

(ii)Secondly, the range of efficient operating RPM of an ICM is very narrow – between 2000 and 4000 RPM. So, a multiple gear system is required to convert this narrow power range of the engine to a wide range of vehicle speeds.

 

The situation is quite different in an electric motor. First, it delivers maximum usable steady torque, right from the lowest RPM at the start to as high as 20,000 RPM. This range comfortably covers all the possible speed ranges of the car, including the start from standstill. So, instead of packing the car with a multiple gearbox, vehicle designers pick out a transmission with just one gear ratio that provides a good compromise for acceleration and top speed.

 

 

 

The Battery Pack:

Where does the motor get its energy from? It is from the traction battery pack. It replaces the petrol tank in a conventional vehicle. The electrical energy from the battery pack consisting of several cells is delivered to the motor through a controller which controls the motor’s speed and torque.

The present generation of electric cars run on lithium-ion batteries, similar to ones used in mobile phones and laptops, but much bigger in size. When fully charged, it will have a driving range of 80 to 200 km depending upon the power of the battery and the size of the car. When depleted, it can be recharged.

 

To accelerate the car, as in a conventional vehicle the accelerator pedal is pressed. The accelerator is connected to a potentiometer which signals the motor controller on how much power to be supplied to the motor. When there is no pressure on the accelerator, the power delivered to the motor is zero. So when the vehicle is idle, say at a traffic signal, no electrical power is being processed. That is, no fuel is used unlike in a petrol engine.

 

An electric car offers another advantage. In a petrol vehicle, when the brake is applied, it opposes the rotation of the wheel and its kinetic energy is wasted as heat. However, in an electric motor, when the brake is pressed, the electronic circuits cut the power to the motors. Now the kinetic energy and momentum of the vehicle make the wheels turn the motor and the torque is reversed through a complex switching system. The reverse torque slows down the vehicle and at the same time, the motor works as a generator producing electric energy instead of consuming it. Thus, part of the kinetic energy lost in the process of slowing down is thus regenerated and fed back to the battery pack, extending its driving range. This is known as ‘regenerative braking’. About 8 to 25 percent, depending

upon the driving conditions (particularly  in urban areas with more frequent stop- and-go) is restored in this process.

 

However, mechanical braking system is still required to bring the vehicle to a quick standstill in a panic situation and hold there.

 

Electric Vehicle (EV) aggregates comprise mainly three fundamental components: batteries, electric motors, and controllers. The electric motor plays an important role as it acts as a primary power source by converting battery electrical energy into mechanical propulsion. The power electronic converters and inverters are required for managing the flow of electricity between the battery, electric motor, and other vehicle systems. The voltage, current and frequency are regulated using power electronics components to deliver power more efficiently. In this process, heat is generated in various parts of EV systems. The thermal management systems are used to regulate the temperature of the battery pack, electric motor, and power electronics devices to maintain optimal performance and safety. All these operations are controlled by the controller of the vehicle which optimizes the vehicle performance using modern software and sensors

 

 

 

Zero Emission?

Since an electric vehicle has no tailpipe emission it does not require any emission

checks. At the first sight, they appear to be completely green and even have been

labelled as ‘zero emitting vehicles’. Are they really so? The answer is both ‘yes’ and ‘no’.

It is true that the electric car is pollution-free in the locality where it is driven, but may not be so at the global level. For recharging the battery of an electric car about 20 to 30 kWh of electrical energy is needed and it has to be derived from the electricity grid in the area. The amount of global warming emissions produced in generating this electricity has to be considered in evaluating the overall impact of the electric car on the environment.

 

The Union of Concerned Scientists (UCS) – an organisation in the USA has evolved methods of evaluating the environmental impact of electric vehicles vis-à-vis conventional vehicles, by developing a standard known as CO2 e – “Carbon dioxide equivalent”. Electricity is generally produced using various technologies – burning fossil fuels like coal and natural gas, nuclear reactors and renewable energy sources such as water, wind and Sun.

 

Though the renewable energy sources are known to be clean, because of technical

reasons their contributions in the total electricity generation in any country is

still small (except for a few countries like the Netherlands). Hence, most of the electricity is still generated by burning fossil fuels, which emit significant quantities of greenhouse

gases that have different potentials for global warming. Carbon dioxide,

however, is the most common among them. For purposes of comparison,

the UCS “converts the global warming potential of all emissions to units of

carbon dioxide equivalent or CO2 e – the amount of carbon dioxide required to

produce an equivalent amount of global warming”. This can be used to compare the

global warming potential of gasoline car emissions with emissions from the

electricity grid. To estimate the CO2 e of an electricity grid, emission from all stages from mining the fuel, its transport to the power station, burning the fuel to generate electricity

and transmission loss from the power station to where the vehicle is recharged all

will be taken into account.

 

Similarly, to calculate the CO2e of a gasoline vehicle, emission from various stages of fuel production to delivery to the petrol pump and also the CO2 e of the various greenhouse gasses emitted per mile by the vehicle during driving are considered. In addition, the CO2 e of pollution caused during vehicle manufacturing, battery manufacturing and final disposal of the vehicle also will be taken into account.

 

Production of lithium-ion batteries is energy and resource intensive. Based on

these parameters the UCS has evaluated the life-cycle global warming emissions

from manufacturing, use and disposal of  gasoline and electric cars. While a mid-

size petrol-driven vehicle emits nearly  400 grams of CO2 e per mile during its

lifespan, it is about 200 grams of CO2 e for a similar electric car.

 

Similar comparison holds for full- sized cars. (Calculations are based on the average American grid electricity mix in which fossil fuels constitute about 64 percent. In India about 80 percent of electricity comes from fossil fuels). For both types of cars, the major portion of CO2 equivalence arises from the operational stage. While in the case of conventional cars it is due to burning the petrol directly, for an electric car it comes from the use of grid electricity for recharging the battery pack. This means that while an electric car is not entirely a zero emission vehicle, it is still far cleaner than a petrol vehicle.

With the global tendency to move away from fossil fuels to renewable energy resources to generate electricity,this comparison becomes even more favourable to electric vehicles in due course.

 

The Future:

Though the running and maintenance cost of an electric vehicle is much lower

than its petrol counterpart, the weakest link in an electric vehicle is the traction

battery. Presently lithium-ion battery packs, which provide a DC voltage up

to 500 V and a power rating of anything from 18 to 50 kilowatt-hours or even

more, are used. They cannot store as much energy as a petrol tank.

Depending upon the model of the car, such batteries can provide a maximum

driving range of about 250 km. Though this range is quite sufficient for most city

drives, it poses problems for long distance and high way driving. Though a typical

household electrical supply can be used to recharge the battery, it takes seven or

more hours to recharge.

Recharging stations where the battery can be quickly recharged have to be

established on a nation-wide basis like the existing petrol pumps. One of the

presently available solutions for the problem is the plug-in hybrid car. It

will have both an electric motor with a rechargeable battery and a gasoline tank

and internal combustion engine. The idea is that when the battery is down, the

driver need not panic, but switch over to the petrol mode.

However, a plug-in-hybrid will have CO2 equivalence in between a gasoline car

and a battery car. Moreover, the batteries are quite expensive at present. The cost is

expected to fall as production increases.

 

 

 

Manufacturers are working on alternatives to lithium-ion batteries like nickel metal hydride (NiMH), lithium-nickel-manganese-cobalt, lithium-cobalt  batteries, which can have a higher charge density providing a longer range per charge (comparable to a petrol car with

full tank) and also recharged faster. A Japanese automaker plans to release by

2022 electric cars that can run 240 km on a single 15-minute charge.

Another promising approach is the development of hydrogen fuel cells in

which hydrogen and oxygen undergo chemical reaction to produce electricity.

The waste product is just clean water. A fuel cell can provide a much larger driving

range and replacing hydrogen fuel cells takes only a few minutes.

 

To encourage development of electric vehicles the government has announced

an incentive to buy electric vehicles for public use under a programme called

Faster Adoption and Manufacturing of Electric vehicles in India (FAME-India).

Under the scheme, eleven cities (New Delhi, Ahmedabad, Jaipur, Mumbai,

Lucknow, Hyderabad, Indore, Kolkata, Jammu, Gauhati, and Bengaluru) have

been selected for an incentive of Rs. 437 crores each.

 

 

Many states are already on the go. Delhi is already running electric buses on

a trial basis and now has decided to order for 500 electric buses. Himachal Pradeshalso has been running electric buses in its hilly areas. As of January 2018, the Bengaluru Metropolitan Transport Company has released a tender for the supply of 150 electric buses. The Energy Efficiency Services Ltd, a Government of India unit, has ordered 10,000 electric

vehicles from Tata Motors for use in government offices.

 

On the manufacturing side, Hyderabad-based Goldstone Infratech has

announced its plans for the manufacture of 500 electric buses by mid 2018.

In addition, a number of other auto manufacturers like Renault, Hyundai,

Mahindra, Maruti Suzuki, Nissan, Tesla, etc. have plans to release electric cars to

the Indian market. Mahindra has already introduced four models of electric cars on

Indian roads. Two- and three-wheelers are not far behind. Right now the number of electric

vehicles is still small compared with the petrol/diesel vehicles on the road, but the

race is clearly on. The Society of Indian Automobile Manufacturers says that by

2030 about 40% of all vehicles in the country would be electric and this would

go up to 100% by 2047.

 

With all these future developments, petrol vehicles might one day become museum items.

 

 

 

 

India aims to a achieve 30% electric vehicle usage by 2030, with a target of 4 lakh charging stations by 2026. According to NITI-Aayog 2021 reports, there are 2000 charging stations exist in India currently. There is a plan to install stations every 3 km in cities and every 25 km on highways [55]. The government of India (GoI) initiated the National Electric Mobility Mission in 2020 to increase electric vehicle usage and introduced Faster Adoption and Manufacturing of Hybrid EVs (FAME) to reduce costs and boost sales

 

 

THE government of India, as a  part of its commitment to reduce greenhouse gas emissions and also in view of the recurring episodes of high air pollution in major cities, has an ambitious plan to shift from petrol/diesel vehicles to electric vehicles for both public and private use by 2030.

A similar trend is seen in many other countries of Europe, USA, Germany, etc. What then is an electric vehicle and how clean is it?

 

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Energy storage cells, commonly known as batteries, are a foundation of modern technology, offering versatile and efficient electrical energy storage and delivery. Various battery chemistries cater to diverse applications; lithium-ion batteries power smartphones and electric vehicles, lead-acid batteries serve automotive starting systems and backup power, and nickel-based batteries contribute to portable electronics and hybrids. Currently, the research is focused on the discovery of novel cell chemistries which may prove to be potential candidates to replace lithium-ion batteries. Energy storage cells are crucial for addressing modern challenges, enabling efficient use of intermittent renewable energy sources, and advancing electric vehicle adoption. Ongoing research aims to enhance energy density, cycle life, and safety, with emerging technologies. These cells have revolutionized energy utilization, making devices portable, facilitating renewable energy integration, and promoting sustainable transportation, with an increasingly pivotal role in our evolving energy landscape and a more efficient, sustainable future

 

 

Lithium-ion batteries, while widely used in various applications, face several key challenges. Safety concerns related to thermal runaway and the potential for fires or explosions persist, demanding ongoing research into safer electrolytes and cell designs. Also, limited energy density and capacity, constrain their use in long-range electric vehicles, necessitating advancements in electrode materials and energy storage technologies. Whereas, resource availability, safety, performance and environmental impacts associated with lithium mining and disposal raise sustainability concerns, driving efforts to develop more sustainable battery materials and recycling methods

 

India’s lithium reserves, relatively limited compared to other nations, have shown promise with recent discoveries. The Geological Survey of India initiated projects in various states, confirming a 5.9-millionton reserve in Jammu & Kashmir and a larger one in Rajasthan’s Degana region [1]. These reserves might satisfy 80 per cent of India’s lithium demand, but further exploration and sustainable mining methods are needed. The National Mineral Exploration Trust (NMET) also identified significant lithium deposits in Jharkhand’s Koderma and Giridh districts and is exploring mining potential in East Singhbum and Hazaribagh. The Ministry of Mines, Government of India, has reached a significant milestone by signing an agreement between Khanij Bidesh India Limited (KABIL) and Cantamarca Minera Y Energética Sociedad Del Estado (CAMYEN SE), a state-owned enterprise of Canatmarca province, Argentina, on January 15, 2024. This agreement grants KABIL the exploration and exclusivbity rights for five blocks to assess, prospect, and explore for lithium minerals

 

 

Sodium-ion batteries present a promising advancement in energy storage technology. Their cost effectiveness stems from the abundant availability of sodium resources, offering an economically viable alternative to traditional lithium-ion batteries. Enhanced safety features mitigate thermal runaway risks, ensuring a more secure energy storage solution. However, sodium-ion batteries also face several challenges. Their energy density and cycle life are currently lower than lithium-ion batteries, necessitating research into advanced electrode materials and cell designs. They require the development of suitable high-performance electrolytes that can operate effectively at low temperatures. Also, the availability of sodium resources and sustainable sourcing practices need to be addressed to avoid potential supply chain constraints. Additionally, the development of efficient sodium-ion battery manufacturing processes and scaling up production remains a challenge. Overcoming all these challenges is crucial for the successful adoption of sodium-ion batteries as a viable energy storage solution.

 

The charging of EVs has sparked a surge in innovation, with advancements aiming to enhance charging efficiency and convenience. The charger receives power from the local grid electricity supply and transfers it to the control system and wired connection to the EV. The development of chargers requires factors like charger capacity, compatibility with different EV models, and integration of smart grid technology for load management and demand response.

 

Electric vehicles can be charged using three primary methods i.e., (i)conductive charging, (ii)inductive charging, and the (iii)battery swapping technique.

 

(i)In India, the most common charging technology is conductive charging, often known as plug-in (wired) charging. The specifications for conductive charging rely on various elements, including the type of vehicle, battery capacity, charging strategies, and power ratings .

 

 

(ii)Inductive charging involves wireless electric transmission, requiring auxiliary devices like high frequency transformers, supervisory control, data acquisition, and vehicle alignment monitoring systems, resulting in high overall costs.

 

          (iii)Battery swapping stations facilitate the exchange of depleted batteries with fully charged ones, involving the collection, storage, and provision of voltage support and regulation during peak load periods. At present, research is focused on inductive or wireless charging systems, which are considered more efficient and safer as compared to conductive charging

 

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Further reading :-

According to media reports, the government is looking to expand the scope of its electric vehicle (EV) policy, announced, to include a retrospective effect. This means that the policy, that endeavours to prompt global players to localise production and invest in the domestic ecosystem, will now extend benefits to entities who have already made their investments. Earlier, entities were eligible for incentives only if they set up local facilities within three years of receiving approval. The revised policy is expected to be formally announced in August, the publications learnt from people familiar with the development.

The policy announced in March aimed to provide Indian consumers with access to the latest technology and strengthen the EV ecosystem by encouraging healthy competition among EV players by attaining higher volumes of production, economies of scale and lower cost of production. All in all, better the electric vehicle economics for Indian consumers, and in a commercially viable manner for the ecosystem. The policy also mandated that half of the value addition in the overall manufacturing be done domestically within five years. To maintain commercial viability and retain a foothold in the Indian market, the import duty on EVs as completely built units (CBUs) with a minimum cost, insurance, and freight (CIF) value of $35,000 was reduced from 70%-100% to 15%.

The policy document held India, being the third-largest automotive market in the world, could potentially “lead the global transition” from internal combustion engine (ICE) to decarbonised electric counterparts. Overall, the policy was potentially a recognition that import substitution for EVs would require a layered and longer-sustained approach. To this effect, for a commercially viable transition, it further provided mechanisms for manufacturers to address the imperative affordability paradigm of Indian consumers.

With global penetration growing at close to 75 per cent per year, electric mobility is the definitive game-changer for the transport sector the world over. India has its own vision for electric mobility: as a member of the eight-country Clean Energy

Ministerial, a high-level forum to promote clean energy policies and

programmes, India aims to achieve a 30 per cent electric vehicle penetration by

2030. This goal is inspired not only by the promise of curtailing its crude oil

dependence, but also for environmental sustainability

 

A fossil-fuel powered mobility ecosystem is environmentally unsustainable, due to a variety of reasons. Foremost are the greenhouse gas (GHG) emissions in the form of tail-pipe exhaust. Internal combustion engines (ICEs) are among the leading sources of air pollution across the world, and India regularly features in the list of countries which have the world’s highest rates of vehicular emissions, and correspondingly, air pollution-related deaths.

 

 

As per a NITI Aayog report, India can reduce 64 per cent of the energy demand for

road transport and 37 per cent of carbon emissions by 2030, by pursuing a

shared, electric and connected mobility future.

 

 

Naysayers may argue that EVs are simply transferring the burden

of fossil fuel, if instead of petrol and diesel, the source of electric power

generation is coal. Coal-based thermal power generation today meets 70 per

cent6 of India’s power needs. Coal is also the bane of India’s energy value

chain from an environmental point of view, along with pushing out airborne

emissions of poisonous chemicals like carbon dioxide, combustion of coal

for thermal generation also releases sulphur dioxide, nitrogen oxide and

mercury, all poisonous particulate matters, into the air. According to a

study published in the journal Nature Sustainability in February, India’s

coal-fired power plants are the most dangerous when it comes to their health

impact.

 

 

Solar-powered public charging stations are also being rolled

out by discoms like BHEL and across India, delivering 100 per cent zeroemissions

based electricity to electric vehicles. Establishing strong linkages

between renewable energy and electric mobility, these initiatives are ensuring

that at the last-mile, EV-owners can access sustainably generated energy

with ease and affordability.

 

 

Strategies like demand and supply side-incentives; promotion

of R&D in battery technology and management systems; promotion of charging infrastructures are some measures required to bring about the mobility transition This transition is anticipated to provide a thrust to investments in the EV ecosystem.

 

While the Indian EV story has been in making for almost two

decades, now it seems to be acquiring significant momentum in both its

mobility and overall sustainable energy transition. The increasing public

consciousness on the adverse health effects of air pollution combined with

robust policy framework for EVs has translated to the emergence of a fastgrowing

private sector ecosystem.

 

India’s e-mobility sector is also taking cues, insights, and knowledge from

global counterparts, and adapting best practices to an Indian context.

Considering both its environmental and economic benefits, the goal of 30 per

cent fleet electrification will necessitate even more collaboration among OEMs

and related service providers across automobile, technology, energy, and

allied fields.

 

 

The Ministry of Heavy Industries (MHI) formulated a Scheme namely; Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles in India (FAME India) Scheme in 2015 to promote adoption of electric/ hybrid vehicles (xEVs) in India. The Phase-I of the scheme was available up to 31^st March, 2019 with budget outlay of Rs. 895 Crore. This phase of FAME India Scheme had four focus areas i.e. technological development, demand generation, pilot project and charging infrastructure components.

 

In the 1st phase of the scheme, about 2.8 lakh xEVs were supported with total demand incentives of Rs. 359 Crore (Approx). In addition, 425 electric and hybrid buses, as sanctioned under first phase of the scheme were deployed across various cities in the country with Government Incentive of about Rs. 280 Crore. The Ministry of Heavy Industries had also sanctioned about 520 Charging Stations/ Infrastructure for Rs. 43 Crore (approx.) under Phase-I of FAME India Scheme.

 

 

 

Ministry of Heavy Industries is currently implementing the following schemes for accelerating the adoption of electric vehicles in the country:

 

   i.        Electric Mobility Promotion Scheme 2024 (EMPS) with an outlay of  ₹ 778 Crore for a period 6 months, w.e.f. 1^st April 2024 till 30^th September 2024, which provides incentives to buyers of e-2W and e-3W.

  ii.        Production Linked Incentive Scheme for Automobile and Auto Component Industry (PLI-AAT) with a budgetary outlay of  ₹ 25,938 Crore. The scheme incentivises various categories of electric vehicles including e-2W, e-3W, e-4W, e-buses & e-trucks also.

 iii.        Production Linked Incentive Scheme for manufacturing of Advanced Chemistry Cell (PLI-ACC) in the country with a budgetary outlay of ₹18,100 Crore.

iv.        Scheme to Promote Manufacturing of Electric Passenger Cars to attract investments from global EV manufacturers and promote India as a manufacturing destination for e-vehicles.