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INDIA EV POLICY
Suggestions for increasing adoption
1. EV Subsidy – Promote private sector participation
by giving FAME II subsidy/grants to them directly
without requiring bureaucracy of public sector
tie-up. Monitor EV subsidy – to evaluate who to
give it to – with them showing demonstrated
proof of how it will impact commercial viability of
their business, and what specific benefits will they
pass on to the end-consumer.
2. GST on purchase/leasing of EV/Battery – Reduced
0%/5% GST on purchase AND leasing will allow
OEMs to decouple EV + battery (EV could be
bought upfront, battery leased over a 5 year
period)
3. Motor Vehicle Act modification – Ease EV
Registration process/costs
4. Remove Road Tolls/Taxes – both for Commercial
/ Personal registrations, Offer free Parking in
Govt. authorized parking locations, Give
companies / individuals Income Tax exemptions
for owning EVs
ELECTRIC VEHICLE
INCENTIVES
“The cost of EV is close to 2x the
cost of ICEV equivalent in 4W
category, about 4-5x in Bus
Category, and 1.5x in 2W
category. 50% of the cost is the
battery. EV is expected to have
parity with ICEV in 2025 as
battery prices reduce. Prior to
that, incentives are required to
encourage purchase”
CHARGING
INFRASTRUCTURE
INCENTIVES
1. Real Estate Incentives – Give commercial /
residential building tax incentives if they get
“LEEDS platinum” certified by installing EV fast
charging stations in their premises OR mandate
all new commercial / residential buildings to have
EV chargers installed for at at least 25% of
parking bays
2. Give tax incentive for land-owners to lease out
space for purposes of setting up charging
infrastructure
3. Only DERC has a special rate for electricity
consumption for charging. Get CERC to work with
all private / public DISCOMS in the country to
give discounted rates
4. Provide special incentive to new EV charging infra
service providers, who use renewable sources of
energy (even partial) for charging (either wheeled
in, or by setting up captive distributed generation
using solar
“Other than cost, the other
limitation of EV adoption is range
anxiety. Public charging stations
are required in multiple locations
in a city. No player has agreed to
set this up at scale yet, since the
underlying consumer base
doesn’t exist as yet to make
investment sense. Challenges of
rental lease of space, and
IC ENGINE VEHICLE (ICEV)
DISINCENTIVE
1. Impose Central Business District (CBD) Cess /
Limitation on using Government Parking
Spaces / Entry Ban on ICEV, EVs being
exempted.
2. Higher tax rates for ICEV purchase vs that of
EV
3. Fuel costs in any case have an escalation
built in for ICEVs
4. Allow commercial EV for freight entry into
roads and at times where ICEV freight
vehicles are not allowed (this would also
allow each commercial EV to be utilized
round the clock, rather than just during
designated freight movement hours.
“Unless consumers (fleet and
individual) see a definite value to
purchasing an EV, and initial
higher cost is offset with other
gains, adoption will be a
challenge. End-users need to see
the disincentive of using
traditional fuel sources”
PUBLIC / PRIVATE FLEET
INCENTIVES
1. Give special corporate tax incentive to Ride-
Sharing companies using EVs – and mandate
it translating to lower rate/km charged by
them to consumers/clients as compared to
ICEV
2. Give corporate tax incentive to Fleet owners
(3W, 4W and Bus) if they have minimum 25%
EVs in their fleet
3. Give corporate tax incentive to Companies
who spends at least 25% of their total
transport budget on EVs (irrespective of
whether purchased, leased or using
outsourced fleets/ride sharing services)
4. Promote EV usage in Public Transport.
Mandate at least 25% of fleet of buses of
STUs to be EVs. Give direct subsidy to STU
subsidizing higher capex of EV bus.
“Fleet Operators will find EVs
more suited to their duty-cycles,
as compared to end-users, due to
high upfront costs in EVs.
Incentives and mandates are
needed for many fleet operators
to adopt EV, and incentives to
consumers for using such fleet
services”
EV OEM PRODUCT RANGE
AND QUALITY
1. Improve the number of EV product variants,
form-factors and quality of products by
incentivizing existing EV OEMs in
International markets – and ease their entry
into India. India has to get higher range
(high-voltage) EVs in the 4W category into
the country (India by itself will take until
2020 to make them)
2. Remove/Reduce import duty on Foreign
EVs for a period of time, giving a volume /
timeframe based moratorium, with
mandate to ”Make in India” after that time.
If in that period, the company doesn’t setup
local manufacturing in India (creating jobs,
local supply chain) then such rebate /
incentive can be revoked and tax added in
retrospect
“Auto OEMs have invested heavily
in ICEV assembly lines. There’s
not enough EV demand to
replicate / add assembly lines.
There’s a limited number of
Indian EV OEMs, and their
product quality is very inferior.
Foreign OEMs who have
established products face high
import duties making products
ANCILLARY INDUSTRY
INCENTIVES
1. Battery Recycling – incentivize companies that get
into “second life” of EV battery business
2. EV Cell Assembly – incentivize plants that set up
Cell Assembly in India
3. Li-ion mineral recycling – incentivize companies
that setup assemblies for retrieving Lithium,
Manganese, Cobalt, Nickel from all types of
batteries used in the electronics industry.
4. Fleet / User Technology Stack development –
incentivize companies that specialize in
developing EV software for the connected vehicle
(ability to track/monitor vehicles, EV performance,
EV parameters, Energy Consumption), and also
for Charging Infra Management (public charger
network availability visualization, booking,
authentication, payments)
5. Support the brand new industry vertical which is
bound to come along side “connected cars” –
which include Traffic visualization services,
Emergency services, Remote maintenance
services, etc).
“While the traditional auto
ancillary industry is bound to be
impacted with ICEVs being
replaced by EVs, especially those
related to traditional engine
component manufacturers, a new
breed of companies need to get
promoted”
ENERGY EFFICIENCY
1. EV Energy Efficiency - Operational energy
consumption with AC at various ambient
temperature conditions needs to be studied and
benchmarked. This needs to be reported by all
EV OEMs with road-tests, and not just
certifications in a lab. A government led rating
system needs to be evolved.
2. DC-Charger Energy Efficiency – The charger
efficiency (amount of electricity/energy
consumed to that transferred to the EV) needs to
be reported. A government led rating system
needs to be evolved.
3. Electricity Grid Impact - When widespread
adoption happens is not known. Grid system are
currently not technically ready to communicate
with EVSE (EV Supply/Charging equipment). The
government should mandate network
upgradation. Trials for Vehicle to Grid (V2G) for
excess energy transfer to back to the Grid should
be explored
4. Alternate sources of electricity for charging
needs to be encouraged. Incentivize charging
infrastructure that explores distributed
generation for part of their capacity needs, or
wheels in alternate energy for charging.
“Emission and efficiency norms
for ICEV are available. Energy
Efficiency norms in EVs is
required. Current OEMs may
claim a low kWh/km consumption
in lab tests, but actual usage are
even 2x that. Incentives for better
EV energy efficiency needs to be
given. Impact of EV on Electricity
Grid is not known. Incentive for

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India EV policy: Suggestions for increasing adoption

  • 1. INDIA EV POLICY Suggestions for increasing adoption
  • 2. 1. EV Subsidy – Promote private sector participation by giving FAME II subsidy/grants to them directly without requiring bureaucracy of public sector tie-up. Monitor EV subsidy – to evaluate who to give it to – with them showing demonstrated proof of how it will impact commercial viability of their business, and what specific benefits will they pass on to the end-consumer. 2. GST on purchase/leasing of EV/Battery – Reduced 0%/5% GST on purchase AND leasing will allow OEMs to decouple EV + battery (EV could be bought upfront, battery leased over a 5 year period) 3. Motor Vehicle Act modification – Ease EV Registration process/costs 4. Remove Road Tolls/Taxes – both for Commercial / Personal registrations, Offer free Parking in Govt. authorized parking locations, Give companies / individuals Income Tax exemptions for owning EVs ELECTRIC VEHICLE INCENTIVES “The cost of EV is close to 2x the cost of ICEV equivalent in 4W category, about 4-5x in Bus Category, and 1.5x in 2W category. 50% of the cost is the battery. EV is expected to have parity with ICEV in 2025 as battery prices reduce. Prior to that, incentives are required to encourage purchase”
  • 3. CHARGING INFRASTRUCTURE INCENTIVES 1. Real Estate Incentives – Give commercial / residential building tax incentives if they get “LEEDS platinum” certified by installing EV fast charging stations in their premises OR mandate all new commercial / residential buildings to have EV chargers installed for at at least 25% of parking bays 2. Give tax incentive for land-owners to lease out space for purposes of setting up charging infrastructure 3. Only DERC has a special rate for electricity consumption for charging. Get CERC to work with all private / public DISCOMS in the country to give discounted rates 4. Provide special incentive to new EV charging infra service providers, who use renewable sources of energy (even partial) for charging (either wheeled in, or by setting up captive distributed generation using solar “Other than cost, the other limitation of EV adoption is range anxiety. Public charging stations are required in multiple locations in a city. No player has agreed to set this up at scale yet, since the underlying consumer base doesn’t exist as yet to make investment sense. Challenges of rental lease of space, and
  • 4. IC ENGINE VEHICLE (ICEV) DISINCENTIVE 1. Impose Central Business District (CBD) Cess / Limitation on using Government Parking Spaces / Entry Ban on ICEV, EVs being exempted. 2. Higher tax rates for ICEV purchase vs that of EV 3. Fuel costs in any case have an escalation built in for ICEVs 4. Allow commercial EV for freight entry into roads and at times where ICEV freight vehicles are not allowed (this would also allow each commercial EV to be utilized round the clock, rather than just during designated freight movement hours. “Unless consumers (fleet and individual) see a definite value to purchasing an EV, and initial higher cost is offset with other gains, adoption will be a challenge. End-users need to see the disincentive of using traditional fuel sources”
  • 5. PUBLIC / PRIVATE FLEET INCENTIVES 1. Give special corporate tax incentive to Ride- Sharing companies using EVs – and mandate it translating to lower rate/km charged by them to consumers/clients as compared to ICEV 2. Give corporate tax incentive to Fleet owners (3W, 4W and Bus) if they have minimum 25% EVs in their fleet 3. Give corporate tax incentive to Companies who spends at least 25% of their total transport budget on EVs (irrespective of whether purchased, leased or using outsourced fleets/ride sharing services) 4. Promote EV usage in Public Transport. Mandate at least 25% of fleet of buses of STUs to be EVs. Give direct subsidy to STU subsidizing higher capex of EV bus. “Fleet Operators will find EVs more suited to their duty-cycles, as compared to end-users, due to high upfront costs in EVs. Incentives and mandates are needed for many fleet operators to adopt EV, and incentives to consumers for using such fleet services”
  • 6. EV OEM PRODUCT RANGE AND QUALITY 1. Improve the number of EV product variants, form-factors and quality of products by incentivizing existing EV OEMs in International markets – and ease their entry into India. India has to get higher range (high-voltage) EVs in the 4W category into the country (India by itself will take until 2020 to make them) 2. Remove/Reduce import duty on Foreign EVs for a period of time, giving a volume / timeframe based moratorium, with mandate to ”Make in India” after that time. If in that period, the company doesn’t setup local manufacturing in India (creating jobs, local supply chain) then such rebate / incentive can be revoked and tax added in retrospect “Auto OEMs have invested heavily in ICEV assembly lines. There’s not enough EV demand to replicate / add assembly lines. There’s a limited number of Indian EV OEMs, and their product quality is very inferior. Foreign OEMs who have established products face high import duties making products
  • 7. ANCILLARY INDUSTRY INCENTIVES 1. Battery Recycling – incentivize companies that get into “second life” of EV battery business 2. EV Cell Assembly – incentivize plants that set up Cell Assembly in India 3. Li-ion mineral recycling – incentivize companies that setup assemblies for retrieving Lithium, Manganese, Cobalt, Nickel from all types of batteries used in the electronics industry. 4. Fleet / User Technology Stack development – incentivize companies that specialize in developing EV software for the connected vehicle (ability to track/monitor vehicles, EV performance, EV parameters, Energy Consumption), and also for Charging Infra Management (public charger network availability visualization, booking, authentication, payments) 5. Support the brand new industry vertical which is bound to come along side “connected cars” – which include Traffic visualization services, Emergency services, Remote maintenance services, etc). “While the traditional auto ancillary industry is bound to be impacted with ICEVs being replaced by EVs, especially those related to traditional engine component manufacturers, a new breed of companies need to get promoted”
  • 8. ENERGY EFFICIENCY 1. EV Energy Efficiency - Operational energy consumption with AC at various ambient temperature conditions needs to be studied and benchmarked. This needs to be reported by all EV OEMs with road-tests, and not just certifications in a lab. A government led rating system needs to be evolved. 2. DC-Charger Energy Efficiency – The charger efficiency (amount of electricity/energy consumed to that transferred to the EV) needs to be reported. A government led rating system needs to be evolved. 3. Electricity Grid Impact - When widespread adoption happens is not known. Grid system are currently not technically ready to communicate with EVSE (EV Supply/Charging equipment). The government should mandate network upgradation. Trials for Vehicle to Grid (V2G) for excess energy transfer to back to the Grid should be explored 4. Alternate sources of electricity for charging needs to be encouraged. Incentivize charging infrastructure that explores distributed generation for part of their capacity needs, or wheels in alternate energy for charging. “Emission and efficiency norms for ICEV are available. Energy Efficiency norms in EVs is required. Current OEMs may claim a low kWh/km consumption in lab tests, but actual usage are even 2x that. Incentives for better EV energy efficiency needs to be given. Impact of EV on Electricity Grid is not known. Incentive for