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Volume 1 - Issue 5 – Jan-Feb 2020 – Pages 68 – `250

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CONTENTS

Volume 1 – Issue 5 • Jan-Feb 2020

BUDGET

»»p.22 COVER STORY

»»p.26 E-MOBILITY

»»p.32

STATE FOCUS

»»p.45

STATE FOCUS

»»p.46

»»p.49 | January-February 2020

5 LEADERSHIP SPEAKS

EXPERT'S NOTE

FROM THE EDITOR

NATIONAL NEWS

INTERNATIONAL NEWS

BUDGET 2020

COVER STORY »»p.42

26 Moving the world with next-gen tech

E-MOBILITY

TRENDS

32 Electric Cars in the New Decade 36 Top five electric 2Ws that you can’t miss this year 38 A Primer on Integrated Electric Powertrains 40 A brief overview of electric vehicle competitions

LEADERSHIP SPEAKS 42 “The future of mobility is electric and connected” »»p.50

»»p.54

INTERVIEW

STATE FOCUS 44 Making EVs inevitable in New Delhi

COUNTRY SPECIAL 46 2010-2019: the decade of energy transition

TRENDS 50 Trends and outlook for charging infrastructure in India

EVENT INFORMATION »»p.56

INTERVIEW

»»p.63

BOOK REVIEW

INTERVIEW 54 Solving India’s energy storage challenges one innovation at a time 56 ‘Embracing E-mobility: Q&A with Sajid Mubashir, Scientist G, Dept. of Science and Technology’

BOOK REVIEW 63 EVs through history: an American account

EVENT REPORT 64 ELECRAMA 2020 Dazzles to an Electrifying Start »»p.64

EVENT REPORT

COMPANY / ADVT INDEX / IMPRINT

January-February 2020 |

EXPERT'S NOTE

A decade in e-mobility As we enter the new decade, I anticipate it will be remembered as the decade in which e-mobility became mainstream. Many industry veterans may question this statement and claim that e-mobility is still a niche and that we need at least two-to-three decades more for e-mobility to challenge the era of ICE vehicles. Only time will tell who is right. As I write this welcome note, I can see that within the next three years consumers are going to have lot more choices in e-mobility, not just in terms of road transport but also for other modes of travel including electric planes and boats. Last decade saw the amazing rise of smartphones in India. At the beginning of 2010, less than five percent of Indian consumers used smartphones and within this decade the smartphone adoption has seen more than 10X growth. No one made a strategy for increasing the adoption of smartphones in India, in fact, many industry leaders questioned if Indian consumers needed smartphones or high-speed internet. But the consumers decided that with Dr Rahul Walawalkar the falling data rates and additional features available with President-IESA smartphones, they do provide value for money and made the Managing Director-CES India switch. I am anticipating a similar transition to take place in the next five-to-ten years in the automotive sector in India. With the decreasing cost and improved performance of batteries, EVs are expected to reach cost parity with ICE vehicles by 2023. Also, with the falling renewable energy prices, consumers can also benefit from cleaner energy sources and cheaper operating costs. This time, even government is focusing on supporting this transition as there are many social benefits that India can gain from it, such as lesser fiscal burden by reduced oil imports, and improved air quality by addressing the tailpipe emissions from ICE vehicles. In the past couple of years, we have seen the emergence of aggregators who are switching to electric cars due to the sheer economics of EVs. Only factors that have limited their pace of growth were the availability of EVs that meet their requirements, limited charging infrastructure and financing options. This is all changing fast, in 2020, we are anticipating more than 10 new EVs to be introduced with features that can compete with the popular ICE vehicles. Department of Heavy Industries has allocated money for With the falling deploying over 1000 fast chargers and various states are looping 5000+ e-buses in the next 12-18 months under FAME-II. renewable energy prices, to adopt The only question remaining is if Indian OEMs and industry can adopt fast enough to maintain leadership in the automotive market. consumers can also To some extent, Indian OEMs have got themselves trapped in benefit from cleaner looking for cheaper EV, rather than focusing on bringing an EV that most consumers are waiting for. The competition is growing energy sources and and we have already witnessed aggressive announcements cheaper operating costs" fast and plans from international companies such as Hyundai and MG shaking the market. For instance, MG claims to have received more registrations for their ZS EV in the past month alone, than the sales of its other EVs during 2019. Tata Motors is stepping up with the introduction of Nexon EV and we are looking forward to doing a test drive soon. NITI Aayog is anticipating the launch of the giga factory mission with the approval of the cabinet, anticipated to come sometime this month. This could address the last hurdle for rapid growth of EVs in India by setting up 50GWh annual cell manufacturing capacity in the country by 2023. This decade, therefore, marks an opportunity for the Indian auto industry to benefit from the imminent transition. With an entrepreneurial spirit and understanding of the consumer needs, I am sure that we are poised to witness an amazing journey. January-February 2020 |

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FROM THE EDITOR

The waiting room There is the buyer, the EV maker, the policy man, and the questioner. There is also an air of uncertainty, so thick you can cut it with a knife. All in waiting. So, I ask the ubiquitous question, what are we waiting for? Global climate favouring an electric transition should be an indication for the Indian EV sector to pull up its socks and get going. Instead, we are displaying a hesitant start in getting the ball rolling. Let’s take a look at our waiting room group. What is the buyer waiting for? Obviously, affordable prices and better choices; other doubts or clarifications will stem from that. What about the maker then? While the established auto manufacturers are still weighing their options, several start-ups have entered the market with swift offerings (especially in the e-2W segment). Ashok Thakur But while the newcomers can ride on the early Chief Editor mover advantage, large-scale manufacturing athakur@ces-ltd.com and supply chain constraints are limiting their reach. This is where conventional manufactures have an upper hand; they can leverage their production capabilities and their established supply network. Then, why the wait? For clearer policy directives, a steady demand, a home-grown components market… Now, the policy man. His is a tough job I agree, but lending clarity is crucial for a business that requires a co-ordinated direction. The govt is keen on pushing its agenda of making the country e-mobile within the end of the next decade. Make in India is only one step in that direction. Increasing import duty on components to encourage indigenous production is fair, but is it budging the status quo? What about the OEMs who have invested in upgrading to BS 6, and are now busy trying to reduce the older BS 4 stock before the April 1, 2020 deadline? Further path is still unclear. Little wonder that there is an auto slump. BS 4 is not emission compliant, so buyer is waiting for a BS 6 Increasing import compliant car. The OEM, well, is getting ready for BS 6 but needs to trim the old stock, and then there duty on components is the pressure of missing the EV race. to encourage indigenous Govt’s Fame-II seemed like a good boost to create demand, with most incentives offered for the buyer production is fair, (who is indecisive yet). So the policy man needs but is it budging the to sweeten the pot for the makers as well; pack in a deal to shore up the EV sector. Maybe, then the status quo" waiting room will start clearing up. The 2W and 3W segments seem to be leading the EV revolution for now. The young Turks have chosen technology over volume and taken the leap of faith; big players with a production and distribution network are slowing edging into the market. Cars would eventually get in too; the competition should get interesting in time. Oh, I forgot the questioner. He is important too, for his questions lead to contemplation. Like, this old-timer we had in one of our conferences, who kept asking ‘what is the point in making grand e-mobility plans when most of the electricity we produce still comes from burning fossil fuel’. In most parts, being in media also makes me a questioner. I’m waiting and watching too. January-February 2020 |

NATIONAL NEWS

Energy Storage

Indian scientist awarded 2 million for his work on clean energy vehicle An Indian-origin material scientist and nanotechnologist Ajayan Vinu has been awarded $ 2 million by the Indian Defence Ministry to develop carbon nitride nano materials for clean energy system requirements of the defence sector. The global innovation chair and director at the University of Newscastle in Australia, Ajayan Vinu’s research on nano materials and his discovery of carbon nitrides with unique held could lay the foundation for solving the dual challenge of environmental pollution and fossil fuel depletion. “It is a $ 2 million project with Indian defence authorities. It is on the selective capture of carbon dioxide with nano porous carbon-based systems,” said Vinu to the press. “They have seen our work on the carbon capture, and they have grown interested in it. They were using some kind of material that was not that effective and they wanted to replace their existing adsorbent material in all their devices with our unique material,” he added. Vinu’s work has led to development of technologies for conversion of carbon dioxide into fuel using sunlight and water and sodium-ion batteries to power EVs. As per reports, this is the first time the Indian Defence Ministry has awarded a defence research project to an Indian researcher based outside India.

Image: For Representation Only

NITI Aayog seeks cabinet nod for gigafactories NITI Aayog, the premier policy think tank of the government of India is awaiting cabinet approval for a proposal to develop 10 large factories that would get subsidies to produce li-ion batteries. As per news reports, once NITI Aayog gets the approval it will invite bids for the setting up gigafactories with a total capacity pf 50GWh over the next 10 years; the outlay cost which is estimated to be $ 5 billion. “Faster rollout of battery manufacturing in India is a prerequisite for successful electric vehicle mission,” commented a senior government official to the press. The finance ministry has approved Aayog’s proposal to offer 700 crore annually in subsidies for battery manufacturers starting 2022.The latest proposal among others is a part of the larger government effort towards faster adoption of electric mobility in India.

| January-February 2020

Li-ion batteries which power EVs are the most expensive component and India the imported batteries account for over half of the cost of an EV. The government hopes this move will help push local manufacturing thereby lowering cost and resultant uptick in adoption of EVs. As per the official, the proposed policy is “output-based” than “inputbased” wherein the subsidy is linked to capacity creation committed and the level of indigenization. Therefore, the companies can qualify for subsidies if they achieve 60 percent indigenization by 2025 when they are expected to attain full-scale production. Additionally, any new technology that evolves over the next decade will also qualify getting a subsidy. The proposal also seeks to avail battery manufacturers the entire depreciation in one go and allows duty-free import of lithium, iron and cobalt which are all necessary elements for developing li-ion batteries.

Suzuki JV all set to invest `3 715 crore in Li ion battery venture In a move to inch closer to developing its first lithium-ion battery manufacturing plant for EVs in India, Japan’s Suzuki JV invested `3,715 crore in the second phase of their battery venture in Gujarat. As per reports, Japan’s Suzuki Motor Corp. (SMC), Toshiba

Corp., and Denso Corp. will jointly invest a sum of `3,715 crore. This investment is a part of the larger plan announced by Suzuki last October to invest `5,000 crore to build India’s first Li-ion battery manufacturing plant over a period of five years from 2021-25. The joint venture, Automotive

Image: TDSG

Electronics Power Pvt Ltd (AEPPL) is currently building the first phase at `1,214 crore, and as per reports, the first phase will start production by end of 2020. AEPPL aims to locally manufacture 30 million lithium ion cells annually with production capacity of more than 1GWh. Suzuki Motorcycle India Pvt. Ltd, SMC’s two-wheeler arm, is already developing a prototype electric scooter for Indian market and intends to test the vehicle sometime this year. In addition to AEPPL, other domestic carmakers in India like Mahindra Ltd (M&M) and Tata Motors Ltd (TML) have also teamed up with international players for developing manufacturing ecosystem for EVs in India. M&M has teamed up with Korea’s LG Chem to develop high energy density lithium-ion cells for local applications and is setting up a plant at Chakan, Pune. Tata Motors is collaborating with group companies including Tata Chemicals Ltd to develop its own lithium-ion technology. TCS Ltd, Tata Power Ltd and Tata AutoComp Systems Pvt. Ltd are all participating in this initiative.

Mumbai Delhi electric highway to be a reality by 2024 Gadkari The Union Minister of Road Transport and Highways Nitin Gadkari announced that his ministry is working on an electric highway between Mumbai and New Delhi. The new electric highway will be built at an investment of `1,03,000 crore and Gadkari confirmed that 60 percent of the contract for that

Image: For Representation Only

has already been awarded. “It will be a 1,300 km, 12-lane green highway, and our target is to complete it before January 26, 2024,” said Gadkari speaking on the sidelines of the launch of TVS first-ever electric scooter iQube in Bengaluru on January 25. The e-highway will pass through

the villages of Maharashtra, Gujarat, Rajasthan and Haryana where free land portions are available so as to achieve a savings of 16,000 crore in land acquisitions confirmed Gadkari. Gadkari added that the auto industry has positively responded to the central government initiatives and policies for driving adoption of e-vehicles in India and emphasized the need for having more electric buses, cars, bikes and trucks. “We will have 10,000 EV buses this year,” Gadkari added. Further, Gadkari made a strong pitch for alternative fuels and confirmed that the vision of the transport sector is to reduce import and substitute cost-effective, pollutionfree and indigenous fuels. “In Nagpur, we are currently running 100 buses on methane generated from sewage water. We will run another 400 buses here on biofuel,” Gadkari added.

January-February 2020 |

NATIONAL NEWS

Electric Vehicles

TVS launches its first electric two wheeler iQube Electric TVS Motor Company became the latest entrant in electric two-wheeler segment with the launch of iQube Electric – its first ever electric scooter. The company unveiled the scooter on Saturday, January 24, priced at `1.15 lakh (ex-showroom, Karnataka). The electric two-wheeler will go on sale in Bengaluru from today, January 27 and can be booked at an amount of `5,000 at select dealerships and online. “Our focus on the ‘green and connected’ youth of India is embodied in the first of the TVS electric portfolio. TVS iQube Electric is a blend of an advanced electric drivetrain and the next-gen TVS SmartXonnect platform,” said Venu Srinivasan, Chairman, TVS Motor Company. The iQube Electric will be available in white color and comes with features that enhances connectivity such as TVS SmartXonnect. It also includes TFT cluster and a dedicated app which offers a host of user-friendly features like geofencing, remote battery charge status, navigation assist, last park location, incoming call alerts and/or SMS alerts etc. The e-scooter is powered by 4.4kW electric motor which offers a speed of 78 kmph (under eco mode) and a range of 75 kms on a single charge. The iQube Electric can accelerate 0-40 kmph in 4.2 seconds. The TVS Motor company has installed a production capacity of 1,000 units per month and expects to sell about 100 units in the first few days. Image: TVS

Image: Ather Energy

Ather Energy launches its second electric offering 450x Karnataka- based electric scooter manufacturer Ather Energy has launched Ather 450X at `99,000 (ex-showroom Delhi). The launch of Ather’s 450X follows the launch of Bajaj Auto’s electric twowheeler Chetak and TVS’ iQube – marking their respective entry into the electric two-wheeler segment in India. “With Ather 450X, we are excited to be expanding across the country. This year we are starting operations in eight more cities and setting up retail partnerships across the country for the same,” said Tarun Mehta, co-founder and chief executive officer at Ather Energy. Ather Energy which is backed by the country’s largest two-wheeler automaker Hero MotorCorp Ltd has priced the 450X comparable to its counterparts Chetak and rivalling iQube, priced at `1,00,000 and `1,50,000 respectively. The 450X will be available in two different variants, Plus and a Pro in three different dual tones – a WhiteGreen, Grey-Yellow and Green-Red. The Ather 450X is priced at `99,000 if bought in two monthly subscription

| January-February 2020

packs. The Plus subscription pack is priced at `1,699 and the Pro pack at `1,999 per month. Other than the subscription packs, customers can also go for Plus trim which is priced at `1.49 lakh while Pro variant is priced at `1.59 lakh (ex-showroom Delhi). “With Ather 450X we have changed the ownership model and reduced the upfront payout for the scooter while also reducing the battery replacement cost to virtually nothing. This has been a major impediment to EV adoption and our new monthly subscription packs address it,” Mehta added. The 450X comes is powered by 6Kw PMSM motor with a 2.9 kWh lithiumion battery and can accelerate 0-40 kmph is 3.3 seconds in the Warp mode – making it the speedier than other e-scooters in its segment according to the company. The e-scooter can run at a top speed of 80 kmph and whip up 8PS of power and 26 Nm of torque. The 450X is Ather’s second electric offering and reports suggests the company plans to take its overall production capacity to 1.3 lakh units per annum by end of fiscal year 2022.

Tata Motor launches its latest electric SUV Nexon EV Tata Motors launched Nexon EV, its home-grown electric SUV for `13.99 lakhs (ex-showroom, all India) on Tuesday, January 28. The Nexon EV is powered by the Tata’s very own EV powertrain technology Ziptron and offers a range of 312 km on a single charge, fastcharging capability, a high voltage system, extended battery life and class leading safety features. “After 16 months of strenuous effort, we are delighted to launch India’s own electric SUV, the Nexon EV,” said Guenter Butschek, CEO &MD, Tata Motors Ltd. “This high-performance, connected vehicle is uniquely suited to address the aspirations

of Indian customers, and making EVs mainstream. We are confident that this game changing product will further reinforce our commitment towards developing sustainable and responsible mobility solutions for India,” added Butschek. The Nexon EV comes in three colors – signature Teal Blue, Moonlit Silver and Glacier White and will be available across 60 authorized dealerships in 22 cities of all over India. Nexon EV marks larger effort by Tata Motors, working with other Tata Group of companies including Tata Power, Tata Chemicals, Tata Autocomp, Tata Motors Finance and Croma with the objective to create an e-mobility ecosystem – Tata UniEVrse.

Image: Tata Motors

“Through Tata uniEVerse, our Group companies have synchronized their efforts to develop a holistic e-mobility ecosystem to accelerate the adoption of EVs in India,” commented N Chandrasekaran, Tata Sons Group Chairman. “I am delighted that this ecosystem has come together with the launch of Tata Nexon EV, a path breaking electric SUV that can match the aspirations of mainstream Indian customers,” he added. Tata Motors has partnered with Tata Power to provide end-to-end charging solutions at home, workplace and for captive and public charging. For component supplier ecosystem, Tata Motors is collaborating with Tata Chemicals, which is working on manufacturing lithium-ion battery cells, exploring active chemicals manufacturing and battery recycling. Tata Motors is also working with Tata Autocomp for the localisation of battery pack assembly and motor assembly. Further, Tata Motors has partnered with Croma to provide a digital retail experience to its customers and lastly to provide affordable financing solutions for both personal and fleet segments it has partnered with Tata Motors Finance.

Amazon India to cut carbon footprint by adding 10 000 EVs to its delivery fleet E-commerce giant Amazon India announced that its delivery fleet would include 10,000 electric vehicles by 2025. The move to include EVs in its delivery fleet is a part of the company’s larger effort to reduce carbon footprint and environmental impact of its operations in the country.

Image: For Representation Only

“At Amazon India, we are committed to building a supply chain that will minimize the environmental impact of our operation,” said Akhil Saxena, Amazon VP, Customer Fulfilment APAC and Emerging Markets. He added the company will continue to invest in electrification of its delivery fleet and reducing reliance on non-renewable resources. The company stated that its commitment to electric mobility comes after running successful pilots in several cities last year and it plans to have electric fleet operating in 20 cities, including Delhi NCR, Bangalore

and Hyderabad within the year. Reports suggests that for the current electric fleet Amazon India has worked with smaller OEMs but is in talks with large manufacturers as well. The company plans to include both three-wheeler and four-wheeler EVs in the country which will be designed and manufactured in India. Amazon’s rival in India, Flipkart – a Walmart owned company in June 2019 had announced its plan to replace 40 percent of its delivery vans to EVs by March this year and the company has already deployed EVs in cities like Bengaluru, Delhi and Hyderabad.

January-February 2020 |

NATIONAL NEWS

Mahindra unveils theme for Auto Expo 2020 will display 18 vehicles including EVs Auto giant Mahindra has announced that it will showcase 18 vehicles including futuristic vehicles and three production ready EVs at the Auto Expo 2020. In the announcement made on January 22, Mahindra unveiled the company’s theme for the Auto Expo, ‘Driven by Purpose’ and indicated that it will display a range of other electric architecture such as electric batteries, charging stations, BSVI gasoline engines and a ‘World of Zero Waste’ through automobile recycling and reuse.

Image: Auto Expo

“We are delighted to reveal our theme for Auto Expo 2020,” said Veejay Ram Nakra, Chief of Sales and Marketing, Automotive Division of Mahindra & Mahindra. “Our upcoming display of electric passenger and mass mobility products, concepts and solutions will meet the needs of today and position us for the future. We are fully prepared to complete our transition into the BSVI era and our display of BSVI-ready current and future engines will also demonstrate our commitment toward being future ready,” Nakra added. The company’s line up will include a total of 18 vehicles covering personal, commercial and EVs. As per the company statement this is one of the widest ranges of EVs displayed by an domestic OEM at the Auto Expo 2020. Auto Expo 2020 will be held in Greater Noida starting February 7 to February 12, next month.

Bajaj’s first electric offering ‘Chetak’ hits the market Bajaj Auto, the Pune-based twowheeler manufacturer launched its latest offering, Chetak an electric scooter on Tuesday, January 14. The latest offering by the company runs a range of about 95 km on single charge and is priced at `1,00,000 (ex-showroom and inclusive of government subsidies). Bajaj Auto plans to offer either a warranty of three years or of 50,000 km (whichever is earlier) on the newly launched Chetak.

Image: Bajaj Auto

“We would like to first observe the demand for the electric Chetak in Bangalore and Pune to get an understanding of this emerging space,” said Rakesh Sharma, executive director at Bajaj Auto Ltd as per reports. The launch Chetak marks the entry of the two-wheeler major in e-scooter space and would potentially serve a testing ground for the company to understand the emerging market. Bajaj plans to roll out Chetak in phases, with the sales beginning from the city of Bengaluru and Pune. Reports suggests that Bajaj has already selected 13 pro-biking dealerships in Bengaluru and four stores in Pune which would retail the newly launched e-scooter. The bookings for the electric Chetak begin from Wednesday, January 15 and the e-scooter will be made available in six variants across two model lines – urban and premium.

| January-February 2020

Image: ETN

Govt sanctions 2636 charging station in 42 cities under FAME II The Department of Heavy Industries & Public Enterprises sanctioned 2636 charging stations in 62 cities across 24 states and UTs under phase II of FAME India. As per the statement released by the DHI on Friday the sanction letter to the selected entities will be issued in phases after ensuring the availability of land for charging stations, signing MoU and or agreements with the partner organizations like the local administration, private corporations, DISCOMS and oil companies. Following these steps, selected public entities would be required to initiate procurement process in a fixed time frame for deployment of the charging stations. “In future at least one charging station will be available in most of the selected cities in a grid of 4 km x 4 km,” said Prakash Javadekar, Minister of Heavy Industries & Public Enterprises. This move Mr Javadekar added would help boost the confidence of users of EVs and encourage OEMs to launches new models of EVs without the concern of lack of charging infrastructure. As many as 317 EV charging stations have been allotted in Maharashtra, 266 in Andhra Pradesh, 256 in Tamil Nadu, 228 in Gujarat, 205 in Rajasthan, 207 in Uttar Pradesh, 172 in Karnataka, 159 in Madhya Pradesh, 141 in West Bengal, 138 in Telangana, 131 in Kerala, 72 in Delhi, 70 in Chandigarh, 50 in Haryana, 40 in Meghalaya, 37 in Bihar, 29 in Sikkim, 25 each in Jammu & Kashmir and Chhattisgarh, 20 in Assam, 18 in Odisha and 10 each in Uttarakhand, Puducherry and Himachal Pradesh.

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NATIONAL NEWS

Delta Electronics launches diverse of technology products and solutions at Elecrama 2020

Renewable Energy

Image: For Representation Only

Adani and Azure to help build India’s first manufacturing-linked solar projects Adani Green and Azure Power have emerged as the two leading bidders for country’s first manufacturinglinked solar tender as per reports. Adani green had bid for 1.5 GW solar cell manufacturing capacity and 6 GW generation capacity while Azure bid for 500 MW solar cell manufacturing capacity and 2 GW generation capacity confirmed, Anand Kumar, secretary for the Ministry of New and Renewable Energy. “The bids have been finalized and only paperwork remains,” said Kumar to the press on the sidelines of India Energy Forum-Renewable Energy Summit held in New Delhi. The Solar Energy Corporation of India (SECI) had issued tender for manufacturing-linked solar projects in May 2018 and through this move the government is hoping to cut India’s solar module imports – one of the leading causes of forex outflow annually. Kumar added that with green shoe alternative, the capacity for Adani would jump to 2 GW of solar cell manufacturing capacity and 8 GW generation capacity. As for Azure, it could increase to 1,000 solar cell manufacturing and 4GW generation capacity. The traffic for the bids has been fixed at `2.92.

Delta Electronics India on Saturday launched a diversified set of technology and solutions to be used in the electric and renewable energy ecosystem at Elecrama 2020 – a premiere industry expo aimed at covering complete electric ecosystem from renewable energy, energy storage, automation to digitization of electricity. Delta’s showcase focused on energy infrastructure, display and monitoring, communication and information, industrial automation, rail transport, building automation, and energy storage solutions – all aimed at enabling digitized, energyefficient operations and management for smart cities. “This year at Elecrama the focus is to showcase our support in strengthening the energy infrastructure ecosystem,” said Niranjan Nayak, Head, Delta Electronics India. Our latest offering in e-mobility solutions includes AC MAX that will cater to the need of efficient public charging infrastructure, the 4K Laser DLP Video wall will enhance security and surveillance for public display solutions, and the 125kW String Inverter through which we shall continue our legacy in renewable energy solutions Nayak added.

With the view to meet growing challenges of cooling technology in data centers, Nayak mentioned that Delta Electronics will present iCool Edge Solutions and Smart Meter Connectivity Solutions which make the grid more energy-efficient and reliable and beneficial for the customer. “At Delta, we believe the future belongs to those who have the vision to deliver it,” said R Om Prakash, MD, Delta Electronics India. He added that Delta uses their hardware and software capabilities to collaborate with industry stakeholders and leverage their core competence in power electronics to bring out energy-efficient solutions and technology through their integrated and diversified portfolio. “With our consistent investments in India, we have been partnering with the GoI initiatives like Make in India, Smart City Mission, E-Mobility Mission that propel India’s growth story,” added Prakash. Images: Delta Electronics

Left to Right: Niranjan S Nayak, Business Head and R. Om Prakash, Managing Director, Delta Electronics India interacting with visitor at Elecrama iCool Edge Solutions AC MAX EV charger

4K Laser DLP® Video wall

| January-February 2020

125kW String Inverter

Tata Solar Power bags 250 mw solar project under CPSU scheme Tata Solar Power Systems Ltd received letter of award (LOA) for a 250 MW solar project from the National Thermal Power Corporation Ltd, announced the company on Monday, January 13. The wholly-owned subsidiary of Tata Power and country’s largest solar energy company won the

Image: For Representation Only

award under the central public sector undertaking (CPSU) scheme with the total value of the order being `1,505 crore and the completion period being 20 months. “It is Tata Power Solar’s biggest single order from a third party,” said Praveer Sinha, CEO & MD, Tata Power. Sinha added the company has

been aligning with the government’s flagship ‘Make in India’ mission and has brought together its ‘core strengths’ in domestic manufacturing and EPC services over the past 20 years. As per the CPSU scheme, cells and modules that are domestically manufactured can only be used for the project. With this latest order of 250 MW solar project, the total orders of Tata Power Solar System stand at about `7,600 crore including internal and external orders. “This is a prestigious project for us,” said Ashish Khanna, PresidentRenewables at Tata Power and MD & CEO of Tata Power Solar. “It [this project] consolidates our commitment towards ‘Make in India’ and underscores our competitive and quality offering as a leading EPC player in the country.

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January-February 2020 |

INTERNATIONAL NEWS

Electric Vehicles

NV Energy to Energy bring 1,190 mw Storage solar energy and 590 mw energy storage Sony launches capacity to Nevada ‘no-name electric concept car’ at CES 2020

Nevada-based utility provider NV Energy announced three projects totalling 590 MWh of energy storage capacity and additional 1,190 MW of solar energy in the state. NV Energy’s Integrated Resource Plan which was approved by the Public Utilities Commission of Nevada (PUCN) in December 2019, is expected to help power 230,000 homes. “Today’s decision brings the environmental and price benefits of low-cost solar energy to our customers – and the addition of energy storage capabilities allows us to extend the benefits of renewable energy to times when the sun is not shining,” said Doug Cannon, NV Energy President and Chief Executive Officer. “We are proud to be delivering a renewable energy vision to our customers that also supports Nevada’s economic and sustainability goals,” Doug added. The three new projects announced are Arrow Canyon Solar Project, Southern Bighorn Solar and Storage Center and Gemini Solar and Battery Storage project. All three projects will be in southern Nevada and are expected to start serving customers by January 1, 2024. The Arrow Canyon Solar project is being developed by EDF Renewables North America and includes 200 MW solar photovoltaic project with 75 megawatt – five-hour battery storage system. The Southern Bighorn Solar & Storage Center is being developed by 8minute Solar Energy and includes 300 MW solar array that includes 135 MW-fourhour Li-ion battery energy storage system. The Gemini Solar and Battery Storage Project is being developed by Quinbrook Infrastructure Partners in collaboration with Arevia Power and includes 690 MW solar photovoltaic array with a 380-MW AC battery storage system. Reports suggest Gemini, being developed by Quinbrook Infrastrcuture Partners and Arevia Power could be the largest project of its kind not only in the United States but the world.

Image: For Representation Only

The Japanese multinational conglomerate and electronics major Sony in a surprise move showcased its first concept electric car Sony Vision-S at the Consumer Electronics Show (CES) 2020 held in Las Vegas. Sony’s no-name concept car (Sony Vision S is the platform on which the car is built not the product name) is an electric concept sedan with as many as 33 different sensors inside and outside and its built to test Sony’s new connected car platform Vision -S. As per CNet report, “the electric car is a prototype and isn't necessarily supposed to be an indication of Sony's ambitions to sell its own cars, at least not anytime soon.” Reports suggests the car was built by Sony’s AI and robotics team. The platform, Vision-S capitalizes on Sony’s expertise in imaging, sensors, and entertainment which will be used in next-gen electric vehicles. Currently, Sony already supplies these technologies to car manufacturers in Japan but hopes to develop its individual products into systems that can be supplied as an all-in-one solution. The company hasn’t specified yet what powers the Vision-S, or whether it shares a chassis or anything else with other vehicles. It may not be Sony’s own electric car, but the auto world in the future can expect more electric cars built on its platform Vision-S.

Image: CES 2020 Media Gallery | January-February 2020

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INTERNATIONAL NEWS

Renewable Energy

Brookfield and Actis in talks to acquire Acme’s solar assets Indian Utility Acme CleanTech Solutions is in separate discussions with Bulge bracket global investors – Canada’s Brookfield and UK’s Actis -- to sell parts of its solar assets. The cash-strapped power producer has a portfolio of around 300 MW and the sale of some of its assets is intended to help the company offset its debt and fund additional capacity. In 2017, Piramal Finance Ltd, a subsidiary of Piramal Enterprises Ltd, sanctioned `700 crore in debt to Acme Solar. This line is expected to be due shortly, a person aware of the proposed sale process told the media. Currently, Brookfield has a total renewable portfolio of 510 MW in India and the `1,200 crore deal with Acme would be its second purchase in India’s green energy space. Actis has long been in the Indian clean energy space through its renewable energy platform Sprng Energy. According to reports, Brookfield, the leading global investor in renewable energy has 18,000 MW of generating capacity and $ 47 billion worth of assets under management. While Sprng Energy has a capacity of 750 MW (AC) solar projects, 797 MW of wind power projects under execution and 194 MW (AC) solar projects under operation totalling for 1.7 GW in India.

Image: For Representation Only | January-February 2020

Image: For Representation Only

Pepsico’s U.S. direct operation to run 100% on renewable energy Pepsico Inc announced its plans to achieve electricity from 100% renewable sources such as solar and wind for its U.S. operation this year. The U.S. country operation is not only the largest market of the snack and beverage giant but also account for approximately half of its global electricity consumption said the company in its statement issued on Wednesday, January 15. "We have entered a decade that will be critical for the future of our planet's health," said Ramon Laguarta, Chairman and Chief Executive Officer, PepsiCo. "PepsiCo is pursuing 100% renewable electricity in the U.S. because the severe threat that climate change poses to the world demands faster and bolder action from all of us." Already, nine countries in Pespsico’s direct operation meet 100% of their demand from RE. In addition, last year 76 percent of the electricity needs of Pespisoc Mexico Foods business were met through wind energy. The latest move by the company is expected to get 20 percent reduction in company-wide Greenhouse gas emission in its direct operations relative to a 2015 baseline. In terms of achieving the target of 100% energy from renewable sources, the company plans to target a diversified portfolio of solutions which include -- power purchase agreements (PPAs) and virtual power purchase agreements (VPPAs) that’ll aid finance the new renewable electricity projects such as solar and wind farms, as well as renewable energy certificates (RECs). "As an industry leader, we have a responsibility to help spur the use of renewable energy in the U.S., while encouraging the kind of systemic change that can build a more sustainable food system” said Simon Lowden, Chief Sustainability Officer at PepsiCo.

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BUDGET

Budget 2020:

Image: For Representation Only

no major reforms, yet hopeful The Second Union Budget holds some promise for the renewable energy and power sector. This could translate into opportunities for the energy storage segment is what the industry stakeholders are anticipating, and hoping it would be a shot in the arm for the long run. Following are some responses to the Budget by industry players. The budget covers a spectrum of areas such as health, skill, infrastructure, agriculture â&#x20AC;&#x201C; as a boost to the economy. The allocation of `2.83 lakh crore for agriculture, irrigation and rural development will assist the rural economy and will be good for the commercial vehicle industry in the long run. Further push to infrastructure of `100 lakh crore over the next 5 years, including increased allocation of funds for roads and highways and the proposal to develop five new smart cities in collaboration with states in PPP mode, will bring positive sentiments for the CV sector by increasing demand. Overall economic activity and job creation will increase demand for goods and consumption and increase freight movement on trucks. The provision of invoice financing by NBFCs will improve working capital financing for MSMEs and revive the current business cycle.â&#x20AC;?

VIPIN SONDHI

MD & CEO - ASHOK LEYLAND | January-February 2020

The Union Budget 2020 is a balanced and pragmatic statement of intent. Finance minister in her speech has attempted to address the trust deficit across a host of sectors. She has assured stock market investors by abolishing dividend distribution tax, addressed concerns of start-ups with respect to ESOPS and the renewable energy sector through strengthening of contracts act and lowering of corporate tax rate for new energy companies. While there was pressure to move away from fiscal responsibility, the government has chosen to walk a middle path, allowing for an acceptable increase in fiscal deficit, while putting some extra money in the hands of tax payers.”

SUMANT SINHA

CMD – RENEW POWER

The budget exhibits a fine balance between spending to drive growth and maintaining fiscal prudence. Directionally, continued thrust towards worldclass infrastructure will drive growth and create employment besides improving ease of living. Especially noteworthy is the attempt to enhance infrastructure funding by encouraging the use of equity and not to rely too much on debt. The attempt to address the trust deficit by institutionalization of taxpayers’ charter’ would exude more business confidence and trust amongst tax payers and is a welcome step. Attempt towards simplification of individual taxation will drive better compliance, increase disposable income for consumption and generally augur well, stimulating growth.”

NAVEEN SONI

SENIOR VP - SALES & SERVICE, TOYOTA KIRLOSKAR MOTOR

Make in India has been the priority of the government for greater value addition and employment generation in the country. While we are going through the details of the announcement by the union finance minister, the proposed hike in SKD/ CKD forms of passenger EVs is consistent to the Make in India approach and encourages progressive localization of EVs in the country. This will drive the efforts of OEMs more towards local operations and ensure greater commitment to electrification in the country. This also, in a way, complements the phased manufacturing plan laid down by the government under the FAME program.”

SHAILESH CHANDRA

PRESIDENT - E-MOBILITY BUSINESS & CORPORATE STRATEGY, TATA MOTORS LTD

The Union Budget is a forward-looking budget and the government’s commitment to boost income, increase purchasing power, and move towards accelerated development of highways is a welcome step for the automotive industry. I am pleased with the thrust on sustainability, an area dear to Bridgestone, the focus on climate change, and the `4,400 crore allocation for clean air.”

PARAG SATPUTE

MANAGING DIRECTOR, BRIDGESTONE INDIA PVT LTD

January-February 2020 |

BUDGET

A lot of start-ups are expected to benefit in terms of early stage advise and direction with the investment clearance cell that has been proposed in the budget. Nurturing and supporting the start-ups in their initial stage is imperative to strengthen the foundation of the entire ecosystem. Further, increase in turnover limit for tax exemption from `25 crore to `100 crore will help in higher valuations for start-ups. This will further attract investments in the ecosystem.”

JEETENDER SHARMA

FOUNDER & MD, OKINAWA AUTOTECH PVT LTD

The announcements in the Union Budget has come as a fresh and a rather clean breeze. The financial support for the EV sector was already earlier addressed in the FAME 2 scheme, but allocation of `4,400 crore towards promoting clean air in the cities with more than 1 million population, and steps to close the thermal power stations surpassing the permissible emission limits, reaffirms the government's commitment towards curbing the pollution. The allocation of `1.7 lakh crore will help in better transport infrastructure, offering comfortable travel to the commuters across the country. The reduction in the corporate tax rate is also going to benefit the companies with an additional availability of funds for more R&D, including the EV companies.”

N NAGASATYAM

EXECUTIVE DIRECTOR, OLECTRA GREENTECH

The Budget 2020 announced by the finance minister is a practical budget, with directional announcements towards improved ease of business, with ideas such as amendments to Companies Act, simplified GST returns, reduced tax harassments, and also various development schemes. However, we look forward to speedy and efficient implementation. There are some measures to attract foreign investments as well, and a new optional income tax regime for a feel-good factor. DDT has been abolished, but dividend taxed at the hands of the investors will pinch them. From an EV industry point of view, the budget is quite neutral. FM has announced new scheme to promote automotive electronics and semi-conductors manufacturing, which in the long run can aid EV component manufacturing in the country. Budget also contains notifications on increased customs duty on EV imported in form of CBU/SKD/CKD, to encourage Make in India. In coming years, we feel that duty on EV component import should also be increased to promote local manufacturing. Overall, while the budget lacks big impact announcements, we welcome it and appreciate the government’s steps towards development, ease of doing business, and increasing EV manufacturing by the industry.”

SULAJJA FIRODIA MOTWANI

FOUNDER AND CEO - KINETIC GREEN, AND VP - KINETIC GROUP

While we are happy that the process of GST continues to be streamlined and made effective, it is critical that the GST rate on all auto components be a uniform 18 percent. Currently, 60 percent of auto components attract 18 percent while the rest are at 28 percent. Being an intermediary industry, reduction in rate will be revenueneutral. It will also help curb grey operations in the auto components after market.”

DEEPAK JAIN

PRESIDENT – ACMA

| January-February 2020

25 Budget 2020 contains no major reforms for the EV sector specifically, while the sector was hopeful that the government would take steps to spur demand. However, the budget has some positives as there is massive State funding to help India’s farm sector, aiming to get broader economic growth back, up from its lowest in a decade. Furthermore, there is some support for the MSME, as the government will now allow NBFCs to extend invoice financing to MSMEs. MSME ministry's allocation stood at `7,011 crore which is a 71 percent rise over and above the budgetary allocation made last year.“

AYUSH LOHIA

CEO, LOHIA AUTO INDUSTRIES

The Indian Automobile industry was looking forward to some direct benefits in the budget, which could have helped in reviving demand, in the context of the current slowdown and huge investments made by the industry for transition to BS-6. From that aspect, the Budget speech was not what we were expecting. The increase in customs duty for CKDs and SKDs of EVs, and CBUs of CVs, however, are positive steps for Make in India. The announcements made with respect to rural economy and infrastructural development are some positives and we are hopeful to see quick execution on ground, since it can act as an enabler for increased economic activity and hence, increase in vehicle demand.”

RAJAN WADHERA

PRESIDENT - SOCIETY OF INDIAN AUTOMOBILE MANUFACTURERS (SIAM)

The government's attempt to boost consumption by cutting the income tax rates could have a knock-on effect on the automotive sector. The cut in income tax rates could leave more money in the hands of people, encouraging them to spend. Also, the finance minister's attempt at offering some support to the auto component manufacturers could give an impetus to the indigenous manufacture of auto components, but that would take a while. We had expected this year’s Budget to propel the auto industry to a higher orbit and help it recover from the lows it has touched last year. We were also hoping for a much-required push to EVs and greater clarity on the EV plans with a longer-term perspective as an industry."

NISHANT ARYA

EXECUTIVE DIRECTOR - JBM GROUP

We welcome the budget announcements to lift the overall consumer sentiment and bring the economy back into the growth trajectory. The tax reforms being undertaken to boost income levels and the steps taken towards Make in India are also encouraging. Furthermore, we also applaud the proposal to encourage and incentivize States that are formulating plans for ensuring cleaner air. However, we feel that the customs duty hike on EVs assembled in India from 10 percent to 15 percent is a bit harsh, as this may impact the nascent category which was beginning to expand off late."

RAJEEV CHABA

PRESIDENT & MD, MG MOTOR INDIA

Despite the adverse effect on the cost of the EVs, the increase in import duties on the components (other than powertrain and battery cells) is a rational step under the Make in India initiative of the government. It will have a bit of an adverse impact on the vehicles that have high import content, forcing the manufacturers to either localize or pass on the costs to the customers.”

SOHINDER GILL

DIRECTOR GENERAL - SOCIETY OF MANUFACTURERS OF ELECTRIC VEHICLES (SMEV)

January-February 2020 |

COVER STORY

Moving the world with

next-gen tech Nishtha Gupta-Vaghela Consulting Editor ETN Fuller ’s words resound the evolution of technology. A ‘futurist inventor’ he believed that in finding solutions to the world’s problems we need to create technology that does ‘more with less’. As the global call for reduction of carbon emissions gets stronger, not only automobiles but airplanes, ships and trains will all go electric. It will bode well for the environment; it will also change the way we travel in ways we can only imagine. Just when we thought that the present technological marvels were here to stay, an upgrade of an idea changed our assumption. When cordless phones awed us with the freedom to walk around and talk, mobile phones changed the very definition, with a wider range. We can say that of almost all inventions that have elevated our lifestyle and improved the way we think, communicate, and travel. So much so that, over time, we no longer use technology, but have come to live it.

E-mobility: the way forward

Technology has changed the way we work, communicate, create, and more popularly the way we commute. Role of technology in modes of commuting has not only made life

easier for millions of travellers, but is also working toward a cleaner and greener environment. Making the transition from fast depleting fossil fuels to renewable power sources, is the mantra of the world today. Introducing ‘electric movement in transportation’, or ‘E-mobility’ as the world today knows it. A movement that is defining how people move, development in infrastructure, and changes in policy. The way technology is modifying movement in roadways, waterways, airways, and even space; and the pace at which it is taking place, is nothing less than electrifying.

Counting the milestones

Electrification has brought about a disruptive change in the global auto industry. Countries around the world are making the move from ICE to electric engine-driven vehicles, in a bid to slow down the damage being caused due to harmful emissions; adopting technology-aided ideas like shared mobility and first/last mile connectivity. This is not only bringing a change in the vehicle manufacturing sector, but also giving impetus to the e-mobility ecosystem that includes battery technology, diagnostics and analytics, charging infra, and components manufacturing. The electric car frontrunner Tesla, has undoubtedly led the electrification revolution. Over time the company has worked on its power storage systems to deliver stronger, longrunning and cost-effective batteries. Many companies the world over have followed suit, some with better and improved technology. 1

| January-February 2020

1 Tesla Model S electric car

“You never change things by fighting the existing reality. To change something, build a new model that makes the existing model obsolete.” ― Buckminster Fuller

Today, a lot of traditional automobile companies are adopting the e-movement with e-versions of their vehicles. Joining the fray are scores of innovative start-ups with the fast-mover advantage. There is little room for differentiation by performance; if there is a competition in the race to acquire market share, it all boils down to technology. Smart charging, or technologyenabled intelligent charging of electric cars, allows the supplier to curtail charging when energy demand is high; turning the EV into a potential energy storage system. There will be a time, and soon, when ‘two-way’ EV chargers will enable owners to sell their energy back to the national network. All one will need is to get solar panels attached and vehicle-to-grid technology could turn your home into a private minipower station! Technological advances in batteries would mean more compact

batteries with longer ranges, extra durability and the capacity to charge at very high speed. Continual development in Li-ion batteries, that most EVs use, is the foremost for all EV manufacturers. Future e-2Ws are being enabled with ride GPS fleet tracking, remote diagnostics, over-the-air (OTA) or wireless upgrades, regenerative braking, multiple ride modes, ride analytics and bike tracking. IoTpowered EVs come with smartphone app compatibility that enable the user to locate the nearest charging stations and predict maintenance requirements. What seems inspiring now, is the future. Believe it, for it’s almost here. AI-enabled guiding systems, internet connectivity and diagnostics that can convert your humble EV into a supertravel machine.

Sky’s the limit

Electrification of the road is driving

improvements in battery technology, which is fuelling hopes for a future for e-planes. Battery capacity remains the biggest challenge in the electrification of planes. A battery is not even close to being as dense as jet fuel, which means that a far heavier number of batteries would be required to travel the same distance covered with fuelled aviation. Battery weightage is probably a hurdle for bigger passenger aircraft, but when applied for smaller electric planes, can open up avenues in air taxiing. It is still an idea that is under trial. Maybe electric flights can best work in the hybrid form till technological advancements can find a way to make e-flying a commercial reality. Hawaii’s Mokulele Airlines has partnered with Ampaire, a Californiabased electric airplane start-up, to fly their hybrid aircraft on the commuter routes. This would be the

January-February 2020 |

COVER STORY

worldâ&#x20AC;&#x2122;s first operational demonstration of electrified aircraft by a commercial operator, claims Ampaire. 2 Harbour Air, a Vancouver-based airline that operates seaplanes, recently operated the worldâ&#x20AC;&#x2122;s first allelectric flight of a commercial aircraft. The six-passenger DHC-2 de Havilland Beaver seaplane was modified to run on a 750-horsepower electric motor, and undertook a four-minute flight. Their partner in this achievement was magniX, an Australian electric powertrain company. magniX is developing electric motors with a high power-weight ratio, that is ideal for flights with a 100-mile range. For the electric drivetrain to be more effective, the aircraft itself would require redesigning with a new propulsion system â&#x20AC;&#x201D; smaller wings, more motors, different aerodynamics. While innovation in battery tech is still under way, hybrid electric-jet technology seems a better option for existing aircraft, and might even be

possible within the next 10 years. As per reports, Airbus along with Rolls Royce is working on E-Fan X, an engine which is expected to take its first flight in 2021. This electric engine would replace one of the aircraft jets, reducing the amount of jet fuel required for landing. It would also work at the propulsion when at cruising altitude and speed. Complete electrification of cars is a reality, but for now a 100 percent commercial e-airplane, will remain a distant possibility till batteries can be lighter and more powerful. Hybridization of existing engines along with electrical ones is prospective. At the same time, for small planes or air taxis operating over short distances, electrification might not seem improbable.

Game changing drone tech

Air e-mobility is getting there; we can expect to see e-air taxis within the end of the decade. Smaller aircraft like

drones are also being considered for unmanned use in areas like delivery. But the hurdle here is regulating the movement of these drones once they are in air, especially in densely populated areas. Safety is one of the main issues in promoting drone use. Mail order companies are keen on exploring drones for delivery purposes. US e-retailer Amazon first announced Prime Air delivery drones in 2013. The service under development uses multirotor aircraft to autonomously fly individual packages weighing up to 2.5 kg to customers in a 16km range within 30 minutes of ordering. 3 Google, DHL, UPS, DPD, Boeing, and JD.com (Chinese) are also working on concepts for e-drones to be used for parcel services. Initial tests have been carried out in Japan, Dubai, Singapore, Switzerland, and other countries. In the US, the Federal Aviation Administration (FAA) has permitted the use of delivery drones under strict conditions, that include prohibition of use in densely populated areas. This defeats the purpose of home deliveries. In Germany, no approvals have been given for deliveries by air as yet. Use of unmanned drones for defense purposes, for aerial photography, and more recently for agricultural spraying is common today. These are already electric and need no transition. Drone technology is being developed as small electrically powered aircraft. What we can also expect in the near future is the use of small VTOL or vertical take-off and

| January-February 2020

4 landing aircraft and ‘multicopters’ for transporting goods or even people. These are bigger drones with several rotors that get their drive energy from an on-board battery. A good example of convergence of IT, drones, and aviation is the Western Australian company ElectroAero, founded by Josh Portlock. Portlock is also founder and CTO of drone company ScientificAerospace that began with military drones and then branched into design and manufacturing of commercial drones. It was one of the first certified drone operators in Australia, with NASA accreditation and ISO 9001 certification for its TopoDrone 4Scight surveying drones. ElectroAero is in the early stages of developing a personal ducted octocopter aircraft, the FlyKart, as technology demonstrator that will eventually be used for certified aircraft. The company will also represent Slovenian light aircraft manufacturer Pipistrel in Australia, to market the Pipistrel Alpha Electro - an electrically powered high-wing light sport two-seat training aircraft. Its USP will be its fuelequivalent consumption—about $1 per person per hour in electricity. 4 Several companies are currently developing concepts for air taxis. Dubai, for example, is planning the use of passenger drones as taxis in the near future. It is working along with German start-up

Volocopter that specializes in electric multirotor helicopters in the form of personal air vehicles. The electric air taxi ‘Volocopter 2X’ carried out an unmanned test flight in 2017, flying over the emirate at a height of 60 meters. 5

Other companies planning to introduce air taxis include: the CityAirbus air taxi for four passengers, ‘Uber Air’ taxi service, ‘Jet’ German two-passenger carbon capsule by start-up Lilium Aviation, Chinese single passenger ‘Ehang 184, and a five-seater hybrid by Rolls-Royce. 6 7 Use of drones and other unmanned aerial systems is inevitable in the coming future because of the many advantages they offer: speed, cost-effectiveness, quality, and most importantly zero

Volocopter against the Dubai skyline

CityAirbus air taxi

7 Chinese ‘Ehang’ eVOTL air taxi

January-February 2020 |

COVER STORY

emissions. Potential changes in regulations can further expedite the introduction and application of UAS for commercial use.

Chugging on e-rails

Where air and road can advantageously work with electricity, railways can’t be far behind. Electric trains have a definite edge over diesel ones in terms of cost, operations and maintenance. They display higher rates of acceleration, which translate into journey time reductions, and time is the most appealing factor for any travel. The European railways is already making a headway in electric mobility. A report stated that out of EU member states, Luxembourg had the highest share of electrified railway systems, at 95.3 percent. In Switzerland all railway lines in use are electrified, making it the frontrunner for energy efficient and environment-friendly rail services on the continent. There is plenty scope to electrify rail lines, specifically in Britain (which has announced elimination of diesel traction by 2040), Germany, and Eastern Europe. What is being said about maximizing the benefits of electrification is that the objective should be to increase the traffic operated by electric traction, and match prevalent train service models. The benefit makes more sense if the electricity used comes from renewable sources. Add to that the feature of regenerative braking and energy can be fed back into the grid, reducing consumption. According to Dutch infrastructure manager ProRail, all the electricity used to power trains in the Netherlands comes from green, renewal energy. It is also debated that though battery technology is developing rapidly, it is only likely to play a minor role in future railway traction. What seems more promising is perhaps the use of battery power on dual-mode battery-electric trains. Where the battery powers the train for a

short distance beyond the wires. A fully battery-run electric train, in a lesser possibility argument, could be made to run for shorter distances with rapid-charging points at frequent intervals, or at the end of a line. Hopeful, but work in progress. India, with nearly 1,20,000 km of track, could reduce a drastic amount of carbon emission with electrification. The government has announced its plan to move towards achieving 100 percent electrification of railways, as part of efforts to curb carbon footprints, and that in the next 10 years Indian Railways will be running on renewable energy. If this were to be achieved, India will become one of the world's large railways to be 100 percent electrified.

Cleaning the waterways with green energy

The most interesting development taking place in e-mobility is perhaps on the water front. Electric powered vehicles are now becoming a common sight on waterways in cities around the world. Cities with commercial waterways travel have begun to move toward e-watercraft. According to a published article, the city of Amsterdam, for instance, has implemented a phased schedule to make its canals and waterways totally emission-free over the next few years. Most tourist boats less than ten metres are already required to be all electric, and two-stroke outboard motors older than 2007 are not permitted for use in the city’s waters. All skippered, large, canal cruise boats must be emission-free

8 Ecocat – Spain’s first solar-electric ferry

| January-February 2020

by 2025. Amsterdam is also taking steps to create a public charging infrastructure for electric vessels. The Paris Agreement, which has set the ball rolling for combating climate change, will also have a major impact in the field of commercial marine movement. So, what drives the electrification of waterways? According to Dr Christoph Ballin, CEO of Torqeedo – regulations, technology, and market forces will define e-mobility on water. Torqeedo is a leading supplier of electric and hybrid systems for ferries, excursion vessels, water taxis, harbour working craft and other light commercial vessels. The company is leveraging automotive battery advances, tying up with BMW to marinize and integrate i3 and i8 automotive lithium batteries with its Deep Blue systems. Dr Ballin feels that recharging is easier for marine watercraft as most docks and terminals already have shore power hook-ups. Marine electrification is benefiting from advances in renewable energy, especially solar energy. PV cell improvements have led to increase in solar arrays on boats, and when used with efficient high-capacity battery storage and charging systems, solar-electric propulsion can be an attractive power alternative. Torqeedo is supplying electric integrated propulsion system for a new aluminum solar-electric passenger ferry, for service on Spain’s Mediterranean coast. The 18-metre catamaran, built by the Metaltec Naval shipyard in Cantabria, runs on electricity generated by 120 photovoltaic solar panels on the roof of the vessel. 8

The City of Suzhou in eastern China has also deployed a fleet of electric workboats powered by Torqeedo for use in its canals and waterways. The electric fleet includes catamarans and cruise boats designed and built by China Ship Scientific Research Center. The city of San Antonio in Texas put into service a fleet of 43 electric passenger boats for its iconic Riverwalk downtown canal system. 9 Though it is clear that large vessels that move at high speeds over long distances cannot take advantage of a fully-electric drive system, range of smaller vessels with shorter run-times can be extended effectively using an electric system. In India, known as the land of many rivers, e-mobility has a lot of scope on the many inland waterways that include the Ganges-Bhagirathi-Hooghly rivers, the Brahmaputra, the Barak river, the rivers in Goa, the backwaters in Kerala, inland waters in Mumbai and the deltaic regions of the Godavari-Krishna rivers. India’s first, and the only, solarpowered ferry ‘Aditya’ operates between Va i k k o m and Thavanakkadavu in the State of Kerala. It was built by NavAlt Solar and Electric Boats, an Indian-French venture that also makes solar-electric cruise boats. The 20-metre-long solar ferries, ordered by Kerala State Water Transport department, are currently under construction, and will soon set sail in the backwaters of Kerala. 10

The final frontier of e-mobility

Another supreme use of solar energy is in the sun’s own domain – the space. Spacecraft like satellites that orbit the Earth are close enough to the sun to use solar power. These spacecraft have solar panels that convert the solar energy into electricity that powers the spacecraft. The solar energy generated charges the battery in the spacecraft and can be used to discharge power even when out of direct sunlight.

San Antonio Riverwalk passenger boat

Aditya - India’s first solar-powered ferry

NASA's Mars exploration rovers - Spirit and Opportunity and Mars’s Phoenix lander, all used power from solar panels. Spacecraft traveling far away from the Sun have very large solar panels to get the electricity they need. Like NASA's Juno, that uses solar power even as it orbits Jupiter. Each of Juno’s three solar arrays is 30 feet (9 meters) long. Other ways to get power for spacecraft, when solar power will not work, are battery storage and radioisotope power system that uses atoms. There are times when missions are planned for short durations, like the Huygens Probe that landed on Saturn’s large moon Titan and was meant to work only for a few hours. For this the lander was provided with a battery. One such type is the nickelhydrogen battery, which can be recharged more than 50,000 times and has a lifespan of more than 15 years. These batteries are sealed systems and can operate in a vacuum. When spacecraft fly beyond the orbit of Jupiter, scientists look to atomic systems to power spacecraft. The most common type is Radioisotope Thermoelectric Generator (RTG), that uses the temperature difference between the heat from the unstable atoms and the cold of space to produce electricity. NASA has used this type of system to power many missions, like those to Saturn, Pluto and even interstellar space. This type of power system also provides the energy for the Curiosity rover on Mars. Radioisotope systems produce power for a very long time, even in harsh environments. In fact, NASA's two Voyager spacecraft use this type of power. They have traveled farther than any other human-made object and are still

sending back information after more than 40 years in space! Traditionally, a third of the weight of a satellite is liquid fuel, which is used to power the spacecraft into its orbital slot once in space. Whereas, electric or ion propulsion uses electricity generated from solar energy and releases positive atoms to create the force required to push the satellite in its slot. It weighs significantly lighter and is 10 times more efficient than liquid fuelled satellites. India’s Chandrayaan 1 mission to the moon, was mainly powered by its solar array, which included one solar panel covering a total area of 2.15 × 1.8 m (7.1 × 5.9 ft) generating 750 W of peak power, which was stored in a 36 Ah Li-ion battery for use during eclipses. For the mission on Mars – Mangalyaan, electric power is generated by three solar array panels of 1.8 m × 1.4 m (5 ft 11 in × 4 ft 7 in) each, for a maximum of 840 W of power generation in the Mars orbit. Electricity is stored in a 36 Ah Li-ion battery.

Reining in to reach out

Technology is one of the greatest gifts that mankind has been endowed with. It has allowed our species to reign supreme over others that inhabit this earth. It has been the reason for exploitation of natural resources, but it has also proven to be its saviour. Either ways it is the product of the choices we make. A steady pace of technological advancement allows us to contemplate the pros and cons, but a hurtling speed in a bid to stay ahead might just take us a few paces behind. Man holds on his fingertips the access code to future progress; for you know even if things were fully automatic, you still have to push the button.

January-February 2020 |

E-MOBILITY

Electric Cars in the New Decade Much depends on making breakthroughs in battery technologies in making electric cars cheaper, safer, and practical for increased customer acceptance and market appeal in the 2020s. At the dawn of a new decade, we are left to ponder over the future of automobiles. The technological landscape of the global industry appears way too ephemeral and constantly changing lately, leaving its stakeholders with profound awe and scepticism at the same time. Although automotive technologies were never constant before and the industry always comes up with a new bunch of buzzwords time and again, the decade passed by was quite different and decisive. The 2010s took the tech tales of electrification, connected vehicles, and autonomous driving to whole new heights, also deep down to the psyche of end-users. And, it is upon this pinnacle of technological maturation that we are left to imagine the prophecy of the auto industry in the 2020s!

Take for instance the term 'Electrification'. It is on the lips of everyone living in the auto town these days, a word that is suggested as a chant to all sorts of emission 'sins', while also causing all manners of confusions. Electrification is upon the industry and here to stay in varying forms, thanks to phenomenal environmental consciousness among the masses in the recent decades, not to forget the infamous 'diesel-gate' scandals that shook the world. On the other hand, things aren't as clear as we would expect. The policymakers are pushing for electrification - at times without even knowing the complete picture and nitty-gritty; automakers say they are bucking it up - with cunningly-worded vision statements we don't know how are they going to pan out; and consumers are asked to ponder over new alternatives when they are not yet down to earth.

But one thing is clear. The 'electric' age is here and EVs are the next big things, outrunning connected or autonomous vehicles. They are to eclipse internal-combustion engines (ICEs) for sure someday when these techs are evolved on-par and their prices coming to some parity - to become the real 'alternatives' to their ICE counterparts. However, the questions of 'when' and 'how' (by what means - battery-electric, fuel cell, or whatever) is a Pandora's box and subject to fierce and divergent speculations. A common and most-plausible take on the conundrum is that the consumer acceptance of EVs is greatly dependent on making them cheaper, safer, and practical as ICE vehicles, which again is dependent on the efficacy of battery technologies and charging infrastructure to support the end-users. Easier said than done!

Battery affairs

There can be no understatement that battery technologies are fast improving. The 2010s saw strident progress in lithium-ion battery technologies, something that was limited to powering mobile phones and tiny gadgets at the beginning to the decade leaped forward to startle electric cars and buses as well. Their application in EVs is also witnessing significant improvements, for instance, the latest iteration of e-cars like VW e-up! or Skoda e-Citigo are equipped with battery

| January-February 2020

33 packs twice as big as the one in their prototypes a few years ago. We are also quite convinced now that battery cars doesn't always have to be tiny micro hatches or half-baked concept cars. Thanks to Tesla in particular for making this seismic shift in the industry, e-cars these both tech-savvy, performanceoriented, and beefy. Forget about the 751 bhp Porsche Taycan electric sports car or the upcoming Ford Mustang Mach-E, the legendary Hummer brand is also back from the grave in electric avatar! Yet, the most-affordable electric cars of the decade in the West like Nissan Leaf or Chevrolet Volt were perceived as far from ideal by the masses, as it was more of a tradeoff (as against conventional cars) for the users in terms of range anxiety and impracticability in charging. Tesla Model S was one exception with its massive 85 kWh battery and 265 miles (426 km) driving range that is unmatched to date - but it is in the premium end of the spectrum and did not drive volumes. It is important for electric cars to break out the 'second car' or 'local trips only' stereotype to take over a fair share of the market in the 2020s. Without significant improvements in battery chemistry and lightweighting of the battery pack, coupled with large-scale charging networks and service areas, these nightmares are bound to haunt the EV industry in the coming years as well. That way, the automotive industry with be on a serious lookout for new potentials to scale-up existing battery types and advance newer technologies or energy storage solutions in the next ten years. Any such breakthrough and a significant reduction in the costs of battery packs for electric vehicles will dramatically change the automotive landscape in the years ahead. Some say that solid-state technologies, i.e. use of solid materials instead of flammable liquid electrolytes within a battery's internal architecture, promise major improvements on existing Li-ion packs. They claim that solid-state batteries can break the existing limitations of power for longer range, while also bringing down the charging duration from

hours to minutes. That should reduce the fire risks of batteries and enable thinner cells and compact size of battery packs that fit under a car seat. Companies like Toyota, Daimler AG, and Fisker AG among others are said to be working in this direction. The biggest hope is on Toyota, which has invested about 1.5 trillion yen ($13.9 billion) on battery development and plans to commercialize solid-state technology by the early 2020s. However, experts predict that solidstate batteries may not be available before the end of the decade, and even if it did, their pricing can be more premium. Yet, its development holds key to the emergence of nextgeneration batteries in the decades to come. Although Tesla maintains that it doesn't see any technologies better than their existing Li-ion packs, its supplier Panasonic is said to be researching on solid-state technology.

Hybrid scenario

On the other hand, automakers like Mazda are taking roads less taken. The Japanese carmaker says it will never go for a 'big battery' e-car, as their eco-friendly credentials are ambiguous than conventional diesel-powered cars judged over a whole energy life cycle. It will instead use a smaller 35 kWh battery pack in its upcoming MX-30 electric car, along with a compact rotary engine

â&#x20AC;&#x153;The 2010s took the tech tales of electrification, connected vehicles, and autonomous driving to whole new heights, also deep down to the psyche of end-users.â&#x20AC;?

to be a range extender. We will see more of such hybrid technologies in this new decade, as hybrid cars can be less of a trade-off for both the manufacturer and consumers. Depending on the standards and affordability of global markets, automakers will be offering hybrid systems in cars chosen from an array of choices - from mild diesel hybrid systems to full-range plug-in hybrid. Hydrogen fuel-cell is yet another strand of alternative powertrain technologies that are worth watching in the 2020s. Toyota and Hyundai are pioneering in this tech space, which has greater potential for commercial vehicles as well. Some experts even predict that hydrogen FCVs will be the 'electric future' in the immediate decades to comes, more than heavy plug-in battery vehicles. With a variety of automakers, tech suppliers and startups working on a multitude of technologies towards sustainable and emission-free mobility, the governments are expected to adopt a technology-agnostic approach in terms of incentives and patronage, so that the markets - and by extension, the end-users - decide which technology to go for based on their affordability and conveniences, from a slew of choices. Where does India fit in, in this discourse? Well, as a large market base for passenger cars and a leading manufacturing hub, 'electrification' will be an integral part of discussions in the Indian automotive landscape. Although the electric revolution was kickstarted in the country by Reva Electric as early as 2001, nothing much has happened in the market appeal of electric cars in the last two decades again for the simple reasons of range limitations, higher upfront costs, and absence of charging infrastructure. Nevertheless, the market is greatly maturing, we see manufacturers indulging in development of e-cars for the domestic market, some have launched India-specific products as well. The 2020s will be a decisive period for the market's preparedness to electric transition, let alone becoming fully-electric as many would like to believe.

January-February 2020 |

Top 5 Electric cars to watch out for in 2020s (Global) Tesla Cybertruck A long-awaited pickup from Tesla, this is one sensational machine, both by looks and performance. An entry-level variant will boast a range of 250 miles (402 kms), while a dual-motor version will stun the users with 300 miles (482 kms). In 2022, the top-spec tri-motor model (first-ever by Tesla) will be introduced with 500 miles (800 kms) driving range, with a top speed of 130 mph.

Ford Mustang Mach-E Taking forward a historic lineage in the electric era, the Mustang Mach-E will go on sale in October this year with two lithium-ion battery pack options - 75.7kWh, 288-cell pack and 98.8 kWh pack with 376 cells. The driving range is claimed at 300 miles (482 kms) per charge.

Volkswagen ID. Space Vizzion An estate car for the new era, this concept will be the seventh model in VW’s all-electric ID family, and will go on sale in 2021. An 82 kWh battery pack will provide a driving range of up to 387 miles (622 km).

Tesla Model Y A high-riding SUV built on Model S platform, this is likely to be the most sensible Tesla yet. Deliveries are scheduled from summer 2020 onwards, in ‘standard’ (230 miles) and ‘long-range’ (315 miles) avatars with the option of AWD and performance variants.

BMW i4 A clear Tesla Model 3 rival, this first-evel all-electric saloon from the German marque will hit global markets in 2021. It is likely to feature an 80 kWh battery pack, the car will boast a driving range of up to 373 miles (600 kms) on a single charge. | January-February 2020

Top 5 Electric cars to watch out for in 2020s (India) Tata Nexon EV A home-grown electric car, sure to get lot of attention and market traction in the upcoming years. It is powered by a 30.2-kWh battery pack driving a 95 kW electric motor, with a driving range over 300 kms. MG ZS EV and Hyundai Kona Electric The ZS electric is MG’s second product for the Indian market, with 44.5 kWh battery pack and 105 kW electric motor that offers an ARAI certified range of 340 kms. On the other hand, Hyundai’s Kona is a global product with much-acclaimed range of about 450 kms, powered by a 39.2 kWh lithium polymer battery pack. Both these compact electric SUVs, along with Tata Nexon EV, are setting the tone for a more serious EV segment in the domestic market.

Mahindra eKUV100 and Ford-Mahindra Aspire EV The electric KUV100 is on test for for a while, was even displayed at 2018 Auto expo with 15.9 kWh lithium-ion battery good enough for a range of about 120 kms. With Mahindra and Ford joining hands, an all-electric compact sedan is rumored to be one among the new products in their agenda. It could very well be on Aspire platform, with a 300+ km range and a fast-charging facility.

The 2010s took the tech tales of electrification, connected vehicles, and autonomous driving to whole new heights, also deep down to the psyche of end-users

Porsche Taycan 4S Expected to hit Indian shores in the first-half of 2020, the Taycan S is expected to get both the single-deck 79.4 kWh and two-layer 93.4-kWh battery for the ‘Turbo’ versions. The range is 407 km for the former and 463 km with the larger battery pack.

Audi e-Tron The first all-electric SUV from Audi, the e-tron is expected with twin e-motors and a 95 kWh battery pack, with a range of over 500 kms.

January-February 2020 |

E-MOBILITY

Top five electric 2ws that you can’t miss this year The year 2020 is expected to be packed with a punch when it comes to electric bikes and scooters in India. Here are our top five picks of the new and upcoming homegrown electric two-wheelers best-suited for the Indian roads.

Bajaj Chetak When good old charm comes back with vogue, that’s ‘Chetak’. With a 3 kWh IP67 rated battery with maximum capacity of 3.8 kW and 3.8Kw/4.08kW electric motor, the electric scooter can run for 95 km on a single charge. Top speed is 60 kmph.

TVS iQube

Ather 450X

Yet another ‘yippy’ e-scooter, the iQube is propelled by electric motor that has a peak output of 4.4kW, sourcing energy from three lithium-ion battery packs. Top speed is rated at 78 kmph, while its maximum range stands at 75 km.

Ather 450X is the fastest electric scooter one can buy in India. With a top speed of 80 kmph, the 450X can run for 85 km in full charge, sourcing power from a 2.9 kWh Li-ion battery pack. It comes with an 7-inch touchscreen infotainment system and a host of connectivity features as well.

Emflux One Emflux One is India's first electric sportbike launched a Bengaluru-based start-up Emflux Motors. A topspec motorcycle on par with a 600cc bike, the Emflux One offers a max speed of 200 km on a single charge thanks to its 9.7 kWh battery pack. The superbike can accelerate 0-to-100 in three seconds. It’s expected to be launched in early 2020.

| January-February 2020

Tork T6X Tork T6X is expected to be launched in early 2020, the T6X is going to the first electric performance bike in the country. It features a 6kW electric motor, powered by a Li-ion battery pack that can extend a mileage of 100 km on single charge. It can compete with conventional petrolowned motorcycles of the likes of TVS Apache RTR 200 4V, KTM Duke 200 and the Bajaj Pulsar AS200.

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January-February 2020 |

E-MOBILITY

A Primer on Integrated Electric Powertrains Nakul Kukar Cofounder & CEO Cell Propulsion

An integrated electric powertrain incorporates electric drivetrain and energy storage systems which are operated seamlessly by an associated software stack (vehicle operating system). It can be licensed to automotive Tier-1 suppliers, can be commercialized as conversion kits, or can be produced in large volumes for vehicle OEMs. Elements of e-Powertrain can be classified as follows: • Hardware: Electric motors, motor drives circuit board, battery packs, BMS circuit board, charger circuit board, telematics module. • Software: Motor controller firmware, BMS firmware, charger firmware, connectivity software stack, and operating software layer.

The operating software integrates all the individual components into an intelligent system which drives the vehicles and delivers the required performance and mileage. Some of the global players developing EV Powertrains are AC Propulsion (provided the drive train for Tesla Roadster and tzero - Tesla’s first electric vehicle), Motiv Power Systems, Lightning Systems, Nordresa, Dana, Meritor, AxleTech, and others. Most of them are developing the technology and they are partnering with large Tier-1 suppliers for production. Some are also being acquired by incumbent Tier-1 automotive suppliers. Companies developing powertrains in India for e-3W and e-LCVs are Altigreen Propulsion Labs, Cell Propulsion, KPIT Technologies, e-Trio, etc. Cell Propulsion is the only start-up developing high voltage, high power powertrains for e-buses and other e-HCVs. Powertrain research and development is the key to develop better, low-cost EVs.

| January-February 2020

The improvement in performance and operation of powertrains is fundamental to dictate the pace of transition to fully electric mobility. Some of the key areas of research and improvement for EV powertrains for Indian companies can be: • D e v e l o p m e n t o f a d v a n c e d traction motors - Both magnet and magnet-less motors. A strong local capacity for the development and production of traction motors will create a huge competitive advantage for the Indian automotive industry in international markets. • Indigenization of high voltage, high power motor drives, inverters, and chargers for reducing and/or controlling the cost of EVs being developed in India. • Upgradation of motor drives and chargers to use SiC/ GaN-based MOSFETs instead of Si-based IGBTs. • Setup of local production of Li-ion cells for further optimization of EV prices.

• Development of software and analytics capability to track and manage complete operating life of EV battery packs. There can be multiple business models for commercializing powertrains for the Indian market. The most important ones are: • Tier-1 supplier: Sales of customized powertrains to vehicle OEMs for their new EV models. • Pre-owned vehicles: Conversion kits for fleet owners and operators to convert their existing vehicles to

electric. An interesting opportunity today as BS-6 norms will lead to a large-scale scrapping of BS-3 and BS-4 vehicles which will now be an ideal candidate for conversion. • New vehicle brand: Couple electric powertrain design with development of EV platforms upon which multiple new EV models can be built and launched over the coming years. • Revitalization: Restoration of classic luxury cars by converting them to electric.

Over the next two-to-five years, we will witness the commercialization of electric powertrains for light, medium, and heavy vehicles as EV technology matures and becomes mainstream. We will also see all these business models being tried out in the Indian market. Electric powertrains will be sold or leased for vehicles in the after-sale market as conversion kits and will also be sold directly to vehicle manufacturers for their new EV models. We will also witness development and deployment of a “network layer” to provide connectivity to battery packs or powertrains or EVs to enable IoT and OTA update capabilities. The “Connected EV” software stack will not only provide connectivity to vehicles but also enable controlling their driving performance and driving experience. We believe that development of this stack will unlock tremendous value by acting as a platform for providing in-vehicle infotainment and ADAS features to vehicles and finally leading to vehicle autonomy. At Cell Propulsion, we are focused on achieving a leadership position in developing motor controllers, battery management systems, chargers, operating firmware, vehicle OS, and system engineering for integrating and operating these components as a unified system for connected heavy EVs (e-buses and e-trucks). We hope to play an important part in this transition of Indian mobility to clean, connected, and electric transportation systems.

January-February 2020 |

E-MOBILITY

A brief overview of electric vehicle competitions Electric vehicles have long caught the imagination of people. In this feature, ETN traces some of the prestigious electric motor vehicle competitions held around the globe, and how they’ve helped foster a sense of excitement and inspired an electric revolution through centuries. History

In 1884, Wolverhampton, English inventor Thomas Parker would go on to build a prototype, a mode of personal transport in an attempt to replace horse-driven and steam powered carriages. It was only an attempt to build a low-cost, reliable mode of transport. His take on the problem – take a carriage, fit it with batteries and controls and a motor. A simple solution but unfortunately, it didn’t take off due to various technological limitations. Late 20th century is when we rediscovered that one of the solutions to various environmental problems and the oil crisis is the same solution Mr. Parker had prototyped about a century ago. The times were very different and the needs were completely different. Motor-sport was booming and in order to draw attention toward the environment and electric vehicles,

many competitions popped up but only a few survived, one of them being the World Solar Challenge (WSC), Australia, a competition featuring prototypes built and raced by students and corporates, in the vast outback. It had its inaugural competition held in 1987. The next two decades saw very few new competitions. In 2010 we saw a few mainstream motor-sport bodies create a new category for electric vehicles; Andros trophy, an ice racing series and Isle of Man TT, a very prestigious motorbike race. Formula Student Electric, a student-level competition had its inaugural event in the year 2013 further strengthening the future moving towards electric vehicles. In the year 2014, we saw first electric vehicle world championship level competition, a very entertaining and charge-filled Formula E, giving yet another boost to the

developments for electric vehicles. Last year, we witnessed the first season for Moto-E, an electric motorbike championship. Thanks to these competitions and the notable changes in the environment, technological development in electric vehicles has taken a major stride and multiple major automakers have joined in and heralding an automotive revolution. Let’s take a look at some of the prestigious competitions that have helped bring forth the electric vehicle revolution.

World Solar Challenge, Australia

The great Australian Outback gets the opportunity to host one of the most challenging events held in the world once in two years. In the month of October, about 20 prototypes attempt to scale this vast wilderness at a speed averaging about 80kmph, only on solar power. Start-line is set at Darwin and the finish line is at Adelaide, a long, harsh 3022km route. This event is open to all; corporates and graduate/postgraduate students. They must design, analyse, manufacture, and test prototypes on their own. The event includes scrutineering, followed by qualifying and then the main event - the 3022km expedition from Darwin to Adelaide. Framework of a typical solar-electric race car – solar panels, batteries, control systems, a chassis and motor(s).

Formula E

Every year, 24 open wheel cars blaze through 12 of the most progressive cities in the world at blistering speeds, racing against each other for a

The first electric car Image: wikipedia.org | January-February 2020

nail-biting season. From what I described, if an image of formula one or street racing came to your mind, you would be wrong. What I just described is an electric vehicle racing platform where manufacturers have to design, build, and race up to two batteryelectric racing cars against other cars and teams. You earn points similar to formula one – winner gets most, with reduced points down the order. The constructors’ points are the addition of the points earned by their drivers. After the 14 races, the driver and constructor with the most points win their respective championship. The framework Image: wordpress.com of the vehicle basically takes up where Mr. Parker left off – a carriage (monocoque chassis), batteries (advanced Li-ion batteries), controls and a motor (high efficiency, power dense motors).

EV competitions in India

The scene of motor-racing in India is very limited and the only electric vehicle competitions noteworthy are graduate/post-graduate level competitions. Electric Solar Vehicle Championship (ESVC), SAE BAJA Electric and Formula Bharat Electric being the larger competitions. Other than these, there are competitions for electric go-karts, electric bikes, electric boats, etc. Vehicles participating in ESVC are very similar to the WSC competitors but designed for a much shorter expedition – about 100-150km. About 70 teams from all over India compete for silverware, leading to various innovations and development of engineering skill. The take on the solution to the problem is very vast and you can see various unique prototypes and innovations being developed by the teams. Formula Bharat Electric and SAE BAJA Electric run alongside their IC engine counterparts. Formula Bharat has a rule set similar to Formula racing – open

Image: Financial Times

ESVC competitor

Formula Bharat Electric competitor

wheel racing cars with rear wheel drive and various aero bits. SAE BAJA is a competition between all-terrain, rear wheel drive buggies. The number of teams migrating to these events from the conventional IC engine vehicles is steadily increasing.

more EVs plying on the road due to the various technological developments coming out of racing and other competitions resulting in improved range, efficiency, and power control. To support the solar car race, IESA and ETN are supporting Suryakranti solar car race and to encourage budding talent to participate in such challenge. It's out effort to organise such global event in India.

Summary

If we can take any idea out of these competitions, it is that we can expect to see more and

January-February 2020 |

LEADERSHIP SPEAKS

“The future of mobility is electric and connected” The e-2W space in India is coming into its own. It is perhaps the fastest transitioning segment of the e-mobility sector. Well set in the race is Ather Energy, an electric vehicle company with two e-scooters in the market, one of which - 450X, was recently launched. Ashok Thakur, Chief Editor, ETN finds out what the young and dynamic duo of Tarun Mehta and Swapnil Jain (founders of Ather) have to say about the buzz around e-mobility and its future.

Ashok Thakur Chief Editor ETN

Q: Things seem to be going well for the 2W EV sector – competition, govt support, infrastructure, awareness – all seem to be moving in the same direction… when and what do you think would be the turning point?

A: Yes, things will fall into place progressively is what have been experiencing from the time we started. We now have more competitors, more products, which is a great move to the future. We have always believed the turning point will be when the market has good quality products; everything else will follow. This has also been Ather’s philosophy.

Q: Your take on govt initiatives

towards making components in India to facilitate EV manufacturing, and encourage EV ownership. Realistically, how long do you think it will take?

Left to Right: Tarun Mehta and Swapnil Jain at the launch of Ather 450x | January-February 2020

A: Last year saw the government adopt policies and introduce measures to accelerate EV adoption in the country. From policies like Fame 2 to GST and the IT benefits, 2019 was a year of great strides being made towards an electric future. All these initiatives have overall increased the conversation around EVs as well as the purchase preference among scooter buyers. We have also seen the demand remain constant across markets we operate in. This positive consumer sentiment is facilitated in a large part due to the initiatives introduced over the year and we are expecting an increased demand of high performance EVs this year.

Q: As a manufacturer and a start-up, what according to you are the hurdles that need to be addressed to make the electric transition smooth? A: We started in 2013 with the belief that the future of mobility is electric and connected. We wanted to build a product line that is differentiated in design as well as the ownership experience. Since then we have launched in two markets and have been able to significantly address manufacturing and supply related issues. When we started off, the challenges we faced revolved majorly around the absence of a vendor base to help with building the vehicle or the components that went in. Delivery timelines were affected most by this. This led to us developing in-house capabilities, and today the majority of the components that go on the vehicle are designed by us. With the opening of a new manufacturing plant

43 in Tamil Nadu, we will be ramping up production and aiming to cut down on delivery time. This also gives us the ability to launch in new cities and expand our footprint.

Q: Apart from the price, what are the other deciding factors for a buyer? A: Through our interaction with customers over the year, we observed that though price is a deciding factor on many occasions, the average Indian consumer today is willing to pay more for better performance and service. We have received positive responses from our customers for the after sales service and the unmatched performance of the product. We believe that customers today are demanding better products with improved features and willing to pay for products that provide the value for the money spent. Q: How important do you think

having the technology edge is, to score over conventional vehicles? A: At Ather, technology drives all manner of product development.

Ather manufacturing facility

Technology has helped us in understanding exactly what the customer needs enabling us to develop features based on customer preferences. This gives us an edge over other conventional vehicles and paves way for vehicles that are not just a mode of commute, but a platform for future mobility products and services with connected, intelligent features.

Q : Why the nomenclature ‘experience center ’ for a showroom? How is it different? How many exist, how many are planned for this year? A: Ather Space is a narrative based experience center. The company’s product line is the first in its category in terms of the features and technology and these products required a space that would allow prospective customers or enthusiasts to come and ‘experience’ the vehicle. Ather Space is built on a design studio theme. The space reflects the clean, purposeful, transparent philosophy of the brand. We believe in delivering a personalised experience to the customers. The experience center is not a point of sale to the customers but a place to educate them about EVs by allowing them to experience the vehicle. The experience centre, Ather Space, is located in Indiranagar, Bengaluru and Wallace Garden in Chennai. Ather recently announced plans to collaborate with partners to open dealerships across the country. The response has been very positive, and we will be opening in ten major cities across the country by the end of the year. Q: It’s not only your EV, but the usage choices (like subscription packages and leasing option) you’ve built around it that seem interesting, tell us some more about this. A: Ather has designed new innovative ways to disrupt the industry using technology to provide a delightful experience to our customers. Right from the pre-order to post-purchase the whole process is made hassle-free using technology. Ather has built an ecosystem of differentiated experience introducing the first of its kind business models in the 2W industry, - starting

with Ather One subscription plan, the leasing plan, experience centres, the doorstep service model, customer support, consumer experience and the after sales service. Having partnered with Hero Fincorp for loans, Autovert for leasing and four subscription plans, we are providing the customers a variety of ownership models. This is a first of its kind ownership model in the country. With the launch of the 450X we have released two variants in the form of two performance packs: Plus and Pro. Owners can switch between the packs at their convenience. Each pack offers a variety of smart and connected features and ride capabilities. Customers also receive free battery replacement in the event of battery degradation, ensuring consistent performance throughout the registered life of the scooter.

Q: Fill us in on the progress on the Ather Grid and Ather Dot front. A: As we are expanding across cities in India, we are also installing the Ather Grid charging points across cities as well. We have set up more than 53 CI points in Chennai and Bangalore. We continue to set up Ather Dot at the residences of consumers. Home charging being the preferred method to charge has been the most successful method till date. Q: How has the infusion of

funding impacted your growth plans? Which area are the funds being focused on and why? A: We have been fortunate to have credible brands and venture partners as part of our growth journey. Funding from investors not only reaffirms our belief in the product but it also shows their support to our vision of an electric future. The funds raised will be majorly used in expanding the footprint by starting deliveries across the country and launching new models.

Q: A new manufacturing plant,

launch of 450x, more experience centers; what else on the Ather horizon? A: Now, we are focusing on the things we have on our plate, but definitely we will announce our future plans in terms of products and expansions soon.

January-February 2020 |

STATE FOCUS

Making EVs inevitable in New Delhi The Indian government’s thrust on EV policy and related measures have bode well for the sector. This article explores the policies and incentives implemented, and ensuing disruptions in the sector, with a special emphasis on Delhi.

Debmalya Sen Senior Consultant CES The growth of EVs has been one disruption, which has in quite many ways started to change the automobile industry. In the last two articles, we focused on two of the most promising growth stories -China and Norway. In the current issue, we bring the focus back to India, specifically on our National Capital Region, Delhi. The development of the EV ecosystem in India took off with the formation of National Electric Mobility Mission Plan (NEMMP) in 2013. A big move in the form of FAME I came into effect in 2015 to encourage EVs which provided subsidies. Vehicles in most segments – 2W, 3W, electric and hybrid cars, and electric-buses - obtained the subsidy benefit of the scheme. The scheme was later extended till 2019.

Adjoining state-level policies started to develop from 2017, with Karnataka being the first state to float its own EV policy. To support the growth of EVs, government released a clarification in 2018 declaring EV charging as a service by Ministry of Power and also released guidelines and standards for setting up of public infrastructure. The year 2018 saw release of six state-level EV policies, with Delhi being one of them. Last year, saw further amendments in model building bye-laws by Ministry of Urban Development, and the launch of phased manufacturing plan along with FAME II. During the budget, GST for EVs and chargers were lowered to five percent, with benefits on subsidized interest rates for purchase of EVs. All of these measures were targeted to help the EV sector gather steam and grow eventually. Delhi launched its draft EV policy on November 27, 2018, for stakeholder consultation and

EV charging station at South Extension-II | January-February 2020

review and finally launched the final policy on December 23, 2019. The vision is to have 25 percent of all vehicles as EVs by 2023. If the plan is realized, it will account for fuel saving of `6,000 crore and end emission of 4.8 MT of CO 2 almost equivalent to one lakh petrol vehicles. The intention being clear - to take concrete steps to curb air pollution. To drive large-scale adoption of EVs, this policy will, therefore, focus attention on: • Incentivizing the purchase and use of e-2W • Supporting the electrification of public/shared transport The Delhi EV policy has been hailed by experts from all sectors as being the most holistic. The policy offered something to each stakeholder – consumers, startups and other private entities. The major focus of the policy is directed towards 2Ws and 3Ws, which account for 2/3rd of total vehicles in Delhi. Incentives and subsidies are announced for both electric 2Ws and 4Ws based on engine power of the electric motor. Delhi government had targeted 35,000 EVs by 2020; at present, there are around 76,000 EVs in Delhi. The target is to have five lakh EVs on road by the next five years. Special provisions have been detailed for ride-hailing and last-mile delivery services, with the vision of 50 percent electrification by 2023 and an ambitious 100 percent by 2025. Upfront subsidy of `30,000 on purchase of electric rickshaw and carrier vehicles, and five percent subsidized loan to EV buyers has

Electric vehicle charging station set up by EESL in Khan Market, Delhi

been provided as well. For electric 4Ws a subsidy of `10,000 per kWh, up to `1.5 lakh. Electrification of public transport is one area that is anticipated to grow faster, keeping this in mind, the policy specifies the target of having 50 percent new electric buses by 2025. All road taxes and registration fees for EVs are to be waived off. Existing subsidies provided by Delhi Pollution Control Committee will stand withdrawn and subsumed under the purchase incentives for e-2Ws. Incentives would be applicable and paid out as per FAME India guidelines. If the FAME India incentives are be reduced during the validity of the policy, GNCTD will review the additional incentives offered by the policy in a manner that ensures the price competitiveness of e-2W with equivalent ICE 2W. The focus has also been on setting up of enabling infrastructure, the policy talks about setting up of 250 charging stations. The government will be helping in providing power

connection for people who want to set up EV charging stations at home and office. Creation of a dedicated EV cell is being discussed which will be monitoring the progress and development of an EV Fund which will be used for the growth of EVs in the state. The EV fund will be created through taxes and surcharges being taken from ICE users, these include pollution cess, air quality parking surcharge, higher toll taxes, congestion fees, etc. The policy also goes ahead to incentivize scraping of old ICEs for purchase of a new EVs. The draft policy also discussed the reuse of EV batteries and recycling, which is critical for making EVs truly sustainable in the long run. Delhi was the first State that saw the launch of Indiaâ&#x20AC;&#x2122;s first all-electric cab services by Blu-Smart in June 2019, in association with Mahindra Electric. The fleet operator also set-up its own 25 charging stations in Delhi. This was soon followed by the State-run Energy Efficiency Service Ltd (EESL), in collaboration

with South Delhi Municipal Corporation (SDMC), on December 14, inaugurating the first EV public charging station in South Delhi. The charging station, which is installed near SDMC market area of Greater Kailash, is just the first one of the 75 charging stations the organization is planning to install in Delhi. With this move, EESL and SDMC plans to set up and boost the adoption of EVs in the national capital. Earlier in June, BSES set-up its first public EV charging station as part of the plan to set up over 150 EV charging stations across its licensed area in the capital. At present EESL has set-up 55 charging stations across Delhi and plans to set up 300 more in Delhi-NCR in the near future. BSES has also come up with a mobile application named ElectreeFi Mobile App, using which customers can locate the nearest charging point and also make online payment along with advance booking. As per BSES, the charging initiation and session authentication would be done using RFID, SMS, and mobile apps. An alert will be sent if the vehicle connector is not properly connected to the electric vehicle. The smart public chargers are of 15 kW power and will fully charge a vehicle in an hour. The tentative cost of charging, including the cost of electricity (as per DERC tariff) and the overheads (parking charges, recovery of equipment cost, etc.) will be between `160 and `200 for a full charge. Which means, the consumers will pay `1.60 to `1.80 per km. Overall, though the movement has been slow, there are signs of market growth. What is required is to set up appropriate and innovative business models that can attract customers and fleet owners. With decreasing battery costs, increasing battery efficiency and energy density EVs seems to serve as the best possible solution for Delhiâ&#x20AC;&#x2122;s alarming pollution woes. Yes, there are problems that the sector is facing, and these need to be addressed in time to retain investor interests in the sector. Delhi has the potential to show the way to other States in terms of execution, especially now, with a well-drafted policy in place.

January-February 2020 |

COUNTRY SPECIAL

2010-2019: the decade of energy transition Renewable energy that was treated as a tax saving measure in 2010 and not as a viable power option, is sending conventional generators back to their white boards.

“...while you are reading this, other future dwellers are frustrated by the offerings that your industry is providing them, and they, too, are involved in subversive activities, in an effort to push your own industry a bit further into a more acceptable future. If only you could find them, then you too would have an edge into the next level of competition.” Debmalya Sen Senior Consultant CES

On reflection one observes that the world today is in fact telling us the same truth, loudly and clearly. If you don’t change the traditional way of doing business, you will no longer remain a leader. The Indian energy sector story is a significant example of this. Let us have a look at the scenario of the Indian power sector. Looking back at the Indian power generation mix of 2010, renewables, which had a 10 percent share then, today stands at 24 percent. By the end of 2020, renewables are expected to cross the 100 GW mark. Shows the trend of different fuel source capacities over the decade. The growth of renewables deserves a special mention here, as it saw rapid capacity increase. Conventional sources, which enjoyed a six percent growth rate YOY at the beginning of the decade, reduced to three percent (the overall increase through the decade being 1.2 percent). A detailed YOY growth trajectory of various fuel sources is well-explained in Figure 3, with the red line showing the overall annual growth along the decade.

― Eric Von Hippel, American economist

Figure 1: The changing pattern of the Indian grid (fuel wise generation) Figure 1: The changing pattern of the Indian grid (fuel wise generation)

| January-February 2020

Figure 2: The growing ratio (fuel wise) Figure 2: The growing ratio (fuel wise)

47 today they have dropped to `2.87/ kWh. Realizing the importance of renewables and in accordance to its commitment to the Paris Agreement in 2015, our government has set an ambitious target of 175 GW by 2022. Prior to that the Jawaharlal Nehru National Solar Mission scheme (JNNSM) was set-up in 2010 to encourage solar adoption, both on and off grid. Policies like Green Corridor, Must-Run status and for some States, relaxation from T&D charges encouraged more RE installation in the grid, which saw peaks in 2016-17 with a total of 14.4 GW installed in a single year.

Figure 2: The decade long trend in growth of individual fuel sources

Average Annual Tariff (INR/kWh)

Figure 2: The decade long trend in growth of individual fuel sources

14 12

12.7

7.4

6.9

6 4 2 0

4.6

4.7

4.6

2012.

2013.

2014.

5.5

4.7

4.8

4.7 2015. Solar

2016.

2.9

2.8

3.1

2.7

2.8

2017.

2018.

2019.

Wind

Figure 3: Falling trend of tariffs for RE Figure 3: Falling trend of tariffs for RE

Installed Capacity (GW)

40 35 30 25 20 15 10 5 0

2010

2011

2012

2013

2014

Wind Capacity (GW)

2015

2016

2017

2018

2019

Solar Capacity (GW)

Figure 4: Growth of renewables over the decade Figure 4: Growth of renewables over the decade

In 2010, India was still importing around 10 percent of power from Bhutan; today that is no longer a requirement. When the decade started, India had an energy deficit of 10 percent and a peak deficit of 12 percent; today the numbers are 0.5 percent and 0.7 percent respectively. The reserve margin or backup in the grid has also been increasing, standing at 55 percent today. The overall energy surplus and dominance of renewable growth has also resulted in the thermal plant load factor falling from 70 percent at mid-decade to 56 percent as on November 2019.

This has primarily happened due to the rapid drop in solar and wind tariffs and the implementation of must-run status. With the exclusion of feed in tariff and inclusion of competitive bidding for renewables, the sector saw a huge decline in per unit electricity cost. In 2011 solar tariffs were as high as `17.91/kWh, today it has fallen to `2.85/kWh, which is actually a slightly higher tariff than the lowest recorded tariff of `2.44/kWh in 2017 (86 percent decrease). Wind also saw a moderate decrease in tariffs at the beginning of the decade: when FiT was in place, wind tariffs ranged between `4 to 5 /kWh;

Technological Improvements

Wind and solar have witnessed a lot of technological improvements over the decade: from efficiency improvements to better technology, the RE industry has been constantly updating itself. Over time, in order to cater to renewable power, the Discoms have had to curtail conventional generators. This is reflected in the reduced utilization of conventional power plants from 78 percent (2009) to 60 percent (2018). Around the same time India faced scarcity of domestic gas. Depletion of supply of the KG basin and other gas sources like CAIRN, forced gas IPPs to buy imported gas which raised the per unit cost of power generation. Over time, their utilization factors have seen a sharp decline, which led to many such stations being either run as peaking plants today or being completely shut down. Coal supply and demand has also been an issue with coal allocation to new plants not matching demands.

The Transformation

Amidst all these, while renewables have been penetrating into the grid and slowly conventional power sources are making way for the same, the grid has also increased in its variability and slow reduction of inertia that was provided by the reliable conventional sources. Today, India boasts of 34 GW of solar of which around 31 GW is ground mounted. That means

January-February 2020 |

48 considering an average capacity factor of 20 percent in good solar months, we are talking of around 7 GWh of energy. While this sounds very motivating, also brings a unique challenge. At around 6pm in the evening and in the morning when the energy demand actually peaks, solar generation plummets. Thus, there is requirement of a buffer that can accommodate this deficit.

Need for Energy Buffer

Energy Storage has been one section in the energy value chain,

which got increasing prominence along with renewables in this decade. The industry realized that with the decentralization of power sector and increasing ingress of renewables, there is a necessity of a buffer in the grid in order to attain energy security. At the beginning of the decade storage was seen as a good-to-have option, but considered futuristic due to its high cost. Work on this area slowly started with Ministry of Power organizing a taskforce on renewable integration in 2013.

MNRE initiated a working group to discuss storage, microgrids and renewable integration. In 2014, MNRE formed a standing committee on energy usage and hybrids, which also included discussions on storage potential. By 2017, BIS initiated a committee to create standards on energy storage in India â&#x20AC;&#x201C; and 2018 saw MNRE create an expert committee to work on the formation of a National Energy Storage Mission Document.

Improvements in Battery Technology

Figure 5: Indian Clean Energy Policy Roadmap

The cost of storage has fallen by 85 percent over time; what started off at more than a $1000 /kWh in 2010, is today in the range of $150-170 /kWh. What allowed for this exponential price decrease is the rapid technological improvement in storage. Battery chemistries themselves saw massive improvements. Installation wise, India had its first grid level storage deployment by AES at the TATA Power Rohini SubStation in Delhi. The project executed by Fluence, marked the first storage project of 10 MWh. Over the last two years, SECI took the lead to release many tenders targeted towards stationary deployment of batteries. In 2019 alone, 28 tenders released. Today, India has around 14 MWh of storage projects deployed, with many more in the pipeline. NITI Aayog has been working on the giga factory plan to set-up indigenous battery manufacturing in India. The plan projects a 50 GWh potential by 2025 for storage manufacturing in India.

Figure 6: Battery price trend

Figure 7: AES TATA Power project Rohini, Delhi (10MWh)

| January-February 2020

Figure 8: Tenders released by various storage authorities 2019

Figure 9: India EV sales 2018

Conclusion

Figure 10: Projected sales 2018-2026

The Major Thrust

One area where battery deployment received a major push is in vehicle electrification. India has been susceptible to the dynamics of petrol/ diesel prices as well as a rising pollution concern across many cities, most prominently in Delhi. In India, the first electric movers came in forms of rickshaws, which anyways make up the maximum of the automotive market. E-buses, though

tax incentives on purchase of EVs have been welcome steps. The launch for FAME-I in 2015 and FAME-II in 2019 has increased investor interest. FAME-II outlays a budget of `10,000 crore phased over 2019 to 2022, with a key objective to electrify public and shared transport. A total of 10 lakh e-2W, five lakh e-3W, 35,000 e-4W, 20,000 e-4W (strong hybrid) and 7090 e-buses will be a part of this program. The focus is also to promote domestic production so that India becomes a manufacturing hub and remains self-reliant going forward. The government has made charging of EVs a de-licensed activity which means that anyone can go ahead and install an EV charger. These steps have been ably backed up with many state governments coming up with their own EV policies and charging tariffs. India Energy Storage Alliance projects that the market can grow at a CAGR of 36 percent between 2018 and 2026. Market growth is projected to increase pace after 2023-24 when cost parity is expected between an ICE and an EV. Though there are complaints about the speed of transition and policies often being delayed and nonconfirmative, the point to appreciate here is that the transition has come a long way. One technology, which also started getting prominence towards the end of the decade, is Hydrogen. Who knows, hydrogen might have its own market share in the transportation sector in the next decade!

Figure 11: Indian states with EV policies

less in number as on date, are being seen increasingly on Indian roads. The Indian government is also promoting the vision of 25 percent of all new vehicles as EV by 2030. It has introduced a GST reduction for batteries being used in EVs and the

So, overall this decade will always be remembered as a decade in which the energy sector truly transformed. It changed many myths and misconceptions and also made even the toughest critic of change realize the importance of change. Yes, there have been hiccups, there has been investor issues due to lack of policy clarities and indecisiveness of government commitments; 2019 specially has been a dampener where renewables saw a decline in installation and growth, but overall this decade has been an eye opener and has set up the stage for a very promising decade that is knocking at our door.

January-February 2020 |

TRENDS

Trends and outlook for charging infrastructure in India Given the limited consumption of EVs in India currently, the infrastructure for the same is also at a nascent stage. Consumers would like to be confident about charging the vehicles as per their convenience, at the location of their choice, and at a price commensurate with service. Awadhesh Jha, VP Charge & Drive & Sustainability - Fortum India, explains all we need to know about chargers – their types, locations, and need. ‘Every Science begins as philosophy and ends as an art.’ Acceptance of EV by end customers is intrinsically hinged on two factors - Original Equipment Manufacturers (OEMs), and Charge Point Operator (CPO). Having enjoyed the choices offered by OEMs on ICE platform (which has evolved over 100 years) customers would expect to have a bouquet of products on EV platform as well to choose from, as each one of us has varying needs when it comes to buying a vehicle for personal use. Simultaneously, customers would like to be assured of the charging facility as most of the present breed of EVs have a limited range of 150-300km, which is otherwise quite good for the daily run, but 100 years of use of ICE vehicles has created the need for that assurance of not getting worried about fuel when undertaking a long distance trip.

Awadhesh Jha VP Charge & Drive & Sustainability Fortum India

Currently, the foremost concern for EV drivers is what they would do if they get stuck in a jam and the battery is showing low. If adequate and appropriate charging points are available within cities as well as along highways, it would alleviate such concerns. A robust charging station network would give them the confidence, and that would work as a pull effect for OEMs as well. This warrants that a ubiquitous, reliable and safe public charging network is created.

Principles of charging

Before delving into how and what kind of charging infrastructure should be built in our country, it is important to understand how a vehicle gets charged. All vehicles driving with electric power terrain have a battery that supplies energy to the traction/propulsion motor. So, it is the battery fitted in the vehicle which gets charged using electric supply. As we know, battery requires DC (direct current) to get charged whereas electricity supply generally is AC (alternating current). It means for battery to receive the appropriate type of current for its charging, AC supply has to be converted to DC supply for the battery. This is done by an AC-DC converter. This converter is typically fitted in the car and is called on-board charger. The mode of charging using an on-board charger is called AC charging. When this conversion happens outside the car/vehicle, on-board charger gets bypassed

| January-February 2020

and DC current is directly supplied to battery fitted in the vehicle, called DC charging. So, technically there is no AC charger, as the charger is on board and not outside the vehicle. However, in common parlance we term it AC charging when on-board charger gets AC supply, either from a wall socket directly or through Electric Vehicle Supply Equipment (EVSE). The on-board charger then converts AC to DC and the battery gets charged. Charging point is the point of supply of electric current in appropriate form to the battery, either through on-board charger or directly. Charging station is facility where one or more charging point or EVSE are located and there is facility for vehicles to remain parked while getting charged. Generally, charging station is used with reference to public charging or captive charging for a dedicated group of vehicles. A charging station can be identified in terms of level of power output, mode of charging, and type of charging station (or EV) Connector. Here I am taking charging based on level of power output delivered by charger for the purpose of understanding the need of charging network.

Charging Type

Level of charging refers to power level of charging outlet. Based on this, it has been classified as Level1, Level-2, and Level-3 charging. Level 1 charging – Plug-in vehicles get charged by drawing

51 AC supply using household wall sockets. Delivered power is product of voltage and current supply which is generally restricted to less than 3.3 kW. This charging is done in single phase. In India this could at 230V 15 amp supply. This will take quite longer time to fully charge a car, requiring frequent overnight plugged status of the vehicle. Time in full charging will depend on battery size of vehicle and also the on-board charger capacity. A typical Mahindra e2o would take about 9-10 hours whereas Hyundai Kona and MG ZS would take 12-15 hours. Level 2 charging – Power capacity of EVSE in Level-2 could vary from 7 kW to 43 kW. Charging at 22 kW and above in this mode is also termed as AC fast-charging. This charging is done using 240V with amperage ranging from 30 amp to 80 amp in single to three phase delivering higher rate of charging compared to Level-1 charging. Battery fitted with small battery pack like Nissan Leaf takes 30 amp whereas Tesla charger delivers 80 amp. Please note that it is still AC charging, as it is the capacity of on-board charger that will determine how much power it will accept from EVSE. Level-2 charging is generally located in shopping malls, golf fields, cinema halls, parking places and similar locations, where we are expected to spend reasonably longer time while the vehicle gets charged. Depending upon battery

capacity and EVSE power capacity, cars like Hyundai KONA and MG ZS can get charged in 6-7 hours. Level 3 charging – This is also known as DC fast-charging or DC quick charging. This is high amperage, high voltage – typically 400 V plus. Power delivered is generally 50 kW and above. The purpose of this charger is to charge up to 80 percent of battery pack in less than an hour. Hyundai KONA and MG ZS are the vehicles which can get charged with such chargers. In DC fast-charging it is standard practice to refer to time needed for charging battery pack only up to 80 percent capacity, as beyond that it takes longer time. Batteries in vehicles like Mahindra e-Verito and Tata Tigor are designed to take not more than 72 V with current as high as 200 amp. Since it is low voltage charging, time taken in full charging of these electric cars is about 90-120 minutes depending upon battery pack size. Charging stations can also be classified as per the location where chargers are installed.

Home Charging

Charging points located at homes where electric car is plugged in to charge while it is parked, typically overnight. Compared with destination charging, it is generally cheaper – or better on the wallet, as well as slower – or better for the battery. Home charging is the obvious choice for private homes,

garages, and housing societies with dedicated parking spaces.

Destination Charging

Destination charging is the term used to describe charging stations away from home. These are typically located at shops, malls, hotels, park-and-ride parking lots, service stations, and restaurants at destinations. Destination chargers tend to be quick chargers or semifast ones, depending on the location. Quick chargers (50 kW) can fill a battery from zero to 80 percent in approximately 30-40 minutes, and are necessary when travelling greater distances, particularly, along highways, or for businesses such as taxis and postal delivery services. Semi-fast or flexible chargers (up to 22 kW) take approximately three to four hours to charge a battery to 80 percent, and are frequently located around shopping centers, office parking lots, and street-sides. Requirement for charging network Developing a large-scale charge point network in Indian urban environment will be more challenging. Unlike petrol stations where serviceability of station is quite high – due to faster rate of fuel filling, charging stations would cater to lesser number of vehicles in a given time. It means we need large number of charging points to cater to equivalent number of vehicles. This warrants huge parking space. Further, it requires adequate electricity infrastructure to supply power to vehicles at desired rate. As the adoption of EV is likely to be in urban centers during initial years of adoption, both availability and cost of space and electricity infrastructure would be high. EV charging would be a different proposition. Unlike oil and CNG, this has interdependency on battery and electricity. An appropriate communication is needed between battery and charger and charger and grid to ensure safety, and reliability to vehicle and grid. This necessitates that charging infra must be smart. What is needed is greater and urgent push for upgradation and strengthening of electricity infrastructure along with charging infra. India would require

January-February 2020 |

52 adding lakhs of charging points year on year if all vehicles are sold are electric in the future.

Present charging infrastructure

Unlike developed countries where EV refers primarily to electric cars, in India EV has to cater to various segment of automobiles 2W, 3W and 4W. Hitherto battery chemistry for 2W, 3W segment and 4W segment has been lead-acid and Li-ion respectively. Lead-acid and Li-ion batteries have different characteristics in terms of charging. Lead-acid batteries are generally charged at slow rate most often overnight which does not make a good use case for public charging network, though it can be good from grid point of view. Li-ion batteries have the capability of getting charged at high/very high rate. However, fast charging Li-ion batteries are not preferred for 2W and 3W vehicles, as it makes the product costlier at the present state of battery development. This leaves 4W (passenger car vehicles, buses, and other commercial vehicles) as candidate case requiring public charging network. Keeping this in view, most of the public charging and captive charging networks have come up to serve 4W cars and buses. DHI notified the standards for chargers for low voltage battery system and these are called Bharat Charger AC001 and DC001. Charger

conforming to AC001 delivers 3.3kW per connector, whereas that conforming to DC001 or equivalent gives a power output of 10/15 kW per connector. With the interdiction of high voltage battery cars like Hyundai KONA and MG ZS in market, need for 50kW DC chargers have emerged. Fortum has set up 10 such chargers in five cities at 10 locations on public charging mode to cater to such cars.

Outlook for charging infrastructure

Globally, charging technology has matured and CPOs have started offering charging at 150-350 kW level, which can charge a compatible car in less than 10 minutes to give 125-150 km range. This kind of charging would need robust electricity infrastructure which is neither needed at this stage for India nor is it currently commercially feasible in India. However, once EV becomes mainstream, consumers would like to prefer these kinds of chargers as this would not only alleviate range anxiety but also reduce the space requirement as one charger can serve 5-6 times more vehicles than the 50 kW chargers. Another development which is taking shape at global level is wireless charging. This would be very helpful for fleet particularly at locations where drivers are waiting in queue for their turn like at the

CHAdeMO, Combo2, and Type 2 power-charging plugs | January-February 2020

Airport. Wireless charging will offer continuous charging to the vehicles while it is waiting and moving in queue. This would remove the need of plugging the cars to charger inlets.

Creating a robust charging infrastructure

Private charging and workspace charging will obviously be pursued. In this direction, the proposed guidelines of the Ministry of Housing and Urban Affairs, GoI, to permit establishment of private charging stations at residences is a welcome step. However, the future lies in public charging. Space is a prized commodity in India particularly in urban centers. The average per capita space in India is 100 sq. feet. Almost 70 percent of cars in major cities such as Delhi and Mumbai are parked on roads. So, to derive better economic value, public charging makes more sense than home charging, which would cater to a single car as against public charging where one unit of space can cater to more cars. For a resource stretched country, public charging, thus, should be the priority. The solutions though, should be bespoke and charging infrastructure providers will have to take cognizance of that. For example, in workplaces, cars can be charged on AC fast-charging mode and at places like shopping malls, where a consumer spends 2-3 hours, a slow charger of 7-22 kW can be installed. A â&#x20AC;&#x2DC;one size fits allâ&#x20AC;&#x2122; approach cannot work here, and a mix of fast chargers and slow chargers will be able to serve the consumers, according to their particular needs. Charging stations should be capable of servicing all kinds of vehicles. On this front, India need not reinvent the wheel. On the DC fast-charging front, globally two leading standards â&#x20AC;&#x201C; CHAdeMO and CCS - are widely accepted and same can be adopted/adapted for 4W segments. On AC side of charging, type-2 charging would make the charging station completely interoperable. Fortunately, this issue has been settled after a protracted discussion amongst stakeholders. Very soon we will master the art of developing charging stations in India.

EVENT INFORMATION

Engagements India

International

Elecrama 2020

World Future Energy Summit

Elecrama 2020 is the flagship showcase of the Indian electrical system ecosystem, and the largest congregation of power sector network.

The World Future Energy Summit (WFES) 2020 will be held at the ational Exhibition Centre in Abu Dhabi this year.

The annual world electricity forum will bring together a wide-ranging solution that power the planet from source to socket and everything in between. Featuring not just equipment and technology, but also unparalleled thought leadership platforms for everything electric - from technical conclaves to industry summits.

The event provides a platform that connects business with innovation in energy, clean technology and efficiency.The leading industry event and exhibition for future energy, cleantech and sustainability aims to bring together industry leaders, policymakers and technologist from over 170 countries for the summit, with 800 specialist exhibitors and 33,500 visitors from the world.

More than 1250 exhibitors are expected visit Elecrama 2020 with 450 international exhibitors and an overall participation of 120 countries. Date: January 18–22, 2020

The annual event will showcase new technology in energy, energy efficiency, water, solar, waste and smart cities.

Venue: India Expo Mart, Greater Noida, NCR, India

Date: January 13–16, 2020

India E-Mobility Conclave 2020 (IMC)

NAATBatt 2020

India Energy Storage Alliance (IESA) will be organizing its 6th electric mobility event in the capital this year focused on the roadmap and outlook of electric mobility in India.

NAATBatt International, the premier leadership program on the business of advanced battery technology in North America will be held in Pasadena, CA.

The conclave will provide a platform to learn about important market players, policies governing e-mobility in India, new products, EVs and charging infrastructure deployments including fast charging and swapping technologies and a unique chance to interact with and network with key players in the industry.

The three-day program will see leading experts discuss pressing issues affecting the battery industry worldwide and it will include reports by analyst about the markets for advanced battery technology in multiple applications. Some of the topics that’ll be addressed by panellist will include battery material, supply chain, the true state of solid-state battery, impact of fast-charging Li-ion cell design and many more critical topics.

The theme for the conclave this year is roadmap for electric mobility and charging infrastructure adoption in 2020. Date: February 5, 2020 Venue: New Delhi, India

Venue: Abu Dhabi, United Arab Emirates

NAATBatt 2020 will feature three optional workshops/ tutorials, exhibitions of products and technologies and networking events. Date: February 10 – 13, 2020 Venue: California, USA

Auto Expo 2020

11th International Battery Expo

Auto Expo 2020 one of the world’s premier auto shows will be held in Greater Noida, Uttar Pradesh this year.

The 11th International Rechargeable Battery Expo – Battery Japan 2020 will showcase exhibitions of all parts and materials related to the rechargeable battery/capacitators, manufacturing technology, measuring and testing equipment, and rechargeable batteries.

The biggest autoevent of the year, organized jointly by ACMA, CII and SIAM is expected to showcase the best of auto-industry in terms of products, concepts and trains this year. The expo will be held starting February 7 to February 12 and will include vehicle exhibitors such as Mercedes, Volkswagen, MS Motors, Hyundai, Suzuki, Mahindra, Tata Motors, Mahindra, Olectra, Piaggio, Renault and Skoda to name a few. The other exhibitors at the expo are ARAI, Battrixx, Facebook, Jio, JKTypres and NATRIP, Ralco and more. Date: February 7–12, 2020

The annual expo which is held twice a year in Tokyo and Osaka will showcase exhibitions and hold seminars. It is expected to host 340 exhibitions, of which, 110 will be first-time exhibitors at the event. The expo will cover a total of 200 batteries, including EVs, next-gen batteries and overseas market trends. Date: February 26–28, 2020 Venue: Tokyo, Japan

Venue: Greater Noida, India January-February 2020 |

INTERVIEW

Solving India’s energy storage challenges one innovation at a time Over the course of seven years, Grinntech Motors and Services has firmly established itself as the major battery manufacturer for EVs and grid storage battery technologies in India. ETN spoke to Puneet Jain, cofounder of the li-ion battery technology company which has been at the forefront of driving electric revolution in India. Q: You along with Nikhilesh Mishra founded this start-up and it was incubated in IIT-Madras to use technological innovations to boost electric vehicle revolution in the country. How would you describe your journey since 2013? A: Nikhilesh and I have been working in the area of EVs since 2012. We incorporated Grinntech in 2013. The name Grinntech stands for “Green Innovations in Technology”. Our initial years were spent in understanding the EV industry and how it will go forward in India. We realized that the backbone of India’s electric vehicle revolution will require technology that is developed indigenously for our unique terrain and temperature

“We believe that for India to be a major player in the world EV market, it is not enough to make in India – we must also design in India.”

requirements. The vision of the company has since evolved and been honed to be a critical piece in India’s energy transition. In 2017, Grinntech was incubated in the IITMadras Incubation Cell where we built lithium-ion based Intelligent Energy Storage technology for automotive as well as stationary applications. Our 2-wheeler and 3-wheeler battery packs have been a part of extensive pilots which have covered well over 2 lakh kilometres. Our range extension e-car battery is also in the POC stage. Our battery packs are developed based on data collected in real time pilots making our packs effectively designed for Indian terrain and temperature.

Puneet Jain cofounder Grinntech Motors and Services

| January-February 2020

Q: What have been some of the major challenges you were faced with in India in the process of becoming a leading lithium battery technology provider? A: During our initial years, the EV industry did not exist in India. There was a lot of skepticism over how EVs would evolve with some even doubting that EVs would take-off in India at all. Once it became more and more clear that India was headed the EV way, economics became the next hurdle to adopt. However, we continue to see misinformation being spread via various channels about the technology and the capabilities of lithium-ion battery packs. The industry also has to deal with lower quality imported battery packs which are skewing customer expectations. Above all, we had to deal with skepticism that technology for Indian needs could be developed in India.

Q: How did you overcome these hurdles? A: All our initial products were made for swappable applications since we saw that this would be the way to encourage faster adoption. The introduction of the FAME II scheme has helped mitigate many hurdles such as economic viability and is helping build an ecosystem for indigenous design and production. We believe that for India to be a major player in the world EV market, it is not enough to make in India – we must also design in India. At Grinntech, we have in-house

55 expertise in all design aspects of the battery pack â&#x20AC;&#x201C; mechanical design, thermal management, electrical safety and the battery management system. We have spent a lot of time and resources in characterizing various cells available in the market and are able to build a battery pack with guaranteed long life and performance.

Q: Today Grinntech has emerged

as a major battery manufacturer for EVs and grid storage battery technologies. What are your views on the potential of energy storage industry?

A: Lately, India has shown huge potential for various use cases of ESS not limited to off-grid electrification, microgrid, grid storage, grid stability etc. Large consumer base, lack of affordable energy access and focus on adoption variable renewable energy resources provides multiples use cases and opportunities which can be scaled in the Indian market. Cost of several ESS technologies have been constantly on the decline in the past few years, but it is only lithium-ion batteries have reached the inflexion point of becoming commercially viable. This has caught attention of regulators,

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electric mobility, power companies, and discoms. A large market like India embarking on adoption of ESS and electrification of mobility in a big way with a clear roadmap, would send the right signals to the industry to invest in a local capacity that will help reduce the cost of ESS.

Q: Whatâ&#x20AC;&#x2122;s the plan for 2020? What

is your vision for the company moving forward? A: In 2020, Grinntech will be releasing our flagship family of 2W battery product line with 48V, 60V and 72V variants. With these products, we will be reaching an energy density of almost 300 wh/lt and seven-fold computing power. This will be an entire product line of intelligent connected batteries which we will launch with cutting edge Qualcomm technology. We will also be releasing our e-rickshaw battery pack which works on a 48V platform. We will continue our R&D on battery packs for bus and car. We are working on co-development projects with OEMs which leverage our in-house design expertise and efficient go to market timeline to enable OEMs to develop robust and affordable products made for Indian terrain and temperature.

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January-February 2020 |

INTERVIEW

‘Embracing E-mobility: Q&A with Sajid Mubashir, Scientist G, Dept. of Science and Technology’ The development and research on energy storage technologies is the key for widespread electric mobility and adoption of renewable energy. Keeping in mind this target, the Ministry of Science and Technology has led several energy initiatives through Dept. of Science and Technology (DST). ETN spoke to Sajid Mubashir, Scientist G at DST and membersecretary of the new DHI-DST Technology Platform for Electric Mobility (TPEM), to learn more about the efforts underway to make India a leading developer in energy storage technologies. Q: DST’s energy initiative aims to develop national capacities and capabilities in research-led clean energy and energy-efficiency options and the program research spectrum also include energy storage technologies. Can you share what approach DST is taking to enable India to become

a leading developer in advanced energy storage technologies and what’re the specific initiatives in this regard. A: The DST is doing a lot of activities, in short, it is developing capabilities in the country in terms of energy security. I would not be able to enumerate all the programs at DST, but I can speak on one important aspect and that’s electric mobility. I have been active for more than two decades in this area of automotive research now so we try to do consortium projects and by 2011 we narrowed down on electric mobility as a major activity to take up so the DST was involved in the formulation of FAME I mission. In fact, that program had 20 percent money reserved for R&D. That means out of the 800 crores, 160 crores were set for R&D and the slogan was use that 20 percent money to get rid of the 80 percent subsidy. So, we tried to do that, but it didn’t work. But now, we are developing a very focused EV R&D program; it’s still in works. Other than this activity there are a whole lot of programs in DST in the energy storage space such as grids, some basic work and more but they are too many to enumerate.

Q: How will DST’s program assist Sajid Mubashir Scientist G, Dept. of Science and Technology

in manufacturing of advanced storage technologies in India? Especially, how can the Indian industry engage in these efforts.

| January-February 2020

A: If you look at the FAME mission with its three years condensed program and with the ambitious outlay of 10,000 crores, it still talks about everything being made in the country. I think the benchmark is that at least 50 percent of the things should be manufactured in the country, which is a tall order because many of these things are not disaggregated – you cannot take the battery out and have some parts developed in India and some from outside. The manufacturing process doesn’t work like that. If we take the basic component and assemble, to some extent, we can do indigenous effort but beyond that it is difficult. There is a need for major R&D. Akin to the Himalayas that have protected us from outside influences all our history, in the electric vehicle moment, I think this hot tropical climate is what will save us. No vehicles which developed outside can be brought directly to India and expected to be a success. Just the fact that our tropical climate is much different than the operating conditions the vehicle was originally built for makes everything different. Expensive vehicles are still fine, they can be cooled. But there are many things to be cooled – there’s the battery, power electronics and motor. You would need to do a lot of expensive cooling. For India, therefore, we may have to redesign things. At least the battery should be made more

57 temperature resilient and that can be done if only we can do something about the electrodes and electrolytes, which means relevant research. We have a program where we’re starting this mission where such sellable work with clear intent of a tropical EV battery is the goal. And now performance parameters, energy density, and other things are left to the partners. We’re just keeping one condition: these batteries should operate at 50 degrees temperature without having a cooling system. That’s the kind of goals we’re setting. Similarly, we have set goals for motors and power electronics. So, that’s what the mission is about, and the intent is to support component manufacturers in the automotive sector and also in the electoral and electronics sector.

Q: Several Indian research

institutes have generated intellectual property in the field of advanced energy storage technologies with the support of the Ministry of Science and Technology and Ministry of Electronics and Information Technology (MeitY), how will this EV R&D mission help in industry-academia connect and the commercialization of these technologies developed by these lab? A: We have to match with the requirements. Now the big constraint we have is this big accelerated program, the FAME mission itself is three years which is very tough thing to address if you’re talking about new technologies. Therefore, we need to find mechanism to find mature technologies in India, mature means being confident that these will work but many things have to be done to make it operational in field conditions. So, these I will call technologies at level 6. There is this technology readiness level index, it’s a scale of 10, as per that technologies which have reached level 6 in the Indian laboratories would be one set of projects we would like to do. We would like to associate with the industry, create large consortium projects, provide facilities for that. For example, pilot

production facilities, test benches and a whole lot of other efforts. For example, for every vehicle segment try to create 10-20 battery packs with new technologies and try it on vehicles and prove it. So, it is towards commercialization of these technologies which are at level 6. Now, in some areas, we may have a desire for it to happen but may not have developed it in the country. In that case we are open that if agencies outside are willing to come here and work with us and move it from level 6 to level 8 but this alone won’t do the job. This is just harvesting, unless there is something to harvest, we will have to have a program where we would support directed research, here the word ‘directed’ is important, means from level 3 to level 6. We will certainly not go below level 3 as they would mean too much of a research and we cannot do that here. The DST does it anyway (its main program is up to level 3 and level 4). We are hoping there will be harvest of potential technologies and sometimes it is needed to collaborate with China, U.S. and Japan to move all those technologies from level 3 to level 6. The main component is level 6 to higher levels and a supportive, directed research program from level 3 to level 6.

Q: Globally, large part of development work for this technology is also happening in small companies and startups, so will this mission also support startups and existing component manufacturing to participate in this innovation program? A: We must touch upon the concept of technology transfer here. It is very rare to be able to transfer a complete technology because technologies are so complex. It is not possible to transfer it unless it is a major globally leading facility like the Fraunhofer Society of German no one is able to say that they will develop everything and give it off. And that has been the failing here, we expect our CSIR labs, university professors to develop everything and give it, it is not possible. Things are too sophisticated. There are

various talents required, some of the talents must come from the user agency, some from the component industry and some, of course, from the professor. They all must work together. So, in that consortium, there is a good space for startup companies to come in, companies with technology abilities, for example, if something has to be modelled or some prototype has to be developed or a small contract has to be done about a cooling system for instance these projects can be subcontracted to these agencies so these are incubators but we are not incubating the startups. We are incubating the technology part of it though. This incubation will also include existing SMEs who are good in these areas and the contract given to them will be considered so it’s an incubation program but it’s not relating to the business part and these contracts since they’re given to companies and we’re pursuing them to do a specific work for the mission, some built-in profit would be there for them, let us say 10 percent or 12 percent profit will be assured for them so that’s how we plan to include SMEs and startups. Sometimes a startup has an exciting technology, in that case, it is not a subcontracting model but they’ll become the centerpiece, therefore, it depends on what is available. Another important thing is that these projects have partnerships, supporting agencies can also have a lot of partnerships. For example, there could be VC fund and an agency like the World Bank who wants to introduce something, they’re welcome to partner. The idea is the venture part should be taken care of by the partnering agency since DST doesn’t know the business-side much but the technology-side will be taken care by us.

Q: What about the funding mechanism, what kind of funding is envisaged for this program? A: It’s a mix of activities which require different kind of funding. Something at a pilot level, which is trying to prove the commercial-worthiness

January-February 2020 |

58 of a technology and the product process can’t be a governmentcontrolled effort. First of all there is a lot of equipment and machinery and all that so if there’s a government property it creates a problem so it is best that those are done by the companies but at the same time there’s also risk involved in it, it could be a pilot which is not going to be so profitable so there is a certain money required from the government to de-risk their effort. I would say certainly it is below 50 percent of the pilot program and everybody put together -- the other agencies can bring that thing because it then makes it free of government-control. If government investment is 50 percent or more then it is practically government property that’s what our rule book says. So, thing like a pilot plant or test bench we should stick to less than 50 percent of government for this reason. Further this provides companies’ ability to run the management partly maybe and then the government can support such joint ventures. That is one way. The other way is there are directed research programs that we will take complete ownership of and we will try to fund it as much as we can but there too it depends on what kind of projects. It may not be good if the government funds all of it because then nobody would want to have it. There has to be stake and ownership, there also the government would support more of the directed research, then if there are collaboration abroad then that also is a major government responsibility, test benches could be provided by the government – so these are the broad things. However, the main things is not the funding mechanism, it how the fund would be administered. There we are making a big difference; we have never tried it so far. What we’re seeing

is DST will not manage it directly, we will try to create a hub from among the participants and we’d ask them to manage it. Create a board, take ownership, have formal structure, manage the show, and if there is an audit they need to manage that as well. We want to give that freedom and flexibility, in that sense what we want to say is that there could an energy storage hub – all of energy storage research activity could be administered centrally by some place, some organization, which would issue calls, evaluate proposals, and give out money and it also holds members/ companies who’d contribute money be able to absorb it, to be able to give small subcontracts to smaller companies or startups. All that the hub should do, it’s a new structure that we all want to create, we don’t have much precedence but we hope that we can create one for energy storage which will include also include super capacitators, batteries among other things. Another hub would be for motor and motors and drive research which includes a magnet producing facility. Third would be for power electronics and control and among these the first two look very promising.

Q: We have seen that governmentindustry partnership work well in U.S., Japan and Korea and as you said in India we haven’t seen too many success stories of G-I partnership with applied R&D while there are so what can we learn from past experience and in your view what role can groups like IESA can play to facilitate this initiative further? A: The organized collaboration of industry and academia is not all that common even in the western countries, most of it happen as individual efforts by individual companies and labs but the culture of collaborative work came from Japan.

There must have been a thousand of projects that MeitY funded and the Japanese competitiveness became so strong that the U.S. started to follow the consortium process. They implemented it for 10 years or more. The Koreans have consortium program as well. Now these are implemented as per their culture say Japanese industry there are many small industries, so they all get together, like the Hyundai or the Toyota; they don’t kind of cross supply. In fact, the consortium will also have a bank embedded. We don’t have that culture. I think in India, we still don’t know what will work, but our expectation from DST is that an agreement is not enough. People tend to forget what was written in the agreement and then it becomes a problem. So, more of a formal structure, a joint venture company we’re exploring to hold all these people together in a program. So, one major project, if there is a large project let’s say a large battery project we’d like to do. There must be 20/30 vehicles packed with these batteries coming out finally. There’ll be component companies, research labs, they all could form a company this is what we’re hoping. We still don’t know how they will all respond but from the government-side we’re hoping they could form a jointventure company, may be a specific R&D company which is not allowed to get into production because that becomes a different issue. That becomes a cartel. We’re only talking about joint development, after that people take their technology and go their way. So, during the phase of development, they should be able to sit in a company structure and may be after five/ten years they can dissolve the company or continues. As far as the role of IESA, IESA can help us form such a company where you yourself are a partner to manage that program.

GROW YOUR NETWORK ADVERTISE IN ETN Contact: Ashok Thakur - M: +91 9819944543 E: athakur@ces-ltd.com | January-February 2020

IESA

India Energy Storage Alliance

YOUR GATEWAY TO INDIA'S ENERGY STORAGE, EV AND MICROGRIDS MARKET Join IESA to gain insights and access to one of the fastest growing energy storage, microgrid and EV markets.

India Energy Storage Alliance (IESA) Customized Energy Solutions Pvt. Ltd. Office: A-501, G-O Square, Aundh-Hinjewadi Link Road, Wakad, Pune-411057. INDIA Email: contact@indiaesa.info Phone: 91-9699719818

INSIDE TECHNOLOGY

Cell Manufacturing in India: challenges and opportunities Is India doing enough to encourage domestic manufacturing of advanced battery technologies? Through conversations with many Indian industries who are active or planning to play an active role in this space, it was found that there are many widespread apprehensions. This article intends to list and present viewpoints, keeping in mind the growth of the cell manufacturing industry in other parts of the world. The world is undergoing a massive transformation in one of the most key aspects governing our lives - Energy. The generation, availability, and use of energy supports all dimensions of our existence. Food production, processing and delivery, infrastructure development, clothing industry, transportation, healthcare and any other activity crucial for our sustenance depends on energy. Over time we have become used to depending on fossil fuels for providing us this key ingredient which supports our society. It is this core enabler which is undergoing transition. India has shown its commitment to this transition by scaling up deployment and long-term ambitions in renewable energy. Itâ&#x20AC;&#x2122;s important to understand that using renewable energy sources not only reduces our carbon footprint, but it is also minimizes our dependence on imported sources of energy, which are a huge drain on our foreign reserves. A chief enabler for making all this happen is energy storage or batteries. Seeing the imminent demand, it is no surprise that globally the battery industry is swiftly moving towards scaling up their manufacturing capability. A significant portion of research funding is being directed towards development and commercialization of advanced battery technologies through various government sponsored programs.

The question to ask here is whether India is doing enough to stay relevant in this competition and hopefully play a leadership role. Evolving technology landscape and effect of changing chemistries on existing manufacturing facilities Li-ion batteries are well adapted for EV applications due to their high energy density. Emerging chemistries are moving towards high nickel and reduced cobalt content due to limitations in cobalt availability and price volatility. Next generation of Li-ion batteries will have solid electrolytes which will permit the use of lithium metal as the anode leading to approximately 25-30 percent improvement in energy density at cell level. One of the main concerns among industry players is whether new emerging chemistries in this space

will cause existing manufacturing facilities to become redundant. Such apprehension is a direct sideeffect of the immense flood of news articles promising new technologies with â&#x20AC;&#x2DC;superbâ&#x20AC;&#x2122; performance. This is, however, highly misleading for two main reasons. Firstly, it takes at least 8-10 years for results shown in lab-prototypes to translate to commercial prototypes, in the best case. It takes another 3-5 years at least to increase scale of manufacturing to reach reasonable costs. Secondly, the manufacturing process of Li-ion cells is largely invariant across chemistries. This means that the evolving landscape of new materials does not necessarily pose any threat of obsolescence to the existing cell manufacturing facilities, as the facilities can be tweaked to

Typical layout of a 1 GWh Li-Ion cell manufacturing plant

| January-February 2020

adapt to new chemistries. These findings have been confirmed via detailed interactions with many cell manufacturing companies globally. The intermittent chemistries between lithium ion and solid state are developed with intention of using the existing manufacturing lines with minimal tweaks. Hence, the transactional stage between two technologies will be smooth for the battery industry as a whole.

Ensuring robust supply chain of raw materials for giga factories and indigenization of manufacturing of cell components: do we have the raw materials?

Li-ion battery production in giga factories is supported by a large and complex supply chain of the essential raw materials. Global and India statistics of production of key raw materials are presented in this study. For the ores for which there are existing reserves in India (Mn,

Ni, Cu and Al), an attempt should be made to produce high value battery components which can be used by local and international cell manufacturing companies. These key components are MnSO4, NiSO4, copper foil current collector and aluminum foil current collector. If such high value components are produced in India, the global manufacturing industry can be targeted, which would largely boost exports. In case of graphite, existing reserves should be evaluated for large flake graphite content which is directly used as anode material. Synthetic graphite produced from coke is finding increased use as an alternative anode material. Even if reserves are inadequate, facilities for processing ore and producing a high value product for Li-ion batteries can be set up locally. Use of silicon as an additive has increased in anode materials. Local production of silicon can also benefit cell manufacturing. For other raw materials (Co, Li) for which there are no existing reserves

in India, adequate arrangements for procuring ores or concentrates from other countries should be made. Localized processing of lithium concentrates is beneficial to the battery industry from a reliability and purity perspective. Purity of lithium raw material such as Li2CO3 and LiOH is crucial for achieving long cycle life. It must be understood that having reserves is only one component of the value chain. After mining of ores, there are several other steps such as concentration of ore, refining, purification and synthesis of active anode and cathode materials, which can all be domestically done even in the absence of reserves.

Can India play a leading role in development of next generation technologies? Recommendations for strengthening feedback mechanism between industry and R&D community.

January-February 2020 |

Keeping an eye on electric vehicle and renewable energy penetration in near future, batteries will get significant attention among researchers, manufacturers and application developers. Many of the Indian researchers are actively working on advanced battery technologies. There are however, some major gaps in facilities, which need to be addressed immediately to foster an active collaborative engagement between industry and academia. • C o m m e r c i a l p r o t o t y p i n g centres within universities (pilot plant for cell fabrication) Selected institutes should be equipped with facilities for commercial prototyping and testing to demonstrate performance of new developed materials in commercial size cells (TRL = 5). These types of demonstrations are key to attracting the interest of the industry, which can then take the technology further. • Technology incubators and field testing centers Field testing centers should be established where real application testing of commercial prototypes (TRL= 5-6) can be evaluated. Such centers can serve as a good meeting point for technology developers and potential manufacturing

partners. Technology incubators are a good medium for grooming PhD and postdoctoral researchers in the commercialization process of technologies. The translation of technological inventions in institutions (TRL = 2-4) to commercial prototyping (TRL = 5-6) is one of the main objectives of technology incubators. • Skill development programs and knowledge sharing on energy storage and EV Institutions or private companies should conduct capacity building training programs and provide current market trend on different technologies and different policies/ guidelines.

Batteries will generate lot of waste and India is not equipped to handle this. How should the environmental impact be addressed?

This should be seen as a tremendous opportunity rather than a roadblock. The global recycling industry for Li-ion is in a nascent stage and will be massively scaled up in the next few years. If the Indian industry steps up initiatives

in this direction, it could lead the way for the world, while structuring an industry that could be a very large employer. A living example of a robust recycling system is that of lead acid batteries where 96 pwecent of batteries are recycled. Development of a plan for recycling of Li-ion battery should be put underway alongside establishment of giga factories. Used batteries will be a huge source of several important raw materials (several 100 to 1000 tons per GWh). These could be used for battery applications or in other industries such as steel and alloy making and in chemical industries. The world is witnessing a complete transformation of how we obtain our required energy and the countries which are leading this transformation are bound to benefit from it. Being a tropical country, India has an immense potential for renewable energy generation. It is up to us to realize this and begin to work in the direction of developing the necessary advanced storage technologies, which would allow us to benefit from this resource. So how long before India finally takes the plunge?

[This article is extracted from the report ‘State of EV Battery Technology R&D and Manufacturing in India’, That has been jointly prepared by Customized Energy Solutions (CES) and the World Resources Institute (WRI). The authors of this report are Dr Satyajit Phadke, Harsh Thacker, and Dr Rahul Walawalkar] | January-February 2020

BOOK REVIEW

EVs through history: an American account Dr Tanmay Sarkar Senior Consultant-R&D CES

Kerry Segrave’s ‘The Electric Car in America, 1890-1922’, presents a vivid account of the EV evolution in pre-war America, and the sociocultural responses it elicited back in the days. In the book, cultural historian Kerry Segrave takes us to an era when the EV was just introduced in America. He provides a glowing socio-historical account and cultural interpretations of the generation with the introduction of the new electric mode of transportation. The book examines different information published in the newspaper and magazines related to different type of EVs and gasoline vehicles. It provides rich details about EVs and the public perspective on the newly launched vehicles. The author traces the introduction of EVs, steam engine vehicles, and gasoline-based vehicles through time and how it changed human societies. Chronological documentation of the American automotive industry gives

Image credit: Hemmings.com

the reader an idea about the thriving new technology, socio-economic scenario, and people’s view. The clean, combustion-free, noiseless and mechanically simple electric car seemed poised in 1900, and was believed to be a gamechanger in the automotive industry. People liked the idea that an electric car could be started instantly from the driver's seat and that provided an added advantage over other manually cranked machines. The book takes the reader on a journey of the EV: Pre-1895, 1895-1900, electrics show great promise, 19011913, gasoline cars advance, electrics stagnate, 1914-1922, end times for electrics. The book encompasses in-depth research on EVs and serves as a repository of articles and texts, and skilfully documents different advertisements and photographs published at that time. The hope and confidence in EVs seemed to die-down in the early 1900s and subsequently, just two decades later, electric cars were effectively dead. As per the details provided by the book, EVs remained expensive whereas dramatic price reduction took place for gasoline cars. One of the major problems associated with EVs was the battery storage technology. The author refers to a quote published in a publication then - “The fact that most of the battery problems were never sorted out was the single most important factor that led to the death of the electric by 1920s.” Thomas Edison, popularly known as the ‘Wizard of Menlo Park’, failed despite several years of study on developing an improved EV battery. Although very few automakers continued EV production until late 1920s the EVs could not compete with the growing prominence of gasoline cars. According to one local battery expert in Texas in 1915, the vehicle owners had no idea of the long time it takes to recharge a battery. “Owner was usually in a hurry and wanted to get his battery back as quickly as possible, when as a matter of fact, he was required to leave it at the charging

station for at least two days.” If the battery man at the station gave in and let the owner take his machine after it had been charging ‘only a few hours’ it would seem to run all right at the beginning but would quickly go dead again. Author also mentioned that the electric car of 1922 has very low range about 80 to 100 km on a single charge, which is one of the major reasons why EVs failed to take off. The book also mentions the several annual automobile shows that were held in different cities across America, with description of the different products showcased at these events. But what was most interesting to read was about the advertising campaigns that pushed people to buy EVs. However, the increasingly frantic public relations campaign of lies and illusive advertising could not improve sales. In fact, it resulted in the wrong representation of EVs and hindered their large-scale production. The book also touches upon the pricing of the EVs and their performance, curated from various news articles published at that time. The price of electric cars was in the range of $2000 to $2500 in the year 1922. It is interesting to note that in those time s the electric cars were maintained for $40 per month, including pickup and delivery. People’s perception of automobiles in that era and its sociocultural bearing, makes for intriguing reading. Many believed that the automobiles were specifically for the wealthy classes, and between 1901-1913, EV firmly came to be associated with women and was peddled as a ‘women’s car’. Overall, the book provides an engrossing account of the birth of EVs in America, and makes for an enjoyable read for both, electric vehicle enthusiasts and experts. Understanding the EV’s history and its social response in a bygone era, might help us apprehend the current EV scenario; not only have the times changed but also the need and social perception.

January-February 2020 |

EVENT REPORT

ELECRAMA 2020 dazzles to an electrifying start Over 1300 exhibitors showcase innovations powering the world 18th January 2020, Greater Noida At the threshold of the new decade, world’s biggest electricity exhibition – Elecrama 2020 – dazzled with an electrifying launch and a grand opening at the India Expo Centre, Greater Noida. The flagship initiative of the Indian Electrical & Electronic Manufactures Association (IEEMA), the apex electrical industry body, Elecrama 2020 will have the largest public showcase yet of industry innovations by over 1370 exhibitors from India and abroad from January 18th to 22nd 2020. The event was graced by Shri Prakash Javadekar, Union Minister of Heavy Industries and Public Enterprises; Shri R. K. Singh, Union Minister of State (IC) Power, New & Renewable Energy; Shri Satish Mahana, Minister of Industrial Development, Govt of UP, along with Mr. R K Chugh, President, IEEMA; Mr. Anil Saboo, Chairman, ELECRAMA 2020 and several other dignitaries. Welcoming everyone to the 14th edition of Elecrama 2020 Mr. R K Chugh, President, IEEMA

said “IEEMA cuts across verticals in electrical and electronic and it comprises of 55% capital goods and $42 billion of top-line products in the country. We support the vision of Government’s $5 trillion economy and we aim that our top-line should reach the target of $1 billion by 2024-25. Towards the same, we are focusing on upgrading skills with the view of complete reskilling of workforce and incorporating technological advancements, such as AI and IoT, into various segments. These are the hallmark of Elecrama 2020.” Explaining how Elecrama has grown over the years, Mr. Anil Saboo, Chairman, Elecrama 2020, said “Energy is prosperity. The journey of from 1990 to 2020 is exponential as the exhibition has expanded from 9000 to over 1.10 Lakh sq. meter. Also exhibitors grew from 100 to over 1370 in 2020. Elecrama has been a matchless platform to Indian electrical industry to increase horizon worldwide.” Expressing his views, Shri Prakash Javadekar, Union Minister of Heavy Industries and Public Enterprises, said, “Elecrama

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2020 is a great opportunity for exchange of ideas and learning. We understand that the industry’s cause should translate to a societal cause. We look forward to the industry’s recommendations for nation development” Shri R. K. Singh, Union Minister of State (IC) Power, New & Renewable Energy, added, “India is a sunrise country and we are the sunrise, despite all the hiccups India is the fastest growing large economies. India has achieved 367 GW installed power generating capacity. We have connected India to one unified grid, the largest in the world, and we are still adding to the capacity.” Welcoming Elecrama 2020 to the state, Minister of Industrial Development, Govt of UP, Shri Satish Mahana said, “In last 2 years we gave 1.2 Cr. new connections in the state. The state government has a target to add 2000 MW of solar energy every year. The UP Government is looking forward to strengthen its bond with the industry. We warmly welcome the industry to invest in the largest state of India.”

65 Over 300 International and 1000 Indian exhibitors are showcasing a myriad of technological innovations covering the complete electricity ecosystem from generation, transmission, distribution, power electronics, renewables, e-mobility, automation, and power storage. The five day congregation will also see national and international industry experts and policy makers deliberate upon industry challenges, innovations, and business models through a series of leadership summits and meetings. Also, the premier showcase event will host world’s largest confluence of power transmission and distribution community at the 5th Reverse Buyers Sellers Meet and Domestic Buyers Sellers Meet. Since its first edition in 1990, Elecrama 2020 will exclusively focus for the first time on the role of women in the industry, building stronger electrical systems for homes, offices, and industries, and discuss the way forward for complete electrification of railways. Digital technologies, IoT and AI powered electrical systems, and other smart-tech solutions are being showcased at the event. Completing 30 years of being the only industry platform of the kind, Elecrama 2020 is supported by the Ministry of New and Renewable Energy, Ministry of Power, Ministry of Heavy Industries and Public Enterprises, and Ministry of Micro, Small and Medium Enterprises. While Uttar Pradesh is the host state partner, Germany is the country partner to the 14th edition of the initiative.

• Organized by the Indian Electrical & Electronic Manufactures Association (IEEMA), the Biennial Electronics Congregation is the biggest showcase of electrical and electronic innovations, with exhibitors from 60 and participants from 120 countries. • Elecrama 2020 will have a strong focus on renewable energy, next generation technologies, automation, digital solutions, and buyers and sellers meets. • Encouraging women in power sector, building electrical systems for safer indoor spaces and electrification of railways are key highlights of this year’s edition.

January-February 2020 |

COMPANY & ADVERTISER INDEX / IMPRINT

ACMA 24 Acme CleanTech Solutions 20 Actis 20 Adani Green 16 Airbus 28 Amazon India 13 Ampaire 27,28 Ather Energy 12,42 Azure Power 16 Bajaj Auto 12, 14 BMW 30,34 Boeing 28 Bridgestone India Pvt Ltd 23 Brookfield 20 Delta Electronics 16 Dept. of Science and Technology 56 DHL 28 DPD 28 Elecrama 2020 53 ElectroAero 29 Emflux Motors 36 Ford 33,34 Fortum India 50 Google 28 Grinntech Motors 54 Harbour Air 28 Indian Electrical & Electronic Manufacturers Association (IEEMA) 53 JBM Group 25 JD.com 28

Kinetic Group

Lohia Auto Industries

Book Review

IESA

Bry Air (Asia) Pvt Ltd CES Podcast

63 3 55

magniX 28 Mahindra & Mahindra

MG Motor India

Mokulele Airline

NASA 29 NITI Aayog

NV Energy

Okinawa Autotech Pvt Ltd

Olectra Greentech

Pepsico 20 ReNew Power

Rolls Royce

ScientificAerospace 29 Society of Indian Automobile Manufacturers (SIAM)

Society of Manufactureres of Electric Vehicles (SMEV)

Sony 18 Suzuki JV

Tata Motors

11,13

Tata Solar Power

Tesla 27,33,34,38 Tork Motors

Torqeedo 30 Toyota Kirloskar Motor

TVS Motor Company

UPS 28 15, 45

IESA Advantage

IESA

59, 67

Delta 2

IESA-Market Overview Report

15, 19

ETN 47

Ross Process Equipments Pvt Ltd

ETN-Subscription Form

TRUMPF India Pvt Ltd

IESA

India Energy Storage Alliance

Chief Editor and General Manager Publications: Ashok Thakur Consulting Editor: Nishtha Gupta-Vaghela Consulting Editor: PK Chatterjee (PK)

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EMERGING TECHNOLOGY NEWS

Articles inside

ELECRAMA 2020 Dazzles to an Electrifying Start

Embracing E-mobility: Q&A with Sajid Mubashir, Scientist G, Dept. of Science and Technology

EVs through history: an American account

Solving India’s energy storage challenges one innovation at a time

Making EVs inevitable in New Delhi

Electric Cars in the New Decade

Trends and outlook for charging infrastructure in India

2010-2019: the decade of energy transition

Moving the world with next-gen tech

A brief overview of electric vehicle competitions

The future of mobility is electric and connected

A Primer on Integrated Electric Powertrains