NATIONAL INSTITUTE OF TECHNOLOGY

ANDHRA PRADESH
DEPARTMENT OF ELECTRICAL ENGINEERING

Techno-economical assessment on
energy conversion methods for
charging infrastructure for electric
vehicles

UNDER THE GUIDANCE OF

Dr. V. SANDEEP
Head of the department Electrical Engineering

BY:

K.SWATHI 511627
K.NAGA PHANINDHRA 511634
P.ABHINAYA SOWDHAMINI 511643

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Abstract:- This paper deal with the techno-economical assessment on
energy conversion methods for charging of the electric vehicle(EV) by
conventional ac grid and through renewable energy source (solar energy)
and give out the efficient topology . The performance of Electric Vehicle
is largely dependent on effective power flow within its power conversion
system. The design and control of power conversion system for EV
which mainly comprises of dc-dc converter and three phase inverter.
Several issues related to the prospected fast growth of the circulating
Electric Vehicles are analyzed. The environmental and economical topics
are investigated first. Several ways for on board charge management are
reviewed and they were compared on the basis of efficiency,
environmental impact and charging time. Cost of fossil fuels and
environmental impacts of emissions are the main driving factors behind
this growing trend. Nevertheless, advancements in battery technologies
are the key enablers for the widespread application of electric
alternatives in a more realistic manner.

1.Introduction

High degree of efficiency than IC engines, robustness, less maintenance,

quiet operation and zero harmful emissions of greenhouse gases are the
leads of EV causing IC engine vehicles to be replaced by EV. Electrical
energy is stored in a rechargeable battery and UC to feed required power
and energy to the EV with the help of controlled power electronic
converters as shown in Fig. 1.

Fig. 1. Block diagram of the power conversion system for EV

Lithium-Ion (Li-ion) batteries and Nickel-Metal Hydride (Ni-MH)

batteries are widely used in EVs. HESS comprising of battery and UC
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feeding a dual input bidirectional dc-dc converter controls the power
flow as per the control signals from the accelerator and brake pedals in
both discharging (traction) mode and charging (regenerative braking)
mode of operation.
The photovoltaic panels for charging batteries of solar powered electric
vehicles. It introduces a new charging technique that harnesses the
maximum power from the photovoltaic panels and simultaneously shares
the energy with the other vehicles and the charging station (or the hub).
This ensures that even if the battery of the vehicle is fully charged, the
energy generated by its panel is still utilized. The excess energy can be
sent back to the grid or used locally as per the requirement. Power from
the grid is taken by the system during night time since there is no
sunlight. The battery of the vehicles and that of the hub is fully charged
using power from the grid at night. Since the load demand of the grid is
lower at night than during day time, no shortage of power is faced
ideally. In cases when power from the solar panels of the hub and
vehicles is not sufficient, power is taken from the grid to make sure that
power is always available.

2.Energy efficiency in both routes

A. Technical Background

Currently due to advance technologies the electric vehicles can be

charged either on grid nor separate renewable energy resource.
Otherwise they have their own solar panel and are used for short
distances. Charging from the grid produces an extra load on the
generation of electricity whereas, renewable sources are unreliable .Only
a solar panel on the vehicle is not sufficient to power it entirely. Vehicle-
to-Grid technology has been successful in using electric vehicles for
storing excess energy from the grid during off-peak load demand time
and providing energy during peak demand time.

B. Proposed Solution

The proposed system utilizes both the grid as well as the energy from
photovoltaic panels. The vehicles have their own PV panels. The
batteries are charged using both solar power and the energy from the grid
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which is utilized as the last resort and during off-peak times. The system
also facilitates power transfer between vehicles without other energy
sources. Hence, it is greener as well as reliable. It also employs
Maximum Power Point Tracking (MPPT) for enhanced efficiency.

Fig2.High efficiency power management in EV’s

We can see the Fig2. Will illustrate the high efficiency in power
management in electric vehicles. The main power sources are battery
banks. DC/DC converters are used to regulate the voltage at the common
DC bus. High energy efficiency, high range per charge and good
dynamic response are the main requirements of an EV which can be
attained by using energy sources with high power density, high energy
density and by appropriate power management.

C. TECHNO-ECONOMIC ANALYSIS

Feasibility of EV relative to other vehicles are dependent on the vehicles

considered; especially when comparing against ICEVs which literally
have thousands of possible models to choose from, with different
performances and prices.

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 Fig.3 A techno-economic advancement of EV .

D. Energy Conversion

Physically in the converting the alternating currents (AC) power to

direct current (DC) power involves several steps and a device called
a rectifier. Depending upon the type of alternating current supplied and
the arrangements of the rectifier circuit and the output voltage may
required additional smoothing to produce a uniform steady voltage.
Many applications of the rectifiers, such as power supplies for the radio,
television and the computer equipment which requires a steady constant
DC voltage.

Fig.4 Three phase ac to dc conveter.

 A solar power will charge the electric car just as it gives supplies to the
home appliances. Even a small solar panel array with only 10 solar panel
can provide enough power to charge your vehicle's battery. It is easy to
find an option that generates enough electricity to power your home
today and can charge your electric car in the future. 

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 Fig.5 System design for a solar powered EV charging

2.Input resources availability

A.Coal availability

Steam coal which is also known as thermal coal, is used in the power
stations to produce electricity. Initially Coal is fine powder, which
improves the surface area and allows it to burn rapidly. In this pulverised
coal combustion (PCC) systems, the powdered coal is blown into the
combustion chamber which is a boiler where it is burnt at high
temperature. The hot gases and heat energy produced converts the water
in tubes lining in the boiler into steam. The high pressure steam is passed
into a turbine containing thousands of propeller which are like blades.
The steam pushes the blades and causing the turbine shaft to rotate at a
high speed and the generator is mounted at the one end of the turbine
shaft and consists of carefully wound wire coils. Electricity is generated
when these are rapidly rotated in an strong magnetic field. After it
passing through the turbine, the steam is condensed and returned into the
boiler to be heated one more time.
Distribution of coal reserves by each state in India:
The following table shows an approximately estimated coal reserves in
Indian states as on 31st March 2018.

Coal Reserves
State Type of Coalfield
(in billion metric tonnes)

Jharkhand 83.15 Gondwana

Odisha 79.30 Gondwana

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 Coal Reserves
State Type of Coalfield
(in billion metric tonnes)

Chhattisgarh 57.21 Gondwana

West Bengal 31.67 Gondwana

Madhya Pradesh 27.99 Gondwana

Telangana 21.70 Gondwana

Maharashtra 12.30 Gondwana

Andhra Pradesh 1.58 Gondwana

Bihar 1.37 Gondwana

Uttar Pradesh 1.06 Gondwana

Meghalaya 0.58 Tertiary

Assam 0.53 Tertiary

Nagaland 0.41 Tertiary

Sikkim 0.10 Gondwana

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 Coal Reserves
State Type of Coalfield
(in billion metric tonnes)

Arunachal
0.09 Tertiary
Pradesh

India 319.04

Coal is being transport to the more than 600 coal burning power plant
sites in the nation is especially important. The Coal India Limited (CIL),
which provides about 85 % India’s domestic production of coal and it is
the world’s largest coal mining company. Coal is central to India’s
political economy system. The central government owns about 3 quarters
of CIL, which generates the revenue to the treasury through dividend
payments and taxes on coal production. CIL contributes significantly in
the tax revenue and employment in these areas. Indian Railways
transports the bulk of domestic coal and they charge for coal transport to
subsidize passenger transport. For power plants which are located far
from mines, the coal is transported often by the largest component of
their coal reserves.
To decrease the pollution and greenhouse gas effect in India and also to
improving the efficiency of the coal fired the power system in a more
realistic goal rather than wishing it away entirely. The inefficiency and
rigidness built into the Indian power system make such an optimization
very difficult. Such rigidity removes the market incentive to develop
flexible power generation to complement the renewable energy system.
Good efficient coal fired in the power plants are not dispatched yet,
because they lack PPA’s and because they are located away from coal
mines, this means that higher transportation cost makes their power more
expensive than less efficient plants located nearer to the mines.
Moreover, a system where the distribution companies lose money
prevents needed investment in more efficient power distribution and
smarter grids. In the long run period, a holistic approach to India’s power
system could result in greater efficiency and reducing the greenhouse gas

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emissions. Hence, getting the incentives right for such a transition will be
a political challenge.

B. Solar energy/power availability

Solar power in India is a rapid developing sector. The country's solar

installed capacity hits 34.404 GW as of the 29th February 2020. India
has the lowest capital cost per MW across globally to install solar power
plants station. Rooftop solar power accounts for 2.1 GW, out of which
70% is industrial and commercial. In addition to its large scale grid
connected solar photovoltaic cells(PV) initiative, India is developing off
grid solar power for local energy requirement.
There will be around 300 clear and sunny days in an year, the calculate
solar energy incidence on India's land area is about 5000 trillion kilowatt
hour (kWh) per year (or 5 EWh/yr). The solar energy available in a
single year will exceeds the possible energy output as compares with the
fossil fuel energy reserves in India. The daily solar power plant
generation capacity on an average in India is about 0.20 kWh per m2 of
used land area capacity operating hours in an year with existing,
commercially proven technology.

Fig.6 India Quarterly Solar energy generation.

On rainy or cloudy days, photovoltaic panel (PV) can produce anywhere

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between 10-25% of their optimal capacity. The exact amount will vary
depending on how dark and heavy the rain and cloud cover is. But
rain can help the performance of your solar panels by washing away any
dirt, dust or pollen are very helpful. Solar power production may be
reduced but will not come to an halt. Although the reflected light is less
intense than the direct sunlight, it still helps your photovoltaic system to
generate electricity. Proper positioning of this solar panels ensures that it
will absorb as much as energy possible. Check if there are any trees or
buildings blocking the sun light rays from reaching your solar panel.
There should be no shadow anywhere on the panels. They would
generate the electricity during cloudy days. 

Fig.7 Solar power generation in different weather conditions.

Solar panels do produce electricity in cloudy weather condition. They

produce 25% of what they produce on a sunny day, or 10% when it’s
very cloudy day. This claim is not true. Solar panels can still can produce
10-20% of their typical output during the cloudy days. This amount is
much lesser than the periods of direct sunlight, but it is not same. We
may assume that the solar panels thrive in hot condition, sunny weather,
but too much heat can actually reduce solar panel output 10-25%. So,
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very hot weather is not the best condition for them. This is why a solar
power system might be more effective in San Francisco than in much
hotter Las Vegas, even though Vegas has more sunny days and hot
climate. San Francisco city is commonly known for its foggy day with its
cool weather condition, so it might be easy to assume that solar power
wouldn’t do well there. Rooftop solar power systems in San Francisco
function very well. The direct sunlight is reduced by the fog and clouds,
but the solar panels works better in cooler temperatures, so the electricity
output in San Francisco is still significant. 

Fig.8 Solar energy generation across Indian states.

Solar power generation in India is a rapid developing sector. The total

installed solar capacity was 34.404 GW as of 29th February 2020. By the
end of the September 2019, India has installed more than 82,580 MW of
renewable energy with an capacity nearly 31,150 MW of capacity. The
EV charging process with residential solar will grows.

Economics of power generation:

Calculation of cost per unit (kwh) of production electrical energy
is known as economics of power generation.

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The Central Electricity Regulatory Commission (CERC) decides
the tariff for the generation of electricity by all power stations.

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 Calculation of Tariff is done on the basis of amount of capacity
charge (fixed cost) and energy charge (variable cost). capacity
charge on which the tariff depends are interest on working capital,
interest on capital loan, cost of secondary oil, depreciation, return
on equity, operation & maintenance cost. energy charge on which
the tariff depends are secondary fuel oil consumption, primary fuel
costs, and auxiliary energy consumption. Classification of Tariffs
are Nominal, Discount and Levelized tariff. Calculation of Tariff
for 660 MW thermal power plants is

calculations of Power Tariff

Tariff for generation of power by various power stations is done
on the basis of
Capacity charge or fixed cost
Energy charge or variable cost

Components of Capacity Charges/ Fixed Charge:

Component of FY 2009-2014
Capacity Charges/
fixed cost
a Return on Equity 15.50%

b Interest on Capital As per actual

Loan
c Depreciation 5.28%

d Interest on Basis of the

Working Capital normative
parameters
e Operation Basis of the
normative
& maintenance parameters
cost
f Cost of Basis of the
Secondary Oil normative
parameters

Return on Equity (RoE)

(a)
As per the Electricity Act 2003, the CERC has specified a Pre-Tax
RoE of 15.5% in March 2004
(b) Interest on capital loan

The CERC has given a debt-equity ratio of 70:30 for the capital cost
of a project. Interest on debt funds is recovered as part of the tariff.

(c) Depreciation

The CERC has increased the amount of the depreciation rate to 5.28%
for most of the components of the project

(d) Interest on Working Capital

Components 2009-14
1 Coal Stock One and half
Months for Pit
Head
2 Months for
Non-Pit Head
2 Secondary Fuel Oil 2 Months
Stock
3 Maintenance 20% of O&M
Spares Costs
– Coal Based
30% of O&M
Costs
– Gas Based
4 Sales Receivables 2 Months
5 O&M expenses 1 Month

Operation & Maintenance Costs involved (O&M)

Rs 200/210 300/33 500 600
/2
Lakh/ 50 MW 0/350 MW MW
M
W MW and
Abo
v
e
2009- 18.20 16.00 13.0 11.7
10 0 0
2010- 19.24 16.92 13.7 12.3
11 5 7
2011- 20.34 17.88 14.5 13.0
12 3 8
2012- 21.51 18.91 15.3 13.8
13 6 2
2013- 22.74 19.99 16.2 14.6
14 4 2
(f)Cost of Secondary Fuel Oil
The CERC has also taken the account of the cost of secondary fuel oil.

Recovery of Primary fuel costs

Norms for 2009-14

Operations
1 Plant Availability 85%
Factor
2 Gross Station Heat
Rate
For existing Stations
200/210/250 MW Sets 2500
500 MW and above 2425
3 Secondary Fuel Oil
Consumption
Coal Based 1.0 ml/Kwh
4 Auxiliary Energy
Consumption
200 MW Series 9.0%/8.5
%
500 MW 6.5%/6.0
Series(Steam %
driven BFP)
500 MW Series(power 9.0%/8.5
driven BFP) %
Auxiliary energy consumption
The amount of energy consumed by auxiliary equipment at the
generation station, and losses of transformer at the generating station, is
the percentage of the sum of energy generated at the terminals of the
generator of all the units at the generation station.
Gross calorific value
The heat produced in kcal by complete combustion of one kilogram of
one litre of liquid fuel or solid fuel or one standard cubic meter of
gaseous fuel,is defined as gross calorific value.
Gross station heat rate
The heat energy input in kcal required to generate one kWh of
electrical energy at terminals of the generator at the thermal power
station.
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Infirm power
Electricity injected into the grid before in hand to the commercial
operation of a block or unit at the generation station.

Installed capacity
The sum of the capacities on the nameplate of all the units at the
generation station or the capacity of the generation station .

Operation and maintenance expenses

The expenditure incurred on operation and maintenance of the
project, and also includes the expenditure on spares, consumables,
overheads , repairs, insurance and manpower.

Tariffs:

 Nominal tariff
 Discount Tariff
 Levelized Tariff

Nominal Tariff:
The tariff that is calculated for every year (fixed cost + variable cost)
Discount Tariff:
The tariff that is calculated at present value of the future tariffs. It is done
by discounting future tariffs by discount rate
Discount tariff = Discount factor x Nominal tariff
Levelized tariff:
The tariff calculated for all years. This is the tariff that represents the
tariffs throughout the plant life. It is “Weighted Mean” of all tariffs with
weights as discounting factors.

Calculation of Tariff for a 660 MW Thermal Power Plant are given

below
 Sr.N Particulars Normative
o Parameters
1 Plant Capacity 660MW
2 Capital cost 6 Cr/MW
3 Debt equity ratio 70:30
4 Return on equity 15.50%
5 Interest on loan 10%
6 Working 396Cr
capital(10%
of capital cost)
7 Interest on 10%
Working
capital
8 Rate of 5.28%
Depreciation
9 O&M cost 14.62%
10 Plant Load Factor 85%
11 Plant Availability 85%
Factor
12 Specific Oil 1ml/kwh
Consumption
13 Price of Oil Rs. 35000/kl
14 Gross Calorific 10000kcal/l
value
of Oil
15 Station Heat Rate 2425kcal/kg
16 Cost of Coal Rs.
2000/tonnes
17 Auxiliary Power 6.5%
Consumption
18 Plant Life 25 yrs
19 Gross Calorific 3800kcal/kg
value
of Coal

Calculations:

Fixed Cost calculation:

Return on equity
Capital cost = 660MW x 6Cr./MW
= Rs. 3960 Cr.
Debt/Equity ratio = 70:30
Hence Equity = 3960x 0.30
= Rs. 1188 Cr.
Debt = 3960 x 0.70
= Rs. 2772 Cr.
Return on equity =15.50x1188/100

= Rs.184.14 Cr x
 Interest on loan:
10% of debt. = 0.1x2772
= Rs. 277.2
Interest on working capital:
10% of WC = 0.1x396 that is (10% of total cost)

= Rs. 39.6 Cr

Depreciation:
5.28% of capital cost =5.28x3960/100
=Rs. 209.088 Cr
O&M cost:
O & M cost = Rs.15.62 lakh/MW
For 660 MW = 15.62x660
= Rs. 103.09Cr

Total fixed cost

= 1 + 2+ 3+ 4+ 5
= 184.14 + 277.2 + 39.6 +209.088 + 103.09
= Rs. 813.118 Cr
Total power generation
= 660x365x24x0.85x1000/1000000
=4914.36MUnits
Hence fixed cost per unit=813.118Cr/4914.36MU
= Rs. 1.65/ unit

Variable cost
Calculation of variable cost:
i) specific oil consumption=1ml/kwh
ii) Cost of oil consumption = Cost of Oil/litre x Specific Oil consumption

=1ml/kwh x35000/1000
= Rs. 0.035/ kWh
ii) Heat contribution of oil = Specifxic Oil consumption x Gross calorific
 value of Oil
= 10,000 x 1ml/kWh
= 10 kcal/kWh

iii) Station Heat Rate= Heat contribution of coal+ Heat contribution of Oil

Hence Heat contribution of Coal = ( the Station Heat Rate –the Heat
contribution of the Oil)
= 2425-10
= 2415 Kcal/kWh

Specific Coal consumption

=the heat contribution of the coal/gross amount of calorific value of coal
= 2425/3800
= 0.64 Kg/KWh
Cost of Specific Coal consumption

= Cost of Coal x Specification Coal consumption

= Rs 1.28 /KWh
Hence, Total Variable Cost per Unit:

= Cost of Specific Coal consumption+ Cost of Specific Oil consumption

= Rs. (0.035 + 1.28) / kWh
= Rs. 1.315 /kWh

6.5% of the generated Power is consumed by Auxiliary. So,while Calculating

available Power Ex- bus we have to subtract 6.5% of Available Power.

Variable cost per unit at bus bar:

= variable cost per unit/1-%auxilary consumption
=1.315/1-0.065
= Rs 1.406/kWh
Nominal Tariff calculation:
Nominal Tariff = (Total variable cost (Ex-bus)/Unit)+ (Total Fixed Cost / Unit)
= Rs (1.65+1.406)/Unit
= Rs. 3.05/Unit

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 The fixed cost and the variable cost of the power generated by thermal
power plant of 660 MW are found to be Rs 1.65 and Rs. 1.406 respectively.
Therefore the total generation cost would be Rs. 3.05/unit.
Cost of solar power:
A grid-tied solar power plant requires solar panels with the mounting
structure, the standard electrical cables and inverters etc. The costs for
putting up a rooftop solar power plant are below. A 1 kW solar power
plant is taken for illustration. As the solar power plants are modular in
nature , the data taken here should be the same for any size of the solar
power plant.
Total cost of the solar power plant is less than Rs one lac per kW
Breakup (Rs/kW):
Cost of panels – 40,000
Cost of mounting structures – 12,000
Cost of inverter – 10,000
Miscellaneous parts – cables, combiner box – 10,000
Installation cost and integrator margin – 15,000
The Total cost of a 1 kW solar power plant = Rs 87,000, consider
rounding off to amount of Rs 90,000.
Replacement costs:
There may be replacement for the inverter over a period of 25 years .
Thus, adding another Rs 10 K to Rs 90,000, it is Rs 1 lac per kW as the
capital cost, almost all of it spent upfront.
The units a solar power system can generate, in the most parts of India.
approximate numbers are taken for ratings over 25 years.
Total units generated per year:
Between Years 1-5 – 1,400,a total amount of 7,000 units can be
generated(100% rated capacity)
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Between Years 6-10 – 1,300, total amount of 6,500 units can be
generated (92% rated capacity)
Between Years 11-15 – 1,200, total amount of 6,000 units can be
generated (85% rated capacity)
Between Years 16-20 – 1,100, total amount of 5,500 units can be
generated (78% rated capacity)
Between Years 21-25 – 1,000, total amount of 5,000 units can be
generated (71% rated capacity)

Total number of units that are generated by 1 kW of solar panels over a

period of 25 years = 30,000 .
The Total capital cost of the 1 kW solar power plant : Rs 1 lac
Total amount of operations and maintenance cost over lifetime: very
Negligible
From above, the cost per unit of electricity generated = Rs 1 lac / 30,000
= Rs 3.33
Cost of 1 unit of solar power = Rs 3.33per unit.
Charging Infrastructure for Electric Vehicles from grid power —
Guidelines and Standards
Government of India have undertaken multiple initiatives to
promote manufacturing and adoption of electric vehicles in India.
Having the support of the Government, electric vehicles have started
coming into the Indian market. However, availability of adequate
Charging Infrastructure is one of the key requirements for accelerated
adoption of electric vehicles in India.
Objectives
 To enable faster adoption of electric vehicles in India by ensuring
reliable, safe , affordable and accessible Charging Infrastructure
and eco-system
  To promote affordable tariff that is chargeable from EV owners
and Charging Station Owners/Operators.
 To generate income/employment opportunities for small
entrepreneurs
 To proactively support the creation of EV Charging Infrastructure
in the very initial phase and eventually create market for the EV
Charging business
 To encourage the preparedness of Electrical Distribution Systems
to adopt EV
 Charging Infrastructure.

In light of the above, it has been decided as follows:

Private charging at offices / residences shall be permitted. DISCOMs
may facilitate the same.
Setting up of the Public Charging Stations (PCS) is a de-licensed activity
and any entity/ individual is free to set up the public charging stations,
those stations should meet the technical as well as performance standards
and protocols laid down below as well as any further norms/
specifications / standards laid down by Ministry of Power and Central
Electricity Authority from time to time.
Any person seeking to set up a Public Charging Station may apply for
connectivity and he shall be provided connectivity on priority by the
Distribution Company licensee to supply power in the area.

Any Chain of Charging Stations/ Charging Station can obtain

electricity from any generation company through open
access.

Public Charging Infrastructure (PCI)- Minimum

Requirements:
At every Public Charging Station(PCS) the following
minimum Infrastructure is to be there:
i.A transformer with all substation equipment including safety
appliance.
ii. 33/11 KV line/cables with associated equipment including all
that is a needed for line termination/metering etc.
iii. Appropriate civil works.
iv. Adequate space should be for Charging and also for the
entry/exit of vehicles.
v. The board may have options for installation of
additional chargers if required.
vi. Public Charging Station Providers are free to set up Charging
Hubs and to
install additional number of Chargers in addition to
the minimum number of chargers installed.
vii. Tie up with at least one online Network Service Providers
(NSPs) to enable advance remote/online booking of charging slots
by EV owners. The online information to EV owners should also
include information regarding the location, types and numbers of
chargers available/ installed etc.
viii. Share charging station data with the appropriate DISCOM
centre and to maintain appropriate protocols as given by such
DISCOM . CEA shall have all the access to this database.

Public charging Infrastructure (PCI) for long distance

EVs heavy duty EVs:

Public charging stations for long distance EVs and/or heavy duty
EVs (like trucks,buses etc.) shall have the following minimum
requirements:

i.At least two chargers of minimum 100 kW(with200-1000 V)

each of different specification and with single connector gun each
in addition to the minimum charging infrastructure requirements .
ii. Appropriate Liquid Cooled Cables for high speed charging facility
for onboard charging of Fluid Cooled Batteries (currently
available in some long range EVs).
Location of Public Charging Stations:
In the case of Public Charging Stations, the following are the
minimum requirements to be laid down with regard to
density/distance between two charging points
i. At least one Charging Station should be available in a grid of
3 Km X 3 Km area .
Further, one Charging Station be set up at every 25
Km on the both sides of roads/highways.
ii. For the long range EVs (like long range SUVs) and heavy
duty EVs like buses/trucks etc., there should be at least one
Fast Charging Station with a Charging Infrastructure at a
distance of every 100 Kms, one on each side of the
highways/road located preferably within/alongside the stations.
Within cities, such charging facilities for heavy duty EVs shall be
located within Transport Nagars, bus depots.

Database of Public EV Charging Stations:

Central Electricity Authority (CEA) create and
maintains a national wide online database of all the
Public Charging Stations through DISCOMs.

The Tariff for the supply of electricity to EV Public

Charging Stations:
The tariff for the supply of electricity to the EV Public Charging
Station is determined by the appropriate commission, provided
however that the tariff shall not be more than the average cost of
supply plus 15 (fifteen) percent.

The tariff applicable for domestic consumption is applicable

for domestic charging.
POLICIES:
• Many Indian states have taken the initiative to enable the policy
framework for electric mobility. While Delhi, Kerala and Uttar
Pradesh have already published their draft electric vehicle
policies, others states, such as Andhra Pradesh, have notified the
policy and are in the implementation phase.
• These policies establish the direction that the states want to
take with respect to electric mobility, as they await a central
EV policy. The policies contain incentives and initiatives that
will lead to a widespread adoption of this technology in the
states. The policies offer incentives that are primarily focused
on two basic categories – demand and supply side incentives.

Demand Side Incentives:

• Electric Vehicles in Shared Mobility
• Electric Vehicles in Public/Institutional Transport
• EV which is incorporated in Corporate Transport, Hospitals and
Educational Institutes
• EV which is incorporated in Freight Transport, Logistics &
Delivery Services and other applications
• EV for personal mobility
Supply Side Incentives:
1. Ease of business
2. Incentives for Manufacturing of Electric Vehicles,
Components and EVSE
3. Skill Development
4. Research & Development
Every state policy includes a nodal agency to carry out the
implementation strategy notified in the policy. The nodal agency
can be any state department, such as the urban development
department or the state transport department
A snapshot of all the state electric vehicle policies is presented
below:

Policies Timeline Salient Features

Karnataka EV September • Incentives for first 100

and Energy 2017 charging stations
Storage Policy
• To introduce 1000 EV
buses
• To amend building
bylaws for provision of
charging outlets, regular
electricity supply
• EV to be exempted from
taxes
• Establishment of SPV to
create more changing
infrastructure in
Bengaluru and
Karnataka.
• Incentives for EV,
battery and components
manufacturing sector
Maharashtra EV Policy February • First 250 charging stations
2018 to get a 25% capital subsidy
• E-vehicle exempted
from road tax and
registration fees
• Tariff on par with residential
and not commercial rates

Uttar Pradesh EV March • 1000 EV buses to be

Policy 2018 introduced by the State
by 2030.
• Green routes to
be identified by
2020
• Tax exemption to buyers,
100% interest free loans,
30% subsidy on road price
of
• EV Electric Vehicle
incubation centres to be
set up at IIT-Kanpur
Andhra Pradesh EV May 2018 • Target INR 30,000 Cr
Policy investment in 5 years
across manufacturing and
charging infrastructure
• Target to have 10 Lakh EVs
by 2024 in the state
• Convert 100% APSRTC bus
fleet in the state to electric
bus fleet by 2030
• Target 10 GWh EV battery
manufacturing in the
state

Kerala EV Policy October • Road tax exemption on

2018 new electric vehicles for 3
years Charging
• Creation of E Mobility
Zones, Subsidized
electricity tariff, incentives
on 3 W
• Infrastructure
accessories
manufacturing to be
incentivised under ESDM
and IT Policy
Delhi EV Policy November • Road tax, registration fees
2018 and MCD one-time parking
fee to be waived for all
electric vehicles that are
eligible for FAME India
Scrapping
• Changes in building bye-
laws to incorporate ‘EV
ready’ ECS spots with
conduits installed
• Recycling of Batteries
eco- system will be
established
• Providing accessible
charging facilities within 3-
5 km travel from anywhere
in the vicinity of Delhi city is
the key objective of this
policy

The U.S. Government has invested around $5 billions in the field of

electric cars, including loans to the automakers and battery producers,
spending a lot on charging stations, and $7,500 tax credits to car
buyers with the goal of having one million EVs on the roads of U.S.
by 2015.In addition to that more and more global cities will become
networked, integrated and branded smart cities, where electric
vehicles2 can be ideally deployed in order to offer a better, cleaner
urban mobility experience and help in balancing future smart electric
grids
Table : Overview of Global Tax Subsidies

Country Tax Reduction

Austria Exempt of car tax

Belgium Reduced annual circulation tax, no registration

tax

China Subsidies of $9.900 for PEV

Czech No road tax (business vehicles only)

Denmark Exempt from registration tax

Finland Reduced registration tax

France n/a (only sales bonus)

Germany Exempt from annual circulation tax

Greece Exempt from registration tax

Ireland Exempt from registration tax

Italy n/a (only sales bonus)

Japan Subsidies pp to $8.500 for PEV; Additionally

tax exemption of automobile acquisition &
automobile weight tax

Luxembourg n/a (only sales bonus)

Netherlands Exempt from private motor vehicle tax,

registration tax and annual circulation tax

Norway No VAT and registration tax

Portugal Exempt of registration tax and annual

 circulation tax

Russia Tax exemption for 2 years

Spain Regional car tax reductions

Sweden Exempt of registration tax

Swiss Regional car tax reductions

UK n/a (only sales bonus)

USA State rebates from $1000-$6000, additionally

federal tax credit up to $7500

GOVERNMENTS INITIATIVE TO
TACKLE HURDLES FOR ADOPTION OF EVs:

• The major barrier in the adoption of electric vehicles is the

unavailability of public charging infrastructure (PCS). To
overcome this, the Government of India has released guidelines
for charging infrastructure for EVs on 14 December 2018, with
a proposal to cover 70 cities and 20% of highways at a cost of
INR 5,000 crores by 2025
• This had followed the establishment of National Electric
Mobility Mission Plan (NEMMP) by 2020 in 2012, which
aimed to promote hybrid and electric vehicles .
• Which is also followed by the development of the Faster
Adoption and Manufacturing of (Hybrid and) Electric
Vehicles (FAME)
• Energy Efficiency Services Limited (EESL) had been
successfully provided the mandate to procure electric vehicles
and establish charging stations across the country. EESL has
been playing a active role in promoting the adoption and
deployment of EVs by installing EV chargers in the country.
• EESL in association with United States Agency for
International Development (USAID), under the bilateral
programme with the Ministry of Power (MoP) is developing and
implementing a scalable business model for PCS(public
charging infrastructure) in the support of electric vehicle (EV)
fleet in the country.
• Municipal Corporation (AMC), Noida Authority, Chennai
Metro Rail Corporation Limited (CMRCL), Jaipur Metro Rail
Corporation (JMRCL), Greater Hyderabad Municipal
Corporation (GHMC) and Commissioner, Director of
Municipal Administration (CDMA), New Town Kolkata
Development Authority and Kalinga University Raipur
(Chhattisgarh) have signed for development of Public Charging
Stations (PCS) in their respective areas. Till date, 68 nos. of
Public Charging Stations (PCS) complying with DC-001
(15kW) have been commissioned.
• The Phase-II of FAME India Scheme [Faster Adoption and
Manufacturing of (Hybrid &) Electric Vehicles in India], for
three years commencing from April 1, 2019 has been introduced
by the government recently with a total budgetary support of
Ten Thousand crore.
• The government has invited proposals from different entities for
the deployment of electric vehicle charging infrastructure in big
and smart cities
• It also invited proposals from satellite towns connected to
seven metros (Delhi, Mumbai, Kolkata, Chennai, Hyderabad,
Bangalore and Ahmedabad)
• In May 2017, the National Institution for Transforming India
(NITI Aayog) outlined a vision for the transformation of
mobility in the country, proposing a set of actionable and
specific solutions to accelerate India’s leadership in advanced
mobility.
• In September 2017, Tata Motors won the first public
procurement EV tender in India by Energy Efficiency
Services Limited (EESL)
• Launching the National E-Mobility Programme, the Ministry of
Power also announced that it is focusing on creating the
charging infrastructure and a policy framework so that by 2030
more than 30% of vehicles in India are electric.

CONCLUSION

• With the fuel options getting limited, this is the time where the
world is looking for other fuel options. This is the reason that
we are seeing different automakers are working on producing
energy through alternative fuel. Amongst the various
technologies that different automakers are being working on,
solar is one among them. Several innovators are working on
solar-powered vehicles. The sun is the long lasting and the
most sustainable source of energy which can be used to
produce electricity and to run the vehicles.

• The solar powered electric vehicle has several merits such as

Eco-friendly and quiet,energy availability,no fuel cost,fuel
efficient, reduction in the pollution and provides noiseless

• Whereas there are also some cons in solar based ev charging

where thermal based ev charging is much efficient like
energy
 storage capacity , expensive batteries , poor practicality and
design challenge

• So if we could have enough technologies in reducing above cons

solar based electric vehicle charging is good and efficient

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