Electric Mobility - India is "Hungry" for batteries

Mobilità elettrica – L’India ha “Fame” di batterie

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Mobilità elettrica – L’India ha “Fame” di batterie

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Mobilità elettrica – L’India ha “Fame” di batterie

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Mobilità elettrica – L’India ha “Fame” di batterie

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In large Indian urban agglomerations, it now happens more and more often to see some full electric, immediately recognizable by the green plate. The surprise of the first sighting is followed by the perplexity of the second. At the third, the question arises: is the government program for electric mobility, now in its second phase, working?

Between ambitions and ambiguity. Launched in 2015, Fame (Faster adoption and manufacturing of electric vehicles) passes to the second phase in 2019. The objectives, spread over a three-year period, are only apparently clear, because the “electric vehicles” to which it refers are to be understood both as electric both pure and electrified. In particular, the plan encourages the purchase of 7,000 buses between Bev and hybrids, a million motorcycles (in this case, pure electric, thanks to the fact that the battery is easily removable and rechargeable at home), a monstrous amount of tuc -tuc and 55 thousand cars. In a market that passed the 3 million car mark in 2021, this is less than 2%. We obviously also think of the charging network. Hopefully in a more concrete way than in phase I, during which 427 stations were installed (in a country that is 11 times the size of Italy).

The primacy of Tata Motors. The approach of the producers seems to be more concrete. Tata has been marketing the zero-emission version of the Tigor sedan from 2019 and that of the Nexon SUV from 2020. Thanks to a price list that starts at 1.2 million rupees (just over 14,300 euros), the two models become the best sellers of the market, with over 15,000 units in the last 12 months. The Tata are in fact the only electric ones you see around. After all, the data relating to the competition are eloquent: just over 2,000 MG ZS EV, 156 Mahindra and Verito and so on.

Maruti Suzuki in pursuit. Established in the 1980s as a joint venture between the Indian government and the Japanese manufacturer, Maruti Suzuki (now controlled by the latter) dominates the domestic market with a share of around 50%. Still absent from the electricity market, the company intends to make up for lost time and announces pure electric for 2025. At the same time, however, it is skeptical about the 30% of EV sales indicated by the central state (with which it maintains strong ties) as a target for 2030. A percentage between 8 and 10% seems to be more realistic.

The hard truth. Summing up, government ambitions seem destined to remain so, at least as far as cars are concerned. Electric motorcycles will grow exponentially, which could reach 15% of the market from 1% by 2025. According to a survey, 63% of potential car buyers believe that the price of EVs is excessive. with respect to one’s spending capacity. Furthermore, the charging network is still practically absent. What’s more: in India, electricity blackouts are the order of the day. Not to mention the fact that electricity is still mostly produced in coal-fired power plants. The transition to zero-emission mobility therefore seems more of a mirage than a program. And, once again, it seems legitimate to ask: but why, before encouraging private purchases, governments fail to guarantee the infrastructure?

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