INDUSTRY RESEARCH REPORT

On

A STUDY ON PROSPECTS OF ELECTRIC VEHICLES IN INDIA

Submitted in partial fulfilment of the requirement for the award of the degree of

BACHELOR OF BUSINESS ADMINISTRATION

to

Chhatrapati Sahu Ji Maharaj University, Kanpur

Under the Guidance Submitted by

Ms. Sanjana Agrwal Sakshi
ASSISTANT PROFESSOR BBA VI Sem
(22014001575)

1
 Session: 2024-2025

PSIT COLLEGE OF HIGHER EDUCATION,KANPUR

DECLARATION

I hereby declare that the Project Report entitled “A STUDY ON PROSPECTS OF ELECTRONIC VEHICLES
IN INDIA ” submitted to PSIT College of Higher Education, Kanpur in partial fulfilment of Degree of Bachelor of
Business Administration is the original work conducted by me. The information and data given in the report is
authentic to the best of my knowledge.

This Project Report is not being submitted to any other University for award of any other Degree, Diploma and
Fellowship.

Place: Kanpur
Date: Sakshi
22014001575

1
 CERTIFICATE

This is to certify that the Project Work entitled

“……………………………………………………………………………”
is a bonafide work of [Sakshi] [22014001575] [BBA-VI]
Semester and has been done under my supervision in partial fulfilment of the requirement for the award of
BBA Degree from CSJM University Kanpur.

This report neither full nor in part has been submitted before for awarding of any Degree/Diploma either
from this university or any other university. I am pleased to say that the performance of the student during
the period survey work was extremely satisfactory.

Dr. Amit Sharma Mis. Sanjana Agrwal

(HOD) Assistant Profeser
Date:
Place:
Name of the Faculty (Designation) (Project Guide)
 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to everyone who has supported and guided me throughout the
completion of this research report.

First and foremost, I am deeply grateful to Dr. Bhagwan Jagwani, Director PSIT-CHE, Dr. A.P.S. Bhadauria,
Dean IQAC, Dr. Udai Bhan Trivedi, Dean Academics and Dr. Amit Sharma, HOD-BBA for providing me with
the necessary resources and academic environment to carry out this research successfully.

I extend my heartfelt appreciation to [Project Guide’s Name], my research guide, for their invaluable support,
expert guidance, and constructive feedback, which have been instrumental in shaping this study. Their
encouragement and insights have significantly contributed to the quality of this research.

Lastly, I extend my gratitude to all the respondents and participants who contributed to this research by
sharing their valuable time and insights. Their cooperation has been crucial in making this study possible.
Thank you all for your support and encouragement

Sakshi
VI Sem.
22014001575

4
 EXECUTIVE SUMMARY

This project report has been prepared on the topic, “A Study on Prospects of Electric Vehicles in
India”. It is prepared with the help of primary and secondary data. Primary data was collected
directly from the respondents with the help of questionnaire. Secondary data was collected from
books, internet, newspaper &magazines. The first chapter is introduction which covers the
introduction to Electric Vehicles. The second chapter is literature review which includes
justification for project title. The third chapter is business environment of electric vehicles which
covers Government initiatives for promoting EVs, State wise electric vehicles in India, SWOT
Analysis and Porters Five Forces Analysis. Fourth chapter is research methodology which
includes research definition, research problem, research objective, research design, data
collection method, primary data, secondary data, sampling plan, sample unit, sample size,
sampling methods, data analysis and interpretation, research report preparation, limitations os the
study. Fifth chapter is based on data analysis through questionnaire filled by respondents.
Frequency tables and Chi-square tests have been used to analyse the data. Sixth chapter is
finding based on data analysis and the conclusion of the report.

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 Table of Contents
Chapter Topic Page no.
Chapter 1 Introduction to Electric Vehicles 08-15

1.1 Introduction 09
1.2 Types of Electric Vehicles 09
1.3 Opportunities of Electric Vehicles 11
1.4 Challenges to be faced 12
1.5 Global Scenario of Electric Vehicles 13
1.6 Indian Scenario of Electric Vehicles 14
Chapter 2 Review of literature 16-19

Chapter 3 Business Environment of Electric Vehicles 20-33

3.1 Government Initiatives for promoting EVs 21
3.2 State wise Electric Vehicles in India 26
3.3 SWOT Analysis 28
3.4 Porters Five Forces Analysis 31
Chapter 4 Research Methodology 34-38
4.1 Research definition 35
4.2 Research problem 35
4.3 Research objective 35
4.4 Research methodology 35
4.5 Research design 36
4.6 Data collection method 37
4.6.1 Primary Data 37
4.6.2 Secondary Data 37
4.7 Sampling Plan 37
4.7.1 Sample Unit 37
4.7.2 Sample Size 37
4.7.3 Sampling Methods 37
4.8 Data Analysis and Interpretation 38
4.9 Research Report Preparation 38
4.10 limitations of the Study 38
Chapter 5 Data Analysis 39-63
5.1 Tools used for Analysis Frequency Tables 40
5.2 Chi-Square for Hypothesis 54
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Chapter 6 Findings and Conclusion 64-66
6.1 Findings 65
6.2 Conclusion 66
Bibliography 67
Annexure 68-70

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CHAPTER 1: INTRODUCTION TO ELECTRIC VEHICLES

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1.1 INTRODUCTION

With the current depletion of fossil fuels and its price hike, there is a need for another energy
resource to run the vehicle. The automobile sector is considering Electric Vehicle as a solution to
the industry and environment in India. Electric Vehicles are the replacement for petroleum-based
vehicles. They are one of the emerging technologies as well as eco-friendly and viable. The
replacement of internal combustion engines with electric engines will reduce pollution to a great
extent and be profitable to consumers. Many countries around the globe have implemented this
technology and are contributing towards betterment of the environment.

1.2 TYPES OF ELECTRIC VEHICLES

1. Battery Electric Vehicle (BEV)

 These are the ones which you call a fully electric vehicle. This electric vehicle
type does not contain any other source of actuation other than motors and
batteries. There is zero-emission in these vehicles. The battery is charged through
an external source of power such as DC fast charger or AC chargers. On average,
the BEVs take around 8 hours to get fully charged using an AC charger. This time
can be reduced to 1 hour using a DC fast charger. These electric vehicles have a
range from 250kms to 500kms depending upon the battery capacity and the
motor.
 Some of the 4-wheeler BEVs in India are Tata Nexon EV, Hyundai Kona
Electric, Mahindra eKUV100, MG ZS EV and more. 2-wheeler BEVs in India
include Ather 450, TVS iQube, Bajaj Chetak Electric.

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2. Hybrid Electric Vehicle (HEV)

 These type of electric vehicles are powered by both, fuel as well as electricity. The
electricity is generated by the vehicle’s own braking system. The heat produced by
the brakes is converted into electrical energy. This process of conversion is called
Regenerative Braking. The electric motor is used to start off the HEVs. Then the
propulsion is taken care of by the IC engine. This ensures better fuel economy. The
operation of the engine as well as the motor is controlled by the ECU.
 Some HEVs in India are Toyota Prius Hybrid, Honda Civic Hybrid and Toyota
Camry Hybrid. Maruti Suzuki recently introduced its hybrid system in few models
too.

3. Plug-in Hybrid Electric Vehicle (PHEV)

 These are types of hybrid electric vehicles which can recharge the batteries through
regenerative braking or through the external source of power. The HEVs travel about
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 3-4kms before the engine is switched on, PHEVs can go up to 65kms before the engine
provides the required assistance for the propulsion of the vehicle.
 Some PHEVs in India are Mahindra e-Verito, BMW i8 and the Volvo XC90 T8.

1.3 OPPORTUNITIES OF ELECTRIC VEHICLES

1. Cheaper to operate
 EVs are cheaper to operate since they have high efficiencies and fuel economies
thereby reduce cost for the owner. The electricity to charge an EV is about one
third as much per kilometer to purchase fuel for vehicle.

2. Cheaper to maintain
 BEVs have less moving parts than those had by conventional combustion engine
vehicles. There is less servicing and no expensive systems such as fuel injection
and exhaust systems, which are not needed in an EV. PHEVs have petrol engine
and need servicing hence costing more than BEVs but they also have an electric
propulsion system, which requires less moving parts leading to less depletion of
petrol engine parts.

3. Environment Friendly
 EVs are less polluting, as they have zero exhaust emissions. If you opt to use
renewable energy to charge your EV, you can reduce greenhouse gas emissions
even more. Some EVs are made of eco-friendly materials such as the Ford Focus
Electric, which is made of recycled and bio based materials and the Nissan Leaf,
which is partly made of recycled plastic bottles, old car parts and second hand
appliances.

4. Health Benefits
 The reduced harmful emissions will lead to better air quality, which is good for
our health. EVs are also produce much less noise compared to petrol/diesel-based
vehicles.

5. Safer
 EVs have a low center of gravity thereby making them less likely to capsize. They
also have low risk of fires and explosions. Their body construction gives them
more durability hence making them safer during collisions.

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1.4 CHALLENGES TO BE FACED
1. Cost of EVs
 The cost of EVs should be reasonable and the EVs produced should hold proper value
for money.

2. Efficiency of EVs in India

 The EVs in India on an average provide around 120 km on a full charge in turn
making them unsuitable for long drives.
 EVs in India lack speed, which may turn off buyers. The top two India made EVs
have speed of 85 km/hr.

3. Demand for EVs

 Increase in demand will help in achieving vision 2030.
 Increase in demand of EVs will lead to increase in requirement for energy and raw
materials to for the battery.

4. Vehicle Quality
 Good vehicle quality will lure more customers.
 Better quality vehicles ensure trust among customers.

5. Batteries
 The batteries used by electrics are cars made up of nickel, aluminum, cobalt, graphite
and lithium, which are all rare earth materials.
 The availability of these materials is scarce and the amount of these materials
available may not be able to produce enough batteries to power the expected amount
of electric vehicles to be produced.
 The increasing demand for lithium around the globe given its scarcity on the Earth’s
surface will make it challenging to meet India’s EV requirement.

6. Electricity Generation
 There must be enough electricity generation capacity to meet the increasing demands
for charging infrastructure and local consumer utilization.
 There is presently shortage of electricity in many parts of India and a major part of
energy generation of the country is still dependent on fossil fuels.

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 7. Land Availability
 Availability of land to setup charging stations in urban areas where land scarcity is
present is a difficult task.
 Moreover, a substation nearby is a requirement for a charging station.

1.5 GLOBAL SCENARIO OF ELECTRIC VEHICLES

 According to the Global EV Outlook 2020, the sales of electric cars reached 2.1 million
globally in 2019, surpassing 2018 – already a record year – to boost the stock to 7.2
million EVs.
 In absolute terms, China remained the world’s largest EV market, with 2.3 million
electric vehicles in active use. To put that into perspective, that’s nearly half (45%) of the
global stock of EVs. Europe and the US are relatively far behind with 1. 2 and 1.1 million
EVs respectively.
 But when it comes to relative terms, the situation in Europe is looking a lot more positive.
While only 5.2% of China’s vehicles are electric, Norway has 56% of its vehicles
running on electricity in 2019.The runners up Iceland and Netherlands have reached
25.5% and 15% EV penetration, respectively.
 In 2019, the number of light electric vehicles globally reached 2 264 400 units, 9 %
higher than for 2018. This is a clear deviation from the growth rates of the previous 6
years, which were between 46% and 69%. The reasons for this shift are due to the
decrease in sales in the second half of 2019 in the two largest markets, China and the
USA.
 But even with the stagnant growth in the two largest markets, global EV sales still grew,
largely in part to Europe, which saw 44% growth. This could be attributed to the
introduction of WLTP, along with changes in national vehicle taxation and grants.
 In 2019, Europe secured €60 billion in investments to produce EVs and batteries - 19
times more than in 2018. Driven by EU car CO2 targets, industry and governments
committed 3.5 times more to EV and battery production in Europe than they did in China.
 Amid COVID-19, the outlook for 2020 global EV sales becomes more difficult. The
preliminary EV sales data for January and February is very positive in Europe,
encouraging in the USA, but dismal in China, where the total vehicle market was down
80% in February. If quarantines and factory closures continue into Q2, insufficient parts
supply affects the global car industry during a longer period.
 While the direction is right, it’s good to keep in mind that as of 2019, only 2.5% of the
world’s passenger vehicles run on electricity. This would suggest that we still have a long
road ahead until we can declare electrification a reality.

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1.6 INDIAN SCENARIO OF ELECTRIC VEHICLES
 The electric vehicle (EV) market is still in its nascent stage in India. It is expected to
grow at a much faster rate, as the government has undertaken various initiatives to
promote electric vehicles in the country. The country’s budding EV market witnessed a
growth of 20% in FY2020 compared to FY2019. In other words, about 1.56 lakh electric
vehicles were sold in India (across different categories) last year. EV sales in FY2019
stood at roughly 1.30 lakh units.
 Out of this figure, a good majority of sales were contributed by two-wheelers. To provide
a rough breakup, 1.26 lakh two-wheelers (mostly e-scooters), 3,600 cars and 400 buses
were sold in the period. Electric three-wheelers or rickshaws are also a major contributor
in India’s EV sales, but the number has not been taken into account as the segment is a
bit unorganised. Still, electric three-wheeler sales in FY2020 is estimated to be around
90,000 units.
 Even though major names in the field of electric mobility are working towards good
alternatives to regular ICE examples, data shows that low-speed electric scooters (top
speed cut at around 25km/h) that do not require a rider’s licence are the top sellers. In
fact, they occupied almost 90% of the total EV sales in FY2020.

 At present, there are two decent electric scooters that could be a worthy alternative to a
petrol example: TVS iQube and Bajaj Chetak. Both e-scooters were launched in January
2020 and the former is arguably the better package. So far, sales have collectively hit 109
units from the limited cities in which they are available.
 In the four-wheeler segment, India has got only a few compelling EVs to choose from.
This includes Tata Motors’ Nexon EV, Hyundai Motor’s Kona and MG Motor’s ZS EV.
Mahindra will soon join the party with its eXUV300 — a direct rival to the Tata Nexon
EV. In FY2020, four-wheeler EV sales dropped slightly from about 3,400 units in
FY2019.

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 The Hyundai Kona was the first proper premium EV to launch in India. In global
markets, the electric crossover has received a powertrain upgrade that boosted its
performance and range figures. Meanwhile, Hyundai India is reportedly working on a
subcompact electric crossover to take on the Tata Nexon EV and Mahindra eXUV300.
 The Indian EV market, as a whole, will take a considerable amount of time to attain a
position on par with the ICE segment. However, with major OEMs investing more in
electric mobility alongside exclusive tax benefits from the Indian government, we might
be able to see some interesting emission-free products at reasonable price tags across
different segments.

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CHAPTER 2: REVIEW OF LITERATURE

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1. Omkar Tupe, Shweta Kishore and Arloph Johnvieria (2020) “ Consumer Perception on
Electric Vehicles in India” European Journal of Molecular & Clinical Medicine ISSN
2515-8260 Volume 7, Issue 8, 2020
2. Shyam Patidar (2019) “Present scenario of Electric Vehicles In India”, International
Journal of Engineering Applied Sciences and Technology, 2019 Vol. 4, Issue 8, ISSN No.
2455-2143, Pages 106-108
3. Indukala M. P., Bincy M. Mathew (2019) “A Study on future of Electric Vehicles in India”
International Journal of Advanced Research in Computer and Communication Engineering
ISSN 2278-1021 Vol. 8, Issue 6
4. Yogesh Aggarwal, Vivek Gedda and Kushan Parikh (2019) “Indian Electric Vehicles
Storm in a teacup”. European Journal of Molecular & Clinical Medicine ISSN 2515-8260
Volume 7, Issue 8, 2020
5. Janardan Prasad Kesari, Yash Sharma, Chahat Goel (2019) “Opportunities and Scope for
Electric Vehicles in India” International Journal of Mechanical Engineering Volume 6
Issue 5 Doi : 10.14445 / 23488360 / IJME-V6I5P101
6. A. Rakesh Kumar, Dr. Sanjeevi kumar Padmanaban (2019) “Electric Vehicles for India:
Overview and Challenges” IEEE India Info. Vol. 14 No. 2
7. Pritam K. Gujarathi, Varsha A. Shah, Makarand M. Lokhande (2018) “Electric Vehicles in
India: Market Analysis with Consumer Perspective, Policies and Issues”, Journal of Green
Engineering Vol: 8 Issue: 1 Article No: 3 Page: 17-36 doi:
https://doi.org/10.13052/jge1904-4720.813
8. Mohamed M, G Tamil Arasan, and G Sivakumar (2018) “Study on Electric Vehicles in
India Opportunities and Challenges” in European Journal of Molecular & Clinical
Medicine ISSN 2515-8260 Volume 7, Issue 8, 2020
9. . Patidar Shyam (2018) “Recent Scenario of Biofuels in India” EPRA International Journal
of Research and Development, Vol. 3. Issue 12, pp. 192-194.
10. Masurali A, Surya P (2018) “Perception and Awareness Level of Potential Customers
towards Electric Cars”, International Journal for Research in Applied Science &
Engineering Technology ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 6.887
Volume 6 Issue III
11. Pretty Bhalla, Inass Salamah Ali and Afroze Nazneen (2018) “A Study of Consumer
Perception and Purchase Intention of Electric Vehicles” European Journal of Scientific
Research ISSN 1450-216X / 1450-202X Vol. 149 No 4 July, 2018, pp. 362-368
12. Reji Kumar Pillai, Reena Suri, Suddhasatta Kundu, Harpreet Singh, Shuvam Sarkar Roy
and Shreekant Dhuri (2018) ISGF White Paper, Electric Vehicle Charging Stations
Business Models for India, Version 1.0

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13. Fanchao Liao, Eric Molin and Bert van Wee (2017) “Consumer preferences for electric
vehicles” Transport Reviews Volume 37, Issue 3
https://doi.org/10.1080/01441647.2016.1230794
14. F. Un-Noor, S. Padmanaban, L. Mihet-Popa, M. Mollah, and E. Hossain (2017) “A
Comprehensive Study of Key Electric Vehicle (EV) Components, Technologies,
Challenges, Impacts, and Future Direction of Development” Energies, vol.10, no. 8, p.
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15. Muneer, Mohan Kolhe, Aisling Doyle (2017) “Electric Vehicles: Prospects And
Challenges” ISBN : 9780128030219
16. Grunditz, E.A.; Thiringer, T. (2016) “Performance Analysis of Current BEVs Based on a
Comprehensive Review of Specifications”. IEEE Trans. Transp. Electr. 2016, 2, 270–289.
17. Yong, J.Y.; Ramachandaramurthy, V.K.; Tan, K.M.; Mithulananthan, N. (2015) “A review
on the state-of-the-art technologies of electric vehicle, its impacts and prospects. Renew.
Sustain. Energy”, 49, 365–385.
18. 18.Praveen Kumar and Kalyan Dash (2013) “Potential Need for Electric Vehicles,
Charging Station Infrastructure and its Challenges for the Indian Market”, IISSN 2231-
1297, Volume 3, Number 4 (2013), pp. 471-476
19. M. Yilmaz and P. T. Krein (2013) “Review of Battery Charger Topologies, Charging
Power Levels, and Infrastructure for Plug-In Electric and Hybrid Vehicles,” IEEE Trans.
Power Electron., vol. 28, no. 5, pp. 2151–2169, May 2013.
20. He Y., Venkatesh B. and Guan L. (2012) “Optimal Scheduling for Charging and
Discharging of Electric Vehicles”, IEEE Trans. on Smart Grid, vol.3, no.3, pp. 1095-1105.
21. Marcello Contestabile, Dr Gregory Offer and Dr Robin North (2012) “ Electric Vehicles: A
Synthesis of the Current Literature with a Focus on Economic and Environmental
Viability” European Journal of Molecular & Clinical Medicine ISSN 2515-8260 Volume 7,
Issue 8, 2020.
22. Chen H., Lu F. and Guo F. (2012) “Power Management System Design for Small Size
Solar Electric Vehicle” IEEE 7th International Power Electronics and Motion Control
Conference - ECCE Asia-2012, pp. 2658-2662
23. Wu J., Emadi A., Duoba M. J. and Bohn T.P. (2007) “Plug-in Hybrid Electric Vehicles:
Testing, Simulations, and Analysis”, Vehicle Power and Propulsion Conference, pp: 469-
476, September 2007.
24. Xin L. and Williamson S. S. (2007) “Assessment of Efficiency Improvement Techniques
for Future Power Electronics Intensive Hybrid Electric Vehicle Drive Trains” in Electrical
Power Conference-2007. EPC 2007. IEEE Canada, pp. 268-273.
25. Lai J. and Nelson D. J. (2007) "Energy Management Power Converters in Hybrid Electric
and Fuel Cell Vehicles" in Proceedings of the IEEE, vol. 95, no. 4, pp. 766-777.

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26. Rosario L., Luk P. C. K., Economou J. T. and White B. A. (2006) “A Modular Power and
Energy Management Structure for Dual-Energy Source Electric Vehicles”, IEEE Vehicle
Power and Propulsion Conference, pp:1-6.

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CHAPTER 3: BUSINESS ENVIRONMENT OF ELECTRIC VEHICLES

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3.1 GOVERNMENT INITIATIVES FOR PROMOTING EVs IN INDIA
As India is also slowly moving towards formulating an effective EV policy, here is a rundown of
different policies that are in place in India:

1. India Central Government EV Policy

 The central government of India launched the Faster Adoption and Manufacturing of
Hybrid and Electric Vehicles (FAME) scheme for a two-year period at an approved
outlay of INR 795 Cr in 2015. The scheme, extended till September 2018, focussed
on technology development, demand creation, pilot projects and charging
infrastructure.
 Under phase II of FAME, the government is planning to extend financial support of
INR 8,730 Cr for three years. The government will be largely focussing on the
deployment of electric buses on the Indian roads. This move comes from the response
received by the centre during the first phase FAME from 2015-2018 when it received
around 47 proposals which demanded deployment of 3,144 buses across 44 cities.
There is no fixed timeline mandated by any government (state or central) to complete
the transition of state transport union (STU) buses to EVs.
 5595 electric buses have been sanctioned to 64 cities and the related STUs. 5095 units
out of it are for intra-city transport. Currently, there are approximately 1.95 lakh
buses under several STUs in India. The fund support includes INR 2,500 Cr for
buses, INR 1,000 Cr for four-wheelers, INR 600 Cr for two-wheelers (with maximum
speed greater than 25 km) and INR 750 crore for high speed three-wheelers. With this
policy, the central government is planning to prioritise the development of public
transportation, shared mobility, and smaller electric vehicles such as two-wheelers.
 The government-backed Energy Efficiency Services Ltd (EESL) has issued tenders
for 20K EVs to be deployed across the country for government use. With this the
government aims an EV sales penetration of 30% for private cars, 70% for
commercial cars, 40% for buses, and 80% for two- and three-wheelers by 2030.
 The government, in a recent move, has approved green license plates for electric
vehicles in order to encourage people to use them. The purpose behind is their easy
identification for proposed benefits such as concessional toll, preferential treatment
for parking and free entry in congested zones.

2. Andhra Pradesh EV Policy

 The policy released by the Andhra government mainly focusses on promoting
innovation through grants and venture funds to research organisations, incubators and
startups working on next-generation battery technology, fuel cell technologies, EV

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 power trains and EV electronics and enable investment in charging/battery-swapping
infrastructure and hydrogen generation and fueling station development.
 The government plans to attract combined investments of more than INR 30K Cr in
the next five years with an employment potential for 60,000 people. It also targets to
bring in manufacturing units of high-density energy storage of at least 10GWh
capacity in the next five years to cater to both domestic as well as export market. The
complete APSRTC bus fleet of over 11K buses will be converted into electric buses
(BEVs/FCEVs) by 2029, the government has claimed with the first phase of 100%
conversion of the bus fleet in top 4 cities by 2024.

3. Bihar EV Policy
 Still in the draft phase, Bihar Electric Vehicle Policy 2019 is aimed at the creation of
manufacturing ecosystem for e-vehicles in the state, fulfilling sustainable
development goals in the transport system and making Bihar the most preferred
investment destination for EV sector.
 Mission of the state policy: End manual paddling of rickshaws in the state and
upgrade them into 100% electric mobility by 2022
 Create fast-charging stations at every 50 km on state highways/national highways in
the state
 Attract on-ground investments of INR 2,500 Cr and create direct empowerment
opportunities for 10K persons in the state

4. Karnataka EV Policy
 Karnataka government formulated the policy in September 2017. The policy mainly
aims to create an environment that would attract investments of INR 31K Cr and also
create employment opportunities for 55K people. It aims to make Karnataka the
preferred destination for development of electric mobility and to develop human
capital to meet the needs of the industry. Being one of the early policymakers, the
state provides incentives like interest-free loans on the net SGST for EV
manufacturing enterprises. Karnataka also plans to develop charging infrastructure as
a commercially viable business venture that attracts private investment.

5. Kerala EV Policy
 Kerala plans to build world-class training and skill centres for EV professionals with
niche skills for the global EV industry. The policy targets a 200K two-wheelers, 50K
three-wheelers, 1K goods carriers, 3,000 buses and 100 ferry boats by 2020.

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  The policy has a strong focus on the production side in both the EV value chain and
the infrastructure value chain.

6. Maharashtra EV Policy
 Last year, Maharashtra came up with an effective EV policy to develop Maharashtra
as the leader in EV manufacturing and use of EV and promote export of EV,
components, battery and charging equipment.
 It aims to increase the number of EVs registered in Maharashtra to 5 Lakh and grab
an investment of INR 25K Cr in EV manufacturing and component manufacturing,
battery manufacturing/assembly enterprises and charging infrastructure equipment
manufacturing in the state. The policy also offers incentives for the purchase of e-
buses and buyers and end-users of private vehicles.

7. Madhya Pradesh EV Policy

 Madhya Pradesh also joined the EV bandwagon this year with the main objective to
promote sustainable electric mobility and bring about a material improvement in
Madhya Pradesh air quality by bringing down emissions from the transport sector. To
do so, this policy will seek to drive the rapid adoption of electric vehicles in a manner
where they contribute to 25% of all new public transport vehicles registrations by
2026.
 This policy will also seek to put in place measures to support the creation of jobs in
driving, selling, financing, servicing, charging and manufacturing of EVs. It further
provides incentives like free parking, free road tax/registration, swappable battery to
e-rickshaws, financial aid from the DUTF (Dedicated Urban Transport Fund) for
electric buses.

8. Delhi/NCR EV Policy
 Delhi being the state with utmost need for clean mobility thanks to its problems with
pollution, the updated policy released in late 2019 aims to bring down emissions from
the transport sector. The policy aims at pushing rapid adoption of battery electric
vehicles (BEVs) with the goal of their constituting 25% of all new vehicle
registrations by 2023. The policy prioritises two-wheelers, three-wheelers, public
transport (bus) and taxi fleets. Delhi plans to add 50% e-buses to public transport by
2023.
 The state reportedly also plans to encourage long-term investment by dealers and
charging facility providers to create enabling conditions for private and public
charging infrastructure. Delhi’s policy provides a unique electricity tariff for EV

23
 charging and encourages discoms to work with owners of residential and non- residential
buildings to ensure adequate power supply infrastructure for the installation of these
charging points. Additionally, the policy also promises that the state will have public
charging infrastructure at least every 3 Km.

9. Tamil Nadu EV Policy

 Like other states, TN also aims to attract huge investment for the EV industry in the
state. The state has set a goal of INR 500 Bn in investment in EV manufacturing and
created a comprehensive EV ecosystem in the state and thereby targetting the creation
of 1.5 Lakh new jobs. The policy aims to:
 Create robust infrastructure for electric vehicles including adequate power supply and
network of charging points with favourable power tariff.
 Promote innovation in EV for automotive and shared mobility by providing the
ecosystem and infrastructure to make Tamil Nadu, the EV hub of India.
 Create a pool of skilled workforce for the EV industry through the technical
institutions available in the State and create new jobs in the EV industry.
 Make Tamil Nadu the preferred destination for electric vehicles and component
manufacturing units including battery and charging infrastructure.

10. Telangana EV Policy

 India’s newest state Telangana aims to attract investments worth $3 Bn and create
employment for 50K people by 2022 through EVs in shared mobility, charging
infrastructure development and EV manufacturing activities. It also clearly defines
incentives on the demand and supply side of the EV ecosystem, draws a clear
roadmap for developing charging infrastructure in the state and provides incentives
related to various components of ownership cost of Electric Vehicles.
 There is also an emphasis on skill development for EV design, development &
manufacturing and aims to promote manufacturing of battery cells and packs through
special status/ incentives. The Telangana government targets 100% electric buses by
2030 for intra-city, intercity and interstate transport with 25% targeted by 2022 and
50% by 2025.

11. Uttar Pradesh EV Policy

 Drafted this year, the policy encourages the use of HEVs and plug-in EVs during the
transition phase. It targets 2 lakh (200,000) charging (fast, slow and swapping)
stations by 2024 and 1 Mn EVs on the road in all categories and 70% electric vehicles
in public transport by 2030.

24
  The state offers incentives such as capital interest subsidy, infrastructure interest
subsidy, industrial quality subsidy, exemption from stamp duty and electricity duty,
SGST reimbursement etc. for EV manufacturing units – large, medium, small and
micro alike. It also has a single window system in place for all approvals for EV and
battery manufacturing units.

12. Uttarakhand EV Policy

 The policy aims to promote the adoption of EVs to create a clean Uttarakhand and
establish the state as a preferred destination for EV and EV component
manufacturing. The policy talks about 100% electrification of public transport (e-
buses), shared mobility including e-bike-taxis and goods transport using electric 2W,
3W and 4W and other mini goods-transport vehicles in five priority cities by 2030.

25
3.2 STATE WISE ELECTRIC VEHICLES IN INDIA

 Uttar Pradesh has the highest registered e-vehicles i.e. 1.39 Lakh
 Delhi comes in second on the list with 75.7K registered e-vehicles
 It is speculated that these figures include mostly e-rickshaws and shuttles
26
 As the government aims for 30% electric mobility in the country by 2030, the EV
adoption index has an altogether different story to tell. In a statement to the Lok Sabha,
Minister Of Road Transport And Highways, Nitin Gadkari said that India has 3.97 Lakh
registered electric/battery operated vehicles as of July 9.
 The minister also gave state-wise bifurcation of the registered electric vehicles. The
details showed that Uttar Pradesh has the highest registered e-vehicles i.e. 1.39 Lakh. It
was followed by Delhi and Karnataka at 75.7K and 31.94K respectively.
 The least number of electric vehicles were registered in Arunachal Pradesh with 13,
followed by Dadra and Nagar Haveli, Meghalaya and Mizoram at 14, 17 and 18
respectively. Last updated on 15 July 2019.
 The staggering difference between the adoption rates between these states raises bigger
questions on state-wise adoption of electric vehicles. The figure is contradicting to the
reports that India recorded sales of over 7.5 Lakh EVs in FY2019 as opposed to 56K in
FY18. This included the sale of 1.2 Lakh two-wheelers, 6.3 Lakh three-wheelers and
3,600 passenger vehicles.
 An ET report said that most of the vehicles in the government list are electric rickshaws
and e-carts, based on quotes from unnamed sources. These class of vehicles got legal
clearance in March 2015 and are recognised as motor vehicles officially.
 It is speculated that the actual number of electric vehicles would be much more than the
official figure. For one, thousands of electric rickshaws have been operating across
country without registration. Secondly, the data may not include figures from electric
two-wheeler and electric bicycle sales, and may also not have covered electric cars and
four-wheelers being operated by mobility startups and automotive companies.
 NITI Aayog had proposed that only electric vehicles should be sold in India by 2030. For
this, it called for full electric transition for three-wheelers by 2023 and two-wheelers with
an engine capacity less than 150 CC by 2025.
 The government on its part is taking initiatives such as exemption of registration fees of
electric vehicles and has also emphasised heavily on EVs in the Union Budget 2019.
Finance Minister Nirmala Sitharaman proposed a new scheme which will invite global
companies through a transparent competitive bidding process to set up mega
manufacturing plants in sunrise and advanced technology areas including lithium storage
batteries, and charging infrastructure.

27
 3.3 SWOT ANALYSIS OF THE EV INDUSTRY IN INDIA

STRENGTHS

1. Eco-friendly: EVs are less polluting, as they have zero exhaust emissions. If you opt to
use renewable energy to charge your EV, you can reduce greenhouse gas emissions even
more. Some EVs are made of eco-friendly materials such as the Ford Focus Electric,
which is made of recycled and bio based materials and the Nissan Leaf, which is partly
made of recycled plastic bottles, old car parts and secondhand appliances.

2. No Noise pollution: Like any other pollution, noise pollution is a nuisance to society.
Regardless of how personalized a sound the make, EVs have the potential to reduce
traffic noise in parking areas and residential streets, improving quality of life for
ourselves and our neighbours.

3. Low cost of ownership: Electric vehicles have low cost of ownership as you just have to
purchase the vehicle once and then just recharge the battery unlike refuelling with petrol
or diesel which is far more expensive than the electricity prices in India.

4. Cheaper to run: EVs are cheaper to run since they have high efficiencies and fuel
economies thereby reduce cost for the owner. The electricity to charge an EV is about
one third as much per kilometer to purchase fuel for vehicle.

28
 5. Health Benefits: The reduced harmful emissions will lead to better air quality, which is
good for our health. EVs are also produce much less noise compared to petrol/diesel-
based vehicles.

WEAKNESSES

1. Need’s time to recharge: Electric vehicles need time to recharge. You have to charge
your vehicle for 4-8 twice or thrice a week. This can be a drawback of electric vehicles as
the charging process is time consuming.

2. Lack of recharging infrastructure: as the concept of electric vehicles is new and not very
popular in our country yet therefore its recharging infrastructure is also not widely
available in most of our country.

3. Batteries change is expensive: the batteries of electric vehicles are very expensive right
now. There once your battery life is over battery change can be very expensive. This is
another weakness of electric vehicles.

OPPORTUNITIES

1. Government subsidy for ownership: Government is providing various subsidies for both
manufacturing and the purchasing of electric vehicles. It is providing subsidies to the
manufacturers for the production of EVs and on the other hand it is also providing
subsidies to buyers for its purchase.

2. Lower Taxes: Government has lowered the taxes on the manufacturing and the purchase
of electric vehicles. This tax reduction is a great opportunity for both the Automakers and
the buyers to manufacture and buy more EVs respectively.

3. Increasing fossil fuel costs: the increasing cost of fossil fuel is a great opportunity for the
EV Industry in India. The increasing cost of fossil fuel will make petrol and diesel
expensive and difficult to afford. People will look for a cheaper mobility solution and
EVs are the best option for them.

29
THREATS

1. Competition in form of electric hybrids, alternative fuel, hydrogen-powered cars: there is

a lot of competition in the EV industry in the form of electric hybrids, alternative fuels
and hydrogen powered cars. All this can be a substitute for electric vehicles and therefore
it’s a threat for the industry.

2. Rise in cost of electricity: if the cost of electricity increases in future it can be a huge
threat for the EV Industry in India as the whole business of electric vehicles is dependant
upon the cheap availability of electricity.

30
 3.4 PORTER’S FIVE FORCES ANALYSIS

Threat of new Entrants

1. Dominance of East Asian companies in EV sector: there is a huge dominance of East

Asian companies like Toyota in the EV segment. They see that there is a huge potential
for their business in India. As these companies have better technology therefore they can
be a threat to our Indian Companies.

2. Reduction in import duties: reduction in import duties by the Indian government has
encouraged new entrants in the EV Industry. Many foreign companies are coming to
India thereby increasing the competition in our country.

3. Presence of skilful labour: Our country is full of engineers therefore there is a good
presence of skilled labour required for the manufacturing of electric vehicles. Therefore
there is a threat of new entrants in the EV Industry in India.

31
Bargaining power of Buyers

1. High – price: as the electric vehicles are expensive in our country and the import duties
are also very low, therefore buyers have an option of importing it from outside world.
Therefore, buyers have good bargaining powers in the EV Industry in India.

2. Customer services and support: the customer service and support in terms of electric
vehicles is good therefore the bargaining powers of buyers are more than that of sellers in
the EV Industry.

3. Second Hand Market: the development of second-hand market gives more bargaining
power in hands of the buyers as the buyers can easily purchase the same model of EV in
the second-hand market of almost half the price.

4. Imports by Individuals: as the electric vehicles are expensive in our country and the
import duties are also very low, therefore buyers have an option of importing it from
outside world. Therefore, buyers have good bargaining powers in the EV Industry in
India.

Bargaining power of Suppliers

1. The wide networks of dealerships available: the wide networks of dealerships available
gives buyers a lot of choice to purchase from and therefore they have more bargaining
power over the sellers.

2. Create brand loyalty: creating brand loyalty increases the bargaining power of suppliers.
But right now, the bargaining power is with buyers in the EV Industry in India.

3. Rate of registration: the rate of registration of electric vehicles is less as compared to

conventional vehicles. This gives the bargaining power to the buyers and not the sellers.

Threat of Substitute products

1. Public transports: public transport can be a substitute for electric vehicles and therefore it
can be a threat for the Electric Vehicle Industry in India.

32
 2. Similarity of products: nowadays many similar products are available in the market.
When a variety of similar products are available, buyers get a lot of choices to choose
from which increases their bargaining power over sellers.

3. Easier to use in day-to-day life of conventional cars: Conventional vehicles are also other
substitutes for the electric vehicles and therefore a threat for the Industry.

Intensity of Competitive Rivalry

1. Huge growth potential: EV Industry has a huge growth potential therefore it is attracting
a lot of Players in the Industry. Further increasing the intensity of Competitive Rivalry.

2. Fight for potential buyers: There are various automotive companies who fight for
potential buyers of electric vehicles. A strong competition and a high power of buyers
results in an intense rivalry in the electric vehicle industry.

33
CHAPTER 4: RESEARCH METHODOLOGY

34
4.1 DEFINITION OF RESEARCH: -
According to Philip Kotler,

“Marketing research is the systematic design, collection, analysis & reporting of data
& findings relevant to a specific marketing situation facing the company”.

4.2 RESEARCH PROBLEM STATEMENT: -

With the current depletion of fossil fuels and its price hike, there is a need for another
energy resource to run the vehicle. The automobile sector is considering Electric
Vehicle as a solution to the industry and environment in India. Electric Vehicles are
the replacement for petroleum-based vehicles. They are one of the emerging
technologies as well as eco-friendly and viable.

4.3 OBJECTIVE OF RESEARCH: -

A. To know about the Opportunities and Challenges of EVs in India.

B. To know if the Government initiatives for promoting EVs have been successful or
not.

C. To know about which states of India have adopted Electric Vehicles the most.

D. To know about the consumer’s motives to purchase EVs in India.

E. To know about stereotypes that people have for Electric Vehicles.

4.4 RESEARCH METHODOLOGY:

The aim of the methodology section is to describe the research procedure. The following
are the steps that describe the marketing research process:

 Problem identification & Research objectives.

 Research Design.

35
  Sampling Plan & Data Collection.
 Data Analysis & Interpretation.
 Research Report Preparation.

4.5 RESEARCH DESIGN

“Research Design is the plan, structure, & strategy of investigation to obtain

answers to the Marketing Problem”. It indicates the methods and procedures
for conducting a research study. There are three types of Research Design.

 Exploratory Research Design

 Descriptive Research Design
 Causal or Experimental Research Design
The Research design carried out in this project was Descriptive in nature.

36
4.6 DATA COLLECTION

 Data can be collected by 2 methods:

4.6.1 PRIMARY DATA

When secondary data is not sufficient for the purpose the first hand data i.e.
Primary Data is to be collected. Following are the instruments of primary data
given as follows:

 Observation
 Personal Interview
 Telephonic Interview
 Questionnaire

I have collected Primary Data through Structured Questionnaire.

4.6.2 SECONDARY DATA

This data has been collected through Websites, Project Reports, and various
Journals of Marketing etc.

4.7 SAMPLING PLAN

4.7.1 Sample Unit

 Youths

4.7.2 Sample Size

 150 Respondents

4.7.3 Sampling Methods

 Non- probability sampling:

a. Judgmental Method
b. Convenience Method

37
4.8 DATA ANALYSIS AND INTERPRETATION

Once the survey is over and Questionnaire has been received from respondents the data
collection has to be properly tabulated. I have analyzed the data with the help of various
statistical methods i.e. Average, Percentage, Correlation and Graphical methods like pie-
chart, bar chart table and others.

 TYPES OF CHART

 Column Chart.

 Pie Chart.

 Other charts

4.9 RESEARCH REPORT PREPARATION

Once the data has been tabulated interpreted and analyzed it is requiring to prepare research
report based on findings, conclusion and recommendation.

4.10 LIMITATIONS
 The responses of the questionnaire are as per the limited understanding of the
respondents.
 The size of sample was limited because of limited factor and hence the results cannot
be generalized.
 The analysis and conclusions are as per our limited understanding of the concern
subject.

 Generally, the respondents were busy in their work and were often found less interested
in responding righty.

38
CHAPTER 5: DATA ANALYSIS

39
5.1 TOOLS USED FOR ANALYSIS-FREQUENCY TABLES

1. What is your age ?

Cumulative
Percent V Percent
a
l
i
d
P
e
r
c
e
n
t
Valid 25 or younger 72. 7 7
2 2
. .
7 7
26-30 14. 1 8
4 7
. .
7 3
31-40 3.3 3 9
. 0
3 .
7
41-50 3.3 3 9
. 4
3 .
0
51 or older 6.0 6 1
. 0
0 0
.
0
Total 1
0.0 0
0
.
0

40
From the above Bar Chart, we can observe that the maximum no. of respondents belongs

to the age group of 25 or younger (109) while the least number of respondents belonged

to the age group of 31 to 40 (5).

41
2. What is your gender ?

Cumulative
Frequency Percent Valid Percent Percent
Valid female 74 49.3 49.3 49.3
male 76 50.7 50.7 100.0
Total 150 100.0 100.0

From the above Pie chart, we can observe that 74 respondents out of 150 were Female

while the other 76 were Male.

42
3. What is your approximate yearly income ?

Cumulative
Frequency Percent Valid Percent Percent
Valid less than 100000 25 16.7 16.7 16.7
100000-300000 71 47.3 47.3 64.0
300000-600000 40 26.7 26.7 90.7
more than 600000 14 9.3 9.3 100.0
Total 150 100.0 100.0

From the above, Bar Graph we can observe that the income level of maximum number of

respondents was 100000 to 300000 (71) while the income level of least number respondents

were more than 600000 (14).

43
4. Do you own an Electric Vehicle ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Yes 27 18.0 18.0 18.0
No 123 82.0 82.0 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can observe that the majority of the respondents did not

Own any Electric Vehicle (123) while just a minority of 27 respondents owned it.

44
5. Have you ever driven an electric vehicle ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Yes 44 29.3 29.3 29.3
No 106 70.7 70.7 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can observe that 70.7 % of the respondents (106) never

drove an Electric Vehicle while just 29.3 % of respondents (44) had driven it.

45
6. Which of the following would you prefer the most if electric modal is available ?

Cumulative
Frequency Percent Valid Percent Percent
Valid car 41 27.3 27.3 27.3
Bike 86 57.3 57.3 84.7
Scooter 20 13.3 13.3 98.0
Rickshaw 2 1.3 1.3 99.3
other 1 .7 .7 100.0
Total 150 100.0 100.0

From the above Bar Graph, we can observe that in case of Electric Vehicle category,

maximum preference was given to Bikes followed by Car , Scooter and Rickshaw

in the percentage of 57.3, 27.3, 13.3 and 1.3 respectively.

46
7. Are you environmentally conscious ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Highly conscious 42 28.0 28.0 28.0
Somewhat 102 68.0 68.0 96.0
No 6 4.0 4.0 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can observe that 28% respondents were highly conscious about

the environment, 4% were not conscious at all while a majority of 68% lies some what betwe-

-en the two.

47
8. Do you consider owning an electric vehicle as an advantage over owning a gasoline powered
vehicle ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Yes 113 75.3 75.3 75.3
No 5 3.3 3.3 78.7
Unsure 32 21.3 21.3 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can observe that 75.3% of the respondents consider owning an

Electric vehicle as an advantage over owning a gasoline powered vehicle while 21.3 % are

unsure and 3.3% have opposite view point.

48
9. Do you think electric vehicles will surpass gasoline cars in near future ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Yes, in 10 years 120 80.0 80.0 80.0
Yes, in 25 years 23 15.3 15.3 95.3
Yes, in 50 years 3 2.0 2.0 97.3
Not at all 4 2.7 2.7 100.0
Total 150 100.0 100.0

From the above Bar Graph, we can observe that 80 % of the respondents think that electric

Vehicles will surpass gasoline vehicles in 10 years, followed by 15.3% in 25 years and

2% in 50 years whereas 2.7% i.e. 4 respondents think that EVs will never surpass gasoline

vehicles.

49
10. Do you prefer a hybrid vehicle ( use both electricity and fuel ) or electric vehicle ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Hybrid vehicle 109 72.7 72.7 72.7
Electric vehicle 41 27.3 27.3 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can observe that the majority of the respondents i.e. 109

prefer Hybrid vehicle ( use both electricity and fuel ) while only a minority of 41 prefer

Electric vehicles.

50
11. Should the Government provide incentives to buy electric vehicles ?

Cumulative
Frequency Percent Valid Percent Percent
Valid Yes 117 78.0 78.0 78.0
No 9 6.0 6.0 84.0
May be 24 16.0 16.0 100.0
Total 150 100.0 100.0

From the above Pie Chart, we can see that a vast majority of respondents i.e. 117 feel

that the Government should provide incentives to buy electric vehicles while just a few

i.e. 9 oppose it.

51
12. What are your plans to purchase an electric vehicle ?

Cumulative
Frequency Percent Valid Percent Percent
Valid I want to buy one as
44 29.3 29.3 29.3
soon as possible
will buy one in the
60 40.0 40.0 69.3
next 5 year
will buy one in the
19 12.7 12.7 82.0
next 10 year
I am not sure now 27 18.0 18.0 100.0
Total 150 100.0 100.0

From the Bar Graph, we can observe that 40% respondents wish to buy an EV in the

next 5 years, 29.3 % wish to buy it as soon as possible, 2.7% wish to buy it in the next

10 years and 18% of them are not sure about their purchase decision yet.

52
13. How do you think buying an electric vehicle will change your image ?

Cumulative
Frequency Percent Valid Percent Percent
Valid A positive impact on my
80 53.3 53.3 53.3
image
Not sure 63 42.0 42.0 95.3
Won't change anything
7 4.7 4.7 100.0
about my image
Total 150 100.0 100.0

From the above Pie Chart, we can observe that 53.3% of the respondents think that buying

an Electric Vehicle will bring a positive impact on their image on the contrary 4.7% think

that their image will not change at all. While around 42% are still unsure about it.

53
14. What are the various notions you hold for electric vehicles ?

From the above Bar Graph, we can observe that the most common stereotypes that respondents

held for Electric Vehicles are Unavailability of charging stations (51.3%) followed by Econom-

-cal (50.7%), Environment Friendly (42%), Long distance travel is difficult (40.7%), lack

of consumer choices (10%) and so on…

54
 5.2 STATISTICAL ANALYSIS: CHI-SQUARE FOR HYPOTHESIS

Q.A To find the relationship between the gender and electric vehicle ?

Hypothesis:
H0: There is no a significant relationship between gender and electric vehicle
H1: There is a significant relationship between gender and electric vehicle

gender * Electric Vehicle Crosstabulation

Electric Vehicle
Yes No Total
gender female Count 11 63 74
Expected Count 13.3 60.7 74.0
% within gender 14.9% 85.1% 100.0%
male Count 16 60 76
Expected Count 13.7 62.3 76.0
% within gender 21.1% 78.9% 100.0%
Total Count 27 123 150
Expected Count 27.0 123.0 150.0
% within gender 18.0% 82.0% 100.0%

Chi-Square Tests

Asymp. Exact Exact

Value df Sig. (2- Sig. (2- Sig. (1-
sided) sided) sided)
Pearson Chi-Square .973b 1 .324
Continuity Correctiona .599 1 .439
Likelihood Ratio .978 1 .323
Fisher's Exact Test .397 .220
Linear-by-Linear
.966 1 .326
Association
N of Valid Cases 150
a.
Computed only for a 2x2 table
b.
0 cells (.0%) have expected count less than 5. The minimum expected count is
13. 32.

55
Conclusion:

There is a significant relationship between gender and elctric vehicle behaviour,

chi-sqare
0.9

p= 0.3
>0.05

p-value is greater than 0.05 then accept the null hypothesis

Male were more likely to engage in electric vehicle than were women(21.1% to14.9%)

Q.B To find the relationship between gender and driven an electric vehicle?
Hypothesis:
H0: There is a significant relationship between gender and driven an elctric vehicle behaviour
H1: There is no a significant relationship between gender and driven an elctric vehicle behaviour

gender * driven an electric vehicle Crosstabulation

driven an
electric
vehicle Total
Yes N

gender female Count 1 5 7

Expected Count 2 5 7

% within gender 2 7 1

male Count 2 4 7

Expected Count 2 5 7

% within gender 3 6 1

Total Count 4 1 1

Expected Count 4 1 1

% within gender 2 7 1

Chi-Square Tests

Asymp. Exact Exact

Value d Sig. (2- Sig. (2- Sig. (1-
sided) sided) sided)
Pearson Chi-Square 5 1 .

Continuity Correctiona 4 1 .

Likelihood Ratio 5 1 .
Fisher's Exact Test .020 .013
Linear-by-Linear
5 1 .
Association
N of Valid Cases 1

a.
only for a 2x2 table
b. Computed
0 cells (.0%) have expected count less than 5. The minimum expected count is 21.
55
71.
Conclusion:
There is a significant relationship between gender and driven an elctric vehicle behaviour

chi-
square= 5.787
p= 0.016 <0.05
p-value is less than 0.05 then the reject the null hypothesis
Male were more likely to engage in electric vehicle than were women(38.2% to 20.3%)

Q.C To find the relationship between gender and prefer the most if electric modal is available ?
Hypothesis:
H0: There is no a significant relationship between gender and prefer the most if electric modal is available
H1: There is a significant relationship between gender and prefer the most if electric modal is available

gender * prefer the most if electric modal is available Crosstabulation

prefer the most if electric modal is available

car Bike Scooter Rickshaw Total
gender female Count 18 45 9 1 73
Expected Count 20.1 42.1 9.8 1.0 73.0
% within gender 24.7% 61.6% 12.3% 1.4% 100.0%
male Count 23 41 11 1 76
Expected Count 20.9 43.9 10.2 1.0 76.0
% within gender 30.3% 53.9% 14.5% 1.3% 100.0%
Total Count 41 86 20 2 149
Expected Count 41.0 86.0 20.0 2.0 149.0
% within gender 27.5% 57.7% 13.4% 1.3% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
Pearson Chi-Square .936a 3 .817
Likelihood Ratio .937 3 .816
Linear-by-Linear
.105 1 .746
Association
N of Valid Cases 149
a. 2 cells (25.0%) have expected count less than 5. The
minimum expected count is .98.

56
Conclusion:
There is a significant relationship between gender and prefer the most if elctric modal is available behaviour,

chi-
sqare= 0.936
p= 0.817 >0.05
p-value is greater than 0.05 then accept the alternative hypothesis
Female were more likely to engage prefer the most if electric modal is available than were male
(Bike=61.6%% to 53.9%)

Q.D To find the relationship between gender and environmentally conscious ?

Hypothesis:
H0: There is no a significant relationship between gender and environmentally conscious behaviour
H1: There is a significant relationship between gender and environmentally conscious behaviour

gender * environmentally conscious Crosstabulation

environmentally conscious
Highly
conscious Somewhat No Total
gender female Count 19 51 4 74
Expected Count 20.7 50.3 3.0 74.0
% within gender 25.7% 68.9% 5.4% 100.0%
male Count 23 51 2 76
Expected Count 21.3 51.7 3.0 76.0
% within gender 30.3% 67.1% 2.6% 100.0%
Total Count 42 102 6 150
Expected Count 42.0 102.0 6.0 150.0
% within gender 28.0% 68.0% 4.0% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
1.021a
Pearson Chi-Square 2 .600
Likelihood Ratio 1.034 2 .596
Linear-by-Linear
.769 1 .380
Association
N of Valid Cases 150
a. 2 cells (33.3%) have expected count less than 5. The
minimum expected count is 2.96. 57
Conclusion:
There is a significant relationship between gender and environmentally conscious
behaviour, chi-sqare= 1.021
p= 0.6 > 0.05
p-value is greater than 0.05 then accept the null hypothesis
Female were more likely to engage environmentally conscious than were Male(somewhat=68.9% to 67.1%)

Q.E To find the relationship between gender and gasoline powered vehicle ?
Hypothesis:
H0: There is no a significant relationship between gender and gasoline powered vehicle behaviour
H1: There is a significant relationship between gender and gasoline powered vehicle behaviour

gender * gasoline powered vehicle Crosstabulation

gasoline powered vehicle

Yes No Unsure Total
gender female Count 55 3 16 74
Expected Count 55.7 2.5 15.8 74.0
% within gender 74.3% 4.1% 21.6% 100.0%
male Count 58 2 16 76
Expected Count 57.3 2.5 16.2 76.0
% within gender 76.3% 2.6% 21.1% 100.0%
Total Count 113 5 32 150
Expected Count 113.0 5.0 32.0 150.0
% within gender 75.3% 3.3% 21.3% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
Pearson Chi-Square .253a 2 .881
Likelihood Ratio .254 2 .881
Linear-by-Linear
.036 1 .849
Association
N of Valid Cases 150
a. 2 cells (33.3%) have expected count less than 5. The
minimum expected count is 2.47.

Conclusion:
There is a significant relationship between gender and gasoline powered vehicle
behaviour, chi-sqare= 0.253
p= 0.881 >0.05

58
 p-value is greater than 0.05 then accept the null hypothesis
Male were more likely to engage gasoline powered vehicle than were Female(Yes=74.3% to 76.3%)

Q.F To find the relationship between gender and gasoline cars in near future ?
Hypothesis:
H0: There is no a significant relationship between gender and gasoline cars in near future behaviour
H1: There is a significant relationship between gender and gasolinegasoline cars in near future behaviour

gender * gasoline cars in near future Crosstabulation

gasoline cars in near future

Yes, in Yes, in Yes, in
10 25 50 Not at all Total
years years years
gender female Count 57 17 0 0 74
Expected Count 59.2 11.3 1.5 2.0 74.0
% within gender 77.0% 23.0% .0% .0% 100.0%
male Count 63 6 3 4 76
Expected Count 60.8 11.7 1.5 2.0 76.0
% within gender 82.9% 7.9% 3.9% 5.3% 100.0%
Total Count 120 23 3 4 150
Expected Count 120.0 23.0 3.0 4.0 150.0
% within gender 80.0% 15.3% 2.0% 2.7% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
Pearson Chi-Square 12.536a 3 .006
Likelihood Ratio 15.460 3 .001
Linear-by-Linear
.692 1 .405
Association
N of Valid Cases 150
a.
4 cells (50.0%) have expected count less than 5. The
minimum expected count is 1.48.

Conclusion:
There is no a significant relationship between gender and gasoline cars in near future behaviour

chi-sqare= 12.536
p= 0.006 <0.05
p- value is less than 0.05 then reject the null hypothesis
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60
Male were more likely to engage gasoline car in near future than were Female(Yes, in 10 year=82.9% to 77.0 %)
Q.G To find the relationship between gender and prefer vehicle ?
Hypothesis:
H0: There is no a significant relationship between gender and prefer vehicle behaviour
H1: There is a significant relationship between gender and prefer vehicle behaviour

gender * prefer vehicle Crosstabulation

prefer vehicle
Electric
Hybrid vehicle vehicle Total
gender female Count 57 17 74
Expected Count 53.8 20.2 74.0
% within gender 77.0% 23.0% 100.0%
male Count 52 24 76
Expected Count 55.2 20.8 76.0
% within gender 68.4% 31.6% 100.0%
Total Count 109 41 150
Expected Count 109.0 41.0 150.0
% within gender 72.7% 27.3% 100.0%

Chi-Square Tests

Asymp. Exact Exact

Value df Sig. (2- Sig. (2- Sig. (1-
sided) sided) sided)
Pearson Chi-Square 1.398b 1 .237
Continuity Correctiona .998 1 .318
Likelihood Ratio 1.404 1 .236
Fisher's Exact Test .274 .159
Linear-by-Linear
1.389 1 .239
Association
N of Valid Cases 150
a.
Computed only for a 2x2 table
b.
0 cells (.0%) have expected count less than 5. The minimum expected count is
20. 23.

Conclusion:
There is no a significant relationship between gender and prefer vehicle behaviour
chi-sqare= 1.398
p= 0.237 >0.05
p-value is greater than 0.05 then accept the null hypothesis
Female were more likely to engage prefer vehicle than were male(Hybride vehicle=77.0% to 68.4%)
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62
Q.H To find the relationship between gender and government provide incentives electric vehicle ?
Hypothesis:
H0: There is no a significant relationship between gender and government provide incentives electric vehicles
H1: There is a significant relationship between gender and Government provide incentives electric vehicles

gender * Government provide incentives electric vehicles Crosstabulation

Government provide
incentives electric
vehicles Total
Yes No May be
gender female Count 55 5 14 74
Expected Count 57.6 4.5 11.9 74.0
% within gender 74.3% 6.8% 18.9% 100.0%
male Count 61 4 10 75
Expected Count 58.4 4.5 12.1 75.0
% within gender 81.3% 5.3% 13.3% 100.0%
Total Count 116 9 24 149
Expected Count 116.0 9.0 24.0 149.0
% within gender 77.9% 6.0% 16.1% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
1.081a
Pearson Chi-Square 2 .582
Likelihood Ratio 1.085 2 .581
Linear-by-Linear
1.051 1 .305
Association
N of Valid Cases 149
a. 2 cells (33.3%) have expected count less than 5. The
minimum expected count is 4.47.

Conclusion:
There is no a significant relationship between gender and government provide incentives electric vehicles
chi-sqare= 1.081
p= 0.582 >0.05
p-value is greater than 0.05 then accept the null hypothesis
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 Male were more likely to engage government provide incentives electric vehicles than were female(Yes=81.3% to 74.3%)

Q.I To find the relationship between gender and plans to purchase an electric vehicle ?
Hypothesis:
H0: There is no a significant relationship between gender and plans to purchase an electric
vehicle H1: There is a significant relationship between gender and plans to purchase an electric
vehicle

gender * plans to purchase an electric vehicle Crosstabulation

plans to purchase an electric vehicle
I want to will buy one
buy one as will buy one in in the next I am not
soon as the next 5 year 10 year sure Total
possible now
gender female Count 21 26 14 13 74
Expected Count 21.7 29.6 9.4 13.3 74.0
% within gender 28.4% 35.1% 18.9% 17.6% 100.0%
male Count 23 34 5 14 76
Expected Count 22.3 30.4 9.6 13.7 76.0
% within gender 30.3% 44.7% 6.6% 18.4% 100.0%
Total Count 44 60 19 27 150
Expected Count 44.0 60.0 19.0 27.0 150.0
% within gender 29.3% 40.0% 12.7% 18.0% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
5.432a
Pearson Chi-Square 3 .143
Likelihood Ratio 5.610 3 .132
Linear-by-Linear
.529 1 .467
Association
N of Valid Cases 150
a. 0 cells (.0%) have expected count less than 5. The
minimum expected count is 9.37.
Conclusion:
There is no a significant relationship between gender and plans to purchase an electric vehicle
behaviour, chi-
sqare= 5.432
p= 0.143 >0.05
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p-value is greater than 0.05 then accept the null hypothesis
Male were more likely to engage plans to purchase an electric vehicle than were female( will buy one in the

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next 5 year =44.7% to 35.1%)

Q.J To find the relationship between gender and electric vehicle changing your image ?
Hypothesis:
H0: There is no a significant relationship between gender and an electric vehicle will change your
image H1: There is a significant relationship between gender and an electric vehicle will change your image

gender * an electric vehicle will change your image Crosstabulation

an electric vehicle will change your image

Won't
A positive change
impact on anything
my image Not sure about my Total
image
gender female Count 39 32 3 74
Expected Count 39.5 31.1 3.5 74.0
% within gender 52.7% 43.2% 4.1% 100.0%
male Count 41 31 4 76
Expected Count 40.5 31.9 3.5 76.0
% within gender 53.9% 40.8% 5.3% 100.0%
Total Count 80 63 7 150
Expected Count 80.0 63.0 7.0 150.0
% within gender 53.3% 42.0% 4.7% 100.0%

Chi-Square Tests

Asymp. Sig.
Value df (2-sided)
Pearson Chi-Square .182a 2 .913
Likelihood Ratio .183 2 .913
Linear-by-Linear
.000 1 .997
Association
N of Valid Cases 150
a. 2 cells (33.3%) have expected count less than 5. The
minimum expected count is 3.45.

Conclusion:
There is no a significant relationship between gender and an electric vehicle will change your
image chi-
sqare= 0.182
p= 0.913 >0.05
p-value is greater than 0.05 then accept the null hypothesis
Male were more likely to engage an electric vehicle will change your image than were female( A positive impaction my

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image = 53.9% to 52.7%)

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CHAPTER 6: FINDINGS AND CONCLUSION

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6.1 FINDINGS:

 The Electric Vehicle Industry has many opportunities in our country. EVs are cheaper to
operate, cheaper to maintain, environment friendly, have health benefits, low risk of fire
and explosions.
 The EV Industry is facing some challenges too. Some of these are high initial cost, lack
of demand, lack of charging stations, limited driving time from one full charge etc
 The government initiatives for promoting Electric Vehicles are moderately successful in
our country. Many people are taking benefits of the subsidies provided by the govt. on
electric vehicles in India.
 Uttar Pradesh has the highest number of registered e-vehicles i.e. 1.39 Lakh. Delhi comes
in second on the list with 75.7 K registered e-vehicles.
 According to the survey, 29.3% respondents wish to buy an electric vehicle as soon as
possible, 40% wish to purchase it in the next 5 years and 2.7% wish to purchase it in the
next 10 years.
 According to the survey, the various stereotypes that people hold for Electric Vehicles are
economical (50.7%), environment friendly (42%), unavailability of charging stations
(51.3%), long distance travel is difficult (40.7%), lack of consumer choices (10%), speed
is very slow (18%), high battery replacement cost (10%)

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6.2 CONCLUSION:

 Electric vehicles have some major advantages that can create a revolution in the
automotive industry, India is the fifth most polluted country in the world and fuel based
vehicle play a vital role to create air pollution. EVs will change the pollution crises in
India as well as noise pollution because it doesn’t emit sound or smog.
 We know that Electric Vehicles are the future of our country but right now there are
many challenges that occur in the EV sector such as high initial cost, lack of demand,
lack of charging stations, limited driving time from one full charge, high battery
replacement cost etc
 These challenges can be conquered by the initiatives and Government policies. The
agenda is to make India 100% Electric Vehicle Nation by 2030. Hence all these
initiatives will improve the infrastructure and adaptation of EVs in India.

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 BIBLIOGRAPHY

https://inc42.com/features/paving-the-way-for-emobility-state-and-central-government-ev-
policies-in-india/

https://inc42.com/buzz/govt-data-shows-uttar-pradesh-has-highest-electric-vehicle-ownership/

https://www.researchgate.net/figure/SWOT-analysis-for-electric-vehicles_tbl1_260134783

https://www.slideshare.net/SushovanBej/feasibility-analysis-of-electric-vehicles-in-india

https://www.virta.global/global-electric-vehicle-market

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APPENDIX-A
QUESTIONNAIRE

Dear Respondent,
Here we have a set of questions for a short survey about Electric Vehicles. If you would answer
these questions, we would get an insight what you people think about Electric Vehicles. This
survey is anonymous and is used for the academic research purpose only. No individual will be
identified and responses will only be viewed in aggregate.
1. What is your age ?

 25 or younger
 26-30
 31-40
 41-50
 51 or older

2. What is your gender ?

 Male
 Female
 Other

3. What is your approximate yearly income ?

 Less than 100,000

 100,000 – 300,000
 300,000 – 600,000
 More than 600,000

4. Do you own an Electric Vehicle ?

 Yes
 No

5. Have you ever driven an electric vehicle ?

 Yes
 No

6. Which of the following would you prefer the most if electric modal is available ?
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  Car
 Bike
 Scooter
 Rickshaw
 Other

7. Are you environmentally conscious ?

 Highly conscious
 Somewhat
 No

8. Do you consider owning an electric vehicle as an advantage over owning a gasoline powered
vehicle ?

 Yes
 No
 Unsure

9. Do you think electric vehicles will surpass gasoline cars in near future ?

 Yes, in 10 years
 Yes, in 25 years
 Yes, in 50 years
 Not at all

10. Do you prefer a hybrid vehicle ( use both electricity and fuel ) or electric vehicle ?

 Hybrid vehicle
 Electric vehicle

11. Should the Government provide incentives to buy electric vehicles ?

 Yes
 No
 May be

12. What are your plans to purchase an electric vehicle ?

 I want to buy one as soon as possible

 Will buy one in the next 5 years
 Will buy one in the next 10 years

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  I am not sure now
 I have no intention of buying electric vehicles

13. How do you think buying an electric vehicle will change your image ?

 A positive impact on my image

 Not sure
 Won’t change anything about my image

14. What are the various notions you hold for electric vehicles

? Economical
Environment friendly
High performance
Less maintenance
Unavailability of charging stations
High initial cost
Time consuming battery charge Lack
of consumer choices
Limited driving time from one full charge High
battery replacement cost
Long distance travel is difficult I
don’t trust the technology Not
reliable for long run
Speed is very slow Not
much popular

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