VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI

PROJECT REPORT ON
“Feasibility Study of Electric Vehicle Charging Infrastructure”
Submitted in partial fulfillment of the requirement for the award of
Bachelor in Engineering
IN
INDUSTRIAL ENGINEERING AND MANAGEMENT
Submitted by

ADITYA V ACHARYA 1MV14IM003

ANURAG SHRIVASTAVA 1MV15IM002
ANVITHA 1MV15IM003
BAANUPRIYA M 1MV15IM004

Under the guidance of

Dr. V. Shantha
Professor

DEPARTMENT OF INDUSTRIAL ENGINEERING &

MANAGEMENT
SIR M VISVESVARAYA INSTITUTE OF
TECHNOLOGY, BENGALURU
Academic year 2018-19
 SIR M VISVESVARAYA INSTITUTE OF
TECHNOLOGY, BENGALURU
DEPARTMENT OF INDUSTRIAL ENGINEERING AND
MANAGEMENT

CERTIFICATE

This is to certify that the project work entitled “FEASIBILITY STUDY OF

ELECTRIC VEHICLE CHARGING INFRASTRUCTURE” is a bonafide work
carried out by Mr. Aditya V Acharya (1MV14IM003), Mr. Anurag Shrivastava
(1MV15IM002), Ms. Anvitha (1MV15IM003), Ms. Baanupriya M (1MV15IM004) in
partial fulfilment for the award of degree of Bachelor of Engineering in Industrial
Engineering and Management of the Visvesvaraya Technological University,
Belagavi during the academic year 2018-19.

Dr. V. Shantha Dr. K. S. Shanmukhradhya Dr. V. R. Manjunath

Faculty Supervisor Head of the Department Principal
Sir MVIT, Bengaluru Sir MVIT, Bengaluru Sir MVIT, Bengaluru

Evaluators:
Name Signature with date

1)

2)

I
 DECLARATION
We hereby declare that the presented project report titled “FEASIBILITY STUDY OF
ELECTRIC VEHICLE CHARGING INFRASTRUCTURE”, is a work undertaken for
the partial fulfillment of B.E degree at Visvesvaraya Technological University, Belagavi,
Karnataka.
We also confirm that the report is purely prepared for academic requirements and has not
been published or submitted for any degree, diploma or other similar titles elsewhere.

Place: Bengaluru
Date: 10-06-2019

Aditya V Acharya Anurag Shrivastava Anvitha Baanupriya M

1MV14IM003 1MV15IM002 1MV15IM003 1MV15IM004

II
 ACKNOWLEDGEMENT

It gives us immense privilege to express profound sense of respect and gratitude to the
management of Sir M. Visvesvaraya Institute of Technology, Bengaluru for providing us
the opportunity and resources for the successful completion of the project work in their
premises.
My heartfelt gratitude to our project guide, Dr.V.Shantha, Professor, Department of
Mechanical Engineering, Sir MVIT, for her valuable suggestions and guidance in
strengthening the project to its fullest. Her motivation, encouragement, and guidance
have laid a foundation to this project.
Our sincere regards to Dr.K.S.Shanmukhradhya, Head of The Department, Mechanical
Engineering and IE&M, Sir M. Visvesvaraya Institute of Technology for his constant
encouragement and support.
Sincere thanks to Dr. V.R. Manjunath, Principal, Sir MVIT for providing us with
infrastructure and facilities needed to develop our project.
We express our thanks to all staff members and lab assistants of our department for their
support and cooperation throughout the course as well as their dedication for imparting
quality knowledge to all.
We would like to thank all our friends for all the help and coordination extended in
bringing out this very report successfully in time. And thanks to all the references,
without whom this project would not have been completed.
We are extremely thankful for our parents, who guided us from step by step to make our
life successful.

III
 ABSTRACT
With modernization and development in our lives, pollution reached its peak, giving rise
to global warming and human illness. In cities worldwide, one of the leading causes of
pollution is emission from automobiles and there is a need to build healthy environment.
Air pollution is one of the greatest threats in the world right now. It is the result of rapid
urbanization and industrialization. Most cities have experienced rapid urbanization and
this has resulted in tremendous increase in the number of motor vehicles. This increased
mobility, however comes with a high price. Vehicles are now becoming a main source of
air pollution in India.
To address the ongoing problems, electric and hybrid vehicles seem to be the best
alternatives for replacing the existing conventional vehicles. But wide adoption of
electric vehicles will require public charging infrastructure analogous to petrol pumps.
Public charging stations allow electric vehicle (EV) owners to have the ability and
confidence to drive throughout. Electric vehicles are a great solution in the coming years
especially in urban regions in order to shift the decentralized exhaust emission in mega
cities to centralized power plants in rural areas.
This project deals with exploring the various ways of incorporating public EV charging
stations, the installation and operating cost and income analysis, suitable layouts and
technologies available. The project further presents EV infrastructure deployment in
existing gas stations to establish a comprehensive charging network. Making EV
charging stations easily accessible to public will help adopting this new technology.

IV
 TABLE OF CONTENTS
Title page
Certificate
Declaration
Acknowledgement
Abstract

CHAPTER 1 - INTRODUCTION
1.1 Background
1.2 Electric Vehicle

CHAPTER 2 - LITERATURE REVIEW

2.1 Scenario in India
2.2 Sales in Karnataka

CHAPTER 3 - SCOPE OF WORK

CHAPTER 4 - METHODOLOGY

CHAPTER 5 - EXPERIMENTAL STUDY

5.1 Survey at Mahindra Electric
5.2 Comparison between conventional and
electric vehicle
5.3 Comparison between the three fuel
types
5.4 Locations available for EV stations
5.5 Deploying electric chargers at fuel
stations
5.6 Infrastructure requirements
5.7 Installation process diagram
5.8 Layout
5.9 Barriers to EV deployment
CHAPTER 6 - BUSINESS ANALYSIS
6.1 Cost estimate 35
6.2 Revenue projection 37

CHAPTER 7 - EVALUATION AND SUGGESTIONS

7.1 Evaluation 40
7.2 Suggestions 40

CHAPTER 8 - CONCLUSION 42

APPENDIX 43

REFERENCE 44

IV
 LIST OF TABLES

Table 1.1 Levels of charging available 2

Table 2.1 Cost of installation in Delhi 5
Table 2.2 EV sales in Karnataka 11
Table 5.1 Comparison between electric and conventional four-wheeler 15
Table 5.2 Comparison between electric and conventional two-wheeler 15
Table 5.3 Range for three vehicle types 16
Table 5.4 Shell petrol station number 20
Table 5.5 Uniform sign colours 27
Table 6.1 General Cost estimate 36
Table 6.2 Cost estimate for the existing fuel station 37
Table 6.3 General revenue projection 38
Table 6.4 Revenue projection for fuel station 39
 LIST OF FIGURES
Figure 1.1 Schematic diagram of electric vehicle 2
Figure 2.1 Illustration of cost of charging station and electric vehicle 6
charger
Figure 2.2 Development of Electric vehicles 8
Figure 2.3 Framework of the model 9
Figure 2.4 Sales figure 10
Figure 2.5 EV sales report in India 2018 10
Figure 2.6 EV sales in Karnataka 11
Figure 4.1 Methodology 13
Figure 5.1 Level 1 standard electrical outlet 21
Figure 5.2 J1772 combo connector 21
Figure 5.3 Pedestal mounted charger 23
Figure 5.4 Wall mounted charger 23
Figure 5.5 Overhanging charger 24
Figure 5.6 One cord EV charging 24
Figure 5.7 Two cord EV charging 25
Figure 5.8 Bollards 25
Figure 5.9 Tech behind EV 26
Figure 5.10 Lighting for EV charging station 27
Figure 5.11 one concept per sign 28
Figure 5.12 EV charging signage 28
Figure 5.13 Installation process diagram 31
 ABBREVIATION LIST

EV Electric Vehicle
ECS Electronic Charging Station
EVSE Electric Vehicle Supply Equipment
IEC International Electro technical Commission
SMEV Society of Manufacturing of Electric Vehicles
CMVR Central Motor Vehicle Rules
ECM Electronic Charging Station
IEEE-SA Institute of Electrical and Electronics Engineers Standards Associations
DT Distribution of tranformer
ToU Time of Use
DREC Delhi Electricity Regulatory Commission
CUF Capacity Utilization Factor
DCFC Direct Current Fast Charging
CAPEX Capital Expenditure
OPEX Operating Expenditure
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 1
INTRODUCTION
1.1 BACKGROUND
Due to world’s shortage of fossil fuels, nations compete to secure enough reserves of
natural resources for sustainability. Seeking alternative sources becomes crucial for a
nation’s development. One of the major fossil fuel consumer is transportation. Many
daily heavily demanded vehicles are powered by gasoline. A major consequence of
burning fossil fuels is the release of tremendous amount of harmful gases which
partially constitutes the global warming effect and deteriorates people’s health.
Electricity is considered as the most universal form of energy which can be
transformed from and to another form effectively. By converting the endurable
renewable energy like solar and wind energies, to electricity, we can manipulate
energy in a cleaner manner. Electrification of transportation, like deployment of
electric vehicles (EVs) can not only alleviate our demand on fossil fuel, but also
foster better environment for living. Therefore, EVs will become the major
component in the future transportation.
The population of EVs has been increasing rapidly worldwide since its environmental
friendly. However, there is a need to prepare effective electric charging station
infrastructures to fill up battery for future day-to-day energy consumption. Then the
electric charging station must be extensively installed to sufficiently serve a number
of EVs, especially in the metropolitan areas [1].

1.2 ELECTRIC VEHICLE

An electric car (also battery electric car or all-electric car) is a plug-in electric
automobile that is propelled by one or more electric motors, using energy typically
stored in rechargeable batteries (Fig. 1.1). The term "electric vehicle" refers to any
vehicle that uses electric motors for propulsion, while "electric car" generally refers
to highway-capable automobiles powered by electricity. Although the initial
investment is about 1.5 times than conventional IC engine but time has come when
the cost of environment is more of concern than the cost of vehicle. Petrol costs have
increased more than 50% in the last two years and hence there is a greater need for
alternative technologies in automobiles like the electric vehicles.

DEPARTMENT OF INDUSTRIAL ENGINEERING AND MANAGEMENT, MVIT 1

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 1.1: Schematic diagram of Electric vehicle

An electric vehicle charging station, also called EV charging station, electric

recharging point, charging point, charge point, ECS (Electronic Charging Station)
and EVSE (electric vehicle supply equipment), is an element in an infrastructure that
supplies electric energy for the recharging of electric vehicles, such as plug-in
electric vehicles, including electric cars, neighbourhood electric vehicles and plug-in
hybrids. There are three charging levels currently available :
 Level 1 – AC charging
 Level 2 – AC charging
 Level 3 – DC charging

Table 1.1: Levels of charging available

EVSE Type Power supply Charger Charging time
power (approx) for 24kWh
battery
Level 1 120 VAC ~ 1.44 kW to ~ 17 Hours
(AC Charging) 12A to 16A ~1.92 kW
(Single Phase)
Level 2 208 ~ 240 VAC ~ 3.1 kW to ~ 8 Hours
(AC Charging) 15A ~80 A ~19.2 kW
(Single phase)
Level 3 300 to 600 VDC From 120kW ~ 30 Minutes
(DC Charging) up 240kW

However large scale deployment of EVs depend on the availability of EV charging

infrastructure which includes slow charging stations (Level 1 and Level 2) for home
charging and fast charging stations situated in public places (Table 1.1). Even
though most of the charging take place at home, nearly all the EVs lack the range
capacity to drive much more than 100 miles on a single charge. Sometimes you
might forget to charge when you come home. Or maybe you live in an apartment
building without access to a charging spot. For these circumstances, public
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

infrastructure is necessary. In addition to this, fast charging is not well-suited for

homes as it required three-phase power and costly installation. Thus, fast charging
and public infrastructure are more likely to go hand-in-hand. We need to carefully
plan EV charging facilities to modernize the transportation system and study how
EVs will be incorporated into transportation system seamlessly with a focus on
charging stations and this will help make our cities “smart”. Charging stations should
be built widely enough such that the moving range of an EV can be extended to
every corner of the city by having the EV re-charged at a charging station nearby.
And since India plans to allow only electric and hybrid car sales by 2030, its time for
local gas stations to play in both the spaces and be able to provide both the solutions
to their customers [2].
Feasibility study of electric vehicle charging infrastructure addresses the kind of
equipment available and explores the several layouts and business alternatives for
existing gas stations to safely incorporate EV stations.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 2
LITERATURE REVIEW
To enhance environmental sustainability, many countries will electrify their
transportation systems in their future smart city plans. So the number of electric
vehicles (EVs) running in a city will grow significantly. There are many ways to
recharge EVs’ batteries and charging stations will be considered as the main source
of energy. The locations of charging stations are critical; they should not only be
pervasive enough such that an EV anywhere can easily access a charging point
within its driving range, but also widely spread so that EVs can cruise around the
whole city upon being re-charged [3].
EV charger is an integral part of the charging infrastructure. Charging time of EV is
closely associated with the charger characteristics. Charger should be efficient with
high power density, low weight and low volume. On the basis of charging levels EV
charging can be classified as Level 1 charging, Level 2 charging, Level 3 charging
and DC fast charging. Level 1 is the slowest mode of charging which requires
120V/15A, single phase supply and J1772 EV connector to connect with the EV port.
It usually takes place at home or garage. Level 2 charging is used for both public and
private applications. It uses dedicated supply equipment which is connected to 208V
or 240V outlet. Level 3 and fast DC charging are used for commercial applications
which take place at public places like highways, city fueling points, similar to gas
stations. Organizations such as International Electro technical Commission (IEC),
Society of Automotive Engineers (SAE), Institute of Electrical and Electronics
Engineers Standards Associations (IEEE-SA), Japan Electric Vehicle Standards
(JEVS), Infrastructure Working Council (IWC) etc. have prepared codes and
standards for development of EV charging infrastructure. A realistic approach to
select locations for charging stations which satisfy the requirements of both
consumers and power system. From that perspective, the location which satisfies the
given criteria are considered to be ideal[4].
 The location should be in the vicinity of EV consumers.
 The location should be so chosen that it covers the productive EV sites like town
centres, office complexes, residential areas, road networks etc.
 Location of charging stations should be such that the regulatory limit on voltage
are not violated.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Total investment cost required for the establishment of charging infrastructure for
EVs includes the cost of the equipment to be used, installation costs and operation
and maintenance costs. With increase in penetration of EVs in the next few years,
number of EV chargers will increase and hence the equipment cost is expected to
decrease. There is large variation in the EV equipment cost among different
manufacturers. Besides the initial equipment cost, installation cost is required for
installation of the charger and interconnection with the grid. Installation cost
includes the cost civil works, transaction cost regarding distribution system operator
permission and other related costs depending on factors like installation of new grid
or up gradation of the existing connection, in case there is a pre-existing connection,
the installation cost may greatly reduce. Some other parameters that influence
installation cost include number of simultaneous installation of many chargers that
may reduce cost on account of common labour and grounding cost, mutual
components etc.
For semi-private and semi-public places where low or medium power level chargers
are required, cost varies between Rs 36431 to Rs 87435. For public places where
high power level chargers are required, installation cost is relatively larger ranging
from Rs 174871 to Rs 262306. Apart from equipment and installation costs, there is
there is a requirement for continuous maintenance over the running period. For that
operation and maintenance cost is to be added, which may be taken to be 10% of the
total installation cost.
Table 2.1 shows the cost of installing EV charging stations in Delhi :
Table 2.1: Cost of installation in Delhi
Level 1 (1.5 Kw) 0.3 LACS
Level 2 (6.6kW) 3.0 LACS
DC fast (50kW) 15LACS

India ought to put resources into little scale fortifications to deal with the electric
load issues, rather than going for an enormous change. Home charging ought to be
keyed up for long battery life and frame adjustment. Legitimate arrangement for
place, populace and traffic density behaviour and security ought to be thought about
before going for large scale charging infrastructure execution for the second biggest
populated nation of the world. The most essential aspect in the working of an electric
vehicle charging framework is the incorporation of exercises in the electrical vitality
and transport fields. Just deliberate improvement of both frameworks will give
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

steady and dependable electrical power framework, particularly at the level restricted
power and feasible advancement of the Indian electric vehicle advertise. [3]
Layout of electric vehicle charging stations is determined by the charging demand of
different locations and charging time constraints and the scale of charging stations is
related to the number of electric vehicles, layout of charging stations and duration of
charging at peak hours [3].
The location and scale of charging stations, should not only consider the economic
benefits, but also consider the social benefits after the completion of the charging
station (Figure 2.1).

Figure 2.1: Illustration of cost of charging station and electric vehicle charger

The location of charging station and its scale must take into account the dual benefits
of charging companies and customers, and analyse the possible minimum of gross
social cost. As shown in figure, the charging cost of customers includes the cost of
driving to the station, the cost of waiting to charge the electric vehicle and the cost of
charging the vehicle. The charging cost of a charging company includes the cost of
station construction and variable management cost arising from vehicle charging
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

(station staff salary, the cost of buying electric power from local power companies
etc.) (Figure 2.1).
The construction of electric vehicles should be planned based on the charging need
of electric vehicles, plus the mode of charging. A sound layout of such layout plays
an irreplaceable role in the popularization and development of electric vehicles. The
following suggestions are proposed hence:
 The government should offer a comprehensive plan, gradually establish the
supporting service system for electric vehicles and formulate policies that bolster the
infrastructure of electric vehicles
 The government should set up specialized plan of infrastructure improvement
for electric vehicles, especially facilitating charging at city roads, highways,
residential areas and public parking lots.
 The government should encourage citizens and entities to participate in the
construction and management of the charging stations, explore multiple ways of
charging and modes of business.
 In the enlargement of electric market needs, the government must endeavour to
make the energy-supply network more efficient, thus fueling the popularization of
electric vehicles. [4]
The relationship between electric vehicles and traditional vehicles is competition and
it is predictable that the electric vehicles will replace the traditional ones with the +
development of technology and the exhaustion of oil. Suppose the quantity of electric
vehicles is x(t) and that of traditional vehicles is y(t). According to Voltera
equation, the competition relationship can be described as [Eqn. 2.1] Eqn. 2.2]:
d첐
= 胈첐 襈 Δ 첐 ખ ……. [Eqn. 2.1]
dt
dખ
= ܿ첐 ખ 襈 d ખ..............................[Eqn. 2.2]
dt

Where,
x(t) = quantity of electric vehicle
y(t) = quantity of traditional vehicle
a,b,c,d are constants
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 2.2: Development of Electric vehicles

From the equation and the figure, traditional vehicles will quit the market gradually
as the electric vehicles develop (Figure 2.2). That will keep the gas stations idle
synchronously. Thus proper size charging station can be built inside the gas station
to make the most of resource. This can integrate the oiling and charging serve during
the developing process, which is more convenient for the overall consumers.
The layout of charging station relates with multiple factors and the model should be
sustainable or expendable as the electric vehicles are in developing process. Thus it
is necessary to classify the factors and objections which is called modularization.
Beside the demand, the remaining concerns are from the municipal planning and
distribution network. We should focus on factors such as the busy road, the ordinary
road, the crosses, the public infrastructure and the available capacity of the power
transformer.
Find the most demanding point and around the point find existing gas station which
satisfy the conditions and the constraint factors (Figure 2.3). If the gas station cannot
be found, find vacant place to construct a new charging station for charging service
alone while satisfying the constraint and the objection optimal. [5]
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 2.3: Framework of the model [5]

2.1 SCENARIO IN INDIA

While the talks about Electric vehicles in India is at an all-time high, the sale of
electric vehicles in India still remains less than 1% of total vehicles sold in the
country. Despite the growth of massive 124%, the electric vehicle sales during the
financial year 2017-18 reported a sales of just 56,000 units and were dominated by e-
Scooters confirms data released by Society of Manufacturing of Electric Vehicles
(SMEV). The industry had sold 25,000 electric vehicles in FY 2016-17.
Sales of the electric car during the last financial year dropped to 1200 units in FY
ended in 2018 as against 2000 units sold in FY ended in 2017 which is a decline of
40%. The lack of charging infrastructure and awareness around electric cars is one of
the big reason for the decline. However, more procurements of electric cars by
corporates, cab aggregators and by the government will see this number going up this
year. Mahindra Electric is the only company in India to currently sell electric cars in
India Mahindra e2o Plus and Mahindra e-Verito. Tata Motors also has started the
production of its electric Tigor from its Sadanand plant but is being supplied only as
a part of EESL tender.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 2.4: Sales figures

According to Fame India reports, 2,61,701 electric vehicles were sold as of

December 11, 2018. India saved 37.4 million litres of fuel and reduced 93.4 million
kg of CO2 emissions to protect the environment. Maharashtra and Gujrat stand top in
EV sales whereas Meghalaya stands at the bottom.

Figure 2.5: EV sales report in India 2018

DEPARTMENT OF INDUSTRIAL ENGINEERING AND MANAGEMENT, MVIT 10

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
2.2 SALES IN KARNATAKA 2018
Karnataka is the first state to roll out an Electric vehicle and energy storage policy
that looks not only at boosting sales of EVs, but also setting up charging
infrastructure and special manufacturing zones. Meanwhile, the Karnataka is said to
have already procured a total of 3000 electric buses for public transport. Table 2.2
shows the sales of EVs in Karnataka(Figure 2.6):

Table 2.2: EV sales in Karnataka

Wheeler type Model Total
null Three wheeler (Category L5 low speed as per 2
CMVR)
2 wheeler Category L1 & L2 as per Central Motor Vehicle Rule 784
2 wheeler Category L2 1104
2 wheeler Max power not exceeding 250 watts 3252
4 wheeler Passenger cars ( Category M1 as per CMVR) 8242
buses Category M3 as per CMVR 2
Total 13386

Figure 2.6: EV Sales in Karnataka

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 3
SCOPE OF WORK
To enhance environmental sustainability, many countries will electrify their
transportation in the future smart city plans. So the number of electric vehicles
running in the city will grow significantly. There are many ways to recharge EVs
batteries and charging stations will be considered the main main source of energy.
The location of these charging stations is critical, they should not only be pervasive
enough such that an EV anywhere can easily access a charging station within its
driving range, but also widely spread so that EVs can cruise around the whole city on
being recharged. Public charging stations allow electric vehicle owners to have the
ability and the confidence to drive throughout, for travel within and between
metropolitan areas. Incorporating EV charging station planning into broader local and
regional planning processes support increased adoption.
In the long run, innate economic and social attractiveness will make an EV boom in
India inevitable. The continued fall in Lithium-ion batteries will drastically lower
upfront costs. Improvement in battery technology will lead to affordable and higher
range EVs.
This project discusses the potential need for electric vehicles, charging station
infrastructure, its challenges and suggests the needs, process and layouts for its set up
at the existing fuel stations. Further, it provides a detailed business analysis to help
the site owner understand the expenditure and income on the installation of EV
charging station. A better access to charging station will help to bring about a change
in the mindset of the people and also eliminate range anxiety.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 4
METHODOLOGY
The methodology of our project work is enumerated below. Firstly, it consisted of
collecting data and then determining the various requirements to finally arrive at the
feasible layout & business analysis and the evaluation of the same.

Figure 4.1: Methodology

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 5
EXPERIMENTAL STUDY
5.1 SURVEY AT MAHINDRA ELECTRIC
Mahindra Electric Mobility Ltd formerly known as the electric car company, is an
Indian company based in Bangalore, involved in designing and manufacturing of
compact electric vehicles.
Mahindra electric started their journey in to the EV space in 2001 by launching
Mahindra Reva, India’s first car. They subsequently launched Mahindra E2O and
eVerito, the current version on roads in India.
Some key features of this firm are:
 The first and the pioneer in the Electric vehicle in India
 Mahindra has a dedicated R&D in Bangalore where over 200 engineers are
working on e-vehicle technology and refinements
 Since 2010, Mahindra electric has 7000+ customer under EV segment and
has completed over 50 million miles of electric vehicle driving in India
 Partnered with Ola to launch 300 EVs in Nagpur
 Partnered with NTPC to launch charging stations in Noida and Delhi
 It has tied up with Zoom car to sell 200 E2O plus
 They are planning to increase the production capacity that can help them to
sell over 5000 units per month over the next 2 years in all category vehicles
 Currently they are in discussion with all fleet operators as most traction in
future will come from commercial operators

"The company is looking to double its sales of electric vehicles, including passenger
cars. It is economically viable to sell EVs to fleet operators than individuals," said
Chief Executive Officer Mahesh Babu.

Owing to limitations of charging stations or points along with low run-time on single
charge, there are not enough takers for electric vehicles, he said, adding that the car
maker's flagship passenger car model e2o Plus can cover at least 100 km on a single
charge.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

5.2 COMPARISON BETWEEN ELECTRIC AND THE

CONVENTIONAL VEHICLE

A comparison between electric and conventional 4 wheeler is shown below (Table

5.1).
Table 5.1: Comparison between electric and conventional 4 wheeler
Electric car (Mahindra e2o Petrol cars
plus)
Mileage 120 km 620 km (approx.)
Energy consumption 12 units 40 Litres(approx.)
Energy usage 12/120 = 0.1 units 3.125 litres per day
Cost Rs 7.30 per unit for 400-800 Rs 82.25 per litre
units
Cost per km Rs 7.3 x 0.1 units = 0.73 Rs 5.140 per kilometre
paisa
One day expenditure (50 50 km x 0.73 paise = Rs 36.5 50 km x Rs 5.140 = Rs
km average travel) 257.03
Monthly expenditure (25 Rs 912.5 Rs 6425
days travel)

Switching to an electric scooter can help an individual save up to Rs 36,000 in 3

years. A comparison of fuel and electric two-wheeler is shown below (Table 5.2):

Table 5.2: Comparison between electric and fuel two wheeler

Fuel two-wheeler Electric two-wheeler

Fuel requirement 1 litre petrol Charge requirement ~1.25
units/charge
Cost of fuel ~ Rs 75/ litre Cost of charge Rs 8.75/charge
Mileage ~ 50 km per litre Mileage ~ 60km/charge
Running cost Rs 1.5 per km Running cost Rs 0.15 per km
Average travel in 12000 km Average travel in 1 12000 km
1 year year
Average travel in 36000 km Average travel in 3 36000 km
3 years years
Cost of battery Rs 12000
replacement
Total travel expenses (3 years) = Rs Total travel expenses (3 years) = Rs
54000 17400
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
5.3 COMPARISON BETWEEN THE THREE FUEL TYPES

Rising petrol prices are compelling people to explore alternative options like electric
cars for travel.
Considering the total cost of transportation as constant i.e. Rs.5000, the table below
shows the range can be achieved by all the three types of vehicles. Unit cost of petrol,
diesel and electricity is assumed as Rs 75/ltr, Rs 60/ltr and Rs 5.75/kWh. For EV,
Nissan Leaf specification is referred, (121km/24kWh) with total discharge upto 20%.
For internal combustion engine vehicles the mileage is taken as 20kmpl for both
petrol and diesel.
Table 5.3: Range for three vehicle types
Fuel/data Petrol Diesel Electricity
Cost/Litre Rs 75 Rs 70 Rs 5.75/kWh
Consumption 67 Litre 71 Litre 870 kWh
Range/month 1333 km 1420 km 3623 km
Range/day 44 km 47 km 121 km
Range/year 16000 km 17040 km 43478 km

67 Litres of petrol, 93 Litres of diesel and 870 kWh of electricity can be consumed
with Rs 5000. From that the maximum range per year can be calculated. Considering
diesel range i.e. 20000 km/year as reference, petrol doesn’t even reach that range and
the clear winner is electric with an excess range of 23247 km/year, which is
equivalent to saving of Rs 32700/ year (Table 5.3). The excess investment in buying
an electric car can be easily recovered within couple of years of fuel saving.
Otherwise the cost of environment is now of more concern than the cost of fuel.
Although there about five or more electric cars in the Indian market, they are yet to
take off and appeal to the masses. The electric cars available in India are Mahindra
e2oPlus, Mahindra e-Verito, Tata Tigor Electric, Mahindra e-KUV 100, and Tata
Tiago Electric.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
5.4 LOCATIONS AVAILABLE FOR EV STATIONS
Individuals may soon be able to open public electric vehicle charging stations
without applying for licenses, though there will be a cap on the tariff they can charge
from EV owners.
The government has not set any qualification criteria for opening public charging
stations but these will be monitored and have to meet specifications and performance
standards set by the power ministry.

 Supermarkets
Supermarkets are a regular destination for drivers, and hence an important location
for EV charging points. Supermarkets should install more charge points for the
benefit of the growing number of EV drivers who will increasingly select their
shopping location based on the availability of charging.
 Malls
Malls are an ideal location for EV charging for a number of reasons, like:
a) There are about 26 malls in Bangalore
b) Malls have longer shopping dwell time than in stores
c) They have restroom facilities
d) Most have food service options ranging from coffee shops to fast/quick-service,
and some have sit-down restaurants.
e) They tend to have fairly easy on and off-highway access and are typically
located right next to highways.
f) They are often well marketed and promoted, including billboards along
highways; ads in travel, city, and regional magazines/guides; and highly visible
signage for drivers passing by.
For outlet mall developers, EV drivers needing a charge are a great fit for several
reasons:
a. Dwell Time: EV drivers on long trips and with 30–60 or more minutes of charge
time need to do things while their vehicles charge. This dwell time means the EV
driver is likely to visit several stores and possibly visit a restaurant located on the
property.
b. Bio Breaks/Stretching: Clean restrooms are a no-brainer need for a long-distance
trip. But a bio and stretching break only takes a few minutes of that charge time
period. Outlet malls provide a “discovery” type experience that is a great way for
families to stretch their legs and go their separate ways to stores of their choices.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

c. Need for Food and Refreshments: After 3–4 hours on the road, drivers and
passengers usually will want to stop off and get a bite to eat, or at minimum a
cup of coffee or cold drink. Outlet malls offer a growing range of quick- and full-
service restaurants.
d. Upscale Shoppers: At least for the next several years, EV owners will tend to
have higher incomes than average car owners, and so are highly desirable
shoppers [7]
 Health clubs (Gym)
Rapid charging stations where one can have professional charging when having a
work out session. That's where the retail comes in, so you've got something to do.
 Beauty Parlour and Barbershops
Charging session can easily last an hour, making it a good fit for certain businesses.
Most wouldn't want to linger in a McDonalds for any longer than the minimum
necessary, but a hair salon is an excellent places to linger for awhile.
 Offices and Techparks
To accommodate the booming market and EV-driving employees, many companies
are considering adding more charging stations to their lots. While this may sound like
a hassle, it’s truly imperative in today’s increasingly energy-conscious world, and it
entails an easier transition that many might expect. Companies are strongly
encouraged by the government to implement more EV-charging stations. Companies
that offer chargers allow EV owners to double their vehicles’ all-electric daily
commuting range. Participating companies will not only enhance their corporate
sustainability efforts, contribute to a building’s LEED Certification, and reduce
emissions from employee commutes, but they can also leverage EV-charging stations
to recruit and retain top talent. EV-charging stations may signal to prospective
employees a company’s innovation and dedication to employees, thereby attracting a
wider pool of candidates.
 Colleges and schools
For employees and students of colleges, charging at the premises can be a convenient
way to recharge an EV whilst parked during the day.
 Restaurants, Cafes
Charging stations at restaurants and cafes make it easy for people to spend time as
they charge their car or scooter. There might be a real business opportunity here to
bring back the drive-in restaurant; just plug in your car and order your dinner,
combining a fast charge with slow food.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
 Fuel stations
Gas-station-based charging stations fit the existing consumer habits of vehicle
refueling and can help reduce "range anxiety". In addition, in the long term, while
EVs gradually replace ICE vehicles, the increasing charging service can balance the
decreasing refueling service at the gas stations and maintain efficient utilization of
public infrastructure.
The existing fuel stations already possess the required electric infrastructure,
proximity to power, protection, the free space and easy accessibility. This will allow
the customers to charge their electric vehicle as conveniently as they refuel a
traditional vehicle. The best long-term solution that benefits EV owners, the original
equipment manufacturer as well as the fuel station owners would be to set up a joint-
venture with the fuel station owners to convert a part of the fuel station into a parking
space where each parking slot is equipped with an electric charger.
The early market of EVs has grown without using much public charging because
many people can charge at home and complete almost all trips within an EVs range.
But for EVs to be convenient to use and satisfy the needs of all drivers, a robust
charging network would be a major benefit which would be possible by incorporating
chargers at the existing fuel stations.

5.5 DEPLOYING ELECTRIC CHARGERS AT FUEL STATIONS

Some oil companies are well aware of the world’s car fleet fast transition to electric
vehicles and they are looking to adapt. As electric cars increase in popularity, gas
stations will be forcefully downgraded to simple convenience stores and
consequently, they will lose a significant revenue stream.
Shell is catching on to the electric vehicle trend more so than most oil companies—
and, instead of ignoring the fact that the number of battery-operated cars on the road
are continuing to rise, the gas mogul is shifting its model to have electric chargers at
the fuel stations.
Shell is the first in this transition in India to install electric chargers in their new fuel
stations. However, in countries like Netherlands and Britain, they are installing
chargers in their existing stations as well.
However there are only 88 Shell petrol stations in India as of 2017. Out of these, 30
are in Karnataka, of which, 28 are in Bangalore (Table 5.4)
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
Table 5.4: Shell petrol station number
Number of Shell petrol stations
India 88
Karnataka 30
Bangalore 28

This number of stations will not help provide a better wider adoption. India has
60,799 petrol stations as of November 2017. 26,849 of these belong to Indian
Oil,14,675 to Bharat Petroleum and 14,161 to Hindustan Petroleum. Hence, the other
oil companies need to also consider the installation of electric chargers at the existing
stations which will help in providing a wider network of electric charging points.
Worldwide, the growth has been even more significant. Global EV sales since 2014
have more than doubled, according to Forbes, and after a 72% increase in 2015, there
has been a 41% jump in sales in 2016. Ultimately, over time, this rapid growth will
supplant the oil industry. Those gas stations that shift to a forward-thinking and
growth mindset by installing charging stations won’t be left in the dust. The
“evolution” of gas stations is bound to be the future of tomorrow.

5.6 INFRASTRUCTURE REQUIREMENTS

Access to efficient charging stations could be a roadblock for electric vehicle uptake.
The following are the infrastructure requirements for the set up of electric vehicle
charging station:

 Charge level
 Electric and cellular infrastructure
 Proximity to power
 Mounting approach
 Number of cord sets
 Charger protection
 Communications
 Lighting
 Pedestrian traffic
 Signage
 Safety

DEPARTMENT OF INDUSTRIAL ENGINEERING AND MANAGEMENT, MVIT 20

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
Charge level -
There are three different levels of charge that can fuel an electric vehicle – level1,
level 2, DC fast charge. Targeted users of the charging station should be considered
when choosing a charge level for a given facility.When installing a charger intended
for use by a fleet, a level 1 charger can be installed (Figure 5.1) .

Figure 5.1: Level 1 standard electrical outlet

A level 2 charger is better suited for public charging. These units require a dedicated
40 Amp circuit. Depending on the battery technology used in the vehicle, Level 2
charging takes approximately 4 to 6 hours to completely charge a fully depleted
battery.
DC fast chargers are capable of providing full charge to the compatible electric cars
in less than 30 minutes. The DC Fast Charger is perfect for charging electric
vehicles in high-traffic commercial locations, fleets installations, gas stations, and at
locations along major transportation corridors (Figure 5.2).

Figure 5.2: J1772 combo connector

Electric infrastructure –
The electric infrastructure may consist of:
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

 Utility-owned electric distribution cables located underground in conduit or

overhead on utility poles
 Utility-owned electrical meters
 Utility-owned and privately-owned transformers. Transformers are typically
located at ground level or on utility poles
 Electrical panels and electric cables that distribute electricity across the site

Choices for connecting to electric power include opening a new service with the
utility or using an existing meter with a new or existing electrical panel. If a new
electrical panel is not already being planned as part of the electric vehicle charging
station installation, existing infrastructure will need electrical load study to determine
if it has adequate capacity for the EV supply equipment.
Installation of an EV charging station typically requires a dedicated cable in conduit
from an electrical panel to the EV supply equipment. Level 1 and level 2 EV supply
equipment installations are most cost effective if the service load evaluation supports
using an existing electrical panel and the charging station can be located nearby.

Proximity to power –

Complexity of charging station installation and surface preparations raise cost. The
costs associated with the cutting, trenching and drilling can be significant. Therefore,
the greater the distance between the power source and the EV charging station, the
higher the installation costs are likely to be. These costs may eliminate some site
locations from further consideration. Select a location where it is as inexpensive as
possible to provide electrical supply. For example, placing the charging station in an
existing petrol station could reduce the cost of installation because there will be a
power source in close vicinity to equipment thus reducing the amount of site
preparation that needs to be done. When installing charging stations at older
buildings, existing electrical panels may already be used to maximum capacity. This
should be considered during the planning stage of installation.

Mounting Approach –

There are several options available for mounting the charging station. Depending on
the location, any of the following approaches may be used:

 Pedestal mount EV Charging station (Figure 5.3)

 Wall mount EV charging station
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
 Overhanging mount EV charging station

An existing wall, pole, column, pedestal or post could be used to mount the
charging station. Use of existing walls and poles is less expensive than installing
a new post.

Figure 5.3: Pedestal mounted charger

Also, mounting on wall with an existing electrical panel may help to minimize
disturbance to existing infrastructure and reduce costs (Figure 5.4).

Figure 5.4: Wall mounted charger

Alternatively, an overhanging unit can be used to mount the charger overhead. While
adding to the costs, this approach would help prevent tripping on cords and may
prolong the life of the cords (Figure 5.5)
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 5.5: Overhanging charger

Number of cord sets –

Most charging stations are able to accommodate two cord sets, although it is possible
to have just one cord set on a unit (Figure 5.6). It’s important to verify with the
contractor that the availability of two cords on the charging station translates to the
ability of two vehicles to be charged simultaneously (Figure 5.7). An agency should
determine their best option while considering the placement of the charging station
and the needs of targeted users.

Figure 5.6: One cord EV charging

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 5.7: Two cord EV charging station

Charger Protection –
It should be ensured that the electric vehicle charging station is protected from
vehicle collision. It is especially important for the side to which the vehicle
approaches. Protective barriers may include guard posts (bollards), wheel stops, curb
protection or wall mounted barriers for wall mounted charging stations. When siting
bollards, the accessible reach to the device control panels should be maintained
(Figure 5.8). Every effort has to be made to make the charging station accessible to
all. The key features of bollards include high impact resistance properties, greater
strength than most other materials and ability to facilitate vehicle charging without
any scope for vehicle encroachment.

Figure 5.8: Bollards

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
Communications –
Many of the functions that EV supply equipment perform depend on communications
between the equipment and network service. The three methods for communication
relevant to EV charging stations are Wi-Fi, cellular and Ethernet.
Public and commercial EV equipment can connect to an internet provider through a
local area network, but most of the commercial charging stations use cellular
technology to become networked. A cellular wireless modem can establish
connections with many charging stations using either Wi-Fi or a personal area
network technology and then route the data to a network service (Figure 5.9).

Figure 5.9: Tech behind EV

Lighting –
Lighting at the charging station makes the station more visible to the EV driver,
enhances the driver safety and helps to deter vandalism to the equipment. Almost all
parking facilities are designed with lighting (Figure 5.10). For safety, a minimum
luminance of 0.2 foot-candles is recommended. Locations where charging stations
will be installed should be checked for night time illumination levels between the
parked cars especially if the style of EV supply equipment being used has cables that
extend along the ground between the EV supply equipment and charging port on the
vehicle. Dim lights and cables along the ground could create a tripping
hazard.Adequate lighting may also reduce vandalism of the EV supply equipment
and theft of small EVs such as electric-assisted bicycles.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 5.10: Lighting for EV charging station

Pedestrian traffic –
EV charging stations and cord sets should not interfere with the pedestrian routes.
Charging stations should not be placed in a location that would cause a cord to pose a
tripping hazard. Pedestrian paths should be taken into account when deciding where
to install an EV charging station. Charging station site choices should consider
building entry ways, path ways, street crossings and meeting points so as not to
impede pedestrians.
Signage –
To help the public, signs need to be well located, recognizable and readable. Tiered
way finding signage guiding EV drivers from highly travelled roadways to charging
stations is one way of increasing the station’s visibility. Consistency and visibility of
signage throughout a city, state or region can help drivers locate charging stations
regardless of network access. Federal and local standards seek clarity and uniformity
in the use of words, symbols and colours. Almost all signs follow the rule of “one
concept per sign” (Table 5.5).
Table 5.5: Uniform sign colours
Red Stop or Prohibition
Green Guidance or permissive activities
Blue Service , information
Black/White Regulatory
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Signage should clearly show that the parking spot is to be only used by an EV that is
physically charging (Figure 5.11). Signage serves to deter people parking non-EVs in
the EV spot and should state if non-electric vehicles are subject to fines or towing.
Other signage should be installed immediately adjacent to and visible from the EV
charging station and should include station parking restrictions, operation instructions,
hours and days of operation, contact or registration information if the operator has
questions about the charger (Figure 5.12). Information on any fees, operating
instructions and terms of use should also be posted and be clearly visible in day or
night-time conditions.

Figure 5.11: one concept per sign

Figure 5.12: EV charging signage

Safety –
While plugging the vehicle into a station is straightforward, the large amount of
current carried over the cord from the power source to the car makes caution
worthwhile. The following are the general safety requirements for electric vehicle
charging stations:
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

i. All EV charging stations shall be provided with protection against the overload
of input supply and output supply fittings
ii. All EV stations should be installed so that any socket-outlet of supply is at least
800 mm above the finished ground level
iii. EV parking place should be such that the connection on the vehicle when parked
for charging shall be within 5 meter from the EV charging point
iv. Suitable lightning protection system should be provided
v. Protection against overvoltage at the battery: the DC EV charging point shall
disconnect supply of electricity to prevent overvoltage at the battery, if output
voltage exceeds maximum voltage limit set by the vehicle.
vi. Earth protection system has to be provided for the EV charging system
vii. Requirement to prevent fire for EVs charging station: Fire detection, alarms and
control system shall be provided.
viii. Maintenance of records: To test, inspect and keep records that the EV charging
station has been designed, constructed and labelled to be compatible with a
supply of standard voltage at nominal frequency of 50 Hz
ix. Periodic maintenance and assessment of electric vehicle charging stations:

 An electric vehicle charging station operator shall arrange periodic test/

inspection of an EV charging station or inspection should be carried out by
electrical inspector in every four years
 The owner shall establish and implement a safety assessment programme for
regularly assessing the electrical safety of conductors and fittings
 The owner shall keep records of the results of every periodic assessment and
details of any issues found during the assessment and any actions required to be
taken in relation to those issues
 The owner/operator shall retain a copy of all records, whether in hard copy or
electronically, for at least 7 years and shall provide a copy of the records to the
inspecting officers.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
5.7 INSTALLATION PROCESS DIAGRAM

Figure 5.13: Installation process diagram

DEPARTMENT OF INDUSTRIAL ENGINEERING AND MANAGEMENT, MVIT 30

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Figure 5.13(continued) : Installation process diagram

5.8 LAYOUT
Shell oil company is the first in India to have electric chargers in its new fuel station.
We studied one of Shell’s new fuel station layout which is under construction in
Tumkur to understand the requirements that should be noted when incorporating EV
chargers in the fuel stations. This layout is enclosed in Annexure 1.
The following are the key points to be noted:
 The standard space requirement which refers to standing area only is called ‘one
space’ and is 16 feet by 8 feet 7 inches.
 Charger operable parts should have 48 inches maximum reach height.
 The charging point should be at a minimum distance of 15 feet from the fuel
tank.
 The socket outlet of the supply should be at least 800 mm above the finished
ground level.
 EV chargers can be installed in the fuel stations if the appropriate safety
measures are undertaken.
Considering the above factors, we worked on the layout of HP Petrol Pump - Fuel
station, MES ring road to understand if it is feasible to incorporate chargers at the
existing fuel stations in the city.
The existing and proposed layouts are enclosed in Annexure 2.
The following points make the idea feasible:
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

 The electric requirement for the charging station is available at the fuel station.
The station has 220V DC supply with backup for power failure which is
sufficient for the setup of a high speed charging unit.
 The charging point is the close vicinity of the power source and thus there is
elimination of the cost of site preparation.
 Wall mounted charging unit is suitable at this fuel station
 Adequate lighting is available at the fuel station for driver safety
 The supervisor of the fuel station could assist with the plugging in and out of the
charger. Thus eliminating the need for extra worker during the initial days of the
set-up to educate the new users.
 Heavy vehicles park at the fuel station only at midnight, thus eliminating traffic
at the fuel station.

5.9 BARRIERS TO EV DEPLOYMENT

EVs are receiving increasing attention of policy makers and consumers due to a
variety of factors including introduction of attractive EV models and policies by
national and local governments designed to promote EVs. However, scaling up EV
penetration and realizing the potential requires dealing with technical, infrastructural,
market and policy related barriers.
Technical barriers involve issues related to efficiency of batteries, charging time and
driving range. One of the major barriers is the low specific energy density of most
batteries used in EVs especially lead acid batteries. To achieve reasonable driving
ranges thus required bulky batteries adding to the overall weight of EVs. To address
this issue, battery manufacturers are working on advanced batteries with higher
specific energy density, such as lithium ion and lithium sulphur battery that can
reduce weight requirements of batteries in future, thereby leading to reductions in
weight and possibly cost of EVs. Some other EV related concerns relate to the
driving range and charging time of batteries. As battery types and battery
technologies improve, the concerns regarding driving range and charging time will
further get reduced.
Market and infrastructural barriers largely relate to the lack of dedicated lanes for
EVs, lack of charging infrastructure and absence of business models to cater to
specific needs of EVs. Dedicated lanes for EV, particularly slow moving E2Ws or
having separate lanes for cycles and ECM may be required to facilitate the movement
on Indian roads. Similarly, charging stations or battery swapping points should be
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

available at commercial locations to ease concerns on charging options. Business

models whereby EVs can be rented or where discharged batteries can be swapped
with fully charged batteries at dedicated points may help expand the market for EVs
in India.
Apart from this, there are other barriers like :
 Cost
All forms of the EV remain more expensive to purchase than their conventional
counterpart. The second-hand EV market remains somewhat uncertain in its
immaturity partly due to the uncertainty over the lifetime of batteries, the most
expensive component of the EV. Therefore, despite the lower running costs, EV
ownership maybe perceived to be outside the budget of many individuals.
 Variety
While nearly all car companies are developing or already have products in the
electric vehicle space, we need more variety in the number of vehicle models
available. Currently, most electric cars are small, midsize, or compact, so consumers
wanting pickup trucks or SUVs are mostly out of luck.
 Range Anxiety
Range anxiety is another result of a lack of understanding and education around the
charging infrastructure available—where, when, how you can charge, whether it's at
home, at the office, at the store, things like that.
 Availability of charging points
Limited availability of rapid-charging stations is today the biggest barrier to the
adoption of electric vehicles
 Mindset
Perhaps one of the biggest barriers to adoption is that most people just don’t think
about electric vehicles when they are buying a new car.Most people have never
ridden in an electric car, contributing to the fact that buying electric isn’t even on
their radar.as more people start to see increasingly more electric cars around them, it
will act as a sort of social contagion, increasing the number of electric cars even
more.
 Preferences and Habits
Individuals with a private car are used to having it available to (more or less) go
anyway, at any time. An EV clearly does not offer a direct replacement of this. It is
therefore perceived as unacceptable. However, few people require an average daily
range over that of a standard EV. For journeys which may be longer, or to
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

destinations without guaranteed charging coverage, other options are available, such
as hiring a car or using an alternative mode such as a train. These have other societal
benefits as well. Due to the environmental motivations of the transition to zero
tailpipe vehicles, alongside advances in smart technologies, the perceptions of what a
car provide could realistically change in society to support the technological
capabilities [8].
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 6
BUSINESS ANALYSIS
6.1 COST ESTIMATE
Electric Vehicle Supply Equipment (EVSE) or the charging equipment are
prerequisite for the electric vehicle adoption by the vehicle owners. Various countries
adopted different approaches and business models for the creation of EVSE
ecosystem with mixed results. As India is gearing up to unleash the EV revolution, it
is necessary to understand the cost estimates and the revenue for a typical EVSE
setup. This section helps to understand the same.
Electricity tariff
For the first time in the country, Delhi Electricity Regulatory Commission (DERC) in
its tariff order in 2017 introduced a separate tariff for EV charging which is
substantially lower than the commercial tariff - Rs5/kWh for charging from HT
supply and Rs5.5/kWh for charging from LT. Also there is no minimum monthly
charges for capacity. This was intentionally kept lower in order to promote EV
rollout as well as creation of EVSE ecosystem. In 2018, Karnataka and Maharashtra
State Electricity Regulatory Commissions have also introduced separate tariffs for
EVs while DREC retained the 2017-18 tariff for 2018-19. Separate tariffs are
expected all over the country for EVs in the coming years which will be variable
based on time of use (ToU).
Grid upgrade cost for EVSE
In most parts of India, the distribution of transformers (DT) and overhead wires are
generally overloaded. When large number of EVs are connected are connected to the
low voltage lines from one particular DT, the DT might burn. Since the buying
behavior of EVs is influences by friends and neighbors, initial trials with EVs in
almost all geographies have experienced creation of pockets of EV concentration
where grid equipment needed upgrade.
Grid upgrades for accommodating EVSE should be a part of the annual capex of the
DISCOMS.
Land
EVSE itself requires little space and can be wall mounted. But the EVs that will be
connected to to the EVSE will require parking space. The land for the same can be
expensive in cities. Even if small rent is levied on the same by the property owners
(Malls, hospitals, airports etc) , the EVSE business will be unviable[9].
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

ISGF proposes that at least 10% of the parking spaces must be reserved for EVSEs
without rent.
The capex and opex of a typical EVSE station with one Bharat charger, one AC type
2 charger, one CCS 2 DCFC (25kW) are estimated here, which can altered with the
requirement of the type and number of chargers to installed (Table 6.1).
Table 6.1: General Cost estimate
Type of charger Number Power Power Approx Max power sold
of input output cost to EVs per day
chargers including (20 hours/day)
GST 18% kWh
CAPEX
Bharat charger 1 3 phase 3 x 3.3kW 70,000 198
AC001 415V
Type 2 AC 1 7.2kW 75,000 144
charger
CCS-2 1 3 phase 25kW 7,00,000 500
415V
New electricity connection, LT cabeling, panels, 2,00,000
breakers, energy meters etc

Civil works - flooring, Boards, painting, shed/cover 75,000

EVSE management software - Integration with 25,000

chargers and payment gateway

CCTV Camera system 25,000

Total CAPEX 11,70,000 842

OPEX

Technician(one at Rs15,000 per month for the first 6 90,000

months)

Server and storage fee per year 5,000

Advertising (Rs 5000/month) 60,000

TOTAL OPEX Rs 1,55,000 in first year

Rs 65,000 from second year
onwards

However, all the above expenses will however not be incurred when adopting
chargers at the existing fuel stations. The following would be the cost estimate for
EVSE setup at the fuel station under study (Table 6.2).
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
Table 6.2: Cost estimate for the existing fuel station
Type of charger Number Power Power Approx Max power sold to
of input output cost EVs per day
chargers including (20 hours/day) kWh
GST 18%
CAPEX
Type 2 AC 1 7.2kW 75,000 144
charger
Additional cabling77 and meter 20,000

Total CAPEX 95,000

OPEX

Inspection and record keeping 10,000

TOTAL OPEX Rs 10,000

Thus it is observed that, setting up of chargers at existing fuel stations will

significantly reduce the CAPEX and OPEX. The number of chargers can be modifies
as per the requirements.

6.2 REVENUE PROJECTION

Revenue projection for the EVSE business is calculated in the next table 6.3 based on
the following assumptions:
i. 20 hours of charging operations for 25 days/month (300 days x 20 hours = 6000
hours maximum capacity)
ii. Capacity Utilization Factor (CUF) of EVSE setup is considered at 10% for year
1, 20% for year 2 , 35% for year 3, 55% for year 4 and 80% for year 5
iii. A margin of RS 2 is considered in scenario-A and Rs 3 in scenario-B
iv. Land rent is not considered
v. EVSE management software fee considered at 10% of net margin on electricity
tariff (Rs 0.2 in Scenario-A and 0.3 in Scenario-B)
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
Table 6.3: General revenue projection
Description Year 1 Year 2 Year 3 Year 4 Year 5 Total in
10% 20% 35% 55% 80% 5 years
CUF CUF CUF CUF CUF
Electricity sold 25,260 50,520 88,410 1,38,930 2,02,080 5,05,200
to EVs/ year
(kWh): 842kWh
per day max X
300 days per
year considered
at 100% CUF
Estimated revenue (INR)
Scenario-A: 50,520 1,01,040 176,820 2,77,860 4,04,160 10,10,40
Margin of Rs 2 0
on electricity
tariff
Scenario-B: 75,780 1,51,560 265,230 4,16,790 6,06,240 15,15,60
Margin of Rs 3 0
in year 1 & 2;
margin of Rs2.5
in year 3 & 4
and margin of
Rs 2 from year 5
onwards
OPEX from 155000 65,000 65,000 65,000 65,000 4,15,000
table
EVSE 1,01,040
management
software fee
(10% of net
revenue) :
Scenario-A
Total OPEX : 5,16,040
Scenario-A
EVSE 1,51,560
management
software fee
(10% of net
revenue):
Scenario-B
Total 5,66,560
OPEX:
Scenario-B
Net revenue 4,94,040
Scenario-A
Net revenue 9,49,040
Scenario-B
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
The revenue projection for the fuel station under study is calculated in the table 6.4:
Table 6.4: Revenue projection for fuel station
Description Year 1 Year 2 Year 3 Year 4 Year 5 Total in 5
10% 20% 35% 55% 80% years
CUF CUF CUF CUF CUF
Electricity sold to 4,320 8,640 15,120 23,760 34,560 86,400
EVs/ year (kWh):
144kWh per day
max X 300 days
per year
considered at
100% CUF
Estimated revenue (INR)
Scenario-A: 8,640 17,280 30,240 47,520 69,120 1,72,800
Margin of Rs 2 on
electricity tariff
Scenario-B: 8,640 17,280 30,240 47,520 69,120 2,05,200
Margin of Rs 3 in
year 1 & 2;
margin of Rs2.5
in year 3 & 4 and
margin of Rs 2
from year 5
onwards
OPEX from table 10,000 10,000 10,000 10,000 10,000 50,000
EVSE 17,280
management
software fee (10%
of net revenue) :
Scenario-A
Total OPEX : 67,280
Scenario-A
EVSE 20,520
management
software fee (10%
of net revenue):
Scenario-B
Total OPEX: 70,520
Scenario-B
Net revenue 1,05,520
Scenario-A
Net revenue 1,34,680
Scenario-B
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 7
EVALUATION AND SUGGESTIONS
7.1 EVALUATION
India ought to first strengthen its resources to deal with providing the infrastructure
for the EVs. At the moment, it is difficult to resort directly to large scale changes.
The following points are put forward based on the evaluation of our work :
a. Charging station business models that rely solely on direct revenue from the EV
charging services are not financially feasible. Therefore, incorporating chargers
at the existing businesses like fuel stations is a viable solution.
b. Adoption of EVSE in the existing fuel station will be more economical than its
adoption at an entirely new location.
c. Fuel stations can start with the installation of single chargers and then increase
the number as the demand increases. In future, high capacity chargers like
Porche’s 350kW charger can be installed that enables 80% charger in 15 minute.
d. Incorporation of EV chargers in the existing fuel station is feasible if all the
safety measures are undertaken and the space requirements are available.
e. The investment in EVSE is justifiable considering the revenue generated over
time.

7.2 SUGGESTIONS
Based on our studies, we propose the following suggestions:
i. Reduced taxes - EV’s need to be exempted from the standard tax that the
consumers pay on new automobiles.
ii. Provide incentives on EV R&D investments and development costs.
iii. Continue reduced GST on EVs till 2030
iv. Facilitate standardization of charging infrastructure and mandate fuel stations to
install charging points
v. Highway authorities may be mandated to allot space for EVSE network on long
lease at concessional rate through transparent selection to avoid monopolies
vi. EVSE may be made mandatory in the new buildings exceeding a certain built
area.
vii. Fleet operators and car rental companies may be allowed to set up EVSE
networks
viii. EVSE infrastructure may be clubbed with highway construction cost

DEPARTMENT OF INDUSTRIAL ENGINEERING AND MANAGEMENT, MVIT 40

FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

ix. Allot license to setup large EVSE stations at strategic locations which will also
have the following :
 Cafes/ ATM
 Convenient store
 Health club (gyms)
 Gaming station/ beauty parlour/ massage centers
 Air and tyre changing services
x. Innovative advertisements to educate the consumers about the benefits
xi. The Nagpur pilot is a good example of collaboration between the Government
and industry to facilitate the commercial deployment of EVs in India. The
Government must replicate this in other cities to help develop the EV ecosystem
in other parts of the country [10].
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
CHAPTER 8
CONCLUSION
Charging infrastructure is the most crucial enabler in the entire EV value chain.
Based on experience from multiple countries, the limited availability of charging
infrastructure, including a lack of adequate business and financing models, is
considered to be the biggest obstacles to the widespread adoption of EVs by the
consumers. Legitimate arrangement of place, traffic density behaviour and security
ought to be thought about before going for a large scale charging infrastructure
execution for the second highest populated nation in the world.
Advancements need to be made in the field of renewable sources of energy, so that
EV’s can be charged completely with the help of renewable sources of energy.
Regulatory support would play a key role in EV adoption. A combination of both
fiscal and non-fiscal incentives is critical in the medium term. Also there is a need to
develop smart grid capabilities such as smart metering and vehicle to grid charging.
A future mobility strategy must be developed and operationalized to position the
business in the evolving market landscape.
India requires large scale charging infrastructure to be installed throughout the
country before encouraging the society to adopt it. Government subsidy, public
awareness, technical support and extended warranty are the key measures to attract
Indian consumers. India should encourage more and more foreign direct investment
to serve a faster, better and greener charging infrastructure.
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

APPENDIX
FEASIBILITY STUDY OF ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

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