PROJECT REPORT

(Submitted for the Degree of the B.Com. Honours in Accounting and Finance under the
UNIVERCITY OF CALCUTTA)

TITLE OF THE PROJECT

SOCIO ECONOMIC IMPACT OF E-VEHICLES –

AN EMPERICAL STUDY

Submitted by
Name of the Candidate : PRADIPTA DAS
Registration No. : 141-1112-0306-18
Roll No. : 181141-21-0157
Name of the College : ACHARYA GIRISH CHANDRA BOSE COLLEGE

Supervised by
Name of the Supervisor :
Name of the College : ACHARYA GIRISH CHANDRA BOSE COLLEGE

Month & Year of Submission

AUGUST, 2021

1
ANNEXURE – I

SUPERVISOR’S CERTIFICATE

This is certify that Mr. Pradipta Das a student of B.Com. Honours in Accounting &
Finance of “ACHARYA GIRISH CHANDRA BOSE COLLEGE” under the University
of Calcutta has worked under my supervision and guidance for his project work and
prepared a project report with the title “SOCIO ECONOMIC IMPACT OF e-VEHICLE –
AN EMPIRICAL STUDY ” which he is submitting, is his genuine and original work to the
best of my knowledge.

Place : KOLKATA Signature :

Date : Name :
Designation :
Name Of The College : ACHARYA
GIRISH CHANDRA BOSE COLLEGE

2
ANNEXURE – II

STUDENT DECLARATION

I hereby declare that the project work with the title “ SOCIO ECONOMIC IMPACT OF e-
VEHICLES –AN EMPIRICAL STUDY ” submitted by me for partial fulfillment of the
degree of B.Com. Honours in Accounting & Finance under the University of Calcutta is my
original work and has not been submitted earlier to any other University / Institution for the
fulfillment of the requirement for any course of study.
I also declare that no chapter of this manuscript in whole or in
part has been incorporated in this report from any earlier work done by others or by me.
However extracts of any literature which has been used for this report has been duly
acknowledged providing details of such literature in this references.

Place : KOLKATA Signature:

Date : Name : PRADIPTA DAS
Address : 9B, KOLIMUDDIN SARKAR
LANE, KOLKATA – 700010
Roll No. : 181141-21-0157
Registration No. : 141-1112-0306-18
College Roll No. : 18210157

3
 ACKNOWLEDGEMENT

I express my deep sense of gratitude to our respected Supervisor Prof. and our
HOD Dr. Swarup Sen for his valuable help and guidance. I am thankful to him for the
encouragement he has given me in completing the project.

I am also grateful to our respected Principle DR. Asit Kumar Sarkar, for permitting
me to utilize all the necessary facilities of the institution.

I am also thankful to all the our faculty & staff members of our department for their
kind co-operation and help.

I am also grateful to all other teacher of the department of commerce for their constants
support.

Lastly , I would like to express my deep apperception towards my classmates and my

ineptness to my parents for providing me the moral support and encouragement.

4
 CONTENT

MATTER
SL. NO.
NO.
PARTICULARS PAGE NO.

1 INTRODUCTION
6-10
1.1 BACKGROUND 7
1.2 NEED OF THE STUDY 7
1.3 REVIEW OF LITERATURE 8
1.4 OBJECTIVE OF THE STUDY 9
1.5 RESEARCH METHODOLOGY 9
1.6 LIMITATION OF THE STUDY 10
1.7 CHAPTER PLANING 10

2 CONCEPTUAL FRAMEWORK
11-16
2.1 BASIC CONCEPT 12
2.2 TYPES OF E-VEHICLES 12
2.3 CONSUMER PREFERENCE 13
2.4 NATIONAL SCENARIO 14
2.5 INTERNATINAL SCENARIO 15

3 DATA ANALYSIS & FINDINGS

17-40
3.1 DATA ANALYSIS 18
3.3 FINDINGS 40

4 CONCLUSION & RECOMMENDATION 41-43

4.1 CONCLUSION 42
4.2 RECOMMENDATION 43
4.3 REFERENCE 43

5 ANEXTURE
44
QUESTIONARIES 45

5
 CHAPTER 1

INTRODUCTION

6
1.1 BACKGROUND
Governments around the world are implementing policies to promote electric vehicles to
reduce dependence on oil , decrease greenhouse gas emission , and improve air quality. In the
past few years , annual global electric vehicle sales have been firmly on the upswing , from
just hundreds in 2010 to over 5,00,000 in 2015 and over 7,50,000 in 2016 and over 9,00,000
in 2017. The cumulative global market reached the milestone of 1 million electric vehicles in
September 2015,and from there quickly grew to 2 millions in January 2017. The early market
growth for electric vehicles continues , but a number of barriers prevent their more
widespread uptake . these barriers include the additional cost of the new technology , the
relative convenience of the technology considering range and charge times, and consumers
understanding about the availability and viability of the technology. This last point , typically
referred to as “consumer awareness” is crucial. The development of electric vehicle markets
is fundamentally tied to prospective consumers’ general awareness and understanding of the
potential benefits of electric vehicles . governments at national and local levels, automobile
manufacturers and dealers, electric utilities, and other groups are engaged in many activities
to help overcome barriers to consumer awareness about electric vehicles. These
communication efforts include developing print and online information and tools , organizing
public events and workshops , increasing exposure to electric vehicles from fleet and carshing
services , developing action plans for electric vehicle readiness , executing highly visible
technology demonstration projects, conducting social media marketing campaigns , and
more. These actions are essential because many prospective consumers generally lack strong
understanding of what electric vehicles are , what benefits they offer , the models that are
available , and the associated incentives .

1.2 NEED OF THE STUDY

The paper is an attempt to study the socio economic status of e-vehicles drivers and
understand the sustainability of the e-vehicles occupation. This study shows that
unemployment is decreasing or increasing.
There is a need to do this study because it shows that the pollution level can be reduced by
the use of e-vehicles.
The e-vehicles industry has provided jobs to many unemployed people. This is also revealed
through this study
Electric vehicles are 75% efficient at turning input energy into moving energy. on the other
hand gas powered vehicles with internal combustion engines (ICE) are only 25% efficient .
That we can find out through this study.
One of the primary reason for the introduction of electric vehicles into the market is the
concern over greenhouse gas emission and their contribution to global warming. Overall
,electric car are significantly cleaner and safer for the environment than traditional gas car.
Electric vehicle innovation and technology helps grow the economy. EVs with similar
features as gas powered cars are a lot more affordable (for most people).
Through this study we can find out all the above.

7
1.3 REVIEW OF LITERATURE
The early drivers of electric vehicles (EVs) live in the vicinity of cities, have high education
and income, are middle aged (30-50 years), mostly men, and live in households with more
than one car. Early drivers of hybrid electric vehicles (HEV) are also men, ages 50-60 years.
Studies indicate that the EV is mostly used for commuting as a supplement to the
conventional car. This is especially true for Norway where favorable incentives exist: free
parking, free driving on toll roads, no value added tax (VAT), driving in bus lanes, reduced
tax on company cars, and reduced annual vehicle tax. In some studies automobile use
increased after the purchase of an EV. Driving an EV replaced previous public transit trips.
(RANDI JOHANNE HJORTHOL,2013)

Cuddy and Keith (2007) performed a parallel and series configured hybrid vehicles likely
feasible in next decade are defined and evaluated using a flexible Advanced Vehicle
Simulator (ADVISOR). Fuel economies of two diesel powered hybrid vehicles are compared
to a comparable technology diesel powered internal combustion engine vehicle. The fuel
economy of the parallel hybrid defined is 24% better than the internal combustion engine
vehicle and 4% better than the series hybrid

Argonne national laboratory, U.S.A., a transportation R&D estimated the impact of plug-in
hybrid electric vehicles and analysed typical travel behaviour, new technology penetration
patterns, and pathways for vehicle fuels. They analysed on the Patterns of charging PHEV
battery packs, petroleum usage reduction and well-to-wheel energy and greenhouse gas
emissions. Combining PHEV simulation results with evaluation of travel behaviour from a
national survey, they developed a concept which eliminates vehicles that travel less than a
PHEV’s electric range per day, since a PHEV is not cost effective for these customers. 20
miles is the most effective PHEV range for reducing oil usage.

Karen et al (1999) presented a simulation and modeling package developed at Texas A&M
University, V-Elph 2.01. V-Elph was written in the Matlab/Simulink graphical simulation
language and is portable to most computer platforms. They also discussed the methodology
for designing vehicle drivetrains using the V-Elph package. An EV, a series HEV, a parallel
HEV and a conventional internal combustion engine driven drivetrain have been designed
using the simulation package. Simulation results such as fuel consumption, vehicle emissions,
and complexity are compared and discussed for each vehicle.

Ma Xianmin (2002) developed a novel propulsion system design scheme for EVs requiring
high power density. The theory analysis 21 mathematical models of EV are first set up based
on the vehicle dynamic characteristics, then the whole system is divided into seven function
blocks according to power flow, the simulation models are formed in the MATLAB
language. The simulation results are verified in a PDM AC-AC converter, which shows that
the suggested method is suitable for EV.

Bauml and Simic (2008) discussed the importance of vehicle simulations in designing the
hybrid electric vehicles. A series hybrid electric vehicle simulation with the simulation
language Modelica was developed. They explained the simulation approach. They concluded
with some of the simulation results emphasizing the simulation importance.

8
Zhou and Chang (2008) established powertrain dynamic simulation model of an integrated
starter/generator (ISG) hybrid electric vehicle (HEV) using Simulink. The parallel electric
assist control strategy (PEACS) was researched and designed. The analysis of dynamics
performance and fuel economy of the model was carried out under the FTP drive cycle,
which can provide a design reference for the setup of the powertrain test bench. The results
show that the fuel consumption can be effectively reduced by using the designed PEACS
with the state-of-charge of the battery maintaining in a certain scope.

Kuen-Bao (2008) described the mathematical modelling, analysis and simulation of a novel
hybrid powertrain used in a scooter. The primary feature of the proposed hybrid powertrain is
the use of a split power-system that consists of a one-degree-of-freedom (dof) planetary gear-
train (PGT) and a two-dof PGT to combine the power of two sources, a gasoline engine and
an electric motor. Detailed component level models for the hybrid electric scooter are
established using the Matlab/Simulink environment. The performance of the proposed hybrid
powertrain is studied using the developed model under four driving cycles. The simulation
results verify the operational capabilities of the proposed hybrid system.

Brian (2007) created a model in MATLAB and ADAMS to demonstrate its fuel economy
over the conventional vehicle. He used the Honda IMA (Integrated Motor Assistant)
architecture, where the electric motor acts as a supplement to the engine torque. He showed
that the motor unit acts as generator during the regenerative braking. He used a simple power
management algorithm in the power management controller he designed for the vehicle.

1.4 OBJECTIVE OF THE STUDY

• To study the monthly income generated by e-vehicle.

• To study the socio economic status (SES) of e-vehicles drivers.

• To examine the level of contribution of e-vehicles providing employment and income

opportunities to the people.

• To investigate the influence of all electric range and driving cycle on battery energy
and power requirements.

• Reducing the use of non-renewable energy and environment impact of it.

1.5 RESERCH METHODOLOGY

TYPES OF DATA:
PRIMARY DATA & SECONDARY DATA
This study is based on both primary data(80%) & secondary data(20%). To attain these
objective, in the first stage I have gone through the website & journals relevant to this topic.
Next, for assessing the findings and empirically examining the objective of the study, a

9
sample survey was undertaken in the area of DUM DUM, KOLKATA. We have selected 35
e-vehicles drivers & 5 passengers in the DUM DUM area at random. The survey was
conducted through a structure and guided questionnaire. Moreover , interaction has been
made with various people at the time of survey. I have used pie chart, bar chart to analyse the
collected data. The data processing consisted of office editing, data entry and computer
programming. The collected data are checked and removed certain inconsistencies. The
sample questionnaire has been provided in the annexure.

1.6 LIMITATION OF THE STUDY

No project can be done without limitations and hence it becomes essential to figure out the
various constraints that have been undertaken during the study. The following points in this
direction would add to the total deliberations:-
▪ Respondents may be biased.
▪ All respondents are from our locality.
▪ The sample size is very small.
▪ The time period of the survey was very short (due to lockdown).
▪ There were also financial constraints

1.7 CHAPTER PLANNING

The whole project work has been divided into four chapters for better understanding the
project work. These are enumerated bellow :
Chapter 1: INTRODUCTION (background, need of the study, review of literature, research
methodology, limitation of the study, chapter planning)
Chapter 2: CONCEPTUAL FRAMEWORK (basic concept, types of e-vehicle, consumer
preference, national scenario, international scenario)
Chapter 3: DATA ANALYSIS & FINDINGS (current rate of unemployment, data analysis,
findings)
Chapter 4: CONCLUSION & RECOMMENDATION (conclusion, recommendation,
reference)
Chapter 5 : ANNEXURE

10
 CHAPTER 2

CONCEPTUAL
FRAMEWORK

11
2.1 BASIC CONCEPT
EV: An electric vehicle, also called an EV, uses one or more electric motors or traction
motors for propulsion. An electric vehicle may be powered through a collector system by
electricity from off-vehicle sources, or may be self-contained with battery, solar panels or an
electric generator to convert fuel to electricity. EVs include, but are not limited to, road and
rail vehicles, electric aircraft and electric spacecraft.
Electric vehicles around the world:
Electric truck, a mglev train, electric trolleybus, electric tram, electric car, electric bus,
electric locomotive (shatabdi express in India), electric scooter (bajaj chetak in India), e-bike,
toto, e-rikshaw.
EVs first came into existence in the mid-19th century, when electricity was among the
preferred methods for motor vehicle propulsion, providing a level of comfort and ease of
operation that could not be achieved by the gasoline cars of the time. Modern internal
combustion engines have been the dominant propulsion method for motor vehicles for almost
100 years, but electric power has remained commonplace in other vehicle type, such as train
and smaller vehicles of all type.
Commonly, the term EV is used to refer to an electric car. In the 21 st
century, EVs saw a resurgence due to technological developments, and an increased focus on
renewable energy. A great deal of demand for do-it-yourself (DIY) engineers began sharing
technical details for doing electric vehicle conversion. Government incentives to increase
adoptions were introduce, including in the United States and the European union. Electric
vehicles are expected to increase from 2% of global share in 2016 to 22% in 2030.

2.2 TYPES OF E-VEHICLE

Based on propulsion type, the market has been segmented as follows:
Battery electric vehicle (BEV)
Fuel cell electric vehicle (FCEV) (currently it is unavailable)
Plug-in hybrid electric vehicle (PHEV)
Hybrid electric vehicle (HEV)

BEV (Battery Electric Vehicle)

❖ No IC engine
❖ Only electric drive
❖ Battery pack is large (20-80 kwh)
❖ Example: Nissan Leaf, Tesla Model S
HEV (Hybrid Electric Vehicle)
❖ Has IC engine and electric motor
❖ The batteries get charged by the engine

12
 ❖ Battery pack size is medium (6-12 kwh)
❖ Example: Honda Civic Hybrid

PHEV (plug-in Hybrid Vehicle)

❖ Has IC engine and electric motor
❖ The batteries can be charged from an external source (plug)
❖ Example: BMW i-8

2.3 CONSUMER PREFERENCE

Electric vehicles combined with consumer preferences or choice…. Consumers are generally
found to prefer better performance, among the population may cancel each out. Males have a
significant preference for faster. Electric vehicles…. Furthermore consumers usually start
thinking of what type of e-vehicle they would like to buy in advance. Individual preference
change significantly after a real experience with an electric vehicle in the household. In
particular, there are major changes in preference for driving range, top speed, fuel cost,
battery life and charging in city centres and train station. Environment concern has a positive
effect on the preference for EV. The higher a consumer’s perception of the price of electric
vehicles and the less a consumer’s willingness to buy a new electric car is. With or without
U.S. and china’s subsidies, chinese consumers are willing to adopt today’s BEVs and mid
range PHEVs at similar rate relative to their respective gasoline counterparts, whereas
American consumers prefer low-range PHEVs despite subsidies. This implies potential for
earlier BEV adoption in china, given adequate supply. While there are clear national security

13
benefits for adoption of BEVs in china, the local and global social impact is unclear. With
higher electricity generation emissions in china, a transition to BEVs may reduce oil.
Consumption at the expense of increased air pollution and/or greenhouse gas emissions. On
the other hand, demand from china could increase global incentives for electric vehicle
technology development with the potential to reduce emission in countries where electricity
generation is associated with lower emission. In UK the potential for shifts in consumer
preferences regarding emerging pro-environmental technologies.

2.4 NATIONAL SCENARIO

National Electric Mobility Mission Plan (NEMMP) 2020
Target of deploying 5 to 7 million electric vehicles in the country by 2020
Emphasizes importance of government incentives and coordination between industry
and academia
Target of 400,000 passenger battery electric cars (BEVs) by 2020, avoiding 120
million barrels of oil and 4 million tons of CO2
Lowering of vehicular emissions by 1.3 percent by 2020
Total investment required –INR 20,000 – 23,000 cr (approx 3 billion USD)
e-RIKSHAW:
The Government of India announced the Deen-Dayal scheme in June 2014, which
would help in the financing and procurement of the battery rickshaws in the country
In March 2015 the Motor Vehicles (Amendment) Bill was cleared establishing
battery-powered e-rickshaws as a valid form of commercial transport
3 wheeled vehicles run by battery power of no more than 4,000 Watts
4 passengers, luggage of 50 kg and with a single trip under 25 kilometers
The number of battery operated e-rickshaws in Delhi has risen from 4,000 in 2010 to
more than 1,00,000 in 2014, and is now an integral part of the transport eco-system in
the state.
In January 2014, Tripura became the first state in India to regulate the functioning of
the e-rickshaws, and they came up with the Tripura Battery Operated Rickshaw Rules
2014 for the purpose.
Tripura Battery Operated Rickshaw Rules 2014 consists norms / guidelines such as
driver age limits, license fee, renewal fee, Road Tax, provision for vehicle fitness
certificate, insurance for e-rickshaw and identification of routes for operation of these
vehicles.
22,000 licenses granted,
Drivers for growth of electric vehicles in India:
Thirteen out of 20 cities in the world with highest air pollution are in India. It is envisaged
that Low carbon scenario with ‘highest’ EV penetration shows 50 percent drop in PM 2.5 by
2035 (UNEP, DTU and IIM-A).
Master plans for most cities in India target 60-80 per cent public transport ridership by 2025-
2030 (Center for Science and Environment).

14
With the Government of India targeting 100 GW of solar by 2022, electric vehicles can
improve reliability and utilization of renewable by acting as storage.
However, there needs to be proper planning with reference to monitoring and control of
charging infrastructure as unplanned increase in penetration of EVs in an area can lead to
increase in peak load of already stressed distribution network.
Large scale penetration of EVs will require both demand side incentives (e.g., tax incentives)
and improved charging infrastructures as well as integrated planning for distribution Grid
management.
EVs offer the opportunity to act as a distributed storage in the urban energy
system which could help in better integration of intermittent renewables like wind and solar
and can feed the grid at peak timings if price incentives are designed in terms of dynamic
tariff as part of Smart Grid implementation.(V2G).

2.5 INTERNATIONAL SCENARIO

Singapore:
Singapore will launch an electric vehicle (EV) car-sharing programme in collaboration with
Bollore Group by mid-2017. a nation-wide car-sharing programme with a fleet of 1,000 EVs.
Bollore Group is the world’s largest EV car-sharing operator, with operations in Paris,
Bordeaux and Lyon in France, Indianapolis in the US and Turin in Italy. Bollore Group was
selected out of 13 participants in a Request for Information (RFI) exercise in December 2014.
Under the agreement, Blue SG Pte Ltd will operate the programme for ten years and install
an island wide EV charging infrastructure of 2,000 charging points, of which up to 20 per
cent will be available for public use. These charging points will form the foundation for
Singapore’s future EV charging infrastructure to support the use of EVs in Singapore.
Compared to privately-owned EVs, EV share dear fleets have the potential of reaping
economies of scale with higher daily mileage and potentially lower running costs. Fleet-based
trials involving e-taxis and e-buses will also be conducted.
Singapore will adopt the Type 2 AC and Combo 2 charging systems according to the IEC
61851 series and 62196 series, for new charging stations installed in publicly-accessible
premises starting from 1 August 2016. All 2,000 charging points will comply with this
standard. The Type 2 charging standard, which is a European charging interface, is
compatible with both single-phase and three-phase power supplies, which allows for normal
and semi-fast charging of EVs. For example, when connected to a charging station with
three-phase power supply, an EV can be charged in as fast as one to two hours. This standard
will therefore strengthen the charging eco-system for EVs.
Singapore's value proposition to businesses not just to help them improve their bottom line,
but also to help them grow their top line through establishing and deepening strategic
activities in Singapore to drive their business, innovation and talent objectives in Asia and
globally.

15
Amsterdam:
The case of Amsterdam is a good example illustrating how public charging infrastructure in
combination with policy measures can play a positive role in stimulating electric mobility in a
city context (van der Hoed, 2013). The city currently has over 400 charging stations.
Consumers can get to know about the location and capacity of each charging station on
website. This growth in number of charging stations and easy availability of information has
encouraged the use of charging infrastructure in terms of number of sessions and charging
time.

Highlights of Amsterdam EV scenario:

Amsterdam played a pioneering role in the development process for Dutch/European
charging plugs. The defined standard applies to all Dutch and European car
manufacturers.
In 2011, Europe’s first fully electric taxi company (Taxi Electric) was launched in
Amsterdam.
From October 2014, all journeys by taxi departing from Amsterdam Airport Schiphol
are made in electric cars (the Tesla Model S).
In December 2011, the City of Amsterdam introduced a new subsidy scheme to
stimulate high mileage corporate car users to switch to electric transport. This subsidy
scheme helped 750 electric vehicles on the road (February 2015).
Car2Go offers 350 electric cars in Amsterdam as part of their car sharing scheme. An
international first is that all Car2Go vehicles in Amsterdam are 100% electric.
Car2Go cars may use the charging stations across the city and are permitted to park at
all parking spaces in the city without the driver incurring additional parking charges.
The Amsterdam Arena stadium car park is home to Europe’s (and probably the
world’s) first smart charging hub. The 20 charging points communicate with each
other to determine which car requires the most power.

16
 CHAPTER 3

DATA ANALYSIS
& FINDING

17
3.1 DATA ANALYSIS
❖ POINT OF VIEW OF E-VEHICLES DRIVERS
1) Indicates the Gender of Drivers:
GENDER NO. OF RESPONDS
Male 33
Female 2
Total 35

GENDER OF THE DRIVERS

Female
6%

Male
94%

Male Female

INTERPRETATION: According to the above analysis out of 35 drivers, 94% (33 drivers) are
Male drivers & 6% (2 drivers) are Female drivers.

2) Educational Qualification:
EDUCATIONAL QUALIFICATION NO. OF RESPONDS
Class VIII pass 18
Secondary examination pass 10
Higher secondary examination pass 6
Above higher secondary examination pass 1
Total 35

18
 EDUCATIONAL QUALIFICATION

Class VIII pass

3%
17%
Secondary examination pass

51%
Higher secondary
29% examination pass
Above higher secondary
examination pass

INTERPRETATION: According to the above analysis out of 35 drivers, 51% (18 drivers) are
Class VIII pass, 29% (10 drivers) are Secondary examination pass, 17% (6 drivers) are
Higher secondary examination pass & 3% (1 driver) are Above higher secondary examination
pass.

3) Family Structure:
MEMBERS NO. OF RESPONDS
3 17
4 5
5 11
Above 5 2
Total 35

19
 FAMILY STRUCTURE

6%

31% 3
49%
4
5
14%
Above 5

INTERPRETATION: According to the above analysis out of 35 drivers, 49% (17 drivers)
have 3 family members, 14% (5 drivers) have 4 family members, 31% (11 drivers) have 5
family members & 6% (2 drivers) have more than 5 family members.

4) Current Occupation:
CURRENT OCCUPATION NO. OF RESPONDS
e-vehicles driver 30
e-vehicles driver plus other occupation 5
Total 35

CURRENT OCCUPATION

14%
e-vehicles driver

e-vehicles driver plus other

occupation

86%

20
INTERPRETATION: According to the above analysis out of 35 drivers, 86% (30 driver’s
current occupation is only e-vehicles driver) & 14% (5 driver’s current occupation is e-
vehicles plus other occupation).

5) Time period of e-vehicles business:

TIME PERIOD NO. OF RESPONDS
Below 1 years 19
1-2 years 16
Above 2 years 0
Total 35

TIME PERIOD

20
18
16
14
12
10
8
6
4
2
0
Below 1 years 1-2 years Above 2 years

INTERPRETATION: According to the above analysis out of 35 drivers, 19 drivers are

involved in this business in below 1 years, 16 drivers are involved in this business between 1-
2 years, 0 driver are involved in this business in above 2 years.

21
6) Satisfied with this occupation:
SATISFIED NO. OF RESPONDS
Yes 34
No 1
Total 35

SATISFIED WITH THIS OCCUPATION

40

35 34

30

25

20

15

10

5
1
0
Yes No

INTERPRETATION: According to the above analysis out of 35 drivers, 34 drivers are

satisfied with this occupation & 1 driver is not satisfied with this occupation.

22
7) Monthly Income:
MONTHLY INCOME NO. OF RESPOND
Blow 20,000 29
20,000-25,000 5
Above 25,0000 1
Total 35

MONTHLY INCOME

29
30

25

20

15

10 5
5 1

0
Blow 20,000 20,000-25,000 Above 25,0000

INTERPRETATION: According to the above analysis out of 35 drivers, 29 driver’s monthly

income is less than Rs.20,000, 5 driver’s monthly income is between Rs.20,000-25,000 & 1
driver’s monthly income is more than Rs.25,000.

23
8) Pay/save for the batteries per month:
PAY/SAVE FOR THE BATTERIES PER NO. OF RESPONDS
MONTH
Below Rs.1,000 2
Rs.1,000-5,000 31
Above Rs.5,000 2
Total 35

PAY/SAVE FOR THE BATTERIES PER MONTH

Below Rs.1,000 Rs.1,000-5,000 Above Rs.5,000

6% 6%

88%

INTERPRETATION: According to the above analysis out of 35 drivers, 6% (2 drivers) are

pay/save less than rs.1,000, 88% (31 drivers) are pay/save between rs.1,000-5,000, 6% (2
drivers) are pay/save more than rs.5,000.

24
9) Expect Subsidies from Government on the price of batteries/motor:
SUBSIDIES NO. OF RESPONDS
10% 1
20% 7
Above 20% 27
Total 35

SUBSIDIES
3%
20%

77%

10% 20% Above 20%

INTERPRETATION: According to the above analysis out of 35 drivers, 3% (1 driver expect

10% subsidies from Govt. on the price of batteries/motor), 20% (7 drivers expect 20%
subsidies from Govt. on the price of batteries/motor), 77% (27 drivers expect more than 20%
subsidies from Govt. on the price of batteries/motor).

25
10) Owning/Converting normal vehicles into electric vehicles:
OWNING/CONVERTING NORMAL NO. OF RSPONDS
VEHICLES INTO E-VEHICLES
Yes 25
No 4
Can’t say 6
Total 35

OWNING/CONVERTING NORMAL VEHICLES

INTO E-VEHICLES
Yes No Can’t say

17%

11%

72%

INTERPRETATION: According to the above analysis out of 35 drivers, 72% (25 drivers can
owning/converting their vehicles into e-vehicles), 11% (4 drivers can’t owning/converting
their vehicles into e-vehicles) & 17% (6 drivers can’t say about this topic).

26
11) Initial investment for the business:
INVESTMENT NO. OF RESPONDS
Rs.0-50,000 12
Rs.50,000-1,00,000 17
More than Rs.1,00,000 6
Total 35

INITIAL INVESTMENT
18
16
14
12
10
8
6
4
2
0
Rs.0-50,000 Rs.50,000-1,00,000 More than Rs.1,00,000

INTERPRETATION: According to the above analysis out of 35 drivers, 12 driver’s initial

investment Rs.0-50,000, 17 driver’s initial investment Rs.50,000-1,00,000, 6 driver’s initial
investment more than Rs 1,00,000.

27
12) Battery charging cost/ day:
BATTERY CHARGING COST PER DAY NO. OF RESPONDS
Rs.50/day 2
Rs.60/day 3
Above Rs.60/day 30
Total 35

BATTERY CHARGING COST PER DAY

35

30

25

20

15

10

0
Rs.50/day Rs.60/day Above Rs.60/day

INTERPRETATION: According to the above analysis out of 35 drivers, 2 driver’s battery

charging cost per day rs.50/day, 3 driver’s battery charging cost per day rs.60/day, 30 driver’s
battery charging cost per day more than rs.60/day.

28
13) Savings per month:
AMMOUNT SAVINGS PER MONTH NO. OF RESPONDS
Rs.0-1,000 2
Rs.1,000-5,000 23
Above Rs.5,000 10
Total 35

SAVINGS PER MONTH

25

20

15

10

0
Rs.0-1,000 Rs.1,000-5,000 Above Rs.5,000

INTERPRETATION: According to the above analysis out of 35 drivers, 2 driver’s savings

per month between Rs.0-1,000, 23 driver’s savings per month between Rs.1,000-5,000, 10
driver’s savings per month above Rs.5,000.

29
14) Do you live a better life now:
DO YOU LIVE A BETTER LIFE NOW NO. OF RESPONDS
Yes 33
No 1
Can’t say 1
Total 35

DO YOU LIVE A BETTER LIFE NOW

3%3%

Yes
No
94% Can’t say

INTERPRETATION: According to the above analysis out of 35 drivers, 94% (33 drivers can
live a better life now), 3% (1 drivers can’t live a better life now) & 3% (1 drivers can’t say
about this topic).

30
15) Change in social status:
CHANGE IN SOCIAL STATUS NO. OF RESPONDS
Increase 32
Decrease 3
No change 0
Total 35

CHANGE IN SOCIAL STATUS

Increase Decrease No change

9% 0%

91%

INTERPRETATION: According to the above analysis out of 35 drivers, 91% (32 driver say
that social status shall increase), 9% (3 driver say that social status shall decrease) & 0% (0
driver say there is no change in social status).

16) Ownership of e-vehicles:

OWNERSHIP OF E-VEHICLES NO. OF RESPONDS
Own 28
Rental 7
Total 35

31
 OWNERSHUP OF E-VEHICLES

20%

Own

80% Rental

INTERPRETATION: According to the above analysis out of 35 drivers, 80% (28 drivers run
their own car)& 20% (7 drivers run their car by rental).

17) Future plan of occupation:

FUTURE PLAN OF OCCUPATION NO. OF RESPONDS
Continue of e-vehicle business 29
Change the business 4
Quit the business 2
Total 35

FUTURE PLAN OF OCCUPATION

6%
11%

Continue of e-vehicle
business
Change the business
83%
Quit the business

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INTERPRETATION: According to the above analysis out of 35 drivers, 83% (29 drivers are
continue their e-vehicles business), 11% (4 drivers are change their business) & 6% (2 drivers
are quite their business).

18) Range of the electric vehicle when fully charged:

RANGE OF THE E-VEHICLE WHEN NO. OF RESPONDS
FULLY CHARGED
Less than 100 K.M 12
100-150 K.M 12
150-200 K.M 10
More than 200 K.M 1
Total 35

RANGE OF THE E-VEHICLE WHEN

FULLY CHARGED
14

12

10

0
Less than 100 K.M 100-150 K.M 150-200 K.M More than 200 K.M

INTERPRETATION: According to the above analysis out of 35 drivers, 12 driver say that
their e-vehicle range less than 100 K.M when it is fully charged, 12 driver say that their e-
vehicle range between 100-150 K.M when it is fully charged, 10 driver say that their e-

33
vehicle range between 150-200 K.M when it is fully charged & 1 driver say that their e-
vehicle range more 200 K.M when it is fully charged

POINT OF VIEW OF E-VEHICLES PASSENGER

❖ 19) Prefer e-vehicles:
PREFER NORMAL VEHICLE NO. OF RESPONDS
Yes 2
No 2
Can’t say 1
Total 5

PREFER NORMAL VEHICLE OR FUEL

POWER VEHICLE

2.5

1.5

0.5

0
Yes No Can’t say

INTERPRETATION: According to the above analysis out of 5 passengers, 2 passengers are

prefer e-vehicle, 2 passengers are not prefer e-vehicles & 1 passenger can’t say about this
topic.

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20) Is the level of pollution reduce earlier:
IS THE LEVEL OF POLLUTION REDUCE NO. OF RESPONDS
EARLIER
Yes 4
No 0
Can’t say 1
Total 5

IS THE LEVEL OF POLLUTION REDUCE

EARLIER

4
3.5
3
2.5
2
1.5
1
0.5
0
Yes No Can’t say

INTERPRETATION: According to the above analysis out of 5 passengers, 4 passengers are

say that pollution is reduced than earlier, 0 passengers are say that pollution is not reduced
than earlier & 1 passenger can’t say about this topic

35
21) The rate of unemployment has decreased since before:
IS THE RATE OF UNEMPLOYMENT NO. OF RESPONDS
HAS DECREASED SINCE BEFORE
Yes 5
No 0
Can’t say 0
Total 5

IS THE RATE OF UNEMPLOYMENT HAS

DECREASED SINCE BEFORE

0
Yes No Can’t say

INTERPRETATION: According to the above analysis out of 5 passengers, 5 passengers are

say that the rate of unemployment has decreased since before, 0 passengers are say that the
rate of unemployment has increased since before & 0 passenger can’t say about this topic

36
22) Is the fare rate of e-vehicles satisfactory to you:
IS THE FARE RATE OF E-VEHICLES NO. OF RESPONDS
SATISFACTORY TO YOU
Yes 1
No 3
Can’t say 1
Total 5

IS THE FARE RATE OF E-VEHICLES SATISFACTORY

TO YOU
3.5

2.5

1.5

0.5

0
Yes No Can’t say

INTERPRETATION: According to the above analysis out of 5 passengers, 1 passenger is say

fare rate of e-vehicles is satisfactory for his, 3 passenger is say fare rate of e-vehicles is not
satisfactory for his & 1 passenger can’t say about this topic

37
3.3 FINDINGS
The findings from the analysis and the interpretation have been discussed to drive relevant
information. It can be observed from the analysis that of the 35 respondents maximum i.e (17
drivers) of them initial investment of Rs.50,000-1,00,000. For an unemployed or a poor
person it is a high business investment. So if they get help from government in terms of
subsidy or loan then they can reduce their initial investment and run their e-vehicles
occupation with less burden, According to the analysis it was found that out of 35 drivers,
3% (1 driver expect 10% subsidies from Govt. on the price of batteries/motor), 20% (7
drivers expect 20% subsidies from Govt. on the price of batteries/motor), 77% (27 drivers
expect more than 20% subsidies from Govt. on the price of batteries/motor). Further , it was
found that 29 drivers find the e-vehicles occupation secure for their lives in earning wages,
that’s why they continuing their e-vehicles business, regarding the living condition of the
respondents, majority of them i.e 94% of them have a better living condition comparatively
their previous occupation. The data regarding the change in social status of e-vehicle drivers,
majority of the respondents i.e 91% of them say that their social status has increased after
taking e-vehicle occupation. All these indicate that the e-vehicle occupation improve the
socio-economic status of the people, so it will be favourable if the government approve the
occupation as a viable way of earning the livelihood of the people.it was also find that out of
35 drivers, 29 driver monthly income generated through e-vehicle within Rs. 20,000 that is
enough for a unemployed or a poor person to living their life, and there are also 23 driver’s
monthly savings between Rs.1,000-5,000 & 10 driver’s savings per month above Rs.5,000.
According to the analysis out of 35 drivers, 72% (25 drivers can owning/converting their
vehicles into e-vehicles) but they have to make payment of the e-vehicle in one time. This is a
big problem for them , so it is a beneficial for the marketers of e-vehicles if they sale the e-
vehicles in installment or discount basis. It will increase the sale of the e-vehicle and help the
unemployed people to adopt the occupation.
It can be observed from the analysis that of
the 5 respondents average i.e (2 passengers) of them prefer e-vehicle now the average no of
passengers prefer e-vehicle but hopefully in future the maximum number of passengers will
be prefer e-vehicle. According to the above analysis out of 5 passengers, 4 passengers are say
that pollution is reduced than earlier that means it is cleared that the rate of pollution can be
decreased by using the e-vehicles, also reducing the consumption of the gasoline by using the
e-vehicles. E-vehicle is a eco friendly or non-polluted vehicle, according to the survey
maximum i.e 5 passenger say that the unemployment rate will be decreased by using the e-
vehicle. So it is clearly mention that e-vehicle will be the future of the transport system.

38
 CHAPTER 4

CONCLUTION &
RECOMMENDATION

39
4.1 CONCLUTION

India has a lot to gain by converting its ICE vehicles to EVs at the earliest. Its oil-import bill
would considerably reduce. ICE vehicles are a major contributor to pollution in cities and
their replacement with EVs will definitely improve air quality. There is a considerable
possibility that we can become leaders in small and public electric vehicles. India has over
170 million two-wheelers. If we assume that each of these vehicles uses a little more than
half a litre of petrol per day or about 200 litres per year, the total amount of petrol used by
such vehicles is about 34 billion litres. At ₹70 per litre, this would cost about ₹2.4 lakh
crores. Even if we assume that 50% of this is the cost of imported crude (as tax and other may
be 50%), one may save ₹1.2 lakh crores worth of imported oil. There is a real possibility of
getting this done in the next five to seven years. This would however require innovations, a
policy regime that encourages access to latest technologies and a concerted effort by the
Indian industry to achieve global competition through acquiring the necessary scale and using
cutting edge technology. The development of electric vehicle markets is fundamentally tied
to prospective consumers’ general awareness and understanding of the potential benefits of
electric vehicles . governments at national and local levels, automobile manufacturers and
dealers, electric utilities, and other groups are engaged in many activities to help overcome
barriers to consumer awareness about electric vehicles. These communication efforts include
developing print and online information and tools , organizing public events and workshops ,
increasing exposure to electric vehicles from fleet and carshing services , developing action
plans for electric vehicle readiness , executing highly visible technology demonstration
projects, conducting social media marketing campaigns , and more. These actions are
essential because many prospective consumers generally lack strong understanding of what
electric vehicles are , what benefits they offer , the models that are available , and the
associated incentives . E-vehicles are fully safe for environment this is the best industry for
our future life. E-vehicle does not polluted the atmoshphere of earth. And it will also save our
limited gasoline or petroleum which may be help us in future . it also save us for upcoming
global warming, which is very dangerous for us. So we have to use or prefer e-vehicle rather
than the normal fuel based vehicle.it is also good in case off accident because e-vehicles have
limited speed , in present many of accident occurred for over speeding of vehicles. Many of
e-vehicle have solar charging system that’s why when we go for our destination in day time
then our car are automatically charged & in this case we also save for electricity for charging
e-vehicles. But there is little bit problem we can not go for long trip because of lack of
electric vehicles charging station, if we go for long trip then we have to carry one or more
extra battery this is the main problem of using electric vehicles. Electric vehicles also reduced
unemployment many of unemployed person earn some money through run their electric
vehicles.
11

40
4.2 RCOMMENDATION

1) E-vehicles are fully safe for environment this is the best industry for our future life, so
that why I would recommend that increase the use of electric vehicles rather than the
fuel powered vehicles.

2) Also We have to prefer electric vehicles as much as we can because, Electric vehicles
reduced the pollution.

3) We have to prefer electric vehicles because, it will also save our limited gasoline or
petroleum which may be help us in future.

4) We have to prefer electric vehicles because, it is also good in case off accident
because e-vehicles have limited speed , in present many of accident occurred for over
speeding of vehicles.

5) We have to prefer electric vehicles because, Many of e-vehicle have solar charging
system that’s why when we go for our destination in day time then our car are
automatically charged & in this case we also save for electricity for charging e-
vehicles

6) Electric vehicles also reduced unemployment many of unemployed person earn some
money through run their electric vehicles and they get a batter life and also improve
their social economic status.

7) But there is little bit problem we can not go for long trip because of lack of electric
vehicles charging station, if we go for long trip then we have to carry one or more
extra battery this is the main problem of using electric vehicles.

8) It will also help for reduced air pollution because electric vehicle is more client than
fuel powered vehicles so we have to go for this type of vehicles.

4.3 REFERANCE

WEBSITE
https://www.directhit.com/web
https://www.hyundai.com/
https://www.carwale.com/
https://www.business-standard.com/
https://en.wikipedia.org/
https://economictimes.indiatimes.com/

41
 ANEXTURE

QUESTIONARIES
Name:
Address:
Age: Gender:

QUESTION IN RESPECT OF E-VEHICLES DRIVER

2.What is your Educational qualification?
A. Class VIII pass B. Secondary exam pass C C. Higher secondary exam pass
D. Above Higher secondary exam pass
3. Family structure(members)?
A. 3 B. 4 C. 5 D. Above 5
4. What is your current occupation?
A. E-vehicles driver B. E-vehicles driver plus other occupation
5. How long have you been involved in this occupation?
A. Bellow 1 year B. 1-2 year C. Above 2 years
6. Are you satisfied with this occupation?
A. Yes B. No
7. How much is your monthly income through e-vehicles?
A. Below Rs. 20,000 B. Rs. 20,000-25,000 C. Above Rs.25,000
8. How much money you pay/save for the batteries per month?
A. Below Rs. 1,000 B. Rs.1,000-5,000 C. Above Rs. 5,000
9. How much subsidies you expect from Government on the price of batteries?
A. 10% B. 20% C. Above 20%
10. If you have no electric vehicle/have any vehicle other than e-vehicle then would you
interested in owning/converting your vehicle into electric vehicle?
A. Yes B. No C. Can’t say

11. Initial investment for the business ?

A. 0-50,000 B. 50,000-1,00,00 C. More than 1,00,000

42
12. Battery charging cost per day ?

A. Rs.50/day B. Rs.60/day C. Above Rs.60/day

13. Ammount savings per month ?

A. Rs.0-1,000 B. Rs.1,000 – 5,000 C. Above Rs. 5,000

14. Do you live a better life now ?

A. Yes B. No C. Can’t say

15. Change in social status ?

A. Increase B. Decrease C. No change

16. Ownership of e-vehicle ?

A. Own B. Rental

17. Future plan of occupation ?

A. Continue of e-vehicle business B. Change the business

C. Quite the business
18. What should be the range of an electric vehicle when fully charged?

A. Less than 100 K.M B. 100-150 K.M C. 150-200 K.M

D. More than 200 K.M

QUESTION IN RESPECT OF E-VEHICLE PASSENGER

19. Do you prefer e-vehicle or normal fuel powered vehicle ?
A. E-vehicle B. Normal fuel powered vehicle
20. Is the level of pollution reduced earlier ?
A. Yes B. No C. can’t say
21. The rate of unemployment has decreased since before ?
A. Yes B. No C. can’t say
22. Is the fare of e-vehicles satisfactory to you ?
A. Yes B. No C. can’t say

43