Syllabus:

GS 3: Energy

GS 3:Environmental pollution

Context: 

A recent study by IIT Roorkee and the International Council on Clean Transportation (ICCT) warned against delaying BEV adoption in anticipation of a cleaner grid.

More on the News:

• A recent study by IIT Roorkee and the International Council on Clean Transportation (ICCT) found that Battery Electric Vehicles (BEVs) in India produce up to 38% less carbon dioxide equivalent (CO₂e) per kilometer than Internal Combustion Engine (ICE) passenger cars.

• However, the study points out that three main factors—grid carbon intensity, lab test assumptions and real-world driving conditions—together explain almost 75% of the differences in car emissions.

• This research is one of the first detailed reviews of the full life cycle greenhouse gas (GHG) emissions from passenger vehicles in India. 

• It combines findings from six major studies to give a clear picture of what affects emissions and how they can be reduced.

Key Findings of the report

• The study highlighted that Battery Electric Vehicles (BEVs) consistently produce lower life cycle greenhouse gas (GHG) emissions than Internal Combustion Engine (ICE) vehicles and Hybrid Electric Vehicles (HEVs). 

• This advantage is most clear when studies use realistic energy use data and reflect actual driving conditions. 

• It also warned against postponing BEV adoption while waiting for a cleaner electricity grid, as ICE vehicles bought today will keep emitting for 10–15 years, while BEVs will become even cleaner over time as the grid improves.

• The study also pointed out that there is a gap between lab test results and actual fuel use in Hybrid Electric Vehicles (HEVs) and stressed the importance of using real-world correction factors for accurate emissions tracking. 

• It found that BEVs consistently show the highest energy efficiency in real-world use. 

• To ensure cleaner and more efficient vehicles on Indian roads, the study called for strict fuel efficiency standards and the inclusion of real-world adjustments—especially for BEVs, where charging losses are often ignored.

• The study also noted that many evaluations overlook land-use changes, leading to an underestimation of emissions from biofuels.

• For example, emissions from diesel production ranged from 8 to 22 grams of CO₂ per kilometre, depending on whether land-use change was included in the analysis.

• To tackle these challenges, the study recommended several policy actions: 

• speeding up the adoption of BEVs alongside efforts to clean up the power grid
• strengthening fuel efficiency standards
• mandating on-board fuel and energy consumption meters (OBFCMs) to improve transparency and data accuracy across all vehicle types
• incorporating land-use change impacts in biofuel life-cycle assessments to avoid underestimating their environmental cost.

• Amit Bhatt, India Managing Director at ICCT, stressed the critical role of BEVs in cutting emissions. 

• He said, “Electric vehicles are more efficient than ICE vehicles and become even cleaner as India’s power grid gets greener. Delaying BEV adoption risks locking in long-term emissions from ICE vehicles.”

• Sunitha Anup, researcher at ICCT and co-author of the study, advised that future life-cycle assessments in India should consider the changing electricity grid over a vehicle’s lifetime, real-world energy consumption and land-use emissions from biofuels. 

• These factors are essential for shaping effective clean transport policies. She stated, “It shows that what we assume today shapes the climate impact tomorrow.”

Mains Practice question

Critically analyze the role of Battery Electric Vehicles (BEVs) in India’s strategy to reduce transport sector emissions. Discuss the key factors affecting their environmental benefits and the challenges in their widespread adoption.