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Battery Swapping to Lead to Growth of Electric Vehicles in India, WEF Advisor Says_我的网站
A | The electric vehicle ecosystem in India is still at a very nascent stage, but the number of electric vehicles on Indian roads is on the rise every day.,Despite the growth, there are a lot of challenges that need to be addressed with regard to the EV infrastructure.,Road safety is one of the major concerns, as the country ranks first in terms of number of road accident deaths in the world. Last year, the World Economic Forum (WEF) launched the Road Safety 2.0 program in India with an aim to introduce technology which would promote the 4Es of road safety i.e. Education, Engineering, Enforcement and Emergency care.,In an interview with Sputnik, Akhilesh Srivastava, Project Head of the World Economic Forum’s Road Safety 2.0 program and Member of the NHEV Knowledge group, talked about measures to be taken to ensure road safety in India and discussed the challenges presented by the battery swapping policy in India.,Sputnik: According to government data, India ranks first in the number of road accident deaths in the world. As you lead the World Economic Forum’s initiative Road Safety 2.0 in India, what measures are required to reduce such fatalities?,Akhilesh Srivastava: With 11 percent of global road fatalities, India ranks worst in terms of the sheer number of road accident deaths in the world. The impact of road accidents on Indian GDP is nearly INR 2.5 trillion ($31.7 billion) i.e., over 1.85 percent of the GDP.,It is clear that old or conventional methods of road safety are not working and there is an urgent need for a new solution. The WEF-led Road Safety 2.0 is one such next-gen solution, where the power of technology is leveraged to save lives on roads.,A few of the measures have been enumerated in it are: the use of technology is the best way to quickly and effectively reduce accidents; сontinuous tracking driving behavior using IoT to generate Safe Driving Scores. The SDS can be used as a monitoring mechanism for incentivizing good driving behavior and reskilling the bad drivers; use of Safety measures like seat belt and helmet with sensors attached; use of AI with the integration of Traffic Lights; implementation of ITS-based penalty set up to penalize people; scaling awareness about the regulations among the people;,Sputnik: WEF’s Road Safety 2.0 talks about an approach to create a human-centric road ecosystem. Could you elaborate what sort of road ecosystem it aims to create?,Akhilesh Srivastava: Human-centric design is a method of product creation that places the requirements, desires, and abilities of users at the forefront of the process. Rather than expecting users to change and conform their behaviors to the product, it involves making design decisions based on how people can, need, and want to do tasks.,Moving on from existing to a human-centric road ecosystem will help the highway builders, manufacturing industry and the enforcement agencies tackle the needs of the people and then accordingly devise the road safety setup and create a human-centric road ecosystem.,For Example, the presence of air bags in the car is for the drivers and passengers' safety. Why only the front seat should have air bags, people in the back seats are equally vulnerable. As per the human-centric approach, the seat belt should be for all humans in the vehicle. All seats in private vehicles like cars and for all passengers in long-distance public transport buses.,Pedestrians, cyclists and other vulnerable road users should be given due space and weightage while framing the policies. In India, pedestrians, cyclists and two-wheelers constitute the majority but the roads and road rules, are made keeping in mind the bigger vehicles.,Sputnik: FASTags in India were adopted to make travel seamless on National Highways and Expressways. However, despite the complete roll-out we see long queues of vehicles at toll plazas and technical glitches being reported. How can an effective and glitch-free usage of FASTags be adopted?,Akhilesh Srivastava: FASTag has made travel hassle-free on highways and expressways in India. There are no queues. FASTag has made tolling very efficient and transparent. Last year’s toll collection was the highest ever at nearly INR 400 billion (Over $5 million),Apart from this, the FASTag has saved fuel wastage of worth over INR 200 billion ($2.5 million) which happened due to idling of vehicles at toll plazas. It also resulted in saving at least 50 million MT of carbon emission.,Sputnik: Regarding the electric vehicle segment, it is a well-known fact that in India it is at a very nascent stage. What are the major challenges that stakeholders are facing and how can they be tackled?,Akhilesh Srivastava: With 100 percent FDI available, new production centres, and a greater push to improve charging infrastructure, India's electric vehicle industry is gaining traction.,Other growth factors for the Indian EV industry include federal subsidies and policies supporting deeper discounts for Indian-made electric two-wheelers, as well as a boost for localized ACC battery storage manufacture.,Furthermore, in September 2021, the federal government authorized a production-linked incentive program for the automotive sector to stimulate the manufacture of electric and hydrogen fuel cell vehicles. In 2021, India sold over 300,000 electric vehicles.,Some of the challenges that exist but are being tackled by the stakeholders are: inadequate charging infrastructure; reliance on battery imports; reliance on imported components and parts, range anxiety among consumers; current high price of EVs; lack of options for high-performance EVs; inadequate electricity supply in parts of India; lack of quality maintenance and repair options.,Sputnik: You have links with the NHEV (National Highway for Electric Vehicle) programme. What initiatives are being taken under the programme to expand EV infrastructure?,Akhilesh Srivastava: Yes, I appreciate this question which talks about Electric Vehicles and being a member of the Knowledge group of NHEV, I wish similar kind of road safety in India, however, some additional concerns are to be kept in mind are:,• The EV is directly connected to a regular household power outlet. This mode is the simplest possible charging mode and does not support any communication between the EV and the charge point, hence it is prohibited in many countries due to safety concerns.,• The onboard charger converts AC to DC. It uses a special type of charging cable equipped with an in-cable control and protection device. This can be used for private charging, but its public use is subject to restrictions in many countries.,• Batteries are the key element. And we noticed a few cases of fire recently. There should be a proper set of technical and regulatory guidelines for the batteries, about its specifications, unique Id number of batteries, uniformity in the charging system, and even uniformity in batteries so that battery swapping can be done easily.,Tracking of batteries can give alerts about the health of batteries so that unsafe batteries can be removed timely.,Sputnik: Ever since the Finance Minister announced the battery swapping policy, it has been a much talked about topic across the segment. Do you think it can be realized?,Akhilesh Srivastava: I appreciate the announcement by Finance Minister about the battery swapping policy. A detailed policy for battery standardization, specifications, and safety protocols is being prepared.,We should think of the battery as a service for battery swapping. This will allow the setting up of battery stations on a mass level; a battery swapping policy will be brought in and interoperability standards will be formulated.,The private players should be encouraged to develop sustainable and innovative models for the battery as a service which will increase efficiency in the electric vehicle ecosystem. This will reduce the cost of Electric Vehicles and give impetus for electric vehicle growth in the coming years.,Sputnik: Electric vehicles are an alternative to petrol and diesel vehicles, and commonly seen as a way to reduce carbon emissions. However, the source of electricity remains non-renewable, so what roadmap has the NHEV adopted to generate electricity for the electric vehicles through renewable sources?,Akhilesh Srivastava: The transport sector accounts for 18 percent of total energy consumption in India. This translates to an estimated 94 million tons of oil equivalent (MTOE) energy.,If India were to follow the current trends of energy consumption, it would require an estimated 200 MTOE of energy supply annually, by the year 2030 to meet the demand of this sector. As of now, this demand is being met mostly through imported crude oil, which therefore makes this sector vulnerable to volatile international crude oil prices. Moreover, the sector also contributes an estimated 142 million tons of CO2 emissions annually.,Electric mobility presents a viable alternative in addressing these challenges, when packaged with innovative pricing solutions, appropriate technology and support infrastructure and thus, has been on the radar of the Government of India.,The point of renewability of electricity is being addressed too with renewable energies like solar energy, wind energy and other forms other renewable sources of energy. The growth of India in this has been spectacular and the country is ahead of many developed countries in this regard.,Want to know more? Check out our Koo & Telegram accounts!,Koo: https://www.kooapp.com/profile/sputniknews,Sputnik India: https://t.me/sputniknewsindia。 常干力气活，身体差不了？
乌建荣在做体测
牛涛在做体测 记者 江玥 摄近日，滨江区浦沿街道新生社区的监测点，身高体重仪、台阶测试器、握力计一字排开，29个社区的650位居民排队“考试”。“金鸡独立”站不住了55岁的牛涛站在闭眼单脚站立测试区，晃得厉害。他是安徽人，2009年来到杭州，在浦沿街道负责社区秩序管理。他一直认为，“我常常干力气活，身体应该差不了。”但2021年第一次被社区叫来参加体质监测时，他就被“闭眼单脚站立”的动作难住了。
B | “金鸡独立，闭眼站不住了。”他挠挠头，“年轻的时候，站1分钟没问题的。
C | ”这几年，牛涛对自己的身体有了更清晰的认识：“肺活量变好了，但平衡性没以前好。平时没时间锻炼，全靠工作活动筋骨。”退休老人的肌肉量让年轻人自愧不如“80千克力。”握力测试区，63岁的乌建荣一出手，旁边排队的人都侧过头来看。这位退休的行政人员，肌肉量让不少年轻人都自愧不如。乌建荣退休前在温州工作，2023年女儿把他接来杭州。他从小就喜欢运动，退休后时间充裕，生活安排得满满当当：早晨8点到9点半打太极，周一唱歌，周五朗诵，平时还参加社区的乒乓球、羽毛球活动。“朗诵不算运动啦？”面对邻居的调侃，他认真反驳，“唱歌朗诵实际上都是运动，你的气息带动整个身体运动。”不过，从运动科学角度看，朗诵属于呼吸训练，确实不是传统意义上的体育运动。
D | 社区组织体测活动，乌建荣每次都积极报名参加。“大家一般不聊成绩，但会留意一下别人的体测结果。”他笑着说，测试数据就像一面镜子，能照出平时锻炼的不足，“比如握力，人家都四五十，你才十几，那肯定肌肉不行，缺乏锻炼。”他的80千克力握力，是靠常年规律运动练出来的：太极练平衡，朗诵练气息，乒乓球练反应。
E | 他的柔韧度，也得益于每天雷打不动的太极拉筋。十项指标反映平时锻炼的效果有哪些人来测？这场监测覆盖20~39岁、40~59岁、60~69岁三个年龄段，并按体力与非体力人群细分抽样。都有哪些项目？十项指标按照功能分区有序进行：身高、体重、肺活量、台阶指数、坐位体前屈、握力、纵跳、闭眼单脚站立、俯卧撑（男）/仰卧起坐（女）、选择反应时。台阶指数测试区，参与者要在固定节奏下完成3分钟上下台阶，随后测量心率恢复情况。许多居民说，今年心率恢复比去年更快，心肺耐力的提升用数据“说了算”。力量测试环节，30岁的徐先生肺活量达到5192毫升，俯卧撑一口气做了100个。“坚持锻炼还是有效果，这一年一周三次羽毛球，不打球就跳绳，交叉练习。闭眼单脚站立区，有人站得稳稳当当，有人则摇摇晃晃十几秒就“投降”。握力计前，有人捏出80千克力，有人只有十几千克力，数据比镜子还诚实，反映出每个人平时锻炼的实际效果。柔韧性测试区，56岁的孔灿凤轻松推过脚尖。
F | “这几年，我每天坚持练太极、架腿拉伸。”她说，“坚持了一年，筋松多了，腰也不酸了。
G | 闭眼单脚站立，我能稳稳超过60秒。”不是为测而测“以前觉得自己身体还行，一测才知道柔韧性这么差。”“今年肺活量涨了1000多毫升，这一年球没白打。”居民们的感慨，道出了体质监测的意义：不是为测而测，而是测完之后要告诉每个人，你可以练什么、怎么练。体测现场，许多参与者测试完就迫不及待地在社交平台分享体验，带动更多邻里关注自己的体质数据。一场监测，正在点燃一个街道的健康热情。“早些年，组织起来得挨个催，如今，居民的报名意愿越来越强。”浦沿街道文体中心副主任曾丽华说，“去年，体测的合格率在90%以上，但大家的柔韧度普遍较差。去年开始，街道就针对性开设了中老年柔韧训练班、青年力量提升班等课程。”曾丽华介绍，接下来，浦沿街道将运用今年这份“体质报告”，在去年开设的中老年柔韧训练班、青年力量提升班基础上，继续优化课程内容与教学安排，完善面向不同人群的健身指导服务。
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