无极

Battery Swapping to Lead to Growth of Electric Vehicles in India, WEF Advisor Says_我的网站

一 |     谷雨过后，江淮大地稻作区忙碌起来。育秧工厂里，一株株秧苗长得翠绿；皖南农田里，插秧机在田间穿梭。    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。记者近日在安徽多地走访发现，各地积极探索新方法提升水稻单产，在这个春天里孕育新一季的希望。

二 | 　　经过在大棚里20余天的生长，约500亩再生稻秧苗已经郁郁青青。4月22日一大早，杜维恒取出新育好的秧苗，交给订购的种粮大户。趁着好天气，种粮大户准备适时机插秧苗。　　杜维恒是安徽省滁州市全椒县江海智能化智慧育秧中心负责人。“县里推进水稻种植结构调整，扩种再生稻，我们接的订单早了些，今年育秧比往年提前了一个月。　　全椒是安徽粮食生产大县，常年水稻种植面积近80万亩。全椒县农技推广中心主任常永才介绍，今年全椒示范推广种植再生稻，可以实现一季栽种、两次收获。　　这是安徽省滁州市全椒县江海智能化智慧育秧中心负责人杜维恒新育的再生稻秧苗。新华社发（受访者供图）　　杜维恒表示，再生稻育秧的技术标准更高。由于当地气温偏低，他们育秧选择在保温保湿效果更好的连栋大棚内。“我们安装的传感器可以24小时监测秧苗长势。前期温度低，秧苗出现立枯病，我们找了农技推广中心专家指导配药，病情才得以缓解。”他说，截至目前已经开展再生稻育秧超2000亩。　　常永才说，由于再生稻的二季稻不再需要播种、栽插等工序，不仅省工省本、高产高效，每亩地还能多打约200公斤粮，预计今年示范种植5000亩再生稻可以增收粮食约100万公斤，农户亩均增收超200元。

三 | 　　种子是农业生产的“芯片”。“想办法改良品种让低产田块产出更多粮。”在今年2月安徽召开的全省科技创新大会上，获得安徽省科学技术进步一等奖的安徽省农业科学院水稻研究所遗传育种研究室副主任王士梅如是说。　　安徽是全国水稻主产区，但有约1200万亩稻田易旱少水，尤其是江淮分水岭地区，有不少岗丘地、     “望天田”。王士梅说，自2005年起，她带领团队开展抗旱优质绿色水稻种质创制与新品种培育工作，经过10多年不懈努力，创制出216份水稻抗旱绿色种质资源，目前已育成抗旱、优质、抗病、高产等优良性状协同的国审品种3个、省审品种7个，水稻抗旱性与产量、品质难以兼顾等难题得到较好解决。　　在合肥市肥东县，节水抗旱稻成为这里岗丘地种植的福音。“杨老板，上次你推荐的节水抗旱稻种，看能不能给我搞300公斤，我今年想试种100亩。

四 | ”电话里，合肥市肥东县凯鸽家庭农场的刘仁瑞给肥东诚信农业专业合作社负责人杨诚发出购种需求。

五 | 　　在今年3月举办的小麦赤霉病防治培训现场会上，刘仁瑞向杨诚抱怨岗丘地缺水，种水稻亏得很。杨诚向他推荐了王士梅团队培育的节水抗旱稻品种。　　手指着眼前的三四百亩岗丘地，杨诚笑着道，“以往种植杂交稻只能收两三百公斤，每亩还亏两三百元，如今却能挣两三百元，秘诀就在水里。

六 | ”　　“盛夏时节，一般的水稻缺水就停止分蘖，节水抗旱稻只要泥土中有一些湿度就可以分蘖，现在亩产550公斤不在话下。

七 | ”他说，不仅如此，安徽省农科院还加价回收他种植的节水抗旱稻用于深加工。

八 | 在他的带领下，合作社周边不少缺水地块已经种上了节水抗旱稻。　　在黄山市黟县，50岁的程华明行走在泥泞的农田中，查看刚刚播完的秧苗苗情。不远处，6名工人正驾驶插秧机忙碌着。

九 | 　　程华明是黟县胡门家庭农场负责人。近两年良机良法配套让他种粮更托底了。“我们前年购置了4台高速乘坐式插秧机，它不仅精准不漏秧，还能在高低不平的田块中通过自动平衡装置保证插秧深浅的一致性。”程华明说，以前抛秧或直播，有时看着“满田青”，但实际上没达到基本苗。　　4月16日，黄山市黟县胡门家庭农场工人正在插秧。

十 | 新华社发（受访者供图）　　去年以来，当地农技部门还推广了侧深施肥技术。在程华明的秧田里，记者注意到，插秧机的底部安装了一个侧深施肥机。据介绍，插秧机每栽一棵秧苗，侧深施肥机就能通过气冲的方式将肥料注入秧苗根部，“一个萝卜一个坑，就像是打靶，准得很。　　程华明表示，每年县里都会选择20余个品种开展田间试验，待收割测产时邀请大户到现场看产量，“我一般都选择适合山区种植的抗性强的品种。让好品种发挥大潜力，良机、良法的效用可少不了。”　　记者从安徽省农业农村厅种植业管理局了解到，安徽水稻播种面积预计将稳定在3750万亩，今年将在全省16个水稻省级指挥田和98个精耕细作示范点上开展大田农技示范，就制约当地水稻生产的瓶颈性问题进行技术攻关和示范推广，努力激发水稻增收潜力。（记者水金辰）。

十一 |

Current article:http://www.tibiantasangnenti.buzz/list_igajus9/7rfw0s.xlsx

Published on:19:41:00