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

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A | 　　高市早苗政府，最近给日本经济开了一剂减税“药方”。　　为了应对日本飙升的物价、安抚民生，近日，高市早苗内阁正式敲定食品消费税减税基本方针，决定从2027年4月起的两年内，将食品饮料消费税率从8%降至1%。　　这是日本自1989年开征消费税以来首次下调税率。

B | 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。但据日本共同社8月22至23日的全国电话调查数据，71.7%的受访者对减税后的财政状况表示担忧。随之而来的，高市内阁支持率跌至50.2%，创上台以来最低纪录。

C | 　　减税应该是惠及民生的好事。但高市早苗的减税，为何却让日本民众怕了？　　因为减税后的日子，对日本民众来说是真的不好过。

D | 　　如今，日本正面临大规模食品“涨价潮”，日本一家数据公司的最新调查显示，7月日本市场有2269种食品涨价。其中，面包类价格涨幅为3%至9%，方便面类涨幅为4%至11%，香肠、罐头等加工食品涨幅为2%至30%。　　这意味着，减税省下来的那点钱，基本跑不赢飞涨的物价。　　消费者省不了钱，普通餐饮店也可能因为减税亏本，甚至倒闭。　　按照高市的减税方案，外卖及便利店便当、熟食等食品将从原本8%的税率改为1%的低税率，而餐厅堂食则维持10%不变。

E | 　　放到最终的消费上，就是点同样的菜品，外卖比堂食的税要便宜九成，于是将会有更多人选择打包带走而不是坐下堂食，但人工、房租、水电这些固定成本却一分不少。　　而且餐馆进货时，采购食材、调味品、包装盒大多要按普通商品10%的标准税率缴税，卖出去的外带便当却只能按1%计税。这9个点的税差意味着成本不变，餐馆税金垫付的压力增大，现金流会被两头挤压。　　据日本广播协会报道，有餐饮店老板表示：“有些顾客可能会觉得外带更好，这可能导致堂食人数减少，我们必须想办法应对可能出现的客流量下降。”还有餐饮店主直言担忧：“可能大多数餐饮店都要倒闭了”。　　如此减税，不但没减出普惠，反而制造了新的不公平。　　这还不是最令日本民众感到担忧的。日本民众更想知道，减税之后，日本的钱从哪来？　　据日本媒体测算，减税两年将造成近10万亿日元的税收损失，年均约5万亿。

F | 而消费税是日本养老金、医保等社会保障制度的“地基财源”，占日本税收约三分之一。　　如今减税导致社保财源被挖出一个大窟窿，未来养老金能不能按时发、看病能不能报销、老人护理还能不能保障……这些都成了悬在日本人头上的问号。　　虽然高市强调“不会依赖发行特例公债（赤字国债）”来凑钱，但这话恰恰暴露了这件事最核心的矛盾：减税造成了如此大的财政窟窿，如果真不借债，钱从哪来？　　要知道，日本早已是全球债务负担最重的国家之一，政府债务规模约是其GDP的两倍。　　市场最怕的就是政府为了填减税的坑而大肆发债。因为债发多了，国债就会被抛售、收益率就会飙升。国债利率一涨，企业贷款利率、房贷利率全跟着涨，最终买单的还是普通老百姓。　　高市早苗的这场减税闹剧，本质上是一场以“惠民”为包装的政治赌博。她赌的是明年9月自民党总裁选举时能多拿些政治筹码，因为表面上看，减税有助于提升民众对政府的好感度。