INTRODUCTIO

N
This section comprises of the general introduction, background of the thesis,
aim and objectives of the project.

1.1 GENERAL

Automobile sector contributes massively for any of the national fiscal

growth. The use of motorized vehicle has been significant since couple of
decades. The pollution caused by conventional fuel vehicles has been an issue
for the environment for last few decades. Depleting fossil fuels, increasing air
pollution, increasing noise pollution etc. have been a matter of concern lately
this decade. To this problem, a solution was proposed in late 1990s which
was battery powered vehicles (now known as electric vehicles).

Since the introduction of electric vehicle technology, it has improved

significantly, and there are now many plug-in hybrid and battery electric vehicle
alternatives on the market. Electric vehicles contribute hugely to the major
solutions that are in concern with respect to conventional fuel-based vehicles.
The tail pipe emissions caused by electric vehicles are zero as compared to
conventional vehicles, other indirect pollutions are a concern as it leaves carbon
footprints which are not directly visible.

The current trends in the market are majorly in favor of electric vehicle because
of the awareness and people are understanding the need of green and
sustainable future. This might take away the conventional fuel-based vehicles
in the near future and electric vehicles might take over completely.

1.2 BACKGROUND OF
STUDY

The transformation of the global energy sector from conventional sources

to renewable sources is ongoing research nowadays. The main reason for this is
to reduce greenhouse gases like CO2 emissions to limit climate change. We
need an urgent action globally to reduce the carbon intensity from the energy
sector and also need to take further action to reduce carbon emissions and
mitigate the effects of climate change even if the global energy transition is in
progress.

The global impact of motorized vehicles on greenhouse gas emissions is

1
enormous. Air pollution from the incineration of fossil fuels in transportation,
private, and industrial areas has recently emerged as a critical issue for the
world

2
climate. Global warming, rising energy costs, and the continued depletion of
fossil fuels are all major concerns in today's globe. Despite this, range anxiety
and a lack of charging infrastructure are two important barriers to EV adoption.
EVs are considered as a way to mitigate or remove the disadvantages of
today's fossil-fuel automobiles. Their qualities provide benefits that address
issues that are present in traditional automobiles. These include fossil-fuel
independence, noise reduction, and the elimination of tailpipe emissions. In
general, electric vehicles will be heading the society and environment to a
cleaner and sustainable future.

Sustainable transportation and mobility are essential components of long-

term development. Because it is connected to practically all of the sectors that
make up the economy, the transportation sector is also an integral part of the
economy and society as a whole. While expanding access to goods and services
is necessary to foster economic and social growth, the negative
environmental, social, and economic effects of the rapidly expanding
transportation industry must be mitigated. The three pillars of sustainability
are considered for impact assessment, which assess and compares the day-to-
day cost, social adoption and environmental factors of both electric vehicles
and conventional vehicles. Every parameter needs to be studied for better
understanding of future scope of electric vehicles in an urban area. The
comparison helps in distinguishing between the conventional vehicles and
electric vehicle for betterment of urban areas.

Adding up to this, the traffic parameter is considered to be similarly evaluated.

Traffic is rising concern in terms of rapid growing urban areas and limiting
future expansions for transportation. With increase in traffic, comes increase in
chances of traffic jams in urban regions which are densely populated and
handles huge amount of traffic. It is important to assess traffic growth in
the city for the betterment of traffic flows. A future prediction method has
been adopted in this study to evaluate the travel time index. This could help
in prediction of travel time for a particular stretch in urban section in future
traffic scenarios.

1.3 AIM OF THE

STUDY

To present the current state of electric car and conventional fuel-based

vehicles and analyze the possible impacts on various parameters.
3
1.4 OBJECTIVES
• To study and analyze various sustainability parameters.
• To measure economic, social, and environmental impacts of electric
vehicle and conventional vehicle.
• To analyze the impact on traffic with future growth projection.
• To carry out alternative of Li-ion battery.

4
LITERATURE REVIEW
This chapter deals with the literature review of the
project.

2.1 Literature
Review

In past few years, many researches have been performed to study and analyze
various parameters and impacts of EVs. Many of the Life Cycle
Assessments have been carried out throughout the world to explain and
aware the specific usage of electric vehicles on day-to-day life.

Indian Road Congress 108-1996, Indian Road Congress 09-1972 and Indian
Road Congress SP: 19-2001 gives the specification for predictions and
calculations of future traffic with several depending parameters on various
categories of roads.

Muhammad Ashfaq et. al. (2021) examined the impacts of EVs on the electric
grid. They also gave a comprehensive review of the most recent deployment, as
well as the most difficult difficulties in the implementation of EV infrastructure,
charging power levels, and various charging techniques.

Shuhua Li et. al. (2018) concluded that due to a large amount of coal-fired
electricity, low electricity generating efficiency, and power transmission loss in
China, BEV charging consumes more energy and emits more greenhouse gases
than HEV and PHEV charging. In comparison to traditional gasoline vehicles,
EVs fueled by China's electricity mix utilize 48 percent less energy and have a
38 percent lower global warming potential (GWP).

K Nęcka et. al. (2021) simulated a model which shows that changing the local
enterprise's transportation fleet will not result in a reduction in pollution, but
will instead result in a 20 percent increase in total pollution emissions. Only
when electric vehicles were powered by a specially selected photovoltaic
installation targeted to the demands of the customer functioning in a mixed
system did the environment benefit.

Henning Nuissl et. al. (2009) introduced and studied a conceptual framework
for assessing the impact of land use transitions in urban environments that
emphasizes how such data might be obtained. The methodology also
distinguishes between two levels of impact assessment: a single land unit level

5
and a context level that considers regional and aggregated impacts of land use
transitions tied to the spatial context.

Konstantinos N. Genikomsakis et. al. (2013) studied a simulation on SimaPro

and concluded that the ability to reuse worn batteries from electric vehicles in
smart buildings helps to reduce the technology's environmental impact. For
the same time period, the results show that using a smart building application
has a large environmental benefit over using a battery in an electric vehicle.

Patricia Egedea et. al. (2016) performed a case study to demonstrated a

framework considering life cycle analysis of batteries on influencing parameters
for the assessment of ecological impact of the batteries.

Kenneth Holmberg et. al. (2018) reviewed and analyzed the progress, as well
as some of the health advantages of lowering combustion pollutants. To
reduce greenhouse gas emissions, the transition to electric vehicles and
renewable energy-based electricity generation must occur in accordance
with the Paris Climate Agreement's targets.

M. Scorrano et. al. (2019) concluded that three indicators of the total cost
of ownership (TCO) are important for the economic competitiveness of
completely electric automobiles (BEVs): the annual distance travelled (ADT),
the percentage of urban journeys, and the availability of a private parking
space. The statistics are based on the Italian automobile market.

Sonali Goel et. al. (2021) concluded that hybrid, plug-in hybrid, and electric
cars can improve fuel economy while also increasing the cost of ownership
when compared to standard vehicles. When non-conventional energy sources
are unavailable, the development of a new Vehicle-to-Grid idea can either
send power to the grid or be utilized to charge the battery. This technology is
essential in terms of energy security, renewable energy, and the ability to
address global warming concerns.

Sujesh [Link] et. al. (2019) concluded that as part of the Intelligent
Transportation System, MRTS will have an impact on all characteristics of the
area being studied. This, in turn, forecasts the evolution of the present
transportation system within the study region toward sustainability.

Arjun Rajeevkumar Bhele et. al. (2021) concluded that the density of traffic will
expand exponentially if the same motorised transportation method is used. Non-

6
motorized transportation will pave the way for long-term transportation which
will decrease the emissions of SOx and NOx.

Vladimir Glinskiy et. al. (2016) concluded that their study in the context of
management levels, distinguish stable groups based on their level of
environmental safety and produce effective management decisions aimed at
improving that level of environmental safety. This method of analysing
territorial units based on their level of environmental safety can be applied to
different parts of the world, taking into consideration their unique
characteristics and data sources. It will enable international comparisons as
well as the formulation of complicated development programmes and
strategies in the field of environmental safety.

Hemanth Kamplimath et. al. (2020) concluded that the growth forecasts based
on past traffic statistics obtained from the PWD department were judged to
be insufficient, with no apparent increase pattern. The process of Traffic
Demand Forecasting has been reported to be highly complex, subjective, and
approximate due to the lack of good data and the fluctuating expanding
economy. The growth rates calculated using the transport demand elasticity
approach are commonly employed in India. These growth rates are used to
forecast traffic loads and lane requirements in the future.

Devaraj Hanumappa et. al. (2018) reviewed that controlling traffic, establishing
regulatory measures, and enforcing good road space management to make the
most efficient use of the roads can all help to reduce delays, congestion, and
accidents to some extent. Many of the city's tiny roadways become clogged as a
result of excessive traffic, necessitating the implementation of traffic
management measures such as one-way streets, restrictions on commercial
vehicles within the city, restrictions on turning motions, and the closure of side
streets. Heavy commercial trucks take up a lot of road area and generate major
traffic congestion.

Pankaj Mishra (2020) proposed an adaptive mathematical model for traffic

prediction. The model's adaptability was achieved through the use of impact
factors. The main goal was to create a model that could be expanded to include
various traffic congestion causes. The model should accurately reflect each
factor's variable contribution to the road networks. As a result, correlation
parameters for each element were generated.

7
Charushila Raskar et. al. (2020) proposed a novel traffic monitoring system
based on the Internet of Things (IoT) and commercially accessible
technology. With the support of a hardware prototype, the system provides
detailed insight into data collecting and how analytics can be performed in the
IoT. For better traffic management and congestion avoidance, the system has
to be upgraded further with a controlling action such as traffic signal setting.

2.2 CHAPTER END

SUMMARY

In this chapter various literatures adopted for the study is outlined. The next
chapter deals with the methodology adopted for the study.

8
METHODOLOGY
This chapter deals with the details of the methodology that has been carried for
completion of project.

3.1 Impact
Assessment

The formal, evidence-based procedure that assess various parameters of a

particular study is known as Impact Assessment. The assessment carried out for
this study is based on various parameters.

3.2 Research
Process

The reason for this thesis topic is the interest in the electric vehicles which is
growing in number very rapidly and to know the impact they can have on
sustainability. It is important to assess various parameters which could be
helpful for future generation to study and understand the better usage of
vehicles. That’s why we have firstly sort out the parameters that are needed to
be studied, then structured the process to assess the parameters respectively.

3.2 Selection of Impact Assessment Parameters

The parameters considered for assessment of electric vehicles with conventional

vehicles are described in the Figure 3.1.

Impact
Assessment
Parameters

Sustainable
Parameters Other Parameters

Social Environmental Safety Traffic

Economical

9
Figure 3.1 Impact Assessment Parameters

10
3.3 Sustainable
Parameters

The phrase "sustainability" refers to a variety of programmes, efforts, and

actions aimed at preserving a certain resource. Sustainability comprises of
three pillars namely social, environment and economy.

3.3.1
Social

With principles like cohesiveness, reciprocity, and honesty, as well as the

importance of interpersonal interactions, social sustainability focuses on
maintaining and increasing social quality. Laws, knowledge, and shared notions
of equality and rights can all help to encourage and support it.

From the literature survey, it is observed that a wide variety of models are
proposed by researchers for analysis of EV impacts on different
environmental
& non-environmental entities. But these models have limited scalability due to
their context-specific analysis. To improve performance of these models, a
multiple parametric analysis approach is designed in this work.

The model initially starts with collection of data related to different EVs, which
includes environmental data, cost data, adoption rates, battery data, etc. Upon
collection, these data values are given to a pattern analysis Neural Network
(NN) engine, wherein their values are analysed via estimation of entity-
interdependent relationships. The flow chart for working of model is described
in figure 3.2.

11
Figure 3.2 Work flow for adoption analysis

12
 The dataset is obtained in form of CSV (Comma Separated Value) file for EV
and CO2 emissions. These files contain various parameters and data regarding
electric vehicle and CO2 emissions as shown in table 3.1 and table 3.2.

Table 3.1 EV data collected for model

Acc Rapid Se
TopSpee Rang Efficienc FastChar Body Price
Brand elSe Charg at
d_KmH e_Km y_WhKm ge_KmH Style Euro
c e s
Seda 5548
Tesla 4.6 233 450 161 940 Yes 5
n 0
Hatc
Volks 3000
10 160 270 167 250 Yes hbac 5
wagen 0
k
Polest Liftb 5644
4.7 210 400 181 620 Yes 5
ar ack 0
6804
BMW 6.8 180 360 206 560 Yes SUV 5
0
Hatc
Hond 3299
9.5 145 170 168 190 Yes hbac 4
a 7
k
Seda 1050
Lucid 2.8 250 610 180 620 Yes 5
n 00
Hatc
Volks 3190
9.6 150 190 168 220 Yes hbac 5
wagen 0
k
Hatc
Peuge 2968
8.1 150 275 164 420 Yes hbac 5
ot 2
k
Seda 4638
Tesla 5.6 225 310 153 650 Yes 5
n 0
5500
Audi 6.3 180 400 193 540 Yes SUV 5
0
Merce 6948
5.1 180 370 216 440 Yes SUV 5
des 4
Hatc
Nissa 2923
7.9 144 220 164 230 Yes hbac 5
n 4
k

13
Hyun 4079
7.9 167 400 160 380 Yes SUV 5
dai 5
Seda 6500
BMW 4 200 450 178 650 Yes 5
n 0
Hyun Liftb 3445
9.7 165 250 153 210 Yes 5
dai ack 9
Hatc
Volks 4093
7.9 160 440 175 590 Yes hbac 4
wagen 6
k
Porsc Seda 1807
2.8 260 375 223 780 Yes 4
he n 81
Hatc
Volks 2142
11.9 130 195 166 170 Yes hbac 4
wagen 1
k
3000
MG 8.2 140 220 193 260 Yes SUV 5
0
Hatc
3168
Mini 7.3 150 185 156 260 Yes hbac 4
1
k
Hatc
2914
Opel 8.1 150 275 164 420 Yes hbac 5
6
k
5862
Tesla 5.1 217 425 171 930 Yes SUV 7
0
3500
Skoda 10 160 290 179 230 Yes SUV 5
0
Seda 1250
Audi 3.5 240 425 197 850 Yes 4
n 00
Seda 6148
Tesla 3.4 261 435 167 910 Yes 5
n 0
Volks 4500
7.5 160 420 183 560 Yes SUV 5
wagen 0
Hatc
Volks 3300
9 160 350 166 490 Yes hbac 5
wagen 0
k
6043
Volvo 4.9 180 375 200 470 Yes SUV 5
7

14
 Hatc
3801
BMW 7.3 150 235 161 270 Yes hbac 4
7
k
Peuge 3436
8.5 150 250 180 380 Yes SUV 5
ot 1
6735
Audi 6.8 190 280 231 450 Yes SUV 5
8
3810
Kia 7.8 167 370 173 350 Yes SUV 5
5
Hatc
Rena 3118
11.4 135 315 165 230 Yes hbac 5
ult 4
k
Picku 7500
Tesla 3 210 750 267 710 Yes 6
p 0
Mazd 3264
9 150 180 178 240 Yes SUV 5
a 6
Hatc
Nissa 3723
7.3 157 325 172 390 Yes hbac 5
n 7
k
5000
Lexus 7.5 160 270 193 190 Yes SUV 5
0
Hatc
CUP 4500
6.5 160 425 181 570 Yes hbac 4
RA 0
k
Hatc
Rena 3313
9.5 140 310 168 230 Yes hbac 5
ult 3
k
Merce 4500
5 200 350 171 440 Yes SUV 5
des 0
Liftb 7999
Tesla 3.8 250 515 184 560 Yes 5
ack 0
Hyun 3397
9.9 155 255 154 210 Yes SUV 5
dai 1
8163
Audi 5.7 200 380 228 610 Yes SUV 5
9
Hatc
2453
Skoda 12.3 130 195 166 170 Yes hbac 4
4
k

15
 Hatc
2012
SEAT 12.3 130 195 166 170 Yes hbac 4
9
k
3683
Kia 7.9 167 365 175 340 Yes SUV 5
7

Table 3.2 CO2 data collected for model

Fuel
En F Fuel Fuel Fuel
Consu
gin ue Consu Consu Consu CO2
Cyli Trans mptio
e l mptio mptio mptio Emissio
Make nder missio n
Siz T n City n Hwy n ns(g/km
s n Comb
e(L yp (L/100 (L/100 Comb )
(L/100
) e km) km) (mpg)
km)
ACUR
2 4 AS5 Z 9.9 6.7 8.5 33 196
A
ALFA
ROME 1.8 4 AM6 Z 9.7 6.9 8.4 34 193
O
ASTO
N
5.9 12 A6 Z 18 12.6 15.6 18 359
MART
IN
AUDI 2 4 A6 Z 10.4 7.6 9.1 31 209
AUDI 2 4 A6 Z 11.5 8.8 10.3 27 237
AUDI 2 4 A6 Z 11.5 8.8 10.3 27 237
BENT
6 12 AS8 Z 20.3 11.9 16.5 17 388
LEY
BENT
6.8 8 AS8 Z 22.3 14.9 19 15 437
LEY
BMW 3 6 AM7 Z 13.7 10.1 12.1 23 278
BMW 3 6 M6 Z 12.7 9 11 26 253
BMW 3 6 AM7 Z 13.7 10.1 12.1 23 278
BUIC
2 4 M6 Z 11.6 7.5 9.8 29 225
K
BUIC
2.4 4 AS6 X 11.3 7.4 9.5 30 218
K

16
CADI
3.6 6 AS6 X 14 9.1 11.8 24 271
LLAC
CADI
3.6 6 AS6 Z 14.8 9.8 12.6 22 290
LLAC
CHEV
ROLE 1.4 4 M6 X 8.8 7 8 35 184
T
CHEV
ROLE 5.3 8 A6 E 21.5 14.6 18.4 15 294
T
CHEV
ROLE 3.6 6 A6 X 14.3 9.9 12.3 23 283
T
CHRY
3.6 6 A6 X 14.1 9.5 12 24 276
SLER
CHRY
3.6 6 A6 E 19.7 13.3 16.8 17 269
SLER
DODG
3.6 6 A6 X 14.5 9.9 12.4 23 285
E
DODG
3.6 6 A6 X 14.2 9.4 12 24 276
E
DODG
3.6 6 A6 E 18.9 12.9 16.2 17 259
E
FIAT 1.4 4 M5 X 8.5 6.9 7.8 36 179
FIAT 1.4 4 M5 X 8.5 6.9 7.8 36 179
FORD 2 4 AV X 5.6 6.4 6 47 138
FORD 2.5 4 AS6 X 11.9 8.5 10.4 27 239
GMC 3.6 6 A6 X 14.3 9.9 12.3 23 283
HOND
3.5 6 A5 X 13.3 9.3 11.5 25 265
A
HOND
3.5 6 A5 X 13.9 9.7 12 24 276
A
HOND
3.5 6 A5 X 15.2 11.3 13.4 21 308
A
HYUN
2.4 4 A6 X 11.6 9.3 10.6 27 244
DAI
HYUN
1.6 4 AM6 X 8.6 6.6 7.7 37 177
DAI

17
HYUN
1.6 4 M6 X 9.1 6.7 8 35 184
DAI
HYUN
1.6 4 A6 X 9.9 7.5 8.8 32 202
DAI
HYUN
1.6 4 M6 X 9.7 7.1 8.5 33 196
DAI
INFIN
3.7 6 AS7 Z 12 8 10.2 28 235
ITI
INFIN
3.7 6 AS7 Z 12.6 8.7 10.8 26 248
ITI
INFIN
3.5 6 AS7 Z 8.2 6.7 7.5 38 172
ITI
INFIN
5.6 8 AS7 Z 17.4 12.1 15 19 345
ITI
JAGU
3 6 AS8 Z 11.8 8.4 10.3 27 237
AR
JAGU
3 6 AS8 Z 12.2 8.7 10.6 27 244
AR
JAGU
5 8 AS8 Z 15 10.2 12.8 22 294
AR

As per the above data, the files are input in MATLAB which trains the
NN model and gives output for optimum adoption of EV.

3.3.2 Environmental

All-electric vehicles and PHEVs running only on electricity have zero tailpipe
emissions, but emissions may be produced by the source of electrical power,
such as a power plant. Whereas, conventional vehicles are a concern for
mitigating and depleting natural resources which harming the environment
adversely.

A comparison of EV and conventional vehicle is proposed for calculating the

emissions of CO2 and NOx per year by an average vehicle. A rating agency
Crisil have claimed that an average car travels in India per year is
approximately 15000 kms. According to this, a comparative study is
performed for EV and conventional vehicles.

18
On an average, a diesel vehicle emits 0.168 grams of CO2 per km of drive,
petrol vehicle emits 0.192 grams of CO2 per km of drive and EV emits 0.85 kg
of CO2 per kWh of electricity used as EVs do not emit tailpipe emissions but
has indirect emissions carbon footprint on the environment.

In case of NOx emissions, a similar comparison of EV and conventional vehicle

is made. On an average, NOx emission by petrol vehicle is 0.003 kg per km of
drive and 0.0006 kg per km of drive for diesel vehicles. In an EV there is no
direct emission of NOx by any means.

A comparative study is performed to evaluate environmental effects of both the

categories of vehicle and stated its impact.

3.3.3
Economical

India is a one-of-a-kind market for electric vehicles. In India, 85 percent of the

ICE two-wheeler (2W) market and 78 percent of the ICE four-wheeler (4W)
market are concentrated at price points below INR 90,000 and below INR 1
million, respectively. At present battery pricing, it's difficult to produce an
electric vehicle with equivalent performance in these price ranges. EVs have
a greater initial cost, but their operational costs are much cheaper. As a result,
Total Cost of Ownership, or TCO, is a key factor to consider when making
an EV purchase.

Economy plays a vital role for assessment of sustainability. The initial cost of
EVs is still greater than ICE vehicles at current battery prices, but the Total
Cost of Ownership (TCO) is cheaper and near to breakeven in many usage
scenarios. The depending components for this parameter analysis is shown in
figure 2.

Economical
Parameter
Analysis

Fuel/Electricity Cost

Repair/Maintainance
Cost

19
 Service Charges

Figure 3.3 Components for economical parameter analysis

20
The comparison of EV and conventional vehicle is proposed on basis of its life
cycle cost or total cost of ownership. The initial costs are higher because of
the prices of Li-ion batteries. The conditions taken into account for
assessment of this parameter contains fuel/electricity cost, average monthly
expense for repairs or maintenance, and service charges. This will give a
knowledge about cost comparison for adopting of any of segments.

3.3 Other Parameters

3.3.1
Safety

Many modern vehicles include driver assistance systems, which help to save
lives and avoid injuries on our nation's highways. Some driver assistance
technologies are designed to alert you if you're about to crash, while others
are designed to help you avoid crashing.

The advancement of vehicle technology, such as driver assistance systems and

automated driving systems, aims to provide even more safety benefits. In-
vehicle surveillance has a lot of benefits, ranging from evidence gathering to
providing passengers with a sense of protection and safety, and making public
passenger transportation a much more appealing means of transportation.

The output of in-vehicle security apps is mostly recorded for post-event

analysis. Driver-activated alerts, on the other hand, are an essential form of
communication and may include a direct communication link to control
centres. In-car technologies may also automatically initiate such conversations
when the vehicle is subjected to significant physical shocks.

External events (such as crashes or damage) as well as those occurring within

the bus can be captured by in-vehicle surveillance systems. As a result, they
can be quite useful in insurance claims.

Portable CCTV can be built into the vehicle's design and installed as part of the
bodywork at the time of manufacture. On buses, rear-facing cameras and
associated viewing screens for the driver are becoming increasingly prevalent as
standard equipment.

21
 Figure 3.4 Portable CCTV camera

Thus, a portable CCTV is advised for vehicles with increase in modern

technology. It would require a modern design and tech features which could be
assessed and used in future scope of developing automobile sector.

3.3.2
Traffic

The methodology adopted for traffic parameter assessment incorporates

traffic growth prediction by considering current scenario of traffic and
considering compounded growth till year 2028 by taking in reference Indian
Standard Codes i.e., IRC 37-2012 and IRC SP: 19-2001.

The Average Daily Traffic (ADT) is obtained after 7 days/24 hours of CVC
survey and future growth estimation is carried by compounded growth method
as mentioned in IRC 108-1996 and IRC SP: 19-2001 i.e., 7.5 percent for
passenger vehicles as per IRC SP: 19-2001 clause 6.9.3 and IRC 37-2012
states annual compound growth for 5 percent for commercial vehicles.

The projection helps in determining future traffic growth and furthermore,

Travel Time Index is evaluated for the stretch between Chhatrapati Square,
Nagpur to Rahate Colony Square, Nagpur. The stretch is displayed in the figure
3.5.

22
 Figure 3.5 Selected Site Location

The Travel Time Index is calculated by the formula mentioned below,

𝑃�𝑎� 𝑇𝑟𝑎���
𝑇𝑟𝑎���
𝑇𝑖��
𝐹𝑟�� 𝐹���
𝑇𝑖�� 𝐼���� 𝑇𝑟𝑎��� 𝑇𝑖��

=
The above formula is used to determine average travel time index between the
stretch by considering 50 observations each for EV and conventional vehicle.
The average of 50 observations is made to determine the results.

23
RESULTS AND
DISCUSSION

4.1 GENERAL
DESCRIPTION

The project components and analysis are discussed in this

chapter.

4.2 Assessment of Environmental

Parameter

For environmental assessment, CO2 and NOx emissions are assessed for average
kilometer driven yearly for a car in India. Approximately 15000 kms is assumed
for the study of this parameter. Figure 5 and figure 6 displays the emissions
caused by conventional vehicles and EV.

NOx Emissions

90
Emissions in

45

PETROL DIESEL EV
Fuel type of vehicle

Figure 4.1 Comparison of NOx Emissions

CO2 Emissions
2880
2520
Emissions in

425

PETROL DIESEL EV
Fuel type of vehicle

24
Figure 4.2 Comparison of CO2 Emissions

25
The figure 5 show the emissions caused by Petrol, Diesel and Electric Vehicles
for a run of 15000 kms. Wherein, the Nitrogen Oxide emissions are zero for
electric vehicles and 33% and 67% for petrol and diesel vehicles respectively.

The figure 6 show the emissions caused by Petrol, Diesel and Electric Vehicles
for a run of 15000 kms. In case of the Carbon Dioxide emissions the petrol
vehicles contribute maximum emission that is 50% of the total comparison,
whereas, diesel and electric vehicles contributes 43% and 7% respectively.

4.3 Assessment of Economical

Parameter

For economical assessment, fuel/electricity usage, monthly repairs and

service charges are assessed. The table 3 shows the expenses comparison of EV
and fuel- based vehicles.

Table 4.1 Cost comparison of vehicles

Component Cost fuel- based Cost EV
(approx.) (approx.)

Fuel per liter 115 5.36

Electricity per unit

Monthly 1000 400

Maintenance & repairs

Service charges per month 500 60

Total per month 13000 5820

(considering consumption of 100
liters, or 1000 units of
electricity)

26
 Cost Comparison

31%
Fuel based vehicle
Electric vehicle
69%

Figure 4.3 Cost comparison of fuel-based vehicle and electric vehicle

The above figure shows the total cost comparison between EV and fuel-based
vehicles. EV cost around 31% and fuel-based vehicle cost around 69% of cost.

4.4 Assessment of Traffic

Parameter

The travel time index is assessed for the stretch of 2.00 kms between
Chhatrapati Square and Rahate Colony Square Nagpur. By assessing 50
observations for both EV and conventional vehicles current and future
scenarios are predicted by use of Average Daily Traffic till year 2028. The
ADT obtained is shown in the table below.

Table 4.2 ADT for year 2022 to 2028

ADT for ADT for ADT for ADT for ADT for ADT for ADT for
2022 2025 2026 2027 2028 2029 2030

2-Wheeler 3674 3950 4246 4564 4907 5275 5670

3-
1693 1820 1956 2103 2261 2431 2613
Wheeler

Passenger Car 1140 1226 1317 1416 1522 1637 1759

Mini LCV 48 52 55 60 64 69 74
Mini
162 174 187 201 216 233 250
bus
Bus
Standar
161 173 186 200 215 231 248
d Bus
LCV-4
137 144 151 159 167 175 184
Tyre
LCV
LCV-6
72 76 79 83 88 92 96
Tyre
2 Axle
28 29 31 32 34 36 38
MCV
3 Axle
Truck 56 59 62 65 68 71 75
HCV
27
MAV (4
0 0 0 0 0 0 0
to 6)

28
 Oversiz
ed
Vehicles 0 0 0 0 0 0 0
(more
than 6)
HCM/
0 0 0 0 0 0 0
EME
with
4 4 4 5 5 5 5
Tractor trailer
s without
0 0 0 0 0 0 0
trailer
Cycles 81 85 89 94 98 103 109

Cycle Rickshaw 0 0 0 0 0 0 0

Animal-Cart 0 0 0 0 0 0 0
Hand-Cart 0 0 0 0 0 0 0

Total Average
7256 7791 8365 8982 9645 10357 11121
Daily Traffic

By obtaining the ADT for various years, Travel Time Index is forecasted. The
current TTI and the forecasted TTI is shown in the figure below.

Travel Time Index Forecast

1.87
3.50 1.74
1.62
3.00 1.41 1.51
2.50 1.31
1.22
Travel Time

1.63 1.76 1.89

1.50 1.42 1.52
1.23 1.32
1.00
0.50
0.00
2022 2023 2024 2025 2026 2027 2028
Year

CV EV

Figure 4.4 Travel Time Index Forecast

As quoted in table 4, the ADT is obtained for various years which gives a
forecast for increase in Travel Time Index (TTI) with increase in traffic. In
the current scenario, the time taken to travel the same distance requires 23%
and 22% for CV and EV respectively more time as compared to time required
in free flow.

29
4.5 Comparison between Li-ion batteries and Graphene
batteries

Table 4.3 Comparison of batteries

Characteristic Li Ion Graphene

Electrical High Very High

Conductivity

Heat Conductance Moderate High

Charge Speed Very High Super-Fast

Weight Medium Light

Capacity 180 Wh per 1000 Wh per

KG KG

Safety level Moderate High

Availability Very High Moderate

Technological Very High Moderate

Maturity

30
4.6 Conclusion

• The EV does not emit Nitrogen Oxide emissions but it does leaves
carbon footprints which means only while generation of electricity CO2
is emitted.

• The life cycle cost of EV and conventional vehicle have a huge

difference, though EVs are initially have higher prices at this time,
it is much affordable in the long-time frame.
• The TTI for EV and conventional vehicles are almost same when in
peak hour, and increases gradually by year 2028 which might affect the
traffic flow adversely.
• There is a future scope for an alternative of Li-ion batteries as
Graphene batteries requires much adequate research and markets to
develop as it is not easily available.

31
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