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Climate change is now a fashionable debate thanks to Al Gore. You can now do your bit by switching to an electric two wheeler. ANAND SANKARfinds what was once just a concept is gaining mainstream acceptance
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PHOTO: MURALI KUMAR K.
Clean ’n’ green Electric two-wheelers could become a fashionable and cool mode of transport
Gee whiz is the only way I can describe my first experience of riding an electric two-wheeler. Plonk yourself on the seat, turn the key, twist the accelerator and you have silence in motion. There is just the noise of the wind rustling past your ears
and tyres gripping the road.
A first experience of an electric vehicle is definitely an exhilarating one. And more like me might soon be tempted to try that first test ride soon. With the consciousness for eco-friendly and wallet-friendly alternatives for the daily commute on the rise, electric two wheelers are expected to be big players. The world’s biggest maker and market for electric two wheelers is China, but the second is tipped to be India. There has been a frenzied attempt at launching new brands and the effect of that can be seen in new showrooms popping up everywhere.
The promise of electric two wheelers is great. In addition to zero direct emissions, they offer economy as low as 10 paise a kilometre. But their broad acceptance is going to hinge on answers to a lot of lingering doubts.
One of the earliest attempts at an electric two wheeler in India was by Anil Ananthakrishna when he launched his model Vidyut in 1983. He now laughs that his concept was then “way ahead of its time” but today he heads one the big players in the industry, Eko Vehicles.
The company started its operations in Bangalore in 2004 with its model Cosmic. “When we launched there was no electric two wheeler in India. Our vehicles were first established as a concept, certified by ARAI and sold,” he recalls.
There was soon a flurry of activity, rival manufacturers sprang up and even traders imported cheap Chinese made bikes. Inevitable consolidation in the industry happened, with the importers losing buyers because they were unable to provide service infrastructure. Today the key players in addition to Eko are Electrotherm (Yo Bykes), Genxt, Atlas Cycles and Ultra Hero. Prices start at Rs. 15,000 for the basic models and there is no upper limit on the price band with some models touted at close to Rs. 1 lakh.
Initially electric vehicles were outside the gambit of the Motor Vehicle Act but regulation soon caught up. Today a vehicle that has a power rating below 250W and whose speed is restricted to 25 kmph can be sold and operated on the roads without the need for formal registration. No driving licence is required for the rider but the vehicle needs a no-objection certificate from a testing/validating agency such as the Automotive Research Association of India (ARAI). Any vehicle over the above limit has to have a ARAI certificate for roadworthiness, approval of the Regional Transport Office (RTO), registration and the rider must have a valid two-wheeler driving licence.
Impressive sales figures have been revealed by some of the makers and almost all of them are scaling up production to meet demand for as much as 50,000 vehicles per manufacturer annually. The key has been battery technology. While Eko Vehicles has tied up with a manufacturer who has experience in producing batteries for high capacity applications such as defence, some such as Genxt Power have taken the approach of patenting their own technologies.
“We have some Indian and international patents for lead acid batteries. Basically they offer better power density, reduction in weight and fast recharging,” says Dr. Vishwas Panse, President, Genxt.
The batteries used today all are lead acid and said to be “sealed and maintenance free”. The electrolyte is in the form of a gel and thus no leaks. Eko Vehicles has launched one model with a nickel-metal hydride battery, but that and other technologies such as lithium-ion and hydrogen fuel cells are generally considered too expensive right now for the mass market.
Batteries used today give a range of anywhere between 40 to 80 kilometers depending on the manufacturer and model, and the rider. The fear of running out of power is a very big factor. But the manufacturers argue a typical urban, semi-urban or rural commute never exceeds 40 kms a day. Also they say the main consumer targeted is the working class for whom petrol is an expensive commodity. The vehicle is designed to be used for say going to a nearby store, office or to a public transport hub.
Still research has gone into developing rapid charging systems and you might soon see the full-scale roll-out of charging stations at places such as shopping malls and petrol stations.
“We can setup solar powered charging stations and use existing infrastructure such as petrol stations,” says Dr. Panse. But Ananthakrishna argues that charging stations are not critical to growth.
“There is no charging infrastructure in China. They charge vehicles at home or office like a cellphone. Nevertheless we are planning to put energy stations which will offer seven to 15 minute charging to almost full capacity. The cost is the same for rapid or slow charge as power consumed is same,” he says.
The new brands are just about getting their sales and service network setup across the country. But the mood is already bullish. Eko Vehicles is looking at investment from world environmental banks. “We have proven the business is viable and we can make money,” says Ananthakrishna.
The non-entry of the big auto players has starved the industry of limelight. Only one major manufacturer has hinted at offering a electric model of its scooterette in the future. But talk is already doing the rounds about new products, joint ventures and possibly even takeovers once the numbers are right.
Experiences
It is not uncommon to see electric two wheelers on Bangalore’s roads today. Setting the example are the staff at one the city’s precious lung spaces, Cubbon Park. A fleet is used by the workers for their maintenance rounds.
One of the users who swears by his vehicle is Ananthapadmanabhan, Executive Director, Greenpeace India. He has been using his vehicle for the last two years.
“I decided to buy it only for the environment. I essentially wanted a commuter vehicle, as my daily distance covered is about four to five km with the occasional maximum being 20 km. The vehicle has lived up to my expectations, but sometimes I do miss the speed. But it doesn’t matter in peak traffic. I drop my daughter to school everyday. I have negotiated with my apartment society to pay a flat rate for electricity consumed to charge the vehicle. For the first three months I told everybody, a lot of people were curious. But the biggest barrier I found to reach people is the absence of big brands. Everything is linked to a brand. I tried to promote the concept zealously for a while. But today me and my daughter just wear a t-shirt that says ‘Emission Impossible’.”
HYBRID VEHICLES
A range of hybrid two wheelers will also hit the market soon. They are vehicles that use a small engine to charge the battery when the bike is running.
“An engine of very small capacity is used because the rate of discharge of the battery is slower than the charge. Also you can use engines which have no pistons or cylinders. It will be a small and compact engine, we have filed patents for it,” says Dr. Panse of Genxt.
But the hybrids have not won favour with all.
“I am only for a complete electric solution. An engine will continue to contribute to emissions. A hybrid will only improve engine efficiency,” argues Ananthakrishna of Eko Vehicles.
LINKS
To compare what’s on offer from various manufactures and where to buy visit:
www.induselectrans.com
www.genxt.com
www.ekovehicle.com
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