Our work in the transport sector aims at low-carbon modes of transport that are sustainable and inclusive in nature. We have pioneered policy research in this sector with expertise in issues related to energy efficiency and emissions modeling. Among others, our focus areas include electric vehicles, railways, urban transport.
Roads and railways bind a nation and bring people together. They facilitate the achievement of SDGs, as without adequate mobility, SDGs cannot be achieved and sustained.
TERI's survey on consumer perception of electric vehicles (EVs) revealed that issues like upfront cost, battery replacement, and range anxiety are topmost concerns for people considering buying an EV
In the post-COVID scenario, the predicted demand of the three-wheeler sector might increase and a shift of commuters from app-based taxies may be expected. To promote electric mobility in India, auto-rickshaws can play a vital role as frontrunners.
Auto-rickshaws or three-wheelers have become a crucial part of the mobility ecosystem in urban India. One of the most economical modes to travel, autos are popular within cities, particularly for the middle class for short and medium-distance trips within a city.
What will be the possible impact of a rise in fuel costs, especially diesel, and some of the sustainable solutions for the short term and medium-to-long term horizons? Which mode of transportation would suffer most from higher fuel prices in India?
टेरी (द एनर्जी एंड रिसोर्सेज इंस्टिट्यूट) के एक सर्वे के अनुसार मौजूदा कोविड-19 संकट के चलते लोगों के शहरों में यात्रा करने के तौर-तरीकों में बड़े बदलाव आएंगे
TERI, with the support of Shakti Sustainable Energy Foundation (SSEF), is organising a virtual event on decarbonising the urban freight sector in India.
TERI along with GIZ cordially invite you to the launch of "Digital Library on Green Mobility (DLGM)" on 02 November 2020 from 4:00pm – 5:00pm (IST).
The virtual discussion will focus on the preparedness of Delhi Government and other state governments for the upcoming air pollution crisis, and the role of EVs and public transport to overcome it.
Recognising fiscal constraints, the report explores policy and regulatory interventions that would encourage private investment to provide a green stimulus to economic recovery in India.
The survey aims to understand factors influencing the purchase of Electric Vehicles (EVs) by consumers
During the COVID-19 nationwide lockdown, TERI assessed behavioural changes in using different modes of transport in a post-lockdown situation. Based on the responses on our online study, TERI has put out a policy brief on Impact of COVID-19 on Urban Mobility.
The study by TERI has come up with various recommendations, including setting up of a nationwide vehicle scrappage policy programme, with a focus on electric vehicle replacement.
Speaking at the webinar on 'Future of E-Mobility in India: Strategies to Drive Demand' - part of COP26 Webinar Series organised by TERI and the British High Commission, Regional Ambassador for Asia-Pacific and South Asia for COP26, Mr Ken O'Flaherty said that electric vehicles are already cheaper to run than ICE vehicles and they are expected to be cheaper to buy within the next few years.
A National Mission for design and development of passenger aircraft can help India create a globally competitive industry. The vision of self-reliance in a globalised economy has to be crafted for present-day realities. A major pillar should be developing Indian products in the frontier areas of technology.
Leaning on China can be done away with in the long run, but right now, it will hurt the customer’s pocket, and could put brakes on India’s EV ambition. According to Mr Sharif Qamar, Associate Fellow, TERI, China has been a key player in the EV ecosystem in India. Its contribution ranges from component and fuel cell supplies to joint ventures with Indian corporations in manufacturing EVs.
As part of its extensive work on electric vehicles, IEA published a case study on the impacts of increasing the share of e-buses in the state of Kolkata in India. TERI conducted the case study with support from the IEA, the West Bengal Transport Corporation and the Department of Transport, Government of West Bengal.
In Chennai, auto rickshaws constitute 40% of all transport vehicles and 58% of passenger transport vehicles. The share of auto-rickshaws has increased from practically zero in 1970 to over 6% in 2008.
The urban transportation landscape is likely to undergo significant changes due to the ongoing COVID-19 crisis. Increased risks associated with crowded places combined with social distancing measures in public and shared transport are likely to affect modal choices of commuters. Urban freight needs may also alter with the change in the use of e-services. To assess the likely nature of such a shift, an online survey was conducted, which was designed to elicit the perceptions of respondents related to work trips, online grocery shopping, and food delivery pre and post COVID-19.
Ride sharing and hailing services have given new dimension to urban mobility. Bike taxis serve as an intermediate public transport mode offering first and last mile services in India.
Electrification of auto-rickshaws plays an important role in meeting the transport requirement of many large and medium Indian cities and is critical for reducing air pollution and providing clean mobility solutions. The electrification of auto-rickshaws may result in lower operation and maintenance costs as compared to Internal Combustion Engine (ICE) vehicles making them economically viable for the owner/driver.
India's transport demand has grown from a total of 5.3 million in 1981 to 230 million in 2016, with two-wheelers and cars having 73% and 14% share, respectively. Commercial vehicles though constitute only about 5% of the total fleet, contribute to nearly 80% of total PM emissions.
Phase-wise implementation of fleet modernization (transforming pre BS-IV commercial vehicles to BS-VI) would lead to a 40-80% reduction in PM and NOx emissions from the sector by 2025.
All the trends and patterns put together in this paper have long-term implications for incomes and new livelihood opportunities not merely for the farm and off-farm sector but also for a range of people who directly or indirectly depend on the rural road network, and constitute new classes of stakeholders in the network, including industry, service sector, those who access local labour markets, primary producers including mining and quarrying; as well as manufacturers of consumer durables and consumer products.
