一 | 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。 8月24日，英国首相伯纳姆、法国总统马克龙、德国总理默茨共同主持会议，三十多个国家组成的援乌“志愿联盟”正式对外公布方案：一旦俄乌达成停火协议，就立刻向乌克兰派遣多国军事特遣队，以此为乌克兰提供战后安全保障。
二 | 这一重磅表态直接触碰俄罗斯的安全红线。 克里姆林宫发言人佩斯科夫公开重申，北约性质的军队进驻乌克兰是“不可接受”，俄方将动用一切必要手段捍卫国家安全。一边是欧洲集体加码安全承诺，一边是俄罗斯划出的强硬红线，再叠加美俄秘密高层接触，整个欧洲安全格局被推到高度危险的临界点。 志愿联盟的整套计划，并非简单的人道主义维和构想。联盟对外同时抛出两大支撑：一方面筹备战后进驻乌克兰的多国部队，另一方面承诺合计900亿欧元资金援助，同步输送高端防空导弹，补强乌克兰防空反导体系，帮助乌克兰抵御俄军远程打击。 联盟给出的前提条件十分明确，部队不会在战火尚未熄灭时进场，必须建立可靠停火机制之后再实施部署。但即便套上“停火之后”的前提，在俄罗斯眼中，依旧等同于北约势力向乌克兰领土渗透。 欧洲国家此举，有着自身现实诉求。多年援乌之后，欧洲希望塑造一套属于自己的安全方案，降低对美国的依赖，同时给乌克兰吃下定心丸，强化基辅在谈判桌上的底气。 但这份宏大声明之下，联盟内部裂痕早已显现，三十多个参与国当中，不少国家明确表态不会出兵，派兵的规模、指挥体系、经费分摊全部没有敲定，宏大的政治宣言距离落地执行还有巨大鸿沟。 面对志愿联盟的派兵规划，俄罗斯的回应毫不含糊。
三 | 佩斯科夫明确指出，即便设定停火的前置条件，北约国家军队部署在乌克兰领土，依旧触及俄罗斯核心安全底线，西方好战姿态逼迫俄方必须采取对应反制措施。俄军同步强化对北约混合威胁的风险监控，做好应对局势升级的全套预案。
四 | 对俄罗斯而言，如果允许欧洲多国部队进驻乌克兰，意味着北约东扩的事实完成，多年特别军事行动想要达成的安全目标将付诸东流。所以俄方不会接受这样的战后安排。 战场上，俄军依旧保持高强度作战节奏；外交层面，直接把志愿联盟的派兵方案定性为敌对挑衅。
五 | 俄乌战场僵持之外，俄欧之间的对峙张力已经拉满。
六 | 就在欧洲高调组建志愿联盟、不断加码援乌的敏感节点，美国中情局局长拉特克利夫秘密到访莫斯科，举行未对外公开的情报部门会谈，成为整个事件当中极具戏剧性的变量。作为特朗普政府上台之后访俄级别最高的官员，这次访问没有公开议程，美俄双方都对会谈内容守口如瓶。外界普遍判断，美方希望当面劝阻俄罗斯进一步扩大冲突规模，避免战火蔓延到欧洲本土。 这一幕充分暴露出美国的矛盾处境：一方面默许、推动欧洲加大对乌克兰军事援助，另一方面又担心局势彻底失控，把美国拖入和俄罗斯的直接冲突，因此保留秘密沟通渠道进行风险管控。特朗普政府原本寄希望谈判化解俄乌危机，但俄乌双方领土、安全等核心诉求差距巨大，谈判大门虽未完全关闭，现实和解条件并不具备。 值得注意的是，美国并没有加入志愿联盟派兵计划，把派兵的重担留给欧洲，自己在幕后斡旋，这种角色分工，也让欧洲的处境更加微妙。一旦后续局势恶化，缺少美国完整军事支撑，欧洲多国的派兵计划将很难独立运转。 900亿欧元援助资金看似数额庞大，但乌克兰自身公布的数据显示，仅仅国防预算缺口就达到270亿欧元，后续重建、民生恢复更是天文数字。巨额资金分摊到欧洲各国头上，会持续挤压各国本国财政空间。
七 | 能源、民生福利开支和援乌支出互相挤占，欧洲内部的民意压力会逐步累积。 志愿联盟把派兵和巨额援助捆绑在一起，既是对乌克兰的安全许诺，也是欧洲自身的战略押注。可如果战场局势持续僵持，停火遥遥无期，这笔沉重的负担会长期消耗欧洲实力，各国民众的耐心也会不断被消耗。联盟内部的分歧会随着经济压力放大，未来政策摇摆的可能性始终存在。 如今整个局势陷入吊诡循环：欧洲以战后派兵作为筹码抬高乌克兰谈判条件；俄罗斯坚决拒绝该方案，继续在战场施加压力；美国一边拱火一边私下管控冲突风险。
八 | 志愿联盟的计划，看似是为和平之后做准备，实际上反而抬高了达成停火的门槛。
九 | 一旦这套派兵方案被视作和平谈判的硬性前提，俄乌之间达成和解的空间会被进一步压缩。冲突长期化，甚至出现战火外溢波及欧洲的风险，并非完全不存在。无论俄罗斯还是欧洲各国，都要承担难以估量的代价。 宏大的军事宣言、秘密的高层接触，都无法掩盖现实的困局。未来局势走向充满变数，任何误判都有可能酿成更大灾难。如何跳出对抗循环，重回平等对话轨道，依旧是摆在所有相关国家面前最棘手的命题。
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