Environmental Costs of Electric Vehicles | 26 May 2025

Source:IE 

Why in News? 

A recent study reveals that while electric vehicles (EVs) reduce greenhouse gas emissions, their heavier weight leads to increased tyre wear, releasing more microplastic pollution—challenging the notion that EVs are fully eco-friendly. 

What are the Environmental Concerns Regarding EVs? 

• Tyre Microplastic Pollution: EVs are typically 15–20% heavier than internal combustion engine (ICE) vehicles due to battery packs weighing 300–900 kg, leading to increased tyre stress and wear.  
  • Primary fragmentation, caused by sudden braking or road impacts, releases micro-sized particles, while sequential fragmentation from routine wear produces larger particles.  
  • Smaller fragments (1–10 μm) remain airborne, contributing to air pollution, while larger ones (>100 μm) settle on roads, affecting soil and water.  
    • Rapid acceleration in EVs further increases friction and heat, intensifying microplastic emissions. 
  • While EVs cut tailpipe emissions, they increase non-exhaust pollution, presenting a complex environmental trade-off. 
• Lithium-Ion Battery Hazards: Manufacturing a single EV releases 16–19 tonnes of CO₂, almost double that of an ICE vehicle (7–10 tonnes). 
  • Producing 1 tonne of lithium requires approximately 1.89 million liters of freshwater affecting groundwater and ecosystems. 
• Recycling and Waste Management Deficit: Often EV batteries end up in landfills after damage or end-of-life. Proper recycling infrastructure is inadequate. 
  • Cobalt and lithium residues can take centuries to break down and pose lasting risks to human and environmental health. 
• Grid Dependency & Fossil Fuels: EVs are only as green as the grid that powers them. India’s grid is still coal-dominated. Coal-fired power plants emit 800–850g of CO₂/kWh, which powers most EVs in India. 
  • Many public charging stations run on diesel generators, ironically increasing emissions. 

What are the Gaps in EV Regulation in India? 

• Inconsistent and Fragmented Policy Implementation: Existing air pollution standards focus on particulate matter (PM) 2.5 and PM10, but tyre particles are often smaller and unregulated. No current standards adequately address non-exhaust emissions such as tyre and brake wear. 
  • India is currently woefully underprepared to manage the massive volume of EV battery waste expected over the coming decade. 
  • Critically, India lacks robust legislation to prevent the illegal dumping of spent lithium-ion batteries. The existing legal framework including the E-waste (Management and Handling) Rules, 2011, E-waste (Management) Rules, 2016, and the 2018 amendment has evolved in terms of the range of materials covered. However, it fails to provide a cohesive, dedicated framework for the safe disposal and recycling of EV batteries. 
    • This regulatory gap risks turning India into a dumping ground for domestic and imported battery waste. 
  • EV schemes like FAME-I and II have had limited impact due to inconsistent implementation. While states like Gujarat and Delhi have strong policies, many lack even a basic EV roadmap.  
  • The absence of uniform standards across states hinders nationwide scalability and integration. 
• Limited Scope of Government Incentives: The EV efforts focus mostly on 3-wheelers and buses in select urban areas, leaving out rural and semi-urban adoption potential. 
  • EV efforts are mainly limited to intra-city transport, and long-distance inter-city electrification lacks a viable roadmap. 
• Charging Infrastructure Gaps: The current charging infrastructure is insufficient and underdeveloped, especially outside metro cities. 
  • There is no national standardisation of charging equipment and battery technologies, resulting in compatibility issues across EV brands and stations. 
  • High cost (investment ranging around Rs 1 crore or more) for setting up a charging station is a major deterrent, especially without guaranteed demand or utilization. 
• Lack of Dedicated Regulatory Authority: There is currently no single agency or department dedicated to EV regulation and coordination across ministries (Transport, Power, Renewable Energy, Environment, etc.). 
  • The absence of a unified institutional mechanism hampers efficient decision-making, monitoring, and rapid response to industry needs. 
• Inadequate Focus on Supply Chain Security: India lacks a secure and diversified supply of critical raw materials like lithium (India imported 70% of its lithium-ion cells in 2023 ), cobalt, and rare earth elements needed for EV batteries.   
  • There is no comprehensive national strategy to build domestic reserves, create international partnerships, or incentivize local alternatives (e.g., sodium-ion batteries). 
• Limited Consumer Awareness and Adoption Support: Consumer adoption remains low due to limited awareness of EV benefits, range anxiety and battery concerns, and poor promotion of home or decentralized charging options. 

How can India Balance EV Growth with Environmental Sustainability? 

• Promote Green Manufacturing: Encourage EV and battery manufacturing powered by renewable energy. Under schemes like the PLI for Advanced Chemistry Cell (ACC) batteries, manufacturing should be tied to low-carbon practices. 
  • Integrate solar and wind energy with public and private EV charging stations. Initiatives like PM-KUSUM and PM Surya Ghar Muft Bijli Yojana can support decentralised, clean electricity for charging. 
  • Encourage Vehicle-to-Grid (V2G) technologies, which can help balance intermittent renewable sources. 
• Circular Economy Framework: Implement a robust battery recycling and reuse ecosystem. India's Battery Waste Management Rules, 2022, make Extended Producer Responsibility (EPR) mandatory for battery manufacturers to ensure environmentally sound management. 
  • The EU’s “Battery Passport” model, which tracks the carbon footprint and lifecycle of batteries, could be replicated in India to enhance transparency. 
• Standardisation and Green Supply Chains: Establish a National EV Regulatory Authority to coordinate across ministries (Transport, Power, Environment, Industry). 
  • Incentivize Green Supply Chains and encourage localisation of critical components and green logistics in PLI schemes. 
  • India must develop strategic partnerships like Lithium-Deal with Argentina for ethical sourcing of lithium, cobalt, and nickel with traceability. 
• Consumer Awareness and Demand-Side Management: Launch national campaigns on financial and environmental benefits of EVs (similar to Ujala LED campaign success). 
  • Promote home-based charging solutions and smart charging incentives to manage grid load. 
• Urban Planning and Sustainable Mobility Integration: Integrate EV planning with NEMMP and Smart Cities Mission. 
  • Encourage mixed-use development, NMT (non-motorized transport) integration, and EV-first zones in city planning. 
  • For example Oslo’s low-emission zones and city-wide EV parking privileges reduce urban air pollution effectively. 
• Carbon Accounting and Environmental Monitoring: Establish a dedicated environmental impact agency for EVs to track carbon emissions, life-cycle impact, and battery disposal. 
  • Incorporate EVs into India’s carbon market framework, allowing tradable emission reductions. Align EV policies with India’s Nationally Determined Contributions (NDCs) under the Paris Agreement. 

Conclusion 

To balance EV growth with environmental sustainability, India must move beyond just electrification to green electrification. The focus must shift toward sustainable battery supply chains, clean power, recycling, and integrated urban planning. By learning from global leaders and tailoring policies to India’s unique challenges, the country can ensure that its EV revolution not only reduces emissions but also creates a cleaner, circular, and climate-resilient future.