Decarbonisation of the transportation sector—the world’s second highest contributor to greenhouse gas (GHG) emissions—is critical to mitigate climate change. Most European and North American nations and China have settled on vehicle electrification as the best GHG reduction strategy.

The Government of India, too, has provided subsidies for electric cars (e-cars), but whether their adoption is the best way to decarbonise the transport sector requires further exploration.

As the climate crisis intensifies, two terms are in sharp focus: adaptation and ‘loss and damage’ (L&D).

Adaptation is the proactive response to climate change, the art of survival using which communities and countries make deliberate choices to prepare for and cope with climate-related challenges.

The Central Electricity Authority (CEA) has recently released guideli­nes on medium- and long-term demand forecasting, aiming to address the non-uniformity in forecasting app­roa­ches used by various states and utilities. While these guidelines offer clarity on major aspects, some issues need to be resolved for effective implementation.

In India, emissions from one truck are equivalent to those from 25 cabs. With the expected increase in economic activity and consumerism, the share of trucks in transportation emissions is bound to increase. Thus, freight decarbonisation is crucial to meet India’s net-zero and energy independence targets.

India's commitment to the EV30@30 initiative that targets at least30% of vehicle sales to be electric by 2030 translates into adding24 million two-wheelers, 2.9 million three-wheelers, and 5.4 million four-wheelers to its EV fleet by 2035. To meet this demand and reduce its reliance on global EV-component markets, India requires around 3,400-4,100 GWh of lithium-ion batteries (LIBs) by2035, estimates the International Council on Clean Transportation.