Ics 300 And 400 Training - Training &Amp; Exercises - Illinois.Gov: Fill & Download for Free

Before getting into the topic i would like to say that i am going to be NEUTRAL side throughout my whole answerSpecial Service Group (Navy) ::: Pakistan…. Four dimensional navy…. Operate from ships, subs, aircraft, and also good in Coastal opsTheir motto is “ Let it not be said that we did not prove equal to the task”Formed: 1966HQ : PNS IqbalTrained in : Special operations (Spec Ops.)Unconventional warfareHVT acquisitionsDirect actionCounter-terrorismSpecial reconnaissanceHostage rescueForeign internal defenseCounterproliferationCounternarcoticsCounterinsurgencyOrganisation : 100 personal = 1 company3 commandsCO PNSCO CEOCO CEO VBSSIn 1966, Vice-Admiral S. M. Ahsan took personal initiatives establishing the special operations force within the Navy by organizing the underwater demolition teams (UDTs) tasked with gathering intelligence while operating the midget submarines. The establishment of the Special Service Group (Navy) lies from the contribution by the Pakistan Army's Special Service Group whose frogmen team— the Musa Company— first initially trained the Navy personnel on the military combat diving in 1966. Initially training of the personnel volunteered for the Special Service Group (Navy) took place in Cherat in Khyber Pakhtunkhwa, first initially getting trained for the coastal defenses. Crucial training on getting trained on the sea, air, and land environmental formats came from the United States Navy when the first unit of the U.S. Navy SEALs was detached to the Pakistan Navy in Karachi, also in 1966. The teams in the Navy Special Service Group were given training on the armed forces diving, high-altitude parachuting, demolitions, foreign languages, and the intelligence management for the intelligence services. In 1970, the joint training of the Navy SSG and the U.S. Navy SEALs took place in Naval Base Iqbal in Karachi coast, receiving training and getting the expertise in the sea, air, and land environmental formats. Due to their selective competitiveness, the demanding military physicals, and the commitment required by the Navy's special operations, the Navy Special Service Group is much more tighter contingent compared to the Army Special Service Group, though the selection for the Navy's Special Service Group is open to all naval personnel serving in the different combat branches of the Navy. The Navy SSG is much more discreet than the Army SSG since their operations and works are subjected to the secrecy marked by the Navy though it is known that it is an all-male special operation force.GroupsPNS Iqbal GroupSEAL TeamAirborne TeamNavy Anti-Terrorist TeamUnderwater Demolition TeamNavy VBSS GroupVisit Board Search Seizure TeamClose Quarters Battle TeamNaval Interdiction Operation TeamThe military physicals for the getting accepted in the Navy is maintained to be very high standard and requires the prospective individual has to spent nearly five years in the Navy that validates their commitment to their profession and the Navy— this is the same requirement for the Army Special Service Group. Training for the Navy Special Service Group is extremely rigorous that included being able to earn the swimming badge after completing the 15 kilometres (9.3 mi) in 10 hours in an open sea, the HALO/HAHO airborne qualification badge, and special weapons qualification badge.The Navy Special Service Group's training courses :18-week Clearance Diving Course.10-week Advance Frogman Course .4-week Re-Compression Chamber Course.Training of the Navy Special Service Group also included the training on the Judo/Karateka, Frogman maneuver, and the drownproofing (ability to stay afloat while tide up in the water).[6] The Navy maintains its own Parachute Training School in Oramar based on the Army's Parachute Training School in Cherat, where the prospective individual excelled on its HALO/HAHO and static line skills after performing the combat jump from 15,000 feet (4,600 m)– this course usually held for 4-weeks.[27]The training courses on the Navy Special Service Group emphasis on the strong mental and physical conditioning that includes the 36-36 miles (58 km) march, a requirement that was first institutionalized by the Army Special Service Group in 1956.[27]Once the 8-month course is complete, the navy sailors who are volunteering to join the SSGN are then given specialized training in maritime and amphibious warfare at the specialized training school located in Karachi.[27]The Combat Diver badge is awarded for the course held by the Navy Special Service Group— there are three classes of combat swimmers are recognized: 1st class to complete an 18-mile or more swim in the designated time period; 2nd class to those finishing a 12-mile swim; and 3rd class for a 6-mile swim.[27] Navy's sniper training and air assault courses are held at the Naval Special Operations Training Center (Naval SOTC) in Nathiagali in Khyber-Pakhtunkhwa.[1]The Navy has its own airborne school in Oramara, frogmen school in Karachi, and the special operations school in Nathiagali.[1][30] The advance training on the special warfare environments jointly takes place with the Army Special Service Group where the SEAL Teams are trained in long distance marksmanship sniper warfare at the Army Sniper School, arctic warfare at the Army School of High Altitude, mountain warfare at the Army School of Mountain Warfare in Cherat, desert warfare in Chor, and often popular in the country for taking participation with the army's snipers in various competitionThe Special Forces in Pakistani military adopted their Battle Dress Uniform in favor of the U.S. woodland (or M81) with a maroon berets in 1990.:100[3] The Special Forces in Pakistan follows the combat gear of the Pakistan Army as the Army Special Service Group authorized the U.S. woodland (M81) as their battle dress uniform with a maroon berets, a common color for the airborne forces, with a silver metal tab on a light blue felt square with a dagger and lightning bolts, and a wing on the right side of the chest.:100[3]The Navy Special Service Group closely follows the Army Special Service Group, adopting to wear the U.S. woodland (or M81) with a maroon berets, a common color for the airborne forces.:71[18]The Navy Special Service Group is only distinguished by their officially issued berets— a dark blue beret with three versions of the "fouled anchor" badge for the all of its personnel.:71[18] A metal SSGN qualification badge featuring a vertical dagger superimposed over a midget submarine is worn over the left pocket on dress uniforms. Parachute wings are worn over the right pocketPistolsAustria Glock pistolSub-machine gunsGermany Heckler & Koch MP5 Belgium FN P90Assault riflesUSA M4A1 Carbine Austria Steyr AUGSniper riflesPakistan H&K/POF PSR-90 USA Barrett M82Light Machine gunsBelgium FN MinimiAir Defence & Rocket LaunchersSoviet Union RPG7USA SMAWPakistan Anza MANPADSHelmetsPakistan POF Standard Helmet USA Light Weight HelmetBullet Proof Jacket/ArmorPakistan POF Standard Body ArmorNow coming to MARCOS, The Few The Fearless… Formed : February 1987MARCOS are capable of operating in all types of environments; at sea, in air and on land. The force has gradually acquired more experience and an international reputation for professionalism.… HQ: INS Abhimanyu and INS Karna… Trained in :Amphibious operationsAmphibious reconnaissanceDirect actionHostage rescueCounter-terrorismIn 1955, the Indian military established a diving school at Cochin with the assistance of the British Special Boat Service and began teaching combat divers skills such as explosive disposal, clearance, and salvage diving. The combat divers failed to achieve their desired outcomes during the Indo-Pakistani War of 1971 as they were not adequately trained for sabotage missions. The combat divers had also taught basic underwater demolition training to insurgents from Bangladesh, who were then sent on missions during the war but did not cause any substantial damage to Pakistani military installations. Subsequently, during the war, the Indian Navy assisted the Indian Army in landing operations against the Pakistani military base in Cox's Bazar. After the war ended, army units were often drafted into amphibious exercises. In 1983, the Indian Army formation called 340th Army Independent Brigade was converted into an amphibious assault unit and a series of joint airborne-amphibious exercises were conducted in later years.In April 1986, the Indian Navy started planning for the creation of a special forces unit that would be capable of undertaking missions in a maritime environment, conducting raids and reconnaissance, and counter-terrorism operations. Three volunteer officers from the diving unit, which was created in 1955, were selected and underwent training courses with the United States Navy SEALs at Coronado. They later went on training exchanges with the Special Boat Service. In February 1987, the Indian Marine Special Force (IMSF) officially came into existence and the three officers were its first members.[12][11] The IMSF was renamed as 'Marine Commando Force' in 1991Their command is not mentioned because they are very very very secrethe MARCOS are capable of undertaking operations in all types of terrain but are specialised in maritime operations. The force has undertaken numerous joint exercises with special forces from around the world. As of 2012, the MARCOS has about 2,000 personnel though the exact number remains classified. Operations undertaken by MARCOS usually remain classified;After studying about various special forces of the world ,a Prahar system was introduced which comprised of 8 commandos. This is done to ensure their full potential in an op.Marcos training is based on US Navy SEALS and a Marine commando topped BUD/S with ease. He is none other than COMMANDER ARUN BAHUGUNA (04704) , The one who was awarded with shaurya chakra for is role in Battle of Minicoy Island in Jan 28. 2011Nearly 34 years ago, 2 best MARCOS:Lt Arvind Singh and Lt Shamsher Singh Deopa were selected to attend US Navy SEALS BUD/S course. Arvind was top in the course . They were the first Indian to attend BUD/S . They both were the nucleus of newley establish IMSF( INDIAN MARINE SPECIAL FORCES) . Arvind was the team leader of Marcos during OP Pawan where they swam 12 m in ocean with weapons and attacked ltte base and returned without casualities.Recruitment – Heading to the recruitment of MARCOS, all commandos are male and being a naval fragment all its personal. The selection is done at the early age of soldiers, i.e. in the 20s of fresh soldiers to maintain the strength and josh in the force. Well, as per the criteria, the aspirants get a chance to get inducted in the Indian Navy through NDA, CDS, SSC etc. and also through direct recruitment for lower posts. The required basic physical strength is high and so is the training process. So, aspirants to get into this organization, you need to first become a part of the Indian navy. The selection process consists of two parts. First one is three days long where a soldier’s physical stamina is accessed. The next phase of the screening is tougher and then makes the final selection of soldiers for further training. The screening or selection phase rejects more than half applicants on the basis of their physical stamina required for the force.During initial selection a candidate have to do these following:1600 mtr run in 5 mins300 mtr sprint300 mtr swim10 ft jump in water12 pull ups50 push ups50 sit upsrope climb*One must have at least 12 months heavy training for becoming a MARCOTraining– As far as training is concerned; it takes 2-3 years to train a MARCOS commando. The majority of training of MARCOS takes place over INS Abhimanyu. The training actually takes place at various agencies of the Indian navy and the Indian army. They also get training with the army’s paramilitary force at Indian special force training school.So all aspirants planning to become MARCOS are required to become naval soldiers first, and then they will get a chance to get a golden chance to join the elite force, MARCOS. Being a part of a special force is a matter of honour for a soldierRole and Purpose of MARCOSThe core missions of MARCOS include:To conduct clandestine attack against enemy ships, offshore installations and other vital assets behind enemy lines;To support amphibious operations including pre-assault ops;Conduct of surveillance and recce missions in support of naval operations;Conduct of clandestine diving operations; andCombating terrorism in a maritime environment.Although initially created to conduct special operations in the maritime environment, such as amphibious warfare, the MARCOS have evolved to incorporate other capabilities, which include:Direct action;Counter-terrorism;Special reconnaissance;Unconventional warfare;Hostage rescue;Personnel recovery;Asymmetric warfare;Counterproliferation;Anti-piracy; andSafeguarding of off-shore energy assets, among others.Personnels are trained as combat divers and in the use of mini-submersibles. Although they are experts in the maritime environment (sea domain), they can also operate in the other two domains of air and land.Personnels are trained to conduct specialised parachute operations, landing into water/on the ground with full equipment, such as:HAHO (high altitude and high opening).HALO (high altitude and low opening).Marcos are one of the two units in the world who can be airdropped into sea with full battle load. The other one is US Navy SEALSMARCOS Selection and TrainingApplication for the Marine Commandos is made by male volunteers of the Indian Navy, applications from other branches of military service are not accepted. Volunteers can be either commissioned officers or enlisted sailors.Candidates will generally go through four phases to become a fully-qualified Marine Commando, which includes:Phase 1: Pre-Selection.Phase 2: Selection.Phase 3: Initial Qualification Training (Basic SF Training).Phase 4: Probation Period (Advanced SF Training).There are a variety of commentators, for example, Bennett (2004), who state that MARCOS candidates undertake a two-year course, with the first phase lasting one month and nine months for further training.MARCOS with RR in the Kashmir in CI ops.MARCOS Pre-SelectionThe first phase on the journey to becoming a Marine Commando is pre-selection, also known as enrolment, which takes place over three days.This three-day long process will witness an attrition rate between 50% and 80%.For the few who are successful, there is the daunting prospect of attending the 5-week selection process incorporating ‘Hell Week’.MARCOS SelectionCandidates who successfully complete pre-selection must now attend the gruelling selection process which takes place over five weeks of daunting physical tasks, accompanied by large doses of sleep deprivation.Some of the tasks that candidates may encounter during this phase include:Morning runs of 20-kilometres (12.4 miles).Night marches of 20-kilometres (12.4 miles) carrying a 60 kg (132 lb) load.Conduct training with live ammunition.Once per week, conduct a march of 120 kilometres carrying a 60 kg (132 lb) load in a specified time limit.‘Hell Week’, modelled on the US Navy SEALs Hell Week:A week of continuous training with, on average, over 20 hours each day containing continuous physical exertion.Candidates will be lucky to receive more than 4 hours of sleep over the Adomino Premium Domain Names the end of the week, candidates will be expected to ‘run’ through an 800 metre, thigh-high thick mud filled, route known as the ‘Death Crawl’ carrying a 25 kg (55 lb) load.Then complete a 2.5-kilometre (1.5 mile) obstacle course, before.Fire at a target, with a fellow candidate standing right beside it, from 25 metres away.If you dont shoot u will be disqualified, if u shoot ur buddy u will be disqualifiedMARCOS Basic SF TrainingCandidates who successfully complete the selection process will move on to initial qualification training, which consists of basic SF training and advanced SF training.Candidates will undergo a variety of training with several different organisations, although all training is overseen by INS Abhimanyu. A significant amount of training that the US Navy SEALS undergo has been replicated in the training of MARCOS (both the US Navy SEALs and British SAS aided in the early stages of training) and includes:10-week basic SF training, located at INS Abhimanyu, including:Weapons handling training.Ammunition and explosives training.Unarmed combat training.Close quarter battle (CQB) training.Kayaking.Photography.Ship intervention drills.Hostage rescue.Recapture of offshore installations.3-week Basic Parachute Course at the Indian Army’s Parachute Training School, located at Agra.Basic Combat Divers course at the Indian Navy’s Dive School, located at Kochi.Candidates who successfully complete these courses will move on to advanced SF training.MARCOS Advanced SF TrainingMARCOS advanced SF training includes a probationary period for candidates which must be successfully completed. Candidates will join designated ‘Prahars’ for ‘on-the-job’ training.Training during this phase consists of:Combat free-fall training (HAHO and HALO), plus water-para jump (with full combat load) capability training;Counter insurgency, at the Counter Insurgency and Jungle Warfare School (CIJWS) in Mizoram;Anti-hijacking and anti-piracy;Clandestine operations;Surveillance and reconnaissance;Amphibious operations (beach, coastal and riverine);Unconventional warfare;Language training (e.g. Arabic or Mandarin).The language and culture of likely adversary areas, to enable them to operate and survive behind enemy lines;Operations from submarines and submersible craft training;Sniper competence and training on shoulder-launched missiles, MMGs, etc.;Making Improvised Explosive Devices (IEDs) with readily available items;4-week High Altitude Commando Course at the Parvat Ghatak School in Tawang, Arunachal Pradesh, along with other Indian SF units; andDesert Warfare School in RajasthanAt the end of this long and formidable training, candidates are capable of firing a weapon while standing, lying down, running at a full sprint, backwards or even looking into a mirror – all within a reputed reaction time of 0.27 seconds.Naval cadets of NDA have more chance to volunteer for MARCOSSomali pirates don’t now Hindi but they will get scared when they hear the name MARCOSWeaponsSmall ArmsBrowning Hi-Power 9mm Semi-automatic pistolGlock 17 9mm Semi-automatic pistolSIG P226 9mm Semi-automatic pistolUzi 9mm Sub-machine gunHK MP5 9mm Sub-machine gunAK-103 7.62×39mm Assault RifleM4A1 5.56 Assault Rifle, used by MARCOS units attached to Paracommando unitsTAR-21 Tavor 5.56 mm NATO Assault rifleAPS amphibious rifle Underwater assault rifleGalil SA- semi- auto Sniper rifleHeckler & Koch MSG90 Semi-automatic sniper rifleOSV-96, Sniper and anti-material rifleSupport WeaponsIMI Negev Light machine gunPK General purpose machine gunFN MAG 7.62 mm General purpose machine gunGP-25 40mm Grenade LauncherM203 40mm Grenade launcherAGS-17 Automatic grenade launchersRCL Mk III 84mm Recoilless rifleShipon Anti-tank weapon9K38 Igla MANPADSTransportIndian Navy Sea King Mk.42B on INS MumbaiHAL Dhruv utility helicopter6 Westland WS-61 Sea King transport helicopter[2]Chetak helicoptersCosmos CE-2F X100 two-man submarinesAll Terrain Vehicles (ATVs)They are also trained to parachute into open water with full combat load.[6] In 2013, the MARCOS have introduced a larger duck-drop system which will be fitted on Ilyushin Il-76 aircraft. Each system (two boats) can accommodate 32 com­m­andos, their weapons and fuel for the boats. Duck-drop system that marcos operate in the past is smaller in size which is fitted on An-32 aircraft.[18] This force-multiplier was developed by the Agra-based Aerial Delivery Research & Development Establishment. Once para-dropped from the aircraft, it allows for the commandos to assemble inflatable motorised boats within ten minutes, and quickly reach ships in distress. On reaching the target, they can dismantle the boats and travel underwater to mount a surprise attack. Such rescue missions can be mounted by the commandos deployed within an hour unlike in the past, when commandos took up to 48 hours to reach the targets as it involved travelling on-board ships and then being deployed on motorised boats.[19] The Marcos are also preparing for urban warfare and have begun practicing on 3D virtual models of offshore installations to ensure a swift response during a terrorist attack. The marine commandos are undergoing regular training sessions in this computer-generated programme to be well-prepared for a strike similar to the 26/11 attack. Reliance Industries Limited (RIL) has provided a virtual model of its facility in Krishna-Godavari basin in the east, for the marine commandos at INS Kalinga, the training base for Marcos in Visakhapatnam.[20]MARCOS will carry out amphibious operations at Frasersgunj in the Sunderbans as part of their routine training. Frasersgunj, with its beach and proximity to the estuarine delta, is an ideal location for such exercises, the source added. The Coast Guard is in the process of setting up a base at Frasersgunj and station hovercraft there. More importantly, the elite force will get a feel of the Sunderbans, which is considered at risk from infiltrators and terrorists. There are so many waterways running through the Sunderbans delta that it is not possible to maintain physical vigil on all movement there. Security experts believe that the threat from terrorists moving in from the sea still remains. With so many vessels passing through the Sunderbans, it may be a route for terror outfits to send in armed men to carry out an attack like that on Mumbai. In case of any eventuality, the Macros are most likely to be called in as it is a marine environment. A major part of their training is kept under wraps. Frasersgunj will be an ideal location where secrecy can be maintained.[21]The Indian Navy initiated the process of procuring five midget submarines for Marine Commandos (MARCOS). These vessels would have the capacity of carrying four to six personnel on board. The submarines would have a diving depth of around 400 meters, and will strengthen the MARCOS ability to carry out special underwater operations in high seas. The midgets will have the capability of carrying out both manned and unmanned operations and will be equipped with a number of weapons including torpedoes. In 2009, the navy initiated the process of procuring these vessels and issued a Request for Proposal to Indian shipyards including Hindustan Shipyards Limited, ABG and Pipavav shipyards. Due to their faster speed and smaller size, midgets are able to escape the enemy Sound Navigation and Ranging (SONAR) probes making them useful in carrying out covert operations,and help troops to penetrate into hostile territory without getting noticed by enemies. In 2013 other noteworthy development, Vizag-based Hindustan Shipyards Ltd has bagged the contract for building four 500-tonne mini-submarines, which were designed back in the previous decade by Larsen & Toubro. The mini-submarines, to be delivered in the latter half of this decade, will be used exclusively by the Indian Navy’s MARCOS. The combat management systems have been designed and built by TATA Power SED, while Riva Calzoni will be supplying the periscopes and other masts that will host a SATCOM communications systems and LPI navigation radar. The sonar suite is likely to be supplied by ATLAS Elektronik.[22][23][24][25]The average MARCOS training drop-out rate is more than 90%. The force has its own training facility, first as an adjunct of the operational company at INS Abhimanyu, in Bombay,[2] later as the Naval Special Warfare Tactical Training Centre. For combat diving training, the commandos are sent to the Naval Diving School, Kochi. There are plans to move the Naval Special Warfare Tactical Training Centre to the erstwhile Naval Academy facility in Goa where it will be set up with focus on jungle warfare as well as counter insurgency operations. The new facility will be modelled on the lines of CIJWS of the Indian Army in MizoramTo strengthen its capabilities to carry out special operations, the Navy is planning to procure advanced Integrated Combat System (ICS) for the MARCOS. The Navy wants the ICS for effective command, control and information sharing to maximise capabilities of individuals and groups of the MARCOS while engaging enemies.[26]The ICS will provide enhanced capabilities such as tactical awareness, ability to fight in hostile environment and can enable Group Commanders to remotely monitor and control operations. It would help in integrating an individual sailor's capability of day and night surveillance, ballistic protection, communication and firepower through an integrated network at individual and group level. Initiating the procurement process through a Request for Information (RFI), Navy's Directorate of Special Operations and Diving has sought details from global vendors about the ICS, which should have gear for both individual and group uses.[26]The individual equipment required by the Navy in the ICS includes light weight helmets, head-mounted displays, tactical and soft ballistic vests along with communication equipment. The group-level gear requirements include command and control and surveillance systems along with high speed communication equipment. The devices would have sight for the sniper, laser range finder and long range thermal imager (medium and long range) and near IR laser pointer for a combat group to undertake surveillance, reconnaissance and targeting. The ICS would be compatible with the assault rifles and close-quarter combat weapons.[26] The Navy has recently started inducting the Israeli IMI Tavor TAR-21 for the MARCOSAll these info about Marcos is only 10–15% of their work. Only the personal know what is happeningConclusion:Marcos are trained heavily so they operate anywhere. Thier training is alone for 3 years whereas SSG N training period is nearly 10 to 15 monthsMarcos are very secretive than SSG NMARCOS are the one who are better trained…………………………………………………………………………………………………………………………………I am sorry my dear Pakistani friends because I don’t know much about your army school as in India we have NDA, so I can’t give many info about your SSG NThank u

1950s / 60s & Civil RightsNorfolk & the NavyI graduated high school in 1955 Milwaukee and joined the Navy. After Boot Camp and Class A Fire Control (Weapons) school in Bainbridge MD, I was stationed in Norfolk assigned to a Navy Destroyer. I soon discovered that the Bible Belt South did not live according to the Golden Rule, they had legalized racial segregation, supported enthusiastically by the Southern churches, enforced legally by the police, with violent hanging tree enforcement by the Ku Klux Klan, and they treated blacks or any non-whites ethnics terribly.Aboard ship, I had made friends with many sailors, including Blacks, and when we went to Norfolk, we would experience a totally segregated society. On the ship regardless of race we all got along fine but we could not hang together on shore. There were many Blacks living in Norfolk, and they were cordoned off into very poor areas of town. Norfolk's main downtown, 'Granby Street' and the entire city, with all of its parks and beaches, were available only for Whites. Blacks were allowed only in designated 'Colored' - run down - sections and a downtown area called 'Church Street' which actually had the character of a New York City street, colorful and full of its crazy itself. Even the rowdy East Main Street sailor Bars, known infamously throughout the world, were for Whites only. Bus stations, water fountains, hotels, taxi cabs, movie theaters, restaurants, city parks, swimming beaches, everything and everything were separated by race. The whites had all the best, the blacks - by law - all the worst. What fool invented this madness? What a sick bunch of idiots thought this one up. This can't be the USA! But it was and I would have to learn to deal with it!I didn't like the south. It was a dreary and dreadful place, segregated, filled with crazy Bible thumping haters, all Dixicrat conservative with bloody Civil Rights Battles going on. I spent my weekend liberties in Manhattan and loved the ambiance and personal freedoms. Liberty in Norfolk involved three streets - the Whites went to Granby and the World's most infamous East Main, and the Blacks went to Church Street. Norfolk has that dark dismal look of poverty and of a dismal stagnating prison about it. I didn't think anyone raised in the North would want to live here; it definitely didn't have that highly Technicolor warming appeal of the North. In the South, it was cheerless, where African Americans walk around stooped and looking depressed, as Jim Crow segregation laws and rampant racial prejudices enforced by a psychotic police force held them down.Life aboard a WW II DestroyerMy first months aboard my WW II Destroyer were a roller coaster ride. They had returned from an extended deployment from the Middle East but soon we were at sea constantly on Anti Submarine Warfare (ASW) exercises. ASW was a high, shooting the guns, was exciting too, but chasing down a submarine was the biggest "Cat and Mouse" game in town and it was fun what with the chase, the anticipation and closing in for the kill. We practiced on American submarines and were ever watchful for the Soviet subs tracking our carrier and chased them too. The gun system albeit accurate and deadly on a propeller driven aircraft, was World War II technology and it was not on Jet planes that could fire on us from outside our gun range.Like the crew of every ship afloat today, the compliment of a destroyer is a cross section of America itself. A Bosun's mate is a soda jerk from Detroit, and a machinist mate is a former factory worker from Pittsburgh and a fire control man, like me, from Milwaukee. There's a farm hand from Kansas who hadn't been more than twenty-three miles from home until he enlisted. There are Blacks from Southern cotton fields, and wheat farmers from North Dakota. There's a milkman from California and a dental student, a policeman and a nightclub operator from New York City. The destroyer life has made ex civilians real sailors. It was soon after World War II and we had many veterans on the ship. Like all other Tin Can sailors, I always thought the Cans were the best Navy duty a man could want.However, Tin Cans were a rough life, full of thrills and spills and anyone whoever rode Destroyers has earned my everlasting respect as to what navy duty is all about. One day, I was high lined to a heavy cruiser as an observer for a fire mission with the USS Iowa. Standing on the cruiser deck, I realized how tough the Destroyer sea duty was. While the cruiser was steady through the sea, my Destroyer was bucking and heaving, rising up 40 feet to the level of the carrier's flight deck and I could see the forward sonar dome on the bottom hull rise above the surface, then diving 90 feet below into the froth.There didn't seem to be much distinction between blacks and whites on the ship. It was during the Cold War and we were in it together, our guns being manned and ready by both black and white. Heck, James, the best bar room brawler I ever met, who saved my ass many times when I was on Military Police trying to break up Bar Fights in Europe, was black as the ace of spades, small but tough as a Red Oak, and scarier than a grinning Godzilla with gold teeth! Another friend of mine was a homicidal maniac dark colored Puerto Rican from Brooklyn who tipped the scales at around 5'3", had muscles in his breath and who I'm sure stayed up at night thinking of ways to dismember anyone who looked cross eyed at him and make it look like an accident. Other blacks were Cousins, he and I manned the Main Battle Gun Director together and Jack Hawkins who was the best three-inch gunner we had. We had tough blacks in Naval Infantry and when I was on desert patrol in the Persian Gulf, Eddie Duncan from Boston was my best friend and fearless war fighter, and he was a great gunner and could handle himself in hand to hand. I felt safe with him by my side.Yes, I had lots of black and brown friends while in the Navy even dated a few black girls who I met at Roseland when visiting New York City and never gave it a second thought, but I dared not admit that in the south and kept my mouth shut. There were no real racial attitudes on my ship, unless of course, you were an ignorant racist redneck looking for a dentist to replace missing teeth lost in a fight after throwing around the "N' word. Destroyer sailors got along and were ready to die for each other, well, except for those thieving scaly wags who begged off their shipboard responsibilities - black, white or any person, didn't make any difference, you were going to get your comeuppance. But when we went ashore in Norfolk on liberty we went to different sections of town as directed by Jim Crow laws. Maybe that was a good idea to keep the murder rate down when red necks harassed northern blacks and thought they could get away with it.It was like a Greek Tragedy, when a southern redneck dipshit used to bossing around passive southern blacks who were basically uneducated field hands keeping their heads down and mouths shut in the segregated south, calling them "Nigger" and having them grin and walk away, but when they tried that with a northern black from Brooklyn or Philadelphia with a "Don't Fuck With Me Retard" attitude, all hell broke lose. The northern blacks would grin too, and then proceed to change the religion of the redneck, or at least make him wear diapers for a week because a beer bottle got shoved up his ass. What did these southerners know about tough Red Dog Irish battling it out for big city territory with tough Blacks and crazy Puerto Ricans on the streets of Boston, New York and Philadelphia? My God, they were a trained militia capable of massive destruction on loud-mouthed racists. The same happened to those who called the Irish "Paddy" or Puerto Ricans "Spics." You got some recompense which usually was some violent action against your body and for sure, back on the ship, your toothbrush will find its way into a slightly used toilet to add flavor. I mean, didn't these ethnic name callers know that inner city Irish had no common sense, they loved to fight, drink and sing Irish songs (in that order).There was nothing to do in segregated Norfolk. How in the Hell can southerners live this way? Well, what they do is have private clubs, just for whites that also serve booze and have bands and dance floors. What was available for sailors was East Main Street and I know you heard this one before - "Most have the vice and inappropriate conduct in the Western Hemisphere was invented on East Main. When East Main was in full swing, all the breweries on the east coast worked three shifts… It raised the standard for hellholes. The world's infamous section of East Main Street was only (maybe less) three blocks long and lined with Bars on both sides of the street with names such as "Virginian," "Golden Palomino," "Rathskeller's," "Ship Ahoy," "Paddock Lounge," "Red Rooster" and etc. The Bars served only 25-cent lean draft beer.If a Bluejacket's couldn't find it on East Main, it had to involve gay penguins or nympho sea turtles.' Our typical liberty usually wound up on East Main Street. It was famous throughout the world, they wrote books about it and you could find every sin covered in every religion in the world, all in three or four blocks. The place was a veritable Kasbahs of Carnal Delight. The place was so bad; it didn't even register a blip on the Morale Richter Scale. East Main was right up there with Sodom and Gomorrah. It was the 'Black Hole of Calcutta' and the lowest level of the largest outhouse ever built. East Main was the K-Mart of whoredom. If you had twenty bucks and you couldn't satisfy any particular lust desire you were hauling down there, you had to be into something involving baby ducks and penguins.East Main was a five-star hell whole where you could buy passion in fifteen-minute increments from women whose panties went up and down like a tin can's signal flags, where you could drink cheap beer and pee in the street. Fleet sailors warned us recruits that sooner or later, we would be rolled on East Main Street. Just hope that she was kind enough to stick your ID and liberty card in your sock before she vanished with what was left of seventy bucks and your wallet? If Guinness had a record for the sleaziest bars per square inch, it would read. 'East Main, Norfolk'. They sold enough draft beer on a Saturday night to fill the New London diving tank, and most of it got pissed away in the adjacent alleys on the way to the bus stop up on Granby Street. While on East Main Street, it would often be our goal to drink a few beers at each bar, starting at the upper end of one side of the street, and drink our way down the street, then come up the other side. Needless to say I never successfully accomplished this goal. As a young man not used to alcohol, even though the beer was lean reduced to 3 per cent alcohol, I would get drunk before the round robin tour ended and wind up puking my guts out in an alley.After drinking ourselves silly on East Main Street, we were ready for some coffee and a plate of bacon and eggs. A [White only] Christian Mission offered these amenities if we would listen to their "save my soul," preaching first. One time we tried this and listened to well mannered young men try to convert us to being 'Born Again' with sweet talk and using words like "anointed." But it was for Whites only; anyone one else was going to Hell. I thought - Christians, Huh? To this day whenever I hear that "ANOINTED" word I get a nauseous chill up my backbone! The bus ride back varied in quality depending on the time you left, a late return meant ridding with a large group of sailors in various states of drunkenness with random puking. If you missed the last bus back to NOB which left around 2:00 A.M.We had the NOB Gym at our disposal and I as a fitness freak I went there often to work out. I met James at the NOB naval base gym working out; he was a small diminutive Black man muscled all to the core of his 150-pound frame, but he could do 250lb. presses like they were just ten pounds. If the gym had heavier weights, I bet he could do 300 pounds plus. I had done a little Golden Gloves and James was the best fighter I had ever met. I watched him before he gets into a sparing fight he stands there with his hands on his hips calmly observing, looking for what the opposition has to offer. I had expected somebody bigger and, frankly, more chiseled a square chin and all and machine-like, like those Hollywood charactures of tough men, but James looks remarkably ordinary and I sure didn't expect a Black man in this segregated South to be the best fighter around either. James was a killer, or he could be, but he played Mr. Nice Guy. One time at the base enlisted club we were lifting weights and he took his shirt off and all we saw were rippling muscles beneath his ebony Blacks skin. He was bench pressing more than 350 pounds and jerking 400 pounds.He had muscles and fast hands and must have been professionally trained in the sweet art of boxing. One of the Rednecks, who had been saying nasty things about Negroes, stopped and shut his mouth when he saw James, but we wished James had shut it with a right cross. James seemed to be passive and willing to take a lot of racial crap from racist Whites, something I would never have stood for, but I didn't really know what it was like to be Black in the South, where you got absolutely no protection from the police who would send you to long terms in jail no matter how justified you were in defending yourself against attacks from White racists.James is the Redneck's worst nightmare, as he can easily tear a new ass hole into men twice his size and with multiple assailants at the same time. Of medium height and build, he has an open, friendly face with laugh lines in the corners of his eyes and mouth and he looks "Nice and Friendly" When he walks over cat like, to say hello it's with a slight swagger that strikes me as distinctly military and damned dangerous. He smiles brightly as he introduces himself. I made sure to be friend him and little did I know then that I would meet him all over the Mediterranean saving my ass in bar fights. James became my friend and we had a symbiotic relationship, he rescued me from some real bad bar fights. He was one hellish street fighter and rescued me a couple of times when I was on Shore Patrol trying to break up a bar fight.We spent every week at sea. I myself was a cross between a good ole boy southern Red Neck and Classical liberal. I loved guns, hunting, and horses and was also classical music and was a Leonard Bernstein fan and loved his Broadway style music. In fact on my trips to NYC I went to lots of Broadway plays including his West Side Story. When we pulled along side another ship at sea for refueling, the music blared from their and ours speakers. It was usually some country - western thing but I liked the tempo of John Phillips Sousa march. I set our speakers to play John Phillips Sousa marching tunes followed by some hip Johnny Cash country music. When we refueled from a carrier, the Carrier's Marine Band stood in the lowered hanger deck and played tunes such as "Come to Papa Do" and the Marine Corps hymn. But we had speakers too, and on one occasion, we responded by playing the Army Air Corps song. What I really liked to do was educate sailors to some of the good stuff, so I set up a record player with classical music, Brahms, Bach, Mozart, Schubert, Beethoven, Lizt, and my favorite, Tchaikovsky in the IC room, and played my classical music to large audiences from the mostly Southern crew, who never heard anything but shit kicking music. I even got the IC men to hook up and play my classical music on our ship's loudspeaker system when we went along side another ship for refueling. Believe it or not, it was always well received.In my early Navy days in Norfolk, when I didn't have a car or a ride for weekend liberty, I would take a Trailways interstate bus to New York City. When the bus stopped for bathroom or food in the South, we left the bus and parted company into separate racial facilities, but when in the North we shared all facilities together. If you were pissed off at Jim Crow and thwarted the segregationist pattern, like entering a "colored" rest room, you could be arrested and put in the local jails, where you would be treated horribly, being crammed into tiny, filthy cells and fed salt without water and sporadically beaten. In the South, the police didn't take kindly to whites that sympathized with the blacks. On one trip I met Mary Thomson, a young pretty Black girl who lived in Manhattan, and we became good friends. She was very smart and had a great personality and I wished I could date her when she visited her parents in Norfolk, but as things are in the South, I knew that was impossible. We could only breathe the fresh air of freedom when we crossed the Mason - Dixon Line.Once in the City, I would get a room at the YMCA in Times Square and explore the city, hitting the bars and night clubs like the Latin Quarter or Copocabana and the mid town dance emporiums, all places racially and ethnically integrated with beautiful women looking for hungry sailors. One of our favorite places was the Roseland Ball Room on 52nd Street. They used professional orchestras playing every kind of ball room music and even dance clubs from Harlem came down to jitterbug and swing dance with us. Sometimes I stayed at the decrepit and worn out Lincoln Hotel on Eighth Avenue and 44th Street. It was full of retired actors and musicians riding our last days sitting in the lobby and commiserating about the good-ole-days. It was perfect for sailors looking for a cheap room on weekend liberty in the Big Apple. We ate at Greek Diners most of the time, there was almost a classic quality to the New York diner experience - singing musicians/waitresses en all - and they are all over the City offering burgers, eggs and full meals at cheap prices. They all feature all-day breakfast specials, steaks, pork chops, southern fried chicken and of course, a bottomless cup of coffee, the real surprise about the menu here is that they offer every demographic - Jewish, Italian, Irish and everything else under the sun, including enormous desserts, all baked fresh on the premises daily.I loved Greenwich Village where folk music blossomed, where clubs and coffee houses showcased singers like Pete Seeger and Odetta and nurtured a generation of newcomers, including Bob Dylan, Judy Collins and Peter, Paul and Mary. Two of the most exciting American movements were calling Greenwich Village their home, the Abstract Expressionists, and the New York School of Poets was sharing the same bars, restaurants, and lofts. In the fifties, the most popular places were ice cream parlors, pizza parlors, drive-ins, bowling alleys, coffee houses and record shops. Pre-marital sex was considered sinful. "Going steady" was a stage young people took only if they were seriously on the path to marriage. Virginity was still a virtue in the fifties; and sailors on the prowl had to behave themselves. I loved the 1950's in New York City. I got to see the original West Side Story on Broadway and had coffee with the beatniks in Greenwich Village who read poetry out loud to jazz.At 20 years of age I had become a motorcycle bum. There were several Harley Motor Cycle Clubs in our Destroyer Squadron and I was invited to ride with them. I rode with my buddy as a passenger on his Road King for the next year before deciding I wanted the view from the front seat. There was a biker bar south of Portsmouth, called El Chico's that a bunch of us would frequent. A lot of the ragged civilians who drank there were members of the "Outlaws" motorcycle gang and some were real animals. My ride thru the El Chico's was one of my more exciting memories. Miss Vicky, one of better looking "Big Mama's" was tending bar that fateful day. It was a Saturday afternoon, warm and humid, and kind of quiet. Suddenly a first class Torpedoman told me, "You don't have a wild hair on your ass until you have ridden a bike thru a bar." It was a crowded place and like I said a lot of them were my shipmates. I burned rubber going out the door and left a 5-foot skid mark that lasted for a long time. I went sideways across the sidewalk into the street and zipped around to the bike parking area. The gate Marines later said it was a sight to see, one big red Harley come sideways out the door, rear wheel burning rubber, and a drunken sailor hanging on for dear life.We completed our shipyard duty and went to sea for shakedown. It was Friday evening, we had just come back from two weeks at sea checking out our weapon systems and conducting vigorous anti submarine war games, found the Soviets trying to interdict our battle group with their attack submarines, chased them across the Atlantic, suffered through never-ending General Quarters in cramped battle stations, through cold and rough 30 foot seas, were tired and salty, and now we were back in Norfolk at the D & S Piers. I had weekend liberty and was driving to New York City, and was loading my Cadillac up with sailors going in my direction. I had my "New York City" sign on my window and got a few and drove up Hampton Blvd. to Willoughby Spit, a peninsula at the end of Ocean View that operated a ferry service. This was also home to the 1690 foot long Ocean View Fishing Pier, which is the longest pier in North America. The main ferry route ran between terminals at the end of Hampton Boulevard near the Naval Base in Norfolk to what is now the small boat harbor near downtown Newport News.The ferry ride took half an hour each way and cost $1.25, plus an additional 20 cents for each passenger. The total daily traffic between the two locations averaged only about 2,500 vehicles. We waited in line as the cars lined up and finally boarded the S.S. Princess Anne Ferryboat. I found more sailors on the ferry and my Cadillac was loaded with five passengers all going to Time Square in Manhattan. We got off the ferry, picked up Route 17 through Virginia, Route 301 through Delaware, Route 40 through Maryland, then across the Delaware Memorial Bridge and onto the New Jersey Turnpike which was a 100 mile fast drive to the Lincoln Tunnel and Manhattan Times Square where I would drop everyone off. We stopped on a RT. 40 diner for a bathroom break and some food. The waitress came over and said they could serve the White sailors but not the Negroes sailors in our group.We were dumbfounded! Maryland was supposed to be north enough that you didn't have to worry about this crap, but Maryland was actually south of the Mason Dixon line, albeit a border state. I asked to speak with the manager and said something about sailors fighting for your country shouldn't have to go through this treatment.The manager enjoyed our disgust with him as he sneered and said smirking, no "Niggers" would be served. This incident was obvious to the other diner patrons who were looking at our discomfort, with approving grins on their faces and I heard those muttering things about Niggers knowing their place.I stood up and he put his hands on me. Well, I mean to tell you, we blew a shit fit. With a strong overhand right, I popped the manger in the face, broke his nose and definitely knocked out some front teeth whereupon he fell to the floor like a sack of potatoes. I tipped over the table, threw the chairs, and invited anyone else in the diner to stand up and get theirs. Now they weren't smiling but running scared. Bunch of cowardly bastards! We tore the place up! Those fucking God Dam Red Necks, we could have killed every one of them. Thinking the State Troopers would be on their way by now, we jumped into the car, sped onto the high way, and shouted "New York here we come." One thing you could say about New York, nothing like Southern segregation was practiced there. Not those Blacks didn't have a hard time anywhere they went, but in the South it was so blatant and cruel and enforced by the police. The lowest White Trash scum relished in giving Blacks a hard time knowing they would get away with it; this Redneck scum reminded me of the Waffen SS Nazis in Hitler's Germany. I bruised my hand hitting that racist fucker in the mouth . . . Next time I will use my marshal arts training, an open hand and use the heel into the nose.I was 5'11? 150 lbs in great shape and was trained in boxing, street fighting and some martial arts. I had been in lots of fights and always did well; actually I kind of like them. My Shore Patrol and Military Police duties had got me involved in plenty of bar fights and some very severe street fights with communists who were trying to kill me. You wouldn't think a skinny guy like would be so ferocious.I was at sea for 3 years fighting the Russians and sailing into more than 40 ports in the USA, Caribbean, Europe Mediterranean, Middle East, and the Persian Gulf. Once we pulled into Miami and I had two disturbing racial incidents. The first, in Miami Beach, was when a bus stopped right in front of me. I stepped aside and let an elderly colored (that was the term for black people at the time) woman gets on before me. The bus driver made the woman and me get off so I could get on first. The second was in Norfolk when I got on a bus gone to the back where there were plenty of seats. The driver came back and told me the buss would not move until I got into the white section where I had to stand because it was full. Southern trash! I hated these people and their bigotry.Norfolk & IBMI saw an add from IBM looking for an engineer in Norfolk's Star Leger newspaper and said "What the Hell? I interviewed, took dozens of aptitude, electronic, mechanical and IQ tests, which placed me they said in the top ½ of 1 per cent of all IBM employees - I had a 135 IQ. IBM offered me a job as a Main Frame Engineer. They had interviewed more than 250 candidates and picked me. Over the next seven years I spent 3 1/2 years in IBM school in Upstate NY and gained a reputation I could fix anything, angry customers or broke computers. During this time I got involved in Democratic politics, advocated liberal social causes, did voter registration for Jack Kennedy and met him in 1960 when he visited Granby High School in Norfolk on a presidential campaign visit and again when he visited the Norfolk Naval Base in 1962. I was promoted into Product Support and went on many assignments around the USA and taught various computer courses at IBM’s educational centers in downtown Washington, D.C. and Mid Town Manhattan. I was doing well with IBM and going to advance mainframe schools as new technology came out. I supported special events like the CBS Presidential Election, Kentucky Derby, Disney World and Cape Canaveral rocker shoots.I wound up sympathizing and getting involved in the Civil Rights movement, which caused great consternation among my friends at work, neighborhood, and church. I also became active with the Jr. Chamber of Commerce, Volunteer Fire Department, Masons, and hung out with the ‘Good Ole Boys’ deer hunting in Dismal Swamp and fishing on Chesapeake Bay. Although very successful at IBM, having won many awards, going on coveted special assignments and attending years of advanced IBM Main Frame training, I was never really happy with an organization that tried to mold your soul to their image of a Dudley Do Right good guy.If you loved IBM, sold them your soul and sang their Whip' in Poof songs, IBM loved you back. What IBM did not appreciate were strong individuals or energetic personalities and they hated renegades, entrepreneurs, and nonconformist . . . like me!I really loved my job albeit I had to fight the War of Northern Aggression a.k.a. Civil War all over again while I was in the south. With my manner speaking, it was no trouble for these racist Southerners to see I was from the North and they took special glee in baiting me, trying to provoke a reaction that would get me in trouble with my IBM bosses. With much diplomatic trepidation, I kept my mouth shut and did not make any comments they could take offense at, like their attitudes toward Blacks and race separation. Otherwise, I would have had massive amounts of grief from the ever-present racist red necks. Many of my assignments were in the north, particularly New York City, and race issues never came up.What you would notice as one traveled the South was the terrible condition of the Black people, being separated from White by legalized and police enforced racial segregation and treated like dirt. Blacks didn't have good jobs and didn’t live in nice neighborhoods and you only saw them working in the lowest form of jobs as labors, dishwashers, and street cleaners. When you went downtown, they were not allowed to work in the department stores or banks; all those jobs were reserved for Whites. No matter what education a Black person had, they couldn't get a good job, they would have to travel north for good employment and for any respect. Even the Black Doctors and Lawyers professional class lived so far outside town in the country they couldn’t be accused of spoiling a White neighborhood.When I moved to Virginia I hunted in Dismal Swamp; the Great Dismal Swamp in Virginia / North Carolina and Okefenokee Swamp in Georgia (the biggest swamp in the USA), were both full of escaped slaves. Today’s inhabitants were descendants of escaped slaves and convicts, renegades, Indians, and those who wanted to be free away from white mans’ civilization. Today the swamp is filled with semi toothless, grinning, bib overall, gun toting, guitar playing, alcohol crazed swamp rats who raise pigs and corn stills on small farms on little islands living in tin roofed shacks with outdoor water hand pumps and two seat shit houses. They don’t have money and use the barter system, use mules and horses, have no vehicles, usually have at least six kids and get their hard stores from the General Store out on the highway. We got to them by Jeep and trekking. They have excellent swamp survival and bootlegging skills and take absolutely no shit from outsiders. Rule number one in the swamp is “Be Polite.” No AND” talk or disparaging remarks ever allowed. Rule number two is get permission. Rule number three is learning what the word “Respect” means. Or pay! In the hot, humid, fetid snake filled swamp water, where insects rule and are as big as you fist, where flesh eating swamp critters are everywhere and shot gun blasts are heard only for a few feet and disregarded. A disrespecting body will decompose into nothing, bones en all, in less than a week. In North Carolina there were hungry alligators too.We had a Black girl named Hattie Jackson working as a secretary in our IBM office. She was exceptionably beautiful and smart, but she had to live in the poor black section of town in terrible conditions because Blacks weren't allowed to live when their salary dictated they could afford better housing. Two of the accounts I took care of for IBM were the City Halls of Norfolk and Portsmouth. I listened constantly to the politicos on how they schemed to keep the Black man down. There was a Poll Tax and rigged tests you had to pass to vote. It asked impossible questions to ensure Blacks could not pass it. Of course if you were White, you automatically passed it, really didn’t have to take it. Unless you were a white racist, it was impossible to get elected in the South, as the populace feared racial integration and social modernity more than the plague. I thought most White Southerners were stupid and racist and I disliked racist types immensely.I belonged to the Sweet Haven Baptist church pastored by Reverend Wyatt and what a God-fearing, Bible-toting, sugary-sweet and loving bunch of racists most of them were, including Reverend Wyatt himself who was the worst racist of all, and a Baptist Pastor at that. They were all bible thumping died in the wool segregationists and hid behind the scriptures for the worst sins man perpetuated on another man. I heard all about Negroes was this; the Jews that, Yankees were worse for trying to change the South, and even the Catholics had special nasty names. Bible thumping - sweet scripture talking - bigots, it was a very hateful society. Again, I paid little attention to all these horrible attitudes.My Mid Western family all belonged to the Masons and I joined the Portsmouth chapter and did my various catechisms to become a Master Member. But my chapter didn't accept blacks, they said Black people weren't considered free born, but were slaves in the USA or had a slave history, so they didn't meet the free born requirement for membership in the Masons. Blacks joined their version of the Masons called the Prince Hall organization. I couldn't believe such stupidity and reminded them that in the ancient world, the whites were slaves to the Greeks and Romans. They didn't know what I was talking about. It was like I was in a different world of full of organized and accepted prejudice. During these formative years, I was involved in the Civil Rights struggle for Blacks and was disgusted with these ignorant views. I refused to be part of an organization that discriminated like that.It's wonder how small little happenings in ones life can endure major changes, but a good example was my learning how to rebuild car engines. I had this old 1948 Plymouth whose engine had conked out and I was going to try to rebuild it, learning as I went. I figured, "What could I lose, the car was junk anyway." I had the head off and was trying to get the pistons out and was over at the local Car Parts dealer getting some tools and asking for advice. Another customer standing there, a Black man, offered some expert advice, in fact he came to my house, but as was the custom for Black people coming to a White person's house, came to the back door. ("What" I thought) I learned that he was a Baptist preacher in Churchland living in a shanty town off of Route 17, which was not too far from my house on Hatton Point Road. I will tell you this that man knew his cars! That was the beginning of a relationship with him where I took him as my mentor in learning about car engine repair.One day I am at his shanty house getting some advice and sitting at his kitchen table having a cup of coffee. He asked me if I could take his teenage daughter to the grocery store to pick up something and I said sure. She got in the front seat and off we went it was only just around the corner at a shopping center on Route 17 in Churchland. As I pulled onto a highway, a State Trooper pulled us over. With his pot belly and strong Southern Accent, he said, "What are you doing with this Neegra woman in your front seat?" I explained I was taking her to the grocery store. "Boy, don't you know that you never ride a Neegra woman in your front seat, looks like your taking her out, and you know that is illegal in Virginia." "By the way, you talk funny, are you a god-damned Yankee?" This went on and finally he let me go after the girl got in the back seat. Do I have to tell you how I felt?The stores along Granby in Norfolk and High Street in Portsmouth, specifically, their lunch counters and the city itself was the site of a battle that also played out in dozens of other cities in the South. They were segregated and Blacks were forbidden to sit at 'White only' lunch counters. The fight pitted black college students and a few of their white peers against the city's white power structure and its downtown merchants over the right to sit down and eat lunch. One day I was going to service a Bank Proof machine on Portsmouth's High Streets second floor bank. I walked up to the entrance, which was right next to the Woolworth entrance. There was a sit-in going on and the Police Vans came with their dogs and started beating the demonstrators. I was standing there in my blue IBM pin stripe and they set the dogs on me and beat me with their batons. I was tossed into the van and pushed to the back, all the while being called 'Nigger Lover." Eventually I was sorted out as an innocent bystander and set free. It was that day I became an activist for civil rights.I joined the Portsmouth Jr. Chamber of Commerce and became quite active. There were many worthwhile causes we participated in. Meetings were held once a month and were accompanied with famous speakers. Being a Military town, many of these speakers were Admirals, but many were local politicians who openly advocated segregation in the face of the Civil Rights movement being conducted at the time. I associated with all the local politicos and military types. I got involved in many projects, like distributing Bubble Gum Machines throughout Portsmouth. The Chamber sponsored the local Miss America beauty pageant, which afforded me the opportunity to participate in several Miss America Pageants as a Judge and organizer. We had a meeting to discuss what we were looking for, young women with poise, looks and talent. So, what I was supposed to do was audition perspective candidates and sends them on. There were several ladies I interviewed, one was black and really had the talent and personality and figure.Then the organizers chewed me out - didn't I know that Ms America was for white women only? Those fucking racists really pissed me off - I had to tell the black girl she didn't qualify for the contest because she was black. I will never get used to southern racism. One time I made speech on an HUD project being considered for downtown Portsmouth on Effingham Street outside the Naval Hospital, which was nothing but shacks inhabited by poor Black people. Whites were against raising this ghetto and replacing it with decent housing because they did not want conditions for Blacks to improve. I was for the project and was threatened with a ride out of town and a beating by the Ku Klux Klan. I invited them to try it now and I was prepared to beat the Holy loving shit out of them on the spot but they declined and left saying they knew where I lived. I started packing my 25-caliber automatic or P38 then. “Fucking Southern White trash cowards!The March on WashingtonI was teaching peripheral course in IBM’s Washington, D.C. education center on August 28, 1963, when over a quarter‑million people—about two‑thirds black and one‑third white—held the greatest civil rights demonstration ever held and Martin Luther King, Jr. delivered his iconic “I Have a Dream” oration. And just blocks away, President Kennedy and Congress skirmished over landmark civil rights legislation. I skipped classes to attend the event and since I left early, found a spot on the Washington Mall close to the speakers stand. Hundreds of thousands of demonstrators walked down Constitution Avenue during the March on Washington for Jobs and Freedom. The March on Washington represented a coalition of several civil rights organizations, all of which generally had different approaches and different agendas. The stated demands of the march were the passage of meaningful civil rights legislation; the elimination of racial segregation in public schools; protection for demonstrators against police brutality; a major public‑works program to provide jobs; the passage of a law prohibiting racial discrimination in public and private hiring; a $2 an hour minimum wage; and self‑government for the District of Columbia, which had a black majority. Nobody was sure how many people would turn up for the demonstration in Washington, D.C. Some traveling from the South were harassed and threatened. But an estimated quarter of a million people—about a quarter of whom were white—marched from the Washington Monument to the Lincoln Memorial, in what turned out to be both a protest and a communal celebration. The heavy police presence turned out to be unnecessary, as the march was noted for its civility and peacefulness. The media, with live international television coverage, extensively covered the march. On the steps of the Lincoln Memorial, King evoked the name of Lincoln in his "I Have a Dream" speech, which is credited with mobilizing supporters of desegregation and prompted the 1964 Civil Rights Act. The next year, King was awarded the Nobel Peace Prize.Jim Crow – Mississippi StyleThe American Civil Rights Movement in the late 1950s and 1960s represents a pivotal event in world history. The positive changes it brought to voting and civil rights continue to be felt throughout the United States and much of the world. Although this struggle for black equality was fought on hundreds of different “battlefields” throughout the United States, many observers at the time described the state of Mississippi as the most racist and violent. In 1955, Reverend George Lee, vice president of the Regional Council of Negro Leadership and NAACP worker, was shot in the face and killed for urging blacks in the Mississippi Delta to vote. Although eyewitnesses saw a carload of whites drive by and shoot into Lee's automobile, the authorities failed to charge anyone. Governor Hugh White refused requests to send investigators to Belzoni, Mississippi, where the murder occurred. In August 1955, Lamar Smith, sixty-three-year-old farmer and World War II veteran, was shot in cold blood on the crowded courthouse lawn in Brookhaven, Mississippi, for urging blacks to vote. Although the sheriff saw a white man leaving the scene 'with blood all over him' no one admitted to having witnessed the shooting” and “the killer went free. Mississippi's lawmakers, law enforcement officers, public officials, and private citizens worked long and hard to maintain the segregated way of life that had dominated the state since the end of the Civil War in 1865.The method that ensured segregation persisted was the use and threat of violence against people who sought to end it. On September 25, 1961, farmer Herbert Lee was shot and killed in Liberty, Mississippi, by E.H. Hurst, a member of the Mississippi State Legislature. Hurst murdered Lee because of his participation in the voter registration campaign sweeping through southwest Mississippi. Authorities never charged him with the crime. A coroner's jury, held in a room full of armed white men, the same day as the killing, acquitted Hurst. Hurst never spent a night in jail.” Rifle wielding white Citizens Council member Byron De La Beckwith from Greenwood, Mississippi gunned down NAACP State Director Medgar Evers in 1963 in his Jackson driveway. Perhaps the most notable episode of violence came in Freedom Summer of 1964, when civil rights activists James Chaney, Andrew Goodman, and Michael Scherer left their base in Meridian, Mississippi, to investigate one of a number of church burnings in the eastern part of the state. The Ku Klux Klan had burned Mount Zion Church because the minister had allowed it to be used as a meeting place for civil rights activists. After the three young men had gone into Neshoba County to investigate, they were subsequently stopped and arrested by Neshoba County Deputy Sheriff Cecil Price. After several hours, Price finally released them only to arrest them again shortly after 10 p.m. He then turned the civil rights workers over to his fellow Klansmen. The group took the activists to a remote area, beat them, and then shot them to death. Dittmer suggests that because Scherer and Goodman were white the federal government responded by establishing an FBI office in Jackson and calling out the Mississippi National Guard and U. S. Navy to help search for the three men. Of course this was the response the Freedom Summer organizers had hoped for when they asked for white volunteers.BirminghamCivil Rights were afoot and then came along Martin Luther King, Jr., a Baptist minister, who was a driving force in the push for racial equality in the 1950's and the 1960's. In 1963, King and his staff focused on Birmingham, Alabama. They marched and protested nonviolently, raising the ire of local officials who sicced water cannon and police dogs on the marchers, whose ranks included teenagers and children. The bad publicity and breakdown of business forced the white leaders of Birmingham to concede to some anti segregation demands. King adhered to Gandhi's philosophy of nonviolence. In 1955 he began his struggle to persuade the US Government to declare the policy of racial discrimination in the southern states unlawful. The racists responded with violence to the black people's nonviolent initiatives. Martin Luther King dreamed that all inhabitants of the United States would be judged by their personal qualities and not by the color of their skin. In April 1968 a white racist murdered him. Four years earlier, he had received the Noble Peace Prize for his nonviolent campaign against racism. The battle lines are drawn in Birmingham, Alabama, that was, in 1960, "probably the most thoroughly segregated city in the United States." Although the city's population of almost 350,000 was 60% white and 40% black, Birmingham (as most southern cities) had no black police officers, firefighters, and sales clerks in department stores, bus drivers, bank tellers, or store cashiers. Black secretaries could not work for white professionals. Jobs available to blacks were limited to manual labor in Birmingham's steel mills, work in household service and yard maintenance, or work in black neighborhoods. When layoffs were necessary, black employees were the first to go. The unemployment rate for blacks was two and a half times higher than for whites. The average income for blacks in the city was less than half that of whites. Significantly lower pay scales for black workers at the local steel mills were common. Racial segregation of public and commercial facilities throughout Jefferson County was legally required, covered all aspects of life, and was rigidly enforced. Only 10 percent of the city's black population was registered to vote in 1960. The Civil Rights plan called for direct nonviolent action to attract media attention to "the biggest and baddest city of the South," with a variety of nonviolent methods of confrontation, including sit-ins at libraries and lunch counters, kneel‑ins by black visitors at white churches, and a march to the county building to mark the beginning of a voter‑registration drive. Most businesses responded by refusing to serve demonstrators. Some white spectators at a sit‑in at a Woolworth's lunch counter spat upon the participants. A few hundred protesters, including jazz musician Al Hibbler, were arrested, although Connor immediately released Hibbler. President John F. Kennedy later said of him, "The Civil Rights movement should thank God for Bull Connor. He's helped it as much as Abraham Lincoln."My Personal Issues with SegregationI met Bettie (my wife) in 1967 while teaching a computer course in Stamford, Connecticut. At Audio Tape. Bettie walked into my class with this red skirt and the biggest smile, grinning ear-to-ear, and swishing in like a Hollywood debutante on the Red Carpet. When she smiled at me my heart went pitter pat and a huge chemical reaction occurred within me and she took me by storm with her looks, appearance, personality, and obvious sexiness. Bettie obsessed me and every day I went out of my way to talk to her. I wanted to see Bettie and prayed she would call. In fact, when she called, I was praying, Bettie, please call now. Just then the phone rang and it was Bettie. I asked her to come over to my room. When she got there, I immediately hugged and kissed her and it was the most beautiful experience of my whole life. We immediately fell into a passionate and loving relationship and saw each other whenever we could, which were very often. I would make special trips to Stamford to see Bettie and we would meet in New York City. While in Washington, D.C. My baby was the love of my life! Bettie and I have been together ever since we met.Later, along with a retired Navy man from Florida, I went to 6600 schools in Minneapolis for 8 months. . Jim was a real hateful segregationist who never stopped ragging me about my personal relationships with black people. He never stopped calling black people “Niggers” but I remained clam in his presence. So many Southerners I met were haters and racists, and I avoided them like the plague. This 6600 school was quite a feather in my cap as many of the instructors wanted this assignment because it was the latest technology and would guarantee a great future with Control Data. I was chosen because of the course development and creative writing I had already done. I also had written several training manuals that were published throughout Control Data. The 6000 series of computers were then the largest and fastest computer in the world and designed by Seymour Cray who was the foremost computer designer in the world.One day, JD Bronson, one of the other instructors from Virginia, an avid segregationist and first class bigot of blacks, Jews, and Hispanics, made some very nasty comments about Bettie, my girl [later my wife], pointed his finger at me, said I was a “Nigger Lover” and called Bettie that “black Nigger bitch” and dared me to do something about it. I almost killed him then! I knew just how I was going to do it too with a hand strike to his throat and then watch him suffocate on his own blood. But sanity won and I just turned away from him and stormed away afraid for what I was about to do. I was exploding with anger and was capable of violent actions against Southern segregationists.Control Data was opening a new School in Manhattan and they offered me the job of Main Frame instructor and I jumped at it. Living in the south was a losing battle for me and I went gladly to my Shangrila. New York in 1968. The moving truck came, packed me up and I transferred to Manhattan the same day Martin Luther King was assassinated. The King assassination riots, also known as the Holy Week Uprising, was a wave of civil disturbance which swept the United States were the greatest wave of social unrest the United States experienced since the Civil War. His death led some people to feel angry and disillusioned, as though now only violent resistance to white racism could be effective. Mrs. King, my next-door neighbor and the black couple told me later downstairs from me, that black rioters broke into my apartment looking for an easy kill, but that morning I had left for New York. What luck on my side . . . but the whole area was torn down, Burned, and all stores broken into and cleaned out. I left Washington and drove to Manhattan and got a room in the Holiday Inn. Bettie came to see me often, she was my love and I missed every minute away from her . . .Life was good! I was in heaven! I was in Manhattan teaching Grad School in Greenwich Village.P.S. The south has changed and no longer suffers those old racism ways.

Historically, mobility and fossil fuels have been inextricably linked with electric vehicles being successful only in a few niche markets. However, over the last decade, a collection of circumstances have conspired to create an opening for electric mobility to enter the mass market. Those forces include:1. Climatic change: The prospect of rapid global temperature increase has created the need for a reduction in the use of fossil fuels and the associated emissions. India has committed to cutting its GHG emissions intensity by 33% to 35% percent below 2005 levels by 2030. 2. Advances in renewable energy: Over the last decade, advances in wind and solar electricity generation technologies have drastically reduced their cost and introduced the possibility of clean, low-carbon and inexpensive grids. India proposes to add 175 GW of renewable energy capacity by 2020 and to achieve 40 percent of its electricity generation from non-fossil sources by the same year. 3. Rapid urbanization: Economic development, especially in emerging economies, is creating a wave of urbanization as rural populations move to cities in search of employment. While urbanization is an important component of the process of economic development, it also stresses upon the energy and transport infrastructure leading to congestion and pollution. According to a recent study by WHO, India is home to 14 out of 20 most polluted cities in the world. Electric vehicles (EVs) can improve that scenario by reducing local concentrations of pollutants in cities.4. Data capture and analysis: With the rise of GPS enabled smartphones and the associated universe of mobility applications, mobility has undergone a digital revolution. That digital revolution has created possibility of a greater utilization of existing transportation assets and infrastructure. For EVs, which rely on lower variable costs to offset relatively high fixed costs, this enhanced utilization is a critical element of achieving total costs of ownership compared to internal combustion vehicles.5. Battery chemistry: Advances in battery technology have led to higher energy densities, faster charging and reduced battery degradation from charging. Combined with the development of motors with higher rating and reliability, these improvements in battery chemistry have reduced costs and improved the performance and efficiency of electric vehicles.6. Energy security: The petrol, diesel and CNG needed to fuel an internal combustion engine (ICE) based mobility system requires an extensive costly supply chain that is prone to disruption from weather, geopolitical events and other factors. India needs to import oil to cover over 80 percent of its transport fuel. That ratio is set to grow as a rapidly urbanizing population demands greater intra-city and inter-city http://mobility.As a result, developed economies such as EU, the USA and Japan as well as developing economies such as China and India have all included EVs in their policies to lower their carbon emissions while providing convenient and cost-effective mobility. II. THE INDIAN CONTEXT While many countries have included EVs as an element of transportation policy, their responses have varied according to their stage of economic development, energy resource endowments, technological capabilities, and political prioritization of responses to climate change. In India, a particular set of circumstances which are conducive to a sustainable mobility paradigm have created an opportunity for accelerated adoption of EVs over ICE vehicles. These are: 1. A relative abundance of exploitable renewable energy resources.2. High availability of skilled manpower and technology in manufacturing and IT software.3. An infrastructure and consumer transition that affords opportunities to apply technologies to leapfrog stages of development.4. A universal culture that accepts and promotes sharing of assets and resources for the overall common good.These circumstances position India to pursue an EV policy which systematically ensures that India’s EV program keeps pace with the global scale since large economies seem to take significant steps towards electrification of vehicles. India’s growth prospects create potential for developing leadership in EV in certain segments. In that sense, the policy will encourage a path which starts with India-specific characteristics and initiatives for its auto sector, building towards global relevance and applications. The key objectives of the EV policy are: 1. Reduce primary oil consumption in transportation.2. Facilitate customer adoption of electric and clean energy vehicles.3. Encourage cutting edge technology in India through adoption, adaptation, and research and development.4. Improve transportation used by the common man for personal and goods transportation.5. Reduce pollution in cities.6. Create EV manufacturing capacity that is of global scale and competitiveness.7. Facilitate employment growth in a sun-rise sector.III. CUSTOMIZING INDIA’S EV POLICY TO THE INDIAN AUTO-INDUSTRY TODAYWhile India is operating in the same global context as other countries who have adopted an EV policy, it has a unique mobility pattern which other countries do not share. An EV policy for India must be tailor made to India’s particular needs. While vehicle growth in India is rapid, ownership per 1000 population has increased from 53 in 2001 to 167 in 2015,[1] a key difference between India and other countries and the types of vehicles being used. India uses a large variety of motorized transport on roads and its auto-segments are quite different from that of most of the world. Based on the last six years of sales data, the vehicles on Indian roads are estimated to consist of:1. Two-wheelers: 79% of the total number of vehicles.2. Three-wheelers (passenger and goods), including tempos: 4% of the total number of vehicles.3. Buses and large goods vehicles like trucks: 3% of the total number of vehicles. 4. Economy four-wheelers (cars costing less than ₹1 million): 12% of the total number of vehicles. 5. Premium four-wheelers (cars costing higher than ₹1 million): 2% of the total number of vehicles. In India, premium four wheelers (cars) are only 2% of the total sales. However, most advanced technologies are available in this category in global markets. In the near term, India should foster early adoption of vehicles by premium customers which will pave the way for consumer comfort with electrification, raise aspirations for indigenous products and make advanced technology available in the market. The presence of world-class technology will help India build a world-class ecosystem for high-quality component and subsystems usable for all kinds of vehicles. In the longer term, India should establish technological and manufacturing leadership in the economy segment of the market. The prevalence in India of small vehicles such as two-wheelers, three-wheelers, economy four-wheelers and small goods vehicles is unique among large countries. These small vehicles require a unique set of technological and industrial capabilities. Here, India has an opportunity to take a leadership role in the electrification of small vehicles. India’s potential volumes for these vehicles as the nation grows, lays the foundation for transformational manufacturing and industrial policy. That focusses on the development of technological expertise and industrial capabilities in the production of small electric vehicles which can not only meet domestic demand but can also place India in a position of global leadership. As other countries begin to look at smaller vehicles with appropriate specifications, India can establish a position of leadership based on domestic demand.Beyond significant domestic demand for smaller vehicles, another aspect of the Indian mobility market is supportive of electrification: its high level of sharing. Shared mobility in India has exploded, changing the way India travels. Taxi aggregators such as Ola and Uber increases from 130 million rides in 2015 to 500 million rides in 2016[2], leading radio taxis to account for 72% of the overall market. This high penetration of shared mobility in India increases both vehicle utilisation, which plays to the economic advantages of EVs, and also creates natural and large-scale purchases of EVs.IV. MAKING EVS ECONOMICALLY VIABLEThe limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries. This can be achieved by creating requisite infrastructure, possibly even every kilometer, in dense areas. As a result an important question arises as to what kind of strategy can make EVs, especially small vehicles, economically viable. The general strategy should address two key variables affecting the costs of EVs: battery costs and any fiscal policies that either increase the costs of an ICE vehicle or decrease the costs of an EV. Broadly speaking, approaches exist to reduce battery costs – reducing the number of batteries that an electric vehicle needs and making batteries cheaper on a per kilowatt-hour basis. For the first approach, reducing the batteries needed for a given EV, there are two key pathways: 1. Providing charging infrastructure: The limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries, by creating an infrastructure, maybe even every kilometre, in dense areas. A smaller battery will lower costs by reducing the total weight of the vehicle, resulting in higher energy-efficiency and improved ability to upgrade as the technology evolves. Charging infrastructure can be rolled out on a city by city basis with select cities and regions leading the transition. This would be consistent with global experience where 33 percent of all EV sales take place in only 14 cities where charging infrastructure is widespread and convenient to use. Approaches for creating effective charging infrastructure are outlined below. 2. Increasing efficiency of vehicles: Incentivising developments to increase vehicle efficiency, thereby reducing energy consumption, can enable to a vehicle to travel the same distance on a smaller battery pack. Energy efficiency can be enhanced by using more efficient electric motors [see Appendix II] using better tyres, enhancing the aero dynamics of the vehicles and reducing its weight. This would reduce battery size needed for a certain range. For the second approach, reducing the unit costs of each battery, India can explore several pathways: a. Selecting appropriate battery chemistries [See Appendix I]: As batteries dominate costs of electric vehicles, the strategy would be to use battery chemistry with optimized cost and performance at Indian temperatures. India should encourage manufacturing of such battery cells in India. India is already making battery packs (cell to pack).b. Exploring new battery chemistries: Focussing on materials like lithium, manganese, nickle, cobalt and graphite that are used in batteries and determine its costs. While it is important to secure mines which produce these materials, India must also obtain these battery materials through recycling of used batteries and should aim to become the capital of “urban mining” of used batteries.Beyond reducing battery costs, India can explore potential avenues of fiscal support for EVs to accelerate adoption. The standard approach in other countries to providing fiscal support to EVs has been direct subsidization. For example, EVs in USA, Europe and China have up to[3] 40% “all-in” subsidies. Those subsidies include direct federal or state subsidy to buyers, mandates to manufacturers, utility subsidies or subsidy in the form of fee bates where vehicles are taxed based on their CO2 emissions, whereas EV receives support. As costs decline and the share of EVs in total vehicles increases, most nations plan to taper off such subsidies. For India, however, those paths are not viable; the elimination of direct subsidy will be the policy basis. Therefore India has to be creative to make electric vehicles and its infrastructure economically viable from the very beginning. Its policy and strategy have to be fundamentally set up to enable EVs to make business sense. Direct financial demand-incentives / subsidies could be replaced by Tradable Auto-Emission Coupons or credits based on CO2 emissions per km as well as on a sliding scale for vehicle efficiency. This will encourage the market to build efficient vehicles with lower emissions per km. Thus, while vehicle manufacturers exceeding CO2 emissions targets would have to purchase coupons or credits, the manufacturers meeting the targets would be rewarded with coupons. Market will decide the prices of these coupons. This will incentivize EVs and low-emission vehicles as well as energy-efficient vehicles at the expense of the vehicles with high emissions and lower-efficiency. Accelerating the availability of necessary electricity network infrastructure as well as domestically produced technologically superior EVs, chargers and components will bring down costs and increase the options available for transportation electrification in India. This could bring total cost of ownership (TCO) of EVs to parity with ICEs by as early as 2025.V. “MAKE IN INDIA” - IMPORT DUTY AND TAXESIMPORT DUTY AND MAKE IN INDIA1. Keeping in mind the stage of EVs in the country, India needs a new approach to import duty while keeping “Make in India” as a goal. The principle of establishing custom duties will be to give specific preference to value chains manufactured in India. Goods contributing to the lowest value-add chain (like finished goods) would have the highest import duty; one contributing higher value-add (like components) would have lower import duty and the one contributing to highest value-add would have the lowest or zero duty. Thus, finished electric cars and chargers should have highest import duty; sub-systems like batteries, air-conditioners, power-modules and drive-trains will have lower than this highest import duty; and subsystems like battery-cells, motors, controllers, ICs, magnets, and connectors will have zero duty.PROPOSAL FOR GST2. GST should favor commercial vehicles that have higher utilization and drive more KMs, to maximize electric Vehicle Kilometre (VKM). The GST benefit should incentivize higher utilisation and replacement of equipment, thereby increasing climate mitigation and congestion reduction. VI. POLICY FOR CHARGING / SWAPPING INFRASTRUCTUREEV charging and battery swapping are two means for providing energy to a vehicle. EVs will proliferate as charging/swapping infrastructure is set up. India would recognize battery swapping and battery charging as addressing different segments of vehicles and two equally valid options that industry may choose to use. Businesses that provide charging/swapping would be referred to as Energy Operators (EO). They would deploy slow and fast chargers at suitable locations for EVs. Similarly, they would purchase batteries, setup charging and swapping service and provide the charged batteries on lease for EVs. Both the charging as well as swapping service would require that EVs have standard charging protocols to connect to a charger of swappable batteries and have a standardized connector.Government of India would consider providing long-term and short-term tax-incentives and faster depreciation as incentives to EOs for deploying slow/fast chargers and carrying out battery swapping. GST for all these chargers and swappers should be the same as that for the vehicles. Swappable vehicle batteries and vehicles without batteries (which receive swappable batteries) should also be treated the same under GST.Further, installation of chargers would be allowed (and over time, mandated) on street parking, parking lots and any public charging space.STANDARDS FOR CHARGERSAn EV uses electricity as fuel which is stored in a battery in the vehicle. The charging can be done at home using what is called as home-chargers (also referred to as private-chargers) or public chargers, installed on streets, parking lots, petrol pumps, or any other public charging space. The chargers are referred to as EV Supply Equipment (EVSE). Public-charging infrastructure is an important complement to home-chargers. The main EVSE characteristics that differentiate chargers include, • Power and voltage levels: the output power range and voltage range supported by an EVSE. • AC or DC: whether the output of EVSE is AC or DC; if it is AC, the vehicle needs to have an on-board charger. • Type: the output socket and connect or used by an EVSE. • Mode: the communication protocol between the vehicle and the http://charger.An EVSE standard thus defines power level, voltage level, AC or DC output, type and mode. Besides, all EVSEs need a communication protocol between EVSE and a Central Management System (CMS). The standard would include safety measures and operational procedures and specifications including packaging, thermal and humidity levels and possibly payment mechanism. In this regard, Department for Science and Technology (DST) will develop indigenous standards through the grand challenge method through active participation of industry, academia and other stakeholders. In the interim, until indigenous standards are developed, subsidy would be provided for setting up of public charging standards adhering to globally acceptable standards.Today the ratio of public slow chargers and fast chargers deployed is about 5:1. EV industry, on getting cross-subsidy through coupons/credits (as discussed in section IV), could support initial roll-out of the chargers. An attempt should be made to make all these deployed chargers self-sustainable in the financial sense at the earliest possible.VII. BATTERY CELLS, PACKS, AND MATERIALSa. Lithium-ion battery manufacturing consists of three parts. First is cell to battery-pack manufacturing involving a value-add of 30 to 40%. The second is cell manufacturing with a value add of 25 to 30%. The third involves battery-chemicals with a value of 35 to 40% of the total cost of battery pack. While cell to pack manufacturing plants have started functioning, the others need to be encouraged. India would provide MSIPS incentives and tax incentives for such manufacturing.b. India needs a minimum of 10 GWh of cells by 2022, which would need to be expanded to about 50 GWh by 2025. Therefore, manufacturing these cells in India would be encouraged. It is imperative that India gets the cell-cost and parameters like energy-density (size and weight), life-cycles, safety, temperature tolerance right, so that its batteries are best in the world. Early plants can be set-up either by international manufacturers or as joint ventures between Indian companies and international manufacturers. MSIPS incentives and tax incentives need to be provided to these companies. This needs to be coupled with strong support to R&D in the new battery chemistry and manufacturing process to those organizations who have the capability of translating R&D to commercialization.c. At the same time, India would need a policy to secure materials used in Lithium-ion batteries, including lithium, cobalt, nickel, manganese, and graphite. Our first task will be to scan for these resources within India and at the same time make or incentivize strategic investments in international mines for these materials. Perhaps the most important task would be setting up of Lithium-ion battery recycling industry (what is referred to as urban mining). India would need to introduce strict norms for recycling every Lithium-ion battery used in an EV, mobile phone or a laptop. It could allow import of used Lithium-ion batteries for recycling, with tight environment norms, so that all recycling plants have zero-emission. Finally, MSIPS incentives and tax incentives could be provided for Lithium-iIon battery recycling plants as well as for chemical industries, which would convert battery materials into http://chemicals.To incentivise longer life batteries to be developed and produced, India would enable battery systems, both within vehicles and in “second life” to avail potential revenue in supporting load balancing, time-of-day charging, energy banking and other uses after their useful life in the automobile is exhausted.VIII. FOCUS ON SMALL AND PUBLIC VEHICLES TO MAKE EARLY IMPACTWhile encouraging the sale of private EVs, India’s focus, at least in the first few years, should be on small, public and rural transportation. It is possible for India to have a unique impact and scale early with two-wheelers and three-wheelers, including three-wheeler goods vehicles. Special attention is needed to get these vehicles to become economically viable and flourish.Simultaneously, India needs to ensure that electric buses become viable. With the credits/coupons as discussed in section IV, buses would become economically viable very quickly with the rationalized customs duties. Cars used in the government and taxi fleets need to be available early. They should be economically viable with credits/coupons discussed in section IV. India could use both charging and swapping to get these vehicles scale early.IX. RESEARCH AND DEVELOPMENT AND TECHNOLOGY WATCHIt is imperative that India quickly develops strong Research and Development (R&D) capacity leading to commercialization in EV subsystems. The Government will aid R&D grants through grand challenge, for product-development which could commercialize within one or two or at the most, three years. Short-term R&D would be required for electric motors and controllers, DC-DC converters, EV chargers, electric power-steering, electric power-brakes, electrical air-conditioners, vehicle control and management and communication protocols. All such R&D proposals would ab-initio figure out target volume costs of EV subsystems in India. Another area that will require R&D is to understand the impact of large scale charging on the electric grid.Besides, India would need to watch out for new approaches and technologies and promote long-term R&D in all aspects of EV technologies. These include hydrogen fuel-cells, new battery-chemistries (with higher specific energy and energy densities), battery materials and chemicals, distributed motors, batteries withstanding higher temperatures, motors without permanent magnets, heavy trucks, and two-way power transfer between grid and EV chargers. A model that brings together IITs, private manufacturing and CSR would be put in place.X. TRANSFORMING AUTO-ANCILLARIES: A FOCUS ON POWER-ELECTRONICS INDUSTRY AND ELECTRICITY DISTRIBUTION SYSTEM / IMPACT ON THE GRID1. Finally, EVs use power-electronics extensively. India had an early start of its power-electronics industry. However, the industry has not kept pace with new developments that have seen digitization of power-electronics over the last decade. India would need a new power-electronics industry which can help develop and produce high-efficiency sub-systems for EV industries. A special thrust is needed to promote such industries.2. Indian power industry needs to be prepared for the EV roll-out. The network must be geared to minimizing impacts. Some key actions to prepare for greater EV penetration are demand-side management, dynamic electricity pricing, and vehicle-to-grid technology for use of EVs as active loads and generators for power demand shaping. Global experience suggests that the distribution systems are generally quite loaded and enough spare capacity is not available to support charging infrastructure required for EVs. A similar situation exists in Indian cities where adding banks of chargers is possible only with upgrading of distribution networks. Managing distribution transformer upgrades may be less expensive and easier. More difficult would be managing overloaded cables which can be significantly more expensive, especially for underground networks. Similarly, harmonic distortions due to EV charging may impact grid stability. The EV chargers must be carefully certified to meet the harmonic-distortion specifications, using active filters if required[4],[5].XI. IMPACT OF EVs ON ECONOMIC GROWTH AND EMPLOYMENT Shifting modes of mobility could launch new business opportunities. These would emerge in areas such as charging and swapping infrastructure, service, or integrated transport. In India, energy players have entered the mobility industry, while some traditional power companies are exploring possibilities in charging infrastructure, and infrastructure companies are seen entering the battery business. An important task that needs attention is transforming and up-scaling small and medium sub-system and auto-component industries. A large number of such mini-micro industries are auto-ancillary companies for diesel/petrol vehicles. They provide large number of jobs. Many of them will not survive as EV replaces petrol/diesel vehicles. A careful plan to hand-hold such industries and help them during the transition to EV components manufacturing is required.Expansion of transport fleets based on IC engines negatively impact the economy considerably, apart from their negative health contributions. Crude oil price volatility adds uncertainty to an already burgeoning import bill, while also needing huge investments in oil refineries and related distribution infrastructure. There are several studies that suggest overall positive impact on GDP on introduction of EVs in fuel importing service dominated economies. One study has estimated that driving the shift to electric vehicles would lead to a 1% increase in EU GDP[6]. In another study, net private and social benefits are estimated between $300 and $400 per EV[7]. Coupled with generation of renewable power, the battery manufacturing industry in India can become bigger than the total amount spent on import of crude oil. This would provide a huge boost to the Indian economy. The revenue loss for governments from the taxes on the oil sector is expected to be replaced by higher tax revenues in other economic sectors.IMPACT ON EMPLOYMENTEuropean Climate Foundation has estimated that through reducing oil demand by more efficient electric cars, employment will increase by 5,00,000 to 8,50,000 by 2030. Another report estimates that about 2 million additional jobs will be created by EVs by 2050. The report further adds that oil production and distribution has very low employment intensity of just four jobs per million Euros value added compared to 24 jobs per million Euros in the general economy. Therefore, any shift in expenditure from buying imported oil to other expenditure choices would generate additional employment. Further, as imported oil is replaced by electricity and batteries, large employment is possible in enhancing power-generation and distribution, and in battery manufacturing, including http://battery-recycling.As far as the automotive sector is concerned, a large part of the supply chain will get transformed in the power train segment. Traditional suppliers will move from supplying parts such as exhaust pipes and ICEs to perhaps battery materials, electric motors, and regenerative braking systems. EVs will create opportunities in durable and lightweight thermoplastics, higher demand for electricity, storage and many others. The net impact on employment would perhaps be balanced out. In addition, EV battery charging and swapping would create a large number of jobs throughout the country.IMPACT ON ENVIRONMENT AND HEALTHICEs are one of the main sources of air pollution globally. They negatively affect both human health and ecology. Emissions from ICE powered motor vehicles are responsible for about two-thirds of air pollution in urban areas. The current ban on older fuel cars in some Indian cities already shows a positive influence on air quality, and this can only further improve with the large scale introduction of EVs.LAST-MILE CONNECTIVITY AND RURAL TRANSPORTSome Indian cities today have metros as public transport and others have bus services. Many other cities and most towns do not have either. The last-mile connectivity in cities which have metros/buses is provided by rickshaws/autos. In cities and towns which do not have metros or buses, the only public transport available are rickshaws and autos. Early conversion of these vehicles to electric vehicles using Lithium-ion batteries will provide clean transport to a large number of people.Today the primary transport for villages, taking people to bus-stops on the highways or train-stations, is ICE three-wheelers. It is possible to quickly convert them to electric, providing clean transport in villages. Further, battery-charging and swapping outlets may be operated in larger villages, creating jobs in rural areas. Specifications must ensure that these vehicles do not pose an inconvenience to other users of public roads and highways.Freight movement in the rural areas, and for transport connecting farms to cities, are primarily handled by smaller transport vehicles (like rickshaws, autos and tempos). These vehicles are eminently suited for replacement by EVs. Sustainable mobility would require that small freight vehicles are enabled by aggregators to be made available on request, just as Uber or Ola cabs for city commuters. This would cut farm to market costs for the farmers, and also result in better fleet utilisation. The electronic platforms to enable such operations need to be developed.XII. CONCLUSIONIndia has a lot to gain by converting its ICE vehicles to EVs at the earliest. Its oil-import bill would considerably reduce. ICE vehicles are a major contributor to pollution in cities and their replacement with EVs will definitely improve air quality. There is a considerable possibility that we can become leaders in small and public electric vehicles. India has over 170 million two-wheelers. If we assume that each of these vehicles uses a little more than half a litre of petrol per day or about 200 litres per year, the total amount of petrol used by such vehicles is about 34 billion litres. At ₹70 per litre, this would cost about ₹2.4 lakh crores. Even if we assume that 50% of this is the cost of imported crude (as tax and other may be 50%), one may save ₹1.2 lakh crores worth of imported oil. There is a real possibility of getting this done in the next five to seven years. This would however require innovations, a policy regime that encourages access to latest technologies and a concerted effort by the Indian industry to achieve global competition through acquiring the necessary scale and using cutting edge technology.3I. THE GLOBAL CONTEXT Historically, mobility and fossil fuels have been inextricably linked with electric vehicles being successful only in a few niche markets. However, over the last decade, a collection of circumstances have conspired to create an opening for electric mobility to enter the mass market. Those forces include:1. Climatic change: The prospect of rapid global temperature increase has created the need for a reduction in the use of fossil fuels and the associated emissions. India has committed to cutting its GHG emissions intensity by 33% to 35% percent below 2005 levels by 2030. 2. Advances in renewable energy: Over the last decade, advances in wind and solar electricity generation technologies have drastically reduced their cost and introduced the possibility of clean, low-carbon and inexpensive grids. India proposes to add 175 GW of renewable energy capacity by 2020 and to achieve 40 percent of its electricity generation from non-fossil sources by the same year. 3. Rapid urbanization: Economic development, especially in emerging economies, is creating a wave of urbanization as rural populations move to cities in search of employment. While urbanization is an important component of the process of economic development, it also stresses upon the energy and transport infrastructure leading to congestion and pollution. According to a recent study by WHO, India is home to 14 out of 20 most polluted cities in the world. Electric vehicles (EVs) can improve that scenario by reducing local concentrations of pollutants in cities.4. Data capture and analysis: With the rise of GPS enabled smartphones and the associated universe of mobility applications, mobility has undergone a digital revolution. That digital revolution has created possibility of a greater utilization of existing transportation assets and infrastructure. For EVs, which rely on lower variable costs to offset relatively high fixed costs, this enhanced utilization is a critical element of achieving total costs of ownership compared to internal combustion vehicles.5. Battery chemistry: Advances in battery technology have led to higher energy densities, faster charging and reduced battery degradation from charging. Combined with the development of motors with higher rating and reliability, these improvements in battery chemistry have reduced costs and improved the performance and efficiency of electric vehicles.6. Energy security: The petrol, diesel and CNG needed to fuel an internal combustion engine (ICE) based mobility system requires an extensive costly supply chain that is prone to disruption from weather, geopolitical events and other factors. India needs to import oil to cover over 80 percent of its transport fuel. That ratio is set to grow as a rapidly urbanizing population demands greater intra-city and inter-city http://mobility.As a result, developed economies such as EU, the USA and Japan as well as developing economies such as China and India have all included EVs in their policies to lower their carbon emissions while providing convenient and cost-effective mobility. II. THE INDIAN CONTEXT While many countries have included EVs as an element of transportation policy, their responses have varied according to their stage of economic development, energy resource endowments, technological capabilities, and political prioritization of responses to climate change. In India, a particular set of circumstances which are conducive to a sustainable mobility paradigm have created an opportunity for accelerated adoption of EVs over ICE vehicles. These are: 1. A relative abundance of exploitable renewable energy resources.2. High availability of skilled manpower and technology in manufacturing and IT software.3. An infrastructure and consumer transition that affords opportunities to apply technologies to leapfrog stages of development.4. A universal culture that accepts and promotes sharing of assets and resources for the overall common good.These circumstances position India to pursue an EV policy which systematically ensures that India’s EV program keeps pace with the global scale since large economies seem to take significant steps towards electrification of vehicles. India’s growth prospects create potential for developing leadership in EV in certain segments. In that sense, the policy will encourage a path which starts with India-specific characteristics and initiatives for its auto sector, building towards global relevance and applications. The key objectives of the EV policy are: 1. Reduce primary oil consumption in transportation.2. Facilitate customer adoption of electric and clean energy vehicles.3. Encourage cutting edge technology in India through adoption, adaptation, and research and development.4. Improve transportation used by the common man for personal and goods transportation.5. Reduce pollution in cities.6. Create EV manufacturing capacity that is of global scale and competitiveness.7. Facilitate employment growth in a sun-rise sector.III. CUSTOMIZING INDIA’S EV POLICY TO THE INDIAN AUTO-INDUSTRY TODAYWhile India is operating in the same global context as other countries who have adopted an EV policy, it has a unique mobility pattern which other countries do not share. An EV policy for India must be tailor made to India’s particular needs. While vehicle growth in India is rapid, ownership per 1000 population has increased from 53 in 2001 to 167 in 2015,[1] a key difference between India and other countries and the types of vehicles being used. India uses a large variety of motorized transport on roads and its auto-segments are quite different from that of most of the world. Based on the last six years of sales data, the vehicles on Indian roads are estimated to consist of:1. Two-wheelers: 79% of the total number of vehicles.2. Three-wheelers (passenger and goods), including tempos: 4% of the total number of vehicles.3. Buses and large goods vehicles like trucks: 3% of the total number of vehicles. 4. Economy four-wheelers (cars costing less than ₹1 million): 12% of the total number of vehicles. 5. Premium four-wheelers (cars costing higher than ₹1 million): 2% of the total number of vehicles. In India, premium four wheelers (cars) are only 2% of the total sales. However, most advanced technologies are available in this category in global markets. In the near term, India should foster early adoption of vehicles by premium customers which will pave the way for consumer comfort with electrification, raise aspirations for indigenous products and make advanced technology available in the market. The presence of world-class technology will help India build a world-class ecosystem for high-quality component and subsystems usable for all kinds of vehicles. In the longer term, India should establish technological and manufacturing leadership in the economy segment of the market. The prevalence in India of small vehicles such as two-wheelers, three-wheelers, economy four-wheelers and small goods vehicles is unique among large countries. These small vehicles require a unique set of technological and industrial capabilities. Here, India has an opportunity to take a leadership role in the electrification of small vehicles. India’s potential volumes for these vehicles as the nation grows, lays the foundation for transformational manufacturing and industrial policy. That focusses on the development of technological expertise and industrial capabilities in the production of small electric vehicles which can not only meet domestic demand but can also place India in a position of global leadership. As other countries begin to look at smaller vehicles with appropriate specifications, India can establish a position of leadership based on domestic demand.Beyond significant domestic demand for smaller vehicles, another aspect of the Indian mobility market is supportive of electrification: its high level of sharing. Shared mobility in India has exploded, changing the way India travels. Taxi aggregators such as Ola and Uber increases from 130 million rides in 2015 to 500 million rides in 2016[2], leading radio taxis to account for 72% of the overall market. This high penetration of shared mobility in India increases both vehicle utilisation, which plays to the economic advantages of EVs, and also creates natural and large-scale purchases of EVs.IV. MAKING EVS ECONOMICALLY VIABLEThe limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries. This can be achieved by creating requisite infrastructure, possibly even every kilometer, in dense areas. As a result an important question arises as to what kind of strategy can make EVs, especially small vehicles, economically viable. The general strategy should address two key variables affecting the costs of EVs: battery costs and any fiscal policies that either increase the costs of an ICE vehicle or decrease the costs of an EV. Broadly speaking, approaches exist to reduce battery costs – reducing the number of batteries that an electric vehicle needs and making batteries cheaper on a per kilowatt-hour basis. For the first approach, reducing the batteries needed for a given EV, there are two key pathways: 1. Providing charging infrastructure: The limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries, by creating an infrastructure, maybe even every kilometre, in dense areas. A smaller battery will lower costs by reducing the total weight of the vehicle, resulting in higher energy-efficiency and improved ability to upgrade as the technology evolves. Charging infrastructure can be rolled out on a city by city basis with select cities and regions leading the transition. This would be consistent with global experience where 33 percent of all EV sales take place in only 14 cities where charging infrastructure is widespread and convenient to use. Approaches for creating effective charging infrastructure are outlined below. 2. Increasing efficiency of vehicles: Incentivising developments to increase vehicle efficiency, thereby reducing energy consumption, can enable to a vehicle to travel the same distance on a smaller battery pack. Energy efficiency can be enhanced by using more efficient electric motors [see Appendix II] using better tyres, enhancing the aero dynamics of the vehicles and reducing its weight. This would reduce battery size needed for a certain range. For the second approach, reducing the unit costs of each battery, India can explore several pathways: a. Selecting appropriate battery chemistries [See Appendix I]: As batteries dominate costs of electric vehicles, the strategy would be to use battery chemistry with optimized cost and performance at Indian temperatures. India should encourage manufacturing of such battery cells in India. India is already making battery packs (cell to pack).b. Exploring new battery chemistries: Focussing on materials like lithium, manganese, nickle, cobalt and graphite that are used in batteries and determine its costs. While it is important to secure mines which produce these materials, India must also obtain these battery materials through recycling of used batteries and should aim to become the capital of “urban mining” of used batteries.Beyond reducing battery costs, India can explore potential avenues of fiscal support for EVs to accelerate adoption. The standard approach in other countries to providing fiscal support to EVs has been direct subsidization. For example, EVs in USA, Europe and China have up to[3] 40% “all-in” subsidies. Those subsidies include direct federal or state subsidy to buyers, mandates to manufacturers, utility subsidies or subsidy in the form of fee bates where vehicles are taxed based on their CO2 emissions, whereas EV receives support. As costs decline and the share of EVs in total vehicles increases, most nations plan to taper off such subsidies. For India, however, those paths are not viable; the elimination of direct subsidy will be the policy basis. Therefore India has to be creative to make electric vehicles and its infrastructure economically viable from the very beginning. Its policy and strategy have to be fundamentally set up to enable EVs to make business sense. Direct financial demand-incentives / subsidies could be replaced by Tradable Auto-Emission Coupons or credits based on CO2 emissions per km as well as on a sliding scale for vehicle efficiency. This will encourage the market to build efficient vehicles with lower emissions per km. Thus, while vehicle manufacturers exceeding CO2 emissions targets would have to purchase coupons or credits, the manufacturers meeting the targets would be rewarded with coupons. Market will decide the prices of these coupons. This will incentivize EVs and low-emission vehicles as well as energy-efficient vehicles at the expense of the vehicles with high emissions and lower-efficiency. Accelerating the availability of necessary electricity network infrastructure as well as domestically produced technologically superior EVs, chargers and components will bring down costs and increase the options available for transportation electrification in India. This could bring total cost of ownership (TCO) of EVs to parity with ICEs by as early as 2025.V. “MAKE IN INDIA” - IMPORT DUTY AND TAXESIMPORT DUTY AND MAKE IN INDIA1. Keeping in mind the stage of EVs in the country, India needs a new approach to import duty while keeping “Make in India” as a goal. The principle of establishing custom duties will be to give specific preference to value chains manufactured in India. Goods contributing to the lowest value-add chain (like finished goods) would have the highest import duty; one contributing higher value-add (like components) would have lower import duty and the one contributing to highest value-add would have the lowest or zero duty. Thus, finished electric cars and chargers should have highest import duty; sub-systems like batteries, air-conditioners, power-modules and drive-trains will have lower than this highest import duty; and subsystems like battery-cells, motors, controllers, ICs, magnets, and connectors will have zero duty.PROPOSAL FOR GST2. GST should favor commercial vehicles that have higher utilization and drive more KMs, to maximize electric Vehicle Kilometre (VKM). The GST benefit should incentivize higher utilisation and replacement of equipment, thereby increasing climate mitigation and congestion reduction. VI. POLICY FOR CHARGING / SWAPPING INFRASTRUCTUREEV charging and battery swapping are two means for providing energy to a vehicle. EVs will proliferate as charging/swapping infrastructure is set up. India would recognize battery swapping and battery charging as addressing different segments of vehicles and two equally valid options that industry may choose to use. Businesses that provide charging/swapping would be referred to as Energy Operators (EO). They would deploy slow and fast chargers at suitable locations for EVs. Similarly, they would purchase batteries, setup charging and swapping service and provide the charged batteries on lease for EVs. Both the charging as well as swapping service would require that EVs have standard charging protocols to connect to a charger of swappable batteries and have a standardized connector.Government of India would consider providing long-term and short-term tax-incentives and faster depreciation as incentives to EOs for deploying slow/fast chargers and carrying out battery swapping. GST for all these chargers and swappers should be the same as that for the vehicles. Swappable vehicle batteries and vehicles without batteries (which receive swappable batteries) should also be treated the same under GST.Further, installation of chargers would be allowed (and over time, mandated) on street parking, parking lots and any public charging space.STANDARDS FOR CHARGERSAn EV uses electricity as fuel which is stored in a battery in the vehicle. The charging can be done at home using what is called as home-chargers (also referred to as private-chargers) or public chargers, installed on streets, parking lots, petrol pumps, or any other public charging space. The chargers are referred to as EV Supply Equipment (EVSE). Public-charging infrastructure is an important complement to home-chargers. The main EVSE characteristics that differentiate chargers include, • Power and voltage levels: the output power range and voltage range supported by an EVSE. • AC or DC: whether the output of EVSE is AC or DC; if it is AC, the vehicle needs to have an on-board charger. • Type: the output socket and connect or used by an EVSE. • Mode: the communication protocol between the vehicle and the http://charger.An EVSE standard thus defines power level, voltage level, AC or DC output, type and mode. Besides, all EVSEs need a communication protocol between EVSE and a Central Management System (CMS). The standard would include safety measures and operational procedures and specifications including packaging, thermal and humidity levels and possibly payment mechanism. In this regard, Department for Science and Technology (DST) will develop indigenous standards through the grand challenge method through active participation of industry, academia and other stakeholders. In the interim, until indigenous standards are developed, subsidy would be provided for setting up of public charging standards adhering to globally acceptable standards.Today the ratio of public slow chargers and fast chargers deployed is about 5:1. EV industry, on getting cross-subsidy through coupons/credits (as discussed in section IV), could support initial roll-out of the chargers. An attempt should be made to make all these deployed chargers self-sustainable in the financial sense at the earliest possible.VII. BATTERY CELLS, PACKS, AND MATERIALSa. Lithium-ion battery manufacturing consists of three parts. First is cell to battery-pack manufacturing involving a value-add of 30 to 40%. The second is cell manufacturing with a value add of 25 to 30%. The third involves battery-chemicals with a value of 35 to 40% of the total cost of battery pack. While cell to pack manufacturing plants have started functioning, the others need to be encouraged. India would provide MSIPS incentives and tax incentives for such manufacturing.b. India needs a minimum of 10 GWh of cells by 2022, which would need to be expanded to about 50 GWh by 2025. Therefore, manufacturing these cells in India would be encouraged. It is imperative that India gets the cell-cost and parameters like energy-density (size and weight), life-cycles, safety, temperature tolerance right, so that its batteries are best in the world. Early plants can be set-up either by international manufacturers or as joint ventures between Indian companies and international manufacturers. MSIPS incentives and tax incentives need to be provided to these companies. This needs to be coupled with strong support to R&D in the new battery chemistry and manufacturing process to those organizations who have the capability of translating R&D to commercialization.c. At the same time, India would need a policy to secure materials used in Lithium-ion batteries, including lithium, cobalt, nickel, manganese, and graphite. Our first task will be to scan for these resources within India and at the same time make or incentivize strategic investments in international mines for these materials. Perhaps the most important task would be setting up of Lithium-ion battery recycling industry (what is referred to as urban mining). India would need to introduce strict norms for recycling every Lithium-ion battery used in an EV, mobile phone or a laptop. It could allow import of used Lithium-ion batteries for recycling, with tight environment norms, so that all recycling plants have zero-emission. Finally, MSIPS incentives and tax incentives could be provided for Lithium-iIon battery recycling plants as well as for chemical industries, which would convert battery materials into http://chemicals.To incentivise longer life batteries to be developed and produced, India would enable battery systems, both within vehicles and in “second life” to avail potential revenue in supporting load balancing, time-of-day charging, energy banking and other uses after their useful life in the automobile is exhausted.VIII. FOCUS ON SMALL AND PUBLIC VEHICLES TO MAKE EARLY IMPACTWhile encouraging the sale of private EVs, India’s focus, at least in the first few years, should be on small, public and rural transportation. It is possible for India to have a unique impact and scale early with two-wheelers and three-wheelers, including three-wheeler goods vehicles. Special attention is needed to get these vehicles to become economically viable and flourish.Simultaneously, India needs to ensure that electric buses become viable. With the credits/coupons as discussed in section IV, buses would become economically viable very quickly with the rationalized customs duties. Cars used in the government and taxi fleets need to be available early. They should be economically viable with credits/coupons discussed in section IV. India could use both charging and swapping to get these vehicles scale early.IX. RESEARCH AND DEVELOPMENT AND TECHNOLOGY WATCHIt is imperative that India quickly develops strong Research and Development (R&D) capacity leading to commercialization in EV subsystems. The Government will aid R&D grants through grand challenge, for product-development which could commercialize within one or two or at the most, three years. Short-term R&D would be required for electric motors and controllers, DC-DC converters, EV chargers, electric power-steering, electric power-brakes, electrical air-conditioners, vehicle control and management and communication protocols. All such R&D proposals would ab-initio figure out target volume costs of EV subsystems in India. Another area that will require R&D is to understand the impact of large scale charging on the electric grid.Besides, India would need to watch out for new approaches and technologies and promote long-term R&D in all aspects of EV technologies. These include hydrogen fuel-cells, new battery-chemistries (with higher specific energy and energy densities), battery materials and chemicals, distributed motors, batteries withstanding higher temperatures, motors without permanent magnets, heavy trucks, and two-way power transfer between grid and EV chargers. A model that brings together IITs, private manufacturing and CSR would be put in place.X. TRANSFORMING AUTO-ANCILLARIES: A FOCUS ON POWER-ELECTRONICS INDUSTRY AND ELECTRICITY DISTRIBUTION SYSTEM / IMPACT ON THE GRID1. Finally, EVs use power-electronics extensively. India had an early start of its power-electronics industry. However, the industry has not kept pace with new developments that have seen digitization of power-electronics over the last decade. India would need a new power-electronics industry which can help develop and produce high-efficiency sub-systems for EV industries. A special thrust is needed to promote such industries.2. Indian power industry needs to be prepared for the EV roll-out. The network must be geared to minimizing impacts. Some key actions to prepare for greater EV penetration are demand-side management, dynamic electricity pricing, and vehicle-to-grid technology for use of EVs as active loads and generators for power demand shaping. Global experience suggests that the distribution systems are generally quite loaded and enough spare capacity is not available to support charging infrastructure required for EVs. A similar situation exists in Indian cities where adding banks of chargers is possible only with upgrading of distribution networks. Managing distribution transformer upgrades may be less expensive and easier. More difficult would be managing overloaded cables which can be significantly more expensive, especially for underground networks. Similarly, harmonic distortions due to EV charging may impact grid stability. The EV chargers must be carefully certified to meet the harmonic-distortion specifications, using active filters if required[4],[5].XI. IMPACT OF EVs ON ECONOMIC GROWTH AND EMPLOYMENT Shifting modes of mobility could launch new business opportunities. These would emerge in areas such as charging and swapping infrastructure, service, or integrated transport. In India, energy players have entered the mobility industry, while some traditional power companies are exploring possibilities in charging infrastructure, and infrastructure companies are seen entering the battery business. An important task that needs attention is transforming and up-scaling small and medium sub-system and auto-component industries. A large number of such mini-micro industries are auto-ancillary companies for diesel/petrol vehicles. They provide large number of jobs. Many of them will not survive as EV replaces petrol/diesel vehicles. A careful plan to hand-hold such industries and help them during the transition to EV components manufacturing is required.Expansion of transport fleets based on IC engines negatively impact the economy considerably, apart from their negative health contributions. Crude oil price volatility adds uncertainty to an already burgeoning import bill, while also needing huge investments in oil refineries and related distribution infrastructure. There are several studies that suggest overall positive impact on GDP on introduction of EVs in fuel importing service dominated economies. One study has estimated that driving the shift to electric vehicles would lead to a 1% increase in EU GDP[6]. In another study, net private and social benefits are estimated between $300 and $400 per EV[7]. Coupled with generation of renewable power, the battery manufacturing industry in India can become bigger than the total amount spent on import of crude oil. This would provide a huge boost to the Indian economy. The revenue loss for governments from the taxes on the oil sector is expected to be replaced by higher tax revenues in other economic sectors.IMPACT ON EMPLOYMENTEuropean Climate Foundation has estimated that through reducing oil demand by more efficient electric cars, employment will increase by 5,00,000 to 8,50,000 by 2030. Another report estimates that about 2 million additional jobs will be created by EVs by 2050. The report further adds that oil production and distribution has very low employment intensity of just four jobs per million Euros value added compared to 24 jobs per million Euros in the general economy. Therefore, any shift in expenditure from buying imported oil to other expenditure choices would generate additional employment. Further, as imported oil is replaced by electricity and batteries, large employment is possible in enhancing power-generation and distribution, and in battery manufacturing, including http://battery-recycling.As far as the automotive sector is concerned, a large part of the supply chain will get transformed in the power train segment. Traditional suppliers will move from supplying parts such as exhaust pipes and ICEs to perhaps battery materials, electric motors, and regenerative braking systems. EVs will create opportunities in durable and lightweight thermoplastics, higher demand for electricity, storage and many others. The net impact on employment would perhaps be balanced out. In addition, EV battery charging and swapping would create a large number of jobs throughout the country.IMPACT ON ENVIRONMENT AND HEALTHICEs are one of the main sources of air pollution globally. They negatively affect both human health and ecology. Emissions from ICE powered motor vehicles are responsible for about two-thirds of air pollution in urban areas. The current ban on older fuel cars in some Indian cities already shows a positive influence on air quality, and this can only further improve with the large scale introduction of EVs.LAST-MILE CONNECTIVITY AND RURAL TRANSPORTSome Indian cities today have metros as public transport and others have bus services. Many other cities and most towns do not have either. The last-mile connectivity in cities which have metros/buses is provided by rickshaws/autos. In cities and towns which do not have metros or buses, the only public transport available are rickshaws and autos. Early conversion of these vehicles to electric vehicles using Lithium-ion batteries will provide clean transport to a large number of people.Today the primary transport for villages, taking people to bus-stops on the highways or train-stations, is ICE three-wheelers. It is possible to quickly convert them to electric, providing clean transport in villages. Further, battery-charging and swapping outlets may be operated in larger villages, creating jobs in rural areas. Specifications must ensure that these vehicles do not pose an inconvenience to other users of public roads and highways.Freight movement in the rural areas, and for transport connecting farms to cities, are primarily handled by smaller transport vehicles (like rickshaws, autos and tempos). These vehicles are eminently suited for replacement by EVs. Sustainable mobility would require that small freight vehicles are enabled by aggregators to be made available on request, just as Uber or Ola cabs for city commuters. This would cut farm to market costs for the farmers, and also result in better fleet utilisation. The electronic platforms to enable such operations need to be developed.XII. CONCLUSIONIndia has a lot to gain by converting its ICE vehicles to EVs at the earliest. Its oil-import bill would considerably reduce. ICE vehicles are a major contributor to pollution in cities and their replacement with EVs will definitely improve air quality. There is a considerable possibility that we can become leaders in small and public electric vehicles. India has over 170 million two-wheelers. If we assume that each of these vehicles uses a little more than half a litre of petrol per day or about 200 litres per year, the total amount of petrol used by such vehicles is about 34 billion litres. At ₹70 per litre, this would cost about ₹2.4 lakh crores. Even if we assume that 50% of this is the cost of imported crude (as tax and other may be 50%), one may save ₹1.2 lakh crores worth of imported oil. There is a real possibility of getting this done in the next five to seven years. This would however require innovations, a policy regime that encourages access to latest technologies and a concerted effort by the Indian industry to achieve global competition through acquiring the necessary scale and using cutting edge technology.6I. THE GLOBAL CONTEXT Historically, mobility and fossil fuels have been inextricably linked with electric vehicles being successful only in a few niche markets. However, over the last decade, a collection of circumstances have conspired to create an opening for electric mobility to enter the mass market. Those forces include:1. Climatic change: The prospect of rapid global temperature increase has created the need for a reduction in the use of fossil fuels and the associated emissions. India has committed to cutting its GHG emissions intensity by 33% to 35% percent below 2005 levels by 2030. 2. Advances in renewable energy: Over the last decade, advances in wind and solar electricity generation technologies have drastically reduced their cost and introduced the possibility of clean, low-carbon and inexpensive grids. India proposes to add 175 GW of renewable energy capacity by 2020 and to achieve 40 percent of its electricity generation from non-fossil sources by the same year. 3. Rapid urbanization: Economic development, especially in emerging economies, is creating a wave of urbanization as rural populations move to cities in search of employment. While urbanization is an important component of the process of economic development, it also stresses upon the energy and transport infrastructure leading to congestion and pollution. According to a recent study by WHO, India is home to 14 out of 20 most polluted cities in the world. Electric vehicles (EVs) can improve that scenario by reducing local concentrations of pollutants in cities.4. Data capture and analysis: With the rise of GPS enabled smartphones and the associated universe of mobility applications, mobility has undergone a digital revolution. That digital revolution has created possibility of a greater utilization of existing transportation assets and infrastructure. For EVs, which rely on lower variable costs to offset relatively high fixed costs, this enhanced utilization is a critical element of achieving total costs of ownership compared to internal combustion vehicles.5. Battery chemistry: Advances in battery technology have led to higher energy densities, faster charging and reduced battery degradation from charging. Combined with the development of motors with higher rating and reliability, these improvements in battery chemistry have reduced costs and improved the performance and efficiency of electric vehicles.6. Energy security: The petrol, diesel and CNG needed to fuel an internal combustion engine (ICE) based mobility system requires an extensive costly supply chain that is prone to disruption from weather, geopolitical events and other factors. India needs to import oil to cover over 80 percent of its transport fuel. That ratio is set to grow as a rapidly urbanizing population demands greater intra-city and inter-city http://mobility.As a result, developed economies such as EU, the USA and Japan as well as developing economies such as China and India have all included EVs in their policies to lower their carbon emissions while providing convenient and cost-effective mobility. II. THE INDIAN CONTEXT While many countries have included EVs as an element of transportation policy, their responses have varied according to their stage of economic development, energy resource endowments, technological capabilities, and political prioritization of responses to climate change. In India, a particular set of circumstances which are conducive to a sustainable mobility paradigm have created an opportunity for accelerated adoption of EVs over ICE vehicles. These are: 1. A relative abundance of exploitable renewable energy resources.2. High availability of skilled manpower and technology in manufacturing and IT software.3. An infrastructure and consumer transition that affords opportunities to apply technologies to leapfrog stages of development.4. A universal culture that accepts and promotes sharing of assets and resources for the overall common good.These circumstances position India to pursue an EV policy which systematically ensures that India’s EV program keeps pace with the global scale since large economies seem to take significant steps towards electrification of vehicles. India’s growth prospects create potential for developing leadership in EV in certain segments. In that sense, the policy will encourage a path which starts with India-specific characteristics and initiatives for its auto sector, building towards global relevance and applications. The key objectives of the EV policy are: 1. Reduce primary oil consumption in transportation.2. Facilitate customer adoption of electric and clean energy vehicles.3. Encourage cutting edge technology in India through adoption, adaptation, and research and development.4. Improve transportation used by the common man for personal and goods transportation.5. Reduce pollution in cities.6. Create EV manufacturing capacity that is of global scale and competitiveness.7. Facilitate employment growth in a sun-rise sector.III. CUSTOMIZING INDIA’S EV POLICY TO THE INDIAN AUTO-INDUSTRY TODAYWhile India is operating in the same global context as other countries who have adopted an EV policy, it has a unique mobility pattern which other countries do not share. An EV policy for India must be tailor made to India’s particular needs. While vehicle growth in India is rapid, ownership per 1000 population has increased from 53 in 2001 to 167 in 2015,[1] a key difference between India and other countries and the types of vehicles being used. India uses a large variety of motorized transport on roads and its auto-segments are quite different from that of most of the world. Based on the last six years of sales data, the vehicles on Indian roads are estimated to consist of:1. Two-wheelers: 79% of the total number of vehicles.2. Three-wheelers (passenger and goods), including tempos: 4% of the total number of vehicles.3. Buses and large goods vehicles like trucks: 3% of the total number of vehicles. 4. Economy four-wheelers (cars costing less than ₹1 million): 12% of the total number of vehicles. 5. Premium four-wheelers (cars costing higher than ₹1 million): 2% of the total number of vehicles. In India, premium four wheelers (cars) are only 2% of the total sales. However, most advanced technologies are available in this category in global markets. In the near term, India should foster early adoption of vehicles by premium customers which will pave the way for consumer comfort with electrification, raise aspirations for indigenous products and make advanced technology available in the market. The presence of world-class technology will help India build a world-class ecosystem for high-quality component and subsystems usable for all kinds of vehicles. In the longer term, India should establish technological and manufacturing leadership in the economy segment of the market. The prevalence in India of small vehicles such as two-wheelers, three-wheelers, economy four-wheelers and small goods vehicles is unique among large countries. These small vehicles require a unique set of technological and industrial capabilities. Here, India has an opportunity to take a leadership role in the electrification of small vehicles. India’s potential volumes for these vehicles as the nation grows, lays the foundation for transformational manufacturing and industrial policy. That focusses on the development of technological expertise and industrial capabilities in the production of small electric vehicles which can not only meet domestic demand but can also place India in a position of global leadership. As other countries begin to look at smaller vehicles with appropriate specifications, India can establish a position of leadership based on domestic demand.Beyond significant domestic demand for smaller vehicles, another aspect of the Indian mobility market is supportive of electrification: its high level of sharing. Shared mobility in India has exploded, changing the way India travels. Taxi aggregators such as Ola and Uber increases from 130 million rides in 2015 to 500 million rides in 2016[2], leading radio taxis to account for 72% of the overall market. This high penetration of shared mobility in India increases both vehicle utilisation, which plays to the economic advantages of EVs, and also creates natural and large-scale purchases of EVs.IV. MAKING EVS ECONOMICALLY VIABLEThe limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries. This can be achieved by creating requisite infrastructure, possibly even every kilometer, in dense areas. As a result an important question arises as to what kind of strategy can make EVs, especially small vehicles, economically viable. The general strategy should address two key variables affecting the costs of EVs: battery costs and any fiscal policies that either increase the costs of an ICE vehicle or decrease the costs of an EV. Broadly speaking, approaches exist to reduce battery costs – reducing the number of batteries that an electric vehicle needs and making batteries cheaper on a per kilowatt-hour basis. For the first approach, reducing the batteries needed for a given EV, there are two key pathways: 1. Providing charging infrastructure: The limiting factor of batteries on driving range may be addressed by developing an ecosystem of fast-charging or swapping of batteries, by creating an infrastructure, maybe even every kilometre, in dense areas. A smaller battery will lower costs by reducing the total weight of the vehicle, resulting in higher energy-efficiency and improved ability to upgrade as the technology evolves. Charging infrastructure can be rolled out on a city by city basis with select cities and regions leading the transition. This would be consistent with global experience where 33 percent of all EV sales take place in only 14 cities where charging infrastructure is widespread and convenient to use. Approaches for creating effective charging infrastructure are outlined below. 2. Increasing efficiency of vehicles: Incentivising developments to increase vehicle efficiency, thereby reducing energy consumption, can enable to a vehicle to travel the same distance on a smaller battery pack. Energy efficiency can be enhanced by using more efficient electric motors [see Appendix II] using better tyres, enhancing the aero dynamics of the vehicles and reducing its weight. This would reduce battery size needed for a certain range. For the second approach, reducing the unit costs of each battery, India can explore several pathways: a. Selecting appropriate battery chemistries [See Appendix I]: As batteries dominate costs of electric vehicles, the strategy would be to use battery chemistry with optimized cost and performance at Indian temperatures. India should encourage manufacturing of such battery cells in India. India is already making battery packs (cell to pack).b. Exploring new battery chemistries: Focussing on materials like lithium, manganese, nickle, cobalt and graphite that are used in batteries and determine its costs. While it is important to secure mines which produce these materials, India must also obtain these battery materials through recycling of used batteries and should aim to become the capital of “urban mining” of used batteries.Beyond reducing battery costs, India can explore potential avenues of fiscal support for EVs to accelerate adoption. The standard approach in other countries to providing fiscal support to EVs has been direct subsidization. For example, EVs in USA, Europe and China have up to[3] 40% “all-in” subsidies. Those subsidies include direct federal or state subsidy to buyers, mandates to manufacturers, utility subsidies or subsidy in the form of fee bates where vehicles are taxed based on their CO2 emissions, whereas EV receives support. As costs decline and the share of EVs in total vehicles increases, most nations plan to taper off such subsidies. For India, however, those paths are not viable; the elimination of direct subsidy will be the policy basis. Therefore India has to be creative to make electric vehicles and its infrastructure economically viable from the very beginning. Its policy and strategy have to be fundamentally set up to enable EVs to make business sense. Direct financial demand-incentives / subsidies could be replaced by Tradable Auto-Emission Coupons or credits based on CO2 emissions per km as well as on a sliding scale for vehicle efficiency. This will encourage the market to build efficient vehicles with lower emissions per km. Thus, while vehicle manufacturers exceeding CO2 emissions targets would have to purchase coupons or credits, the manufacturers meeting the targets would be rewarded with coupons. Market will decide the prices of these coupons. This will incentivize EVs and low-emission vehicles as well as energy-efficient vehicles at the expense of the vehicles with high emissions and lower-efficiency. Accelerating the availability of necessary electricity network infrastructure as well as domestically produced technologically superior EVs, chargers and components will bring down costs and increase the options available for transportation electrification in India. This could bring total cost of ownership (TCO) of EVs to parity with ICEs by as early as 2025.V. “MAKE IN INDIA” - IMPORT DUTY AND TAXESIMPORT DUTY AND MAKE IN INDIA1. Keeping in mind the stage of EVs in the country, India needs a new approach to import duty while keeping “Make in India” as a goal. The principle of establishing custom duties will be to give specific preference to value chains manufactured in India. Goods contributing to the lowest value-add chain (like finished goods) would have the highest import duty; one contributing higher value-add (like components) would have lower import duty and the one contributing to highest value-add would have the lowest or zero duty. Thus, finished electric cars and chargers should have highest import duty; sub-systems like batteries, air-conditioners, power-modules and drive-trains will have lower than this highest import duty; and subsystems like battery-cells, motors, controllers, ICs, magnets, and connectors will have zero duty.PROPOSAL FOR GST2. GST should favor commercial vehicles that have higher utilization and drive more KMs, to maximize electric Vehicle Kilometre (VKM). The GST benefit should incentivize higher utilisation and replacement of equipment, thereby increasing climate mitigation and congestion reduction. VI. POLICY FOR CHARGING / SWAPPING INFRASTRUCTUREEV charging and battery swapping are two means for providing energy to a vehicle. EVs will proliferate as charging/swapping infrastructure is set up. India would recognize battery swapping and battery charging as addressing different segments of vehicles and two equally valid options that industry may choose to use. Businesses that provide charging/swapping would be referred to as Energy Operators (EO). They would deploy slow and fast chargers at suitable locations for EVs. Similarly, they would purchase batteries, setup charging and swapping service and provide the charged batteries on lease for EVs. Both the charging as well as swapping service would require that EVs have standard charging protocols to connect to a charger of swappable batteries and have a standardized connector.Government of India would consider providing long-term and short-term tax-incentives and faster depreciation as incentives to EOs for deploying slow/fast chargers and carrying out battery swapping. GST for all these chargers and swappers should be the same as that for the vehicles. Swappable vehicle batteries and vehicles without batteries (which receive swappable batteries) should also be treated the same under GST.Further, installation of chargers would be allowed (and over time, mandated) on street parking, parking lots and any public charging space.STANDARDS FOR CHARGERSAn EV uses electricity as fuel which is stored in a battery in the vehicle. The charging can be done at home using what is called as home-chargers (also referred to as private-chargers) or public chargers, installed on streets, parking lots, petrol pumps, or any other public charging space. The chargers are referred to as EV Supply Equipment (EVSE). Public-charging infrastructure is an important complement to home-chargers. The main EVSE characteristics that differentiate chargers include, • Power and voltage levels: the output power range and voltage range supported by an EVSE. • AC or DC: whether the output of EVSE is AC or DC; if it is AC, the vehicle needs to have an on-board charger. • Type: the output socket and connect or used by an EVSE. • Mode: the communication protocol between the vehicle and the http://charger.An EVSE standard thus defines power level, voltage level, AC or DC output, type and mode