Talk:Energy policy of India

Suggest merge
The article Jatropha incentives in India was written as part of a discription of all the ways India is dealing with its energy problems. All the references in the article are to India. The Jatropha page wants to merge Jatropha incentives in India into it to beef it up. But it is an India energy policy article, not a plant article. Please stop Jatropha incentives in India being merged in Jatropha by merging it here to keep it Indian. Thanks! Mattisse 00:35, 18 February 2007 (UTC)


 * Yeah, but Energy policy of India deals (or should deal) with a different topic. So I am removing that merge request. --Incman|वार्ता 09:45, 27 March 2007 (UTC)

Rural electrification
Policy on Indian rural electrification could be mentioned in this article, if anyone knows what it is? Gralo 21:56, 17 May 2007 (UTC)

Thanks. Apurvaaditya775 (talk) 04:28, 2 January 2019 (UTC)

IPI pipeline
Article has placed the Iran-Pakistan-India pipeline under "oil". But in fact the IPI-pipeline is meant to carry GAS from Iran to India, so clearly it has been misplaced. Will correct in a few days if no one protests. Esben Agersnap 12:14, 23 October 2007 (UTC)

Sector wise preferred / economical fuels in India
From the content of the article and its references, it implies that the purpose wise fuel use preferences are as given below which needs wide discussion on this talk page. Please express your views with data.

49.207.241.167 (talk) 16:59, 6 July 2014 (UTC)

Modified to reflect recent changes 223.230.42.108 (talk) 17:35, 11 February 2019 (UTC)

Hydrogen fuel cell vehicle viability in India.
The fuel cell electric vehicle (FCEV) is economical in India in prevailing Indian market prices of solar electricity below INR 5/Kwh and INR 70.42 per litre of gasoline as explained below.


 * Hydrogen gas density at STP: 0.005229 lb/ft3 (Page 1-7 of the ref)Hydrogen Fuel Cell Engines and Related Technologies
 * Lower heating value of hydrogen: 51,500 Btu/lb or 12,978 Kcal/lb @ 0.252 Kcal = 1 Btu (Page 1-15 of the ref)
 * 180 Kwhr are needed to produce 1400 sft3/hr (Page 2-5 of the ref)
 * Power Generation Efficiency Comparison between hydrogen fuel cell and gasoline engine: at least two times. (Page 4-3 of the ref)
 * 1 Kwhr of solar electricity generates 1400 / 180 = 7.778 sft3 = 0.041 lb (=7.778 x 0.005229) of hydrogen gas.
 * LHV of 0.041 lb of hydrogen is 532 Kcal (=0.041 x 12,978)
 * 532 Kcal of gasoline is 0.071 litres which costs INR 5 @ 7494 Kcal/litre LHV of gasoline and market price of INR 70.42 per litre

When hydrogen gas generated from INR 5 worth solar electricity is used in a fuel cell vehicle, it generates more mileage /power than a conventional gasoline engine with INR 5 worth of gasoline. The statement is true with at least a 100% margin due to 100% more traction efficiency which would take care of the higher cost of fuel cell vehicle.

Battery Electric Vehicles (BEV) are marginally efficient (in terms of solar generation to km driven) than Fuel Cell Electric Vehicles  (FCEV) but they have higher replacement cost of battery pack (shorter life) and low availability/higher down time due to the longer time taken for recharging the batteries. The market price difference between a Toyota Mirai Fuel-Cell Sedan and equivalent gasoline Toyota Camry is only US$ 35,000 with inclusion of three years free Hydrogen fuel supply which is not a big difference from an equivalent BEV. 2016 Toyota Mirai Fuel-Cell Sedan Ultimately, what matters is the total incurred cost per mile per unit payload. BEV cost and its dead weight keeps on increasing with its range making it more costly with lesser efficiency/mileage whereas FCEV mileage and cost are not dependant on its range. FCEV are more economical for heavy duty use in inter city transport like taxies, buses, trucks, tankers, etc while BEV are more economical for light duty use with lower horse power vehicles such as small cars, two wheelers, etc in intra city passenger transport. On congested city roads, BEV and not FCEV has to face competition from Metro rail / mass transport systems which are also run by electricity.

Hydrogen can be sourced through a decentralised local retail sale point hydrogen generation plants drawing electricity from the electric grid (with oxygen as by product which can also be used in FCEV to boost power and efficiency in place of air) unlike centralised mega refineries distributing gasoline/diesel to every retail outlet. The infrastructure cost of plug in electricity charging facility at each house hold and other places (average 3 per BEV needed) for BEVs are more costly than a commercial scale hydrogen filling retail stations needed for FCEV. Electrical infrastructure costs Hydrogen transport and use is less hazardous compared to gasoline/LPG/ Chlorine gas (denser than air) which are widely transported and used presently every where. India can also use cheaper type fuel cells such as aqueous Alkaline fuel cell instead of costly solid state Proton exchange membrane fuel cell without foregoing the performance of FCEV.183.82.199.109 (talk) 10:15, 7 November 2016 (UTC)

india energy mjcxddfvc
help 2402:3A80:15EF:E3F6:0:46:C508:5C01 (talk) 14:10, 9 January 2022 (UTC)

Hydroelectric Section Rewrite
The entire section could do with a rewrite, it doesn't read very clearly. There are a good few grammatical errors and half-formed sentences. 103.232.241.243 (talk) 13:28, 18 December 2023 (UTC)