IN 1982, the department of science and technology initiated a programme to develop battery powered road vehicles. It commissioned BHEL to supply 10 such vehicles between October 1982 and June 1984. The first 18-seater van developed by BHEL incorporated indigenous and imported parts.

In 1989, the Delhi energy development agency (DEDA) used the vans to start shuttle services between Union government offices in the metropolis. However, the electravans soon ran into rough weather because speed regulators, which is the heart of a battery vehicle, broke down and shortened the life of the batteries. DEDA's fleet utilisation went down to less than 50 per cent, for which it squarely blamed BHEL technology.

However, BHEL officials stoutly defend their technology, saying, "The fledgeling technology had to be handled differently from conventional diesel or petrol vans. DEDA was not equipped to operate and maintain the fleet efficiently. Drivers were changed frequently and simple operations like topping up battery water were overlooked."

Says G P Varshney, additional general manager of BHEL's transportation systems group, "To set right these problems, BHEL has modified the technology. However, basic maintenance cannot be neglected." The modifications included replacement of speed regulators, reduction of gross weight of the vehicle by 5 per cent, and incorporation of an on-board battery charger. BHEL also developed an easier battery withdrawal system that enables quick recharge or replacement of batteries.

BHEL has sold about 200 electravans to various government departments. The ministry of non-conventional energy sources has also funded a project for BHEL to develop a 40-seater battery bus.

Says Varshney, "Cost is still a major deterrent to many potential users. Unless the government extends larger subsidies to offset the high cost of these vehicles, it will be difficult to visualise a large market for such technology, despite its smoke-free, low-noise and environment friendly features."