The Hidden Footprint Of EVs In India: How Green Are They, Really?

This push shows the country’s ambition to bring down pollution levels. However, it's not as simple as it seems. 

We know EVs are emission-free vehicles, contributing to India’s net-zero ambition. But what about the indirect or relative damage caused by e-waste, the recycling of spent batteries, and the environmental toll of mining critical minerals, electricity dependence, and end-of-life management?

E-Waste, The Growing Challenge

One of the most pressing issues in the EV value chain is the growing e-waste problem, particularly from end-of-life lithium-ion batteries.

Nitin Gupta, Co-Founder & CEO of Attero, a battery recycling company, says that current estimates suggest less than 5% of end-of-life lithium-ion batteries are processed by authorised recyclers, with the rest handled through informal channels.

“India generates nearly 3.2 million tonnes of e-waste annually, including a rapidly growing share of spent lithium-ion batteries. This number will rise exponentially as EV adoption accelerates and the first large batch of EVs reaches retirement around 2030. While policy momentum through the Battery Waste Management Rules and Extended Producer Responsibility (EPR) framework is strong, India must still expand certified recycling capacity, strengthen reverse logistics, and build consumer awareness to ensure readiness," Gupta said.

Lithium Deposits

It is noteworthy that recent discoveries of lithium deposits in Jammu & Kashmir and Rajasthan have given some hope to the industry, but these are at the early stages and will take years to develop into a full mining, refining, and battery-grade supply chain capacity.

The recycling of EV batteries in India is underdeveloped. The imported supply of critical minerals and the still-immature domestic battery-refining and recycling ecosystem mean that the end of the EV life cycle may not yet contribute fully to emissions reduction or resource recovery.

However, there are some companies like Attero moving strongly towards 100% clean energy in the battery-recycling industry.

Attero has been recognised for using 100% renewable power. “We are steadily transitioning towards green power by combining on-site renewable generation with renewable-purchase agreements, fully aligned with our goal that the recovered lithium, cobalt, and nickel carry a significantly lower lifecycle carbon intensity. This transition ensures that we create a truly low-emission value chain and supports the objectives of the National Critical Mineral Mission, which emphasises building clean, circular-economy supply chains for India’s critical minerals ecosystem,” said Nitin Gupta.

Still, building recycling capacity, second-life usage, and closed-loop supply chains could significantly reduce the hidden footprint — both carbon and resource risk.

India's Case: Manufacturing Emissions And Grid Dependence

According to research at the Indian Institute of Technology Roorkee (IIT Roorkee) and the International Council on Clean Transportation (ICCT) earlier this year, Battery Electric Vehicles (BEVs) can emit up to 38 per cent less emissions over their life cycle compared to Internal Combustion Engine Vehicles (ICEVs) in the passenger-car segment.

This seems encouraging, but there’s variation in the margins, and the main cause lies in the manufacturing grid electricity supply — the mix of coal energy and renewables.

This also affects the charging process, as most vehicles are compatible with home charging, which is mostly powered by coal, given that India’s electricity production is dominated by fossil fuels, primarily coal, which accounts for about 74 per cent of total generation.

If the vehicle uses charging stations, it depends on how many of those stations are powered by renewable energy. There have been cases where charging stations were powered by diesel-fueled generators.

This shows that the manufacturing stage for EVs is non-trivial unless the electricity used is low-carbon.

Right now, hardly any company in India is producing through 100 per cent renewable energy. Omega Seiki Mobility (OSM), which hopes to shift to total renewable-powered manufacturing by 2030, is now operating with close to 60 per cent renewable sources — primarily solar and other clean energy inputs.

“We are progressively moving toward full green energy utilisation, with a clear roadmap to achieve 100% renewable-powered manufacturing by 2030. For us, clean mobility must begin at the factory floor itself, not just on the road,” Dr. Uday Narang, Founder and Chairman, Omega Seiki Mobility, told The Secretariat.

Mining And Supply-Chain Constraints In India

When it comes to mining, India lacks large-scale reserves of lithium, nickel, and cobalt, and thus remains heavily dependent on imports for these vital raw materials. This, in turn, exposes the so-called battery manufacturing sector and ties EV manufacturers to global supply chains.

Many, like OSM, source lithium-ion cells largely through global partnerships, primarily from Korea, Japan, and some from China, known for high-quality, consistent performance.

“We are also working closely with emerging Indian cell manufacturing ventures and are actively exploring local joint ventures to support India’s vision of Atmanirbhar Bharat in the EV battery ecosystem. Localisation of cell manufacturing remains a key strategic focus for us,” Dr. Uday Narang said.

Electricity Generation And The Grid’s Role

The climate gain from EVs depends on how clean the electricity is. According to a 2021 ICCT paper, even in regions with heavy coal-based electricity, vehicle electrification paired with grid decarbonization can reduce emissions by 18–50 per cent by 2040.

But since the grid remains coal-dominated, the benefits of EVs can be delayed.

Priorities for India’s EV Ecosystem

Clean Manufacturing: With India’s ambition to localise battery manufacturing capacity by 2026, it needs to emphasise increasing renewable and low-carbon energy in the process of making battery cell and pack plants.

Critical-Mineral Strategy: While domestic lithium is being explored, India should also invest in responsible sourcing, upstream mining best practices, and avoiding high-carbon, socially risky imports.

Grid Decarbonisation: The emissions benefit of EVs in India will only scale if the grid becomes cleaner. Policymakers need to align EV rollout plans with renewable expansion, grid flexibility, and charging-infrastructure design.

The Indian EV ecosystem has made strong progress, but consistent policy support and faster implementation are vital to maintain momentum.

“Support for large-scale indigenous cell production to reduce import dependence, green financing and recycling frameworks — encouraging sustainable supply chains and responsible end-of-life management — are needed,” Dr. Uday Narang said.

He further stated, “If India wants to lead globally in clean mobility, we must not only make in India but also innovate and sustain in India.”

Yes, EVs can reduce greenhouse gas emissions significantly, but that benefit is not guaranteed — it depends on the grid mix, manufacturing energy sources, supply-chain sourcing, and real-world usage.

Given India’s heavy reliance on coal-fired electricity, large import dependency for critical minerals, and still-emerging recycling infrastructure, the hidden footprint of EVs remains non-trivial — with E-waste standing out as one of the most urgent environmental challenges ahead.

(The writer is an independent journalist. Views are personal.)