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一 | “那么多小朋友，有男孩、有女孩，大家在骑小三轮车。 The electric vehicle ecosystem in India is still at a very nascent stage, but the number of electric vehicles on Indian roads is on the rise every day.,Despite the growth, there are a lot of challenges that need to be addressed with regard to the EV infrastructure.,Road safety is one of the major concerns, as the country ranks first in terms of number of road accident deaths in the world. Last year, the World Economic Forum (WEF) launched the Road Safety 2.0 program in India with an aim to introduce technology which would promote the 4Es of road safety i.e. Education, Engineering, Enforcement and Emergency care.,In an interview with Sputnik, Akhilesh Srivastava, Project Head of the World Economic Forum’s Road Safety 2.0 program and Member of the NHEV Knowledge group, talked about measures to be taken to ensure road safety in India and discussed the challenges presented by the battery swapping policy in India.,Sputnik: According to government data, India ranks first in the number of road accident deaths in the world. As you lead the World Economic Forum’s initiative Road Safety 2.0 in India, what measures are required to reduce such fatalities?,Akhilesh Srivastava: With 11 percent of global road fatalities, India ranks worst in terms of the sheer number of road accident deaths in the world. The impact of road accidents on Indian GDP is nearly INR 2.5 trillion ($31.7 billion) i.e., over 1.85 percent of the GDP.,It is clear that old or conventional methods of road safety are not working and there is an urgent need for a new solution. The WEF-led Road Safety 2.0 is one such next-gen solution, where the power of technology is leveraged to save lives on roads.,A few of the measures have been enumerated in it are: the use of technology is the best way to quickly and effectively reduce accidents; сontinuous tracking driving behavior using IoT to generate Safe Driving Scores. The SDS can be used as a monitoring mechanism for incentivizing good driving behavior and reskilling the bad drivers; use of Safety measures like seat belt and helmet with sensors attached; use of AI with the integration of Traffic Lights; implementation of ITS-based penalty set up to penalize people; scaling awareness about the regulations among the people;,Sputnik: WEF’s Road Safety 2.0 talks about an approach to create a human-centric road ecosystem. Could you elaborate what sort of road ecosystem it aims to create?,Akhilesh Srivastava: Human-centric design is a method of product creation that places the requirements, desires, and abilities of users at the forefront of the process. Rather than expecting users to change and conform their behaviors to the product, it involves making design decisions based on how people can, need, and want to do tasks.,Moving on from existing to a human-centric road ecosystem will help the highway builders, manufacturing industry and the enforcement agencies tackle the needs of the people and then accordingly devise the road safety setup and create a human-centric road ecosystem.,For Example, the presence of air bags in the car is for the drivers and passengers' safety. Why only the front seat should have air bags, people in the back seats are equally vulnerable. As per the human-centric approach, the seat belt should be for all humans in the vehicle. All seats in private vehicles like cars and for all passengers in long-distance public transport buses.,Pedestrians, cyclists and other vulnerable road users should be given due space and weightage while framing the policies. In India, pedestrians, cyclists and two-wheelers constitute the majority but the roads and road rules, are made keeping in mind the bigger vehicles.,Sputnik: FASTags in India were adopted to make travel seamless on National Highways and Expressways. However, despite the complete roll-out we see long queues of vehicles at toll plazas and technical glitches being reported. How can an effective and glitch-free usage of FASTags be adopted?,Akhilesh Srivastava: FASTag has made travel hassle-free on highways and expressways in India. There are no queues. FASTag has made tolling very efficient and transparent. Last year’s toll collection was the highest ever at nearly INR 400 billion (Over $5 million),Apart from this, the FASTag has saved fuel wastage of worth over INR 200 billion ($2.5 million) which happened due to idling of vehicles at toll plazas. It also resulted in saving at least 50 million MT of carbon emission.,Sputnik: Regarding the electric vehicle segment, it is a well-known fact that in India it is at a very nascent stage. What are the major challenges that stakeholders are facing and how can they be tackled?,Akhilesh Srivastava: With 100 percent FDI available, new production centres, and a greater push to improve charging infrastructure, India's electric vehicle industry is gaining traction.,Other growth factors for the Indian EV industry include federal subsidies and policies supporting deeper discounts for Indian-made electric two-wheelers, as well as a boost for localized ACC battery storage manufacture.,Furthermore, in September 2021, the federal government authorized a production-linked incentive program for the automotive sector to stimulate the manufacture of electric and hydrogen fuel cell vehicles. In 2021, India sold over 300,000 electric vehicles.,Some of the challenges that exist but are being tackled by the stakeholders are: inadequate charging infrastructure; reliance on battery imports; reliance on imported components and parts, range anxiety among consumers; current high price of EVs; lack of options for high-performance EVs; inadequate electricity supply in parts of India; lack of quality maintenance and repair options.,Sputnik: You have links with the NHEV (National Highway for Electric Vehicle) programme. What initiatives are being taken under the programme to expand EV infrastructure?,Akhilesh Srivastava: Yes, I appreciate this question which talks about Electric Vehicles and being a member of the Knowledge group of NHEV, I wish similar kind of road safety in India, however, some additional concerns are to be kept in mind are:,• The EV is directly connected to a regular household power outlet. This mode is the simplest possible charging mode and does not support any communication between the EV and the charge point, hence it is prohibited in many countries due to safety concerns.,• The onboard charger converts AC to DC. It uses a special type of charging cable equipped with an in-cable control and protection device. This can be used for private charging, but its public use is subject to restrictions in many countries.,• Batteries are the key element. And we noticed a few cases of fire recently. There should be a proper set of technical and regulatory guidelines for the batteries, about its specifications, unique Id number of batteries, uniformity in the charging system, and even uniformity in batteries so that battery swapping can be done easily.,Tracking of batteries can give alerts about the health of batteries so that unsafe batteries can be removed timely.,Sputnik: Ever since the Finance Minister announced the battery swapping policy, it has been a much talked about topic across the segment. Do you think it can be realized?,Akhilesh Srivastava: I appreciate the announcement by Finance Minister about the battery swapping policy. A detailed policy for battery standardization, specifications, and safety protocols is being prepared.,We should think of the battery as a service for battery swapping. This will allow the setting up of battery stations on a mass level; a battery swapping policy will be brought in and interoperability standards will be formulated.,The private players should be encouraged to develop sustainable and innovative models for the battery as a service which will increase efficiency in the electric vehicle ecosystem. This will reduce the cost of Electric Vehicles and give impetus for electric vehicle growth in the coming years.,Sputnik: Electric vehicles are an alternative to petrol and diesel vehicles, and commonly seen as a way to reduce carbon emissions. However, the source of electricity remains non-renewable, so what roadmap has the NHEV adopted to generate electricity for the electric vehicles through renewable sources?,Akhilesh Srivastava: The transport sector accounts for 18 percent of total energy consumption in India. This translates to an estimated 94 million tons of oil equivalent (MTOE) energy.,If India were to follow the current trends of energy consumption, it would require an estimated 200 MTOE of energy supply annually, by the year 2030 to meet the demand of this sector. As of now, this demand is being met mostly through imported crude oil, which therefore makes this sector vulnerable to volatile international crude oil prices. Moreover, the sector also contributes an estimated 142 million tons of CO2 emissions annually.,Electric mobility presents a viable alternative in addressing these challenges, when packaged with innovative pricing solutions, appropriate technology and support infrastructure and thus, has been on the radar of the Government of India.,The point of renewability of electricity is being addressed too with renewable energies like solar energy, wind energy and other forms other renewable sources of energy. The growth of India in this has been spectacular and the country is ahead of many developed countries in this regard.,Want to know more? Check out our Koo & Telegram accounts!,Koo: https://www.kooapp.com/profile/sputniknews,Sputnik India: https://t.me/sputniknewsindia。六点多晚饭前，夕阳西下的胡同里，它好像永远都是那个蓝调色。
二 | 然后，大家会开始玩捉迷藏。天呐，那真的是太美了。
三 | 我非常喜欢、向往那一刻，但现在我已经找不到它了。” 有一段时间，北漂演员闫佩伦会强烈地怀念这样的蓝调时刻。他一度非常依赖朋友，但在北京生活的他有时候很难社交。
四 | 他和很多北漂演员共享过同一种经验：生活在逼仄的地下室，等着一些机会，和焦虑、迷茫作斗争。
五 | 在那些无法言说的时刻，他做的是成年人最擅长的一件事儿，开始回忆。 闫佩伦人生的转折点和喜剧相关。
六 | 如果你在视频网站上搜索闫佩伦的名字，排在前面的一定是他在“喜人”里的高光时刻。 从《一年一度喜剧大赛》到《喜人奇妙夜》，他成为了饰演角色最多的演员，在很多的作品里，他都作为配角出现，成了“团宠”。 他自己可能也想不到，一句“我，我，就是我”会成为那年喜剧综艺里最火爆的cut，“闫佩伦演我”这样的热搜不断，他的事业开始起飞。作为一个1992年出生的演员，他连续三年出现在春晚舞台上，已经算是某种“奇迹”。 如果从视频网站搜索页面再往下看。还会看到关于他的一些专访视频，其中有一期的标题是这样的：《闫佩伦：为配角而生》。 在去年最火的剧集之一《我的阿勒泰》里，闫佩伦饰演的“朝戈”戏份或许不算多，但是温厚、体贴的性格和人物的细节让观众难忘。在今年的“去辽阔处——阿勒泰·花城文学周闪亮之夜”里，他和饰演“托肯”的阿丽玛合唱了一首《月光》。 闫佩伦被更多人看见了，而在成名之后，他一直在思考的问题是，演员和角色的关系到底是怎样的？自己到底有多爱表演这个行业？他可以找到最适合自己的那个故事和角色吗？我们借着“阿勒泰·花城文学周闪亮之夜”，与他聊了聊这些内容。 草原的和东北的 关于家乡呼伦贝尔，用闫佩伦的话来说就是“我们那儿挺复杂的”。 在闫佩伦眼里，呼伦贝尔最大的特色就是“融合”。处于中蒙俄三国边境的交界处，小时候的餐桌上，有锅包肉、有列巴，也有手抓肉。
七 | 在地貌上也足够复杂融合，一条小路，可能此刻道路两边是草原，再往前走一段之后，就是湿地和森林。 草原让闫佩伦有了一种“无所谓”的底色，很多事情在他看来好像不那么重要。这种无所谓陪伴他走过了很多年后的灰暗时刻——但那时候年幼的他并没有什么概念，现在去回望，他用“野”和“开明”来形容自己。
八 | 而“东北”也在他身上留下了深刻的印记，也和他的喜剧天分有紧密的关联。
九 | 闫佩伦小时候，是东北小品的全盛时期。赵本山、范伟等人的小品几乎横扫东北，一些“热梗”甚至可以绵延数年。 在这样文化的浸润下，“我叫白云，我叫黑土，我属鸡，我属虎”等段子是新年串门时候闫佩伦的拿手好戏，他总是最爱打岔、最搞笑的那个小朋友。
十 | 因为父母工作很忙，没有太多时间照顾，童年时期的闫佩伦几乎是吃“百家饭”长大的——他觉得自己的讨好型人格就是在那时形成的。很小的时候，他就学会了察言观色，因为馋，表现乖巧就可以得到爱吃的零嘴。
十一 | 也会感受到其他家庭的真实氛围，时而欢乐、时而沉重，这段经历是让他学会面对复杂生活的开始。 即使到现在，闫佩伦也时常想起童年的友谊。与伙伴们在胡同里招猫逗狗、捉迷藏、四处游荡，对于他来讲是最宝贵的时光，他收获了一些友谊和足够陪伴一生的安慰。 在这个只有8万-9万人口的小城里，和周围的同学比起来，他确实是有天赋的那一个。中学之后，他开始系统地学习表演，那时候闫佩伦的世界也很小，他甚至用狭隘二字来形容，“我没有见过另一个世界是什么样的”。 北京就是“另一个世界”。第一次去北京的时候，闫佩伦只有六岁，他现在依稀能回想起一些碎片，他去了长城、故宫，也去了一个名叫“世界”的公园，那是一个凝聚世界名胜的微缩景观公园——贾樟柯曾经基于这个地方拍摄过一部影片，叫做《世界》。
十二 | 十多年后，闫佩伦再一次来到北京参加艺考，迎接他的是更大、更真实的那个世界。 把自卑藏起来的普通人 “没见到他们之前我还挺有信心，但是你见到了之后，哇。你简直什么也不是，你太普通了。” 艺考之前的闫佩伦没有想到会遭遇幻灭的时刻。
十三 | “他们”指的是他在北京遇到的艺考同学，在闫佩伦眼里，他们长相姣好、形体姣好、天资聪慧，他们可能来自表演世家，或者是上了更好、更系统的表演课程。
十四 | “很明显能感受到，他们受到的教育，比我受到的教育要好很多。”信心受损的闫佩伦决定把自卑藏起来。 中戏，不考了吧；北电，不考了吧；上戏，也不考了吧。
十五 | “好的咱就不去。
十六 | ”闫佩伦心里想的是，为了考试新买的衣服很贵，家庭条件也不好，怎么能和那些天然条件好的比呢？ “咱有一个三本保个底就行了。” 闫佩伦上了一个普通的学校，然后开始北漂的生活，接到过一些角色，但更多的时候是在等机会。后面是大家熟知的一些故事，参加《一年一度喜剧大赛》，被淘汰，然后变成了“黄金配角”；之后是参加春晚和《喜人奇妙夜》；再然后是因为极具喜感的片段为人所知…… 闫佩伦身上开始有了标签：喜剧、配角。就像那个标题《闫佩伦，为配角而生》。 闫佩伦告诉自己“没有小角色，只有小演员”。对于名气，以及对主角和配角“番位”的热爱，远不及他自己对表演的热爱。 每一个拿到手的角色，闫佩伦都尽力认真对待。从确定下来出演的那一刻，他就是那个角色本身——一个活生生的人。
十七 | 完整剧本或许有80页，闫佩伦被分配到的角色篇幅可能只有2-3页，但“他（角色）是有他自己的世界的”。 还是要努力去丰富那个人物，“他是什么样的鼻子，什么样的眼睛？穿什么样的衣服，干什么样的事？早上吃什么样的早餐？晚上怎么回家？他女朋友是什么样的？他爸妈是什么样的？” 闫佩伦觉得一个角色最吸引人的地方在细节。在接受采访的前几天，他刚看完《F1：狂飙飞车》，里面最吸引他的是布拉德·皮特所饰演角色的各种细节。 主角有一个标志性的动作，就是在赛车之前都会训练扔网球、接网球，也会往自己衣服里藏一张扑克牌。
十八 | 看到这些，闫佩伦就会止不住地去思考，这是导演、编剧给的细节吗？还是演员自己赋予的呢？如果是布拉特·皮特自己加的细节，那就“太棒了”。 “哪怕是一个眼神、一个看的方向、一个手中把玩的道具被用到了，被别人看到了。我觉得在他的那个世界——也就是那个角色所在的世界里，他就应该是存在的。对于观众来说，他看到那一刻不跳戏，这个角色就够了。
十九 | 这不就是我们演员该做的事儿吗？让大家相信我们相信的东西。” 闫佩伦有一段时间不是很适应在剧组之间的生活。在走红之后，他的生活开始加速了起来。面对更多的人、去到不同的剧组，辗转之中闫佩伦觉得自己对周围环境变得疏离了许多。 越来越忙碌的生活，让他没有时间与之前熟识的朋友保持和原来一样的沟通频率。而结识新的朋友，对比较宅的他来说，也并非易事。
| 这样的疏离感和陌生感一度让他觉得非常难过，但这样的想法最近发生了改变。 闫佩伦今年与相恋五年的女友结婚了。为了筹备婚礼，他给许多朋友发了请柬。在梳理名单的时候，和朋友相识的过程不断地涌现。他想，“是不是可以通过这一次的联系再去交流一些东西呢？” 他发现之前的疏离感与失落感，源于在加速的人际变化中，他无法兼顾在意的朋友。他开始真正地理解、正视自己工作的模式：3、5个月之内，剧组里的演员朋友，在戏中可能是挚友、是父亲、是同事……但是离开剧组回到现实世界，所有人都是别人的亲人、朋友，都有另一层社会关系。 闫佩伦开始反思自己和新朋友的关系：“作为一个抛开演员身份的普通人，你都没有了解过他普通的一面，你只看到过他戏里的一面……他现实是什么样，其实你都没有见过，那你想见吗？” 重新开始维系关系之后，他变得坦然了许多。之前感受到的空虚、孤独感渐渐少了许多，而之前的失落和空虚，都可以化在以后的角色里。 “我还有三只猫呢”，对于他来讲，生活正在进入另一个稳定的、但充满惊喜的轨道。
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