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Why Government Is Risking A Flop Show With Its 5G Spectrum Auction

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We’ve all been there. Trying to get the god damn video to run while the screen just stares back at us…cluelessly – buffering, loading and what not.

I think it’s safe to say, then, that we could all do with faster internet speeds.

And that’s the promise of 5G.

Not just loading videos quicker – though we would all love that, won’t we – but 5G will also help support, more importantly, things like self-driving cars and building smarter cities.

We’ve even made a video that talks a bit about 5G. Do check that out. We’ll link to it at the end.

But as 5G comes to India, there’s a problem.

The Modi government is pricing the 5G spectrum very, very high. Maybe the prospect of netting Rs 5.8 lakh crore is mouth-watering for the government, but that’s just like a distant dream.

I mean, the telecom finances currently are really sticky.

The government stares at two paths ahead. It’s probably looking at the big fiscal deficit this year and thinking, why not maximise 5G spectrum revenues? On the other hand, it’s thinking about 5G prices for the end user and going, gosh, the reserve price needs to be kept lower.

Besides that, the world of 2016-2017, though just two years prior to now, is hugely different in terms of telecom market reality. Remember, there were a good 6-7 mobile telephony players back then bidding at the auctions. Now who have we got – there is Bharti, there is Vodafone Idea, and of course, Reliance Jio.

Vodafone Idea isn’t in the best of health to bid for airwaves. So that leaves just Bharti and Jio.

These two will all but ensure that bids come only at the bottom end of the spectrum reserve price, and even this spectrum will be a fraction of what is on offer. The government will be lucky if it manages to sell even a tenth of what it is offering.

So then it’s simple – spectrum prices must be cut, and perhaps even by 30-50 per cent in various bands.

And there are other problem factors.

Who will these telecom companies go to when the reserve price is steep? The banks. That will invite further debt pile-up. And we aren’t even talking of the investment necessary to roll out 5G services.

And banks, as you well know, are already struggling to clear the bucketsful of loans gone bad, some of it due to failed telecom firms like Reliance Communications and Aircel, which now find themselves in bankruptcy courts.

The only way out is lower spectrum base prices. Because the government may think it has a monopoly on spectrum and can, therefore, price it however it wants. But the market situation now is such that the buyer can’t be discounted. Or the government will have to risk putting on a flop show.

The Jaggi has written a story on this and you should check it out. Maybe we can leave the link to the story as a pinned comment.

And before you go, check out our other videos – if you like what you see, please hit like, share, and subscribe. Unlike the government’s spectrum price, this is absolutely free! And all good things in life are priceless.

Bengaluru Metro: RV Road-Bommasandra Line Hits Legal Hurdle As Karnataka HC Orders Stay On Land Acquisition

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The Bangalore Metro Rail Corporation Limited’s (BMRCL) RV Road-Bommasandra line (Reach-5) has hit a legal hurdle after the Karnataka High Court ordered a stay on the land acquisition process of around 2.5 acres land of the Nandi Economic Corridor Enterprises (NICE), The New Indian Express reports.

The Karnataka HC called for status quo to be maintained during the acquiring of land over four survey numbers in Beratena Agrahara village and eight survey numbers in Doddathoguru village of Begur Hobli after NICE had filed a writ petition against BMRCL acquiring its properties. The next hearing is on 15 July.

A senior BMRCL said, “We have begun the acquisition process for nearly 50 acres of land on the Reach-5 line. This is a setback for us as we will not be able to carry out any work there until we get legal clearance.” The land is needed to build a viaduct and a portion of the Electronic City (I) Metro station.

The Karnataka Industrial Areas Development Board (KIADB), has already deposited the compensation to NICE after consultation with the State Advocate General. NICE Managing Director Ashok Kheny said that the compensation offered was only five per cent of the amount being offered to neighbouring landowners.

BMRCL has stressed that the compensation for NICE cannot be on par with others as they have a conditional sale deed on hand. “They had been given government land on lease for constructing the road, and it has to be returned free of cost to the state government after a lapse of 30 years,” a BMRCL official said.

Why India Is Moving Towards Space Defence

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Transcript:

In his second term, Modi has started proceedings for what we call a “space force”, with the cabinet approving the setting up of the Defence Space Research Organisation – the DSRO..

There wasn’t much of a buzz about this in India, as it was in the US, when in 2018, President Donald Trump announced the US Space Force.

We anyway saw this coming when India successfully tested the Anti Satellite Missile System (ASAT) in March this year.

So from what we know so far, India’s space force will enhance the capabilities of the armed forces to fight wars in space.

The DSRO will be entrusted with developing sophisticated weapon systems and technologies to protect our space assets and act as a deterrence against any impending threats in space. The agency will also have members from the army, air force and the navy.

But why do we need a space force at all, when every country including India is so committed to the peaceful use of space?

American astrophysicist Neil deGrasse Tyson, while analysing the evolution of space force in the US, had said that every space application that we see today has a military background to it.

For instance, the GPS, which has billions of dollars worth of commercial applications, is run by the US Air Force, and he says that it is not a weird idea to secure assets by deploying a space force agency.

Also, today, the space economy is very much integrated into the modern society infrastructure, providing connectivity and navigational support.

India has assets worth more than $2.5 billion in orbit. The ground-based assets and other value-added services together would make it close to $40 billion.

Given its strategic and economic importance, it is critical to have a credible defence for our space assets.

But is India merely stumbling into the idea of a defence space research organisation now all of a sudden?

No…

In 2010, India had set up an integrated space cell under the integrated defence headquarters. The space cell coordinated activities between the Department of Space and the armed forces for integrating space technology and assets into military operations. Also, the Technology Perspective and Capability Roadmap of the IDS had also stressed the need to expand India’s space-based security infrastructure.

Now, the development and successful test of the ASAT is a good start, especially considering that there was minimal debris.

While most of the ASAT tests have been conducted in Low Earth Orbit, there is speculation of China staging long-range ASAT tests that could threaten Medium Earth Orbit (MEO) and Geostationary Earth Orbit (GEO) satellites, threatening assets providing navigational and communications capabilities from these two orbits.

Therefore, the key must be to focus on long-range tracking capabilities and systems of denial of services such as navigation and communication during an exigency.

DSRO would also be evaluating the potential of exploiting non-kinetic kill options by exploring cyber or focussed high-energy techniques such as laser based weapons.

We may see a lot of action in space in the near future.

Indian Railways’ Eastern Dedicated Freight Corridor To Be Opened Between Bhaupur-Khurja By November

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The Bhaupur-Khurja section of Indian Railways’ ambitious Eastern Dedicated Freight Corridor in Uttar Pradesh is all set to be opened by November, thereby reducing pressure on the very busy Kanpur-New Delhi stretch of the Northern Railways, Rail Analysis has reported.

After the opening of the section, freight trains would be shifted to the dedicated corridor, thus freeing up space for passenger trains on the Kanpur-New Delhi stretch to ensure on-time performance.

This will also provide more time to railways for asset maintenance, thus enhancing passenger safety. It would also help railways free up resources for completing the long overdue non-interlocking work in Tundla, which continues to be operated via the antiquated hand-lever arrangement.

As per a joint statement by Northern Railways and Dedicated Freight Corridor Corporation India Ltd (DFCCIL), the stretch will open by November of this year. Both the departments also reviewed every aspect of the project to ensure that the deadline is met. The full corridor is expected to be completed by 2021.

Indian Railways Orders 25 BHEL Manufactured Regenerative Goods Locomotives For More Energy Efficiency

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The Indian Railways’ drive for technology modernisation and overhauling has received a major boost with the railways having ordered 25 Broad Guage 5000 HP AC Electric Locomotives of type WAG-7 with regenerative feature, reports Rail Analysis.

The development gains significance as the order has been placed with the state-owned Bharat Heavy Electricals Limited (BHEL) which has indigenously developed the Regenerative System that is to be deployed on the new locomotives.

While attaching more merit to Prime Minister (PM) Narendra Modi’s flagship Make in India project, BHEL with this achievement has also become the first one to have developed such a system for these locomotives.

The newly developed system has the unique ability of converting the kinetic energy of the train while braking into electrical energy and feeding it back to the electric grid through OHE lines. Prior to the development of this system, this energy was getting wasted in Dynamic Braking Resistors (DBRs) of locomotives in the form of heat.

Modiji, 5G Spectrum Auction May Well Bomb Unless You Seriously Cut Prices

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Snapshot
  • Logic dictates that spectrum prices must be cut, and cut drastically — perhaps by 30-50 per cent in various bands.There is a moral hazard in pricing spectrum too high, even assuming some of it can be sold.

The anchoring effect is a well-known decision-making trap. It is a human bias that induces people to look at the first available price information as the “anchor” fact, and final decisions are built around it. Thus, if a shopkeeper tells you upfront that the price of an item is Rs 100, and then lowers it to Rs 90, you think you have got a bargain even if the actual value is Rs 50. This is because the mind calculates the benefit from the anchor figure of Rs 100, and not any other realistic figure.

The Modi government’s auction of 5G spectrum, where it will offer over 8,600 MHz of spectrum at very high reserve prices, suffers from the anchoring effect. Despite two previous flop shows, it is again trying to price spectrum exorbitantly primarily because of what the price was the last time.

If all the spectrum on offer this time — the auction could take place in the third or fourth quarter of this fiscal year — is sold at currently touted reserve prices, the government will net nearly Rs 5.8 lakh crore. But that ain’t happening, given the parlous state of telecom finances.

While the total spectrum on offer includes many bands, the key ones that are said to be most suitable for 5G services (3,300-3,600 MHz) now carry a recommended reserve price of Rs 492 crore per Mhz. The Telecom Regulatory Authority of India (TRAI), when it made this recommendation in August last year, had suggested that this range be sold as a single band in lots of 20 MHz each, says a Mint report.

In the previous two auctions, in 2015-16 and 2016-17, only a minuscule portion of the spectrum offered was sold. In 2016, barely 12 per cent of the Rs 5.6 lakh crore spectrum on offer was sold.

The government, whose broadband-for-all vision calls for making bandwidth available at low prices in order to end the digital divide, has two contradictory aims: on the one hand, given the high fiscal deficit staring it in the face this year, it would like to maximise revenues from 5G auctions. But, if it wants to keep 5G prices affordable to the user, it cannot keep reserve prices so high.

Let’s also not forget another important market reality. In 2016, there were still seven or eight players in mobile telephony. Now there are just three, Reliance Jio, Bharti Airtel and Vodafone Idea. One has to exclude state-owned BSNL and MTNL who don’t bid at these auctions.

Of the three big players, Bharti and Jio are in some position to bid for airwaves, but Vodafone Idea’s finances are in greater trouble, and the company does not want any auction before 2020.

Put another way, there is a duopoly (Bharti and Jio) that will ensure that bids will come only at the bottom end of the spectrum reserve price, and even this spectrum will be a fraction of what is on offer. The government will be lucky if it manages to sell even a tenth of what it is offering.

Logic dictates that spectrum prices must be cut, and cut drastically — perhaps by 30-50 per cent in various bands.

There is a moral hazard in pricing spectrum too high, even assuming some of it can be sold.

First, it will make all telecom players load up again on debt, and their financial capacity to deploy the needed investments for rolling out 5G services will be weak.

Second, the bulk of the money will again have to come from the banking system, at a time when banks are still struggling to clear their previous load of bad loans, some of it due to failed telecom firms like Reliance Communications and Aircel, which are now at the bankruptcy courts.

The only way out is lower spectrum base prices, a much longer timeframe for payment of the bid prices over a 20-year cycle, easy availability of spectrum on tap at last bid prices before the next auction, and the right to lease spectrum with minimal additional cost to the lessee.

The other option is a flop show. Government may have a monopoly on spectrum, but there is now a near monopsony facing it. Both sides now have equal power to determine the price.

Indian Railways’ Vande Bharat Express Continues Impeccable Punctuality Record, Beats Shatabdi, Rajdhani

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Indian Railways’ flagship Vande Bharat Express has continued its impeccable punctuality record on the New Delhi-Kanpur stretch and is process left behind other premium trains like the Rajdhani and Shatabdi Express, Dainik Jagran has reported.

Since the start of operations in 15 February, Vande Bharat Express has maintained a 94 per cent punctuality record on the New Delhi-Kanpur stretch. On the other hand the Swarn Shatabdi maintained a 91.18 per cent punctuality record on the same stretch.

The Ranchi Rajdhani maintained a 84.62 per cent punctuality record while the Bhubaneswar Rajdhani only managed a 41.67 per cent punctuality record on the sector.

It was earlier reported that Vande Bharat Express has maintain virtually a 100 per cent punctuality record in April and also maintained a before time performance between New Delhi and Allahabad on over 80 per cent of the days.

Bengaluru Metro’s Filmy Affair Turns Profitable; BMRCL Earned Rs 24.8 Lakh Since 2013-14 From Film, Ad Shooting

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Various Kannada, Telugu and Malayalam movies, documentaries and advertisements have been shot at the metro trains and stations have become an integral part to the Bangalore Metro Rail Corporation Limited’s (BMRCL) non-fare revenue, the Times of India reports.

BMRCL has earned Rs 24.8 lakh from film shooting since 2013-14. Year wise, the metro corporation earned Rs 4.3 lakh in 2013-14 and 2014-15, Rs 1.8 lakh in 2015-16, Rs 6.09 lakh in 2016-17, Rs 4.5 lakh in 2017-18 and Rs 3.9 lakh in the previous quarter.

Permitting movie shooting has also increased the promotion of its services. The demand from Kannada filmmakers is the highest as most moviegoers in the city can relate to their real life.

Officials said productions houses need to accept their conditions to shoot. Indian production houses need to apply with a detailed script 15 days in advance and foreign houses need to apply a month in advance.

Further, they need to specify the locations, likely date coverage and period of shooting. “We scrutinize the script pertaining to sequences of feature films and documentaries involving BMRCL premises and rolling stock,” an official said.

The officials examine the programme of shooting to avoid disturbance to ensure the normal working of trains and passengers safety and need to follow other rules of the BMRCL.

“The filmmakers must ensure that there’s no adverse publicity and BMRCL is not depicted in poor light. If it’s in a normal train, shooting with open doors or rooftops is not allowed. No inconvenience should be caused to passengers and staff,” he added.

Once A Filthy Canal, Sarayan River In Uttar Pradesh Gets New Life Thanks To BJP MLA’s Persistence

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Sarayan river, a small tributary of Gomti river in Uttar Pradesh, which was reduced to a filthy canal over the years, is undergoing a total makeover, thanks to the relentless effort by Bharatiya Janata Party(BJP) MLA Rakesh Rathore from Sitapur constituency, reports OpIndia.

The MLA is planning to develop a riverfront on the banks of the river, on the lines of the Sabarmati riverfront in Ahmedabad and the Gomti riverfront in Lucknow. Rathore informs that out of the total distance of 7 km, 2 km of the stream has been completely sanitised, meanwhile, work on the next 1 km stretch is in progress.

Not too long ago, the foul smell emitted from the garbage dumped along the river caused huge inconvenience to people in nearby areas.

Rathore personally took up the task of cleaning the river without relying on any government aid. The sanitation work is being continuously done over the last 271 days.

Till date, a sum of Rs 65 lakh has been spent on the project and it is learnt that Uttar Pradesh Chief Minister Yogi Adityanath has assured all possible support for Rathore’s endeavour.

Government’s EV Policies Need To Be Realistic: Direction More Important Than Speed Of Changeover

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Snapshot
  • The only way to make the policy work smoothly without derailing the auto industry is by hastening slowly. The direction is more important than a short deadline.Here are some vital steps to follow.

Nitin Gadkari’s Ministry of Road Transport and Highways is reported to be planning a complete ban on non-electric three-wheelers by 2023 and two-wheelers below 150 cc by 2025.

The proposal, yet to be formally announced, has already been criticised by the auto industry, which feels that the targets are impractical, especially in the context of low supply chain capabilities in this technology, low spread of the infrastructure needed to enable this massive rollout, and the impending implementation of the Bharat VI emission norms from 1 April 2020, which itself will be a huge cost for the industry.

If the auto industry, already spooked by falling demand, is going to shift gears in favour of electric vehicles (EVs) shortly, then the new Bharat VI-complaint range of petrol and diesel vehicles will have fewer buyers. You can’t expect companies to make large investments in existing technology to comply with pollution norms and also demand a shift to new technology which will make all this redundant in a few years’ time.

That India must quickly board the EV bandwagon is clear. Given rising and almost unbearable pollution levels in all our major cities, this is absolutely needed, complete with incentives for the purchase of EVs, scrapping of older polluting vehicles, and increased budgetary allocations to boost EV-related infrastructure.

However, the only way to make the policy work smoothly without derailing the auto industry is by hastening slowly. The direction is more important than a short deadline. The following steps are vital.

First, prescribe the emissions mix between polluting cars and EVs for upto a decade ahead, so that the mix steadily rises in favour of EVs and even hybrids. The timeframe for achieving 100 per cent zero emissions should not be three to five years for any product group, but 10-15 years.

Second, enable the shift through fiscal incentives for less polluting vehicles, and disincentives for the really dirty ones. In particular, the need to scrap old vehicles should be accelerated. There is no point asking car and bike companies to produce cleaner vehicles if the existing stock of 15- and 20-year-old smoke belchers never reduces.

Third, plan the EV rollout city- and state-wise, and not nationally. Some states can roll out EV infrastructure faster than the others, and the same holds for cities. Huge metros, which are always short of land for creating new infrastructure, may need different policies for encouraging investments in battery-charging points and conversion of petrol pumps into EV-servicing portals than newer cities which have more space to create these facilities. New housing societies sanctioned by the municipal societies should not only have parking spaces, but must also be mandated to create charging points for bikes and cars right from the beginning. Commercial vehicle layover points and depots must also sport this kind of infrastructure.

Four, think in advance about disposal of highly toxic batteries that will start piling up once EVs become the norm in most cities. Not having a safe disposal strategy means old and unusable batteries will be dumped everywhere, and both land and water sources may get polluted.

Five, also plan for the spike in electricity demand. EV adoption will increase demand for coal- and gas-based power in the short run, well before non-polluting sources of power (solar, wind, etc) kick in with significant contributions to the grid. This has implications for higher pollution at thermal plants, and adjustment to a more volatile gas market.

Six, we need vehicle compactors and scrapyards. We also need simpler rules for deregistering condemned vehicles. Right now, old cars are often left to rot in public spaces, and they are not formally deregistered before they are scrapped. Most often, they are stolen or cannibalised, and some are used for nefarious purposes.

Shifting away from internal combustion engines to EVs is a journey, not a deadline-driven destination.