ELS get upgraded with innovative, crew-friendly modifications
Retrofitted crew desk, enhanced cab AC ducting, ventilated and improved seats, superior seating for enhanced driving comfort, motor-operated side window shutters, caution order display, rear view camera, anti-slip flooring with radium stickers, driver tool box, adjustable cab spot lights are some of the key feature improvements made to the loco engine.
The upgraded locomotive was ceremoniously flagged off by Divisional Railway Manager (DRM), Waltair, Lalit Bohra at Electric Loco Shed, Visakhapatnam. Recognising the dedication and innovation demonstrated by the ELS, VSKP team, DRM has announced a cash award of Rs 5,000.
Speaking on the occasion, Lalit Bohra said, 'These modifications reflect our commitment to crew welfare and operational excellence. I congratulate the team for their innovative approach and wish them success at the All India Electric Loco Cab Competition.'
Launched under the guidance of senior divisional electrical engineer B Shanmukha Rao, these enhancements have been carried out as part of the ELS/VSKP's entry into the 'All India Electric Loco Cab Competition' to be held at Banaras Locomotive Works (BLW).
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Indian Express
3 minutes ago
- Indian Express
‘Bengaluru's terrain suitable for tunnelling, 40 acres of additional land required': B-SMILE technical director addresses concerns about tunnel road project
Brand Bengaluru's ambitious 16.75 km tunnel road project (TRP) connecting Hebbal and Silk Board junction is in the eye of a storm. From experts at the Indian Institute of Science (IISc) Bengaluru calling it unscientific to the government's own think tank Directorate of Urban Land Transport (DULT) observing that it does not align with city's Comprehensive Mobility Goal (CMP), the project, built at a cost of Rs 17,698 crore, is at the receiving end of severe criticism. BS Prahallad, technical director of B-SMILE (Bengaluru Smart Infrastructure Limited), a special purpose vehicle executing critical infrastructure projects in Bengaluru, speaks to The Indian Express, breaking down the genesis of the tunnel road project, environmental impact, financial models, and addresses some of the key criticisms over the project. Excerpts from an interview. Q. What is the genesis of the tunnel project? Prahallad: The tunnel project addresses the missing connectivity between Silk Board and Hebbal. Elevated corridors already exist on Hosur Road and Bellary Road, but the central NH stretch through the city was de-notified. Widening or building elevated roads here faced major challenges—land acquisition, displacement, and large-scale tree removal. Geological studies, including those by Belgian experts, confirmed that Bengaluru's rocky terrain is suitable for tunnelling. Inspired also by Mumbai's coastal road tunnel, this project was chosen as a hazard-free solution to integrate the city's north–south and east–west corridors. Q. IISc Bengaluru has called the project unscientific. What is your response? Prahallad: IISc suggested that tunnels may only shift traffic. However, our detailed traffic study provides an end-to-end solution that disperses traffic rather than relocating it. The city's road space has remained constant while vehicles have grown exponentially. Alongside the tunnel, multi-modal options like suburban rail, Metro, and pod taxis are being developed. With TOD encouraging vertical growth, private vehicle usage is expected to peak around 2035 and gradually decline. Bengaluru is not new to tunnelling—Metro has already executed 40–45 km successfully. Q. How was the 40 per cent VGF figure arrived at? Prahallad: Government policy caps VGF at 40 per cent for BOOT (Build-Own-Operate-Transfer) projects. Here, we are adopting a modified BOOT model—40 per cent fixed VGF with a flexible concession period. Financial analysis by BCG confirmed this as the most viable option. The concessionaire brings 60 per cent investment, while the government's share is borrowed from HUDCO and repaid through Premium FAR fees collected by BBMP. It is not directly funded by Bengaluru's common taxpayers, instead indirectly. If the concessionaire recovers costs earlier, the project reverts to the government sooner. Q. DPR indicates over 20 potential gridlock points. How will you address this? Prahallad: We are acquiring about 40.6 acres for ramps and shafts—28.5 acres of government land and 11.5 acres of private land. This ensures we don't squeeze traffic into the existing road width. Most shaft sites are located on government lands, such as KIADB, Race Course, and Lalbagh, thereby minimising the impact on private land. By planning entry and exit ramps with adequate space, we aim to prevent bottlenecks. We have also allocated Rs 800 crore for land acquisition, as against the initial estimation of Rs 600 crore. Q. The DULT says the project doesn't align with the Comprehensive Mobility Plan. What do you have to say? Prahallad: We studied the DULT's remarks carefully. The primary reason for proposing this tunnel is that the highest traffic density is along the north–south and the east–west corridors, which were once part of the National Highway network. The movement of people from the southern parts of the city to the north, and vice versa, cannot be avoided—it is indispensable. That is why this corridor has been identified as a principal proposal. Q. Has the project received Section 19 BMLTA approval? Prahallad: Yes, the government consulted the Bengaluru Metropolitan Land Transport Authority (BMLTA), but since rules are not fully framed, the agency directed us to take an appropriate decision at the government level. Following this, the Urban Development Department formed a committee headed by a BMRCL executive. The committee reviewed feasibility, alignment, cost estimates, and even the number of geotechnical surveys done (18 instead of 14). Their final recommendation was clear—the project is feasible, but to allow a 10–15 per cent cushion for unforeseen conditions. Q. Will tunnel congestion worsen with more cars in the future? Prahallad: Our projections show vehicle growth at 7 per cent annually for the first six years, 5 per cent for the next seven years, and 4 per cent from year 15 onwards. Private vehicle use will peak by 2035 but then decline with better public transport and TOD. By 2040, the traffic growth rate is expected to stabilise at just 4 per cent, making tunnel congestion manageable. Q. Are autos and two-wheelers permitted? Prahallad: No. This is an NHAI directive, not a state decision. Two-wheelers are barred from tunnels across India, including Mumbai, for safety, speed, and security reasons. Q. What about buses? Prahallad: Yes, buses will be allowed. Early financial models excluded them from revenue calculations, which caused confusion. The final DPR makes it clear—public buses, mini-buses, and electric buses will use the tunnel. Q. Will buses get a dedicated lane? Prahallad: The design provides a 10.5m-wide, 3-lane carriageway with footpaths and refuge bays. If bus demand grows significantly, a dedicated bus lane can be introduced. The design leaves this flexibility open. Q. Why retail and commercial spaces at shafts? Prahallad: Shaft areas would remain underutilised if used only for ventilation. By adding retail, we encourage transit-oriented development and create commuter-friendly hubs. It's similar to multiplexes in malls—mobility combined with amenities attracts more users and prevents these spaces from going to waste. Q. How will you avoid risks to Metro structures? Prahallad: The tunnel is 120 feet deep, while Metro tunnels are only about 60 feet. Our alignment ensures at least '2D' clearance below Metro lines, and additional engineering care will be taken at critical crossings. Such points will receive additional engineering care during the construction phase. So there is no reason for apprehension. Q. Why is there no Environment Impact Assessment (EIA), especially after the Silkyara tunnel collapse in Uttarakhand? Prahallad: Under the Centre's 2006 notification, no EIA is required. More importantly, Bengaluru's hard granite rock is stable and conducive for tunnelling, unlike the fragile geology in Uttarakhand, which is one of the rarest of the rare cases. Nevertheless, safety precautions are being built into the project. Q. What about environmental concerns at Lalbagh? Prahallad: The tunnel runs deep underground and won't disturb surface ecology or groundwater. Precautions will be taken, but similar Metro tunnelling of 40–45 km in Bengaluru faced no objections. Q. The consultants selected for DPR and feasibility are under scrutiny. Why was such a company chosen? Prahallad: As per the law of the land, any party has the right to defend themselves. In this case, the companies in question have obtained stay orders from courts against blacklisting from various entities and defended themselves legally. Until the final judgment, we are bound by the law to allow their participation. Q: How was the response to the pre-bid meeting with construction companies? Prahallad: Very positive. All leading Indian infrastructure companies participated, along with interest from international players through Indian partnerships. No major objections were raised—only requests for more time to study details, for which we have extended the tender receipt bids till August 21. Q. The toll of Rs 330 (around Rs 20/km) is being criticised. Is it justified? Prahallad: First, tolling will start only after project completion—around 2030–31, not today. Second, only tunnel users will pay; surface roads remain toll-free. The rates follow the formula under the state government's 2008 notification, which is applied across the state. This is not unique to our project—similar tolls are already collected on elevated corridors in Electronic City and NICE infrastructure corridors. Q. The DPR mentions a 51-month deadline. Is that realistic? Prahallad: Yes. With six tunnel boring machines (TBMs), the pace is about 100m/month, which gives a 48–63 month timeline. If we use eight high-speed TBMs, the progress could double to 200m/month, reducing the timeline to 36 months for boring, plus finishing work. Tunnelling is now standard technology worldwide, and costs and timelines improve with every project.
Indian Express
3 minutes ago
- Indian Express
I reclaimed my health with the Samsung's Galaxy Watch 8 Classic, and it made me more disciplined
At 35, you have two options: evolve and become more conscious of your health, or continue living as you are, waiting for a major health issue to disrupt your life. I prioritised a healthy lifestyle above all else, and while I could manage on my own, the Galaxy Watch 8 Classic became a crucial health tool that helped me tune into my inner consciousness and identify where I had been going wrong with my health over the years. For days, I wore the Galaxy Watch 8 Classic on my wrist, and it stayed on almost the entire day, even after I went to bed. Here's my review. What: Samsung Galaxy Watch 8 Classic| Price: Rs 46,999 onwards I have worn almost every smartwatch that's hit the market over the past decade, and honestly, I'm fed up with seeing Apple Watch clones everywhere. Luckily, the Galaxy Watch 8 Classic keeps its distance from that clone territory and offers a distinct design choice. Instead of the typical square or circular base seen on most smartwatches, the Galaxy Watch 8 Classic features a squircle base with a round watch face on top, complete with a rotating bezel. The bezel is mechanical, and yes, it actually rotates (in case you are new to Samsung's Galaxy Watch line). Rotating the bezel and navigating through the watch's user interface is satisfying. I would say the rotating bezel is a truly novel experiment in shaping how users engage with a smartwatch. The whole idea of a mechanical bezel feels old, new, slightly expensive, and accessible too all at once. But more than anything, it brings me a lot of joy and a sense of fun with gadgets that's often missing these days. This time, not only is the bezel much thinner, but the watch itself feels more high-end with a stainless steel build and is comfortable to wear. It's a great fit for anyone, whether you are a startup founder meeting an investor at a hotel coffee shop in Gurugram for the first time, or a runner or cyclist looking for a lightweight smartwatch. The Watch 8 Classic comes in a 46mm case, which is a bit large for my taste. I wish Samsung had also made a version in a 38mm or 40mm case. That would have helped broaden the appeal of the smartwatch. Currently, the Watch 8 Classic appears to be either too masculine or intended for those with larger wrists. For a change, Samsung has moved away from the universal strap system and introduced a new Dynamic Lug system. Instead of using a tiny pin to swap bands, you simply slide and click to attach or remove the proprietary bands. It's a similar system introduced on last year's Galaxy Watch Ultra, as well as on Apple Watches. The watch comes in two colours: silver and black. I went with the silver, as it gives a more premium look and works well with both casual and office attire. My review unit came with a high-quality band that's comfortable enough to wear all day. I have very sensitive skin, and in the past, I have experienced rashes during the summer when wearing smartwatches all day. The Watch 8 Classic also comes with an IP68 rating and a 5ATM water resistance rating, meaning you can swim with the watch but diving is not advised. For that, you should consider the Galaxy Watch Ultra, which is designed for serious athletes and those who are a bit more adventurous. Personally, I don't place much emphasis on the looks of a smartwatch. However, I do expect it to be lightweight and comfortable enough to wear for extended periods so that I can track important health metrics. That's the point why average people buy a smartwatch. From a hardware point of view, not much has changed: except for the new 3nm chip, an upgraded 64GB of storage, and the addition of dual-frequency GPS using both L1 and L5 bands. The chip offers faster performance (though you probably won't notice much difference). The display is now rated at 3,000 nits of peak brightness, a significant boost from the 2,000 nits on the Galaxy Watch 7. The 1.34-inch Super AMOLED panel is sharp and colourful, with scratch-resistant sapphire crystal protection. I found it easy to read notifications and check the time even in bright sunlight. That being said, the 1.34-inch display feels a little cramped but it's not a dealbreaker. While the regular 44mm Watch 8 has a 1.47-inch display, the Watch 8 Classic, despite having a larger 46mm case, actually has a smaller screen. The larger Watch 8 Classic is powered by a 445mAh battery, which gave me close to a day and a half of use per charge, including at least one morning workout and overnight sleep tracking with the always-on display enabled. I typically put the watch on my wrist at 6 am every day (I wake up early and go for a walk at 7 am), and it easily lasts all day, even through the night while I sleep. The watch usually holds out for a few more hours, up until around 12 noon the next day. In comparison, when I wear the Apple Watch, I have to charge it overnight and more often than not, I forget to. I can't deal with that extra hassle when my days are already long and exhausting. A big reason why I liked the Watch 8 Classic is the user interface, thanks to the new One Watch UI 8. It's Samsung's custom interface layered on top of Google's WearOS, but the Watch 8 Classic feels noticeably different from other WearOS-powered smartwatches. For example, Samsung moves away from the typical full-screen experience and instead allows multiple tiles to appear on a single screen. The deeper you explore, the more you'll notice that tiles now come in two sizes (small and large) and you can add multiple tiles to a single page. In contrast, on most other WearOS smartwatches, tiles and widgets usually take up the entire screen. This makes interacting with tiles much simpler. Now, for instance, you can have a dedicated 'Health' page that includes all your health-related tiles without needing to scroll through 10 different pages. The Now Bar feature is a nice touch, appearing at the bottom of the Watch 8 Classic during different types of live activities. It may seem like a small feature, but it's actually quite useful in daily use. For example, just by glancing at the watch, you can see how much time is left on a timer without needing to keep the timer app open. I have always had a conflicted idea of how voice assistants work on smartwatches. That's mostly because I have been an Apple Watch user, and Siri is, quite honestly, a bare-bones assistant. However, using Google's Gemini on the Watch 8 Classic was a very different experience and it works well most of the time. I mean, Gemini makes a lot of sense on the watch. It's smart enough to find useful information, possibly even a lifesaver when you need it most, without having to take your phone out of your pocket. It can pull up the right landmarks when you are new to a city and exploring unfamiliar places. It's pretty neat, I would say. I am glad that Gemini on the Watch isn't being used for gimmicky features like image creation. On the Watch 8 Classic, Samsung has introduced a new Quick Button, located on the side of the watch body. It can be programmed to launch workouts, open apps, or act as a shortcut to Gemini. However, keep in mind that Gemini requires an internet connection (Wi-Fi or LTE) to work. So, Bluetooth-only Watch 8 Classic users will need to have their phone nearby, or opt for the Watch 8 Classic with LTE connectivity, which costs Rs 50,999. When I wore the Watch 8 Classic at the Unpacked event in New York in June, I had already made up my mind that I wanted to use the watch more as a health tool than just for timekeeping. I was very clear about this because I had already started taking my health seriously and was in the midst of a transition. Smartwatches are jam-packed with sensors and health features, but how that data is delivered to you and what you do with it is what really matters. The Watch 8 Classic feels like a much more mature smartwatch compared to Samsung's last few models. Its health features, though abundant, are less finicky and more data-driven. That said, not all of its health features are perfect. You get new metrics for cardiovascular health, a skin-based antioxidant index, improved bedtime guidance, and a personal running coach. All these tools take advantage of Samsung's advanced BioActive sensor, which is available only on the Series 8 models (and the Ultra). That said, none of these features is medical grade, and it's always advisable to consult a doctor. The Watch 8 Classic's step count and heart rate tracking are almost spot-on, and even the sleep tracking, for that matter, matches what I get from my Apple Watch. The dual-band GPS has also been consistent, quickly getting a signal and accurately mapping my outdoor runs and walks without any major issues. However, I did experience problems with the SpO2 tracking on the Watch 8 Classic. It felt inaccurate and inconsistent at times. The Watch 8 Classic also features the world's first antioxidant reader, which measures the level of antioxidants in your blood through a thumb reading. You receive a score between 0 and 100, which falls into one of three categories: very low, low, or adequate. The Watch 8 Classic indicated that my Antioxidant Index was low, despite my maintaining a balanced diet. I am still unsure whether to rely on this index or take it with a grain of salt. There's also a new metric called Vascular Load, which measures the strain on your heart during sleep. These readings are presented on a low-to-high scale to help you understand how certain behaviours like alcohol intake may be contributing to your long-term risk of heart disease. I plan to continue monitoring this feature to see how useful it proves to be over time. I spent a lot of time testing Running Coach, a virtual coach that gives you personalised training plans and real-time feedback to help you get back in shape. It starts with a brief questionnaire on your phone about your running and workout habits. Then, it asks you to log your longest run in the past three months. The idea behind Running Coach is to first understand your physical condition, and based on that, assign personalised workout plans. The runs are pace-based, with Running Coach providing on-screen guidance and audio cues to help you stay on track. Look, Running Coach isn't aimed at advanced runners. It's more for people like you and me. It encourages and pushes you while helping you become more aware of where you have been going wrong. It also helps you start understanding your running data so you can get fitter over time. However, the results don't show immediately; it takes time for Running Coach to improve and adjust your training plan as it gathers more data from your runs. I think there's a lot of potential in Running Coach, and it will only get better if Samsung continues to update it with new features. All of this information is then visible in the Samsung Health app. What makes the Watch 8 Classic exciting is that it sits at the intersection of both strong hardware and thoughtful software. Of course, it doesn't have Garmin's advanced fitness software, but I think Samsung has succeeded in making it simple to interact with the smartwatch and track your health metrics, that's what really works here. The Watch 8 Classic is genuinely refreshing, bringing together a cool, innovative mechanical rotating bezel design and a wide range of health features in one place. That being said, none of these health features are clinically verified, and they aren't meant to replace medical-grade tests. Still, I would urge you to start taking your health more seriously and become better at understanding your health data. That's what the Galaxy Watch 8 Classic is trying to be: not your doctor, but a health coach that guides you to get fitter and take action before it's too late.
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Business Standard
33 minutes ago
- Business Standard
Listing a reality, possible in 12-18 months: Classic Legends MD Thareja
The public listing of Mahindra group-backed Classic Legends, the maker of iconic brands Yezdi, Jawa and BSA, is a reality, and a timeline of 12-18 months is a possibility, as it seeks to create a credible mid-market global brand, according to its MD and co-founder Anupam Thareja. The company -- which has an R&D centre for electric vehicles in the UK, supported by the government there -- is ready with its electric motorcycle, but will launch it only when the market is ready, especially in terms of charging infrastructure, he told PTI. When asked if a public listing of Classic Legends is on the distant horizon, Thareja said, "Not at all. In fact, you will be happy and surprised that we just gave stock also have investors in this company. So listing is a reality, and it has nothing to do with unlocking shareholder value. It is the way this is constructed. This is a global company we are creating". Stressing that the company chose to launch the BSA brand first in the UK and then in India, he said, "That is audacity, that is the belief (that we have)...the world needs a credible mid-market motorcycle brand..." He further said,"...we (will) need capital in the future, but should we have a listed vehicle? 100 per cent and that's not in the distant future by the way". When asked if the listing can happen in the next 12-18 months, Thareja said, "I don't have the desperate need to raise capital. We are sitting on Rs 875 crore of capital. So, I'm not going to do it just for money, but will it happen in 12 to 18 months? Why not, of course". On the company's electric vehicle plans, Thareja said, "We are ready with our (electric) bike, we can launch as soon as we want, but I don't think the market is ready". Elaborating, he said, for the type of bikes Classic Legends is into, long range (battery) is required, but battery packs are still expensive, and there are multiple issues related to charging infrastructure and availability of retail financing for electric motorcycles. He said electric adoption in two-wheelers will be first seen in scooters, followed by commuters, and the premium 'classics' segment is expected to be the last. Thareja said Classic Legends has "had a very deep relationship" with the UK government, which gave the company 50 per cent grant, under which "whatever money we put they will give us equal money as a grant to set up an electric R&D unit in the UK. That is running and we have an engineering segment in Coventry, which is making electric bikes". There is a very high probability that the UK will be the first market where the electric bike will be first launched, he said without disclosing details. (Only the headline and picture of this report may have been reworked by the Business Standard staff; the rest of the content is auto-generated from a syndicated feed.)
