Tamil Nadu has been late to obtain electrical buses: Phanindra Reddy

There was a lot hype about decarbonising transport, notably the transport system throughout India. State Transport Undertakings like [those] in Tamil Nadu have assured the induction of the e-buses into their fleets, with bulletins for such plans in Chennai, Madurai, Coimbatore. The place do issues stand for the time being?

We now have began procurement of buses a bit late, however, each on [sic] the know-how entrance and the procurement mannequin are new to us. We now have adopted the GCC mannequin of procurement the place we will probably be deciding on a vendor and paying [him] solely per kilometer value.

There isn’t any capital value outgo for the Company. So, that is beneath a World Financial institution programme whereby, we’ve got signed a efficiency settlement with the World Financial institution, and it’s between the MTC [Metropolitan Transport Corporation] and the [State] authorities. The MTC will ship on the efficiency parameters. And the federal government would give grants to MTC. Within the first stage, MTC has procured about 500 buses beneath the GCC contract technique, and we predict these buses to roll out by April.

They are going to be coming to the roads by April 2025. And, inside 2 to three months, all the five hundred will probably be coming. That’s the expectation. The second procurement beneath the GCC will even be coming to the market quickly, once more for one more 500 buses.

We now have already come out with a bid for procuring 500 buses, beneath the KfW funding; out of 500, 300 will probably be for Chennai and there will probably be 120 for Coimbatore and 80 for Madurai. Right here, we’ve got adopted a distinct technique. It’s capital value plus O&M (operation and upkeep) the place the identical vendor can be supplying and likewise will probably be sustaining the buses however we will probably be paying capital value upfront and thereafter, the seller can be sustaining the buses over the lifetime of the buses. And they are going to be offering the driving force additionally and the Company will probably be offering the conductors. So, that is the plan. 

However why are you choosing two totally different procurement fashions? 

We need to check each the models–how they work when it comes to the business phrases and when it comes to the O&M [operation & maintenance] obligations. So these are two fashions out there. In each the instances, as you may see, the O&M is outsourced. Mainly, to make sure that since it is a new know-how, you’ll not take the know-how threat on us and we want to have this with the seller in the intervening time until such time because the know-how matures.

Why is the GCC mannequin most popular? 

It’s mainly as a result of [of] the know-how threat. Not like the ICE engines, we aren’t very conversant with how EV performs and the way the upkeep issues would come up and the way you would guarantee effectivity. We’re, I believe, one of many high States when it comes to the ICE engine upkeep. We get a mileage of 5 plus per kilometer whereas we aren’t very positive about that in EVs. We simply don’t have any information or expertise in upkeep. So, until such time as we turn out to be conversant with EV machines, we thought we could have it within the GCC technique.

What’s the association with regard to land and [other aspects] charging infrastructure? Wouldn’t it be aligned with present petrol and gasoline stations of STUs?

We now have our personal depots–some of the depots earmarked for EV buses. So, [in] these depots, house will probably be allotted to the distributors and they are going to be working out of these depots. 

As you procure increasingly more (EV buses), additionally, you will [be decommissioning]?

Sure. In any case, we will probably be decommissioning, as you realize, the ICE infrastructure. In order that will probably be out there for EV. 

Have you ever thought of the long-term implications of counting on the charging infrastructure being supplied by the automaker within the absence of standardisation of bot battery know-how and charging infrastructure?

These are imponderables, as of at the moment. That is the rationale why we’ve got gone the GCC manner. So, until such time because the know-how matures and will get standardised, the chance is assigned to the seller. 

Wouldn’t it not be helpful to make sure [that] all EV makers come collectively to standardise?

It’s a aggressive market and it didn’t occur in ICE engines. Standardisation didn’t occur in ICE engines [that way] and I don’t count on that to occur in a rush in EV. It could take a while.

With totally different battery applied sciences on the highway, every bus must dock at a particular automaker’s facility to swap batteries. So, is there any effort to unify battery know-how as nicely? And are there fashions of battery swapping infrastructure?

There are two elements. As an operator, I do know we’ve got secured our place when it comes to having our personal charging stations. Now, your query is extra related for particular person customers of automobiles, three-wheelers or standalone bus operators. Then, we want to have charging stations, which aren’t monopolised, that are standardised and swappable. So far as the massive operators like State Transport Undertakings (STUs) are involved, I believe it’s standardised.

By let’s say 2028, what number of EVs will probably be operated by STUs?

Straightaway, we are able to have a look at about 1,300 by the top of calendar yr 2025 and after that, I believe we are able to count on about 500 to 750 yearly. Initially, we’ll have the ability to have a look at solely the city service as a result of we will probably be having battery capability limitations. Thereafter, we are able to think about the long-distance intercity buses.

Printed – March 25, 2025 07:00 am IST