Possible pathway for resilient public transportation system:

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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A resilient transportation system is one–

a) that is made of entire low capacity to high capacity public transportation system, and has such system under single apex governing entity, for better control, cross-subsidisation, and better access to fund due to critical mass (applicable in both mono and multi-stakeholder arrangement)

b) that includes even last mile connectivity in its project scope, offering matching service experience (often excluded and usually only limited to feasibility studies or sometime complemented with poor last mile fleet services)

c) which still plans for future growth and expansion even when battling with low ridership at any moment

d) mobilises sound instruments beyond transit infrastructure, rolling stock and fleet, like TOD, value capture, rail and metro station real estate lease, advertisement space lease, monetising experience etc.

e) which forms partnership with other forms of complimentary transportation service providers and competitions like app based cab service, rideshare, micromobility services, bicycle rental; especially for seamless connectivity, healthy mutually rewarding competition, and making use of anonymised data for passenger flow modelling, network analysis and empirical predictions

f) which has opted for digitalisation of governance and operations from customer centric services, to network management, to unified cashless ticketing system, to fleet management and tracking, to predictive maintenance, to fleet automation, to on-demand services

g) which focuses on customer service, customer acquisition and customer retention in all separate target age, gender and ability groups and creates channels to actively seek passenger and anonymous feedback

h) which has excellent online and offline information dissemination and audio-visual display system and hence can devise flexible network configuration and flexible coach configuration without disappointing customers, required to respond to fluctuating demand, many a times experienced due to seasonal and diurnal variation, route characteristics and force majeure event; required to stay financially afloat (system that not just focuses on expansion, but one that is able to sequester as well)

i) finally, public transportation system, which may consider to experiment with real time flexible ticket pricing based of fleet occupancy level using gamut of technological aids like sensors and analytical cameras.

Additional thoughts on real time pricing for public transport system can be found in my other Linkedin article here [https://lnkd.in/eaa28zat]

Author: Anoop Jha

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[Recent update

Starting 2024, launching urban management, interior design, home decor and commissioned artwork services in the Netherlands, serving local as well as international remote clients.

Please Note, that I am also conducting a FREE 45-minute online individual consultation on your interior design and home decor needs and aspirations if you are in the Netherlands or even internationally. Drop me an email at anoop.jha@gmail.com 

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

Instagram interior design page @urbantenets 

Instagram fine art and illustration page @urbanoregional 

My LinkedIn Profile: https://www.linkedin.com/in/anoopjha/

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#publictransport #metro #tram #bus #transitionpathways #transportplanning #automation #technology #micromobility #bicycle #rideshare #fleetmanagement #networkanalysis #ret #ns #urbanplanning #smartcity #Amsterdam #Utretch #Hague #Delft #Denbosch #Alkmaar #Tilburg #Eindhoven #Rotterdam #Netherlands

Possible pathway for resilient public transportation system:

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

************************************************

A resilient transportation system is one–

a) that is made of entire low capacity to high capacity public transportation system, and has such system under single apex governing entity, for better control, cross-subsidisation, and better access to fund due to critical mass (applicable in both mono and multi-stakeholder arrangement)

b) that includes even last mile connectivity in its project scope, offering matching service experience (often excluded and usually only limited to feasibility studies or sometime complemented with poor last mile fleet services)

c) which still plans for future growth and expansion even when battling with low ridership at any moment

d) mobilises sound instruments beyond transit infrastructure, rolling stock and fleet, like TOD, value capture, rail and metro station real estate lease, advertisement space lease, monetising experience etc.

e) which forms partnership with other forms of complimentary transportation service providers and competitions like app based cab service, rideshare, micromobility services, bicycle rental; especially for seamless connectivity, healthy mutually rewarding competition, and making use of anonymised data for passenger flow modelling, network analysis and empirical predictions

f) which has opted for digitalisation of governance and operations from customer centric services, network management to, unified cashless ticketing system, to fleet management and tracking, to predictive maintenance, to fleet automation, to on-demand services

g) which focuses on customer service, customer acquisition and customer retention in all separate target age, gender and ability groups and creates channels to actively seek passenger and anonymous feedback

h) which has excellent online and offline information dissemination and audio-visual display system and hence can devise flexible network configuration and flexible coach configuration without disappointing customers, required to respond to fluctuating demand, many a times experienced due to seasonal and diurnal variation, route characteristics and force majeure event; required to stay financially afloat (system that not just focuses on expansion, but one that is able to sequester as well)

i) finally, public transportation system, which may consider to experiment with real time flexible ticket pricing based of fleet occupancy level using gamut of technological aids like sensors and analytical cameras.

Additional thoughts on real time pricing for public transport system can be found in my other Linkedin article here [https://lnkd.in/eaa28zat]

Author: Anoop Jha

#publictransport #metro #tram #bus #transitionpathways #transportplanning #automation #technology #micromobility #bicycle #rideshare #fleetmanagement #networkanalysis #ret #ns #urbanplanning #smartcity #Amsterdam #Utretch #Hague #Delft #Denbosch #Alkmaar #Tilburg #Eindhoven #Rotterdam #Netherlands

Municipal Finance in India : Municipal Tax Revenue sources

Municipal Revenue generation through Taxation in India

“Local Self Government becomes meaningless in the absence of financial autonomy. It enjoys the power of imposition of local taxes. The municipal bodies must have a wider scope of collection of revenues”

(Source: UIDSSMT)


ULBs have invented many channels and instruments of revenue generation in course of time due to urgency of handling growth, some of the tax sources both conventional and non-conventional, are mentioned below.

TAXES/FEES

CONVENTIONAL MUNICIPAL REVENUE SOURCES

Composite Property Tax

Water Charges

Sewerage Charges

Conservancy Charges

Building Permit Fee

Development Charges

Trade Licensing Fee

Advertisement Tax

Shop Room Rent

OTHER GENERAL MUNICIPAL REVENUE SOURCES

House Tax 

Show Tax  

Building Plan Fee

Tax on the consumption of Electricity    

Sale of liquor     

Cess on the transfer of immovable property   

License for Dangerous and Offensive trades

Rates are varied in respective ULBs

Rehari License Fee

Tehbazari Tax

Slaughter House Fee

Cattle Pound Fees

Birth & Death Certificate Fee

Copying Fee

Tree Cutting Fee

Library Membership

Ground Tax

Vehicle License Fee

Death & Birth Reg./ Late Fee

Forest /Garden Income

Dog License Fee 

Animal Tax (Cattle Pound)

Trade License Fee

Tax on advertisement other than advertisement published in the newspaper.

NON-CONVENTIONAL MUNICIPAL REVENUE SOURCES

Vacant Land Tax

Service Taxes

Surcharge on Land Registration Duty

Water Supply Donations

Water Supply Connection Charges

Water Benefit Tax

Water Betterment Charges

Sewerage Donations

Sewerage Connection Charges

Sewerage Benefit Tax

Sewerage Betterment Charges

Bulk Garbage Collection Charges

Betterment Charges

External Betterment Charges

Open Space Contribution

Impact fee

Transferable Development Right

Premium FSI

Sub-division charges

Planning Permission Betterment

Road Cutting Charges

Street Tax

Frontage Tax

Cess on Infrastructure

Motor Vehicle Tax/Surcharge

Tax on Petrol and Diesel

Business License Fee

Hoarding Charges,

Advertisement Placement Fees,

Cable TV Fee,

TV Advertisement Charges

Royalty on Auctions

INNOVATIVE /UNIQUE MUNICIPAL REVENUE SOURCES

General Obligation Bond/ Municipal Bond

Awarding of development rights,

Town planning schemes (TPS)

Plot/layout readjustment

Additional FSI/FAR

Goodwill auctions

Bank linkages (for Urban Poor)

Capital-based property tax system

Land banking

Transferable development rights (TDR)

Special Education tax

Pilgrim

Octroi

Special and General Sanitation

Shows

Toll on Vehicles,

Timber

Terminal

Menial Domestic Servants

Artisans

Entertainment Tax

SOME OF THE UNIQUE REVENUE STREAMS (THROUGH FEES/ CHARGES) OF MUNICIPALITIES ACROSS MAJOR STATES IN INDIA

Registration Fee

Mutation Fee

Market Fee 

Trade License Fee

Compounding Fee

Slaughter House Fee

License Fee

Betterment / Development Fee

Fire Brigade

Public Health

Swimming Bath Fee,

Stock Registration

Cattle Pound Fee

Teh Bazari Fee

Pilgrim

Scavenging

Prevention of Food Adulteration Fee

Dangerous and Offensive Trade License Fee

Animal Registration Fee

Compounding Fee

Warrant Fee

Bus Stand Fee

Copying Fee

Cart Stand Fee,

Encroachment Fee

Fees from burning ghats

Birth and Death Registration Fee

Sources:

cgg.gov.in/  (http://bit.ly/Jb35C5),

UIDSSMT / http://bit.ly/IkNKk0,

RBI / http://bit.ly/J8i70d

Data mining of local print Media for contextual urban planning

By - Anoop Jha

Analyzing vast database of local and regional newspapers

Media is called the mirror of society and it tells the stories of any region and its people as seen and gathered with continuous efforts.  Imagine the amount of data and information media might have gathered collectively in course of decades of exploration, about any particular region, its people, community and their behavior, their needs and aspirations, their strengths and their opportunities, their social and economic dynamics and potentials. 


[Handpicked Books] 




This huge amount of data can be of tremendous importance for planners and policy makers, if filtered and analysed properly. Let’s take print media for the purpose of data mining since it would be easier to dig from the decades of archive, of national, regional and local newspapers.

Collage of print media

What’s the standard way of research for different planning projects? Planners are generally dependent on secondary data in elementary stage and primary data at later stage to arrive at a conclusion in term of what could be the best suitable plan for a city or region. 


When it comes to secondary data collection, most of the time it’s either published reports or online database which is user uploaded content on which they rely. This relevant information may be authentic, may be half baked, may be partially relevant, may be totally wrong or may not be available even.

Local & regional newspapers

What about local print media? Have we forgot to explore the rich and authentic information which the local newspares have generated across a large time span. Though its little tiresome to filter all those relevant information about the particular region or issue from the thousands of chronological issues of dozens of national and regional newspapers and magazines. But no information can be as authentic, precise and relevant as the collective database of this vast landscape of print media not even primary data. Need is to encourage and formalize a methodology to utilize this untapped knowledge of print media for the planning process.

Intercity travel congestion - Need for a new regional planning approach

By - Anoop Jha

Too much focus on urban planning and too little regional planning

Intercity Transport

Regional Development Plans in terms of intercity mobility plan are long term planning process which are primarily Policy level decisions and most of the time such projects remain stagnant at strategic level. Very few of these projects gets implemented in time while situation keep becoming increasingly critical, for example- intercity traffic congestion.

Most of the proposed projects are capital intensive and hence undergo long review process and witness relatively less thrust from political arena, while other mounting  large numbers of smaller projects at urban level demands immediate attention at the same time and witness  more political willingness, due to relatively shorter implementation period and medium to small  investment in comparison to regional development project, particularly in Transport sector. 

At national and regional scale government has so many pressing priorities in terms of public welfare and social infrastructure like, health, education, water and sanitation etc. that they tend to push  back some elements of physical infrastructure projects like upgradation, widening of existing intercity roads, crucial regional transport junctions, new bypasses, and expressways link roads.  In regional transport plan another reason of choked intercity transport corridors and delayed project implementation is that regional plan are placed lower in terms of prioritized projects, because their immediate priorities are close to core of the city and as we go further from center of the city nature of project starts changing from urban to regional, and projects in regional category are part of later phases of the projects and mostly strategic in nature with some physical planning proposals. 

Need is to identify and prepare  exhaustive list of planning indexes like, demography, revenue, technology,  covering large spectrum of subjects and society, and based on those index a blanket matrix should be created to arrive at more realistic priority list of project.

Perception of space – a function (f) of day and night

Dramatic shift in Perception of Space during Day and Night.

Day and Night, an ever existent inseparable phenomenon, it’s an external influence on the perception of space, architecture and built form, an environmental influence which alter the experience of space in dramatic way, but we pay very little attention on such a wonderful aspect of such powerful influence while planning an urban setting, or while designing interior of a building. 

In day sun light is ambient and almost omnipresent when it comes to outdoor urban setting with an interplay of light and shadow, but mostly the experience of any specific outdoor space is more or less uniform and little monotonous throughout the day, while night provides infinite possibilities to create, mould, play with space, volume and ambiance outdoor as well as indoors using variety of light sources. Volume of space is directly proportional to intensity of light source, sources of artificial light give a totally different perception on a dark night compared to day time since the space that we perceive and experience in night time. In this case the bright perceived space slowly merges into the  dark sphere of night. Hence night provides ample scope of creating user experience in an urban setting and its responsibility of planners, and architects  and landscape architects to plan and design lighting of public spaces as well interiors of a building with an aim to provide a unique experience of end use in night period. 

Cost of Parking Infrastructure

Cost Comparision of Parking, Multilevel Parking (MLP) & Automated Parking PPP projects 
(Cost in Rs. Cr.)

Multi Level Parking

Post by: Anoop Jha