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Time of India
4 days ago
- Business
- Time of India
Chhattisgarh cabinet approves state capital region authority to boost urban growth
RAIPUR: Chhattisgarh cabinet on Friday approved a slew of transformative proposals, with the most ambitious being the establishment of a State Capital Region authority (SCRA), modelled on the lines of Delhi's NCR. Tired of too many ads? go ad free now The proposed authority aims to manage the rapid urban growth across Raipur, Durg-Bhilai, and Nava Raipur Atal Nagar by ensuring systematic, sustainable, and planned development. The cabinet was chaired by chief minister Vishnu Deo Sai at Secretariat in Nava Raipur and given projections that the region will house nearly five million people by 2031, the cabinet underscored the need for efficient land use and environmental protection. A govt statement said that SCRA will focus on urban planning, infrastructure investment, inter-agency coordination, and controlling unregulated urban sprawl. It is set to become a key driver of smart, balanced urbanization in Chhattisgarh. Chief Minister Vishnu Deo Sai stated that the cabinet decisions represent a forward-looking vision for Chhattisgarh, blending urban modernization with inclusive development. From capital region planning and tribal empowerment to youth innovation and public service reform, the initiatives reflect a comprehensive roadmap for a progressive and equitable future. Among other key decisions, the cabinet approved the creation of 30 ex-cadre posts to promote State Police Service officers of the 2005 to 2009 batches to the senior pay scale. This move is intended to streamline service progression and improve administrative efficiency within the state police force, officials said. Tired of too many ads? go ad free now The cabinet also sanctioned a non-profit joint venture between the Chhattisgarh Government and PanIIT Alumni Reach for India Foundation. The joint venture will focus on skill-building, vocational education, and rural entrepreneurship for tribal youth, women, and the transgender community. Leveraging unused funds from Tribal and Scheduled Caste Sub-Plans, this venture will offer job-ready training, including foreign language skills, with training centers established in repurposed government buildings identified by district authorities. On the transport front, amendments to the Chhattisgarh Motor Vehicles Taxation Act, 1991, and Motor Vehicle Rules, 1994, were approved to allow vehicle owners to transfer fancy registration numbers to new or relocated vehicles for a prescribed fee. Government vehicles will be exempt from these charges. This is part of the broader strategy to reduce road accidents and vehicular pollution by phasing out older vehicles. To improve the quality of private higher education, the cabinet cleared the Chhattisgarh Private Universities (Amendment) Bill, 2025, while also advancing the state's innovation ecosystem through the approval of a new Student Startup and Innovation Policy. The policy aims to reach 50,000 students across 100 technical institutes, support 500 prototypes, file 500 intellectual property rights, and incubate 150 startups, with special attention to tribal regions and priority sectors like agriculture, clean energy, health, and manufacturing. To align with the Union's financial regulations and enhance GST mechanisms, the cabinet approved the Chhattisgarh GST (Amendment) Bill, 2025, making inter-state transactions more seamless and strengthening the input service distribution system. Land governance will also see improvements following the approval of the Chhattisgarh Land Revenue Code (Amendment) Bill, 2025. The revised code will facilitate faster land partition, curb illegal plotting, enable digital mapping (geo-referencing), and simplify processes for inheritance-related name transfers. These changes are expected to reduce legal disputes and support smoother implementation of industrial, housing, and urban development policies. Besides, the cabinet approved amendments to the Kushabhau Thakre University of Journalism and Mass Communication Act, 2004, aimed at reforming the structure and academic functioning of the institution, in line with contemporary medi a education needs.
Hindustan Times
06-07-2025
- Automotive
- Hindustan Times
Changing the goods transport paradigm with autorickshaws
As India's cities grow more digital and delivery-driven, the pressure on urban logistics is steadily rising. Yet navigating India's dense, informal, and congested urban fabric requires a kind of fleet that is both agile and affordable. Passenger autorickshaws may be considered here. Many autos are underutilised for much of the day, operating mainly during peak hours. Drivers, often earning inconsistent incomes, use off-peak hours to carry small parcels in informal arrangements. The vehicle is there. The demand is there. What is missing is the regulation of the service through a transparent policy guideline. Many autos are underutilised for much of the day, operating mainly during peak hours. Drivers, often earning inconsistent incomes, use off-peak hours to carry small parcels in informal arrangements (Parwaz Khan /HT PHOTO) Currently, most passenger autos operate under contract carriage permits that prohibit the transportation of goods. The Motor Vehicles Act includes an exemption for vehicles under 3,000 kg from needing a separate goods permit. However, this clause is interpreted and implemented inconsistently across states. While some allow dual use under defined conditions, others require prior approvals or offer no guidance at all. The result is a regulatory grey zone where informal practice outpaces formal policy. According to urban freight studies from the Centre for Digital Economy Policy Research at IIT Delhi and the World Resources Institute (WRI), dual use could raise utilisation by 30-50% and increase monthly driver income by ₹3,000-5,000. For small merchants, access to nearby, affordable delivery options could lower logistics costs and expand their service reach. A 2023 WRI study found that using passenger autorickshaws for small goods delivery costs nearly 50% less than using dedicated three-wheeler cargo vehicles. Even if just 10% of India's estimated $40 billion urban and last-mile logistics market loads could be shifted to autorickshaws, the potential savings could exceed $2 billion annually. These savings would be shared across drivers, merchants, platforms, and of course, the end-users. Currently, there is a structural gap in the vehicle ecosystem. Loads under 20 kg are typically handled by two-wheelers or informal foot delivery. Freight over 300 kg moves through standard goods carriers. But many small businesses operate in the middle, dealing with 20 to 300 kg per trip. Without a flexible and cost-effective option, they often resort to paying for cargo vehicles that are oversized for their needs. Autorickshaws could fill this gap seamlessly. By law, passengers are allowed to carry up to 50 kg of luggage in an autorickshaw. If it is considered safe to carry that weight along with a passenger, it is entirely reasonable to allow the same payload when the vehicle is operating alone on a goods-only trip. Some states have begun to act. In Kerala, the Motor Vehicle Rules permit dual use under basic safety and cleanliness conditions. Gujarat, Tamil Nadu, Uttar Pradesh, Punjab, Andhra Pradesh, and Chandigarh follow similar principles. Their rules do not explicitly prohibit carrying goods, so long as the cargo is non-hazardous, hygienic, and does not cause discomfort. Tamil Nadu even outlines the responsibilities of drivers toward both passengers and goods consignors. Other states are more restrictive. Maharashtra, Madhya Pradesh, and Rajasthan require prior approval from regional transport authorities. These permissions often include conditions on types of goods and zones of operation. While these rules are grounded in safety and planning concerns, the lack of a unified framework has hindered wider adoption and scale. The ministry of road transport and highways, working with state departments, could issue a model rule clarifying the application of the national exemption for light vehicles. This could include guidelines on permissible weight and size limits, hours of operation, hygiene and safety standards, restricted goods categories, and simple registration processes. This would give states a shared baseline to adapt to local conditions. Drivers would have a legally sanctioned way to diversify earnings. Platforms could on-board local fleets for structured delivery services. Small businesses would gain a cost-effective logistics option. Urban authorities could reduce redundant trips and better manage traffic flows. It would bring into the formal economy a widespread but unrecognised practice. There are environmental advantages, too. Light commercial vehicles contribute disproportionately to urban air pollution. Dual use of autos in circulation could cut emissions by reducing separate freight trips, more so with the growing adoption of electric autos. Concerns around safety or enforcement are valid but manageable. Bringing informal delivery practices into the formal fold allows authorities to set standards, offer oversight, and partner with platforms to track compliance. Some practical considerations will require attention. Public access to passenger services should not be compromised, particularly during peak hours or in high-demand zones. Light-touch measures such as visible markings for dual-use vehicles, periodic fitness checks, and optional insurance schemes for participating drivers may help build trust. The focus must stay on unlocking the underutilised potential of autorickshaws for short-haul delivery, not overloading the model with standards that cities are not yet equipped to enforce. Jagadish Shettigar is a former member, Prime Minister's Economic Advisory Council. The views expressed are personal
