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Mumbai’s Idea Of Raising Stamp Duties To Finance Infrastructure Is Daft: Here’s Why

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Snapshot
  • The central principle to apply while taxing anything should be a simple one: the user should pay.

    So, if you want to tax property users for financing roads, you raise property taxes, not stamp duties.

The Maharashtra government wants to finance transport infrastructure – metros, monorail, bus rapid transport systems and freeways – by levying a 1 per cent surcharge on the stamp duty payable on city property purchases.

This is daft. The Mumbai property sector is already reeling under large inventories of unsold flats, especially in central Mumbai, and trying to raise more money from stamp duty will raise property prices when they are already unaffordable to even the upper middle classes. Unsold inventories in the Mumbai metropolitan region rose by over 56 per cent between 2013 and September 2018, to 2.3 lakh flats.

The central principle to apply while taxing anything should be a simple one: the user should pay. So, if you want to tax property users for financing roads, you raise property taxes, not stamp duties. The former taxes existing owners for the facilities they enjoy, while the latter taxes new buyers, thus constricting economic activity. Taxing buyers is the surest way to make demand for properties fall, and when this happens, you will have more slums and an even greater demand for infrastructure, as people migrate to more distant suburbs.

This principle has been given the go-by even while imposing road tolls in Mumbai. Instead of taxing car users in the city, the government taxes cars entering the city from five access points. Mumbai’s roads are used mostly by Mumbaikars, but the tolls (actually, entry taxes) are paid by people entering and exiting the city.

There is no harm in raising money from entry taxes, but if it is only part-time users of roads, rather than the regular users, who pay these taxes, it does not serve the broader taxation principle of taxing users according to their usage.

Mumbai, like London, is ripe for congestion surcharges and higher parking fees, and if executed properly, RFID-based chips can be affixed on all city-registered cars, with wayside sensors picking up signals whenever car users enter busy areas. The payments can be made either through prepaid chips, or through e-bills generated monthly or quarterly.

Bengaluru, faced with pollution and traffic congestion, wants to ban the registration of new vehicles, when a hike in annual car usage fees or road usage surcharges will generate the same revenues without impacting the car market as a whole.

When you ban cars from even being sold and tax properties so high that they become even more unaffordable, you are not solving any problem. You are, in fact, worsening them, or shifting the problem to another area.

Bihar’s Infrastructure Gets ADB’s Push: Government Signs $200 Million Deal To Improve Highways

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The Union Government of India and the Asian Development Bank (ADB) signed a $200 million loan agreement to develop highway infrastructure in Bihar on 26 November (2018).

The funds will be utilised to widen and upgrade around 230 km of highways in the state to all-weather standards with road safety features. This loan is part of Bihar government’s broader mission of upgrading all State Highways to meet the two-lane standard and provide better surfaces.

This is expected to help citizens save in vehicle operating costs and travel time, reduce vehicle emissions, and improve road safety across the state. It is the fifth such loan from ADB since 2008, and the bank has provided $1.43 billion to upgrade about 1,453 km of State Highways and to construct a New Bridge over the Ganga River near Patna.

Asian Development Bank, conceived in the 1960s, is a development finance institution comprising of 67 member nations, 48 of which are from the Asia Pacific region. The bank has a weighted voting structure similar to that of the World Bank, the USA and Japan hold the most substantial proportion of shares at 15.607 per cent. While China has 6.444 per cent, India holds 6.331 per cent.

Also Read: NDA Government Built 26 Per Cent More Highways In Four Years Than UPA’s Five Year Record

Chinese Stock Rolling On Indian Tracks: CRRC Dalian Delivers First Three Coaches For Nagpur Metro

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CRRC Dalian, a company affiliated to China’s top train manufacturer CRRC corporation has produced its first three coaches for the Nagpur Metro , Indian Express has reported. It had bagged an order to produce 69 coaches and maintain them for ten years last year.

The coaches made of stainless steel can run at a maximum speed of 80 kilometre per hour. Coaches will be used on two urban railways totalling 38 kilometres.

CRRC specialises in manufacturing diesel locomotives, electric locomotives and urban rail cars. The company has exported its products to countries like New Zealand, Malaysia and Nigeria.

Nagpur Metro had conducted its trial run plying at a speed of 90 kmph between the Airport and the Khapri station on 30 September 2018. The trial runs of the “fully loaded” metro at 90 kmph were given the go-ahead after a 12- member team of Research Designs and Standards Organization (RDSO), Lucknow, completed the oscillation trials on the Metro.

Nagpur Metro is constructed by the Maharashtra Metro Rail Corporation (Maha Metro) that is also building the Pune Metro.

Airtel, Vodafone-Idea Set To Cull Low-Value Users As Jio Forces Industry To Shrink Dual SIMs

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Snapshot
  • The government will need to be ready to provide easier terms for existing telecom players in terms of their spectrum dues in order to retain the competitive element in the industry.

Some 18 months ago, Reliance Industries made a presentation to analysts predicting that the dual-SIM market will crash with a shift in market preference from voice to data.

The presentation (see here), apart from setting Reliance Jio a target of achieving a 50 per cent market share by 2020-21, also predicted a drop in industry voice revenues from Rs 1.5 lakh crore to just Rs 0.5 lakh crore. The rest of the Rs 3 lakh crore revenues of the industry is to come from data.

It also predicted a sharp drop in the overall SIM card base by more than 300 million, as data can occupy only one SIM slot, and if an operator can provide both data and voice on the same SIM, the second SIM is pointless.

As things stand today, the forecast may well materialise, for Jio’s main competitors – Airtel and Vodafone Idea – are not only bleeding profusely, but also busy trying to dump low-revenue subscribers by hiking recharge tariffs. One report suggests that some 60 million 2G voice subscribers, many with double SIMs, will be shed, half of it in the next six months.

Both Airtel and Vodafone Idea are currently heavily dependent on 2G voice subscribers, with the former having 250 million of them out of a total subscription base of 346 million (around 72 per cent), and the latter 346 million out of a total customer base of 442 million (nearly 78 per cent). Jio, in contrast, has no 2G SIM, and its 250 million users are all 4G-enabled. It is clear who will lose market share in the coming fight as both Airtel and Vodafone Idea raise recharge rates to shed low-value customers who are a drag on margins.

At last count, Business Standard (26 November) reported average revenues per user at Rs 132 for Jio, Rs 100 for Airtel and Rs 88 for Vodafone Idea.

But if Reliance’s projection of a loss of nearly 300 million dual SIMs by 2020-21 is correct, and most of the user losses are shouldered by Airtel and Vodafone Idea, it will become market leader very soon.

This shift in market share will also impact mobile phone manufacturers, who will now have to reduce their production of dual SIM gadgets and focus on single SIM phones.

An Economic Times report says that some 750 million subscribers have only one SIM, and the remaining 350-400 million have two of them.

The shift is going to cost a huge loss of user base, and the future fight will be about milking higher-value users for more revenues, and not about horizontal growth in new users. The industry may well have to grow its urban base further. Currently, according to Telecom Regulatory Authority of India data, urban users have 647 million SIMs and rural ones 519 million, totalling 1.166 billion in all. If some 300 million SIMs are going to be culled, a bloodbath lies ahead. More so since Reliance is already moving into cable homes, with the purchase of majority stakes in Hathway and Den Networks.

The government will need to be ready to provide easier terms for existing telecom players in terms of their spectrum dues in order to retain the competitive element in the industry.

Why Running Underutilised Coal Plants Is Better Economics

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Snapshot
  • It’s true that RE’s fuel costs are zero, and it appears that not dispatching it is cheaper than paying the fuel costs of a coal station.But it still makes economic sense to run an existing coal plant efficiently, rather than build a new RE plant.

Last week saw Union Coal Minister Piyush Goyal pulling up Coal India for not meeting production and sales targets, and for delays in floating tenders that led to deteriorating coal stock at power plants. Later that week, at an awards ceremony, he assured everyone that all issues that recently surfaced over coal output and supply would be resolved soon.

The current dependence on imports, Goyal clarified, was because of the previous government’s insistence that power plants be designed for imported coal. Corrective measures now would lead to production growth and improvement in quality.

Action on the coal front is timely, and especially for the energy sector. Yes, there has been a lot of enthusiasm in the last four years in the renewable energy (RE) sector – led by the exceptional target of 175 GW by 2022, the government’s policy push, and the immunity for players that comes from the central government’s offtake and implicit guarantee. Yet, coal remains the mainstay of the power sector in the short to medium term.

Imported coal, though of a better quality, is expensive. The argument for renewable energy was that it would be cheaper and, therefore, preferable to new thermal plants based on such (expensive, imported) coal. But if indigenous coal supplies were to improve in quantity and quality, the picture changes by a fair bit.

In this scenario, given the economics – as also the politics – of existing coal facilities, renewable energy’s “falling costs” are not enough to outdo coal’s role – till at least 2030. A Brookings India report in September, authored by Rahul Tongia and Samantha Gross, demonstrated this. We touched upon this previously here. Briefly, the report’s authors argued, that despite the falling costs of renewable energy, the notion of “grid parity” at which point renewable energy overtakes coal was notional – and it did not take into account hidden- or system-level costs of renewable energy. We will discuss these later.

Current happenings in the RE sector do point towards unpreparedness in absorption of the supply of RE, and here a case in point is the recent ongoing tariff dispute in Karnataka between KERC (Karnataka Electricity Regulatory Commission) and SECI. SECI’s tariff of Rs 4.50 per unit is unacceptable to KERC, who insists state discoms pay no more than Rs 4.36. These tariffs go back to 2016, when SECI had conducted auctions for 970 MW of solar projects in Karnataka at Rs 4.43 per unit. With the projects now complete, SECI was to sign PSAs with four discoms, including Bescom and Hescom; SECI says Rs 4.50 is its buying rate and hence non-negotiable, but KERC wants the Rs 4.36-rate as per its May-2017 order setting the feed-in tariff. For now, Appellate Tribunal for Electricity (APTEL) has stayed the KERC order and asked them to go with Rs 4.50.

Whether KERC is justified in this scenario is irrelevant, when we go deeper into why states and discoms may not share the enthusiasm of the Centre for RE. That has to do with the many complexities of integrating RE into the grid.

A fresh report from Brookings in November, Integrating Renewable Energy Into India’s Grid – Harder Than It Looks by Rahul Tongia et al, provides relevant perspectives.

On the supply side, things are relatively smooth: developers’ costs and risks are kind of underwritten by the central government, and the low tariffs still don’t make the RE business unviable – experts’ terming of falling tariff levels as “irrational” notwithstanding. Thus issues like input costs of solar panels and rupee depreciation would also not be significant-enough deterrents; just blips to be overcome. A 3GW-bid in July was oversubscribed 2.1 times, with the winning bid at the now-stabilised rates of Rs 2.44 per kWh. And when response to two new mega tenders was lukewarm last week, SECI revised tariffs upwards to garner a positive responseSo far, so good.

The problem is the demand side: the discoms are at a loss as to how to make space for this new baby called RE. Tongia et al reason out how two factors create problems for discoms: one, the variability in the supply of RE – being dependent on sunshine, wind etc; and two, backing down power supply from coal-fired plants. While the former makes supply unpredictable and unavailable-at-call; the latter is expensive and even hazardous. And these are set to escalate as RE is scaled up to target levels of 175 GW by 2022, and higher in the future.

In the case of Karnataka, for instance, the Greening the Grid (GTG) report of 2016 – the main study about the viability of integrating RE into the power grid – had made certain assumptions that now appear simplistic; like the wind output on a particular day (16 July for demonstration) has been estimated in GTG as a smooth curve (not shown here) at a certain level. However, the charts below show that the actual full-state wind output for 2014, 2015, and 2016 was far more variable – also lower than estimated in some years (the decline is not to be taken as a trend, but owes itself to randomness).

Actual wind output on 16 July for Karnataka

Again, for Solar, GTG had assumed a smooth output curve, which the authors argue, need not always be the case for any given day, even at the full-state level. Apparently, the assumptions in GTG take the best-case scenario. More needs to go into studying how to optimise grid integration, they say, as GTG still “explicitly doesn’t examine contractual economics of power plants, something state load dispatchers would need to worry about.”

This higher variability implies that the discoms need to balance more between sources of power, and coal bears the burden of this uncertainty, filling up or backing down (called “flexing”) – as the situation demands. Tongia et al say that it is this variability that has led Karnataka to choose to move away from large solar parks.

It would be simple if coal plants could change or flex output at will. But it does not work like that. Though the assumption made is that all coal plants can go down to 55-per cent output, fact is there are costs for ramping and start-stop operations. Even technically, doing this depends on the vintage of the plant and its design. Newer ones can, but for older ones, severe economic and operating penalties would apply. But even for newer plants, would we want them to reduce output given that they are the more efficient ones?

And if investments for enabling flexing are imposed as a compliance requirement, it would in effect mean that coal plants would be paying huge sums of money per GW to reduce their output – an absurd idea! – as witnessed at NTPC’s testing at Dadri.

The way things work is that each state is responsible for buying sufficient power demand, and state Load Dispatch Centers (LDC) choose which suppliers to call to meet instantaneous demand. It is their responsibility to not just keep the grid in balance, in coordination with regional LDCs, who manage inter-state flows of power, but also costs – they aim to run the system at the lowest cost. Discoms anyway have to pay coal’s fixed costs – whether they draw power or not, so using existing thermal capacity for more output would make more sense than adding new RE.

As of today, there is incentive to underutilise RE, because load dispatchers treat coal and RE plants differently in terms of fixed and variable costs.

Apart from generation costs, there are the systems-level costs of RE. Accommodating RE can raise costs of other generators, who have to lower their output. Lowering the output of coal plants causes not just wear and tear but also lowers the thermal efficiency of such plants and increases SOx and NOx emissions. Central Electricity Authority’s December 2017 study on such costs of RE estimated the impact to be about Rs 1.5/kWh of RE. This is very high compared to bid Levelised Cost of Energy (LCOE)s costs of about Rs 2.5/kWh currently. RE’s hidden costs need to be quantified and incorporated into the economics of contracts.

If backing down coal with minimal costs is one problem, the other is the unfair burden on RE-rich states of the cost of grid integration. Their solutions would be either to:
a) deploy storage technologies, which are expensive today, and that would increase costs of RE considerably;
b) throw away RE – that is, curtailment;
c) improve transmission to ship power to other states; for this, the government is planning ‘green corridors’, but the report estimates that the costs of such transmission could easily be Rs 1 per kWh above and beyond today’s average transmission costs. Even from just a costs point of view, this is overwhelming, leave alone technical challenges involved.

With grid strengthening, some of these costs may come down and RE costs will also fall further, but with RE share rising, overall costs may still be high. So, when we talk about tariff bids going low, this takes into cost the developer’s LCOE. But for the grid, the system-level costs – transmission requirements, impact on other generators, need for alternatives that can step in at short notice – would also count.

At another level, the Indian power scene has some peculiarities that make RE deployment almost foolish: as the chart below shows, India’s demand for power is near-flat over 24 hours, with not much difference between peak and off-peak demand. In other countries, this difference is much larger and that helps solar – more demand during the day could be met by solar, which is also available in the day.

Even worse, in India, demand peaks around 6 pm – a time when solar cannot produce. So, coal needs to be available for this peak-time demand.

How much RE would be enough RE? At 55-per cent flexing, out of 120 GW of daily capacity, about 65 GW supply would be needed. Generation data shows mid-day coal output often below 90 GW output (in August 2018). So if 65 GW is the minimum national coal output, that only leaves 25 GW of additional noon-time space for RE – at today’s demand levels. What about emissions, climate change and global warming? The authors had argued in their earlier paper that the country’s Paris Agreement commitments would still be met at these levels of RE.

Is there a possibility of demand for power surging suddenly, warranting higher levels of RE? Unlikely. Even before the push for 175 GW by 2022, India’s coal generation had rapidly expanded: in 2011-17, coal capacity grew by 12.67 per cent, more than double the growth of power demand, which grew by 6.15 per cent. The Indian power sector is now “power surplus”. Demand, on the other hand, has slowed down – with services sector overtaking manufacturing, and also because of energy-efficiency measures.

If RE is not utilised – which is inevitable if it rises any further in the country – it runs the risk of being thrown away. Storage solutions will need to be worked out sooner than later. Centralised studies like the GTG are not sufficiently realistic. State-level studies of economics of load dispatch, time-of-day pricing and cost of storage are required before we get to the level of 175 GW of RE.

Coal is dispatchable and controllable within bounds, RE is not. True that RE’s fuel costs are zero, and it appears that not dispatching it is cheaper than paying the fuel costs of a coal station. But it still makes economic sense to run an under-utilised existing coal plant, rather than build a new RE plant.

Which type of power plants to build and where, is important for efficiency in funds-utilisation. If the need is more peak power, then the solution is not solar plants, but neither are coal plants, which are expensive if run for only a few hours daily. Alternatively, the authors of the study suggest using this same quantum of funding for, say, procuring additional gas, which can utilise existing gas plants, or for energy storage technologies.

Until answers are found, perhaps, improving efficiency and utilisation of existing coal plants is the best option.

Government To Link FASTag, Logistic Data Bank To Check Evasion Of GST

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The Union Government plans to link the GST Network with the Logistics Data Bank (LDB) services of Delhi-Mumbai Industrial Corridor Development Corporation and FASTag mechanism of the National Highways Authority of India (NHAI) in a bid to check evasion of Goods and Services Tax, reports Economic Times.

The government introduced e-way bills to monitor tax evasion by tracking the movement of goods and identifying direct linkage between what is declared in the bill and what is moved.

Reports suggest that the revenue department is planning to integrate e-way bills with FASTag mechanism in a bid to ensure seamless movement of goods and checking GST evasion.

E-way bills are necessary in moving goods worth over Rs 50,000 from one state to another. The e-way bills would be linked to the LDB services of the DMICDC. The LDB, like FASTag, uses RFID technology to provide container tracking services in India by integrating multiple information nodes across various agencies.

The linkage between FASTag and LDB will significantly operational efficiencies across the logistic landscape of the country. This would also prevent GST evasion by erring traders who take advantage of loopholes in the supply chain.

Bengaluru Metro: Running Hours Extended By 30 Minutes; Green Line To Soon See Six-Car Train

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Currently, Bangalore Metro Rail Corporation Limited (BMRCL) has restricted the operations of its last train departing from the central station at Kempegowda Metro to 11:30 PM, The New Indian Express has reported. After receiving several requests from the citizenry, the decision has been made to extend the timings by another 30 minutes.

Same goes with train arrivals on Sunday mornings, as the new decision could provide a breather to commuters. “A tweaking and improvement of the maintenance schedule of trains is underway. We are trying to build our internal processes and capacities to respond to people’s demand,” Managing Director for BMRCL Ajay Seth told The New Indian Express.

He added that the body is looking at integrating metro timings with that of the railways so that the passengers can easily take a metro to the railway station. By August 2019, BMRCL hopes to convert all the 50 metro trains into a six-coach vehicle.

The Green Line operating between Nayandahalli to Mysuru Road will soon have six-car trains in the next two weeks’ time. Ajay Seth added that the Purple Line had a patronage of 19,000 passengers per hour. The green line has the patronage of 10,000 passengers per hour.

Massive Landslide Obstructs Traffic On Chandigarh-Manali Highway; Vehicles Diverged To Katola Route

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A massive landslide near Banala on the Chandigarh-Manali highway halted the traffic movement on Wednesday (21 November) rendering many vehicles stranded, The Tribune has reported.

Four-laning of the highway is being done by National Highway Authority of India (NHAI). The organisation has engaged its machinery and workforce to cut the hills and broaden the road.

As per the report, around 9.30 am, due to the deep cutting towards hillside, face of the hilltop started sliding and caused a landslide. The landslide resulted in hampering of traffic movement for hours between Mandi and Kullu.

When the traffic had been restored, after a short while, another massive landslide occurred, re-blocking the road. A huge boulder was hanging on the upper side of the road which could have proven a threat to the moving vehicles.

District administration had asked the authorities to break the boulder in order to avoid any danger to public.

Mandi deputy superintendent of police (DSP) Hitesh Lakhanpal, said, “Due to landsliding, traffic movement on the Chandigarh-Manali highway near Banala remained suspended since morning. To avoid a pile-up we have diverted traffic movement on the alternate route via Katola.”

As per the report, many tourist buses were stranded in either Kullu or Mandi as the alternate route via Katola is not able to handle movement of heavy vehicles.

Cost-Efficient Cargo Operations: Aviation Ministry Formulates New Policy, Plans Nationwide Air Freight Stations

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The central government is looking to establish Air Freight Stations (AFS) across the country as part of its plan to make air cargo operations more cost-efficient, the Civil Aviation Secretary R N Choubey said, as per a report by The Tribune.

The Civil Aviation Ministry is preparing a new air cargo policy that would alleviate many problems currently faced by the Industry.

“We are actively pushing for the establishment of offsite Air Freight Stations. This is against the financial interests of the airport operators…but that is the way forward…We are committed to making air cargo affordable,” Choubey said at air cargo summit organised by the PHD Chamber of Commerce and Industry.

He further added that the Ministry would try to transfer air cargo related functions offsite to avoid the high costs of operating at airports. At the same event, Civil Aviation Minister Suresh Prabhu spoke about plans to move forward with an integrated logistics policy.

A report by Auctus Advisors was released at the summit, according to which air cargo has witnessed double-digit growth at Indian airports, growing at 10.1 per cent and 12.7 per cent, in 2016-17 and 2017-18, respectively. Indian airports have seen a total of 3.35 million metric tonnes of air cargo traffic in the 2018 financial year.

Changing ‘Realty’ In Bengaluru: With Upcoming Metro Link, Hosur Road Now Hot Property

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Better infrastructure has revitalised residential areas in South Bengaluru and increased interest while the proximity to the airport has helped some areas in the northern part of the city gain prominence, Times of India has reported.

Areas such as Sarjapur Road, Hosur Road (towards Electronic City) and Kanakpura Road are labelled as emerging areas due to the real estate boom in the city. This has been aided by attractive property prices along with a wide range of housing options in these areas.

Hosur Road has also become attractive with an upcoming metro line in that stretch which would help improve connectivity to the Central Business District (CBD). Real estate giants like SNN Builders, Raheja Builders, Salapuria Sattva and Prestige have already made plans to establish their presence and influence in the area.

“Since Electronic City has always been a commercial area and with a lot of new developments, buyers see value for money. Commuting used to be a problem, but with the Elevated Expressway and the upcoming Metro, things will change,” Chief Managing Director (CMD) of property consultancy and brokerage firm Silverline Group, Farook Mahmood remarked regarding the property landscape around Electronic city.

A recent report by property consultant Anarock states that there many properties in the area which belong in the Rs 40 lakh segment, and also in the Rs 40-80 lakh range. The report added that most of the affordable properties are located in Electronic City Phase II.