Bhide Ka Scooter Game [UPDATED] Download

Tapu sena does mischief every now and then but there are certain moments where the show doesn't even make sense of how things are easily let go. In the Bhide scooter accident arc, Tapu sena intentionally gave Bhide the oil so that he would fall asleep and they'll take his scooter without his permission (read: steal). They also created a duplicate key. It was a well thought out plan, every step every move, like how pro vehicle thiefs operate. After stealing, forgery, underage driving all of that, the "sacchi bhavna" of these so called bacche overweighed everything else. Tapu said he couldn't see bapu helpless and wanted to learn scooter for him. But there are a gazillion ways in which he could have done the same. He could've told this to Jethalal and asked for a two wheeler, he could've asked Bhide to teach him, he could've used one of his college friend's two wheeler. And the reason he gave for keeping it a secret? "Friends agar humne sach bol diya toh humare papa jhoothe saabit ho jayenge". My god that episode is only good for raising one's blood pressure. Okay rant over.

The gameplay of Bhide Scooter Race is both engaging and straightforward. Players control Bhide's scooter, avoiding obstacles, collecting coins, and earning power-ups to achieve high scores and unlock new content.

Bhide Ka Scooter Game Download

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"BHIDE SCOOTER RACE" is the ultimate racing game that will have you on the edge of your seat! Choose your favorite scooter and compete against other players in a thrilling race to the finish line. With stunning graphics and challenging gameplay, "BHIDE SCOOTER RACE" offers an immersive and unforgettable racing experience that will keep you coming back for more.

Get ready for the ride of your life with Bhide Scooter Race based on India's one of the famous comedy TV shows, Taarak Mehta Ka Ooltah Chashmah!

Join Aatmaram Tukaraam Bhide and other Gokuldham residents as they race through the streets, dodging obstacles and collecting coins on their scooters. With intuitive controls and fast-paced gameplay, Bhide Scooter Race offers a thrilling experience for players of all ages.

Unlock More TMKOC Characters:

- Popatlal

- Daya

- Sodhi

- Jethalal

Customize your scooter with unique upgrades and unlock new characters as you progress through the game.

Compete with your friends and other players around the world on the global leaderboard, and show off your skills in exciting multiplayer races.

With stunning graphics and an upbeat soundtrack, Bhide Scooter Race is the ultimate racing game for scooter enthusiasts and casual players alike.

Ride with Sakharam! Go on a long drive! But beware of obstacles which will prevent our Ekameva Secretary from driving further. Overcome these obstacles and travel as much distance as possible!

Upcoming Themes:

- Night Theme

- Desert Theme

- Snow Theme and many more!

Upcoming Updates:

- Online Multiplayer with players across the world!

- Online Multiplayer with Friends!

Download now and experience the rush of the race!

'Bhide Scooter Race' is a thrilling and exciting game that takes players on an adventurous ride. The game is based on the popular character 'Bhide' from their own production of 'Taarak Mehta Ka Ooltah Chashmah' show, and players get to ride his iconic scooter through the roadmap, collecting coins and avoiding obstacles along the way.

>> VIK BHIDE: Thank you, Pepper. And good afternoon. My presentation is going to be from a civil perspective, the City of Tampa specifically, and we'll look at the history of impact fees from a regulatory context. Of the timeline in Florida, specifically in Tampa, what the current fee structure is, what our context is, what are the things that we funded with our current structure, and then what's next. I mean, what are we looking at in terms of trends, and some interesting application of our sidewalk in lieu fund which we do not call impact fee.

So, with that, let's jump right in. And this is a good follow-up to Dr.Aldrete's conversation. He really set the footprint on this. It's really these two cases. Golden versus Ramapo, and the construction industry association of Sonoma County versus the City of Petaluma. These two cases set a lot of jurisdiction in the state of Florida and they basically created the pathway that we the comprehensive plan and capital improvement plan relative to development.

I won't belabor this, because Dr.Aldrete really got into the definition of impact fees and rational nexus, and I'll just say that in Florida, we have the comprehensive plan that lays out objectives and our capital improvement plan along with mobility strategy, whatever that document may be, and we'll look into that, is what informs our approach to growth we also have the concept of transportation concurrency, so, as part of the growth management act of 1985 in Florida, it requires the public facilities to be provided concerned with the impact of new development. That new development is really important, because it kind of speaks to the limitations of concurrency, which is they don't always support infill or urban projects with adjacent constrained roadways, which, for a city like Tampa, which is urbanized mostly built out decades ago, becomes really challenging, as the center of the five County region.

We also have the transportation concurrency exemption area, also established by the state. These exemption areas were established where infilling redevelopment were encouraged, so, Tampa becomes a prime example. The city established our own concurrency exception area in 1998 as part of the swamp land and pretty much covered the entire City of Tampa, as you can see in the map. And you also have your future land use maps relative to our come swamp land shown here.

A quick time line of the impact fees in Florida in general, the growth management act in 1985 requires local governments to identify sources of funding for capital improvements. So, in essence, develop the CIP and identify sources of funding.

In '98, the TCEA exception areas, were defined, relative to density, and 2011, the state eliminated concurrency, and making it optional for local government to implement, and 2013, an update to the community planning act allowed local governments to adopt alternative mobility funding systems, or mobility fees. This came in really handy.

And then in '21, there was a little preemption with House Bill 337, which restricted increases in road impact fees or mobility fees to once every four years and capped that increase to 50 percent.

That really has not impacted us historically as much, because we have not updated our impact fee since 1989. And, of course, we're in that process right now, and we'll look at that as well in a second

So, again, a quick history of the mobility fee concept concurrency, of course, fell short, and addressing congestion, especially in concept. And in 2009 through 2016 we had many jurisdictions in Florida that adopted mobility programs.

Tampa's timeline starts in '86 following the Road Management Act where we implemented the transportation impact fee as defined in six districts. In '98, the city adopted the transportation and currency exemption areas. In 2002, the first of several no transportation impact fee zones were created in east Tampa and Ybor City and additional ones were added in 2020 as well.

A quick note on the no transportation impact zones and Dr.Aldrete spoke been that as remedy to invite development. Over the last two decades, at least two decades, we've seen mixed application of that incentive, if you will, or remedy, if you will, in that we have not really seen significant development being attracted to areas, because of the no transportation impact fees. But we have seen development that correlates more with proximity to the urban core, and in Tampa, we have two CBDs more or less, we have downtown area and west shore area close to the airport, and everything, between those two areas, which is our core zone, that's where any transportation impact zone, or free zone that is closer it has seen more development.

Fee types: We have impact fees that impact roadways only, and multi modal fees or mobility fees, which the state allows, that can consider the roadway, as well as transit, pedestrian, bicycle, so, multi modal in essence. I have to mention that even though the mobility fee does cover multi modal considerations, the assessment or calculus is based on roadway of level of service today. So, we're kind of looking at other ways to calculate that impact, and we'll look at that in a second.

Here are the different places in Florida where mobility fees are used. Most of them are more urbanized, rapidly growing areas, so, south Florida, Tampa, Hillsborough County, Sarasota, Orlando, Gainesville, and Jacksonville.

So, the fee go was, you know, relative to impact. In essence, supervise needed facilities for the new development, encourage mixed use and infills, again you meet the urban challenge, as far as we're concerned, and provide a wide variety of capital improvement.

And, in our case, that includes multi modal considerations that are established in our mobility plan and provide transparency and certainty. Dr.Aldrete mentioned this. This continues to be a challenge, because not very well understood, especially for new developers that come into the state and do business, but that is a goal.

So, our current fee structure is applied across 51 different land use categories, and six impact fee districts. The fee calculous is based on person miles travel and trip rates. We have a no fee zone as mentioned set by City Council, which mixed results.

So, in essence, the impact fee is a function of the demand in cost considerations, less the credit. And the credit could be a function of gas tax usage, tag license fees, or any offsetting costs like dedication of land or right-of-way.

Putting it all together through our context. We have the comprehensive plan that establishes high level consideration. The move we'll look at that mobility plan which sets forth strategies and priorities that we want to accomplish, relative to various challenges. And then that goes into the city code, specifically chapters 25 and 27 where this is excused.

Our objective is set forth in 1.1 itself, and in essence, it is to provide adequate delivery of multi modal transportation system options. So, we put that out there and made it multi modal from the get-go. Our MOVES plan is for mobility, opportunity vision, equity, and safety, sets forth what we're looking at, safety, equity, economic opportunity and health sustainability and resilience, and finally affordability, which really lends more to transit and walk/bike transportation. And having this clearly defined and correlated to the comprehensive plan, before you establish your capital improvement program, we find it very helpful for both mitigating any kind of challenges, but also making our objective to the development community very clear.

This is another way to visualize it. Comp plan, mobility plan, transportation tech manual, which we're get nothing the code, procedures manual.

And the process, in essence, and, again, Dr.Aldrete covered this in detail, but determine if the project is exempt or not. If not, determine the level of effort, condition, analyze what will change with the project, and identify the mitigation.

Relative to the buildout condition.

Here's some examples of what the city funded using impact fees, or mobility fees. 46th street in the plaza, was a relatively high speed roadway, 40 mile per hour speed. Minimal walkability, narrow sidewalks and not very friendly for a bike, scooter, et cetera. With construction, of course, we reduced roadway speed, added multi modal facilities and wider sidewalks to improve walkability.

Similar examples in Harbor Island south of downtown Tampa. Raised crosswalk, landscape medians, bike lanes and lower speed limits. Again, move towards that multi-modality.

Emerging trends relative to the mobility fee, as I mentioned, currently, we use roadway level of service, which is limited in its application, because it really wanted to subjective measure. The other speaks to the comfort of more or less one mode of travel on one type of facility. So, we're moving from roadway level of service to developing mobility fee based on quality-of-service standard that look at multi-modality from the measure itself, and also look at land use context. And person trips, rather than just the level of service or driver comfort.

Other trends, I mean, over the next by 2045, we're looking at 250,000 new jobs and 100,000 new residents in Tampa. We're growing rapidly. Real estate costs going up significantly, as are transportation costs in fact, we're one of the most expensive transportation markets in the nation, relative to our median, our median household transportation cost is almost 21 percent.

Again, not a surprise we're very car dependent, very underinvested in transit, that's where we're assessing how our mobility fee can actually help out. All of this while local option gas tax or gas taxes were decreasing. We know that.

And I mentioned high growth. So, in a very short time this, is south downtown right by the arena. We went from this to this. And this is just one phase of three phases of one major development which is Water Street. We have two others like these going on, in Ybor City west of the river. So, significant infill development, significant intensity at every level. This is just a downtown scale. This is happening in our residential neighborhoods as well.

So, again, since we have not increased that mobility fee since 1989, and we're looking at different applications, we've now initiated a study to do so. Related example of our sidewalk in lieu fee. A couple of years back, we made a very simple, in essence, change to the sidewalk, which is primarily a single family, or up to double housing type of development. And, in essence, we took away all of the loophole, and simplified it to if you're bidding a home, you're building a sidewalk, or paying an in lieu fund with no exceptions. That's yielded some really good results, we're parsing the data, but over the last couple of years, we've added maybe like two and a quarter mile of sidewalk already, which is great. Which is great. When we look at GIS and sidewalk gap we have over 1200 miles of sidewalk. If we wanted a sidewalk on both sides of the street, on every street in Tampa. Our per linear foot fee is still low, it's $29. Our actual cost is more like $76 the cost to the city. This fee is set by resolution by town, that's our next step, the in lieu fee is update the fee and bring it up to a more realistic level and rather than having it set by resolution, have work with council and policy makers to see if we have some sort of rational increment to it relative to our costs. Again, that's being worked out.

And then some of our next steps, like I mentioned finalizing the mobility plan, the more clarity we have there in terms of our objectives. The better outcomes we see. We're also updating the comprehensive plan to reflect priorities in the plan to bring everything in alignment and we initiated a study to review our current fee structure and the different land uses.