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China 2.0: MEGA Cities, SMART Cities

I guess there was a thread dedicated on the Beijing-Tianjin-Hebei city cluster. But I could not locate it. @ahojunk may move this post to the concentrated thread, if possible.
Done.

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For a mega-region to work, the following are requisites:-
- a government able to do the planning, provide the sponsorship and political commitment (most important)
- lots of money (money talks bullsh*t walks)
- a world-class intercity HSR with >= 250 kph (to provide the integration)
- a world-class tightly integrated metro-system for each sub-region (subways and BRTS)
- availability of land (not a problem for China as land belongs to the state)
- sizable population (no kidding, this is China!)
- experienced talents (planners, engineers, project managers, construction workers, etc)
- well designed sub-regions and neighborhoods fit for purpose.


@TaiShang What else did I miss?
 
Done.

********

For a mega-region to work, the following are requisites:-
- a government able to do the planning, provide the sponsorship and political commitment (most important)
- lots of money (money talks bullsh*t walks)
- a world-class intercity HSR with >= 250 kph (to provide the integration)
- a world-class tightly integrated metro-system for each sub-region (subways and BRTS)
- availability of land (not a problem for China as land belongs to the state)
- sizable population (no kidding, this is China!)
- experienced talents (planners, engineers, project managers, construction workers, etc)
- well designed sub-regions and neighborhoods fit for purpose.


@TaiShang What else did I miss?

I think you covered it all, @ahojunk . As you say, the most important component is a scientific, pragmatist government that is capable of taking the long-term (often short-term bitter) approach without having to resort to populism and short-sightedness.

I think the next most important thing, again as you pointed out (aside from features taken for granted such as available land an sizeable population/population density), is viable, quality transportation to be able to move people efficiently and conveniently across the mega-region.

Of course, without well-managed infrastructure and visionary planning, sizeable land and population will only encourage slum-like development.

Another point I like to make is that, although mega-regions need space, they also help in space/land preservation by concentration business in urban areas in which vertical urbanization prevents sprawling cities.
 
- lots of money (money talks bullsh*t walks)
.
DEC 8, 2016 @ 12:20 AM
China Commits $36 Billion To Further Build The 110 Million Person Jing-Jin-Ji Megaregion
Wade Shepard , CONTRIBUTOR
I travel to emerging markets around Asia and report on what I find.
Opinions expressed by Forbes Contributors are their own.



A new $36 billion rail plan was recently approved by China’s National Development and Reform Commission which will further integrate the cities of Beijing and Tianjin and parts of Hebei province into a sprawling megaregion dubbed Jing-Jin-Ji. This colossal infrastructure building endeavor will include of a total of nine projects that will consist of 1,100 kilometers of new track being laid by 2020.

A megaregion is a development strategy which aims to strategically cluster cities that are in proximity to each other together by interlinking them infrastructurally, economically, and, to a certain extent, politically. The idea behind this is that further integration will allow entire regions of cities to function as singular urban organisms that can be better administered, planned, and economically developed.

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New buildings near old railway lines in the new Yujiapu financial district, in Tianjin, in northern China. The massive government project, sometimes described as China's answer to Manhattan, incorporates dozens of skyscrapers and is being built in the hope of becoming one of the world's largest financial centers. (GREG BAKER/AFP/Getty Images)

The scale of China’s megaregion ambition is nothing if not massive. The Jing-Jin-Ji megaregion alone will contain over 110 million people and cover 212,000 square kilometers, which is roughly 87% of the total area of the UK.

In addition to Jing-Jin-Ji, China is currently building around nine other such megacity clusters across the country, which include one consisting of 16 cities and 80 million people in Yangtze River Delta and another which draws together 11 cities another 80 million people in the Pearl River Delta.

However, the view from the ground in these megaregions is perhaps a little different than it seems. Just because China is drawing cities together into almost unbelievably huge conurbations doesn’t mean that the entire area within their boundaries will appear city-like. We’re not going to walk into Jing-Jin-Ji in 2030 and find ourselves in the middle of an urban dystopia where skyscrapers stretch unabated for hundreds of kilometers. There will still be significant amounts of green space and rural areas within these city clusters.

The frameworks that China’s megaregions are being built upon are the enhanced transportation grids that run through them, which often consist of new high-speed and conventional rail lines, metro systems, light rail, and highways that allow people and goods to travel from one city to another as though they were all part of the same urban entity.

Improvements in the transportation infrastructure of Jing-Jin-Ji now allows passengers to travel the 170 kilometers from Beijing to Tianjin’s Binhai New Area in just one hour. The significance of this is that the Binhai is one of China’s most prominent economic development areas, containing not only the massive Tianjin Economic-Technological Development Area (TEDA) and the Port of Tianjin, which is one of the busiest ports in the world, but also the $30 billion Yujiapu business district, which is modeled off of Manhattan and is vying to become the financial heart of China's northeast.

The announcement of this massive new investment into Jing-Jin-Ji’s transportation infrastructure has sent the stocks of relevant companies soaring. China State Construction Engineering Corp's shares spiked 10%, while those of China Communications Construction Co went up 6.5%, China Railway Construction Corp rose 5.5%, and China Railway Group Ltd increased 4%. The markets, at least, view this move as a commitment to carry out an urbanization endeavor of almost mythical proportions.

I'm the author of Ghost Cities of China. I'm currently traveling the New Silk Road doing research for a new book.
 
Subway lines to link Beijing with cities in Hebei
2017-02-20 09:51 | China Daily | Editor: Feng Shuang

Four new subway lines will be built to link Beijing and neighboring Hebei province by 2021, as part of the region's integrated development, Hebei's top economic planner said.

The subway lines, together with other means of transportation, will cut the transfer time between the capital and cities in Hebei to less than 1 hour, according to a transportation plan released by the Hebei Development and Reform Commission for the 13th Five-Year Plan period (2016-20) period.

According to the plan, one of the four subways-the Pinggu Line-will link Beijing's Pinggu and Tongzhou districts with Sanhe in Langfang, Hebei.

Preparatory work for the Pinggu Line has already started and is expected to be completed by 2021, according to the National Development and Reform Commission.

The other three lines, which are in the planning phase, would link Yizhuang in Beijing with downtown Langfang; Daxing in Beijing with Gu'an in Langfang; and Fangshan in Beijing with Zhuozhou in Baoding.

Development of the urban rail transportation system in the Beijng-Tianjin-Hebei region must be accelerated as there is significant demand for transportation services for short- and medium-distance journeys in the region, according to the plan.

By 2015, five cities in Hebei-Langfang, Cangzhou, Shijiazhuang, Baoding and Tangshan-had become part of a "one-hour traffic circle" connecting them to the capital.

However, large volumes of commuters traveling to and from Beijing every day require bus, subway or intercity railway services that provide faster and more frequent modes of transport.

To better meet demand, a 58-billion-yuan ($8.4 billion) investment will see the total length of the urban rail transportation system in Hebei, including lines connecting Beijing, reach 80 kilometers by 2020.

Intercity railway lines that connect Beijing, Tianjin and Hebei, not including subway lines, will be extended to a total of more than 400 km.

Intercity railway stations will be established mainly around Beijing's new airport in Daxing district and Chongli in Zhangjiakou, a co-host of the 2022 Winter Olympics.

Construction of the stations is expected to guarantee convenient routes for passengers traveling between the new airport and Winter Olympics venues.

The upgrade of the transportation system will aid in moving Beijing's non-capital functions, and the transfer of industries and people to Hebei, the plan said, adding that it will also create job opportunities and help develop the local economy.

"The system will make life more convenient for residents of the capital's neighboring cities, which will attract more investment," said Wang Yuling, an official at the Hebei Development and Reform Commission.

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1997-2017
20 years of establishment as an independent municipality


Chongqing became the spearhead of China's effort to develop its western regions and to coordinate the resettlement of residents from the reservoir areas of the Three Gorges Dam project. Its first official ceremony took place on the 18 June 1997.

To pay tribute to the 20th anniversary, Chongqing TV prepared a video in 2016 about the scenery and development districts and counties within the municipality (as big as a province), finally launched during 2017 Spring Festival after the tragic crash of the helicopter into the mountains claiming 2 pilots and 2 cameramen.

0-9:40 The main city (Chongqing Proper), the traditional Chongqing
9:45-35:20 Outer districts and counties outside the main city
35:20-end Chongqing main city at night


屏幕快照 2017-02-22 15.23.14.jpg


Chongqing main city
屏幕快照 2016-12-09 01.08.05.jpg
洪崖洞.jpg


Wanzhou district, 300km from the main city
Three Gorge Dam region
Cg-4V1GuoBSIT6ANABwakQrB3eUAAJdFAKz4S0AHBqp329.jpg


Wulong County
武隆县城。.jpg


Expressway bridge over Daning River
乱云飞渡——大宁河大桥。摄影:李民生(高速集团供图) 图片来自大渝网.jpg


@AZADPAKISTAN2009 @Kaptaan @Götterdämmerung @Gibbs @Godman @PaklovesTurkiye @Zain Malik @Arsalan @pts_m_h_2016 @Species et al
 
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The Chongqing is famous for hot pot and hot girl .:smitten:And the Sichuan Language is similar with Wuhan,I wouldn't have to change my accent when I talk with People from Sichuan.
 
The Chongqing is famous for hot pot and hot girl .:smitten:And the Sichuan Language is similar with Wuhan,I wouldn't have to change my accent when I talk with People from Sichuan.

Hot pot, yes, I didn't see hot girl in Chongqing when staying there for a week, slim body and nice skin but not hot at all. Its buildings and transportation give me special impression, they are mountain roads.
 
The Chongqing is famous for hot pot and hot girl .:smitten:And the Sichuan Language is similar with Wuhan,I wouldn't have to change my accent when I talk with People from Sichuan.

One rationale to establish Chongqing Municipality was to provide Chengdu and Chongqing equal chance, otherwise, there would be 2 equally huge metropolises (Chongqing and Chengdu) within one province. As the Chinese saying goes, one mountain cannot accommodate 2 tigers. Ever since Chongqing was no longer administered by Sichuan Province, both Chengdu and Chongqing have developed at an unprecedented speed without internal power struggle within one province.

Chongqing

Chengdu
 
Hot pot, yes, I didn't see hot girl in Chongqing when staying there for a week, slim body and nice skin but not hot at all. Its buildings and transportation give me special impression, they are mountain roads.
It's a 3D transport network which even include elevator and lifts as public transport methods.

城在水上,城在山上,桥在水上.jpg
桥/船/轻轨.jpg
轻轨列车驶出牛角沱车站.jpg
黄花园立交桥.jpg
 
20.02.2017 Author: Andre Vltchek
Top Secret – Beijing has Become One of the Greatest Cities on Earth

Open your eyes and see for yourself. Unclog your ears and hear. Discard your preconceptions, of all those propaganda refrains that are accompanying the myriad of brainwashing tunes that are being spread by the Western indoctrination media.

For decades, smearing Beijing, while negating its greatness, has been one of the most effective weapons used by the US and Europe in their cultural anti-revolutionary war against all those great independent nations of the planet, especially China.

For those who want to taste the reality, the best advice would be: enter Beijing and let Beijing speak for itself, without an intermediary or ‘interpreter’. But could it be done? Aren’t biases already too deeply engrained in the psyche of most of the people worldwide, people that are bombarded by professional disinformation campaigns manufactured by the Empire and its mouthpieces?

“I used to cry almost every night, from hopelessness and pain,” I was once told by one of the greatest contemporary concert pianists, Yuan Sheng, who decided to return to his native Beijing many years ago. “When I lived in New York, when I read and heard all those lies about my country and my city, I felt so helpless. I couldn’t explain the truth, as nobody around me was willing to listen.”

Old rattles have been played day and night on the BBC, the CNN and many other official channels of the West: the tear-jerking stories depicting the plights of the migrant workers, or some gruesome portrayals of China’s human rights record (all based on extremely arrogant Western dogmas, thoroughly incompatible with Chinese and Asian culture), or the mainstream interpretation of the Tiananmen Square events, or the loud and hypocritical laments about the disappearance of some old neighborhoods, and not to speak of the loud salvoes fired against Beijing’s ‘disastrous’ air pollution and traffic jams.

When a tremendous effort by the government had been made to accommodate the migrant workers arriving from the poorer provinces to Beijing and to other major cities, and when, simultaneously, the standard of living began to rise dramatically all over the Chinese countryside, the topic got quietly shelved. Hardly any credit has been given to the country’s leadership.

When new evidence about the 1989 Tiananmen events began to surface, when it was proved, again and again, that the West actually infiltrated and supported the so called ‘student pro-democracy movement’; and when the facts about the extremely violent nature of many of those ‘students’ became simply undisputable, the Western media clenched its fists and never backpedaled, never bothered to present arguments ‘from the other side’. On the contrary, it turned up the volume of its monotonous propagandist cacophony. Until now, in the eyes of the general Western public, Tiananmen Square is synonymous with ‘oppression’ and not with the great revolutionary history and stunning monumental beauty.

Brian Becker wrote for LiberationNews.org :

The fictionalized version of the “massacre” was later corrected in some very small measure by Western reporters who had participated in the fabrications and who were keen to touch up the record so that they could say they made “corrections.” But by then it was too late and they knew that too. Public consciousness had been shaped. The false narrative became the dominant narrative. They had successfully massacred the facts to fit the political needs of the U.S. government.

“Most of the hundreds of foreign journalists that night, including me, were in other parts of the… Those who tried to remain close filed dramatic accounts that, in some cases, buttressed the myth of a student massacre,” wrote Jay Mathews, the Washington Post’s first Bureau Chief in Beijing, in a 1998 article in the Columbia Journalism Review.

Mathews’ article, which includes his own admissions to using the terminology of the Tiananmen Square massacre, came nine years after the fact and he acknowledged that corrections later had little impact.

As for violations of human rights in China in general and Beijing in particular, only one (Western) view is commonly presented in the West. As Tom Zwart (professor of cross-cultural law and human rights at Utrecht University) wrote on January 21st, 2017 for China Daily:

“Generally, Western states seem to be strongly attached to promoting their own position and using it as a benchmark to judge others… While Western states are uncompromising about their own stance on human rights, China is keen on achieving harmony and therefore attaches less value to human rights dogma.”

That is certainly a nobler approach, but the loud shouting, simplifications and vulgar insults coming from the Western media, politicians and academia, are effectively indoctrinating billions worldwide.

But let’s return to Beijing.

The Demolition of several old hutons in the capital was never presented (by Western media) for what it really was: as part of the great effort to improve living conditions and sanitation of the poor people. Instead it was portrayed as some atrocious crime against the city’s history and culture. Never mind that all truly architecturally valuable old neighborhoods were painstakingly preserved and restored, as were actually almost all important structures of the capital. Never mind that when asked, most huton dwellers are actually grateful for being awarded with comfortable and modern flats.

What about pollution? I encountered people in all corners of the world, who swore that they would never set foot in Beijing, as the pollution levels there are hazardous, almost murderous. Most of these same people said that they’d have no objections to travel to much more polluted cities which are located in the ‘client’ states of the West and therefore managed to escape the toughest criticism: Jakarta, Manila, Phnom Penh and Bangkok, to give just a few examples.

There is hardly any mention, at least in the West, that for years and decades Beijing has been engaged in an epic fight against pollution and in support of the environment: the massive improvement of ecological public transportation (already 17 mostly modern metro lines are in service, countless trolley bus lines, encouragement of electric vehicles, wide sidewalks and introduction of shared bicycles, plus several revolutionary new forms of public transportation soon to be introduced). There are tough emission controls in place, and a ban on scooters. There is also the huge expansion of green areas around and inside the city, as well as the recently imposed ban on smoking (one of the toughest in the world).

It was recently reported by local Chinese media outlets (including China Daily) that:

“The Beijing-Tianjin-Hebei region saw improvements in air quality in 2016… the average concentration of PM2.5, a hazardous pollutant, has decreased by 33 percent compared to the level of 2013…”

Many other indicators have improved as well, although mentioning this fact on regular basis in the mainstream Western media would be ‘unacceptably pro-Chinese’.

*

In the last two decades, Beijing has become one of the world’s most exciting cities.

Its cultural life is second to none.

One of the curators of the National Center for Performing Arts (also known as “The Egg”, the largest opera house and performing center in the world) once explained to me:

“When I used to live in London, I was dreaming about all those great world-class musicians and performers. Now I’m having meetings and dinners with them, all the time. It is because almost all great artists want to come to Beijing; to perform here.”

One of the greatest (and free for all) museums on Earth, the China National Museum, is presently hosting two parallel world-class exhibitions: on the archeological treasures of Saudi Arabia, and the other on the collection from the Louvre Museum. In that institution, some of the greatest masterpieces of Salvador Dali rub shoulders with Chinese revolutionary art and anti-imperialist manifestos.

But now there are actually dozens of world-class museums and concert halls all over Beijing. In the iconic “798” (an old and massive weapons factory located on the outskirts of the city, which used to cover several square kilometers), literally hundreds of avant-garde art galleries are exhibiting everything from Western mainstream art including Andy Warhol or fashion images of Conde Nast, the most ‘outrageous’ and politically daring political art, critical of the West, of capitalism, in China, and even of the government itself, is on display. It is mind-blowing! There is nothing like this anywhere in the West. Beijing artists are without any doubt much more innovative, daring and free than those in Paris, London or New York.

And on the other side of the city, around the ancient lakes and canals, dozens of clubs are hosting great bands from Africa and other parts of the world.

A prolific writer based in China, Jeff Brown contributed to this essay:

“Beijing is one of the world’s greatest repositories of ancient history and modern humanities, showing off hundreds of world class museums, galleries, parks, temples, squares, shrines, monuments, mountains, lakes and rivers – all within a one-hour drive of the city center. You don’t need a car anyway. Beijing has the world’s largest metro system, 1,000 public bus routes and 66,000 licensed taxis to get you to all these myriad sites.

Since 1949, metropolitan Beijing has planted over a half a billion trees, shrubs and flowering bushes, as well as millions of square kilometers of green belts along the fringes of the nearby Gobi Desert, to stop its southern advance and to reduce dust levels blowing in from the north. By 2050, Beijing will have planted 100 billion trees to its north, covering more than ten percent of the country’s landmass. This greenification program continues with a passion and love for nature. Beijing has identified and coddles, like rock stars, 40,000 urban trees that are over 100 years old, some dating back more than 1,000 years .

Contrary to ceaseless propaganda in the West, Beijing and all of China’s cities have shown nonstop improvement in air quality, and Beijing is spending billions to keep bettering its environment. This has been going on since the 1990s, something I can personally attest to. Tetovo, Cairo, Kathmandu, Accra, Manila, Delhi, Beirut, Ulaanbaatar, Baku, Dhaka and Sao Paulo, among others, all had higher 2016 pollution indexes than China’s capital, but only Beijing gets the mainstream media black eye. Why? Because Beijing is the heart and soul of the Communist Party of China (CPC) and thus, is not a NATO doormat and puppet, an intolerable affront to Western capitalism.”

Proud, forward-looking, full of hope and dreams, Beijing is marching forward.

The West which is clearly in permanent decay, is shooting its poisonous but powerless arrows tinted with nihilism and spite, towards the great capital of this enormous nation which, after a long and dark period of humiliation and suffering is finally reclaiming its rightful place in the world.

Source: http://journal-neo.org/2017/02/20/t...become-one-of-the-greatest-cities-on-earth-2/

I wish to visit Beijing.
 
Beijing-Tianjin-Hebei dream is becoming a reality
Xinhua, February 26, 2017

For years, Cai Jinlian had envied her sister Cai Jinrong who lived a much better life than her, just 1 km away: Jinlian is in Hebei province and Jinrong in Beijing.

The two sisters grew up in a mountain village named Lishuigou in Hebei. Jinrong married a farmer some 30 years ago and moved to a village that is within walking distance from Lishuigou but administered by Beijing.

Jinrong has been enjoying clean tap water and lives in a two-storey villa. Jinlian, who never leaves Lishuigou, was still drinking well water even two years ago and the road to her rundown bungalow was badly pot-holed. She even had to pay long-distance call charges to ring her sister.

But the gap is narrowing. Jinlian now has running water, and long-distance fees for calls within Beijing, Tianjin and Hebei have been canceled. Her road will be upgraded soon.

"I had heard talk about integrated development for years. To my surprise, real changes have begun to take place in recent years," said Jinlian.

A NATIONAL CURE FOR LOCAL ILLS

Sandwiched between Beijing and Tianjin geographically, Hebei lags far behind in terms of its economy and public services. In 2013, per-capita GDP was around 40 percent of those of the two municipalities.

Since central authorities ordered coordinated development of the Beijing-Tianjin-Hebei(BTH) region in February 2014, obvious progress has been made in transportation, industry and the environment.

The national strategy for regional development addresses unbalanced development, tackles pollution and seeks a new means of growth. It demands local authorities abandon their old selfish mindset and see the bigger picture.

Hebei has extended and repaired 12 highways connecting the province with Beijing and Tianjin in the past three years, said Zhao Kezhi, Communist Party chief of Hebei. These bottlenecks were a major obstacle to economic integration.

In December 2015, a rail link opened between Tianjin and Baoding in Hebei so passengers no longer had to pass through Beijing. There are plans for at least 20 more intercity railways.

Hebei has been struggling to cut excess industrial capacity in steel, concrete and glass. From 2014 to 2016, it attracted 1.1 trillion yuan (160 billion U.S. dollars) of investment from Beijing and Tianjin, more than half of its total inflow. Last year, 1,300 high-tech firms from the two cities opened up in Hebei.

Value added from equipment manufacturing accounted for 26 percent of Hebei's industrial total last year, outdoing iron and steel industry to become the biggest industry, according to the provincial statistics bureau.

High-tech companies from Beijing have now set up more than 3,000 subsidiaries or branches in Hebei and Tianjin.

To control its population and address congestion, Beijing has closed 1,300 factories and moved more than 300 markets from downtown to the outskirts or neighboring areas.

"Shijiazhuang has good transportation and logistics. Property is cheap and labor costs are low," said Hui Jihua, a tea seller who closed her shops in Beijing last year and moved to the Hebei capital. With plenty of government support she is confident that her business will flourish in its new home.

CLEARING THE AIR

A concerted attack on pollution has also proved effective. PM2.5 density is down by about 33 percent from the 2013 level, but the air pollution is still seriously bad and smog is frequent.

The Ministry of Environmental Protection has demanded that capacity cuts in some cities are accelerated and heating plants are made to run more cleanly.

All coal in and out of Tianjin, the largest port in northern China, will be carried by rail from September, drastically cutting diesel fumes from road haulage.

"Tianjin port will focus on container services while Hebei's will develop bulk cargo business such as steel and coal, in line with environmental standards," Zhao Mingkui, vice president of the port.

Coordinated development has contributed to poverty reduction in Hebei, whose counties bordering on Beijing and Tianjin were once described as a "poverty belt."

One million people emerged from poverty last year in Hebei, but about 2 million remain in miserable conditions. Another 700,000 should be freed from their shackles this year through supplying agricultural products to those two rich neighbors. There are plans for a number of resorts to accommodate city residents keen to spend their weekends in the mountains.

FROM STRENGTH TO STRENGTH

"Clearly, Hebei is the weak link, but it has the most potential, too, " said Party chief Zhao Kezhi. Closing the gap involves farming out Beijing's non-capital functions including manufacturing, logistics and wholesale markets, transforming the BTH region into a new growth pole, he said.

"The past three years have been a good start,"said Wu Hequan of the Chinese Academy of Engineering and deputy head of a committee of expert consultants on BTH coordination. If concerted efforts continue to lead to tangible results,the region may outdo the Yangtze and Pearl river deltas in overall economic strength by 2030, he said.

Integrated customs clearance has increased efficiency and Tianjin's free trade zone has helped regional opening-up. Beijing's new satellite-center in Tongzhou District, close to the Hebei border, will become home to the municipal government, and a new international mega-airport will be closer to Hebei than the capital's downtown. Beijing and Hebei's Zhangjiakou are to jointly host the 2022 Winter Olympics.

As for her personal hopes, Cai Jinlian wants the same as all people everywhere - better health services and better education. These things will come in time, now sooner rather than later.
 
- a world-class intercity HSR with >= 250 kph (to provide the integration)
- a world-class tightly integrated metro-system for each sub-region (subways and BRTS)
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China’s trans-regional integration plan offers possible solution for big city malaise
By Zhang Mengxu from People’s Daily (People's Daily Online) 08:41, March 01, 2017

FOREIGN201703010842000429332607566.jpg

Construction of urban sub-centers is an important project for the coordinated development of Beijing,
Tianjin and Hebei. Pictured is the scheme for the urban sub-center in Tongzhou District, Beijing.

China has made accomplishments from its national strategy for Jing-Jin-Ji, a coordinated development plan for Beijing, Tianjin municipality and the neighboring Hebei province. Involving over 100 million population and 1/10 of China’s GDP aggregate, the integration plan is proved to be an effective prescription for the big city disease.

The successful attempt can work as possible solution for the world who is now confronted with overpopulation, traffic congestion, pollution, ecological deterioration and other “symptoms” of the big city disease.

As for China, both the capital city Beijing and Tianjin municipality show a severe case of the disease whereas medium and small-sized cities in the neighboring Hebei province are underdeveloped. The per capita GDP of Hebei province is only 40 percent of that of Beijing and Tianjin.

To address the challenge, the Chinese government, in Feb. 2014, proposed the major national strategy of Beijing-Tianjin-Hebei coordinated development.

By removing Beijing’s non-capital functions, adjusting the economic structure and rationalizing space utilization, China has explored a new path for intensive development and a mode for optimal development of areas with dense population.

Beijing Zoo Wholesale Market was once the largest clothing wholesale market in Asia. Located in central Beijing, the market had 13,000 stands, over 30,000 employees and a 100,000-daily-customer-flow, making the area one of the most heavily congested part in Beijing.

Now, thanks to the integration plan, many proprietors started to relocate their business in a new market in Hebei.

“The new market waived our rent for the first two years and property management fees for the first year. Along with other favorable arrangements, we can roughly save 400,000 yuan ($58,210.6) in two years, which gives us enough time and capital to build our clientele,” said Li Guoyong, one of the traders who moved their shops out of Beijing.

Over the past three years, the strategy has achieved significant results. The three regions not only implemented China’s first trans-regional five-year plan and drafted the plan for Beijing-Tianjin-Hebei space utilization, but also released 12 specific plans on transportation, ecology, industry and other areas as well as a series of policies, which will further advance their integrated and coordinated development.

According to the national plan, industrial integration is a key support for orderly phasing out Beijing’s non-essential functions and boosting the coordinated development.

In the last three years, the three local governments have carried out a batch of major industrial programs. As the result, in 2016, Beijing’s economic growth rate reached 6.7 percent and the service industry contributed to 80.3 percent of the region’s total output value.

In the same period, Tianjin witnessed a 9 percent economic growth, continuing the leading momentum across the country and the economic growth rate of Hebei province arrived at 6.8 percent. The quality of the industries has trumped quantity.

After a plan on regional railway network connecting Beijing, Tianjin and Hebei was approved, it is estimated that by 2030, a 3,400-km intercity railway network will be built and the one-hour traffic circle and the 30-minute commuting circle among the three regions will also take initial shape. By then, working in one city while living in another will no longer be a dream.

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China’s trans-regional integration plan offers possible solution for big city malaise
By Zhang Mengxu from People’s Daily (People's Daily Online) 08:41, March 01, 2017

View attachment 380962
Construction of urban sub-centers is an important project for the coordinated development of Beijing,
Tianjin and Hebei. Pictured is the scheme for the urban sub-center in Tongzhou District, Beijing.

China has made accomplishments from its national strategy for Jing-Jin-Ji, a coordinated development plan for Beijing, Tianjin municipality and the neighboring Hebei province. Involving over 100 million population and 1/10 of China’s GDP aggregate, the integration plan is proved to be an effective prescription for the big city disease.

The successful attempt can work as possible solution for the world who is now confronted with overpopulation, traffic congestion, pollution, ecological deterioration and other “symptoms” of the big city disease.

As for China, both the capital city Beijing and Tianjin municipality show a severe case of the disease whereas medium and small-sized cities in the neighboring Hebei province are underdeveloped. The per capita GDP of Hebei province is only 40 percent of that of Beijing and Tianjin.

To address the challenge, the Chinese government, in Feb. 2014, proposed the major national strategy of Beijing-Tianjin-Hebei coordinated development.

By removing Beijing’s non-capital functions, adjusting the economic structure and rationalizing space utilization, China has explored a new path for intensive development and a mode for optimal development of areas with dense population.

Beijing Zoo Wholesale Market was once the largest clothing wholesale market in Asia. Located in central Beijing, the market had 13,000 stands, over 30,000 employees and a 100,000-daily-customer-flow, making the area one of the most heavily congested part in Beijing.

Now, thanks to the integration plan, many proprietors started to relocate their business in a new market in Hebei.

“The new market waived our rent for the first two years and property management fees for the first year. Along with other favorable arrangements, we can roughly save 400,000 yuan ($58,210.6) in two years, which gives us enough time and capital to build our clientele,” said Li Guoyong, one of the traders who moved their shops out of Beijing.

Over the past three years, the strategy has achieved significant results. The three regions not only implemented China’s first trans-regional five-year plan and drafted the plan for Beijing-Tianjin-Hebei space utilization, but also released 12 specific plans on transportation, ecology, industry and other areas as well as a series of policies, which will further advance their integrated and coordinated development.

According to the national plan, industrial integration is a key support for orderly phasing out Beijing’s non-essential functions and boosting the coordinated development.

In the last three years, the three local governments have carried out a batch of major industrial programs. As the result, in 2016, Beijing’s economic growth rate reached 6.7 percent and the service industry contributed to 80.3 percent of the region’s total output value.

In the same period, Tianjin witnessed a 9 percent economic growth, continuing the leading momentum across the country and the economic growth rate of Hebei province arrived at 6.8 percent. The quality of the industries has trumped quantity.

After a plan on regional railway network connecting Beijing, Tianjin and Hebei was approved, it is estimated that by 2030, a 3,400-km intercity railway network will be built and the one-hour traffic circle and the 30-minute commuting circle among the three regions will also take initial shape. By then, working in one city while living in another will no longer be a dream.

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This is of strategic importance. Growing a big city due to population and investment flow is one thing. Having a weak-functioning mega-city compared to a sustainable mega-city is another. The world's poor countries with sub-Saharan level of development have the former. But they do not have the later.
 

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