in 5 years people forget about Shanghai...and talk Mumbai...
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Gucci Juice
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Foreign Policy: The Top 10 Stories You Missed in 2008
Shanghais futuristic skylinethe city has more than 900 high-rises, with hundreds more under constructionis one of the most potent symbols of Chinas economic rise. But the materials undergirding all that growth might be shakier than anyone can imagine. In March, the English-language Shanghai Daily reported that fully half of the steel sold to construction companies in Shanghais wholesale markets failed basic quality tests. Nearly a quarter of the tested samples failed tension tests, meaning structures built with them would not be able to withstand earthquakes and would be more likely to decay over time.
Of the 52 batches of steel tested by the Shanghai Industrial and Commercial Administrative Bureau, 27 were too light to meet Chinas legal standards. Some batches were nearly five times lighter than the legal standard, meaning that they were less than the weight of iron, steels primary ingredient. If your steel is less than the weight of iron, thats pretty incredible, says Christopher Earls, professor of civil engineering at Cornell University. That means youre replacing the iron with something else, so what you have isnt really steel at all.
The bureau ordered construction sites using the inferior steel to halt work, but, troublingly, did not publicly reveal where it was being used. Adam Minter, a Shanghai-based journalist who blogged the story after it broke, asked, What will happen to twenty-year home mortgages taken out on Shanghai apartments which will only laststructurallyfor ten years? At some point, Im pretty sure this is going to become an issue. After the collapse of substandard schoolhouses during this years Sichuan earthquake, tremors of which were felt in Shanghai, the prospect of something similar happening to an urban high-rise isnt an issue anyone should take lightly.
Shanghais futuristic skylinethe city has more than 900 high-rises, with hundreds more under constructionis one of the most potent symbols of Chinas economic rise. But the materials undergirding all that growth might be shakier than anyone can imagine. In March, the English-language Shanghai Daily reported that fully half of the steel sold to construction companies in Shanghais wholesale markets failed basic quality tests. Nearly a quarter of the tested samples failed tension tests, meaning structures built with them would not be able to withstand earthquakes and would be more likely to decay over time.
Of the 52 batches of steel tested by the Shanghai Industrial and Commercial Administrative Bureau, 27 were too light to meet Chinas legal standards. Some batches were nearly five times lighter than the legal standard, meaning that they were less than the weight of iron, steels primary ingredient. If your steel is less than the weight of iron, thats pretty incredible, says Christopher Earls, professor of civil engineering at Cornell University. That means youre replacing the iron with something else, so what you have isnt really steel at all.
The bureau ordered construction sites using the inferior steel to halt work, but, troublingly, did not publicly reveal where it was being used. Adam Minter, a Shanghai-based journalist who blogged the story after it broke, asked, What will happen to twenty-year home mortgages taken out on Shanghai apartments which will only laststructurallyfor ten years? At some point, Im pretty sure this is going to become an issue. After the collapse of substandard schoolhouses during this years Sichuan earthquake, tremors of which were felt in Shanghai, the prospect of something similar happening to an urban high-rise isnt an issue anyone should take lightly.
xebex
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RisingShiningSuperpower
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Mumbai No Shanghai as Metro Masks Cruel Commute: Corporate India - Bloomberg
Mumbai No Shanghai as Metro Masks Cruel Commute: Corporate India
After growing weary of five-hour commutes to work inMumbai, Raghavendra Deshpande took a 20 percent pay cut for a job nearer home. The city’s new metro railisn’t going to change his mind.
The metro, Mumbai’s first, is due to start ferrying passengers by the end of March after repeated delays. The 12-kilometer (7.5-mile) line, built by a group led by billionaire Anil Ambani’s Reliance Infrastructure Ltd. (RELI), aims to transport 600,000 people in a city of about 19 million.
“This is a trade-off I made because you don’t feel like a human being during the commute,” said 42-year-old Deshpande, who three years ago used to take taxicabs or trains to cover 30 kilometers one way. “We were already late in deciding to build the metro and the delay is adding to the misery.”
A decade after Prime Minister Manmohan Singhvowed to make Mumbai another Shanghai, creaky infrastructure, real estate that is among the most expensive in the world and urban squalor remain hallmarks of the nation’s financial capital, where more than 3,500 people die annually in accidents involving state-run commuter trains. A newly built monorail and flyovers crisscross the island city, almost touching crumbling buildings and defunct mills that have lingered on from British colonial days.
Stalled Projects
Mumbai’s stasis is a symbol of the paralysis that is hobbling India’s $1.8 trillion economy as a string of investment projects remain stalled by delays in land acquisition, environmental clearances and graft allegations. Singh’s Congress party-led coalition will face elections by May as voters grapple with an economygrowing at a pace that’s close to a decade-low and the worst consumer inflation in Asia.
The Mumbai metropolitan region needs $60 billion of investment in public transportation over the next 20 years and the current plan falls short of needs, according to estimates by Shirish Sankhe, Mumbai-based director at McKinsey & Co. In a 2010 study, the consultant said India must spend $2.2 trillion by 2030 on urban transportation, housing and office space to boost infrastructure ranked below that of Guatemala andNamibia by the World Economic Forum.
Failure to boost infrastructure spending is holding back India’s growth while creating bottlenecks that fan inflation, said D.K. Joshi, an economist at Crisil Ltd., a local unit of Standard & Poor’s.
‘Not Luxury’
“In some ways, the pace of infrastructure development is synonymous with the slow economic growth,” Mumbai-based Joshi said. “Considering the importance of the city as a financial center, a smooth transport system is a necessity and not a luxury.”
Mumbai’s slow pace of development contrasts with Shanghai, which today boasts of the world’s longest subway system covering about 560 kilometers, the No. 1 container port and two world class airports.
China’s resolve to turn Shanghai into a global economic, financial and shipping hub by 2020 has led to an office building boom to accommodate companies such asCitigroup Inc. (C) and Nike Inc. (NKE) Lujiazui, on the east side of the Huangpu river in Pudong and across from the Bund historical waterfront area, has evolved into the city’s main financial district from rice paddies three decades ago.
Tin Roof
India’s per capita spending on public works in cities is just 15 percent of China’s and unless that is increased eightfold, it may jeopardize India’s growth prospects, according to McKinsey.
Knight Frank LLP last year ranked Mumbai the 16th most expensive city for residential space, placed just behind Tokyo and Los Angeles. Gleaming new glass and steel constructions where monthly rent costs as much as $6,500 jostle for space with the ubiquitous shanties and slums where an eight-by-eight foot shack with a tin roof is still a luxury for millions.
An offshoot of the first train line started by the British-owned Great Indian Peninsula Railway in 1853 serves the teeming suburbs that have extended to Vashi on the mainland, where Deshpande lives and works, and far beyond.
Passenger traffic has surged sixfold since inception, while capacity has been augmented only 2.3 times, with each train on an average carrying 4,500 passengers versus the 1,750 capacity, according to Municipal Corporation of Greater Mumbai. Many of them hang on to the overstuffed trains from open exits and dart across busy tracks at stations during peak hours, resulting in 3,700 people deaths every year and an equal number getting maimed, according to data obtained by Samir Zhaveri, a rail safety activist, through a Right To Information filing.
Unique Challenge
The Mumbai Metropolitan Region DevelopmentAuthority plans to spend 300 billion rupees ($4.8 billion) on transportation in the next five years, a 50 percent increase in allocation from the previous half-decade, according to Commissioner Urvinder Pal Singh Madan.
“Our objective is to help citizens get better facilities with the resources we have,” Madan said in a phone interview on Feb. 10. “There’s little land available and implementing big projects in a densely populated city is a challenge unique to Mumbai.”
The metro, whose construction started in 2007,connects the northwestern suburb of Versova to Ghatkopar in the east and was originally scheduled to commence service at the end of 2011. Reliance Infrastructure owns a 69 percent stake in the venture, while MMRDA holds 26 percent. The elevated line with 12 stations is designed to reduce a 90-minute commute across the breadth of the city to 20 minutes.
Need More
The city would need nine to 10 such corridors of metro and about 750 billion rupees in investment for seamless travel, Sankhe said.
Lalit Jalan, chief executive officer of Reliance Infrastructure and spokesman Yuvraj Mehta declined to comment on the project and the delay in execution.
Just like the delayed project, a plan to build a secondinternational airport in Navi Mumbai on the mainland has struggled to take off pending land approvals. The first phase is now due to be completed by the end of 2018, about four years behind schedule, to help cater to 10 million passengers a year initially and up to 60 million by 2030. Work may start by the end of 2014, Sanjay Bhatia, vice chairman and managing director of City and Industrial Development Corp. of Maharashtra Ltd., said in a telephone interview on Feb. 7.
A monorail opened in Mumbai earlier this month. On completion of its second phase, it may ferry at least 150,000 passengers a day -- a fraction of the city’s commuter population -- over a 20-kilometer stretch, according to the MMRDA’s website.
No Match
“It is essentially a feeder line that is best suited to congested areas with right of way issues and sharp turns,” said Rajeev Jyoti, who heads the rail business atLarsen & Toubro Ltd. (LT), India’s biggest engineering firm that is building the nation’s first monorail. “Passengers shouldn’t have to lose a shirt button or two on their way to work.”
None of the new infrastructure can still match the British-era train system as there’s no coordination between the monorail, metro and the new airport projects, according to Sushi Shyamal, a partner at Ernst & Young in Mumbai.
The city administration hasn’t yet fully tapped the potential of waterways to connect sea-facing neighborhoods and decongest roads and trains, he said. A hovercraft service run by a venture partnering Mahindra & Mahindra Ltd. in the 1990s was forced to shut down.
“We talk of making Mumbai a Shanghai but the cities aren’t even close to being comparable,” Shyamal said. “We are already behind. It is just poor planning.”
To contact the reporters on this story: Anoop Agrawal in Mumbai at aagrawal8@bloomberg.net; Bhuma Shrivastava in Mumbai atbshrivastav1@bloomberg.net
To contact the editors responsible for this story: Niveditha Ravi at nravi2@bloomberg.net; Arijit Ghosh at aghosh@bloomberg.net
Mumbai No Shanghai as Metro Masks Cruel Commute: Corporate India
After growing weary of five-hour commutes to work inMumbai, Raghavendra Deshpande took a 20 percent pay cut for a job nearer home. The city’s new metro railisn’t going to change his mind.
The metro, Mumbai’s first, is due to start ferrying passengers by the end of March after repeated delays. The 12-kilometer (7.5-mile) line, built by a group led by billionaire Anil Ambani’s Reliance Infrastructure Ltd. (RELI), aims to transport 600,000 people in a city of about 19 million.
“This is a trade-off I made because you don’t feel like a human being during the commute,” said 42-year-old Deshpande, who three years ago used to take taxicabs or trains to cover 30 kilometers one way. “We were already late in deciding to build the metro and the delay is adding to the misery.”
A decade after Prime Minister Manmohan Singhvowed to make Mumbai another Shanghai, creaky infrastructure, real estate that is among the most expensive in the world and urban squalor remain hallmarks of the nation’s financial capital, where more than 3,500 people die annually in accidents involving state-run commuter trains. A newly built monorail and flyovers crisscross the island city, almost touching crumbling buildings and defunct mills that have lingered on from British colonial days.
Stalled Projects
Mumbai’s stasis is a symbol of the paralysis that is hobbling India’s $1.8 trillion economy as a string of investment projects remain stalled by delays in land acquisition, environmental clearances and graft allegations. Singh’s Congress party-led coalition will face elections by May as voters grapple with an economygrowing at a pace that’s close to a decade-low and the worst consumer inflation in Asia.
The Mumbai metropolitan region needs $60 billion of investment in public transportation over the next 20 years and the current plan falls short of needs, according to estimates by Shirish Sankhe, Mumbai-based director at McKinsey & Co. In a 2010 study, the consultant said India must spend $2.2 trillion by 2030 on urban transportation, housing and office space to boost infrastructure ranked below that of Guatemala andNamibia by the World Economic Forum.
Failure to boost infrastructure spending is holding back India’s growth while creating bottlenecks that fan inflation, said D.K. Joshi, an economist at Crisil Ltd., a local unit of Standard & Poor’s.
‘Not Luxury’
“In some ways, the pace of infrastructure development is synonymous with the slow economic growth,” Mumbai-based Joshi said. “Considering the importance of the city as a financial center, a smooth transport system is a necessity and not a luxury.”
Mumbai’s slow pace of development contrasts with Shanghai, which today boasts of the world’s longest subway system covering about 560 kilometers, the No. 1 container port and two world class airports.
China’s resolve to turn Shanghai into a global economic, financial and shipping hub by 2020 has led to an office building boom to accommodate companies such asCitigroup Inc. (C) and Nike Inc. (NKE) Lujiazui, on the east side of the Huangpu river in Pudong and across from the Bund historical waterfront area, has evolved into the city’s main financial district from rice paddies three decades ago.
Tin Roof
India’s per capita spending on public works in cities is just 15 percent of China’s and unless that is increased eightfold, it may jeopardize India’s growth prospects, according to McKinsey.
Knight Frank LLP last year ranked Mumbai the 16th most expensive city for residential space, placed just behind Tokyo and Los Angeles. Gleaming new glass and steel constructions where monthly rent costs as much as $6,500 jostle for space with the ubiquitous shanties and slums where an eight-by-eight foot shack with a tin roof is still a luxury for millions.
An offshoot of the first train line started by the British-owned Great Indian Peninsula Railway in 1853 serves the teeming suburbs that have extended to Vashi on the mainland, where Deshpande lives and works, and far beyond.
Passenger traffic has surged sixfold since inception, while capacity has been augmented only 2.3 times, with each train on an average carrying 4,500 passengers versus the 1,750 capacity, according to Municipal Corporation of Greater Mumbai. Many of them hang on to the overstuffed trains from open exits and dart across busy tracks at stations during peak hours, resulting in 3,700 people deaths every year and an equal number getting maimed, according to data obtained by Samir Zhaveri, a rail safety activist, through a Right To Information filing.
Unique Challenge
The Mumbai Metropolitan Region DevelopmentAuthority plans to spend 300 billion rupees ($4.8 billion) on transportation in the next five years, a 50 percent increase in allocation from the previous half-decade, according to Commissioner Urvinder Pal Singh Madan.
“Our objective is to help citizens get better facilities with the resources we have,” Madan said in a phone interview on Feb. 10. “There’s little land available and implementing big projects in a densely populated city is a challenge unique to Mumbai.”
The metro, whose construction started in 2007,connects the northwestern suburb of Versova to Ghatkopar in the east and was originally scheduled to commence service at the end of 2011. Reliance Infrastructure owns a 69 percent stake in the venture, while MMRDA holds 26 percent. The elevated line with 12 stations is designed to reduce a 90-minute commute across the breadth of the city to 20 minutes.
Need More
The city would need nine to 10 such corridors of metro and about 750 billion rupees in investment for seamless travel, Sankhe said.
Lalit Jalan, chief executive officer of Reliance Infrastructure and spokesman Yuvraj Mehta declined to comment on the project and the delay in execution.
Just like the delayed project, a plan to build a secondinternational airport in Navi Mumbai on the mainland has struggled to take off pending land approvals. The first phase is now due to be completed by the end of 2018, about four years behind schedule, to help cater to 10 million passengers a year initially and up to 60 million by 2030. Work may start by the end of 2014, Sanjay Bhatia, vice chairman and managing director of City and Industrial Development Corp. of Maharashtra Ltd., said in a telephone interview on Feb. 7.
A monorail opened in Mumbai earlier this month. On completion of its second phase, it may ferry at least 150,000 passengers a day -- a fraction of the city’s commuter population -- over a 20-kilometer stretch, according to the MMRDA’s website.
No Match
“It is essentially a feeder line that is best suited to congested areas with right of way issues and sharp turns,” said Rajeev Jyoti, who heads the rail business atLarsen & Toubro Ltd. (LT), India’s biggest engineering firm that is building the nation’s first monorail. “Passengers shouldn’t have to lose a shirt button or two on their way to work.”
None of the new infrastructure can still match the British-era train system as there’s no coordination between the monorail, metro and the new airport projects, according to Sushi Shyamal, a partner at Ernst & Young in Mumbai.
The city administration hasn’t yet fully tapped the potential of waterways to connect sea-facing neighborhoods and decongest roads and trains, he said. A hovercraft service run by a venture partnering Mahindra & Mahindra Ltd. in the 1990s was forced to shut down.
“We talk of making Mumbai a Shanghai but the cities aren’t even close to being comparable,” Shyamal said. “We are already behind. It is just poor planning.”
To contact the reporters on this story: Anoop Agrawal in Mumbai at aagrawal8@bloomberg.net; Bhuma Shrivastava in Mumbai atbshrivastav1@bloomberg.net
To contact the editors responsible for this story: Niveditha Ravi at nravi2@bloomberg.net; Arijit Ghosh at aghosh@bloomberg.net
Lord ZeN
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Wow ... u picked up a 5 year old thread !!!
RisingShiningSuperpower
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It has new developments. Mumbai has a new metro system, and the article specifically mentions Kangress Lackey Manmohan Singh's promise that he'd turn Mumbai into Shanghai in five years.
However, after I updated the thread, I realized it had been posted in the wrong forum in the first place, so I posted the article as a new thread in the more appropriate South Asian forum as well.
Nova2
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Tik hai bhai tumhare liye 10yrs kam kar diya
shanghai in 1990 & 2010 !
Tik hai bhai tumhare liye 10yrs kam kar diya
shanghai in 1990 & 2010 !
ptltejas
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Read the Second Para of the Thread 1st post
"When we talk of a resurgent Asia, people think of the great changes that have come about in Shanghai. I share this aspiration with the chief minister and senior Congress leaders to transform Mumbai in the next five years in such a manner that people would forget about Shanghai and Mumbai will become a talking point."
Promise V/s Aspiration, You need Aspirin. Now find out similar type of threads and reopen them.
Nova2
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Well it turns out to be the wrong grave that u had dug out my frnd.......Mumbai has got a new Metro rail ,a mono rail , an all new airport , better roads then it had bac in 2009(when tis thread was opend i suppose) , the skyline has grew a li'll taller and had become denser,.....but still the problem still exist ....the metro rail takes 8 yrs to build 12 kms no matter whatever the reasons were n nt to forget the world class construction work by Reliance (in comparison to hyderabad metro rail which took 20 months to build 20kms) ,u vl still find a lot of swimming pools during monsoon .....talks abt making mumbai becoming another shanghai....when avg. Fsi in mumbai is wt like 2-4 in contrast wid 11 in shanghai.....is just nonsense.....its has been failure of both the central and state govt which makes mumbai show up in news fr ol bad reasons ......things are changing but the progress it dead slow , future planning is wt is important ,there's a need to develop the city keeping in mind 35 million population n nt 20+ million like today,bt when u hv idiots taking such decisions u neva like to discuss such topics
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Imran Khan
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5 years done but no one is talking abut mubay today even lets give new date of 10 more years
pursuit of happiness
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indian cities cant be compare with best of chinese ones for minimum 20 yrs
india cant do it withot dramatic changes whihc are unlikley
india cant do it withot dramatic changes whihc are unlikley
Imran Khan
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to bhai 5 saal phly humara dimagh kiyoon chaat rahy thy ye log
hum bhi yehi keh rahy thy 
pursuit of happiness
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---to bhai 5 saal phly humara dimagh kiyoon chaat rahy thy ye log
heeee
even many indian know in heart .. bijing like city in current 4 metros is next to impossible or atlaset 20 yr away...
new upcoming cities likes noida ,gurgao, navi mumbai , can be closer to that aim
but
Dimang ko pata hai
par
Dil hai ke manta nahi...
---
Sapane dekhana jaruri haiii .. kya pata kismat sath de de...
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